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3) Finned evaporators
The bare tube evaporators are the simple copper coil
evaporators over which the substance to be cooled flows.
The plate surface evaporators are commonly used in the
household refrigerators. These evaporators are also in the
form of coil, which is attached to the plate.
The finned evaporators are also made of copper coil with fins
on the external surface as well on the internal surface.
BARE TUBE
PLATE TYPE
FIN
The supporting bearings are cast in two halves and are usually
white metal lined. These have oil scrolls cut into them to
distribute the splash lubrication. Nowadays ball bearing shaft
supports are being used, but they have been reported as being
quite noisy with a tendency to run hot.
Propeller drop.
the propeller shaft in the after peak tank is provided with inboard and
outboard seals.these seals contain nitrile rubber or viton lip seal which seals
against the bronze liner shrunk fit around the cast iron propeller shaft.after a
few years it creates grooves on them and naturally looses sealing and sea
water can easily find its way inside.this reduces the lubrication effect and
creates wear if the bronze liner.now as there is enough clearance the shaft
will come down by certain amount because of the propeller weight.this drop
in propeller shaft is termed as propeller drop and is measured by POKERS
gauge.
At docking:
1)Bouncing clearance: measured betwen top of ruddeR and jmpng bar.
2)Wear down clearance: beween the bottom of rudder and reference mark.
Read
more: http://wiki.answers.com/Q/How_is_the_rudder_drop_measured_in_a_ship#ixzz23nUkF
8Xr
Reasons for critical contouring of thrust face;
I. For lubrication
Rudder Clearance
Pads are welded to the hull and rudder. A clearance is given ( sometimes refered to as the
jumping clearance). As the carrier wears this clearance will increase
Purpose
The purpose of cruise ship stabilizers is to reduce the
rocking motion of the ship. They help a ship move more
smoothly, which cuts down the chance of seasickness for
passengers. When there is a great deal of movement, it
can cause a discrepancy between what a person sees and
what her inner ear senses. This is what causes
seasickness. The smoother the ride, the less chance for
this to happen.
Function
Cruise ship stabilizers extend out below the water line on
the port and starboard sides of the ship. They prevent it
from rolling to the left and right as it moves through the
water. They act much, as do airplane wing flaps, which
can be adjusted to reduce turbulence. Although no
stabilizers can prevent 100 percent of a cruise ship's
movement, they can significantly reduce it. This is
especially desirable in rough conditions when the waves
are high or the wind is strong.
How Cruise Ship Stabilizers Work fin stabilizer
Dimensions of a hull
Q11) WHAT IS CAMBER?
ANS) The camber is a measure of lateral main deck curvature
in naval architecture.
The practice of adding camber to a ship's deck originated in the
era of small sailing ships. These vessels were built with the
decks curving downwards at the sides in order to allow water
that washed onto the deck to spill off.
Breadth (moulded):
Draught:
The draft (or draught) of a ship's hull is the vertical distance
between the waterline and the bottom of the hull (keel), with
the thickness of the hull included; in the case of not being
included the draft outline would be obtained. Draft determines
the minimum depth of water a ship or boat can safely navigate.
The draft can also be used to determine the weight of the cargo
on board by calculating the total displacement of water and
then using Archimedes' principle. A table made by the shipyard
shows the water displacement for each draft. The density of
the water (salt or fresh) and the content of the ship's bunkers
have to be taken into account. The closely related term "trim"
is defined as the difference between the forward and after
drafts.
Draft marks on a ship's bow
Every 3000hrs
1. take out cylinder head, take the worn out mountings
and/or over haul the mountings
2.All units cylinder head, piston, connecting rod, and
3.turbocharger to be overhauled
4.Clean sump tank and fill with fresh lube oil
5.Take crank shaft deflection before and after removal of
bearings
6.Whatever actions taken should be recorded in the
maintenance record book
D'carb preparation:-
1.Make sure the all stand by auxiliary engines are ready
2.Keep all the special tools and other tools ready
3.Go through the previous records/manual for clearance
and adjustments
4.Put the display card "MEN AT WORK", "DON'T START"
5.Close air bottle valve to auxiliary engine and engine start
and stop valve
6.See that the turning bar is not in the flywheel and should
be in place
7.Open the indicator cocks
8.If the main bearing is to be removed, check crank shaft
deflections
9.Close lube oil, fuel oil, fresh water inlet/outlet valve, drain
the cooling water line and remove connections
A) Removal of cylinder head:-
Drain the jacket water and watch the expansion tank level, it
should not go down, if it is that means the valves are not
holding.
