PH – I I FG

ENGINEERING KNOWLEDGE, INSTRUMENTS &

CONTROL SYSTEMS
THEORY ANSWERS TO MMD EXAM QUESTIONS
Compiled by SATHISH KUMAR
 (Answers Set)
FIRST MATE OF A FOREIGN GOING SHIP (PHASE – II)
FUNCTION: NAVIGATION
(Management Level)
PAPER: ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Please Note:

These questions are consolidated by sorting out and manually removing the duplicates of all the questions asked in
PH-II FG MMD exams for Engineering Knowledge, Instruments & Control Systems.
Few questions have been deliberately skipped as their answer forms part of various answers compiled here.

DIGITAL Marketing
PROPOSAL
PAGE NO. OF
QUESTION NO: TOPIC AS PER PATTERN
NUMBER QUESTIONS
2 Boilers and Engineering Terms 3 20
Distillation and Fresh-Water System / Pumps and
3 19 22
Pumping Systems
4 Steering Gears / Stabilisers 34 14
Steering Generators, Alternators and Electrical
5 43 16
Distribution
6 Refrigeration, Air-Conditioning and Ventilation 52 16
Sewage Treatment Plants / Oily Water Separators
7 62 12
and Oil Filtering Equipment / Incinerators
8 Deck Machinery / Hydraulic Systems 69 18
Diesel Engines / Steam Turbines / Propeller and
9 80 28
Propeller Shaft
10 Bridge Control / Engine Room Watchkeeping 100 15

All the best mate!!!

 Question No.2 Boilers and Engineering Terms
1. What is the purpose of boiler on ships?
Steam Generation:
 The primary purpose of a boiler is to generate steam.
 Steam is used for various applications on board ships, including propulsion, power generation, heating, and
operation of auxiliary machinery.

Propulsion:

 The steam generated by the boiler powers steam turbines or engines, providing the necessary thrust for
propulsion.
 This is particularly common in steam-powered vessels.

Power Generation:
 The boiler produces steam to drive steam turbines or generators, converting thermal energy into electrical
power for the ship's electrical systems and equipment.

Heating:
 Steam from the boiler is utilized for heating purposes on board, such as providing hot water for domestic use,
heating fuel oil, or maintaining suitable temperatures in cargo tanks or living quarters.

Cargo Operations:
 Some specialized vessels use boilers for specific cargo operations, such as tankers with boiler heating systems to
heat and maintain the viscosity of cargo, such as heavy fuel oil or chemicals.

Auxiliary Machinery:
 The boiler provides steam to power various auxiliary machinery and systems on board, including pumps,
compressors, winches, and other equipment necessary for ship operations.

2. Sketch and describe a water tube aux. boiler. How circulation of water takes place in such boiler.

3|Page
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
 Also known as foster wheeler ESD type water tube boiler.
 This consists of two horizontal cylindrical drums, one above the other. The top being the steam drum and
bottom the water drum.
 These are connected directly by vertical generating tubes and other tubes via headers.
 Buner provides the necessary heat. And baffles are fitted to direct the hot gasses from all burners.
 The feed water circulates from the steam drum to the water drum and is heated in the process.
 The steam is produced in the steam drum and enters to the inlet of superheater.
 This steam is further heated and dried in the superheater and leaves through the outlet.
 The attemperator i.e. a steam cooler may be fitted in the system to control the superheated steam
temperature.
 Before water enters the economizer, it gets heated by the hot gasses from the furnace thereby increasing the
efficiency.
 The economizer is so called because economy is affected by transferring heat from the hot waste gases to the
boiler feed water. This heat which would otherwise be lost in the gases escaping up the funnel, increases the
temperature of the feed water, hence less heat is required from the fuel.
 The whole system is encased in sheet steel with fire brick work bolted to inside and thermal lagging to outside
of casing.

3. Sketch and describe a smoke tube aux. boiler

 Also known as Cochran smoke tube boiler or fire tube boiler.

 Suitable for producing relatively small amount of low-pressure steam for auxiliary purposes.
 The fuel is burn in the furnace having hemispherical crown.
 The crown is attached to the boiler shell by means of an ogee ring.
 The hot gases pass from fire through one or more tubes.
 Thus, water which is in contact with the tubes gets heated by thermal conduction.
 This above figure is of a composite boiler which means the steam can be generated using heat either from main
engine exhaust gas or from oil firing or from both. Thus, it is also called as exhaust gas boiler.
 When the vessel is in port the generation of steam can be maintained by oil firing.
 Internal access to the boiler is provided by a manhole in the top of the shell, while handholes in the lower
section of the shell provides access to the lower part of the water space for cleaning and inspection.

4|Page
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
4. List important mountings of a boiler stating their use.

I. Water gauge.
II. Safety valve
III. Main steam stop valve.
IV. Auxiliary stop valve
V. Main feed check valve
VI. Blow down valve
VII. Air vent
VIII. Salinometer valve
IX. Pressure gauge cock
X. Soot blowers

Water Gauge:

 The water gauge is a glass tube gripped in steam tight glands with steam and water cocks.
 The water level in the boiler can be seen as it takes up same level in the glass.

Safety Valve:

 The safety valve is provided to prevent over pressure.

 Minimum of two safety valves to each boiler is fitted.
 The safety valve fitted with had operated easing gear by which the valves can be manually floated in case of
emergency.

Main Steam Stop Valve:

 Function is to isolate the boiler from the main steam line. Its fitted on top of the boiler on main steam line.
 It is either full open when boiler is supplying steam to the main turbines or closed tight when boiler is not
supplying main steam.
 Usually SDNR type to prevent steam flowing back in to the boiler.

Auxiliary Stop Valve:

 Function is to isolate the boiler from auxiliary steam lines.

 Auxiliary steam line carries steam to various steam to various steam pumps, winches heaters etc.
 Usually SDNR type to prevent steam flowing back in to the boiler.

Main Feed Check Valve:

 Fitted to provide final control over the entry of feed water into the boiler.
 Positioned on the shell of the boiler at the water level.
 Usually SDNR type so that in the event of a loss of feed pressure, to prevent boiler water blow back into the
feed line.

Blow Down Valve:

 These are fitted to the water drum to enable water to be blown from the boiler in order to reduce the density.
 Consists of two valves mounted in series. First valve must be full open before the second can be cracked open
i.e. sufficient to give the required rate of blow down.

Air Vents:

 These are fitted to the upper parts of the boiler as required to release air from drums and header.
 Air is released first while filling the boiler with water and later while raising steam to let the inside air out.
 Also lets in air when boiler is cooling off during shutdown.

5|Page
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Salinometer Valve:

 These are fitted to the water drum to enable samples of boiler water to be drawn off so that the boiler water
tests required for the control of the feed water treatment can be carried out.

Pressure Gauge Cock:

 This is provided on the steam space.

 To this cock is connected a pipe up to steam pressure gauge placed at a convenient place at eye level.

Soot Blowers:

 Operated by steam or compressed air, they act to blow away soot and products of combustion from the tube
surfaces.
 Several blowers are placed at strategic places.

5. State the procedure for raising steam in a boiler from cold.

 Fill boiler with water to about one-quarter of the water level gauge glass. Make sure the air vent is open.
 Make sure no oil lying in the bottom of the furnace before lighting up.
 Run the forced draught fan and purge the furnace.
 Line up all the valves and start the fuel booster pump, checking to see that enough oil is there in the service
tank.
 Open the air to furnace. When the thermometer on the boiler front indicates correct temperature of the oil, put
the lighted torch into the furnace and open oil to one of the burners at the lowest possible rate.
 Fire the boiler at short intervals, for very small periods, to enable it to warm up gradually. Failure to do so could
lead to thermal stresses.
 When steam start coming out of the air vent, shut the vent and slowly raise steam to the proper working
pressure.
 Following must be checked:
- Test water gauge by blowing through
- check boiler pressure gauge
- check boiler safety valve,
- check easing gear whether it’s clear.
 Firing rate may now be increased if all the checks are found satisfactory.
 Boiler is ready to supply required steam.

6. Distinguish between water tube and fire tube boiler

Aspect Water Tube Boiler Smoke Tube Boiler

Water circulates inside the tubes, which Hot gases flow through the tubes,
Operating Principle are exposed to the hot gases from the while water surrounds the tubes in
furnace. the shell.
Heat Transfer Method Convection and radiation heat transfer. Mostly radiation heat transfer.
Typically produces low-pressure
Steam Production Generates high-pressure steam.
steam.
Generally used for large capacity Suitable for small to medium
Size and Capacity
applications. capacity applications.
Limited to low to medium pressure
Pressure Handling Handles higher pressure levels
applications.
Generally higher efficiency due to higher Lower efficiency due to less heat
Efficiency
surface area for heat transfer. transfer surface area.
Water Requirement Requires a larger volume of water Requires a smaller volume of water.

6|Page
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
 Faster response time to load
Response to Load Changes Slower response time to load changes
changes.
Safer due to better water circulation and Slightly less safe due to potential
Safety
higher-pressure handling capability. tube rupture.
Relatively simpler and less labour-
Maintenance More complex and requires skilled labour.
intensive.

7. Explain about boiler safety valves and at what pressure are boiler safety valves set.

 This is a Safety device fitted to the boiler to prevent overpressure.

 Minimum of two safety valves to each boiler must be fitted.

The valves are required to be: -

- Set to blow off at a pressure not exceeding 3% of the working pressure.

- It must me designed so that, under full firing conditions of the boiler and with the steam stop valve shut the
valve must lift sufficiently so that the pressure does not rise above 10% of designed blow-off pressure i.e.
valve should not allow steam to accumulate.
- It is also called accumulation test of the boiler.
- Specially shaped lips on the valve and seat assist in minimising accumulation of steam pressure.
- Waste steam piston also helps to give further increased valve lift.

7|Page
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
8. Sketch and describe an open feed water system used for boilers. Or Draw a line diagram of a complete feed
water system for an auxiliary boiler showing the direction of flow in all lines. Explain how the feed supply to
the boiler is regulated.

 The exhaust steam from the various services is condensed in the condenser.
 The condenser is circulated by sea water.
 The condensate then drains under the action of gravity to the hot-well and feed filter tank.
 Where the condenser is under an amount of vacuum, extraction pumps will be used to transfer the condensate
to the hot well.
 The hot well will also receive drains from possibly contaminated systems, e.g. fuel oil heating system, oil tank
heating, etc.
 The feed filter and hot well tank is arranged with internal baffles to bring about preliminary oil separation from
any contaminated feed or drains.
 The feedwater is then passed through charcoal or cloth filters to complete the cleaning process.
 Any overflow from the hot well passes to the feedwater tank which provides additional feedwater to the system
when required.
 The hot well provides feedwater to the main and auxiliary feed pump suctions.
 A feed heater may be fitted into the main feed line.
 This heater may be of the surface type, providing only heating, or may be of the direct contact type which will
de-aerate in addition.
 De-aeration is the removal of oxygen in feedwater which can cause corrosion problems in the boiler.
 A feed regulator will control the feedwater input to the boiler and maintain the correct water level in the drum.

9. Write advantages and disadvantages of water tube boiler and Smoke tube boiler
Advantages of water tube boiler:

 Higher Efficiency: Water tube boilers generally offer higher thermal efficiency compared to smoke tube boilers,
resulting in improved fuel utilization and reduced fuel consumption.
 Enhanced Heat Transfer: The design of water tube boilers facilitates better heat transfer due to a larger surface
area and higher water circulation rates.
 Faster Steam Generation: Water tube boilers are capable of producing steam quickly, allowing for faster startup
times and rapid response to changes in steam demand.
 High Pressure Capability: Water tube boilers can handle higher steam pressures, making them suitable for
applications requiring high-pressure steam, such as marine propulsion systems.
8|Page
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Improved Safety: Water tube boilers have a lower risk of catastrophic explosions since the water is contained
within the tubes, which can handle higher pressure compared to the outer shell.
 Flexibility in Design: Water tube boilers can be designed and customized to suit specific ship requirements, such
as varying power demands, space constraints, and operational needs.
 Better Water Quality Control: Water tube boilers facilitate improved water quality control, allowing for
effective treatment and prevention of scale formation and corrosion.
 Compact Size: Water tube boilers are generally more compact than smoke tube boilers, providing space-saving
advantages on board ships.
 Lower Weight: Water tube boilers tend to have a lower weight-to-steam-output ratio, making them suitable for
applications where weight considerations are critical, such as in smaller vessels.
 Ease of Inspection and Maintenance: Water tube boilers offer better accessibility for inspection, maintenance,
and cleaning of internal components, leading to easier upkeep and reduced downtime.

Disadvantages of water tube boiler:

 Drums exposed to heat, increasing the risk of explosion

 Large water volume, resulting in poor circulation
 Limited steam pressure and evaporation

Advantages of Smoke Tube Boiler:

 Less space is taken for the same output.

 Steam can be raised from cold water in a few hours, since there is a natural circulation of water.
 Stresses can be reduced due to the natural circulation of water when lighting up.
 Steam and water drums are small in diameter, compared with large shell of scotch boiler.
 Less mass of water is carried compared to scotch boiler, hence there is saving in weight.
 Rapid heat transmission
 Fast reaction to steam demand
 High efficiency
 Safer than firetube boilers

Disadvantages:

 More control than fire tube boilers

 Higher initial cost
 More complicated to operate

10.What is the importance of maintaining boiler water to certain standards? How poorly maintained water in the
boiler can damage the boiler?

 High pressure, high temperature boilers with their large steam output require very pure feedwater.
 Even the pure water will contain some dissolved salts.
 These salts then adhere to the heating surfaces as a scale and reduce heat transfer, cause local overheating and
failure of tubes.
 Other salts remain in solution and may produce acids which will attach to the metal of the boiler.
 The presence of dissolved oxygen and carbon dioxide in boiler feedwater can cause considerable corrosion of
the boiler and feed system.
 When boiler water is contaminated by suspended matter, an excess of salts or oil then foaming may occur.
 Foaming leads to priming which is the carry-over of water with the steam leaving the boiler drum.
 Any water present in the steam entering a turbine will do considerable damage.

9|Page
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
11.Explain briefly why boiler water test is necessary and which tests are carried out. For each test normally carried
out, state (i) Reasons for making the test, (ii) Acceptable values for any particular type of auxiliary boiler.
Reason for Boiler water tests:
 To prevent scale formation in the boiler.
 Prevent corrosion in the boiler feed system by maintaining the boiler water’s alkaline condition.
 Improving efficiency and reduced maintenance.

Boiler water tests:

pH (Acidity/Alkalinity):

Purpose: Determines the acidity or alkalinity of the boiler water, which can affect corrosion rates and chemical
treatment effectiveness.

Typical Value: The ideal pH range for boiler water is typically between 9.5 and 11.5, ensuring alkaline conditions for
corrosion protection.

Phosphate test and hydrazine test:

Purpose:

 To determine the phosphate content.

 Phosphate level is important to maintain as it reacts with calcium impurities within the water and forms a
precipitate that will accumulate at the bottom of the boiler.
 This can later be blown down by boiler blow down valve.

Typical Value: 20 to 50 ppm

Hydrazine Test:

Purpose:

Hydrazine level is maintained so that oxygen reacts with hydrazine and forms hydrogen and water.

Typical Value: 0.1 to 0.2 ppm

Chloride test:

Purpose: Determines the chloride ion concentration in the boiler water, which can cause corrosion and foaming
issues.

Typical Value: Chloride levels should be maintained below specific limits depending on the boiler type and water
treatment requirements. Typical values range from 200 to 300 ppm.

Conductivity test:

Purpose: Measures the electrical conductivity of the boiler water, providing an indication of the overall mineral
content.

Typical Value: Conductivity levels can vary based on boiler type and operating conditions. However, typical values
range from 2,000 to 5,000 μS/cm (micro siemens per centimetre).

Total Dissolved Solids (TDS):

Purpose: Measures the concentration of dissolved solids in the boiler water, indicating the level of impurities.

Typical Value: Recommended TDS levels vary depending on boiler type and operating conditions. However, typical
values range from 2,000 to 3,500 ppm (parts per million).

10 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
12.What action required when measured values differ appreciably from desired values when testing of boiler feed
water?
Boiler Blow Down:

 Boiler blow down is done on a regular basis determined from boiler water tests, to prevent excessive sludge
build-up, as a result of chemicals used for dosing.
 Blow down is the mechanical process of removing boiler water to lower excessive concentration of dissolved
and suspended solids, in boiler water.
 The excessive accumulation of sludge and scale reduces heat transfer rates and can cause local over-heating
and failure.
 Blow down is carried out by boiler blow down valve.

Blow down valve:

 Consists of two valves mounted in series.

 First valve must be full open before the second can be cracked open i.e. sufficient to give the required rate of
blow down.

 In this way the seating of the first valve is protected from damage, so reducing the risk of leakage when the
blow down valves are closed.
 These blow down valves discharge into a blow down line, leading to a ship-side discharge valve.

11 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
13.Draw and label a water tube exhaust gas economizer fitted on ships.

 This is also called as forced circulation multi loop type boiler.

 On board ships where the large quantity of steam is required from waste heat recovery system, the exhaust gas
economizer is fitted in the main engine up take.
 Separate oil-fired boilers are required to supply steam when main engine is not running.
 Circulating pumps enforces forced circulation of the feed water by taking feed water from oil fired boiler.
 And discharges this water in to the exhaust gas heat exchangers tubes to receive heat from main engine
exhaust.
 Steam drum from auxiliary boiler receives the steam produced from exhaust gas heat exchanger
 It also receives the steam produced by oil-fired boiler.
 The amount of steam produced is controlled by amount of heat from exhaust flowing through the exhaust up
take or dumping the excess steam produced into the condenser.

14.State what means are provided to prevent oil contamination of the feed water
Feed water Filters:

 The function of a feed water filter is to extract oil and other impurities from the water before it is fed into the
boiler.
 Any small quantities of oil which might be carried into the boiler could become a great danger, it is a poor
conductor of heat.
 A patch of oil on a heating surface can cause over-heating of that part with consequent loss of strength and
collapse.
 The filters are usually fitted in the discharge line of the feed pumps.
 A common type consists of perforated cylinders. The cylinders are wrapped with closely woven cloth towelling.
 The water is forced through from the outside to the inside of the cylinders.
 The filter connections have by-pass valves to enable the filtering medium to be taken out and renewed and
cleaned at regular intervals.

12 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
15.Explain briefly with the aid of sketch the blowing through procedure of boiler water gauge glass.

 Shut the steam and water cocks, open the drain to drain out the
contents in the line.
 Crack open the steam cock only and see whether steam is coming out
from the drain. Then close the steam cock.
 Now open the water cock and see whether water is coming out from the
drain. Then close the water cock.
 This indicates that passage is clear.
 Now shut the drain cock and open the water cock. The water should rise
to the full height of the gauge glass.
 Now open the steam cock and now the level should come down to the
correct level.

16.Define the following:

(i) Admiralty Coefficient
(ii) Fuel Coefficient
(iii) Pitch of propeller
(iv) Percentage apparent slip
(v) Percentage real slip
(vi) Efficiency of a machine
(vii) Critical Speed of Engine
(viii) Hunting Gear
(ix) Superheated Steam
Admiralty Coefficient:
 It is necessary to obtain an approximation to the power of a ship without resorting to model experiments.
 Admiralty coefficient method is based on the assumption that for small variations in speed the total resistance
may be expressed in the form: Rt α SVn
 Originally this method was used to determine the power supplied by the engine.
 Since types of machinery vary considerably it is now considered that the relation between displacement, speed
and shaft power (sp) is of more practical value.
 Most merchant ships may be classed as slow or medium speed and for such vessels the index n may be taken as
2.
/
 Thus, admiralty coefficient 𝐶=
The admiralty coefficient may be regarded as constant for similar ships at their corresponding speeds.

Fuel Coefficient

13 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  The fuel consumption of a ship depends upon the power developed; indeed, the overall efficiency of power
plant is often measured in terms of the specific fuel consumption which is the consumption per unit of power,
expressed in kg/h.
 Efficient diesel engines may have a specific fuel consumption of about 0.20 kg/kW h. while that for a steam
turbine may be about 0.30 kg/kW h.
 Between v1 and v2 specific fuel consumption may be regarded as constant
 fuel consumption/day = (Fuel Coefficient)
 We would keep the Fuel Coefficient and displacement constant for a given ship and compare the fuel
consumption at different speed only

Pitch of propeller

 Pitch of a propeller can be defined as the displacement that a propeller makes for every full revolution of
360^\circ. The classification of the propellers on the basis of pitch is as follows.
 The two types of propellers are solid fixed-pitch propeller and controllable pitch propeller.
 The blades in fixed pitch propeller are permanently attached to the hub. The fixed pitch type propellers are
casted and the position of the blades and hence the position of the pitch is permanently fixed and cannot be
changed during the operation.
 Fixed pitch propellers are robust and reliable as the system doesn’t incorporate any mechanical and hydraulic
connection as in Controlled Pitch Propeller (CPP). The manufacturing, installation and operational costs are
lower than controlled pitch propeller (CPP) type. The manoeuvrability of fixed pitch propeller is also not as good
as CPP.

Percentage apparent slip:

 It refers to the ratio of the actual ship speed to the speed at which the propeller is theoretically designed to
operate.
 The percentage apparent is calculated by dividing the actual ship speed by the design pitch speed and
multiplying by 100 to express it as a percentage.
 Therefore, apparent slip speed = Vt – V.
 Apparent slip (Percentage apparent) = x 100%

Percentage Real Slip:

 Real slip or true slip is the difference between the theoretical speed and the speed of advance expressed as the
ratio or percentage of the theoretical speed.
 Real slip speed = Vt – Va in knots.
 Real slip = x 100%

Efficiency of Machine:

 The efficiency of a machine refers to the ratio of useful output work or energy to the total input work or energy.
In other words, it measures how well a machine converts the input energy into useful output energy. The
efficiency of a machine is always expressed as a percentage.
 The efficiency of a machine can be calculated using the following formula:
 Efficiency (%) = (Useful output work or energy / Total input work or energy) × 100%
 In practice, no machine is 100% efficient. Some energy is always lost due to friction, heat, or other inefficiencies
within the system. Therefore, the efficiency of a machine is always less than 100%.
 For example, in an ideal scenario, if a machine requires 100 units of energy as input and produces 80 units of
useful output energy, the efficiency would be calculated as follows:
 Efficiency (%) = (80 units / 100 units) × 100% = 80%
 In this case, the machine is 80% efficient, meaning 80% of the input energy is converted into useful work, while
20% is lost as waste heat or other forms of energy loss.

