COC ORAL EXAM PREPARATION (PART

9): REFRIGERATION & AIR CONDITIONER

Refrigeration:
What is a Refrigerant?

Refrigerants are used as working substances in a Refrigeration systems.

Fluids suitable for refrigeration purposes can be classified into primary and
secondary refrigerants.

Primary refrigerants are those fluids, which are used directly as working
fluids, for example in vapour compression and vapour
absorption refrigeration systems.

These fluids provide refrigeration by undergoing a phase change process

in the evaporator.

Secondary refrigerants are those liquids, which are used for transporting
thermal energy from one location to other. Secondary refrigerants are also
known under the name brines or antifreezes

Desirable properties of a refrigerant

1.

Low boiling point (otherwise operation at high vacua becomes a necessity)

2.

Low condensing pressure (to avoid heavy machine plant scantling and
reduce the leakage risk)

3.

High specific enthalpy of vaporisation ( to reduce the quatity of

refrigerants in circulation and lower machine speeds, sizes etc.)

4.

Low specific volume in vapour state (reduces size and increases efficiency)

5.

High critical temperature (temperature above which vapour cannot be

condensed by isothermal compression)

6.

Non corrosive and non solvent (pure and mixed)

7.

Stable under working conditions

8.

Non flammable and non explosive

9.

No action with oil ( the fact that most refrigerants are miscible may be
advantageous e.e. the removal of oil films, lowering pour points etc,
provided separators are fitted

10.

Easy leak detect

11.

Non toxic

12.

cheap, easily stored and obtained

Refrigeration Working cycle:

The refrigeration cycle is shown in the Figure and can be broken down into the
following stages:

Fig: Vapor Compression Refrigeration working cycle

Cycle 1-2:
Low-pressure liquid refrigerant in the evaporator absorbs heat from its surroundings,
usually air, water or some other process liquid. During this process it changes its
state from a liquid to a gas, and at the evaporator exit is slightly superheated.
Cycle 2-3:

The superheated vapour enters the compressor where its pressure is raised. The
temperature will also increase, because a proportion of the energy put into the
compression process is transferred to the refrigerant
Cycle 3-4:
The high pressure superheated gas passes from the compressor into the condenser.
The initial part of the cooling process (3-3a) de-superheats the gas before it is then
turned back into liquid (3a-3b). The cooling for this process is usually achieved by
using air or water. A further reduction in temperature happens in the pipe work and
liquid receiver (3b 4), so that the refrigerant liquid is sub-cooled as it enters the
expansion device
Cycle 4-1:
The high-pressure sub-cooled liquid passes through the expansion device, which
both reduces its pressure and controls the flow into the evaporator
Thermostatic Expansion Valve (TEV)
The thermostatic expansion valve performs following functions:
1) Reduce the pressure of the refrigerant: The first and the foremost
function of the thermostatic expansion valve is to reduce the pressure of the
refrigerant from the condenser pressure to the evaporator pressure. In the
condenser the refrigerant is at very high pressure. The thermostatic expansion
valve has an orifice due to which the pressure of the refrigerant passing through it
drops down suddenly to the level of the evaporator pressure. Due this the
temperature of the refrigerant also drops down suddenly and it produces cooling
effect inside the evaporator.
2) Keep the evaporator active: The thermostatic expansion valve allows
the flow of the refrigerant as per the cooling load inside it. At higher load the flow of
the refrigerant is increased and at the lower loads the flow is reduced. It wont
happen that the load on the evaporator is high and the flow of the refrigerant is low
thereby reducing the capacity of the evaporator. The thermostatic expansion
valve allows the evaporator to run as per the requirements and there wont be any
wastage of the capacity of the evaporator. The TEV constantly modulates the flow to
maintain the superheat for which it has been adjusted.

3) Allow the flow of the refrigerant as per the requirements: This is

another important function of the thermostatic expansion valve. It allows the flow
of the refrigerant to the evaporator as per the load on it. This prevents the flooding of
the liquid refrigerant to the compressor and efficient working of the evaporator and
the compressor and the wholerefrigeration plant.
TEV construction:
1.

Small quantity of Vapour Refrigerant is sealed in a bulb or phial, and

attached to Compressor suction pipe, just coming out from Evaporator.

2.

Other end is connected by Capillary Tube to the chamber above Flexible

Bellow in valve body.

3.

The space below the Bellow is in communication with Evaporator outlet

pressure (this is called Equalising Line)

4.

If no further action is taken, pressure above and below the Bellow will be
equalised and hence no superheat is obtained.

5.

This is overcome by providing adjustable Bias Spring under the Bellow,

and Bias Spring pressure is proportional to required superheat.

Operation:
1.

Refrigerant Liquid from Condenser enters into TEV via Dryer, it expands to
Evaporation Pressure, and some flash gas is formed.

2.

Flash Gas amount varies between 25 35%, depending on refrigerant

type, plant capacity and ambient temperature.

3.

Mixture of this expanded gases and some part of liquid, passed into
Evaporator, where complete Evaporation takes place.

4.

Evaporator outlet pressure plus Spring pressure tends to close the valve,
and is opposed by the pressure above the Bellow, trying to open it.

5.

This pressure above the Bellow is in relation to temperature in Compressor

suction pipe.

6.

Equilibrium condition is reached, when Superheat is correct at phial

attachment point.

7.

Starved condition in Evaporator will result greater Superheat,

so expansion of Vapour Refrigerant in phial will tend to open the valve
further, to increase the flow.

8.

Flooded condition in Evaporator will result lower Superheat,

so contraction of Vapour Refrigerant in phial will tend to close the valve
further, so decrease the flow.

9.

Superheat Temperature adjusted at: 3 6C, by Bias Spring pressure.

Why Equalising Connection is fitted?

1.

In some plant having large Evaporator or Multi-circuit

Evaporator, excessive pressure drop across Evaporatoroccurs, and always
tend to starve the Evaporator and increase the Superheat.

2.

To counteract this, if pressure drop across Evaporator, exceeds 3 bar,

an Equalising Connection must be provided at TEV.

3.

A direct connection between underside of Bellow and suction piping of

Compressor, preferably between phial andCompressor.

Safety devices on Refrigeration Plant:

1.

LP cut-out switch: Set at a pressure corresponding to 5C below the lowest

expected evaporating gauge reading.

2.

HP cut-out switch: Set at a pressure corresponding to 5C above the

highest expected condensing gauge reading.

3.

Lub Oil LP cut-out: Oil pressure usually set at 2 bar above crankcase
pressure.

4.

Condenser cooling water LP cut-out.

5.

Liquid shock valve on Compressor cylinder head.

6.

Bursting disc on cylinder head, between inlet and discharge manifold.

7.

Bursting disc on Condenser, [if fitted].

8.

Relief valve on Condenser.

9.

Master solenoid valve: To prevent liquid being entered into Compressor,

when the plant is standstill, especially in Large Plant.

Refer plant survey:

1.

General examination of machinery and testing under working condition.

2.

The log examined, to ascertain successful operation during voyages.

3.

Compressor and prime mover to be open-up and examined.

4.

Primary system to be leak-tested to their w. p. and brine cooling coils are

to be hydraulically tested to 3 kg/cm.

5.

Survey is done at 1 year from the date of installation, and special

periodical surveys are to be carried out at 5 years intervals. ( 1+ 5 )

CFC: Chlorofluorocarbon

Due to damaging effects on OZONE layer and causing Global Warming,

most CFCs are now replaced by HFCs,

HFC 134a has Ozone Depletion Potential, ODP 0 and Global Warming
Potential, GWP 0.28.

Banned from 19 May 2005

Defrosting:
A method of removal of frost, built-up on Evaporator coils. Defrosting should be done
before snow thickness exceeds .
Reasons for defrosting:
1.

Affecting heat transfer properties.

2.

Affecting air flow and circulation.

3.

Liquid back to Compressor.

Defrosting Systems:
1.

Water wash defrosting

2.

Hot gas defrosting

3.

Electric defrosting

4.

Manual shut down defrosting

5.

Warm brine defrosting

Various methods to defrost Brine System:

1.

Hot brine thawing: Best and fastest method, used powerful brine heater
with separate thawing system. Watertight trays under the pipes, collected
the dripping water.

2.

Hot air from atmosphere: It is important that isolating doors in air

trunks are perfectly tight, so as to prevent hot air going into cargo spaces.

3.

By shutting off brine : Allow the snows to be melted by the heat of the
air in circulation. Very slow operation and tends to throw back great deal of
moisture into cargo space.

Direct expansion grid system:

Battery cooling system:

Brine cooling:

Hot gas defrosting.

Water spray, electrical or steam heater.

Hot brine thawing.

Cargo Fridge Defrosting:

1.

In Battery System, hot brine passing brine heater is used.

2.

Steam is released to brine heater and brine flow is restricted by brine inlet
valve, until brine temperature has risen above 0

3.

Brine temperature of 43C is suitable for defrosting.

Why Cold Room is defrosted and how many methods of

defrosting?

Coil Room is required to defrost to gain more Heat Transfer Efficiency.

Methods of Defrosting are: ( i) Plant stopped and manual watering

(ii)

Hot gas circulating (iii) Electric Heater.

Faults in Shipboard Refrigeration Systems

1.

Undercharging of Refrigeration System

Indication:

Compressor is running hot and performance of the compressor falls off due
to high superheat temperature at the suction side of compressor.

Suction and discharge pressure of the compressor is low.

Large vapor bubbles in the liquid sight glass.

Low gauge readings in the condenser.

Ammeter reading for the compressor motor is lower than normal.

Rise in room temperature which is to be cooled.

Compressor is running for extended period of time.

Causes:

Leakage of refrigerant at the shaft seal, flange couplings, valve gland etc.

Expansion valve may be blocked at the strainer.

Partial blockage of refrigerant at the filter or drier or evaporator may

cause undercharging.

Action:

Identify and rectify the leakage of refrigerant from the system.

Clean the filter and drier.

Charge the system with fresh refrigerant as required.

2. Overcharge of Refrigeration System

Indication:

The liquid level in the condenser is too high (high condenser gauge reading).

This will reduce the available condensing surface, with corresponding increase in the
saturation temperature and pressure.

High pressure switch of the refrigerant compressor activates and stops the

compressor.

The suction and the discharge pressures are high.

Causes:

It may be due to the reason that excessive refrigerant has been charged in

the system.

Air in the system may also cause over charging indication.

It may also be due to the formation office on the regulator.

Action:

Remove the refrigerant from the system. This is done by connecting a

cylinder to the liquid line charging valve, starting the compressor, and then operating
the charging valve.

Purge the air from the system and maintain effective cooling.

Remove ice from the regulator by using any of the defrosting methods.

3. Moisture in the System

This normally comes with the ingress of air in the system. Moisture may freeze at the
expansion valve, giving some of the indication of under charging. It will contribute to

the corrosion in the system. It may cause lubrication problems and breakdown of the
lubricating oil in the refrigerant compressor.
Action:
Renew silica gel in case of minor moisture.
collect refrigenant and remove all air and moisture by vacuum pump if the amount
is huge.
4. Air in the System
Indication:
This may cause the refrigeration compressor to overheat, with a high discharge
pressure and normal condensing temperature.
There are possibilities of small air bubbles in the liquid sight glass of the
condenser.
Condensing pressure of the refrigerant in the condenser may be high.
If there is excessive air, it may reduce the cooling capacity of the system, making
the compressor to run for the extended period of time.
It may cause the gauge pointer of the condenser to jump indefinitely.
Causes:
During charging, air may enter in to the system.
If Freon-12 is used air may leaks in to the suction line because the working
pressure of the Freon-12 refrigerant is less than the atmospheric pressure.
Action:
Air in the system can be removed by collecting the system gas in the condenser,
leaving the condenser cooling water on and venting out the air from the top of the
condenser because air will not be condensed in the condenser but remains on top of
the condenser above the liquid refrigerant.
Connect the collecting cylinder to the purging line of the condenser, open the
valve, and collect air in the cylinder.
After purging the air from the system dont forget to shut the purging valve.
Check the level of the refrigerant in the system. If required, charge the system with
fresh refrigerant.
Restart the compressor with all safety precautions.
5. Oil in the Refrigeration System
Indication:

 Temperature is not dropping in the cold rooms as normal, due to fact that oil act as
insulation in the evaporator.
It may cause excessive frost on the suction line.
Refrigerant compressor runs for the extended period of time.
Lubricating oil level in the compressor will drop.
Refrigerant level will fall if oil has caused blockage.
Causes:
This may happen if the oil separator is not working properly.
Oil may carry over from the compressor and may not come back to the
compressor due to blockage in the system.
Defective piston rings or worn out liner of the compressor may cause the oil to
carry over along with the refrigerant.
Compressor may take high capacity current during starting.
Action:
Check the oil separator for proper functioning.
Check the drier for proper cleaning and if its require cleaning clean it
Evaporator coil should be drained to remove any trace of oil.
If there is oil in the cooling coils, increase the condenser and evaporator
temperature differentials and remove excess frost on the suction pipe.
Heat pipes with blow torch.
6. Flooding of Refrigerant in the System
This is seen as liquid getting back to the suction of the refrigerant compressor. It may
be due to a faulty or incorrectly adjusted expansion valve and also due to solenoid
valve leakage. It may also result from overcharging of therefrigeration system.
Flooding may lead to an iced up evaporator.
7. Evaporator Coil Icing:
Icing of the evaporation coils which may happen due to:
1. Cause:Too low temperature setting
Action: Increase the coil temperature by adjusting TEV or its sensor.
2. Cause: The coil capacity is less
Action: Install large capacity evaporator coils
3. Cause: Defrost is not operational
Action: Check if the defrost system is functioning at regular intervals.

8. Compressor Start and Stops Frequently:

If while maintaining the correct temperature of the ships provision room or reefer
cargo, the reefer compressor is frequently cutting-in and out, then such problem
needs to be sorted out immediately. The most normal causes for such operation are:
1. Cause: Wrong Setting of Cutouts: It may be because the high pressure (HP)
cutout is set too high or LP cutout is set too low
Action: Check and change the setting to advisable limit
2. Cause: Differential Setting Span is Small: The low pressure (LP) cut out is
provided with starting and stopping pressure setting. If the setting span is too small,
it will lead to frequent cut-in and cut-out of the compressor
Action: Change the setting and increase the span between starting and stopping
compressor pressures.
3. Cause: Defective Valves: If the compressor discharge valve is leaky or the line
solenoid valve is not closing properly, this will lead to variation in sensor pressure
and result in frequent cut-in and cut-out of compressor
Action: Replace all the defective valves
4. Cause: Clogged Suction Filters: Compressor is provided with a filter in the
suction line. If that is clogged, it will lead to frequent LP cut out
Action: clean the filter.
9. Compressor Starts But Stops immediately
When the compressor in the reefer circuit starts and suddenly stops, it can be
because of the following reasons:
1. Cause: Low pressure cut out gets activated
Action: Ensure that all the suction line valves are in open condition,
the refrigeration is properly charged and the low pressure cut out is not defective.
2. Cause: Defective oil pressure cut out
Action: Check for proper functioning of oil pressure cutout and replace the
defective cutout.
3. Cause: Defrosting timer is getting activated frequently
Action: If the defrost timer is getting activated frequently, leading to cutout of
compressor, check and repair defrost timer.
4. Cause: The lube oil level is below required level
Action: This can be because of leakage of lube oil from seal or carry over of oil.
Rectify the leakage and refill the oil level.
5. Cause: Foaming of oil leading to reduced oil pressure

Action: Ensure no foaming takes place, renew the oil if required.

6. Cause: Motor overload cutouts are activating
Action: Ensure that electrical motor trips are working properly.
10. Excessive icing up at Compressor suction:
Causes:
1.

Abnormal operation of TEV.

2.

Overcharge of the system.

3.

Moisture in the system owing to dirty Dryer.

4.

Defective Suction valve:

Indication:
1.

Continuous running of Compressor.

2.

Insufficient cooling effects.

3.

Noisy operation.

4.

High suction pressure.

11.

Defective Discharge valve:

Indication:
1.

Continuous running of Compressor.

2.

Insufficient cooling effects.

3.

Noisy operation.

4.

High suction pressure during running.

5.

Low discharge pressure during running.

6.

Suction pressure rises faster after Compressor is shut-down.

7.

Warm cylinder head.

12. Choked Expansion valve:

Causes:
Due to dirt and freeze-up of water present in system.
Effects:

1.

Starved Evaporator

2.

High superheat temperature.

3.

Rapid Condenser pressure rise can cause stopping of Compressor,

Remedy:
1.

Clean Expansion valve and filter

2.

Renew Dehydrator.

Secondary Refrigerant:
Calcium Chloride Brine ( 3 lb. of Ca Cl + 1 gal. of water ) with density

of 1.25 is widely Sodium Dichromate or lime added to maintain

pH values of 8.0 8.5.

Sodium Chloride Brine.

Why LP Cut-off fitted?

