Safety Certificate

1. Safety construction certificate(SOLAS 1974) (DMA, 5 yr)

2. Safety equipment certificate (SOLAS 1974) (DMA, 2 yr)
3. Safety radio certificate (SOLAS 1974) (DMA, 1 yr)

MARPOL Certificate
MARPOL(73/78) = The International convention for the Prevention of Pollution from ship (1973), as modified by the
protocol of 1978 relating thereto:

1. International Oil Pollution Prevention Certificate ( IOPP )

2. International Sewage Pollution Prevention Certificate (ISPP)
3. International Pollution Prevention Certificate for the carriage of Noxious Liq - Substances in Bulk (NLS Certi)

MARPOL documents
1. Oil Record Book (ORB)
2. Shipboard Oil Pollution Emer. Plan (SOPEP)
3. Dangerous goods manifest or stowage plan
4. Enhanced survey report file
4. Cargo record book

Enhanced Survey Report File = A survey report file or supporting documents complying requirement of MARPOL
(73/78) & SOLAS (74)

MARPOL Items
Annex I, II, III, IV, V

SOLAS Certificate
SOLAS (1974) = The International convention for the Safety of life at Sea, 1974, and its protocol of 1978 relating thereto.
1. Passenger ship safety certificate.
2. Cargo ship safety construction certificate
3. Cargo ship safety equipment certificate
4. Cargo ship safety radio certificate
5. Exemption certificate
6. Nuclear passenger ship safety certificate
7. Nuclear cargo ship safety certificate
SOLAS Documents
1. Minimum safe manning doc.
2. Intact stability booklet doc.
3. Doc of compliance with special requirement for ship carrying dangerous goods
4. Dangerous goods, manifest or stowage plan doc.
5. Doc of authorization for the carriage of Grain
6. Enhanced survey report file doc.

SOLAS Items
1. General Provisions
2. Construction (Subdivision & Stability, m/c n electrical installation)
3. Construction (fire protection, fire detection 'n' extinction)
4. L.S.A 'n' arrangements
5. Radio communications
6. Safety of Navigation
7. Carriage of cargo
8. Carriage of Dangerous goods
9. Nuclear ships
10. Management for the safe operation of strips
11. Safety measures for high-speed craft
12. Special measures to enhance maritine safety
Appendix Certificates

Cargo ship Safety Construction Certificate (SAFCON)

1. Issued to cargo ship (≥ 500 GRT)
2. Issued by Admin (or) by any person (or) organization duly authorized by it.
3. valid - 5 yr subjected to survey with specified interval (annual endorsement)
4. Surrey items (in accordance with requirements of SOLAS convention)
(i) ship structure including structural fire protection
(ii) external examination of ship bottom
(iii) elect. installation
(iv) S/G
(v) pr. vessel 'n' fittings
(vi) main 'n' aux m/c
Cargo sip safety equipment certificate
1. Issued to cargo ship (≥ 500 GRT)
2. Issued by Admin (or) by any person (or) organization duly authorized by it.
3. valid - 2 yr subjected to survey with specified interval (annual endorsement)
4. Surrey items (meet the requirement of SOLAS convention)
(i) F.F equipments
(ii) L.S.A
(iii) Navigation equipments
(iv) Vessel documentation
(v) Alarms system

C/E concern items

1. protable 'n' non-portable fire extinguisher / fire hoses, nozzles, hydrants
2. fixed installation of fire fighting
3. fixed fire detection 'n' alarm syst
4. Emer fire p/p 'n' main fire p/p
5. fire man outfit, B.A. Set
6. emer gen 'n' emer. lighting syst, emer air comp, Navigation Lighting
7. S/G 'n' communication syst
8. Life boat eng. 'n' launching syst, pilot boarding arrangement
9. remote quick closing v/v 'n' emer stop switches, sky light door, W/T door
10. escape way in E/R
11. Nautical publication
12. Drill 'n' test records
13. Training manual
14. Display of fire control plan 'n' LSA plan
15. international shore conn;

FFA (C/E's item)

1. fire extinguishers (protable / non-portable)
2. fired installation
3. fire p/ps, fire mains, hydrants 'n' hoses
4. fire detection 'n' alarm syst
5. Skylight doors, doors in fire resisting division, ventilators, quick closing of F.O Tk., fuel p/p, transfer p/p, ventilation
fan, means of escape
6. fire-man's outfit
7. international shore connection
8. fire control plans 'n' drills

Navigation eqipment (C/Es items)

1. operation of S/G, test 'n' drills

ISM Code (International Safety Management Code)

Definitions (Purpose)
International Safety Management (ISM) Code means the International Management Code for the safe operation of
ships 'n' for Pollution Prevention adopted by the Organization.

Application (Entry to force)

By this time, the shipping Co's own syst must have been introduced 'n' certified
(1) all passenger ships 'n' oil Tker, chem, gas bulk carrier (≥ 500 GRT)
not later than 1st July 1998 (1/7/1998)
(2) Other cargo ships 'n' mobile off-shore drilling units (≥ 500 GRT)
not later than 1st July 2002 (1/7/2002)
(3) But,does not effect to apply the government operayed ships(used for non-commercial purpose)

Under SMS
Every shipping Co. should develop, implement 'n' maintain a S.M.S, which include;
(1) policy for safety 'n' Environment protection
(2) Flow chart of level of authorities 'n' line of communication
(3) Instruction 'n' procedure for maintaining complience with legislation
(4) Procedure for reporting accidents 'n' incidents
(5) Procedure for preperation 'n' response to emergency
(6) procedure for Internal Audit 'n' management review.

Adv of SMS
1. reduction in accidents (which may cause harm to people, damage to the environment or damage to property)
2. an improvement in safety management skills of personnel
3. improved company's morals
4. cost saving resulting for improve effy.
5. favourble insurance premiums relative to the market

Purpose of ISM Code

1. the safe management 'n' operation of ships
2. Preventing of human injury or loss of life
3. avoidance of damage to the marine enviroment 'n' to property.

Interim D.O.C, S.M.C

- in case of change of flag (or) company
- interim D.O.C = 12 months valid (for new Co.)
- interim S.M.C = 6 months valid

S.M.C (Last Certificate IMO)

This certificate is verified that the company 'n' its shipboard management operate in accordance with approved SMS
(Safety management syst.)

ISM Code are made in accordance with SOLAS, MAROL,STCW

D.O C
- for the onshore organization (Co.)
- audit Annually after an initial audit
- renewal audit (B4 5yr period) (but not later than 3 months B4 expire)

S.M.C
- for the ships
- Audit 2½ yrs after an initial audit (± 6 months)
- renewal audit (B4 5yr period) (but not later than 3 months B4 expire)

Safety Management Requirements (SMS Requirements)

1. The company 'n' the ship shall comply with the requirements of the ISM Code.
2. The ship shall be operated by a company holding a Document of Compliance (D.O.C) referred to
(i) (1) A D.O.C shall be issued to every company which complies with the requirements of ISM Code.
(2) issued by the Admin (or) by organization recognized by Admin (or) request of the Admin by another
contracting government
(3) valid 5 yr (subjected to Ann: Survey)
(4) a copy of D.O.C shall be kept on-board
(ii) (1) A Safety management Certificate (S.M.C), shall be issued to every
ship issued by the Admin (or) organization recognized by the Admin
(2) The Admin, B4 issuing the S.M.C, verify that the company 'n' its shipboard management operate in
accordance with the approved safety management syst (S.M.S)
 (3) valid 5 yr (one intermediate verification)

ISM Code reqd. Audit

- Internal SMS audit by Co. to measure effectiveness of their own SMS syst.
- Co. should submit n request for audit (Fxternal) to Admin, or to the recognized organization by Admin for issuing
DoC, SMC on behalf of Admin.
company → C.O.C
ship → S.M.C

What contain in ISM?

1. Company responsibilities 'n' authority
2. Company verification, review 'n' evaluation
3. Certification, verification 'n' contract
4. Designated person(s)
5. Developments of plans for shipboard operation
6. Documentation
7. Resources 'n' personnel
8. Reports 'n' analysis of non-conformities, Accidents 'n' Hazardous occurances
9. Master's responsibility 'n' authorities
10. Maintenance of the ship 'n' equipment
11. Safety 'n' environmental protection policy
12. Emergency preparedness

Main drills in ISM

1. Boat drill
2. Fire drill
3. Abardon ship drill
4. Man overboard drill
5. Enclosed space rescue drill
6. Oil spill response drill
7. Emer. S/G drill

General Checklist for ISM Audit ( ISM Inspection )

1. Certificate 'n' document (including log book, ORB, etc,...)
2. Safety in general
3. Testing 'n' drills
4. Navigation equipments
5. LSA, FFA
6. Radio installation (including GMDSS)
7. Load Line
8. Hull 'n' Super-structure construction + Accomodation
9. Electrical equipment
10. E/R maintenance 'n' m/c in E/R + S/G syst, 'n' communication
11. Mooring arrangement 'n' Anchoring arrangement
12. Cargo gears
13. Marine Pollution
14. Bilge, ballast, OWS
15. W.O disposal, Garbage
16. Piping syst 'n' V/VS

ISM inspection (SOLAS + MARPOL + STCW)

1. Safety equipments
2. construction
3. misc:

Safety in general
1. fire control plan
2. SOLAS training manual
3. Operating instruction manual
4. regular drills
5. escape way
6. pilot ladder
7. Muster list
8. alarm syst.

Certificate Carried On-Board

1. A F.G cargo vessel must be carried all original certificate on-board.
2. Proper lists of certificate names, issued dates, expired dates, last survey dates with remarks should be made 'n' file for
easy reference. (Zaya Form To Page Beside)

Document carried on-board (MARPOL + SOLAS doc)

1. Oil Record Book (MARPOL 73/78) (Tker ≥ 150 GRT, Others ≥ 400 GRT)
2. Shipboard Oil Pollution Emer. Plan (MARPOL 73/78) (Tker ≥ 150 GRT, Others ≥ 400 GRT)
3. Minimum safe manning doc. (SOLAS 74/78)
4. Intact Stability Booklet (SOLAS 74/78)
5. doc of compliance with the special requirements for ship carrying dangerous goods (SOLAS 1974)
6. Dangerous goods manifest or stowage plan (SOLAS 1974, MARPOL 73/78)
7. Doc. of authorization for the carriage of grain (SOLAS 1974)
8. Enhanced Survey report file (MARPOL 73/78) SOLAS 1974)
9. Cargo Record Book (MARPOL 73/78)

MARPOL 1. ORB
2. SOPEP
3. CRB
SOLAS 4. Min Safe manning doc
5. Intact Stability Booklet doc
6. doc of compliance with the special requirements for ship carry dangerous goods
7. doc of authorization for the carriage of grain
MARPOL 8. dangerous goods manifest or stowage plan
+ SOLAS 9. enhanced survey report file
10. official log book
11. Deck log book
12. Radio log book
13. C/E's log book
14. Fire control plan
15. Muster list 'n' emer. instruction
16. Training manual for LSA
17. Maintenance manual for LSA
 Certi + Survey (1)
(1) Certificate on board in Documents.
(2) SEC items
(3) MARPOL, MARPOL certi.
(4) Annexes
(5) SOLAS, SOLAS items, SOLAS certi.
(6) P.S.C, prepare, instrument Pg. (4)
(7) Safety certi.
(8) SOPEP, Locker items Pg. (10)
(9) ISM, purpose, Doc, Smc, who issued to whom?, what contain in ISM?/ ISM Audit. Pg (8)
(10) Class ship, Adv. I class.
(11) IACS, what is classification?, Purpose?
(12) IMO convention
SOLAS
MARPOL (5) ILL
SICW (6) Tonnoge convene.
ILO (7) COLREG
(13) Different bet: P.S.C is flag state control
(14) Purpose of classification?
(15) ORB, entry, items, Types, purpose, what to fill? When to fill?
(16) Safety construction survey items. Pg (4).
(17) Pt I club, purpose
(18) Different bet. Classification in statutory Survey
(19) Sop, requirements, certain, prepare survey
(20) Oil pollution action Pg. (11)
(21) Zero disk. sewage syst. what is sewage? ISPP? Requirements?
(22) Insurance claim for A/E damage
(23) L.L Survey, items, prepare Pg (25) purpose.
(24) Itemize survey
(25) Tail shaft survey Pg (24)
(26) Sludge content high . How to do?
(27) C.S.M? Items covered by CSM? Items not covered by CSM? How to construct?
(28) D.D., prepare, survey, under us. survey
(29) C/E damage report

Fire + Safety (2)

(1) Personnel L.S.A,. L.S.A
 (2) Fire man outfit
(3) International shore Conn:? Dimen:? Where to keep?
(4) Fire control plan? Contain? Where to keep? How to keep?
(5) Fire detector, Type?, Explain function
(6) E/R fire fighting appliance
(7) Emer, fire P/P, regulation, requirement,
(8) Inert?, where to use? O2% content?, Type?, Operation? Purpose?
(9) B.A, type, explain are
(10) W2 Rm, Battery Rm, safety
(11) E/R portable > 9, < 13.5 ftr fire extinguishers, Non-portable 45,135 ftr M.E.P.S fire
extinguishers.
(12) C/C relief V/V regulation
(13) S/G regulation , S.D,
(14) C/C explosion, primary, secondary, prevention, safety device
(15) Sea avenge fire, cause, prevent, extinguish, safety device, Indication
(16) Starting air line explosion, cause, prevent, safety device
(17) Prilge P/P Cap., Fire P/P Cap., Ever, fire P/P. Cap.
(18) Preposition B4 entry to MT Tc? (LEC, HEL, TLV) (Mis: (VI)
(19) Ever. S/G syst. (Follow-up, non-follow-up, hurting arrangement)
(20) O.M.D (fun, calibrate in test) (maintenance)
(21) Explosimeter, Davy's Safety Lamp. [Misc: (VI) ]
(22) Life boat motor safety device
Limit switch (while lifting)
centrifugal brake (while lowering)
(23) Co2, Paint, STG, Bathery softy

Baw Thruster
(1) Lateral B/7 are particularly useful, for manoeuvreing in confined water @ low speed
(2) for large vessel, used @ channel evasion, in ducky
(3) for research vessels in drilling P/F, etc. very accurate positioning maintained
(4) B/T consist of (As a rule)
(i) A controllable pitch (or) reversible impeller, in athwartship W/T funnels.
(ii) Bridge controlled in risen by motor
(iii) Thruster provided is a low thrust about 16 tons.
(iv) greatest thrust is obtained, when ship speed is zero.
(v) Less effective, when ship gets underway.
(vi) Athwartship funnel, appreciably increases hull resistance
 (vii) Close the funnels @ either end, when not in used, by butterfly V/V or hydraulic V/V

Proportional Band
Out put signal = 0.21 Bar
Input temp is = 90oC '11' 1.03 Bar
Input temp is = 50oC
Prop: Band = 50 to 40oC = 10oC When output signal varies over its
pr.rauge of (1.03 to 0.21 = 0.82 Bar)

Mise : (3)
(1) First start arrangement!. When to use? Pg (12)
(2) Tachogenerator, where to fit?, what purpose?
(3) Critical speed, How you know?, Barr range, Resonance Pg (9) (IX)
(4) Different bet. Gov. II Overspeed Trip?
(5) Gov. is fitted, why overspeed Trip is needed?
(6) Overspeed Gov? Gov. Type?, Which Gov. is fitted in which engine? Different?
(7) Droop, Microtia Type, Elect. Gov., Isochronous Gov., Hyd Gov.
(8) Gov. is fitted, why AUR is rebel?
(9) T/C cut-out, proceed voy. (IX) Pg. 30N31
(10) Unit cut-out, 2/S, 4/S
(11) T/C O/H, cheek pt.. measurement, cl., when to change brg.? (IX)
(12) T/C washing (Blower, Turbire, Adv.) (IX)
(13) Scavenging, method, Const.pr., Pulse syst, Adv. Disadv., Exh. Running. (IX)
(14) As a C/E, How to check log book? what is log book? Pg (6) (VI)
(15) As a C/E, How to check log M/E performance fm. daily basic? (VI)
(16) IHP calculation (IX)
(17) Indicator diag, (How many?), How to take?, why to take?) (IX)
(18) Adv. of Super-long stroke (VI) Pg. (23)
(19) Adv. Compare 4/S, 2/S (bet. Pg 16 in 17) (Bk. IX)
(20) Adv. Compare X-ltd, Trunk Type (bet. Pg 16 N 17) (Bk. IX)
(21) Adv. Compare conventinal ext. v/v in Hyd. exh. v/v (bet- Pg. 28 N 29) (Bk IX)
(22) How to control the M/E performanve to be maximum. Bk (VI)
(23) Engine power balancing (IX)
(24) Engine balancing (IX)
(25) Seav. method (Adv., Dis-adv), Adv. of C.A.C? Suporcharging? Method?
(26) Poor performance ( b,fvkd check vkyfovJ )
(27) M/E unit exh. temp high (one unit / all unit)
(28) Loop scan characteristic, Lscar (how to increase)

(1) Blr safety v/v setting - Spring free length

(2) EGE safety v/v setting Pg (21) < 0.5% of original leepth.
(3) Up take fire, cause, prevent, How to know?, Exlinguish?, Why foul in EGE?
(4) Caustic embrittlement?, Attack?, Known fin. which test?, Prevent? Pg. (14)
(5) Blr survey, prepare
(6) Blr corrosion? cause, prevent
(7) How to proper maintain blr?
Test in freatment
Combr syst.
Proper maintainece
(8) W.H.R syst? How to share?
(9) Blr. W. Test.
(10) Foaming, Priming, carry-over, (Why happen?)
(11) S.D on autionatic blr.

Comp. + Refri (5)

(1) S.D on air comp? Multistage used?
(2) Why compound v/v are used in comp.?
(3) Ever, air comp. (starting arrangement method?) Can fill-up to main air bottle?
(4) Air comp. relief v/v (L.P, H.P) open, why?
How much to set relief v/v? (Above 10% of the stage disch.pr.)
(5) Purpose of intercooler? Pg. (2)~(3) Aftercooler fitted?
(6) Bursting disc armealing? Why filted? Purpose?
(7) Fusible plug (contain, termp)
(8) Air bottle survey

(9) Ozone depletion?

(10) Halon? Type, Refrigerant Name? Where to use?
(11) CFC? HFC? (Refrigerant Name?) Type
(12) Refri, How to know air in the syst? How to climinate?
(13) TEV? ( fun, connection, superheat temp.) equalizing line?
(14) Ozone Being Refrigerant b,fESpfrsKd;&SdovJ ?

(15) Fall of comp. performance (Lvol.)

(16) Why P.V diag. is important?
(17) S.D on refir. plant
(18) Syst. errors. (Air)

L.O + Fuel (6)

(1) Bad fuel received, what will you do as C/E?, Claim? (Survey r&Sd&if)
(2) Bad fuel received, How to instruet to Engineers? G.D?, Temp?, Injn Vis.?
(3) Bunker (prepare, safety), After bunker instruction?
(4) Low in High C.N?, What effect on M/E?
(5) L.T n H.T corrosion, Temp?, Causes?
(6) Effect on T/C side, due to bad fuel
(7) F.U on board test
(8) Burter blended fuel
(9) Blast injection
(10) L.O contamination, effect on engine, (cause, remedy) S.W, F.W
(11) Microtrial degradation (How to know?, remedies)
(12) L.O Test
(13) Purpose of sett. Tc?
(14) Excess, Insufficient C.L.O (What will happen), CLO properties?
(15) V.I.T? fun? (What?, Why?, How?)
(16) V.I? Why different? (type, use)
(17) Sldg rsm;vm&if - How to adve as C/C
(18) M/E Sump level ligh/ low

Bott: Sect (7)

(1) Thrust B/k (purpose, How to check cl.)
(2) CPP fun (ever, operation)
(3) Reversing (Type, explain one) (for 4/S) J.L Pg. 288 2/S Kandy Sevice
(4) C/S (type, construction), Why welded on mid of Journal?
(5) How to make oil hole? fillet? Shrink fit?
(6) Chain (inspection, slack measure, tension, How to know fim. Outside?)
(7) B & W timing checking?
(8) Crank pin corrosion
(9) Direct n Indirect trive (adv., dis-adv)
(10) S/T (leak, prevent, cause, leak check)
(11) S/T n rudder (wear measurement, check?)
(12) Cause of prist sezure
(13) Cause of liner crack
(14) Shaft Gen. (where is fitted?, How to get const. speed?)
(15) X-ltd. Prrg. (Lutrication, difficulties, type compromise)
(16) Gen. fiming check? (by ideler gear)
(17) Chock fun, Adv.

E.T Oral Qur. (8)

(1) *** Elec. survey items Pg (25) Survey udkay;&rJh data?
(2) * Emer. gen. power distributions. (Emer. power supply)
(3) *** S.B survey, what doc. to give the surveyor? M.S.N's S.D? Pg. (26)
(4) ***Prepare for attermator survey, S.D, Atternator danage
Pg (27) Surveyor udkay;&rJh data
(5) ** Static electricity?, Prevention? Pg (28)
(6) * How to detect the earth fault? Pg (1)
(7) * How to repair, motor s.w flooded Pg (2)
(8) * Surveyor approved IR? (MΩ ?) Pg (2)
(9) * How will you check the frequency (sequence or conn:) of shore power supply?Pg(13)
(10) * Fuse, Batery (How to order?) Pg (18)
(11) * D.C speed motor control (method) Pg (7) How to control?
(12) difference bet. emer n normal lights. Pg (3)
(13) Navigation lights ESB Pg (14)
(14) * Alternator survey twGufay;&wJh data?
(15) AVR fr, type Pg (10) Carbon pile
(16) *** Alternator Damage jzpf&if bmvkyfrvJ ? (Insurance Claim)
(17) * Emer light ./ Emer. power Pg (2)
(18) Emer. S.B power distribution Pg (4)
(19) Battery Rm (maintenance ) Pg (5)
(20) * Air Gap. Pg (6)
(21) Word leouard Syst. Pg (8) ~ (9)

N.A Oral Que: (9)

(1) *** GRT? NRT? deducted space Pg 96)
(2) *** Rudder Type? Explain? Adv. of balanced rudded? Pg (1)
(3) *** Purpose of freeboard / Reserve Buoyancy/ freeboard arignment Pg (1)~ 28
(4) Cathodic protection? Why filled? How many ? Pg (3)
(5) Purpose of bulbous bow? Pg (7)
(6) Purpose of DB Tc? Why fitted ? In Tcership why not fitted? Pg (14)
 (7) Purpose of Cofferdam? Pg (20)
(8) Tc margin plate? Pg (22)
(9) Solid floor? (purpose?) Pg (22)
(10) Bulkhead? Pg (10)
(11) Slop Tc cap? Pg (12) ~ (14)

(1) Adv. of keyless propeller Pg (2)

(2) Using Tc Pg (13)
(3) Deep Tc Pg (13)
(4) ** Type of seal, seal (cause) leakages, Pg (18)
(5) S/T wear measure in oil leakage test Pg (19)
(6) rudder wear measure n oil leakage test Pg (19)
(7) jumping cl? Pg (25)
(8) floor, solid floor, margin plate Pg (22) Type of keel
(9) L.L Pg (27)
(10) S/G S.D, comparision
ratary - S/G
ram. - P/Ps.
S/G P/P comparison
( Heleshlaw vs Swash plate)

1. Safely Certi
2. Marpol (73/78)
3. Marpol Certi
4. Marpol Doc
5. Marpol Items
6. Solas (1974)
7. Solas Certi
8. Solas Doc
9. Solas Items
10. Cargo Strip Safety Construction Certi
11. Cargo STrip Safety Equipment Certi
12. ISM Code ISM Audit (check list), what is DOC? Who issued to whom?
13. Cert, on-board
14. doc on-board
2. Safety construction certificate(SOLAS 1974) (DMA, 5 yr)
3. Safety equipment certificate (SOLAS 1974) (DMA, 2 yr)
4. Safety radio certificate (SOLAS 1974) (DMA, 1 yr)

MARPOL Certificate
MARPOL = The International convention for the Prevention of Pollution from ship (1973), as modified y
the protoeol of 1978 relating thereto

1. Intervational oil Pollution Prevention Certificate

2. Intervational Sewage Pollution Prevention Certificate
3. Intervational Pollution Prevention Certificate for the carriage of Noxious Liq - Substances in Bulk
(NLS Certi)

MARPOL documents
1. Oil record book (ORB)
2. Shipboard Oil Pollution Emer. Plan (SOPEP)
3. Dangerous goods manifest or stawage plan
4. Enhaneed survey report file
4. Cargo record book

Enhanced Survey Report File - A survey report file or supporting documents complying requirement of
MARPOL (73/78) in SOLAS (74)

MARPOL Items
Annex I, II, III, IV, V

SOLAS Certificate
SOLAS = The International convention for the Safety of life at SEa, 1974, and its protocol of 1978
relating thereto.
1. Passenger ship safety certificate.
2. Cargo ship safety construction certificate
3. Cargo ship safety equipment certificate
4. Cargo ship safety radio certificate
5. Ememption certificate
6. Nuclear passenger ship safety certificate
7. Nuclear cargo ship safety certificate
SOLAS Documents
1. Minimum safe manning doc.
2. Intact saloility booklet doc.
3. Doc of compliance e special requirement for ship carrying dangerous goods
4. Dangerous goods, manifest or stowage plan doc.
5. Doc of authorization for the carriage of dangerous goods
6. Enhaneed survey report file-doc.
SOLAS Items
1. General Provisions
2. Construction (Subdivision in Stability, m/c n' electrical installation)
3. Construction (fire protection, fire dection 'n' extinection)
4. L.S.A 'n' arrangements
5. Radio communications
6. Safety of Navigation
7. Carriage of cargo
8. Carriage of Dangerous goods
9. Nuclear ships
10. Management for the safe operation of strips
11. Safety measures for high-speed craft
12. Special measures to enhance maritine safety
Appendinc Certificates

Cargoship Safety Construction Certificate (SAFCON)

1. Issued to cargo ship (≥ 500 GRT)
2. Issued by Admin (or) by any person (or) organization duly authorized by it.
3. valid - 5 yr subjected to survey e specified interval (annual endorsement)
4. Surrey items (inacordance e requirements of SOLAS convention)
(i) ship structure including structural fire protection
(ii) external examination of ship bottom
(iii) elect installation
(iv) S/G
(v) pr. vessel 'n' fihings
(vi) main 'n' aux m/c

Cargosip safety equipment certificate

1. Issued to cargo ship (≥ 500 GRT)
2. Issued by Admin (or) by any person (or) organization duly authorized by it.
3. valid - 2 yr subjected to survey e specified interval (annual endorsement)
4. Surrey items (meet the requirement of SOLAS convention)
(i) F.F equiprments
(ii) L.S.A
(iii) Navigation equipments
(iv) Vessel documentation
(v) Alarms system

C/E concern items

1. protable 'n' non-portable fire extinuisher / fire hoses, nozzles, hydrants
2. fixed 'unstallation of fire fighting'
3. fixed fire degeetion 'n' alarm syst
4. umer fire p/p 'n' main fire p/p
5. fire man autfit, B.A. Set
6. ever gen 'n' ever, lighting syst, ever air carry, Navigation Lighting
7. S/G 'n' communication syst
8. Life boat evg 'n' launcluing syst, pilot boarding arrangement
9. remuste quick closing v/v 'n' ever stop switches, stay light door, W/T oor
10. escage way in E/K
11. Noutical publication
12. Drill 'n' test records
13. Training manual
14. Display of fire control plan 'n' LSA plan
15. international shore conn;

FFA (C/E's item)

1. fire extinguishers (protale / non-portable)
2. fired installation
3. fire p/ps, fire mains, hydrants 'n' hoses
4. fire detection 'n' alarm syst
5. Skylight doors, doors in fire resisting division ventilators, quick closing of F.O K, fuel p/p, trausfer
p/p ventilation fan, means of escape
6. fire-man's outfit
7. international shore commection
8. five control plans 'n' drills

Navigation eqipment (C/Es items)

1. operation of S/G, test 'n' drills

ISM Code (International Safety Management Code)

International Safety Management
Definitions (Purpose)
ISM Code means the International Management Code for the safe operation of ships 'n' for
Pollution Prevention adopted by the Orgianization.

Application (Entry to force)

By this time, the shipping cor's own syst must have been introduced 'n' certified
(1) all passenger ships 'n' oil Ker, chem, gas bulk earier (≥ 500 GRT)
not later than 1st July 1998 (1/7/1998)
(2) Other cargo ships 'n' mobile off-shore drilling units (≥ 500 GRT)
not later than 1st July 2002 (1/7/2002)
Under SMS
Every shipping Co. should develop, implement 'n' maintain a S.M.S, which include;
(1) poliey for safety 'n' Environment protection
(2) Flow chart of level of authorities 'n' line of communication
(3) Insruction 'n' proeedure for maintaining complience e legislation
(4) Procedure for reporting acidents 'n' incidents
(5) Procedure for preperation 'n' response to emergency
(6) procedure for Internal Audit 'n' management review.

Adv of SMS
1. reduction in accidents (which may cause harm to people, domage to the environment or damage to
property)
2. are improvement in sofety management skills of personnel
3. improved company's morals
4. cost savin resulting for improve
5. favourble insurance premiums relative to the market

Purpose of ISM Code, (UTMT)

1. the safe management 'n' operation of ships 'n'
2. Preventing of human injury or loss of life 'n'
3. avoidance of damage to the marine enviroment 'n' to property.

Interm D.O.C, S.M.C

- in case of change of flag (or) comany
- interm D.O.C = 12 months valid (for new Co.)
- interm S.M.C = 6 months valid

S.M.C (Last Certificate IMO)

This certificate in verified that the company 'n' its shipboard management operate in accordance e
approved SMS (Safety management syst.)

ISM Code are made in accordance e SOLAS, MAROL

D.O C
- for the anshore organization (Cos)
- audit Annually after an initial audit
- renowal audit (B4 5yr period) (but not later than 3 months B4 expire)

S.M.C
- for the ships
- Audit 2½ yrs after an initial audit (± 6 months)
- renewal audit (B4 5yr period) (but not later than 3 months B4 expire)

Safety Management Requirements (SMS Requirements)

1. The company 'n' the ship shall comply e the requirements of the ISM Code.
2. The ship shall be operated by a company holding a Document of Comliance (D.O.C) referred to
(i) (1) A D.O.C shall be issued to every company which complies e the requirements of ISM
Code.
(2) issued by the Admin (or) by organization recognized by Admin (or) request of the
Admin by another contracting government
(3) volid 5 yr (subjected to Ann: Survey)
(4) a copy of D.O.C shall be kept on-board
(ii) (1) A Safety managemet Certificate (S.M.C), shall be issued to every
(2) ship issued by the Admin (or) organization recognized by the Admin
(3) The Admin, B4 issuing the S.M.C, verify that the company 'n' its shipboard
management operate in accordance e the approved safety management syst (S.M.S)
(4) valid 5 yr (one intermediate verification)

ISM Code reqd. Audit

- Internal SMS audit by Co. to measure effiectiveness of their own SMS syst.
- Co. should submit in request for audit (Fxternal) to Admin, or to the recognized orginazation by
Admin for issuing DoC, SMC on behalf of Admin.
company → C.O.C
ship → S.M.C

What contain in ISM?

1. Company responsibilities 'n' authority
2. Company verification, review 'n' evaluation
3. Certification, verification 'n' contract
4. Designated person(s)
5. Developments of plans for shipboard operation
6. Documentation
7. Resources 'n' personnel
8. Reports 'n' analysis of non-conformities, Accidents 'n' Hazardous occurences
9. Master's responsibility 'n' anthoritigs
10. Mantenance of the ship 'n' equipment
11. Safety 'n' environmental protection policy
12. Emergency prepared-nest

Main drills in ISM

1. Boat drill
2. Fire drill
3. Abardon ship drill
4. Man overboard drill
5. Enclosed space resale drill
6. Oil spill response drill
7. Emerge S/G drill

General Checklist for ISM Audit

1. Certificate 'n' document (including log book, ORB, etc,...)
2. Safety in general
3. Testing 'n' drills
4. Navigation equipments
5. LSA, FFA
6. Radio installation (including GMDSS)
7. Load Line
8. Hull 'n' Super-structure construction + Accomodation
9. Elecrical equipment
10. E/R maintenance 'n' m/c in E/R + S/G syst, 'n' communication
11. Mooring arrangement 'n' Anchoring arrangement
12. Cargo gears
13. Marine Pollution
14. Bilge, ballast, OWS
15. W.O disposal, Garbage
16. Piping syst 'n' V/VS

ISM inspection (SOLAS + MARPOL + STUN)

1. Safety equipments
2. construction
3. misc:

Safety in general
1. fire control plan
2. SOLAS training manual
3. Operating instruction manual
4. regular drills
5. escape way
6. pilot ladder
7. nuster lisb
8. alarm syst.

Certificate Carried On-Board

1. A F.G eargo vessel must be carried all original certificate on-board.
2. Proper lists of certificate names, issued dates, expired dates, last survey dates e remarks should be
made 'n' file for easy reference. (Zaya Form To Page Beside)

Document carried on-board (MARPOL + SOLAS doc)

1. Oil Record Book (MARPOL 73/78) (Ker ≥ 150 GRT, Others ≥ 400 GRT)
2. Shipboard Oil Pollution Emer. Plan (MARPOL 73/78) (Ker ≥ 150 GRT, Others ≥ 400 GRT)
3. Minimum safe manning doc. (SOLAS 74/78)
4. Intact Stability Booklet (SOLAS 74/78)
5. doc of compliance e the special requirements for ship carrying dangerous goods (SOLAS 1974)
6. Dangerous goods manifest or stowage plan (SOLAS 1974, MARPOL 73/78)
7. Doc. of authorization for the carriage of grain (SOLAS 1974)
8. Enhanged Survey report file (MARPOL 73/78) SOLAS 1974)
9. Cargo Record Book (MARPOL 73/78)

CODES + MEDIA
MARPOL 1. ORB
2. SOPEP
3. CRB
SOLAS 4. Min Safe manning doc
5. Intact Stability Booklet doc
6. doc of compliance e the sp. requirements for ship carry dangerous goods
7. doc of authorization for the carriage of grain
MARPOL 8. dangerous goods manifest or stowage plan
+ SOLAS 9. enhanced survey report file
10. official log book
11. Deck log book
12. Radio log book
13. C/E's log book
14. Fire contrct plan
15. Muster list 'n' emer. instruction
16. Training manual for LSA
17. Maintenance manual for LSA

1. MARPOL (73/78)
2. Annexes
3. Special Area
4. Annex I
5. Annex II
6. Annex III
7. Annex IV + Zero disch syst + Sewage? + Type of sewage syst
8. Annex V + Garbage?
9. ORB (Part I, II), making entries,
10. Clear Air Act
11. SOPEP
12. Procedure of Accidental oil out-flow, oil spill procedure
13. IOPP certi
14. Checking procedure for IOPP. (Prepare)
15. Supplement to IOPP Certi, Sldg disch conn:
16. Requirements for O.W.S
17. O.W.S Synphom effect
18. O.W.S P/P
19. O.W.S operation
20. ODM 'n' control Syst, oil filtering equipment (Reqirement)
21. ODM 'n' Control Syst (What is ODM?)
22. Oil filtering equipment, ODM Syst, (unit) operation, How to check 15 ppm correct or not?
23. Bilge P/Ping out procedure
24. Garbage (Categories, GRB)
25. Inainerator + Safety Device
26. SludgeTc (cap, requirements)
27. ISPP certi, 3 disch connection
28. Sewage, BOD, coliform count, suspended content
29. COW, (capacity), LOT, SBT, CBT
30. Accidentl protection of oil disch into sea
31. Static Electricity

MARPOL (73/78) → (Annexes I to V)

MARPOL (73/78)
The International Convention of the Prevention of Pollution from shps, 1973, as modified by the
Protcol of 1978 relating there to.
They lay down numerous requirements to minimize or limit the affects of pollution from vessels.

2 Protocol
Protocol I ® cocerns the duty of the master to report actual or probably marina pollution
Protocol II ® deals e arbitration in case of dispute

Anniexes
Annex I = Regulations for the Prevention of Pollution by Oil
Annex II = Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk.
Annex III = Regulations for the Prevention of Pollution y Harmful Substance in Packaged form.
Annex IV = Regulations for the Prevention of Pollution by Sewage from Ships
Annex V = Regulations for the Prevention of Pollution by Garbage from ships.

For Oil
Special Area (Mr. ABBGG)
1. Mediterranean Sea
2. REd Sea
3. Antarctic Area
4. Black Sea
5. Baltic Sea
6. Gulf area, Gulf of Aden

MARPOL Certi
(i) IOPP
(ii) ISPP

MARPOL doc
(i) ORB
(ii) SOPEP
(iii) Dangerous goods manifest or Stowage Plan
(iv) Enhanced Survey Report file
(v) Cargo Record Book

Annex I (Regulation for the prevention of pollution by oil)

1. Any disch of oil or oil mixture must be prohibited in Antratic area.
2. The bilges must be always p/p out thro' the O.W.S utile ship is proceeding en-route
3. The oil content on any disch fm m/c space 'n' ballast K must be less than 15 ppm.
4. Outside the special area
The vessel has in operation of O.D.M syst. 'n' O.W.S
5. Inside the Special area
The vessel has in operation of oil filtering eqipment e automatic stopping device.
6. For Ket
While proceeding enroute, outside the special are 'n' beyounds 50 N-m from land, the instantaneous
rate of disch of oil content, does not exceed 30 ltrs/N-m 'n' the total disch amount must be less than of
carg capacity (for new Ker ship) 'n' of cargo capacity (for existing ship.)
7. No disch in allowed if ship in stopped or is in-port.
8. But for the safety of ships (or) saving life e sea, oil can be discharged an exception.
9. The O.W.S, O.D.M, automatic alarm 'n' stopping device must be maintained in good order.
N.B
1. Ker ³ 150 GRT / Others ³ 400 GRT (must be provided e O.W.S + O.D.M
2. All ships ≥ 10,000 GRT ⇒ must be provided e → oil filtering equipment e automatic stopping
device.
3. New ship ⇒ which is completed after (31/12/1979)
4. Existing ship ⇒ which is not a new ship.

Annex II. (Regulation for the Conrol of Pollution by Noxious Liquid Substance in Bulk)
1. They are divided into 4 categories which are:
Class 'A' for major hazard
Class 'B' for hazard
Class 'C' for minor hazard 'n'
Class 'D' for recognisable hazard
2. Class 'A' substance should not be discharged e all area.
3. Other substances should be discharged in accordance e regulation.
When discharging, ship must be away 12 N-m from land, proceeding enroute, e not less than 7
knots, 'n' e a depth of water not less than 25 meters.

Annex III. (Regulation for the prevention of Pollution by Harmful Pubstances in Pockaged From)
1. These cargo must be property stored 'n' secured.
2. These cargo must have adequate packings, markings 'n' labellings 'n' provided e completed
documents.

Zero discharge seurage syst (Retention Syst)

(Elsan Type Sewage Syst)
1. This syst incorporate e chem treatmart of the sewage to be retained.
2. A perforated rubber belt is used to seperate the liq. fm. solids in th seperating K.
3. When full the solid collecting K is P/P out automatically thro' a grinder P/P to holding K for stroae.
4. They can store for long tinue as the treated sewage is inert 'n' non-corrosive.
5. The liq is then passed thro's the treatment K.
6. Treatment by chlorine 'n' caustic base compound remove colour, sterilize 'n' deodorise the liq.
7. The treatment K acts as a reservoir for flushing fluid.
8. Sanitorry P/P supply sonitary w for flushing fm. this K via hydrophore K.
9. Capacity of the holding K = 2 ltr/person/day.

Sewage Syst (HAZE)

1. Holding K syst
2. Aerobic Sewage Treatment (or) Extend Areation Sewage Plant (or) Biological Sewage Treatment
plant)
3. Retention Syst (Elsan Zero disch syst)
4. E-VAC vacuum syst.
Zero Disch (Adv)
1. to start-up in a very short-time
2. can disch acceptable effluents almost quickly
3. to retain min amount of sanitary warte
4. reduce cap of hofling K
5. F.W consumption was reduced
6. no pollution, no need to check BOD, coliform

Dis-adv
1. reqd. the continuoun use of chmicals
2. sldg produce tends to regd large storage K.

Annex IV. (Regulation for the Prevention of Pollution by Seurage from Ships) (all ships > 200 GRT)
1. Sewage treated by approved sewage treatment plant can be discharged the effluent shall have no
visible floating solids 'n' discoloaration.
2. Other seurage can be discharged as follows.
(i) Dis-infected 'n' comminilted ⇒ > more than 4 N-m
sewage fm. approved equipment off-shore
(ii) Untreated sewage ⇒ > more than 4 N-m off-shore
(iii) Sewage held in holding K ⇒ > more than 12 N-m off-shore e
moderate rate while ship is enroute
e ot less than 4 kts.
3. Maintained plant in good order 'n' dose chemical as required.
4. Laid-down the test result on ISPP certificate.

What is Sewage?
1. Drainge 'n' waste fm. toilet (excluding wash water fm. basin 'n' wash tubs)
2. All drainge fm.medical premeices (including wash water fm. bsasin 'n' wash tubs)
3. Drainge fm. space containing living animals.

Zero Disch of Sewage plant

1. a device to prevent the disch overboard

Annex V (Regulations forthe Prevention of Pollution by Garbage fm-ships)

1. Disposal of plastic any forms must be prohibited.
2. Within the special area,
only food waste should be discharged when ship is more than 12 N-m off-shore.
3. Outside the special area,
disposal of garbage are as follows:
(i) Floating dunnage, living 'n' ⇒ > more than 25 N-m off-shore
packing materils
(ii) Paper, glass, metal, rags, etc. ⇒ > more than 12 N-m off-shore
(iii) Food waste (not comminated ⇒ > more than 12 N-m off-shore
or ground)
(iv) Ground down food waste ⇒ > more than 3 N-m off-shore
other gabege, paper, reg, glass ⇒ > more than 3 N-m off-shore
comoninetd or ground
4. Ship generated garbage must be mininised
5. Each kind of garbage must be stored seperately B4 disposal.
6. Everyship shall be provided e placards garbage management plan 'n' garbage record
book.

What is Garbage?
1. all kind of victual
2. domestic 'n' operational waste (excluding fresh fish 'n' parts thereof)

Special Area for Garbage

1. Oil Special Area (Mr. ABBGG)
2. Wider carribian Regon (Gulf of Mexico + Carribian Sea)

O.R.B (record to be kept on board for (part I = M/C operation / part II = cargo/ballant operation)
Part I = shall be provided Ker > 150 GRT
Others > 400 GRT
- to record relevant M/C space operations. (oily W/C, sldg, bunkering)
Part II = shall be provided ® Ker > 150 GRT
- to record relevant cargo / ballast operations.

O.R.B (Part I) Lists of Items to be recorded. (For M/C operation)

A. Ballasting or cleaning of oil fuel Ks.
B. Disch of dirty ballast or cleaning water fm. oil fuel Ks referred to under section (A)
C. Collection 'n' disposal of oil residues (sludge)
D. Non-automatic disch O/B (or) disposal otherwise of bilge water which has accumulated in M/C
spacl.
E. Automatic disch O/B (or) disposal otherwise of bilge water which has accumulated in M/C spacl
F. Condition of oil disch- monitioning 'n' control syst.
G. Accidental or other exceptional disch of oil
H. Bunkering of fuel or bulk lubricating oil
J. Additional operational procedures 'n' general remarks.

1. When making entries in the O.R.B, the date, operational code 'n' item number shall be inserted i the
appropriate columns 'n' the reqd. particulars shall be recorded chronologically in the blank spaces.
2. Each completed operations shall be signed and dated by the officer or officer in charge.
3. Each completed sha be signed by the master of the ship.

O.R.B (Part II) (Cargo/Ballast Operation) (for oil ker)

Lists of items to be recorded.
A. Loading of oil cargo
B. Internal transfer of oil cargo during Vay,
C. Unloading of oil cargo
D. C.O.W (erude oil Ker only)
E. Ballasting of cargo K
F. Ballasting of dedicated C.B.T (CBT Kers only)
G. Cleaning of cargo K
H. Disch of dirty ballast
I. Disch of water fm slop K into the sea
J. Disposal of residues 'n' oil mixture not otherwise dealt e
K. Disch of clean ballast contained in cargo K
L. Disch of ballast fm dedicated C.B.T (C.B.T Kers only)
M. Cond; of ODM 'n/ control syst.
N. Accidental or other acceptional disch of oil
O. Additional operational procedues 'n' general remark
P. Loading of ballast water
Q. Re-allocation of ballast water within the ship
R. Ballast water disch to reception facility.
4. At the end of vogage, qty of oil residues (sludge) retain onboard amount to be recorded but not
more frequently than once a week.
(Short voyage ⇒ record weekly)
5. Attach e all MARPOL Certificate (IOPP, shore facilities, K capacity, piping diag., etc)
6. ORB keep onboard 3 yrs.
(from last entry)
Bilge pumping out criteria (m/c sapce)
1. In port not allow
2. Outside the special area
(i) vessel enroute
(ii) oil particle (<15ppm)
(iii) has in operation of ODM syst. 'n' OWS
3. Within the opecial area
(i) vessel enroute
(ii) oil particle (<15ppm)
(iii) has in operation of oil filtering equip e automatic stopping device.
4. Record in ORB

How to make entries in O.R.B

For Bunkening of fuel or bulk lubricating oil
Date Code Item Record of operation/Signature of officer in-charge
(Letter) (Number)
16.02.99 H 27.1 S'PORE (Place of bunkering)
27.2 Start 09.00 Hrs. Stop 14:00 Hrs (Time of Bunker)
27.3 HFO 380 Cst . 540 MT
K # 3cp Added 270MT Total 320 MT
K # 3cs Added 270MT Total 320 MT
27.4 LO CLO 50m - 9000 Ltr
K = 1 Added 9000 Ltr Total 9340 Ltrs
27.3 = Type 'n' quantity of F.O 'n' Identity of k (state quantity added 'n' total content of ks)
27.4 = Type 'n' quantity of L.O 'n' Identity of k (state quantity added 'n' total content of ks)

For Accidental or other exceptional disch of oil

Date Code Item Record of operation/Signature of officer in-charge
(Letter) (Number)
26.02.99 G 23 0800 Hn Time of occurrence
24 e S'PORE Place or pass of ship e time of occurrence
25 HFO 380 cst 2MT Approxinate qty 'n' type of oil
26 During Bunkering, Leakage from bunke live flange.
Circumstance of disch or escape the reasons therefore
and ground remarks.

