ORAL PREP QUESTIONS Flashcards
components of a typical 2 stroke cylinder head
Typical Marine Diesel Cylinder Head
The cylinder head we will examine is typical of a large 2-stroke diesel engine having scavenge air inlet ports in the cylinder liner and an exhaust valve in the cylinder head. This is known as uniflow scavenging. Those cylinder heads without exhaust valves have exhaust ports cut into the top end of the liner above the inlet ports, being known as loop scavenging engines.
The cylinder head contains the following components;
Fuel Valves
These inject the heavy fuel oil and diesel oil as a mist into the combustion chamber, being controlled nowadays by the common rail fuel system.
Air-start Valve
This is used to start the engine in the ahead or astern rotation by injecting compressed air into the relative cylinder.
Exhaust Gas Valve
This is contained in a cage fitted into an insert in the cylinder head. Modern exhaust valves are placed at the centre of the cylinder head having a water cooled cage, the valve being hydraulically operated rather than by a pushrod. They can also have a “fin” welded to the valve stem; the exhaust gas rotating the valve thus decreasing the wear on the seat.
Indicator Cock
This valve has two purposes
1) To enable indicator cards to be taken; these show the condition of the engine under normal operating conditions.
2) They are opened whilst engine is turned over on air for a few rotations to blow out any dirt or water accumulated after engine has been shut-down for a while or overhauled. The cocks are then shut and the engine started normally. Remember; indicator cocks should always be left opened when rotating the main engine using the turning gear.
Cylinder Relief Valve
Main purpose is to lift when over pressure occurs in the combustion area; the resultant combustion gas being expelled to a through a flanged pipe to deck.
cylinder reileif valve 2 stroke m/e
construcgtion and operating principles
Cylinder Relief Valve
Main purpose is to lift when over pressure occurs in the combustion area; the resultant combustion gas being expelled to a through a flanged pipe to deck.
Construction
The relief valve is enclosed within a cast iron casing that is secured to the cylinder head by threaded studs and hex nuts. It consists of the following components;
Helical Valve Spring
The spring is normally manufactured from silicon-chrome/vanadium spring wire that has been hardened and tempered in oil to the relative standards.
It is fitted inside the casing being held in position by the top and bottom ring keeps.
The Valve and Stem
The valve and stem are manufactured from high grade stainless steel, the valve being seated on an integral seat/machined landing that is open to the combustion chamber. The stem is not connected to the valve, but sits atop of it; protruding through the centre of the spring and terminating in a threaded portion outside the top of the casing. The threaded portion contains the locknuts that are used to adjust the spring tension, via the top spring collar. This allows the lifting pressure of the valve to be set at 20% over maximum internal combustion pressure.
Maintenance consists of cleaning and inspecting all the components at the same intervals as cylinder head overhaul. The valve seat should be examined and re-ground; the spring being checked for cracks and its free length measured under no-load conditions.
After the assembly the valve should be set to the correct lifting pressure before being subjected to pressure and leak testing.
Operating Principles
“Normal” lifting of the relief valve can occur in the following situation, and should give no cause for concern;
When too much fuel is supplied by the engineer when on starting the engine; I have done this a few times!
If air is being used to stop engine in “emergency stop” situation.
Running engine full astern for a prolonged period, in this case the bridge should be informed that astern running is at its limit.
However, there are situations that could lead to a relief valve lifting while engine is operating under normal load and conditions and warrant a full inspection.
Faulty fuel pump or incorrectly set fuel injector delivering excessive fuel.
Badly leaking fuel injector; through loose nozzle or enlarged injection holes.
Water leaking into the combustion chamber.
Scavenge fire.
5 steps to risk assessement
- identify hazards
- who might be harmed and how
- evaluate risks and decide on precautions
- record your findings and implement them
- review the risk assessment and update if necessary. ie new equipment
the difference between asynchronous (induction) and syncrounous as motors
how to troubleshoot a ac three phase induction motor with single phase?
Three Phase AC Motor Fault Diagnosis/Maintenance & Stripping
Single Phasing
• Symptoms: Noise, Vibration, Hot spots, Slightly slower speed if running, will not
start if stopped .
• Causes:
o Fuse blown.
o Contactor fault - dirty, maladjusted or worn contacts.
o Broken supply cable.
o Faulty starter/switch.
o Loose or broken terminal connections.
o Burnt out winding.
Fault diagnosis/defect rectification (Actions may include)
• Select the correct item of test equipment.
• Isolate the motor electrical supply in accordance with company
instructions/procedures.
• Identify which phase has been lost – check the fuses.
• Check all connections for tightness – including the starter.
• Check for any type of contamination – in particular water.
• Balance the fields of the motor.
• Check insulation resistance and check for earths.
• Check for motor alignment.
• Check operation of thermistors if fitted (3 should be fitted – if one is defective
it can be shorted out, if 2 are defective, change the motor).
• Check motor bearings – check previous/carryout vibration analysis.
Motor Stripping
• Obtain manufacturers operating manual.
• Inform any users of loss of service if required.
• Make the machine/system safe - electrically and mechanically isolations.
• Proceed in accordance with manufacturers manual.
• Plan the job in accordance with company safe system of work. (Permit etc).
Obtain all the correct tools (including any special tools), oils and greases etc.
• Strip the motor down using makers drawings/handbook.
• Mark all mating surfaces.
• Mark up/tally all wires.
• Remove bearings and rotor.
Reassembly
• Confirm that insulation resistance readings are acceptable, above 1MΩ
• Reassemble in accordance with manufacturers handbook.
• Use rust inhibitor on metallic surfaces when reassembled.
• Fit new bearings carefully (do not over – grease).
• Check motor is free to turn once reassembled and if possible bench test it in
the workshop.
• Once in situ, realign, reconnect and re-instate.
• Check direction of rotation and speed.
• Check for vibration and noise.
asynchroous – squirrel cage rotor is used but the windings are short circtuited with end rings so no slip rings brushes or dc current or starting mechanism are required. but the always have lagging power factor so are less efficient
synchrounous – generally a salient pole rotor is used in which windings are supplied with dc voltage via slip rings (or h-bridge) dc supply can be adjusted to improve power factor whereas asynchrounous always has a lagging power factor
when fed with 3 phase supply synchrounous motor operates at synchronous speed–the rotor and stator coils lock together magnetically. motor needs to be started close to synchronous speed for this to happen
when 3 phase is fed to asynchronous motor the rmf will cause an induced current in the rotor. this rotor current gives rise to rotor flux. according to lens law the direction of this induced current is such that it will tend to oppose the cause of its production –thus the rotor will try to catch up with the rmf and reduce the relative speed
airCOMPRESSOR safeties
Relief valve:
Fitted after every stage to release excess pressure developed inside it. The setting of the lifting pressure increases after every ascending stage. Normally fitted between 1st stage and intercooler and 2nd stage – aftercooler.
Bursting disc:
A bursting disc is a copper disc provided at the air cooler of the compressor. It is a safety disc which bursts when the pressure exceeds over the pre-determined value due to leaky air tubes of the cooler (intercooler or aftercooler).
Fusible plug:
Generally located on the discharge side of the compressor, it fuses if the air temperature is higher than the operational temperature. The fusible plug is made up of material which melts at high temperature.
Lube Oil low pressure alarm and trip:
If the lube oil pressure goes lower than the normal, the alarm is sounded followed by a cut out trip signal to avoid damage to bearings and crank shaft.
Water high temperature trip:
If the intercoolers are choked or the flow of water is less, then the air compressor will get over heated. To avoid this situation high water temperature trip is activated which cut offs the compressor.
Water no-flow trip:
If the attached pump is not working or the flow of water inside the intercooler is not enough to cool the compressor then moving part inside the compressor will get seized due to overheating. A no flow trip is provided which continuously monitor the flow of water and trips the compressor when there is none.
Motor Overload trip:
If the current taken by motor during running or starting is very high then there is a possibility of damage to the motor. An overload trip is thus fitted to avoid such situation.
AUTOMATIC MOISTURE DRAIN VALVE(Unloader)
this reduced the starting torque for the machine and clear out any accumulated moisture and oil in the system
air compressor safeties
COMPRESSOR
Relief valve:
Fitted after every stage to release excess pressure developed inside it. The setting of the lifting pressure increases after every ascending stage. Normally fitted between 1st stage and intercooler and 2nd stage – aftercooler.
Bursting disc:
A bursting disc is a copper disc provided at the air cooler of the compressor. It is a safety disc which bursts when the pressure exceeds over the pre-determined value due to leaky air tubes of the cooler (intercooler or aftercooler).
Fusible plug:
Generally located on the discharge side of the compressor, it fuses if the air temperature is higher than the operational temperature. The fusible plug is made up of material which melts at high temperature.
Lube Oil low pressure alarm and trip:
If the lube oil pressure goes lower than the normal, the alarm is sounded followed by a cut out trip signal to avoid damage to bearings and crank shaft.
Water high temperature trip:
If the intercoolers are choked or the flow of water is less, then the air compressor will get over heated. To avoid this situation high water temperature trip is activated which cut offs the compressor.
Water no-flow trip:
If the attached pump is not working or the flow of water inside the intercooler is not enough to cool the compressor then moving part inside the compressor will get seized due to overheating. A no flow trip is provided which continuously monitor the flow of water and trips the compressor when there is none.
Motor Overload trip:
If the current taken by motor during running or starting is very high then there is a possibility of damage to the motor. An overload trip is thus fitted to avoid such situation.
AUTOMATIC MOISTURE DRAIN VALVE(Unloader)
this reduced the starting torque for the machine and clear out any accumulated moisture and oil in the system
safety devices fitted to air start systems?
International Association of Classification Society rules state:
In order to protect starting air mains against explosion arising from improper functioning of starting valves, the following devices must be fitted:
An isolation non-return valve or equivalent at the starting air supply connection to each engine.
A bursting disc or flame arrester in way of the starting valve of each cylinder for direct reversing engines having a main starting manifold. OR
At the supply inlet to the starting air manifold for non-reversing engines
ALTERNATOR SAFETIES
The three main type alternator protection are:
a. Over current protection.
b. Reverse power trip
c. Under voltage trip
Two instruments used for testing the atmosphere in an Enclosed Space:
- 02 Meter • Safe reading: 20% of oxygen - Explosimeter • Safe reading: <1% of lower explosive limit, • In conjunction with a O2 meter *The results of the inspections and testing are to be recorded in the ISM Safety Manual onboard the vessel
Two instruments used for testing the atmosphere in an Enclosed Space:
- 02 Meter • Safe reading: 20% of oxygen - Explosimeter • Safe reading: <1% of lower explosive limit, • In conjunction with a O2 meter *The results of the inspections and testing are to be recorded in the ISM Safety Manual onboard the vessel
atmospheric pressure (the weight of the atmosphere, same as barometric pressure) is?
- 7psi
- decreases with elevation
**Measurement based on depth of water
One atmosphere (14.7 psi) is also the pressure caused by the weight of a column of fresh water of approximately 10.3 m (33.8 ft). Thus, a diver 10.3 m underwater experiences a pressure of about 2 atmospheres (1 atm of air plus 1 atm of water). Conversely, 10.3 m is the maximum height to which water can be raised using suction under standard atmospheric conditions.
**Boiling point of water
Pure water boils at 100 °C (212 °F) at earth’s standard atmospheric pressure. The boiling point is the temperature at which the vapor pressure is equal to the atmospheric pressure around the water.[11] Because of this, the boiling point of water is lower at lower pressure and higher at higher pressure. Cooking at high elevations, therefore, requires adjustments to recipes[12] or pressure cooking. A rough approximation of elevation can be obtained by measuring the temperature at which water boils; in the mid-19th century, this method was used by explorers.
water will boil at lower point in a vaccuum and in some cases will boil immediately–like pulling a vacuum in refrigeration
when is it safe to enter a confined space
Oxygen: normal is 20.8. any variation may indicate a problem and should be investigated further. at least 20% oxygen is required before entry into space. anything less than 20.8 could indicate that toxic gases have replaced oxygen and should be tested for or considered.
for LEL a explosimeter should be used with a nil reading, but where reading is steady for sometime up to 1% of the LEL may be accepted.
SO: up to 1% LEL and Min. 20.8% Oxygen.
What does the AVR do?
Controls exciter current
(If output voltage is low the AVR senses this and increases excitation current in the exciter stator. This in turn increases the output from the excitor rotor. This increased output is converted to DC and fed to the main rotor, thus increasing its magnetic field strength, resulting in an increase in the output.
Battery room safety arrangement
Safety is provided by
1) Proper ventilation
2) Prevention of heat source for ignition
Ventilation
· Independent exhaust fan provided
· Inlet duct should be below battery level, and outlet at top of the compartment
Prevention of heat source for ignition
· No naked light and no smoking
· Uses of externally fitted light or flameproof light
· Cables of adequate size and they are well connected
· Never placed Emergency Switchboard in this room
· Use insulated spanner and plastic jug for distilled water, to prevent short circuit
· Room temperature, maintained at 15 ~ 25°C
what can you say about transveres collision bulkhead
what are 4 purposes for tansversse bulkheads
collision bulkhead must extend from keel to weather deck and from p to stbd
must be 12% thicker and stronger then the rest of bulkheads
not less than 5% of LOA back from water line
purposes of transverse bulkheads are:
water/stability in even of flooding
to reduce racking
divide vessel into water tight compartements
resist spread of fire and smoke
What is the max density of DMA/MGO/distillate marine gas oil?
Max 890 kg/m3
*1000kg/m3 is too dense for centrifuge
How long must a Bunker Delivery Note be kept?
3 yrs
How long must fuel sample be kept?
Until fuel is consumed, but no less than 12 months
how to plan, prep, execute and complete bunkering
how to plan and prep for bunkering?
- consult with master voyage planning requirements for future
- determine date, time, location of bunkering procedure
- place order
- consult iso 2817 to check you are aquiring the proper mgo fuel.
- use a checklist to avoid missing any key points
- sound all tanks and record–even ones not filling incase of emergency transfer to those tanks, consolidate fuel, dont mix the fuel, check overflow is empty and alarm working
- inform adjacent ships, harbour master
- check valves and vents are in correct position
- alfa laval and transfer pumps off
- sopep and ppe ready, wet deck, drip trays, foam fire ext. at hand, scuppers plugged
- check vessel lines and draft/trim and record
- test comms with truck and fueling station
- fueling party meeting, normal and emergency actions and all procedures–tanks to fill, amount taking on etc.
- bravo flag raised
- take truck meter readings
- get bunker spec sheet. check oil grade and density
- explain to bunker truck the procedures and makes sure all emergency signals are clear. and that flow rates are explained. slow, max, stop etc
- connect hoses, cheif eng to check. all valves inline to tanks are open. main manifold valve opened last
- check bunker truck emergency stop is working
- open manifold valve when all checks done
how to execute and complete bunkering
- pumping rate low, to check oil is flowing to right tank and not leaking to others–constant sounding by crew, then increase rate. fill tanks to max 90% but slow down pumping rate to finish topping up and to open other tank valve
- sound more often when tank is nearly full–you can use guages if you know they are working correctly
- keep eye on bunker oil temperature and check it (why ian)
- take sample–clear and bright test
- take continuous drip samples
- take meter readings, record stop time
- sound tanks bunkered
- air blow the fuel supply lines, paying attention to full tanks with vents and that caps are on sounding ports
- check vessel trim and draught–volume bunkered should be correct for trim , heel and temp correction. in general the density should be reduced by .64 kg/m3 for each degree of increase in temperature
- four fuel samples taken–one kept onboard, one for bunker ship/truck, one for analysis and one for port state or IMO. on my boat i just witness 2 samples–no less than 400mls
- chief eng. sign the bunker receipt and amount bunkered
- if there is any shortfall, chief. eng. can issure a note of protest
- after everything is settled, the hose connection is removed
- sample sent for analysis
- cheif eng–make ORB entry
- sign bunker delivery note and receipt. keep copies
- dont use new bunker until report for analysis!