Fitted as safety control and it protect against:

(a) Extreme compression ratio. (b)

Freezing up of Evaporator. (c) Entrance of air and water vapor resulting from LP
side leakage.
Fridge compressor sump oil filling:
1.

Stop condition: (i) Tight shut both inlet and outlet valves of compressor.
(ii) Open filling plug and fill to required level. (iii) Air purge to be done when
plant resume.

2.

During running:

(i) Make vacuum pressure in crankcase and suck oil

itself.

(ii) Ensure oil pipe immersed in oil to prevent

air ingress.

What is made of fridge filter dryer?

Ans:

(i) Activated Alumina (Aluminium Oxide)

(ii) Silica Gel

Safety Devices fitted on Fridge Compressor:

1.

Safety Head or Unloader.

2.

Bursting Disc in Compressor.

(Thorzone)

3.

LP and HP Gauges and Cut-out.

4.

LO Low Pressure Cut-out.

5.

Condenser cooling water Low Pressure Cut-out

Charging of Refrigeration Plant:

There are two methods for charging reefer plants:
1.

Liquid charging and

2.

Gas charging.
Now a days gas charging is preferred over liquid charging because it is more
safe and simple.

Gas Charging of Refrigeration Plant:

For gas charging, a special T piece valve block with mounted pressure gauge is
provided to combine three connectors inter-connecting:
-Vacuum pump
-Charging Cylinder
-Charging Point
Following steps are to be taken for charging gas into the reefer
plant:

1. Connect gas bottle or charging cylinder, vacuum pump and charging point in the
reefer system to the valve block.
2. The discharge of the vacuum pump is to be connected in the empty recovery
bottle
3. First open the valve between vacuum pump and charging bottle located in the
valve block without opening the main valve of the charging cylinder. This will remove
all the air inside the pipe. Once vacuum is reached, close the valve of charge
cylinder in the valve block
4. Now open the valve of the charging point pipe in the valve block and run the
vacuum pump until the vacuum is reached. This will remove the trapped air from this
pipe. Then shut the valve in the valve block

5. Now keep the system idle for 5 minutes to check there is no pressure drop. This
will ensure there are no leakages in the system
6. Now open charging bottle pipe valve and the charging point pipe valve located in
the valve block. This will set the line for charging. Ensure that the vacuum pump
valve is shut7. Now open the main valves in the charging cylinder and charging point
of the reefer system
8. Do not overfill the system. Make sure the receiver has 5 % space for expansion
Ensure that no refrigerant is leaked out in the environment as these effects the
ozone layer in the atmosphere.
Gas bottle is kept on weighing scale for measuring the amount of charged supplied
to the system.

Air Conditioning:
Relative Humidity:
Ratio of amount of water vapour in given volume of air, to maximum amount of water
vapour that can be present before precipitation occurs.
Control of temperature:
Comfortable temperature range is about 22C and RH about 60%, (usually 40 ~
70%).
All zone temperature:
1.

Controlled by Compressor suction pressure, via solenoid valve as step

controlling.

Thermostat, placed at some accommodation space actuates the Master Solenoid

Valve of the plant, which will stop the Compressor, when pre-set temperature
is reached.
1.

Capacity Unloader of Compressor units, does last step controlling, as

required.

Particular zone temperature:

1.

Controlled by flap valve fitted in each zone loop.

2.

Local cabin temperature can be adjusted by volume control at delivery

point of air duct controller.

Ozone Depletion:
1.

Ozone gas layer is a region of the atmosphere, 12 30 miles above Earths

surface.

2.

This layer moderates the climate, and protects life on Earth

from ultraviolet rediation

3.

Release of industrial waste and other process breakdown ozone layer and
so disturb natural balance.

4.

Chlorofluorocarbons, CFCs, at ground level, rise and broken down by

sunlight, whereupon chlorine reacts with and destroys ozone molecules.

5.

Single chlorine atom may destroy 10 100,0000 ozone molecules.

Ozone Depletion Substance (ODS):

CFC 11

1.0

Halon1211

3.0

CFC 12

1.0

Halon1301

10.0 ( Used in fixed installation)

HCFC 22

0.05

CFC 115 0.6

(Used in portable extinguishers)

CFCs: Chlorofluorocarbon Refrigerant:

Chlorofluorocarbon Refrigerants includes:
CFC11, CFC12, CFC22, CFC 115,
CFC500, CFC502, CFC 503 and CFC 504. (8 Types)
Difference between Air Cond. and Fridge:

Air Cond. controls Humidity, Temperature and Flow Rate of fresh air.

Fridge cools down the provisions.

Air Reducing Valve:

1.

Fitted on compressed Air Bottle outlet.

2.

Reduced compressed air is used for control of Reversing Mechanism in

unidirectional gear drive engines, ship whistle, automatic controls and air
motors.

3.

High-pressure air enters under the valve.

4.

The spring, acting on the valve spindle, opens the valve and the air passes
to the reduced pressure

5.

Compression given to the spring controls the amount of opening of the

valve.

6.

If the opening increases, the higher pressure obtained on other side, acts
to close down the valve to normal lift, and hence correct reduced pressure
maintained.

7.

A Relief Valve is fitted on low-pressure side to prevent excessive pressure

rise on reduced air system.

Where fitted Dehumidifier and its function.

1.

Fitted at discharge side of Reducing Valve on control air line.

2.

Main function is to prevent oil and condensate water passes through

control air line.

Psychrometric chart
This chart is used for finding the relative humidity of air which has been measured
using a wet and dry bulb thermometer. This is a pair of thermometers, one of which
has its bulb wrapped in a damp cloth. The drier the air,the greater the evaporation of
water off the cloth and therefore the lower the reading on the wet bulb thermometer.

Dew point:
When a mixture of dry air and water vapour has a saturation temperature
corresponding to the partial pressure of the water vapour it is said to be saturated.
Any further reduction of temperature (at constant pressure) will result in some vapour
condensing. This temperature is called the dew point, air at dew point contains all
the moisture it can hold at that temperature, as the amount of water vapour varies in
air then the partial pressure varies, so the dew point varies.

Air Compressor

Image Credit: leelloyds.com

Effects of leaking valves in Air Compressor:

First Stage Suction:

Reduce air delivery

Reduce 2nd stage suction pressure

Unload the compressor

Increase running time.

First Stage Delivery:

1.

Reduce air delivery

2.

Increase discharge temperature

3.

Less air drawn in, due to high-pressure air leaking back into cylinder.

Second Stage Suction:

1.

Reduce air delivery

2.

High temperature & pressure in 2nd stage suction line

3.

Increase running time

Second Stage Delivery:

1.

Reduce air delivery

2.

Increase suction pressure in 2nd stage

3.

Increase delivery pressure from 1st stage.

4.

Back pressure from air bottle.

How to check Air Compressor Efficiency?

1.

Regular overhauling of valves done or not.

2.

Check Air Bottle filling time.

3.

Compare test results and records.

How to check Air Compressor capacity is sufficient?

Total no. of Air Compressors must be sufficient to fill the empty Air Bottle
to maximum pressure within 1 hour.

Must be sufficient to start at least 12 times for Reversible Engine, and at

least 6 times for Non-Reversible Engine.

Bursting Disc:
1.

Fitted on the shell of Intercooler at waterside.

2.

Relieves pressure if the tubes burst.

3.

Rolled Copper Alloy and relief pressure is set while the disc is at softest
condition.

4.

Material tends to harden due to time and surrounding temperature, and

set pressure also increased.

5.

Bursting Disc needed to be annealed, to regain correct relief pressure.

Compound Valves, why used in Air Compressor?

1.

Give large area of opening and small amount of valve lift.

2.

Improve Volumetric Efficiency, as valve open and close in minimum time.

3.

Reduce bumping clearance.

4.

Reduce wear and tear.

LP Relief Valve opening:

Causes:
1.

HP suction valve

2.

Intercooler choked.

3.

Relief valve, jammed by foreign particles, in open position.

HP Relief Valve opening:

Causes:
1.

HP discharge valve, in closed position.

2.

After cooler choked.

3.

Relief valve, jammed by foreign particles, or spring sticking in open

position.

(Relief Valves opening pressure are set at 10% above stage pressure.)

Why Intercooler is fitted?

1.

Reduce air temperature and volume, and increase air density for next
stage.

2.

Increase Compressor Capacity and Volumetric Efficiency.

3.

Better lubrication for cylinder and rings.

4.

Water and excess oil can be drained out, preventing fouling of Intercooler
and pipes, Air Bottle corrosion, and starting airline explosion.

5.

Work done is saved.

6.

Metal stresses reduced, due to control of temperature.

Volumetric Efficiency:
VE = (Volume of Air drawn into Cylinder) / (Stroke Volume of LP Piston)
and
VE = (Volume of Air discharged as free air) / (Stroke Volume of LP Piston)
Why Multistage Air Compressor is built?
1.

To obtain near to ideal isothermal compression, compressor is to be

constructed of multistage with inter-stage cooling.

2.

Inter-stage cooling reduces air temperature and volume after 1st stage
compression, thus increase mass of air for 2nd

3.

Workdone is saved and air compressor efficiency increased.

Other advantages are:

1.

Easy to get high final air pressure.

2.

Easy to control air temperature.

3.

Easy to maintain correct lubrication.

4.

Better compressor balancing.

5.

Reduction in size.

6.

reduction in clearance volume loss.

Capacity of air compressor:

1.

Capacity is checked upon how much filling time is lowered.

2.

Compressor should have enough filling capacity so that sufficient stopping

time should be provided between fillings.

12 consecutive starts in reversible engine and

6 consecutive starts in non-reversible engine.

What is Free Air Delivery, FAD?

1.

Capacity of Air Compressor is stated in terms of [ m/ hr ].

2.

Volume of air actually discharged in 1 hour, that would occupy if expanded

down to atmospheric pressure and cooled to atmospheric temperature.

Safety devices on Main Air Compressor:

1.

Bursting Disc on Intercooler: (At water side)

2.

Bursting Disc and Fusible Plug (121C) on Aftercooler

3.

Relief valves on LP and HP stages. (Set to lift at 10% rise above normal
stage pressure.)

4.

Automatic Moisture Drain Valve.

5.

Cooling water supply failure alarm.

6.

Low LO pressure alarm.

7.

Relief valve on crankcase LO pump.

8.

Delivery air HT cut out and alarm on Aftercooler outlet. (Max. 93C)

LP discharge pressure 4 bars and HP discharge pressure 30 bar

Intercooler inlet air 130C and intercooler outlet air 35C

Aftercooler inlet air 130C and Aftercooler outlet air 35C:

Intercooler is single pass type: Aftercooler, double pass U-tube type:}

Uses of Compressed Air:

Engine Starting 20 to 25 bar

Boiler Soot Blowing 20 to 25 bar

General Service (Whistle, Pneumatic Tools, Lifeboat , service air for

cleaning and Pilot ladder) 7 to 10 bar

Instrumentation and Control 5 bar

Air Filter:

1.

Material: Felt, Metal gauze or Nylon strands

2.

Removes contaminants from air. Dirt and dust act as abrasives and
increase wear.

3.

Contaminant deposits on valves can become hot and source of ignition.

Hazard of Dirty Filter:

1.

Very dirty filter or muffling a filter results in large pressure drop.

2.

Air has to be compressed over higher range.

3.

In extreme case, discharge air temperature may exceed flash point, or

auto-ignition temperature resulting in an

4.

As a safety against explosion, air temperature is limited to 93 Fusible

Plug (121C) or a High Temperature cut out(93C) is provided on
Compressor.

Pressure Test on Air Compressor:

Cylinders, cylinder cover, Inter & After coolers are hydraulically tested to:

Air Side: 1.5 x max. Working Pressure.

Water Side: 4 bar or 1.5 x max. WP (whichever is greater)

Air receiver:

Total capacity of air receivers must be sufficient to give at least 12 starts

for reversible engine, and at least 6 starts for non-reversible engine, without
refilling the receivers.

There must be two identical main air receivers and one emergency bottle
for every vessel.

Mountings of Air receiver:

1.

Fusible plug:

composition Bismuth 50%, Tin 30%, Lead 20%,

Melting point: 220F (104.4C).

Fitted at the reservoirs bottom or on

reservoir at ship side, when relief valve (safety valve) is not directly fitted on
the reservoir.

2.

Atmospheric relief valve: provided for back-up of fusible plug. In case

of ER fire when CO flooding is required, this valve is opened before
evacuating ER.

3.

Spring loaded safety valve: setting pressure: 32 bar (for 30 bar working
pressure), with 10% rise in accumulation of pressure. May be fitted directly
or with extension.

4.

Compensation ring: when a hole is cut or machined in pressure vessel,

higher stresses will subject to the material around the hole, and to reduce
this, compensation rings are fitted. It is a flange on which a valve or fitting is
usually mounted.

5.

Manual Drain valve or Automatic Drain valve.

6.

Pressure gauges.

7.

Access doors.

8.

Main starting air valve, auxiliary starting air valve, filling valve, service air
or whistle air valve.

Internal surface coating:

Graphite suspension in water, Linseed oil, Copal vanish or Epoxy coating having
basic properties of anti-corrosive, anti-toxic or anti-oxidation.
Safety devices on Main Air Bottle:
1.

Fusible plug.

2.

Pressure Relief Valve

3.

Atmospheric Relief Valve.

4.

Low Air Pressure alarm.

5.

Automatic or remote control Moisture Drain Valve.

Boiler :
Boiler Automatic Burning System:
1. With correct water level, steam pressure transmitter initiates cut-in at about 1.0
bar below working pressure.
2. Steam pressure transmitter initiates Master Relay to allow Air On signal to force

draught fan.
3. Air feedback signal confirms Air On and allows 30-sec. delay for purge period.
4. Then Master Relay allows Electrode to strike Arc.
5. Arc striking feedback signal confirms through electrode relay and allows 3-sec.
delay.
6. Then Master Relay allows burner solenoid valve for Fuel On operation.
7. Fuel On feedback signal allows 5-sec. delay to proceed.
8. As soon as receiving Fuel On feedback signal, Master Relay checks Photocell,
which is electrically balanced when light scatter continuously on it.
9. Result is OK and cycle is completed.
10. If not, fuel is shut-off, Alarm rings and cycle is repeated.
11. Steam pressure transmitter initiates cut out automatically at about 1/15 bar above
W.P.

Accumulation Pressure Test:

1. Required for new boiler or new safety valve.
2. Tested under full firing condition.
3. Feed Check valve and Main Stop valve shut.
4. Test is to be continued as long as water in the boiler permits, but 7 minutes for
Water tube Boiler and 15 minutes for Cylindrical Boiler.
5. With Safety Valve opening, Boiler pressure must not accumulate to exceed 10% of
Working Pressure.
Difference Between Safety Valve and Relief Valve:
1. Safety valve fully open at set pressure. Start open at set pressure. But relief valve
fully open at 15 20% above set pressure.
2. Safety valve close at set pressure. But the relief valve close below set pressure.
3. Safety valve relieve excess mass. But the relief valve relieve excess pressure.
4. Safety valve can open manually but relief valve cannot open manually.
5. Safety valve set to open 3 % above WP but the relief valve set to open 10 %
above WP.
Waste Heat Recovery System

The use of exhaust gas from main engine to generate steam is means of

heat energy recovery and improved plant efficiency.

In ME 40 % of fuel consumed is converted into useful work, and 30 34

% of remaining energy contain in Exhaust Gas.

Waste Heat Recovery System is employed as:

1. Composite boiler system.
2. Two separate boiler system ( One oil fire and one ordinary coil type exhaust gas
boiler)
3. Tubular type heat exchanger system ( One oil fire and one tubular economizer)
4. Separate steam receiver system ( Two duel pressure boiler and one economizer)
5. Advanced waste heat system (Exhaust gas economizer with 3 separate sections).
Why boiler water test carried out?
1.

To know boiler water condition.

2.

To control chemical treatment and blow down.

3.

To prevent scale formation, corrosion and impurities.

4.

To prevent damage to steam operated equipment and condensate line.

5.

To maintain alkaline condition.

6.

To improve boiler efficiency.