Scavenge manifold, exhaust manifold , rocker arm, lube oil
drain connection from rocker arm, rocker arm tank and
cover connection to be removed
Fuel oil high pressure connection from fuel pump to the
injector, fuel valve cooling connections in and out
(either diesel or water) to be removed
Remove the rocker arm assembly and the push rod. Remove
all the mountings such as starting valve, indicator cock,
relief valve and exhaust valve assembly
Remove the rocker cover and check any marking on
cylinder head nuts and studs. If no torque spanner is
available, note down the markings.
Open the cylinder head nut with box spanner and extension
rod. Never use the torque spanner. With box spanner
available note down the marking.
Put the cylinder head lifting tool and before lifting make
sure all the connections are removed. Also ensure that
the liner is not removed along with the cylinder head
Take out the copper joint between the head and the liner
Crankcase Method: -
In this method the crankcase doors are opened up and the
piston is visually checked whether is going up or down. This is
the surest method, but a bit cumbersome. It should be used
when you have a strong doubt about the other methods.
TAPPET ADJUSTMENT:
Now adjust the tappet clearance between the rocker arm &
valve stem by tightening or losing the nut below the lock nut.
Purifiers and Clarifiers differ only in that clarifiers are not set
up to remove water. Their design are similar to the point that
most purifiers found on board can be converted to use as a
clarifier with simple alteration of the gravity disc
Q30) HOW TO SELECT DAMN RING FOR PURIFIER?
ANS)From the nomogram provided with manual, which is
drawn with respect to viscosity of oil & which size damn ring
to be used.
If nomogram not there, then
a. Chief Engineers experience will come into use.
b. Hit & trial method to be used.
* First use the largest gravity disc and whether oil is
overflowing, if so, and then use small size gravity disc and
follow this process until oil stops overflowing.
Choosing Gravity Disc
Important Refrigerants:
Properties at -150C
(1) Ammonia (NH3)(R-717)
Latent heat = 1312.75 kJ/Kg
Specific volume = 0.509 m3/kg
Actions: -
a. Check L.P. cut out setting, cut out pressure OK.
b. Check flow of gas by seeing sight glass, which should show
full flow of refrigerant.
c. If no full flow- either less gas or drier chocked, change the
drier.
d. Check level in receiver, if low, then charges gas.
e. Expansion valve filter choked, then clean it.
f. Expansion valve malfunctioning- Change it.
g. Evaporator choked- Blow-thru evaporator with nitrogen.
5. Fix a shackle to lifting pad eye above pump and hang chain
block; ensuring SWL of block, slings and shackles are
satisfactory.
10. Remove bolting from top cover and remove cover. Scrape
off old gasket and check mating surfaces, and renew gasket on
assembly. (Light smear of grease on gasket / faces)
11. The pump shaft with impeller can be lifted out of casing.
Drive Motor
1. Grip motor drive shaft /coupling firmly and check for excess
axial and longitudinal movement. Rotate shaft at speed by
hand, allowing it to run to a stop whilst listening for excess
noise from bearings. Any doubt on either count, the bearings
should be replaced.
2. Megger check motor windings to ensure no dampness is
present and windings are in good condition. Any suspect
readings indicate a full motor strip to check condition of rotor
and stator.
2. Open air cock and expel air from line and pump while
checking for any leaks
4. Reconnect motor.
REFERENCE:
http://www.brighthub.com/engineering/marine/articles/485
81.aspx#
Checks and Precautions: -
Emergency situation can arise anytime (thats why is called
emergency) so it would not be a good idea to find out
that your valve is stuck due to rust or non-operation.
Hence it is a good practice to check for the operation as
a matter of routine.