Clean Air Act (Pollution Prevention by Air) (Air Pollution)

1. emitting of dark smoke is prohibited.
2. Smoke for its darkness is checked by comparison e Ringelman chart or by a suitable apparatus.
3. darker than shade '4' ⇒ consider "black smoke"
4. Rules
(i) Continuous black smoke ⇒ not longer than 4 min
(ii) No. of short emission ⇒ aggregate time (3 mins in any 20 min period) (or)
aggregate time (not more than 10 mins in any 2 Hrs)

Oil Spill Kits (inside the oil Spill locker)

1. 29 ft3 container 2 Nos
2. fip chem. splash suit 10
3. goggles 10 pairs
4. overboots 10 pairs
5. Nitrile Gloves 10 pairs
6. Oil seoop (non-spark) 1 Nos
7. Deep pan shovel (non-spork) 1 Nos
8. Disposable Bags 'n' Tags 20 Nos
9. Bucket (non-spark) 1 Nos
10. Oil Seals 30 Nos
11. Oil Cushions 40 Nos
12. wipe (48-48-0.35)cm 600 Nos
13. P/P (widden) 1 Nos
14. Brooms 3 mt × 12.5 cm 6 Nos

1. Solvent material
2. Absorbent material
Oil Spill Kits 3. Cleaning material
4. Pluging material
5. misc: material
1. Gip chem splash suit
2. goggles
3. overboots
4. gloves
5. MT comtainer
6. scoop
7. shovel
8. broom
9. bucket
10. oil seals
11. oil absorbent sheet
12. disposable bags
13. P/P
14. saw dust
15. OSD
16. plugs
SOPEP (Shipboard Oil Pollution Emergeney Plan)
1. prevention of pollution arising from an oil pollution incident.
2. carry on board
Ker ≥ 150 GRT ⇒ SOPEP (approved by Admin)
others ≥ 400 GRT
3. The plan shall consist at least of :
(i) procedure to followed by the mater or to report an oil pollution incident.
(ii) list of authorities or persons to be contacted
(iii) to reduce or control the disch of oil
(iv) procedure 'n' pt. of contorl for co-ordinating e national 'n' local authorities

Equipment of SOPEP
1. seperate room
2. easily accesible
3. clearly exhibited
4. P.T.O

Consists
1. procedure to follow by the master 'n' to report an oil pollution incident
2. list of authoities or percom to be contarted
3. debail description of the action to be taken immediately by person on board to reduce or control the
disch of oil
4. the procedure 'n' pt of contact on the ship for co-ordinating shipboard action e nationa 'n' local
authorities in combating the pollution

How are the arrangements made to protect against accidental disch of oil into sea?
(i) K size linitation
(ii) sub division 'n' stability
(iii) P.L of SBT, double hull, Double botton (hull design)
(iv) SOPEP

Procedure for accidental oil flow

1. to inform port authorities immediately thro' the master
2. to take the action immediately follow (by SOPEP), to reduce, remove, control of disch oil by on-
board person
3. to inform ship owner, Agent, charter
4. to co-ordinate e national 'n' local authorities for combating pollution
5. to record in ORB
6. to invite P & T correspondent
7. Do not use chemical W/O getting permission from porl
8. final report to H.O, owner, charter concerning about oil spillage.

JOPP (International Oil Pollution Prevention Carti)

- issued after survey in accordance e the provision of MARPOL (73/78)
- issued to oil ker ≥ 150 GRT
other ≥ 400 GRT
- issued by Admin (or) by any persons (or) organization duly authorized by it.
- valid 5 yr (subjected to at least one intermediate survey)
- Requirements (Survey 'n' Inspection)
(i) structure
(ii) Syst
(iii) fitting
(iv) Arrangement
(v) Materials
(vi) equipments
must be fully complied e the requirement of MARPOL (73/78)

Prepare for IOPP Survey

1. check validity of cartificate
2. check O.W.S (proper fun, piping syst, cleanliness, operation instruction, spare filles element)
3. check O.D.M unit (15 ppm alam, auto-stopping device, calibrate alarm setting)
4. Bilge O/B V/S lock in shut position (one section removed, free fm-oil)
5. USCG notce, ODM approved carti (should be placed near OWS)
6. check sldg k cap, level alarm (LL, HL) (soundeng, disch, conn:)
7. check F.O conscomption
8. calculate sldg formation (it must be < 1 % of the consumption)
9. check ORB (up to date, Receipt or certi of sldg disposal to shore facilities attach ORB)
10. check incinerator (proper fun, cap, incinerated time, amount of incinerated W.O, remainder W.O in
k (reasonable, ash)
11. check W.O k cap
12. check GRB 'n' attach certi for garbage to shore reception
13. keep E/R cleanliness
14. SOPEP plan must be posted.

Checking procedure for JOPP just after "Sign-On"

1. Validity of certificate
2. visual inspection 'n' test run equipment (OWS, incinerator)
3. check ODM alarm 'n' auto-stopping device (15 ppm)
4. ORB up-to-date recording
5. W.O k 'n' capacity
6. compare fuel consumption 'n' sludge formation (1%)
7. Incinerator capacity 'n' working condition
8. Spare filter element for O.W.S 'n' col
9. All attach list 'n' certificate for disposal (supplement to JOPP certi)
10. Pump 'n' pumping capacity

Supplement to JOPP certificate

- Record of Construction 'n' equipment for ships other than oil kers shall be permanently attached to
the JOPP certi.
- This records consists of
(i) ship particular
(ii) Equipment for control of oil disch fm m/c space 'n' oil fuel k
(iii) Means of retention of disposal of oil residues
(iv) Std. disch connection
(v) SOPEP
(vi) Exemption
(vii) Equivalents

Std. dimen of flanges for disch conn:

O.D = 215 mm
J.D = According to pipe O.D
Bolt ¤ dia = 183 mm
Slots in flange = 6 Holes, 22 mm dia
Flange thickness = 20 mm
Bolts 'n' Nuts = 6 each of 20 mm dia 'n' suitable length
- Together e gasket (oil-proof material)
- Suitable serv. pr = 6 kg/cm2

Requirements for O.W.S (UHA)

1. O.W.S for bilge 'n' ballast operations should be capable of giving an effluent containing less than
100 ppm of oil irrespective of the oil contents of the feed supplied to the equipment.
2. Filtering syst are further require to provide an effluent of no more than 15 ppm under all inlet
conditon.

How to protect Synphoning down effect

1. The O/Bdisch should be e a higher than the seperator
2. It it is not possible, the disch pipe should be elevated to approximately one meter above the top of
the seperator B4 going down to the O/B disch. At the highest pt. an air vent has to be provided.

What type of P/P for O.W.S

- used IMO approved single serew P/P.
(i) self priming
(ii) can minimise possibility of emulsifying oil particles because blge water passes e low speed.

Centrifugal P/P cannot use because (i) leakage fm seal

(ii) recirculation of fluid in impeller
(iii) excess speed
(iv) variation of capacity by deliver pr

Gear P/P cannot use because (i) gear crashes oil particles into emulsion.

1. fill clean w full

2. P/P cily mixture thro' the O.W.S
3. Preliminary Sepreation take place i seperator (by gravity principle)
4. after seperation, large qity of oil collect in upper - port 'n' fine seperation in louer pint
5. Catch plates are filled in lower parts, the oil collected in under-side of those catch plates.
6. these oils are become larger drop 'n' rise-up to upper part of seperator.
7. from there, authomatically disch to dirty oil k (by oil sensing probe)
8. carry over air is continuously disch thro' automatic air vent
9. Deoiled water enter to centrol pipe, provided e noz hole 'n' flw to filter element (2nd itage
coalescer)
10. The parity e this pt. will be cooper or less
11. At the flter cualescar seperator, the ting remaining oil collected in upper space, manually drain-off
12. The oil content of the final disch in below 15 ppm.

O.D.M 'n' Control Syst 'n' Oil filtering equipment

1. Any ship ≥ 400 GRT 'n' < 10,000 GRT shall be filted e oil filtering equipment
2. Any ship ³ 10,000 GRT shall be provided e oil filtering equipment, 'n' e arrangements for an alarm
'n' for automaticlly stoppig device (if exceed 15 ppm)

O.D.M 'n' Control Syst (What is ODM?)

A measuring instrument which determines the concentration of oil in disch water. Where the
permitted level is exceded an alarm is given 'n' the disch is diverted to a slop k instead of discharging
O/B.

Oil filtering equipment

It may include any combination of a seperator, filter or coalser and also a single unit designed to
produce an efluent e oil content not exceding 15 ppm (designed approved by Admin.)

ODM Syst/Unit (operation)

1. is continuously record/monitors 'n' gives an alarm when levels of disch exceed 15 ppm 'n' divering
3 way V/V into the slop k (or) stop the syst.
2. The ODM unit must 1st flush e F.W to clean all lines 'n' unit.
3. Then sampling of bilge w. takes place fm the selected sampling pt.
4. The amount of oil present in displayed on monitor 'n' also on the recorder
5. When level is acceptable (< 15ppm) the O/B V/V is opened 'n the bilge water disch to O/B.
6. If oil level rise to a excessive level, the ODM unit will sinuttaneously initiate audible 'n' visual
alarms 'n' divert the oily water to slop k (or) stop the syst.

15 ppm rSef^rrSef b,fvdkodrvJ¿

1. Test regularly (Sensitivity Check) (Alarm Test)
2. Calibrate regularly (o' Calibartion) (Known Sample ∝)

Explain the P/Ping out procedure of bilge water?

1. P/P thro' O.W.S while ship is proceeding enroute
2. P/Ping should be initiated e clean SW. (O.W.S must be put into operation)
3. O.D.M put into operation (flush e clean F.W to clear all lines 'n' unit)
4. Test the alarm
5. Then bilge water, P/P thro' O.W.S
Sample of disch effluent should be coninuously monitored by ODM
6. Start / Stop time record in ORB
7. After discharging, Syst should be flushed e clean S.W
8. Shut - off O.W.S 'n' O.D.M Syst

How you know the ship position?

- by givng the time of start / stop to officer on watch on the B/R. he will calculate the ship posn:

How do you know 15 ppm?

- by using O.D.M syst. ('n' alarm)

What will you do after P/Ping-out?

(i) Source of disch
(ii) Qty of disch
(iii) Times of disch (start/stop)
(iv) shi posn;
(v) Date
must be entered into the ORB 'n' signed.

What is Garbage?
Includes
(i) all kinds of victual foods
(ii) domestic 'n' operational waste (excluding fresh fish 'n' parts thereof)

Garbage is to be grouped as follows: (Categories of Garbage)

(i) Plastics
(ii) Floating dannage, lining or packing material
(iii) Ground-dowm paper products, rags, glass, metal, botles, crockery, etc.
(iv) Paper products, rags, glass, metal, bottles, crockery, etc.
(v) Food waste
(vi) Incinerator Ash.

GRB. (Carbage Record Book)

- In accordanc e regulation of Amex V of the International Convertion for the Prevention of Pollution
from ships, 1973, as modified by the Protocol of 1978 (MARPOL 73/78). a record to be kept of each
disch operation (or) completed incineration.
- This includes discharges @ sea, to reception focilities, or to other ships.
- Kep 2 years.

Incinerator
- waste disposal unit (it can burn solid matter 'n' all types of liq. waste)
- burning cap. shown @ IOPP certi.
- it can burn
(i) W.O
(ii) oil 'n' water mixture (upto 25% water content)
(iii) rags, galley waste
(iv) solid matter fm. sewage plant.

- Safety devces
(i) cooling fau fail
(ii) flue gas temperature high
(iii) burner fail
(iv) ever, fuel shut-down V/V
(v) micro-switch fitted to hinged furnace door

Capacity of Sludge k. [MARPOL, Reg 17.(1)]

For ships which do not carry ballast water in oil fuel k.
min. sldg- k capacity, V KCD (m3)
where, K = 0.01 (for HFO) = 1%
= 0.005 (for D.O) = 0.5%
C = daily fuel consumption (MT)
D = max. period of Voy. bet. ports (or) 30 days should be used.

Sludge k requirements
1. enough capacity
2. adequate heating arrangement
3. manholes (sufficient)
4. High level alarm
5. P/P capacity
6. Sdg. pipe e self closing arrangement
7. No direct conn: e O/B line
8. Std. shore disch. conn:

ISPP Certificate
1. issued to every ship (³200GRT)
(in accordance e provision of MARPOL)
2. issued by Admin (or) by any person (or) organization duly authorized by it.
3. Volid = 5 yr.
4. Survey items (FAME)
(i) fitting
(ii) arrangement
(iii) materials
(iv) equipments

Std. dimen of flanges for disch sewage connection

O.D = 210 mm
I.D = According to pipe O.D
Bolt dia = 170 mm
Slots in flange = 4 Holes, 18 mm
Flange thickness = 16 mm
Bolts 'n' Nuts = 4, 16 mm, suitable length
- Suitable gasket
- Serv. pr = 6 log/cm2

What is Sewage?
1. drainage 'n' waste fm. toilet (excluding wash water fm. basin 'n' wash tubs)
2. All drainage fm. medical premies (including wash water fm. basin 'n' wash tubs)
3. Drainage fm. space containing living animals.

B.O.D (Bio-chemical Oxygen Demand) (PPM)

The amount of O2 taken-up the bacteria inclubating process in PPM.
The effectiveness of the plant is checked by taking a sample 'n' inclubating it for 5 days @ 20ºC e
well oxygenated wter.

Coliform Count
- It is the name of a bacteria group.
- Found in the intestines.
- They are normally not harmful but can cause dysentery, typhoid 'n' para-typhoid.
- The effectiveness of disinfection is checked by foliform count carried out on a sample of effcluence
'n' inclubating it for 24 ~ 48 Hrs @ 35ºC.

Suspended Solid Content (ppm)

- They are measured by filtering a sample thro' a preweigh abestor pad which is then dry 'n' reweigh.

Disposal of Sewage is based on 1 or more of these : factor

1. B.O.D
2. E coliform count 'n'
3. Suspended Solid Content

Limit USCG regulation

1. B.O.D = 50 ppm (max.)
2. Coliform Count = < 200/100 ml
3. Suspended Solid = 50 ppm (max.)

Requirements of C.O.W
1. C.O.W system must be approved type
2. A I.G system shall be provided in overy cargo k
3. A slop k arrangement should be provided

Adv. of C.O.W
1. reduction in pollution potential
2. ks can be washed during discharging cargo
3. After cow, less cleaning 'n' washing water needed, for clean ballast or for entry into a repair work
4. reduce cargo loss during transportation
5. e less water washing ⇒ less corrosion
6. less time reqd. for subsequent cleaning

Dis-adv. of C.O.W
1. increase work load (or) personal
2. prolong disch. time
3. cost of C.O.W equipment
4. increased safety risk in-port

Slop k
- must be adequate capacity
- < 70,000 OWT ker ⇒ need one slop k
≥ 70,000 DWT ker ⇒ need 2 slop k

k capacity should not be less than 3% of the oil currying capacity of the ship.

L.O.T (Load on Top)

The loadig of a new cargo of crude oil on top of oil which has been recovered fm. k cleaning
operations.
It is a practice of loading a fresh cargo oil on top of oil recovered after k cleaning procedure.

L.O.T Procedure
1. At the unloading port, an appropriate qty. of ballast water (dep. ballast) is loaded, some of it into
cargo ks. Oil remained in the piping syst. is flushed into these ks.
2. When @ sea, a No. of cargo ks are cleaned e water. The oily wash water is sent to the slop k. In
slop k, the oil is allowed to seperate from the water 'n' relatively clean water is drawn regularly from the
bott of the ks, 'n' disch. to the sea.
3. Clean ballast water is taken into clean k 'n' clean part of the settled dirty ballast is drawn fm. the
bott of the dirty ballast k. The oil layer on the top of the dirty ballast is sent to the slop k for further
seperation.
4. The oily residues or slops are held in the slop k where water 'n' oil continue to seperate. The clean
water is disch to the sea.
5. At the loading port, the clean ballast (arrival ballast) is P/P out. The new cargo is loaded into all
cargo ks 'n' on top of the slops.

S.B.T
- ks which can only be used to carry S.W ballast. (completely seperated fm. the cargo oil 'n' oil syst.)
- An oil ker must have a sufficient number of such ks to be able to achieve a safe operating condn: on
a ballast voyage.
- Cap = 30 ~ 40% of the DWT

C.B.T (Dedicated Clean Ballast k). (use a cargo k for S.W ballast alternately)
- For existing kers, certain ks (within the cargo zone of the ship) are dedicated for the carriage of
clean ballast water.
- The piping is pumping syst. can be common for the ballast water and cargo.

The requirements for C.B.T are :

1. An oil ker operating e C.B.T shall have adequate k capacity.
2. C.B.T shall be equipped e an oil content meter.
3. The kers have provided e a C.B.T operation manual.

- This is temperary measure 'n' can be used on product ker of 40,000 DWT 'n' above, built B4 1980
(newship → built after 31/12/1979)
- For existing ker, it is difficult to meet the regulation of trim 'n' draught requirements, ⇒ it has
necesary to use peak ks 'n' confferdams for ballast.
- The location of C.B.T should be ship sides.
- P/P 'n' line flushing must be transfered to ship k B4 filling C.B.T
- To prevent oil entering the ballast k a 2 V/V seperation bet. cargo 'n' ballast
- C.B.T disch must be manifold

Matters relating to air pollution of oil kers

- During loading, ballasting of ks 'n' gas freeing, inert gas and/or hydrocarbon gas being vented to the
outside atm.
- Local regulations limit air pollution special measures must be taken. They are :
(1) vapour return line, or
(2) gas / vapour displacement

Vapour Return Line

It entails transferring all gas displaced from cargo ks to the installation ashore ; this require special
provision that are not normally found on oil ker.

Gas / Vapour displacement (is not always possible)

A ship is beig discharged and cargo ks are being ballasted, it is possible to contain the gas/vapour.
In this case the venting syst. is closed to the outside atm. 'n' the inert gas will be driven from the ks being
ballasted to those being discharge. The inert gas supply must be adjusted to keep a slight five pr. in the k.

P/V V/V (Pr - Vaccum V/V)

- A dual purpose V/V which is incorporated in cargo k venting syst. of kers.
- It prevents excessive pr. or vaccum in the k.

What is stripping?
- It is the final operation of P/Ping bulk liq. fm. a k 'n' pipeline.

Pollution of oil ker is controlled by :

1. Construction requirement
2. equipment requirement
3. operational requirement
4. surveys 'n' certificate requirement
5. control procedure
6. panalties

Staic Electricity
1. electricity produced on dis-similar materials thro' physical contact 'n' seperation
2. it can cause :
(i) when washing e water jet (due to motion of water)
(ii) splashing (sprayig of petroleum over other material)
(iii) when steaming a k (a jet of stm can course)
3. to prevent
(i) make earth in ship
(ii) bunker pipe, electrically bounded to earth in ship
(iii) ditted I.G syst.
4. k washing should be carried out only e the k atm. below lower explosive limit. (LEL)
5. Adv. of coated ks
(i) to maintain product purity
(ii) to reduce corrosion
(iii) to be readily 'n' easily cleaned
(iv) venting 'n' gas freeing rapidly,

1. Rudder 'n' Adv of balanced rudder

2. Freeboard, purpose
3. Reserve buoyancy
4. Adv of keyless propeller / keyless prop
5. Cause of prop virb
6. Corrosion Prevention, Cathodic Protection (Anodes, Impressed Current)
7. Earthing Device, Prop bonding arrangement
8. MGPS
9. GRT, NRT, deducted space, Dead wt, light wt, displacement
10. exempted space, PPA, bulbows bow.
11. F.O D.B Tc survey,
12. Removal of prop
13. Sub- division
14. Bulkhead (fun, requirements, construction, Leak Test)
15. Pr. Test of D.B.Tc
16. W/T door leak test
17. D.B Tc, using Tc; deep Tc
18. S/T
- water
- oil
19. S/T leakage
- loss oil
- ingrass of water
20. S/T seal, S/T wear down
21. Conferdam, storm v/v Inclination Test, CRP
22. Bulkhead
- Collision
- aft. peak
23. diff bet timber load line 'n' Load line.
24. duet keel, floor, margin plate, solid floor, Bulwork, keel.
25. Rudder
26. Load line
27. Tonnage mark, Tonnage deck
28. Conditions of freeboard assignment (why important)
29. Pilgrim Nut
30. Sounding pipe requirements

How many types of "Rudder"?

1. unbalanced rudder - a rudder e all of its area are aft of the turning axis.
2. Semi-balanced rudder - a rudder e a small part of its area, less than 20%, food of the turning axis.
3. balanced rudder - when 25 N 30% of the area is food of the turning axis, there is no forque on the
rudder stock at certain angles.

Adv. of balance rudder

1. reduced the turning moment, thus smaller rudder stock can be fitted
2. reduction in size of S/G
3. stream line effect reduces the eddy current
4. Less power using in S/G.

Freeboard
1. verti dist. fm the sumer load water line to the top of the freeboard deck, (measured @ the ship's side
amidship)
2. is reqd, because (i) it has considerable influence on seaworthiness of ship (ii) it provides reserve
buoyancy assisting the ship to remain afloat in the evetn of damage.
(The greater the freeboard, the larger above the water of the ship 'n' this provide (Reserve Buoyang) (ie -
ship in remain afloat in the event of damage) (safe working of men on-deck)
3. in sufficient to ensure:
(i) the satisfactory navigation 'n' working of the ship.
(ii) adequate protection for cargo hatches 'n' ship's appliancefm damage by sea 'n'
(iii) the cargo being delivered in good condn
(iv) safe for crew working on deck.

Reserve Buoyancy
(i) is called, the waterlight V of a ship above the waterline.
(ii) to provide a sufficiency of freeboard to make the vessel seaworthy. (it can be defined as the
buoyancy a ship can call upon to meet loss of buoyancy due to damage of the main hull.

Type of rudder
1. unbalanced rudder
2. Semibalanced rudder
3. balanced rudder
4. spade rudder
5. pleuger active
6. schottle
7. kort nozzle

Statutory Freeboard
- in the dist, fm the upper edge of the summer load line to the upper edge of deck line.

When freeboard in grater

The W.T V above the water line also larger 'n' it give more reserve buoyancy, which can assist the
ship to remain afloat in event of damage.
1. it give satisfactory navigation 'n' working of the ship.
2. prevent cargo hatch 'n' ship appliance from damage due to sea.
3. cargo can be delivered in good cond.
4. safe for crew working on deek.
Freeboard Deck
The uppermost complete deck exposed to weather 'n' sea, which has parmanent means of closing of
all openings in it 'n' below it.

Marking of Freeboard
1. Marking of the minimum allowable freeboard in conjunction e an overall seaworthiness evaluation
to ascertain that the vessel.
(i) in structurally adequate for its intended voyages.
(ii) has adequate stability for its intended voyages.
(iii) has a hull is essentiably W.T fm keel to freeboard deck 'n' W.T above these deeks.
(iv) has a working P/F is high enough for the water surface to alter allow safe movement on the exposed
deck in the heavy sea.
(v) has enough of ship, reserve buoyancy, above the waterline so that the vessles will not be in danger
of foundering or plunging when in a heavy sea way.

Why rudder angle is limited to 35° on each side?

(1) if this angle is exceeded, the dia of the turning circle is increased.

Turning Circl
- a circle moved thro' by a ship when the rudder is placed in its extreme posn.
- it is monoeuvred carried-out on sea trial.

Kort Nozzle
- A stroud or duct fitted arround a propeller in-order to increase thrust @ slow speed.
- It is often fitted to tugs 'n' trawlers.

Adv of keyless propeller (Pilgrim Nut)

1. firmly grip the tailshaft taper w/o frelting
2. due to lack of keyway, there in no notch 'n' no stress raiser.
3. prevent frelting corrosion.
4. No key in reqd, stronger, greater resist to fatique failure.
5. can take 100% torque 'n' higher frictional coeff: (can reduce size 'n' wt)
6. can fit e sub-zero temp.

Cause of prop. Vibration.

1. shallow water
2. prop blade unbalance
3. excessive cl of S/T
4. misalignment of prop. shaft

Keyless Propellet
- a propeller which is forced onto the tailshaft 'n' gripsby friction.
Stabilizer
1. any device used to reduce the ship rolling motion.
2. it may be (a) passive stabilizer (bilge keel, fixed fins or a Tc syst.)
(b) active stabilizer (moving fin or a controlled Tc syst.)

If ballast Tc are full 'n' still not enough?

- put solid ballast

Corrosion Prevention
- Protective coating
- Cathodic protection
-sacrificial anode
- impressed current

Corrosion Prevention
(i) by applying protective coating for ship's structural steel 'n' its containue maintenance.
(ii) cathodic protection

Cathodic Protection
1. it is reqd to prevent electrochemical corrosion (usually occured in ship)
2. two types of cathodic protection:
(i) sacrificial anode syst.
(ii) impressed current syst.

Sacrificial Anode Syst.

1. Sacrificial Anods are metal or alloy attached to the hull.
2. They have more anodic potential than steel (hull) when immersed in s.w.
3. These anodes supply the cathodic protection current but they will be consumed.
4. Therefore reqd. replacement (for the protection to be maintined.)
5. Mostly used Zn anodes.
6. Fitted to hull 'n' in ballast Tc.
Impressed Current Syst.
1. It is a cathodic protection method (to prevent corrosion of ship's underwater parts.)
2. It is consists of
(i) a source of D.C current
(ii) anodes
(iii) apparatus for measuring 'n' controlling the current.
(iv) a high quality inert protective coating around the areas of the hull nearest to the anodes.
3. Continuous control of impressed current is reqd. for adequate protection it varies e:
(i) immersed area
(ii) ship speed
(iii) salinity of the water
(iv) cond of the hull point work
4. This control in obtained by the use of reference anodes positioned some dist fm. the operating
anode.

Impressed Current Syst.

Notice
1. never connected in wrong diren of current
2. the anode leads must be insulated 'n' water-proof since exposure of the lead will allow preferential
corrosion.
3. The initial current in still s.w in about 15m A/ft2, but it can drop 3mA/ft2 over a long period time.

Impressed Current Syst.

1. Lefereuce cells sense the P.D bet it 'n' hull
2. this PD compared e std. P.D in master controller
3. the error current (deviation) in amplified to produce control current for tarnsformer rectifier unit.
4. the rectifier fed D.C current to anodes 'n' this current return thro' s.w to hull 'n' maintain the hull @
cathodic potential.
Typical anate current 10 N 40 mA/m2 (for painted hull)
Total current min = 20 A
max = 600 A @ 8 V
5. If too great current to flow,
(i) it will destroy the paint coating of the ship hull.
(ii) a highly alkaline cond arise near the anodes.
6. A prop shaft bonding arrangement must be fitted e impressed current syst. to ensure prop.
protection.
Dezincification
1. It is the waste of only zinc portion of alloy due to galvanic action.
2. When 2 dissmilar metals are present in a saline soln galvanic action may occur resulting in the
corrosion of more base metal zinc.

Earthing Device
1. prop = bronze
hull = M.S
2. When 2 dis-similar metal are immersed in S.W (electrolyte), elect. current flow thro' fm. one metal
to other 'n' back thro' the metal.
3. If there is no earthing device, electrictly will pass to the hull thro' the brg., etc. can be damaged.
4. So that shalt earthing device is fitted @ prop shaft. This device include multi voltmeter not more
than 50 mV.

Propeller Bounding Arrangement (50 mV)

1. used in cathodic protection
2. impressed current not more than 50 mV
3. fitted zinc anode @ sea that
4. docking plug, propeller

M.G.P.S (Marine Growth Protection syst.)

1. Shells, fishes, sea woods → attached the inside walls of coolers 'n' pipings. → resulting in lower
performance.
2. To prevent this an electrolysis techniques used sodium hypochloride doing into the C.S.W syst.
3. In this syst, part of the s.w taken fm. a sea chest via cooling p/p in fed into the electrolyte cell
where it is electrolized.
4. The s.w electrolyted which contains sodium hypochloriet after electrolysis passes thro' the
distribution v/v 'n' flow indicator into sea chest via nozzles.

Prevention of marine growth 'n' fouling

1. anti - fouling paint are used.
2. use MGPS

Gross Tonnage (GRT)

1. This is the total under deck tonnage 'n' the tonnage of foll: spaces.
(i) any twenn deck space (bet. the 2nd 'n' upper deck)
(ii) any enclosed spaces above the upper deck
(iii) any excessed of hatchways over 0.5% of the gross tonnage
(iv) @ the ship owner's option 'n' e the surveyor's approval, any eng. light 'n' air space on or above the
upper deck.

Net Tonnage (NRT)

1. it is the earninp capacity of the ship.
2. it is obtained by deducting the total value of the deducted spaces fm the gross tonnage of the ship.
(NRT = GRT - Deducted Space)

Deducted Space (must be measured 1st 'n' then deducted fm. the gross tonnage of the ship to give the net
tonnage).
Example of some deducted spaces are:
1. Master's accomodation
2. Crew accomodation 'n' an allowance for provision stores
3. Chain locker, S/G space, anchor gear 'n' capstan space
4. space for safety equipment 'n' battenes (below the upper deck)
5. W/S 'n' store Rms. (for p/p men, electricians, carpenter 'n' boatswain)
6. Donkey eng. 'n' donkey b/r space (if these are outside the m/c space)
7. p/p rooms (where these are outside the m/c space)
8. Water ballast Tcs, where they are for the exclusive carriage of water ballast, a max limit of 19% of
the gross tonnage is imposed. (max. 19% GRT)
9. propelling power allowance.

Where tonnage value used?

1. to determine port 'n' chanel dues.
2. to determine safety equipment
3. to measure the size of a country merchant fleet.

Dead Weight (cargo, fuel, w, store, etc.)

- it is the difference bet. the displacement in the lightweight of a ship @ any given draught. ti is the
mass of (cargo, store, ballast, F.W, F.O, etc, that a ship can carry 'n' is measured in Tonner.

Light Displacement
- it is the wt. of hull, engive, spare parts 'n' e water in the boiler 'n condensers to working level.
Light wt = Δ - dead wt

The Displacement (everything)

- a ship floating freely, displaces a mass of water equal to its own mass 'n' it is called displacements.

Load Displacements
- it is the wt of hull 'n' everything on board when floating @ the designed summer draught.

Exempled Space
1. these spaces are not measured for the gross tonnage calculation.
2. such sapces may be above or below the tonnage deck 'n' include
(i) W/H, chart Rm., radio Rm. 'n' navigation aids Rm.
(ii) spaces filled e 'n' for the use of m/c or condensers.
(iii) safety equipment 'n' battery spaces.
(iv) stability Tcs 'n' m/c
(v) galley 'n' bakery spaces
(vi) skylight, domes 'n' trunks
(vii) washing 'n' sanitary accomodation forming part of the crew accomodation.

Propelling Power Allowance (PPA)

1. This is the largest deduction 'n' is determined according to certain criteria, as follows:
(i) if m/c tonnage in bet 13~20% of the GRT → PPA = 32% of GRT.
(ii) if m/c tonnage in < 13% of GRT → PPA is the amount expressed as a proportion of 32% of
GRT.
(iii) if m/c tonnage in > 20% of GRT → PPA = 1.75 times of m/c space tonnage
2. There 'n' a max limit of 55% of GRT for the PPA.
3. if any part of the light 'n' air space is include in the GRT then it may also be included in the m/c
space tonnage.

Bulbous Bow
1. A bulb shaped under water bow.
2. it is designed
(i) to reduce wave making resistance
(ii) to reduce the any pitching motion of the ship.
(iii) to increase the buoyancy fwd.

F.O D.B Tc Survey

1. transferring, cleaning, gas freeing
2. Testing (i) atm test
(a) toxicity
 (b) O2 analyser gas free certificate
(c) explosimeter
3. Survey (i) heating coil leak tes and cond
(ii) cond 'n' testing of level alarms
(iii) cond of sounding pipe 'n' striker plate
(iv) leakage test by soapy water @ a air pr. of 0.14 bar structural test → filled water 2.45 m above
Tc crown
(v) flame trap 'n' non-return float of vent head
(vi) high temp alarm sensor (for grain cargo)
(vii) internal inspection by surveyor.

Windlass (A m/c used for Anchor hoisting 'n' lowering) safety Devices
1. pr. relief v/v on hyd syst.
2. band brake fitted on drive motor fail safe in case 'n' power failure
3. slipping clutch (fitted bet hyd. motor 'n' gear!)
4. cable lifter
5. bow stopper
6. motor overload trip
7. on/off switch
8. circuit breaker 'n' fuse

Pilgrim Nut
Fitting the propeller
1. S.G.C.I tapered sleeve is firstly bedded to the shaft cone.
2. then, the prop. boss is placed on the sleeve.
3. combined e the pilgrim nut, push-up, ensure a good friclional grip, so that a better fit is achieved.
4. No key is regd.
5. the pilgrim nut is a threaded hydraulic jack which served onto the tail shaft.
6. a steel ring receives thrust fm. a hydraulically pressurized the nitrile rubber tyre.
7. this thrust in applied to the prop to force it hard onto the taper sleeve, its cone.
8. Once the prop is positioned (@ a predetermined pr.), the pr. is released, leaving the prop. 'n' shaft
securely fastened together 'n' air plug opened.
9. the nut is hardened- up e the spanner 'n' locked in the normal way 'n' all air ways 'n' connection
holes plugged.

Removing the prop

1. remove the pilgrim nut 'n' fitted back in reverse order.
2. so that the steel jacking ring in facing out-ward 'n' screwed back onto the shaft leaving some cl. bet.
it 'n' prop., placed the wood block.
3. Then the studs are screwed into the aft face of the prop boss.
4. A strong back withdarw plate in fitted over a studs 'n' nuts.
So that, the plate contacts the prop. nut 'n' steel ring.
5. When hyt. pr, is applied on the steel ring, the prop in slide-off fm. the conical and of the sahft.
6. remove stroy back.
7. remove pilgrim nud 'n' take off the prop.

Removal of Propeller Shaft (Conventional Type)

1. safely precaution is carried out as reqd. (do not turn the eng.)
2. temparary staging is mounted. 'n' prepare hoisting arrangement 'n' reqd. tools.
3. remove split rope guard 'n' measure the weardown of tailshaft (by feeler)
4. remove the bolt of alf chrome steel lines.
5. remove hollow cone shaped cover (to exprosed the prop.nut)
6. Lock the prop. 'n' key way must be up posn.
7. Loosen the prop. nut (about 2~3 turns) (never remove the nut)
8. Remove the prop. locking device 'n' attach hoisting gear.
9. attach prop. withdrawing tool.
10. slide-off the prop fm. its come of shaft (if hading necessary, never use blow torch ucetylene only
use low pr. stm)
11. remove prop. nut 'n' take-off the prop.

(For keyless propeller)

9. remove the pilgrim nut
10. fitted back the pilgrim nut reverse order on the tail shaft
11. attach the strong back to prop. boss by means of long studs.
12. apply the pr. to rubber ring.
loading ring receive the thrust reqd. to slide off the prop.
13. remove strong back
14. remove pilgrim nut 'n' take-off the prop.

Q. How to you understand the push-up lenght? (kyeless prop)

- A graph contain J-lyd jack pr. 'n' push-up length, this provided during construction.

Bulk-head
1. streythen sturcture
2. seperak space
3. prevent s.w ingress
4. prevent five

1. a vertical division arranged is a ship's structure to produce compartnent (may be transverse or

longitudinal)
2. fun
(i) to strength the ship structure
(ii) to seperate the space
(iii) to prevent s.w ingress (in case of collision)
(iv) fire prevention fm. seperated space
3. w & bulkhead consists of: (minimum requirement of bulkhead)
(i) collision bulkhead (extend to upper deck)
(ii) off peak bulkhead (extend to 1st deck above load w.l)
(iii) one bulkhead @ each end of m/c space (extends to uppermost/deck) continuous.

Sub-division (MARPOL Reg : 25 (g))

1. All Ter (also bulk) shall be complied e the sub-division 'n' dauage stability interior, according to the
length of ship after the assumed side or bott damage to prevent accidental disch of oil.
2. To be considered,
(i) for any operating draught reflecting actual or partial or f.l cond.
(ii) location of the Tc
(iii) m/c space
(iv) flooding area
(v) permeability 'n'
(vi) free surface effect

Q. What is a cleat?
1. it is a securing device (to held down the steel hatch cover @ the sides)
2. cleats are placed above 2m apart e a minimum of 2 cleats per panel.

Q. How to get watertightness of steel hatch cover?

1. The hatches are made water-tight by rubber jointing, being pull down by cleats 'n' cross joint
ivedges.
2. Cleats are 2m apart e a minimum of 2 cleats per panel.
3. cross joint wedges should be 1.5 m apart.
How to construct the W.T compartment?
1. No. of bulkhead is depend on length of ship 'n' position of eng.
2. bulkhead plating is bet Tc-top 'n' lowest deck.
3. W.T plate attach to shell, deck 'n' Tc - top by welding.
4. To withstand the pr. cf w., lower part of the bulkhead must be thicker.
5. Bulkhead is supported by verti. stiffeners. (But, for collision bulkhead 'n' deep Tc = 600mm)

Bulkhead Leak Test

1. Bulkhead forming Tc → boundaries test
2. Peak Bulkhead → by filling the peak to the level of w.l
3. Other → host test.

Pr. Test of Cargo Tcs

1. A structure test → by testing e w. to a ht. of 2.45m above the Tc crown (or)
2. A leak test → by soapy sol. test while the Tc in subjected to an air pr. of
0.14 bar (initially raised to 0.21 bar 'n' then lowered to
0.14 bar)

W.T door leak Test

1. Chalk Test → (i) cover or door seal is painted e chalk powder
(ii) close door or cover tightly
(iii) open door or cover 'n' check whether chalk painted on cover
seal is cut-off or not.
2. Hose Tes → (i) to check water lightness of hatch cover 'n' W.T door
(ii) w jet pr. 2kg/cm2, dist = 1.5 m, jet φ = ½

Q. Slop Tc capacity?
- > 3% of total cargo Tc capacity.

Double Hull
- to prevent accidental disch of Tcer using Tc.

D.B.T
Tc bet. inner 'n' outer bottom (Tc is extending fm fore peak bulkhead abrost to of peak bulkhead)
- Fun
(i) pretection of ship (when damage to hull)
(ii) increase longitudinal strength
 (iii) to carry different kind of fuel, w.ballast, s.w (to correct trim 'n' hell for stability)
(iv) to act as a p/f in m/c 'n' cargo space.

Wing Tc
1. are fitted, adjacent to shipside
2. Why fitted?
(i) to carry w. ballast (or) liq-cargo
(ii) to protect the ship when damage to side shell
(iii) to locate the cargo Tc in-board.

Deep Tc
1. extending fm. the both (or) inner bott. upto or higher than lowest deck.
2. they are often fitted e hatches for carry dry cargo. (instead of F.O, ballast w or liq. cargo)

Stern - Tube
- The water tight tube (enclosing 'n' supporting tail-end shaft)
- consists of a C.I or cast-steel cyl-fitted e brg. surface, within which the tail shaft, enclosed in a
sleeve, rotate.

Water Lubricated S/T

1. S/T is made of C.I, S/T space is filled e water.
2. it has tlange in fwd end 'n' attached to after bulkhead.
3. A liner of wood or lead is fitted bet S.T 'n' bulkhead.
4. Food end has stuffing box 'n' gland to prevent water.
5. After end has a brg. which is composed of lignum vitae strip.
6. Brg. length is 4 times of shaft dia.
7. The dovetail shaped lignum vitae wood strips are kept in place fwd. by a lip 'n' the bush is aft by a
cheek ring.
8. normal cl. rate = 0.003 ~ 0.004 of shaft dia.
9. aft brg. length = 4 x shaft dia
10. wear rate,
(i) cargo ship e eng. amidship = 0.5 ~ 4 mm / year
(ii) Tcer or ship e enq.alf = 1 ~ 13 mm / year
11. Rewood limit = ¼" (John lamb) (or) 8 mm (rewood) (or) 10 mm (abs. max)
12. Check cl., by inserting a small wooden wedge bet. the shaft liner 'n' lignum vitae, when ship is in
dry dock.
13. Survey Interval of tail end shaft,
(i) single liner tail shaft to be exposed for examination = every 3 year
(ii) double liner tail shaft to be exposed for examination = 2 year.

Water
1. need continuous bronge liner
2. Lubricant is S.W
3. stuffing box packing gland only needs @ the fwd end
4. Lignum vitae strips are used as brgs.
5. Tail shaft survage @ 3 yr. interval
6. Normal water cl. = 0.003 ~ 0.004 of shaft. dia
7. Installation maintenance cost is cheap, easy for renewal.
8. Brg. cl = 7mm (max)
Oil
1. no need bush
2. oil
3. fwd. 'n' aft mech seals are reqd.
4. brgs are gray C.J lived e white metal
5. 4 yr interval (oil cl)
6. 0.0015 ~ 0.002 of shaft dia.
7. less power loss
8. Brg. cl = 2mm (mak)

Adv of Oil Lubrication

1. Oil is superior lubricant
2. less power loss @ brg.
3. less vilyr.
4. less wear
5. Hydrodynamic lubrication axit.

Oil lubrication better than Lignum Vitae Lubrication

1. No liner on shaft, reduce cost, easy to maintain.
2. any wear or corrotion on shaft is visible
3. Low coefficient of friction, low wear rate
4. No need annual docking (for S/T examination)
5. Survey interval is longer.
Lignum Vitae Dis-adv
1. S.W can cause corrosion
2. bronge liner is fitted to prevent corrosion.
3. annual examination is reqod.
4. coeff of friction in more.

Oil Lubricated S/T

1. 2 bushes are pressed into a S/T
2. mechnical seals are provided @ both ends 'n' S/T space is filled e oil.
3. oil r. is maintained slightly above s.w pr. by means of stalic header Tc. (Keeping the static head pr.
0.30 bar higher than s.w pr.
4. The continuous length of brg. metal,
1.5 ~ 2.0 of shaft dia. (for aft end brg.)
0.6 ~ 1.25 of shaft dia (for fwd end brg).
5. Max load does not exceeds 0.8 N/mm2
6. material of bush = gray (or) nodular C.I, line centrifugally e white metal.
(white metal = 3% Cu + 7.5% Antimony 'n' remainder tin)
7. Thickness of bush (brg) (varies according to classification society)
L.R recommonded (i) 3.8 mm thick for 300 mm shaft dia.
(ii) 7.4 mm thick for 900 mm shaft dia.
8. Oil cl. (depends upon class)
L.R 0.0015 to 0.002 of shaft dia.
9. max cl = 2 x original cl
10 Survey interval → 4 yr (special survey)
11. Cl. Measure
(i) remove rope guard
(ii) take-out check-plug (oiling hole) 'n' drain plug.
(iii) turn the tail shaft until coinside the '0' mark on simplex seal 'n' S/T
(iv) measure @ measuring plug (Top 'n' bott) thro' 180°C by wear down gauge.
(v) compare e last record measurement (every D/D)
(vi) Records are kept in wear down gaupe box.

Seal leakage problem (continued the vagage)

1. Loss of Oil
2. ingress of S.W

due to: (Causes)

1. containated oil supply e grit, dirt, welding slag, etc.
2. wear of seals or loss of tension in garter spring
3. damaging of the rubber seals @ H.T resulting hardening 'n' craeking.
4. dictortion 'n' rupture due to excessive pr. differentials.

Loss of Gril (Prevention of oil leakage outboard @ sea)

can minimize by:
1. tip the vessel to certain allowable trim.
2. use more wiscous oil
3. place temporary header to about 200 drum e flexible hose @ lower head position the durm in such a
vertical height that only a slight pr. head about its equilibrium pt. is exerted.
4. In large vessel, lower header Tc can be used instead.
5. To rev. @ reduced speed if reqd to avoid boundary lubrication.

Ingrass of S.W
can minimize by:
1. we higher oil header Tc
2. slow down shaft rev.

Rate of Leakage
1. it is the fm. of relative pr. head bet. header Tc oil level 'n' S.W level.
2. depends on the effective area of the leakage
3. vis of the oils
4. normal leakage up to 1 ltr/ day (for 600 mm shaft)

S/T seal leakage

Causes
1. misalignment of bushes
2. poor seal material 'n' design
3. liner material 'n' design
4. fishing line or similar material entering into the seal
5. electrostatic pitting due to an unsalisfactory shaft earthing deveice.
6. operating @ a reduced pm. for prolong time, @ which a hydrodynamic oil film would not be
established.
7. contaminated oil supply e grit, dirt, welding slag, etc. this scores the liner 'n' rips the rubber seal
8. wear of seal or loss of tension in guter sprip.
9. rubber seal damage @ H.T, cracking 'n' hardening.
10. distrotion 'n' rupture due to excessive pr. difference.

Prevention
1. make sure alignment of bush.
2. use superior material 'n' improve lip profile for seal
3. ceramic coating applied to the S/T liner @ lip running surface.
4. the design of rope guard should as far as practicable to provent this happening.
5. keep always good cond: in earthing device
6. avoid operating @ the reduced rpm for prolong time
7. use correct vis of oil
8. use correct header Tc.

Prevention of oil leakage outboard @ port

1. shut down S/T lubricating syst.
2. close the v/v fm. header Tc
3. S.W pr. become exceed than oil head pr.
4. water come into the syst.

Notice
Prior to starting M/E
1. open S/T L.O syst. drain v/v
2. drain out any w present
3. fill the S/T space e oil completely.

S/T sealing arrangement

1. simple stuffing box
2. Lip seal type
3. radical face seals

Lip Seal
1. simplex seal
2. sealing rings are made of an clastomer, such as viton.
3. max oil temp is 110°C for viton seal ring.
4. in-case of alf seal (2) outboard sealing rings face alf while the inboard ring faced fwd.
5. Check plugs are fitted on top 'n' bott of the aft seal 'n' intermediate ring to check wear down of the
S/T.
Safety Device
1. temp. sensor
2. pr. gauges

S/T Oil
1. compound type
2. S.G = 0.95
3. Vis = 300 Redwood No.1 @ 60°C

Rudder Cl.
For ram type
@ sea
(@ S/G Rm)

S/T Wear down measure

1. Remove rope guard
2. take-out check plug 'n' drain plug 'n' clear
3. turn the tail shaft until coinside the 'o' mark on simplex seal ('n' S/T)
4. measure @ measuring pulg (Top side) 'n' drain plug (60 tt. side) thro' 180°C.
5. compare the measurement e last record. (every D/D) kept in box (wear down gauge box) (pocker
gauge)

S/T Oil Leakage test

1. fill-up S/T header Tc 'n' record the level
2. open drain plug 'n' ckeck plug
3. leave it the whole night (over night)
4. checked leakage @ next morning (or) check header Tc level
5. watching closely the seals on turning m/e by T/G
6. if no leakiy of oil, it is satisfactory.

Rudder Weardown
1. can be measured the cl. in the S/G Rm. (bet. suival block bottom 'n' turnion)
1. bet. anchor bracket 'n' stator inside of the Hange
bet. sole piece 'n' lower edge of rudder (SP LER)
Jumping d = bet. stern frame 'n' upper edge of rudder (due to heavy weather) = 12~19mm
rate type = 12 ~ 19 mm
rotary vam = 38 mm
 Total = 38 mm (upper = 19 mm, lower = 19 mm)

Cofferdam
1. it is a narrow said space bet. 2 bulkheads or floors that prevents leakage bet. the adjoining
compartments.
2. In tankers, bet. cargo Tcs.
3. In eng. Rm., D.B., L.O Tc (M/E sump Tc) 'n' other adjacent Tcs.
4. min. width = 760 mm

Storm V/V
1. A check V/V placed @ the end of soil or scupper pipes discharging thro' the ship's side near the
waterline.
2. It allows the water to disch overboard but prevents S.W fm backing up the time.

Inclination Test
1. experiment to determine the vertical pos' of the centre of gravity of the ship for one specified ship
condition.
2. This test is carried-out by moving masses across the deck under control cond' 'n' nothing the
resulting angle of heal.
3. It is carried-out on completion of construction 'n' after major alternation affecting the stability.

CRP (Contra Rotating Propeller)

- a propulsion arrangement e w propellers rotating in opposite dire' on the some shaft.

Collision Bulkhead
1. the foremost major W.T bulkhead, which extends fm. bottom to the main deck. (upper deck), 1/20L
fm. fwd. perpandicular.
2. It must not be less than 5%, not more than 7% of ship's length.

