__ ADVANCED MARINE ENGINEERING KNOWLEDGE .. Volume II Questions and Answers Bet NCmele el GesADVANCED MARINE ENGINEERING KNOWLEDGE VOLUME TI Questions and Answers Operational and Management level Vikram Gokhale N. Nanda NG ENGEE ENTERPRISESFirst Published October 2001 Second Edition June 2002 © NGENGEE ENTERPRISES Mumbai, India. Printed in Mumba, India Price: Rs. 330 All rights reserved. No part of his publication may be reproduced in any material form ‘including photocopy or storing in any medium by electronic means and whether or not tounsentlor mcekentaly to sone other uae of is publication), without the written ‘permission ofthe copynigh holder.Mumbai 20" August, 2001 Mr. S. Chakrabarty BSc.,C. Eng. , FL. Mar E(UK.) Extra First Class Engineer. Foreword afety, on board a ship, is critically dependent on the seafarers, their values and the environment in which they live and work. Basic safety is \corporated in a ship through regulations and procedures. As the ship’s structure is exposed to a highly corrosive environment, and ‘marine machinery is constantly subjected to very severe conditions, hazardous conditions can develop, unless the ship and its machinery is properly maintained, Mariners need to get a sufficient theoretical knowledge, to supplement their own practical experience. It is necessary for them to be properly trained, hoth hy lectures ashare, aswell az by self study, while at sea To enable students to study, while at sea, the authors have prepared this text book in the form of @ comprehensive set of questions and answers, which should supplement the nnimerenis standard texthooks already available Mr. Vikram Gokhale and Mr. N. Nanda are both already well known in the marine field, They are Chief Engineers, with a lot of practical experience, both as ship-board engineers. as well as senior faculty in the LS College of Advanced Maritime Studies and Research, one of the premier maritime institutions in India This book “Advanced Marine Engineering Knowledge — Volume II ‘Questions and Answers” written by Mr. Vikram Gokhale and Mr. N. Nanda, has a comprehensive coverage of the topics required at an advanced level for MEO Certificates of Competency at Operational and Management levels, They have put in a lot of hard work and-I have much pleasure in paying this tribute to their dedication and sincere effort. All Mariners will find this book of considerable value and guidance. I sincerely wish them the best of suctess inthis book b. 4 Mr. S. Chakrabarty Deputy Chiof Surveyor with The Govt, of India, Ministry of Surface Transport, Directorate General of ShippingPreface This book “Advanced Marine Engineering Knowledge - Volume UII Questions ‘and Answers” has been written in response to a lot of feed-back, concerning possibility of providing a step-by-step knowledge of the theorertcal aspects of marine engineering, which students could use, while at sea This prompted us to re-think the format, and develop a new approach to the subject, by bringing out this Volume IIT, in the form of a set of questions and answers. These will cover different subjects, not presently covered in Volumes I & 11, but which are required as per the new STCW 95 requirements. All Marine engineers should find this book invaluable, especially those appearing for Certificates of Competency. We have endeavored to adequately cover the important topics. both at the Operational. as well as the Management levels. so as to present them in a concise, lucid and informative manner, Vikram Gokhale N. Nanda LBS College of Advanced Maritime Studies and Research, Mumbai . IndiaAcknowledgements The authors gratefully acknowledge the help, information obtained and ‘contributions from various members of the Marine engineering fraternity, including the faculty of the Lal Bahadur Shastri College of Advanced Maritime Studies & Research, Mumbai, We are particularly appreciative of the information obtained through various books, technical magazines and other articles, which helped to cover the subject at an advanced level. ‘We wold alsa like ta thank Mr. Kunal Bhawe, who has helped in the creation of this book. We would not attempt to enumerate all those who have contributed in some measure to this effort, since the list would be endless. This is more the result of an industry effort The Authors Mr. Vikram Gokhale and Mr. N. Nanda are both Marine engineers from the Marine Engineering College (DMET) , with extensive experience not only as Specialists in the marine field, but also as ship-board engineers, tackling a variety of problems. ‘hey have the necessary technical background and training that makes a Marine engineer so unique. Disclaimer The purpose of this book is to provide guidance. The authors cannot accept the responsibility oF any consequences of use of this information for any other purposes, The opinions expressed here are those of the authors onlyCONTENTS ‘Advanced Marine Engineering Knowledge — Volume III Questions and Answers’ covers the following Functions / Subjects at the Operational and Management level Functions : 1, Marine Engineering at Operational / Management level 2. Electrical, Electronic and Control Engineering at Operational / Management level 3. Maintenance and Repair at Operational / Management level 4. Controlling Operation of the Ship and care for persons at Operational / ‘Management level Subjecte : 1. Marine Engineering Knowledge (General) 2. Marine Fngineering Knowledge (Motar/Steam) 3. Marine Electrotechnology and Electronics, 4, Marine Engineering Practice. 5. Naval Architecture and Ship Construction. 6. Ship's Safety and Environment Protection. Page Nos. Surveys, Regulation and Environment Protection 5-28 Fire and Ship's safety 29-60. ‘Auxiliary Machinery 61-96. Pumps and pumping systems. Heat exchangers and drinking water systems, Deck machinery. Boilers and boiler water treatment. Naval Architecture and Ship Construction 97 ~ 105, Metallurgy. 106 ~ 129. ‘Lubes and Fuels. 130~ 147, Shafting, Propellers, Steering gear and controls. 148-177 ‘Air Compressors. 178 180. sation aud Air Conditioning, 101 ~ 186. Emissions. 187-189 Combustion, Indicator cards, Fuel pumps and Injectors, 190~ 199. Crosshead, bearings and bolts 200-207 208-214 215-219. Engine components 220-229. Electrical systems. 230 -237. Index. 