Boiler Water Test:

1. Chloride Test.
2. Excess Phosphate Test.
3. Total Dissolved Solid Test (Conductivity Test).
4. pH value Test.
5. Hydrazine Test.
6. Alkalinity Test: P Alkalinity (Phenolphthalein) and M Alkalinity (Methylorange) and Total Alkalinity
Proper Sample:
1. Sample line is usually located in steam drum, just above the tubes and as far as
possible from chemical feed line.
2. Sample water is taken at water surface, since highest concentration is at this

point.
3. Sample water is cooled down to about 25C.
4. Flush out sample stream for 5 minutes before taking.
5. Test apparatus should be cleaned with sample water.
6. Sample water is tested as soon as possible after drawing.
Alkalinity Tests:
1. P Alkalinity finds presence of Hydroxyl, Phosphate and half of Carbonates,
excluding Bicarbonates.
2. T Alkalinity gives total quantity of all Alkaline Dissolved Salts in boiler water.
3. M Alkalinity finds presence of remaining Carbonates and Bicarbonates.
4. Total Alkalinity is < 2 x P Alkalinity. 5. Desired value is 150 300 ppm for P
Alkalinity. Increase of Alkalinity Level: Causes: 1. Alkalinity treatment has been done
recently. 2. Using of Alkaline rich makeup feed water. 3. Incorrect strength of reagent
used. Effect: Caustic Embrittlement. Decrease of Alkaline Level: Causes: 1. Feed
water is contaminated with acid. 2. Direct water loss from boiler. 3. Incorrect strength
of reagent used. Effect: Corrosion. Chloride Test: 1. Gives quickest indication of any
salt-water leakage into boiler. 2. Must be carried out daily. 3. Chlorides of Calcium,
Magnesium and Sodium are extremely soluble. 4. Chloride level is proportional to
TDS level in boiler water. 5. Rate of blow-down is governed by chloride level. 6.
Chloride Level should be 0 300 ppm, and blow-down if > 300 ppm.
Increase of Chloride Level:
Causes:
1. SW leaking into system.
2. Incorrect strength of reagent used. (Silver Nitrite and Potassium Chromate).
3. Due to treatment chemical and hardness salt reaction.
Effects:
1. Increase in TDS level causes Foaming/Priming.
2. Drop in Alkalinity causes Corrosion.
Phosphate Test:
1. Presence of Phosphate in sample means no hardness salts.
2. NaPO added to boiler water, precipitate all scale forming hardness salts of

Calcium and Magnesium.

3. With Phosphate Test done, no need to do Hardness Test.
4. Phosphate ppm of 20 40 is satisfactory, and blow-down if > 40 ppm.
pH value Test:
1. Once Alkalinity Test is done, no need to check pH value, since Alkalinity and pH
value are proportional.
2. Litmus Strip is used for quick reference however.
3. pH value maintained at 10.5 11.5.
Condensate pH:
1. Condensate pH is measured at Condenser outlet.
2. By theory, it should not be acidic, i.e. (9.5 11.5) but practically it is always less
than 9.5.
3. (8.3 8.6) is satisfactory.
4. If < 8.3, increase dosage by 25% Condensate Corrosion Inhibitor. 5. If > 8.6,
decrease dosage by 25% Condensate Corrosion Inhibitor.
Hydrazine Test: (for Dissolved Oxygen)
1. Hydrazine ppm maintained at 0.1 0.2 ppm.
2. If < 0.1 ppm, increase dosage by 25% hydrazine. 3. If > 0.2 ppm, decrease
dosage by 25% hydrazine.
Types of Boiler Gauge Glass:
1. Fitted directly.
2. Fitted to a large bored bent pipe.
3. Mounted on a hollow column.
4. Fitted to a column with its centre part solid.

Boiler Corrosion:
(1) Electro-chemical Corrosion:

1.

Hydrogen ions (H) are generated by acid concentration under hard dense
deposits and can penetrate grain boundaries of tube metal,

2.

Hydrogen attack can occur very rapidly, causing the tubes cracked, failed
and ruptured.

3.

General wastage occurs when pH value is < 6.5.

4.

Pitting (Air Bubble pitting and Scab pitting) occur when pH value is
between 610 in the presence of dissolved Oxygen.

(2) Caustic Cracking corrosion:

1.

Inter-crystalline cracking occurs when excess concentration of Caustic

Soda (NaOH) in boiler water, comes in contact with steel, under stresses and
high temperature.

2.

Metal becomes brittle and weak.

3.

Damage occurs to riveted seams, tube ends and bolted flanges.

4.

4. Prevented by dosing Sodium Sulphate (NaSO) to give protective layer.

5. Ratio of NaSO to NaOH should be maintained 2 : 5.

(3) Corrosion by Oil:
1. Animal or vegetable oil decomposed to fatty acid and causes corrosion. 2. Causes
are over lubrication of machinery, leakage of heating coils & inefficient filtering of
feed water. 3. Prevented by Liquid Coagulant Treatment, which coagulates oil
droplets & suspended solids and settle them at low points, and they can be blowndown.
(4) Corrosion by Galvanic Action:
1. With dissimilar metals in a saline solution, galvanic action results and more anodic
metal corrodes. 2. Corrosion occurs when feed water is contaminated with saltwater. 3. Prevented by carrying out Chloride Test daily. 4. Chloride Level should be 0
300 ppm, and blow-down if > 300 ppm.
CO:
1. Reacts with HO to form Carbonic Acid (HCO) which reduces pH value
(Alkalinity) of feed water and accelerates general type of corrosion.
2. Groovings along the pipes bottom, bends & threaded section.

NH:
1. Attacks Copper based Alloy, in the presence of O.

COC ORAL EXAM PREPARATION (PART-10):

SHIP CONSTRUCTION
December 12, 2015 Marine Study Leave a comment

Image Credit: wikipedia.org

Definitions and Ships

Dimensions
Hull:
The structural body of a ship including shell plating, framing, decks and
bulkheads.
Afterbody :
That portion of a ships hull abaft midships.
Forebody:
That portion of a ships hull forward midships.
Bow :
The forward of the ship
Stern :
The after end of the ship
Port :
The left side of the ship when looking forward
Starboard :
The right side of the ship when looking forward
Amidships:

point midway between the after and forward perpendiculars

Length Overall (L.O.A.):

Length of the vessel taken over all extremities.

Base line:
A horizontal line drawn at the top of the keel plate. All vertical moulded
dimensions are measured relative to this line
Moulded beam:
Measured at the midship section is the maximum moulded breadth of the
ship
Moulded Draft/ Draught:
The distance from the bottom of the keel to the waterline. The load draft is
the maximum draft to which a vessel may be loaded
Moulded Depth:
Measured from the base line to the heel of the upper deck beam at the
ships side amidships.
Sheer:
Curvature of decks in the longitudinal direction. Measured as the height of
deck at side at any point above the height of deck at side amidships
Camber / Round of Beam:
Curvature of decks in the transverse direction. Measured as the height of
deck above the height of deck at side
Rise of floor / Deadrise:
The rise of the bottom shell plating line above the base line. This rise is
measured at the line of moulded beam
Half siding of keel:
The horizontal flat portion of the bottom shell measured to port or
starboard of the ships longitudinal centre line. This is useful dimension to
know when dry-docking.
Tumble home:
The inward curvature of the side shell above the summer load line.
Freeboard:
The vertical distance measured from the waterline to the top of the deck
plating at the side of the deck amidships. Normally exposed to weather
and sea.
Flare:
The outward curvature of the side shell above the waterline. It promotes
dryness and is therefore associated with the fore end of ship
Extreme Beam:
The maximum beam taken over all extremities.

Extreme Draft:
Taken from the lowest point of keel to the summer load line. Draft marks
represent extreme drafts.
Extreme Depth:
Depth of vessel at ships side from upper deck to lowest point of keel.
Half Breadth:
Since a ships hull is symmetrical about the longitudinal centre line,
often only the half beam or half breadth at any section is given.
SCANTLING
The dimensions of the structural items of a ship, e.g. frames, girders,
plating , etc.
strong>INTERCOSTAL
Composed of separate parts, non-continuous
CENTER OF FLOATATION
It is the center of the waterplane area and is the axis about which a ship
changes trim.
CENTER OF BUOYANCY
It is the center of the underwater volume of the ship where the force of
buoyancy acts.
CENTER OF GRAVITY
It is the point at which the whole weight of the object may be regarded as
acting. If the object is suspended from this point, it will remain balanced
and not tilt.
TONNAGE MEASUREMENT

This is often referred to when the size of the vessel is discussed, and
the gross tonnage is quoted from Lloyds register.

Tonnage is a measure of the enclosed internal volume of the vessel,

100 cubic feet representing one ton

Its normally divided into categories as follow:

1.

DISPLACEMENT TONNAGE

A ships displacement is the sum of the ships actual weight

(lightweight) and its contents (deadweight).

The metric unit of measurement is 1 tonne (= 1000 Kg).

The displacement represents the amount of water displaced by the

ship expressed in tonnes.

The weight of water displaced therefore equals the weight of the

ship

TONNE PER CENTIMETRE (TPC)

It is the mass required to increase the mean draught by 1 centimetre.
LOAD DISPLACEMENT
The weight of the ship and its content, measured in tonne. The value will
vary according to the ships draught.
DEADWEIGHT SCALE
It is a scale diagram indicating the deadweight of the ship at various
draughts.
FORM COEFFICIENT
It is devised to show the relationship between the form of the ship and
the dimension of the ship.
2. Lightweight Tonnage (LWT)

The lightweight is the weight of the ship as built (hull, machinery)

including boiler water, lubricating oil and the cooling water system.

Lightweight like displacement is expressed in units of tones.

It assumes importance in a commercial sense only when considering

the value of the vessel which is to be broken up for scrape.

3. Deadweight tonnage (DWT)

Deadweight is the weight of the cargo which a ship carries plus

weights of fuel, stores, water ballast, fresh water, crew and
passengers and baggage.

It is the difference between the loaded ship displacement and the

lightweight.

4. Gross Tonnage (GT)

Measurement of total internal volume of a vessel and includes all

under deck tonnage and all enclosed spaces above tonnage deck.

100 cubic feet of space being considered as 1 ton

5. Nett Tonnage (NT)

Ship measurement derived from gross tonnage by deducting spaces

allowed for crew and propelling power.

100 cubic feet of space being reckoned as 1 ton

LOAD LINE

The marking on the ship side that relate to the loading condition of the
ship termed as the load line mark.
Load line mark

consists of a ring 300 mm in outside diameter and 25 mm thick

which is

intersected by a horizontal line 450 mm in length and 25 mm thick,

the upper edge of which passes

through the centre of the ring. The centre of the ring is placed
amidships and at a distance equal to the assigned summer freeboard
measured vertically below the upper edge of the deck line.

Margin Plate:
1.

The outboard strake of the inner bottom.

2.

Knuckle down to the shell by means of Margin Plate at angle

of 45to tank top, meeting the shell almost at right angle.

3.

It can form a bilge space.

Keel plate:
Keel is a horizontal plating of increased thickness, which runs
along the centre line, for complete length of bottom shell plating.
Types of keel:

(1) Bar keel (2) Flat plate keel (3) Duct keel.

Bar keel:

The first type, used from wood to iron ship building.

Do not provide sufficient strength for larger ship.

No direct connection between the keel and floor.

Flat plate keel:

A keel of welded ship. The centre girder is attached to

the keel and inner bottom plating by continuous welds.

Keel plate width is about 1 to 2 meter

It must be full thickness, for 3/5 of length amidship and then

thickness may reduce towards the ends of ship.

Duct keel:
1.

An internal passage of watertight construction, running same

distance along the length of ship, often from fore peak to
forward machinery space bulkhead.

2.

It is to carry pipeworks, and entrance is at forward machinery space

bulkhead through a watertight manhole.

Bulkhead
Class A bulkhead

Constructed to prevent passage of flame for 1 hour standard fire

test at 927C

It must be insulated so that the unexposed sides will not rise more
than 139C above the original temperaturewithin the time, as follows:

Class A- 60 , 1 hour:

Class A- 30 , 30 minutes.

Class B bulkhead:

Constructed to prevent passage of flame for hour standard fire

test

It must be insulated so that the unexposed sides will not rise more
than 139C above the original temperaturewithin the time, as follows.

Class B- 15 , 15 minutes:

Class B- 0 , 0 minute.

Class C bulkhead:

They are constructed of non-combustible material.

Standard fire test:

The exposure of a material specimen in a test furnace, to a

particular temperature for a certain period of time.

Collision Bulkhead:

Foremost major watertight bulkhead, which extends

from bottom to main deck (upper deck).

It is at a distance of L/20 from forward perpendicular.

Corrugated bulkhead:

Used on transverse bulkhead, thus improves transverse strength.

Non-watertight bulkhead:

Any bulkhead, which does not form, part of a tank or part of a

watertight subdivision of a ship, may be non-watertight.

Wash bulkhead:

A perforated bulkhead fitted into a cargo tank or deep tank, to

reduce sloshing or movement of liquid through the tank.

After peak bulkhead:

Provided to enclose the stern tube in watertight compartment.

Aft peak bulkhead needs only to extend to first deck above load
water line.

Plating must be doubled to resist vibration around stern tube.

Minimum required bulkhead:

1.

One collision bulkhead.

2.

An after peak bulkhead.

3.

One bulkhead at each end of machinery space.

4.

Total no: of bulkheads depends upon the ship and position

of machinery space

Functions of bulkhead:
1.

To increase transverse strength of ship, particularly against racking

2.

To divide the ship into watertight compartments.

3.

To give protection against fire.

4.

To prevent undue distortion of side shell.

5.

To restrict volume of water, which may enter the ship, if shell plating
is damaged.

Construction of bulkhead:

Collision bulkhead must extend from bottom to upper deck.

Aft peak bulkhead needs only extend to first deck above load water
line.

All others must extend to uppermost continuous deck.

Plating usually fitted vertically, and thickness gradually

increases from the top downward.

Stiffeners are fitted at 750mm apart, but collision

bulkhead and deep tanks have 600mm spacing.

Why Collision Bulkhead kept at L/20 of the ship?

In the events of collision and grounding, standard of subdivision has

to give good chance, that the ship remains afloat under such
emergencies.

Longitudinal Bulkheads are avoided, as far as possible, as they

might cause dangerous angles of heel, in the event of flooding of large
compartment through damage.

Transverse Bulkheads are reliable in this case, and Classification

Society requires a watertight Collision Bulkheadwithin reasonable
distance from forward.

If the ship is supposed to have wave trough amidships, there will

be excess weight amidships and excess buoyancy at the ends, hence
the ship will be (Assuming wave length = length of ship)

If the ship is supposed to have wave crest amidships, there will

be excess weight at the ends, and excess buoyancy amidships; hence
the ship will be

By Trochoidal Theory, wave height from trough to crest is 1/20 of

the wave length, therefore maximum shearing force usually occurs at
about L/20 of ship from each end.

For this reason, Collision Bulkhead is located at L/20 of the ship, so

that it is not so far forward, as to be damaged on impact. Neither
should it be too far aft, so that the compartment flooded forward
causes excessive trim by bow.

Panting:

As wave passes along the ship, they cause water pressure

fluctuation, which tends to create in and out movementof the shell
plating, especially at forward end.

This in and out movement is called panting.

Resisting structures against panting are beams, brackets, stringer

plates, etc.

Racking:

When a ship rolls, there is a tendency for the ship to distort

transversely.

This is known as racking.

Resisting structures are beam knee, tank side bracket, and

especially transverse

Slamming or Pounding:

When ship is heaving and pitching, the fore end emerges from water
and re-enter with a slamming effect.

It is called pounding.

Resisting structure: extra stiffening at the fore end.

Hogging:

When buoyancy amidships exceeds the weight due to loading, or

when the wave crest is amidships, the ship will hog.

Sagging:

When the weight amidships exceeds the buoyancy, or when the

wave trough is amidships the ship will sag.

Function of port hole:

1) For light

2) For ventilation

3) For escape for emergency.

Transverse stresses:

Transverse section of a ship is subjected to transverse stresses, i.e.

static pressure due to surrounding water, as well as internal
loading due to weight of structure, cargo, etc.

Structures or parts, that resist transverse stresses:

Transverse bulkhead

Floors in double bottom

Brackets between deck beams and side frame

Brackets between side frame and tank top plating

Margin plates

Pillars in holds and tween deck.

Local stresses:
Causes:

Heavy concentrated loads like engine, boiler.

Deck cargo such as timber.

Hull vibration.

Ship, resting on blocks in dry dock.

Dynamic forces:

Caused by the motion of the ship itself

A ship among waves has three linear motions:

1.

Vertical movement: heaving

2.

Horizontal transverse movement: swaying

3.

Fore and aft movement: surging And

three rotational motions:

1.

Rolling about longitudinal axis

2.

Pitching about transverse axis

3.

Yawing about vertical axis.

A ship among waves has three linear motions:

1.

Vertical movement: heaving

2.

Horizontal transverse movement: swaying

3.

Fore and aft movement: surging AND

three rotational motions:

1.

Rolling about longitudinal axis

2.

Pitching about transverse axis

3.

Yawing about vertical axis.

The difference between Timber Load Line and Load Line:

When ship is carrying timber, the deck cargo gives additional

buoyancy and a greater degree of protection against the sea.

The ship has smaller freeboard than normal (type-B) vessel.

Bulbous Bow:

It is a bulb shaped underwater bow.

Reduce wave making resistance, and pitching motion of the ship

Increase buoyancy forward, and hence reduce pitching of the ship

Outer plating of bulbous bow is thicker than normal shell plating, to

resist high water pressure and possible damage cause by anchor and
cables.

Due to reduction in wave making resistance, it can

reduce SFOC under full speed and loaded condition.