- inform ship and captain complete
- put away sopep kit and safety equipment
- take down bravo flag and signage
- stow samples for one year
Centrifugal pump. Causes of failure to prime
- Air leak on suction side of pump, causing atmospheric pressure to enter and ruin the low pressure created at volute intake and this ruin the vacuum created
- discharge line closed and air in pump. pressure would rise on discharge but would only be air, you need the air to be vented so that it can escape and water can move into pump and push air out
- increased clearance between wear plate and impeller would cause less vacuum created by pump–this could be caused by general wear in pump
- eye of impeller plugged up with debris
- pick up water level below pump
centrifugal pump not taking suction. What do you do?
- check valves are open
- check suction line for crack/leakage
- check for air ingress
- prime if possible
- check suction filter clogged
- check wear ring clearances
- check non-return valves
- check impeller
- check phase rotation
centrifuge operating principle
- gravity naturally settles out water and impurities from fuel.
- the speed of the centrifuge speeds up this process
- the unclarified fuel rises up through the disc stack and due to the higher density of the water and sediment the water and sediment are pushed outward in the bowl while the clarified liquid streams to a central dischage-chanel where it is dishcharged.
what certificates come under the heading SAFETY
safety construction cert
safety equipment cert
safety radio cert
Document of Compliance DOC
Safe management cert.
safe manning document
SAFETY
safety construction certificate:
what certificates come under the heading SHIP
(registry
tonnage
load line
wreck
p and i)
certifacte of registry
surv/renewals: initial audit; renewable after 5 yrs; change of ownership.
conv/authourity: flag state
limits: all yachts
remarks: required by flag state
survey and certification: MCA
tonnage certificate
s/r: initial survey/full term
c/a: itc69
limits: >24m
remarks: shows net and gross tonnage. required for registration
surv and certification: class
load line certificate
s/r: initial surv; ann. endorsement; intermediate survey; renewal after 5 years.
c/a: illconvention66
limits: >24
remarks: intact stability and subdivision standard. conditions of assignment attached as a record of measurement
surv./certification: class/mca
ship radio station licence
s/r: license will remain valid for the lifetime of vessel as long as it is validated once every ten years
c/a: Ofcom
limits: all yachts
remarks: details of call sign, mmsi no. licensing and accounting authority
surv./certification: Ofcom
p and i cert. of insurance
s/r:
c/a:
limits: >1000tns
remarks:
surv./certification:
wreck removal convention certificate
s/r:
c/a: nairobi international convention on the removal of wrecks
limits: >300gt
remarks: must carry cert. issued by a state party to the convention attesting that necessary insurance is in place
surv./certification: mca
statutory vs mandatory certificates
statutory : required by law–breaking law if you dont carry them onboard
mandatory : mandatory to be carried on board. not breaking law without them but may be not entered into port or country without them.
WHAT DO YOU KNOW ABOUT THE IOPPC CERTIFICATE?
- International oil pollution prevention certificate
IOPP certificate is issued to all the ships to which annex I of the MARPOL applies. gives the details of the equipments required as per MARPOL annex I that are fitted on board. These equipments may include
Oil discharge monitoring equipment (Oily water separator)
Incinerator
details and capacity of engine room bilges
Inert gas system or Inert gas generator
The certificate also has maximum 5 years validity and is endorsed annually. The certificate is endorsed after class verifies:
all the MARPOL equipments
Operations of the Marpol equipments
All the Marpol related records (orb)
STATUTORY CERTS HERCULINA
Large Charter Yachts (Megayachts)
Require the following certification–HERCULINA REQUIRES THEM ALL
• a Certificate of Registry
• an International Tonnage Certificate
• an International Load Line Certificate
• a Declaration on Anti-Fouling Systems
• If certified for > 15 persons and on international voyages, an International Sewage Pollution Prevention Certificate
If over 300 GT also:-
• Ship Safety Radio Certificate
If over 400 GT
also:-
• an International Oil Pollution Prevention Certificate
• an International Air Pollution Prevention Certificate
• an International Anti-Fouling Certificate (instead of the Declaration above)
-an Engine International Air Pollution Prevention Certificate. The EIAPPC is a requirement for vessels that have marine diesel engines fitted that have an output in excess of 130kW. whose engines were installed after 01 January 2000.
• If on international voyages, an
- International Sewage Pollution Prevention Certificate
If over500 GT also:-
• Safety Equipment Certificate
• Safety Construction Certificate
• International Safety Management Certificate
• International Ship Security Certificate
• a Minimum Safe Manning Document
If over 1000 GT also:-
• a Certificate of Insurance or Other
Financial Security in Respect of
Civil Liability for Bunker Oil Pollution Damage
I
certificates under the int. load line convention
- International loadline certificate
This certificate gives the detail of the loadlines of the vessel. In simple words from this certificate we can get following information
Draft corresponding to each loadline (for example Summer loadline draft, tropical loadline draft etc)
Freeboard corresponding to each loadline (for example freeboard of the ship at summer loadline, tropical loadline etc).
The certificate is issued after loadlines are assigned to the vessel. The loadline convention requires each ship to maintain a minimum freeboard. So it is in fact the freeboard that is assigned to the ship.
“Freeboard assignment certificate” gives the entire calculation for freeboard assignment to the ship. The corresponding drafts are are then calculated by substracting the freeboard from the total depth of the ship.
The assignment of freeboard depends upon a lots of factors. These are the factors that contributes to the reserve buoyancy of the ship. Some of these factors include
Air pipes of the ballast tanks
Water tightness of the water tight doors
Mast houses & store rooms on deck
drain plugs of the water tight compartments such as mast houses
Checking and verification of all these factors becomes the basis of annual endorsement and renewal of loadline certificate.
The certificate is valid for maximum 5 years and it requires annual endorsement on the certificate.
CERTIFIcates as per solas convention
statutory if your flag has ratified solas convention (which it has!!)
- CERT OF REGISTY
- MIN. SAFE MANNING
- INTERNATOINAL SHIP SAFETY EQUIP. CERT
- INTERNATION SHIP SAFETY RADIO
- INTERNATION SHIP CONSTRUCTION CERT
- SAFETY MANAGEMENT SYSTEM CERT
1) Certificate of registry–statutory–no expiry date–but not SOLAS
This is the trading certificate issued to the ship by the flag state. This is the certificate that defines the nationality of the ship. This certificate also has the port of registry information.
- minimum safe manning certificate–SOLAS CERT –no expiry. As a general rule the number of crew required would depend upon
The trade of the vessel
If the engine room is manned or unmanned (UMS)
Minimum safe manning certificate usually does not have any expiry except for some flags.
The certificate is a statutory certificate as it is required by the flag states rules and SOLAS.
3.International ship safety equipments certificate–SOLAS CERT–max validity 5 years, endorsed yearly
This certificate is issued after verifying the operational readiness of all the safety equipments on board.
The certificate is valid maximum for 5 years. The class stamps the certificate for annual endorsement each year.
4.International ship construction certificate–SOLAS CERT
This certificate is issued as per the requirements of SOLAS chapter II.
The certificate is valid maximum for 5 years. The class stamps the certificate for annual endorsement each year.
5) International Ship safety radio certificate
This certificate is issued as per the requirements of SOLAS chapter IV. The certificate is issued after verifying that all the radio equipments are in good working condition.
The certificate is valid maximum for 5 years. The class stamps the certificate for annual endorsement each year after verifying each element.
6) Safety management system certificate
Safety management system certificate is issued as per the requirements of SOLAS chapter IX and ISM code. The issuance of this certificate to a ship means that it complies with the ISM code and the requirements of SOLAS chapter IX.
The certificate is valid for maximum 5 years. This certificate need to be endorsed for intermediate verification every 2.5 years. This intermediate endorsement is done after successful completion of external SMS audit which is done by the RSO (usually class) on behalf of the flag.
CERTIFICATES MARPOL
certifcates are statutory if ship has ratified MARPOL convention
- IOPPC
- ISPPC
- IAPPC
1. International oil pollution prevention certificate
IOPP certificate is issued to all the ships to which annex I of the MARPOL applies. gives the details of the equipments required as per MARPOL annex I that are fitted on board. These equipments may include
Oil discharge monitoring equipment
Oily water separator
Incinerator
details and capacity of engine room bilges
Inert gas system or Inert gas generator
The certificate also has maximum 5 years validity and is endorsed annually. The certificate is endorsed after class verifies
all the MARPOL equipments
Operations of the Marpol equipments
All the Marpol related records
2. International sewage pollution prevention certificate
Issuance of this certificate certifies that ship is in compliant with the annex IV of the marpol. The certificate gives the details of
Sewage treatment plant (if fitted)
Sewage holding tank & its capacity (if fitted)
number of persons the sewage treatment plant or sewage holding tank is certified for
The certificate is valid for maximum 5 years.
3. International air pollution prevention certificate
This certificate certifies that ship complies with the Annex VI of the marpol. The certificate have
the detail of the all the engines (main as well as auxilary).
information if the vessel comes under tier I, II or III
The certificate can have maximum validity of 5 years.
Statutory vs mandatory certs
statutory : required by law–breaking law if you dont carry them onboard
mandatory : mandatory to be carried on board. not breaking law without them but may be not entered into port or country without them.
duties of chief engineer under solas
The chief engineer of the ship is the head of the technical department of the ship. It is his duty to ensure that the engine room machinery works properly for a smooth voyage.
According to the Safety of life at sea (SOLAS) convention, it is the responsibility of the chief engineer to look after the safety of maritime professionals working in the engine room. The duties of the chief engineer are clearly mentioned in STCW 95 section A- III /2.
SOLAS states that the operation of the ship and its equipment should be properly taken care of by the chief engineer, satisfying all minimum standards of safety.
Duties of the chief engineer in both general and emergency conditions on the ship are:
- Chief engineer should ensure that all the ship’s machinery and equipment are working in an efficient manner in order to support safe navigation of the ship.
- He should carry out all his duties while complying with the rules and regulations laid down by the flag state administration, IMO, and port state authorities.
- Frequent inspections of equipment dealing with ship and personal safety must be carried out by him at regular intervals of time
- All items used for pollution prevention should be frequently checked and tried out for proper operating condition
- Chief engineer should lay down a set of standing orders for each crew member under his command
- The standing orders should be given in accordance with the routine maintenance schedule as laid down by the Planned Maintenance System (PMS), which is prescribed by the manufactures
- He should see that details of every operation and activity should be properly maintained in log and record books, which state the compliance of the system.
- Life-saving and fire preventing equipment should be checked a regular basis for their operating condition. (Operating mechanism and linkages should be inspected and lubricated frequently)
- In order to minimize sources of fire, chief engineer must ensure that proper operation and maintenance of fuel and lubricating oil and purifying equipment is carried out to minimize leakage. In case there are leakages, they should be rectified at the earliest.
- He should also make sure that the amount of waste oil that is collected should be as less as possible. The collected oil should be burnt in an incinerator or given to shore-based collecting facilities.
- It is imperative of him to check that from the effluent mixture, only clean water is pumped out of the ship only through an oily water separator. (According to few company rules, only the chief engineer should handle the Oily water separator)
- In order to make sure the maintenance and repair procedures are carried out properly, necessary machine spare should be made available in the ships store by filing a proper requisition at the right time.
- It is the duty of the chief engineer to motivate his crew to develop a “safety first” attitude in his work.
- Chief engineer also makes sure that his crew attends all shipboard emergency drills and safety meetings.
- Each and every crew member should know how to tackle every kind of situation on the ship. The chief engineer must provide guidance to his crew during drills so that they know how to get out of an emergency situation safely in the minimum time possible.
- While tackling an emergency situation, the Chief Engineer must follow the company guidelines and procedures for dealing with emergencies.
- At the sight of an emergency, response time matters a lot. Therefore, the chief engineer must be able to guide his crew in minimum time to attend and rectify the task.
- Chief engineer must have the knowledge of equipment such as fixed fire fighting installation, the operation of quick closing valve etc. in order to deal with extreme emergency situations.
- He must also have the knowledge of shipboard emergency equipment response machinery panel, along with other important emergency machinery
- During an emergency situation, the chief engineer must maintain proper communication with the master regarding the situation of emergency, as the ship’s master is in touch with the local authorities and the shipping office.
- He must be co-operative with the master so that both deck and engine departments function towards bringing the emergency situation under control in the quickest possible time
- Last but not the least, the chief engineer should maintain a proper conduct with his crew members and address their queries and requirements to the best of his abilities.
What are the Responsibilities of Chief Engineer Under SOLAS?
-safety of:
personal
vessel
environment
- ensure that all the ship’s machinery and equipment are working in an efficient manner in order to support safe navigation of the ship.
- comply with the rules and regulations laid down by the flag state administration, IMO, and port state authorities.
–cooperate with the master, especially in emergency situations
- be competent with the operation and maintenance of all life saving and fire fighting eqiupment especially in emergency situatations
- Frequent inspections of equipment dealing with ship and personal safety must be carried out by him at regular intervals of time
– All items used for pollution prevention should be frequently checked and tried out for proper operating condition
- Chief engineer should lay down a set of standing orders for each crew member under his command
- He should see that details of every operation and activity should be properly maintained in log and record books, which state the compliance of the system.
–keep necessary spares onboard
–motivate his crew to develop a “safety first” attitude in his work.
– makes sure that his crew attends all shipboard emergency drills and safety meetings.
–TRAIN his crew in emergency situation
–Chief Engineer must follow the company guidelines and procedures for dealing with emergencies.
with reference to work undertaken on machinery, discuss the principles of accident prevention highlighting the ways in which the ch. eng can help to reduce those indents that leak to accidents.
risk ass. permit to work ppe
Chief engineer should ensure :
that himself and all involved have adequate skill and training, complete understanding of machinery systems. are versed in COSWP. that he nor his workers take unecessary risk. that they are constant on lookout for hazards are risks
**chief engineer can maintain a safe working culture on board by emphasixzing and practiccing the following:
clearly defined expectations;
good communications;
clear leadership;
good planning;
risk awareness;
accountability;
good safety culture; and
effective knowledge management
**He can always conduct proper and Effective risk assessments:
correctly and accurately identify all hazards;
identify who may be harmed and how;
determine the likelihood of harm arising;
quantify the severity of the harm;
identify and disregard inconsequential risks;
record the significant findings;
provide the basis for implementing or improving control measures; and
provide a basis for regular review and updating
Withdrawal or Suspension of Class
- A serious failure of any survey 2. Failure to repair defects of a condition of class found during a survey 3. Infringement of the freeboard regulations (overloading) 4. Vessel is operated in an incorrect manner
two circumstances under which the society would be entitled to withdraw class.
a serious failure of any survey
failure to repair defects of a condition of class
infringemnt of freeboard regulations
if survey date has expired
Define a classification society:
- It is an organization whose function is to ensure that a ship is soundly constructed and that the standard of construction is maintained. They also carry out research and publish papers.
5 classification society terms you need to understand now
- class notation – signify standards to which ship was built. ie to carry oil, ums, operate in ice.. etc
- class survey status report –This class status report gives details of all the survey due and expiry date of all the statutory certificates.
- class memorandum–info from class society to owners that dont require corrective action but that need to be highlited etc.