238 - 243.Advanced Marine Engineering Knowledge Vol. Il Surveys, Regulations and Environment Protection Qu. Describe the In-water survey, to classification requirements, of the external underwater structure of a VLCC Ans. ‘The Survey planning should be worked out well in advance of the In-water survey, by the ship, in cooperation with the classification Society. Preparation : Following documentation should be collected and consulted with a view to selecting areas and structural elements to be examined. Basie ship information; Documentation on board = Main structural plans including information of higher strength stecls, ~ Relevant previous survey and inspection reports = Information regarding. corasion protection level ~ Location of heated tanks. ~ Information regarding relevant maintenance levels. = To assist divers, colour photographs should be provided. of items such as rudder closing plates and wear-down gauge plugs. = The design of the ship must facilitate in-water inspection and repair ~ eg. Sea inlets must be capable of being blanked off and drained to bilges, shell gratings hinged, if practicable and the anodes easily Changed. The hull should be Cleat, W have seaninngfl snainten level during operation, besides having a heavy duty coating. This must be carried out by approved diving company, in clear water, with gv0d visibility, Operation :- A. self propelled, steerable survey vehicle fitted with a fong range TV camera is used. To aid steering and to check for hull distortion, a close up, high resolution, TV colour camera gives a true picture of the state of the coatings and weld seams, In some cases, a 35mm still camera is fitted. An ultrasonic probe is provided to ‘measure plate” thicknesses and other equipment includes a depth meter and speed indicator. Power is supplied and information relayed by means of an umbilical from the vehicle to the survey boat, Survey Boat equipment Is usuilly housed in & console containing TV. monitors, plate thickness print out, audio cassette recorder, video recorder and play back unit, diver communication stem, vehicle control system and associated instrumentation The survey vehicle is taken t0 the starting datum by a diver. With the aid of one of the TV monitors and using the shell expansion plan as a map, the vehicle mayAdvanced Marine Engineering Knowledge Vol. Il be guided, from the control console, over the bottom and sides of the hull, by following weld runs and by reference te other features, such ao inleto and tank plugs. Pictures and navigational information are relayed back and video films recorded, along with plate thickness, giving the surveyor an integrated picture of all the required and relevant information. In addition to plate thickness, print-out can be produced and/or an audio recording, The vehicle will also provide pictures of such items as Stem frame, Rudder, Propeller, Bilge keels and hull openings. A diver may be used, with a hand held camera, for closer inspection of these items and also for inspection of plating on the tum of the bilge. It should be ensured during this operation, that there is a 2 way communication between diver and attending surveyor. Q.2. Deseribe the hull examination you would carry out on a ship in Dry dock, making special reference to essential maintenance, that can be carried ‘out in Dry dock Ans. Preparation should be to a sufficient extent, as to facilitate an examination to ascertain for any excessive corrosion, deformation, fractures, damages and other structural deterioration. Examination and testing ‘All spaces within the hull and superstructure are be examined. in certain circumstances, the internal examination of lubricating oil, fresh water, and oil fuel tanks may be waived. In spaces used for salt-water ballast, excluding double bottom tanks, where a. protective coating is found in Poor condition, — aprotective coating is not renewed, - where a soft coating has been applied or Where a protective coating was not apphed, trom the time of construction, Maintenance of class will be subject to the space in question being internally examined and gauged, as necessary, at Annual surveys Double bottom compartments, peak tanks and all other tanks_are to be tested sufficient to give the maximum pressure that can be experienced in service. Tanks may be tested afloat, provided that their internal examination is also carried. out afloat. Where repairs are effected to the shell plating or bulkheads, any tanks, in way, are 10 be tested to the Surveyor’s satisfaction, on completion to these repaits. In eases where the inner surface of the bottom plating is covered with cement, asphalt, or other composition, the removal of this covering may be dispensed with, provided that it is inspected, tested by beating or chipping, and found sound and adhering satisfactorily to the stecl. AM! decks, casings and supersiructures are to be examinedAdvanced Marine Engineering Knowledge Vol. li Woods decks or sheathing are to be examined ~ if decay or rot is found or the wood is excessively wom, the wood is be renewed. When a wood deck, laid on stringers and ties, has worn by 15 mm or more, it 1s to be renewed. Attention is to be given to the condition of the plating under wood decks, sheathing or other deck covering. Ifit is found that such coverings are broken, or are not adhering Closely to the plating, sections are to be removed, as necessary, 10 ascertain the condition of the plating. Mechanically operated hatch covers are to be tested, to confirm. satisfactory operation, including stowage, proper fit of sealing arrangements, operational testing of power components, wire and chains. The anchors are to be examined. When the chain cables are ranged, they are to be examined, if any length of chain cable is found to be reduced in mean diameter, at its most worn part, by 12% or more, from its nominal diameter ~ if £0, its tobe renewed. The Windlass is to be examined. ‘The chain cables are to ranged and examined on all ships over five years old. The Surveyor is to be satisfied that there are suitable mooring ropes when tmese are Kule requirement Ihe nana pumps, suctions, watertight doors, atr and sounding pipes are to be examined, Thickness measurement The Surveys may require to measure the thickness of the material in any Portion of the structure, where signs of wastage are evident or wastage is normally found. Any parte of tho otructuro, which are found defective or excessively reduced in scantlings, are to be made good, by materials of the approved scantlings and quality Hull Painting (Essential maintenance) ‘The shell plating is examined for areas of paint work which must be repaired ‘The whole surface of the shell is cleaned and prepared for re-coating with paint In some instances the hull may be cleaned down to bare metal and completely re- coated; in most situations, areas where paint is damaged and rusting has started. the shell plate is cleaned down to bare metal and rest of the areas. are cleaned and surface prepared for re-coating. Surface preparation is done by manual wire brushing and scraping with steel scrapers, power driven wire brushing, or high pressure water jetting or shot-blasting, Compete surface is washed with fresh water and surface allowed to dry, before commencement of painting, Any scuppers, discharges or overflows, which may