Difference bet. timber load line 'n' load line.

1. A load line which is used only when a deck cargos of timbers in carried.
2. It is marked alt of the other load line 'n' proceeded by a letter "L".
3. Timber carrying vessel, the deck cargo gives additional buoyancy 'n' a greater degree of protection
against the sea.
4. So that, these ships has smaller freeboard than normal type "B" vessel.
5. Type 'A' = ship carrying liq. cargo in bulk.
Type 'B' = ship which does not include in type 'A'.
Difference bet. Heel 'n' List
1. Heel is amount of inclination of the ship in the transurse dire' and it is usually measured in degree.
2. It is caused temperaily by under turning or centrifugal force.
3. List is amount of inclination of the ship in the tranverse tire permanently by distribution of cargo or
ballast or any other storage cond'.

After peak bulkhead

1. is provided to enclosed the S/T in a W.T compartment.
2. after peak bulkhead needs only extends to first deck above load w. line.
3. plating must be doubled or thicken (around the S/T to resist vibration)

Duct Keel
1. An internal passageway, formed by twin longitudinal girders, which extends a considerable
distance along the length of the ship piping for the various holds 'n' Tcs is run along this passage.

Floor
- a transverse vertical plate fitted in a D.B.
(W.T flors or oil tight floors are used to divided the bott. space into suitable Tcs.

Margin Plate
1. the outer strakeof the inner bottom.
2. When the margin plate is turned-down @ the bilge it forms the outboard boundary of the D.B,
connecting the inner bott. to the shell plating @ the bilge.

Solid Floor
A transvers vertical plate are fitted in a D.B.
Large lighting holes are cut-in 'n' small air release 'n' drain holes are cut @ the top 'n' bott.
respectively for adequate access 'n' ventilation are reqd. @ every frame space in the m/c room.

Types of keel
1. Bar keel
2. Duct keel
3. Flat plate keel

Bulwark
1. vertical plating on the main deck.
2. to prevent person falling (or) being washed aboard.
3. bulwarks are much thinner than normal shell plating are not regarded as longitudinal strength
member.

Freeing Port
- an opening in the lower portion of a bulwork
- which allows deck water to drain overboard
- some freeiing porst have hinged gates that allow water to drain overboard but that swing shut to
prevent S.W flowing in board.

Docking Plug
- a plug consisting of a threaded bolt which in fitted in all D.B Tcs to enable draining prior to
examination in dry-dock.

Sheer
- It is is the rise of vessel deck fore 'n' alt.
- fwd shear is twice of the alt shear.

Hogging
- it is the cond' when a vessel in supported by the crest of waves @ a midship or
- when a vessel carried uneven load @ the ends of her.

Sagging
- on 2 crest @ the ends of her or
- when a vessel carried concentrated loads @ midship.

Garboard Strage
- Bott shell plating adjacent to keel plate.

How to check the watertightness of rudder?

1. the rudder is tested when complete under a head of water 2.45 m above the top of the rudder.

Why drain hole is fitted in Rudder?

1. it is provided @ the bott. of the rudder to check for water entry when the ship is examined in dry-
dock.

How the rudder is carried the wt?

1. the wt of the rudder may be carried partly by the lower pintle 'n' partly by the rudder carrier within
the hull.
2. In some rudder type such as spade type, the full wt is carried by the rudder carrier.
3. It excessive wear down of the lower printle occurs, most of the rudder's wt. may come onto the
carrier brg.
4. The brgs. have C.I cone which limit their wear-down.

Locking Prntle (upper pintle- to prevent due verti. movement of the rudder)
1. a pintle which has a shoulder of increased thickness @ its lower end which prevent excessive lifting
of the rudder.

Brg. Pintle (bottom pintle) (lower pintle)

1. the bottom pintle is known as brg. pintle 'n' it carries part of rudder wt.

locking pintle = upperpintle = to prevent undue verti. movement of the rudder

brg. pintle = lower pintel = it carries part of the rudder wt.

Pintles
1. the pins or bolts that hinge the rudder to the gudgeons on the rudder post.

Jumping Bar
1. a flat bar is welded to the both of the boen.
2. to resist the life of rudder
3. the cl. bet. rudder 'n' flat bar should be less than the X-ltd c.
4. any vertical forces on the rudder will hence be transmitted to the stern frame 'n' not to steering gear.

Rudder effect
1. double shock v/vs (hyd. syst. prevention)
2. buffer spring (hunting arrangement prevention)
3. jumping bar (vertical undue force prevention)

Removal of Rudder
1. remove the upper locking pintle. (brg. pintle must not be removed @ this time)
2. turn the rudder to hard-over pos/
3. attached the chains to rudder
4. remove the coupling bolts.
5. raise the rudder stock to get small cl. an palun of rudder
6. turn the rudder to opposite side
7. remove the brg. pintle 'n remove the rudder.

Load line
1. is a marked located a midships on both sides of a ship to show the limiting draught to which the
vessel may be located.
2. The limiting draught is obtained by measuring from top of freeboard deck down to the load line
mark. (freeboard)
3. Purpose :
(a) structural strength
(b) weather hight integrity
(c) stability
(d) crew protection

Tonnage Mark
- A tonnage mark is must be cut in each side of the ship at a distance below the second deck
depending upon the ratio of the tonnage length to the depth of the second deck.

Tonnage Deck
- is the 2nd deck except in single deck ship.

Conditions of freeboard assignment. (Why important?)

1. it is important that ther be provided efficient means of protection for all openings to hull 'n'
superstructure.
(a) for the protection of the crew in heavy weather 'n'
(b) for the rapid freeing water fm. the weather deck.
2. cond' of assignment must be maintained @ all times in satisfactory conditions.
3. Annual inspection is to be made by the assigning authorities to ensure that they have been
maintained in satisfactory condn' for the continued validity of the load line certificate.
4. (i) hatchway
(ii) m/c easings
(iii) others opening in deck 'n' shell (vertilators, air pipe each overboard, any other openings)
(iv) miscellaneous (guard rails, deck house)

Pilgrim Nut
1. It is a patent device which provides a predetermined frictional grip bet. the propeller 'n' its shaft.
2. It is used for forcing the propeller onto the tailshaft 'n' can be used also for propeller removal.
3. Fitting the propeller
(i) S.G C.I tapered is 1stly bedded to the shaft cone.
(ii) then the propeller boss is placed in the sleeve.
(iii) pilgrim nut is screwed onto the tail shalt.
(iv) when the nitrile rubber tyre is pressurised, the steel loading ring receives the thrust fm. the
tyre 'n' this thrust is applied to the propeller to force it onto the tapered sleeve.
4. Removing the propeller.
(i) Reversing the pilgrim nut on the tail-shaft.
(ii) fastern the withdrawal plate (strong back) to the propeller boss by studs.
(iii) when the tyre is pressurised the propeller is drawn off the taper.

Sounding pipe requirements

1. they are used to determine the depth of liq. in a Tc.
2. it should be as straight as possible
3. if it is not possible, the curvature of sounding pipe should allow the ready passage of sounding rod
or chain.
4. Normally, bore of pipe must be not less than 32 mm. It is passes the refrigerated space below 0°C,
the bore must be not less than 15 mm.
5. A striking pad of adequate size 'n' thickness must be placed under the pipe.

Itmifed Survey Surveys (III)

(1) Mandatory survey
(2) Statutory survey
(3) Diff: bet statutory in classification survey Pg (1) ~ (2) Pg (1) ~ (27)
(4) Port state control preperation Pg (3) ~ (4)
(5) Flag state conrtrol, different
(6) IOPP survey, IOPP Inspection Pg (4)
(7) Class, Classification Survey, Classification Society, IACS Pg (8)
(8) Annual Survey
(9) Periodical Special Survey
(10) Continuous Survey Pg (11)
(11) Docking Survey (inwater, under water), Prop. survey, CRP, wear down - S/T
- rudder Pg (12)
(12) Dry-docking preparation? (B4 enter, entering, in-dock, un-dock),
Docking plan. Underwater survey. Pg (16)
(13) Automation Survey Pg (15)
(14) Refri plant Survey (for insurance claim)
 (15) Damage plant Survey Damage reparie procedure - in port / e sea Pg (21)
(16) Damage Report form, Insurance Clain Purpose. Pg (22)
(17) Tailshaft Survey Pg (24) Itams
(18) Load line Survey, Load line certi. Pg (25)
(19) Morning prepare as C/E
(20) Addreviation

(Q) Diff: bet. statutory survey in classification survey? Pg (2)

(Q) Diff: bet. Port state control in flag state control?Pg (3) ~ (4)

Statutory Survey
(1) It is a law, enacted by the legislative body of a respresentative government.
(2) There surveys are lawful in carried-out by the Surveyors ( fm. Morine Dept. of Government
of Country concerned è ship Registry)
(3) Surveys are carried-out regarding, safety of ships, seaworthiness, pollution
(4) It they satisfied, insued the certi. for " ability to trade".
(5) Under statutory survey,
(i) Ill survey
(ii) Saf.Con survey
(iii) SEC survey
(iv) Safety Radio survey
(v) MARPOL survey
(vi) Carriage of grain cargo
(viii) Carriage of dangerous cargo

Survey (I)
Mandatory Survey
(1) They are lawful in must be carried-out w/o fail.
(2) Tuse are concerned è the surveys of Admin.

Some of the mathers è which these departments concerned are:

(1) Load lines
(2) Tonnage
(3) Master in crew spaces
(4) W/T subtivision of passenger ships
(5) LSA
 (6) Carriage of grain cargoes
(7) Carrigae of dangerous cargoes

Surveys releating to merchant ships in service

I Classification Survey (ABCDE PART)
(1) annual survey, periodical sp. survey in continuous survey (hall in m/k)
(2) Blr survey
(3) D.D survey
(4) Tail shalf survey
(5) Automation survey
(6) Refrigeration plant survey
(7) damage survey
(8) Elect. survey

II Statutory survey (same as Safety certi)

(1) L.L survey
(2) Saf. con. survey
(3) Saf. equip survey
(4) Saf. Radio survey
(5) MARPOL survey
(6) Test examination in inspections of ship's cargo handling M/C in gear.

III Survey requested by Authorities, Charterers, Owners, Underwriters, etc.

(1) Damage survey
(2) On/off hire survey
(3) Laid up ship survey
(4) Survey according to IMD codes
(5) Pre-loading survey
(6) Draught survey
(7) Conditional survey
(8) Ullage survey

I Difference bet. Statectory Survey in Classification Survey.

Statectory Survey
(1) Statutory Survey are not accessing (or ) measuring something for a client.
(2) Statutory Survey is simply inspecting something against a set standard or law.
(for safety of life in ship)
 (3) On eompletion of his survey, he issue the ship è a certificate which is essential to the ship's
ability to trade. (it not satisty, detain the ship)
(4) It is issued on behalf of the government in has a legal, international status.
(Goal in seaworthiness)

Classification Survey
(5) Class cannot go to the ship unless requested by the owner, or unless the ship is detained by
port state control.
(6) Issue the certi, that ship have both structural n mechanical fitness for their intended service
(Cannot detain the ship)
(7) Pry classification society concern. (Only can withdraw for class.)
Why class society sometimes issue the statutory certificate?
Sometimes most of the Admin. have delegated (given) the authority to the classification
society to inspect in issue certificate on their behalf in respect of the statetory requirements.

I Q How will you itemized the Survey?

(1) Class Survey
(2) Statutory Survey
(3) Special Survey (Survey requested by Authority, Charter, Owner, Under writer)
Statubory Survey Class Survey
(1) Issue the certi., that ship is ability to (1) Issue the classification cert. that ship
trade. have structural in mechanical fitness for their inturded
service
(2) Can detain the ship (2) Connot detain the ship
(3) by Government concern (3) By classification society.
Port State Control
(1) It is a particular form of statutory survey.
(2) When ship is in-port, a port state inpection in cared-out by a Surveyor,( representing the
authorities of government,) inspected to meet i the International minimum requirements.
n in- order-to avoid unstandard ships.
(3) For Purpose of P.S.C port authorities will apply in general, the foll. instruments are
INSTRU,EMTS
(i) Ill (66) (International Comvention of L.L )
(ii) SOLAS (74) (International Comvention for the safety of life @ sea)
(iii) MARPOL (7:/78) (International Comvention for the prevention of pollution fm. ships)
(iv) SICW (78/95) (International Comvention on the stds. of Training, Certification n watch
keep for sea fareers)
 (v) COLREG (Comver on the Inter. Refulation for preventing Collistion)
(vi) ILO (76) (the merchant shipping min std. convention)

(4) B4 ebtering the stringest port, (preperation) (As a C/E)

(i) prepare relavent certi, in validity, documents
(ii) ORB (proper in correct entry, update record), log book
(iii) O.W.S (disch v/v, shut cock, fws test, alarm test, incinerator ash)
(iv) Incinerator (demonstration, fw test, alarm test, incinerator ash)
(v) W.O Tc, sldg Tc sdg., incinerator capacity (resonable) (alarm test)
(consumption, sldg formation)
(vi) Tc.top, No leakages (clean)
(vii) Sewage treatment plant
(viii) Blr. (air pollution) (not to enid black smoke)
(ix) Garbage
(x) fire extinguisher in detection syst.
(xi) CO2 alarm in fixed installation syst.
(xii) All the test trill in record
(xiii) Familiarization of all equipment
(xiv) Log book, instruction manual
(xx) Hyd. live oil leadges (deck m/c.)

G.L check list (Prepare PSC)

(1) fire fighting arrangement
(2) LSA
(3) Safety in general
(4) LL requirements
(5) Navigation equipments
(6) Radio equipments
(7) MARPOL requirements
(8) Hull in M/C cond.
(9) Accom: in living cond.
(10) Ship's focuments in other docuneds
(11) relevent cert: in validity
(12) Equirpments

Safety in general
(1) fire control plan
(2) SOLAS training manual
(3) Operating instruction manual
(4) Regular frills
(5) escape way
(6) pilot ladders
(7) muster lists
(8) alarm syst.

IMO Convention
(1) ILL (1966) (7)
(2) SOLAS (1974/78)
(3) MARPOL (1973/78)
(4) STCW (1978/95)
(5) COLREG (1972)
(6) ILO (1975
(7) Tonnage Conven. (1969)

Port State Control

(1) When ship is in their port, the port state inspreetion is carried-out by a surveyor, represeuting
the authorities of government, inspect to meet è a minimum requirements in in-order-to avoid
unstandard ship.
(2)
(3) Carry-out regardless of the nationality of the visiting vessel.
(4) Cannot issue certi.

Flag State Control

(1) The flag state (or) the Administration have responsibility of the ship hwilt to their flag,
comply è the requirements of the convention in construction in upkeep afterwards.
(2) For this intention, the govenment body carried-out surveys in issued certificate relating to
safety of the shipping industry include:
(3)
(4) to inspect their own flag ship
(5) can issue certificate.

Flag State Control

(1) For a ship, the flag state (or) the Administration have responsibility of the ships built to their
flag, comply è the requirements of the convention is construction in upkeep afterwards.
(2) For this intention, the government body carried out surveys in issued certificate relating to
(safety of ship, sea worthiness, pollution)(safety of the shipping industry includes:)
(3) All ships, bult its flag comply fully with
(i) std. for construction
(ii) requirement for equipment
(iii) requirement for pollution prevention
(iv) procedure in schedule for
(a) maintenance
(b) survey
(c) certification.
(4) (i) passenger ship safety certi. (1 yr.)
(ii) cargo ship safety construction certi. (5 yr.)
(iii) cargo ship safety equipment certi. (2 yr.)
(iv) cargo ship safety radio certi. (1 yr.)
(v) examption certi.
(vi) Inter. Load line certi. (5 yr.)
(vii) MARPOL SOPP certi. (5 yr.)
(viii) MARPOL SSPP certi. (5 yr.)

(i) Ill
(ii) SAF-CON
(iii) SEC
(iv) Safety Radio Certi.
(v) MARPOL

IOPP Survey Preperation

(1) Check Certi. validity
(2) Check O.W.S proper fun, piping syst., deauliness
(3) Check ODM unit, alarm, auto stopping device, calibrate alarm setting
(4) Check spare filter element
(5) S.W.S operation instruction
(6) Bilge 0/13 v/v shut, lock, one section pipe removed, free from oil
(7) USCG notice, ODM approved certi. should be placed near OWS
(8) Check ORB upto date
 (9) W.O Tc cap. Incincrator Cap., sldg tc cap., F.O consumption, sldg formation, sldg Tc level
alarm.
(10) Incinerated time, amount of incinerated w.o, remainder w.o in Tc (reasonable), ash.
(11) Receipt (or) certi. I sldg. disposal to shor facilities (attach ORB)
(12) Check trade mark I maker II it must be approved by IMO in USCG
(13) SOPEP plan posted

IOPP Survey
Valid = 5yr. [Subject to Ann: Survey (gen:) Intermadiate Survey (Examination)]

IOPP Survey (MARPOL Survey)

(1) Initial Survey → issued IOPP certi.
valid 5 yr. (New Ship)
(2) Mandatory Survey → Annually ± 3 moths.
(general examination of ship, equipments)
(3) Intermediate Survey → 2½yr. fm. initial survey (or) periodieal survey ± 6 months
(examination of ship, equipments)
(4) Periodical Survey → 5 yr. (thro'in' complete examination, test)
(as per MARPOL conven)
(renew IOPP certi.)
(5) Advice to carry out → periodical survey in same time as class survey
(to get annual date coinside)
→ Survey carry-out within scope of SAF-CON certi.
I IOPP Survey (preperation)→ OWS, Incinerator , Sludge.

Maintaining the Class

(1) owner must carry out regular survey
(2) owner must carry out repairs under supervision of class surveyors.

Withdrawing the Class

(1) upon the owner request
(2) not performing the class surveys
(3) owner fails to repair

Classification Survey (ABCD2E PART)

(1) Annual Survey (9 yr)
 (2) Boiler Survey (2 yr upto 8yr, after that yeraly)
(3) Comtinuous m/c Survey (5yr. 20% yearly)
(4) Docking Survey (2 ~ 2½ yr)
(5) Damage Survey (when damage occur)
(6) Electrical Survey (4 yr, sub, annual)
(7) Periodical special survey (4 ~ 5 yr)
(8) Automation Survey (4 yr)
(9) Refrigeration Survey (5 yr)
(10) Tail-shaft Survey w - single scew →3 yr
Twin screw → 4 yr
oil - 4 yr

Classed Ships
(1) For the ship entitled to a class, after carrying-out classification survey, comply è the
requirement
of classification rules.
(2) A classification certificate confirms that the ships have both structural and mechanical fitness
for their interded services.
Adv. of classed ship
(1) The owner can find an insurer
(2) The owner can charter his ship
(3) A future owner can access the quality of ship prior to purchase.
(4) the charterer can select the ship for his cargo
(5) The insurers can accles the premium relative to ship (hull insurance) and cargo. (cargo
insurance)
(6) The flag authorities can thrust the ship in allow register her to their fleet.

Notation of Class
(1) e.g 100 A 1 of Lloyd's Register of Shipping.
= ship had been built under the supervision of class surveyors.
100 A = hull when built to highest stds. Laid down in the rules of class.
1 = equipment. (eg. archors, cables, etc...)
(2) Notation AEIOU = quality of hull
Letter G,M,B = (Good, Midding, Bad)
notation LMC = Lloyd's m/c certificate
100 = All ship consider suitable for sea going
A = Built undr L.R rules 'in regulation, which are maintained good in efficient cond.
Classificatioin Society
(1) They are 3rd party, independent bodies.
(2) They are organization, their purpose in for maintaining a standard of sea worthiness in safety.
(3) Their fun in , to ensure that ship is soundly constructed in that the standard of consruction in
maintained.
(4) They also carried-out the statutory surveys on-behalf of the Adimin according to ship safety
(safety) prevention of pollution of mariue environment ( pollartion).

IACS
(1) Lloyd's legister of shipping (London) (LL)
(2) American Bureau of shipping (N.Y) (ABS)
(3) Det Norske veritas (Oslo, Norway) (DNY)
(4) Bureau Veritas (Paris) (BV)
(5) Germanscher Lloyd (Hambury) (GL)
(6) Nippon Kaiji Kyokai (Tokyo) (NKK)
(7) Registro Italiano navale (Gener)
(8) Hellinic Register of Shipping
- Unless ship can enter (or) departure from the port (but) Statutory survey in strict for unclass
ship.

I Annual Survey of Hull in m/c (general inspection of the whole m/c in equiprment)
(1) to be made during each yr. of service.
(2) general examination in placed in satisfactory running condition.
(3) Items of survey:
(a) Bull (b) m/c
(i) steering arrangement (1) all main in aux. m/c o/B are
(ii) windlass ganerally examined in placed in
(iii) weather decks satisfactory running dond.
(iv) W/T bulkheads. (2) If necessary some of the m/c or
(v) door parts are to be opened- up for
(vi) fire equipment examination of survey
(vii) hatchways, etc.

(2) Periodical Special Survey of Hull in m/c

(a thorough inspection in include performance test in inspetion of elect installation etc.)
(1) Survey @ 4 ~ 5 yr interval.
 (2) examined externally in internally
(3) Items of survey:
(a) Hull (b) m/c
(i) keel, stern frame, stern post (i) all opening to sea (sanitary in o/B disch)
(ii) Rudder, pintle in gudgeon securing (ii) shell plating
arrangement (ii) P/P in P/Ping arrangement (v/v, cock, (iii) plating
to be cleaned in examined pipe, strainer)
(iv) propeller (iv) shaft (except prop. shaft), thrust brg,
(v) tail shaf, S/T brg, wear down cl. line shaft
(vi) sea chest, strainer, anode for sea chest (v) foundation of main in aux m/c
(vii) cargo hold, tween deek, deep Tc, (vi) cyl, head, v/v, gear, fuel P/P,
bige, drain wells, D.B, ballast aux.blower, supercharge, pist, X-ltd
(viii) all W/T bulkhead con-rod, c/s clutch, R/G, air comp.)
(ix) Tc in E/R, pr. test inter-cooler, evaporator
(x) shell in plating for deck, drill test (vii) Air receiver, pr. relief v/v
(xi) Anchor in chain cables examined (viii) S/G syst. (relief v/v setting)
(ix) elect. equipment.

Periodical Survey (NK Rules)

(1) Periodical surveys mainly consist of Annual Survey in Special Survey as specified in the
rules.
(2) At Annual Survey, general inspection of the cond. of the whole m/c in equipment is refd.
(3) At Special Survey, through inspections of whole m/k in equipment in repd.
(4) Special Survey includes open-up inspection of m/c in equipment, their performance tests,
inspection of electrical installation, etc.....

(3) Continuous Survey of Hull in m/c (CMS)

(i) request of the owner in upon approval of the proposed arrangement.
(ii) requirements of CMS, (Purpose) ( to be construct:)
(iii) approximate 20% of surveyable items shall be examined each yr.
(iv) make sure no over-due items
(v) @ the same time, completion of Hull special survey.
Item covered by CMS (CSM) Items not-covered by CMS (CSM)
(1) main propulsion m/c (a) M/E (D/E) (1) propeller in prop shaft
(b) stm turbine (2) sea v/v (below load w line)
(2) power transmission syst in main shafting (R/G) (3) blr, EGE in their accessories
(3) aux - eng (4) cargo gears
 (4) Air comp.in blowers, air receiver (5) measurement of c/s defln
(5) P/PS (C.W, F.O, L.O,) (6) measurement of aft end S/T wear
(6) P/PS (bilge, ballast, fire) (7) foundation bolts, referi installation,
(7) coder, heater, evaporators. (H.E) elect, installation, incinerators, etc
(8) F.O, L.O Tc (more than 1 m3) (Tc) (8) Performance test, pm test
(9) cargo oil P/P (9) emer air comp., bilge hand P/P, F.O, (10) deck
M/C Tc (<1m3)(small cap in low operational
(11) other items of M/C in equipments frep. equirpment)
(10) items of M/C in equipment of speical
type (or) newly developed type
(proto type, etc.)
(11) Other items which the society considre
not to be included in CMS syst.

What is CMS? ( Purpose of CSM)

- In CMS syst., the open-up/ inspection regd. @ special survey be carned out an a planned
schedule within a cycle of 5 yr.
- Owner to be requested the classification society to enter the CSM.

(4) Docking Survey

(1) The survey of a ship in a dry dock (or) an a slip-way.
(2) It is a classification society requirement @ set intervals according to the age of slip.
(3) Survey items:
(i) keel (v) rudder, rudder pintle in gudgeon secuning arrangement, rudder
(ii) stem brg.cl.
(iii) stern frame (vi) propeller
(iv) outside plating (vii) S/T wear down in exposed part of stern brg. assembly
shall bottom (viii) sea chest, strainer
how plating

In Water Survey
(1) due to increasing in size of oil Tcer, bulk-carner in cousequently small No. of docks capable
of docking deal vessels.
(2) In water survey is permitted by Class.
(3) Survey items (visual examination)
(i) hull in hull cleaning
(ii) rudder in brg ware
 (iii) propeller
(iv) S/T bush
(v) sea chest
(4) Limitation
(i) not periodical survey in less than 10yr. old ship.
(ii) must have class notation of in-water survey
(iii) hull painted è high resistant paint in fitted impress current syst.
(iv) class approved diver firm
(v) must have fixed marking , to show pos. of frame No.
(vi) ship draught not more than 10 m
(5) Requirements
(i) hand held closed circuit T.V camera (can control fm a surface è monitoring syst.)
(ii) communication bet diver party in surveyor
(iii) water is cleaned in clear
(iv) carried-out day-light

Under-water-survey on dock (Bottom Survey)

(i) sell plating (wash, brushed down, sand blast) (check distortion, bulging, roughness, corosion)
(ii) welding seam (crack)
(iii) zinc anode (check, replaced if necessary) (no need to paint)
(iv) shipside v/vs in coeks (removed, O/H, refitted)
(v) shell box (wire brush, applied anti-fauling paint)
(vi) D.B.Tc (clean, by unscrew the docking plug,
(vii) Rudder (removed drain plug → - check
- measure wear down in jumping cl.
- check brg. metal of gudgeon pin (cl = < 5mm)
- pintle nuts è locking device (check)
(viii) propeller (carefully examined the cavitation, damage blade repair)
(ix) Tail shaft (wear down measure → oil lubricate → 2 x original cl.
water lubricate → max. 10mm
( check sealing arrangement)
(x) CPP (check working cond', leakage)
(xi) Anchor in chain cable (laid up in measure) (wear < 11% of orig. dia)

Propeller Survey
(1) done @ every dry-dock
 (2) Survey includes:
(i) check the fairness of propeller blades
(ii) check the cracks, propeller blades tip hending (or) breakage
(iii) carry-out sound test (hammer test)
(iv) check pitting (near the tips on the driving face in on the whole of fore side,
due to cavitation)
(v) make polish to the blades.

Contra-Rotating Propeller (CRP)

(i) A propulsion arrangement
(ii) 2 propeller rotating opposite dire" an the same shaft.

S/T wear down

(1) @ every docking
(2) measured 4 space radial posh
(3) fit the gauge (pocker/weardown) (provided in seal assembly)

Procedure
(i) remove rope guard
(ii) turn prop. to '0' make conside on seal in S/T (get prop.cl. )
(iii) remove check plug in clear
(iv) fit wear down gauge
(v) read value (wear = new - old)
(vi) record wear down S/T
(vii) replace check plug

Rudder wear - down

In water @ Sea)
(1) measure fm S/G Rm.
(2) Ram type → bet trunion in swivel blk botl.
(3) Vane type → bet inside of stator flange in top in bott. of anchor bracket.

On Dock
(i) measure cl. bet. sole plate in lower edge of rudder.
Ram → 12 ~ 19 mm
Vane → 38 mm
Docking Plan
(1) It is used to prepare a dry-dock è appropriate blocking to receive in support the ship.
Support the ship
(2) It is used to determine the pos". of
(i) keel block
(ii) bilge block
(iii) breast shore
(iv) bilge shore n'
(v) Tc-plan

Regd. plans n' arrangement for docking

(1) Docking plan n' Tc plaw
(2) general arrangement plan
(3) capacity plan
(4) shell expanision plan
(5) mid-ship section plan
(6) longitudinal section plan
(7) shaffing n'propellor arrangement
(8) rudder arrangement
(9) anode plan
(10) hull painting area plan

I Dry-Dock preparation As a C/E

(1) Prior to D.D, take information fm, H.O n' dock-yard, send docking plan n' Tc plan to
dockyard
(2) prepare the repair list, n' survey items.
(3) Divide the repair list for dock-yard, ship-staff n' share-repairs.
(4) Discuss è 2/E about man-Hr. calculation for each job which is done by ship-staff.
(5) Label all sea v/ss, all ship side v/v n' cocks.
(6) Mark the pos: of items to be repaired è tags or colour codes
(7) Prepare (i) stores, spares (ii) drawing, manuals, certificate (iii) sp.tools, measuring
equipment, (iv) No of piping to be reparied (length, ID, OD, bend, No.of flanges, PCD)
(v) No. of E/R, Tc.top, MT the Tc (sldg Tc, bilge Tc, w.o Tc)
(8) Cleam E/R, Tc.top, MT the Tc (sldg Tc, W.O Tc)
(9) Keep n' good order of emer equipment (emer fire P/P, gen, air comp, extinguisher)
(10) Locked the fixed fire fighting installation (by ship yard rule)
(11) Take C/S deft 'n' record
(12) Instruction to 2/E about dockyard repair plan, safety first principle, etc.
(13) Shut-down 'n' draim the Awe Blr.
(14) Shut-down the O.W.S, O/B v/v lociud è clored pos:
(15) Shut-down the sewage syst.
(16) Topped-up F.O setl, n` serv. Tc
(17) Pressed-up air bottle full 'n' shut the v/v lightly.
(18) Prepare fr receiveng the shore conn: for (i) for fire main ( ii) for power supply (iii) for cooling
arrangement for m/c
(19) All E/R personnel must be strictly follow the shipyard fire 'n' safely rule
(20) Keep fire-watch all the time
(21) Adjust reqd draught 'n' trim (co-ordinate è deck department)
(22) Take all Tc sdg. 'n' records.
(23) After stopping the ship gen 'n' shore conn. is onnected, to record the KW-Hr meter unit 'n'
time.

II Entering Dock
(1) Instruction to be given to 2/E (such as docking repair plan, safety first principle, etc.....)
(2) Shut down the Blr 'n' drain
(3) Shut down the O.W.S 'n' lock è close pos"
(4) Shut down the seqage treatment plant
(5) Press- up air bottle full 'n' shut the v/v fightly
(6) Topped-up F.O sett 'n' serv.Tc.
(7) Prepare for reciveing of all show connection
- for fire main (inte: shre sonn:)
- for shore power (Elect.)
- for cooling arrangement for M/C
(8) All E/R personnel must be strictly follow the shipyard fire 'n' safety fule
(9) Fire watch must be maintained @ all times
(10) Adjust regd. trim 'n' draught (co-ordinate è deck-officer)
(11) Take all Tc soundings. 'n' recorded
(12) After stopping the gen, eng, 'n' shore connection is connected, to record the KW.Hr. meter
unit 'n' time.

III During Dock ( In - Dock)

(1) Every morning discuss è superitendent 'n' dockyard repair manager about the repair jobs.
(2) Assist the surveyor 'n' record the survey items
(3) Check all repair jobs (by ship yard, ship staff)
(4) To witness all alignment words, measurements 'n' clearances.
(5) Check 'n' record S/T wear down 'n' S/T oil seal
(6) Check 'n' record rudder wear down 'n' Jumping cl
(7) After overhailling, check all sea v/vs, ship side v/vs 'n'cocks
(8) Chech under water job.
(9) Record used spare 'n' store.
(10) Take daily work-done to be prepared.

IV Un-dock
(1) When S.W level cover the sea chest, sea v/vs → open all sea v/vs → check leak
(2) Purge the air fm. all C.S.W P/P, run the P/Ps 'n' check the pr
(3) Cut-out the shore power supply
Start the ship gen.
(4) Record the time 'n' KW-hr. merter unit
(5) Check all leakage 'n' abnormalities, all repair jobs, etc. must be corrected B4 leaving fm.dock.
(6) Take M/E C/S defln 'n' compare è previous record
(7) Prepare M/E
(8) Take All Tc sounding 'n' record
(9) Prepare for docking-report

(6) Automation Survey

(1) carried-out yearty fm.date of installation.
(2) During survey
(i) general examination of automatic 'n' control syst.
(ii) operation of serv. generator 'n' control syst.
(iii) random checking of fun indicators, alarms 'n' control actuators
(iv) all M/C record to check performance of control syst.
(v) M/C spce fire detection 'n' bilge alarm.
(3) Special periodical survey interval = 4 yr. (fm date of installation)
To check
(i) insulation resistance of all elect equipment 'n' cireuit
(ii) UMS control syst.
(iii) alarms 'n' safety syst.
(iv) examinatio of control actuators.
- a motor providing rotary or linear motion

(7) Refrigeration Plant Survey

 (1) 1 yr interval fm. date of installation
(2) Special Periodical Survey → 5 yr. interval fm. date of installation
(3) Survey
(i) general examination of M/C, compressor, 'n' prime movers. (to open-up)
(ii) primacy syst. to leak - test
(iii) brine cooling coils to pr. test (6.3 kg / cm2)
(iv) insulation check.

(8) Damage Survey

(1) Survey done by surveyor @ the request of owner (or) his agent due to the damage of hull,
M/C (or) equipment which can effect to seaworthiness (or) class of ships
(2) All repairs to be carried -out by surveyards satisfaction.

I When damage occurs damage repair procedure (for insurance clain , @ port)
(1) The vessel must be classed
(2) The port must have facilities of (i) class society (ii) underwriter surveyor (iii) repair firms
(3) Invite class surgeyor
(4) Invite underwriter surveyor
(5) Both surveyor, surveys the damage
(6) Carried-out repair (as per class requirement)
(7) Both surveyor check, after epair has been completed
(8) Quotation of repair 'n' repair cost submitted to underwriter surveyor, to negotiate any
reduction that may appear necessary.
(9) Repair bill must be endosed by the underwriter surveyor for insurance claim
(10) Class surveyor issued the "interim certi" (comfirm class of M/C)
(11) Log abstracts, damage report must be submitted to class surveyor 'n' owner.

If port in small (or) class surveyor not available:

(1) call next best surveyor ( fm other class)
(2) No surveyor @ port
damage survey carry-out by 2 C/E of same flag (port of registry) but should not be same Co.
to avoid biased-report.
(3) Full damage detail reports must be given

For insurance claim purpose (CLUDS) (Submit to superitendent)

(1) C/E 's damage report
 (2) log abstract
(3) damage report form
(4) clas surveyor's recommondation
(5) Underwriter surveyor remarks 'n' repair bill.

When damage occure, what action will you taken as C/E ? (Like a damage @ sea)
(1) Slow down eng. to limit the damage 'n' stop after B/R give permission or clear passage.
(2) find-out source 'n'extent of damage
(3) to consider ship-staff can repair or not (continues)
(4) to consider how to proceed the voyage or not
(5) Inform present situation to H.O 'n' take instruction
(6) Record exact Date, time, pos" of ship, voy. No.
(7) Take all the pictures of damae for evidence
(8) After temparay (or) proper repair, proceed the voy. under suitable spead
(9) Prepare detail damage report 'n' submit H.O

C/E damage report

(1) date, time, approximate ship pos", voy. No.
(2) where damage occurs
(3) extent of damage (detail in pos:", parts No., measurement ) + photograph
(4) causes of damage
(5) H.O confirmation 'n' approval for maj. repair
(6) action to be taken
(7) result of repaired cond",. (detail statement of cl. conct". Bd 'n' ofter repair etc.)
(8) used spares 'n' refd. spare to be ordered
(9) training 'n' instruction (to present reocurance)

Insurance clain purpose (CLUDS) (Submit to superitendent Esy:)

(1) C/E damage report
(2) log abstract
(3) damage report form (for insurance claim)
(4) class surveyor recommondation
(5) Underwriter surveyor remarks 'n' Repair Bill
Note of protest
- it is decleration that damage or loss have occured thro' the outside of ship control (eg. stress
of overather/ sea)
Caritation
This is the formation 'n' collapse of vapour filled cavities or bubbles which occurs as a result
of certain pr. variations. It can occur on prop., P/P impellers 'n' control v/v disc esulting in errosion of the
material.

(9) Tail shaft Survey

(1) For water lubricated S/T → single screw = 3 yr.
twin screw = 4 yr.
(2) For oil lubricate S/T → = 4 yr.
(3) Other shaft → every 2 yr (or) more frequently (considered by surveyor)
(4) Survey items
(i) complete withdrawing of tail shaft
(ii) prop. nut, tail shaft threadedend
(iii) cone, key, key way, carry-out approved crack detecting method for fore part of the
taper
(iv) tail shaft brg. wear
(v) stern bush 'n' brg
(vi) shaft sealing arrangement including L.O syst.
(vii) earthing device
(5) If CPP → opened- up for working parts 'n' survey
(6) Survey → sealing glangt = 5 yr.
(7) Monitoring → L.O analysis 'n' temp (high) 'n' oil level alarms (monthly)

I UHA NA Tg (19)
L.L Survey items
(1) atct way 'n' hatch covers, coaming
(2) Ventilators (closing arrangement )
(3) Eng. casing 'n' their opening (sky-light door)
(4) Air pipes on deck (flame traps)
(5) W/T doors stop v/v in W/T bulkhead (closing arrangement 'n' w fithtness)
(6) Scupper, v/v, disch pipe (corrosion 'n' leakage) (below freeboard deck)
(7) bulwarks, shutter, freeing port, guard rail (strength)
(8) gang way, cargo ports, (below freeboard deck)
(9) General cond' of hull
(10) drainage 'n' S/C arrangement 'n' their accessories
(11) L.L marking to be verified (measured by trimmel gaugl)
 Load line Survey (Constuction)
(1) carried out as 1st survey (when a new ship is completed)
(2) during this survey
(a) freeboard items to be examined 'n'
(b) load line marking to be verified
freeboard arrangement
cond" of assignment (are made in accordance è approved internatinal requlation 'n'
documentations)
(3) After through inspection → issued load line certi.
Validity → 5yr. (Subjected to Annual Survey)
(4) Annual Survey (should be hel) ± 3 months of Anniversary date of load line Certi.
(5) Purpose → ship constrution must meet the requirements of the LL convention.
Group of 4 categories
(a) structural strength
(b) weather hight integrity
(c) stability
(d) crew protection

C B4 Surveyor arrival on-board, foll:items must be efficient cond".

Following items should be inspected
(i) coaming 'n' closing appliance of hatch way (clips, bolts, packing, seal)
(ii) waterlightness of steel hatch cover 9hose test, >2kg/cm2, 1.5 m dist)
(iii) exposed eng. casing 'n' their openings. (sky light, fiddle opening, 'n'their arrangement)
(iv) coaring 'n' closing arrangement of ventilators (flap lever, lock pin)
(v) Air pipes on deck (closing arrangement, flame traps, ball v/vs)
(vi) W/T doors, stop v/vs in W/T Bulkhead (closing appliance)
(vii) Scupper 'n' their disch pipe 'n' v/v (below freeboard deck) (corrosion, leakage)
(viii) Bulworks, shutter, freeing ports, guard rails. (strength)
(ix) gang ways 'n' cargo ports (below freeboard)
(x) Geeral cond" of Hull
(xi) Drainage 'n' steering arrangement 'n' their accessories
(xii) Load line marking to be verified è existing load line certi. (trammel Gauge)

Load Line Certificate (every ship)

(1) issued after ship is built 'n' maintained thereafter according to the requirements of the
International Convention on Load Line (1966)
(2) issued by Admin. (or) Classification Society
 (3) Validity → 5 yr. (subject to Annual Survey)
(4) Certificate → posted on board ship skin.

Manning
(1) For the SOLAS reqd →all ships must be sufficiently 'n' effectively manned
(2) So that all ships shall be povided è → an appropriate safe manning doc.
(3) issued → by Admin.
(4) to ensure → minimum safe manning (comply è SOLAS requirement)

Load Line wkdif;&ef Trammel Gauge ( straight) &Sdw,f

r&Sd&if → ayBudK;eJYwkdif;r,f
Load Line udk tNrJwdkif;&ef →rvkdyg / (depend on surveyor) (Subject to annual survey)

1. Fireman's
2. Inter Shore Comn:
3. Fire Control plan, where to keep? What contain? Items Included?
4. Boat Drill, Fire Drill
5. Personal L.S.A
6. L.S.A
7. B.A
8. Emmer . Gen start (when black - out)
9. Fire Fighting for Tear.
10. CO flooding Syst (Adv, dis-adv, Maintenance, wt . of co2 bottle)
11. Splinter Syst (Operation , Rules, Tes, Colour code, Adv)
12. Fire defection in Alarm Syst.
13. Types of fire detector (smoke , Heat) pg - 9
14. Fire fighting (co2 flooding) - m/c space cargoi hold space non - portable free extingagtion?
15. co2 Rm. safety arrangement pg chem. foam/ air foam
16. E/R five fighting appliance ‘n’ regulation pg - 15
17. Regulation for fire extinguishers
18. Regulation in Requirements of co2 fixed installation.
19. Regulation in Requirements of fire hoses, Nozzles, ‘n’ Hydrants.
20. Capacity of fire P/p , Bilze P/p pg (18)
21. Emer fire P/p (Requirements) Pg (19)
22. Invest Gas (Contains) pg (20)
23. Safety drills ‘n’ Test
24. Uns requirements
 25. Exh. Trunk explosion
26. c/c relief door
27. O.M.D (Regulation)
28. s/g Regulation , Additional Requirements, Essential Requirements, safety devices
29. Emer seeing , Test (B4, Dep, B6 , 12 Hr Dep, Every’s months)
30. How prevent reverse rotation oif litle P/p (S/G P/P ) ?
31. Hunting Gear, Buffer spring , Pg (35)
32. Rofary vane (Adv, DB- adv), Jumping cl (How to get)
33. S/G (Leak Test, Air in Syst)
34. C/C explosion
35. Start Air Line Explosion
36. Seam dire

Fireman's outfit (SOLAS Reg. 17) (At Lest 2 must be O/B).

1. thermal protective clothing
2. boots is glovers of rubber (or) other electrically non-conduction material
3. a right helmet
4. an approved type hand held safety lamp. (approved type) (min . burning period 3 hr)
5. An are (satisfied by Admin) e insulated handle
6. B.A
7. fire - proof life - line in harness
8. to be stored readily accessible
9. Position/ crew known by every
10. Usage of the equipment should be known by every crew 'n' sufficient drill

International Shore Connection (SOLAS Reg. 19)

1. The comn. of water supply fm . the shore for fighting purpose when out - of power fm. m./c
space especially during dry - docking.
2. Ship > 500 6 Rt > Provide at least 1 international shore comn :
3. 0.0 = 178 mm
I.D = 64 mm
Bolt dia = 132 mm
Slots in flange = 4 helds, 19 mm dia.
range thinckness = 14.5 mm (min)
botts 'n' nuts = 4, each of 16 mm. dia, 50 mn in length , 8 washers
4. material = steel or other suitable material (1.0 N/ mm)
Location in the fire control station location in known by every crew. ~10 Bar
Fire Control Plan. (SOLAS regulation 20) (for all ships)
1. In all ships, general arrangement plan shall be permanently exhibited on board for the
guidance the sips of officer each deck control station, fire defection 'n ' alum syst, FFA , means of access
, solution syst, pos of damper , etc)
2. and Outsitd the deck -house (opposed to gang way of both sides) prominently marked
weather tight enclosure for assistance of shore fire brigade.
3. Language > English (or) French

Fire Control Plan - (General arrangement)

1. includes each deck fire control station
2. various fire section enclose by both class 'A' 'n' class 'B' divisions
3. particulars of fire defection 'n' alarm syst.
4. sprinkler installation 'n' five ektinjuishing appliacne
5. means of acces to different compartments, decks etc.
6. ventilation syst. including pons'n' Nos. of fain controls 'n' dampers.

Fire Dirll
1. it should be carried- out at lest once a month.
2. it more than 25% crews did not participate in the last drill, it must be carried - out within 24
Hrs.
after departure.
3. each five drill include
i. report to station 'n' prepare duties according to muster list.
ii. start a fire P/p using @ least 2 jut of water to ensure all are good order.
iii. check of fire man outfit 'n' personal rescue equipment.
iv. check the relevant communication equipment.
v check the operation of W/T doors, fire doors 'n' fire dampers.

Boat Drill
1. carried - out at least once a month.
2. more than 25% crew did not participate > withing 24 Hrs. departures.
3. Include.
i. report to station , prepare duties according to muster list.
ii. wear the suitable dress, such as life jacket, helmet, safety shoes, boiler suit, etc
iii. check the correct wearing of life jackets.
 iv. after preparation , stating 'n' operating the life boat eng. , operation of davits use for
launching.
v. Lowering of at least one life boat.

Personal Life - Saving Appliances. (Reg. 31,32,33,34)

1. Life - buoys
2. Life - jackets
3. Immersion Suits. (reduces the body heat - loss of person in cold water)
4. Formula protective aids. (is a bay or suit of waterproof mateianl e low thermal conductivity)

Life - Saving appliance. (Reg . 31~ 53) (LSA)

1. Life - buys
2. Life - jackets
3. Immeration suits.
4. Turrnal Protective aids
5. Rocket parachute flares
6. Hand flares
7. Buoyant smoke singles
8. Life - raft (Inflatable Life raft, rigid life rafts)
9. Life boat
10. rescue - boat (can be one of life boat)
11. Launching 'n ' emboration appliances
12. Line - throwing appliance
13. general emer alarm syst.
14. training manual 'n' instruction for on - board maintenance.
15. Muster List 'n' emerm. instruction.

Life boat propulsion Chap. III Keg. 41. Pg - 341

1. F.O flash pt = 43ºC or less (closed cup lest)
2. manula or prostrating, independent rechargeable energy source
(-15ºC, withing 2 min can be started)
3. Mg. shall be capable 5 min after starting fm. cold e the life boat out of water (operating)
4. flooded upto & to c/s operable
5. propeller disengaged fm eng. (Att, STERN)
6. exh pipe prevent fm. water ingress into eng. @ normal operation
7. fuel , 6 kts fully loaded, not less than the capacity
8. Speed full load 6 Ktz.
 9. Towing 25 person @ least 2 kts.

B.A
1. all ships, at least 2 set of B.A O/B
2. a spore charge for BA
3. One must be sotred pilot house 'n'
the other must be outside 'n' adjacent to the m/c space entrance
4. each B.A must have a harness of fire proof life live e sufficient length
5. Types (i) smoke mask
(ii) self contained compressed air operated B.A (CABA)
(iii) gas mask (not fit for fire fighting purpose)
(i) Smoke mask consists (i) suitable air p/p
(ii) sufficiently length (<36 m ) air house
(iii) face mask
II self contained C.A.B.A consists
(i) face mask e including tube, exhaling v/v (consume 80%)
(ii) compressed air cyl e v/v 'n' pr gange, regulator 'n' alarm
(iii) fire proof life line (snap hook)
(iv) each cyl contain (air v = 1200 Hrs (or) working time 30 min pr = 138 bar
(v) a number of spare charge
Emergency Generator Start when Black - Out.
1. Normally emer gne in autonomically cut - in when main power fail.
2. Tw stating in initiated by start - up relay
3. Falling of frequency or voltage of main power causes the state - up relay to operate the gen. starting
equipment.
4. If this syst. failed switching the MODE selector to manual (local) position, gen. can be started
manually by means of back - up starting equipment withing 30 min. of battery transitional lighting.
5. Saturday Routine, Auto - cut in test run solenoid switch line v/v (or) switch

Fire fighting For Tsar.