14 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
 Critical Speed of Engine (Bared Speed Range):

 Torque on the flywheel applied by the cylinder is greatest during power stroke and lowest during compression
stroke. This varying cyclic torques from each cylinder sets up vibrations in the shafting.
 At a particular speed of engine, this frequency due to vibrations coincides with the natural frequency of shafting
system and Resonance is set up. The amplitude of vibration increases till failure of shaft occurs
 The range of speeds (RPM) of the engine at which the resonant condition occurs is referred to as critical speed
range or barred speed range.
 The high stresses due to excessive amplitude of vibrations start to build up, as the RPM approaches this range,
and do not come back to some safe value until it passes the barred speed range.
 The unsafe stresses on either side of the critical speed range are referred to as flank stresses.
 Barred speed range of engine can be defined as the range of speeds, from the beginning of build-up of unsafe
flank stresses, to the dying away of these stresses at some higher speed.
 Engine should not be operated at this range and it may lead to crank shaft failure.
 This range is usually marked in red colour on the engine tachometers.

Hunting Gear:

 Initially the steering gear pumps are in a no-delivery state.

 When a rudder movement is received from the bridge telemotor transmitter, the telemotor receiver cylinder
will move the floating lever.
 Floating lever will move the floating ring in the variable delivery steering pump.
 This causes a pumping action and moves the tiller.
 The return linkage via buffer spring will cause the floating lever to be re-positioned.
 This re-positioning will cease the pumping when the required rudder angle is reached.

Superheated Steam:

 Superheated steam is a steam whose temperature is higher than the saturated steam at the same pressure.
 Superheater in the boiler receives the saturated steam from steam drum.
 The temperature of this steam is increased by flu gases without increasing the pressure, thus producing
superheated steam.
 When steam is superheated, its volume increases approximately in proportion to its increase in absolute
temperature.
 Thus, more heat energy is stored in each kilogram.
 This extra energy gives the advantage of using less fuel for the same power and also less likelihood of water
hammer in steam piping.

15 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
17.Explain specific fuel oil consumption and how it is determined.

Specific fuel consumption:

 Specific fuel oil consumption is the measure of mass of fuel consumed per unit time to produce per KW.
 The marine engine efficiency is usually determined using the SFOC.
 Please Note that the fuel consumption and power developed is always measured over a suitable time period on
a good weather.
 The readings of flow meter to main engine should be noted over the specified time interval say 1 hour.
 With the difference in flow metre readings before and after this one-hour period, the volume of fuel consumed
is obtained.
 Volume when multiplied by density --corrected to the temperature-- provides the quantity of fuel consumed.
 Using a dynamometer or the shaft power meter the BHP is calculated, if either of these two are not attached
then stick to the old method of getting the value, i.e. Engine RPM, Average Fuel Pump index and with the help
of the engine sea trial characteristic curves, get the BHP from the graph.
 But remember, the calorific value of the fuel used at the time of sea trail and what is being used may differ,
need to insert the correction factor, else accuracy is a problem.
 SFOC (g/kwh) = Mass of fuel consumed per hour/Power developed in KW

18.Write short notes on the following:

(a) Propeller drop,
(b) Rudder drop
Propeller drop:

 Forward end of shaft is connected to main engine and at aft end we have propeller fitted on it.
 Basically, it is a cantilever beam with one end fixed and other end free on which propeller is fitted and weight of
propeller will try to pull the shaft down.
 A sealing is provided at a point where the propeller shaft passes through the hull into sea to avoid sea water
leaking into the engine room.
 This seal contains nitrile rubber or Viton lip seal which seals against the bronze liner shrunk fit around the cast
iron propeller shaft.
 Lubrication is provided between liner and sealing to avoid heat build-up and damage the sealing .

16 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Usually after few years, grooves are created on the liner surface of shaft because of the seals and sealing is lost
resulting in sea water leaking in.
 This reduces lubrication effect and creates wear in bronze liner on propeller shaft.
 Now due to the weight of propeller and the clearance developed due to wear, the shaft will come down by a
certain amount.
 This drop in propeller shaft is termed as propeller wear down or propeller drop.
 Propeller drop is measured by POKER GUAGE during dry dock.

Rudder Drop:

 In heavy weather the rudder may tend to lift up.

 By keeping jumping bar clearance lesser than the clearance at the cross head, the impact force of the rudder
when it jumps will be taken by the jumping bar and not by the cross-head.
 Again, with time rudder bearing will keep wearing off due to continuous rudder movements and the clearance
will thus keep reducing.
 This clearance is called rudder drop allowance. It is adjusted at the dry dock to a value so that till next dry dock
this clearance would have reduced but not sufficiently to cause weight of the rudder to come on the cross head.

19.Sketch an auxiliary boiler and label all its mounting. Explain the use of the following:
a) Economizer b) Super heater.
Economizer:

 The boiler economizer is a heat exchanger that is installed on the stack of a boiler.
 It is designed to recover heat that would otherwise be wasted.
 The economizer transfers heat from the flue gases to the boiler feedwater, which helps to preheat the water
before it enters the boiler.
 This reduces the amount of fuel that is needed to heat the water, which can save energy and reduces emission.
 Economizers aid in extending the life of a boiler by reducing the amount of wear and tear.
 Economizers require very little maintenance.

Superheater:

 Superheater consists of nest of coils suspended from the underside of the steam drum in the path of the
exhaust gases.
 Steam from steam drum is a saturated steam and this enters the superheater.
 Superheater increases the temperature of the steam above its saturation temperature.
 Thus, converts saturated steam or wet steam into superheated steam or dry steam.
 Superheated steam is at a higher temperature and greater volume than saturated steam at the same pressure.
17 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Thus, more heat energy is stored in each kilogram.
 This extra energy gives the advantage of using less fuel for the same power and also less likelihood of water
hammer in steam piping.

20.Describe the process of a boiler for survey

 During the survey, all mountings are dismantled and examined before being passed as fit for continued use.
 Safety valves are examined and set to correct working pressure by the surveyor.
 All safety controls and trips are tested.
 Auxiliary boilers are surveyed every 30 months.
 Main boilers are surveyed every 30 months up to 8 years and every year thereafter.
 Lifting pressure of safety valves is 3% of working pressure.
 Other inspections include external inspection of boiler shell plate, recording of furnace gauging and examining
tubes for thinning.

18 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
 Question No.3 Distillation and Fresh-Water System / Pumps and Pumping Systems
21.State the various types of pumps and describe with sketch reciprocating pumps. What precautionary measures
are involved for positive displacement pumps?

Pumps

Positive Displacement Pumps Roto Dynamic Pumps

Reciprocating Pumps Rotary Pumps Centrifugal Axial Flow

Gear Pump Screw Pump

Reciprocating Pump:

 Reciprocating motion is obtained through a connecting rod and crank mechanism from an electric motor drive.
 On down ward travel, the suction valve lifts up against spring and discharge valve remains shut.
 On up-ward travel, the suction valve gets shut and the discharge valve against spring opens.
 If the level of liquid to be pumped is below the pump’s centre line, the initial strokes will draw out the air and
discharges into discharge pipe. This creates vacuum (low pressure) in the suction line.
 Liquid at the bottom will now rises into the suction pipeline.
 Once liquid enters the chamber, it will get discharged under pressure through the discharge valve into discharge
line.
 Pumping will continue in subsequent upward strokes. It is therefore a self-priming pump.

Precautionary measures involved for positive displacement pumps:

 Verify that the pump and motor are suitable for the conditions of service.
19 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Inspect the entire system before start-up
 Verify that all suction and discharge valves are open before starting the pump.
 Never operate the pump with suction and/or discharge valves closed
 Adequate suction pressure must be available for the pump to function properly (check NPSH)
 Do not operate the pump outside of its design specifications.
 Never operate the device without relief valve.

22.Sketch and describe gear pump. State with a reason, what type of pump would this pump be classified as.
What type of liquids would this pump be most suitable for pumping?
Gear Pump Construction and Working

 Two toothed wheels mesh together and are a close fit in casing.
 Initially the air or gas is trapped between each pair of two teeth and same is dragged along the casing from
suction to discharge side till no more air is left on the suction side.
 Liquid from the tank will thus rise up into suction line under atmospheric pressure.
 Now this liquid will get trapped between each pair of two consecutive teeth and dragged along the casing into
discharge side and pumping of liquid will commence

 Thus, this pump is a positive displacement pump and self-priming.

 The pump is electric motor driven. Control of flow rate is achieved by a by-pass valve or by controlling speed of
prime mover.
 These pumps are used for lube oil pump, boiler fuel oil pump, fuel oil transfer pump etc.

20 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
23.Sketch and describe screw pump.
Screw pump construction and working
 Two screws are driven in phase by timing gear.
 This ensures that correct clearance is maintained at all times between the screws, thereby preventing over-
heating and possible seizure.
 Pumping is effected by the two screws rotating within a pump casing. The shaft of one screw is right-handed
and other is left-handed.
 When both screws rotate, it creates suction and initially draws in air if liquid level is below pump centre, creates
vacuum.
 Then liquid rises up under atmospheric pressure filling pump casing.
 Pumping takes place when the screws are further rotated and liquid is drawn into screws at the outer ends and
pumped inwards to discharge into the pump outlet.
 Relief valve prevents build-up of excessive pressure due to obstruction on discharge line and thus protects the
casing against possible damage.

21 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
24.Sketch and describe a centrifugal pump.

 The pump consists of a rotating impeller within a stationary casing.

 The impeller construction has two discs joined at in between surface by a set of internal curved vanes.
 Impeller has an eye opening at the centre and is mounted on shaft.
 The shaft is driven by electric motor or turbine or any prime mover.
 Assume there is certain amount of fluid at the eye of the rotating impeller. The fluid will flow radially outwards
because of centrifugal action along the curved vanes in the impeller. This increases linear velocity.
 The high velocity fluid is collected in specially shaped casing known as volute casing.
 In this casing, the kinetic energy of the fluid is converted into pressure energy.
 This fluid under pressure now leaves the impeller and creates a negative pressure behind it at the eye of
impeller.
 This negative pressure causes fluid from the suction pipe to flow into pump and subsequently that fluid also
gets discharged like earlier one.
 This way fluid in the pump acts like a piston moving outwards and causing drop in pressure behind it.
 However, if initially there is no liquid at the eye, there will be no pumping action as explained.
 If no liquid, only air will be present at the eye and owing to the light density of air, rpm of the impeller must be
very high to throw out the air.
 Centrifugal pump therefore is not a self-priming pump.
 In such case, a separate priming pump is used.

25.State the differences between Centrifugal and Positive displacement pumps or Enumerate the differences
between a positive displacement pump and Roto-dynamic pump
S. No Positive Displacement pump Centrifugal Pump (Roto-dynamic)
1 Move a fixed amount of fluid per cycle with Convert kinetic energy to increase fluid velocity
each rotation or per cycle. causing pressure to rise.
2 Self-priming pumps Not self-priming.
3 Discharge valve must be open prior starting. Can start with discharge valve shut.
4 Pulsating flow Flow is constant.
5 Pressure is largely independent of flow rate Pressure varies with flow rate.
6 Can handle high viscous liquid, but may require Efficiency decreases with increase in viscosity
more power.
7 Highly efficient at low flow rates. Less efficient at low flow rates.
22 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
 8 Can have high discharge pressure. Has comparatively low discharge pressure.
9 Relief valve is required on the discharge side. Relief vale is not required.
10 Requires more maintenance due to wear on Require lower maintenance compared to positive
seals and other parts. displacement pump.

26.What do you understand by the term NPSH? Elaborate all factors that are taken into account while calculating
the NPSH of a pumping system.

 Net Positive Suction Head (NPSH) is the difference between the total pressure at the pump's inlet (suction side)
and the vapor pressure of the fluid being pumped.
 It is expressed in meters or feet of liquid column.
 NPSH is the total pressure available at the pump's inlet, including atmospheric pressure, static head, and
pressure from any external sources.
 NPSHa can be affected by factors such as pump elevation, suction piping, and fluid properties.
 NPSHr is the minimum NPSH value required by the pump manufacturer to ensure cavitation-free operation.
 It is typically provided in pump performance curves and varies with the pump's flow rate.
 If the NPSH available at the pump's inlet is less than the NPSH required, cavitation may occur.
 Cavitation occurs when the pressure at the pump's inlet drops below the vapor pressure of the fluid.
 This leads to the formation of vapor bubbles, which collapse when they reach areas of higher pressure, causing
damage to pump components.
 At lesser flow rate the pump requires lesser NPSH. Therefore, during stripping, to prevent cavitation and
vibration of the pump and yet strop the cargo tank almost dry, we reduce the flow rate of the pump as the level
of liquid falls.
 Alternatively, if available NPSH is lesser, IG pressure is increased.

27.Briefly describe the various applications of screw pumps and reciprocating pumps on board the ship
 Both screw pumps and reciprocating pumps are positive displacement pumps.

Screw Pumps:
i. Screw pumps are self-priming and able to pump liquid and vapour without loss in suction.
ii. Thus, they can be used to drain the tanks of high vapour pressure liquids.
iii. Screw pumps are suitable where liquid flow is intermitted. So, can be used to supply LO to engines with vessels
rolling and pitching.
iv. Screw pumps can handle high viscous liquid. Thus. can be used as cargo pumps for cargos such as bitumen.
23 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Reciprocating Pumps:
i.Ability to handle large portion of air, vapour and gas which enable them to deal with volatile or hot liquids.
ii.Hence, these pumps are used as cargo stripping pump for oil, chemical or gas tankers.
iii.This can also be used as boiler feed water pump.
iv. As these pumps are self-priming and can handle high suction lift, they can be used as priming pumps for
centrifugal pumps.
v. They are used in E/R bilge pumps, cargo hold bilge pumps or cargo stripper pumps.

28.Explain the purpose of a pressure relief valve fitted on reciprocating pump.

 A relief valve is fitted in the discharge pipeline to control

or limit the excess pressure in the pump in case of an
inadvertent closure of the delivery valve.
 The pressure is released by allowing the pressurised fluid
to flow through an auxiliary passage back to the suction
side.
 Valve and adjusting bolt are made of bronze.
 Spring is made of stainless steel

29.Why Centrifugal pumps require priming while positive displacement pumps to not require priming
 If initially there is no liquid at the eye, there will be no pumping action.
 In the absence of liquid, air/vapour will be present at the eye.
 Air/vapour being lighter in density, could be thrown out under centrifugal force only if rpm of the impeller is
very high.
 Centrifugal pump therefore is not a self-priming pump.
 In such case, where normally at start of the pump, the level of the liquid is below the eye of the centrifugal
pump, an air pump is used to suck the air and create negative pressure to draw the liquid from tank into the
eye.
 Or in the case of cargo tanks, cargo from other tank which is at high level is draw to prime.
 Also, the discharge valve closed is closed when starting the pump in order to avoid large starting current
required to expel the air inside the pump.
 Whereas in positive displacement pumps, it can handle air/vapour.
 The initial strokes or rotation will draw out air/vapour from the suction pipe into discharge pipe, creating a low
pressure / vacuum in the suction line.
 Liquid now rises into suction pipeline under atmosphere pressure.
 Once the liquid gets into the chamber, it will get discharged under pressure through the discharge valve in to
discharge line.

24 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
30.Why Centrifugal pumps are considered more suitable for use as cargo pumps on tankers
 Efficiency is higher for low viscous fluid.
 Relatively can provide high flow rate.
 Their design allows for smooth and continuous flow,
minimizing disruptions during cargo transfer.
 Centrifugal pumps are relatively compact compared to
other types of pumps with similar capacities
 Centrifugal pumps have a relatively simple construction,
consisting of an impeller and a casing.
 This simplicity makes them easier to operate and
maintain, reducing downtime and operational costs
 Centrifugal pumps can handle a wide range of liquid
cargoes, from crude oil and refined petroleum products
to chemicals and other non-viscous liquids.

31.Sketch a simple emergency fire pump

 In cargo ships, by regulations, emergency fire pump is fitted outside the machinery space and remote from the
engine room.
 This is independent of the main power source and supplies the ship’s fire main when the machinery space fire
pumps are not available.
 It should be capable of supplying at least two jets of water, to the satisfaction of the administration.
 The capacity of the emergency fire pump should be not less than 40% of the total capacity of the ship’s fire
pumps and, in any case, should not be less than 25m3 / hr.
 The suction lift of any pump is limited, and for this reason the emergency fire pump is usually at a maximum of
6m from the water level, at light draft.
 Or the pump is installed below the water level, so that it may supply water under all conditions of list, trim, roll
and pitch.

25 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
32.What is a cavitation and why it should be avoided?

 In a centrifugal pump, the fluid’s pressure is at a

minimum at the eye of the impeller.
 If this pressure is below the vapour pressure of the
fluid, it will result in bubbles being formed.
 These bubbles when through the impeller vanes
towards the discharge port.
 During this passage, the bubbles spontaneously collapse
due higher pressure in that region.
 The collapsing of these bubbles damages the vanes and
this damaging process is known as cavitation.
 This could lead to significant wear and metal fatigue on
impellers and pump cases.

Signs of Cavitation:

 Cavitation often produces a distinct noise resembling gravel or marbles passing through the pump. This noise is
caused by the collapse of vapor bubbles as they move through the impeller and into higher-pressure regions of
the pump.
 Excessive vibration in the pump and its surrounding components can indicate cavitation
 Significant drop in the pump's capacity or inconsistent flow, it could be a sign of cavitation.
 Monitoring pressure fluctuations within the system can reveal cavitation issues. Rapid pressure changes or
fluctuations can indicate the presence of cavitation.
 Cavitation can lead to increased power consumption by the pump motor as it struggles to maintain flow and
pressure under cavitation conditions

Reasons to avoid Cavitation:

 Cavitation decreases the pump's efficiency by causing energy losses.

 Cavitation can reduce the pump's flow rate or cause flow fluctuations.
 Vibration caused by cavitation may lead to premature wear and failure of bearings and other pump parts.
 This leads to increased maintenance costs and more frequent repairs or replacements.
 Cavitation can cause erosion and pitting on the impeller and other metal surfaces, ultimately reducing the
lifespan of pump components.
 Cavitation compromises the reliability of the pump and the entire system, potentially causing unexpected
shutdowns and disruptions in operations.

26 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
33.How is centrifugal pump utilized as cargo hold bilge pump and emergency fire pump placed above the sea
water line.
 When the centrifugal pump is filled with liquid in the eye,
the high velocity fluid is collected in specially shaped
casing where some of the kinetic energy is converted into
pressure energy.
 Fluid under pressure now leaves the impeller producing a
drop in pressure behind it at the eye of the impeller.
 This causes fluid from the suction pipe to flow into pump
under atmospheric pressure and subsequently that fluid
also gets discharged like earlier one.
 However, if initially there is no liquid at the eye, there will
be no pumping action as explained.
 In such cases, where normally at start of the pump, the
level of the liquid is below the eye of the centrifugal
pump, air pump/ejector is used initially to draw out air
from the suction branch.
 A negative pressure is created and this makes liquid rise
to the eye under atmospheric pressure.

Distillation And Fresh Water Systems

34.With a block diagram explain Reverse Osmosis System of Fresh water generation on board

 Reverse osmosis is a water filtration process which makes use of semi-membrane materials.
 Salt water on one side of the membrane is pressurised by a pump and forced against the material.
 Pure water passes through but not the salts.
 Pressure required to force the pure water through is called osmotic pressure and requirement of osmotic
pressure is higher if salinity of the salt water is higher.

Working:

 Sea water is supplied to cartridge filters by low pressure booster or feed pump.
 Pre-treatment of water is done using chemical dosing system before it comes in contact with membrane.
27 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  After the filters, the flow passes through high pressure system and to the membrane stack.
 The filtered water is also called permeate. This permeate then acts as a feed for second pass.
 The permeate again passed through another membrane stack.
 The second pass permeate will have very low Total Dissolved Solids (TDS) content.
 It is also used to dilute seawater before entering the first pass.
 The salt concentrate is drained out from the membrane stack.
 The filtered water is sterilized and pumped to the storage tank.
 Advantage of double pass system, in case of failure of one stage and another membrane stack is available to
produce fresh water.

35.What is osmotic pressure & briefly explain why pressure osmosis applied in RO system is very high?

 In reverse osmosis water filtration process, salt water on one side of the semi-membrane material is pressurised
by a pump and forced against the material.
 Pure water passes through but not the salts.
 Pressure required to force the pure water through, is called osmotic material pressure.
 More the salinity of the water, higher osmotic pressure is required to force the water through the membrane.
 A steady feed of sea water must be supplied, so that salinity is steady and the osmotic pressure required is also
steady.

36.Sketch and name parts of low-pressure evaporator. Or Explain with a block diagram, how waste heat from
main engine is used for producing fresh water on board the ship?

28 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  The sea water is boiled using energy from a heating coil.
 By reducing the pressure in the evaporator shell, boiling can take place at about 40 to 60°C.

Working:

 Heat from diesel engine cooling water is used to evaporate a small fraction of the sea water feed in the plate
type evaporator.
 Unevaporated water is discharged as brine by brine ejector.
 Evaporated water passes through the demister to the plate type vapour condenser.
 After condensation in the condenser, it is discharged to fresh water storage tank by fresh water (distillate)
pump.
 During entire operation the feed rate to evaporator is fixed by orifice plate.
 In the event of salinity of fresh water density exceeding a pre-determined value (usually 10ppm) the solenoid-
controlled dump valve divers the flow to the bilge preventing contamination of the water.
 Air ejector continuously ejects any gases which were not condensed.
 This way the shell is maintained at high vacuum, a must requirement to boil water at low temperatures.

37.Sketch and describe a domestic fresh water generator used on board a ship. Enumerate various methods
employed to make this water potable. Why is water passed through a carbon filter?
FW generator: - anyone from low pressure or RO.

 Fresh water produced by a fresh water generator needs to be treated in order to be able to make potable.
 Fresh water produced may contain harmful bacteria and marine organisms.
 May be acidic in condition due to the presence of CO2.
 Thus, initially water is passed through a device that absorbs the carbon dioxide, thus neutralising it.
 The bacteria are treated by sterilizing with chlorine.

Chlorine Sterilisation:

 Chlorine injection may be sodium hypochlorite in liquid form or calcium chloride granules.
 The chlorine content may be up to 0.2ppm for it be effective.
 The water is then passed through carbon filter in order to remove the taste of chlorine.

Treatment with the Electrokatadyn process:

 In this method silver ions are injected into the distillate.