direct watar on ta the surface ta he paintad, should be blacked or diverted, hafare painting is started. The paint to be used should be compatible with the previous paint, unless the complete paint is being renewed, Paint specifications are to be provided 10 the ‘Yard Fainting sub-contractor. This includes number of coats, for touchup and complete coat, type of paint for each coat, thickness of each coat for each section, i.e, bottom plating, boot top area ‘and topsides.Advanced Marine Engineering Knowledge Vol. il Q3. As Chief Engineer briefy atscuss the procedures you will follow When taking over as C/E of a large vessel. When taking over as C/E of a new vessel from a shipyard Ans. Procedce Rriefing at office and Taking-awer on vessel A) Briefing at Office © Superintendent / Tech. Manager will hrief, as per ISM Code practices, + Fill up appropriate check lists - wherever required. © Read correspondence file * Find out/ be aware of : - Status of surveys/certiticates + Conditions of class, if any = Take Wupies and start plamsing for your stay un beard vessel. B) —Taking-over on Vessel Read letter prepared by outgoing Chief Engineer, giving all detail. Discuss / Verify Fuel oil ‘diesel oil / tube oil soundings - confirm actual figures match the logged figures, before accepting responsibility from outgoing Chief Engineer. + Voyage Reyuivements * Bunkers expected. ‘+ Consumption pattem ~ any special instructions, * Oil record book ‘© Overdue Centifieates / surveys, if any, and the company's action plan in respect of this. = Maintenance status of Main / auxiliary machinery = Spares, - Stores - Vessel’s sailing programme. = Random checks of alarms / instrumentation, ‘Special tools on board.Advanced Marine Engineering Knowledge Vol. ll = Readiness for Port state inspections-LSA/FFA. = Cheek all tes. - Drawings list. Maintenance carried out by ship's staf workshops, + Meet 2/E, Electrical officer and other engineers/staff to confirm any more known or specific problems. Sign and send a combined report, by incoming and outgoing Chief Engineers, to Head office B) Taking over as Chief Engineer, for brand new vessel from the Shipyard ‘The Objective should be to ensure that Efficiency of all systems is achieved before acceptance. = Lisigon Vessel and shipyard ie good Procedure A) Office : familiarize with the Vessel’s contractual position. B) AtShipyard nobis Zz endo = Serutinize progress reports. taveshigab: + Witness typical program. id = Inspection after trial. C) Taking over (Final) A) Office - Familiarise with vessels contractual position, viz. (specications and capacity. 2# Contract penalty clauses, anficle) $+ Delivery dave, 44 Speed and fuel consumption. Pe Status on class cestifivated. Guarantee period. 2) Obtain_working specifications covering changes, interpretations, additions and amendiients in respect of: 16 Working drawings‘Advanced Marine Engineering Knowledge Vol. it 2 Progress reports. 3 * Random inspections of installed — machinery, including switch gear. ‘Typical Programmes to be witnessed : Duralind1* Endurance and conauiption tials, © Plant balance — heat balance diagrams. 2 © Crash stop trials ‘4* Inert gas test; Gas freeing if applicable. 5+ Pump performance tests. Ge Hydrostatic tests, Anchor/Windlass trials. Z* Intemal inspection of Main engine, to follow. 8 © Complete bridge control test. (Adjustments for integrated operations). 1 * Steering gear trials 1o® Black-out test. He Turning circle. (2* Communication and navigation equipment to be demonstrated. 13% Boiler safety valve test. Miscellancous Tests: (QD>* Hull vibration, including Accommodation and Machinery spaces, especially when ship is in the light condition and moving aster. ‘2* Machinery Vibration, over-speed & power ranges. #4 Airoome noise survey of accommodation, Machinery spaces, Bridge and Engine conuet 1wuu A-* Ventilation flow rates. - F = Potable water trostment plant, galley and pantry equipment. Inspection after trials \ Certain equipment may have to be opened for inspection. if not satisfied with its performance, with respect to safety ofthe ship and personnel. 2 Examination of Main engine crankcase, 3 Necessary adjustments, as indicated by performance. 10Advanced Marine Engineering Knowledge Vol. lll 4 Electrical generator windings to be clean and Insulation readings recorded 5 Bilges to be cleaned and repainted. ° | Comptote the cea trial data 6 See pool, peetel trols, foe ‘aking over (Final) 2 Spare gear, Outfit 3 Fuels and Lubricants. A-Certificates of class 5 Clean Bilge’s repaint if necessary The Master and Chief Engineer will sign the Form of Acceptance, for the Vessel and the Owner's Representative will accept responsibility of the ship, after satisfactory completion af all the financial arrangements Q. 4, With respect to Regulations and Pollution control, explain Regulations with respect to control of discharge of oil from machinery spaces of all ships Ans. Annex V of MARPOL 73/78. This regulation controls dumping of all victuals, domestic and operational waste generated by a ship and her crew / passengers. Imposes a complete Ban on dumping of Plastics e.g. Synthetic ropes, nets and garbage bags. Deals with pollution from (1) Ui (ut) Noxious" Liquids (1) Hazardous packaged substances.(iv) Sewage; (v) Garbage Even stricter controls for ‘Special Areas’ e.g. Mediterranean. Baltic & Black Seas. Here dumping is completely banned ~ even food waste cannot be dumped ‘within 12 mies of land. Contracting parties to the convention are obliged to provide facilites in ports for reception of garbage. MARPOL, Annex V Garbage type Outside Special Areas ___In Special Areas Piastics includes] Disposal Disposal synthetic ropes, fishing nets | prohibited. | prohibited and plastics garbage bags. losing dunnage, ning] > 25 wiles off] —Diponl andacking matetals | shore prohibited. | Paper, vags, glass, meal > 12 mile, Disposal bottles, eockery and | prohibited ail other garbage cluding | > Siiiles | Disposal | paper. rags. lass, | prohibited. | comminuted or ground |Advanced Marine Engineering Knowledge Vol. il [Food waste not | > 12 miles. > 12 miles. | | comminuted or ground. \ Comminuted or ground garbage must be able to pass through @ sereen with mesh size no. larger than 25 mm. Garbage disposal regulations for special areas hall ale affact in accordance with regulation $(4)(b) of Annex V_ Control of discharge of oil from Machinery spaces of all ships : Oil or oily mixture should not be discharged into the sea, unless the following conditions are satisfied :- - Ship is proceeding on a voyage, ie. en-route and not at auchor. ~ Not within a Special area. = The chip ie more than 19 milac foam the neaeeet enact The oil content is less than 15 p.p.m. ~The required oil separation, filtering and monitoring equipment is in use. Oil Discharge