10 6 2 4 8 12
IT SHOULD
BE TIGHTED
FROM INSIDE TO OUTSIDE ONCE & THEN OUTSIDE TO
INSIDE.
THE TIGHTING SHOULD BE DONE ONLY BY HAND TIGHT.
6. A hot drain pipe even when all valves are closed indicates a
leaking blow down valve.
Q59) EXPLAIN CRANKCASE EXPLOSION? HOW IT IS
PROTECTED? WHAT IS CRANKCASE RELIEF DOOR?
ANS) Crankcase explosions are also the result of high
operating temperatures of the engine. The main cause of
crankcase explosions is the development of hot spots at
various places in the crankcase. Due to the reciprocating
motion of the piston the lubricating oil in the crankcase is
splashed in the air. Now it is necessary that the flash point of
the lubricating oil be maintained at around 200 degree Celsius.
If this is not done then there are high chances for the
lubricating oil to catch fire.
Prevention: -
Preventing the generation of hot spots can do prevention of
crankcase explosion. It can also be prevented by the following
ways:
By providing proper lubrication to the reciprocating parts,
thus avoiding high temperatures.
Avoiding overloading of the engine
Using bearings with white metal material, which prevents
rise in temperature.
Using oil mist detector in the crankcase with proper visual
and audible alarm. Oil mist detectors raise an alarm if
the concentration of oil mist rises above the permissible
limit.
Pressure relief valves should be fixed on the crankcase for
the instant release of pressure. They should be
periodically pressure tested.
Crankcase doors should be made of strong and durable
material. Vent pipes shouldn't be too large and should
be checked for any choke up
Pressure relief valves should be provided with wire mesh to
prevent the release of flames inside the engine room.
Safe distance should be kept from the crankcase and the
relief valves in case the indications are sighted.
In case of indication, the crankcase doors should never be
opened till the time the system has totally cooled down.
Once the system has cooled down, proper inspection
and maintenance should be carried out.
Fire extinguishing medium should be kept standby. In many
systems, inert gas flooding system is directly connected
to the crankcase.
Generally used in: diesel oil, crude oil, lubes oil & sludge etc.
Annex I - Oil
Oil mixtures, distillates, gasoline, jet fuels, etc.
Annex IV - Sewage
Wastes from toilets, drainage from medical premises, drainage
from spaces containing live animals, etc.
Annex V - Garbage
Plastic bags, synthetic ropes, food wastes, paper products,
glass, metal, crockery, packaging material, synthetic fishing
nets, etc.
Annex I - Oil
Except where otherwise stated, these regulations apply to all
tankers of 50 gross tons (about 30 meters in length) and above
and other ships of 400 gross tons (about 40 meters) and above.
For Tankers
No discharge of any oil whatsoever must be made from the
cargo spaces of a tanker within 50 miles of the nearest
land;
The total quantity of oil which a new tanker may discharge in
any ballast voyage must not exceed 1/30,000 of the total
cargo carrying capacity of the vessel. For existing tankers
the limit is 1/15,000 of the cargo capacity.
Instantaneous rate at which oil may be discharged must not
exceed 30 liters per mile traveled by the ship
Small vessels (less than 150 GRT/35m) not covered above
No oil or waste oil discharge permitted.
Dispose of waste oil and oily bilge water in approved shore
facilities
Transfer to waste barge if available
For guidance on marina operations see the NSW EPA's
brochure
Even stricter restrictions apply in the Baltic Sea and Black Sea.
Annex IV - Sewage
Under Annex IV of MARPOL, it is proposed that the discharge
of sewage from ships should be controlled in all coastal areas
in a manner similar to that of garbage. Australia has already
signed and adopted the Annex. The following vessels are
required to fit holding tanks and ancillary pollution control
equipment:
New vessels of 400 gross registered tonnes and over.
New vessels certified to carry more than 15 persons.
Existing vessels of 400 gross registered tonnes and over (to
be fitted within 10 years).
Existing vessels certified to carry more than 15 persons (to
be fitted within 10 years).
Discharge of sewage
Ships are not permitted to discharge sewage within three
miles of the nearest land unless they have in operation an
approved treatment plant.