Bow Thruster:

Lateral Bow Thrusters are particularly useful, for manoeuvring

in confined water at low speed.

For large vessel, used at channel crossing, and docking.

For research vessels and drilling platform, etc. very accurate

positioning

Bow Thruster consists of: (As a Rule)

A controllable pitch or reversible impeller, in athwartship watertight

tunnels.

Bridge controlled and driven by

Thrust provided is a low thrust, about 16 tons.

Greatest thrust is obtained, when ship speed is zero.

Less effective, when ship gets underway.

Athwartship tunnels appreciably increases hull resistance.

Close the tunnels at either end, when not in use, by butterfly

valve or hydraulic valve.

Cofferdam:

A narrow void space between two bulkheads or floors that prevents

leakage between the adjoining compartments.

In tankers, between cargo tanks: In ER, between DB LO tank (sump

tank) and adjacent tanks. Maximum width = 760 mm.

Double Bottom:

The double bottom consists of outer shell and inner skin, 1m and 1.5
m above the keel and internally supported by

Double Bottom Tank:

Double bottom space is subdivided longitudinally and transversely,

into large tank, by means of watertight structures. Its functions are:

1.

Protection of shell in the events of damage to bottom shell.

2.

Tank top being continuous increases the longitudinal strength.

3.

To act as platform for cargo and machinery.

4.

Can be used for storage of fuel, fresh water, ballast, and

for correcting list, trim and draught.

5.

Diminish oil pollution, in the event of collision.

Wing Tank:

Purpose:

To carry water ballast or liquid cargo.

Protection of shell in the events of damage to side shell.

To locate oil cargo tank

To correct list of the ship.

Deep Tank:

When ship is underway in light condition, it is necessary to carry

certain amount of water ballast.

If DB tanks alone are used for this purpose, the ship might
be unduly stiff.

So it becomes a practice to arrange one of the lower holds, so that it

can be filled with water when necessary.

This permits a large amount of ballast to be carried without unduly

lowering the centre of Gravity of the ship.

Such a hold is called a Deep Tank.

This tank is usually designed to carry dry cargo, and in some cases
may carry vegetable oil or oil fuel as cargo.

If the tank extends full breadth of the ship, a middle line bulkhead,
called Wash Plate must be fitted to reduce free surface effect.

Strength of Deep Tank structure is greater than that required for dry
cargo hold bulkhead.

Freeboard:

Vertical distance from water load line, up to the main

deck [freeboard deck], measured at the shipside amidships.

Main deck is the highest deck that is water sealed. Water falling
on upper decks may run down companion ways, but it cannot go any
further down into the ship than the main deck.

Freeboard has considerable influence on seaworthiness of the ship.

The greater the freeboard, the larger is theabove water volume of the
ship and this provides reserved buoyancy, assisting the ship to remain
afloat in the event of damage.

Reserved buoyancy:

Watertight volume of a ship above the water line is called

the reserved buoyancy.

It can be defined as the buoyancy, a ship can call upon, to meet

losses of buoyancy in case of damage to main hull. [Water plane area,
multiplied by freeboard.]

Purpose:

To meet loss of buoyancy, in case of hull damage.

To provide sufficiency of freeboard, to make the vessel seaworthy.

Marking of freeboard:
Marking of minimum allowable freeboard, in conjunction with an overall
seaworthiness evaluation, is to ascertain that the vessel:
1.

is structurally adequate for its intended voyages,

2.

has adequate stability for its intended voyages,

3.

has a hull that is essentially watertight from keel to freeboard deck,

and watertight above these decks,

4.

has a working platform that is high enough from water surface, to

allow safe movement on exposed deck, in the heavy seas,

5.

has enough reserved buoyancy above the water line, so that vessel
will not be in danger of foundering andplunging when in heavy seas.

Hatchways:
These constructions must be in accordance with standards, such as
heights of coamings, covers, and fittings exposed. They have standard of
strength and protection.
Machinery Casing:
Machinery space openings on exposed portion of freeboard
deck (superstructure deck), must be provided with Steel Casing, with any
opening fitted with Steel Doors. Fiddley Opening is to have permanently
attached Steel Covers.
Tonnage:

Tonnage is a measure of cubic capacity, where one

ton represents 100 ft or 2.83 m. It is a measure of the ships
internal capacity.

Gross Tonnage:

Gross tonnage is the total of the Underdeck tonnage & the tonnage
of the following spaces:

1.

Any Tweendeck space , between second and upper deck.

2.

Any excess of hatchways over % of vessels Gross Tonnage.

3.

Any permanently closed-in spaces, on or above the upper deck.

4.

Any engine light and air space on or above upper deck, at

shipowners option and with Surveyors approval.

5.

Certain closed-in spaces, on or above the upper deck are not

included in gross tonnage, and these are known asExempted
Spaces.

Exempted spaces:

Dry cargo space.

Space fitted with machinery or condensers.

Wheelhouse, chartroom and radio room.

Galley and bakery.

Washing and sanitary spaces in crew accommodation.

Light and air spaces.

Water ballast tanks not appropriated for any other use.

Net or Registered Tonnage:

It is obtained by making deductions from the Gross Tonnage.

Principal Deducted Space, which already have been included

in Gross Tonnage are:

1.

Masters and crew accommodation.

2.

Chain lockers and space for working anchor and steering gear.

3.

Propelling Power Allowance.

4.

Ballast tank, capacity 90%.

Port and Harbour dues are assessed on Net Tonnage.

Where Tonnage value is used?

1.

To determine port and canal dues.

2.

To determine Safety Equipment.

3.

To measure the size of fleet.

Propelling Power Allowance:

The largest Deduction and is determined according to certain criteria, as
follow:
1.

If machinery space tonnage is between 13% and 20% of gross

tonnage, PPA is 32% of gross tonnage.

2.

If machinery space tonnage is less than 13% of gross tonnage, PPA

is the amount expressed as a proportion of 32% of gross tonnage.

3.

If machinery space tonnage is more than 20% of gross tonnage, PPA

is 1.75 times the machinery space tonnage.

4.

There is a maximum deduction for propelling power of 55% of gross

tonnage, remaining after all other deductions have been made.

Tonnage Deck: The tonnage deck is the second deck, except in single
deck ships.
Water tightness of steel hatch cover:
Rubber jointing is used, and the hatch being pulled down
by cleats and cross joint wedges. Cleats are placed about 2 m apart with
minimum of two cleats per panel. Cross joint wedges should be 1.5 m
apart.
Hose test and chalk test:
1.

To check the water tightness of hatch covers and watertight doors :

By using water jet pressure of 2 kg/cm and a distance

of 5 m, and jet diameter .

If hose test cannot carried out, chalk test can be done.

2. Cover or door seals, painted with chalk powder, and close the cover or
door tightly.
3. Open the cover or door, and check whether the chalk painted is cut off
or not.

COC ORAL EXAM PREPARATION (PART- 11):

PROPULSION MACHINERY
December 13, 2015 Marine Study Leave a comment

Image Credit: Wikipedia.org

FUEL INJECTION TIMING
Checking of fuel injection pump timing:
1.

Turn 1 piston to TDC at the beginning of firing stroke.

2.

Turn backward to a point, a little earlier than fuel injection point.

3.

Shut fuel supply to engine, remove No. 1 fuel pump delivery valve
assembly and put a bent pipe.

4.

Open fuel supply and when fuel lever is put to running position, oil
will flow out at bent pipe.

5.

Turn engine towards TDC in its running direction slowly until fuel
cease to flow.

6.

Check the marks on flywheel whether timing position is correct or

not.

Slight difference can be adjusted by:

For large engine:

Timing can be altered by shifting the camshaft to the position

relative to crankshaft, after removing the idler gearbetween
crankshaft and camshaft.

Timing can be altered by individual fuel pump cam for adjustable

cam type engine.

For small engine:

Adding or reducing shims on pump base.

Turning the plunger up & down adjustment screw on pump roller

guide.

Shifting the coupling flanges between pump and drive side of the
engine.

Crankshaft:
1.

Device for converting reciprocating motion of piston, driven by

expansion of gases, to rotating motion.

2.

Power produced by engine is taken off the crankshaft

by transmission.

Stresses in Crankshaft:
1.

Bending of crank pin, causes tensile, compressive and shear

stresses. (Due to gas load)

2.

Twisting moment of journal, causes shear stress.

3.

Compressive stresses set up in journals and pins. ( Due to shrink-fit)

4.

Tensile stresses set up in webs. ( Due to shrink-fit)

5.

Torsional stresses due to power transmission fluctuate widely. ( In

heavy sea)

6.

Shock loading on crank pin. ( Sudden fluctuation of engine speed )

Types of crankshaft:

Solid forged

Semi-built

Fully-built

Welded crankshaft.

In large marine engine which type is used and why?

Usually, Semi-built is used because:

Only one shrink-fit between web and journal as less chance of

slippage.

Can get grain flow in way of web and pin.

Webs are smaller as there is no shrink-fit.

Can be repaired section by section when damage occurred.

Welded Crankshaft:

Die-forged crankthrow, consisting of thin webs and crankpin in one

piece, having half a main journal on each side.

Welds are placed and welded at the middle of all main journals, to
make complete crankshaft.

High technology Narrow gap welding process applied.

Fully-built Crankshaft manufacturing:

1.

Raw material melted in Cupola Furnace.

2.

Refined to remove impurities, by decarburising, controlling carbon

amount and soaking time.

3.

Degassed in Vacuum Furnace, to remove H and N.

4.

Molten metal is then poured into prepared mould.

5.

Removed from mould, after slow cooling, and casting is roughmachined.

6.

Normalised to improve grain structure, and tempered to remove

stresses.

7.

Rough-machined to final dimensions.

8.

Cold roll the crank pin fillets, to increase bending and corrosion
fatigue

9.

Finish machining.

10. Shrink-fitting process [Shrinkage allowance: 1/570 to 1/660 of

journal diameter.]
11. Set upon a large lathe, and journals checked for throw, and throw
errors machined out.

When to take Crankshaft Deflection:

1.

At initial installation and after 1000 running hours.

2.

At subsequent annual intervals if normal, ( 6000-8000 hrs. )

3.

At the time of main bearing overhaul or removal for survey.

4.

At foundation chock repair or renewal.

5.

Damage on bearing bracket, holding down bolt, chock.

6.

When major structure has been disturbed, such as: after fire
breakout, propeller bending or impounding with something,
ship grounding, before and after docking.

Causes of misalignment:
1.

Wear of main bearing lower shell.

2.

Wear and ovality of main journal pin.

3.

Main bearing damage.

4.

Main bearing pocket cracked.

5.

Bedplate deformed, transverse girder damaged.

6.

Foundation bolts loose or fractured.

7.

Foundation chocks broken, cracked or fretted.

8.

Slacked or broken tie bolts.

9.

Distortion of supporting ships structure.

10. Defective structure due to corrosion.

11. Defective propeller shaft bearing
12. Lifting of flywheel side.
13. Hull deformation due to: Improper loaded condition of vessel,
grounding and fire.
Results of misalignment:
1.

Bending of crankshaft.

2.

Fatigue failure owing to cyclic stresses.

3.

Undue vibration within the engine.

4.

Damage to main bearing.

Why you measure crankshaft deflection?

1.

To ascertain whether or not, the axis of crankshaft journals deviates

from theoretical shaft axis.

2.

Measuring is by a dial gauge, inserted between crank webs,

and altered distances can be read, when turning the crankshaft.

How to know the amount?

1.

Difference between the values at TDC and BDC indicates the

amount of crankshaft deflection, during one revolution.

2.

Interpretation of crankshaft deflections gives an indication of high

and low bearings.

What will happen if a bearing is high or low?

1.

When a bearing between 2 cranks is higher than those on either

side of it, both sets of crankwebs will tends toopen out, when the
cranks are on BDC, and close in when on TDC.

2.

Vice versa, if there is a low bearing between 2 cranks.

Requirements when taking crankshaft deflection:

1.

Hull deflection not excessive.

2.

Bed plate not distorted or bearing pockets not worn.

Foundation Chock:
Purpose:
1.

To avoid misalignment on tank top surface.

2.

To carry out adjustments on individual chock.

3.

To correct any distortion.

4.

To absorb collision load by end chocks.

5.

To absorb side load, due to unbalanced reciprocating forces, by side

chocks.

Advantages of Chockfast System: (Eposy Chock)

1.

Reliable and permanent alignment of machinery foundation.

2.

Resist degradation by fuel, LO and eliminate chock area corrosion.

3.

Give uniform and precise mounting.

4.

Non-fretting permanently.

5.

Reduce noise level.

6.

Can be used on all sizes and types of engines.

7.

Maintain C/S deflection, machinery alignment and even Hull fouling.

8.

Installation time is measured in hours, not in days.

9.

Withstand temperature up to 80

10. Give chock thickness up to 44 mm.

Chain Drive System:
1.

Used for camshaft driving, on any length between shaft centres with
very small friction loss.

2.

Fuel Pumps and Exhaust Valves are operated by Camshaft, driven

from Crankshaft, by a roller chain [main] running over each sprocket
wheel, being bolted to both shafts.

3.

Chain should wrap around at least 120on both sprockets.

4.

Upward-running-side chain passes over an intermediate wheel, on

which Tensioning Device is fitted.

5.

On another intermediate wheels shaft, there is another chain

wheel and chain [smaller], to drive Start Air
Distributor, Governor and Lubricators.

6.

Chain is lubricated by oil sprayer jets, with continuous stream of oil

onto the chain.

7.

A roller chain consisting of side plates, bushing and rollers, and pin
joints, which mesh with tooted sprockets.

8.

Shock-absorbing rubber clad guide bars, are provided to support the

long chain, and to prevent transverse vibration.

9.

Renew cam chain after 15 years life.

10. Factor of safety of chain: Never less than 25.

Slack chain:
Symptoms:
1.

Excessive chain vibration and noise.

2.

Power loss in all units, indicated [by Power Card].

3.

Late injection, low Pmax, [by Draw Card].

4.

Late closing of Exhaust Valve, [by Light Spring Diagram].

5.

High exhaust temperature and smoke.

Effects:
1.

Impose heavy mechanical load, resulting fatigue failure.

2.

Damage to chain system and engine frame.

3.

Retardation of Fuel Pump and Exhaust Valve timings, resulting:

4.

Reduced Scavenge Efficiency, due to late closing of Exht: V/v.

5.

High exhaust temperature and smoke, due to after burning.

6.

Low Pmax, due to late injection.

7.

Reduced engine power.

Chain Casing Inspection:

1.

Before 4000 running hrs and after lengthy voyage, chain tension is
checked at mid span of slack side, in transverse direction.

Limited transverse movement is to one link pitch on slack side.

Excessive tension may cause chain breakage.

Excessive slackness may cause vibration and eventual failure.

2.

Elongation [chain wear] is checked between 30005000 running

hours.

Total length of 10 links drawn tight and measured, and chainstretch calculated

in % by comparing with original length of 10

links.

Maximum elongation: 2%. Over 2%, the whole chain must be

renewed.

Due attention given when elongation reaches 1.5%

Stretching is the results of pin and bushing surface wearing out.

Chain length is measured in terms of number of links.

3.

Nozzle sprayers, LO pipes and oil flow and direction, checked.

4.

Loose bolts and pipe connections, checked.

5.

Every link checked for blemish, and bright marks due

to misalignment of wheels.

6.

Sprocket teeth and wheel bearings checked for wear.

7.

Rubber clad guide bars, rollers and side plates, checked for crack or
damage.

How to adjust chain tension:

1.

Tensioning device [chain tightener] is used, and adjusting is limited

to removing a maximum 2 chain links.

2.

Limited transverse movement is to one link pitch on slack side.

3.

When tightening, engine is to be turned ahead, that the slackness of

chain is on tightening side.

Advantages of Chain Drive over Gear Train:

1.

Unaffected by foreign particles as gear trains.

2.

Class requires only a few links [6 links] for spares. The whole set
required for gear train.

3.

Even if the chain breaks, engine can still be operated after repair.

4.

Accuracy of camshaft drive is very high, because chain

tightener can adjust and compensate for inevitable mechanical wear.
Gear train is non-adjustable.

5.

Enable camshaft position to be placed higher, thus shorten the

hydraulic connections of fuel pumps and exhaust valves, and minimise
timing error.

Camshaft Timing Adjustment (By Pin Gauge):

As the chain stretches and re-tensioned camshaft is

gradually retarded.

Thus camshaft must be repositioned relative to crankshaft to correct

the timings of Fuel Pumps and Exhaust Valves.

1.

Engine must be in Ahead position.

2.

Bring cylinder no: 1 to TDC, and 0 on flywheel.

3.

Check that cylinder no: 1 crank throw is in TDC; (with D-1 pin gauge)

4.

Check that camshaft position deviates from original marking; (with

D-2 pin gauge)
If camshaft deviates:

5.

Connect high-pressure hydraulic pump oil connections

to flanges next to chain drive, and pressurised until oil seep along the
camshaft.