 Silver anodes are used to inject silver ions and it is controlled by current. Up to 0.08 ppm of silver ions may be
injected in order it to be effective.
 Silver is toxic to bacteria and does not evaporate like chlorine.
29 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Ultra-violet Light

 When using chlorine or silver ions, the taste of the water changes and it has to be treated again through carbon
filter to remove order.
 UV light from lamps can used to sterilize the water without changing any physical or chemical properties of the
water.
 Short wave radiation destroys bacteria, viruses and other harmful organisms in the water
 High intensity ultra-violet sterilization lamps and pure quartz lamp tube are used in this system.
 They are connected at the discharge side of the potable FW storage tank.

Carbon Filter:

 The water is sterilised by an excess dose of chlorine provided by hypochlorite tablets.

 It is then dechlorinated in a bed of activated carbon to remove the excess chlorine.
 Any colour, taste and odour which was present in the water will also be removed by carbon.

38.State the purposes of the following in the system (15) (Post-treatment in RO)
(i) Neutraliser unit.
(ii) Hypo Chlorinator unit
(iii) Sand bed filter unit
(iv) Carbon filter bed unit

Neutraliser Unit:

 After fresh water is generated it passes through the neutraliser unit.

 Here it is treated with carbonates of calcium and magnesium.
 These carbonates are used in as the filter bed in the neutraliser.

30 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Hypo-Chlorinator unit:

 After neutraliser, the distilled water passes through the hypo-chlorinator unit for disinfection.
 The chlorinator contains powders of hyper chloride or calcium chloride.
 The chlorine kills the bacteria present in the water.

Sand Bed Filter Unit:

 After chlorinator, the distilled water passes through the sand bed filter unit to produce clean water.
 The purpose of a sand bed filter in a fresh water generator on ships is to remove suspended solids and
impurities from the seawater

Carbon Filter Bed Unit:

 The water is sterilised by an excess dose of chlorine provided by hypochlorite tablets.

 It is then dechlorinated in a bed of activated carbon to remove the excess chlorine.
 Any colour, taste and odour which was present in the water will also be removed by carbon.

39.What are the advantages of RO plant and low-pressure distillation plant?

Advantages of RO Plants:

 High Water Quality: RO plants produce high-quality fresh water by removing impurities, salts, and contaminants
from seawater, making it suitable for various shipboard uses.
 Compact Size: RO plants are compact in size, allowing for space-efficient installation on board ships, especially
in cases where space is limited.
 Modular Design: RO plants often feature a modular design, enabling easy scalability and customization based on
the ship's water demand and available space.
 Reduced Chemical Usage: RO plants require minimal chemical additives for water treatment compared to other
desalination methods, reducing chemical usage and associated costs.
 Compatibility with Automation: RO plants can be integrated into the ship's automation systems, enabling
remote monitoring, control, and efficient operation.

Advantages of Low-Pressure Distillation (LPD) Plants:

 Energy Efficiency: LPD plants operate at lower temperatures and pressures, consuming less energy compared to
high-pressure distillation systems.
 Reliable and Proven Technology: LPD plants have been used on ships for many years and have a well-
established track record of reliability and performance.
 Robust Design: LPD plants are known for their robust construction and ability to handle varying seawater
qualities, making them suitable for a wide range of operating conditions.
 Continuous Operation: LPD plants can provide a continuous supply of fresh water, ensuring a reliable source of
potable water for the ship's crew and other onboard needs.
 Minimal Pre-Treatment: LPD plants typically require less pre-treatment of seawater compared to other
desalination methods, simplifying the water treatment process.
 Easy Maintenance: LPD plants are relatively straightforward to maintain, with fewer mechanical components
and simpler maintenance requirements compared to other desalination technologies

31 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
40.What are the factors affecting the production of fresh water in each of the above?
RO System:

 Higher salinity requires more energy and pressure to overcome osmotic forces during desalination, leading to
reduced production rates and increased energy consumption.
 Feedwater temperature affects the viscosity of seawater.
 Lower temperatures increase the water's viscosity, which can result in higher energy requirements for pumping
and reduced overall fresh water production.
 Higher feedwater pressure allows for more efficient reverse osmosis.
 Adequate pressure is needed to force water molecules through the RO membrane and separate the salt and
impurities from the fresh water.
 Fouling occurs when suspended solids, microorganisms, or mineral scales accumulate on the RO membrane's
surface, reducing water flow and freshwater production.
 The age and condition of the RO membranes can affect their efficiency.
 Over time, membranes may become less effective in rejecting salt and impurities, leading to reduced fresh
water production.

Low Pressure Distillation System:

 Higher salinity levels require more energy to vaporize the water, leading to lower freshwater production rates.
 Higher feedwater temperatures generally lead to increased production rates as less energy is needed to heat
the water to its boiling point.
 Low-pressure distillation systems can use waste heat from the ship's engines or other onboard processes,
exhaust gases, or dedicated heating systems.
 The availability and efficiency of the heat source impact the system's overall performance.
 Scaling occurs when minerals and salts in the feedwater precipitate as the water is heated, leading to the
accumulation of deposits on the heat transfer surfaces.
 Fouling can also occur due to the presence of organic matter and impurities.
 Scaling and fouling reduce heat transfer efficiency, increase energy consumption, and decrease freshwater
production. Regular maintenance and proper water treatment are essential to minimize these issues.

41.Draw & outline diagram a fresh water hydrophore system or

32 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Working:

 A hydrophore system is used to maintain a constant pressure in the lines supplying water to various parts of the
ship.
 Consider a fresh water hydrophore system maintained at a pressure of 4.5 Kg/cm2.
 In the hydrophore, water is kept pressurized by a column of compressed air.
 Initially the hydrophore is filled with water up to level slightly above the half the volume.
 Now the air charged, till the hydrophore pressure reaches 4.5 Kg/cm2.
 The fresh water pump in the system is set to cut in at 3.5 Kg/cm2 and cut-out at 4.5 Kg/cm2.
 If fresh water is consumed in any of the taps, water level and pressure in the hydrophore drop.
 As water is consumed, the tank pressure drops to 3.5 Kg/cm2.
 The fresh water pump now starts and supplies water from storage tank to the hydrophore, till the tank pressure
reaches to 4.5 Kg/cm2.
 Thus, uninterrupted pressurized water is supplied.

42.State – (10) (i) Pre-treatment used with RO equipment & (ii) The Post-treatment necessary.
Pre-treatment:

 Sea water is supplied to cartridge filters by low pressure booster or feed pump.
 Pre-treatment of water is done using chemical dosing system before it comes in contact with membrane in the
RO system.
 The chemical sodium hexametaphosphate is added to assist the wash through of salt deposit on the surface of
the elements and the sea water is sterilized to remove bacteria which would otherwise become resident in the
filter.
 The water then is passed through a 10 microns absolute rated cartridge filter
 This ensures that the feed water to the RO membrane elements is free from any fine particulate matter
ensuring maximum performance from the RO membrane elements.

Post Treatment:

 Post treatment is required in low-pressure fresh water generators.

 The produced water is heated to sterilisation temperature of about 80°C.
 Sterilise the water by chlorinating it i.e. by adding Sodium hypochlorite – 1ppm.
 UV rays also can be used to sterilise the water. UV rays are used in conjunction with other methods.
 Ozone is also used to sterilise the water as it is an effective oxidant. However, equipment is costly and has high
running cost.
 It is important to note that if the vessel is within coastal limits, this seawater may contain harmful effluents
from industrial zones and none of the sterilisation methods will give protection.

33 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
 Question No.4 Steering Gears / Stabilisers
43.Give an account of SOLAS requirements for steering gear.

 All vessels must be provided with efficient main and auxiliary steering gear of power operated type.
 An auxiliary gear is not required if the main gear is provided with duplicate power units and duplicate
connections up to the rudder stock.
 The main steering gear must be able to steer the ship at maximum ahead service speed and be capable at this
speed, and at the ship’s deepest service draught of putting the rudder from 35° on one side to 30° on the other
side in not more than 28 sec.
 Power operated gears must be fitted with a device to relieve shock.
 Electric leads and fuses are to allow 100% overload.
 Moving parts of steering gears should be guarded to avoid injury to personnel.
 Hydraulic systems should employ non-freezing fluid.
 Hydraulic system should be provided with low-level alarm and fixed storage tank.
 One motor should be connected to Emergency Switch Board.
 A clear view from the steering position is required.
 Every oil tanker, chemical tanker and gas carrier of 10,000 GT and upwards shall comply with the single failure
criteria i.e. safematic design of steering system.
 That is, no single failure on a steering should make the steering of the ship inoperative and thus give the rudder
a chance to become free.

44.Explain with the help of a simple sketch, how a rudder order signal results in achieving the desired rudder
angle.
 In the steering system, the steering gear provides a movement of the rudder in response to a signal from the
bridge. The total system may be considered made up of three parts:
i. Control Equipment
ii. Power unit
iii. Transmission to the rudder stock.
 Control equipment conveys a signal of desired rudder angle from the bridge to the steering flat.
 The signal activates the power unit and transmission system until the desired angle is reached.
 Power unit provides the force when required and with immediate effect to move the rudder to the desired
angle.
 Transmission system (steering gear) is the means by which the movement of the rudder is accomplished

Hunting Gear:

34 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Initially the steering gear pumps are in a no-delivery state.
 When a rudder movement is received from the bridge telemotor transmitter, the telemotor receiver cylinder
will move the floating lever.
 Floating lever will move the floating ring in the variable delivery steering pump.
 This causes a pumping action and moves the tiller.
 The return linkage via buffer spring will cause the floating lever to be re-positioned.
 This re-positioning will cease the pumping when the required rudder angle is reached.

45.Explain two ram steering system.

Working:

 This steering gear consists of 2 rams, a pump and a motor.

 On receiving a signal of 5°P from the wheelhouse, the telemotor receiver cylinder placed in the steering flat will
to left equal to 5°P.
 Lever is initially in a straight line. Once the steering flat moves, Lever L1 will move to L1’, Lever L2 will move to
L2’ as shown in the figure.
 Due to the above movement, pump stroke lever (PSL) will get pushed into the pump. Pump will start pumping
into left hand cylinder and draws from right hand cylinder.
 This will cause RAM’s to slide from left to right. Rudder will start moving towards port.
 As the rudder moves towards port, the lever L1 will be drawn along towards left side.
 The rudder will keep moving till 5°P, the lever L3 would pull in the lever L2 from L2’ to L2’’ (about point E) and
subsequently the pump stroke lever (PSL) back to zero pumping position ‘O’.
 Pump now will not be pumping and the rudder will therefore be hydraulically locked at 5°P.
 When helm is put to midship, the receiver cylinder in steering flat will spring back to midship position, the
receiver cylinder in steering flat will spring back to midship position.
 Lever L will come from L1’ to L1 position and subsequently the pump will again start pumping, this time into
starboard cylinder, till the rudder comes back to midship position.

35 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
46.Sketch and describe a 4-ram hydraulic steering gear system. Draw a four ram electro-hydraulic steering
showing: (15) (i) Pump isolating valves (ii) Relief / Shock valves (iii) Oil replenishing tank.

Description of the system:

 There are two sets of hydraulic power packs comprising of hydraulic pumps and oil reservoir.
 Bi-Directional control valve changes the direction.
 Automatic and manual isolation valves isolate the defective system in case of emergency.
 Bypass valves for each set of rams bypass the defective rams when isolated.
 Relief valves maintain the system oil pressure within limits.
 The control box receives helm order from bridge and sends electric signals to directional control valve.
 Pressurised Hydraulic oil is supplied to the cylinders.
 The tiller arm converts the linear motion of the rams into rotary motion of the rudder stock.
 Potentiometer senses the rudder stock position and sends a feed back to control box.

Working:

 When one of the steering pump motors is started, the main pump and the servo pump start running.
 Electrically operated isolating valves are kept in open position.
 Bypass valve is actuated to close position by the oil supplied by the servo pump.
 When no helm is ordered, the bidirectional control valve is in mid position.
 When port order is given from the bridge, the control box sends a signal to the bidirectional control valve that
moves to the forward side.
 Pressurized oil is pumped into ram 2 and 3. The pressurized oil moves the ram.
 The tiller in turn moves the rudder stock from the mid-ship to port position.
 The returned oil from ram 1 and 4 flows back to the pump return side.
 When the rudder stock reaches the desired “helm angle”, the potentiometer sends a signal to the control box.
 The control box sends a signal to bidirectional control valve.
36 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  The valve is pushed back to its initial position.
 Similarly, when starboard order is given, ram 1 & 4 are moved.
 Returned oil after moving the ram flows back through return line.

47.How safematic design is achieved in steering in case of Tankers of above 10000 GRT? Or Explain how automatic
fail-safe arrangement is achieved in such system?

 Consider, during the operation, there is a damage in one of the pipes.

 The oil starts leaking and oil level starts dropping in the oil reservoir.
 The low-level alarm is raised.
 After the low-level alarm actuated, electrically operated isolating valves are closed and No.2 pump also started
automatically.
 Now both systems will be running as two independent systems.
 If low-low alarm is activated in No.1 system reservoir, the leakage is confirmed in No.1 system, No.1 bypass
valve will open.
 As there will be no pressure from servo pump, No.1 pump and No.1 system will be isolated. Only No.2 system
will be in operation.
 Similarly, if low-low alarm is activated in No.2 system reservoir, the leakage is confirmed in No.2 system, No.2
bypass valve will open. No.2 pump and No.2 system will be isolated.
 Thus, the defective system is isolated and other system is in use

37 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
48.What is the function of the following in safematic system a) Oil level detectors (5) b) Automatic bypass /
isolating valves, and (5) c) Relief valves?
Oil Level Detectors:

 Oil level detectors are fitted in the oil reservoir to sense the low-level alarm and low-low-level alarm.
 Consider there is a failure in No.1 pump line.
 If low-level alarm is actuated, it sends signals to close the isolation valves of the system and other pump is
started automatically.
 Now No.1 pump & 2 pump will be separate systems.
 No.1 pump will handle No.1 & 2 cylinders/rams. No2 will handle No.3 & 4 cylinders/rams.
 When oil further drops, low-low-level alarm is actuated it sends signals to open the bypass valve.
 Thus, defective system No.1 is isolated and other system No.2 is in operation.

Automatic bypass / isolating valves:

 Under normal condition isolating valves are open and bypass valves are closed.
 When there is a leak in system and low-level alarm is actuated, the isolation valves are closed.
 This isolates the no.1 and no.2 system as two separate system.
 Further, when low-low-level alarm is actuated in No.1 oil reservoir, the bypass valve in No.1 will open.
 In this case No.2 pump will supply oil to No. 3 and 4 only. So only one set of rams will be in operation.

Relief Valve:

 After receiving signal from the bridge, the rudder is locked hydraulically at the ordered helm.
 External forces such as wave pressure etc. will tend to move the rudder from its position.
 Now the rudder experiences twisting force, i.e. wave trying to move the rudder and hydraulic force resisting it.
 If this twisting torque is excessive, the rudder stock may twist.
 To prevent such damage, relief valves are provided.
 When there is an excessive built up of pressure in the system, the relief valve lifts up releasing the pressure.
 This allows the rudder to give way from its locked position. But the pump stroke lever disturbed again due to set
angle received from bridge, this causes pumping of oil and gets the rudder to the set angle.

49.What are the precautions prior starting a steering gear?

 Check the hydraulic oil level in the tank. Insufficient hydraulic oil level will lead to poor performance of the
system.
 However, alarms are provided to warn the operator.
 Check whether the manually operator isolation valves are in open position. If they are shut inadvertently it will
affect the ram movement.
 Check the greasing and oil level. Insufficient lubrication will wear out the components.
 Check whether power supply is available for both the steering motor.
 Standby steering motor power supply should be available for emergencies.
 Check the amperage of the motor after starting the motor.

50.What are advantages and disadvantages of: rotary vane steering over ram type.
Advantages of rotary vane steering gear over ram type:
 Its weight is less
 It can be fitted without a rudder carrier; (a separate rudder carrier is not required. The rudder weight is taken
by the thrust bearing in the unit)
 No transverse load on rudder bearings as the torque is directly transmitted to rudder stock
 It is compact and saves space

38 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Disadvantages of rotary vane steering gear:
 Efficient sealing arrangement is difficult to achieve. It has a leakage path from high pressure to low pressure
side
 It is limited to ships requiring low rudder torque, because high torque requirement leads to high pressure
requirement
 Mechanical advantage is unity for all angles

51.Explain how emergency steering is carried out in ram steering gear system. Or What action will you take in case
of Tele-moter failure of steering gear?

 Consider, during the operation, the power supply fails in the control unit.
 In such an emergency, an alternative communication system is used to give the helm order to the steering
compartment.
 The bidirectional control valve is actuated manually by using the levers.
 When the forward side lever is operated, the bidirectional control valve moves towards forward side.
 The ram in turn moves the rudder to the port side.
 When the desired rudder movement is achieved, the manual operator releases the lever and valve comes back
to the initial position.
 The steering gear system is shut down when the ship reaches a port and berthed alongside.
 The steering pump motor is switched off. The control power supply at the bridge is switched off.

39 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
52.Sketch and describe a rotary vane steering gear system.

Working:

 There are two sets of hydraulic power packs comprising of hydraulic pumps and oil reservoir.
 Bi-Directional control valve changes the direction.
 Automatic isolation valves isolate the defective system in case of emergency.
 Bypass valves for each set of rams bypass the defective rams when isolated.
 Combined shock buffer relief valves maintain the system oil pressure within limits.
 The control box receives helm order from bridge and sends electric signals to directional control valve.
 The bidirectional control valve moves to the left (If port order) or right (if stbd order).
 Pressurised Hydraulic oil is supplied to the rotor and moves the rotor vanes.
 The rotor in turn moves the rudder stock.
 The oil is returned through the return side.
 Potentiometer senses the rudder stock position and sends a feed back to control box.
 Control box sends signal to bidirectional control valve and valve is pushed back to initial position, thereby
locking the rudder position.

53.What are the IMO requirements for testing of the steering gear units?
 Tests should be carried out within 12 hours before each departure and satisfactory.
 Operation of main steering gear.
 Operation of auxiliary steering gear or use of the second pump which acts as an auxiliary.
 Operation of the Remote-Control system from the main bridge steering positions.
 Operation of steering gear using the emergency power supply.
 Check rudder angel indicator reading with respect to the actual rudder angle.
 The alarms fitted to the remote-control system.
 Steering gear power unit failure alarm.
 Steering gear header tank level

40 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
54.What are the different modes of steering gear controls provided on the bridge of a ship, explaining the
significance of each system?
Steering modes on bridge are follow-up mode, non-follow up mode and Auto.
Follow up mode:
 When the helm is moved away from midship position, a rudder command voltage starts the steering gear,
causing the rudder to move.
 As it moves, an electrical feedback signal from the rudder stops any further movement once the desired angle
of rudder is reached.
 Rudder remains in this position until the helm remains at the same angle.
 Thus, rudder follow-up the command given using the helm order.

Non-follow up:

 In NFU mode, the NFU controller when moved in one direction, the rudder will continue to move until the
command is removed or the rudder limits reached.
 If the controller is returned to midships, the rudder will still remain at that angle, will not return to midships.
 Thus, the rudder does not follow up with the controller.

Auto mode:

 This is a automatic steering mode and steering is controlled by auto pilot.

55.Show by sketch what are the six degrees of freedom of a ship? Describe the action of a) Tilting fin system b)
Anti – rolling tanks. (15) iii) What are active anti-heeling tanks? How the liquid is transferred? Or Mention the
methods by which the ships stability is taken care of against rolling.

Tilting Fin System:

 Two fins system is one of the devices used on ships to resist rolling.
 The system requires a separate power supply and hence called active system.
 Two fins extend from the ship side at about bilge level.
 They are turned in opposite direction as the ship rolls.
 The forward motion of the ship creates a force on each fin and hence produces a moment opposing the roll.
 The fins are turned my electric motor.
 When the fin is turned down, the water exerts an upward force. When the fin is turned up, the water exerts a
downward force.
 Fins are rectangular and turn about 20°. Most fins are retractable.

41 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Active Anti-Rolling Tanks:

 The tanks are above the centre of gravity.

 The tanks are connected by lower limb like a ‘U’ tube.
 The air duct contains the valves operated by a roll sensing device or accelerometer.
 The accelerometer senses the rolling motions and sends signals to pump.
 The pump in turn pumps the water to the other side to resist rolling.
 Instead of accelerometer, a gyroscopic sensing system may also be used.

Anti-heeling system:

 Anti-heeling system is incorporated to compensate for the list of the ship during cargo operations.
 This allows the vessels to have continues loading and unloading cargo operation without stopping in between
for list correction.
 This saves considerable amount time on the port.
 In this system, ballast tanks are internally connected to each other by means of pipe lines, automatic valves and
control systems.
 When the ship heels to any of the sides, the heeling sensor sends the signal for change of ships angle with
respect to the ship’s upright position to the master control panel.
 This change in heeling angle is compensated by methods of auto transferring the water from the heeled side to
the other side of the ship, making the vessel upright.
 The transferring system could be either pneumatic or water pump system.

56.Sketch and describe bilge keel and passive anti-rolling tanks.

Bilge Keel:
 Bilge keels are fitted at the turn of the bilge to resist rolling; they
also improve slightly the steering qualities of the vessel.
 They usually extend over the midship one-third or half length.
 They should be attached to a continuous flat bar which may be
welded to the shell plating.
 The ends are to be gradually tapered and should not end on an un-
stiffened panel.
 Today, in many vessels, stabilizers are being fined in lieu of bilge
keels.

42 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Passive Anti-Rolling Tanks:

 Active anti-rolling tanks uses pumps or other machinery to pump the water from one tank to the other.
 Whereas in passive anti-rolling tanks, the movement of water is natural but delayed.
 Thus, when ship is finishing its roll and about to turn, the still moving water will oppose the return roll.
 The water mass thus acts against the roll at each ship movement.
 The delayed movement of water is made possible by baffles or other suitable means.

Question No.5 Steering Generators, Alternators and Electrical Distribution

57.Explain shipboard electrical distribution system.

 The electrical power system on board a ship is designed to provide a secure supply to all loads.
 The general scheme of a ship’s electrical power system is common to nearly all ships.
 Both auxiliary and emergency services are supplied are by the main generators during normal operating
condition.
 In the event of emergency only, the emergency services are supplied by the emergency generator.

43 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  The emergency supplies comprise of:
i. Emergency Lights
ii. Navigation Lights
iii. Navigational Aids
iv. Radio Equipment
v. Alarms & Control Systems etc.
 A back up 24 V D.C supply is also available.