- class reports file–order confirmation and survey statement given to master after survey. survey statement shows report of the outcomes of hte surveys carried out. the report gets filed in the class reports file and thus a history of the vessel is recorded for future and for reference
- condition of class– machinery defect or vessel damage that cant be immediately repaired. class surveyor comes aboard and issues a condition of classs–temporary measures to be followed by vessel until repair is possible.
6.
List four Classification Societies:
- ABS - American Bureau of Shipping, USA 6. Lloyds of London 7. China Shipping Registry 9. Russian Shipping Registry 10. Polish Shipping Registry
describe how the classification societies requirements can be incorporated into a typical machinery maintenance system.
?
In order to retain this class notation the vessel and the machinery are subject to a series of inspections or surveys by a Class Surveyor. As far as the machinery is concerned these surveys are carried out as part of a five year programme where 20% of the machinery is surveyed each year with no single item having more than 60 months between surveys. Certain items are required to be surveyed more frequently for example steam generating boilers have a 2 year interval.
The hull and all compartments of the vessel are subject to a continuous hull survey over a period of 5 years and in addition certain special surveys are carried out as the vessel gets older.
Approved Maintenance systems
When a ships planned maintenance system meets the requirements of the class society, application for approval can be made. by having the system approved, the majority of the requirements of the classification society’s “continuous survey of machinery” can be met without physical inspection of the items at the time of survey.
Fire in ER what do you do?
- raise alarm, inform crew/master…if in port inform local authorities.
- attempt to extinguish fire by any means possible (or limit fire) shut off ventiation, shut er doors use portable extinguishers, shut off fuel, electricitu etc. If fire is electrial use co2. if fire is fuel related use DCP or Foam or Co2
- if you cant fight or limit fire, inform master/bridge, then muster and do head count
- master has final call, but consult with him as to possibility of releasing c02. If yes:
- seal off engine room, shut doors, slow or stop vessel
- inform coast guard
- start emergency generator or diesel fire pump in laz for bounday cooling
- repeat head count
- open co2 cabinet door on main deck
- operate all remote closing switches
- make sure er is air tight
- stop all machinery in ER including AC plant
- co2 released by competent Eng.
- If co2 does not release, follow manual for emergency operating procedures
- once c02 is released begin boundary cooling do not enter ER. Check if bottles are empty (cold) check if valves opened.
- c02 has little cooling effect, so danger of re-ignition if ventilation happens too soon. takes several hours
- enter only if ventilated adequately and only competent persons wearing B.A.
- Have backup teams ready in case of accidents inside or in case of reignition
- clear comms
- have attendant at door. he may not enter to save persons.
Checks for co2 system?
- 2 yearly, blow out pipes with compressed air
- Check levels reg. basis. if loss is 10% or greater, need to replace or refill
- 10 yearly, bottles to shore for hydro-static testing.
co2 fire facts and release regulations, perdcentages
is ligher than air, so settles down and displaces air
is nonconductive
non corrosive
no residue left after dishcarge
highly asphyxiating
very little cooling effect
85% discharge carried out in max 2 mins
capacity of co2 in system must be 35% of gross volume of machinery space includeing engine casings
Re-Entry after CO2 has been activated:
- Only re-enter after you have noted two distinct temperature drops (of over 10*C) - These must be recorded
list the most important things to do when fire in er requires fixed fire realease of c02
- On outbreak of fire, the fire alarm will sound and the bridge officer will know the location of fire. If the fire is big enough to fight with portable extinguishers, all crew should be gathered in muster station for a head count.
- Inform the wheel house about the situation of the fire. The chief engineer should take the decision in consent with the master to flood the engine room with CO2 for extinguishing the fire.
- The Emergency generator should be started as CO2 flooding requires all engine room machinery, including the auxiliary power generator to be stopped.
- Reduce ship speed and stop the main engine at a safe location. Captain should inform the nearest coastal authority if the ship is inside a coastal zone.
- Open the cabinet of the CO2 operating system in the fire station with the “Key” provided nearby in the glass case. This will give an audible CO2 Alarm in the engine room.
- Some systems and machinery like engine room blowers and fans etc. will trip with opening of CO2 cabinet. Counter check all the tripped system for surety.
- Operate all remote closing switches for quick closing valve, funnel flaps, fire flaps, engine room pumps and machinery, water tight doors etc.
- Air condition unit of ECR should be stopped.
- Close all the entrance doors of the engine room and make sure the room is air tight.
- 5 Make sure there is no one left inside the engine room by repeating the head count.
- 5b boundary cooling because co2 does not really cool the fire and reignition could take place
- 5c er cant be completely sealed, pressure needs to equalize when co2 is released, so make sure some vent in stack etc is open
- Operate the control and master valve in the CO2 cabinet. This will sound another alarm and after 60 seconds time delay CO2 will be released for fire extinguishing.
- If there is a need to enter the engine room for rescuing a person (which must be avoided), SCBA sets and life lines should be used. Safety of personnel should be of the highest priority during such incidences.
does compressing gas/air raise its temperature?
yes–because hot gases are trying to expand
increase pressure–adiabiatic heating, power stroke diesel engine
decrease–adiabatic cooling–dive compressor emptying
what is the meaning of the term condition monitoring
condition monitoring.
–process of monitoring a parameter of condition in machinery (vibration, temperature etc.), in order to identify a significant change which is indicative of a developing fault.
-It allows maintenance to be scheduled, or other actions to be taken to prevent consequential damages and avoid its consequences.
–conditions that would shorten normal lifespan can be addressed before they develop into a major failure.
allows avoidance of unnecessary early replacement of components and so maximise service life and minimise spares costs.
–should be done at suitably frequent intervals is essential, if breakdowns are to be avoided.
–Trend analysis based on one or other of the condition monitoring methods discussed earlier must be established if this base for planned maintenance is to be used.
–The system should also allow for continuous updating, with regards to the maintenance requirements based on the experience gained by those operating the system.
-In the early stages, it may be necessary to change the basis for the scheduling of maintenance from one base to another.
–It is essential that full and accurate records of all scheduled and unscheduled maintenance is maintained so that a service history of the equipment is built up highlighting any problems that may re-occur.
what is the meaning of the term condition monitoring
condition monitoring.
–process of monitoring a parameter of condition in machinery (vibration, temperature etc.), in order to identify a significant change which is indicative of a developing fault.
-It allows maintenance to be scheduled, or other actions to be taken to prevent consequential damages and avoid its consequences.
–conditions that would shorten normal lifespan can be addressed before they develop into a major failure.
allows avoidance of unnecessary early replacement of components and so maximise service life and minimise spares costs.
–should be done at suitably frequent intervals is essential, if breakdowns are to be avoided.
–Trend analysis based on one or other of the condition monitoring methods discussed earlier must be established if this base for planned maintenance is to be used.
–The system should also allow for continuous updating, with regards to the maintenance requirements based on the experience gained by those operating the system.
-In the early stages, it may be necessary to change the basis for the scheduling of maintenance from one base to another.
–It is essential that full and accurate records of all scheduled and unscheduled maintenance is maintained so that a service history of the equipment is built up highlighting any problems that may re-occur.
what are varying methods in which the condition of the machinery can be monitored togive reliable info. for component assessement?
what oil properties are tested that can give indications of machinery condition?
what oil tests can also just be done on board?
how can vibration analysis help?
what other things can be condition monitored?
- Records of parameter values (Log book)
- Periodical calibration (A good example of a component which can be usefully monitored in this manner is an engine cylinder liner or crankcase deflection)
- Used oil analvsis (The oil is tested for its physical properties as well as contaminant levels.)
Lubricating oil properties tested include:
Viscosity
Flash point
Alkalinity (Total base number, TBN)
Contaminants tested for include :-
Suspended solids Water
Acidity (Oxidation products)
Wear particles (metal traces)
Fuel dilution.
From the level and type of wear particles found then probable areas of wear can be identified.
The following are some of the tests which can easily be performed on board:
Viscosity - Comparison of the flow time for an unused sample of oil against that of a used sample usually down an inclined surface. Viscosity increases with suspended solids and heavy fuel dilution and decreases with distillate fuel dilution.
Water - Crackle test using a hot metal rod plunged into test sample. Water present crackles as it evaporates to form steam bubbles.
Acidity/alkalinity - Indicated by litmus or pH paper.
Wear particles - Shown up by rubbing two glass surfaces together with sample between. Any wear particles or abrasives will cause scratching of the glass.
Suspended solids - Spot test on absorbent surface such as blotting paper leaves concentration of solids in centre. The darker the spot, the higher the contaminant level.
-Vibration analysis
Since the level of vibration changes with wear it is possible to monitor the condition of certain machinery by measuring the vibration characteristics.
Usually an accelerometer is used to measure the above quantities and by recording successive readings then a trend of the change in the vibration can be obtained. By correct analysis of the readings, usually graphical, then deterioration in condition can be accurately monitored.
The frequencies of vibration of the various parts of a machine vary according to the speed of operation and the number of elements in the component. By using a suitable filter, a harmonic analyzer for example, it is possible to identify which component of the machine is wearing and giving rise to the increased vibration.
A ball bearing with eight balls in the race operating at 3000 revs/min will have a frequency of vibration of 400 cycles per second (Hz). Whereas a four bolt coupling on the same machine would have a frequency of 200 Hz. By filtering out the frequency of the bearing then vibration of the coupling can be analyzed with regards to wear and alignment.
other examples of condition monitoring;
Other examples of condition monitoring include the daily testing of boiler water for treatment and contaminant levels. Corrective action is then taken by adjustment of the dosing and make up rates.
Diesel engine cylinder power output is assessed regularly by the use of indicator cards or combustion pressure readings. This in turn gives indication as to the condition of cylinder components and fuel injection equipment.
when should you entet confined spaces?
how long should you stay in a confined space?
whos responsibility is it to make sure the confined space is safe to enter?
what should you do and prep before entering a confined space?
what do you do after task is completed?
Only enter a confined space when a permit to enter has been issued and if you consider it is safe to do so, and then only remain in the inside for as long as it is necessary to carry out the work.
It is the full responsibility of the owner of the confined space (i.e. ship, shipyard) to make and ensure that the confined space is safe to enter.
*consult authourized person and or have meeting to discuss task going over the following things:–
*do risk assessment–as it is required by ISM code– to identify hazards and reduce the risk of harm to an acceptable level; risk assessments cover:
What is a risk assessment?
A risk assessment is simply an assessment of risk. It is an examination of a task or job that may be carried out on board to identify the presence of hazards that may cause harm to people, property or the environment.
When should a risk assessment take place?
Risk assessments should be routinely carried out and be reviewed every year or whenever there are significant changes to either the ship or associated working activities. Risk assessments can be used as a reference document when giving a tool box talk prior to carrying out a task.
- is there adequate means for ventilation
- adequate exits/entrances
- is space capable of occupation
- can you do job without entering space?
- can u minimize time in space
- can u should you defer jobs to a better time
- do you have proper tools, equipment, ppe to do the job now
*after risk ass. appoint person to carry out task.
*put in place permit to work. , rescue plan, ressucitation equipment. the permit to work will cover:
A permit-to-work will: ISM provides a permit to work
— set out the work to be done, the location and the precautions to be taken;
— predetermine safe methods of work;
— provide a clear record that all foreseeable risks have been considered;
— define the precautions to be taken and their sequence;
— provide written authority for the confined space to be entered and the work to start and the time when the work must
cease.
-Permit to work is to be valid only for a certain time period. If time period expires then again new permit is to be issued and checklist is to be filled out.
Permit to work has to be checked and permitted by the Master of the ship in order to work in confined space.
*before entry and following permit to work:
-A list of work to be done should be made
-Potential hazards are to be identified such as presence of toxic gases.
–All fire hazard possibilities should be minimized if hot work is to be carried out. This can be done by emptying the fuel tank or chemical tanknearby the hot work place.
-The confined space has to be well ventilated before entering.
The space has to be checked for oxygen content and other gas content with the help of oxygen analyzer and gas detector.
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.
-Enough lighting and illumination should be present in the enclosed space before entering.
-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.
-Duty officer has to be informed before entering the enclosed space.
-The checklist has to be signed by the person involved in entry and also by a competent officer.
-The person may also carry a life line with him inside.
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.
-No source of ignition has to be taken inside unless the Master or competent officer is satisfied.
-The number of persons entering should be constrained to the adequate number of persons who are actually needed inside for work.
-The rescue and resuscitation equipment are to be present outside the confined space. Rescue equipment includes breathing air apparatus and spare charge bottles.
-Means of hoisting an incapacitated person should be available.
-After finishing the work and when the person is out of the enclosed space, the after work checklist has to be filled.
-The permit to work has to be closed after this
- is space ventilated thouroughly
- has atmosphere been tested okay
- has space been cordoned off, isolated, tagged out. -have adjacent spaces been considered
- have valves in and out of tanks been isolated, tagged
- is there an attendant at entrance permanently
- is testing equipment available for duration of time in space (o2 at least 20% safe. Explosimeter up to 1% LEL
- is ventilation available for duration
- adequate access and lights
- rescue and resusc gear at entrance
- master been informed?
- all comms including emergency been confirmed
- emergency evac procedures in place
- ppe–helmuts, boots
-an emergency escape breathing set,
− personal gas detector capable of monitoring at least hydrocarbon and oxygen,
− portable radio,
− emergency light source,
− a retrieval harness,
− an alternative means of attracting attention, e.g. a whistle.
- Is BA gear okay, tested, demonstrated, understood?
- record names, time in and time out
*upon completion
- secure space is clean and safe
- review risk assessment, amend if needed
- sign off p. to w. –auth person.
state ways in which condition monitoring may influence class machinery surveys
confirmatory survey
When a ships planned maintenance system meets the requirements of the class society, application for approval can be made. by having the system approved, the majority of the requirements of the classification society’s “continuous survey of machinery” can be met without physical inspection of the items at the time of survey–instead just a confirmatory survey.
outline the scope of the COSWP
published by MCA. Is best practice guidance for improving health and safety on board ship. The Code is addressed to everyone on a ship regardless of rank or rating, and to those ashore responsible for safety, because the recommendations can be effective only if they are understood by all and if everyone coope rates in their implementation. Section 1 is largely concerned with safety management and the statutory duties underlying the advice in the remainder of the Code. All working onboard should be aware of these duties and of the principles governing the guidance on safe practice which they are required to f ollow. Section 2 begins with a chapter setting out the areas that should be covered in introducing a new recruit to the safety procedures on board. It goes on to explain what individuals can do to improve their personal health and safety. Section 3 is concerned with various working practices common to all ships. Section 4 covers safety for specialist ship operations.
Outline the scope of COSWP
This Code is published by the Maritime and Coastguard Agency
Is a best practice guidance for improving health and safety on board ship and reduce accidents.
It is addressed to everyone on a ship regardless of rank or rating, and to those ashore responsible for safety, because the recommendations can be effective only if theyare understood by all and if everyone cooperates in their implementation.
- its a statutory requirement for it to be onboard - and in crew mess
- it shows the duties of shipowners and crew in regards to their responsiblities in terms of health and safety onboard ships
Outline the scope of COSWP
This Code is published by the Maritime and Coastguard Agency
Is a best practice guidance for improving health and safety on board ship and reduce accidents.
It is addressed to everyone on a ship regardless of rank or rating, and to those ashore responsible for safety, because the recommendations can be effective only if theyare understood by all and if everyone cooperates in their implementation.