Monitoring and Control system System to come into operation when there is any discharge of effluent into the sea and automatically stop discharge when the oil content exceeds the permitted level. System to provide a continuos record of oil content of the efMuent, record to be identifiable as to time and date and retained for three years. Any failure of ‘equipment to be noted in the Oil record book and all discharge stopped. Defect to be rectified before commencing next voyage QS. With respect to Sewage treatment, discuss the following terms : Biochemical Oxygen Demand (B.0.D.), Coliform count, Recommended levels Biochemical Oxygen Demand (B.0.D.) It is used to give # measure of the strength of sewage, it identifies the biological decomposable substances and is 2 test that depends an the activity of bacteria, which inthe presence of oxygen feed on and consume organic matter. Results of the test are expressed as the amount of oxygen taken by a one litre comple (dilated with. serated water) when incubated at 20" for five days. Can be defined as the amount of oxygen ulised by micro-organisms in the stabilisation of| organic matter, B.O.D. of aw sewage i$ 300 t0 600 mgilitre. LM.O. recommend a BOD. of 0 multe after treatment‘Advanced Marine Engineering Knowledge Vol. iI Coliform Count:- Coliform organisms are recognised as the Indicator Organisms of sewage pollution. The numbers present in sewage are large, each person contributing between 125 billion, in winter to 400 billion, in summer. Coliform are present in the human intestine and their presence in water is taken as an indication of the pathogen count. The pathogen count are disease causing organisms, responsible for Typhoid, Dysentery, Poliomyelitis, Cholera 1M.O. recommend a Coliform count of 250/100 mi. of effluent after treatment. Kecommended tevels of pumping-out solids Solids:- Dissolved - Solids which are in solution, Suspended - Solids physically suspended in sewage, that can be removed by laboratory filtration, Are relatively high in organic matter. Settleable:-Suspended solids that will subside in quiescent liquid in a reasonable ‘period (usually taken as one hour). Suspended level of raw sewage is 300 to 400 mgflite. 1M.O. recommends a level, after treatment, of 50 malt. Residual Disinfectant - ‘After treatment the residual disinfectant should be as low as possible. Canadian restriction is between 0.5 and 1.0 mgvlitre, ILM.O. prefers the use of Ulura-Violet exposure to the method of Chlorination, Biochemical digestion of sewage ‘Anaerobic Process - Anaerobic bacteria can only multiply in the absence of free oxygen, as they oe cleunivally bound uaygen ( survive, Ii die anaciubie piovess, the Vacteria break down the organic maiter into, water, carbon dioxide, methane, hydrogen sulphide and ammonia, This process is also called Putrefaction. The gases produced are both noxious and toxic. The effluent produced is of poor quality and other by-products are highly corrosive. Aerobic Process - ‘Aerobic bacteria require free oxygen to survive. In the aerobic process the bacteria break down the organic matter safely. The Aerobic Process has end products of H,0 + CO, + Inert Residue + Energy to synthesis new bacteria,‘Advanced Marine Engineering Knowledge Vol. It Q6. With respect to Sewage pumping-out systems, describe briefly the ‘Chemical sewage system and the Vacuum sewage system. Ans. Chemical recirculation or the Zere discharge aystei. ‘Sewage enters the chemical dosage tank, where it is mixed with chemicals, that break down the sewage and improve the-colour. It then passes through a comminutor (which is a grinder or macerator) that cuts the sewage into small particles) and enters a chemical treatment tank, in which a further chemical treatment is added, to sterilise and deodourise the liquid. | (Chemical Reialtion Zero dcharge ‘Sewage Treatment plat A. circulating pump draws un-treated sewage from this tank and delivers back to the dosage tank, where the treatment is again applied. The sewage remains in this section for about 5 minutes before passing to the settling tank. ARer settling, the clear liquid is drawn through a filter to the Sanitary Hydrophore, which provides the water supply to the toilet flushes. As the level in the settling tank rises, the sterile sludge may be removed to a Sewage holding tank or incinerated ‘Vacuum sewage system. This system is based on a vacuum created by an Eductor, which is used to pull in the sewage into the sewage tank. Calculations are based on @ daily flow of, say, 10 litres per person ~ using 1.2 litres of water per flushing operation, The sewage tank capacity varies from 2.5 ~ 10 m°. The holding tank is at atmospheric pressure ‘A pressure switch maintains vacuum in the Tine, from the toilets by auto start/stop of centrifugal pumps. The water in the sewage tank is used as driving ‘water for the eductor, Float switches may be used to control the discharge trom the holding tank to the sewage treatment plant, while still maintaining the vacuum in the system‘Advanced Marine Engineering Knowledge Vol. = Saer ane i ee gaa Edector Over-board 7 ‘toes tales Neerreo i "isp seg w Tank _ —. — _ ‘Vacuum sewage system Q.7. Enumerate the preventive measures you would take to avoid pollution of the environment, with respect to Bunkering. What instructions will you issue to the personnel under you, in this respect Ans. Preventive measures to avord pollution, whale bunkering The responsible officer should be familiar with all aspects of bunkering and the ship's bunkering system, and should personally supervise the operation. He must be in close contact with the shore / berge crew, especially with respect to stopping, of bunkers, in case of emergencies Bunlering Operations ‘The vessel should be securely moored, All valves. should be checked and those not to be used, must be securely closed Scuppers should be seated. Oi absorbent material (sawdust, sand) should be readily available. ‘Communication systems should be checked. All hose connections should be frequently checked1 maine engineering Knowledge Vol. ill Bunkering should commence at the minimum pumping rate so that any problems can be weweted eal Frequent sounding /ullages should be taken Particular care taken when 90% filling capacity of tank is attained, and bbunkering stopped, On completion special care taken when disconnecting hoses, removing drip trays. Note: A ‘persistent’ oil is one that will not disperse easily e.g, ~ Heavy Fuel Oil, Diesel oil, Lubricating oil - and will require a solvent or emulsifier, to disperse in case an oi spill occurs. Volatile ols, lke petrol are not persistent Instructions to Personnel Betore any transter of product 1s undertaken, the OMicer must confirin the following items, with the person in-charge of barge/terminal bunkering. Each will sign thi form (sample), t0 acknowledge ‘Taking over watch personnel, will also review the subject matter as below. Pumping Data ‘Quantity and type of stock to be transferred 3. Initial transfer rate 4 Maxinnams transfor 5 Maximum transfer pressure Anticipated stoppages 1 The method of communication between barge and vessel/terminal has been established It will be understood that except for emergencies, a 15 minute stand-by time for shutting down transfer is required. ny Ara haces in good enncitian? ‘Ase connections between the barge and vessel/terminal properly secured ? |) Are scupper plugs in place ? 