Between three and twelve miles from land sewage must be
comminuted and disinfected before discharge.
Annex V - Garbage
As far as garbage is concerned, specific minimum distances
have been set for the disposal of the principal types of garbage.
Perhaps most important feature of this section is the complete
prohibition placed on the disposal of plastics, including
synthetic ropes and fishing nets into the sea.
Category of Garbage
Garbage that has been ground or comminuted to particles less than 25mm
II. Special regulations for the Baltic Sea area under the
provisions of the Helsinki Convention
A) Application and discharge regulations under Art. 1d, Para 1,
MARPOL- (In the Baltic Sea area, the discharge requirements
according to Regulation 11, Para. 1, Annex IV
MARPOL 73/78 also apply to German pleasure craft equipped
with toilet holding tanks (see point II.B):
Under the provisions of the above Regulation, sewage stored in
holding tanks is not allowed to be discharged at a distance of
less than 12 nm from the nearest land.
When using chemical toilets, care should be taken to use
chemicals which do not pollute the marine environment.
Discharges of such sewage are subject to Regulation 11, Para.
1, Annex
IV, MARPOL 73/78, according to which any discharge of
sewage into the sea is prohibited, except when it has been
treated in an approved sewage treatment plant, or
comminuted and disinfected using an approved system.
Therefore, any discharge of sewage from chemical toilets on
board pleasure craft is prohibited; such sewage has to be kept
on board in holding tanks until it can be discharged to a
reception facility.
Stiff Ship: - The ship with a large Metacentric height has a large
righting lever at any angle & has considerable resistance to
rolling. A stiff ship is very uncomfortable. In it the Centre of
Gravity lies above the transverse metacentre.
However, if the tilt is too big, the shift in the center of gravity of
the oil may become too big. Instead of righting the ship, the
buoyancy force on the ship may even turn the ship in the same
direction of tilt, and the ship rotates and overturns.
Bulkhead definitions
Class A
a. Flat Bulkhead
b. Corrugated Bulkhead
c. Longitudinal Bulkhead
d. Transverse Bulkhead.
e. Watertight Bulkhead
f. Non-Watertight Bulkhead
g. Fire Class A Bulkhead
h. Fire Class B Bulkhead
i. Fire Class C Bulkhead
j. Collision Bulkhead.
k. Insulated bulkhead
Attachment: -
Bilge keels should be situated so they will not strike the wharf
or another vessel when tying alongside. The bilge keels should
also not extend below the baseline of the vessel so as not to be
damaged if the vessel runs aground. The only exception to this
is seen on vessels that are designed to be loaded/unloaded
while aground, in this case the bilge keels are backed with
more structure to help support the vessel (a feature on some
sailboats, were the vessels prominent bilge keels will self-
supported the boat when beached). The bilge keel itself should
be aligned with the vessels flow lines, to minimize drag.
At a large angle of
heel the centre of buoyancy will have moved further
out the low side and the force of buoyancy can no
longer be considered to act vertically upwards though
M, the initial metacentre. If, by heeling still further, the
centre of buoyancy can move out far enough to lie
vertically under G the centre of gravity, as in Figure
24.1(b), the righting lever and thus the righting
moment, will be zero.
The angle of heel at
which this occurs is referred to as the angle of loll and
m a y b e de f i n e d a s t h e a n g le t o w h i c h
a s h i p w i t h n e g a t i v e i n i t i a l metacentric
height will lie at rest in still water. If the ship should
now be inclined to an angle greater than the angle
of loll, as shown in Figure 24.1(c), the righting lever
will be positive, giving a m o m e n t t o r e tu r n t h e s h i p
t o t h e a n g le o f lo l l.
Q87) WHAT IS PLIMSOLL MARKING?
ANS) Mark painted on both sides of merchant ships to indicate
the maximum point they are allowed to sink to when loaded,
depending on the specific gravity of water which varies
according to season and place. This mark is accompanied by a
circle bisected by a horizontal line and letters indicating the
ship's registration society. Plimsoll mark was made
compulsory in 1876 in UK, and is named after Samuel Plimsoll
(1824-98), a member of parliament who campaigned for better
and safer work conditions for sailors. Also called Plimsoll line.