- its a statutory requirement for it to be onboard - and in crew mess
- it shows the duties of shipowners and crew in regards to their responsiblities in terms of health and safety onboard ships
WHAT ARE SOME OF THE CHAPTERS OF COSWP?
What is Code Of Safe Working Practices For Merchant Seamen and its contents?
This code provides a sound basis upon which the concerned can establish and maintain safe working conditions on board ships at sea and in port and designed to reduce the number of accidents.
Published for the maritime and coastguard agency under licence from the controller of her majesties stationery office.
CONTENTS
SECTION1: SAFETY,RESPONSIBLITIES/SHIPBOARD MANAGEMENT
CHAPTER 1: Risk assessment.
CHAPTER 2: Health surveillance.
CHAPTER 3: Safety officials.
CHAPTER 4: Personal protective equipment.
CHAPTER 5: Safety signs.
CHAPTER 6: Means of access and safe movement.
CHAPTER 7: Work equipment.
SECTION 2: PERSONAL HEALTH AND SAFETY.
CHAPTER 8: Safety Induction.
CHAPTER 9: Fire Precautions.
CHAPTER 10: Emergency Procedures.
CHAPTER 11: Security On Board.
CHAPTER 12: Living On Board.
CHAPTER 13: Safe Movement.
CHAPTER 14: Food Preperation And Handling.
SECTION 3: WORK ACTIVITIES.
CHAPTER 15: Safe Systems Of Work.
CHAPTER 16: Permit To Work Systems.
CHAPTER 17: Entering Enclosed And Confined Spaces.
CHAPTER 18: Boarding Arrangements.
CHAPTER 19: Manual Handling.
CHAPTER 20: Use Of Work Equipment.
CHAPTER 21: Lifting Plant.
CHAPTER 22: Mantainence.
CHAPTER 23: Hotwork.
CHAPTER 24: Painting.
CHAPTER 25: Anchoring, Mooring And Towing Operations.
CHAPTER 26: Hatch Covers And Access Lids.
CHAPTER 27: Hazardous Substances.
CHAPTER 28: Use Of Safety Signs.
SECTION 4: SPECIALIST SHIPS.
CHAPTER 29: Dry Cargo Ships.
CHAPTER 30: Tankers And Other Ships Carrying Bulk Liquid Cargoes.
CHAPTER 31: Ships Serving Offshore Gas And Oil Installations.
CHAPTER 32: Ro-Ro Ferries.
CHAPTER 33: Port Towage Industry.
SECTION 5: APPENDIXES
Appendix 1: STANDARD SPECIFICATIONS REFERED TO IN THIS CODE.
Appendix 2: Bibliography.
COSWP guidelines to individuals regarding their own personal health and safety
responsible for own health and safety and that of other crew
responsible to operate equipment as per manufacturers instruction and ship procedures/guidelines
responsible to environment
list 6 precautions that should be taken to ensure personal health and safety
make sure RA and PtoW have been done
be aware of all hazards
follow all safety precautions
dont deviate from standing orders, permit towork
wear correct ppe
Duties of a worker in COSWP: What are the four duties of a worker:
- Take reasonable care of their own health and safety and that of others who may be affected by their actions 2. Cooperate with anyone else carrying out health and safety duties 3. Report any dangers/unsafe situations to the correct personnel 4. Make proper use of plant and machinery and treat any health and safety hazards with due caution
crankcase safety devices
- Breather pipe with flame trap
- Crankcase exhaust fan
- Oil mist detector
- Crankcase relief doors
- Bearing temperature sensor
- L.O return temperature sensor
How does a crankcase explosion happen?
whats the normal flash point of engine lub oil?
Bearing hot spot what causses it and How can you detect a bearing hotspot?
What other safety devices are on the crankcase for protection from this?
how does crankcase explosion happen?
- caused by hot spot in crankcase which can be caused by:
- high temperature due to the reciprocating movement of the piston,
- increase in bearing temperatures,
- sparks entering the crankcase due to leaky piston rings or piston blow past,
- fires in the adjacent scavenge trunks.
- when these hot spots come in contact with the oil in the crankcase, the oil gets vaporised. When these vaporised particles travel to the cooler part of the crankcase they get condensed into a white mist which has oil particles properly dispensed in it. The process that takes place is some what similar to atomization. This white mist when again travels to the hot spot area and exceeds the lower explosion limit can easily catch fire, which might also lead to an explosion. The fire or the explosion create immense pressure inside the crankcase and if this pressure crosses the permissible limit, crankcase explosion takes place. The explosion will rupture the crankcase doors and even cause heavy damage to the inside of the engine.
- 1st explosion: pressure wave in crankcase. should be caught by crankcase door and flame arrestor. door closes immediatley to stop influx of oxygen
- 2nd explosion: without crankcase door–broken, or didnt close– influx of air will cause huge secondary explosion
- *the number of doors and size are determined by SOLAS regs
flashpoint of oil? 200c
what causes a bearing hotspot and how do you detect it?
oil mist detector
Sudden increase in the exhaust temperature
Sudden increase in the load on the engine–overloading,
bearings worn out
Irregular running of the engine
incongruous noise of the engine
smell of the white mist.
In case of these indications, engine speed should be brought down immediately and the supply of fuel and air should be stopped. The system should then be allowed to cool down by opening the indicator cocks and turning on the internal cooling system.
what other safety devices are on the crankcase for protection from explosion?
crankcase explosion doors
pressure releif valves
proper oil levels
dont overload etc
besides hotspots what else could cause a crankcase fire?
Role of the DPA:
The Designated Person Ashore (DPA) is the ‘keystone’ to provide the structure and support for an efficient and effective Safety Management System onboard a vessel. Required by ISM Code for all commercial vessels over 500gt, the DPA is especially designated to ensure a reliable connection between the company and the crew and to supervise the safe operation of the vessel.
In layman’s terms, the DPA’s responsibilities are to (1) ensure the safe operation of each vessel, (2) monitor the safety and pollution-prevention aspects of the operation of the vessel and ensuring that adequate resources and shore-based support are applied, and (3) provide a link between the Managing Company and those on board, with direct access to the highest level of management.
For example, if a crew member is injured carrying out their usual work routines, the DPA must be contacted as soon as possible as it is his responsibility is to ensure various organasations are notified i.e. Flag Administration, Insurance etc.
The Safety Management Manual, which is vessel specific, contains instructions and information for safe and efficient operations of a specific vessel, and the DPA needs to oversee the operation of the vessel to ensure that proper provisions are made so that the requirements of the manual are complied with. The DPA needs to be accessible 24 hours a day, should be known by all crew and his contact details needs to be posted in an easily accessible and public place available to all crew, such as the crew notice board.
Role of the DPA:
The Designated Person Ashore (DPA) is the ‘keystone’ to provide the structure and support for an efficient and effective Safety Management System onboard a vessel. Required by ISM Code for all commercial vessels over 500gt, the DPA is especially designated to ensure a reliable connection between the company and the crew and to supervise the safe operation of the vessel.
In layman’s terms, the DPA’s responsibilities are to (1) ensure the safe operation of each vessel, (2) monitor the safety and pollution-prevention aspects of the operation of the vessel and ensuring that adequate resources and shore-based support are applied, and (3) provide a link between the Managing Company and those on board, with direct access to the highest level of management.
For example, if a crew member is injured carrying out their usual work routines, the DPA must be contacted as soon as possible as it is his responsibility is to ensure various organasations are notified i.e. Flag Administration, Insurance etc.
The Safety Management Manual, which is vessel specific, contains instructions and information for safe and efficient operations of a specific vessel, and the DPA needs to oversee the operation of the vessel to ensure that proper provisions are made so that the requirements of the manual are complied with. The DPA needs to be accessible 24 hours a day, should be known by all crew and his contact details needs to be posted in an easily accessible and public place available to all crew, such as the crew notice board.
what is a dpa
The Designated Person Ashore (DPA) is the ‘keystone’ to provide the structure and support for an efficient and effective Safety Management System onboard a vessel. Required by ISM Code for all commercial vessels over 500gt, the DPA is especially designated to ensure a reliable connection between the company and the crew and to supervise the safe operation of the vessel.
In layman’s terms, the DPA’s responsibilities are to (1) ensure the safe operation of each vessel, (2) monitor the safety and pollution-prevention aspects of the operation of the vessel and ensuring that adequate resources and shore-based support are applied, and (3) provide a link between the Managing Company and those on board, with direct access to the highest level of management.
acts as link between mgmt, company, owner and vessel
- responsible to ensure vessel operates according to sms doc.
- he has authourity from mgmt to be link between upper mgmt and vessel
- flag state respresntative for our vessel in relation to sms
- makes sure vessel operates according to sms and doc as stated by flag state
- responsible for yearly audits of sms on vessel
sms can be changed–youtell your dpa and theyll consult flag state for changes
–access to the highest level of management
–responsible for monitoring the safety and pollution prevention aspects of the operation of each ship
is responsible for ensuring that adequate resources and shore-based support are applied, as required
As outlined in the ISM Code there are three main duties of a DPA:
(1) shall be responsible for monitoring the safe and efficient operation of each ship with particular regard to the safety and pollution prevention aspects.
(2) shall take such steps as are necessary to ensure compliance with the company SMS on the basis of which the Document of Compliance was issued; and ensure that proper provision is made for each ship to be so manned, equipped and maintained that it is fit to operate in accordance with the SMS and with statutory requirements.
(3) have appropriate knowledge and sufficient experience of the operation of ships at sea and in port, to enable him to comply with paragraphs (1) and (2) above.
purpose of dry dock?
frequency of dry dock and surveys?
Prep for dry dock starting with m gm and trim?
what to look for and do once boat is set up in dry dock–initial inspection and who is involved?
other work in dry dock? replacing plates, rudder work etc
prep for leaving dry dock and splashing?
purpose:
remove marine growth on hull
examine shell plating and underwater attachments and openings and ruddery and propellor and stem frame
carry out class society surveys
frequency:
2.5 year intervals – twice in every 5
no more than three years if ship is less than 15 years old
no more than two years if ship is more than 15 years unless special hull paint is used
prep for dry dock
Stability is the most important requirement for getting a ship safely into a dry dock. The three important parameters which must be ensured before entering the dry dock are:
1) Adequate Initial G.M:
When the ship touches the blocks, there is a reaction at the point of contact which raises the centre of gravity “G” and reduces the metacentric height “G.M” so that adequate initial metacentric height is required to compensate the same.
2) Vessel to be Upright:
While entering the dock the vessel needs to be upright which means there should be no port or starboard list when the ship touches the blocks, the point of contact will be outside the centre line of vessel, which may force the vessel to tip over.
3) Small or Moderate Trim Aft:
The slight trim allows the accenting of stern and bow in tandem rather than simultaneously as it will reduce the load and pressure on hull and the keel of vessel.
- non essential gear removed
- supply dock superintendent with: docking plan tank plug plan and details of any uderwater fittings thatmay cause obstructions
- have repair list ready and sent to dock superintendent and contractors.
- have spares ready and at hand
- have work plan ready for vessels staff
- tank levels recorded
- ensure surveyors are informed
- rudders, stabs, retractable units–thrusters, transducers, speek logs in docking positions
- cranes and davits stowed
- anchor secured
- moveable weights secured
- tie down chains and strops in good condition and adequate
- bollards and fairleads are clear and ready for use
- adequate mooring lines are ready for use and winches windlasses tested
- access to and from vessel in dock is arrnage and safe
- copies of fire plans ready and ensure vessels fire prevention and control equip. is in good order.
- international shore connection and water supply confirmed with dock
- escape routes properly marked and emergency lighting (safety lamps not naked lamps) at hand and checked onboard
- turn off auto pumping of grey and black water
- electric shore supply confirmed -v, f, p, a
- required services arranged–black and grey water disposal, cooling water for systems, shore side storage for food, ship shore comms, internet
- ensure vessel is in a stable docking condition correct draft and upright. trimmed to stern–strongest part of ship. when docked vessel losses it GM–the vessels docking condition can be found in the stability book. tank transfers complete. tanks full or empty. no slack tanks for free surface effect
Have numbers etc. for all emergency services ashore
Fire Safety plan to be posted at every entrance point to the vessel
work to do and things to inspect once in dry dock
chief, surveyor, representative from yard and owners representative walk the hull and discuss findings, using camera if needed.
look at:
- check vessel hull for paint condition, water line condition, sea growth, known or unknown plate damage, corrosion etc
- check sea suction gratings
- check the bow for any damage from pounding corrosion etc.
- check anchor and anchor chains. the anchors will be lowered to the dock bottom, together with chain. wastage in excess of 11 percent. defective links being replaced. joining shackles are parted and checked, then pins being sealed with lead upon re-assembly
- check thruster tunels and props for damage, corrosion, pitting, erosion, cracks.
- check condition of bilge keels
- check condition of stabiliser fins, oil leaks etc.
- if cpp, check seals for oil leakage, check blade holding nuts and bold and flanges for cracks
- check propellor boss, lock nut, locking device, rope guard etc
- check stern tube and seal oil condition. look for an signs of water contamination or leakage. change if required.
- check stern tube bearing wear down, if above recommended value, rectify\
- check rudder condition for damage, corrosion, or misalighnemt
- open rudder drain plug and check for leaks (check its not oil filled first! lol)
- check external rudder stops if fitted
- check ruder stock condition and rudder carrier bearing
- check rudder pintles
- check cathodic protection arrangement, sacrificial anodes or impnressed current system
- check all drain plugs and their condition
- check ship side valves, overhaul and repair as required.
other work in dry dock
- connect boat to shore fire main, charge system and check
- connect electrical shore supply and ensure the cabling and carr out the required checks (voltage, freq., phasing, cabling, safety.)
- install safe access–including required safet lines, nets etc.
- transducers and impressed current anodes should be covered with grease and then masking tape.
- remove drain (docking plugs) from required tanks, mark them for identification, write down the removed plugs, store in a safe location.
- ensure all tanks, void spaces etc are opened vented and ready for inspection by surveyors at teh appropriate time. before anone is allowed to enter a tank, the atmosphere must be tested by an approved person/chemist.
- keep a close watch on any hot work such as welding and gas cutting, stop any unsage practices. permits to work always done and at hand.
- ensure that no machinery is run, or equipment moved without informing the dry dock superindent.
- ensure proper observation of the regulations concerning the cleanliness of the dock and the dischage of water onto the dock..
- ensure correct and sufficient safety equipment is available for all crew..ppe etc
- prepare equipment for removal for survey inspection as required.
- note the removeal of an equipment or ballast/fuels for stabilit considerations, when refloating.
–
-replacing plating. surveyor from class society should be at hand and work agreed upon with him before work commences
Welding of hull structures is to be carried out by qualified welders, according to approved and qualified welding procedures and with welding consumables approved by the Classification Society, see Section 3. Welding operations are to be carried out under proper supervision of the repair yard.
rudder inspection and clearances
Inspect carrier bearing for looseness test bolts and nuts, check grease pathways
check pintles and bushes measurements made in transvere and longitudinal directions
remove drain plug check for water ingress and thus corrosion and damage inside,
check for twinsting, bending of rudder stock from hitting somethingor from heavy seas
after repairs test for water tight integritty by applying .15 bar air pressure
pintle bush clearnance checked
neck bush clearance checked
jumper clearnance checked
prep for leaving dry dock and going in water
Following things must be checked by a responsible engineer and deck officers before water is filled up in the dock:
All Departments in charge to confirm that repairs assigned under their departments are completed successful with tests and surveys are carried out
Check rudder plug and vent and also check if anode are fitted back on rudder
Check hull for proper coating of paint; make sure no TBT based paint is used.