6.

Turn the whole camshaft using tackle until D-2 pin gauge mark is in
line with original marking. Fixed markings are on roller guide
housing [after removing cover] and on camshaft.

7.

D-3 pin gauge is for Lubricator Unit.

Methods of reversing:
1.

Direct reversal of engine: Propeller turns in opposite direction.

2.

CPP: Blade angle changes, as engine rotates in same direction.

3.

Diesel electric system: Engine and electric generator run in constant

direction, supplying power to reversible electric motor.

4.

Reverse gears and clutches: Propeller turns in opposite direction.

Reversing Interlocks:
1.

Safety cut-out devices for JCW, Piston CW, and

2.

Reversing direction interlock.

3.

Hydraulic blocking device and mechanical blocking device for start

air handle.

4.

Reversing Servomotor.

5.

Telegraph

6.

Turning Gear.

7.

Overspeed Trip.

Advantages of single cam and double cam:

1.

Single cam on camshaft is suitable for reversing of 2/S, large bore

engine. But not suitable for 4/S engine, because reversing of 4/S

engine requires turning of Inlet Valve cam, Exhaust Valve cam, Fuel
cam and arrangement for Starting air Distributor, with their correct
timings.
2.

Double cam on camshaft, is moved axially by means of servo

system or manual system, so that all cams get their correct timings, in
4/S engine. (Used also for 2/S).

Lost motion:
Angular period between TDC points for Ahead and Astern running will
be the lost motion required for Astern running.
1.

When reversing 2/S, exhaust ported engine, both Fuel

Injection timing and Air Starting timing must be changed.

2.

Retiming is carried out by altering camshaft position radially,

relative to crankshaft. This is called lost motion of camshaft.

Why lost motion necessary on some engine?

1.

Some 2/S, large bore, exhaust ported engines are Direct Reversing.

2.

Both Fuel Injection timing and Air Starting timing must be changed.

3.

Camshaft has single cam

4.

Retiming is carried out by altering camshaft position radially, (not

axially), relative to crankshaft, by means of servo system.

Why lost motion not necessary on some engine?

1.

Some 2/S and 4/S engines are Direct Reversing.

2.

Inlet Valve cam, Exhaust Valve cam, Fuel cam and arrangement for
Starting air Distributor, with their correct timings, must be changed.

3.

Camshaft has double cam

4.

Retiming is carried out by altering camshaft position axially, from

Ahead cams to Astern cams, by means of servo and manual systems.

Lost Motion Camshaft:

1.

When reversing 2/S Exhaust Ported Engine, both Fuel

Injection and Air Starting timings must be changed.

2.

Lost Motion Clutch cam design can be used to alter reversing

direction.

3.

Camshaft position is altered radially relative to crankshaft.

4.

Same cam is used for ahead and astern running.

5.

Reversing Servomotor, operated by Engine Reversing Controls, is

fitted to camshaft drive mechanism to do this.

6.

Camshaft will lose motion or be retarded, through required angle

(about 98) by oil operated Lost Motion Clutch, causing the Reversing
Servomotor to rotate the camshaft.

7.

Fuel Pump cam and Air Start cam will now operate the Engine in
reversed direction.

8.

Lost motion is carried out while the Engine is at rest.

9.

For Uniflow Scavenge Engine, the second Servomotor is fitted to

Exhaust Valve drive.

4 Stroke Engine Reversing Systems:

1.

By means of camshaft, shifting axially. (Direct Reversing)

2.

By CPP.

3.

By gearing and clutch.

Tacho Generator:

AC or DC generator that provides an output voltage proportional to

rotational speed, to remote rpm counter(tachometer).

It may be used to measure speed, or as part of automatic control

system, to regulate speed.

In Sulzer RTA, also used for overspeed trip, using output current.

Fitted on ME intermediate shaft, for remote rpm counter.

Fitted on housing of Reversing Servomotor, and driven by gear

wheel on Cam Shaft for overspeed cut-out.

V-Type Connecting Rod:

1) Side by side 2) Articulated

3) Fork and Blade.

Cross-head bearing is prone to failure, because of:

1.

High sudden load: Full effect of combustion, directly to the bearing.

2.

High bearing pressure: Bearing is placed high and the whole

assembly reciprocates full length of stroke. So,limited bearing
area results in high specific load.

3.

Distortion: Bending moment and deflection are maximum at centre,

where pin is often bored to carry piston rod.

4.

Poor lubrication: Due to following factors:

Slow oscillating movement: Connecting rod swings through 25~30,

hence it is difficult to build up full fluid film.

Reciprocating movement: Vertical movement of pin and bearing

disturbs oil supply. It is difficult to get smooth, uninterrupted oil flow.

5. Two-stroke engine: No load reversal takes place, which does not help
the oil flow into loaded part of bearing.
Different approaches adopted to overcome cross-head bearing
problems:
1.

Conjugate deflection: Bearing deflection follows that of crosshead

pin. Natural deflections of pin and bearing remain in line, resulting in
lower specific load.

2.

Crosshead mounted LO pump: Attached high-pressure pump,

operated by connecting rod movement, press oil into bearing gap
when bearing load is lowest.

3.

Large diameter stiff crosshead pin: Reduced Length/Diameter

ratio, but pin deflection is minimum for uniform distribution of oil films
over the whole bearing

4.

Continuous full length bearing face under pin:

Low specific load on bearing.

Load is transmitted directly downwards.

5.

Large diameter pin and smaller Connecting rod : Crank

throw ratio: Obtained higher sliding velocity of the bearing, with
better LO oil film, to carry high loads.

6.

Hardened crosshead pin with high degree of surface

finish: Surface finish is preferably better than 0.1 m.

7.

Eccentric bored bearing: One of the finest designs for crosshead,

which gives the same effect of load reversal. (GMT engine)

8.

Thin shell bearing: Bearing is renewable and pin is detachable.

Produces high load carrying capacity, and better resistance against
fatigue failure. Thin shell gives true circular shape, which improves
lubrication characteristics.

Thrust block:

To prevent axial movement of crankshaft, resulting from propeller

thrust.

Measurement of Axial clearance of thrust pads:

1.

Thrust block is cleaned by draining oil. And lift the top cover

2.

Place screw jack between casing and the back of the coupling, and
push the thrust shaft aft until the collar is hard up on the

3.

Check alignment of shaft and take feeler gauge reading of open

pads by using long feeler. It is inserted at one corner and ease
diagonally across to the other.

4.

Repeat this operation, moving the shaft

5.

Difference between two readings is total axial clearance.

6.

Axial clearance is 1 ~ 2 mm. (0.5 ~ 1.0 mm for new engine and

for engine in service, it must not exceed 2.0 mm.)

Alternative method:

Bear the thrust collar on foremost thrust bearing segment, by

pressing the crankshaft

Set dial gauge (zero position) to flywheel.

Bear the thrust collar on aftmost thrust bearing segment, by

pressing the crankshaft

Check clearance by reading the indication of dial gauge.

Radial clearance of journal bearing:

1.

Remove end cover with oil seal.

2.

Radial clearance measured, by taking lead reading, or roughly by

means of feeler gauge.

3.

Radial Clearance is 0.5 ~ 0.8 mm for 440 mm dia.shaft.

Advantages of Tilting Pad Bearing:

1.

Have ability to absorb, change in direction of load, more readily.

2.

Have greater flexibility to absorb shaft deflection or misalignment.

3.

Tilting of pads, allow oil to form wedge shaped film, between faces
of collar and pads.

4.

Wedge shaped oil film prevents metallic friction and enables the
thrust pads to carry loads.

Disadvantages:

Each pad in a set must be exactly the same thickness, and even a
thou difference might result in a single pad carrying the entire load,
thus increasing the risks of failure.

Plumber block renewal: (during heavy weather)

Practically it should be done in calm weather, but following ways can
reduce overheating of plumber block bearing.
1.

By applying maximum lubrication.

2.

By applying maximum cooling after opening out the cooling coil out
into bilge.

3.

By reducing to suitable speed.

4.

Then the ship proceeds to the sheltered sea and renew the plumber
block bearing.

Removal of plumber block bearing.

1.

Take immobilisation permit.

2.

Mark the relative positions between each bearing halves and

between the lower bearing halve and the

3.

Remove the upper bearing halve.

4.

Lift the shaft at the place close to bearing by jackscrew.

5.

Remove the lower bearing halve with chocks from the stool.

6.

Sent both bearing halves for repair.

Refitting Procedure:
1.

After repairing, place back the lower halve with chocks on the stool.
But foundation bolts should not be placed.

2.

Remove the shaft-lifting device.

3.

Boxed back upper half.

4.

Remove all coupling bolts of intermediate shaft flange close to the

bearing.

5.

Alignment checked by gap and sag method.

6.

After ensuring that the alignment is satisfactory,

tightened foundation bolts.

7.

Refit and tighten the coupling flange bolts.

Allowances:
Gap method: Equal to or less than 0.10 mm per meter for 1 to 2
pieces of shafts.

0.15 mm / m for 3 to 4 pieces of shafts.

0.2 mm/m for > 5 pieces.

Checked with a feeler gauge between the two coupling flange faces, at
least at four places to check whether the bearing is in line with shaft or
not.
Sag method:

0.10 mm for 1 to 4 pieces of shafts.

0.15 mm for more than 4 pieces shafts.

Place a straight edge over the two flanges, at least four places around, to
check whether the bearing is in line with shaft or not , or out of the
shafting vertically and horizontally.

CPP:
Two main types: Hub Servo and External Servo.
Hub Servo Type:
1.

Pitch altering mechanism, enclosed in propeller hub is most popular

type, and used for higher power above 1000-Bhp.

2.

Propeller mechanism consists of 4 main parts:

Propeller hub incorporating servomotor, crank pin ring for turning

blades, and necessary seals.

Oil distribution box (transfer box), mounted at forward end of

tailshaft.

Control system; either pneumatic or

Hydraulic system; motor or shaft driven pumps, cooler, filter, and

tank. etc.

Functioning Principle:
Movements of piston effect blade pitch:
1.

Servomotor in propeller hub consists of a piston rod with piston,

which moves axially fore and aft when pressure oil is led to either side
of piston.

2.

Piston rod is equipped with 4 or 5 ears, depending on number of

propeller blades.

3.

Each ear has a transverse slot in which a shoe slides.

4.

Eccentric crank pin fits into the hole of sliding shoe.

5.

Crank pin ring is supported on a bearing, which is built-in into hub

body.

6.

When piston rod moves axially by pressure oil, crank pin ring rotates
in circular motion, transmitted via piston,piston rod, slot, sliding shoe,
and crank pin.

7.

Propeller blades, which are bolted to crank pin rings, turn.

Failure Arrangements:
1.

Hydraulic system failure:

Safety springs, fitted in main servo, push the servo piston forward,
to allow propeller pitch to full ahead position, in the event of hydraulic
system failure. The springs are powerful enough to overcome friction,
but RPM of 70% maximum should not be exceeded.

2.

Telemotor system failure:

Hand-operated control valve is used, in the event of telemotor

failure.

3.

Main hub servo failure:

If main servo fails, the system has either Emergency

Servo or Mechanical Link.

CPP Bridge Control:

1.

CPP in large vessels are usually fitted with Combinator Control on

the Bridge.

2.

A single lever controlling both propeller pitch and engine speed,

either through pneumatic or electronic means.

3.

In either case, closed loop circuits are employed, so that feedback of

propeller position and engine speed, balance off the control signal.

4.

In electronic control system, ME load is kept at desired value, by

automatically changing the propeller pitch, irrespective of variation in
external conditions; e.g. change in resistance in propulsion caused by
wind and sea.

5.

Main panel receives, converts and transmits signals, and

a potentiometer for adjusting ME load, and an instrument showing fuel
pump setting, is provided.

6.

Control panel on Bridge contains instrumentation corresponding to

that of Main panel.

Pilgrim Nut:
1.

Pilgrim nut is a threaded hydraulic jack, screwed onto tailshaft,

provided with hydraulic oil connection, steeljacking ring and nitrile
rubber tyre.

2.

It gives predetermined frictional grip between tailshaft and propeller

boss.

3.

Spherical graphite cast iron tapered sleeve is bedded onto shaft

cone, before mounting the boss, to achieve better fit.

4.

When combined with Pilgrim Nut pushing up, it ensures a good

frictional grip.

5.

No key is required; friction is sufficient to prevent slip.

Propeller mounting procedure:

1.

Tapered sleeve is bedded onto shaft cone, propeller boss is

mounted, and pilgrim nut is run-down the shaft threads.

2.

Steel jacking ring on landing face of the nut, is loaded with hydraulic
pump to predetermined pressure, and this forces the propeller hard on
its cone.

3.

Pressure is released on jacking ring and air release plug

4.

Nut is hardened-up with spanner, and locked in normal way.

Propeller removing procedure:

1.

Pilgrim nut is taken-off the end of the shaft, reversed so that jacking
ring is facing outward, and screw back the nut onto shaft, leaving
some clearance between it and propeller boss.

2.

Studs are screwed into aft face of the boss and a strong back
plate is fitted over the studs.

3.

Stud nuts are fitted so that the plate contacts with jacking ring.

4.

When hydraulic pressure is applied to jacking ring, propeller is

pulled-off the conical end of the shaft.

Shaft Generator:
Shaft Generators are fitted on diesel engine propulsion ships, especially
those sailing for long period at a constant ship speed.
Lloyds Requirements:
1.

Lloyds register would regard a shaft generator as a service main

generator, if ME is intended to operate atconstant speed. (CPP).

2.

If ME does not operate at constant speed, shaft generator would

be disregarded as a service main generator, and at least 2 other
independent generators would be required.

Running condition:
1.

Full generator capacity is available at within 60~100% of normal

speed.

2.

More suitable for shaft with CPP, [constant shaft speed and variable
blade pitch].

Advantages of shaft generator:

1.

Saving in fuel cost is main advantage.

2.

Saving in LO consumption, repair and maintenance cost due to

reduced main generators running hours.

3.

Reduction in noise, space and weight, capital saving by reduction of

numbers and ratings of main generators.

Disadvantages:
1.

Reduction in ship speed.

2.

Problems can arise to maintain electrical supply, during emergency

manoeuvring astern.

3.

Increase in capital cost.

ME driven Generator:
1.

Fuel consumption is saved.

2.

Lower running and maintenance cost.

3.

Lower noise level in ER.

4.

Simple and most compact installation.

Varying speed of ME, driving a fixed pitch propeller, can be converted

by variable gear ratio, to provide constantGenerator speed.

COC ORAL EXAM PREPARATION (PART 16): CO2

FLOODING SYSTEM
January 18, 2016 Marine Study Leave a comment

Requirements of CO2 Room:

In CO2 flooding system, carbon dioxide bottles are placed in a separate
room. The requirements for location, accessibility, use and ventilation of
CO2 storage spaces as per IMO are:

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

These spaces should not be located in front of the forward collision

bulkhead.

Access to these spaces should be possible from the open deck.

Spaces situated below the deck should be directly accessible by a stairway

or ladder from the open deck.

The space should be located no more than one deck below the open deck.

Spaces where entrance from the open deck is not provided or which are
located below deck are to be fitted with mechanical ventilation.

The exhaust duct (suction) should be lead to the bottom of the space.

Such spaces should be ventilated with at least 6 air changes per hour.

CO room safety arrangement:

1. Exhaust fan, and suction duct is provided at the bottom of the room.
Any accumulated CO from leakage at the bottom can be exhausted to
atmosphere.
2. Cable operated Safety Valve is fitted on Pilot Cylinder discharge line.
It prevents accidental discharge of CO from Quick Release Cylinders due
to action of
leakage gas from Pilot Cylinder.
3. Relief Valves are fitted on each discharge line from cylinders so that
leakage gas can safely dispose to atmosphere.
4. Check Valve is fitted in connection pipe between each cylinder
discharge valve and manifold, so that leakage of one cylinder cannot
effect other cylinder.
5. Each bottle has a combined Bursting Disc, which will rupture
spontaneously at a pressure of 177 bar at 63C.
6. Pressure Gauge and pressure Alarm in the manifold.

Maintenance of CO flooding system:

1. Weekly inspection for alarm system.
2. Bottles should be weighed yearly; level checked by ultrasonic or radio
active isotope detector. Level reference mark should be provided. If 10%
loss of weight, recharge them.
3. All the pulley, wire, rope and toggle must be free from dirt, scales and
well lubricated.
4. CO branch pipe and discharge nozzle should be cleared with compress
air at two year interval.
5. Bottles should not be exposed to temperature of 60C.

Weighing of CO bottle:
1. Bottles should be weighed yearly by special
weighing device designed for this purpose.
2. It has a reference mark to determine 10% loss of
weight.
CO Quantity Calculation: (by Regulation):

For cargo space, CO quantity shall be sufficient to give a minimum

volume of free gas, equal to 30% of gross volume of largest cargo space so
protected.