1. M/c space - co2 or foam fixed installing
2. cargo deck area - fixed deck foam syst. for cargo area
3. P/p room - must be protected foam installation (or) co2
4. accommodation front - water wall.

Emer drill signal

co2 - continuous ring of Topping
Fire 'n' emer continuance ring of general alarm
Boat Fire Drill 7 short blast followed by one long blast
Aberdeen ship - master order
Man O/b 3 long blast 'n' P/A

What is Safety plan?

1. fire control plan
2. life saving plan

'A' Class Division

1. formed by bulkheads 'n' decks
2. constructed of steel or other equivalent material
3. Preventing the passage of smoke 'n' flame to the end of the 1Hr std fire test
4. insulated e approved non- combustible materials.
5. Admin may regd a test of prototype division

'B' Class Division

1. Formed by bulkheads, decks , ceiling or linings
2. constructed of approved non-combustible material
3. preventing the passage of flame to the end of the 1st ½ Hr of the fire test
4. insulated e approved non-combustible materials
5. Admin may regd a test of prototype division

Adv of co2 Flooding Syst.

1. can permeate throughout the space
2. after discharging, it leaves no residue 'n' no damage to other parts.
3. no hazard for electrical equipment.

Dis - adv of CO Flooding syst.

1. Just suitable for confined space , need sealing totally the space.
2. fatal to life
3. reiguibox can occurred after fire is completely died - out
4. no cooling effect, only extinguished by smoothing 'n' inhibiting

Maintenance of co2 Flooding Syst.

1. Weekly inspection for alarm syst.
2. five ventilation syst. (by each fan) 'n' inlet duct must be @ the both of the co2 room.
3. all the co2 bottle should be weighed yearly (if 10% loss of wt) recharged them) (or)
level should be checked by ultraonic defector.
4. all the taggle, pullay, wire must be free fm. dirt, seals 'n' well lubricated.
5. co2 branch pipe 'n' disch nozzle should be cleared in compressed air (2 yr interval)
6. co2 should be not exposed 60ºc

How to wt . co2 bottle?

- Should be wt. yearly. (by a special weighinp device designed for this purpose).
- It is like a Chinese balance 'n' has a reference mark.
- to determine 10% loss of wt.
- co2 bottles (hyd test) = 228 Bar

Operation of Spincler Syst. (Defecting 'n' extinguishing)

1. By regulation, passenger ship more than 36 person shall be provided e automatic spincler syst.
2. Each sprinkler head quartzite v/v seal the outlet of water pipe.
3. The V/v is paretically filled e special fluid so that a rise in Rm.temp will expand the liq 'n' the v/v
will burst. So that the period CO spray in disch fm sprinkler head.
4. Water under pr. flow-out fm. sprinkler syst. (pr. 31~ Ban in maintained in F.W Tc by air pm.
5. Sprinkler head can cover a floor area about 16m2.
6. Resultant pr. drop cause 'n' alarm to sound on the B/R 'n' control board.
7. When Pm drop 5 Bar the S.W P/p automatically start 'n' continuously water supply.

Rules for sprinkler Syst.

1. No. of head not more than 200 per section.
2. They are spaced not more than 4 m apart.
3. 2 m from any bulkhead fm . shipside
4. At least 2 course of power supply automatic alarm syst. 'n' S.W P/p

Testing. (carry - out weekly)

1. close section supply v/v 'n' open the section testing v/v (alarm must be operated)
2. close the P/p outlet , open P/p testing v/v s.w P/p .
(S.W must be automatically start).

Colour Code. (Sprinkler)

Red 68º C
Yellow 79ºC
Green 93ºC
Blue 141ºC
Violet 182ºC
Adv. Of Sprinkler Syst.
1. Self. fire defection 'n' immediately automatically operation @ all time
2. No harmful to human Life
3. No need to seal the space
4. After using no need to clean the media.

Fire Defectin 'n' Alarm Syst. (Requirements)

1. This syst e manual call pt. must be able to operate immediately @ all time.
2. A visual 'n' audible single must be provided for power failure.
3. 2 Course of Power supply must be provided.
4. The control panel should be located on B/R , in main fire control station.

Smoke Defection
1. co2 fixed, installation may incorporate a smoke sampling syst.
2. fire can be delegated @ the defecting cabinet @ wheelhouse.
3. Each cargo compartment comment to abient e individual small bore piping by suct---fam.
4. Samples of air fm. each cargo space continually dream-up to cabinet'n' disch to W/H or atm.
throw a diverting V/v.
5. Thus , smoke fm a fire in ray cargo space can be deleted in early stage.
6. Deleting cabinet is fitted e combined visual 'n' audible alarm.
7. A 3-way v/v fitted an each pipe line below the cabinet, normally open bet. the cargo space and
cabinet.
8. When smoke is detected requisite v/u in turned, thus isolate the cabinet 'n' open the pipe to cyl.
battery ready to convey co2 to the cargo space on fire.
9. In this way, same syst. of piping in used for smoke defectum as well as fire extinguishing.

Smoke Defectors.
1. miainly used in (i) M/c Space (ii) cargo space (iii) accommodations areas.
2. Operated @
(i) when smoke obscures a beam of light falling on a photoelectric cell
(ii) when a beam of light in seaftered by smoke 'n' caused of face on photocell.
3. Smoke defectors may be :
(i) Light seaflered type 'n'
(ii) Light obscuration type used in mod syst.
4. Smoke may be present w/o much heat of any flame, hence these defectors give very early warning
of fire.
5. regd. to operate B4 the smoke density execeds 12.5 % observation per meter, but not until the
smoke density execeds 2% observation per meter.

Light Seater Type Reed pg (297)

1. Photo - cell 'n' semi - conductor intermittently flushing light are separated by barrier.
2. They are housed in enclosure which allows smoke to enter but not height.
3. When smoke enter, light in scattered around the brainier onto photo cell to trigger the alarm.
4. B4 smoke density exceed 12.5% obscuration per meter, but not until smoke density exceed 2%.

Heat Detectors.
1. Used in (i) galley (ii) Laundry (iii) blur rooms.
2. heat detectors may be
(i) fixed tempt. detectors
(ii) rate of tamp. rise detectors
(iii) combination of previous two.
3. heat detectors to operate B4 the tempt. exceeds 78ºC but not until the tempt. Excess 540ºC , when
temp. is raised to those limits @ a rate less than 1ºC per minute.

Bi metal coil Type (rate of temp rise) (Reed's Pg - 295)

1. 2 bi - meatal coils are attached to virtu support bracket.
2. They are encased in protective metal cap
3. When temp increases, one coil move faster to close the gap 'n' the other coil moves to maintain the
gap.
4. At sufficient temp. The gap close 'n' alarm sound.
5. B4 temp exceeds 70º C not until trap 55ºC

1. done by master
2. released biss (c/Eor 2/E)
3. open cabint door > alarm will sound. > E/R fan will stop.
4. count E/R person
5. shut > all opening (flaps , dampers)
6. shut > all quick closing v/v (fm remote)
7. open > Master v/v
8. open > pilot cyl. (pull handle)
9. co2 released to operate the gang release cyl.
10. so , that, all co2 will quick release (total flooding cyl)
to M/c space
11. By Regu : for M/c space 35% cap. must released within 2 min.

CO2 portable fire extinguished

1. use upright pose.
2. pull safety clip out
3. knob stuck
4. fire by something (displaces or dilutes the CO2 in the air)
5. fire for indoo fires flammable liq. 'B'
6. air upstream elect ' C'
7. Blower shut, only one door left open carbonaceous material . '4'
8. direct

Dry Powdered 'B'

1. fire for flammable lie> else 'c'
2. Use upright posa
3. removed safety clip
4. knob struck
5. by smoothing effect / chain breaking.
6. direct
Foam 'B' Chem : Foam
1. fire for in inflamed lip. 1. fire for inflammable liq.
2. Use upright pos 2. turn upside down
3. Knob struck 3. by something effect
4. by smoothing effect, also cooling effect 4. Indirectly

Soda - acid (under) Halen

1. fire for carfronaceous substances 'A' 1. Chain breaking / smotheing
2. use upright pos 2. fire for Class 'C'
3. by cooling effect

1. Can be defected by smoke detector

2. done by master
3. C/o 3 way v/v to co2 disch line.
4. Open quick opening v/v alarm will sound
5. Count person
6. Seal - off > cargo space (fan, damper, hatch cover)
7. Manual operation Procedure
i. Release the correct amount of co2 bottle to concern cargo space
ii. Topping - up procedure must be followed

Halon Bos fix fire extinguishing Syst

1. Halon gas is 5.2 heavior than air

2. As per SOLAS Reg :
(i) used in M/C space, P/p Rm. 'n' in cargo space. (for car carnier)
(ii) B4 release , stop ventilation fam
(iii) B4 release, close fire dampers
(iv) discharge > min qty into space (20 sec. or less)
(v) of Halon calculated @ 0.16 m3 / Kg
(vi) Concentraction 5N 7%
(vii) fitted automatic pr. relief device 'n' pr gauge (each container)
(iv) not more than 2 noz fitted on each container
3. 5% loss of wt . > recharge
4. 10% loss of pr. > recharge
5. used in Elect fire . (Class A, B, C)
Halon conceutration 5~7% instad of 35~40 % of co2
Adv. than co2 fire fightiy.
1. exh fan> ventation
2. saftety v/v > fitted @ disch line of pilot cyl
3. relief v/v > fitted @ disch line of each line fam the cyl.
4. check v/v > fitted @ conn: pipe let, the disch v/v of each cyl : 'n' mainfold.
5. combained burshin disc / seal > fitted @ each bottle
6. pr. gange 'n' pr. alarm > fitted @ each bottle mainfold.
7. cut. (yearly)
8. level
9. grace (or) Lubrization
10. line or blow (2 yearly)
11. weekly test for alarm syst.
12. burshing disce (fitted each bottle)

Outer container = NHCO3 soln e foam making substance

inner container = AL2 (SO4)3 sol
Outer Container = water
Inner Container = air foam concentration

Chem : Foam
(acid AL2(SO4)3) + 6NaHCo3 > 2 AL (OH)3 + 2 Na2 So4 + 6 Co2
1. CO2 + foam (slo n)
2.
3. Use in inverted posn (upside down)
4. foam bubbles are filled e co2
5. expan : ratio = 8:1
foam to liq.
6. dist = 20 ~ 30'

Mech . Foam (or) Air Foam

(water + air foam concentration) > air aerated
1. water + foam sdn.
air aerated
2. use uprght pos (by co2 propellent) low expa : foam
3. No chem : action only mechanical 8:1 UHA
4. expan ratio = 30: 1 (cv : foam compound)
producing = 200 : 1 (foam to compound )
5. foam bubbles are fitted e ari
6. dist 23 ft.

9 ~ 13.5 ltr
Portable fire extinpuishers
1. Soda - acid (water extingisher)
2. Chem - foam 'n' Air foan
3. CO2
4. dry powder
5. Halongenated Hydrocarbon (Halen 1211 BCF).

45 ~ 135 ltv.
Non . Portable fire extinguishers
1. foam
2. co2
3. dry - powder
Cap . 1 . 45 ltr . 135 ltr. for foam
2. 16 kg . 45 kg for co2
1 gal = 4.5 ltr
E/R fire extinguishing medium.
1. For Boiler Rm.
i. at least 2 portable foam oxtinguishers (or) equivalent.
ii. Not less than one approved foam type extinguishers of at least 135ltr capcity or
equivalent.
iii. at least one set of foam applicator unit i one spare K of 20 ltr foam making liq.
iv. a box of sand (or) other approved dry. material

2. For m/c space

i. at least 2 portable foam extinguishers (or) equivalent located at not more than 10m walking
distacne
ii. At least 45 ltr capcity foam extinguishers (or) equivalent.
iii. at least one set of foam applicator unit i one spare of 20 ltrs foam making liq.

3. For C/R > Sufficient No of co2 portable fire exingnishers

i. Sufficient No. of CO2 portable fire extinguishers.
No. of portable
fire extinguishers = one for every 1000 Bttp + one

Extinguishing Medium Reocmmended for use on fires.

1. (soda - acid) Water (Red colour) wood, paper , textile 'n' similar materials
2. Foam (Cream Colour) wood, paper, textile 'n' flammable liq.
Dry Powder / Dry Chem. (std) flammable liq, elect equipment'n' flammable gases
4. Dry Powder / Dry. Chem Same as No. 2+3
(multiple or general purpose)
5.Dry Powder / Dry Chem Combustible metals
(metal)
6.CO2 (Black Colour) Same as No. (3)
7. Halogenated Hydrocarbons Same as No. (3) B, C
(Halon) (Green Colour)

Class of fire
Class 'A' > ordinary combustible materials
(use water , co2) (such as wood, cloth, paper, rubbe , 'n' many plashies)
Class 'B' > flammable liq, oil, grease , tars , oil base pairts , lacques 'n'
(use water , co2 foam, dry chem) flammable gas. oil
Class ' C' > elect equipment
(use co2, Halon , dry chem)
Class 'D' > combushible matals (such as Mg , Ti , Zn , Na , Li , K)
(use dry powder)
3 method of fire extinguishion
1. starving (by remaining the fuel)
2. smotheing (by removing the co2)
3. cooling (by removing heat)

By H.P calculation
No. of portable
fire extinguishers = one for every 1000 B + LP + one
1. approved type 'n' design
2. provided spare charges (specified by Admin)
3. extinguishing medium not danger to person
4. periodically examined 'n' test
5. stored near the entrance
6. > 100 GRT , carry > at least 5 portable fire extinguishers.
7. Accom:space, serv. space, control station > No. of extinguishers > by Admin.

Regulation 'n' Requiements of '' Fire Hoses", ''Nog". 'n' "Hydrants".

Hooses.
1. Use non-perishable material approved by the Administration.
2. Suffcient length to project a jet of water to any of the sapces.
3. Max. lenght to safisty by Admin.
4. In > 1000 GRT cargo ship,
hoses to be provided, one for each 30m length of the ship 'n' one spare (but not less than 5
Nos. in total.)
This No. does not include in any engine or blr room.
5. < 1000 GRT cargo ship,
No. of hoses to be satisfied by Admin.

Nozzles.
1. Std. noz sizes, 12mm, 16mm, 19mm or as near as possible.
2. For accomoclation 'n' service spaces, use Max. 12mm . noz.
3. For M/c spaces 'n' exterior locations, use max. 19 mm noz.
4. All noz. shall be approved dual purposed type (spary / jet) incorporating a shut- off.

Hydrants.
1. at least 2 Nos. are reqd 'n' should be sufficient qty. to reach any part of the ship or E/R

Hoses
1. non-perishable material
2. sufficient length (any space)
3. max. length (satisfy by Admin)
4. Cargo ship > 1000 GRT > 1 for every 30m length + one Spare
(but not less than 5 Nos. in total)
5. Cargo ship> 1000 GRT > No. of hoses (satisfy by Admin)

Nozzles
1. Size 12,16 19mm
2. For accom : space, use max. 12mm noz.
3. for M/c space, use max . 19 mm noz.
4. All Noz, approved dual purposed type (spary /jet) e shut. off.
Hydrants.
1. at least 2 nos. reqd (sufficient qty to reach any part of ship or E/R)

When E/R fire, take action

When fire break - out (if the fire is small)
1. fird the origin of fire
2. inforrm to C/E 'n' all E/R members
3. restrict it not to sprad out if possible 'n' extinet if on the sport e portable or by another
means
4. In practive, as soon as noticing of the break out of fire, the fire alarm emergency alarm
must be activated B4 tacking any action.

If fire in considerable 'n' immense.

1. Sound fire alarm syst.
2. Evacuate all E/R staff, count then 'n' assign them as per Master List.
3. remode stopping of all fuel P/ps
4. remode closing of all quick closiing v/v
5. remode closing of all skylight door 'n' E/R all W/T doors.
6. remode closing of all E/R ventilation dampers
7. Prime mover in all M/c to be stopped
8. All E/R entry 'n' exit doors to be closed
9. All ventilation fans in T/K to be stopped
10. Fire fighting fixed installaition syst. to be operated by C/E or 2/E (command by water)

Bilge P/p Cap. = Q = 5.75 (dm)2 (m3 / Hr)

where , dm = 1.0 of main bilze line in mm = 1.68 L(B+D) + 25 mm
Capacity of fire P/p = for passenger ship = 2/3 of the bilge P/p capcity
for cargo ship = 4/3of the bilge P/p capcity

Emer . Fire P/P

Fun > incase, fire in any compartment could put all P/p out of fun
it will operate independently of all main power sources.
Regd > passenger ship > 1000 GRT
cargo ship > 2000 GRT
Power > self - cooled I.C engine (or) power motor drive
(Power fm. Emer. S.B or Emer gen).
Starting > D/ G (or) (even @ 0ºC ambient wnd)
Location > (i) no direct access fm. m/c space.
(ii) bowndary space must be insulated
(iii) ventilation arrangement provided
(iv) own sea chest
(v) above S.W level , provided e prim syst.

P/p Cap > 1.25m3 /Hr (or) Not less than 40% of total cap. of main fire P/p
2. 2Nos., ½'' bore jet e horiz throw >40' (fm any parts of ship)
3. operating pr. @ any hydrant > 0.25 N/mm2

Fuel Cap > 1. at least 3 Hr for full load

2. Reserve at least 15 Hr for full load. (outside of M/c spaces)
1. Arrangement of isolatin v/v fm. fire main lin in - case of failuse
2. toatal sut. head of the P/p = < 4.5 m under all cond of list 'n' trim

Inert Gas
 A gas or vapour which will not support combn 'n' will not react e cargo (such as N2 CO2 'n'
blr. flue gas

Inerting
Filling 'n' maintaing the cargo Tc 'n' associated piping syst e inert gas.

Composition
N2 = 85 %
Co2 = 14~15% O2 content > Less than 5% O2
O2 = 0~1%
CO = Nill

Remainder = unburant hydro - carbons 'n' oxides of N2 In cargo Tc = <8% by

In Syst. = > 5% by

Purpose
1. to prevent dangerous accumulation of explosive gas in cargo Tc
2. to minimize the risk of ignition (fm. generation of static electricity. )

Method of Production
1. by J.G generator (burn D.O 'n' washed in cooling chamber)
2. by Hr flue gas. (washing 'n' cooling blr fhce gas)

Adv.
1. No explosive mixtures can form in the Tc
2. reduce corrosion
3. voy-cleaing of Tc is unnecessary
4. reduce pumpiry time because of the five in the Tc all the time.
I.G generator (Operation)

Fire Fighting Equipment for M/c space

1. Portable fire extinguisher (Co2 , foam, dry powder) = (one for 1000 HP + one)
- capcity 9 ltr 'n' not more than 13.5 ltr
- @ least 2 Nos. (or) every 10 m walking distance (or) > 1000 GRT > at least
Nos.
2. Non portable fire extinguisher (foam)
- capacity 135 HR (or ) 45 HR
 - 2 Nos. (Blr Rm) + (M/c space)
3. One fixed installation (CO2 (or) 10 am (or) pr water)
4. Sand box 'n' scop . (Btr room)
5. at least 2.Nos of fire hydrants hoses (@ every floor)
6. Protable foam applicator one for B/r (or) one for M/C space 20 lts space foam making Liq.
7. drip pans 'n' trays for every F.O 'n' L.O Tcs.
8. Montaining , defection 'n' alarm syst
9. a emer fire P/p (passenger >1000 GRT/ cargo >(cap 25m3/Hr.(or)40%of total cap of fire P/p) Pr>
0.25N/mm2
10. International shore com: (> 500 GRT > @ Least 1No.)
11. I.G Syst. (Tcer >20,000 GRT >fitted)
12. at least 2 fire man outfits.
13. at least 2 fire man outfits.
14. emer trip
15. fire control plan 'n' drill
16. 2Nos main fire P/p for cargo ship> 100 GRT (> Nos) (Cap>25m3/ Hr 'n' 180m3/Hr)
17. B.A set.(@ lest 2 Nos.)

Regulation 'n' Requirements of Co2 firxed Installation.

1. For cargo space, CO2 qty. shall be sufficient to give a mimmum of free gas equal to 30% of the
gross V of the largest cargo so protected.
2. For M/C space, CO2 qty shall be suffcient to give a mimimum of free gas equal to 40% of the gross
V of the largest M/c space so protected. (including the casing
3. For cargo ships <2000 GRT
excluding the casing > 35%
including the casing > 30%
4. of free co2 shall be calculated @ 0.56m3/ kg.
5. For M/c space, 25% of the gas can be disch into the space within 2 min.
wt of co2 / bottle = 45 kg / bottle (Capacity)
free gas vol of co2 = 0.56 m3/kg
Calculation of Co2 Bottle p= 0.30 x gross of Cargo Space = A bottle
0.56 x 45
For M/c space = 0.40 gross of large m/c space = B bottle
0.56 x 45

Inert Gas Syst. (SOLAS Regulation 62)

1. For Tcet 20,000 DWT 'n' upwards must be provided e J.G Systs.
2. In cargo Tc, O2, content in atm: must be maintianined not more not more than 8% by v.
3. In Syst, must deliver J.G e O2 content not more than 5% by v.
4. The Syst must deliver I.G to cargo @ a rate of at least 125% of the max. rate of disch capacity of
the ship by .
5. At least one Pr. / vaceuum device must be provided on I.G supply
(to prevent (i) five pr. (ii) ive - pr)
6. At least 2 non-return device must be provided in main supply line.
(to prevent return of hydrocarbon vapour into m/c space)
7. Instrument should have,
(i) Pr. of inert gas supply
(ii) O2 content of inert gas. s
8. Audible 'n' visual alarms shall be provided.
(i) Low water pr.
(ii) high water level
(iii) high gas temp.
(iv) failure of I.G blower
(v) O2 content > 8% by
(vi) power failure
(vii) low water level
(ix) high gas pr.
9. Dentail istruction manual.
P.V v/v (Pr. cacuum v/v)
1. a v/v fitted to the vapour pipeline fm a cargo Tc.
2. In the event of overpressure it will permit safe venling of vapour.
3. In the event of a partical vaccuam it will enable air to be drawn into the Tc.
4. it equalize pr. differentials caused by temp 'n' changes during transport 'n' storage.
5. A dual purpose v/v , which is incoporated in cargo Tc venting syst oif Tcers.

I.G genuator (Operation)

1. consish of horizontal furance line e brick, surnuuted by water jacket
2. This is coonnected to a vertical comb chambetr in which water sprayers 'n' baffes are fitted.
3. A.w cool.diseal eng. drives a fuel P/p , air blower 'n' elect gen. which drives the S.W P/p.
4. The oil burner is lit by high tension electrodes 'n' oil pr is controlled by const. pr regular e control
v/v.
5. Control pannel incorportants instrumentationi syst. e co2 recorder, pr. gauges, water 'n' oil fuel syst.
alarms,
6. The comb chamber is pressurized about 0.3~0.6 bar, so that after passing thro washing 'n' cooling
chamber where excess carbon 'n' sulphur gases are removed , the temp is reduced to 2ºC above s.w temp.
7. The syst. must deliver Invert Gas to cargo Tc@ a rate of at least 125% of the max. rate of disch cap
of the ship by .
8. An approximate analysis of gas generated ;
O2 = O~1%
Co = Nil
CO2 = 14 ~ 15 %
N2 = 85%
Remainder, unburnt hydrocarbons 'n' oxides of nitrogen.
Safety Drills 'n' tests.
Within 12 Hrs B4 deparature.
1. S/G testing 'n' checking
2. periodical checking of Navigation equipment.

At Weekly
1. All life boats, life raft to be visually checked for immedicate used
2. One of the life - boat to swing - out at least 50% into water
3. Life boat engine to be test run for 2 main in both ahead 'n' astern running.
4. To least general alarm syst; CO2 alarm, fire alarm, refigerated room alarm.
5. Skylight doors 'n' all w/c door to be tested
6. emer. fire P/p emer gen, light should be tested

At once a month
1. All LSA
2. Boat drill
3. Fire drill

At least every 2 months

1. Oil pollubion drill (Soped drill)
2. rescue fm. enclosed space drill

At least every 3 months

1. lowering the life boat 'n' around the vessel
2. emer. steering drill
3. line throwing demonstation
4. ever fuel cut off , ventilator cut off 'n' fire-damper release.
UMS requirements.
1. fire precution (alarms , equipments, defecting syst)
2. protection against flooding (bilge syst) (level , alarm, P/p auto)
3. Control of propoulision from the navigation bridge (pm, cpp, pitch angle , speed congrol, emeer
stop.s
4. safety syst. (auto slow down, auto shutl-down over ride syst)
5. alarm syst.
6. special requirement for m/c blr 'n' blr installation.
7. communeation (B/R/C/R, Engrn cabin, common room alarm 'n' indication syst.)
(1) Fire Precaution
alarms should be provided for;
(i) blr air supply casing 'n' uptakes
(ii) in scav air belt of M/E
(iii) defectors for C/c of engine more than 2250 kw. (omo)
(2) Protection against flooding
(i) high level alarm of bilge well
(ii) bilge P/p should be automatically started 'n' defector should be provided for long run
(or) frequent starting of brige P/p
(iii) blilge injection syst. to be operated fm. remote level.
(3) Safety Syst.
(i) If serious malfunction occures in blr or m/c auto shut-down the defective M/c and alarm
must be given.
(ii) Except in very dangerous cases, shut - down of propulsive M/c shall not be activated.
(iii) If overriding syst. are provided for M/E, Protection for inadvertent operation must be
fitted. Visual indicator must be fitted to indicated when override has be activated.

(4) Control of Propulation engine fm. Bridge.

(i) The pitch of the propeller shall be controlled by B/R in any cond.
(ii) The above control should be performed by engine controller, including protection for engine
overlading.
(iiii) an emer. stopping device on the bridge for M/Ee
(iv) Orders fm B/R shall be indicated in C/R 'n' Eng side control.
(v) Remote control must be done only fm. one location.
Interlocking device must be fitted.
Indictor should be fitted to show the control Pos. '
(vi) Eng. must be locally controlled in emer. case.
 (vii) Falure of control syst. must be shown by alarm.
(viii) Indicator on B/R must be fitted for
- prop speed, direction (for FPP)
- Prop. Speed , ptich angle (for CPP)
(ix) No. of starts for M/E must be limited.
Alarm should be provided for low starting air pr.

5. Communication
A reliable vocal communication provided bet. C/R or M/E control position , B/R 'n'duty E/R.

6. Alarm Syst.
Alarm should be indicated any fault 'n' shall be:
(i) capable of audible alarm in E/R , C/R , also visual indicators for each seperate alarm.
(ii) have connection to Eng public Rm. 'n' to each Engr cabin thro a selector switch
(iii) Audiable 'n' usual alarm. should be fitted on B/R for necessary items which regd. Officer's
attentaion.
(iv) Alarm syst. must be designed on fail to safety principle.
(v) When alarm is not receivedd in limied time, Eng alarm must be fitted.
(vi) Alarm syst. must be provided e atternate power supply.
(vii) Alarm for normal power failure should be provided.
(viii) Alarm should be indicate more than one fault w/o distiguishing.
(ix) Alarm should be acknonwledged but visul inlication of indivdual alarm must be remained
will the fault is correct. After correction alarm should be reset to normal operatoin automatically.
Dead ship cond is the cond under wich the main propulsioin plant, blrs 'n' cuse. are not in
operatin due to the absence of power.
Max. ahead serv. speed is the greatest speed which the ship in designed to maaintain is serv
@ sea @ the despest seagoing draught.
Deadweight is the difference is fonnes bet. the (displacement) of a ship in water of a S.G of
1.025@ the load waterline corresponding to the assigned summer freeboard 'n' lightweight of the ship.
Lightweight is the displacement of a ship in tonnes w/o cargo , fuel , L.o ballest water, F.W
'n' feeduwater in Tcs, consumable stores, 'n' passengers 'n' crew 'n' their effects.

Exh. Truck Explosion

Causes : F.9 (or) C/O
(1) accumulationm of unburant fuel (dueto incomplete combn)
(2) carried over cyl.oil due to exces cyl. lubircation.
(3) heat sourea fm > exh. v/v leakage
Indication
(1) T/c over - run
(2) abnormally high scav. air pr.
Effects.
(1) T/c brg, casing damage
(2) E/R fire can cause
Remedies.
(1) stop M/E 'n' cool down
(2) defective F.V should be changed
(3) defective exh. v/v should be changed
(4) complete combn, should be maintanined at all times.
Marine Machineries (SOLAS 74)
-are designedd to operated when the ship is upright 'n' when inelned @ any angle of list upto and
including
15' either way under stalic cond 'n'
22.5 under dynamic cond (rolling)
7.5 under dynamaic cond (pitching)
C/c Relief door (SOLAS Regulation 27)
1. I.C engines of a cyl . dia . of 20mm or a c/c of 0.6 m3 'n' above shall be provided e c/c explosion
relief v/vs of a suitable type e sufficient relief area.
2. The relief v/vs shall bew arranged or provided e means to ensure that disch for them is so directed
as to minimize the possibility of injury to perrsonnel.
O.M.D (SOLAS Regulation 47)
1. I.C engines of 2,250 kw 'n' above or having cyls of more than 300mm bore shall be provided e c/c
O.M.D (or) engine brg. temp. monitons (or) equivalent devices.

Requirement for c/c relief v/v

(1) Eng cyl dia not more than 30 cm > very strong c/c door 'n' @ each end have relief v/v
(2) Eng cyl dia more than 30cm > 1 relive to be fitted oin each c/c door.
Frea area > 45 cm2 (not smaller than)
combined area > min . 115 cm2 m3 of gross of c/c
(3) v/vspring is set to open pr. ~ 0.07 Bar 'n'
Close when the pr has been relieved.
- Test by hand .
- Leakage test by visual cheek.
S/G (SOLAS) Regulation
1. Every ship provided - main S/G (or) Aux S/G / satisfaction of the Admin.
2. max 'n' Auc. S/G should arranged > failure of one, not effected to other one
3. Relief v/vs is fitted to any part of the hyd syst. (1) can be isolated (or) (2) setting should not
exceed the design pr.
Main S/G 'n' budder stock shall
(i) caple 35º on one side to 35º on other side (@ dcepest sea draght max ahead serv speed)
(ii) caple 35º on one side to 35º on other side is not more than 28 second (@ dcepest sea draght max
ahead serv speed)
Aux S/G shall be
(i) adequate strength 'n' capable of steering the ship @ navigational speed 'n' brought speedily into
action
(ii) capable 15º on one side to 15º on other side (@ deapest sea going draught , ½ of max ahead speed
(or) 7kts)
6. Main 'n' Aux S/G power units shall be.
(i) arranged to restort automatically
(ii) capable brought into operation fm a pos on the B/R
(iii) if we the S/G in power failured > audiable 'n' visual alaarms will give on B/R
7. S/G control shall be:
(i) for main S/G > B/R 'n' S/G compartment
(ii) for Aux S/G > S/G compartment
(if power operated > also capable fm the B/R 'n' independent contol syst. fm. main S/G)
8. Communication shall be > provided bet , B/R 'n' S/G compactment
9. S/G comportment shall be :
(i) readily accessible 'n' seperated fm m/c
(ii) providedd e suitable arrangement for working access to S/G M/C 'n' control
(handrails 'n' gratings (or) other non - ship surfaces)
10. Every Tcer. chem Tcer, Gas Carrier > 10000 GRT /70000 GRt >main S/G small comprise
2 (or) more identical power units
Additional Requirements (Reg.30)
1. Meter running indication > install in B/R 'n' suitable main m/c control pos.
2. Each S/G compring > one or more power unit > served by at least 2 exculive circuit directly fm
M.S.B 'n' on fm E.S.B
3.
(i) Short circuit protection 'n' overland alarm (visual 'n' audibal) > provided for such circuit 'n' motor.
(ii) where, 3.ph supply in sude > one of the supply phase in failed > alarm in provided.

Steering Gear (SOLAS Regulation 29)

1. Every ship shall be provided e a main S/G 'n' awc. S/G to the satisfaction of the Admin.
2. The mainn S/G 'n' the aux. S/G shall be arranged thant the failure of one of them will not render the
other one inoperative.
3. Internal hyd. pr. shall be at least 1.25 times the max. w.p to be expected under the operational
conditions.
4. Relief v/vs shall be fitted to any part of hyd. syst.
(i) can be isolated
(ii) setting shall not execd the designs pr.
5. Main S/G 'n rudder stock shall be:
(i) adequate strength 'n' capable of steering the ship @ max. ahead serv. speed.
(ii) capable of putting the rudder over fm 35º on one side to 35º on the other side (o the ship @ its
deepts seagoing draught 'n' running ahead @ a max. ahead serv. speed. )'n' under the same cond. from 35º
on either side to 30º on the other side in not more than 28 see.
(iii) operated power requirement to meet the para. 5. (ii)
6. Aux . S/G shall be:
(i) adequate strength 'n' capable of steering the ship @ navigational speed 'n' being brought
speedily into action in an emergency.
(ii) capable of putting the rudder fm. 15º on one side to 15º on the other side in not more than 60
see. (i the ship @ its deepest seagoing draught and running ahead @ one of the max. ahead serv. speed
(or) 7 Kts, whichever in the greater ;
(iii) operated power requirements to meet the para.
7. Main 'n' Aux. S/G power units shall be.
(i) arranged to restart automatically when power is restored after a power failure
(ii) capable of being brought into operation fm. a pos on the B/R
(iii) In the event of a power failure to any one of the S/G power units, an audiable 'n' visual alarm
shall bee given on the B/R.
8. S/G controll shall be provided.
(i) for main S/G , both B/R 'n' S/G compartment.
(ii) for main S/G , in the S/G compartment 'n'if power - operated , it shall also be operable fm. the
B/R 'n' shall be independent of the control syst. for the main S/G.
9. A means of communication shall be provided bet. the nevigation bridge 'n' the S/G compart
ment.
10. The S/G compartment shall be.
(ii) readily accessible 'n' , as for as practicable, separated fm m/c 'n'
(iii) Provided e suitalbe arrangements to ensure working access to S/G M/C 'n' controls.
These arrangements shall include handrails 'n' grachings or other non-ship ourfaces to ensure
suitable working cond. in the event of hyd. fluid leakage.
11. In every Tcer, chem. Tcer (or) gas carnier > 10,000 GRT
'n' other ships > 70,000 GRT
the main S/G shall comprise 2 or more identical power units.

Additional requirements for electric 'n' electro - hydraulic S/G (Reg: 30)
1. Means for indicating that the motor are running shall be installed on the B/R 'n'@ a suitable main
M/C control pos.
2. Each S/G comprishing one or more power units shall be served by at least 2 exelusive circuits fed
directly fm. the M.S.B ; however , one of the circuits may be supplied thro' the emer. S.B
3. Short circuit protection 'n' an overland alarm (both visual 'n') audibal shall be provided for such
circuits 'n' motors. Where a 3-Ph. supply in used an alarm shall be provided that will indicated failure of
any one of the supply phase. (single phasing)

Essential Requirements for a S/G

1. to move the rudder in either dire instantly when regd.
2. should come to rest immediately in the pos corresponding to that shown on indicator on the
B /R
3. Provisions must be made to protect S/G fm. damage.
4. the design should be simple the construction robust 'n' its performance reliable @ all times.

S/G Safety Device

1. Low level alarm. relief v/r hyd syst. double shock v/v Buffer spiry
2. C/o pin for telemotor failure (or) mannel operating solenoid v/v
3. Power failure alarm
4. C.B fuse, ON/ OFF switch , omer stop.
5. rudder indicator or (B/R , C/R , S/G Rm)
6. duplication power unit for single failure concern, emer power
7. overlood alarm, short circuit profeection.
Follow up. Syst.
1. When sheeing wheel set to regd. pos, rudder in moved 'n' when rudder reach the set pos.,
S/G still remain @ that pos.
2. This syst. use the hunting gear arrangement.
3. Auto - pilot is one of the follow-up steering syst.

Non- follow - up syst.

1. When S/G wheel set to regd pos,
 rudder is moved 'n' when rudder reach the regd pos., S/G must be set to ''off'' posn (or) head over
pos.
2. This syst use the 3-way solenoid v/v
3. This syst sometimes called time dependent steering."

2. What will you do if main S/G damage. (Emer S/G Operation)

1. disconnect the auto pilot syst.
2. took out c/o pin from attachement e telemotor receiver 'n' fit to the hand gear
3. Communication syst. e telephone fm S/G Rm to B/R

Test Regd. B4 Depature. (Control Test) S/G Test 'n' Maintenances

1. S/G should be checked at least 1 Hr. B4 departure.
2. Telemotor transmitter oil to be checked.
3. Oil level of actuating syst Tc should be checked 'n' replenished if necessary
4. Rudder earrier bvg. 'n' botl. sea gland checked 'n' greased.
5. Stort P/ps 'n' checked response of the gear
6. Check load carrying 'n' running of the gear.

Within 12 Hrs B4 Departure.

1. Main S/G (operation)
2. Aux S/G (operation)
3. Remote S/G control syst.
4. Steering Pos locate on the navitgation bridge.
5. Emer. power supply
6. Rudder angle indicator in relation to the actual pos of rudder.
7. The remote S/G control syst. power failurekl alarm.
8. S/G power unit failure alarm
9. S/G power unit failure alarm.
10. Communication syst. bet. bridge S/G room 'n' E/R .

Every 3 months
1. Emery steering drill @ steering room to B/R e sound communication syst.
2. c/o arrangement to emer situation.
3. crew education of emer cond.
4. Log entry of drill 'n' tests.

Emer Steering
Ram Type.
1. In case of Telemotor fails.
(1) discount the auto-pilot syst.
(i) take out c/o pm fm. telemoter syst
(ii) fit to hand gear
(iii) communication is provided in S/G R.M.
(1) After changing the c/o pin, the emer steering can be carried out by hand wheel
(2) This action, isolate the receiver cyl 'n' directly controls the P/p control rod of main
steering P/p.
(rudder indicator , portable compass, 'n' communication syst. in already provided in S/G Rm)

Rotary Vane Type

(I) In case of Telemotor fails.
1. emer. steering can be operated manually by means of push buttoms provdied on hyd.
control devic (solenoid v/v)
I Single Failure Concept
(i) It means that a single failure of any part ot hyd. syst, comprising the p/ps 'n' piping
syst.
(ii) It should not impair the steering capahilibits of the ship.
(iii) Procedures: isolate the faulty syst. to regain the steering capability.
II. Total failure concept. (In cyls 'n' ram)
1. It means that the actuating cyl 'n' rams have brodern.
2. Procedures.
(i) Stop the eng.
(ii) disconneet faulty suct ., remove debris
(iii) connect the tiller e 2 Nos. of heavy duty chain block on each sides.
(iv) connect wire ropes 'n' shackles to chain block.
(v) operate the chain blocks @ safe place
(vi) run the eng @ reduce speed.
(vii) open the hand by - pass v/v.
How to prevent reverse rotation of idle P/p?
1. The P/p is five displacement unit.
2. Where 2 P/ps are fitted in a syst 'n' only 1 is operating.
3. Reverse operation being avoided by non-reverse locking gear as part of the flexible copuling 'n'
automatic in operation.
4. When a P/p is stopped , the locking gear comes into operation , as the P/p is started the locaing the
gear releases.
Hunting Gear.
1. It is the feed-back mehamism of a S/G.
2. In this syst, the P/p regd to deliver the oil only when the steering wheel is moved.
3. Hunting gear returns the P/p control not to mail-pos, as soon as the rudder receive the pos relative
to wheel 'n' remains there until the wheel moved again.
4. If the rudder is displaced by the heavy sea thro liflying the shock v/v , the hunting year in moved by
the tiller.
5. This will put the P/p to work 'n' the rudder will be restored to the previous posn.
Buffer Spring.
1. to prevent the damage of control mechanism.
2. fitted bet the tiller arm 'n' floating lever.

Compare Ram 'n' Rotary Vane S/G.

Ram Type Rotary Vane Type
1. Torque capacities 1. Torque capacities 1700 knm
120 ~60 Knm (for 2-ram)
250 ~ 10,000 Knm (for 4 ram)
2. withstand max pr. ~ 190 Bar 2. ~ 90 bar
3. Having efficient sealing 3. sealing difficulties
4. More robust 4. More carful attention is regd
(for rudder support 'n' shock loading) 'n'
(sealing strips is not strong enough for large ship
gears).
5. Suitable for all sizes 'n' types of ship 5. Suitable for small 'n' Medium sizes ship.
6. 6. Saving in cost, cvt, space 'n' maintenance
7. Limited rudder angles upto 35º each 7. Winder working rudder angles giving 70~80º
8. Emer. operation is more flexible 8. Less req. power (friction loss)

Adv of Rotang Vane. Dis - adv.

1. smaller space 1. taking problem can arise @ high working pr. 2. low installation cost
2. can be used for rudder stock rating of about
3. low in cut. 1700 KN-m.'n' less
4. smaller power regd. 3. sealing problem
5. steering angle can increate.
6. no fridiem loss
Steering Syst Oil
good quality mineral oil (or) water / antifreeze mixtures
(i) low pour pt (-50ºC)
(ii) low vis . (Redwood 30 see @ 60º)
(iii) High flash pt. (150ºC)
(iv) Non- corrosive, non sludge formaing 'n' non-freeging
(v) High V.I (110)
(vi) S.G 0.88 @ 15.5ºc

Leak Test of S/G

1. It should be tested by lashing the wheel over on one side @ a pr. of 40 bar for about ½ Hr.
2. Observe the Pr. gauge . If the Pr. maintain 'n ' few minutes.
3. This side of the syst. in pr tight.
4. And then test for otherside.
5. If the pr. falls rapidly, leakage can be existed 'n' should be rectified by careful examination of
glands ,pipes conn; etc.

Air in the syst.

Effects.
1. time lags (air is compressible)
2. obnormal operation
3. jumping pr. guage
4. Jertly operation
5. defective steering.

Remedies.
1. air can be purged - out fm. air vent v/vs.
2. If it is considerible air inside the syst. , the syst. Gil oil should be totally mT.'n' recharge it
completely.

C/c inspection
1. Check stockness of all bolts, nuts, clips , slip pin, locking arrangement
2. cond of telesopine pipe
3. cond of L.O pipe line 'n' syst, comn; (by run the L.O p/p , pr)
4. check chain slack ness, wear @ rolder brg, rotating of sprocket wheel
5. check guide shoe cl. by feeler gauge when pist @ 45º cranle angle.
6. check brg wear 'n' noning parts, hot spots sign, any falling tools.
Primary Explosion
1. Normally when ung. is operation , the L.O usedc in brg . is splashed around the C/c 'n' broken down
to moderate size pasticles.
2. When three particles cointachy the heated area (hot-spot) easily vapourize 'n' fom a white vapour
which spreads around the C/c.
3. Some of the vapour condense in cooler region to form very small white oil rist particles which may
eventally permate the whole of C/c space.
4. If the mixture of air, very small particles 'n' vapour reaches a certain proportion 'n' the temp. of the
hot spot is high enough to initicate conb , an primary explosion can occur.

Secondary Explosion
1. The primary explosion can cause flame front 'n' we pr. wave that cna prodcue more evaporation of
oil
2. When this pr wave reaches on openning it can escape to ation, follow by suction pulse.
3. This suct. pulse draws charge of fresh air 'n' mix. e evaporated 'n' burning oil.
4. So that secondary explosion occurs. (it is more violent than primary)

Hot Spot
1. A region of metal which has considerably increased in temperature due to friction or a lubrieation
failure.
2. It may bring about the igmation of a flammable vapour, e.g. l.o varpours in a c/c.
3. it will occurs due to :
(i) failure of L.O to the brg; chain sprocket 'n' similar poarths.
(ii) hot gas fm. pist blow - by in trunk pist eng.
(iii) overheating of pist rod 'n' space.
(iv) fire fm seav space.
(v) brg. running cl.

Revemtion
1. breather pipe (or) exh. fam
2. brgs. are correct running cl.
3. adequate lubrication to brg, chain, sprocket wheels 'n' other running parts.
4. miantaining the pirst i rings 'n' cyls are safe working limit.
5. fitted O.M.D brg termp sesor, etc.
6. routine testing of L.O analysis.
7. by poruiding the c/c relief door.
8. Use high closed flesh pt. c/c door.
9. by proper watchkeeping
10. oil drain commection fm the eng. sump to drain to must extend below the sump. oil level.

Protective Device for C/c explosion

1. C/C relief door (to prevent secondary explosion)
2. flame
3. breather pipe (or) exh fam
4. O.M.D (to prevent primary explosion
5. brg temp sensor
6. C/c isepction 'n' thing check
7. L.O return line temp sensor
8. L.O drain pipe fm. eng. sump to drain Tc should extend well below the working oil level in the E.
9. inert gas syst.

C/C insepction
1. check side n both of c/c
2. check cond of L.O 'n' abnormalities
3. inspect locking arrangement of of nuts 'n' loosen bolts by hammer test
4. check side n guide shoe cl 'n' brg - play.
5. isnpect all L.O pipe conn: in the C/C
6. perform cahin casing inspection.
7. cond of telescopic pipe

Delection of Leck air Starting v/v

1. @ running - feel the start air pipe adjacent to the v/v (overheafing)
2. In port - by shutting the isolating v/v to the air pilot distribustion 'n' apply air to the start air
mainfold.
escape of air thro open indicator cooks will defect a leaking staring v/v.
Flame Trap
- The clear thro the flame trap should not less than 30% in excess of free area of V/v .

Starting Air Line Explosion.

Main Causes;
1. Leaky air starting v/v jaming @ open pos.
2. collected oil inside the starting air pipe (fm. fautly air compressor's oil scraper ring).
3. oil mist in E/R atm. (enter into comp. suct).
Effects : seriously damage to air starting syst. due to explosion.

Protective Device.
1. spring loaded relief v/v (or) busting safety cap. (@ the inlet pipe to cyl.)
2. flame trap. (@ the inlettttt pipe to cyl)
3. lighting full bore safety v/v (fitted @ the start air syst after the master starting v/v @ both ends 'n' it
will relieve pr. 'n' close back automatically)
4. drain v/v
5. isolating N.R.V fitted to the syst.
Prevention
1. 0/4 the v/vs peviodically
2. regular testing of air. starting v/v . sea - feel by hand (or) inport - shut isolation v/v to distributor
applied starting air to mainfold.
3. each v/v must be lubricated 'n' rotated by spaner (mam : period)
4. regular draning of air bottle , comp, intercooler after cooler, air pipe syst.
5. regular overhaulins of air comp. (rings, liner , v/vs)
6. regular cleaning of air comp. suct. filter
7. maintain the correct level of comp.sump. oil
8. maintain correct air start. syst. tirning.
What is the 1st prevention of scav. fire?
1. proper cleaning
2. keep maintain C.L.O to correct amount
3. regular maintenance.