The original "Plimsoll Mark" was a circle with a horizontal line
through it to show the maximum draft of a ship. Additional
marks have been added over the years, allowing for different
water densities and expected sea conditions.
Letters may also appear to the sides of the mark indicating the
classification society that has surveyed the vessel's load line.
The initials used include AB for the American Bureau of
Shipping, LR for Lloyd's Register, GL for Germanischer Lloyd,
BV for Bureau VERITAS, IR for the Indian Register of Shipping,
RI for the Registro Italiano Navale and NV for Det Norske
VERITAS. These letters should be approximately 115
millimeters in height and 75 millimeters in width.[6] The Load
Line Length is referred to during and following load line
calculations.
The letters on the Load line marks have the following
meanings:
TF Tropical Fresh Water
F Fresh Water
T Tropical Seawater
S Summer Temperate Seawater
W Winter Temperate Seawater
WNA Winter North Atlantic
Fresh water is considered to have a density of 1000 kg/m and
seawater 1025 kg/m. Fresh watermarks make allowance for
the fact that the ship will float deeper in fresh water than salt
water. A ship loaded to her Fresh Water mark in fresh water
will float at her Summer Mark once she has passed into
seawater. Similarly if loaded to her Tropical Fresh water mark
she will float at her Tropical Mark once she passes in to sea
water.
The summer load line is the primary load line and it is from
this mark that all other marks are derived. The position of the
summer load line is calculated from the Load Line Rules and
depends on many factors such as length of ship, type of ship,
type and number of superstructures, amount of sheer, bow
height and so on. The horizontal line through the circle of the
Plimsoll mark is at the same level as the summer load line.
The winter load line is one forty-eighth of the summer load
draft below the summer load line.
The Tropical load line is one forty-eighth of the summer load
draft above the summer load line. The Fresh Water load line is
an amount equal to centimeters above the summer load line
where is the displacement in metric tons at the summer load
draft and T is the metric tons per centimeter immersion at that
draft. In any case where cannot be ascertained the fresh water
load line is at the same level as the tropical load line. The
position of the Tropical Fresh load line relative to the tropical
load line is found in the same way as the fresh water load line
is to the summer load line. The Winter North Atlantic load line
is used by vessels not exceeding 100 meters in length when in
certain areas of the North Atlantic Ocean during the winter
period. When assigned it is 50 millimeters below the winter
mark.
Timber load line marks
Certain vessels are assigned Timber Freeboards but before
these can be assigned certain additional conditions have to be
met. One of these conditions is that the vessel must have a
forecastle of at least 0.07 the length of the vessel and of not less
than standard height, which is 1.8 meters for a vessel 75
meters or less in length and 2.3 meters for a vessel 125 meters
or more in length with intermediate heights for intermediate
lengths. A poop or raised quarterdeck is also required if the
length is less than 100 meters. The letter L prefixes the load
line marks to indicate a timber load line. Except for the Timber
Winter North Atlantic freeboard the other freeboards are less
than the standard freeboards. This allows these ships to carry
additional timber as deck cargo, but with the facility to jettison
this cargo.
The letters on the Timber Load line marks have the following
meanings:
LTF Timber Tropical Fresh Water
LF Timber Fresh Water
LT Timber Tropical Seawater
LS Timber Summer Seawater
LW Timber Winter Seawater
LWNA Timber Winter North Atlantic
The Summer Timber load line is arrived at from the
appropriate tables in the Load Line Rules.
The Winter Timber load line is one thirty-sixth of the Summer
Timber load draft below the Summer Timber load line.
The Tropical Timber load line is one forty-eighth of the
Summer Timber load draft above the summer timber load line.
The Timber Fresh and the Tropical Timber Fresh load lines are
calculated in a similar way to the Fresh Water and Tropical
Fresh water load lines except that the displacement used in the
formula is that of the vessel at her Summer Timber load draft.
If this cannot be ascertained then these marks will be one
forty-eighth of the Timber Summer draft above the Timber
Summer and Timber Tropical marks respectively.
The Timber Winter North Atlantic load line is at the same level
as the Winter North Atlantic load line.