58.Briefly explain: Parallel operation of Generators. State the necessary conditions required prior to the
synchronizing of electrical alternators.
 Connecting more than one alternator to the common bus bars is called ‘synchronising’ and this enables the
parallel operation of the alternator.
 Following condition must be fulfilled for paralleling the alternator:
i. Voltage must be correct
ii. Frequency must match
iii. Phase sequence should be correct
 The incoming alternator should have the same parameters as the running alternator.
 If the speed of the incoming machine is different, the governor control switch should be used to adjust the
speed.
 When the voltages are same, frequency matches and the syncroscope is near stationery at the 11’O clock
position, the circuit breaker of the incoming alternator must be closed.

A – Two alternators about to be connected in parallel.

B – The same machines showing possible arrangement of synchronizing lights.

59.Explain the purpose of providing circuit breakers and fuses in electrical distribution system
Fuses:

 The primary use of an electric fuse is to protect

electrical equipment from excessive current and to
prevent short circuits or mismatched loads.
 Apart from protecting equipment, they are also
used as safety measures to prevent any safety
hazards to personnel.
 There are two types of fuses namely rewireable
fuses and cartridge fuses.

Rewireable fuses:

 When current through a fuse wire exceeds its rated value, then it produces sufficient heat in the fuse wire.
 When the temperature raises above the melting temperature of the fuse wire, the fuse melts and faulty circuit
is isolated from the supply.

44 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Cartridge fuses:

 These are totally enclosed ceramic tubes filled in with quartz power. The fuse wire is of silver.
 The arc which is produced during the fusing operation is immediately extinguished by the quartz powder and it
does not come into contact with the surroundings due to the ceramic enclosure.

Circuit Breakers:
 Fuses are suitable for protection against only heavy fault currents
due to short circuit.
 Fuses are not suitable for protection against overheating, leakage
current, under voltage, unbalanced loads etc.
 For obtaining protection against such faults, circuit breakers are
used.
 A number of relays are used which detect the appropriate fault
and produce a signal which is fed to the circuit breaker.
 Thus, circuit breaker can operate over a very wide range of faults
including short circuit.
 It is also provided with manual ON/OFF operation.
 Circuit breakers are provided with generators, main switch boards
and other heavy loads.
 Air Circuit Breaker (ACB), Air Blast Circuit Breakers (ABCB), Oil
Circuit Breaker (OCB) etc. are some types of circuit breakers.

60.Describe with sketch the arrangement of navigation light circuit with indications and alarms.

 The Navigation Light Indicator Panel has indicator lamps and an audible alarm to warn of any lamp or lamp-
circuit failure.
 When the double pole switch is closed the navigation light is illuminated.
 Current in the relay circuit causes the relay coil to energise, which pulls the NC (normally closed) contact open
so that the audio alarm (buzzer) circuit is now open.
 Only a low voltage lamp is needed for the indicating lamp.
 This ensures a small voltage drop across that part of the circuit.
 If the indicating lamp fails, the circuit is completed through the back-up resistor, so the navigation light does not
fail.
 If the navigation light fails, or if a fuse blows, the current in the circuit ceases and the relay is de-energised.
 The NC contact springs back to activate the buzzer circuit.
 In case of failure of the ship's mains, the double pole switch may be changed over to emergency supply.
45 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
61.Write notes on purpose and application of the following:
(a) ACB.
(b) MCB.
(c) Fuses.
(d) MCCB.

Air Circuit Breaker (ACB):

 These breakers are important safety device on generators. Their function is

i. Open and close a 3-phase circuit, manually or automatically.
ii. Open the circuit automatically when a fault occurs. Faults can be of various types – under or over voltage,
under or over frequency, short circuit, reverse power, earth fault etc.
iii. The main feature of ACB is that it dampens or quenches the arcing during overloading

Miniature Circuit Breakers (MCB):

 For low voltage and low power applications MCB’s are used.
 These are generally used for domestic purposes.
 These are single phase circuit breakers.

Fuses: (AS MENTIONED IN EARLIER QUESTION)

Moulded Care Circuit Breakers (MCCB)

 These are also low voltage and low power application circuit breakers.
 MCCBs are suitable for protection of Main branch and feeder circuit & connected equipment / load.
 It is designed for use in Switchboards, Control Panels and in separate enclosures to meets the requirements of
lighting, distribution and power circuits.

62.Sketch and describe an electrical distribution system on board a ship. With all safety devices and interlock (25
marks) or Sketch and describe a typical emergency electrical distribution system on board a ship.

46 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
63.Give a brief outline off the care and maintenance lead acid batteries
The life of a battery can be extended with proper maintenance and taking good care of it. The following steps should
be followed for the maintenance of a battery:

 Always store or recharge batteries in a well-ventilated area away from sparks or open flames.
 Top side of the battery should be clean and dry.
 Keep the vents clear and free from deposits.
 Always keep lead acid battery vent caps securely in place.
 Pour concentrated acid slowly into water and never add water directly into the acid
 Keep terminal connections tight, free from corrosion and coat with petroleum jelly.
 Maintain fully charged lead acid battery on trickle charge as they suffer internal discharge.
 Check the terminal voltage of the lead acid battery regularly.
 Fully charged battery will have a terminal voltage of 2.2 volts.
 Damaged lead acid batteries shall be kept in properly labelled acid-resistant structures.
 Chargers that are designed for that particular battery should be used
 Do not store acid in hot locations or in direct sunlight.
 Use only non-metallic containers and funnels.

64.Describe procedure for starting emergency generator manually. (15)

Starting the emergency Generator by hydraulic start:

 Put the switch in manual mode and check the pressure gauge for sufficient oil pressure.
 Open the valve from accumulator to generator.
 Push the spring-loaded valve and the generator should start.
 Check voltage and frequency.
 Keep the generator running for 10-15 min and check the exhaust temp and other parameters.
 Check the sump level
 For stopping, use the manual stop button from the panel.
 After stopping the generator, pressurize the hydraulic accumulator to desired pressure.
 Close the valve from accumulator to generator.

47 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
65. Explain the requirements for navigation lights. (10)
As per IACS regulations:

 The navigation lights must be connected directly or through a transformer to the main or emergency
switchboard i.e., no switches are to be in between the source and the dedicated distribution board.
 The distribution board must be easily accessible to the officer of the watch.
 The masthead, side and stern lights shall be connected separately to the above distribution board which is
reserved for this purpose.
 Each light shall be controlled' and protected in each insulated pole by a switch and fuses or by a circuit breaker
mounted on the above distribution board (in case of failure of the ship's mains, the double pole switch may be
changed over to an emergency source of supply).
 Each light shall be controlled' and protected in each insulated pole by a switch and fuses or by a circuit breaker
mounted on the above distribution board (in case of failure of the ship's mains, the double pole switch may be
changed over to an emergency source of supply).
 The Navigation Light Indicator Panel has indicator lamps and an audible alarm to warn of any lamp or lamp-
circuit failure.
 Each lamp-circuit has an alarm relay which monitors the lamp's current. The relay may be electromagnetic or
electronic.

As per IRPCS, 1972 Annex 1:

Range of visibility (luminous range) Luminous intensity of light in

of light in nautical miles candelas for K = 0.8
1 0.9
2 4.3
3 12
4 27
5 52
6 94

 The construction of lights and the installation of lights on board the vessel shall be to the satisfaction of the
appropriate authority of the State whose flag the vessel is entitled to fly

48 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
66.Enlist the SOLAS requirements for the emergency power supply system fitted on ships
SOLAS Chapter II-I:
 A self-contained emergency source of electrical power shall be provided
 The emergency source of electrical power, associated transforming equipment and switchboard shall be located
above the uppermost continuous deck.
 It shall be readily accessible from the open deck.
 They shall not be located forward of the collision bulkhead.
 No interference shall take place with supply and distribution of emergency source of electrical power in the
event of fire in the location of the main source of electrical power and its associated equipment.
 Following services shall be provided by the emergency power supply:
 At least for 3hr emergency lighting at every muster and embarkation station and over the sides
 At least for 18hr:
- Emergency lighting in accommodation alleyways, stairways and exits, machinery spaces and main
generating stations, all control stations, machinery control rooms, and at each main and emergency
switchboard, stowage positions for firemen's outfits, at the steering gear, emergency fire pump and
emergency fire pump location, cargo pump room location.
- Navigation lights, MF/HF, ship earth station and VHF.
- All internal communications, fire alarm and fire panel.
- intermittent operation of the daylight signalling lamp, the ship's whistle, the manually operated call points.
- For a period of 18 h one of the fire pumps
 The emergency source of electrical power may be either a generator or an accumulator battery.
 Where the emergency source of electrical power is a generator, it shall be driven by a suitable prime mover
with an independent supply of fuel, having a flashpoint of not less than 43°C.
 The emergency switchboard shall be installed as near as is practicable to the emergency source of electrical
power.
 No accumulator battery fitted in accordance with this regulation shall be installed in the same space as the
emergency switchboard.

67.Describe the type of cumulative damage that may be caused when alternators are incorrectly synchronized.
 When alternators are incorrectly synchronized, it can lead damage both to the alternators themselves and to
the power system they are connected to.
 Synchronization is crucial in power generation to ensure that multiple generators work together seamlessly.

Mechanical Damage:

 Mechanical damage can occur due to differences in rotor speeds between alternators that are not
synchronized.
 When two or more generators are connected in parallel, their rotors must rotate at the same speed.
 If synchronization is incorrect, it can cause mechanical stress, such as shaft torsion and bending, which may lead
to long-term wear and eventual failure of the rotating machinery.

Electrical & Electronic Damage:

 Incorrect synchronization can result in voltage and frequency mismatches between the alternators and the
power grid.
 This can lead to electrical damage, including overvoltage or undervoltage conditions, which can cause insulation
breakdown and damage to sensitive electrical components.
 Frequent voltage and frequency deviations can damage electronic equipment and disrupt the operation of the
entire power system.

Resonance and Vibration:

49 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Misalignment of alternators can create electrical and mechanical resonances within the system.
 These resonances can lead to increased vibration and stress on the alternators and connected equipment,
potentially causing cumulative structural damage over time.

Loss of Efficiency:

 Incorrect synchronization can lead to decreased overall system efficiency.

 Inefficiencies can result in higher operating costs, as more fuel or energy may be required to produce the same
amount of power, and this inefficiency can persist over time.

68.What is the principle of operation of a Transformer? Why it is required in a distribution system?

Purpose of Transformer in a distribution system:

 It is a device that transfers electric energy from one alternating current circuit to one or more circuits, either
increasing or reducing the voltage.
 Transformer are used to reduce the voltage of conventional power circuit to operate low voltage devices.
 It is also used to raise the voltage from electric generators so that electric power can be transmitted over long
distance

Working Principle:

 Transformer works on Faraday's law of mutual induction.

 Faraday's law of electromagnetic induction
states that, when a change takes place in the
magnetic flux which is linked with a circuit, an
electromotive force current will induce in the
circuit.
 The transformer consists of two separate
winding placed over the laminated silicon steel
core.
 The winding to which AC supply is connected is
called primary winding and to which load is
connected is called secondary winding.
 It works on the alternating current only
because an alternating flux is required for mutual induction between the two winding.
 When the AC supply is given to the primary winding with a certain voltage, an alternating flux sets up in the core
of the transformer, which links with the secondary winding and as a result of it, an emf is induced in it called
Mutually Induced emf.
 The direction of this induced emf is opposite to the applied voltage.

69.How Emergency Generator is tested?

 In the emergency generator room, find the panel for emergency generator.
 Put the switch on the test mode from automatic mode.
 The generator will start automatically, but will not come on load.
 Check voltage and frequency in the meter.
 Keep the generator running for 10-15 min and check the exhaust temperature and other parameters.
 Check the sump level.
 For stopping the generator, put the switch in manual and then stop generator.
 Emergency generator testing is done weekly by running unloaded.
 The hydraulic start is done every month to ensure the operational condition.
 Automatic start of generator is also tried out monthly.

50 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
70.Write short notes on the following:
a) Use of circuit breaker and fuses. (8)
b) Operation of Emergency compressor. (8)
c) Services to be supplied from Emergency Generator. (9)
‘a’ & ‘c’ are mentioned in the earlier questions.
Operation of Emergency compressor:

 An emergency air compressor is used for starting the auxiliary engine at the time of an emergency or when the
main air compressor has failed for filling up the main air receiver.
 It has no connection between the main air bottle.
 This type of compressor can be motor driven or engine driven.
 If the motor is driven, it should be supplied from an emergency source of power.
 Emergency air compressors are typically designed to start automatically when a loss of pressure or an
emergency situation is detected.
 These compressors are equipped with pressure sensors and control systems that monitor the air pressure in the
system.
 If pressure drops below a certain level or other emergency conditions are detected, the compressor is
automatically started.
 It can also get power supply from emergency switch board.
 Safety systems are in place to prevent overpressure, overheating, or other issues that may arise during
compressor operation.
 These systems can include pressure relief valves and temperature sensors.

71.List up various safeties fitted on main switch board.

Dead front Panels:

 It’s a 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.

Fuses:

 The primary use of an electric fuse is to protect electrical equipment from excessive current and to prevent
short circuits or mismatched loads.
 Apart from protecting equipment, they are also used as safety measures to prevent any safety hazards to
personnel.

Over Current Relays:

 OCR is used mainly on the local panel and MSB for protection from high current.
 They are installed where a low power signal is a controller.
 Normally relays are set equivalent to full load current with time delay.

Circuit breakers:

 A circuit breaker is an auto shut down device which activates during an abnormality in the electrical circuit.
 Especially during overloading or short circuit, the circuit breaker opens the supplied circuit from MSB and thus
protects the same.
 Different circuit breakers are strategically installed at various locations.

Earth fault indicators:

 It is a situation where the current-carrying conductor comes directly in contact with the earth's surface.
 Indicators are provided in MSB to indicate earth faults

51 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Other safety devices on MSB are:

 Under Voltage relay,

 Reverse power trip,
 Preferential trip,
 Over current trip,
 Short circuit trip,
 Arc chute,
 Ebonite rod (to remove static charge)

72.Describe the fire-fighting arrangement for main switch board.

 Smoke detectors and heat sensors are installed near and around the main switchboard to detect the presence
of smoke or abnormal heat.
 When these sensors detect potential signs of a fire, they trigger alarms and alert the ship's crew
 The main switchboard is often housed within a fireproof enclosure, which is designed to contain a fire and
prevent its spread to other areas of the ship.
 The enclosure typically has fire-resistant materials and seals to contain flames and smoke
 Portable fire extinguishers, such as portable CO2 or dry chemical extinguishers, are readily available in close
proximity to the switchboard.
 These can be used by the crew in the initial stages of a fire to prevent it from spreading.
 Fire-rated doors and dampers are installed in the switchboard room to compartmentalize it from the rest of the
ship.
 These are designed to automatically close in the event of a fire to restrict the fire's movement.
 In the event of a fire in the switchboard room, there should be an emergency shutdown system that allows the
immediate isolation of power to prevent electrical faults and to aid the firefighting efforts.
 In the event of large fire, CO2 flooding system is available.

Question No.6 Refrigeration, Air-Conditioning and Ventilation

73.Sketch and describe a typical domestic refrigeration system on board a ship . Or Describe the refrigeration cycle
on ships. Or a) Sketch and describe a refer system using Freon as refrigerant. Explain how temperatures of each
room is independently maintained? (15)

52 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Once the room is loaded, for example meat or vegetable, the liquid refrigerant at the evaporator coil will pick
up the heat from meat and vaporise.
 Vapour pressure at compressor suction will increase and ‘suction pressure high’ (2.8 bar) switch will actuate the
motor started and the motor will cut in.
 Now the compressor will run and draw gas from evaporator coil and pumping refrigerant liquid back to the
evaporator coil through condenser and expansion valve.
 The plant will continue to operate in the aforementioned cycle until the meat room temperature reaches a set
value say -12°C.
 At this point, the thermostat will cause the solenoid valve S1 to shut off and this stops the flow of liquid
refrigerant to the evaporator.
 Also, the suction pressure at the compressor inlet will drop and compressor will cut off on ‘low suction pressure’
(1.5 bar).
 Again, when the room temperature rises to a set value say -8°C, the solenoid valve will open and stored liquid
refrigerant in the receiver will flow into the evaporator coil and vaporise absorbing heat.
 Now the ‘suction pressure high’ switch will again actuate and the compressor starts to take vapours from the
evaporator coil. This way the cycle is repeated.

74.Explain the safeties in the domestic refrigeration system

i. High pressure cut-outs

ii. Low pressure cut-outs,
iii. Oil failure cut-outs,
iv. Safety valves or busting discs

High Pressure Cut-Outs:

 It is fitted at the delivery of the compressor. If the compressor delivery pressure increases above the set value,
then the compressor trips.
 It requires a manual reset to start the compressor.

Low Pressure Cut-outs:

 The low pressure [LP] cut out trips the compressor in case the suction pressure drops below the set value.
 In most of the plants, it is used for starting and stopping the compressor to maintain the temperatures.

Oil Failure Cut-Outs:

 The luboil differential pressure cut out compares the luboil pressure and the suction pressure of the
compressor.
 If the differential pressure falls below 1.2 bar, then the compressor trips and requires a manual reset to restart.
 A time delay is built into the circuit to allow sufficient time for the luboil pressure to build up while starting.

Safety Valves or bursting discs:

 Bursting discs are fitted internally between discharge and suction manifolds on many compressors.
 Double bursting discs, with a pressure gauge connected between them are sometimes used to protect the high-
pressure side of the system.
 The reason for fitting two discs is that eventually discs develop slight leaks, caused by fatigue and the
refrigerant charge can slowly leak. Gauges should be inspected daily and should read zero.
 If any gauge shows a reading, the first of the pair of discs is leaking and should be replaced.

53 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
75.How is refrigerant leakage detected? What is the storage temperature of Vegetable, Meat and Fish in general?
Leak detection:

Indications:

 Time taken for the temperature of the room to come down is longer than usual.
 Plant is hotter.
 Compression suction side is warmer
 Running hour is more for the compressor.

Detection:

 Regular inspection of all components of the refrigerant circuit must be made.

 Examine for traces of oil, wherever oil is weeping, refrigerant will also be being lost.
 Attention should be concentrated on compressor glands, flanges and pipe joints, particularly the flared ends of
copper pipes.
 A most thorough test is to paint over all joints with a soapy water solution and look for bubbles.

Detector Lamp:

 For freon plants, leak detector lamp is used.

 Lamp consists of fuel tank, an exploring tube, reaction plate, flame
shield and needle valve
 The end of the exploring tube must be traversed slowly round all
joints, keeping close to and preferably touching the pipe.
 Traces of freon picked up by the exploring tube gives the flame a pale
green hue changing to violet for higher concentrations.
 Ventilation with fresh air is necessary to dilute the escaped freon and
allow the leak to be pinpointed.
 If the space is not ventilated, freon gas might have accumulated in
the locality and flame will keep showing pale green hue and pin
pointing leak detection becomes difficult.

Temperature:

 For meat room - -8 to -12°C

 For vegetable room 0 to +5°C

76.Explain how critical temperature restricts plant operation and how these limitations overcome?
Critical Temperature:

 The critical temperature (Tc) is the temperature above which a refrigerant cannot exist in its liquid state,
regardless of the pressure applied.
 At the critical temperature, the liquid and vapor phases of the refrigerant become indistinguishable from each
other, and the distinction between liquid and gas phases disappears.

Limitations:

 The critical temperature imposes limitations on the operating conditions of the refrigeration plant, particularly
on the condensation process.
 In conventional vapor compression refrigeration systems, the refrigerant must be condensed from its vapor
phase to a liquid phase to reject heat effectively.
 However, once the refrigerant temperature approaches or exceeds its critical temperature during the
condensation process, it cannot fully condense into a liquid.
 Instead, it remains in a supercritical state, leading to reduced efficiency and cooling capacity of the system.
54 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Steps to overcome:

 Refrigerants with critical temperatures higher than the operating conditions are chosen for specific applications.
 These refrigerants allow for effective condensation at the desired temperature range and maintain optimal
system efficiency.
 Subcooling is a process that involves cooling the refrigerant below its condensation temperature after the
condenser to ensure that it remains in its liquid state before entering the expansion valve.
 Subcooling helps prevent any superheating and ensures more efficient evaporation in the evaporator.
 Cascade refrigeration systems use two or more refrigerants with different critical temperatures in separate
cycles.
 These systems allow for efficient cooling even in cases where the critical temperature of one refrigerant is too
close to the desired condensation temperature.

77.Sketch and describe a typical cargo hold refrigeration system. What is the role of the secondary refrigerant?

 Using primary refrigerant through the cargo spaces is not feasible and also it can escape to minute clearances.
 Secondary refrigerants are employed where the installation is large and complex such as in reefer ships.
 Brine which is made by mixing ¼ kg of calcium chloride in 1 litre of fresh water is used as secondary refrigerant.
 Primary refrigerant vaporises at the evaporator coil causing brine to cool.
 Brine gets cooled to about -15°C and is circulated to the reefer holds.
 By controlling the flow rate of brine through each hold at the return valves, we can control the temperature of
any hold.
 As the percentage of calcium chloride is increased, the freezing point of the brine will decrease.
 Thus, depending on lowest temperature, the brine will experience, percentage of chloride may be adjusted in
calcium chloride water mixture.
 Inhibitors to prevent corrosion are also added.

78.What are the various reasons for such a refrigeration system to become less efficient?
Reasons for reduced efficiency

 Ingress of external heat through open door or open drain.

 Any fouling, scaling, or poor maintenance can reduce heat transfer efficiency.
 If the temperature difference between primary refrigerant and secondary refrigerant is high, it will impact the
system’s efficiency.
 Leaks can lead to reduced cooling capacity and increased energy consumption, resulting in reduced efficiency.

55 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  The piping and components of the secondary refrigerant loop must be adequately insulated to prevent heat
gains and losses.
 Poor insulation can cause thermal losses and impact the overall efficiency of the system.
 Oil contamination can occur in the secondary loop due to leaks or improper system design, affecting heat
transfer and reducing efficiency.
 As with any refrigeration system, the efficiency of indirect expansion systems may decline over time due to
wear and tear, component degradation, and reduced system performance.