Check Impressed Current Cathodic Protection system (ICCP) anodes are fitted in position and cover removed
Check Anodes are fitted properly on hull and cover removed (if ICCP is not installed)
Check all double bottom tank plugs are secured
Check all sea inlets and sea chests gratings are fitted
Check echo sounder and logs are fitted and covers removed
Check of propeller and rudder are clear from any obstruction
Check if anchor and anchor chain is secured on board
Check all external connection (shore water supply, shore power cables) are removed
Check inside the ship all repaired overboard valve are in place
Secure any moving item inside the ship
Check sounding of all tank and match them with the value obtain prior entering the dry dock
Check stability and trim of the ship. Positive GM should be maintained at all time
If there is any load shift or change in stability, inform the dock master
Go through the checklist again and satisfactory checklist to be signed by Master
Master to sign authority for Flood Certificate
When flooding reaches overboard valve level, stop it and check all valves and stern tube for leaks
Instruction to every crew member to be vigilant while un-docking
things that will be on a docking plan
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loa
beam
bilge keel clearances
through hull fittings
underwater profile
location of protrusions
dimensions of boat
underwater profile
Location of the end of skeg.
Frame spacing.
Longitudinal clearance required for removal of shaft.
Longitudinal clearance required for removal of rudder.
drydock. 5 preccautions that should be undertaken before vessel enters dry dock
tanks full or empty–record capacities
non-essential gear removed
trimmed to stern
watertight doors closed
send docking plan and tank plug plan to dock superinten
repair list to dock superintendent
stabilizer and trandsucers etc indocking mode
cranes and davits stowed and secure
essential services ready and agreed upon onhsore
fire plan ready
anchors secured
mooring lines
tank transfers complete. no slack tanks
Five safety precautions before flooding the dry dock:
- All maintenance work orders on hull items are signed off/completed and checked 2. All sea chests closed 3. Engines (mains & generators) de-isolated and readied for re-commissioning 4. Bow thruster available 5. Ensure all tanks are still ballasted as per when the vessel arrived in dry dock 6. All water tight doors closed 7. A man in every compartment with communication to dry dock supervisor
list precautions before flooding a dry dock
and while flooding
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Leaving the Drydock.
When all repairs are completed, preparations are made for flooding the dock.
ensure all water intake grills/grates have been replaced
- drain plugs properlyfitted
- all ships side fittings are re-installee
- transducers are uncovered andclear
- sac. anodes back in place
- stern tube oil seals checked
- tanks closed and checked
- anchor secured
–loose equpment secured
- paints are dry
- vessels loaded condidtion is simialr to haulout. if not stability checks should be made
- sound all tanks and record findidngs
- a sufficient number of staff are available to check shipside valves and fitting for leaks
- each member of staffis designated part. valves ande fittings for which theyhave responsibility
- ensure dock is aware of the levels when to stop flooding, so that checks for leaks can be made
- agree on emerg. procedure withdock should anuything go wrong
- ensure all ship staff are aware of any emerg. procedure in event of mishap.
- which ship services are to be restored
- who responsible for restoring each service
- when these services will be required to be restored
- who will disconnect dock services and when
- test vessel power sources if possible–gens, batteries
During flooding:
- sea suction inlets are submerged, valves opened and lines bled of air
- cooling arrangements for ME, Gens, Ref, are in order
- carry out thorough inspection of vessel for leaks and all work successfully completed before leaving the dock
- reg. rounds of all compartments for leakage
- carry out reg. soundings of all tanks
five routine maintenance activities that would be undertaken while the vessel is in dock
hull inspectioin
tank plugs, rudder
anodes
through hull valves
bowthruster tunnedl and prop checcked for cavitiatino , oil leak
rudder, drain plug, corrosion, carrier bearing pintles
state 3 tests that could be carrried out on a steal/aluminum hull in order to ascertain the extent of damage/wastage
Visual
–only be used for surface flaws of steelwork and welds. Interpretation of the test requires a skilled, experienced inspector.
Radiography
X rays and y rays are waves of electro-magnetic radiation. The rays are emitted from a source on one side of the structure and pass through the structure to expose a photographic film of the other side. Some of the rays are absorbed and different absorption rates occur through thinner material, slag inclusions, gas pockets, cracks etc. so that different degrees of exposure are experienced by the film. The process will thus show up sub-surface flaws.
Ultrasonic
Very high frequency sound waves are emitted from a piezzo electric crystal and reflected back from any surface, internal or external. The reflected signal may be received by the same, or a different piezzo electric crystal, and this signal is amplified onto an oscilloscope screen as peaks. The distance between the peaks can be used to gauge the material thickness, or to highlight the presence of sub-surface flaws. Interpretation of results requires a skilled operator.
state checks on vessel that should be made: before starting to reflood the dock and during the reflooding
Leaving the Drydock.
When all repairs are completed, preparations are made for flooding the dock.
ensure all water intake grills/grates have been replaced
- drain plugs properlyfitted
- all ships side fittings are re-installee
- transducers are uncovered andclear
- sac. anodes back in place
- stern tube oil seals checked
- tanks closed and checked
- anchor secured
–loose equpment secured
- paints are dry
- vessels loaded condidtion is simialr to haulout. if not stability checks should be made
- sound all tanks and record findidngs
- a sufficient number of staff are available to check shipside valves and fitting for leaks
- each member of staffis designated part. valves ande fittings for which theyhave responsibility
- ensure dock is aware of the levels when to stop flooding, so that checks for leaks can be made
- agree on emerg. procedure withdock should anuything go wrong
- ensure all ship staff are aware of any emerg. procedure in event of mishap.
- which ship services are to be restored
- who responsible for restoring each service
- when these services will be required to be restored
- who will disconnect dock services and when
- test vessel power sources if possible–gens, batteries
During flooding:
- sea suction inlets are submerged, valves opened and lines bled of air
- cooling arrangements for ME, Gens, Ref, are in order
- carry out thorough inspection of vessel for leaks and all work successfully completed before leaving the dock
- reg. rounds of all compartments for leakage
- carry out reg. soundings of all tanks
vessel preparation for dry docking
- non essential gear removed
- supply dock superintendent with: docking plan tank plug plan and details of any uderwater fittings thatmay cause obstructions
- have repair list ready and sent to dock superintendent and contractors
- have work plan ready for vessels staff
- ensure surveyors are informed
- rudders, stabs, retractable units–thrusters, transducers, speek logs in docking positions
- cranes and davits stowed
- anchor secured
- moveable weights secured
- tie down chains and strops in good condition and adequate
- bollards and fairleads are clear and ready for use
- adequate mooring lines are ready for use and winches windlasses tested
- access to and from vessel in dock is arrnage and safe
- copies of fire plans ready and ensure vessels fire prevention and control equip. is in good order. international shore connection and water supply confirmed with dock
- electric shore supply confirmed -v, f, p, a
- required services arranged–black and grey water disposal, cooling water for systems, shore side storage for food, ship shore comms, internet
- ensure vessel is in a stable docking condition correct draft and upright. trimmed to stern. tank transfers complete. tanks full or empty. no slack tanks for free surface effect
-
describe the role of the surveyor during a dry-docking inspection, detailing items of the hull and associated external equipment that would require special examination.
the surveyor examines the underwater shell plating including openings and attachments, also rudder and fittings, stern frame and propeller.
should receive from cheif engineer, employer, a list of work to be completed and any plans for major modificatios or refit.
he does so with chief eng. ships owner representiativeand yard representative
the look at:
- paint condition, water line condition, sea growth, unknown plate damage, corrosion
- sea suction gratings
- anchorand anchor chains – corrosion/wastage excessive if over 11%
- thruster tunnels
- props–pitting, corrosion
- prop cpppoil seals leakage, blade bolts/nuts
- bilge keels
- stabiliser fins, oil leaks
- propellor boss , locking nut, rope guard
- stern tube and seal
- rudder condition, damage, corrosion, misalignment
- rudder drain plug
- rudder stops
- rudder stock condition and rudder carrier bearing
- rudder pintles
- cathodic protection system and anodes
- all drain plugs
- ship side valves–overhaul and repair as required
Five safety precautions when entering dry dock:
- Fresh water tanks filled to suffice the fire suppression sprinkler system and lessen free surface effect 2. All fuel transfers complete 3. Fuel & water tanks ballasted to allow for correct trim (vessel upright and trimmed slightly by stern), thus making for haul out, blocking etc. to be made easier. All the while considering free surface effect 4. Vessel must be empty of all cargo 5. All water tight doors closed 6. Anchors are secured 7. Retractable hull fittings in dry docking position 8. All movable weights secured (eg: deck cranes) 9. Docking lines readied, winches and windlasses on and tested 10. Shipyard has docking plan, tank plug plan, details of underwater fittings and understands vessels needs
under classification rules state the frequency with which the underwater hull of a vessel must be examined in the presence of a surveyor
Docking surveys are carried out by arrangement with the owner. Ships under 15 years old must be examined in dry-dock twice in any 5 year period; not more than 3 years may elapse between docking. Ships 15 or more years old must be examined in dry-dock at 2-yearly intervals with extension to 2.5 years when a suitable high-resistance paint is applied to the underwater portion of the hull.
three methods of testing hull integrity
hammer test - usesound to find dead/bad spots
visual
Radiography
X rays and y rays are waves of electro-magnetic radiation whose wavelength is very short and thus can pass through the steel structure. The rays are emitted from a source on one side of the structure and pass through the structure to expose a photographic film of the other side. Some of the rays are absorbed and different absorption rates occur through thinner material, slag inclusions, gas pockets, cracks etc. so that different degrees of exposure are experienced by the film. The process will thus show up sub-surface flaws.
Ultrasonic
Very high frequency sound waves are emitted from a piezzo electric crystal and reflected back from any surface, internal or external. The reflected signal may be received by the same, or a different piezzo electric crystal, and this signal is amplified onto an oscilloscope screen as peaks. The distance between the peaks can be used to gauge the material thickness, or to highlight the presence of sub-surface flaws. Interpretation of results requires a skilled operator.
list six parts of the vessels underwater hull that would receive special attention during an in-water inspection.
bowthruster - prop, tunnel, grates, anodes, check for oil leaks
anodes
bilge keels,
weld runs, plates, dents, damage (esp. bow)
inlets (through hulls)
tank plugs
speed logs, transducers
propellor – oil seals from stern tube, oil seals and leaks if cpp, propellor boss, nuts bolds for blades
rudder pintles, carrier bearings, plug
antifouling
why does neutral wire not give shocks when you touch a neutral in outlet does neutral wire carry current in 1 and 3 phase systems?
neutral wire is connected to ground, so when you touch a neutral wire, your body is already in contact with ground , hence there exists no potential difference and no current flows (ohms law Va - Vb = IR ) . If you touch any phase wire there will be difference in potential across your body which results in flow of current. Current only flows when there is a loop and if potential difference exists in that loop across any element. So current dosent flow if you simply touch any wire unless there is a difference in potential. Current in neutral is never zero except for fully balanced load in three phase system. All single phase systems use phase and neutral, where whatever current enters from live wire, has to exit via neutral, and neural carries full load current. In 3 phase star connected unbalanced load, addition of all phase currents at neutral point is not zero, and neural thus carries the unbalanced amount of current
working on electrical equipment
-notice of instructions on treatment of electrical shock posted in every place containing electrical equipment and switch gear -before commencing work on dead equip: fuses/cb open and locked or labelled do not close when fuse is removed should be held by person in charge of maintenance check that interlock or any other safety dives are operative addiotional safety for high voltage 1kv equipment is required. work carried out by or under supervision of a competent person with sufficient tech knowledge and a permit to work system should be operated. power off at mains no flammable material near switchboard when working near live equipment (if you have to) 2nd person in attendance versed in electrical shock treatment good working position to avoid accidental contact. gloves, safety shoes worn hand in pocket or behind back insulating matt dont work on bare deck no contact with bare metal avoid hand to hand shocks jewelry removed good insulated probes on meter
WHAT EMERGENCY POWER SUPPLY IS REQUIRED ONBOARD AND WHAT IS IT REQUIRED TO POWER?
LIST SOME THINGS ON EMERGENCY SWITCHBOARD
HOW ARE ESSENTIAL SERVICES MAINTAINED IN THE 45S IT TAKES FROM BLACKOUT TO EMERGENCY GEN STARTING?
WHAT ARE SOLAS RULES FOR EMERGENCY POWER ONBOARD–LOCATION, STARTUP ETC
WHAT ARE SOLAS RULES FOR STARTING OF EMERGENCY GENERATOR?
WHERE IS EMERGENCY LIGHTING REQUIRED ONBOARD?
Emergency Power Supplies
An emergency electrical power system must be provided on board so that in the event
of a power failure, a supply will be available for emergency lighting, alarms,
communications, watertight doors and other services necessary to maintain safety and
to permit safe evacuation of the ship.
Regulations require the power source to be either a generator, batteries or both, It
–must be self contained and not dependent on any other engine room power supply.
–The emergency generator must have an internal combustion engine as a prime mover
and have its own fuel supply, starting equipment and switchboard. They are usually
located together in a compartment above the waterline.
–The emergency power source must come into action following a total power failure.
Emergency batteries can be arranged to cut in on mains power failure. Starting of the
emergency generator is often automatic. The start up is initiated by an electrical
relay, which monitors the main power supply. Falling mains voltage or frequency
causes the relay to operate the starting equipment. In normal operation the
emergency board is supplied from the main board through a bus bar link. It is not
normally possible to run the emergency and main generators in parallel. Special
interlocks in the control circuit of the circuit breakers prevent the two power sources
running in parallel.
Although the regulations permit a battery as the sole source of power, this would only
apply to very small ships. On passenger ships the primary source of emergency power
must be provided by a diesel driven generator, but batteries must also be installed to
supply emergency lighting for short period.
It is obviously vital that the generator starts when required, regular weekly testing of
the emergency generator is required to comply with safety regulations. These are no -
load running tests at it should, when practicable, be supplemented by a proper load
test. Only a proper load test will prove the performance of the system.
Emergency Generator
There are a number of ways in which emergency power can be supplied. The
arrangement shown incorporates some common features:
The emergency switchboard has two sections, one operating at 440 volts and the other
at 220 volts. The 440-volt supply, under normal circumstances, is taken from the main
engine room switchboard through a “Tie Line” circuit breaker.
A loss of main power causes this breaker to be tripped and the supply is taken over
directly by the emergency generator when started, an interlock prevents simultaneous
closure of both breakers.
THINGS ON EMERGENCY SWITCHBOARD AND GEN:
440V:
Port Steering Gear Stbd
Motors
Emergency Bilge P/P
Emergency Fire P/P
Drencher/Sprinkler/Hi-Fog P/P
Navigation Equipment
Communication Equipment
Watertight Doors
Ballast/Bilge Valves
Emergency Air Compressor
BA Compressor
Lifeboat Davits
Various Engine Room Pumps
Workshop Machinery
220V VIA 440 THROUGH TRANSFORMER
Emergency Lights
Battery Chargers
Fire Detection
LL Lighting
E/R Alarms
UPS Systems
Various Control &
Safety Circuits
The essential services supplied from the 440 volt section of the emergency board
depicted include the emergency bilge pump, the sprinkler pump and compressor, one
of two steering gear circuits (the other being from the main board), and a 440/220
volt three-phase transformer through which the other section is fed.
Circuits supplied from the 220-volt section include those for navigation equipment,
radio communication and the transformed and rectified supplies to battery systems.
Separate sets of batteries are fitted for temporary emergency power and for a lowpressure
DC system. The former automatically supply emergency lights and other
services not connected to the low-pressure system.