1A continuous deck watch will be kept by barge and vessel/ terminal crews: 1S In the event of an oil spill, a clear understanding exists on steps to be taken (Comiaininent, lean up, reposts, te) \t All unused manifold connections are blanked off Roth parties should carry out constant surveillance of adjacent waters to detect and prevent any leakage / spillage of oil‘muvarceu marine engineering Knowieage VOI. II Q.8. As a Chief Engineer, what procedures will you follow, when acceptin: bunkers, to ensure that they conform, with respect to the quantity and the required fuel specification and how will you ensure this ? Ans Whon eceepting bunkers from a barge or a termingl, the Chiof Engineer should always check the local supplier's documents, to make certain that the bunker conforms, in terms of quantity, as well as fuel specification, with what has been actually ordered The Chief Engineer, or his nominee, should always check that the bunkers, to be received, do not contain an unacceptable percentage of water contamination ~ the maximum allowable being 0.03 % for Gas oil, 0.25% for Diesel oi and 1% for Heavy oil (of 180 Cst). In case of distillates, this can be established by means of a simple test, involving water finding paste applied on sounding tape. The tape Should Ue auieared with puote (usually yee in Guluu, which will tun pitty iP any water is detected. The water depth should then be read off and its volume and ‘weight calculated from the barge or storage tank calibration tables. This method can also be used for Fuel Oil but its accuracy may not always bbe 100%, The only safe way of checking, in the case of Heavy fuel oil, is for a sample to be taken and the water content tested in a water test kit. In addition to checking the tightness of the hose couplings, it is important that the pumping rate between bunker barge/terminal and receiving Vessel is agreed by the barge Master and the vessel's Chief Engineer. Excess pressure can cause the hoses to burst with the harbour becoming polluted resulting in claims, fines and even vessel's arrest Eneuri 1g correct Quantity/Melivery Claims of insufficient volume delivery are the cause of many disputes between owners and bunker suppliers. It is the ship’s staff's responsibility to ensure that they actually receive the quantity that has been ordered. 1f not, then a Teiter of protest must be made out ‘The Chief Engincer or his representative must always check the supplier's barge/ terminal tank soundings, before and after pumping. Barge soundings should be checked by using sounding tape, which are to be used with tank calibration tables to verify the actual quantity, both before and after pumping, to ensure that the correct quantity is received. Duie care must be taken to correct for temperature variations, iFany. Note: tn a quantity digpute, itis generally a nile with hunker suppliers, that ship's figures will not be accepted. Measurements taken on tanks, barges and oil trucks are accepted, as they are under the independent supervision of Customs. However, a formal letter.of protest must be made out. to keep the ship’s staff in the clear. Flow meters should be checked, both before and after bunker delivery. Meters only record volume (not weight) - either in “US barrels’ or ‘Litres’ ~ both ofwhich can be converted into metric tons, by using the product's specific gravity and then adjusting for temperature differences. Test kits for checking fuel quality: Bunker quality on board can be checked with a fuel oil test kit. By carrying out a few simple tests on representative samples, from the ship's bunker lange, and not tho bunker barge or chore tank, the Chief Engineer can satisfy himself, that the product is indeed upto specification ‘and compatible with existing bunkers. Samples of the loaded product must be taken jointly The sample must be representative of the total delivery, and ideally taken by ‘rip feed at the discharge side of the manifold, during the course of the pumping process, Samples should not be taken at the stat ox on the completion of ‘bunkering, because then they will not be a representative of the total tonnage loaded. Also samples should not be from just one tank on the barge Sample bottles should be scaled, dated and signed for - by both the Chiet Engineer and the local supplier. Two identical samples should be taken, One shiould then be retained by the ship's staf, for about three months or at least until the bunkers toaded nave been consumed without problem. In case of any quality problem, a sealed sample must be sent by the Chief Engineer ashore, so that a proper analysis can be carried out, In the event of a enuine quality problem arising, it is imperative that the supplier is advised as soon as possible. The supplier may decline to accept liability, if this is not done within a specified period. (The period for notification should be clearly stated in the supplier's terms and conditions). Bunkers are the remaining products from varying world sources of crude oil, and varying methods of cracking. thus there is no ‘standardised’ heavy oil - each cone is consisting of different hydrocarbons from varying sourees. The delivered product may conform to the specifications, but however when mixed in the tank ‘with a product refined from a different crude oil source, incompatibility can ‘occur, The mixed products will layer and could result in an un-pumpable sludge and consequent poor combustion in the Main engine. Altematively, the product could become completely un-pumpable or unburnable. To avoid these problems, bunkers should ideally be segregated, in separate tanks, so that no mixing occurs - although this is not always possible on small ships. Qo. respect to regulations, discuss briefly : a) Control of discharge of oil from cargo tank areas of Oil tankers, b) Control of discharge with reference to Chemical Carriers. Ans Control of Discharge of Oil from Cargo Tank Areas of Oil Tankers 18Advanced Marine Engineering Knowledge Vol. ll 1 Sea areas Discharge criteria Within a Special area No Discharge except clean or | segregated ballaot j Within 50| No Discharge except clean or | nautical miles | segregated ballast ] | from land. | | No Discharge except either i clean or segiegated ballast; or when: | the tanker is en route: and the instantaneous rate of discharge of oil does not exceed 30 litres per nautical Outside a mile; and. Special area More than 50 the total quantity of oil discharged does | nautical — miles ) not exceed 1/30,000 (for new tankers) from land of the total quantity of cargo. which was carried on the previous voyage: and | the tanker has in operation | An oil discharge monitoring and contro! | | system and slop tank arrangements 2s | | required by Regulation 15 of Annex. !