79.What are the important properties of a refrigerant? State the refrigerants used for refrigeration on board ships.
 It must be possible to compress the refrigerant at low pressure at the compressor. Thus, condensing pressure
for the vapours of the refrigerant should be low.
 Once the evaporated gas is compressed, the temperature of seawater should be low enough (below critical
temperature of the refrigerant) to condense these gases to liquid form. Thus, critical temperature of the
refrigerant should be high.
 The liquid at the evaporator coil should vaporise easily, otherwise the compressor have to create too much
vacuum to cause the liquid to vaporise. Thus, the boiling point of the refrigerant must be low.
 Vapour produced after vaporisation of liquid at the evaporator coil should occupy minimum volume to keep the
pipeline diameter, compressor size etc. small and compact. Thus, refrigerant vapor should have low specific
volume.
 The liquid refrigerant that gets vaporised in the evaporator coil should be capable of taking large amount of
heat. Thus, the specific enthalpy of vaporisation (latent heat) of refrigerant should be high.
 It shall be non-corrosive, non-toxic, non-flammable and non-explosive.
 It shall be stable, easy leak detection must be possible.
 Compatible with crank case oil, oil seals, gaskets, metals involved etc.
 It must be cheap, easily available and easily stored.

Refrigerants Used:

 Most of the modern refrigerants are Chloro-Fluro-Carbons which have a damaging effect on the ozone layer.
 It also accumulates in the atmosphere and causes global warming.
 R11 is a low-pressure gas and hence large circulation of gas is required for the given cooling effect, but
consumes very low power
 R 12 is substantially available at low price, but its pressure goes below after the evaporator and if there is a leak
in the system, it draws, air and moisture into the system
 CFC-12 or freon-12 are replaced by HFC 134A which causes zero ozone depletion.
 R-22 or HCFC-22 is used in almost 90% of ships as it is relatively a less harmful gas.
 R22 highly useful for low temperature operation and due to this a small quantity is required to bring the desired
temperature, making the whole unit less in size and power requirement goes down
 The mixture of R22 and R 115, gives us R502, which is a fixed boiling point refrigerant.
 Similar to R22, R502 requires a smaller component but its temperature after the compressor is comparatively
low and does not breakdown the Lube oil properties and also no temperature induced stress on the delivery
valves. But this is more expensive due to its non-availability

80.What is the effect on the environment of the release of refrigerants into the atmosphere? (Or) What do you
understand about global warming potential and ozone depleting substances with reference to refrigerant
gases? (Or) Some refrigerant gases (Like Freon 12) have been banned, and new types of refrigerant gases have
been introduced. What is the main reason for this?

 The release of refrigerants into the atmosphere can have significant environmental impacts due to their
potential as greenhouse gases and ozone-depleting substances.
 The environmental effects vary depending on the type of refrigerant released and its global warming potential
(GWP) or ozone depletion potential (ODP)
56 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Certain refrigerants, such as chlorofluorocarbons (CFCs) and hydrochlorofluorocarbons (HCFCs), are ozone-
depleting substances.
 When these substances are released into the atmosphere, they can reach the stratosphere and break down
ozone molecules, leading to the thinning of the ozone layer.
 The ozone layer protects life on Earth by absorbing harmful ultraviolet (UV) radiation from the sun.
 Its depletion can increase the risk of skin cancer, cataracts, and other health issues in humans, as well as harm
marine ecosystems.
 Some refrigerants have long atmospheric lifetimes, which means they remain in the atmosphere for extended
periods before being removed through natural processes.
 This persistence enhances their impact on climate and ozone depletion over time.
 Some refrigerants, such as HFCs, can contribute to the formation of ground-level ozone and smog when they
interact with other air pollutants in the presence of sunlight.
 Ground-level ozone is harmful to human health and can lead to respiratory issues.
 CFC-12 or freon-12 are replaced by HFC 134A which causes zero ozone depletion.
 R-22 or HCFC-22 is used in almost 90% of ships as it is relatively a less harmful gas.
 R22 highly useful for low temperature operation and due to this a small quantity is required to bring the desired
temperature, making the whole unit less in size and power requirement goes down

81.Why the perishable foodstuff needs refrigeration?

 Perishable foodstuffs need refrigeration primarily to extend their shelf life, preserve freshness, and maintain
food safety.
 Refrigeration slows down the growth of spoilage-causing microorganisms and enzymes, helping to prevent food
from deteriorating quickly.
 Refrigeration keeps perishable food at low temperatures, typically between 0°C to 5°C (32°F to 41°F) for
refrigerators and below -18°C (0°F) for freezers.
 These temperatures slow down the activity of bacteria, yeasts, molds, and enzymes that can cause food
spoilage and lead to the growth of harmful pathogens.
 Refrigeration inhibits the growth of harmful microorganisms that can cause foodborne illnesses.
 Refrigeration helps to preserve the freshness, texture, and taste of perishable food.
 It minimizes moisture loss and prevents the development of off-flavours and odours that may occur at higher
temperatures.
 Refrigeration helps maintain the appearance, colour, and overall quality of perishable food, making it more
appealing to consumers.
 Refrigeration is essential for complying with food safety regulations and standards set by health authorities and
food handling guidelines.

82.What is defrosting cold room? Why defrosting is done? How it is done?

 Defrosting a cold room on ships is a process of removing the accumulated ice and frost from the surfaces of the
cold room, particularly the evaporator coils of the refrigeration system.
 Cold rooms are used on ships to store perishable goods and maintain them at controlled temperatures to
prevent spoilage during transportation.

Why is defrosting done?

 Over time, if this frost and ice are not removed, it can reduce the efficiency of the refrigeration system, hinder
proper airflow, and increase energy consumption.
 This can lead to inadequate cooling and potential spoilage of the stored goods.

How is it done?

 Defrosting on ships can be done manually or automatically, depending on the type of refrigeration system in
use.

57 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Manual defrosting:

 In some older or smaller ships, defrosting might be done manually.

 This involves shutting down the refrigeration system and allowing the ice to melt naturally.
 The water resulting from the melting ice is drained away through a designated drainage system.
 This process can be time-consuming and may require careful planning to ensure minimal impact on the stored
goods.

Automatic defrosting:

 Modern ships are equipped with refrigeration systems that often have automatic defrosting features.
 These systems periodically reverse the operation of the refrigeration cycle to heat up the evaporator coils.
 The heat melts the frost and ice, turning it into water.
 The water is then drained away, and the system returns to its normal cooling cycle.
 The frequency of defrosting depends on factors such as the operating conditions, the type of goods being
stored, and the efficiency of the refrigeration system.
 Some systems might defrost every few hours, while others may do it once a day or as needed.
 In both cases, it's essential to ensure proper drainage to prevent water accumulation in the cold room, as excess
water can lead to mold growth and compromise the condition of the stored cargo.

83.With respect to Air Conditioning Plant Sketch and briefly describe a single duct system
Single Duct System:

 Single duct system is widely used on cargo ships.

 Several central units are used to distribute conditioned air to a number of cabins or spaces via a single pipe or
duct.
 In warm climates a mixture of fresh and recirculated air is cooled and dehumidified (some water removed)
during its passage over the refrigeration unit.
 In cold climates the air mixture is warmed and humidified (some water is added) either by steam, hot water or
electric heating.
 The temperature and humidity of air is controlled automatically at the central unit.
 Within the conditioned space, control is by variation of the volume.

58 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
84.With respect to Air Conditioning Plant Sketch and briefly describe a double duct system. State the comfortable
room condition parameters of temperature and relative humidity. (Or) Sketch an automated air conditioning
unit labelling the component parts.
Double Duct System:

 Two separate ducts are run from the central unit to each of the air terminals,
 In winter, two warm air streams of differing temperatures are carried to the air terminals for individual mixing.
 The temperatures of both the air streams are automatically controlled.
 All the air is first cooled and dehumidified, then divided into two ducts.
 One cold air duct and a parallel warm air duct, distributes air from the central air handler to the conditioned
spaces.
 Dual duct system provides good temperature and humidity control.
 Provides the option of adding or subdividing zones in future.
 Initial cost for set up is high. And energy consumption is also high relative to single duct system

Comfortable room condition parameters of temperature and relative humidity:

Temperature 24°C and 58%relative humidity.

85.Explain working principle of vapour compressed ac system.

Vapour Compression Cycle:

 The refrigerant initially at low temperature and low pressure.

59 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  The pressure of the refrigerant gas is increased in the compressor, during which it gets heated.
 The hot and high-pressure gas enters the condenser, where sea water is used for cooling the gas.
 The cooling causes the high-pressure gas to become liquid and it is stored in the receiver.
 This liquid is under high pressure and led to an expansion valve.
 In the expansion valve, the sudden drop in pressure causes liquid to flash off into a gas, in the process it absorbs
heath from the surroundings.
 This is the refrigerating effect, which takes place in the evaporator coil.
 Now the gas is once again pressurised in the compressor, and the cycle repeats itself.

86.What are the functions of an expansion valve fitted in the system?

 When the refrigerant flows from through an orifice, i.e. from high pressure side to low pressure side, there is a
drop in pressure.
 This causes the saturation temperature of the refrigerant to fall below its actual temperature.
 As a result, some of the liquid boils off at the orifice by taking latent heat from the remaining liquid.
 The corresponding drop in liquid temperature causes the refrigerant to change its phase from liquid to vapour.
 The thermostatic expansion valve allows the refrigerant to expand at a controlled rate, depending on the load.
 The valve measures the exit temperature of the refrigerant from the evaporator and controls the refrigerant
flow to the evaporator so that the liquid completely changes to vapour before leaving the evaporator.
 Expansion valve consists of a valve body with valve seat, a thermostatic element separated from the valve body
by a diaphragm and spring.
 A capillary tube connects the element to the bulb.
 In larger plants where pressure drop in evaporator is more, an equalising or balancing line is provided.
 This connects the evaporator outlet to the lower side of the diaphragm.
 This eliminates further increase in superheat temperature to compensate for reduction in pressure and so
allows an increase in effective area of the evaporator.

87.With regard to harmful bacteria to human that may exist in an air conditioning unit.
(i) State how bacteria can be transmitted throughout the air conditioning unit.
(ii) State what measures are taken to maintain the system in an acceptable sterile state?
(iii) What are the advantages of using double duct system over single duct system for air conditioning?
Transmission of bacteria:
 Certain types of bacteria grow and multiply in the air conditioning system of the ship.
 Ideal conditions for these bacteria to grow is wet deposits or stagnant water.
 These bacteria are known as legionella bacteria.
 Common areas are air inlets, filter, cooler units/dehumidifier, and humidifier.
 These bacteria cause legionnaire disease and it is a type of pneumonia.

60 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  This disease can be fatal to people, especially to the elder ones.

Measures to prevent:

 Regular inspection and cleaning of the filters and similar parts.

 Cleaning can be done using 50 ppm super chlorinated solution used as a sterilizing agent.
 Such solution is also to be used on the cooler drain area at not more than three months intervals.
 This sterilization is necessary for water spray type humidifier in air conditioning system.
 Steam spray humidifier are to be preferred over water spray humidifiers.
 Proper attention should be given to efficient drainage.
 The sump drains should be regularly inspected and cleaned.
 The sump can also be washed using super chlorinated solution.

Advantages:
 Total airflow rate to each zone is constant, thus it is possible to maintain air distribution.
 Cooling in some zones and heating in other zones can be achieved simultaneously
 System is very responsive to variations in the zone load, thus it is possible to maintain required conditions
precisely.
 The double duct system provides good temperature and humidity control.
 This system accommodates a variety of zone loads.
 The system is flexible in nature; thus, zones can be added or sub-divided.
 Due to this flexibility, this system is mainly used in passenger ships.

88.Why in case of tankers, the plant should be used on recirculation mode only?
 It is essential that the accommodation is kept under positive pressure on tankers to prevent the entry of cargo
vapours.
 A positive pressure will be maintained only if the air conditioning system is operating with its air intakes open
and if all access doors are kept closed, except for momentary entry or exit.
 The system should not be operated with the intakes fully closed i.e. 100% recirculation mode should not be
used.
 This is because, the operation of extraction fans in galley and sanitary spaces will reduce the atmospheric
pressure in the accommodation to less than that of ambient pressure outside.
 Externally located air conditioning units, should not be operated during any of the cargo operations.
 Intakes for AC units are usually positioned in a safe area and vapours will not be drawn in to the
accommodation under normal condition.

61 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
 Question No.7 Sewage Treatment Plants / Oily Water Separators and Oil Filtering
Equipment / Incinerators
89.Explain why is it necessary to treat the sewage generated on board?(10) Sketch and describe disinfecting and
communiting sewage plant. (10)
Reason for treatment of sewage:
 Untreated sewage as a suspended solid is unsightly.
 When discharged without treating, in order to break down naturally, raw sewage must absorb oxygen.
 In excessive amounts it could reduce the oxygen content of the water to the point where fish and plant life
would die.
 Pungent smells are also associated with sewage as a result of bacteria which produce hydrogen sulphide gas.
 Particular bacteria present in human intestine known as coliforms are also to be found in sewage.
 They are not normally harmful, except when they contain pathogenic colonies which can cause dysentery,
typhoid, para-typhoid, etc.

Treatment before pumping:

 Two particular types of sewage treatment plant are in use, employing either chemical or biological methods.
 The chemical method is basically a storage tank which collects solid material for disposal in permitted areas or
to a shore collection facility.
 The biological method treats sewage so that it is acceptable for discharge in shore.

Chemical Treatment Method (Disinfecting and communiting plant):

 This has an initial reception chamber, in which separation of liquid and solid sewage takes place.
 Waste drops onto the moving perforated rubber belt, driven by an electric motor.
 The liquid pass through, but the solids travel with the belt to a caustic treatment plant.

 Solids are chemically inerted by caustic compound and delivered via grinder pump to the holding tank.
 Liquid is treated with chlorine and causting based compound so that liquid effluent is accpetable for use as
flushing liquid.
 Incorrect chemical dosage may cause chemical odour of the flush water and may result in high alkalinity leading
to corrosion.

62 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
90.Sketch and describe the functioning of a biological sewage treatment plant. (15)

 The treatment plant uses a tank which is divided into three watertight compartments
- An aeration compartment,
- A settling compartment and
- A chlorine contact compartment.
 Incoming waste enters the primary chamber through coarse screen.
 The primary tank overflows into the aeration compartment.
 The breakdown of waste matter takes place in aeration compartment, by bacteria which consumes the waste
and require oxygen which is provided by air compressor.
 After prolonged aeration, the mixture is displaced into the settling tank.
 Biological floc is formed in the settling tank.
 Activated sludge gravitates to the bottom and continuously withdrawn and returned to the aeration chamber to
mix with the incoming waste.
 This is done by means of air lifter where air supply is provided by compressors.
 Clean effluent from the top of the settling compartment is collected in the last chamber, for disinfection and
discharge over board.
 Float switches control the discharge pump.
 The chlorinator ensures that the water is sterilised.
 The bacteria must be kept alive, by regular use of the sewage treatment plant.

91.Explain regulation for condition and discharging sewage overboard.

MARPOL Annex V – Regulation 11:

Discharge of sewage from ships other than passenger ships in all areas and discharge of sewage from passenger
ships outside special areas:

 If a ship is fitted with comminuted and disinfected sewage system approved by the administration, then the
sewage can be discharged at a distance of more than 3 nautical miles from the nearest land.
 Sewage which is not comminuted or disinfected can be discharged at a distance of more than 12 nautical miles
from the nearest land.
 In both the above cases, vessel must be En-route and proceeding at not less than 4 knots and rate of discharge
shall be approved by the administration.

63 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Or if the ship has an approved sewage treatment plant, the effluent shall not produce visible floating solids nor
cause discoloration of the surrounding water, the sewage can be discharged anywhere provided that in
compliance with local regulations if any.

Discharge of sewage from passenger ships within a special area:

 If the passenger ship has an approved sewage treatment plant and the effluent shall not produce visible floating
solids nor cause discoloration of the surrounding water, the sewage can be discharged anywhere provided that
in compliance with local regulations if any.
 If the passenger ship does not have an approved treatment plant, then discharge of sewage is prohibited in
special area which is the Baltic sea.

General Requirement:

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

92.A Biological sewage system develops a fault which necessitates opening the unit for repair. Detail: -
(a) The risk associated with opening the unit
(b) The precautions taken to reduce the risk
Risk associated with opening the unit:

 When the sewage treatment plant is stopped and sewage is left in the tank, the sewage will go bad resulting in
the production of poisonous hydrogen sulphide gas.
 The inhalation of the gas may cause death.
 The space is a confined space and lack of oxygen is definitely a possibility.
 Exposure to micro-organisms can cause serious ill effects.
 Inadvertent energizing of machine is another risk.
 Slip, trips and falls are common hazard when working on sewage treatment plant.
 Another major hazard is accidental contact with the high voltage current.

Precautions taken to reduce the risk:

 When the unit has to be opened, open all drain valves located at the bottom while running the aeration blower.
 Discharge all sewage in the plant by using the discharge pump.
 Cleaning water should be used to fill the plant after the covers are removed.
 Flush and drain two or three times confirming that the inside of the plant is clean and empty. Ventilate for some
time.
 Check the content of oxygen, hydrogen sulphide and other toxic gases.
 Follow complete enclosed entry procedures.
 The above procedures will eliminate hazards of lack of oxygen, presence of H2S gas and contact with micro-
organisms.
 Make sure ventilation is continued through out the maintenance period.
 When working on discharge pump, pipe, valve etc… put on a lock out tag out or similar notice to prevent
switching on the system.
 In climbing on the sewage treatment tank, wear a helmet and the gloves and proper safety shoes with anti-slip
function.
 When working aloft, wear appropriate PPE and in strict compliance with working aloft procedures and permit.
 The work for maintaining and checking the inside of the control panel should carried out by electrician with
expert knowledge so as to prevent any accidental contact with the high voltage current.

64 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
93.Sketch and describe typical oily water separator for Engine Room bilges. Why the oily mixture is heated during
OWS operation?

Working of OWS:

First Stage Separation

 The complete unit is first filled with clean seawater. The oily water mixture is then pumped through the
separator inlet pipe into coarse separating compartment.
 Here some oil, as a result of its lower density, will separate and rise into the oil collection space.
 The remaining oil/water mixture now flows down into the fine separating compartment and moves slowly
between the catch plates.
 More oil will separate out on to the underside of these plates and travel outwards until it is free to rise into the
oil collecting space.
 The almost oil free water passes into the central pipe and leaves the separator unit.
 The purity at this point will be 100 ppm or less.
 Automatically controlled valve releases the separated oil to a storage tank.
 Air is released from the unit by a vent valve.
 Steam or electric heating coils are provided in the upper and sometimes the lower parts of the separator,
depending upon the type of oil to be separated.
 Heating reduces viscous drag of oil and thus makes separation of oil and water easier.

Second Stage Separation:

 The water flows in turn through two filter stages and the oil removed passes to oil collecting spaces.
 The first filter removes physical impurities present in the water and promotes some fine separation.
 The second filter uses coalesce inserts to achieve the final de-oiling.
 Coalescence is the breakdown of surface tension between oil droplets in an oil/water mixture which causes
them to join and increase in size.

65 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
94.How will you ensure efficiency of oily water separator?
Steps for efficient OWS:
 Ensure that the separator is initially filled with seawater before the bilge mixture is supplied to it.
 This is to increase the life of filters and also to maintain the operational efficiency of the separator
 The OWS is designed to separate small quantity of oil in relatively large quantity of water.
 Thus, if we know a large quantity of oil exists and only very small portion of water may be present, do not pass
through OWS, directly transfer the mixture to sludge tank.
 Avoid using highly viscous oil as it will clog the filter. Keep the viscosity of oil within 1000 mm2/s.
 If the bilge mixture contains dust and sand, its difficult to pass through the filter due to their sizes.
 This will reduce the operating hours of the filter and in-turn the efficiency of the OWS.
 If a heating device is provided, ensure it is ON when OWS is in operation and switched OFF before OWS is
stopped.
 In case when the OWS is run for a long time, keep a track on the heater for overheating of coils.
 Frequent checks on effluent to be done to assess the performance of the separator.
 If the effluent is found contaminated, immediately stop the separator and take preventive actions

95.State the factors which can lead to improper functioning of OWS.

 The principle of separation on which OWS function is gravity differential between oil and water.
 If oil globules size is larger, temperature of the system is higher and seawater is present, then high rate of
separation can be achieved.
 Since, the rate of separation depends on the oil globule size, disintegration of oil globules should be prevented.
 If it gets disintegrated, it will affect the proper functioning of the system as rate of separation will be slow.
 Thus, use of centrifugal pumps as supply pump to separator should be avoided.
 This is due to the fact that they churn the supply and produce small oil droplets.
 A positive displacement pump e.g. slow running double vane, screw, reciprocating or gear pump is favoured
which aids in better performance.
 Therefore, following factors affect the proper functioning of OWS: -
- When quantity of small oil globules is excessive,
- When excessive rolling and pitching of the ship causing disintegration of oil globules
- Type of pump used that causes too much turbulence

96.Give the important regulations as per MARPOL regarding pumping out machinery space bilge water in open sea
and in a special area.
MARPOL Annex I – Part C - Control of Operational Discharge of Oil
Regulation 15: - Control of discharge of oil
Discharges outside special areas except in Arctic waters
Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above shall be prohibited
except when all the following conditions are satisfied

i. the ship is proceeding En-route;

ii. the oily mixture is processed through an oil filtering equipment;
iii. the oil content of the effluent without dilution does not exceed 15 parts per million;
iv. the oily mixture does not originate from cargo pump room bilges on oil tankers; and
v. the oily mixture, in case of oil tankers, is not mixed with oil cargo residues

Discharges in special areas

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

66 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
97.Explain the working of oil content monitor and state it’s functions. Sketch an oily water separator suitable for a
vessel above 10000 GRT to use to pump E/R bilges with an effluent discharge of 15 ppm.

Operation:

 The principle used is that of UV fluorescence.

 UV light is absorbed and it is reflected back as longer wavelength.
 Oil fluoresces more readily than water and this provides the means for its detection.
 A sample is drawn off from the overboard discharge and passes through sample cell.
 An UV light is directed at the sample and fluorescence is monitored by a photoelectric cell.
 The measured value is compared with the maximum desired value in the controller/recorder.
 Where an excessive level of contamination is detected, an alarm is sounded and diverting valves are operated.
 The discharging liquid is then passed to a slop tank.

Functions:

 As per MARPOL Annex I Regulation 14,

Vessel of 10,000 GT and above shall be fitted with an oil filtering equipment that has
- Alarm function to indicate when the effluent has oil content of more than 15 ppm
- An arrangement to ensure that any discharge of oily mixtures is automatically stopped when the oil content
of the effluent exceeds 15 ppm.
 Thus, an OCM provides2 an alarm to indicate when the oil content in the effluent is more than 15ppm and stops
the discharge automatically.