Normal Situation
The Emergency 440V switchboard is supplied from the Main Switchboard. Essential
services for Navigation, Communication and Machinery Control are supplied via
Uninterruptible Power Supplies (UPS). Some essential services (Fuel treatment, Radio
Console etc.) have duplicated power supplies.
In Event of Blackout
The breaker for the Emergency Switchboard supply from the Main Switchboard
trips on under voltage. The Emergency Generator control panel senses the
power failure and starts the Generator, which then supplies the Emergency
Switchboard. During the period between loss of main power and connection of
the Emergency Generator, essential services are maintained by the UPS units.
These have sufficient capacity to maintain services in compliance with SOLAS
regulations.
Testing
The regulations require testing of the system at regular intervals. See attached MGN
and extract from Lloyd’s Rules. The best way of testing the system is by simulating
blackout by tripping the emergency switchboard supply breaker. Obviously this
procedure can only be carried out safely after consultation with all parties affected.
Blackout Procedures
When the blackout occurs, the emergency generator should start up automatically and
supply essential loads. These will include emergency steering, lighting, fire fighting,
navigation, and communication equipment.
If the emergency generator fails to start, or fails to connect to the emergency
switchboard it is essential that the procedure for manual starting and connection
is known to several persons on board. Written procedures should be posted in
the Emergency Generator compartment giving full details of the procedure to be
followed including any inhibit switches requiring operation.
When the fault(s) that caused the blackout have been rectified main power must
be restored in an orderly manner to prevent further problems.
Main generators should be started and connected to the main switchboard. This may
require automatic or check synchronising equipment to be switched off temporarily, or
for equipment to be operated on local control until normal operation is restored.
When the main generators are re-connected it must be ensured that all the auxiliary
machinery does not start simultaneously as this would seriously overload both the
switchboard and generator. Almost all motors will be prevented from starting by the
no-volt-release characteristic of the main contactor in the starter.
Normally sequential restarting of auxiliary pumps and machinery is achieved by
an automatic system.
When all services have been restored to normality the emergency generator can
be stopped and the emergency switchboard once again powered from the main
switchboard.
Emergency Electrical Power
For full details see SOLAS Consolidated Edition 2004
All Vessels
Source of emergency power must operate with list of up to 22½ ° and trim of up to
10° by head or stern. May be batteries or generator but must be self-contained.
Location
Above the uppermost continuous deck, readily accessible from the open deck, not
forward of the collision bulkhead. Must still be operable and accessible if space
containing main source of power is inaccessible through fire, flood etc.
Duration
Passenger Vessels Cargo Vessels
36 hrs PASS. Emergency lighting 18 HRS CARGO
36 hrs Navigation lights and GMDSS radio equipment 18 hrs
36 hrs
Internal communication equipment,
navigational equipment, fire detection
and fire alarm systems (including fire
door holding/release system), external
and internal signalling equipment
18 hrs
36 hrs Fire fighting pumps and bilge pumps as
required by regulations 18 hrs
30 mins Power operated watertight doors and lift motors (to bring cars to deck level) -----------
30 mins (\>10,000 GRT) 10 mins (\<10,000 GRT) Steering gear 30 mins (\>10,000 GRT) 10 mins (\<10,000 GRT)
Starting
Passenger Vessels Cargo Vessels
On starting automatically the emergency
generator must take it’s full rated load
within 45s. A transitional source of power
must be provided for essential items
(emergency lighting, fire detection, radio
equipment etc.). The set must be
capable of starting at temperatures down
to 0°C
On starting automatically the emergency
generator must take it’s full rated load
within 45s. A transitional source of power
must be provided for essential items
(emergency lighting, fire detection, radio
equipment etc.) The set must be capable
of starting at temperatures down to 0°C
Testing
Provision is to be made for testing the emergency source of power including testing of
automatic starting arrangements
121
Solas arrangement for the starting systems of emergency generators
Regulation 44
Starting arrangements for emergency generating sets
1 Emergency generating sets shall be capable of being readily started in their cold
condition at a temperature of 0°C. If this is impracticable, or if lower temperatures
are likely to be encountered, provision acceptable to the Administration shall be made
for the maintenance of heating arrangements, to ensure ready starting of the
generating sets.
2 Each emergency generating set arranged to be automatically started shall be
equipped with starting devices approved by the Administration with a stored energy
capability of at least three consecutive starts. A second source of energy shall be
provided for an additional three starts within 30 min unless manual starting can be
demonstrated to be effective.
2.1 Ships constructed on or after 1 October 1994, in lieu of the provision of the second
sentence of paragraph 2, shall comply with the following requirements:
The source of stored energy shall be protected to preclude critical depletion by the
automatic starting system, unless a second independent means of starting is provided.
In addition, a second source of energy shall be provided for an additional three starts
within 30 min unless manual starting can be demonstrated to be effective.
3 The stored energy shall be maintained at all times, as follows:
.1 electrical and hydraulic starting systems shall be maintained from the
emergency switchboard;
.2 compressed air starting systems may be maintained by the main or auxiliary
compressed air receivers through a suitable non-return valve or by an
emergency air compressor which, if electrically driven, is supplied from the
emergency switchboard;
.3 all of these starting, charging and energy storing devices shall be located in
the emergency generator space; these devices are not to be used for any
purpose other than the operation of the emergency generating set. This does
not preclude the supply to the air receiver of the emergency generating set
from the main or auxiliary compressed air system through the non-return valve
fitted in the emergency generator space.
4.1 Where automatic starting is not required, manual starting is permissible, such as
manual cranking, inertia starters, manually charged hydraulic accumulators, or powder
charge cartridges, where they can be demonstrated as being effective.
4.2 When manual starting is not practicable, the requirements of paragraphs 2 and 3
shall be complied with except that starting may be manually initiated.
Approved starting systems
• Battery
• Inertia start
• Air start
• Hydraulic start
• Hand start
• Powder charge
Emergency Lighting
Must be provided for the above mentioned periods:-
• At every muster station.
• At every embarkation station and over the side as required by regulations
• In alleyways, stairways and exits giving access to the muster and embarkation
stations
• In all service and accommodation alleyways, stairways and exits, personnel lift
cars
• In the machinery spaces and main generating stations including their control
positions
• In all control stations, machinery control rooms, and at each main and
emergency switchboard
• Navigation bridge or Wheelhouse.
• At all stowage positions for fireman’s outfits
• At the steering gear
• At the fire pump, the sprinkler pump and the emergency fire pump AND the
starting position for their motors
Enclosed space; list 4 things that need to checked before entering:
1) Permit to work, risk assessment, PPE 2) Ventilation is in place and running 3) Air sample taken, explosimeter/oxygen meter 4) Person entering is qualified to do so, has PPE, has been briefed and understands the emergency escape procedure 5) Person on standby at entrance is also all of the above 6) Communications have been checked between member in tank, the standby man and one other person (Exam tip: If you list too many examples (for a question) score two out, do not leave more than requested)
describe the procedures necessary prior to entry into enclosed spaces, explaining the role of the permit to work in this particular situation
*consult authourized person–appoint an authourixed person
*do task based risk ass. - consult sms
*do risk assessment to identify hazards and redude the risk of harm to an acceptable level;
- is there adequate means for ventilation
- adequate exits/entrances
- is space capable of occupation
- can you do job without entering space?
- can u minimize time in space
- can u should you defer jobs to a better time
- do you have proper tools, equipment, ppe to do the job now
*after risk ass. appoint person to carry out task.
*put in place permit to work, rescue plan, ressucitation equipment.
*before entry and following permit to work:
- is space ventilated thouroughly
- has atmosphere been tested okay
- has space been cordoned off, isolated, tagged out.
- is there an attendant at entrance permanently
- is testing equipment available for duration of time in space (o2 at least 20% safe. Explosimeter up to 1% LEL
- is ventilation available for duration
- adequate access and lights
- rescue and resusc gear at entrance
- master been informed?
- all comms including emergency been confirmed
- emergency evac procedures in place
- ppe–helmuts, boots, and personal gas monitor?
- Is BA gear okay, tested, demonstrated, understood?
- record names, time in and time out
*upon completion
- secure space is clean and safe
- review risk assessment, amend if needed
- sign off p. to w. –auth person.
List 4 Enclosed Spaces:
- Fuel tank lack of O2, explosive gases 2. Chain locker lack of O2, chain 3. Sewage tank ammonia, hydrogen sulfite 4. Large engine sump slippery, moving parts, sulfur 5. Battery compartment sulfur dioxide gas, HCL acid, electric shock
Explain Load Line Certificate?
- Issued under international loadline convention
- Validity: 5 years
- Issued by classification society
What is Induction, or (rather) Electromagnetic Induction?
Electromagnetic induction (or sometimes just induction) is a process where a conductor placed in a changing magnetic field (or a conductor moving through a stationary magnetic field) causes the production of a voltage across the conductor.
DIFFERENCE BETWEEN FERROUS AND NON FERROUS METALS
The simple answer is that ferrous metals contain iron and non-ferrous metals do not. The more in-depth answer is that ferrous metals and non-ferrous metals each have their own distinctive properties. These properties determine the applications they are most suited for.
Non-ferrous metals have been used since the beginning of civilization. The discovery of copper in 5,000 BC marked the end of the Stone Age and the beginning of the Copper Age. The later invention of bronze, an alloy of copper and tin, started the Bronze Age.
The use of ferrous metals started in around 1,200 BC when iron production started to become commonplace. This ushered in the Iron Age.
Ferrous Metals
Some common ferrous metals include alloy steel, carbon steel, cast iron and wrought iron. These metals are prized for their tensile strength and durability. Carbon Steel – also known as structure steel – is a staple in the construction industry and is used in the tallest skyscrapers and longest bridges. Ferrous metals are also used in shipping containers, industrial piping, automobiles, railroad tracks, and many commercial and domestic tools.
Ferrous metals have a high carbon content which generally makes them vulnerable to rust when exposed to moisture. There are two exceptions to this rule: wrought iron resists rust due to its purity and stainless steel is protected from rust by the presence of chromium.
Most ferrous metals are magnetic which makes them very useful for motor and electrical applications. The use of ferrous metals in your refrigerator door allows you to pin your shopping list on it with a magnet.
Steel
Steel is made by adding iron to carbon which hardens the iron. Alloy steel becomes even tougher as other elements like chromium and nickel are introduced. Steel is made by heating and melting iron ore in furnaces. The steel can is tapped from the furnaces and poured into molds to form steel bars. Steel is widely used in the construction and manufacturing industries.
Carbon Steel
Carbon steel has a higher carbon content in comparison to other types of steel making it exceptionally hard. It is commonly used in the manufacturing of machine tools, drills, blades, taps, and springs. It can keep a sharp cutting edge.
Alloy Steel
Alloy steels incorporate elements such as chromium, nickel and titanium to impart greater strength and durability without increasing weight. Stainless steel is an important alloy steel made using chromium. Alloy steels are used in construction, machine tools, and electrical components.
Cast Iron
Cast iron is an alloy made from iron, carbon, and silicon. Cast iron is brittle and hard and resistant to wear. It’s used in water pipes, machine tools, automobile engines and stoves.
Wrought Iron
Wrought iron is an alloy with so little carbon content it’s almost pure iron. During the manufacturing process, some slag is added which gives wrought iron excellent resistance to corrosion and oxidation, however, it is low in hardness and fatigue strength. Wrought iron is used for fencing and railings, agricultural implements, nails, barbed wire, chains, and various ornaments.
Non-Ferrous Metals
Non-ferrous metals include aluminum, copper, lead, zinc and tin, as well as precious metals like gold and silver. Their main advantage over ferrous materials is their malleability. They also have no iron content, giving them a higher resistance to rust and corrosion, and making them ideal for gutters, liquid pipes, roofing and outdoor signs. Lastly they are non-magnetic, which is important for many electronic and wiring applications.
Aluminum
Aluminum is lightweight, soft and low strength. Aluminum is easily cast, forged, machined and welded. It’s not suitable for high-temperature environments. Because aluminum is lightweight, it is a good choice for the manufacturing of aircraft and food cans. Aluminum is also used in castings, pistons, railways, cars, and kitchen utensils.
Copper
Copper is red in color, highly ductile, malleable and has high conductivity for electricity and heat. Copper is principally used in the electrical industry in the form of wire and other conductors. It’s also used in sheet roofing, cartridge cases, statutes, and bearings. Copper is also used to make brass, an alloy of copper and zinc.
Lead
Lead is a soft, heavy, malleable metal with a low melting point and low tensile strength. It can withstand corrosion from moisture and many acids. Lead is widely used in electrical power cables, batteries, building construction and soldering.
Zinc
Zinc is a medium to low strength metal with a very low melting point. It can be machined easily, but heating may be required to avoid cleavage of crystals. Zinc is most widely used in galvanizing, the process of applying a protective zinc coating to iron or steel to prevent rust.
Tin
Tin is very soft and malleable, ductile with low tensile strength. It’s often used to coat steel to prevent corrosion. Tinplate steel is used to make tin cans to hold food. In the late 19th century, tin foil was commonly used to wrap food products, but has since largely been replaced by aluminum foil. Tin is can also be alloyed with copper to produce tin brass and bronze.
how do you test self contained breathing apparatus?
visually inspection of everything
check correct fitting of lung demand valve to facemask
don the set and adjust to fit
close bypass valve, operate first breath mechanism or put into negatie pressure–dependant on set being tested
trun on cylinder valve fully
there will be initial air flow from both lung demand vlave and low pressure warning whistle and then internal valve will close–this is normal
check that cylinder contains at least 80% of nominal contents, ie 160 bar of 200bar cylinder–if less recharge.
record cylinder pressure on tally and name of wearer if required
close down valve on air cylinder and observe that intial pressure does not drop by more than 10 bar in one minute, if set passes release air from system
turn air on fully once more.
don gear and breath in to activate first breath mechanism (or change to positive pressure in older designs
check bypass or supplementary air supply for correct operation (dependant upon set)
insert finger between face and facemask seal, there should be an outflow of air confirming positive pressure, allow facemask to re-seal.
turn off cylinder valve completely
slowly breath down the set whilst observing pressure guage, low pressure warning whistle should sound at -+50bar
inhale last air from mask, gently sucking facemask onto face, hold breath momentarily, confirming positive seal on face mask.
remove facemask from face, re-setting first breath mechanism if fitted, clean facemask with wipe
check correct operation of ancillary devices: distress signalling unit, torch and personal line
record details in ba set record book and in any other place where a record of such tests are required.
what do you know about class a bulkheads
A60
constructed of steel or other equivalent material;
(b) suitably stiffened;
(c) so constructed as to be capable of preventing the passage of smoke and flame to the end of
the 60 minute standard fire test; and
(d) so insulated where necessary with suitable non-combustible materials that if the division is
exposed to a standard fire test the average temperature on the unexposed side of the
division shall not increase more than 140°C above the initial temperature nor shall the
temperature at anyone point, including any joint, rise more than 180°C above the initial temperature within the time listed below -
(from malta):
Class divisions are those divisions formed by bulkheads and decks which comply with the following criteria:
1.
they are constructed of steel or other equivalent material;
2.
they are suitably stiffened;
3.
they are insulated with approved non-combustible materials such that the average temperature of the unexposed side will not rise more than 140 degrees C above the original temperature,
nor will the temperature, at any one point, including any joint, rise more than 180 degrees C above the original temperature, within the time listed below:
Class “A-60” - 60 min
Class “A-30” - 30 min
Class “A-15” - 15 min
Class “A-0” - 0 min
4.
they are constructed as to be capable of preventing the passage of smoke and flame to the end of the one-hour standard fire test;
fire ext. collor codes
water signal red
foam. cream
powder. french blue
co2 carbon dioxide. black
how to put out an electrical fire–which extinguisher to use and which not to use
isolate power
use CO2 Carbon Dioxide fire extinguishers extinguish fire by taking away the oxygen element of the fire triangle and also be removing the heat with a very cold discharge
can also use dry chemical powder to break down chemcial reaction in fire tetrahedron
both dcp and co2 are non-conductive
how to put out a liquid oil fire in er
smothering agents remove oxygen, such as foam or co2
how to put out solid fires, class a
water is best
dcp and foam will work a bit too
five places where flame arrestors are found on boats
crankcase explosion doors
from air compressor to receiver
high pressure air discharge to air start system main engine
air start valves
on fuel and sewage vents
how to prevent fire in er
- maintenance of clean conditions in machinery spaces
- prevention and clean up of oil leakage
- removable of combustibe materials from vulnerable positions
- suitable metal container for storage of rags, cloths, –emptied regularluy pref. daily
- wood, paints, spirits, tins of oil not be kept in ER, Boiler rooms, Steering gear spaces
- all electrical wires well maintained and dry
- rated load capacities of wires and fuses never exceeded
- Lagging on exhaust kept in good condition–220C (SOLAS) on any exposed surface.