| ot MARPOL 13/78. “Clean ballast” is the ballast in a tank which has been so cleaned that the effluent from there does not create a visible sheen of the oil content exceed 15 ppm . Regarding chemical carriers, Annex Il of MARPOL 73/78 deals with pollution by noxious liquid substances. Q.10 With respect to Oily water separators, justify the statement Separation of oil and water depends upon the density difference between oil ‘and water. Also comment on the use of a coalescing device and heating coils. Ans. Most designs of Oily water separators in use are of the gravity / coalescer type. ic. the sevaration takes place by gravity, and depends upon the density difference between oil and water. The coalescing device encourages the formation of large oil droplets from the dispersed phase. In general. bilge water containe a mixture of el in water j¢, 9. small amount of oil ina large amount of water. The water is known as the continuous phase and the oil is the dispersed phase. The oily water enters the separator and is Slowed down (ideally to Tsminar flow) Thus the larger globules of oil are allowed to rise due to the density difference. 9Advanced Marine Engineering Knowledge Vol. il Plates encourage a laminar flow and act as coalescing surfaces. The rate of separation depends upon the difference between the viscous drag at the oil/water interface and the effect of gravity. As the size of the oil globules increases the viscous drag decreases and the gravity increases. ‘The formation of larger globules is accelerated atthe coalescing surfaces. Also as the rate of change in density, with respect to temperature, is greater for oil than water, the rate of separation will increase with temperature. Pumps: + Should be matched to the application (must not exceed the intended capacity ofthe separator). - Vane or serew type are the most suitable pumps. Provision for washing out with aca water should be provided. Heating Coils: + Reduce viscosity for washing ant - Reduce viscosity of the oil water - thus aiding separation. = Reduce viscosity of oil ~ thus aiding pumping, + Increase differential specific gravity. Q.12 Oil pollution regulations require any transfer or discharge of oil or oily mixtures to be recorded in the Pollution Control record d. Masters log None of above Briefly justify your answer. ‘Ans. ‘The correct choice is the option ¢). All registered. merchant vessels must carry an Oil Record Book, This includes all Bilge transfer operations, Ballasting or cleaning of bunker fuel tanks and the discharge of dirty ballast or cleaning water, Disposal of oil residue, Discharge overboard of purified bilge water from machinery spaces. Tankers have additional entries to record - Loading, transfer during voyage and ischarge of oll cargo. Ballasting and cleaning ot cargo tanks and the discharge of dirty ballast Ifany vessel fails to carry an approved Oil record book or to make proper entries, the owner / Master are liable to a substantial fines and / or imprisonment. 20muvatceu marie engineering Knowledge Vol. li Q.13. How is discharge of oil monitored. Describe the general principles of measurement of the following: a) Ballast Monitor b) Bilge Monitor ©) Turbidity meters 44) Clean Oil System ¢) Intra Ked Absorption Ultra violet detector ®) Ans, ight Absorption & gas measurement, ‘Tie oil paltion regulations put Kimitations on the quantity of oil diecharged into the sea. There isa requirement to monitor the overboard discharge from:- A tanker hallast line a it dischargos directly overboard A tanker ballast discharge after an oily-water separator. A bilge discharge from the machinery space. General requirements : ‘The equipment must be suitable for the marine environment (Although there are many laboratory methods, which are accurate, not all can be used on board ship). The equipment must be suitable for reading both high and low levels of ‘contamination and to respond quickly to sudden changes in those levels. There should be no appreciable loss of accuracy, due to the presence of sand, rust and other debris, and must operate satisfactorily, irrespective of the type of oil used. ‘The equipment must be easy to operate and maintain. Its working should be unaffected by considerable periods of idleness. It must be accurate to + 10% Principles of Measurement Infra Red Absorption, Ultra Viotet Absorption Visible Light Absorption Visible Light Scattering, Ultra Violet Fluorescence. ‘The frst four are all poor with respect to seawitivity and would usually be used only to detect an oil-water interfaces (in an oily water Separator). Infra Red absorption is a useful method, as most oils absorb in the 3.4 um wavelength. The variations, in absorption tates, Dewween Iweavy vils durough (0 Ube light Uiesels is approximately 10% a‘Advanced Marine Engineering Knowledge Vol. i However, water also has @ strong absorption at the same wave length and this makes detectors complex. It wanld be useful if the oil was extracted from the ‘water with a suitable solvent, the solvent having no absorption of the infra red wavelength. However this would not allow a speedy response. ‘Ulta violet absorptivn does not encounter the water absorption problem as it uses a wavelength of 0.25 Hm, but the requirement, for the opto-clectronics to detect small changes in a high light level, limits the low range capability Absorption devices using any wavelength, on a system where the oil is present in the form of particles, suffers from the effects of sand and rust, distorting the accuracy. This is significant and adds greatly to the problem of inaccuracies, Devices using visibility light are usually cheaper, simpler and are non-specific with respect to oil types. However, they also detect, without distinguishing between, oil and non-oil particles of similar diameter. OF the two visible light techniques, absorption and scattering, the most sensitive is light scattering. Uitra violet fluorescence suffers from a wide variation in response to different types of oil Ballast Monitor A representative sample must be extracted. This is achieved by a strengthened intrusion pipe in the ballast line and the sample is then conveyed to the monitor by pump. To ensure a representative sample is obtained and to encourage good mixing, the