98.What are the requirements of ODMCS?

 Oil tankers of 150 gross tonnage and above shall be equipped with an oil discharge monitoring and control
system approved by the Administration.
 The system shall be fitted with a recording device to
- provide a continuous record of the discharge in litres per nautical mile
- provide total quantity discharged.
- Or Oil content and rate of discharge
 This record shall be identifiable as to time and date and shall be kept for at least three years.
 The oil discharge monitoring and control system shall come into operation when there is any discharge of
effluent into the sea.
 It shall ensure that any discharge of oily mixture is automatically stopped when the instantaneous rate of
discharge of oil exceeds that permitted limit.
 Any failure of this monitoring and control system shall stop the discharge.
67 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  The oil discharge monitoring and control system shall be designed and installed in compliance with the
guidelines developed by IMO.
 Instructions as to the operation of the system shall be in accordance with an operational manual approved by
the Administration.

99.Sketch and label an incinerator used on board.

 The incineration is designed with a primary combustion chamber for burning sludge oil or solid waste.
 The secondary chamber is provided for burning out un-combusted exhaust gases.
 The primary combustion chamber is equipped with a primary burner.
 Diesel oil is supplied to this burner for initial ignition.
 After this, the sludge oil is supplied to the main burner until it ignites.
 The primary burner is then switched off either automatically or manually.
 Atomizing air is provided to the sludge burner for efficient combustion.
 A pressure regulating valve is provided on the sludge return line to adjust the quantity of sludge entering the
combustion chamber.
 The heat from the primary burner will dry out and start burning the solid waste and or ignite the sludge oil.
 The very large heat transmission area in the primary combustion chamber optimizes the drying and burning of
the solid waste.
 In the secondary combustion chamber, the gases from the primary combustion chamber will burn out.
 A wall made of ceramic, heavy duty refractory lining separates the primary and secondary chamber.
 In case of solid garbage or waste, the waste is put into the incinerator through the feeding door.
 Note that the primary burner cannot be ignited if this door is open.
 The rest of the combustion process is the same.

68 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
100. Give some important regulations as per MARPOL Annex VI for burning waste in an incinerator (or) List
items that cannot be burnt in an incinerator.
MARPOL Annex VI – Regulation 16

 Shipboard incineration of the following substances shall be prohibited:

- residues of cargoes subject to Annex I, II or III or related contaminated packing materials;
- polychlorinated biphenyls (PCBs);
- garbage, as defined by Annex V, containing more than traces of heavy metals;
- refined petroleum products containing halogen compounds;
- sewage sludge and sludge oil either of which are not generated on board the ship; and
- exhaust gas cleaning system residues.
 Shipboard incineration of polyvinyl chlorides (PVCs) shall be prohibited, except in shipboard incinerator for
which an IMO Type Approval Certificate have been issued.
 Shipboard incineration of sewage sludge and sludge oil generated during normal operation of a ship is
permitted.
 Such incineration shall not take place inside ports, harbours and estuaries.
 Personnel responsible for the operation of an incinerator shall be trained.
 If incinerator is of the continuous-feed type, waste shall not be fed into the unit when the combustion chamber
gas outlet temperature is below 850°C.
 If incinerator is of the batch-loaded type, the unit shall be designed so that the combustion chamber gas outlet
temperature shall reach 600°C within five minutes after start-up and will thereafter stabilize at a temperature
not less than 850°C

Question No.8 Deck Machinery / Hydraulic Systems

101. What is the routine maintenance carried out on deck machineries?
Deck machinery includes the following:

 Mooring winches
 Windlass
 Cranes
 Hatch cover operation
 Others: Life boat davit, life raft davit.

General Maintenance:

 All deck machineries are exposed to severe and corrosive weather conditions, hence the correct maintenance
schedules, made by the company must be strictly followed.
 The PMS includes:
- Greasing of bearings
- Checking the lubricating oil levels and replacing as required
- Ensuring exposed surfaces are painted.
- Brake linings to be checked and renewed as required.
- All safeties to be tried out.
 SWL and identifying marks to be always visible.
 The file containing the certificates should be examined, to ensure that all are valid.
 Special survey is required at a maximum interval of 5 years. This requires a load test.

69 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
102. Explain the Maintenance schedule for hydraulic systems.

General Maintenance:

 During overhaul, take care to prevent foreign matter entry into the system
 Air trap may hinder proper operation. Release air after overhaul before same put in service.
 Maintain proper tightness in all connections with correct sized seal rings
 Secure all piping with suitable clamps to prevent any pipe vibrations
 In case of replacement, use only approved pipes, hoses, securing clamps, fastenings
 Release residual pressure before opening any hydraulic line

103. Explain the maintenance schedule for Windlass / Mooring Winch.

70 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
104. Explain the maintenance schedule for Cranes.

105. Explain maintenance routine for prime mover of deck machineries.

 A "prime mover" typically refers to the primary source of power or energy that drives a mechanical system,
often used to power machinery.
 Perform routine visual inspections to identify any visible signs of wear, damage, or corrosion on the prime
mover and its associated components.
 Ensure that all moving parts are properly lubricated according to the manufacturer's recommendations.
 Keep a record of lubrication intervals and the type of lubricants used.
 Inspect and clean air filters and intake systems to ensure the prime mover receives a clean and adequate air
supply.
 Check the electrical system for loose connections, worn wires, and insulation damage.
 Inspect and maintain the electrical components such as starters, generators, and control systems.
 Regularly perform vibration analysis to detect any abnormal vibrations or imbalances in the prime mover.
 Address any issues identified during vibration analysis promptly to prevent further damage.
 Ensure the proper alignment of the prime mover with the machinery it powers to prevent misalignment-related
issues.
 Calibrate controls and sensors to maintain accurate operation.
 Inspect and lubricate bearings as needed, and replace them if they are worn or damaged.

71 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
106. Explain maintenance of hatch over.
 Drive boxes and electrical enclosures to be checked for water tightness.
 Seals, compression bars and coamings to be inspected and cleaned.
 Drain channels to be cleared regularly.
 In case of hydraulic systems, hydraulic oil must be clean.
 Regular inspection of hydraulic hoses must be done.
 Hydraulic hoses must be replaced periodically as per manufacturer’s guidelines.
 General rust removal on top and sides of the hatch covers, coamings and stays must be thoroughly checked for
signs of corrosion and reduction in plate thickness.
 Hatch cover weathertightness must be checked prior every loading.
 Physical damage during cargo operation shall be avoided by careful cargo watch.
 Compression bar must be of an even height with a rounded profile and no sharp edges due to corrosion as this
could damage the rubber packing.
 Rubber packing all around the hatch covers and across each panel should be in a good condition, elastic and not
hardened.
 Rubber packing should be protected from paint and chemicals.
 Every six months depending on their use, hatch cover wheels should be opened up, cleaned, greased and the
bearings renewed if necessary.

107. Explain procedure for heaving and dropping anchor. Which part of the system takes the weight of the
anchor and cable at sea and at anchorages?
Procedure for dropping Anchor:

 Engage main gear wheel of cable lifter, using the motor.

 Lower the anchor cable just above the sea level.
 Tighten the brake on the cable lifter.
 Disengage the main gear wheel.
 Lower the anchor by gradual release of the brake.
 When the vessel has been anchored, apply the brake on the cable lifter and put the chain stopper in the holding
position to take the strain.

Procedure for Heaving Anchor:

 Ensure main gear wheel is engaged

 Confirm brakes are be applied on the cable lifters.
 Lift the chain stopper.
 Release the brake of the cable in use.
 Start motor and control the speed for heaving the anchor.
 After anchor is raised, tighten the brake.
 Put the chain stopper in the holding position, to take the strain.

System that takes weight of anchor cable:

 The chain stopper holds the anchor while the ship is underway and guides the chain during anchoring
manoeuvres.
 During anchoring, the chain stopper withstands the forces from the anchor so that anchor winch is protected.
 A hinged bar is fitted in the chain stopper which may be dropped between two links of the chain in order to
prevent the chain from running out when the windlass brake is released.

72 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
108. Sketch the windlass of a ship. Explain the purpose of Deck Mooring Winch and Windlass Winch used on
board ship.

Purpose of Deck Mooring Winch:

 Mooring winches are used to control and adjust the tension of mooring lines (ropes or cables) that are
connected to the ship.
 These lines are thrown to the shore or another vessel and are then wound around the winch drum.
 By controlling the winch, the crew can adjust the tension of these lines, ensuring the vessel remains securely
anchored in place, even in adverse weather conditions.
 Mooring winches play a critical role during the process of berthing and unberthing a ship.
 They help in safely bringing the ship alongside a pier or another vessel and securing it in place.
 When departing, they help release the lines smoothly and without sudden jerks.

Purpose of Windlass used on board ship:

 Windlasses are primarily designed for the lowering (anchoring) and raising (weighing anchor) of ship anchors.
 They help to control the anchor cable, allowing the anchor to be dropped to the seabed for mooring the vessel
or lifted back onto the ship when it's time to depart.
 Windlasses are designed to handle the heavy loads associated with ship anchors and anchor cables, making the
anchoring process more efficient and less labour-intensive.
 This is especially important when dealing with large vessels and heavy anchor gear.

73 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
109. Explain with simple sketch the working of air whistle.

 Compressed air acts on the diaphragm, causing it to vibrate and the sound waves are amplified in the horn.
 A sophisticated control system would incorporate timing gears.
 The timing gear provides on/off operation i.e. blast every few minutes.
 In conditions of poor visibility, the sound signal must be used at various intervals as per IRPCS.
 The whistle switches are located at convenient locations.

110. Explain the working of an accumulator and its purpose in the hydraulic circuit.

Purpose of an Accumulator:

 Accumulator stores the hydraulic fluid under pressure. When the pressure drops in the system, it supplies the
hydraulic fluid so that pump supply is maintained.
 By providing an accumulator the requirements of the pump i.e. pump size can be reduced.
74 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Most accumulators operate by compressing a gas.
 Common type is gas filled bladder accumulator.
 Accumulators can also be used to act as buffers on a system to absorb shocks and snub pressure spikes.
 Accumulator acts in similar manner to a capacitor in an electric circuit.
 Danger associated with accumulator is that high pressure may still exist in the circuit even though the pump has
been stopped.

Working of an Accumulator:

 The bladder is pre-charged with appropriate gas, usually nitrogen.

 Fully charged bladder closes the poppet valve.
 An accumulator charges when system pressure increases, causing fluid to flow into the accumulator and
compressing the nitrogen gas.
 Fluid enters the cylinder until gas and fluid pressure equalize.
 When the system pressure drops, nitrogen in the accumulator expands and sends the fluid out of the
accumulator.
 This cycle repeats as per demand.

111. Describe the advantage and disadvantage of a hydraulic system on board

Advantages:
 It is convenient to transfer power over long distances. For e.g. from central pump room to remote operating
sites in the ships.
 A complete local control of operations can be achieved.
 Variable speed control of both linear and rotary motion can be achieved.
 Hydraulic system takes up the load smoothly and continuously transfers power even though speed changes
takes place.
 Overload conditions are safeguarded by using a relief valve to limit maximum output torque or force.
 Significant cost savings as the system is flexible in achieving alternative solutions for various requirements.

Disadvantages:

 Area around the system looks messy.

 High pressure hydraulic system poses serious threat of accidents due to its operating pressure.
 Leak in hydraulic system can be the cause of major fires and or explosions.

112. Explain the effects of the followings on a hydraulic system.

(i) Air in the system.
(ii) Dirty oil.
Air in the system:
 Air in any hydraulic system must always be avoided.
 Air being compressible gives incorrect balance between units, time lags and irregular operation, which can be
dangerous.
 Air in the system is indicated by jerky operation and possible ‘jumping’ at the pressure gauges.
 Air can be kept out with a tight system after proper charging.
 Should air get into the system, it may be removed by purging at various air cocks.
 Total emptying and recharging may be only solution when large quantity of air get access into the system

Dirty oil:

 Filtration and general cleanliness of a hydraulic system is one of the most important features of hydraulic
technology.
 Costly breakdown can occur as a result of lack of internal cleanliness leading to dirty oil.
75 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Debris may be present due to following reasons:
- After major overhaul
- Self-generated debris from the action of pump and valve mechanisms.
- Contamination due to water.
 Generally, acceptable filtration levels for all equipment lie between 10 to 15 microns.
 Such quality filter ensures the system runs for longer period of life with better performance.

113. Explain necessity of cooling / heating of hydraulic oil. Or Explain effect of temperature on performance of
Hydraulic Machineries

Cooling:
 Coolers are used to reduce the power loss due to heat in the hydraulic circuit.
 A separate cooler is not required for lower powered circuit.
 Placement of tank and piping will help to cause natural dissipation of heat.
 Fore higher power hydraulic system, a seawater or air-cooled heat exchanger is used.

Heating of hydraulic oil:

 Heating of hydraulic oil is done to maintain the viscosity.

 If oil becomes too thin, then adequate lubrication may not be provided for working components.
 If oil is too thick, operation of cylinders may be too slow, starting electrical loads will increase, pressure drop
across filters may be excessive.
 Typical hydraulic oil may change viscosity from 30 centi-stokes at 45°C to 500 centi-stokes at -10°C.

114. With the help of a block diagram explain a central hydraulic power system supplying various deck
machinery.

The system consists of:

 Hydraulic pump to convert mechanical into hydraulic energy.

 Valves to allow this hydraulic energy to be controlled.
 Hydraulic motors to convert the hydraulic energy into continuous rotary motion.
76 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Coolers are used to reduce the power loss due to heat in the hydraulic circuit.
 Relief valve prevents build-up of excessive pressure in the system.
 Ancillary equipment including filters, heat exchangers, tanks, pipes, etc to complete the circuit.

Operation:

 In central hydraulic power system, a number of pumps deliver oil to a main pressure line.
 From this line it will be possible to run any number of motors as long as the oil quantity is big enough.
 Flow control valve helps not to over speed the motors.

115. Write a common failure of hydraulic circuit and remedial measures.

Common failures of hydraulic circuit:

 Air and Water Contamination

 Temperature Problems
 Fluid Levels and Quality
 Human Error

Air and water Contamination:

 Air contamination is the entrance of air into a hydraulic system and consists of two types — aeration and
cavitation.
 Both can cause severe damage to the hydraulic system over time by wearing down the pump and surrounding
components, contaminating hydraulic fluids and even overheating the system
 Water caused by system leaks or condensation due to temperature changes.
 Water can degrade hydraulic components over time through oxidation and freeze damage
 A milky appearance in hydraulic fluid can help you identify water contamination.

Fluid Level and Quality:

 Low fluid levels and inappropriate filtration can result in air contamination.
 While fluid contamination can cause temperature problems.
 Leaks can further exacerbate both issues.

Remedial Measures:

 Maintain appropriate fluid level.

 Check fluid samples at regular intervals for contamination. If identified replace fluid.
 Check for any loose connections in the system and rectify.

Temperature Problems:

 Hydraulic system cannot run too hot or too cold.

 If oil becomes too thin due to overheating, then adequate lubrication may not be provided for working
components.
 If oil is too thick at low temperatures, operation of cylinders may be too slow, starting electrical loads will
increase, pressure drop across filters may be excessive.

Remedial Measures

 Cooler or heat exchangers are used to dissipate excess heat.

 Heating of hydraulic oil is done at low temperatures.
 Typical hydraulic oil may change viscosity from 30 centi-stokes at 45°C to 500 centi-stokes at -10°C.

Human Error:

 Improper installation of any component in a hydraulic system

77 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Using systems outside their operational capabilities or failing to perform regular maintenance

Remedial Measures:

 Installation must be carried out by well trained and experienced persons, overseen by persons with sound
technical knowledge on the system.
 Well planned maintenance system, it’s strict compliance and regular training.

116. Sketch and short description of a hydraulic circuit of Deck Cranes and what all safety devices find the safe
operation of crane?

 1,2,3 – oil motor for hoisting, luffing, slewing winches

 4- counter balance valve
 5 – control valve
 6 – electric motor
 7 – oil pump
 8 – relief valve
 9 – cooler
 10 – thermo switch
 11 – filter
 12 – oil tank
 13 – unloading valve

Safeties fitted:

 A protection when electric power goes off, brakes are applied. Hydraulic locking by counter balance valve in
hydraulic cranes.
 Emergency stop

78 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Overload safety
 Hoist limit
 Empty drum safe guard (hoisting cable wrapped around the drum at least 3 times to maintain friction to keep
lifting capacity)
 A limit switch for highest and lowest position of the jib (max. and min. outreach)
 A turning limit switch (to prevent turning jib from touching other parts of ship)

117. Sketch and describe a hydraulic system used on board for anchor windlass.

The system consists of:

 Hydraulic pump to convert mechanical into hydraulic energy.

 Accumulator to supplement the pump supply.
 Oil cooler to dissipate over heat and reduces loss of energy.
 Valves to allow this hydraulic energy to be controlled.
 Hydraulic motors to convert the hydraulic energy into continuous rotary motion.
 Relief valve prevents build-up of excessive pressure in the system.
 Ancillary equipment including filters, heat exchangers, tanks, pipes, etc to complete the circuit.

Operation:

 In hydraulic power system, pumps deliver oil to a main pressure line.

 From this line it will be possible to run motors
 Flow control valve helps not to over speed the motors.
 Levers are provided to change the direction and adjust the speed of the motor.
 The motor converts hydraulic energy into work by rotating the windlass.

79 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
118. Compare hydraulic systems over pneumatic systems
Characteristics Hydraulic Pneumatic
Fluid Used Hydraulic fluid (usually oil) Compressed air
Compressibility Virtually incompressible Compressible
Energy Transfer High power density Lower power density
Speed of Operation Slower Faster
Size and Weight Heavier and bulkier Lighter and more compact
Control and
High precision Lower precision
Precision
Noise Level Quieter Noisier
Maintenance Generally, requires more maintenance Requires less maintenance
Temperature
Less sensitive More sensitive
Sensitivity
Environmental
Potential oil leakage No oil or environmental concerns
Considerations
Cost Generally, more expensive Generally, less expensive
Safety Can be potentially dangerous Generally safer
Heavy machinery, automotive, aircraft, Pneumatic tools, HVAC systems, robotics,
Applications
industrial systems. packaging

Question No.9 Diesel Engines / Steam Turbines / Propeller and Propeller Shaft
119. Draw a timing diagram of a two stroke diesel engines. Explain the principle of operation of 2 stroke
engine. (10)

80 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Description:

i. Scavenge port opens 42°C before BDC.

ii. Piston reaches BDC.
iii. Scavenge port closes 42°C after BDC.
iv. Exhaust valve closes 60°C after BDC.
v. Around 15°C before TDC fuel injection starts.
vi. Piston reaches TDC.
vii. Around 20°C after TDC fuel injection stops.
viii. Then, exhaust valve opens 75°C before BDC

120. Draw a sectional diagram of a large 2 stroke diesel engine marking its parts and describe them briefly.

Crankshaft:

 It is a rotating part that sits on top of the engine bedplate.

 It connects every unit of main engine through a connecting rod arrangement.
 Connecting rod allows to receive and transfer power between all units.

Bedplate:

 It is a structure which forms the base of an engine upon which the bearings and frame are mounted.
 The bedplate consists of high, welded longitudinal girders and cross girders with cast steel bearings support

81 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Main Bearing Caps:

 Located at the bottom of the engine block and holds the main bearings in place.
 It is constructed in such a way as to allow the oil to flow through the piston and crankshaft in a thin layer.

Tie Rod:

 It’s a long rod with tie bolts at both ends.

 This rod holds three major engine components – Cylinder block, ‘A’ frame and crankcase in compression cycle
and transmits the firing load to the bedplate.

Crosshead Guides:

 It is a block or bar between the piston and connecting rod.

 It prevents piston from moving from side to side and damaging the piston and cylinder.

121. Explain the principle of operation of 2 stroke engine. (10) Why is 2 stroke engines preferred for use as
main propulsion engine? (5)

Principle:

 The fuel is burn within the combustion chamber of the engine.

 Combustion of fuel and conversion of heat energy from combustion to mechanical energy takes place within
the cylinder.

Operation / Stages

 Supply of fresh air to the cylinder (Scavenging)

82 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Compression of air above bar, so that temperature of air rises (about 550° C) to the self-ignition temperature of
the fuel. (Compression Stroke)
 Fuel injection is done. Fuel mixes with air, burns and gives out heat and this is called combustion.
 Hot high-pressure gases produced pushes the piston downwards towards the end of the stroke (Power Stroke)
 Piston moves down, uncovers the exhaust ports, exhaust gas blown out. (Exhaust).
 Entire sequence takes place in only two strokes i.e. one revolution of the engine.

Reason for two stroke engine preference:

 Two stroke engines have a higher power to weight ratio than four stroke engines.
 This means, two stroke engines produce more power relative to their weight in comparison with four strokes.
 Two stoke engine can run either clockwise or counter-clockwise. This cannot be done in four-stroke engine.
 Two stroke low speed engine can burn fuel of cheaper quality because of very long stoke.

122. Explain with simple sketches the scavenging system for large 2-stroke engines.

Scavenging:
Scavenging is supplying of fresh air to the cylinder for compression and thereby for combustion of fuel injected and
removal of exhaust gas.
Scavenging Types:
 There are a number of different scavenging methods in use in two stroke engines.
 Three basic systems in use are – Cross flow, Loop and Uniflow.
 All modern engines use uniflow scavenging system with a cylinder head exhaust valve.

Cross Scavenging:

83 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Exhaust ports are first to get uncovered when piston is travelling downwards.
 Exhaust gases are blown down through open exhaust ports.
 Then air inlet ports open, this pushes the left-over exhaust gases out and now the space is filled with fresh air.

Loop Scavenging:

 Here exhaust port and inlet port are located on the same side. The process is pretty similar…
 Left over exhaust gases after initial blow down are scavenged out by incoming air from uncovered scavenge air
inlet ports.

Uniflow Scavenging:

 Air inlets are located at the bottom of liner on both sides.

 Exhaust gases are blown though cylinder head exhaust valve.
 Exhaust valve open by cam shaft mechanism.

123. Draw a timing diagram of a four stroke diesel engines. Explain the principle of operation of four stroke
engines. (10)

 Inlet valve opens 20° before TDC.

 Piston reaches BDC
 Inlet valve closes 6ۣ0° after BDC
 Injection starts 10° before TDC.
 Piston reaches TDC
 Injection ends 12° after TDC.
 Exhaust opens 42° before BDC.
 Piston reaches BDC.
 Scavenging is going on and piston reaches TDC
 Exhaust closes 60° after TDC.