For machinery space, CO quantity shall be sufficient to give a minimum

volume of free gas, equal to 40% of gross volume of machinery space so
protected excluding the casing.

So, if weight of CO / bottle = 45 kg / bottle and Free gas volume of CO =

0.56 m/ kg.

then, Required CO bottles for cargo space = (0.3 x

Largest cargo space gross volume) / (0.56 X 45)

and
Required CO bottles for machinery space = ( 0.4 x Machinery
space gross volume) / (0.56 X 45)

Machinery Space (Engine Room) CO2 Flooding

Procedure:

CO2 System operation in Machinery Spaces:

A Co2 system of machinery spaces consists of a bank of Co2 bottles that
can be operated from a remote place located away from the machinery
spaces. The system also consists of pilot Co2 cylinders which control the
activation of the bank of Co2 bottles. The Pilot cylinders are contained in a
control box and are normally kept disconnected. The system is connected
to the pilot cylinders and the control box with the help of steel wires or
flexible pipes. All these pipes are fitted with a quick action coupling.

When the system is to be activated, the coupling in plugged into the

corresponding socket. The valves of the pilot cylinders will be opened with
the help of the levers in the main CO2 control system.

The CO2 from the pilot cylinders will open the systems main stop valve.

The main stop valve has a piston which gets depressed due to the Co2 gas
pressure and allows the pilot gas to flow to the bank of CO2 cylinders.

This pilot gas operates the cylinders valves. All these valves have an
actuator which gets operated by the pilot pressure.

The detection of fire is done by various sensors installed in the machinery

spaces.Though the opening of control box operates an alarm, the main
decision for CO2 flooding is taken by the Chief engineer, after due
consultation with the master of the ship.

Before releasing Co2 into the fire affected space, it should be made sure
that everybody is out of the place and total head should be counted.

The place is fully enclosed i.e all skylights & ventilators are closed air-tight
and pumpsumps supplying fuel oil should also be stopped in order to prevent
re-ignition.

Separate levers for each and every space are present inside the main
controlling cabinet. The operating of a particular lever activates the pilot
bottles, which helps in releasing the complete bank of bottles designated for
that place.

With the opening of the master valve, Co2 is flooded inside the fire
affected space, which then smothers the fire with the help of blanket effect.

Boundary cooling should be carried out.

Machinery space minimum requirement:

1. Two nos. of fire hydrants with hoses, minimum.
2. 10 ft of sand and sawdust with scoops.
3. One fixed installation of CO or foam or Halon.
4. Portable extinguishers of at least 2 nos. of 2 gallon (11.37 litres) foam
or CO, depending on BHP.
5. Semi-portable extinguishers of 45 kgs of CO.
6. Drip pans and trays for every F.O. and L.O. tanks.
7. Monitoring, detection and alarm system.
8. Emergency fire pump.
9. 2 nos: of main fire pumps.
10. International shore connection.
11. Inert gas system.

Machinery space fire fighting: by CO flooding

system:
1. CO flooding to machinery space must be done by masters order.
2. CO must be released by competent engineer, CE.
3. When cabinet door is opened alarm will sound and all ER fans will be
stopped.
4. Before releasing, all ER crew to be counted.
5. All openings must be shut [ventilator flaps, fire damper].
6. All fuel pumps and quick closing valves of fuel tanks and fuel transfer
line must be shut from remote control position.
7. After opening the cabinet door, master valve must be opened first.
8. Pull the operating handle of pilot cylinders.
9. CO , released from pilot cylinder, operate the gang release bar so that
all CO from quick release or total flooding cylinders will be released to
machinery space.
10. By regulation, 85% of the capacity must be able to be released within
2 minutes.

Cargo Hold CO2 Flooding System :

The release mechanism of CO2 system in cargo spaces is same as that of

the machinery spaces. The only difference is that the cargo spaces have a
different type of fire detection system.

For detection of fire in cargo hold, a sample of air is drawn from all the
cargo holds by an extractor fan.

This sample of air is passed through a cabinet wherein a set of smoke

sensitive sensors analyze the sample.

The sensors will detect any presence of smoke in the sample. As soon as
the sensor detects smoke in the sample, it activates the CO2 alarm system
of the ship.

A part of the sample is also discharged to the wheelhouse in order to

cross-check the presence of smoke in the sample. This can be done by
smelling the smoke. The sample is later vented to the air.

In order to check whether the extractor is extracting samples from the

holds, a small indicator propeller is fitted, which ensures that the samples
are taken.

Cargo hold fire fighting: by CO flooding system:

1. Remote detector fitted at the bridge can detect concerned cargo space.
2. This operation must be done by masters order.
3. After ensuring no person left in cargo space, seal off the cargo space
[closing of ventilation fan, fire damper, hatch cover].
4. Before discharging, change 3-way valve to CO discharge line so that
connection to smoke detector is isolated.
5. Open the quick opening valve so that alarm will automatically initiated.
6. Manual operation procedure and amount of CO bottle to be released is
stated in CO room.
7. By masters order, release the correct amount to concerned cargo
space.
8. Topping up procedure must be followed at port arrival.

Safety devices on CO2 flooding system:

1.

Master valve with alarm switch.

2.

Relief valves at manifold.

3.

Stop valve and pull handle are in lock release cabinet and alarm switch.

4.

Safety bursting disc at each CO2 bottle.

5.

Leakage detecting pressure switch on manifold.

6.

Non return discharge valves after CO2 bottles.

Requirements of CO2 bottles:

1.

All bottles stamped at 52 bar pressure.

2.

Bursting disc fitted, operates at 177~ 193 bar at 63 C

3.

Store in temperature less than 55 C

4.

Recharge if 5 % loss.

5.

Clamped against movement and vibration(by wooden plank).

6.

Remote and manual operation possible.

7.

Hydraulically tested to 228 bar.

8.

Level tested (by radio active level indication).

9.

if > 10 years internal and external examination required.

1.

Check emergency light and all other lights.

General inspections in CO2 room:

2.

Check exhaust fan / ventilation.

3.

Check all bottles overall condition, clamps, valves etc.

4.

Check operating wire condition.

5.

Check CO2 alarms.

6.

CO2 room key should be in position.

7.

Check the operating instructions.

8.

Inspection to be recorded in log book and Saturday safety routine book.

Survey on CO2 flooding system:

1.

Check CO2 weight every 2 years

2.

Testing of cylinder at 228 bars

3.

Blow through the lines

4.

General inspection on Instructions, Key, Emergency lights, Ventilation,

Alarms etc.

Advantages:
1. Can permeate throughout the space.
2. After discharging, it leaves no residues and no damage to other parts.
3. No hazard for electrical equipment.

Disadvantages:
1. Only suitable for confined space, and needs total sealing of the space.
2. Fatal to life.
3. Re-ignition can occurs after fire is completely died out.
4. No cooling effects, only extinguished by smothering and inhibition.

COC ORAL EXAM PREPARATION (PART 18):

ELECTRICAL MISCELLANEOUS
January 22, 2016 Marine Study Leave a comment

Servicing a motor effected/washed by

seawater:
1.

Cut out power supply by circuit breaker & taking out fuse. Mark &
disconnect supply wire. Took Megger reading & recorded.

2.

Take out the motor, open up & dismantle. (Make sure marking on both
cover & body)

3.

Clean and wash with warm fresh water.( About 180 F)

4.

Cover by canvas, dry with positive ventilation & 500 watt lamp

5.

Clean with Electro cleaner.

6.

Baking by 500 Watt lamp for few hours.

7.

Take Megger reading. (test stable or constant reading) Apply insulation

varnish to the winding while warm.

8.

Baking & taking the Megger.

9.

Reassemble & put back into service.

10.

When test run check sound, ampere & temperature.

Safety device on alternator:

1.

Heater

2.

Cooling fan.

3.

Reverse power trip.

4.

Preferential trip.

5.

Over current trip.

6.

Under voltage trip.

Windlass safety device:

1.

Slipping clutch.( Fitted between hydraulic motor and gear)

2.

Over load trip.

Winch safety device.

1.

Over load trip.

2.

Centrifugal brake.

3.

Magnetic brake.

4.

Limit switch for runner, topping & slowing.

5.

Hydraulic oil high temperature alarm & cut out.

6.

Hydraulic oil over head tank low level alarm.

Megger:
A Megger is an ohmmeter to measure insulation resistance in million of ohms. (Pole
to pole, pole to earth). Good insulation has high resistance; poor insulation, relatively
low resistance. The actual resistance values can be higher or lower, depending upon
such factors as the temperature or moisture content of the insulation (resistance
decreases in temperature or moisture).
Purpose of Megger Test:
1.

To verify insulation resistance.

2.

To detect any insulation fault.

Correct Procedure to Check Megger:

Switch off main switchboard by means of circuit breaker & taking out fuse, put label
of MEN AT WORK, disconnect the connection from stator, teat with Megger Meter.
Measure during hot condition resistance for accurate reading.
The Megger insulation tester is essentially a high-range resistance meter
(ohmmeter) with a built-in direct-current generator. This meter is of special
construction with both current and voltage coils, enabling true ohms to be read
directly, independent of the actual voltage applied.
This method is non-destructive; that is, it does not cause deterioration of the
insulation.

(Image Credit: electrical-engineering-portal.com)

Fig: Megger test instrument hook-up to measure insulation resistance.

The generator can be hand-cranked or line-operated

to develop a high DC voltage which causes a small
current through and over surfaces of the insulation
being tested (Fig). This current (usually at an
applied voltage of 500 volts or more) is measured by
the ohmmeter, which has an indicating scale.
Safety device on switch board:
1.

Circuit breakers

2.

Over current relay (OCR) for protection from high current

3.

Reverse power trip

4.

Preferential trip

5.

Under voltage trip

6.

Fuse

7.

Earth lamp

8.

Synchroscope, synchronising lamp.

9.

Meter (ampere, frequency, volt, watt)

10.

Dead front panel safety device provided on the Main switch board
individual panels wherein you cannot open the panel until the power of that
panel is switched off.

Shore supply connections

Where arrangements are made for the supply of electricity from a source
on shore or other location a suitable connection box has to be installed in a
position in the ship suitable for the convenient reception of flexible cables, it
should contain a circuit breaker or isolating switch, fuses, and terminals of
adequate size to receive the cable ends.

For three phase shore supplies with earthed neutral terminals are to be
provided for connecting hull to shore earth

An indicator for shore side connection energised is to be provided.

A means for checking polarity or phase rotation is to be provided

At the connection box a notice indicating ships requirements with respect

to supply as well as connection procedure.

Alternative arrangements may be submitted for consideration.

How will you know the shore power supply

is correct or not?

Phase sequence indicator.(inside shore connection box, turn clock wise

direction)

Operate E/R vent fan & check airflow direction.

When excitation loss:

Tapping with hammer to field coil core of excitation motor.

Energise with battery.

Preferential trip:
If a generator overload condition develops, its preference overload trip will operate
to energise the timing relay. The timing relay then operates to disconnect nonessential services in a definite order and at definite time intervals.

None essential (without effecting the ship operation.)

Essential

Top polarity

5 sec:

(running the ship properly)

5 sec:

(propulsion, navigation)

15 sec:

Static electricity:

Electricity produced on dissimilar materials through physical contact &

separation

Out going material negative, remaining material positive.

Spontaneous combustion:
The ignition of material brought about by a heat producing exothermic chemical actin
within the material itself, without exposure to an external source of ignition. (Wet oily
rags, wet saw dust)

Armature reaction.
When a D.C generator or a motor is operating with load, sparking between the
carbon brushes and the commutator results due to Armature Reaction. Armature
reaction takes place when the armature current flows in the armature.
When current flows in armature, the armature core is magnetising by this current.
Magnetising effect of the armature current can be divided into two effects:

Cross magnetising or distorting effect.

Demagnetising or weakening effect.

To compensate the Armature reaction, modern Electrical Machines are provided with

Interpoles

Carbon brush rocker.

Neutralising Winding.

A.C motor starters:

A motor starter is an apparatus used for controlling the starting of an electric motor.
1.

Direct on line starter.(without current limiting element)

2.

Resistor or rheostatic starters.(with current limiting device)

3.

Star delta starter.

4.

Auto Transformer starter.(reduced voltage starting 55%, 60%, 70%, full

voltage running

5.

Rotor resistance starter.(starting slip ring induction motor)

Dash pot
Mechanical device to produce a time delay action. Operation of switch gears, arc
lamps, motor starters, Electro magnetic bake, etc. Time delay is adjusted by oil
viscosity used.

Earth detecting lamps

The earth fault detector consists of three incandescent lamps which are
connected in star. These three lamps are supplied from the secondaries of
three single phase step down transformers. The primaries of three
transformers are connected in star. The star point of the primaries is
connected the frame of the ship. The primaries of these transformers are fed
from the red phase, yellow phase and blue phase of the ship supply.

Giving visual signals and buzzer will sound when there is an Earth fault in
the system on board.

Three incandescent lamps which are connected in star. These three lamps
are supplied from the secondaries of three single-phase step down
transformers.

The primaries of these three transformers are connected in star. The star
point of the primaries is connected the Frame of the ship. The primaries of
these transformers are fed from the Red phase, Yellow Phase and Blue Phase
of the ship supply main.

No Earth Fault in the system, Lamps will glow with equal brightness.

When earth fault occurs one of the phases, the lamp on that phase will
become dark and other two lamps will burn with extra brightness.

Earth fault can be traced by switching off the branch circuit breaker one by
one. When the branch circuit with the fault is switched off, the earth lamp
will return to its normal glow.

Emergency power supply:

1.

Emergency lights.

2.

Navigation lights.

3.

International communication equipment.

4.

Day light signalling lamp.

5.

Ships whistle.

6.

Fire detecting and alarming installation.

7.

Manual fire alarm.

8.

Other internal emergency signal.

9.

Emergency fire pump.

10.

Steering gear.

11.

Navigation aid and other equipment.

Single phasing:

Single phasing is the term used to denote the condition arising in a threephase circuit when one phase becomes open circuited.

The open circuit in a phase, often from a blown fuse, faulty contact or
broken wire, will prevent a motor from starting but running motor may
continue to operate with a fault.

1.

Excessive current in the remaining supply cable.

2.

Unequal distribution of current in motor winding.

Can be detected by overload device in the supply line or through the

overheating.

Overheating in a stalled or running motor will cause burn out of the

overloaded coil.

In a lightly loaded motor to remain undetected by electromagnetic trips on

the supply line which monitor only current. Improve protection is given by
thermisters placed in the winding to measure thermal effects.

Insulated neutral system

Advantages

This system avoids the risk of loss of essential services e.g. steering gear

If the neutral was earthed and a short circuit on one phase causes the fuse
in that phase to blow the system would now be singled phasing and may
burn out motors

In an insulated neutral, one earth fault does not interrupt the supply but
an earth leakage detection system will give warning.

Low earth fault currents in insulated systems gives a much less fire risk.

Disadvantages

On the insulated system the voltage to earth is 1.73 Vph e.g. 440v vs
250v

Tracing an earth fault is more difficult because although selective tripping

may trace the earthed circuit, the actual position on the circuits may still be
difficult to locate. Resonant or intermittent faults in say a contactor solenoid
or a transformer with an insulated neutral can cause voltages to be
magnified to say 4 times the normal voltage to earth (250v x 4 = 1000v)

Note: electrical shock is not reduced by using a non-earthed neutral as

large voltages are involved. Both systems are equally dangerous
Earthed neutral system
When an earthed neutral system of generation is used earthing is to be
through a resistor. The resistor is to be such that it limits the earth fault
current to a value not greater than the full load current of the largest
generator on the switchboard section and not less than three times the
minimum current required to operate any device against

Back E.M.F

When a current flows through the conductors of an armature of a motor, a

force will be exerted on the conductors. This force produces a torque, which
will cause the armature of the motor to rotate.

When the armature conductors are moving across the magnetic field,
these conductors will cut the magnetic lines of force and therefore generate
an E.M.F. The direction of this generated E.M.F is opposite to the applied
voltage of the motor. Since the generated E.M.F in the motor is opposite to
the applied voltage to the motor, this E.M.F is called Back E.M.F.

Applied Voltage = Voltage drop to armature resistance + Back E.M.F

V

Ir

Eb

Automatic voltage regulator (AVR):

Sudden load current surges (sudden great increase) (e.g. due to motor starting)
on a generator cause a corresponding change in its output voltage. This is due to an
internal voltage drop in the generator ac windings and the effect is usually
called voltage dip. Similarly, load shedding (to get rid of it) will produce an over
voltage at the bus-bars. An unregulated or non-compounded generator excitation
system would not be realistic on board ship due to the varying voltage caused by the
fluctuating load demand. Automatic voltage regulation (AVR) equipment is necessary
to rapidly correct such voltage change.
1.

Carbon pile regulator.

2.

Vibration contact regulator.

The alternator output is transformed, rectified and output effect through magnetic coil
against spring which are voltage reference and apply to dc exciter shunt field and
rotor of alternator.
3.