sample point is usually in the middle of the ballast pipe, near the discharge pump. Care must be taken to ensure the ballast line is always full of sea water, so that no settling-out occurs. If the response time of the monitoring system is long, considerable pollution can occur before the large discharge valves can be closed. Additionally it is important, that the operation of the valves should not be initiated by a false alarm, caused by a small spike of oil exceeding the alarm level. Generally the response of the monitor is instantaneous and most of the system response delay is in the sampling pipe-work, To veduce the delay, short length of sample pipe with a minimum number of bends, utilizing a fast sample velocity are adopted. This pipe-work often becomes clogged during periods of inactivity and, when restarted, erroneous readings arc obtained as oil, deposited during. periods of idleness, strips off the pipe-work. Most monitors depend on an optical technique and this leads to problems with the sealing and cleaning of the optical windows. A fast sample flow rate helps in keeping the windows clean Bilge Monitor The installation and operational problems with a bilge monitor ate less than those for the ballast monitor. The bilge monitor must provide an alarm at 15 ppm. The alarm, being within the engine room, does not have the installation problems of the ballast monitor, as very short sample pipes can be used. With the bilge system the type of oil can vary from fuel oils to lubricating oils, hence the monitor should not be specific to an oil type, Additionally the window problem assumes greater importance as the system may well have to ‘operate with the machinery space unattended. 2‘Advanced Marine Engineering Knowledge Vol. li ‘Turbidity Meter (Scattered Light Detector) fan oil/water mixture with a low oil content is heavily agitated, so that the oil droplets become very small, the water will tum ‘milky’ to varying degrees, depending on the amount of oil present; the actual colour of the oil droplets is of no importance. This method can be used for indicating the oil content. provided the conditions for homogenizing the sample are well controlled. Ifa light beam i projected through a test cell containing sample water with well-homogenized droplets, part of the light passing through the cell will be scattered. The intensity of light picked up by a photocell at the end of a straight path through the cell will be reduced, whereas the intensity of scattered light sensed by a photocell mounted at an angle to the original path will increase. ‘Measuring cll with Tight laser and Wate simi O od Tagine rom ulthend ‘essing area Cal past Laser light may be used to obtain a well defined light beam and a selective light-scattering effect. This principle is used in the Oil content meter, in which the light heam and the signals picked up by the photocells are transmitted via optical fibres to the electronic measuring circuit in the engine room, through the Engine room bulkhead, where the penetration is quite small. The Indicator, Alarm and control panel are in the Engine room. A similar instrument, operating with infra- light, is also in use. Another instrument, based on the turbidity principle, operates only on the direct transmitted light through the test cell, in which the heavily agitated water circulates, Instrument of this type can measure oils ranging from heavy crude oils to gasoline, but some changes in the calibration are required, to cover the extremes of the range. As the instrument measures the number of particles in the water, itis rather Sensitive to other contaminants such as rust or air bubbles 23‘Aavanced Marine Engineering Knowledge Vol. Infra-red absorption ‘The absorption of infra-red light by oil can elav be measured. Aa infra red absorption by the background water is also high, am oil-free reference water of relevant quality must be obtained at all times; this is done by purifying a small part_of water in a miero-filter. The infra red_ absorption by the oily water and by oil-free water can then be measured. The difference is caused by absorption by the oil and, the signal can be calibrated in ol content (tre The Ultra Violet Detector ‘The Principle used here is that of Ultra Fluorescence, This is the phenomenon of the emission of light from a molecule which has absorbed light. In the brief period, before the emission can occur, some energy is dispersed and the emitted hight 15 of a longer wave-length than the absorbed light, For a gwven oil-in-water concentration, the instrument response depends on a) the particle size and b) the florescent efficiency of the oil. ‘The effect of particle size is minimized by the sample conditioning unit which reduces the oil particles to a uniform size. The fluorescent efficiency of the oil is based on the phenomenon that — molecules of “unsaturated” hydrocarbons become excited, when illuminated with ultraviolet light of a certain wavelength. ‘They radiate light in the visible spectrum. Different oils contain different smounte of nesturated hydrararhane, 0 that the instrament must he calibrated each time, for the type of oil being monitored. The instrument is simple in design, and has been installed in tankers.‘Aavanced Marine tngineering Knowledge Vol. il Q.14, Sketch and describe a Sludge Incinerator ? How is the waste disposal effected, Ans ‘An Incinerator is capable of dealing with waste oil, oil and water mixtures up to 25% content, rays, waste and solid matter from sewage plants, if veyuined. The figure below shows a small combined water tube type boiler cum incinerator plant which gives a compact unit with good economy. S CLLLLELLL ELLA Incinerator Waste / oily-water mixtures, suitably homogenised, produce a well-dispersed emulsion. These are supplied to a rotary cup burner. Solid waste from the galley and accommodation is collected in bags and placed in a chamber adjacent to the main combustion chamber. There is a safety device, which prevents the doors being opened, if the bumer is ‘on’, Hydrocarbon gases are formed, due to the low sir oupply to this compartment, which pace through a ceriee of emall holes in the furnace. Dry ash has to be removed periodically through the ash pit door. Solid matter from sewage systems is also incinerated in this unit by homogenizing 1 with the ouly-water mixture, Defore supplying me rotary cup bumer. The incinerator is capable of buming liquid waste or wet garbage. Combustion of solid particles requires a considerable dwell time and this is usually achieved by angling the burner to give a “cyclone” effect. One of the main problems is 10 dispose-off items like glass and metal containers, which tend 10 soften in the flame, but do not readily bum. It is, necessary to prevent these agglomerating into a mass that is difficult