84 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
124. What are the differences between 4 stroke and 2 stroke engines?
S.NO TWO STROKE ENGINES FOUR STROKE ENGINES
1 Combustion cycle is completed in two strokes Combustion cycle is completed in four strokes.
2 Hight power to weight ratio. Lower power to weight ration.
3 Reversing gear not required. Reversing gear required.
4 Lighter flywheel Heavier flywheel
5 Low LO consumption. Higher LO consumption.
6 Low noise level. High noise level.
7 Higher emission of unburned CH and NOx Lower emissions due to better combustion efficiency
8 More frequent maintenance. Longer maintenance intervals.
Cheaper installation cost, but high maintenance
9 Higher installation cost, lower operational cost.
cost.
10 More chances of scavenge fire. Less change of scavenge fire.
11 High vibration problems due to long stroke. Low vibrations.
12 Normally used as propulsion engines. Normally used on generators.

125. What are indications of Scavenge fire on 2 Stroke Diesel Engines? What action to be taken in case of
Scavenge fire?
Scavenge Fire:
 Fire in the scavenge space is caused due to the presence of cylinder oil, unburned fuel, and carbon.
 Unburned fuel and carbon may be due to defective piston rings, faulty timing, defective injector etc.
 Hot gases from the cylinder or hot piston may ignite these mixture and cause scavenge fire.

Indications:

 Loss of engine power.

 Scavenge space temp alarm sounds
 Dark smoke in exhaust
 High exhaust temperature.
 Turbo chargers may surge and sparks will be seen at scavenge drains.
 Irregular running of engine (engine running note changes)

Action:

 Once detected, slow down main engine.

 Shut off fuel to the affected cylinder.
 Close all the scavenge drains.
 Small fire will quickly burn out, but where the fire persists, engine must be stopped.
 Fire extinguishing medium should be injected through the fittings provided in the scavenge trunking.
 On no account should the trunking be opened up.
 Seizure of engine moving parts may take place and thus, it is advisable to keep the engine turning on turning
gear.

Prevention:

 Engine timing for fuel injecting, exhaust opening, cylinder lubrication etc. must be correct.
 Regular maintenance must be carried out.
 Scavenge trunking must be regularly inspected and cleaned if necessary.
 If carbon or oil build up is found, source should be identified and fault remedied.

85 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Blow down scavenge drains and any oil discharges must be investigated.

126. Name the three types of indicator cards taken for a main engine on board a ship. Sketch and describe
briefly any two of these cards.
Indicator Card:
 An indicator diagram is a pressure/volume graph taken from the variations of pressure in the cylinder of an
engine.
 It is plotted as a continuous line showing all pressure changes during one compete engine cycle.
 Indicator diagrams are used to assess the performance of each unit of the ship’s main engine and thereby
assessing the overall performance of the engine.
 Engine indicator is an instrument using which indicator diagrams are drawn.
 Four types of indicator diagrams can be obtained.
 Power card, compression diagram, draw card, light or weak spring diagram.

Power Card:

 It is a measurement of the variation of pressures in

a cycle.
 Irregularities in the shape of the diagram will show
operational faults.

Compression diagram:

 Compression diagram is taken in a similar

manner to the power card but with the
fuel shut off from the cylinder.
 Reduction in the height of this diagram
shows low compression, which may be
due to worn cylinder liner, faulty piston
rings, insufficient scavenge air or leaky
exhaust valve.
 Any of these will cause poor combustion.

Draw card or out of phase diagram

 Taken similar to power card, but with fuel

pump engaged but with indicator drum 90°C
out of phase piston stroke.
 This diagram indicates more clearly the
pressure changes during fuel combustion.
 Fuel timings or injector faults may be detected
from its shape.

86 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Light or Weak spring diagram:

 Light compression spring is fitted to the indicator and

measurements are taken similar to power card.
 This diagram shows pressures changes during exhaust and
scavenge to an enlarged scale.
 Can be used to detect faults and scavenge to an enlarged
scale.

127. What is meant by the term “Internal Combustion Engine”? Why pre-heating of main engine is carried out?
Internal Combustion Engine:
 An internal combustion engine is one, in which fuel is burnt within the combustion chamber of the engine.
 Combustion of fuel and conversion of heat energy from combustion to mechanical energy takes place within
the cylinder.

Pre-heating of main engine:

 If the engine is preheated, it can easily reach the self-ignition temperature of the fuel, thus firing immediately.
 Also, less starting air is required, thus giving more reserve of air for further movements.
 Minimises any cold corrosion.
 Minimises stresses due to uneven expansion, during starting.
 When the engine is warm, clearances are correct, thus lubrication is made easier, and there is less chance of
under wear of moving parts.
 It has been found that maximum wear takes place during the starting period of any machinery, since lubrication
is not adequate.

128. Explain Step by step development of a crank case explosion.

 For an explosion to occur, there must be air, fuel and ignition.

 However, if a mechanical fault develops with the consequent rubbing of moving parts then a hot spot will occur
in the crankcase.
 When the temperature of hot spot reaches 200°C the lubricating oil splashing on to this hot spot vaporises.
 The vapour then circulates to the cooler parts of the crankcase where it condenses to form an oil mist.
 A white mist formed, mixed with crankcase air circulates back to hot spot.
 If mist is at right concentration with air, it is ignited.
 This is called a Crankcase Explosion
 This flame front further vaporizes oil droplets
 A pressure shockwave is built up
 If not relieved, it ruptures crankcase doors and air is drawn in
 A secondary or major explosion occurs resulting in bigger damage

87 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
129. Sketch and describe a crank case relief valve fitted on a large IC engine.

Purpose:

 When the internal pressure of the crankcase increases between 0.2 to 1 bar, the valve lifts and relieves the
pressure.
 It also prevents the ingress of fresh air as it is a non-return valve.
 Crankcase relief valves are fitted with flame arrestor which prevents exit of flame outside the engine.

Working:

 The crankcase relief valve consists of a light spring that holds the valve closely against its seat.
 The whole arrangement is enclosed in a cover, which is tightly bolted from all the sides.
 The assembly is mounted on the door of the crankcase.
 On the outside of the valve a deflector is fitted which safeguards the personnel from escaping pressurized
gases.
 On the inside of the engine, an oil wetted gaze acts as a flame trap to prevent any flame leaving the crankcase.
 When the pressure inside the crankcase increases, the valve raises compressing the spring.
 The excess pressure is released to the atmosphere.
 The oil wetted gauze assembly prevents the flame in the crankcase from escaping.
 The valve closes automatically under the tension and action of spring once the pressure reduces.

130. Explain Protection / Precautions against Crank Case Explosion.

Protection / Precautions against Crank Case Explosion.

 Regular inspection of crankcase for oil flow through bearings and oil jet nozzles
 Crankcase doors must be fastened sufficiently and be of sufficient strength so that they do not get displaced by
crankcase explosion.
 Crankcase explosion relief valves must be fitted with flame arrestors.
 Crankcase oil mist detectors and monitoring equipment are provided.
 OMD gives alarm and also indicate the unit where the mist level is high.
 Such High-level alarm also initiates engine slow down.
 Low level alarm is just an alarm only.

88 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  High bearing temperature alarms are provided.
 Regular testing of mist detector, alarm and crankcase relief valve as per maker
 Maintaining engine lubricating oil in good condition, free from fuel oil contamination
 Warning notices provided on crankcase doors indicating doors not be opened immediately if overheating is
suspected.
 Crankcase ventilation pipes where provided are small and practicable.

131. Why proper lubrication bearings inside the crank case important to prevent crank case explosion? What
are the regulatory requirements to prevent crank case explosion related accidents on ships?
Importance of adequate lubrication:
 Oil mist and hot spots are the combination to cause crank case explosion.
 Hot spots occur due to metal to metal contact between moving elements in the crankcase.
 Lack of clearance between bearings, will lead to lube oil starvation resulting in increase in bearing temperature.
 The purpose of lube oil is not only to reduce friction, but also to carry away heat generated by the process.
 Thus, proper lubrication is required to avoid metal to metal contact and dissipate excess heat.
 LO quality and correct quantity must be maintained in order to achieve the desired function.
 Lubrication plays a vital role in avoiding hot surface for the crank case explosion to occur.

Regulatory requirements:

Crankcase Relief Valve Requirements:

 As per SOLAS, the internal combustion engine of a cylinder diameter of 200mm or crankcase volume of 0.6m3
and above shall be provided with crankcase relief valve.
 When the cylinder diameter is more than 30cm, relief valve shall be fitted on each crankcase door.
 Minimum spring setting for lifting the relief valve shall be 0.07 bar.
 The valves should open smartly and close positive and rapidly.
 Relief valve shall be arranged or provided in such a way that minimises injury to personnel due to its discharge.

Oil Mist Detectors Requirements

 Engines of 2250KW and above or having cylinders of more than 300mm bore shall be provided with crankcase
oil mist detectors, engine bearing temperature monitors or equivalent devices.
 Oil mist detectors shall be capable providing high level alarm and initiate slow down procedures for low speed
diesel engines of 2250 kw and above.
 Oil mist detectors shall be capable providing high level alarm and initiate auto shutoff for high speed diesel
engines of 2250 kw and above.

132. What are the actions to be taken in case of crank case explosion?
Initial actions to be taken by duty personnel

 Reduce engine speed (after informing Bridge)

 Shut off fuel to affected cylinders
 Close scavenge drains
 Increase cylinder lubrication
 If fire persists, stop engine informing Bridge
 Engage turning gear and turn engine to prevent seizure
 Apply fire extinguishing medium into scavenge space thro fittings provided for purpose (CO2 / DCP)
 Apply boundary cooling of trunking
 Caution: do not stand closer to relief valves

89 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Subsequent actions

 After fire dies out and sufficient cooling

 Clean and inspect scavenge spaces
 Inspect piston top and rings, liner surface
 Check tightness of tie bolts
 Recharge extinguisher
 Proceed with reduced speed and gradually rise speed with close observation
 At the first opportunity,
 Diagnose fault and rectify cause of scavenge fire

133. Describe a fuel oil system used for Propulsion of main engine?

Description of Fuel Oil System:

 The fuel oil system consists of bunker tanks → transfer pumps → settling tanks → purifier → supply pumps →
mixing column → booster pump → fuel pumps → circulating pumps.
 The fuel oil is stored in Bunker tanks, from where it is transferred by the Transfer pumps to the settling tanks.
Here, the oil is heated and drained of water.
 The Purifiers take suction from the Settling tank, and fill up the Service tanks with purified oil. Separate service
and settling tanks are provided for heavy fuel oil and diesel oil.
 The supply pumps transfer the purified oil (HFO or DO) from the service tank to the Mixing Column, through a
change-over valve (3-way valve).
 The booster pumps take suction from the Mixing Column, and send the fuel to the fuel pumps through the
heaters and Viscotherm (viscosity regulator), which monitors the viscosity and controls the heating to maintain
the viscosity for proper combustion of the fuel. A full flow filter (with a by-pass filter) is provided just before the
fuel pumps.
 The unused oil is returned either to the service tanks or to the mixing column.
 The fuel pumps on the engine deliver the fuel to the fuel injectors via high pressure pipes.
 Two supply pumps and two booster pumps are provided. All of these are positive displacement pumps.
 Modern engines are provided with recirculation system, whereby heated fuel is kept circulating even when
engine is stopped.
 System is protected by various temperature transmitters, pressure transmitters and level transmitters.
 Mainly pressure sensors are provided at the discharge side of all the pumps to detect low pressure.
90 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Temperature sensors are provided for the bunker tanks, settling and service tanks and purifier heaters to
indicate high temperature.

134. Explain in brief the use of various parts in above system viz. filters, purifiers, quick closing valves, heaters,
fuel pumps etc. Explain in brief the purpose of mixing column.
Fuel Oil Filters:

 Filters are used for fine filtration of smaller particles.

 Filters are mounted in pairs. One would be in operation and the other as a standby.
 Filters are made of natural or synthetic fibrous material and will be in a cylindrical arrangement.

Quick Closing Valves:

 QCV’s are fitted on settling and service tanks.

 The purpose of such valves is that, in the event of fire, they may be safely closed from remote location to
prevent fuel in the tank from feeding the fire.
 They are also used to isolate a tank from the fire.
 QCV’s are operated remotely by pull wires, hydraulics or compressed air.

Heaters:

 Purpose of heating the fuel oil is

- To ensure smooth pumpability at different stages.
- To favour combustion
- To achieve oil ignition temperature.
 Heaters are used to heat the fuel oil to maintain its temperature around 40°C (for HFO).
 Further heating is done in settling tank to ensure it is at appropriate temperature to enter the separators.
 When the fuel is transferred to the service tank from the separator, the oil temperature is >80°C.

Fuel Pumps:

 The booster pumps take suction from the Mixing Column and send the fuel to the fuel pumps through the
heaters and Viscotherm (viscosity regulator), which monitors the viscosity and controls the heating to maintain
the viscosity for proper combustion of the fuel.
 A full flow filter (with a by-pass filter) is provided just before the fuel pumps.
 The fuel pumps on the engine deliver the fuel to the fuel injectors via high pressure pipes.

Mixing Column:

 Fuel oil from service tanks passes through flow meter to the mixing column.
 Unused fuel from the main engine from fuel injector returns to the mixing column.
 Fuel oil mixes with returned fuel from the main engine.
 Mixing column acts as a buffer tank for excess fuel.
 Purpose is to produce gradual variation of fuel quantity during changeover period from DO to HFO or vice versa
by mixing.
 The mixing column is fitted with a relief valve and an air release.
 The throughput of supply pump is twice the consumption of main engine, so oil is always coming and mixing
column is always full.
 Mixing column maintains heating of circulating fuel.
 A sufficient head pressure is maintained in mixing column to prevent air entering the system.

91 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
135. State the various Piping Systems found on board in Engine room of a ship. Explain and describe the cooling
water system of main engine.
Piping System:
 Lubricating oil systems
 Fresh water-cooling system
 Sea Water cooling system
 Starting air system
 Bilge and Ballast System

Cooling water system:

Cooling Water System:

 Cooling of engine is required to enable the engine metal to retain their mechanical properties.
 The usual coolant used is fresh water.
 Seawater is not used directly as a coolant because of its corrosive action and tendency of scale formation in
narrow cooling passages.
 Lubricating oil is sometime used for piston cooling since leaks into crankcase would not cause problems.
 In FW cooling system, freshwater is circulated around through internal passages within the engine.
 The cooling liquid is thus heated up and is in turn cooled by seawater at a cooler.

92 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
136. Sketch and describe a simple lubricating oil system for a 2 stroke diesel engine

Lubricating oil system:

 Lubricating oil for the engine is stored in the lube oil storage tanks, and the oil in use is in the sump.
 The oil is drawn from the sump through a strainer by the lube oil pumps and filtered before passing through the
cooler and thence to the engine.
 This may be distributed to various bearings and other lube points inside the engine.
 An alarm system ensures that adequate lube oil pressure is always maintained while the engine is running.
 After use in the engine the lube oil drains back into the sump.
 A centrifuge is provided for purifying the system oil.
 The lube oil cooler may be either seawater cooled or by means of central cooling system

137. What is meant by keyed & keyless propeller mounting? What is rope guard and why it is fitted?
These are the methods of mounting the propeller to the tail shaft.

Keyed mounting

 The aft end of the propeller shaft is tapered, and keyway is milled in the taper portion.
 The key is accommodated in the bore of the hub.
 The propeller hub taper and shaft taper are accurately machined.
 When the propeller nut is tightened, the hub is forced on to shaft a few mm. to give a good interference fit.

Keyless mounting

 The keyless propeller has no key.

 This design eliminates the defects that could occur due to keyway.
 When propeller is fitted on to taper of the shaft, the friction between the surfaces is enough to prevent slip.
 The tightening of propeller or push up is done using hydraulic devices and carefully controlled
 Keyless mounting is forced on to the tail shaft by dry push (pilgrim nut method) or wet type (SKF method).

93 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Rope Guard:

 The rope guard is fitted between the stern tube and the propeller.
 It consists of two half rings with blades bolted to them.
 Typically attached by means of welding or bolted with locking wires in place.
 The purpose is to protect the propeller from being damaged in the case that a rope is caught in it.

138. Describe two methods of keyless propeller mounting with a neat sketch
Pilgrim nut method:

 It has an internal nitrile rubber tube.

 When it is inflated hydraulically, it forces a steel loading ring against the hub.
 The propeller is positioned and initially jacked on to the shaft taper.
 The pilgrim nut is used to apply an initial loading of about 65-70 bar pressure. A reference obtained.
 The pilgrim nut is nipped up in place in flush with boss.
 For removal of propeller, the pilgrim nut is opened and reversed.
 A withdrawal plate and studs are used.
 Wooden blocks are inserted between boss and nut to safeguard any violent movement at release.

The SKF system:

94 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  The propeller bore has machined grooves, helically or axially and circumferentially.
 A hydraulic ring jack is arranged between shaft nut and aft face of propeller boss.
 The propeller is pushed up the shaft taper by the required amount.
 When oil pressure is released the oil is forced back leaving an interference fit
 For removal of propeller, the injection of oil causes stretching of propeller hub and the propeller is released
from place, overcoming friction.

139. Describe the arrangement and operation of a controllable pitch propeller?

Controllable Pitch Propeller:

 In this type of propeller, it is possible to alter the pitch.

 Change in pitch is effected by rotating the blade about its vertical axis.
 This movement is carried out by hydraulic or mechanical means.

Working:

 The input fluid signal acts on the diaphragm in the valve housing and directs pressure oil via one piston valve
through the tube to one side of servo piston.
 Movement of the servo piston, through a crank, rotates blades and varies pitch.
 Orifice area either increases or decreases, depending on the movement of servo piston, as servo piston is
attached to the tube which in turn moves the control piston.
 Oil pressure under the piston valve is controlled by movement of servo piston.
 This acts as feedback restoring signal and thus bringing the piston valve back to neutral position after initial
disturbance.

95 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
140. Discuss the advantages and disadvantages of controllable pitch propulsion
Advantages:

 A shaft generator can be driven at constant speed while allowing at the same time a change in ship speed
through the propeller
 Regular and frequent manoeuvring in and out of port is made easier with unidirectional and constant speed
engine.
 CPP can be adjusted to match the ship's speed and load, optimizing efficiency and reducing fuel consumption.
 The ability to fine-tune the pitch can help reduce vibration and noise, making the vessel more comfortable for
passengers and crew.
 Ships can minimize cavitation, which can damage the propeller and affect efficiency. This is especially important
for high-speed vessels.
 Can be adjusted to maintain optimal propeller loading in rough seas, improving vessel stability and reducing the
risk of slamming or propeller damage.

Disadvantages:

 Head room is less since a medium speed, trunk piston engine is employed. Hence, it is mostly suitable for ferries
 Complicated propeller shaft and control system for propeller blades.
 Oil / water interface at propeller blade roots increase chances of pollution.
 More expensive to manufacture, install, and maintain than fixed-pitch propellers.
 Frequent and comprehensive maintenance required to ensure reliable operation.
 The components of a CPP system can be heavy and take up space, affecting the ship's weight distribution and
overall design.
 The hydraulic or electrical systems required to control the propeller pitch can result in energy losses and add to
operational costs.
 Ship operators and maintenance crews need specialized training to operate and maintain CPP systems
effectively.

141. Describe the differences between fixed pitch propeller and a controllable pitch propeller
Aspect Fixed Pitch Propeller Variable Pitch Propeller
Blade angle is fixed and cannot be Blade angle can be adjusted to
Blade Angle Adjustment
adjusted during operation. optimize performance as needed.
More efficient as they can be
Generally, less efficient as they are
adjusted to match the engine's
Efficiency set for a specific speed and load
power output and operating
condition.
conditions.
Limited thrust control, typically
Allows precise thrust control
Thrust Control requiring engine RPM adjustment
without altering engine RPM.
for power changes.
Provides better manoeuvrability
Limited manoeuvrability and less and responsiveness, making them
Manoeuvrability responsive to changes in load or ideal for vessels that require
conditions. frequent speed and load
adjustments.
Can be adjusted to provide reverse
Typically, doesn't offer reverse
Reverse Thrust thrust for deceleration and
thrust capabilities.
manoeuvring in reverse.
Can produce more noise and
Can be operated at lower RPMs,
Noise and Vibration vibration as RPM changes are
reducing noise and vibration,
required for power adjustments.
96 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
 especially during low-power
conditions.
More complex, heavier, and
Simpler design, lighter weight, and
Weight and Complexity requiring additional components
lower maintenance requirements.
like control systems.
Requires regular maintenance to
Requires less maintenance due to
Maintenance ensure proper operation of the
the fixed nature of the blades.
pitch control system.
Typically, less expensive to More expensive due to the added
Cost
manufacture and maintain. complexity and components.
Safer in case of engine failure as
Less safe in the event of engine
the blades can be feathered to
Safety failure, as there is no feathering
reduce drag and improve glide
option to reduce drag.
performance.

142. With suitable sketches explain the latest arrangements on stern tube lubricating system and the
arrangements for mitigating the oil leakage into sea. Describe with a sketch why are seals provided in the stern
tube.

Purpose:

 Special seals are fitted at the ends of the tail shaft.

 They are arranged to prevent the entry of sea water and the loss of lubricating oil from the stern bearing.
 Advanced pollution free seal ensures sea water and oil side are isolated by air chamber.
 If any leakage of oil or sea water occurs into the air chamber, it is automatically collected in the drain collection
unit.

Arrangement

 The complete system comprises of air control unit, lube oil drain tank, lube oil pump unit and associated piping.
 Oil is contained within the simplex seal by the seal rings.
 The elastic lip of seal rings grips the rubbing surface provided by the chrome steel liners on the shaft.
 Friction produces heat which will result hardening and loss of elasticity of the rubber.
 Oil circulation ensures that the seals remain at a lower temperature.

97 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
143. What are the adverse effects of the after-end seal leakage to the propeller shafting?
 When water or oil leaks through the after-end seal, it can increase the hydrodynamic drag on the propeller.
 This extra resistance can reduce the ship's speed and fuel efficiency, resulting in increased operating costs.
 The presence of seawater can lead to corrosion of the propeller shaft, bearings, and other components in the
aft section of the vessel.
 This can result in increased maintenance and repair costs.
 Furthermore, the abrasive nature of seawater can accelerate wear and tear on components, reducing their
service life.
 If oil leaks from the after-end seal, it can deplete the lubrication supply in the stern tube bearing, potentially
leading to increased friction and overheating.
 This can cause bearing damage and, in severe cases, result in catastrophic failure.
 In the case of oil leaks, environmental pollution is a significant concern.
 The integrity of the propeller shafting system is crucial for the ship's overall reliability.
 After end seal leakage can compromise this integrity, potentially leading to costly breakdowns or delays in
operations
 As the propeller operates in a less than ideal environment due to the presence of water or oil, it can experience
cavitation and increased vibration, potentially leading to damage to the propeller and shaft.