Static automatic voltage regulator.

The direct current derived from the alternator output through transformer & rectifier,
is applied to a bridge which has fixed resistances on two arms and variable
resistances (zener diode voltage references) on the other two. When change in
applied voltage, by Whetstone bridge produce an error signal. The error signal can

be amplified and used to control alternator excitation in different ways. (Thyristor,

Transistors in series)

Diode

An electronic device that allows electrons to flow in one direction but in

highly resistant to current flow in the opposite direction. (Similarly check in
the piping system.)

The purpose of the diode is to function as a rectifier of higher frequency

and low frequency oscillation. It is used as detector in a receiver circuit.

1.

Thermionic diode consists of a heater, a cathode and an anode, in an

indirectly heated valve.

2.

Semi conductor diode is constructed with Mono crystalline germanium or

silicon wafers with two layers differently doped; pn junction acting as
rectifier junction.

Transistor

Three layer device, either NPN or PNP

It has emitter, collector & base

Used small signal power from a side circuit controlling the larger power in
other circuit. (Power gain or amplification)

Thyristor

Power control element. Multi -layer device of alternate P and N junction.

E.g.

Silicon controlled rectifiers (SCRs) ~ Four layer device.

Triacs ~ Greater number.

Thyristors are solid state switches, which are turned on by application of a

low-level signal voltage through a trigger connection known as a gate
electrode

No moving parts to wear, or contacts which can be damaged by arcing.

Ideal for remote operation. Small size ~ convenient component of control

circuit. Can control current greater than 1000 amps and voltage in excess of
1000 volts. Replace large conventional switches.

Operate faster rate (25,000 times per second).

Exciter:

It is a small D.C generator. It supplies the exciting current to the rotor of

the A.C generator.

Exciting current is current required to create any magnetic field.

Equaliser
An equaliser is a connection between the generators of different capacities running
in parallel so that the running load is divided proportionately between the two.

D.C loads on A.C ship service system:

1.

General alarm system.

2.

Emergency lighting.

3.

Emergency radio power.

4.

Rectifying for battery charging.

Maintenance of motors:
1.

Keep air passage clean.

2.

Remove deposits of dust, oil and grease.

3.

Take insulation resistance reading.

4.

Prevent sparking at brushes and commutator.

5.

Mechanical check at bearings, holding bolts couplings.

6.

Regular check on motor starters and controllers, maintenance of contacts,

resistance and connection.

Galvanometer:
It is an instrument for measuring the small electric current with its magnitude and
direction.

Resistor:
It is a device, which conducts electricity but converts part of the electrical energy into
heat.

Resistivity:
It is a resistance of a material and expressed in ohms/unit length.

Rheostat
It is a resistor, which is provided with means for readily adjusting its resistance.

Fire fighting at switchboard

1.

First of all the circuit breaker to be break out. Then extinguished with the
fire with CO2 portable extinguisher.

2.

After fire is stop, the switch board is cool down

3.

All wire system must be traced and continuity test.

4.

After tracing and renewing all fittings, the switchboard can be put back
into service.

Fire Prevention:
1.

Use correct fuse.

2.

All contacts of circuit breakers and switches are well contact.

3.

All wire connections are well lapped.

Causes of Fire:
1.

Loose contact.

2.

Incorrect fuse.

3.

Insulation break down

Residual magnetism:
When starting up a generator, the necessary magnetism is provided by the iron
cores of the field poles. This magnetism is known as residual magnetism.

Battery installation and safety measures:

1.

Require good ventilation for H2 involving. Require suitable paint to outlet

vent ducts. Ventilation inlet should be below battery level.

2.

Naked light and smoking are prohibited in battery room.

Lap wound.

Multi parallel circuit in armature.

Wave wound

Two parallel circuit in armature.

Failure to excite:
1.

Loss of residual magnetism.

2.

Too high resistance in the field circuit.

Universal motor:
1.

Series wound.

2.

Single phase.

3.

Either A.C or D.C can be used.

4.

Fractional(very small) power. (Less than 1 HP.)

Used on sewing machine, portable drill, etc.

(When the motor is attached to D.C line, the current is in the same direction all the
time. In an A.C line the current is reversing itself every cycle.)
What are the likely consequences of attempting to close the
incomers Air Circuit breaker (ACB) when the generators are not
in synchronism?
At the instant of closing the breaker, the voltage phase difference causes a large
circulating current between the machines which produces a large magnetic force to
pull the generators into synchronism. This means rapid acceleration of one rotor
and deceleration of the other. The large forces may physically damage the
generators and their prime movers and the large circulating current may trip each
generator breaker. Result? Blackout, danger and embarrassment!

Synchronising:
1.

Synchroscope

2.

Synchronising lamp:

Dark lamp method. (2 lamps)

Bright lamp method. (2 lamps)

Sequence method.(3 lamps)

How could you monitor the correct instant for synchronising

without the aid of a Synchroscope or synchronising lamps?
Connect pair of 500 V voltmeter probes across one phase of the incoming machine
circuit breaker. Adjust the generator speed until the voltmeter slowly fluctuates from
zero to maximum. Close the breaker when the voltmeter passes through zero.

PLANNING & PREPARATION OF DRY DOCK AS A

CHIEF ENGINEER
February 18, 2016 Marine Study One comment

Image Credit: www.rbrodarstvo.com

Preparations:
Dry docking survey is to be done every 2 years interval , 2 times in 5
each year cycle , called annual docking and special docking survey.
Special survey is carried out every 5 years interval.
As a Chief Engineer of a vessel , he must study the time of dry docking
due , verify annual or special , and prepare documents & defect list to be
repaired , at least 3 months priority for easy and efficient supports from
ship company.

Preparation of Documents:

The necessary plans , drawings , instruction manuals , service records of

previous docking to be collected and kept ready . Copy of plans and drawing
to be sent to dockyard on request.

List and intend the followings to be supplied in time

Needful machinery spares repair materials for ship staffs job

Paints

Collect and keep ready for special tools and devices

Issued needful instructions for safety , fire precaution and pollution

prevention.

Issue assignments for the work to be done before entering dry dock and to
be undertaken by E/R staffs under 2nd Engineer supervision.

Repair List
A. Repair list to be provided as:
1.

Works to be done by yard

2.

Works to be done by ship staffs

B. The following dock yard repair items to be mentioned details with their
specifications as follow:

Sea chest and grids

Sea suction valves

Location , No. of Zinc anodes fitted.

Location ,No. of valves , Types , Material ,

Dimensions

O/B Discharge valves

Location ,No. of valves , Types , Material ,

Dimensions

Piping repairs

Location , Material , Size , Length , No. of bends

Structural Repairs

Frame No. , Dimensions and scantlings , Class of

steels

Machinery Repairs

Makers name , Type and Model , Nature of repair

Machinery Survey

Class , Due date

Under water potion:

1.

Rudder

To measure pintle clearance , check locking arrangement

2.

Propeller

To fair up if any distortion and defects , to polish and lacquer

3.

Rope guard To open and check , renew if necessary

4.

Stern tube

Wear down to be measured , check simplex sea

5.

Tail shaft

To withdraw if special survey .

C. During docking Chief Engineer must attend all Class Surveyor

inspections .
D. Discuss and arrange with Ship Repair Manager to harmonize work
program between yard and ship staff, always regarding safety of the ship
and lives.
E. Alternations and additional works may occur during the course of
repairs. If any, Chief Engineer should make additional repair list. Attending
Superintendent or owner representative will issue order to shipyard.

Jobs for Engine room staff:

Engine room staff to be organized and assigned for the jobs to be
done by dockyard as follows:

To mark and labeled dock yard repair items.

To show location of repair items to dock yard crew and check their work
assessment . To co-operate in some places. ( Drain of water to correct tank
etc )

To check and record measurement taking for Rudder pintle clearance and
stern tube wear down .

If repair works for rudder , propeller , tail shaft withdrawing , stern tube
repair and renewal shaft seal , provide an Engineer and crew to check and
note down the work done by dockers. C/E himself require to be stand by
there.

Assigned an Engineer for leakage test for stern tube seal .

To check correct numbers and position of zinc anodes fittings . Inspect to

uncover them before undocking.

To check correct use of material fitting , sizes and dimension.

To note daily work done by dock yard and enter to Chief Engineer log.

To keep fire watch where the hot work take places.

Engine room staffs to be organized and assigned for the jobs to

be done by themselves as follows:
1.

Works to be done before docking procedures must be carried out as

follows

Collection of special tools, hand tools , marks and keep ready

Label tag the repair items

Cleaning of E/R tank top & bilge wells , Clear drain tanks.

Take M/E crank shaft deflection and recorded.

Test and keep ready emergency light , generator , emergency air

compressor, emergency fire pump.

Prepare cooling water connections for fridge and air conditioning plant

Prepare shore power supply connection

Topping up F.O tanks and Record all tanks sounding.

Pressed up air bottles and tight shut.

Shut down the boiler properly.

2. Before entering dry dock , explain procedures and assigned duties.

( Times recording , Diesel Generator stopping , Shore power and cooling
water connection etc)
3. The following works to be assigned and distributed among engine room
staff in group for supervision:

Valves from bilge and ballast system , cooling water system , steam line
and air lines. to be overhauled.

Waste & corroded piping to be rectified as necessary.

Necessary coolers to be cleaned.

Scheduled maintenance to be done, if any .

C.S.M survey items to be done , if any.

E/R cleaning and painting.

4. Discuss with 2nd Engineer in every mourning regarding work progress.

5. To enter all daily work done by themselves in Chief Engineer log.
6. Instructions and check lists to be issued for undocking procedures , to
inform abnormal condition.
7. Provide fire stand-by duty day and night.

COC ORAL EXAM PREPARATION (PART 14):

SHIPS CERTIFICATES
December 19, 2015 Marine Study Leave a comment

Certificates onboard:
1.Certificate of Registry
2. International Tonnage Certificate
3. International Load Line Certificate
4. International Load Line Exemption Certificate
5. Certificates for Master, Officers and Ratings

6. Derating or Derating Exemption Certificate

7. International Oil Pollution Prevention Certificate
8. International Sewage Pollution Prevention Certificate
9. International Safety Management Certificate, SMC
10. International Medical Certificate
11. Passenger Ship Safety Certificate
12. Cargo Ship Safety Construction Certificate, SAFCON
13. Cargo Ship Safety Equipment Certificate, SEC
14. Cargo Ship Safety Radio Certificate
15. Exemption Certificates for SAFCON, SEC and Radio Certificate
16. Certificate of Classification
17. Certificate of Insurance or other financial security in respect of civil
liability for oil pollution damage
18. International Pollution Prevention Certificate for the Carriage of
Noxious Liquid Substances in Bulk. [NLS Certificate]
19. Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
(Chemical Tanker)
20. Certificate of Fitness for the Carriage of Liquefied Gases in Bulk
(Gas Carrier)

SOLAS Certificates:
1.

Passenger Ship Safety Certificate

2.

Cargo Ship Safety Construction Certificate

3.

Cargo Ship Safety Equipment Certificate

4.

Cargo Ship Safety Radio Certificate

5.

Cargo Ship Safety Certificate 1

6.

Exemption Certificate

7.

Document of Compliance with the special Requirements for Ships carrying

Dangerous Goods

8.

Minimum Safe Manning Document

9.

Document of Authorization for the Carriage of Grain

10.

International Certificate of Fitness for the Carriage of Dangerous Chemicals

in Bulk

11.

International Certificate of Fitness for the Carriage of Liquefied Gases in

Bulk

12.

International Certificate of Fitness for the Carriage of INF Cargo

13.

Safety Management Certificate (ISM)

14.

Document of Compliance (ISM)

15.

High Speed Craft Safety Certificate

16.

International Ship Security Certificate

MARPOL Certificates:
MARPOL Annex I:
1. International Oil Pollution Prevention Certificate (IOPP Certificate)
2. Statement of Compliance with CAS (as a supplement to ships IOPP
Certificate)
MARPOL Annex II:
1. International Certificate of Fitness for the Carriage of Dangerous
Chemicals in Bulk
2. Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
3. International Pollution Prevention Certificate for the Carriage of Noxious
Liquid Substances in Bulk (NLS Certificate)
4. Certificate of Fitness for Offshore Support Vessels
MARPOL Annex IV:
1. International Sewage Pollution Prevention Certificate
2. Result of calculation of moderate rate of discharge in accordance with
MEPC.157(55)
MARPOL Annex V:
1. Garbage Management Plan
2. Garbage Record Book
MARPOL Annex VI:
1. International Air Pollution Prevention Certificate
2. Engine International Air Pollution Prevention Certificate
incl. Technical File and Record Book of Engine Parameters if applicable.
3. International Energy Efficiency Certificate

COC ORAL EXAM PREPARATION: (PART 15): FIRE

& SAFETY
January 7, 2016 Marine Study Leave a comment

Fire Hose:
1.

At least one fire hose for each of the hydrants and hose shall be used only
for extinguishing fires and testing purposes. (Passenger Ship)

2.

One for each 30m length of ship and one spare, but not less than 5 in
all. (Cargo Ship = or > 1000GT) and ship carrying dangerous goods shall be
provided 3 hoses & nozzles in addition to those required above and cargo
ship <1000GT, shall be provided no less than 3 fire hoses & nozzles.

3.

2 diameter and 30ft or 60ft. length.

4.

Nozzle for ER 12mm, 16mm and 19mm size and shall be approved for duel
purpose (jet/spray) incorporating shut-off valve.

5.

Fire hoses shall have a length of at least 10 m, but not more than:

15 m in machinery spaces;

20 m in other spaces and open decks; and

25 m for open decks on ships with a maximum breadth in excess of 30 m.

Pressure of Fire Hydrant:

Two pumps simultaneously delivering through nozzles minimum pressures

shall be maintained at all hydrants:

1.

Passenger ship = or > 4000 GT:

0.40 N/mm.

2.

Passenger ships < 4000 GT:

0.30 N/mm.

3.

Cargo ship = or > 6000 GT:

0.27 N/mm.

4.

Cargo ship < 6000 GT:

0.25 N/mm (SOLAS Ch II-2 Reg 10

Para 2.1.6)

Diameter of Fire Main and Water Service Pipe need only be sufficient for
effective distribution of the maximum required discharge of 140 m/ hr from
2 Fire Pumps operating simultaneously. (SOLAS Ch II-2 Reg 10 Para 2.1.3)

Fire pumps:
Requirements:
1.

Pressure requirements: Fire pumps shall be capable of giving a quantity

of water, for fire fighting purpose, at following minimum pressures of:

A.

Passenger ship = or > 4000 GT:

0.40 N/mm.

B.

Passenger ships < 4000 GT:

0.30 N/mm.

C.

Cargo ship = or > 6000 GT:

0.27 N/mm.

D.

Cargo ship < 6000 GT:

0.25 N/mm (SOLAS Ch II-2 Reg

10 Para 2.1.6)
2.

Total Capacity of required Fire Pumps:

For passenger ships, fire pumps shall be capable of giving a quantity of

water, for fire fighting purpose, not less than 2/3rd of the quantity given
by bilge pumps.

For cargo ships, fire pumps shall be capable of giving a quantity of

water, for fire fighting purpose, not less than 4/3rd of the quantity given
by bilge pumps in a passenger ship of same dimension, provided that total
required capacity of fire pumps need not to exceed 180 m/hr in cargo ship.

3. Capacity of each Fire Pump: Each of required fire pumps (other

than emergency fire pump) for cargo ships shall have a capacity not less
than 80% of the total required capacity divided by minimum number of
required fire pumps but not less than 25 m3/hr with at least discharge of
water with 2 jets.
4.

Total number of Fire Pumps:

In Passenger Ships = or > 4000 GT: at least 3 fire pumps and <4000 GT:
at least 2 fire pumps shall be provided.

In Cargo Ships = or > 1000 GT: at least 2 fire pumps and <1000 GT: at
least 2 power driven pumps, and 1 of which shall be independently
driven fire pump shall be provided.

5. Sanitary, ballast, bilge or General service pumps may be accepted as

fire pumps, provided that they are not normally used for pumping oil fuel,
and suitable change-over arrangements are fitted if they are subjected to
occasional duties for pumping oil fuel.

Emergency Fire Pump:

1.

Located outside machinery space.

2.

No direct access permitted between machinery space and space

containing Emergency Fire Pump.

3.

Capacity: at least 40% of total capacity of fire pumps, required by

regulation, and in no case less than 25 m/hr.

4.

Pressure: sufficient to supply water of 40 ft horizontal throw, from 2

numbers of dia. water jets, from hoses of standard size and length,
which are connected to any part of the ship.

5.

Total suction head and net positive suction head shall be such that,
minimum 25 m/hr capacity, 2 water jets of 40 ft horizontal throw, shall be
obtained, under all conditions of list, trim, roll and pitch.

6.

If diesel engine driven:

It is self-cooled.

Easily started in cold condition [0C] by hand cranking.