1. The disposal into the sea of all plastics, plastic garbage bags
and incinerator ashes from plastic products, which may
contain toxic or heavy metal residues, is prohibited.
2. The disposal of garbage i.e., Dunnage, lining & packing
materials to be made 25 Nautical miles away from the nearest
land.
3. Disposal of food wastes and all other garbage including
paper products, rags, glass, metal to be made 12 Nautical miles
away from the nearest land.
4. Disposal of food wastes can be permitted if it has passed
through a comminuter or grinder; distance is more than 3
Nautical miles from the nearest land. Such comminuted or
ground garbage shall be capable of passing through a screen
with openings no greater than 25mm.
2 Put the switch on the test mode from automatic mode. The
generator will start automatically but will not come on load.
3 Check voltage and frequency in the meter.
4 Keep the generator running for 10-15 min and check the
exhaust temp and other parameters.
1 Out the switch in manual mode as stated above and check the
pressure gauge for sufficient oil pressure.
2 Open the valve from accumulator to generator.
5 Keep the generator running for 10-15 min and check the
exhaust temp and other parameters.
7 For stopping, use the manual stop button from the panel.
c) Watertight doors.
Types of Lifeboat:
Open Lifeboat:
Closed lifeboat:
Closed lifeboats are the most popular lifeboats that are used on
ships, for they are enclosed which saves the crew from
seawater, strong wind and rough weather. Moreover, the water
tight integrity is higher in this type of lifeboat and it can also
get upright on its own if toppled over by waves. Closed
lifeboats are further classified as Partially enclosed and fully
enclosed lifeboats.
Free fall lifeboat:
The off load mechanism releases the boat after the load of the
boat is transferred to water or the boat has been lowered fully
into the sea. When the boat touches the surface of water, the
load on the fall and hence the hook releases and due to its
mechanism the hook detaches from the fall. If the detachment
dose not takes place, any of the crewmembers can remove the
hook from the fall. Most of the times the offload mechanism is
manually disengaged in case of malfunction; however, in case
of fire, it is dangerous to go out and release the hook.
On load mechanism: On load mechanism can release the
lifeboat from the wire, with the ship above the water level and
with all the crewmembers inside the boat. The load will be still
on the fall, as the boat would not have touched the water.
Normally the height of about 1 m is kept for the on load
release, so that the fall is smooth without damaging the boat
and harming the crew inside. A lever is provided inside the
boat to operate this mechanism. As the lever is operated from
inside, it is safe to free the boat without going out of the
lifeboat, when there is a fire on ship.
Free Fall lifeboat release:
-The size, IMO number and the capacity of the lifeboat for a
merchant vessel is decided by the type of the ship and number
of ships crew, but it should not be less than 7.3 m in length and
minimum two lifeboats are provided on both side of the ship
(port and starboard).
-The ship must carry one rescue boat for rescue purpose along
with other lifeboats. One lifeboat can be designated as a rescue
boat if more than one lifeboat is present onboard ship.
-The gravity davits must be hold and slide down the lifeboat
even when the ship is heeled to an angle of 15 degree on either
side. Ropes are used to hold the lifeboat in stowed position
with cradle. These ropes are called gripes.
-The wires, which lift or lower the lifeboat are known as falls
and the speed of the lifeboat descent should not be more then
36m/ min which is controlled by means of centrifugal brakes.
-The hoisting time for the boat launching appliance should not
be less than 0.3 m/sec with the boat loaded to its full capacity.
-The lifeboat station must be easily accessible for all the crew
members in all circumstances. Safety awareness posters and
launching procedures must be posted at lifeboat station.
Two-year service
Five-year service
When all these things are present together and lie within the
flammable limit, a fire can take place.Therefore, if a spray of
oil takes place through a leaking pipe over a hot surface or over
an electrical point, a fire can immediately take place.
Regulations
ANS) If a Fire breaks out, the alarm should be raised and the
Bridge informed immediately. If the Ship is in Port, the Local
Fire Authority should be called. If possible, an attempt should
be made to extinguish or limit the fire by any means possible (a
Fire in its first few minutes can usually be readily
extinguished).