Cause of Scav fire (UD STOP BLI)

1. unburant fuel
2. dirty scan. entablefuse
3. Lack of scan air / choke scan drain
4. high scan air tanp
5. overload
6. high back pr. > fouling of exh girl / fouling turbiue uoz rings 'n' blades /partically choke exh ports.
7. blow past > overheat pist/ defective pist ring (or) badly worncly liner/ low compair
8. excess cyl lubrication
9. incomplete combn > 1. faulty F.V / 2.fautly fuel P/p tirving

Sasfety Device
1. Scaw . drain v/v 4. Pr. gaugs
2. Pr. relief V/v 5. high temp sensor.
3. theremometer 6. fixed fire extiguishing syst.
Prevention
1. maintain pist ringes 'n' cyl. liner in safe working cond
2. maintain correct cyl lubrication
3. regular cleaning of scav. space 'n' exh . ports.
4. keep. scan space drain open @ all liness. (wet oil will folow - less chag of fire)
5. avoid overloading on one cyl.
6. regular overhauling of E.V , stuffing box, T/c
7. X - tld. guide adjustment check 'n' maintain
Correction (I) (Small Fire)
1. slow down the M/E
2. Cut - out fuel (defective cyl)
3. shut - off our blower
4. increase cyl. lubrication (defective cyl)
5. shut - scav drain (to prevent fire blow out to E/R)
6. allow the fire to die - down out itself
7. find cause of fire 'n' correct it.

Correction II (Major Fire)

1. Stop M/E gradually 'n' inform B/R
2. Stop avx blower + covered the T/C air filter
3. maintain normal cooling 'n' cyl lubrication
4. turn the eng. e turning gear 'n' supply C.L.O manually
5. operate the fire fighting equipment if fitted . (eg. co2 , sulzar RND)
6. Never open the scav door while eng. is hot
7. Never standing near the relief v/vs
8. Never open the scav drain.
9. find the cause of fire 'n' correct it.
After Fire
1. cod - down the eng.
2. opened scav. 'n' clean
3. To check pist rod, cyl. liner for surface blemishes, straighten, cracic, etc.
4. To check diaphragm of staffing box to be in good order or not.
5. turn the eng. e turning gear 'n' check the operation of running 'n' also observing ampere
consumption of T/G motor
6. defect the cause of fire.

When all unit scav. fire break down

1. eng. power blance
2. timing checking
3. took indicator diag.

S.D on M/E
1. X-Hd Brg temp.
2. M.B temp.
3. L.O return line temp.
4. Low to Pr.
5. C.L.O failure alarms 'n' C.L.O flow alarm
6. O.M.D for
7. Scav. air temp/ cyl liner temp
8. high exh tme / cyl liner temp
9. high C.F.W temp / cyl liner temp
10. low C.F.W pr.
11. Relief v/vs on
(i) cyl head
(ii) scav. trunk
(iii) c/c
(iv) fuel P/p 'n' syst
(v) start air line
12. T/G inter lock
13. overspeed trip
14. emer manual stop

S.D on A.C., M.S.B

1. over current relay
2. reverse power relay
3. short circuit
4. preferentical trips

S.D on S/G
1. Low level alarm on each power unit, reservior Tce.
2. over load alarm on each power unit, reservior Tce.
3. Powerf failure alarm on each power unit, reservior Tce.
4. a relief v/v in power unit hyd. system telemotor unit hyd.syst.
5. c/o pin for telemotor failure

S.D. on Main Air Compressor.

1. fusible plug on after cooler
2. burshing disc on intercooler
3. automatic moisture drain v/v
4. relief v/vs on both L.P 'n' H.P stages
5. no c.w supply alarm
6. Low L.O Pr. alarm
7. relief v/v on c/c L.O P/P
8. delivery air high temp alarm on affercooler outlet.

S.D on Main Air Bottle.

1. fusible plug
2. Pr relief v/v
3. low air pr alarm
4. atm. relief v/v
5. automatic or remote control moisture drain v/vs.

S.D on Boiler
1. 2 Nos. of safety v/v
2. Low 'n' high w level alarms i transmitler
3. Low 'n' high F.O temp alarms i transmitler
4. low F.O Pr alarm
5. Low stm Pr. alarm
6. menual easing gear on every safetly v/vs
7. fusible plug
8. 2 Nos. of w level gauge glass
9. remote w. level indicators
10. flame failure alarm
11. smoke density alarm.
12. air/ fuel ratio alarm.

S.D on refigeration plant 'n' comprestor.

1. safetly spring liq. shock v/v on cyl. head.
2. burshing disc on cyl head bet. compressor disch 'n' suct. 'n' made of Nickel i a thickness of 0.05
mm.
3. gas H.P cut. out.
4. gas L.P cut out
5. L.O L.P cut out
6. C.W cut out
7. relief v/v on conder
8. burshing disc on condenser (if fitted)
9. non- return check v/vs on each gas return line to compressor
10. moaster solenoid v/v

S.D on Aflernator
1. Heater
2. Cooling fan
3. Reverse Power Trip
4. Preferential Trip
5. Over current Trip

S.D on A.C , M.S.B

1. Over current trip
2. reverse power trip
3. preferential power trip
4. short circuit

Bilge Injection V/V (or) emer. bilze suct. (or) direct bilge suct.
- fitted to the end of branch line connechip e the main S.W suct. lins.
- it is alaways of the S.D.N. R.V (W/o mud box or strum box)
- this v/v enables the large main S.W cooling P/p to be used as a bilge P/p in an evergency (the E/R
becomed very vulnerable in the event of pipe failure 'n' could easily be flooded)
- saturday routine tes)
- fm Tc top (¼ x 1)

(In motor ships)

Some dwa of main s.w pipe
in stm ship 2/3 of main s.w

As a c/A (V)
(1) Franchise clause (deductable, non-deductable)
(2) Seaworthiness
(3) Charter (Time, voy., Bareboat, Demise)
(4) Underwriter, Underwriter Surveyor, Surveyor, Survey
(5) Survey (Initial, Periodical, Intermediate, Mandatory Annual, Additinal).
(6) P & I club, fu, explain Pg (5)
(7)
(8)
(9) Survey Regusted by owners, charterers, under writers 'n' authorities.
(10) Note of protest
(11) Certificate (Interion, seaworthiness) Pg (10)
(12) Port of (entry, registry, refugy)
(13) C/E surveys on A/E, C/E under survey (Requirements) Pg (12)
(14) Confirmatory Survey Pg (13)
(15) Gen, load lest
(16) C/E Hand-over 'n Take -over Pg (15)
(17) Std spares Pg (15)
(18) When M/E break-down (Action as C/E) Pg (16)
(19) Planned-Maintenance, How to construct? Pg (17) ~ (18)
(20) As a C/E, (prepare for M/E unit survey), unit survey procedure
(21) Grounding Pg (18)
(22) Joining a vessel which has not commission C/E's duty @ maiden voy. Pg(18) ~(19)
(23) Bunker (preparation)
- How to order ?
- C/E's resporsibility?
- Specification, receipt
- B4, fire precaution, pollution, calculation, Barge Arrival
- during
- after
(24) calculation (SDOC, ship, sp CLO) *** How to instruct S.G
(25) PS (for calculationin purifier G.I)
(26) Compatibility Test
(27) Bad Fuel Received Procedure Pg (27) Bad fuel attack
(28) C/E, routine work F.O Test
(29) C/E (report, monthly report)

Franchise Clause
 - They state certian portion of insured value for which insurers are not liable to pay.
- There are 2 kinds of franchise
(i) deductable
(ii) non-deductable

Deductable franchise
(1) If the amount of lost is not-exceed than franchise amount, the insurers (underwriter) are not
liable to pay at all.
(2) But, if the amount of loss exceeds the franchise amount insurers are liable to pay that
portion which exceeds the amount of franchise.

Non-deductable franchise
(1) If the amount of the loss is not exceed the franchise amount unsures are not liable to pay at
all.
(2) If the amount of loss exceeds franchise amount insurers are liable to pay the whole amount.

Seaworthiness (SS FOMD)

(1) (is a vessel's fitness to withstand the achon of the sea, wind 'n' weather 'n' will carry the cargo
'n' crew in safe condition) It also refer to fitness to receive, carry 'n' preserve the particular cargo.
(2) The importants items concerned are
(a) stabiligy
(b) strength
(c) freeboard
(d) operation
(e) machinary 'n'
(f) design
(3) They must be entirely satisfactory.

Time Charter
A contract for the hire of a vessel for a specified time period.
- usually for a short period
- the charterer agree to pay the monthly sum in advance to owner dependent on the size of
the ship.

Voyage Charter
A contract for the hire of a vessel for the carriage of specific goods bet certain ports.
- usually fixed for a speicfied cargo to be loaded at port 'A' for carriage to port 'B'
 - The payment to the owner is the freight on the cargo.

Demise Charter
- Partically same as bareboat charter except the ship owner supply the Master 'n' crew as
well as arranging for the maintenance of hull.

Sea worthiness
- is a vessel fitness to withstand the action of the sea, wind 'n' weather'n' will carry the cargo
'n' crew in safe condition.
- the important concerned items are:
(1) stability
(2) strangth
(3) freeboard
(4) operation
(5) material
(6) Design

Underwriter (Insurer)
- A person who insures the whole (or) a part of a ship (or ) its cargo.

Underwriter Surveyor
- A surveyor, reconized by insurance company, who is witness on behalf of insurance company
for insurance claim.

Surveyor
- A qualify inspector, to inspect construction,repair, maintainance 'n' quality control.

Survey
- means authorised independent examination of ship structure, m/c (evg.) inspection, enquire,
investigation, testing (or) measurement done 'n' supervised by surveyor appointed by regulatory body (or)
commercial organization. (Admin (or) classification)

Initial Survey
- first time survey
- means through 'n' complete examination 'n' test (requirement of the appropriate convention)
- issued relavent certificate
 Periodical Survey
- means through 'n' complete examination 'n' test. (requirement of the appropriate convention)
- @ specified reqular interval (every 4 yr. interval)

Intermediate Survey
- means of examination
- @ bet. the periodical survey within specified period.

Additional Survey
- means of survey which is not an initial, periodical, intermedate or Mandatory annual survey.

P & J Club = Mutual Insurance Club (or) Small damage 'n' personnel insurance Club
- which is formed by ship owners having certain risk to insure.
- that certain risks are not covered by the Insurance Policy.
examples of coverage offered by P& I Club are :
eg. (i) personnel injury (or) illness (or) loss of life (or) loss of their effects
(ii) collision liabilities
(iii) oil pollution liabilities
(iv) towaze contract liabilities
(v) loss (or) damage to cargo

Requested Surveys by Owners, Characters, Underwriters 'n' Authorities.

(1) damage survey
(2) On 'n' off hire survey
(3) Lay-up survey ( to take-out the service for a considerable period)
(4) IMCO survey
Inter. Gov. Maritime consulatantive Organization. (Survey according to IMO code)
(5) pre-loading survey
(6) draught survey
(7) wage survey
(8) conditional survey. (the ships over 15 yrs. of age many be subjected to survey annually so as
to ensure their seaworthiness only upon requests by owners 'n' underwriters.)

(2) On 'n' Off Hire Survey

- time consuming survey
- done in day-light (hatches fully open, MT 'n' clean)
- 2 surveyor will carry-out (owner, master, charterer)
 - area of survey included
(i) P& S side bulwark/ rails 'n' deck
(ii) deck house 'n' cargo years
(iii) haatch coamings 'n' hatches
(iv) ship sides, Tc-tops, bulkheads (for 'n' aft)
(v) bunker survey (ROB).

On-hire survey - The examination of a vessel prior to charter to establish the cord". of a vessel,
contents of Tcs, etc.
Off-hire survey - will take place @ the end of the charter to ensure a return of the vessel in good
cond".

(3) Lay-up Survey (requested by owner)

Survey (i) the requirements for maintaing of class " during lay-up" B4 entering into
srvice.
(Such as Annual general survey) (except load line)
(ii) surveys of components in use, etc ......

(4) IMCO Survey (Survey according to IMO code) (requested by owner/ chaterers)
Survey (i) carried out for the loading of grains, dangerous cargo, checicals, etc .......
(in accordance è IMO code)
(ii) inspected storage arrangement ( in accordance è IMO code)

(5) Pre-loading Survey (for refrigerated cargo) (requested by owner/charterer)

Survey (i) for the loading of refrigerated cargo
(ii) general examination of refer. M/C working cond".
(iii) inspection of refrigerated cargo compartment ( B4 loading)

(6) Draught Survey (requested by Owner or Charter)

Survey (i) to determine the qty.of cargo loaded on the vessel
(ii) check vessel drafts (B4 'n' after loading of cargo)
(iii) trims, light ship 'n' loaded ship to be calculated
( by taking fuel, F.W, ballast, etc.) 'n' to state the qty
(iv) of cargo loaded on the vessel by attending surveyor

(7) Conditional Survey

(requested by owner 'n' underwriter who are members of P&I club)
Survey (i) carried-out annually (over 15 yr. age of ship)
(ii) to ensure their seaworthiness
(iii) hull, M/C elect. equipment, cargo years inspected
(iv) check no over-due surveys 'n' no outstanding remarks.
(v) all certificates are sighted whether they are in-order. (alive)

Note of protest
(1) If is a decleration that damage (or) loss have occured thro' circumstaness outside the ship
control. (eg. stresses of weather, hazards of sea)
(2) The noting of protest must also be enacted B4 a "Notary Public". Should any insurance
claim be suspected, B4 calling a surveyor, Lloyd's agent will have to be informed.

I Certificate of Seaworthiness
(1) issued by surveyor other than class
(2) validity = next port
(3) this survey is not carried-out by class surveyor.
(4) it enable the vessel to proceed next port where further survey by class surveyor will
carry-out if satisfied issued certi

II Interim Certificate of Class.

(1) issued Gy class surveyor
(2) validity = next survey due
(3) after repair completed (if surveyor satisfied issued certificate)
(4) it enable to remain in class ( until next survey due)

Port of entry
- The port @ which a vessel (or) its cargo are cleared by the Custom for entry into the
courtry.
Port of Registry
- the port (place) where a ship is registered.
- It is shown on the stern of the ship.

Port of Refugy
- Intermediate port of loading port for necessary repairs.
(dur to streeses of weather (or) other unforeseen hazards of the sea, to its cargo (or) hull
(or) m/c)
 C/E Surveys on A/E
- If A/E is surveyed by C/E, it must not be effected the safe operation of propulsion.

Safe operation of propulsion

(1) To open-up all cyls covers, v/v gears, pist., pist rings, liners, bott. end brgs., gudgeon prins.
(2) To open-up all upper half of main brgs.
(3) To withdraw at least too bott. half brgs for inspection
(4) Checking of all erank pin brgs, journals 'n' gudgeon pins
(5) Cyl. liner gauging 'n' recoding the all clearances.
(6) L.O cooler to be opened up for inspection
(7) open-up of defective attached P/P such as L.O P/P, F.W (P/P) ...
Take the pitcturs 'n' record all the measurements.
(8) After ressembled, taken its c/s defln: 'n' recorded
(9) Testing of all safety devices (alarms 'n' trips)

Confirmetory survey by class surveyor

(10) He has right to open-up at least one M.B 'n' are botl. end brg. ( up to 4 cyl. engines.) More
than 4 cyls. engine, at least two M.B 'n' bott. end brg.
(11) Taken the C/S defln: 'n' checked è C/E record.
(12) Run the engine 'n' load tested
(13) Testing of all safely devices

Generator Load Test (1) parallel operation

(DNV) (2) Lesting of protective device for generator
(3) S.B are to be witnessed by a surveyor

C/E under survey

Requirement
(1) C/E has 1st class competancy certificate (or) equivalent
(2) Has a service of C/E on Owner's vessel at least 3 years.
(3) Authorization letter will be issued by the society, after acceptance a C/E
(4) Should be at sea or in-port è no class surveyor.
(5) Generally, cannot done on survey è safety equip, M/E (except in unit O/H) pr, vessel.
(6) C/E can be surveyed aux machinery, such as A/E, P/Ps, air-comp.
(7) Half of all items covered by CMS of which there are more than one, may be surveyed by
C/E (DNV)
 (8) As the 1st port of opportanity, confirmation survey must be made by surveyor by showing
the foll. things.
(i) Relevent entries in log book (PMS update)
(ii) Two copies of statement signed by C/E
(iii) Description of items surveyed by C/E
(iv) replaced parts by spares must be shown
(v) photograph of important parts 'n' process (for evidance)
(9) It surveyor satisfied, surveyor issued the interim certificate.
It surveyor not satisfied, he has right to open-out the item for inspection.
Interim Certi: valid ( until not survey due)

Confirmatory Survey
class surveyor satisfied ⇒ Interim Certi:
When any of M/C 'n' eqyipment, when are attented to be surveyed by C/E, were opened-up 'n'
examine by the C/E @ sea, confirmatory survey of these items must be carry-out by the class curveyor at
the next port of call (or) the 1st port of oppotunity. During this survey.
(1) relevent entries to log book (pms update)
(2) two copies of statement signed by C/E
(3) description of items surveyed by C/E
(4) parts replaced by spare must be shown
(5) Photograph of important parts 'n' process.
If surveyor satisfied , he will issue the interim certificate of class. If he does not satisfied, he
has right to open-upo the items for inspection.

M/E → exxluding
(1) C/S
(2) M.B
(3) crank pin brg
(4) crank pin bolt
(5) cam shlf driving gears.

A/E → tenf;qkH; wBudrf class jy&rnf/

open-up inspection of at least one main generator

Generator Load Test

(1) After priming the G/E, start 'n' run è no load, low speed for 3 ~ 5 min.
(2) Then stop the G/E 'n' checked the external faces for overheating sign.
(3) If no overheating is existed, C/C doors to be opened-up 'n' checked the brgs. 'n' running
gears temp.
(4) Then, restart the G/E è full speed 'n' no load cond'. for about 30 min 'n' then stopped 'n'
rechecked again.
(5) If cond'. is satisfactory, increased in small steps taking about 3 ~ 5 Hrs to reach the full load
cond'.
(6) While running in full load cond". another generator to be run in at st-by cond". for the emer.
cond".
(7) During the load increasing step, all necessary items to be checked 'n' must be found in
satisfactory cond'.
(8) Load test should be done up-to preferential trip initiate

Attemator S.D
(1) preferential trip
(2) O/L trip
(3) reverse current trip
(4) short circuit
(5) under voltage
(6) fusse
(7) eartgh lamp
(8) Air C.B
(9) Auto valtage Regulator

C/E Hand-our 'n' Take-over

(1) Discussed è outgoing C/E about M/C cond" 'n' standing order fm. H.O.
(2) Read thoruphly hand-over notes.
(3) Check the sounding of all F.O 'n' L.O Tvs.
Calculate R.O.B 'n' compares è log book entry. (API granity method)
(4) Calculate F.O 'n' L.O consuroption for not port of voyage or next bunker port including 3
days. bunker reserve. (L.O → one change for M/E survey)
(5) Both C/Es checked general cond" of E/R, M/C 'n' safety equipments. (A/E + MARPOL)
(6) Check the special tools 'n' measuring equipments. (M/E, A/E)
(7) Check the E/R log book voy. report, paper owrks., PMS updated.
(8) Check/ std spare 'n' stores
(9) Check the survey items to be held, especially CMS quarterly list.
(10) Check all certificated and validity, documents.
(11) Check the maintenance records, R.H record, PMS sechedule, 'n' outstanding itmes to be
overhauled 'n' C/E's filling syst.
(12) Check ORB, sounding of sldg. Tc 'n' W.O Tc
(13) Check all MARPOL equipments. (OWS, ODM, INCINETRATOR, O.R.B., etc.)
(14) Check è 4E 'n' all E/R personnel
(15) If everything in satisfied, signed the hand-over note by both C/E.

Standard Spares
(1) M/E → one complete unit spare
(2) F.V → ½ of the total unit
(3) Chian → six links of chain
(4) Thrust pad → one set for each side (ahed 'n' astern)
(5) Gear → one set
(6) A/E → half of the total un it.

If no time,
(1) F.O, L.O ROB 'n' bunker requistion
(2) DOC 'n' certificate
(3) Min requirement of spare gears.

What is planned maintenance

It is oranizing 'n' schduling maintenance work in order to minimise lost production 'n' to
effectively utilize available resources.

How do you constructed?

The planned maintenance should be constructed so as to be flexible and considered the foll;
items.
(1) weather conditions
(2) length of voyage, types of trade
(3) maintenance of safety equipment 'n' emergency team training
(4) optimum condition for statutary and class survey
(5) dry docking
(6) manufacturing advice
(7) breakdown maintenance
(8) replacing of spare
(9) controlling and recording of maintenance up to date.
 Planned maintenance should include.
(1) short term maintenance, (such as weekly, fortnightly 'n' monthly)
(2) long term maintenance, (such as 3 monthly, 6 monthly, yearly)
(3) operational term maintenance (to be carried-out if necessary)

M/E unit survey procedure

(1) Should not disturb the ship's sailing sailing schedule
(2) Take Immobilization fm. port authorities.
(3) Group E/R staff for job share.
(4) Prepore tools 'n' spare
(5) Engage T/G, stop L.O P/P, pist. cooling, F.V cooling 'n' shut jkt C.W in/out v/vs 'n' drain it
(6) Pist to TDC by T/G
(7) Cyl Hd pipes conn: are removed as usual manner
(8) Removed cyl Hd Nuts 'n' lift-up by E/R crane, placed on wood blocks.
(9) Removed pist rod nut, attach pist ligting tool, press-up liner by special tool.
Lift-up pist è rod by E/R crane, placed on Top P/F.
(10) Removed stuffing box. (can be take-out è pist or seperately)
(11) Clean all carbon deposits on crown, grooves, exh 'n' inlet ports, scan space
(12) Inspect rings, liner crown burning 'n' wear
Pr. test to pist cooling syst. Test cyl lubricators.
(13) Took measurement
(i) Liner wear (max 0.75 ~ 1 % y original bore dia)
(ii) crown wear (wear down gauge) max 6mm) RND 90M
(iii) ring gap cl (0.2~0.25 mm)
(iv) radial thickness of ring (1/13 of cyl bore dia)
(v) stuffing box sealing 'n' scraper rings gap cl. (6mm @ each gap)

12 RND 90 M Sulzer
Normal Cl max cl
(1) 1st n'n 2nd Ring 'n' groove cl. → 0.4 ~ 0.5, 0.8 mm
(2) 3rd, 4th, 5th , → 0.2 ~ 0.3 , 0.7 mm

As a C/E , how you prepare for M/E unnit survey

(1) to discuss è master ( convinient port, arrival date, then should be informed to H.O for
surveyor arrangement) (should not disturb the ship's sailing schedule.)
(2) discuss è 2/E about working hour, working procedure, man hour caleulation
(3) Then inform the master about expeeted time for immobilization.
 (4) Necessary manual book, running cl. must be known to 2/E.
(5) Prepare certi. 'n' doc concerned è survey
(6) prepare necessary tools 'n' spare
(7) test 'n' make ready of lifting gear.

Grounding Action
(1) C/O the sea chest to uneffected side, clean the strainer
(2) regular taking sdgs of all D.B Tc 'n ' cofferdam
(3) thoroughly inspect the effected area, 'n' E/R Bilges 'n' funnel thoroghly Prepare for sailing
(after reliefg fm. grounding)
(4) checking the steering (test) gera, after B/R permission check prop. blade if possible
(5) Turn the eng. by turning gear to make sure the prop. is clear or not check load 'n' amp.
(6) after getting permission, check M/E C/S defln" 'n' compared è former record
(7) check all S.W P/P are free fm. sand, mud , etc.
During sailing
(8) check the tunnel brg.
(9) check the eng. vibration
(10) check the all Tc sounding.

C/E duty @ maiden voyage

The 1st voy. of a new ship after acceptance by the Owner
(1) to be run per trial result
(2) to be check all m/c working properly or not as per specification
(3) @ proposed speed F.O, L.O, C.L O consumption checked
(4) bilge, ballast, FWG, O.W.AS sewage, incinerator test run (M/Z)
(5) S/T L.O, consumption 'n' teakage to be delected
(6) Test the S/G (control test)
(7) check all the spare gear
(8) safety 'n' emer, arrangement (emer. fire P/P, emer. air comp., emer.gen, emer air bottle, sky
light door, W/T door)
(9) M/E running as per instruction (running-in time), check all the parameters.
(10) Clean filter 'n' strainer frequently.

Joining a Vessel which has not commision (New Ship Delivery)

(1) Read 'n' check the specifications 'n' requirements of the class thoroughly.
(2) Inspect the works of the shipyard staff till for final acceptance.
(3) Unsatisfactory works should be informed to company representatives 'n' dockyard manager.
(4) All alignment 'n' cl works. must be witnessed by C/E
(5) B4 closing the manholes of Tcs make the final inspection
(6) B4 undocking, all under water jobs must be completed 'n' checked.
(7) Check the list of spare gear 'n' outfit to be supplied. Inform if necessary items are missing.
(8) Receive spare should be properly stored, 'n' recorded.
(9) Chck 'n' make fanilar è all the layout of the m/c, pipings,cooling arrangement, etc. 'n' to
check fire fighting syst. 'n' location of remore stops 'n' shut-off device.
(10) When other engineers are arrived, C/E must explain the lay-out 'n' peration of M/C.
(11) All initial record, ideal cond". , shop test, trial tests, record, must be kept for the whole life
of ship.

How to order the bunker?

(1) Take essential data fm. master. (such as distance, average speed, river passage, pilotage,
port stay, etc)
(2) To estimate F.O 'n' L.O consumption (based on R.H of M/E, A/E, Blr.) (consider weather
'n' wind cond".)
(3) Add 3 days reserve for bunker allowance to consider unpumpable capacity
(1~5% of total cap)
(4) To check R.O.B 'n' banlance on board
(5) Calculate the bunker amount, type of bunker (H.O,D.O, L.O) in bulks or drums.
(6) Buner should be allowed 85% of Tc. cap.
(7) To arrange not to mix è R.O.B fuel.

C/E duties @ Bunkering (Responsibiliuty)

(1) overall in-charge
(2) fire precaution
(3) oil pollution prevention
(4) calculation
(5) recording 'n' informing
(6) stability

Bunker Receipt
(1) a document providing certain basic informationk regarding the fuel delivered to a ship.
(i) qty.
(ii) S.G (for calculation, choose G.D 'n' temp selaction)
(iii) Vis (for eng. inlet temp setting)
 (iv) large temp. (for calculation)
(v) pour pt. (for maintain D.B Tc temp., transfering) (10oc above pour pt )
(vi) flash pt (for maintain sett 'n' serv Tc temp.) ( 60oC below 14oC flash pt.)
(vii) W, S, 'n' other impurities
CN = < 37 → poor fuel
= 58 → good oil

Prepare Bunker as a C/E

(1) Make pre-bunkering meeting ( to discuss about)
(i) qty
(ii) bunkering requence
(iii) distribution plan
(iv) fire precaution
(v) oil pollution prevention 'n'
(vi) stability
(2) Prepare in-accordance è pre-bunkering check-list (for both deck 'n' eng. deparment)
(3) Prepare all necessary papers as per local regulation
(4) Fire precaution
(i) No naked light 'n' No smoking around bunkering area
(ii) St-BY portable fire extinguishers near bunker pt.
(iii) The bunker oil flash pt. should not less than 65oC.
(5) Pollation prevention
(i) ensure no oil leakages
(ii) clear o/f Tc 'n' T/U sett. 'n' serv Tcs.
(iii) clean syst. filters, sight glass 'n' pr gauge good order
(iv) check 'n' test o/f alarm, stg-cap, sdg. tapes.
(v) bunker syst. v/v must be good order 'n' correct v/v have been opened.
(vi) take all bunker Tc stag. 'n' calculate the amount to be put into each Tc (Max 35% Tc
cap) received in MT Tc make segregate.
(vii) Check 'n' test comunication syst. (bunker pt., barge, bunker control station)
(viii) SC-BY saw bust, cleaning rags etc. @ bunker pt. ( SOPEP items)
(ix) plug all deck scupper (or) put cement
(x) signal flag (or) red light to be put-on
(xi) ship up-right as far as possible
(xii) assign duty for E/R person
(xiii) Take exact time of barge arrive
(xiv) check supplier paper work (specification, sty.)
 (xv) Take all Tc sdg., ship fore 'n' aft draught, record oil temp. (barge, ship)
(xvi) check w. content of bunker oil (w. finding paste)
(xvii) Discuss about punping procedure , pumping rate, slow down operation emer stop
procedure.
(xviii) check security of hose conn" (p'n's)
(xix) One person keep watch for oil spill.

During Bunkering
(1) Starty bunkering @ show rate, after everything is in-good-order, rate the pumping rate.
(record → start/ stop time)
(2) Always check flow meter, pr. gauge, Tc-sdg-gauge, Tc sdg.
(3) Random check to ansure correct speification
(4) Take continuous drip sample
(5) Carried out compatibility test
(6) When reach 80% of total Tc cap., slow-down the pumping rate 'n' final topping-up.
(7) Remain the v/v open until air bloving completed
(8) Remain the have conn, until corret qty of oil has been received after calculation
(9) Take sealed sample oil signed by C/R 'n' supplier
(10) Close all appropriate v/v.
After bunkering
(1) Take final sdg. 'n' calculate amount of oil received.
(2) ship trim 'n' list, bunker oil temp should be taken into account
(3) Disconnect hose conn:
(4) Inform to duty officer, amount of oil recived, Tc sdg.
(for stability calculation 'n' custom claim)
(5) Entry into log-book 'n' ORB.

Q How you selet fuel temp @ inlet of M/E?

- In temp. Vs. Viss diag (supply fm maker)
Q How you select puri G.D 'n' puri inlet temp?
(1) fm S.G of bunker receipt
SGC = SGB@15oC - 0.00064 (T-15)oC
(2) S.GC 'n' G.D selection (puri man: book)
S.GC 'n' temp selection ( puri man : book)

Bad fuel received procedure

(1) during bunkering, take continuous trip sample
(2) received bunker to put in MT Tcs 'n' make segregated
(3) during bunkering, compalibility test is crried -out
(4) sealed sample oil signed by both parties 'n' send for lab-analysis.
(5) Bad fuel cond" must be sonfirment by lab-results.
(6) Used the received fuel, if any problem comes, inform H.O 'n' claim should be made
(7) Maintain D.B Tc heating temp. (about 10oC above pur pl.) (to improve pumping cap.)
(8) If necessary, dose sldg. conditioner
(9) All the fuel transfer line should be stm traced
(10) Regular clean the P/P such strainer
(11) Selt Tc heating temp maintained below 14oC below flash pt. (to improve gravitational
seperation)
(12) Drain W. 'n' impurities regularly, retained as long as possible ( 12 ~ 24 Hr)
(13) Regular clean of coarse filter
(14) Purification should be done è thro' put reduced to 50% 'n' run both purifier in parallel 'n'
maintain correct heating temp. 98oC. Choose G.D corret size.
(15) Maintain serv. Tc temp drain regularly
(16) Maintain correcct oil temp. vis Vs temp. graph (man book) @ end heater (12~ 18 cst)
(to get correct inj: Vis @ F.V) 12 ~ 18 cst ( 380 Cst. @ 50oC → 120 ~ 130oC )
(17) F.O outlet headter temp. controlled by viscotherm.
(18) F.O should be passed thro' the stream line back flush filter.
(19) Tracer stm must be put upto F.V
(20) If V.I. T is fitled, adjust manually, to get good injection 'n' comb".
(21) Maintain eng. working temp. correctly ( to prevent cold 'n' hot corrosion)
(22) Check eng-performance.

Bad fuel attack to M/C parts.

(1) high wear rate (rings 'n' liner) (due to "S")
(2) albrasive wear (rings 'n' liner) (due to ash)
(3) Corrosion 'n' contamination of c/c oil (Mineral acid fm. comb". products)
(4) excessive RZD, (due to imcomplate comb".)
(5) Shorter exh. v/v lige (due to LT. HT corrosion)
(6) deposition of solid deposits 'n' corrosion (T/C noz. rings 'n' blades) (Alumina + Silica 'n' 'S')
(7) Trumpet form, choke F.V, corrosion of F.V
(8) Corrosion 'n' fouling uptake 'n' Economizer (LT)
(9) High wear rate (fuel P/P components)
(10) Purifier upsetting seperation.
(11) C/S corrosion 'n' microbial degradation)
 C/S + brg shell
'S' in contant in F.O

F.O On - Board Test

(1) Compatibility Test
(i) fill sample oil 40 ml.
(ii) fill reagent of while spirit upto 80ml
(iii) shake 'n' mixed well
(iv) allow sample drop on test paper
(v) oil spot to dry for about 30 min @ 25oC
(vi) compare è reference spot
(vii) Tue higher the value, the greater the departure fm. compatibility.
1 ~ 2 = compalibility
3 ~ 3 = incompalibility
(2) W. Content Test
(i) fill 5 scoop of silica sand
(ii) fill 10 ml of sample oil
(iii) fill 3 scoop of reagent
(iv) shake 5 sec è dial facing down
(v) Then, quickly inverted. Hold 1 min
(vi) Take reading ( % of us content on meter)
(3) S.G Test
(i) fill 800 ml fuel sample
(ii) Take the temp; reading (by digital thermometer)
(iii) Take S.G by lowering the hydrometer
(iv) calculate S.G @ 15oC by formular
S.G @15oC = S.G @ Hydro + 0.00064 ( T - 15)oC (by digital)
(4) Vis. Test
(i) fill 25 ml sample oil to viscometer
(ii) inset regd sphere (known sphere const.)
(iii) invert viscometer 'n' record time
(iv) calculate the vis. by formular
Vis = falling time x sphere const.

How to order bunker

(1) Take essential data from the master, (such as distance, awerage speed, river passage , pilot
lage, port stay, eetc....)
(2) To estimate H.O 'n' D.O consumption, based on running hours , of M/E 'n' A/E 'n' Aux.
Blr. to estimate weather 'n' wind.
(3) To estimate calculation of 3 days reserve (burker allowance or bunker margin), to consider
unpumpable capacity . 1 ~ 5% of total Tc capacity
(4) To check R.O. B and balanced on board.
(5) To calculate the capacity of bunker oil, bunker amount, type of bunker ( H.O, D.O, L.O)
(6) Bunker should be allowed 85% of Tc capacity.
(7) To arrange not to mix è remaining onboard fuel.

- vkdtyfwJh data &rS? qDpm;EIef;wGuf? 3 &uftydkaygif;

- R.O.B eJU balance udk check vkyf? NyD;&if capacity of bunker, amount of bunker
eJY type of bunker &r,f/
N.B 85% eJU not to mix è remaining on board

Bunker to be ordered = Total regd - R.O.B

Volume Correction Factor (VCF)

(1) Take sdg. (Relation & fm sdg. Table)
(2) Bunker note → S.G 'n' temp.
API grarity
(3) S.G → convert to API gravity ajymif; API gravity = 141.5 / S.G - 131.5
(4) API & Temp (Tc) → make consider (VCF) API Gravity - Graph rS VCF &r,f
(5) VCF &r,f
(6) Banker Δ (m3) x VCF x Bunker S.G = actnal S.G &r,f
(7) t&if Bunker eJY ,ck Bunker &JU mean ,lyg/

Q How would select the temp of your fuel @ inlet of purfier?

- it is depend on gravity disc size 'n' as recommed by puri maker
- temp @ viscotherm unit calvulated fm temp vs vis graph → by maker's mannal.
Q How would you calculate the Bunker Receipt?
- ( S.G of F.O change in relation è temp change )
- So, barge temp must be considered to correct the actual S.G to calcualte the correct
amount of fuel (S.G = S.G15 - 0.00064 (T-15)oC)

Bunker receipt
- a document providing certian basic information regarding the fuel delivered to a ship,
(eg. S.G 'n' Vis)
(1) Vis (for ang inlet temp setting)
(2) qty
(3) S.G (for calculation 'n' puri G.D 'n' temp selection)
(4) Bunker barge temp. (for calculation)
(5) pour pt. (to maintain temp @ D.B Tc 'n' transfering)
(6) falsh pt (to maintain temp @ sett Tc 'n' serv. Tc)
(7) W, S, 'n' other impurities

Whar is the C/E respensibility during bunkering?

- C/E is overall in-change of bunkering
- The responsibility can be generally grouped into
(1) fire precaution (safety)
(2) oil pollution prevention
(3) calculation
(4) recording and informing. (ORB)
(5) Stability
If possible, the bunker oil does not mix è other F.O

Bunker Specification
(1) S.G @ 15oC ( kg m3) 0.98
(2) Vis @ 50oC (CST ) 380
(3) S content % by welght 0.5 ~ 4% ( by wt.)
(4) CCK % by wt. 12% ( by wt.)
(5) flash pt. (closed) 'C > 65% C
(6) pour pt. 'C
(7) water content % by vol. 1% ( by Δ )
(8) Shedge / Sediment % by vot. 4 % ( by wt)
(9) C.N
(10) vanidium in ppm
(11) ash % by wt.
 C.N
(1) it is a measure of ignition quality of fuel.
(2) high C.N has good ignition quality.
(3) for fixed fuel injection timing eng,
use high C.N → delay period shorts early comb"., occur
use low C.N → delay period longer late comb" occur
< 37 → poor fuel
58 → good fuel

Seal label
- Name of vessel, Barge
- Port of Bunker
- Dates of delivery
- Product Name, Qty
- Lemp of product. 'C
- Volumetric qty in m3
- Signature (C/E), supplier

Bunker Sample taking method

(1) continuous dripping
(2) spot check
(3) random check fm bunker barge Tc
(4) random check fm bunker pipe

I Bunkering as a C/E. Prepare Bunker / Safy for Bunkening

B4 bunkering
(1) Make pre-bunkering meeting to discuss about
(i) quality
(ii) bunkering seqyence
(iii) bunkering plan,. plug the deck scupers, signal flag or red light to be put-on.
(2) To make preperations of both deck 'n' engine department in accordance è pre-bunkering
check-list.
(3) To prepare all necessary papers as per local regulations.

Fire precaution
(1) To prohilite using of nacked light 'n' smoking around bunker area
(2) Plae portable fire extivguisher @ the bunker point.
 Pollution prevention
(1) Clear O/F Tc 'n' T/U sett, 'n' serv. Tc.
(2) Clear syst. filters, sight glass 'a' pr. guge in good order
(3) Check 'n' test the O/F alam 'n' sounding cap.
(4) ensure bunker syst. v/vs in good order 'n' the correct v/v have been opened.
(5) Take all soundings of fuel Tc 'n' calculate the amount to be put into each Tc (85% of Tc
capacity in maximum)
(6) Exptain bunkering sequence to all engineers.
(7) Make sound communication bet. (i) bunker pt. (ii) barge or shore supply 'n' (iii) Tc control
station.
(8) Ready saw dust, 0.5D, 'n' cleaning rags @ the bunker pt.
(9) Plug all deck scupper 'n' signal flag (or) red light to be put-on (SOPEP. items)
(10) Assigned duty for E/R person
(11) Maintain the upright position as possible as.
unpumpable → 1 ~ 5% of total Tc capacity.

For calculation
(1) To take all sounding of fuel Tcs B4 'n' after bunkering.
(2) To take all ship fore 'n' aft draughts B4 'n' after bunkerinf.
(3) To take all soundings of barge (or) to check flow meter reading B4 'n' after bunkering.
(4) To record the oil temp (barge)
(5) To provide suitable graph (or) tables for sp. gravity correction
(6) To provide suitable soundings 'n' volume correction booklet.

Barge arrrival
(1) Take exact time of barge arrival 'n' departure
(2) Check the supplier paper work to ensure correct specification 'n' guantity
(3) To check water content of bunker to be loaded
(4) To discuss about pumping rate, slow down operation 'n' emergency stop procedure
(5) Check the security of hose connection, Position one person to watcyh oil spill.

During bunkering
(1) Start bunkering @ slow rate, after ensuring every thing in good order raise the pumping
rate. (record → start 'n' stop of bunker)
(2) always check è flow meters, pr.gauge, Tc gauge 'n' Tc dip B4 'n' after to ensure correct
quantity has been supplied.
 (3) Random check to ensure correct specification oil being supplied during bunkering.
(4) Take a continuous drip sample
(5) Compatibility test of bunker carry-out
(6) When 80% of total capacity reaches, puming rate slow-down 'n' final topping-up
(7) Remain the v/v open until air blowing completed
(8) Remain hose connection until coorect quantity of oil has been received after calculation
(9) To take sealed sample signed by C/E 'n' supplier.
(10) Close all appropriate v/v

After bunkering
(1) After taking final soundings, amount of oil received should be calculated.
(2) Ship trim 'n' oil temp, should be taken into account. Disconnect hose connection
(3) To inform duty officer, amount of oil received 'n' Tc wise soundings ( for stability
calculations 'n' custom claim)
(4) Entry the quantity of oil received into log book,.
(5) Make a entry to O.R.B.

S.F.O.C Calculation
Let, fuel consumption = C Hr/ day
= 3 m3/ day
= 3 x S.GC MT/day
= 3 x S.GC x 103 kg/day
= C x S.GC x 103 gm/ day
= gm/kw.h
S.F.O.C = gm/kw.h
Where, S.G = correct sp.gr. of fuel @ measuring pt. tremp.
From Power Card Pe = out-put of the engine in (KW)
Slip calculation
Let, P = prop. pitch in meter
N = engin revolution (rpm)
Theretical dist = pitch x rpm m/min
= 24 x 60 x P x N m/day
= N. Mile/day
1 N. Mile = 1852 m
VT = kts (N. mile/Hr)
= N.mile./day
slip in % = x 100 %
 Sp. C.L.O consurmption (S.C.L.O.C)
q4 = actual feed rate (gm/ kw.h)
Q = measure value (Hr/day)
r = S.GC
Pe = gm/kw.h

P.S = Pferde Starke

1H.P = 1.014 P.S

Compatibility Test
(1) Pour 40 ml of sample to test tube
(2) add reagent of white spint upto 80 ml
(3) Then the mixture in mixed well
(4) One drop of mixture is deposited on chromotographic paper
(5) Then test drop is compared è 5 std. spots.
( 1 ~ 2 ) indicate compatible fuel
(3 ~ 5) indicate incompatible fuel
I Bad fuel received procedure
(1) During bunkering continuous drip sample should be taken,
(2) Bunker should be received in MT Tcs 'n' made segregated.
(3) During bunkering, at least compatibity test should be cheked.
(4) Sealed sample should be signed by both parties 'n' send for laboratory, analysics.
(5) Wait for lab-results, during that time remaining on board fuel should be used.
(6) Bad fuel condition must be confirmed by lab.results.
(7) Used the received fuel 'n' if any problems occur claims should be made Inform to head
office.
(8) Maintain heating storage temp, 20oC, above the pour pt. (30oC) (to improve p/ping capacity)
(9) If necessary, chemical (sldg. conditionter) should be dosed into the storage Tc (D.B Tc)
Don't keep too long storage in D.B Tc
(10) All the fuel transfer pipe line should be strn tranced .
(11) Seft. Tc temp, should be maintained about 14oC below its flash pt, to improve gravitational
seperation.
(12) Regular cleaning the coarse filter.
(13) Then purification should be doen è optimum throughput 'n' correct heating temp. (98oC)
Gravity disc must be carefully chosen if necessary double stage certrifuging in which (UIMT)
be done. (through put reduced to 50% 'n' run purifier in parallel) (UHA)
(14) Maintain the correct serv. Tc temp. ( 90 ~ 95oC)
Some chemical such as (comb". improver) should be dosed to improved comb".
(15) Maintain the correct oil heater temp, to get most suitable viscosity @ injector (10 ~ 18
Cst.) ( depend upon oil viscosity)
(16) F.O outtet fm. heater must be controlled by viscotherm.
(17) Fuel should be passed thro' stream line back flush filter
(18) Stm tracing line must be correctly heated up to injector
(19) If V.I.T is filted, V.I.T syst. must be manually adjusted , to get good ignition 'n' comb".
(20) Maintain the engine working temp. correctly, to prevent cold 'n' hot corrosion.
(21) Check eng. performance.

F.O Treatment
(1) F.O sample sent to laboratory
(2) D.B Tc (i) dose F.O treament (sldg conditioner) (ii) maintain temp. 10oC above pour pt.
(3) Freguent cleaning of transfer P/P suct filter
(4) Setting Tc (i) maintain temp @ least 14oC below flash pt.
(ii) drain-out water 'n' sludge
(5) Purifier (i) clean suct strainer
(ii) temp 'n' gravity disc selection (S.G)
(6) Serv. Tc (i) chem. dose (comb". improver)
(ii) maintain temp @ least 14oC below flash pt.
(ii) drain out water 'n' sludge
(7) Eng, inlet temp, setting - depending upon regd. viscosity
(8) Check eng. performance

H.T Corrosion L.T Corosion

(1) exh v/v (1) pist ring 'n' liner
(2) pist, crown (2) exh. v/v casing
(3) Turbine blades, nog rings (3) T/C casing
(4) EGE
(5) Crankpin corrosion

Effects Bad Fuel Attack

(1) imprities attack to m/c parts. (1) high wear rate (rings 'n' liner) (due to 's')
(2) hot corrosion, cold corrosion, (2) abbrasive wear (rings'n' liner) (due to 'ask')
trumpet formation (Silica, Alcomina)
 (3) F.O filters choking 'n' purifier (3) corrosion 'n' contamination c/c oil (mineral acid
upseting fm.comb". products)
(4) reduce power output (4) excessive RZD
(5) Shorter exh. v/v life. (incomplet comb" carbon residuce)
(6) fouling of injectors (5) shorter exh v/v life (due to L.T 'n' H.T corrosion)
(7) uptake 'n' economizer (6) deposition of solid deposits 'n corrosion
corrosion 'n' fouling, (T/C noz. rings 'n' blades)
(8) high wear rates of fuel p/pcomponents. (7) Trumpet form, choke, block on F.V corrosion
(9) fouling of T/C of injectors
(10) incomplete comb". (8) corrosion 'n' fouling (uptake'n'Economjor)
(9) Hight wear rate (fuel p/p components) (due to
ask 'n' catfinel)
(10) Purifier upsetting operation (density, vis.)
(11) fouling of fillter 'n' seperator Asphalte

C/E Routine work

(1) performance of the machineries
(2) consumption of F.O 'n' insepection
(3) survey items + PSC inspection
(4) Reguistion of store/ spare
(5) Discuss è captain for Voy. program
(6) every morning → E/R round check
Noon → check log book
F.O & L.O consumption
Balance, R.H, peoformance, Noon
Night → E/R Round cjheck
→ Discuss è 2/E
(7) One a week → F.O & L.O (Balanced on Board)
(8) Once a month → C/E report
Confidential report
Voy. report
L.O 'n' F.O consumption report
Repair list
Store/ Spare Indent
F.O & L.O Indent
Maintenance Report
Store / Spare report è Boucher
 Log Abstact

C/E report
(1) noon report
(2) monthly maintenance report 'n' N.C report
(3) store 'n' spare requestion 'n' receiving report
(4) Bunker receiving report
(5) Voyage report
(6) Confidential report
(7) F.O 'n' L.O consurption report
(8) Repair list

C/E monthly report

(1) confidential report
(2) F.O return
(3) Log abstract
(4) Montly maintenance report

N.C.N (Non-conformity Notes) (report to Co.)

- non-fullfillment of specific requirement

Incident 'n' hazart report (report to Co.)