Fuel service tank must have sufficient capacity for at least 3-hour
operation,

full load.

Sufficient reserves available outside machinery space, for additional 15hour,

full load.

7. If motor driven:

Two sources of power supply provided.

Power operated emergency fire pump, with source of power and sea
connection, must be located outside machinery space.

Sprinkler System:
1. By Regulation, passenger ships carrying more than 36 persons shall be
provided with Automatic Sprinkler System.
2. Generally used only to protect living quarters, passageways and public
spaces.
Operation:
1. Each sprinkler head provided with a quartzoid valve, which seals the
outlet of water pipe.
2. Valve is partially filled with special fluid, so that a rise in room
temperature will expand the liquid and the valve will burst.
3. Water under pressure; will flow out from Sprinkler System. ( 5 8 bars
pressure is maintained in FW pressure tank by air pressure.)
4. Sprinkler head can cover a floor area of about 12m with water pressure

of 5 8 bars.
5. Pressure drop in tank activates the pumps to take over and supply
water from FW holding tank. When holding tank become empty, SW
pumps come into action automatically.
Regulations
1. No: of heads not more than 200 per section.
2. Heads are spaced not more than 4 meters apart.
3. At least 2 sources of power supply to Automatic alarm system and SW
pump.
Advantages:
1. Self fire detection, and immediate and automatic operation at all time
2. Not harmful to human.
3. No need to seal the space.
4. No need to clean the media, after use.
Various sprinkler head colour: Red

Yellow

Green

Blue

Purple
Quartzoid valve will burst at:

68C

79C

93C

141C

182C

Inert gas:
1. The gas which does not support combustion is inert gas, such as CO,
N, and boiler flue gas containing < 11% O.
2. Tankers of 20,000 DWT and above, provided with Fixed Inert Gas
System.
a) To prevent accumulation of explosive mixtures in cargo tanks, during
ballast voyage and during tank operations.
b) To minimise risks of ignition by static electricity generated by the
system itself.
3. Inert gas is used only in fixed installations and large bore piping are
used due to low pressure of the gas.
4. Main function is essentially fire-preventive by providing an inert
atmosphere.
5. Inert gas installation is not acceptable in machinery spaces.

Inert Gas Composition:

N ~ 80% by volume:

CO ~ 14%:

O ~ (2 5)%:

Water vapour at 20C ~ 2%:

CO ~ 0.01%:

SO ~ 0.005%:

Nitrous gases ~ 0.02%:

Soot ~ 50 mg / m

Inert gas generator:

1. Consists of horizontal brick-lined combustion chamber, surrounded by
water jacket, and pressurised about 0.3 0.6 bar.
2. Burner is lit by high-tension electrodes and oil pressure is controlled by
regulator with control valve.
3. Diesel engine drives fuel pump, air blower, and electric generator which
drives SW pump.
4. Excess C and S gases are removed, and temperature reduced to 2C
above SW temperature, in vertical washing and cooling chamber, in which
water sprayers are fitted.
5. Control panel has CO recorder, pressure gauges, and water and fuel
system alarms.
6. Inert gas can be released to any space, at 125% of ships maximum
rate of discharge capacity, in volume.

Extinguishing Media:
Water: Cooling and smothering by steam.
Foam: Combined effect of cooling and smothering.
CO: Smothering and inhibition.
Dry Power: Extinguished by inhibition ( breaking chain reaction.)
Inert Gas: Fire-preventive, by providing an inert atmosphere.
When fire breaks out:

1. Activate fire alarm or emergency alarm, as soon as noticing of breakout

of fire.
2. Find the origin of fire, CE and all ER members informed.
3. Restrict it, and extinct it on the spot with portable extinguishers and by
other means.
4. Verify the class of fire and decide the type of extinguishing agents,
which should be used.
5. Initial attack must be backed-up with second more substantial means of
attack.
[i.e. Semi-portable or Fire main, follows after portable ones.]
6. Water must be used prudently, since ships stability can be affected.
7. Fixed installation is a back-up, used as a last resort. Usage of fixed
installation in ER fire can cause loss of power and steering, for a long
period of times.
8. Fixed fire fighting installation system can be used as initial attack on
cargo hold fire.
9. Fire must be confined to the space, in which originated; [by controlling
flow of air, by cooling adjacent bulkheads, and by directing extinguishing
agents onto fire].
10. Finally after fire is out, overhauling begins, and check structural
damages.
11. All fire fighting equipment replenished.
12. Cause of fire to be determined, and action taken to prevent
reoccurrence of same type of fire.

If fire is considerable and immense:

1. Sound fire alarm system.
2. Evacuate all ER staff, count them and assign them as per Muster List.
3. Remote stopping of all fuel pumps, to be done.
4. Remote closing of all quick closing valves, to be done.
5. Remote closing of all skylight doors and ER watertight doors, to be
done.
6. Remote closing of all ER ventilation dampers, to be done.
7. Prime mover and all machinery to be stopped.
8. All ER entry and exit doors, to be closed perfectly.

9. All ER ventilation fans, to be stopped manually.

10. Fixed installation system, to be operated by CE or 2/E in proper
manner.

Fixed fire Detection and Alarm System:

a) This system with manual call points must be able to operate
immediately at all times.
b) Must have two sources of power supply, and visual and audible alarms
for power failure.
c) Control panel should be located on Bridge.
d) Heat, smoke or other products of combustion, flame or any combination
of these may operate detector.
Types of Detector:
Smoke detector:
1. Installed at stairways, corridor, escape route within Accommodation
Space.
2. Also used in Cargo space and Machinery space
3. Maximum floor area per detector = 74 m.
4. Max. distance apart = 11 meters.
5. Max. distance away from bulkhead = 5.5 m.
6. Photocell or light scattering types.
Heat Detector:
1. Maximum floor area per detector = 37 m.
2. Max. Distance apart = 9 meters.
3. Max. Distance away from bulkhead = 4.5 m.
4. Used Bi-metal strip.
5. Fitted in boiler room, laundry, Control Room, Galley.
Flame Detector:
1. Ultra Violet or infrared.
2. Fitted near fuel handling equipment.
Combustible Detector:
1. Fitted in galley, ER fwd bulkhead adjacent to p/p room under floor plate.

Fire fighting for tanker:

Machinery space: CO or foam fixed installation.

Cargo deck area: Fixed deck foam system for cargo deck area.

Pump room: Must be protected from fixed installation of CO or foam.

Accommodation front: Water.

Paint Locker:

Paint and other inflammable liquid lockers must be protected by an

appropriate fire fighting equipment.

Paint locker is usually protected by pressure water spray system for

boundary cooling, and detector should be flame detector.

Detection, Prevention and Extinguishing of fire in ER of 5000 ton

vessel:
Detection:
1. Automatic fire alarm and detection system indicates presence of fire
and its location.
2. Indicators are centralised in Engine CR and Bridge, and alarm signals
are audible and visual.
3. Detectors operate when rate of temperature rise of surrounding air
reaches set limit of 145F (62.8C).
4. Human common senses such as sight, smell, hearing and feeling are
also good detection.
Prevention:
1. Fire Control Plan is set out in accessible position in CR.
2. ER personnel must have training such as to locate the fire, to inform,
restrict, and extinguish with suitable appliances.
3. Fire Drill carried out once a week. Exercise for abrupt evacuation of ER
before releasing CO must also be practised.
4. Weekend testing and checking of emergency stops, quick closing
valves, watertight doors (remote and local) ventilation dampers and
skylight doors.

5. Cleanliness in ER is most important.

6. Maintenance of all fire fighting appliances.
Extinguishing:
1. Two independently driven power pumps and one emergency pump
driven by own engine with delivering capacity of at least 25 m / hr. each.
2. Two hydrants (port and starboard) with spray nozzle fitted hose.
(Minimum water pressure 37 psi.)
3. International shore connection [outside 7 or 178 mm: inside 2 or
64 mm].
4. CO fixed installation which delivers 85% of gas within 2 minutes.
(Total weight of CO per bottle: 100 lbs. or 45 kgs.)
5. Six nos. portable extinguishers (2 gal or 9.09 litres Foam 2 nos.,
2 gal Soda Acid 2 nos., 13 lbs or 6 kgs CO 2 nos.)
6. 10 gal froth type extinguisher 1 no.
7. 10 ft of sand in the box.
Usage of the above mentioned equipment:

Oil fire: sand, foam, water spray

Combustible material: water, chemical foam, soda acid

Electrical: CO gas and dry powder

Fire control plan:

1.

General arrangement plan must be permanently exhibited onboard, for

the guidance of officers.

2.

Positioned outside the deck house [opposite to gangway of both sides] in a

permanently watertight enclosure for assistance of shore fire brigade.

3.

Fire Control Plan includes:

Fire control stations.

Various fire sections, enclosed by both Class A and Class B divisions.

Particulars of fire detection and alarm system.

Sprinkler installation and fire extinguishing appliance.

Means of escape.

Ventilation system, including positions and numbers of fan controls and

dampers.

Fire Fighting Appliances (FFA):

1. All portable and semi-portable extinguishers: Good working order
ensured, properly placed in ER and always made handy.
2. Fixed fire fighting installation: Alarm testing and function testing once a
week, compressed air blowing of lines and discharge nozzles, contents to
be weighed and checked periodically.
3. Emergency fire pump: Good working order ensured, weekly test run
without failure.
4. Fire detection, monitoring and alarm system: Tested weekly without any
failure.
5. All fire hydrants and their connection, sand boxes and scoops: Kept in
good working order.
6. Fire mans outfits: 2 numbers in good working order and handy at all
times.
7. International shore connection: Placed at proper location.
8. All ER members: Properly educated about fire fighting appliances and
their operation.
9. Fire drill: Carried out at least once a month.
Safety Equipment:
1. Portable fire extinguishers.
2. Semi-portable fire extinguishers.
3. Fixed installation.
4. Detection and monitoring of fire.
5. Alarm signalling of fire.
6. Fire mans outfits:
Personnel equipment; an axe, lifeline, protective clothing, rigid helmet,
safety lamp (oxygen content meter), portable electric drill, boots and
gloves.
Breathing Apparatus; at least 2 nos: to be provided.
7. Emergency fire pump: With 2 additional main fire pumps (Sanitary,
Ballast, Bilge or GS pump), not normally used for pumping oil fuel.
Suitable changeover arrangement fitted, if they are occasionally used for
pumping oil.
8. Fire hoses, nozzles of 12mm/16mm/19mm diameter [spray/jet type]

and their container box.

9. Escape ways, at least two nos.
10. Emergency generator.
11. Emergency lighting system (24V DC & 220V/110V AC).
12. Inert gas system.
13. Steering gear.
14. Communication system between bridge to ER, and to steering gear
room.
15. Remote closing and stopping of fuel tanks, fuel pumps, ventilation
fans, skylight door, watertight doors, and fire dampers.
16. International shore connection.
17. Lifeboat, Life raft, Life buoy and Life jacket with illuminating source.
18. Navigation lighting (port and starboard, Main mast, Fore mast, Stern,
Anchor).
19. Pilot ladder and lighting.
20. Gyro compass, Echo sounder, Direction finder, Radar and its alarm
system.
21. Distress signal flares at least 12 numbers.
22. First aid kit.
23. Signalling apparatus (daylight signal, light and power source,
Forecastle bell, Gong and ship whistles, Fog horn).
ER Fire Fighting Media:
For boiler room:
1. At least 2 Portable Foam Extinguishers
2. 135 litres Foam Extinguisher
3. 1 Portable Foam Applicator with 20 litres spares tank.
4. One Sand box with a scoop.
For ER
1. At least 1 Portable Foam Applicator with 200 lb. spare container.
2. At least 45 litres Foam Extinguisher
3. At least 2 Portable Foam Extinguishers shall be placed within, not more
than 10 meter walking distance.

For ER Control Room:

1. Sufficient number of CO Portable Fire Extinguishers.
Portable fire extinguishers:
1. Capacity of portable fluid extinguisher: 13.5 litres and 9 litres.
2. Other extinguisher: at least as portable as 13.5 litres fluid extinguisher
and fire extinguishing capability at least equivalent to that of 9 litres fluid
extinguisher.
3. Ships of 1000 tons gross tonnage and upwards, shall carry at least 5
portable fire extinguishers.
4. In boiler room:
a) At least 2 portable foam type extinguishers.
b) At least 1 foam type extinguisher of 135 litres capacity minimum, with
hoses on reels, reaching any part of boiler room.
c) A box of 10 ft of sand or other approved dry material with scoop.
d) One set of portable foam applicator unit with one spare 20 litre tank.
5. In space containing internal combustion machinery:
a) Sufficient no. of 45 litre capacity foam type extinguishers, to enable
foam to be directed onto fuel and LO pressure system, gearing and other
fire hazards.
b) Sufficient no. of portable foam type extinguishers, so located that, there
shall be at least 2 such extinguishers within 10- meter walking distance.
6. In space containing steam turbine:
a) Sufficient no. of 45-litre capacity foam type extinguishers, to enable
foam to be directed onto LO pressure system, turbine casing, gearing and
other fire hazards.
b) However, such extinguishers shall be omitted, if protection is given by
fixed installation.
c) Sufficient no. of portable foam type extinguishers, so located that, there
shall be at least 2 such extinguishers within 10- meter walking distance.

Personal Life Saving

Appliances:
1.

Life buoys

2.

Life jackets

3.

Immersion suits

4.

Thermal protective aids.

Firemans outfit:
Consists of:

Personal equipment, comprising protective clothing, boots and gloves of

rubber, a rigid helmet, an electric safety lamp [min burning period 3 hrs.],
and an axe.

A breathing apparatus. Smoke Helmet [Smoke mask] or Self-contained

compressed air BA set.

Smoke helmet (Smoke mask) BA set:

a) Provided with suitable air pump.
b) An air hose exceeding 2 m in length, but not more than 36m.
Gas Mask BA set:
Not used for fire fighting purpose.
Self-contained compressed air operated BA set:
a) Volume of air in cylinders shall be at least 1200 litres.
b) Capable of functioning for at least 30 min.
c) Fireproof lifeline of sufficient length and strength is attached.
d) 2 firemans outfits (2 BA sets) shall be stored in widely separated
positions, and must be easily accessible and ready for use.
Closing Arrangements in ER:
1.

Entrance Doors

2.

Shaft Tunnel Watertight Door

3.

Skylight Doors

4.

Ventilator Flaps

Fire Detectors:
1.

Heat Detector

2.

Flame Detector

3.

Smoke Detector

4.

Combustion Gas Detector.

Heat Detector:

There may be 3 types; fixed temperature, rate of temperature rise, or a

combination.

Rate of rise detector do not respond and give alarm if temperature

gradually increases, e.g. moving into tropical regions or heating switched on.

Tested by portable electric hot air blower.

Rate of temperature rise Detector:

a) Pneumatic Type:
1.

Increase in temperature increases the air pressure inside thin copper

hemi-spherical bulb, if the airs bled through two-way bleed valve is
sufficient, diaphragm will not move up and close the contacts.

2.

If rate of temperature rise causes sufficient pressure build-up inside the

bulb to close the contact, alarm will be given.

3.

Temperature adjustment screw is provided to close the contacts at a

predetermined temperature, giving alarm.(Temperature setting vary from
55C to 70C.)

b) Bi-metal Coil Type:

1.

Two bi-metal coils are attached to a vertical support bracket and upper
coil is better insulated from heat than lower coil.

2.

When temperature increases lower coil will move to close

the gap (between two contacts) at faster rate thanupper coil moves to
maintain the gap.

3.

If rate of temperature rise is sufficient, the gap will close and alarm given.

4.

A fixed temperature stopgap is provided at upper coil to close the contact

giving alarm.

c) Fixed Temperature Detector:

Quartzoid Bulbs fitted into Sprinkler System are fixed temperature

detectors, used for spaces other than engine and boiler rooms.

Flame Detector: (Infra-red)

1.

Flame has a characteristic flicker frequency of about 25 Hz, and this fact is
used to trigger an alarm.

2.

Flickering radiation from flames reaches detector lens/filter unit, which

only allows infra-red rays to pass and be focused upon cell.

3.

Signal from cell goes into amplifier, which is tuned to 25Hz, then into time
delay unit and alarm circuit.

4.

To minimize false alarms, fire has to be present for predetermined period.

5.

Suitable for machinery spaces, but not in boiler room.

6.

Obscuration by smoke renders it inoperative.

7.

Tested by means of a naked flame.

Smoke Detectors:
1.

Light Scatter

2.

Light Obscuration

3.

Scatter and obscuration combined.

Light Scatter Type:

1.

Photo-cell is separated by a barrier from a semi-conductor, intermittently

flashing light source, are housed in an enclosure, allowing smoke but
not light inside.

2.

When smoke is present in the container light is scattered around the

barrier onto photocell and an alarm is triggered.

3.

Could give early warning of fire.

4.

Photocell and light sources are vulnerable to vibration and dirt.

5.

Tested by means of cigarette smoke.