- Generator sound cover insulation kept in good condition
- double skinned fuel pipes with alarms
metal bin with lid, for domestic wast, rags, towel,
no combustible materials in er
continued maintenance of a clean and organized er
combustible materials away from vulnerable heat source
routine checks of hot surface temperatures. exhaust pipework etc. check hoses and connections of fuel and oil pipes and connections
risk assessments and permits to work for hot work or dangerous jobs
properly rated fuses and breakers used and only approved lighitng and bulbs and covers.
electrical equipment clean and routeinely inspected.
understand the fire seperations in er and onboard, keep fire and watertight doors shut during operation or when in ums etc. engine room is made of steel for a reason
emergency escapes and fire doors unobstructed at all times
level sight glasses on day tank and stabilizers should not be locked open and jury-rigged by crew as the are vulnerable areas that are designed by SOLAS rules to be auto-closing so that in event of fire contents of day tank arent emptied into ER!!
besides the megger tests done by class and engineer vessel really should check wiring and switchboard with infrared camera
understand er air suppl and ventilation auto and manual closing appliances. make sure crew are aware of these and that the work correctly and capable of being shut in fire situation.
electrical wiring maintained and dry
no wood, paints spirits and tins of oil in machinery spaces
inspect lagging on hot surfaces
- Lagging on exhaust kept in good condition–220C (SOLAS) on any exposed surface.
- Generator sound cover insulation kept in good condition
- double skinned fuel pipes with alarms
How could a jet of oil from a pipe flange self ignite
fuel could atomize and mix with oxygen and when it touches a hot surface and is brought to its flash point it ignites
auto ignition temperature could be reached in oxygen with atomized liquid
new theory: atomized fuel could create static electricity that causes spark and ignites
responsibiltiy of a fire team leader before entering a smoke filled room
hes responsible for safety of his team
to do equipment checks:
- expiry dates on equip (bottles?)
- fitted correctly - all gear
- enough air pressure
- no leaks from mask
- check low pressure alarm
- be clear on route and escape route or alternative route.
- what is the nature of the task/work? investigate, put out fire, save ssomeone
how to put out a metal fire
dry powder which smothers and absorbs heat
state 8 possible sources of ignitable material within machinery spaces
oily rags
fuel
oil
electrical wiring/bad contacts
overloaded circuits
insulation/sound deadening material
exhaust lagging saturated with oil or fuel
flammable solvents
aerosol cans
paint
methane, hydrogen sulphide from sewage system
Fire categories
It is important that the type of fire is identified first!
Class A: Solids such as paper, wood, plastic and so on
Class B: flammable liquids such as paraffin, petrol, oil and so on
Class C: flammable gases such as propane, butane, methane and so on Class
D: metals such as aluminium, magnesium, and titanium so on
Class E: Fires involving electrical apparatus
Class F: Cooking oil and fat and such like
different fire classes–american:
A ordinary combustibles, wood, cloth paper, generally organic materials…
B fires involving liquids or liquiefiable solids–oils, greases tars, paints, lacquers
C electrical
D fires involving metals, magnesium, sodium, lithium, potassium..
K cooking oils or fats
What are the advantages and disadvantages of Co2?
Advantages:
- non-corrosive gas
- avail. everywhere
- non-conductive
- leaves no residue
Disadvantages
- it’s suffocating - removes 02
- smoothers but doesnt last long
- chance of re-ignition is high
What is scavenge fire ?
Causes of Scavenge Fire?
Indication of Scavenge Fire?
action to be taken in event of scavenge fire?
inspection after scavenge fire?
prevention of scavenge fire?
scavenge space protection devices?
What is scavenge fire ?
Carbonized lube oil, unburnt fuel oil and carbon from the residual products of the combustion spaces are accumulated in the scavenge spaces with the running of the engine. Under certain faulty running condition of the engine, these may ignite causing a fire in the enclosed scavenge space, known as scavenge fire.
Causes of Scavenge Fire
Blow past of combustion products caused by leaky, sticky or broken piston rings, worn out liner, faulty cylinder lubrication, or insufficient axial clearance of the piston rings.
Overheated piston dissipates heat to the under piston area caused by faulty atomization and injection pressure, faulty fuel pump timing, loss of compression, engine overload, failure of coolant circulation or insufficient cooling due to formation of scale.
Blow back of exhaust gases caused by exhaust back pressure or deposits on exhaust ports, fouling of grid before turbine inlet, fouling of turbine blades, choking of EGB or economiser gas outlet.
Presence of fuel oil in the scavenge spaces due to defective fuel injectors, incorrect pressure setting of injectors or fuel particles landing on the cylinder liner due to excessive penetration.
Excessive cylinder lubrication which is drained down to scavenge spaces.
Oxygen is plenty during engine operation.
Fouled scavenge manifold.
Indication of Scavenge Fire?
Engine revolution drops as the power generation in the affected cylinder is reduced.
Unstable operation of Turbo charger and may cause surging.
Exhaust temperature of the affected cylinder increases, as the cylinder is not receiving fresh air.
Black smoke with exhaust due to incomplete combustion in that unit.
Discharging of spark, flame or smokes through drain cocks from scavenge air boxes.
Rise of pressure and temperature of air in the air box below the piston.
Visible evidence of fire if a transparent window is fitted.
Cooling water outlet temperature of the affected unit is increased.
Action to be Taken in event of scavenge fire
Inform bridge and reduce the speed.
Cut of fuel supply to the affected unit and shut off valves.
Cylinder lubrication is increased.
Coolant flow through jacket and piston is maintained.
Drains to be shut to prevent flow of spark in engine room.
Keep clear of scavenge space relief valve to prevent human injury.
Fire should be extinguished after some time. If the fire spread in the other scavenge spaces along with the scavenge manifold, then –
Inform bridge and stop the engine
Stop fuel oil booster pump
Open indicator cocks, engage turning gear and turn engine to prevent engine seizure
Normal engine cooling and lubrication are maintained
Scavenge air duct flap valve before engine is to be shut
Release the smothering gases (Steam or CO2) to extinguish fire
Before opening scavenge door ventilate the space thoroughly if CO2 is released.
Inspection after Scavenge Fire
Intense fire can cause distortion and may upset piston alignment
Check by turning the engine and watch movement of piston in the liner, check for any occurrence of binding at part of stroke (Binding indicates misalignment of piston)
Check spring on scavenge space relief device, if the device was near the set of fire
Piston rod packing spring also should be checked, which may have become weakened by overheating
Check piston rings and liner for any distortion or reddish burning mark
Check diaphragm and frame near affected part
Check guides and guide shoes
Check tension of tie bolts
Prevention of Scavenge Fire
Clean scavenge space and drain at regular intervals
Keep scavenge space drain open at regular intervals
Excess cylinder lubrication must be avoided
In case of timed lubrication, the time has to be checked as per PMS
Piston rings must be properly maintained and lubricated adequately
Piston rod stuffing box must be maintained to prevent oil ingress in the scavenge space.
Prolong engine or any cylinder over loading to be avoided
Cylinder liner wear must be within admissible limits
Scavenge Space Protection Devices
Electrical temperature sensing device fitted within the trunking, which will automatically sound an alarm in the event of excessive rise in local temperature.
Pressure relief valves consisting of self closing spring loaded valves are fitted and should be examined and tested periodically.
Fixed fire extinguishing system may be CO2, Dry Powder or Steam.
flag state control definition
port state control?
Effective enforcement, by the flag State, of the implementation of international agreements and national regulations that are in force on board the vessel wherever the vessel is
Port state control (PSC) is an internationally agreed regime for the inspection by PSC inspectors of foreign ships in ports other those of the flag state. PSC officers are required to investigate compliance with the requirements of international conventions, such as SOLAS, MARPOL, STCW, and the MLC.
flash point
temp where liquied fuel gives off a vapor that when mixed with air can be ignited by external heat source . deisel solas req. 60c
describe standing orders in event of flooding of ER
raise alarm (inform master and crew)
ensure watter tight tdoors are closed
start bilge pumps – get deck to get crash pump if required, bilge injection pumps on?
isolate power
start emergency generator
try to ascertain where leak is from–shutting seacocks etc
tag log book outta ER on way out
regulations regarding cleaning of fw tanks AND ALL DISTRIBUTION SYSTEMS
6 months–pumped out and where necessary hosed prior to refilling
12 months–opened up, emptied, ventilated, inpected, cleaned with 50ppm chorine, recoated if necessary, aired out and refilled with .2ppm chlorine
refit or dry dock–entire system charged with 50ppm for 12 hours then flushed and refilled with .2ppm
5 years max–pressure tests, flushed after
DISTRIBUTION SYSTEMS:
filters–monthly, cleaned, changed, as per man. instructions
uv exposure area–clean, according to manufacturers instructions
calorifiers–opened, inspected, scaled and cleaned. before draining temps raised to above 70c for at least an hour to kill bacteria–periodically, general recommendation–yearly
shower heads–3 monthly, particularily in accomodation that has been out of use for an extended period. clean in a 50ppm chlorine solution
fw hoses–6 monthly minimum. one hour at least in 50ppm
what should persons inspecting or working in fresh water tanks wear?
ppe
clean protective clothing
footwear that has not been used for any other work area
should not be suffering any skin infection or communicable disease
What is the minimum flash point for DMA fuel?
60°C
Terminology with regards to fuel:
Flash point: the temperature at which the fuel will ignite with the presence of a flame Auto-ignition temperature: the temperature at which the fuel will ignite without the presence of a flame Upper Explosive Limit (UEL): the maximum concentration of a gas or vapor that will burn in air. Above this level the mixture is too ‘rich’ to burn Lower Explosive Limit (LEL): the minimum concentration of a particular combustible gas or vapor to support combustion Flammable Range: the range between the LEL and the UEL Vapor Density: The relative weight of a gas or vapor compared to air, which has an arbitrary value of one. (If a gas has a vapor density of less than one it will generally rise in air. If the vapor density is greater than one the gas will generally sink in air)
describe the process by which a sample of diesel oil may be caused to spontaneously ignite
diesel self-ignites at 210c
minimum flash point 60c
how does bunkering relate to marpol and what annexes does it relate to.
i.e annex 1 and annex 6. When oil is spilled it causes marine pollution under annex 1. When the bunkered oil doesn’t meet certain specifications, it causes pollution of air which comes under annex 6.
WHAT ARE THE MAIN DIESEL FUEL CHARACTERISTICS?
Diesel Fuel Characteristics
The following information describes the basic fuel characteristics and their relation to engine performance.
Cetane Number: Index of ignition quality determined by comparing with fuels used as Standards for high and low cetane numbers. The higher
the cetane number is the shorter the ignition delay
period which affects warm-up, combustion, cold start
and exhaust smoke density.
Sulfur: Sulfur is an element that occurs naturally in all crude oils, and when burned in the combustion chamber, can form oxides of sulfur. These can react with water vapor to create sulfuric acid, which can cause severe engine damage. High sulfur content requires usage of high Total Base Number (TBN) oils or shortening of the oil change periods.
Gravity: An index of weight of a measured volume of fuel. Lower American Petroleum Institute (API) ratings indicate heavier fuel containing greater heat content.
Viscosity: A time measure to resistance of flow. High viscosities cause poor fuel atomization thereby decreasing combustion efficiency. Low viscosity may not provide adequate lubrication to fuel system components.
Distillation: This involves heating crude to relatively high temperatures. Vapor drawn at various temperatures produce fuels of different types. Lighter fuels, such as gasoline, are drawn off first and heavier fuels last. It has an influence on viscosity of the fuel and the BTU content, which affects exhaust and smoke, starting and power output.
Flash Point: Lowest temperature at which fuel will give off sufficient vapor to ignite when flame is applied.
Pour Point: Is the temperature which is 3°C (5°F) above the temperature where the fuel just fails to flow or turns solid.
Cloud Point: The temperature at which a cloud or a haze appears in the fuel. This will happen when the temperature falls below the melting point of waxes or paraffins that occur naturally in petroleum products.
Water and Sediment:
Percentage by volume of water and foreign material Removed by centrifuging.
Carbon Residue: Percentage by weight of dry carbon remaining when fuel is burned until no liquid remains.
Ash: Percentage by weight of dirt, dust, sand, and other foreign matter remaining after
combustion.
Corrosion: A polished copper strip is immersed in fuel for three hours at 50°C (122°F). Fuel imparting more than slight discoloration is rejected.
WHAT ARE THE FUNCTIONS OF A LUBRICANT?
WHAT ARE THE PROPERTIES OF CRANKCASE LUBRICATING OIL?
WHAT IS VISCOSITY?
WHAT IS VISCOSIT INDEX?
WHAT IS POUR POINT?
WHAT IS FLASH POINT AND WHY IS IT IMPORTANT?
What is Total Acid Number or TAN and Total Base Number or TBN?
WHAT IS DETERGENC AND DISPERSANCY?
EXPLAIN THE LO SAMPLING PROCEDURE TO SEND AWAY?
WH IS MAGNETIC FILTER FITTED ON LO SYSTEM AND WHEERE IS IT FITTED?
WHAT ARE THE CONTAMINANTS IN THE LO?
WHAT ARE THE EFFECTS OF WATER CONTAMINATION IN LO?
WHAT ARE THE EFFECTS OF FUEL DILLUTION IN LUBE OIL?
what will you do if LO is contaminated with fw or sw
what is batch purification?
why is viscosity of lube oil important?
how to maintain lube oil onboard ships?
why is lubricating oil cooler intalled after lube oil filter?
what do you do as 2 eng if main engine lubricating oil temp is abnormally high?
what do ou do if oil level increases?
what if it decreases?
what if pressure of oil decreases?
what is meant by hydrdynamic lubrication (full fluid film)?
what is meant by boundary lubrication?
what is meant by hydrostatic lubrication?
what is meant by elasto-hydrodynamic lubrication?
what will you do as 2nd eng if lube oil is contaminated with sea water?
what lube oil tests are carried out onboard ships?
Functions and Properties of Lubricating oil on Ships
What are the functions of a lubricant?
reduce static and dynamic friction between parts to prevent wear and tear.
Remove heat generated within the bearing.
Protection of the working surfaces against corrosion.
Removal of contaminants.
Dampen noise produced.
Act as a sealant.