(1) probable canses
(2) detail of consequent w.r.t harm to people
(3) Damage to enviroment ro property
(4) Jon of operational safety
(5) Any suggostion for improvement

1. Tachogenerator, where is filted?

2. Techometer, Why Vacuun is essential in evaporator?
3. Themocouple, Pynometer
4. Pressostat
5 Thermostat,
6. Evaporators, TDS, performance ratio, Reverse osmosis
7. Ship trail results
8. Safety V/V 'n' Relief V/VS
9. Gas freeing of a k for inspection
10. LEL, HEL, TLV, Log Book
11. S/G (Adv, Dis-adv)
12. Power-weight Ratio
13. Cause 'n' remedies of ship speed slow down
14. Crash Stop (or) Crash manoeuvring
15. Welding Test (D.T, N.D.T), Defects
16. Lifting device maintenance
17. Bolt clongation measurement
18. Adv of Pilgrim Nut
19. Open loop, close loop control syst.
20. First STart Arrangement, when it used?
21. Economy speed, CSR, MCR
22. water 'n' oil lubricated S/T
23. Slow Turning Eng. performance curve
24. 4?5 eng unit cut-out
25. All unit, One unit exh. temp. high,
26. Adv of C.A.C, Gain Motion, Lost motion
27. When ship grounding
28. Why increare in fuel consumption
29. Overload (Why? / How you notice?)
30. Knocking
31. when sump level (become low / become high)
32. CPP, Shaft Gan, CPP Emer operation
33. Super long stroke Eng. (Adv)
34. Automation Alarm Test, Simulation Test, Adv (automation)
35. OMD, Explosimeter, Davy's Stafety lamp, fun, operation, purpose
36. Maintain good eng. performance
37. Log Book I

Tachogenerator
1. As small generator which provides on output vollage proportional ot its rotational speedl.
2. It is used to measured speed or as part of the automatic control syst. to regulate speed.
3. is fitted e (i) fuel P/P cam shaft (for overspeed cut-out)
(ii) M/E intermediate shaft (for measuring the speed)

Techometer
1. Measure the angular velocity of rotating M/C giving a reading in rpm.
2. is meshed e governor driving gear.
3. when the 2 junctions are e different temp, an emf in generated 'n' a current flows, providing the
means of temp measurement.
4. The choice of metals will determine the measuring range,
e.g Cu 'n' constantan, -200 N + 350º C

Pressostat
1. It is a device which regulate the pr of the syst automatically.

Themostat
1. It is an appratus for regulating temp of the syst automatically controls a heating or cooling unit.
Pyrometer ® A high temp measuring thermimeter in which the sensing device does not come into
physical contact e the hot body.
(i) resistance pyrometer
(ii) thermocouple pyrometer
(iii) optical pyrometer

Brg. Cl (min CL)

Thin shell brg = ¾ D + 0.002¢¢
Thick shell brg = + 0.002¢¢

Reverse Osmusis
1. used in F.W.G
2. The use of high pr. P/P to force lig thro' a semi permeable membroul, which will not pass salsts or
dissolved solids.
3. It is a means of producing distilled water fm. S.W.

Osmosis
The diffusion of a solvent thro' a semi-permeable membrane, which seperates 2 solution of
different concentrations, such that the concentrations are equalized.

F.W.G
1. L.P type
2. Vacuum type
3. Flash type

Evaporators
1. to produce F.W fm. S.W. (for domestic 'n' bjr feed purpose)

T.D.S (total dissolved solids) limit

for S.W = 30,000 N 42,000 ppm
portable water < 500 ppm
bjr feed water < 2.5 ppm

Performance Ratio for Evaporator

(i) is a measure of plant economy
(ii) performance ratio ∝
(ii) performance ratio =
= 0.9 (single effect)
= 1.5 (double effect)

Why vacuum is essential in evaporator?

1. to lower down the boiling pt ⇓ of S.W
2. it can control the forming of seale ( high temperature give hard scale forming)
3. relatively low temperature heating medium can be used (∴ used J.C.W temperature)

H.E
A devce is which cooling or heating take place, usually W/O actural contact bet. the flowing
substances.

Cooler
A H.E arranged to remove heat fm. a flowing fluid.

Reciprocating P/P used in bilge P/P? 'n' L.O P/P

1. disch pr can controll easily (W/O change the speed)
2. self priming
3. can houdle any reqt. vis

Ship Trial Results

1. It is important for future reference.
2. When ship is on maiden voy, speed, load, SFOC, etc. should be compured e ship trail results 'n' any
great deviation must be claimed.

Why centrifugal P/P is used in J.C.W syst?

1. cortinuous flow
2. larger vol. of water can be circulated
3. dirving power can be used either A.C or D.C
4. sefl priming can be obtained due to header k.

Safely Device on Cyl. Cover

1. indicator cock
2. cyl head relief V/V → (setting 20 N 30% above normal W.P)
3. sofety cap (fitted on starting air pipe)
4. flame trap (fitted starting air pipe 'n' cyl head)
5. exh gas thermometer.

Difference bet. safety V/V 'n' Relief V/V

Safety V/V Relief V/V
1. open e jus above the designed W.P 1. open e above 10% of W.P
(not more than 3% above approved (15 ~ 20% → fully open)
working pr.) (poping wide open)
2. close e as soon as excessive pr. 2. closed e 5% below W.P
(< 4% of design W.P)
(snaps shut)
3. can open manually by easing gear 3. cannnot open by manually
4. Poping wide open 'n' snaps shut 4. Gradually open 'n' close the V/V
open e not more than 3% above open e 10% above W.P
design W.P close e 5% below W.P
close e < 4% of design W.P

Gas freeing of a k for inspection

1. B4 gas freeing, all content in the k to be MT by means of transfering to another k (or) P/Ping up to
store reception facilities.
2. Then k should be cleaned by suitable methods.
3. Manhole doors can be opened now 'n' at least 24 Hrs. (B4 entry)
4. Forced ventilation syst e air duets must be carried-out e force exhausting syst, at least 2 air changes
should be completed B4 entry.
5. After thorough ventilation, invite the chemist 'n' test for any toxic gas (or) explosive gas (or) O2%
concentration which may present in the k to be done.
MT ballast k atm. should be tested by Davy's Safety Lamp.
flame → burn cleanly ⇒ air in the k is free fm. foul gas
 flame → faint blue cap ⇒ presence of explosive gas.
flame → black or goes out ⇒ presence of foul gas (CO2)
the lamp will not burn in a atm ⇒ containing less than 16% of O2.
6. The following preparation must be carried out B4 entry.
(enclosed spaces / k entry permit must be completed B4 entry)
(i) effective ventilation maintained continuously 'n' test frequently
(ii) responsible person must st-by outside the compartment
(iii) briefing to the staff entering compartment by senior officer
(iv) agree communication syst B4 entry
(v) approved B.A 'n' resuscitating equipment ready for immediate used
(vi) life line 'n' safety harness / stretcher e blanket ready for immediate used
(vii) have adequate illumination / approved hand torch to be brought in

Gas freeing Certificate

1. a certificate issued by an authorized responsible person confirming that e the time of testing a k,
compartment or container it was gas free for a specific purpose.

2. it is a guide line 'n' when exposed to vapour concentrations below the T.L.V will not harmful 'n'
above the T.L.V may risky.
Requirement - The space should be saved for 5 day e a working rate of 8 Hr/day
1. H2S = 10 ppm 5. petrol 'n' paraffin = 500 ppm
2. Benizene = 25 ppm 6. Natural gases 5% LEL 'n' 13.5 H.EL
3. CTC = 10 ppm 7. Petrol gases 2% LEL 'n' 5% H.EL
4. methonol = 200 ppm
Log Book
It is a lawful 'n' valuable records 'n' should be treated as such :
1. all entries are to be made accurately
2. these record are reqd. for trouble shooting 'n' preventive maintenance
3. they form part of the insurance claim.

Log Book inspection is carried-out (As a C/E)

1. to determine the condy of eng's performance
2. to determine the condy of our M/C performance
3. to know the R.O.B of F.O 'n' L.O
4. to know the R.H of main 'n' awc eng.
5. to check the records concerned e MARPOL, SOLAS requirements, etc.
6. Noon-abstract
Overall economy of an Engine
1. high fuel economy
2. relicability e sea, e durability 'n' low maintenance
3. low investment costs

Improving Operational Economy

Step I → ship speeds have been lowered
Step II → (1) reduce eng- speed by increasing stroke
(2) stern opertures of vessels have been redesigned to accomodate
larger dia propellers.
Step III → (1) hydrodynamie improvements have been introduced by refining stern lines,
increasing beam ratios, 'n' adding all sorts of propulsion aids, eg. ducts, fins, van wheels, bulbs,
assymmetric sterns, flow staightening nog, propeller bose cap fins, etc.

Arc System Efficianey

1. waste heat recovery turbo-generator
(stm turbine for eleet power 2/S → more than 15,000 kw
4/S → more than 10,000 kw)
2. improved components
(2 made speed motors → eng driven P/P capacity found more than reqd when e eng. full running
speed 'n' to prevent it)
3. Improved fuel treatment
(clarifier / purfier type seperators 'n' fuel blending units)

Overall Effy
Overall effy of propulsion in depend upon :
1. effy of propelling M/C
2. hull effy. 'n'
3. prop. effy

M/E driven generator (Shaft Generator)

by providing shaft generator (Adv of Shaft Gen)
1. sowed fuel L.O consumption
2. lower running costs 'n' maintenance costs
3. lower noise level in E/R, space, wt ß
4. simplest design 'n' most compact installation
5. Less No. of A/E can be used
6. possible capital saving by reduction of the 'n' rating of M/E

What is the causes 'n' remedies of ship speed slow down?

Causes : → due to improper combr of M/E
Remedies → (1) take all indicator diagrams of M/E
(2) to consider the developed power, power card
(3) to evaluate the combn 'n' expansion process
Pmax 'n' Pcomp ⇒ out-of phase diag. (draw-card)
(4) to check the hightness of cyls., compression curve
(5) to evaluate the exhausting 'n' scavenging process
(light spring diagram should be taken)
(6) Any defects founded, should be rectified as soon as possible

Crash Stop (or) Crash Manoeuvring (Emer Reversing)

1. This is an emergency reversing of the eng. when the ship speed is high.
2. after shutting off the fuel, the eng. revolution should be waited until reversible rpm is reached.
(UEC - 50 rpm)
3. then, shift the reversing lever to astern posr.
4. when, eng. rpm drops 'n' lower about 45 rpm, at least one air starting impulsive application must be
applied.
5. (i) then, eng, can be started in astern diren as usual way.
(ii) heavy vibration in the hull may occur, so eng. speed should be kept low during 1st few min
after start.

1. This is emer reversing of the eng, when the ship speed is high.
2. Even when receiving the stop order, eng. continue to run e (old diver) slow decreasing speed as vel
of the ship throl the water.
3. given stop order to eng. 'n' answer the telegraph, fuel lever put to 'zero' possible
4. wait until eng. rpm have fallen to reversing speed (about 45 rpm)
5. Then astern order to eng 'n' answer the telegraph.
6. when eng rpm drops 'n' lower about 45 rpm, at least one air starting must be applied
7. Then eng can be started is astern diren as usual way
8. heavy vibration may occur, so eng. speed should be kept low during 1st few min. after start.

Welding Test
1. test is carried out on welded joints
2. two basic types
(a) destructive test (D.T)
(b) Non-destructive test (N.D.T)

D.T
1. test is carried-out on the specimen pieces.
(subjected to damage during the process)
2. it reveals the mechanical properties of specimen under test
3. (i) Tensile Test (T'SD) (Tensile Testing M/C)
(ii) Impact Test (I'BoT) (Izod Test, Charpy V Notch Test)
(iii) Hardness Test (H'pm SAW) (Brinell Test, Rockwell Test, Vcker Pyramid Test)
(iv) Bend Test (B'DB)
(v) Fatigue Test (I'TT) (Wholer M/C)
(vi) Creep Test (F'TC's)

N.D.T
1. test is carried-out on the component (not on the test prieces)
2. to detect flaws during manufacturing or service
3. test gives no ordication of mechanical properties
4. only gives indication of cracks, porosity, inclusions 'n' fatigue cracks
5. (i) Visual Inspection (break the surface) (apply for ducts, pipes, etc)
(ii) Lip penetrant inspection (break the surface) (apply for metal, glass, etc.)
(iii) Magnetic Crack Inspection (detect the surface 'n' subsurface) (used for ferromagnetic mat)
(iv) Heet test method (detect the surface 'n' sub-surface) (used for any metals)
(v) Lihransonic inspection (detect the internal defects) (used for most material)
(vi) Radiographic Inspection (detect the internal defects) (used for most material) (but limited the
thickness)

Welding defects. (Soup LLDC)

1. overlap
2. undercut
3. porosity or blow hole
4. slag inelusion
5. lack of fusion
6. lack of penetration
7. distortion
8. centre line cracking.
Lifting Device Maintenance
1. Proper greasing (oiling) of chain blocks
2. proper storage in place
3. Not repair must be done on damaged rope
4. Damaged chain block must not replaced together e the good one.

Survey
1. load test by according capacity
2. check the fail safe break, make not oily, dry
(if reqd renew friction pad or plate)
3. don't use over load
4. keep not to wet, not cool, not exposed to rain
5. remote switch must proper maintennce / not oily / dirty
6. limit switch → Test

Bolt elongation measurement

1. the botts should be taken for stretch by means of trammel
(usually supplied by eng. makers)
2. If the trammel does not enter both marks → discard the bott.
3. 4/s eng. ® to renew after 10 yrs. service

Adv of Pilgrim Nut

1. can use for prop. withdrawing
2. most suitable 'n' fastest fitting 'n' removing
3. no key is reqd. (\ stronger, greater resist to fatigue failure)
4. firmly grip
5. prevent fretting corrosion
6. cn take 100% torque 'n' higher frictional coeff (can reduce size/wt)
7. can fit e sub-zero temp.

Open-Loop Control Syst

- a control syst w/o monitoring the feedback,
- read the display information 'n' manually adjusted

Closed-Loop control syst

- a control syst processing monitoring feedback
- the deviation signal formed as a result of this feedback being used to control the action of a final
control element in such a way as to reduce the deviation to zero.
- a system of control of a m/c or process in which the result of an input conrol setting is compared e the
input, 'n' any difference (error) is used to connect the result (output) to bring the error towards zero.

First Start Arrangements

(Starting arrangements for emer generating sets)
1. emer gen set capable readily started e 0ºC
If this is impracticable (or) lower temperature are encountered, heating arrangement is provider
2. Starting device stored energy capable of at least 3 consecutive starts.
A 2nd source of energy provided for an additional 3 starts within 30 min
3. The store energy shall be maintained e all times, as follows :
(i) electrical 'n' hyd starting system shall be maintained fm ESB
(ii) compressed air starting system may be maintained y the main or aux compressed air receivers
thro' a suitable NRV (or) by an emer air compress which, if electrically driven, is supplied fm. the ESB.
(iii) all of these starting, chargin 'n' energy storing devices are located in emer. gen space.
(they are not used for other purpose other than the operation of emer gens)
4. Where automatic starting is not reqd, manual starting is permissible,
(such as manual cranking inertia starters manually charged hyd, accumulators (or) powder charge
cartridges.)

First Start Arrangement

1. when the ship is in dead ship possible, the first start arrangement is carried-out
2. emer air bottle is filled y operating e emer hand operated air compressor
3. during this time, one of the gen. should be st-by by such as priming the L.O, F.O, turning the
flywheel, etc.
4. Start this gen., 'n' check the running cond.
(f satisfactory, close the main circuit breaker of te concerned swtich board
5. Running the C.S.W server P/P 'n' E/R supply fan
6. run the main air compressor 'n' fill the air receiver
7. prepare the remaining gen. 'n' start, 'n' then synchronized 'n' load share
8. aux. blr should be started
9. M/E should be warmed-up for operation

Economy Speed (Less SFOC)

It is a speed, within the range of maker recommended speed, which rensonable 'n' effective by
using less specific fuel consumption.
Continuous Service Rating (CSR)
The power output of an eng. which will be obtained during normal sea service cond. on a
continuous basis.

Maximum Continuous Rating (MCR)

The practical limit of output for a diesel eng. which is to be run continuously.

Water 'n' Oil Lubricated sten tube

Water
1. need contiuous bronze liner
2. lubricant is S.W
3. stuffing box packing gland only needs e the fuel end
4. lignum vitae strips are used as brg.
5. tail shaft surveys needs e 3 yr interval
6. normal element = 0.003 ~ 0.004 of shaft dia
7. brg ele (man) = 7 mm
8. cost ⇑ (lver cost)
9. noise ⇑, wear ⇑, power ⇑
10. corrosion ⇑, friction ⇑

Oil
1. no need bush
2. no need oil
3. fwd 'n' aft mech. seals are reqd.
4. brgs. are gray e.I ligned e white metal.
5. --------- 4 yr interval
6. ----------- = 0.0015 ~ 0.002 of shaft dia
7. brg. el = max. 2 mm
8. cost ⇓, maintenance
9. noise ⇓, wear ⇓, power ⇓
10. corrosion ⇓, friction ⇓

Slow Turning (Stopped eng more than 30 min)

1. to prevent damage caused by fluid which may have callected in one of the cyl.
2. Turn the eng very slowly at least one rev. on starting air B4 starting.
3. B4 starting (get permission fm. bridge)
4. keep indicator V/V opened 'n' check that no fluid-out of any of the V/V.
5. it also ensure that the cond. of all running gear are in good-order.
6. should be done when eng. has stoped more than 30 min.
7. Operation (stopped more than 30 min)
(i) Open all the indicator cock
(ii) press the switch for slow turning
(iii) set the telegraph to dead slow
(iv) move the starting handle to starting possible
(v) aftet slow turning, handle back to stop
(vi) move the telegraph to stop
(vii) switch back to normal possible
(viii) shut indicator cock.

4/S eng. unit cut-out procedure

1. the concerned unit should be out-off.
2. the full procedures are in accordanced e KAWASAKI MAN 9L 52/55 A
(i) remove the rocker-arm
(ii) remove the push-rod, disconnect all the pipe connected which is attach to cyl. head
(iii) remove the cyl. head
(iv) remove the pist e con-rods is usual manner
(v) the L.O feed hole for crank pin must be closed by a special tool supplied by the maker.
(vi) boxed-back the cyl head
(vii) removed the start air incet brench pipe 'n' put back blank flange plug the control air line fm.
distributor.
(viii) removed the roller guides for push-rods. 'n' put the blank flanges.
(ix) shut-off the lubricating for R/A
(x) concerned-fuel P/P must be cut-off by lifting-gear
(xi) If one cyl is dismantled, the eng. speed should be maintained bet 180 ~ 400 rpm. depending
on actual rnning condition.

All unit exh- temperature high (common)

1. Scaw air temperature high
2. fouling of air 'n' gas passage
3. altering cam shaft timing (fuel + exh)
4. fuel quality
5. eng. overload.
One unit exh. temperature high
1. poor atomizing, late ignition, after burning (faulty fuel P/P, F.V)
2. laekey exh V/V, fouling exh. syst
3. blow-pass
4. fouling scav syst, scav, fire
5. wrong adjustment or damage cam.

Adv of charge air cooler

1. reduce thermal stress on pist / liner, etc.
2. increase density of air
(ie more fuel can be burnt, more power can be available
3. reduce exh. temperature (air i rise ⇒ 2ºC rise)
4. better scav q
5. can be condensed 'n' drained moisture fm. air

Action (when eng, cannot start)

1. Inform to B/R
2. check interlock system (T/G, L.O, Jkt.c.w, F.O pr.)
3. If no rotation of flywheel when starting ® check starting air system
4. If rotation of flywheel when starting ® check F.O system

Causes of Sluggish Starting

1. insufficient air
2. automatic air starting V/V not working properly
3. air distributor not working properly
4. F.O lone air lock
5. too much wear 'n' tear on linkages of starting mechanisim
6. poor composition
7. lack of scav, air
8. Too late fuel timing

Increase fuel consumption (Suddenly)

1. Load cond.
2. Trm 'n' list
3. wind 'n' sea cond.
4. Hull fouling, property fouliy
5. properly unbalance (may be fishing net also)
6. check Dry docking interval
7. Leakage of F.O system

Special care during when reduced speed

1. increase cyl oil lubrication
2. if necessary C/O to D.O
3. if necessary run aux. blower
4. check temperature 'n' pr of L.O, F.O 'n' seav. air
5. check exh. cmoke 'n' temp

Why increase in fuel consumption. (Suddenly or Slowly)

1. check fuel consumption calculate about 1 Hr. 'n' compare e normal
2. check possible leakage
3. Then taken indicator cards 'n' check possibility of process
4. Then, other faulse to be considered such as :
(i) low scav air pr.
(ii) poor quality fuel
(iii) hull fouling
(iv) smothness of property
(v) overloading

1. eng. running overload (sea cond, wind cond, draught, trim)

2. charge air pr. too low (T/C, Blower, filter, cooler fouling)
low charge air ⇒ loss in power ⇒ more fuel is reqd. to burn.
3. incomplete combination
4. poor quality fuel
5. hull fouling
6. possible leakage to be checked
7. smothness of property
8. check by taking indicator card 'n' compare

How will you notice, your eng. is overload?

1. load indicator
2. T/C rpm
3. exh. temperature
4. fuel rock pos.
Why overload?
1. sea cond.
2. wind cond.
3. hull fouling
4. shallow water
5. property blade unbalance
6. draught
7. faulty fuel timing (or) insufficient air

Knocking
1. when eng. is starting fm. cold or low speed 'n' shallow water, there is characteristic knock.
2. knocking will disappear when reach the normal speed 'n' temperature, it may be due to faulty
combrition or mech.defects such as too much clearance.
4. Apart fm. overloading, knocking is :
(i) early combrition
(ii) late combrition
(iii) leaky or sticking F.V
(iv) uneven distribution of fuel to different cyl.
(v) one or more driving gear component have excessive verti.
(vi) too high injection property
(vii) unsatisfactory fuel atomization

Diesel Knock (Dotonation)

- due to rapid burning of the charge of fuel oil accumulated during the delay period bet. the time of
injection 'n' ignition.

Failure of eng. air starting system

1. check air bottle
2. check master air starting V/V
3. main air distributor
4. check interlock (T/G, L.O pr., etc)

Cause of sluggish starting

1. in sufficient air
2. air starting V/V sticking
3. automatic air start V/V not working properly
4. air distributor not working properly
5. F.O live air lock
6. too much wear 'n' tear on linkage of starting mechanism
7. poor compresstion
8. lock of seav air
9. too late fuel timing
10. defective noz. 'n' low L.O tang

When sump level become low,

1. due to normal consumption (or) draught changes (or) rough sea
(fill-up 500 Hr (or) 1000 Hr upon req.)
2. if consumption rate is still increase investigate possibe leakages by checking
(i) arround foundation / bed plate
(ii) sludge k, system k
(iii) stuffing box drain k, seav drain k
(iv) P/P 'n' piping system
(v) purifier / L.O cooler
3. If necessary stop eng. (after B/R permission 'n' remedy)
4. prepare damage report

When sump level become high,

1. slow down eng.
2. check k sdg.
3. check possible contamination
(i) filling V/V keep in open possible
(ii) leakage of pist. cooling. water (check exp. k)
(iii) leakage of puri, sealing water (water outlet / oil outlet)
4. take sample 'n' check is contamination, F.O contamination (Test)
5. If necessary stop. eng. (after B/R permission 'n' repair damage)
6. In port, time available, carried out Batch purification
7. prepare for damage report

Decrease L.O pr.

1. Run st-by P/P
2. C/O 'n' clean L.O filters
3. check brg. cl. 'n' L.O pipe connected (after stopping eng.)

Emer Operation
Techamical Data for New A/E to be installed on-board
1. eng. power output 'n' Type 'n' maker
2. eng. rpm
3. Bore 'n' Stroke
4. Dimension of eng mounting 'n' height
5. Height 'n' Dimen of coupling
7. Scavenging system

C.P.P (Controllable Pitch Propeller)

1. A propeller made-up of a boss e seperate blades mounted into it
2. Can alter the pitch angle of the propeller blades simultaneously by hydraulically
3. So that pitch of the propeller can be altered fm. 0 ~ max. in either diren or reqd.
4. Astern thrust can be produced W/O changing the direr of istation of the propeller
5. Can be used in non-reversible eng.

Emergency 'n' Fail-Safe Arrangement

1. filted audile 'n' visual alarms (in each station) 'n' operated for
(a) Low oil pr. (c) low oil level in k
(b) high oil temperature (d) failure of power supply
2. must have alternative power supply, (for emer)
3. if the telemotor system fails, the prop. pitch can be manipulated directly fm. the O.D box (by
disconnecting the remote control system) 'n' changing to Hand possible
4. if the hyd. syst. fails the safety spring allows the properly pitch to a full ahead possible
5. Aux. hyd. syst. must also e provided
6. if the failure of main servo. motor the systm. must have,
(a) emer. serva (or) (b) mech. link

Emer Servomotor → filted e the fwd. end of the O.D box 'n' oil is ged into this servomotor fm. a hund
P/P 'n' moved the main servo pist. rod so that the blades are in full ahead pos.
Mech link ® A stud is screwed thro' the distribution bod end 'n' threaded into the pist. rod.
when this stud is hightened, the pist. rod draws the main servo into full-ahead posn.

CPP (Adv)
1. Improved manoeuvrinability
(a) pitch can be altered fm. full ahead to full astern in about 12 sec.
(b) better crash facility available
(c) lower strip's speed can be obtained
2. No reversing gear is reqd.
3. Less S/T brg. wear
4. Fewer eng. starts (lesser cap. ofair ottle 'n' compressor)
5. Eng. power 'n' speed can be matched to the cond. of the hull n'n weather both case save the fuel.
6. it gives simpler method of bridge control

Dis-adv
1. Properly is heavier, e greater stresses on tail shaft 'n' S/P brg.
2. complex mechanism 'n' control system
3. Initial cost is higher than fixed pitch properly
4. Survey period reduced by one yr. → additional cost for survey
5. lower propulsive q (due to large dia hub)
6. increase risk of break-down (due to oil system fail, seal leak, control fail, etc)
7. greater covitation damage on properly blades
8. not suitable for very larg vessel.

Pitch → the pitch of a properly is the (axial) distribution it would advance in one rev.

Slip → when a properly is revolving in water it does not adv. the water in one rev. as much as the
value of its pitch, it is said to dip.

CPP checking on dock

1. parts of properly external to the hull, check for seal leakage
2. Hub is drained-off 'n' check water content
3. blade seal renewal as per program (ie., one or two blade seal is renewed in clock)
4. examine properly blade locking 'n' fastening dvices.
5. after changing blade seal, properly hub is pr. test
6. shaft outer seal (to S/T oil system) check wear 'n' leakage
7. after renewal of lade seal, pr. testing the hub 'n' other parts, or completing other work
8. Test full five to fullive position of pitch (B4 dry clock is flovded)
(This test should be carried-out fm. B/R, C/R, local control station)
9. Emer. operation procedure to be checked.

Super Long Stroke Engine

1. Modern eng. are designed e super long stroke eng. e uniflow scav 'n' exh. V/V type. (such as sulzer
RTA, B & W - MCE)
2. increase stroke/bore ratio 3 : 1
3. reduce SFOC 'n' reduces fuel cost by increasing thermal q e uniflow scav. (123 ~ 133 gm/bhp-hr)
4. improve properly of by providing low shaft speed.
properly q = thrust force × ship speed
shaft power
5. simple construction for liner e scav. port. 'n' exh. V/V
6. Low cost for line 'n' reduce line wear
7. thin wall liner can be used (ie., improved jkt cooling q)
8. The arrangement for sealing the bott of the C.W space much simpler than flow
9. No temperature gradiation across scav. port 'n' exh. V/V (comparing e loop flow)
10. shorter pist skirt is reqd. ( do not need to cover the scav. port. 'n' exh V/V by pist. skirt when pist e
TDC) (compare e x-flow)
11. e uniflow sav → improved scav. q

How to check Automation Alarm System?

1. U.M.S alarm system,
- can be checked by using the simulator, when the eng. is stopping cond
2. For Manned Ship,
- canbe checked by readings of pr. 'n' temperature gauge e the time of alarm initiating while the
eng. is shutting down.

Simulator (Simulation Test)

1. it is computerized special device, which can duplicate the artifical cond likely to be enowntered is
actual operation.
2. Modern UMS ship has provided of adaptor to connect the simulator so that alarm system can be
checked during the eng. is stopping.

O.M.D
1. is an equipment (to continuously measure or defect the presnece ofconcentration in oil mist high
temperature flammable vapours diesel eng. C/C
2. ah alarm will be given if set limits are exceeded 'n' conditions are likely to cause an explosion
exists. Thus it prevent primary C/C explosion
3. Alarm set e 2.5 ~ 5 % of L.E.L

Explosimeter
1. an instrument for the detection 'n' measurement of flammable gases in an atmosphere

Davy Safety Lamp

1. it is used to detect O2 deficiencies in confined spaces
2. changes in the flame size 'n' brihtness indicate the relative amount of O2 in the atm. being tested
3. flame burns clearly ⇒ no dangerous 'n' enough O2 in the air
flame faint blue cap ⇒ presence of explosive gas
flame black or goes out ⇒ presence of foul gas / CO2
the lamp will not burn ⇒ atm. containing less than 1% of O2

(How to check en. performance)

Minimum Information for performance
1. Indicator Diagrams (power, draw, compressor, properly, light spring)
2. F.O system, fuel quality 'n' combrition condn, S.F.O.C,
3. System L.O 'n' CLO consumption (pr., temp)
4. exh gas system 'n' exh gas condn,
5. T/C q 'n' T/C condn.
6. C.A.C condn
7. Pr 'n' temperature of M/E system (L.O, F.O, F.W, S.W, sean air, etc.)
8. engine (ship speed)
9. weather, sea, hull, properly condn
10. Fwd 'n' Aft draught, Slip

Maintain good engine performance

1. check exh. smoke 'n' sound
2. check exh temperature 'n' eng running parameters
3. perform regular maintenance works 'n' damage repair
4. eng. can be run e rated speed
5. took indicator diagram 'n' perform power balancing
6. check fuel oil consumption
7. power card (check peak pr., calculate JHP 'n' compare)
8. out of phase card (check compression pr., crank e Pmax pt., Pmax, process of conbn 'n' expansion)
9. Light spring diagram (condn of exhausting 'n' seavenging period)
10. fuel P/P index

1. Blr. Surrey
2. Prepare, Open-up, nternal, Refilling Procedure
3. Fun of safety V/V
4. safety V/V setting
5. Accumulation Pr. Test
6. Water hammer, Blow-down pr
7. Hydraulic Test
8. Blr w. Test, Why Blr w Test is correct-out?
9. Treatment, why Blr w Treatment is carried-out?
10. Blr S.D
11. Furnace Blowback, Furnace distribion
12. Uptake fire, H2 fire
13. EGE out-of order
14. W.H.R system, Heat Balance
15. Foaming, Priming, Carry-over
16. Caustic embrittlement, where Na come from? which place attach?
17. Blr. w. contamination / Blr Corrosion
18. Blr laying-up procedure
19. Why loop is placed bet pr gauge 'n' stm line?
20. Turn-down ratio
21. Soot Blower Mintenme e sea
22. EGE safety V/V setting? (3% above w.p)
23. EGB stm control
24. How to properly maintain blr (w.test/combn syst.)

Booiler Survey
1. subjected to class survey ⇒ heating surface area ≥ 4.65 m2 (heating surface) working pr ≥ 3.5
kg/cm2 = 3.5 Bar
2. Interval Þ DNV 'n' lloyd (2 yr. unitl 8 yr) (every year after 8 yr. old)
3. Survey items (internally 'n' externally)
(i) boiler
(ii) superheater
(iii) Stm generator
(iv) EGE

Additional
(i) mounting (open-up 'n' examine)
(ii) F.O syst, piping, V/Vs 'n' heater
(iii) circ. P/P 'n' syst
(iv) stm pipe (if necessary NDT)
(v) check chocks, seating stools, rolling stays
(vi) pr. gauges
 (vii) water level indicator
(viii) safety V/V blow-off pr. (steaming condn:)
(ix) assigning of W.P

Saturated Stm
- Stm produced by boiling w. in a closed vessel has the same temperature as the water 'n' it is said to
be saturated.
- may be either wet or dry stm, depend upon contain moisture

Superheated Stm
- Saturated stm heated to a temperature abve that due to its pr.

Preperation for Boiler Survey 'n' during survey

1. Every boiler (W.P ≥ 3.5 bar, heating surface area ≥ 4.65 cm2 → subjected to survey
2. survey carried-out by class surveyor
3. Survey Interval → every 2 yr (unitl 8 yr. olds)
thereafter every year interval (DNV 'n' L.R Rules)
4. Survey includes : → (i) Boiler
(ii) Superheater to be examined internally 'n' externally
(iii) Stm generator
5. Boiler Survey :
(i) If boiler internal inspection is not satisfactory (or) blr. internal inspection is not possible, to
carry out hyd. testing (1.25 × approved W.P for not more than 10 minutes)
(ii) After 10 yrs. old of blr. (or) @ any time, surveyor demands (if necessary) drill test near the
water line should be done to determine actural thrickness of blr shell.
(iii) Pr. testing of mai stm piping @ 15% excess of approved W.P for not move than 10 minutes
(iv) Internal inspection, hammer test to furnau. fue 'n' staybolts.
(v) Brickworks, baffles 'n' casing
(vi) Inspection of alarm 'n' control system, fuel syst, foundation 'n' chocking system
(vii) checking of pr. gauge 'n' water level gauge
(viii) Testing of safety V/V under steaming condn: to blow-off @ the pr. not more than 3% of
approved W.P
(ix) All V/Vs on boiler are reqd to open-up 'n' inspected
(x) 8 yr. interval,
All V/Vs nust be removed fm. the blr.
To check the condn: of stud bolts, connection the V/V to blr.
I. Preperation for Survey
1. Gags or clamps test P/P test pr. gauge must be prepared for sofety V/V.
2. Blr must be filled e water @ a temp not more than 38ºC for fire tube blr. 'n' not more than 82°C for
water tuble blr.
3. Drip pan should be placed under all burners 'n' cleaned
4. k-top 'n' bilge should be cleaned
5. The P/P for pr. test should be inspected for openting q.
6. Blanks must be installed @ stm V/V 'n' water level gauge connection

II. Open-up procedure

1. Cool-down 'n drain the boiler water (if ot enough line) ⇒ reduce pr. to about 3 bar 'n' blow-down
water content
Bangig noise will appear when lr MT.
2. Release stm pr. by casing gear
3. Open the air vent V/V 'n' cool-down, Isolate all the mountings.
4. Slacken dog holding nut of top manhole door 'n' then breaking the joints. Then nut 'n' door can be
removed 'n' door taken-out.
5. Warning the person to keep clear of top door.
Bott door can be removed after breaking the joints.
6. Allow the boiler to ventilate B4 entry.

III. Boiler Internal Inspection

1. After normal open-up procedure, allow the blr to ventilate B4 inspection
2. Carry-out internal inspection B4 cleaning, to check, general condition, any special deposits area.
3. Plug the blow-dwon pipe (to prevent choking) / gauge glass conn:
4. Cover the landing surface of manhole door not to damage
4.5 Clean throughly, both fire 'n' water side
5. Carry-out final inspection, after clean the internal space thoroughly
(i) to check level gauge connections for any blockage
(ii) to check securing syst. of internal pipe 'n' fitting
(iii) to hammer test furnace, flue 'n' staybolts
(iv) to check firebrick, easing baffle, welding seams
6. Cleaning 'n' inspection of manhole door, landing surfaces
7. using the new joints for manhole door
8. All clean fire side → check
9. Ready for survey
Refilling Procedure
After internal Survey,
1. Boxed back all manholes 'n' mud doors e new joints
Removed plug fm. blown-down pipe, refit all mountings
2. Open the air vent cock 'n' filled the blr e water up to ¼ of gauge glass level
3. If the hyd. test is reqd. completely fill e water
4. Then manual flash-up procedure upto follow
5. Setting pm of safety V/V under steaming condition should be done @ presence of surveyor

Function of Safety Valves

1. must open fully @ a definate pr. W/O preliminary simmering
2. must stay open until pr. in blr has dropped to a certain definate V/V (not more than 4% under set
value)
3. must close tight W/O chattering
4. must close tight W/O leaking

Safety V/V setting (or) Float the safety V/V

1. Take std. pr. gauge for accuracy 'n' approved by class Surreyor
2. After filling the blr i water upto (¼ of level gauge glass), shut M.S.S.V, feed check V/Vs
3. Reassemble the safety V/V
(i compression on the spring less than previous setting)
4. Raise the blr pr. to desire blow-off pr.
5. Screw down the spring compression nut of any lifting V/V until (all are quite) (the V/V stops to
lift). Arrange to have the stm pr. @ the desired pr.
6. Then adjust each V/V in turn,
(i) slacken the compn: nut unitl V/V lift
(ii) screw down the compn: ut sufficiently enough, so that when the V/V spindle is lightly
tapped, V/V return to its seat 'n' remain seated
(iii) measure gap bet. compn: nut 'n' spring casing cover
(iv) make a compn: ring, equal to this gap 'n' insert under the compn: ut
(v) gag the spindle of this safety V/V (to prevent opening while remaining V/V is being set)
7. The remaining safety V/V is again set 'n' insret compn: ring
8. REmove gag 'n' retest both V/Vs to lift 'n' close together
9. Caps 'n' cotter pins are pad locked
10. When the surveyor satisfied the setting pr. easing gear should be tested
11. All safety V/Vs are set to lift above W.P under steaming condn: but not greater than 3% of
approved W.P
Accumulation Pr. Test
1. Accumulation pr. is rise in blr. pr. which take place when the spring loaded safety V/V in lifted
(due to the increase loading caused by further compn: of spring)
2. To limit the rise in blr pr. accumulation test is curried-out, on the new boiler (or) new safety V/V
under full fring condn:, e fed water shut-off and M.S.S.V closed
3. Test is continous for as long as the water in the boiler permits.
4. But it needs is minutes for k- blr 'n' 7 min for water tube blr.
5. with the safety V/V operaing, accumulation must not exceed 10% of W.P

Hydraulic Test
1. If ble cannot be carried-out internal inspection,
2. due to surveyor demands
3. after structural repair of blr.

Procedure
1. gag all the safety V/V
2. close all openings
3. measuring tapes placed around the blr to see bulging
4. defln: gauges in the furnace (lath gauge)
5. lagging to be removed to see any leak pt.
6. then filled completely e warm water 'n' vent cock left open to release air, then shut it back
7. gauge glass to be shut-off (blank the stm stop V/V 'n' gauge glass)
8. small ram hand P/P 'n' test gauge filted (never use feed P/P)
9. apply w. pr. (.25 ~ 1.5 times of approved working pr. for about 10 minutes or concerning
classification society requirements
10. surveyor presents reqd
11. if he satisfied, surveyor will stamp on the bott. front plate near the furnace.
12. after hyd. test, the defln: gauge 'n' measuring tapes readings must be returned to their original pts.

Boller Water Test

A. Function (why blr. w. test is carried-out?)
1. to determine the lr w. condn:
2. to control the chemistry treatment 'n' blow-down
3. to prevent scale formation 'n' corrosion

B. Test
1. Chloride Test
2. P-alkalinity Test (P = Phenolphthalein)
3. T-alkalinity Test (T = Total)
4. excess PO4 Test
5. pH value Test
6. Hydrazine Test
7. Hardness Test
8. Total dissolved Test (TDS Test)

I. Chloride Test
Purpose (1) to determine the Cl2 value (caused by Cl2 of Ca, Mg, Na Salts)
(2) to control the blow-down test
Limit ⇒ less than 300 ppm (Blow down)

II. P-Alkalinity Test (GC)

Purpose (1) gives the alkalinity of blr. w. (due to Ca Salts, hydroxyl, PO4 'n' ½ of CO3 excluding
Bi carbonates)
Limit ⇒ (< 2 × P-alkalinity)
if less ⇒ Dose GC

IV. Excess PO4 Test (prevent scall formation)

Purpose (1) determine the PO4 which can precipitate scall form salts
Limit ⇒ 20 ~ 40 ppm

V. Plt value Test

Purpose (1) determine the acidity or alkalinity of Blr w.
Limit ⇒ 10.5 ~ 11.5

VI. Hydrazine Test

Purpose (1) determine hydrazine residue
(close Þ to prevent corrosion caused by O2)
Limit ⇒ 0.1 ~ 0.2 ppm (Amerzine)

VII. Hardness Test

Purpose (1) determine the hardness (caused by Ca, Mg Salts)
Limits ⇒ (< 10 ppm of Ca CO3)
VIII. Total Dissolved Test (TDS)
Purpose (1) determine the T.D.S of blr w. (or) purlly of Blr. w.
(to prevent carried-over)
Limit ⇒ (< 150 ppm), [0.8 × (.....)μ Ω of measured conductivity = ppm of T.D.S]
Tested by → by measurement of electric conductivity of blr. w.
Basic theory → solids present in blr. w. is ionized solids which will conducts an electrical
current.
So that, this method can be used for :
(i) determination of solids in blr. w.
(ii) determination of Stm purity
(iii) determination of contuminations in returns or condensate
(iv) determination of purity is distilled or demineralized water.

Feed Water Treatment (Boiler External Treatment)

1. Purpose
(i) to reduce T.D.S in feed water
(ii) to arrest suspended solid particles
(iii) to reduce dissolved gases
(iv) to prevent feed w. syst fm. corrosion (by maitaing correct pH value of feed water)
2. Treatment
(i) to reduce T.D.S Þ use evaporated feed water
(ii) to arrest suspended solid paticles Þ use feed line filters
(iii) to reduce dissolved gas Þ
(a) inject hydrazine 'n' amines
(b) mech deareation for H.P blr
(c) maintain hot well temperature bet. 60 ~ 70ºC to promote O2 deareation thro' the vent of
hot well
(iv) to prevent feed w syst. fm. corrosion Þ
(a) use feed line salinometers, (or) salinometer of evaporation outlet
(b) maintain pH value by dosing hydrazine 'n' amines.

Chemical Treatment
1. internal blr. w. treatment
2. external feed w. treatment

Purpose (Internal blr. w treatment)

1. to keep lr w in slightly alkaline state
2. to precipitate any scale forming salts
3. to keep precipitate solid in non-adherent sludge form
4. to prevent carry-over, priming 'n' foaming

Treatments for Medium 'n' Low Pr. Blr.

A. Phosphate Treatment (Adjunet B (or) AGK 100)
1. Purpose : (a) to combat scale forming salts
(b) to give alkalinity
(c) protection against corrosion
2. Agent : (a) Na2HPO4 (disoclium hydrogen phosphate)
(b) Na3PO4 (Tri Sodium Phosphate)
(c) Na PO3 (Sodium Meta Phosphate)

B. Caustic Soda Treatment (NaOH)

1. Purpose : (a) to maintain correct pH value 'n' reqd alkalinity
(b) removes hardness salts
2. Remark → excess concentration of NaOH may cause Caustic Cracking (caustic Embrittlement)

C. Soda Ash Treatment (Na2CO3)

1. Purpose : (a) to give reqd. alkalinity
(b) to reduce corrosion
(c) to remove temporary hardness salts

D. Dissolved O2 Treatment
1. Purpose : (a) to remove dissolved O2 in L.P Blr
2. Agent : (a) Hydrazine (N2H4)
(b) Sodium Sulphite (Na2SO3)
Alkaliine Hardness salts = Temporary Hardness salts
Non-Alkaline Hardness Salts = Permanent Hardness salts

E. Lq. Coagulant Tretment

1. Purpose : (a) to coagulate the oil droplets 'n' susperded solids causing them to settle to the low
pt. of blr 'n' it blown down.
2. Remarks → coagulants are (highly molecular wt. colorless sol)
(a) Sodium aluminate
(b) Ferrous Sulphates
(c) Starch
 (d) Tannins
(e) Amines

F. Anti-foam Treatment
1. Purpose : (a) reduced by introducing a small amount of high molecular mass complex organic
compounds (such as Polyoxides or Polyamides)
2. Remarks → foaming may be caused by high density, high alkalinity 'n' oil contamination.

G. One Shot Water Treatment (AGK 100)

1. Can be used for easiness of operator.
2. AGK 100 → combination of chemicals.
3. L.P Blr syst needs → less stringent control over chem. parameter 'n' TDS.

H. Blow Down Treatment (Surface 'n' botton)

1. Purpose : (a) remove solids (salts 'n' impurities)
(b) remove coagulate become dence 'n' heavy solids.

Liq. Coagnlant
- is chem. closing to blr. w. B4 blow-down
- to obtain floating solid, scale impurities, oil becomes heavier cond;, small particles 'n' setting down
@ bottom

Boiler Sofety Devices

1. flame failure (alarm + cut - out)
2. Low-low w. level (alarm + cul off)
3. Low w. level (alarm)
4. High w. level (alarm)
5. low oil temperature (alarm + cut off)
6. high oil temperature (alarm + cut off)
7. low oil pr (alarm + cut off)
8. F.D jow failure (alarm + cut-off)
9. low stm pr. (alarm)
10. high stm pr (alarm + shut down the blr)
11. power failure (alarm)
12. Safety V/V (2 Nos)
13. easing gear
14. gauge glass (2 Nos)
15. pr. gauge
16. feed check V/V
17. flame eye
18. remote w. level indicator
19. air/ful ratio alarm
20. smoke density alarm
21. fusible plug

Furnace Blowback
1. furnace blowback generally occurs when lighting-up e explosive gas inside W/O pre-purging
sufficiently (in severe case → furnace explosion)
2. it will occur due to :
(a) insufficient oil temperature (poor atomization)
(b) collection of oil is furnace owing to leaky burner
(c) too little air
(d) blr tubes (or) uptake full of soot deposity
(e) air control not operating for the high flame mode
3. Precaution (a) stand towards side of burner 'n' furnace
(b) prepurge sufficieutly

Uptake Fire
1. can occur when deposits collected @ the uptake, consisting of soot, combn: pruducts 'n' unburnt oil
particles ignite.
2. under certain condn; , these deposits are subjected to self-igrition @ relatively low temperature 'n'
ignited.
3. It is important because it can cause H2 fire when the soot blowing is carried-out during big-uptake
fire situation.

Soot Fires
The ignition of an accumulation of soot, rich in carbon, caused by poor combn: either in port or
when operating @ low power for prolong periods.

Protective Devices
1. soot blower
2. uptake gas thermometer
3. uptake gas back pr. (guage) manometer
How to detect?
1. sudden increase in uptake / temperature
2. overheating of uptake casing
3. spark emitted fm. funnel
4. flame visible in the smoke idicator

How to prevent?
1. cleaned uptake 'n' blr tubes e period w. washing 'n' manual cleaning
2. maintain soot blower in good working order 'n' sootblow everyday.
3. maintain good combn: condn: @ all times
4. maintain burner equipment in good order
5. prepurging of the furnace e air B4 relighting the burner
6. avoid using of excess air
7. maintain circulting water (after stopping M/E) (until blr temperature 150ºC)
8. do not run too long M/E e slow speed

Small Fire
1. slow down the M/E
2. shut-off burner, force draught fan, damper, air register
3. raise w. level full 'n' lowdown continuously
(to maintain good flow of water)
4. reduced blr pr. by easing gear
5. spray water on external easing of uptake to cool down

Big Fire
1. shut down the M/E 'n' blr
2. follwo all the aove steps cover T/C air filter, EGE TOP COVER FLAP SHUT
3. after the fire has been died-down, allow the blr to sufficiently cool-down, opened-up 'n' cleaned the
stm side e F.W pr. jettig.
4. It w. leak in the E.G.E, stop circulation P/P, drain-out the water fm. the unit

H2 Fire (self perpetuating fire or H2 fire)

1. it can cause when stm soot blowing is applied during the ig uptake fire.
2. Normally, by heat alone, stm can decompose into H2 'n' O2 @ a temperature of 2500ºC.
3. But, when stm soot blowing is applied during big uptake fire, the applied stm decompose ito H2 'n'
O2 and accelerate the fire unitl the supply is exhausted or the temperature drops below 700ºC.
4. This results, iron burning in stm and H2 burning in air isothermic way.
5. So that, iron sturcture of the uptake blr will be damaged.
EGE out-of order
1. isolate the economizer
2. wash-down the tubes 'n' completely dry
3. drain all water content
4. start the aux. blr
5. maintain the low stm consumption
6. according to condition, reduce M/E rpm (e suitable speed) 'n' continue to next port.
7. write down the damage report

Blast Furnace
A smelting furnace of the reduction of iron-ores to the metalic state as cast or pig-iron.