144. Describe briefly the warming procedure of a large steam turbine giving reasons for the same.

Reasons for warming:

 The steam turbines are mostly used as main propulsion unit or as a prime mover for cargo oil pumps.
 Steam turbines operate at high temperatures and pressures.

Preheating is done: -

 To avoid thermal stress due to rapid temperature change.

 Thermal stress can lead to distortion, cracking etc.
 To drive out any moisture content which formed when the turbine is not in operation.
 Water droplets if present may damage turbine blades and internal components.
 Initial warming up aids to achieving operating temperature quickly and helps in reducing time and energy.

98 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Warming Procedure:

 Open all turbine casing drain valves (drain 1)

 Open all the main steam line drain valves (drain 2)
 Ensure all steam control valves at manoeuvring station and around the turbine are closed.
 Start lubricating oil pump and see that the oil is flowing freely to each bearing and gear sprayer.
 Obtain clearance to turn the shaft.
 Engage the turning gear and rotate the turbine in each direction.
 Start the sea water circulating pump for the main condenser.
 Allow small quantity of steam to pass through the turbine and heat it.
 Raise vacuum in main condenser, open gland steam, disengages turning gear.
 Introduce short blast of steam to the turbine to spin the propeller through one revolution.
 Repeat every five minutes for next thirty minutes.
 Turbine is now ready for manoeuvring from the bridge or engine room

145. Sketch and describe the importance of emergency bilge suction.

Emergency Bilge Suction:

 The bilge main is arranged to drain any watertight compartment other than ballast, oil or water tank.
 Each bilge suction branch is controlled by screw down, non-return valve.
 Emergency bilge suction is used to discharge overboard large quantities of sea water accumulated in engine
room bilges
 Pumping is done using the main circulating pump or another suitable pump as permitted by regulation.
 It is a direct suction from the machinery space bilge, which is connected, to the largest capacity pump or pumps.
 In the event of a collision, grounding, or other incidents that result in water ingress into the ship's hull, the
emergency bilge suction system is essential for damage control.
 Flooding in the bilge can lead to dangerous conditions, including a loss of stability, excessive trim, list etc.
 The emergency bilge valve is normally maintained in a closed position.

99 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
146. List your duties before and during bunkering. Why is it important to carryout bunker sampling when
bunkering is in progress?
Duties of Chief Officer during bunkering:
 Prior commencing bunker operations, meeting should be held with all deck officers and crew, to make them
aware of their responsibilities and spill contingency plan discussed.
 Vessel should be properly moored.
 All SOPEP equipment, kept standby near bunker manifold.
 All scuppers should be closed / sealed.
 All accommodation doors closed, and air-conditioning kept on re-circulation mode.
 Co-ordinate with chief engineer and fill up safety checklist.
 Crew to be standby with all safety gear and equipment.
 It should be ensured that proper communication between ship and bunker barge has been established.
 Vessel should be in upright position and any ballasting/de-ballasting operations completed before
commencement of bunkers.
 Bunker manifold tray should be clean.
 Timings of all operations such hose connected, commenced pumping, stopped and hose disconnected must be
recorded.
 Area around the vessel to be monitored to ensure no spillage leaks.
 Any change in trim or list must be monitored and engineer in-charge duly informed.

Bunker Sampling:

 It is important to carry out bunker sampling to ensure that bunkers supplied to vessel for combustion purposes
meet the fuel oil quality requirements.
 Fuel oil should be contain unacceptable percentage of water contamination i.e. 1% for HFO, 0.25% for diesel oil.
 It should be free from inorganic acid and its properties confirmed.
 It should not include any added substance or chemical waste which jeopardises safety of ship or affects
machinery performances.
 It should not be harmful to personnel.
 A drip sample is taken at the manifold.
 If the bunker sample is not taken to acceptable procedures no claims on quality of fuel can be made by ship
owner against bunker supplied.
 A sealed sample duly signed by supplier’s representative and chief engineer/master is retained on the vessel for
12 months.

Question No.10 Bridge Control / Engine Room Watchkeeping

147. Explain the procedure for taking over watch in manned engine room
Taking over a Watch:

 Check the funnel emissions. White smoke, black smoke, steam or sparks.
 Check steering gear & fridge flats.
 Enter the engine room from the top. Do not use the lift.
 Check cooling water header tank.
 Check main engine cooling water returns & temperatures.
 Check piston cooling water returns & temperatures.
 Listen for any unusual noises.
 Check turbocharger oil levels
 Check observation tank for signs of oil.
 Check mist detector.
100 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Check condition of bilges.
 Check purifier flat and condition of the fuel oil tanks. i.e. full, empty temperature Drain of water.
 Enter control room. check logbook and note any irregularities.
 Confirm the condition of the electrical supply equipment. How many alternators on load, amount of load on the
board, Earth faults, Stand by machines?
 Read any current standing orders.
 The duty engineer should then inform the engineer taking over the watch of any abnormal operating conditions
which have occurred during the watch.
 Any orders from the Bridge. Recorded in the logbook should be pointed out.
 Any repairs should be reported together with information on any machinery that has been dismantled.
 The presence of any other members of ship’s staff in the engine room e.g. day workers should be reported.

148. State any ten important things that you will do / check when on a watch in the engine room. List the
indicators and alarms provided with bridge control of M/E.
E/R Watch Keeping:

 All log readings should be verified with actuals at the start of watch
 Verify if there are any special order or instructions.
 Evaluate the work in progress and its effect on safety etc.
 Confirm levels of tanks for fuel, water, slop, ballast etc. Also note bilge levels.
 Operating mode of all equipment and standby for each.
 At appropriate intervals, inspection should be made of main, auxiliary and steering equipment along with all
liquid levels including those mentioned above.
 Bridge orders must be promptly carried out and recorded, special requirements if any of the bridge should be
carried while keeping the chief engineer well informed.
 Duties like transfer of fuel etc. should be carried out carefully as it will need almost continuous attention.
 During the watch, a log or record of various parameters will have to either be taken manually or will be
provided automatically.
 All values should be within normal range.
 Through logbook, consumption of lubricating oil, fuel oil, fresh water and also generation of fresh water during
the watch will be known and should be within normal values.
 Where situations occur in the machinery space which may affect the speed, manoeuvrability, power supply or
other essentials for the safe operation of the ship, the bridge should be informed as soon as possible.

Indicators and Alarms on Bridge:

Bridge instrumentation will vary but usually includes

- the tachometer or engine rpm indicator,

- Direction of rotation indicator
- Air starting pressure gauge.
- Emergency Stop for main propulsion engine (For UMS)
- Alarm panel indicating any machinery fault during UMS.
- Emergency overriding of parameter like high temperature of thrust bearing.

101 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
149. Write notes on Bridge Control of Main Engine. Or Describe with a flow diagram the sequence of
operations while starting a direct coupled diesel engine remotely.
Bridge control of Main Engine:

 Starting and stopping, reversing of engine or propeller pitch and speed control are possible from the bridge.
 An emergency direct arrangement for stopping the engine is provided in the bridge, independent of the normal
bridge control system.
 If the direction for the engine on air is set as required, the Turning Gear (TG) is disengaged, and the starting air
pressure sufficient, air will admit to the chosen cylinders to start the engine.
 At firing speed a signal will be sent to the governor for fuel release.
 Provided the essential parameters, such as lubricating oil pressure, cooling water pressure, air spring pressure,
etc, are correct and the respective cut-outs do not block the fuel supply, fuel will be injected and the engine will
start to run in the required direction.
 A further program checks the running direction, and speed, and adjusts the signal to the governor for regulating
the speed according to the telegraph order.
 The program also ensures that continuous running at critical speed range (if any) is avoided, by a large increase
or reduction in fuel charge in quickly passing over the critical range.
 In case the engine fails to start, the program is repeated up to 3 times, after which the system gets locked and
an alarm is sounded for manual intervention.

102 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
150. What are the SOLAS requirements on bridge control systems?
 Means of preventing overload of propulsion machinery.
 System shall be provided with an emergency stopping device on the navigation bridge.
 It shall be independent of the navigation bridge control system.
 Order from the bridge shall be also indicated at engine control system.
 Remote operation of propulsion system shall be possible only from one location at a time.
 Each location shall have indicators showing which location is in control.
 While transferring control, there shall not be significant change in propeller thrust, and means to confirm this is
to be provided.
 Control of propulsion machinery from local position in even of failure of automation or remote-control system,
should be possible.
 In case of remote automatic control system failure, an alarm should be given off.
 Control now should be possible from the local control station.

151. Write a short note on precautions to be taken in Engine Room for rough weather.
Precautions during Rough Weather:

 Levels of hydraulic oil for steering gear should be kept well about the minimum to avoid problems because of
heavy pitching and rolling of the ship.
 Propeller would come out of water during heavy weather and this will cause load fluctuation on the main
engine. Thus, RPM of the propeller must be reduced to safe values.
 Appropriate levels at LO tanks, LO sumps, FO tanks and other tanks shall be maintained. Varying levels during
rolling and pitching might lead to low pressure or pump loosing suction. This may actuate shut down of
propulsion plant.
 Keep standby power generating unit on.
 There should be no loose items.
 All spares and tools including spare LO drums and other machinery parts including those on the deck should be
properly secured, well in advance of expected rough weather.
 All drip trays save all’s etc. should be kept well drained and should have no accumulated liquids which may spill
due to heavy rolling and pitching of the ship.

152. What all things will you check / do on 2 hrs notice to arrival port in E/R?
 The bridge will start reducing the speed to manoeuvring speed.
 Start additional Aux. generator in parallel.
 Stop the steam turbine and shaft generator if fitted.
 Ensure the power is available for deck machinery and bow thruster.
 The bridge will also start additional steering gear unit.
 Take a round of steering gear room and check oil level linkages and motor current.
 Start the boiler and raise the pressure, if exhaust gas boiler was running previously.
 Close the dampers for exhaust gas boiler and open bypass.
 Stop the freshwater generator.
 Shut and lock sewage direct overboard discharge and start sewage plant or open valve for sewage holding tank.
 Close the sea chest valve of the side of the ship which is going to face the berth.
 Change over to high sea suction from low sea suction.
 Drain the air receivers.
 The engine is tested for ahead and astern direction from bridge.
 The steering gear is also tested for full rudder angle.
 Blow through indicator cocks to check they are clear
 When manoeuvring ends, sea passage flow meter counter is taken for calculation of oil consumption from full
away to end of sea passage.

103 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
153. Explain the procedure in engine room on two hours’ notice for departure port.
 Inform chief engineer officer whenever notices for ME on standby received.
 Test controls and synchronise engine room clock.
 Try out communication system.
 Preparation of Bow/Side Thruster as applicable.
 Auxiliary boilers to be kept on warm up when preparing for departure from port.
 Start all associated machinery required for ME operation.
 Main air distributor valve and control air valve to main engine to be kept open.
 Start boiler water circulating pump for departure from port.
 Press up air receivers and blow off any moisture from the system
 Start main engine lube oil pump, fuel oil booster pump and main cooling sea water pump.
 Throttle/bypass the coolers for lube oil and cooling water systems.
 Adjust stern tube lube oil level according to ballast/loaded passage.
 A quick round of engine room.
 Check oil level, header tank level, cylinder oil daily tank level.
 Check the pressure of fuel oil pump, booster pump, lube oil pump ettc…
 Check sump oil level in air compressor.
 Drain air bottles for any water inside.
 Check that the turning gear is out.
 Check parameters of running machinery.
 Start additional generator to supply for additional demand of power from winches and thrusters.
 Start exhausts gas boiler water circulating pump.
 Check the telegraph for functioning in conjunction with deck officer on watch.
 Telegraph is checked for local and remote panel.
 Try out steering gear as per SOLAS.
 Check the functioning of limit switches in steering gear.
 Check gyro reading in steering gear and cross check with reading on the bridge.

154. What is understood by unmanned machinery spaces? Describe the arrangements necessary for effective
engineering watches to be maintained for the purpose of safety during UMS operation.
Unmanned Machinery Space:
 UMS or Unattended / Unmanned Machinery Spaces is a marine automation system for ship’s engine room.
 Unlike conventional watch system on normal cargo ships, in UMS class vessels, there are usually no engineer
officers on watch in the engine room (from 1700 hrs. to 0700 hrs).
 If there is a malfunction in any machinery, an alarm will be sounded in the engine room as well as in the ‘on
duty’ engineer’s cabin.
 It’s then the engineer’s duty to go down in the engine room and investigate the alarm.

As per Solas Chapter II – 1:

Fire Precautions:
 Means to detect and provide alarms for boilers and scavenge air belts.
 Oil mist detector and engine bearing temperature monitor must be fitted.

Protection against Flooding:

 Automatically operated bilge pumps.
 Sea inlet valves and emergency bilge suction shall be made to operate when space is flooded.

Bridge Controls:
 the tachometer or engine rpm indicator,

104 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  Direction of rotation indicator
 Air starting pressure gauge.
 Emergency Stop for main propulsion engine (For UMS)
 Alarm panel indicating any machinery fault during UMS.
 Emergency overriding of parameter like high temperature of thrust bearing.

Alarms system:

 Alarms shall sound in ECR, bridge and engineer’s accommodation.

 Alarms system must be provided with continuous power supply. In case of power failure, automatic change over
to stand by power supply shall take place.
 Alarms shall continue until they are accepted, and the visual indications of individual alarms shall remain until
fault has been rectified.
 Alarms shall be provided for all important pressure, temperatures and fluid levels.
 A centralized control position shall be arranged with the necessary alarm panels and instrumentation indicating
any alarms

Safety System:

 Alarm followed by auto shut down of machinery and boiler operations in case of serious malfunction posing
immediate danger.
 Shutdown of main propulsion unit shall not take automatically unless the malfunction can lead to complete
breakdown or explosion.

155. Explain conditions that determine composition of E/R watch. What are the responsibilities of a watch
keeping engineer and explain watch keeping routines in E/R? (25)
When deciding the composition of the engineering watch, which may include appropriately qualified ratings, the
following criteria shall be considered:

 The type of ship and the type and condition of the machinery;
 The adequate supervision, at all times, of machinery affecting the safe operation of the ship; .
 Any special modes of operation dictated by conditions such as weather, ice, contaminated water, shallow
water, emergency conditions, pollution abatement;
 The qualifications and experience of the engineering watch;
 The safety of life, ship, cargo and port, and protection of the environment;
 The observance of international, national and local regulations; and
 Maintaining the normal operations of the ship.

Responsibilities of a Watch Keeping Engineer:

 Duty engineer shall give the watchkeeping personnel all appropriate instructions and information required for
keeping of the watch.
 When ER is manned, duty engineer shall be readily capable of operating propulsion equipment in response to
needs for changes in direction or speed.
 During UMS duty engineer shall be immediately available and on call to attend the machinery spaces.
 All bridge orders shall be promptly executed.
 Changes in direction or speed of the main propulsion units shall be recorded.
 Main propulsion unit controls, when in the manual mode of operation, shall be continuously attended during
stand-by or manoeuvring conditions.
 When engine room is put in a stand-by condition, always prepare machineries and sufficient power to be made
available.
 They shall keep the main propulsion plant and auxiliary systems under constant supervision until properly
relieved and shall periodically inspect the machinery in their charge.

105 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  D/E shall be fully aware of all preventive maintenance, damage control or repair operations to be performed
during his watch.
 Any machinery not functioning properly, expected to malfunction or requiring special service shall be noted
along with any action already taken.
 D/E shall not leave machinery spaces unsupervised in a manner that would prevent the manual operation of E/R
plant.

Watch keeping routine as mentioned in earlier question.

156. What checks are made before unmanning The Engine room? What is safe procedure for entry in case of
alarm in unmanned condition?
Checks Before Unmanning the E/R:

 All FO/LO and freshwater tanks/sumps are adequately filled

 Bilges are dry and high-level alarms are operational
 Make sure sludge and bilge tanks are minimum safe level
 Smoke and Fire alarms are operational, and no zone/detector is isolated
 All alarms and safety cut-outs are operational
 Compressed air receivers are fully charged, and one main air receiver is isolated
 FO/DO overflow tanks are empty or at unpumpable ROB
 All soundings self-closing cocks are in closed position and sounding caps are closed.
 Stopped diesel generators are on standby
 All standby pumps and machinery system are on standby and auto start.
 All ventilation fans are running
 Electric kettle plugs are removed in ECR
 Loose items are secured
 Workshop welding plug is removed
 Acetylene and Oxygen cylinder line valves are closed
 Main Engine is on bridge control
 Control is transferred to bridge and duty officer is informed about time of commencement of UMS

Safe Procedure for entry in E/R during UMS Alarm:

 Inform duty officer on bridge prior entering the engine room.

 Activate dead man’s alarm as soon as entering ER.
 Inspect the alarm and take appropriate action.
 Keep resetting dead man’s alarm.
 Once the job is done, switch off dead man’s alarm.
 Inform duty officer on the bridge.

Dead Man’s Alarm:

 The dead man alarm system provides a safeguard for the duty engineer who enters the machinery space during
periods of UMS operation in response to an alarm or for any other reason.
 Should that engineer get into difficulty whilst alone in the machinery space, the dead man alarm system
provides an indication to others that the engineer is in the machinery space but unable to respond.

106 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
157. What are the functions of thrust shaft in propulsion?
Transmission System:

 The marine propeller shaft is divided into three main components:

- Thrust shaft
- Intermediate shaft
- Tail shaft
 The thrust shaft is the primary shaft emerging out of the engine.
 The thrust shaft transmits the engine’s torque to the propeller shaft.
 It also transfers the thrust of the propeller to the thrust block which transmits the thrust to the hull of the ship.
 It is of short length of shaft with flanges at either end and a thrust collar in the centre.
 It directly receives the rotational motion from the crankshaft and rotates at the maximum velocity in high-speed
engines.
 For high rpm engines, the thrust shaft is further connected to other components that lie further aft.

158. Describe how a two-stroke main engine is prepared for Manoeuvring after 3 days stay in Port?
24 hrs prior departure:
 Verify stock of F.O/LO/stores/chemicals/spares etc for adequacy
 Verify settling / service tank levels of HFO/DO and LO sump
 Start flashing Boiler if required, open heating steam for oil tanks, maintain temperature and drain water
 Ensure oil filters clean and stand by filters ready for c/o if required
 Check alarms and safety systems
 Check soundings of all tanks in E/R including cofferdams and record
 Check stern tube oil tank level and condition of oil in stern tube by draining a small quantity

12 hrs prior departure

 Do the steering gear checks and trials as per SOLAS
 Fill up air bottles and drain condensate
 Turn engine on turning gear and check oil flow through bearings (prop clearance to obtain) and disengage
turning gear.
 Circulate jacket cooling water through heater and engine if required in cold climate
 Record all activities in logbook

On receipt of 2 hrs notice:

 Take an additional generator on load and Start required propulsion plant machinery
 Obtain prop clearance, blow through and try out engine on both ahead and astern
 Inform Bridge readiness

159. Explain the pur00pose of turbocharger and air cooler.

Turbocharger:
 To burn larger mass of fuel in the cylinder, larger mass of air is required.
 Thus, air must be supplied under pressure to increase of the mass of air.
 This process of supplying higher pressure of scavenge air is called supercharging.
 Supercharging is achieved by employing turbochargers.
 Turbocharger increases the overall efficiency of combustion process.
 Therefore, engine size can be reduced leading to weight saving benefits and overall improved fuel economy.

107 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
Air Cooler:
 Air compressed by turbochargers will be hot and at high temperatures.
 This air cannot be directly fed to the engine.
 Thus, an air cooler that brings the air temperature back to near ambient conditions is fitted.
 When the air is hot, its density is less and thus the mass is also less compared to air that’s cold.
 Cooled air with increased density is supplied as scavenging air.
 Thus, greater mass of air is compressed inside the engine so that more fuel can be burned in the combustion
chamber giving increased power.

160. Describe with sketch a controllable pitch propeller as used on remote control system.

 Selector switches for pitch and engine speeds are provided.

 The input signal from the selector is received by the actuator.
 The actuator through a hydra pack ensures flow of hydraulic oil, depending upon ahead or astern signal to servo
piston.
 The axial movement of the servo piston gets converted into a rotary motion through crosshead and this rotates
the blades and varies the pitch.
 The signal of engine RPM though governor on engine ensures appropriate fuel flow for the engine speed.
 The system has a feed back control with feed back potentiometers to control panels

161. Sketch and describe block diagram a simple CO2 total flooding system for machinery space. How is re-
entry into Engine Room done after CO2 flooding?
 Two pilot cylinders are provided. One to open the master valve and the other for CO2 releasing mechanism.
 Break the glass and take out key for CO2 release cabinet from key box. Using local CO2 release cabinet is
preferred.
 Open the release cabinet. Audio visual alarms will sound, and ventilation blower trips will activate.
 In the CO2 release cabinet, open pilot cylinder valve first. Now open valve 1 for master valve first. Then open
valve 2 for CO2 releasing mechanism.
 Time delay unit is fitted on the line to release mechanism so that Co2 will be released after 60-90 seconds of
time delay. This is to allow the master valve to get open.
 Now the system pressure can be checked from the pressure gauge on the manifold.

108 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS
  If CO2 is not released, then follow emergency releasing procedure. Open master valve manually and open each
CO2 main bottle by manual actuation lever.
 An air line is provided to test and blow through the CO2 lines.
 Relief valve is also provided as a safety mechanism in case of failure to open master valve and also to vent out in
case of leak from CO2 cylinder valves.

Procedure for re-entry:

 Once the system has been fully released and the fire extinguished, no personnel are to enter the space until the
main supply valve has been shut.
 The space must be well ventilated prior to entry in order to remove all traces of CO2.
 Ensure sufficient air has been introduced to make the space safe.
 It can take long hours for the fire to be completely extinguished and for the space to cool down. This must be
considered when deciding for re-entry.
 Procedures for entry into enclosed spaces must be strictly complied.

109 | P a g e
Compiled by Sathish Kumar ENGINEERING KNOWLEDGE, INSTRUMENTS & CONTROL SYSTEMS