to extract. For this reason many incinerators bum refuse on a grate, The burning process fe liquid waste requires that there are no rapid changes in content. Hence it is necessary to ensure an efficient homogenising process in the sludge tanknurauncou marine Engineering Knowledge Vol. Il Cost of the incinerating process must be considered. Since incineration is initiated seing dince! ail, to start with a etable flame, it ie ucing up fuel. In an effort to recover this cost, combined boiler cum incinerator units are used, as shown above, which may not be economical on a cargo ship, with a small crew, but is a ecoromical unit on passenger ships. which incinerate a large quantity of garbage daily. ud. Discuss brielly the methods used for the measurement of Noise levels and the recommended limits for noise levels, Ans, Sound is generated by vibration of surfaces or by turbulence in air streams, setting-up rapid pressure variations in the surrounding air, The normal hurvan ear 3s sensitive to frequencies hetween 20 Hz and 20,000 Hz. ‘The human ear is particularly sensitive to noise in the 1000 ~ 4000 Hz. ( 1 ~ 4 kHz) range, which is objectionable and may lead to hearing impairment Measure of Noise Noise is measured in terms ofthe ‘sound pressure level" expressed in decibels (2B), or the “A ~ weighted sound level’ dB(A) Recommended Noise Level limits Unmanned machinery spaces (UMS) = 110 4B(A) Continuously manned machinery spaces = 90 aBIA) Engine control room (ECR) - 75. dB(A) Mess routs anid public spaces in Accommodation - 7. dB(A) Day rooms, offices - 65 AB(A) Caine snd hospital 60 dB(A) ‘Methods of controtling Noise exposure Separation of Noise sources (i) Where practicable, noisy a require continuous attend: es should be sited in spaces, that do not by) Provision of sustabte Provision of so ons, biutkheads to reduce the spread ol noise. ind_ absorbing material in certain spaces. Exhaust / Intake Silencing. (3) Inflow and discharge cuicis stiould be arranged, such that they are remote from spaces frequented by personnel (such as Fan rooms) and be fitted with offective cilencers Gi) Sitencers should be re spected and cl iwake is possible, vith num of noise level‘Advanced Marine Engineering Knowledge Vol. lt Machinery Enclosures. (In continuously manned machinery spaces, which contain machinery emitting noise above the prescribed levels and where it is not practical to isolate this, consideration should be given tothe fitting of sound insulation centlosures (acoustic hoods). Use of ear protectors. Where nvise levels any spare aie abuve the presuiibed limits, signs shoud be posted, advising the use of suitable ear protective measures. Ear protectors should be provided for personnel entering such spaces, viz. duty engineers making routine ingpeetions. Manufacturers should supply information on expected noise levels and recommend appropriate installation methods, to reduce them as far as practicable. Q.16. Discuss what precautionary practical measures would you follow on Duard vessel, ws Chief Emylucer, wit reference (die comtrul amd management of the ship’s Ballast water. Enumerate the basic safety precautions to be taken, in your opinion Ans. Minimising intake of harmful aquatic organisms, pathogens and sediments : When loading ballast, every effort should be made 10 avoid the intake of potentially harmful aquatic organisms, pathogens and sediment that may contain such organisms. Avoid ballasting, if possible, in areas and situations such as: ~—invery shallow water; = in darkness — when bottom-dwelling organisms may rise up; + where propeiters may stir up sediment. Remove ballast sediment on a timely basis Where practicable, routine cleaning of the ballast tank to remove aedinients should be carried out in mid-ocean, or under controlled arfangements in port or ry dock, in accordance with the provisions of the ship's ballast water management plan, If it is necessary to ballast or discharge ballast water in the same port to facilitate safe cargo operations, care should be taken to avoid unnecessary discharge of ballast water, that has been taken up in another port Ship's engaged in Ballast water exchange at sea should be provided with procedures. which account for the following. as applicable: + Avoidance of over and under pressurization of ballast tanks; = Free surface effects on stability and sloshing loads in tanks that may be slack at any one time, ar‘Advanced Marine Engineering Knowledge Vol. i! - To take account of weather conditions; Weather routing in areas scasonably effected by cyclones, typhoons, hurricanes, or heavy icing conditions; ~ Miaincnane of aleyuate “intact stability” in accordance with an approved trim and stability booklet; = Permissible seagoing strength limits of shear forces and bending moments ‘in accordance with an approved loading manual; = Torsional forces, where relevant; + Minimumy/maximum forward and aft draughts; - Wave-induced hull vibration; = Documented records of hallasting andlor de-ballasting: = Contingency procedures for situations which may affect the ballast water ‘exchange at sea, including deteriorating weather conditions, pump feilure, loss of powety = Time to complete the ballast water exchange or ax appropriate sequence thereof, taking into account that the ballast water may represent 50% of the total cargo capacity tor some stips; and = Monitoring and controlling the amount of ballast water. “flow through’ method is used, caution should be exercised, since: Air pipes are not designed for continuous ballast water overflow; Pumping of at least three full volumes of the tank capacity could be needed to be effective, when fAming clean water om We bon sal YvEHTOWing fiuu the Lup, aint vertain ‘watertight and weather-tight closures (e.g. manholes) which may be opened during ballast exchange should be re-secured. Ballast water exchanges at sea should be avoided in freezing weather conditions; However, when it is deemed absolutely necessary, particular attention should bbe paid to the hazards associated with the freezing of overboard discharge arrangements, air pipes, ballast system valves together with their means of control, and the accretion of ice on deck. Some ships may need the fitting of a loading instrument to perform calculations of shear forces and bending moments induced by ballast water exchange at sea and to compare with the permissible strength limits An evaluation chowld he made of the safety margins for stability and strength contained in allowable seagoing conditions specified in the approved trim. and stability booklet and the loading manual, relevant to individual types of ships and loading conditions. Particular account should be taken of Stability, ‘which isto be maintained at all times, to Values not less than those required by the Administration.