Q121) why fire line fitted with relief valve and drain
valve?
ANS)Relief valve: - Relief valve is provided if pumps are
capable of developing the pressure exceeding the design
pressure of water service pipes, hydrants & hoses. It assists to
avoid any overpressure to develop in any part of the fire main.
The fire line is fitted with relief valve to prevent the damage to
pipe in case, the V/L is fighting fire with the help of shore while
in dry-dock.
Drain Valve: - Drain valve is fitted to drain the fire line when
not in use & also prevent the damage to pipe due to icing, while
V/L is operating in Sub-zero temperature area.
4. ADDITIONAL RECOMMENDATIONS
4.2 Ensure remote controls for fuel oil and hydraulic pumps,
quick closing fuel oil valves and closing devices for ventilators,
emergency stops for ventilation fans and CO2 fixed fire fighting
systems are clearly marked, regularly tested and maintained in
good working order.
Alarms in Boiler: -
a. Low water level Alarm
b. Too low water level alarm.
c. High water level alarm
d. High fuel oil temp. Alarm.
e. Low fuel oil temp. Alarm
f. Low boiler pressure alarm.
Trips in Boiler: -
a. Low Low-level water trip
b. High boiler pressure trip.
c. Flame failure
d. Low fuel oil pressure
Q141) what was NRT & GRT of your ship and definitions?
ANS) NRT: - Net Registered Tonnage
It is the tonnage obtained by deduction from the Gross
Tonnage, the tonnage of spaces, which are reqd. for the safe
working of ship:
(a) Masters Accommodation
(b) Crew Accommodation and allowance for provision stores.
(c) Wheel House, Chartroom, and Navigation Aids room
(d) Space for safety equipment & batteries.
ANS)
An expansion piece is fitted in a pipeline, which is subject to
considerable temperature variations. One type consists of a
bellows arrangement, which will permit movement in several
directions and absorb vibration. The fitting must be selected
according to the variation in system temperatures and
installed to permit the expansion and contraction required in
the system.
Q168) WHAT IS MUD BOX & WHAT IS ITS PURPOSE?
ANS)Mud boxes: -
Mud boxes are fitted into the machinery space bilge suction
piping. The mud box is a coarse strainer with a straight tailpipe
down to the bilge. To enable the internal perforated plate to be
cleaned when necessary, the lid of the mud box is easily
removed without disconnecting any pipe work.
15) Make sure the bunkering plans are agreed upon by all
officers onboard the ship.
Definitions
Sternpost: -
The vertical part of the stern frame to which the rudder is
attached
Q180) DRAW STIFFNER?
ANS)
Q188) Limits of NOx & SO x and why they are not applicable to
boilers? What are the precautionary & prevention measure to
reduce? What are the certificates concerning this?
ANS) Limits of NOx: -
a. 17.0 g/Kw-h when n less than 130 rpm.
b. 45.0 x n -0.2 g/Kw-h when is 130 or more but less than 2000
rpm
c. 9.8 g/Kw-h when n is 2000 rpm or more.
Limits of Sox: -
Outside SECA the Sox content in fuel oil should not be more
than 3.5 %.
Inside SECA the Sox content in fuel oil should not be more than
1.0 %.
If the fuel oil taken in SECA is having more than 1/5 % Sox
content, then Exhaust Gas Cleaning system be fitted to reduce
the total emission of sulphur oxides from ship, including both
auxiliary and main propulsion engines to 6.0 g Sox / Kw-hor
less.
Compliance: - Compliance with the provisions of Annex VI is
determined by periodic inspections and surveys. Upon passing
the surveys, the ship is issued an International Air Pollution
Prevention Certificate, which is valid for up to 5 years. Under
the NOx Technical Code, the ship operator (not the engine
manufacturer) is responsible for in-use compliance.
v) Masters responsibility
xi) Documentation
Safety culture
Greater confidence
Cost saving
Purpose Of ISM code & international requirements
The new chapter IX to SOLAS 1974, Management for the Safe Operation
of Ships requires compliance of Passenger Vessels and high speed
Passenger Craft over 500 GRT by 1 July 1998. Oil Tankers, Cargo high-
speed craft, Chemical Tankers, Gas Carriers and Bulk Carriers to comply by
1 July 1998. Other Cargo ships and mobile Offshore drilling rigs of over
500 GRT to comply by 1 July 2002.The MSA will be responsible for the
system audit, issue and renewal of ISM Convention Certificates and the
periodic verification.