What are the Properties of crankcase lubricating oil?
Viscosity: To be suitable for the purpose
Viscosity index: To be high
Pour Point: Must be low
Flash point: Must be high
Oxidation stability: To be high
Carbon residues: To be low
Total acid number or TAN: To be suitable for the purpose
Total basic number or TBN: To be suitable for the purpose
Detergency: For cleaning
Dispersancy: To facilitate purification
What is viscosity?
It is a measure of internal resistance to flow between liquid layers.
Viscosity of lube oil reduces when temperature rises and vice versa.
For engine crankcase lube oil, viscosity is 130 to 240 Redwood No-1 seconds 60°C.
For cylinder oil, viscosity is 12.5 – 22 Cst
What is viscosity index?
It is the rate of change of viscosity of an oil with respect to change in temperature.
An oil with low viscosity index has greater change of viscosity with change in temperature.
An oil with high viscosity index has very little change of viscosity with change in temperature, which is a desirable property for lubricating oil.
For crankcase oil, viscosity index is 75 to 85.
For cylinder oil, viscosity index is 85.
Viscosity index of mineral oils is highest, about 115 and this may be raised to about 160 by adding special additives.
Hydraulic oils should have high viscosity index for faster response of the system. It is usually around 110.
What is a pour point?
It is the lowest temperature below which an oil will stop flow.
Pour point indicates that oil is suitable for cold weather or not.
Pour point of engine crankcase should be -18°C.
What is the flash point?
It is the lowest temperature at which the oil will give off a sufficient inflammable vapour to produce a momentary flash when a small flame is brought into the surface of the oil.
Close flash point for crankcase lubricating oil is around 220°C.
Why flash point is important?
Fuel oil flash point is to be high because if it is low, there would be a possibility of fire in storage.
Engine crankcase lubricating oil flash point should be as high as possible to prevent crankcase explosion.
For safe storage, oil storage tank heating temperature to be limited to at least 14°C lower than flash point to prevent fire.
Average Closed Flash Points
Petrol = -20°C
lube oil = 220c
Diesel Oil = 65°C
What is Total Acid Number or TAN and Total Base Number or TBN?
The ability of an oil to react with a base reagent which indicates the acidity is expressed as TAN.
The ability of an oil to react with acidic reagent which indicate the alkalinity is expressed as TBN.
TBN for an oil used for cross head type diesel engine crankcase is 8mg KOH/gram of oil.
TBN for an oil used for trunk type engine using heavy oil is 30mg KOH/gram of oil.
What type of engine are using high TBN and why?
If blow pass occur in a trunk type engine using heavy fuel oil, incomplete combustion products reach directly into the crankcase and may cause the contamination of lube oil with acid. Thus in this type of engine to neutralize the acid contamination must be used high TBN oil.
What is detergency and dispersancy ?
It is a chemical additive called detergent which has a property of preventing the deposition of carbon deposits and wash away with the lube oil.
Dispersant additive is added to divide the larger size deposits into tiny particles to be carried in a colloidal suspension evenly throughout the bulk of oil, which can be removed while filtration of the oil.
Explain the L O sampling procedure to send for LO test ?
The sample should be drawn with oil circulation with the system such as a test cock on the discharge side of the LO oil pump.
Before taking the sample oil sufficient amount of oil should be drain out to clear the line.
The sample is filled into the chemically cleaned container after it is rinsed with the sample oil and immediately closed.
The container should be attached with information on engine type, engine running hours, LO running hours, fuel used, draw off point and date of sampling.
Avoid sampling from places where the oil may be stagnant or have little or no flow, such as sumps, auxiliary smaller pipelines, purifier suction or discharge lines, drain cocks of filters, coolers etc.
Also avoid sampling while engine is stopped.
Why magnetic fitter is fitted on LO system and where is it fitted ?
To prevent pump damage due to ferrous metal particles.
Screw p/p used in LO oil system is working in very fine clearance thus to prevent entering the small ferrous particles into the p/p.
Magnetic fitter is fitted prior to the main circulation LO p/p.
What are the contaminants in the lube oil ?
Contamination of fresh Water (JW leaking)
Contamination of SW (Cooler leakage)
Contamination of fuel (Poor Atomisation, Unburned Fuel)
Oxidation products (High Exhaust Temperature, Burned Cyl Oil, Carbon from incomplete combustion)
Products of fuel combustion
Foreign mineral matters (Scale formation, Wear and tear)
Biological contamination.
What are the effects of water contamination in lube oil ?
Causes
Condensation of water vapour within the crankcase
Leakage from the cooling water system for cylinder or piston
Leakage from the sump tank heating steam coils.
Effects
Reduce cooling efficiency.
Increase the acid formation in trunk type piston engine.
Can cause corrosion on m/c parts.
Microbial degradation, [Reduce centrifuging efficiency; promote local pitting and corrosion]
Reduce load carrying capacity
Reduce L.O properties, and TBN of oil
Form sludge due to emulsification
Remedies
Proper purification with minimum throughput
Batch purification if heavy contamination
Maximum Allowable Amount of water in Lube oil?
For crosshead type engine , < 0.2 % is satisfactory
If water content exceed 0.5 ~ 1.0 %, immediate action should be taken
If > 1%, engine can be damaged
For trunk type engine , < 0.1% is satisfactory
If > 0.5 %, immediate action should be taken and
It is maximum permissible content
What are the effects of fuel dilution in lube oil ?
Causes
Poor atomization of a fuel injector and back leak through the fuel injector p/p plunger and barrel.
Effects
Fuel dilution usually diesel oil.
Lower viscosity and low fLash point
Lower viscosity LO reduces this properties ( e.g load carrying capacity )
Lower flash point will case crankcase explosion.
How to remove contaminants
Filtering: Removes large oil insoluble matter
Gravity separation: Removes heavy matters, sludge and water
Adding special additives: Reduce acids, sludge, finer oil insoluble matter
Centrifuging: Removes sludge, foreign matter and water
Water washing: Only for straight mineral oil or oil without additives, can remove acids.
What will you do if LO is contaminated with FW or SW ?
Batch Purification must be done
Renovating Tank heating and regular draining
For SW contamination, Water Washing is required
Sump to be opened and thoroughly wipe out.
What is meant by batch purification ?
Firstly take the immobilization permit from the port authority.
The entire oil charge should be pumped by the purifier or by main circulation p/p into settling tank.
It should be allowed to settle for at least for 24 hours with heating about 60° C .
Water and sludge should be drained out periodically.
Cleaned the interior of the sump tank and carefully examined.
The oil should be passed through the purifier at its optimum efficiency and than pump back into the sump tank.
When sump tank empty, its interior should be cleaned and examined.
Why viscosity of lube oil is important ?
Low viscosity is required for fuel oil in order to obtain good atomization at fuel.
Lube oil must be chosen which has a suitable viscosity for the working temperature for efficient lubrication.
How to maintain lube oil on board ships?
L.O onboard test is carried out regularly.
Regular cleaned L.O line filter.
L.O purifier should be run during ship is in sea
Maintain L.O purifier performance
Periodic batch purification must be carried out & cleaned L.O sump tank once a year
Maintain L.O temperature within limit
Maintain good L.O cooler efficiency
Keep good fuel combustion system
Why lubricating oil cooler is installed after lube oil filter ?
It is more effective to filter the hot oil, as pressure drop through the filter is less and filter is more efficient.
What will you do as 2/E, if main engine lubricating oil temperature abnormally high?
Inform bridge & reduce engine speed
Check engine overload or not (Exhaust temp:, fuel rack,..)
Check L.O sump & L.O cooler & L.O purifier temperature (set value)
Check L.O sump tank heating valve.
Shut L.O cooler by-pass totally after stopping (or) too high temperature not fall
Clean L.O cooler
Check sump tank heating coil leakage
Make L.O onboard test (esp Viscosity)
Check lubricating oil piping system leakage or blockage
Make inspection & check bearing clearance & loosing attachment
Check ampere (or) load when turn the turning gear
What will you do as 2/E, when increase sump lubricating oil level by marine engineer?
Check piston cooling system (water)
Check L.O purifier (gravity disc is correct or not) [L.O purifier water outlet sight galss]
Check filling valve from storage tank
Check L.O cooler/although oil pressure is greater than sea water pressure.
What will you do as 2/E, when decrease in sump lubricating oil level by marine engineer?
Check rate of decreasing if slowly decrease, fill up L.O and find the leakage without stopping engine.
If rapidly decrease, inform to bridge and stop the engine. Find the leakage and repair. Possible leakage points are:
* Bed plate crack (check engine room bilge)
* Piston cooling L.O system (check scavenge space & under piston space {entablature})
* L.O cooler & L.O purifier
* All pipes and connection
* Check L.O return valve from crankcase to sump tank close or not
* Check oil scraper rings & stuffing box
What will you do as 2/E, when decrease in lubricating oil pressure observed?
Start stand by pump
Change & clean L.O filter
After engine stopping, check bearing clearance and L.O pipe connection
Check L.O pump discharge & suction pressure
Check L.O temperature
What is meant by hydrodynamic lubrication (full fluid film)?
Moving surfaces are separated completely by the pressure of a continuous unbroken film or a layer of lubricant, generated by the movement of the two surfaces relative to each other.
Essential requirement is formation of a wedge of lubricants between surfaces.
Thickness of film 0.025 – 0.10 mm.
Happens in lubrication for Journal Bearing, Bottom End Bearing, Tilting Pad Thrust Bearing
What is meant by boundary lubrication?
It exists when a full-fluid film lubrication is not possible.
The sliding surfaces are separated by only a thin film of lubricant.
High friction between the surfaces and some degree of metal to metal contact occurs
Lubricant oil film decreases, until asperities of mating surfaces touch
What is meant by hydrostatic lubrication?
A form of thick film lubrication, but instead of being self- generated, it is supplied from an external source by oil under pressure from a pump.
Lubrication for Crosshead Bearings, with attached pump.
What is meant by elasto-hydrodynamic lubrication?
Applies to line contact or nominal point between rolling or sliding surfaces, such as rolling contact bearings and meshing gear teeth.
Thin film or squeeze film lubrication limits metal to metal contact.
Elastic deformation of the metals occurs, and there is effect of high pressure on the lubricant.
What will you do as 2/E, if lube oil is contaminated with sea water?
When sump oil is contaminated with SW, find sources of leakage (may be from LO cooler during ME stopped) stoppage and rectified.
In port or while ME is stopped, transfer contaminated oil through purifier or transfer pump into settling tank, settled for at least 24 hours at about 60 C°, and water and sludge drained out periodically.
Oil passed through purifier at 78° C with optimum efficiency, and pump back to settling tank.
When sump tank is empty, interior cleaned and examined.
Purified oil sent to laboratory and tested
During this time, new oil should be used
Oil should be reused, if lab results recommended that it is fit for further use. (Straight mineral oil 3% water washed. Additive oil 1% water washed).
What are the lube oil tests carried out on board Ships ?
Viscosity Determination
The simplest method is three tube rolling ball viscometer
Assuming the oil in the engine to be SAE 30 grade, one tube is filled with minimum safety viscosity (about SAE 20) and another one filled with maximum safety viscosity (about SAE 40). The last tube is to be filled with test sample.
All tubes are placed in a bucket of warm water until the oils are at the same temperature.
The three tubes then mounted on a tilted board and inverted. An internal hollow ball in each tube then rises to the surface.
If the time taken in the test sample is between that of the lower and upper limit oils, the oil is fit for further use. If not, it must be replaced.
I
Viscosity test. An important property of any lubricating oil, viscosity is the measure of a fluid’s thickness or resistance to flow. Using a flow stick, the test is performed by letting the lubricant run into two paths, side by side. The first path contains fresh oil, and the other used oil.
Both oils pass through reference points. The position of used oil is documented when fresh oil reaches the finish point. This test can determine contamination from sludge, or diesel.
Water contest test. Using a digital water content meter, 5 ml of sample is taken and mixed with 15 ml of reagent. The container lid is then closed tight along with a sealed sachet of calcium hydride. The content meter is shaken by hand, until the water percentage is shown.
The pH test. This is simply done using a pH paper and helps in determining the sample’s reserved alkalinity. Once in contact with oil, the paper changes its color. The result is compared to the pH standard values.
Flash point test. The instrument used for this test is called a Pensky Martin closed-cup apparatus. Its main purpose is to measure the temperature at which the vapor will flash up once given an external ignitable source.
Spot test. This test is performed in order to measure the insoluble components in the used lubricant. All you need is a blotter paper to put on the oil, leave it dry for a few hours, and compare the results with the standard spot.
Water crackle test. Just like the digital water content meter, the instrument used for this test also determines the water presence in the sample. Drops of used oil are heated in an aluminum container over a flame. A crackling sound will be heard if water is present.
list 11 categories of garbage
oil
cooking oil
incinerator waste
domestic waste
electronic waste
fishing gear
animal carcasses
cargo residues (harmful and non-harmful)
plastic
nylon
operational waste
whole foods
when can ground food be dumped overboard
when not in special area and greater than 12nm from shore and enroute
special areas for garbage
the Mediterranean Sea area
the Baltic Sea area
the Black Sea area
the Red Sea area
the Gulfs area
the North Sea area
the Wider Caribbean Region and
the Antarctic area.
Generator safety devices
· Over speed trip
· L.O low pressure alarm AND SHUT
· Low level sump trip
· F.O low pressure alarm
jacket water low level
sea water no flow
· Jacket water high temperature alarm AND SHUT
· Thermometer
· Pressure gauge
· L.O high temperature alarm
· Dip stick
· Crankcase relief valve
HOW DO YOU PARALLEL GENS?
Generic Procedure for Manual Paralleling AC Generators
1. Ensure the Prime Mover is in stand-by condition – check oil/fuel/water etc.
2. Run up the prime mover
3. Check the operation of the prime mover to confirm correct systems
operation
4. Switch on the excitation (if appropriate) and check the incoming machine
voltage
5. Check the voltage & frequency of the “in line” and incoming machine,
making sure they are exactly the same.
6. Switch on the synchroscope and ensure that the “check synchroniser” is
engaged
7. Adjust the speed of the prime mover, using the speeder (slow-fast) switch,
until the synchroscope is indicating a slow rotation in the clockwise
direction. (so that the incoming machine is going slightly faster than the
ones on line)
8. When the incoming machine is exactly in phase with the busbars, the
synchroscope will be passing through the 12 o’clock position.
9. Close the main breaker just before the synchroscope reaches the 12 o’clock
position
10. Adjust the speeder switches of the incoming & in line machines until their
share of the load is equal
11. Adjust the busbar frequency if necessary
12. Check that the power factors of each machine are equal (compare Kilowatts
& Amps are equal on each machine if a power factor meter is not fitted)
13. Adjust the excitation of each machine to achieve equal power factors on
each machine
14. Finally check the operation of the incoming prime mover AGAIN.
List four procedures in the Garbage Record Book (GRB):
- Time and location 2. Officers signature 3. Quantity and type of garbage 4. What method of disposal
with reference to combustion of hydrocarbons in air: draw a diagram showing each of the following features: the point at which the atmosphere becomes inert. the variation in the upper and lower explosive limits. the flammable zone
The upper explosive limit (UEL) is the highest concentration of a gas in air capable of producing a flash of fire when met with a source of ignition. Concentrations above the UEL will not fuel or continue an explosion, these concentrations are considered too “rich”. The lower explosive level (LEL) is the lowest concentration of a gas in air capable of producing a flash of fire when met with a source of ignition. Concentrations below the LEL will not fuel or continue an explosion, these concentrations are considered too “lean”.