Waste Heat Recovery Unit

1. These syst. uses the energy of waste heat which is converted into useful work, such as
2. Items of W.H.R unit
(i) E.G.B (it is heated by exh gas fm. a diesel eng. eg. composite lr)
(ii) E.G.E (a feed w. heater located within blr which uses heat energy fm the exh. as)
(iii) F.W.G
(iv) feed water heater (H.E which increases the temperature fm waster or exh. stm of blr feed
water)
(v) effy. booster (the exh. gas sulplus fm. the modern exh. gas T/C is recoved 'n' utilized to drive
a power turbine in feed back via P.T.I or P.T.O gear box to the eng C/S or prp. shaft) (∴ reduce SFOC)

Heat Balance
1. Heat in fuel to Eng. (100%)
(a) heat equivalent to power output @ shaft coupling = 53% ® to intermediate shafting
(b) heat loss to cooling service = 19% ® to H.E
(c) heat loss in exh. gas = 28% (14%[loss]/14% recovery in EGB
(d) radiation loss = 1%

Priming
1. due to water reaching the stm outlet of the blr from a to high w. level (or) excessive steaming rate.
2. it may be precipitated by a sudden excess demand for stm when the blr has been operating @ low
loading.
3. it may also lbe aggravated by uneven operation of blr burners
Foaming
1. reuslts fm. the presence of ubbles @ the stm/w interface in the blr drwm, 'n' thees bubbles reaching
the stm outlet.
2. it may be caused by high solid contents of the blr w, high alkalinity, or oil which has entered the blr
mixing e alkali to form soap bubbles.
3. Main cause ® carry-over of oil fm. leak heater
4. This will lead to priming
5. Protective device ® alarm + oil meter in hot well
6. Prevention ® (i) fitted line filter (ii) regular surface blow-down

Carry-over
1. it is the phenomenon of w-droplets being carried-over e stm into the stm syst.
2. due to
(i) too high w. level
(ii) having too high dissolved 'n' suspended solids content
(iii) thro' the preserve of oil in the blr.

The reasons of foaming/priming

1. high amunt of TDS
2. high amount of suspended solids
3. conamination by oil 'n' other organic substances
4. high w. level than normal
5. forcing the blr.

The effects of foaming/priming

1. water hammer
2. contamination 'n' sealing
3. fluctuating of working water level.
4. mulfunction of stm control syst

Caustic Embrittlement (it is a form of intercrystalline cracking)

1. It is caued by high concentration of NaOH (or) Caustic Soda 'n' material under stresses 'n' high
temperature. Why occur? ⇒ by excessive alkaline treatment.
2. Due to caustic embrittlement, damaged can cause on rivited seam, tube ends 'n' boited flanges.
3. To prevent this Na2SO4 should be dosed, 'n'
(i) maintain safe leve Na2SO4/NaOH (above 2.5) (or) Na2SO4 : NaOH = 5 : 2.
(ii) maintain temperature
 (iii) w.test 'n' treatment
(iv) check metal loosen

Boiler Water Contaminations

Owing to the contaminations of blr. w, the blr is subjected to the follow main problems:
1. corrosion
2. scale
3. carry-over, foaming/prming

Boiler laying-up procedure

1. can be laid-up either wet (or) dry.
2. wet method ⇒ (i) in warm climate, filled e water until it comes-out from air vent.
(ii) then blr is seal-off
3. dry-method ⇒ (i) MT the blr 'n' cleaned thoroughly (fire 'n' water ride)
(ii) corroded parts (wire-brushed 'n' coated e anti-corrosive point
(iii) shallow metal trays filled e quick lime should be placed in both fire 'n'
water space
(iv) then blr is closed-up air-tight.

Why a loop is placed bet. stm pr.gauge 'n' the stm line?
1. stm pr. gauge is always fitted e a loop bet. stm line 'n' gauge (it is never insulated)
2. \ stm will condensate 'n' this prevent the stm direct contact to Bourdan tube
3. This prevent damage of tube.
4. if thure is no loop, the gauge will read incorrectly

Turn-down ratio of the burner

1. it is the ratio of max. to min. (flow that can take place thro' is burner) (or) (oil throughput of the
burner)

Sool Blower
1. equipment which is used to remove the soot of the blr 'n' economizer.
2. Maintenance
(i) carry out regular soot blowing
(ii) always use dry stm (by opening the drain V/V first)
(iii) after using, close M.S.S.V 'n' open the drain V/V
(iv) regular mainteance, such as gland plaeking
E.G.E safety V/V setting
1. Methods (i) stm control
(ii) water control
(iii) exh. gas control
2. stm control ⇒ by provding damping V/V is by-pass syst. in condenser, exess stm can be discharged
into condenser.
3. water control ⇒ by shutting he inlet V/V of lamount type boiler coil
4. Exh. Gas control ⇒ by controlling the exh. gas darmper

1. L.O contamination, S.W contamination, microbial degradtion

2. water washing, stm jetting, batch purification
3. L.O lest on-board
4. Fun of Lubricants, Properties of CLO.
5. L.O properties (vis, V.I, P.P, F.P, TAB, TBN, Det/Dis, oxidation, Emulsification, E.P)
6. viscometer, viscotherm
7. Types of Lubrication
8. Timed Lubrication
9. Excess/Insufficient lubrication
10. Lubrication (reqirements, posn: , difficulties, fm., no oil groves, adv, consumption little ments)
11. Turbulance, delay period, diesel knock, atomization, penetratio, needle scores.
12. Reqirements of F.V, flash pt., pour. pt.
13. V.I.T (What? Why? How?)
14. Requirements for the use of high vis. fuel, New generation of centrifuges
15. C.V (H.C.V, L.C.V), H.T 'n' L.T corrosion
16. Abbrasive, corrosion, Fouling Groups.
17. Honogehizer, Thermal Cracking, Compatibility
18. Governors (Types, Const Speed, Droop, Speeder Spring, Overspeed Trip, Overspeed)
19. Spontaneous Combustion
20. Intrinsically safe
21. What is C.N? How can effect the combn: of eng?
22. H.T corrosion = ?, termperature = ?
23. M/E sup contamination
24. Settling k purpose
25. S.D on Sett. k

How to remore contaminant of oil?

1. By filtering ® can remove large oil insoluble matter
2. By Gravity ® can remove heavy matters 'n' water (heating is reqd.)
3. By Centrifuging → can remove sldg. foreign matters 'n' water
4. By Cenrifuge e w. washing → can remove acid (for straight mineral oil (or) w/o addition)

Sump oil contaminated e s.w. How to action taken?

1. rectify source of leakage
2. contaminated oil transfer to renovating k. (in port (or) after stopping eng.)
(by purfier used as a transfer p/p)
3. Settle for at least 24 Hrs. e heating. (tem. 60ºC)
4. drain → water 'n' sldg. (periodically)
5. The oil is passed thro' the purifier at its optimum throughput
6. When sump. k as MT, interior → cleaned 'n' examined
7. Then purified oil send to lab 'n' test
8. During this time, new oil should be used
9. Old contaminated oil should be used, if the lab result is recommended fit for further use.

Water washing
1. can carried-out an straight mineral oil (not for detergent/dispersant oil)
2. purpose → to remove acids salts 'n' other impurities fm. the oil
3. water should be infected → rate = 3 ~ 5% of oil flow
oil temp. ~ 75º
water temp. ~ 5ºC higher than oil temp.

Max. % of water in L.O

1. For x-Hd. eng., < 0.2% is satisfactory (>0.5% take immediate action) (>1% eng. damge)
2. For Trunk Type, < 0.1% is satisfactory (>0.5% take immediate action)

Sampling Procedure
1. regular 'n' thorough lab analysis ⇒ for max. sq.
2. For on-board test ⇒ the results down only the oil is safe for further use or not.
3. For accurate result ⇒ Test by skilled chemist
4. Sample ⇒ (i) drawn fm oil circulating (test cock on disch side of P/P)
(ii) drained-cut the line (B4 taking the sample)
(iii) sample filled into the chemically deaned container
(iv) marked on the label Þ (i) grade of oil
(ii) source of sample
(iii) date
MIcrobial Degratation
1. Where w. is present, micro-organisms may grow by consuming (or) decompose hydro-carbon
elements in oils.
2. Micro-bio-logical growth can be foudn @ an oil/w interface
3. Organic matter from that interface will sink to the bott. 'n' building-up a layer of sludge 'n' debris.
4. Microbial infestation @ an early stage may not harmful but corrosion within m/c syst. may arise if
severe infestations followed.
5. Micro-bio-logical attack on hydrocarbons reqd presence of dissolved O2 'n' favourable physical or
temp. condn:
6. Greatest activity occurs @ 20 ~ 33ºC. Some bacteria can survice @ 65ºC
7. Bacteria also favours neutral pH value but may tolerate upto 9 or 10
8. Due to microbial degradation which may lead to
(a) reduce centrifuging 'n' filteration q
(b) protnote local pitting corrosion (on jowvual 'n' brg)
(c) duce load carrying capacity 'n' E.P properties in the case of high TBN detergent oil
9. Microbial Sign
(a) purgent smell
(b) colour charge
(c) precipitation of sldg.

L.O Tests on-Board (ADCV Kit)

1. Acdity Determination
(a) is tested by extracting the acids fm. sample oil
(b) by means of shaking e known amount of distilled water
(c) colour compare e series of colour stds. (each represent a known pH value)
(d) fm. which, the sample can be determined quite accurately.
2. Insolube Content. (Drop Test)
(a) is tested by blotter test
(b) single drop (release fm. given height) to a sheet of special papar filter
(c) compare e similar oil e known varying insolube content
(d) test sample oil should be below the upper limit
3. Water 'n' other Contaminant (Crackle Test)
(a) is tested by crackle test
(b) known amount (sample oil), pour to test tube, hold over a small spirit lamp 'n' shake
(c) No craclde, oil is dry. 'n' slight crackle, trace of water
4. Viscosity Determination
 (a) is tested by three tube rolling ball viscometer
(b) one tube fill e used sample oil
(c) another tube fill e lower vis. unused oil
(d) remaining tube fill e higher vis. unused oil
(e) all tubes are placed in hot water bucket (until reach same temp.)
(f) all tubes are inverted, internal hollow ball rise to surface
(g) record the time
(h) test oil bet. the lower 'n' upper limit, this oil is fit for further used.

Function of Lubricants (FHCC NLS)

1. reduce static 'n' dynamic funciton 'n' prevent wear
2. removed heat (fm. brg. or outside source)
3. protect against corrosion
4. flush-away contaminants
5. dampen noise
6. able to withstand the varying load
7. in some cases, act as a sealant

Properties of C.L.O (FVSS BDC)

1. to minimise the frictional wear 'n' lubricate pist. 'n' liner
2. to sustain good viscosity even @ a high working temp.
3. to provide adequate spreadibility 'n' to form a good oil film
4. to form effective gas sealing
5. to burn cleanly, leaving as little 'n' as soft a sldg as possible 'n' removed w/o difficulty
6. to prevent the build-up of RZD 'n' exh. ports
7. to provide adequate alkalinity 'n' neutralize effectively the corrosive effects of poor fuel. (must have
proper TBN value 70 ~ 80)

Effect of Use Low Vis Oil

1. reduce oil film thickness
2. metal to metal contact
3. cannot dampen the noise
4. possibility of leakage
5. reduce oil pr

Effect of Use High Vis. Oil

1. greater oil film thickness (greater internal resistance)
2. greater coeff of friction
3. generating the heat 'n' working surface become high temp.
4. p/ping difficulty

L.O Properties
(a) Viscosity (should be suitable low)
1. the internal resistance to flow (@ specified temp.)
2. vis ∝ . (indirectly proportional)
3. vis ∝ pr.
4. vis. can express :
(i) kinernatic vis. (est @ 40ºC)
(ii) Redwood No. 1 (in seconds)
(iii) Saybolt Universal (in seconds)
(iv) Engler (in degree)

(b) Viscosity Index (should be higher)

1. rate of change of vis. of an oil in relation to change of temp.
2. law V.I ⇒ greater change of vis. (@ given temp. change)
3. higher V.I oil is more prefer for m/c use
4. can improve V.I (mix e special aditives)

(c) Pour Point (lower the better)

1. it is the lowest temp, at which an oil will barely flow
2. it determines whether an oil is suitable for cold wealther or not.
For C/C oil Þ pour pt. = – 18ºC

(d) Flash Point (higher the better)

1. it is the lowest temp. at which an oil will give-off sufficient influammable vapour to produce a flash
when a small flame is brought to the surface oil.
2. C/C oil flash pt. should be as high as possible (to prevent explosion)
For C/C oil Þ flash pt. = 220 ~ 230ºC
(ashigh as possible)
(to prevent explosion)
Fire Pt. = is the temp. @ which an oil will flash 'n' continue to burn.

(e) TAN
1. It is neutralization value
2. It is an acidic fiure
3. It measures the ability of an oil to react e base reagent, indicates the acidic express as TAN.
4. express interms of :
mg. koh/gm. of oil

TBN
1. it is a neutralization value
2. it is an allcali figure
3. it measures the ability of an oil to react e acid reaget, indicates the alkali express as TBN
4. express interms of :
mg. koh/gm. of oil

(f) Detergency / Dispersancy (must additives)

1. it is a group of chemical compound
2. to prevent the depositon of the carbonaceous deposits 'n' wash-away e L.O
3. metallic soups = common use as detergent additives
4. detergent oil Þ cannot water wash in centrifuge (because water/oil soluble)
5. Only detergent additives is not sufficient for remove the such deposits
6. So, must add dispersancy additives
7. it is made to divide the larger size deposits into king particles to be carried in a colloidal suspension
'n' dispersed evenlly throughout the bulk of oil.

(g) Oxidation Stability. (should be slow oxidation)

1. it will take place @ all times but increase the oil is agitated 'n' heated in the presence of air 'n'
mossture.
2. rate of oxidation ∝ temperature (oxidation produce ⇒ organic acid 'n' sludge formation)
3. emulsificaton can cause sldg formation e increasing rate
4. presence of water may promote thickening of oil '' formation of emulsion

(i) E.P Oil (Extreme Pr. Oil → rsm;wJhae&mrSmoHk;, Turbine)

1. to impart increase load carrying capacity to rubbing surface under severe operating condn:
2. to achieve this properties, added extreme type compound (S, Cl2, P compound)
3. it is used for gear oil

Types of Lubrication (DBSE)

(a) Hydrodynamic Lubrication (full fluid flm lubrication)
1. called full fluid film lubrication
2. it exists when the moving surfaces are seperated completely by pr. of contiuous unbroken flm or
layer
3. this lubricant generated by the movement of the 2 surfaces relative to each other
4. it is called "viscous-drag"
5. essential requirement for this lubrication, formation of wedge of lubricants bet. surfaces
6. e.g. main brg crank pin brg

(b) Boundary Lubrication (thin film lubrication)

1. it is not possible to establish full fluid film lubrication
2. the sliding surfaces are seperated by only a thin film of lubricant
3. Under such condn:, friction bet. the surfaces, relative movement is high 'n' some degree of metal to
metal contact occurs
4. It also occurs, under high load, that are sufficient to reduce the thickness of oil film
5. e.g bet. pist. 'n' liner @ top 'n' bott, when the pist. change direction.

(c) Hydrostatic Lubrication (thick film lubrication)

1. This is a form of thick film lubrication where the pr. within the oil film cousing seperation of the
surfaces, instead of being self-generated, is supplied fm. an external source by oil under pr. fm. a p/p.
2. e.g. x-Hg Brg. Gudgeon Brg.

(d) Elasto-hydrodynamic Lubrication (line contact)

1. This applies to line contact which occurs in rolling or sliding mechanism
2. e.g. rolling contact brg. meshing gear teeth

Timed Lubrication
1. The C.L.O is fed to the pist @ the time when the top 2 pist rings pass the lubricating holes in the
cyl. during the pist upstroke. (4/s, 2/s uniflow)
2. For SUIZER RND eng, use accumulator syst for time lubrication.
Accumulator maintain const. oil pr. up to quill morethan seaw. pr.
3. Fhis syst. gives one lubicating, period around T.D.C 'n' another period arund BDC/one rev.

Effects of reduce Lubrication

1. promote wear
2. overheating 'n' microsezure
3. consequently maj. damage to pist. 'n' liner
4. corrosive 'n' frictional wear
Effects of excess lubrication
1. fouling 'n' resulting RZD
2. consequently blow-past
3. fouling of scav space 'n' seav. fire
4. effect to combn; process (incomplete combn)
5. leading to pist ring break
6. fouling of exh syst. 'n' T/C
7. abbrasive wear

Cyl Lubricator requirements

1. must be capable of delivering regularly every stroke, a qty. of oil against moderate pr.
2. must have a wide range of adjustment
3. qty. of disch. oil per stroke should be clearly visible
4. can be operated by hand

Most Suitable Position

1. The oil should be timely injected bet. the pist. rings while the pist. moving-up, (especially bet. 1st
'n' 2nd comprn: ring, @ a pr. above that existing in the area of injection while the cyl. is low pr. phase.
2. must be remote fm. extreme pr. 'n' temp.
3. must be remote fm. ports. 'n' U/Vs

Difficulties of achieving correctly time injection

1. time injection means delivering the correct qty. to the specific surface area @ the correct time in the
cycle.
2. time lubrication in not ideal
3. Beause,
(i) time lag bet. the pipe connecting the lubricator 'n' liner in very difficult to calculate w.r.t the
pist speed.
(ii) vis. changes e change in ambient temperature (due to eng. load changed), hence frequent qty.
adjustment to compensate for the change.

Fun of Lubricator
1. to deliver the cyl oil to the lubrictor quill (or) into the lier thro' the N.R.V @ correct timing 'n'
correct amount.

If ther is no oil grooves,

1. the oil tends to scarp locally upwards 'n' downwards, e cause 2 undesirable effects
 (i) the area remote fm. oil feed pt.,
- is starved of oil so that both corrosive 'n' frictional wear
(ii) @ the oil feed pt.,
- in a narrow vetic. band upwards 'n' down wards, alkalinity , there is much more than reqd.
to neutralize any H2SO4 in local area
- the surplus metallic CaCO3 salts to H.T 'n' mixed e thermal decomposition compounds,
tends to form abrasive (Ca2O3)
- it results serious verti-grooving of liner 'n' rings

Adv of multi-level lubrication

1. greater oil film thickness (bet. rings 'n' liner)
(due to lowe row of quills → prevent → adhesion 'n' scuffing)
2. high oil refreshing rate (in the TDC region)
(due to upper row of quills → for neutralize the corrosive combn: products
3. better circumterential oil distribution
(due to double the No. of quills → gives → a better safeguard against uneven wear

Norminal Cyl. Oil Consumption

1. It depend on:
(i) engine load
(ii) fuel conscumption
(iii) temperature gradient along the liner
2. Old Model Type Eng. (for uniflow, → 0.3 ~ 0.5 gm/bhp-hr (or) for loop 'n' cross → 0.5 ~ 0.8
gm/bhp-hr)
3. For Super Long Stroke Eng. → 1 ~ 1.2 gm/bhp-hr

Little merits of time-lubrication

1. reqd. very rapid injection of oil (correct amount, pr. time)
2. discharging thro' very small bore, large pipes to various oil feed pts.
3. having a N.R.V @ the top of the lubricator so that it complicates the timed injection
4. the hot combn: gases tend to carbonize the oil 'n' block the inlet hole of pipe.

Increase L.O level (Action)

1. check C.W system (pist. cooling, L.O clr)
2. check L.O purifier (w. outlet sight glass)
3. check flling V/V, manhole door cover joints
Decrease L.O leve (Action)
1. check rate of decrease,
2. Slowly decrease ⇒ fill-up 'n' find leakage w/o stopping the eng.
3. Rapidly decrease ⇒ inform bridge 'n' stop eng. find leakage 'n' repair
4. Possible leak pt. ⇒ (i) Bed plate erack (check E/R bilge)
(ii) Pist. cooling L.O syst (check seav. drain 'n' under pist. space)
(iii) L.O purifier, L.O clr, pipes 'n' conn:

Decrease L.O pr (Action)

1. run ST-BY p/p
2. change 'n' clean L.O fitters
3. check brg. cl. 'n' L.O pipe conn: (after stopping eng.)

Turbulence
1. it is the air movement pattern in the cyl. @ the end of comprn:
2. it depend-on
(i) compn: ratio
(ii) combn: chamber design
(iii) pist. crown design
(iv) pist design
(v) pist speed

Delay Period
1. the time-span bet the start of fuel injection n'' start of ignition
2. depend-on
(i) ignition quality of fuel
(ii) pr. 'n' temperature in the cyl during delay period.

Diesel Knock
1. it is violent knocks which is produced by high rate of pr. rise during combn:
2. More fuel is injected during delay period (or) delay period is longer than normal, very rapid combn:
will occur.
3. this will cause, high rate of pr rise 'n' produce diesel knock
4. caused by
(i) too low working temperature
(ii) cold start
(iii) too early fuel injection
Eutectic Point → it is a lowest temperature @ which the mixture of 2 or more substances can melt
(metting pt. = 525ºC 'n' up)

Eutectic Copound ® Sodium Vanadate compound = V2O1 + Na2SO4

Atomization
1. the breaking-up of the fuel into very small particles (droplets orfine spray) when injected into the
cyl.
2. causes : (excess (or) insufficient)
(i) improper vis. of fuel (or) improper heating of fuel
(ii) incorrect sprayer hole size
(iii) incorrect fuel injection p/p pr
3. If insufficient atomization,
(i) not throughly mixing in combn: chamber ® reduced rate of combn:.
(ii) tends to cluster around the fuel injector tip ® after burning
4. If excessive atomization,
(i) travel further into combn: chamber space 'n' rest on liner 'n' crown
(ii) leadig to lower rate of combn: 'n' after burning
(iii) carbon build-up will occur.

Penetration
1. refers to the dist that the fuel particle travel or penetrate into the combn: chamer
2. depends on
(i) atomization
(ii) ratio of length of hole to dia of naz. hole
3. Effects:
(i) low penetration ® less degree of intermixing of fuel 'n' air ® after burning
(ii) high penetration ® lowe rate of combn: 'n' after burning

Needle Scores
Causes
1. due to excessive lift of needle v/v (normal v/v lift ≅ 1.0 mm)
2. due to catalyst fine carried over fm. purifier 'n' filler can cause abbrasion 'n' due to repeatedly
opening 'n' seating of needle v/v tends to caused needle scores.

Effects
1. can cause carbon formation @ the noz. tip which interfere the spray pattern causing poor combn:,
high exh. temperature 'n' increased fuel consumption
2. in excessive case surface burning of pist crown, too much carbon depost in combn: space will
occur.

Requirements of the Injector

1. the spray must be an atomized state @ all times (regardless of eng. speed)
2. injector pr. should be set @ reqd. pr. value
(too high ⇒ injection to be late 'n' too low ⇒ early injection)
3. the injector v/v seat should not pass more than stated qty. of fuel when testing for a given period of
time
4. v/v lift should not be excessive (if excessive ⇒ hammer action ⇒ damages)
5. should be sufficient leak-off for lubrication (if less ⇒ needle seized)
6. should be snp seated 'n' no-dribbling

Flash Point (higher the better)

1. it is the lowest temperature @ which an oil will give-off sufficient inflammable vapour to produce a
flash when a small flame is brough to the surface oil.
2. requirements
(i) min. flash pt. of fuel used on board must not less than 60ºC
(ii) F.O storage k must be kept at least 14ºC lower than its flash pt

Pour Point (lower the better)

1. it is the lowest temperature of which an oil will barely flow
2. requirements:
(i) it must be low, otherwise fuel tend to solidify
(fuel cannot return to its original state by heating)
(ii) fuel storage temperature must be maintained @ some safe temperature
(about 10ºC above the pour pt)
(about 40 ~ 50ºC above its pours pt for cold weather condn:)

Vis of fuel
1. low enough to ensure correct atomization @ F.V
2. high enough to lubricate injection syst. 'n'
3. prevent leakage

High Vis. Oil

1. more heat is reqd (to get correct vis)
2. reduce atomization
3. increase penetration
4. increase delay period
5. after burning
6. posibility of impaingment attack

Low vis Oil

1. increase atomization
2. reduce penetration
3. poor mixing e air fuel
4. possibility of leakage @ plunger, barrel, needle

V.I.T
1. if is the load dependent, start of fuel injection control syst
2. V.I.T mechanism automatically changes the injection timing according to load, to max. combn: pr
@ the eng. load bet. 85% to 100%.
3. reduction i S.F.O.C is about 1.5 gm/kW-hr
4. Manual setting lever is used to alter v/v timing according to fuel quality (It is arrangement to vary
to fuel injectio timin according to load)

Requirement for the use of High Viscosity Fuel.

1. Bunker k Heating Syst ® maintain F.O temp. 40 ~ 50ºC (under coldest condn:)
2. In Piping Syst ® insulated 'n' traced heated
3. Treatment plant ® capable of purification/clarification (high density fuel)
4. Eng. preheater designed to achieve recommended injection viscosity
5. Trace heated 'n' pressurised eng. fuel syst. nanoeuvring on residual fuel
6. Main 'n' Aux. eng. can be able to run high visosity fuel

Calorific Value
1. it s the qty of heat released when one unit mass of fuel is completely burn.
2. expressed as KJ/kg (or) k. cal /kg (or) Btu/tb
D.O = 10,800 Btu/tb, H.O = 18,900 Btu/tb,

H.C.V
1. is the heat energy resulting fm. combn:
L.C.V
1. is a measure of the heat energy available 'n' does not include the heat energy cntained in stm
produce during combn: which passes away as exh.

Requirement
H.C.V should be as high as 45,000 kj/kg, so as to reduce the qty of oil to be stored on-board.

C.N
Iquition quality of an oil (good oil 58)
The higher the C.N ⇒ the shorter the delay period. 'n' smoother operation

F.O S.G is > 1 ⇒ how to run the purifier?

1. heat up to 98ºC ⇒ @ 98ºC, S.G of F.O = 0.957 / S.G of water = 0.960 difference = 0.003
2. puri bowl is constructed as a calrifier
3. recirculating circuit e automatic v/v water content > 0.2% ⇒ drain
oil is detected ⇒ recirclate
4. higher temperature preheated

High Pour Point

- need extra heating for storage k + blr will overload

High Density - give purification difficulties

High Viscosity (i) p/ping difficulties

(ii) more heat reqd. to get suitable injection vis. of injector
Low Cetane No. Late iguition 'n' after burning
(C.N < 37 ⇒ consider as poor fuel)

Tend to instability - can form sludge or increase in viscosity

Tend to incompalibility - can form sludge

Abbrasive Groups (ash, silica, nickel, catfine)

1. can cause wear on liner, pist rings, ring grooves, fuel injection quipment
2. due to catfine ⇒ wear of p/p, injector, rings, liner, etc.

Corrosion Groups (sulphur, Na + Va + water)

1. due to "S" ⇒ L.T corrosion (adid dew pt. = 120 ~ 160ºC) L.T corrosion
2. due to "Na + Va" ⇒ H.T corrosion (adid dew pt. 450 ~ 560ºC) H.T corrosion
3. due to water ⇒ corrosion of injection equipment, vapour locking

Fouling Groups (catfines, C.C.R)

1. due to C.C.R ⇒ poor combn:, fouling of T/C, RZD increase

Slow burning
1. due to asphaltene (due to high carbon to H2 ratio)
2. fouling on combn: space, T/C

Homogenizer
1. it is a device, to create stable oil 'n' water emulsion
(it can be burnt in blr 'n' diesel eng.)
2. this emulsion can burn more effectively 'n' reduce solid emission in the exh-syst.
3. it can able to reduce catalystic fines into finely ground particles which will do not harm.

Thermal Cracking
1. it means that atoms within the hydrocartion molecules are excited by heating, so that the lighter
fraction molecules break-off 'n' condense
2. The remaining portion of the original molecules then unit to form more heavier molecules than
original molecules
3. The of the problem is, it produce asphaltene which has heavy hydrocarbo molecules 'n' can cause
slow burning of combn:

Compatibility
1. it is ability of 2 fuel to be blended together w/o precipitation deposit
(such as sphaltene 'n' sldg., etc.)
2. due to asphaltene 'n' sldg ⇒ (i) filter choke
(ii) purifier overload
(iii) if severe ⇒ immobilize
3. Renuedies ⇒ (i) kept fuel in MT k 'n' make segregated
(ii) tst compatibility, during bunkering
(iii) use hamogenizer to completely mix incompatible fuel prior to injector

Governor
1. it is a device, which controls the speed of the eng., automatically, in the prescribed limits thro'-out
the various load condn:
2. The governor does its job in 2 steps
(i) measuring the speed 'n'
(ii) control the amount of fuel supplied to the eng.

Types of goernors
1. inertia type governor
2. the mechanical type governor (e spring loaded sleeve 'n' fly-wt)
3. the mechanical hydraulic type governor → use in M/E → temporary droop
4. the electric governor

Constant Speed Governor (Isochronous Governor)

1. to maintain exactly const. speed w/o hunting
2. It is reqd 2 action
(i) droop application → to give the stability while the fuel is being corrected
(ii) droop gradually removal → as the eng. response to the fuel changes 'n' returns to its original
speed
3. So that, the speed droop for Isochronous Governor is temporary
4. The use of temporary speed droop to prevent over-correction of fuel supply in called
"compensation"
5. compensating syst. consists of :
(i) actuating pist
(ii) needle v/v
(iii) receiving pist
6. Load ⇒ fly wt moved inward, lower pilot v/v plunger, power pist. moved upward 'n' re-centres the
pilot v/v plunger
As the eng. speed rises to normal ⇒ leakage thro' the needle v/v restores the pilot v/v floating lever
to normal horizontal posn:.
Small governor droop ⇒ a small diff. bet. the f.l 'n' no load steaty speed
(a rapid swing fm. full fuel to no fuel if a small rise in speed)
⇒ (will result in too larrge a change in speed 'n' foll by correction)
(equilibrium may reach only after several oscillation)
Large governor droop ⇒ slower response to the change on speed
(equilibrium will be reached w/o a large No. of rapid alteration)
(it will reach in less time than e a sensative governor)
Governor is filted, why AVR is needed?
1. A/E is provided e droop governor for parallel running
2. so that, there is speed diff. bet. full load speed 'n' no load speed
3. when sudden load surge (eg. motor start ⇒ gen output voltage will drop due to internal voltage dip)
4. so that AVR is used to correct the voltage change rapidly within ±2.5% of set value. (AVR is filted,
during small flucturation of speed, for maintain the voltage)
Droop ⇒ speed control
A.V.R ⇒ Voltage

Droop
1. when considering the eng. 'n' governor combination the difference bet. thenoload speed 'n' the full
load speed is governor droop
(stabilizing the governor is added, is called speed droop)
(to eliminate the hunting effect)
2. its prevents unnecessary governor movements 'n' over-correction (hunting)

Why speeder spring is used?

1. because of the C.F of the wt. is proportional to the square of the rotational speed the response is not
linear if a spring of const. rate is used.
2. by using a trumpet shaped spring, having a variable rate to match the square law 'n' so result in
proportional control signals fm. the centrifugal speed sensing unit

Overspeed Trip (speed rise up about 15% of the rate speed, shut-down the eng. Reset the eng. B4
starting)
1. Normally governor controls the en. speed within prescribe limit automatically by sensing eng. rpm
'n' controlling amount of fuel
2. But when sudden load changed, governor cannot control the eng. within the safe limit, due to the
"time limit" (delay)
3. Thus overspeed trip is arranged to cut-out the fuel supply to cyls. in the event of eng. speed rising
to a dangerous level. (auto cut-out, man: cut-in)
4. Tachogenerator sense the eng. speed 'n' feed to elec. overspeed cut-out device to activate solenoid
v/v on fuel control line
Overspeed Governor
1. Governor itself comes into operation when speed exceed 10%, automatically cut-out the fuel supply
'n' when speed restore 95% of prescribe limit, automatically cut-in the fuel-supply

Viscometer
1. an instrument which measures the viscosity of an oil
2. Redwood, saybolt 'n' Engler instruments are used 'n' give flow times for a particular volume of fuel
3. A capillary tube device is used for monitoring of F.O supplies to blr 'n' diesel eng. 'n' is usually part
of a control syst. to maintain a desired value
4. the differential pr. across the capillary tube is directly proportional to the vis of the oil

Viscotherm Þ automatic (thermostatic) viscosity controller

1. it is an instrument which controls the preheating temperature of the F.O in order to get the correct
vis of fuel which in essential for correct atomization 'n' combn: of engine @ the outlet of the instrument
2. Operation
(i) A const. qty. of fuel is pumped thro' a fine capillary tube
(gear p/p thro' reduction gear, 40 rpm)
(ii) An oil flow thro' a tube is laminer
(iii) the pr. drop across the tube in measured by differential pr. transmitter cell 'n' its signal is
directly proportional to the vis. of oil
(iv) A tranducer is incorporate e D.P cell
(v) The signal given by d.p is compared e set value 'n' any deviation can cause drive signal to
adjust the pneumatic control stm inlet v/v to an oil heater

Transmitter (i) receives measurement signal

(ii) produces related output signal
Tranducer - Converting a signal or physical qty of one kind into a corresponding physical qty. of another
laind.

Spontaneous Combustion
1. a fire caused by a chemical reaction within a substance
2. coal 'n' some bulk solids may exidize 'n' suddenly begin to smoulder or burn due to spontaneous
combn:.

Intrinsically Safe
1. An item of equipment which cannot release sufficient electrical or thermal energy under any condn:
to ignite a particular flammable vapour in its vicinity
(eg. circuit breaker, short circuit, earth fault)

Closed pressurized mixing tube

1. expel vapour
2. prevent foaming
3. sldg 'n' w. can be drain-out
4. temperature maintain
5. In some cases, to get reqd suct. pr. head

To get complete combn

1. correct vis of fuel is reqd (@ the inlet of fuel p/p)
2. to get the correct vis of fuel ⇒ heating temp of heater is reqd (vis 'n' temp. graph)

Approximate std heating temp.

D.O = 25 ~ 40ºC
M.D.O = 50 ~ 60ºC
H.O = 100 ~ 130ºC (> 130ºC ⇒ thermal crack)

1. Chain drive
2. cam/s timing
3. Reersing (what, Types, Interlock)
4. Lost motion, Twin Can (Adv, Dis.adv)
5. Balancing (Engine, Power, Heat) (Static/dynamic)
6. moment (1st order, 2nd order) (Nodes/Anti-nodes)
7. Natural frequency, Resonance, Critical speed, Barr-speed
8. C/S (Type, Adv., Dis-adv, manufacturing)
9. Materials for maj. parts
10. X.Hd (Brg, Survey)
11. Removing in fitting of Plummer Block Brg, Thrust Blk - purpose
12. C/S aligmnment (causes, results, when to take)
13. Gas sealing of pist. rings
15. Piston Crack / Seizure Cause/ Pist crown thickness
16. Liner wear (Types, Causes, max, rate, pattern)
17. Liner Crack (causes)
18. Liner (Remove 'n' fitting)
19. M/E Unit cut-out procedure (2/s) (4/s)
20. T/C (washing, Adv, Dis-adv)
21. PUP, T/C over run, Abs. compn:
22. const pr. Pulse, exh. tuning
23. T/C surging
24. Adv, Dis-adv of scav. syst
25. T/C surging
26. Power Calculation
27. Indicator diagram, How to take?
28. Early combn: late combn:
29. Eng performnce curve
30. Crank pin corroion
Chain Drive
1. Chains have a very high factor of safety never less than 25 (to prevent stretching)
2. chain should wrap around at least 120º on both sprockets
3. Chain life = 15 yrs
4. Checking items:
(i) limited transverse movement = max. one link pitch (on the slack side)
(ii) max. elongation = not exceed 2% (if exceed renew)
(iii) sprocket wheels = more than 1.5% (closely care)
(iv) oil sprayer pipe
(v) every link of chain
(vi) rubber damper

Checking of Chain
1. Chain tension reqd to check @ every B4 4000 RH (or) after every length Noy.
2. Chain tension should be taken in the slack side (which is at the chain tighten side)
3. Chain tension should be checked @ mid-span of slack sick in transversely. This tension is limited
equal to one link pitch.
4. Wear in wheel teeth flanks can be checked by profile gauge
5. Oil spray pipe should be checked
6. Every link of chain must be checked for blemish, bright marks, wear 'n' tear, etc
7. Vibriating absorbing rubber damper should be checked
8. Elongation of chain checked @ 3000 ~ 5000 RH
The chain links of the longest span should be drawn tight. Depend-on maker Instruction, certain
No. of links should be measured. Then stretching of chain should be calculated by compare e original
length. The max. elongation = < 2%, over 2% Þ renewed

How to adjust the chain tension P.T.O (located on slack side of chain when going ahead)
1. The chain tension can be tightened by means of chain tightener
2. The adjustment is usually limited to remove max. 2 chain links
3. When tightening the chain, the eng. is to be turned that the slackness of the chain is on the tightener
side
Symptom of Slack Chain
1. excessive chain vibn: 'n' noise (due to slackness)
2. loss of power in all units (indicated by power card)
3. late injection 'n' low Pmax (revealing on out of phase card)
4. late closing of exh. v/v in all units (can be seen on light spring diagram e high. exh. temp 'n' smoke)

Effects of Slack Chain

1. will impose heavy mech. load 'n' adding to cyclic stresses which could result fatigue failure
2. will damage both chain syst 'n' eng. frame
3. will cause retardation of timings of fuel p/ps 'n' exh. v/v, resulting:
(i) reduce qscav. (due to late opening of exh. v/v)
(ii) reduce eng. power
(iii) high exh. temp. e smoke (due of after burning)
(iv) reduce blow down period (scav. period)
(v) low peak pr. (due to late fuel injection)

Chain slackness checking

1. Turn the engine, so that slack part of the chain is on the side of tension wheel
2. Measure @ the longest span
3. By measuring the transverse displacement of the chain @ its mid pt. bet. 2 designated sprockets
4. Allowance ½ to 1 link, more than 1 link → readjusted
5. Elongation more than 1.5% ⇒ closely care
Elongation more than 2% ⇒ renew

Chain Tensioning Procedure

1. Turn engine, 'n' all the slackness is taken on the side of the chain adjuster wheel
2. Open oth lock nuts. (2 Nos, Top 'n' bott)
3. Open adjuster Nuts (2 Nos.) on the chain tensioning bolt, so that the bolt is free
4. Measure the free length of the spring
5. Tighten the lowe rnut of the tensioning bolt until reqd. tightness is obtained
6. Then tighten the upper nut lightly against the pirst shaft
7. Then tighten the upper lock not 'n' bolt lock nut.

Maintenance (Checking of Chain) (Chain Casing Inspection)

1. Stretching of Chains → measured perodically
2. wear of chains, teeth of sprockets, brgs. of wheel → check
3. check → any seized-up rollers
4. check → fatigue craeks on roller 'n' link plates
5. check → alignment of wheel (by examining for bright marks on side plates)
6. check → abnormal wear likes narrow polished strips on the inside surfaces of the sprocket's teeth
7. check → for loose bolts 'n' pipe connection
8. check → L.O pipes, nozzle sprayers 'n' oil flow 'n' direction
9. check → rubber damper (crack)

Adv. over Gear Train

1. High reliability (due to unaffected by foreign particles as gear trains)
2. Class reqd. → a few links for spare (for gear train → whole set reqd spare)
3. if chain is break, eng. still can operate (after completion of remedialaction)
4. Accuraey of camshaft drive is very high (because chain tightener can be adjusted 'n' compensated
for inevitable mech. wear) (gear train is non adjustable)
5. Chain drive enables cam shaft posn: to be placed higher
(∴ hyd. conn: for fuel p/p, exh. v/v is shorter → minimize the timing errors)

Allowance
1. Transverse Movement
½ ~ 1 link pitch on slack side of longest span
2. Elongation (e trammel gauge)
1.5% of length (pay attention)
2 % of length (max)

B & W Engine, 5, 62 VT 2 BF 140 Type (P.T.O)

As the chain streches 'n' is retensioned, the camshaft is gradually retarded.
Thus camshaft must be re-positioned relative to the eng. C/S, to correct timings of fuel P/Ps 'n' exh.
v/vs.
For checking the timin of control gear of B & W engine trammel gauges are supplied by
manufacture is used. Gauged to be inserted with reversing lever in ahead position and with crank pin of
No, 1 cylinder turn to T.D.C
Direction of rotation is in ahead direction.
Check and if necessary adjust the chain tension.
In this engine supply the five number of gauges for checking Timing. The length of the all gauges
are also given by the manufacturer enter in the data sheet with engine.
For detecing T.D.C of No, 1 cylinder and timing of crankshaft, gauge (1) as shown is inserted
between No, 1 unit crank web and frame Marks on the crank web and frame are made in the works by the
maker and are the datum point.
 After T.D.C of No, 1 cylinder is set in position, placed the gauged (2) between marks on the lower
camshaft (for fuel pump) coupling to scavenge air box. If the gauge and marks coincide the timing of the
fuel pumps camshaft is correct.
Placed gauge (3) between the marks on the upper camshaft and cylinder-cooling jacket. This is the
checking of the timing of the exhaust valve driv camshaft and if the trammel coincide with the markings
it is correct.
Placed gauge (4) between the marks on the sprockets shaft of air distributor and center part of
scavenge air box to check to relative position between chain drive of starting air distributor and camshaft.
Placed gauged (5) between the marks on starting distributor camshaft and scvenge air box. This is
checking the timing of air starting distributor.
All gauge are coincide with relative marking point and true of its length timing of engine is correct,
if necessary readjusted the timing according to the maker instruction.
After the chain tensioned, com/s to correct the timings of fuel p/p 'n' exh. v/v
1. Reversing lever in AHEAD direction
2. crank pin of No. 1, cyl tum to TDC (check e 'O' mark on flywheel)
3. Direction of rotation is in AHEAD dire.
4. for checking the timing, manufacturer supplied the 5 Nos. of trammel gauges
5. For detecting TDC of No. 1 cyl. 'n' timing of c/s,
gauge 1 is inserted bet. No.1 unit crank web 'n' frame
(marks on the crank web 'n' frame are made in the works by the maker 'n' are the datum point.)
6. After No.1 cyl. TDC in position,
placed the gauge 2 bet marks on the loer cam/s (for fuel p/p) coupling to scav. air box if the gauge
'n' marks coinside the timing of the fuel p/ps cam/s is correct.
7. Placed gauge 3 bet the marks on the upper cam/s 'n' cyl. cooling jkt
This is the checking of the timing of the exh. v/v drive cam/s
If the gauge is coinside e the markings, it is correct.
8. Placed gauge 4 bet. the marks on the sprocket shaft of air distributor, 'n' center part of scav. air box
to check the relative psn: bet. chai drive of air distributor 'n' cam/s
9. Placed gauge 5 bet. the marks on starting distributor cam/s 'n' scav air box.
This is checking the timing of air starting distributor.
10. All gauges are coinside e relative marking pt. 'n' true of its length timing of eng. is correct.
If necessary, readjust the timing according to the marker instruction.

Page 269 Figure

Direct Reversing Method (Sulzer RND)

1. The reversing manoeuvre is initiated by moving the telegraph lever fm. "Ahead" through "Stop" to
"Astern" or vice versa.
2. Move the telegraph from "Ahead" to "Stop"
3. In "Stop" pos:, cut-out servomotor is relived of oil pr. 'n' brough to posn: "O" by its spring.
4. The starting lever is held is nesting posn: by mechanical starting lever blocking device.
5. Thelegraph lever fm. "Ahead" to "Stop" the reversing v/v brought to the stop psn:
6. When the eng. speed has dropped sufficiently, the telegraph lever is set to "Astem"
Bringing reversing servomotor into the Astern posn:.
The hyd. starting lever blocking device frees the starting lever for starting also.
7. By pulling the starting lever into starting posn:
All the control operations for starting the eng. are set in motion. The eng. now turns astern.

Direct-drive
1. it is propulsion syst. arrangement
2. M/E C/S is directly coupled to prop. shaft
3. used in slow speed M/E

Indirect-drive
1. it is porpulsion syst. arrangement
2. Gear box is used bet higher medium speed M/E 'n' prop. shaft
3. Gear arrangement is provided M/E speed drive down to suitable prop. rev.
4. use in (i) farries
(ii) parseuger ships
(iii) car carriers
(iv) RORO ship

What is reversing?
It is altering the relative angular positions of the C/S 'n' the camshaft (according to the running
diren: of the engine)

Method of reversing (Types) (How vessel get astern thrust)

1. Direct reversal of the engine, so that the prop. turns in the opposite direction (pro-diren: change)
2. A C.P.P, which changes the angle of the blades as the engine rotates in the same diren:
3. A diesel-electric syst, in which the eng. 'n' electric generator run in const. diren. Supply power to a
reversible elect. motor
4. Reverse gear 'n' clutch, which cause the prop. to turn in the opposite diren. (gear diren. change)
5. Slow speed eng. used method
6. Medium speed diesel eng. used all method but method (2) is majority

Lost Motion
The angular period bet. the TDC pts. for ahead 'n' astern running will be the "lost motion" reqd. for
astern running

4/s Reversing
1. In 4/s eng. , reversin is carried out by the use of duplicate cams for the air inlet v/vs, exh. v/vs, 'n'
the fuel p/ps an arrangement for altering the air start. distributor.
2. The cam/s is moved axially either manually or by a servomotor (pneumatic or hydraulic) e ramps
(in-cline) being fitted to allow the cam follower to slide on-to or of the cam peaks
3. To allow this movement, the fuel p/ps must be in a no delivery posn: so that the p/p plunger can
bemoved easily

Reversing Interlock
1. safety cut-out device of L.O, Jkt.c.w, pist. c.w, etc.
2. reversing diren: interlock
3. hyd. starting lever blocking device
4. telegraph
5. reversing servomotor
6. turning gear
7. overspeed trip.

Adv. of compare to Twin cam

1. No. axial movement of cam shaft
2. hyd. accumulator is not reqd.
3. cheaper construction due to single cam is used
4. absorb lessor power
5. simple design
6. suitable for 2/s engine

Dis-adv. compare to Twin cam

1. more bulky in size
2. higher inertia force
3. more complex construction
4. not apllicable to use in 4/s eng.
5. due to single cam, profile of cam is complicated to achieve for ahead 'n' astern diren:
Heat Balance
1. Heat in fuel to Engine (100%)
(a) heat equivalent to power output @ shaft coupling = 53% (to intermediate shaft)
(b) heat loss to cooling surface = 19% (to H.E)
(c) heat loss to exh. gas = 27% (14% (loss) or 14% (recovery in EGB) )
(d) radiation loss = 1%

Balancing
1. Static Balance
2. Dynamic Balance

Static Balance (At rest or in a state of equilibrium)

When C.G of the shaft coincide on the polar axis of its journal, it is said that the syst. in a static
balance.