Certification: The application of the code will lead to the issue of two
certificates:
ii) evidence required that the system as been in operation on at least one
type of ship in the companies fleet for a period of three months.
ii) applicable codes and guidelines both statutory and organizational are
taken into account.
i) Part-A: Implementation.
ii) Part-B: Certification and Verification
Part-A:
Part-B:
Objective of ISM: -
1. Safety at sea.
2. Prevention of human injury or loss of life.
3. Avoidance of damage to the environment & to the property.
Duties of DPA: -
1. Monitoring the safety & pollution prevention aspect of ship & to ensure
adequate resources & shore base support for ship.
Master responsibilities
1. The company should ensure that the Master is suitably qualified and
fully conversant with the SMS. They should also ensure that the ship is
correctly manned.
Emergency Preparedness:
1. The company should establish and maintain procedures for the control
of all documentation relevant to the SMS. This should include;
1. The company should carry out periodic audits to verify that safety and
pollution prevention's are complying with SMS. The audits and corrective
actions should be carried out as per laid down procedures.
1. A DOC is issued to all company's who can demonstrate that they have
complied with the code should be held. A copy of the DOC should be held
on board to allow the Master to produce it to the relevant authorities is
required.
2. An SMC is issue to the ship following verification that the ship and
company comply with the requirements of SMS.
Future verification that compliance with SMS should be carried out by the
administration.
Medical log
Records of verification
Garbage logs
Tied into the ISM code are the requirements to meet OPA90 to wit a
Federal Response Plan. Each company that trades in US coastal waters
must have in place a suitable response plan. They must have a designated
person resident in the United States ready to act as consultant. There is
an IMO regulation which is equivalent to OPA90. A company must be in
possession of a valid DOC to trade, and it must be able to clearly
demonstrate its ability to respond to situations such as oil spillage.
a. General
b. Definition
c. Application
d. Responsibilities of contacting government
e. Declaration of security
f. Obligation of company
g. Ship security
h. Ship security assessment
i. Ship security plan
j. Record
k. Company security officer
l. Ship security officer
m. Training, drill and exercise
n. Port facility security
o. Port facility security assessment
p. Port security plan
q. Port facility security officer
r. Training, drill and exercise at port
s. Verification and certification for ships
OBJECTIVE:
2) International connection to detect security threats.
3) Provide adequate guideline against breach of security
Level -1
Level -2
In addition to level -1
Level-3
In addition to level 1 & 2:
1) Limiting access to a single & controlled access.
2) Granting access only to those responding to the security
incident.
3) Carry out full or partial search of the ship.
4) Suspending cargo-handling operation.
5) Tighten security patrol of the vessel.
6) Crew member should be briefed on seriousness of the
situation.
RESTRICTED AREA:
1) Navigation room
2) Radio room
3) Engine room
4) Steering room
5) Emergency generator area
6) Bow thruster
7) Fire control room
8) Crew accommodation area
9) Ventilation, air conditioning equipment room,
10) Similar key area which is essential to safe operation of
ship.
Air is not brought in from the outside of the fridge the heat is
absorbed by the evaporator inside the fridge which has
refrigerant inside it, this refrigerant at low pressure is at low
temperature inside the evaporator so the heat from the
product inside the fridge is absorbed by the evaporator (as
heat always transfers from the hotter object to the colder
object) which has a fan to circulate the air around the fridge.
Then the refrigerant is pushed around the pipe work by the
compressor to the condenser where the refrigerant is hot from
the heat out of the fridge, because the outside air will be lower
than that of the pressurized refrigerant the heat is absorbed by
the ambient air which leaves the refrigerant cooler and lower
pressure so when its back into the evaporator it can absorb
more heat and expel it into the ambient air.
Compressor
Condenser
Expansion Device or Capillary tube
Evaporator
Thermostat