Dynamc Balance
Static balance condn: in presence,
additionally shaft is revolved,
load on brgs are remain const. through out 360º of rotation.

How you know Critical speed/ Barred speed range

1. marked on E/R control Stand (name plate) (engraved plate)
2. Tachometer (prop. shaft) @ B/R, C/R, E/R local stand
3. recorded in M/E instruction book.

1st order moment (Dt. Lanchester's Eng. Balancing syst.)

Where force applied equals to the eng. speed
- counter wt. to C/S
- 1st order compansator to chain tightener
- bore in crank pin
- varying the wt. of x.Hd guide shoe

2nd order moment

Where exicitation freq. equals to twice the eng. speed
- by fitting 2nd order compensator
- by fitting clect driven comensator in S/G Rm.
Nodes
Within a vibn: syst, certain ps did not move or had "zoro" amplitude. These pts. having zero
amplitude.

Anti-Nodes
Those pts where the amplitudes of vibratory movement has a max. value

Natural Frequency
The freq. @ which free oscillation occurs.

Resonance
is the pt. @ which the applied freq. equals the natural freq of the elastic syst (At that amplitude of
the vibration increase @ an alarming rate 'n' equivalent to "Hrain". As stress in proportional to strain,
stress also increase @ an alarming rate.

Critical Speed
1. When the eng. is revolving @ such a speed, the working storkes of the various pist. synchronise e
one of the natural freq of the C/S this speed in called critical speed.
2. It can cause resonance condn: 'n' severe vibrn:

Barr-Speed
A few revolution B4 'n' after the critical speed where it is unsafe for continuous operation of eng.
due to severe vibrn: 'n' stresses (74 ~ 96 rpm)

How will you notice your eng. overload?

1. fuel rack
2. T/C rpm
3. exh. temp
4. load indicator

Cause of excessive load (overload)

1. sea condn:
2. wind condn:
3. hull fouling
4. shallow water
5. prop. unbalance
Shp vibration
1. Synchronous or resonance vibration (due to main 'n' aux. m/c) (critical speed)
2. local vibration (small portion of hull structure such as bulkhead, brackets)
3. vibrn: (due to external source)
(i) prop. unbalance
(ii) environment of ship.

To reduce vibration
1. detuner (fw. flexible flywheel)
2. vibrn: damper (eg. manetic ship, coupling spring & centrifugal friction coupling)
3. thrust block (aft side)

Causes of prop. vibrn:

1. excessive cl. of S/T
2. misalignment of prop. shaft
3. due to shallow water effect
4. prop. blade unbalance

C/S syst. rSm Critical Speed oufomatmif b,fvdkvkyfrvJ¿

1. C/S dia BuD;ay;
2. C/S taygufazmuf (bore in crank pin)
3. oil hole design vkyfxnfh
4. C/S rsm moment compensator wyf (fit counter wt @ C/S)
5. fit detuner or vibn: damper
6. thrust block

Detuner
1. An aux vibrating or rotating mass connected by springs to a syst. in order to modify its vibration
characteristics.
2. To obtain const rpm within short interval while changing load.

Crank Shaft
1. Material
(i) steel (by drop forging (or) by press forging)
(ii) cast in Nodular Iron
2. U.T.S = 28 ~ 32 ton/in2
 % elongation = 25 ~ 29
shrinkage all = of the dia of crankpin or journal
fillets (radius) = > 5 % of crankpin diametr (or) Journal

C/S Classification
1. Solid Built (used in small high speed eng.)
2. Semi Built (used in medium 'n' slow speed eng.)
3. Fully Built (used in slow speed eng.)
4. Welded C/S (used in slow speed eng.)

Solid Built
1. Single piece of material either cast (or) forged
2. used only in small high speed engine

Adv
1. fatigue strength is improved (because of continuous grain flow)
2. less chance of cracking around the fillet radius webs 'n' crankpin
3. lighter shaft (wt.)
4. No strinkfit reqd.

Dis-adv
1. difficult ot manufacture (especially when large)
2. difficult in repair
3. little misalignment could cause serious trouble

Semi Built
1. Webs 'n' crankpin as one unit (crankthrows) are manufactured either by cast or forged
2. Forged journal shrunk into the webs
3. used in medium 'n' slow speed engines. (used in large marine engine)

Adv
1. Only one strinkfit in way of Journal 'n' web (∴ less risk of slipping)
2. Benefits of grain flow in way of web 'n' crank pin.
3. Webs could be made smaller, so lighter than fully built
4. Can be repaired in section when damage occured.
5. Overlapping problem not exist
Fully Built
1. All the components are seperately made 'n' then shrunk together.
2. That is crankpins 'n' Journals are shunk into the webs, w/o fitting dowels
3. Used in slow speed engine

Adv
1. Any part of the C/S can be repaired in sections if damage takes place
2. Easy to manufacture

Dis-Adv
1. Heavier in wt.
2. Slipping can occur in way of shrinkfits

Solid Forged C/S manufacturing

1. made fm. a steel billet
2. the heate billet is held 'n' work down under (stm hammer (or) hyd. forging press)
3. for small C/S → work under a hammer
4. for larger C/S → work under a press this gives better quality, cost 'n' output
5. The end of the billet is 1st worked to form an end coupling flange 'n' Journal
6. The next section worked will be the part of forming 2 crankwebs 'n' a pin (which is the form of
block)
7. The 3rd section to be the 2nd Journal, followed by 2nd block forged @ correct angle to 1st block
8. The forging is continued until it is finished
9. The Journals 'n' sides of webs adjacent to the Journal are finished-machined
10. The crankpin 'n' inside of the webs are machined, now 'n' oil passages 'n' holes are drilled
11. The crankpins 'n' Hournals are often hardened if thin shell brg are to be ured
12. If the C/S in for highly rated engines, inside surfaces of oil holes may be ground smooth to reduce
stress raisers
13. Fillet radii @ the ends of pins 'n' Journals are ground for the same reason.

Welded Crankshaft
1. Die-forged crankthrows (e considerably thin webs) are made as single piece 'n' having half a main
Journal on each side 'n' the welds are placed 'n' welded @ the middle of all the main journals
2. Adv. high technology Narrow Gap Welding precess was applied to middle of the main Journals to
make a complete C/S.
3. Used in MAN B & W MC series engine
(Crank throw + ½ of main Journal on each side and then welded the middle of all the main Journal)
How to make a oil hole?
1. well rounding the mouth of the hole e a radius equal to the diameter of the hole.
2. the oil holes are drilled in C/S Journals 'n' pins, the machining of the holes must be smooth 'n' free
fm grooving then the outer potion shold be finished by reamixing
3. out oil holes in the C/S ar erounded e a radius about equal tothe diameter of the hole @ their edges)
Crank Pin - The pin fitted bet. the webs of a C/S 'n' to which the big end of the conn: rod is attahced
Crank throw - The radial dist. fm. the center line of a C/S to the centre of a crankpin It is equal
to half of the stroke.
Crank web - The arm or side of a crank
(To improve the fatigue resistance, the fillet radii, not less than 5% of the dia of pin or Journal)

Materials of the major parts

1. cyl. head = chrome molybdenum steel
2. pist = chrome molybdenum steel
3. liner = vanidium C.I
4. pist. ring = chrome mickel alloy C.I
5. pist. rod = forged steel
6. x-Hd pin = highly polished, flame harden forged steel
7. Brg. = thin shell brg. (steel backin, copper lead interlayer, lead fin overlay)
8. C/S = cast steel
9. Bed plate = cast steel
10. Frame = cast steel

X-Hd Brg. (more prone to failure)

1. severe loading (fully 'n' directly applied to x-Hd Brg.)
2. Load on pin is ivariably acting dwnward
(no reversal of load → no seperation of brg. 'n' pin surface)
3. movement of brg. is oscillating only (difficult in forming oil wedge)
4. High specific loading perunit length of pin (due to limited space)
5. Bore in X-Hd pin (freduce rigidity → leading distortion) → crack

These above problems can be compromised the

1. by using p/p mounted on X-Hd to inject H.P oil to brg.
2. by increasing the L.O pr to X-Hd during low load circle such as scav. period
3. by using conjugated brg. where deflection of pin 'n' brg. remain in line
4. by using larger dia, stiff, shor pin which increase brg. speed
5. by using continuous full length brg. face under pins
6. by using escentric bore brgs.

Fun of X-Hd
1. To transmit the reciprocating motion of pist to rotary motion of C/S thro' conn-rod
2. To withstand the side thrust of pist durig working circle of eng. due to rotation of C/S
3. To ransfer thrust of pist. onto liner due to conn-rod movement
4. To guide the pist to move vertically

X-ttd Brg. Survey

1. Survey Items (a) cl. of brg
(b) brg. surfaces
(c) x-ttd pin surfaces
2. (i) Take the immobilization permit
(ii) Turn pist into BDC
(iii) Measure the brg. cl (e feeler gauge 'n' record)
(iv) Removed the locking arrangement for nuts 'n' marked the posn: of nut 'n' landing face
(v) Removed the Brg top half by lifting device (supplied by maker)
(vi) Arrange Chain BLK in PTS diren: to control 'n' take-up 'n' swing the conn: rod
(vii) Turn to TDC posn:
(viii) fixed the hanging bar (to take-up the wt of pist 'n' X-ttd)
(ix) Turn eng., until bott half sufficient clear fm. X-Hd pin (during turning, control the conn. rod)
(x) Now, clear for survey

Removing 'n Fitting in Plumber Block Brg. (aftermost prop. shaft brg.)
1. taken the immobilization permit
2. marks the relative posn: of brgs. bet. each brg. half in bet lower half 'n' stool
3. Remove the upper brg. half
4. life the shaft to the place close to brg. (by jack screw)
5. Remove the lower half brg. e chock
6. Sent both brg lhalves ashore for repair

Fitting
1. After repairing, place back the lower half brg e chock on the stool
2. Remove the shaft lifting 'n' box back the upper half
3. Remove all coupling bolts of intermediate shaft flange which is closed to the brg.
4. Alignment should be checked by "SAG" (or) "GAP" method
5. After ensure the alignment of shafting, tighten the foundation bolts
6. Refit 'n' tighten the coupling flange both.

GAP Method
1. Check e feeler gauge (bte 2 coupling flanges facres)
2. At least 4 places to check (whether the brg. is in line e shaft or not)

SAG Method
1. Place a straight edge over the 2 flanges
2. At least 4 places around to check (whether the brg is in line e shaft or not out of shaft vertically 'n'
horizontally)

X.Hd (Adv)
1. develop much higher power @ lower rotational speeds
2. cheaper fluality fuel can be used ( isolate the cyl. space fm C/C by stuffing box)
(∴ less chance of acidic residues entering into the C/C)
3. Total cost for lubricants is less (same power compare e 4/S eng.)

Trunk (Adv)
1. less head room (can carry move cargo)
2. less working parts
∴ less costly to produce
( mass production methods)
3. power/wt 'n' power/size ratio is improved
4. less chance of scav. fire (no stuffing box)
5. starting art, air bottle 'n' air comp. cap

2/S (Adv)
1. fewer moving parts 'n' lesser maintenance
2. lower SFOC
3. no gear loss
4. simple construction
5. longer life time
6. higher reliability
7. low L.O consumption
8. better ability to burn low quality F.O
(i) compact
 (ii) power output
(iii) lighter flywheel can be used
( each stroke is power strock)
(iv) operation of reversing, the diren: of rotation is simple
(v) less cyl head v/vs

4/S (Adv)
1. good
2. good combn: characteristics
3. five exhaust seavenging
4. thermal 'n' mechanical q are slightly better
5. efficient lubrication of pist 'n' corling of cyl is more easily accompished
6. lower initial cost (for equivalent power)
7. eash installation
8. lower wt./power
9. saving in wt 'n' E/R length
10. increase cargo capacity
11. free choice of prop. speed thro' gearing
12. suitable for elect power take off
13. less liner wear

Purpose of Thrust Block

1. to prevent the axial movement of the C/S which result fm. prop. thrust
2. to convey the prop. thrust to hull

How to measure the axial cl of thrust pads?

1. place screw jack (bet. casing 'n' the back of the coupling 'n' push the shaft aft. until the collar is hard
up on the pad)
2. check the alignment of the shaft 'n take a micrometer reading of the shaft position.
3. repeat this operation, moving shaft fwd. 'n' take a second micrometer reading
4. the diff. in these readinge is the total axial cl.

Radial cl. of Journal brg.

1. remoe the end cover e oil seal
2. the radial cl. can be measured by taking "lead reading" or roughly by means of a "feeler gauge".

Adv of titting pad brg

1. to absorb change in diren: of load more readily
2. to absorb shaft defln: or mis-alignment
3. to absorb unbalance axial thrust
4. to form wedge shape film bet. the collar 'n' pads (\ L.O prevents the metallic friction 'n enable the
thrust to carry load.)

Disadv of tilting pad brg

1. each pad (in a set) must be exactly the same thickness even "1 thou" diff, a single pad carrying all
the loads. (thus increasing the risk of failure)

Thin Shell Brg

1. a brg. made-up of a layer of low friction brg. metal bonded to a thin shell of stronger metal
2. material → steal back shell
copper lead (inter layer)
lead-tin (over layer)

Spherodial Brg
1. It a kind of brg. having sphere surface is back of the brg. shell
2. the purpose is to get self-alignment, because of the flexibility of the C/S (doxford Eng.)

Plummer Block renewal during heavy weather?

1. Practically it should be done in clam weather
2. But, defect of plummer brg. such as overheating can be reduced by foll: ways:
(a) by using max. lubrication
(b) by using max. cooling (after opening out the cooling coil out into bilges)
(c) by reducing to suitable speed
(d) The ship proceed to the shalter sea 'n' renew the brg.

Why you take C/S defln:?

1. to know whether the axis of C/S Journals deviate fm. the theorectical shaft axis
2. by dial gauge, inserted bet. the crank webs when turning the C/S, the alter dist. bet. the web can be
read

How to know amount?

1. diff. bet. the volues @ BDC 'n TDC indicartes the amount of C/S defln: during one rev.
2. Interpretation of C/S defln: gives an indication of high or low brg.
What will happen of a brg in high or low?
1. When a brg. bet. 2 cranks is higher than those on either side of it, both sets of crank web will tend
to open-out when the cranks are on BDC 'n' close in when they are on TDC.
2. vice-versa if a low brg. bet. 2 cranks

Assuming or requirements when taking C/S defln:

1. assuming that defln: of hull not excessive
2. the bed plate is neither distorte nor the brg. pockets worn

Methods of testing alignment (Oher method)

1. by using bridge gauge (to measure the wear down @ each main brg)

Causes of Misalignment
1. wear of M/B (or) damage
2. wear 'n' ovality of main journal pin
3. defective prop. shaft brg.
4. wear of foundation chocky
5. deform eng. bed plate
6. transverse gider damage
7. slack or broken tie bolts
8. foundation bolts looseor fracture
9. deformation of supporting strip structure
10. improper load condn: of strip
11. weaken of structure due to corrosion
12. hull deformation (excessive carried cargo, grounding, fire, etc.)
13. lifting of flywheel side

Results of mis-aliqmonent
1. Bending of C/S
2. fatigue failure owing to cyclic stress
3. undue vibm within the eng.
4. damage to m/B 'n' broken C/S

When to take C/S defln:

1. 1st installation 'n' after 1000 R/H
2. at subsepuent annual intervals of normal (R.H 6000 ~ 8000)
3. @ the time of M/B O/H or renewal (B4 'n' Ater)
4. damage of brg. pocket, holding down bolts, chocks, bed plate, etc.
5. B4 'n' after dry dock
6. After grounding, fire

Cathedral Engine
- gradually improved en. in called cothedral eng. (opposed pist eng.)

Shifting of thin shell Brg

1. dirty L.O passage
2. dirty brg shell back surface 'n' it seat
3. inproper fitting of shell on it housing
4. insufficient "crush" (or) "Nip"
5. defected "lug" (arrangement of shell posn: in housing)
6. overtightening of brg bolt
7. design failure
8. coreless fitting
9. sucklen apply extreme load

Crush or Nip
- interference fitted to brg.
- small amount of circumference exceed is call crush
0.001 ~ 0.002 in for small eng.
0.003 ~ 0.006 in for large eng.

Thin shell brg

1. steel back (5 ~ 15 mm)
2. lead bronze interlayer (0.5 ~ 1.2 mm)
3. Nickel dam (2 ~ 3 mm)
4. Galvanic running layers of PbSnCu (0.03 ~ 0.06 mm)
5. preservative overlay of PbSn Flash (3.0)μm
(to prevent rust attack)

Adv. (Thin shell brg.)

1. easy to maintain
2. cost cheaper for smaller size
3. it can withstand high compression load
4. less tendancy for pounding
5. easy to renew

Causes of Pist. ring broken

1. insufficient working gap of pist ring
2. insufficient verti. 'n' axial cl. of pist. ring (for gas sealing)
3. improper pist ring material
4. misalignment ofthe pist
5. excss diameteral cl. bet. pist. 'n' liner
6. over 'n' insufficient cyl. lubrication
7. improper fitting 'n' mproper running-in
8. poor combn: (after burning)
9. overload eng.
10. port edge not round off (or) ring does not round-off

Gas Sealing of pist. rings

1. When the pist. ring is free, ring dia is slightly larger than cyl-bore
2. consequently, the ring is squeezed into the cyl., it presses against the cyl wall 'n' tends to seal it.
(outward springing effect)
3. This sealing wetion is greatly improved by the pr. of the gases.
4. The pr. of the compressed air 'n' combn: gases acts onto the top-face of the pist. ring 'n' force it
down onto the ring grooves.
5. This leaves a cl. @ the top, which permits gas pr. to travel behind the back of the ring 'n' press it
against the liner wall, making a firmer conact, thus improving the seal.
6. C.L.O o both sealing surfaces add towards the effectiveness of gas sealing

It cyl. is wear down 'n' spare is cracked, what will you do?
wear down cyl. should be reused ater changed the new pist. rings.

MAW SHI
1. Unsuitable material
2. scale on cooling side
3. high cooling temp
4. local impngment
5. poor atmization / high penetration
6. high content of w. in fuel

CLO TDC MD CFC SAT

1. failure of cooling supply to piston (excessive deposits is cooling spaces)
2. failure of cyl. lubrication
3. overfuelling of the unit (unbalanced cyl. load 'n' continue overload operation)
4. insufficient ring cl. (ring damage) incorrrect ring fittings)
6. improper combn: due to incorrect fuel timing (faulty timing)
7. misalignment of pist rod
8. distorted liner
9. incorrect cl. bet. pist 'n' liner
10. scav fire
11. partially choke of exh ports
12. low temperature cyl C.W
13. excesive slackness of X-Hd guide
14. insufficient air fm. T/C

Liner Wear Problem

Types of wear (main cause of Liner Wear)
1. normal frictional wear (adhesion)
2. abrasive wear ® due to present of foreign particle fm F.O, L.O, air
3. corrosive wear ® (L.T corrosion) ® due to 's' fm fuel (or) 'HCl' fm S.W.

Causes of cyl. liner wear (IMIV MCC TOTCL)

1. improper running-in
2. misalignment of pist. (or) distorted liner
3. inadequate L.O supply
4. L.O is too low vis (or) to low TBN
5. unsuitable matieral
6. incorrect ring cl.
7. contamination of L.O by abrasive material
8. liner wall temperature too high (or) too low
9. overload
10. scav. air temperature too low
11. inefficent combn: (promote deposit, degraded L.O)
12. use low 's' e high TBN L.O

Types of Wear
1. Scratching (due to small particles → Horning Stone eJYazsmufEdkif)
2. Scroing (developing fm. scratching)
3. Scuffing (due to lubrication, speed 'n' load)
4. due to clover leaf pattern (longitudinal corrosive wear @ several areas around the liner
concentrated bet. the lubricator orifice)
(i) incorrect feed rate of cyl. oil
(ii) acidic products of combn:
(iii) use of low TBN oil

Maximum Wear
max. wear allowance of liner = 0.7 ~ 1.0% of original broe for large output engine.

Wear Rate
1. max. will be during running-in period
2. and then it will come to uniform wear rate
3. finally the wear rate increase excessively (due to difficulty 'n' maintaining gas sealing)
4. wear rate can be high as 0.75 mm / 100 hrs
But, should be maintained 0.025 ~ 0.05 mm / 1000 hrs

Wear Pottern
1. max. (@ upper limit of top pist. ring)
2. the reduce (@ lower end of the stroke)
3. increase (@ ports)

Causes of Liner Crack

1. overtightening of cyl. cover nut
2. insufficient cooling
3. design failure
4. scav. fire
5. temperature diff (working)
6. due to slack tie bolt (increasing hoop stress on liner)
7. improper fitting liner
8. misalignment (due to using of worn out liner 'n' pist)
9. thermal stress (bet. exh ports 'n' scav ports)

Circumstances to renew a cyl. liner

1. crack
2. wear
3. ovality
4. distortion

B4 removing the cyl. liner

1. immobilization permit (to get fm. port authority)
2. ship should be upright posn:
3. all lifting gears 'n' tools must be safe working condn:
4. all spare should be ready
5. E/R personnel should be grouped for assigned jobs.

Removing the Liner (Sulzer RND - 90m)

1. B4 removal, necessary precaution should be taken by instruction manual
2. drain C.W fm. afl jkt
3. remove lubricator quills 'n' sealing tubes
4. disconnect lubricator pipe (fm. bott edge of liner)
5. removed cyl. cover, pist 'n' rod e stuffing box (in usual way)
6. covered the pist rod gland box (e special cover)
7. liner wear should be measured 'n' recorded (decide liner can reuse or not)
8. attach the liner withdrawing tool (strong back bar) (as per instruction)
9. by tightening the upper nuts of withdrawng tool until liner comes in contact supporting bar
10. draw-out the cyl. liner by means of overhead crane 'n' slings arrangement

Preperation B4 fitting a cyl. liner

(A) If old liner is to be reused
1. every parts of liner must be thoroughly cleaned
2. Landing surface of lubricator quills should be carefully check for any damage
3. any carbon deposits in the oil holes should be cleaned
4. the grooves of rubber seal rings sould be cleaned
5. parts inside the jkt. to be coated e anti-corrosive paint
6. all sharp edges should be chamferred slightly (to prevent cutting rubber seal rings) (setating surface
shuld be throughly cleaned)

(B) New Liner is to be fitted

1. cooling spaces 'n' landing surfaces of jkt. should be cleaned 'n inspected
2. B4 fitting, new liner is gauged
3. The liner should be lower down into posn: w/o seal rings (to ensure cl.)
4. The liner should not drop freely into posn: by its own wt. But there should be slightly diameterical
cl. bet. liner 'n' jkt. to allow for expan: of the liner.
5. cl. are correct, removed the liner, fitted the correct rubber seal rings in appropriate grooves 'n' may
be applied e soft soap. to sealing surfaces
6. The new liner is lowered carefully into the jkt. as per instruction
7. The new liner should be regauged after final landing to check any distortion
8. Fit-back lubricators quills 'n' check the lubrication by lubricator manually
9. Fit-back all remaining parts in susual way
10. Fit the cyl. jkt. 'n' check the water tightness under pr.

Running - in
during the first 10 ~ 20 Hrs
1. cyl. oil feed rate should be max
2. eng. load should be reduced, check scav. space 'n' wear of liner 'n' rings if 'OK'
3. reducing the cyl. oil feed rate of normal 'n' increase the load should be done stepwisely.
4. liner should be checked fm. inspection door 'n' fm. scav. space @ 1st opportunity.

M/E unit cut-off procedure

If the pist or liner is damaged 'n' the conn: rod brg. 'n' X-Hd are still in good order (the only main
pist. complete e pist rod is to be removed.)
And the follow procedure are to be taken:
1. seal-off cyl. bore (exh. ports) e blank device
2. seal-off pist rod gland bore e blank device (2 Nos.) top / bolt (stuffing-box)
3. blank-off pist cooling stuffing box (telescopie pipe) e device
4. remove pist cooling water stand pipes 'n' seal off bores e screw plug device
5. seal-off bore in X-Hd e device

Follow precaution measures are to be taken for the cyl.

1. dismentle 'n' blank-off control air pipe to start v/v
2. dismentle 'n' blank-off start air pipes to cyl.
3. set cyl. lubrication for the respective cyl. to min
(tunrn adjusting screw in the lubricator to min stop)
4. cut-off the fuel for concern unit

To prevent the eng. fm. being overloaded

1. check the exh. temperature 'n' colour of exh. gas
2. approximat output of the eng. e one unit cut-out in about
80% of rated rpm
51% of rate output
4/S Unit Blanked (KAWASAKI MAN 9L 52/55 A)
Concern unit shall be fuel cut-out. (pist or liner damaged)
1. Remove R/A
2. Remove Push. rod
3. Remove cyl. Hd
4. Remove pist, e con. rod as usual manner
5. L.O feed hole fm con.rod brg. must be closed by sp tool (MAKER)
6. Box Back cyl. hed
7. Remove start air inlet (put blank flange)
8. Plug the control air line fm distributor
9. Remove roller guide for push rod 'n' put the blank flange
10. shut of L.O for R/A to concerned unit
11. Concerned fuel P/P must be cut-out by lifting gear
12. If one cyl is dismantled, eng. speed should be maintaind bet 180 ~ 400 rpm
(depend on actual running condn:) (MRC 500, CSR 480 rpm)

T/C water washing

1. is carried out
2. to ensure efficient fun of T/C
3. to prevent compressor 'n turbine fm. deposition
4. it is carried out periodically 250 ~ 1000 R.H (depend on running condn:)

T/C Blower Side Water Washing

1. clenaing effect is done by mech. break-away of deposit when small drop of water strike the surfac
2. eng. speed is ormal F.L speed
3. inject the fixed qty. of E.W into the air stream by the compressed air B4 the compressor (T/C)
4. small drop of water strike the surface 'n mech break-away the deposit within few seconds
5. fix qty of water used depend on blower size to prevent possibility of water enter into engine
6. open air cooler drain 'n' scav drain (air side drains)

T/C Tubrine Side Water Washing

1. cleaning effect is water solubility of deposite 'n' mech effect of water striking
2. normally carry-out when calm sea
3. take permission fm. B/R to reduce the rpm
4. reduce speed until exh. temperature goes dwon to 200 ~ 250ºC (turbine inlet temp. should be less
than 200ºC) 'n' T/C rpm ≅ 2000 rpm (not in critical speed)
5. Allow more than 30 min (to stabilize the T/B @ L.T)
6. Open T/C casing drain 'n' check for clearness
7. Arrange warm F.W connection 'n' Supply (F.W pr = 0.5 ~ 1.0 Bar) (but not to vapourised all the
water)
8. Cleaning effect is done by mech. effect of water striking 'n' swater solubility of deposite
9. check water drain 'n' cleaning can be stopped when water become clear
10. Allow more than 30 min (necessary to dry to T/C) (until dry)
11. Then, increased speed slowly up to reqd normal speed

T/C Turbine Side Dry Cleaning

1. use cereal grains (or) Activated coconut Charcoal Particles
2. done once every 240 R.H by supports of compressed air pr. (3 ~ 5 bar 7kg)
3. strike the deposite T/B blades 'n' noz
4. can be done while the eng is F.L speed (w/o reducing rpm)
5. drain opened during cleaning time (until drains becomes clear)

Adv
1. no disturb to schedule
2. no corrosion 'n' thermal stress
3. cleaning time is shorter
4. does not wear down the blades
5. effectively removed combn: residues 'n' hard particles
6. ∴ M.T.B.O is expanded

Recommonded
1. only dry cleaning is not sufficient
2. carried out simultaneously e w. washing

Dis.adv of w. washing to T/side

1. eng. speed has to lower
2. thermal stress 'n' corrosion usually occured
3. cleaning time is lengthy (disturb the schedule voy.)
4. a very fine hard deposits 'n' residues fm combn: of poor fuels cannot be removed easily e w.
washing

PUP (Pr. Under Piston)

1. It is a type of const. pr. charging syst
2. The air charged by T/C is pressed thro' in intercooler 'n' 1st stage mainfold, there thro' N.R.N into a
secondary chamber onto the under side of piston

How to operate?
1. In down stroke, the under side of the pist compressed the scav. air still further
2. The differential pr. shuts the inlet N.R.V 'n' as the scav ports are uncovered, a pulse effect in given
to the chamber

Adv
1. can assist tangential swirl, 'n' ensure complete evacuation of remaining exh. gas
2. No aux. blower may be reqd. during manoeuvring

T/C over run

1 happen in const pr turbocharged engine
2. due to fire 'n' detonation of scav air
3. due to exh. trunk fire (due to accumulation of excess L.O 'n' unburnt fuel)

Effects
1. T/C brg, casing damage
2. E/R fire

Prevention
1. clean scav space 'n' exh. trunk regularly
2. complete combn: (make sure)
3. avoid excess lubrication
4. maintain rings 'n' liner cl

Const. Pr. Syst

1. The exh. gases are discharged fm the cyl. into a large common manifold where the pulse energy is
largely dissipated
2. The gases flow will be steady rather than intermidtent 'n' supplied to turbine @ const. pr.

Adv
1. grouping is not reqd
2. turbie q is higher
3. Greater flexibility of matching (T/C 'n' eng)
4. good performace @ high load
5. efficient 'n' smooth turbine operation
6. more suitable for high output eng.
7. exh. manifold act as a trap
8. S.F.O.C reduced (better scavenging)
9. gain more power output

Dis-Adv
1. low available energy @ turbine
2. poor performance @ low speed
3. poor T/C acceleration
4. poor response for changing load
5. reqd scav. assistance @ low load
6. reqd. large dia. of exh. pipe (increase dimension of eng.)

Pulse Syst
1. The exh. gases are leaved fm. the cyl @ high vel. as pr. energy is effectvely converted into K.E to
create a pr. wave or pulse in the exh pipe
2. The pulsating pr. waves reached upto turbine noz 'n' further expansion takes place

Adv
1. good performance @ low load
2. not reqd. scav. assistance
3. high available energy @ turbine
4. good T/C acceleration
5. good response for champing load
6. space reqd. is less

Dis-Adv
1. possible pr. wave reflection problem
2. poor turbine q
3. complex exh manifold
4. broken rings 'n' metal pieces can damage to rotor blades 'n' noz. rings
5. exh. v/v timing is reqd
6. grouping is reqd/ turning is reqd

Exhaust Tuning (or) Exh. Grouping

1. To prevent interfering bet. exhausting 'n' scavenging amongst the cyl., the cyls. are grouped
selectively e connections to 2 or more exh. pipes
2. These pipes are arranged in smalle rdia to presverse boost-up the pr. pulse due-to blow-down 'n'
short straight length to prevent the any loss of energy
3. The No. of exh branches depend-on the No. of cyls, firing orders T/C design

Design of exh-duct requirements

1. narrow short-straight pipe lines
2. to prevent interferin of scavenging
3. to distirbute exh. energy equally
4. to tune the exh. syst (so that manifold pr. pulsating is not reflected back to the eng as back pr.)

T/C Surging
1. it will cause, disch volute pr. exceeds the pr. build-up in the diffuser and impeller
2. it produce a back flow of air fm. disch to suet
3. Indication Þ 1. by noise 2. by vary in T/C speed
4. Causes (due to)
(i) scav, fire / misfire
(ii) exh. truk fire
(iii) por power balance
(iv) dirty noz. 'n' blades
(v) chocked exh / scav ports
(vi) incorrect match of T/C to eng
(vii) rough weather
(viii) sudden change of eng. load

T/C bursting
1. poor C.W treatment (corrosion to casing)
2. poor combn:
3. incorrect cyl. oil
4. high 'S' content fuel oil

T/C L.O k
1. min 6 m head
2. k eap. at least 15 min continous flow after L.O p/p failed
3. overflow, sight glass, flow alarm switch
Drop of Scav. Air Pr.
1. resistance is the presence of foreig matters in passage (bet. air inlet 'n' scav. v/vs)
2. dirty C.A.C
3. dirty T/C e high exh temperature

Gradual decrease in Scav. air pr

1. dirty scav trunk (restriction)
2. T/C air suct filter dirty
3. faulty scav. air N.R.V
4. fouling of C.A.C
5. T/C deceleration
6. scav. fire
7. one cyl. misfire
8. fouling of exh syst

Sudden increase in scav Air pr

1. Eng. overload (trim, draft, hull fouling, prop fouling)
2. aux blower cut-in
3. adverse weather 'n strong wind
4. just after w. washing
5. faulty exh syst

Abnormal rise of scav air temp

1. C.A.C fouling
2. high E/R ambient temp
3. overload of eng
4. scav fire
5. pist blow-past
6. faulty C.W cnotrol by pass syst

Dis-Adv of Cross 'n' Loop flow scav. syst.

1. can get themal distortion (exh. ports are only ½ of the circle)
(unless the design is good 'n' effectively cooled, e.g. sulzer RD, RND, RL)
2. can get intermixing (fresh air + exh. gas)
3. exh. back pr. may rise (due to narrow exh. passage)
4. pist. ring will be worn-out unevenly
Adv of Uni-flow
1. low flow resistance (deposit)
2. low heat load (less thermal distortion)
3. effective fuel distribution
4. low cyl. liner wear
5. safe low load operation

Why uniflow have more scav. q

1. inlet port 'n' exh. port (or) v/v are arranged opposite end of liner
2. air 'n' exh gas does not change in diren:
3. reduce short circuiting 'n; excess missing

T/C overhouling checking

1. blade condition
2. lybrinth seal, sealing air line clear or not
3. brg. cl
(i) 0.2 ~ 0.3 mm (axial) → by depth gauge (pull the shaft 'n' push)
(ii) 0.15 ~ 0.2 mm (radial) → by dial gauge (lift the chaft radially)
4. noz. ring
5. after reassemble, check for balance 'n' defln:
6. check impeller 'n' casing cl. ("K" value)
7. check drain hole

T/C cut-off procedure (BBC VTR 631, Sulzer 12 RND 90m)

Case (I) One of the 2 T/C is damaged
1. lock the rotor as per T/C manual
2. removed expansion piece (bet. T/C 'n' exh. manifold) 'n' fitted blank flanges
3. fitted the blank flanges (bet. T/C air outlet 'n' diffuser)
4. if casing cracked ⇒ stop the T/C cooling, only throttle the sealing air
5. approximate en rpm 91% of rated rpm
power 75% of rate power (output)
mep 83%
6. observe → charge air pr. T/C speed, firing pr. exh temp

Case (II) All T/Cs defect

1. lock the rotor as per instruction manual
2. if casing is crack ⇒ stop the T/C cooling
3. open all covers (charge air receiver)
4. open cover on aux. blower (remove)
5. put aux blower into operation
6. approximate eng rpm = 5% of rated rpm
power = 17% of rated power (output)
mep = 31%
7. observe → exh. temp. (B4 turbine), colour of exh (smoke)

Case (III) Only one T/C is fitted 'n' defected (e exh. by-pass line)
1. lock the rotor as per instruction manual
2. if casing iscracked ⇒ stop the T/C cooling
3. open all covers on charge air receiver
4. open cover on aux. blower (remove)
5. remove blind flanges (@ exh. by-pass line)
6. put aux. blower in operation
7. approximate en rpm = 63% of rated rpm
power = 25% of rated power (output)
mep = 40%
8. observe → exh. temp. (B4 turbine 'n' after the cyl.), colour of exh (smoke)

B4 remetalling what to do?

1. dia of journal to be measured (@ least 3 places) (to check ovality)
2. max. shaft dia 'n' min working cl. to be given (to the repairer)
(Normal cl. is 0.25 mm ~ 0.35 mm)
3. max applied load on brg. must be mentioned (to get correct grade of brg. material)
4. The running surface of brg. shells should be ground or cut to get rough, after removing the old brg.
metals.
5. New brg. metal to be filled only after tinning (because W.M does not bond directly to the steel
shell)

Power Calculation
I.P = (P × L × A × N) × No of cyls
where,
P = mean effective pr. kn/m2 = × spring scale
L = length of stroke (m)
A = cyl bore area of stroke (m2)
N = N for 2/s single acting (rps)
 = N/2 for 4/s single acting (rps)
= 2N for 2/s double acting (rps)

1. I.P calculation fm. power card

2. calculate the area of indicator diag. by the use of planimeter
3. then, divided by the length of the diag
4. the result is the mean height of the card
5. then, multilplied by the spring scale
6. will give m.e.p
7. substitute the I.P formular, ZP = (PLAN) × No. of cyls

Indicator Diagrams
They are taken for:
1. determine the indicated eng. output
2. determine the combn: 'n' compression pr
3. evaluation of the combn: process
4. evaluation of the exhausting 'n' seavenging condn:
5. to check the cyl tightness

Power Card
1. full fuel "ON"
2. inphase e pist movement
3. full speed
4. clam sea
5. used strong spiming
Usually taken @ → once a month, after maj O/A, power balance, fuel timing every long voy

Draw Card (Out-of-Phase)

1. full fuel "ON"
2. 90º out-of phase e pist movement
3. full speed
4. clam sea
5. used strong spring
Usually taken @ ® once a month, after maj O/H, power balance, fuel timing every long voy.

Compression Diagram
1. cut-off fuel
2. in phase e pist movement

Light Spring Diagram

1. fuel "ON"
2. in-phase e pist. movement
3. used light-spring
4. full speed
5. clam sea
Usually taken @ → to know the condn: of exhausting, scavenging when necessary

Early Combustion
Causes (1) usig of high Catane No. fuel than normal
(2) fuel injection p/p plunger set too high
(3) incorrect adjustment of fuel cam on camshaft
Results (1) high Pmax
(2) low comprn: line
(3) less S.F.O.C
(4) low exh. temp.
5.knocking

Late Combustion
Causes (1) using of low cetane No. fuel than normal
(2) fuel p/p plunger set too low
(3) fuel p/p plunger sunk due to wear
(4) incorrect adjustment of fuel cam on camshaft
(5) leaky fuel v/v (or) high setting pr
Results (1) loss of power
(2) high expan line
(3) high exh. temp.
(4) overheating, lubrication difficulty
(5) increased SFOC
(6) heavy shock load to brgs

What is pyrometer?
1. A high temp. measuring thermometer
2. sensing device does not come into physical contact e the hot body
3. Radiation fm. the hot body is measured 'n' the instrument is approximately colibrated
Pneumercator
1. A remote reading liq. level measuring device (eg. monometer)
2. used compressed air as the transmission medium

Faults in Bed plate

1. crack
2. oil leaks
3. loose chocks
4. loose frames

Cracks usually occurs @ foll: spaces

1. all welded area
2. radially tie bolt 'n' frame bolt holes
3. around lightening hole
4. @ the base of main brg. keeps

Causes of bed plate failure

1. excessive vibrn:
2. slack tie bolt
3. overloading becauseof excessive brg. wear
4. poor welding
5. not properly stress relieved
6. stress risers on welds

M/E Performance (How to know on daily basic?)

1. smoke (colour)
2. exh. temp within 50ºC
3. can increase upto rated speed
4. Indi card ,l Power Balance vkyf
5. SFOC, CLO consumption
6. Eng load/rpm
7. T/C rpm
8. fuel rack posn:
9. scav air pr

Eng. performance curve

Eng maker usually provided performance curve which contain
1. comprn: pr
2. max q peak pr
3. scav air pr
4. exh temp
5. T/C rpm
6. eng rpm
7. SFOC, etc in relation to eng. load

Eng Power balance

1. comprn: pr
2. Pmax.
3. expan pr
4. crank 4 @ Pmax Pt
5. fuel p/p index
6. exh. gas temp.

Causes of bott. end bolt failure

1. over stress
2. in sevice too long
3. bolt not fit snugly in the hole
4. not proper fillet @ change in cross section
5. over tightened 'n' uneven loaded
6. not rigid brg. housing

Renew (to prevent fracture bolt)

1. 4/s ® 10 yr. service (fatigue)
2. Tested for stretch by Trammel gauge
(once stretch the bolt dangerous for further use)

(1) S.D on air comp, why L.P safety, v/v lifting?

(2) Why multi-stage comp used?
(3) Zvol, F.A.D, why P.V diag is important?
(4) Intercooler, Aftercooler, S.D on coolers
(5) Compressor performance, Zvol ?
(6) Air bottle (Survey, mountings) Inspection?
(7) Fusible plug, safety, v/v, compensating ring.
(8) S.D on refri plant
(9) Refrigeration syst, compound pr. gauge, const pr. v/v)
(10) Syst. errors. (Air, W, Under charge, Over Charge, Oil, Choke T.E.V, ....)
(11) Defristing
(12) T.E.V, connection, equalizing line Pg (12) Choke TEV.
(13) Primary, Secondary refrigerants
(14) Leak test
(15) Refrigerant Charging
(16) Oil Charging
(17) Properties of Refrigerants
(18) Syst. Oils
(19) ODP, Halon, Ozone
- Benign Refrigerant
- Depletion
(20) Ozone layer Depletion
(21) Critical temp, dew pt, sensible Heat, latent Heat
(22) Log flow back to comp.
(23) Air conditioning, R.H
(24) Emer air Comp eJY Main Air Bottle udkjznfhvkdY&^r& r&
(25) Diff bet Ref. Comp 'n' air comp
(26) Air comp
H.P sicle < c/c Ceffing Broken spring
L.P rdief

Oil free air comp.

(1) don't have any normal lubricant supplied to the pist.
(2) they have solid prist è labyrinth groores 'n' very small cl. in cyl.
(3) they operare è high prist speed to reduce the effects 'n' losses fm pist leakage
(4) wed for supply of compressed air for instrumentation purpose.
(5) the inlet air should be uncontaminated.

Methods of Unloading compressor

(1) throttling of the suct.
(2) speed variation
(3) depressors to hold suct. v/v plates on their seats
(4) by-pass, disch to such.
(5) changes in volumetric cl. of the cyl.
(6) step unloading of cls in a nuclti-cyl m/c

Why compound v/v are used in compressor?

(1) used low lift light plate type (leaf type v/v)
(2) get to maintain minimum v/v lift ( to reduce wear 'n' fear)
( impact )
(3) it provides large area of opening for a small amount of lift
(4) which makes for high volumetric of (when the v/vs open close in a ninimum of time)
(OR) reduction in cl. loss
(5) space Zvol, improve design structure (compact , design)
(6) used in L.P Hage.

Safety device on Air Compressor

(1) relief v/v on L.P 'n' H.P state (lift @ 10% above normal stage pr.)
(2) bursting disc on body (zkt line) (fitted @ imter cooler) ( w- side)
(3) automatic drain v/v
(4) L.O L.P alam 'n' cut-out, L.O syst. relief v/v ( 25% above normal W.P)
(5) C.W supply failure alarm 'n' compressor starting failure alarm
(6) c/c relief v/v (or) breather pipe (vol. of 0.6 m3)
(7) Motor overload trip.
(8) fusible plug (fitted @ outlet of the after cooler)
( 50%, 30%, 20%) B+ T + L 105oC (220oF)

Effect of multi-stage Air- Compressor

(1) more stages are regd
(2) easy to control the air temp.
(3) easy to get high pr.
(4) vol. of delivery air is reduced ( reductionin compressor size)
(5) robust construction of smaller high pr parts.
(6) prevent a lot of mechanical problem. (lubrication difficulties)
(7) better compressor balancing
(8) regd less energy (or) work input (for same pr. range). (due to cooling effect)
(9) reduction in cl. vol. loss
(10) can be fited intercooler

Fall of comp. performance

(1) choked air suct strainer/ high temp. suct air
(2) leaky or sticky v/vs
(3) too much bumping cl.
(4) leaky pist rings
(5) leaky cover 'n' Joints
(6) leaky drain
(7) leaky relief v/vs
(8) leaky cooler/ insufficient cooling of cyl/ foul intercooler
(9) worn c/pin or brg 'n' postou ring leakagge.
(10) foulty capacity controller

Application of Compressed Air

(1) starting diesel eng (30 bar)
(2) instrumentation 'n' control syst. (7 bar)
(3) various pneumatic tools 'n' cleaning equipments ( 10 bar )
(4) boiler soot blowing (30 bar)
(5) ship's whistle (30 bars)

Volumetric of compressor (it is measure of the compressor capacity)

(1) it is the relationship bet the qty of air discharged when brought to std. atmospheric cond" 'n'
the swept vol. of the L.P pist.
vol. = vol of air disch as tree air @ atmospheric pr 'n' temp of 15oC
swept vol of L.P pistor

What is F.A.D ? ( Free air delivery)

(1) Capacity of air compressor in tems of m3/h
(2) this is the vol. that the air actually disch in one hr. would occupy if it were expanded down
to atm. pr. 'n' cooled to atm. temp.
Q Why P.V diag is important?
due to
(i) very useful for various calculation
(ii) nature of working process 'n their salient tf. can be seen
(iii) operational defects can be revealed (eg. cl. vol, v/v leak)
T~2= air is drawn into the af @ const pr.
2~3 = air is compressed ( Isentropic law)
3~4 = air is delivery @ const. pr.

Intercooler (Why fitted/)

- are fitted each stage of compression close the cyl.
(1) to reduce length of hot delivery pipes, reduce thermal stress
(2) to reduce air temp 'n' increased air density volumetric comp,
(3) to remove condensate w.'n' excess oil ( to prevent bott. corrorion 'n' prevent air line
explosion)
(4) to lower hp (for the same vol. of air delivered) save W.D
(5) to achieve better lutrication ( due to lower air temp)
- are single pass type è cu tubes, brass tabe plates 'n' header, CI casiy

After cooler (Why fitted?)

- is fitted @ the disch of compressor
- not effected on compressor performance
(1) to reduce delivery air temp
(2) to remove condensate
(3) to reduce air vol
more wt. of air can be stored

Scale 'n' deposits in coolers

(1) insufficient cooling over heat
(2) wear 'n' breakage of m/c parts
(3) reduce vul.
(4) c/c explosion due to evaporatiuo of L.O
(5) more power must be used
(6) air drain, bursting disc, relief v/vs are fitted

S.D on cooler
(1) spring loated relief v/v (1st 'n' 2nd stage air outlet)
(2) W. Jkt safety v/v
(3) bursing disc (w.side)
(4) purge pot
(5) solenoid operated unloader v/v (1st 'n' 2nd stage clr drain)
(6) fusible plug ( after clr disch head)
Why inter-cooler is fitted 'n' main air compressor
(1) In process or compression, reduce vol. of air 'n' generate the heat
(2) If generated heat is not removed, compr", will follow adiabatic (pv -1.408 = C)
(3) if some of the heat is removed, compr". will follow polytripic (pv 1.25>1.35 = C)
(4) if all of the heat is removed, compr". will follow isothermal (pv = c)
(5) In multistage -compressor, intercooler is fitted, to approach isothermal compression.
(6) So that by cooling the air after state of compr",.vol. is reduced 'n' In P.V diag., reducd in
area represent saving in power consequently greater wt. of air for a same enrgy expand.
(7) Air can be compressed to a high pr. by reducing the range of temp. So that good prist.
Lubrication can be obtained is safe-quard against chance of explosion.
(8) If there is no intercooler,
(i) final temp can uapourise the cyl lubrication oil 'n' explosion can occur.
(9) Entrained L.O 'n' water can be drawn-out from the intercooler air drain.
(10) Increase vol. of.,
vol = vol of air disch as free air
swept vol. of L.P pistion.

Q Air Comp, L.P Side relief v/v ?

- H.P suct v/v Jummed
- Intercooler choked
- Brocken v/v spring.
- relief v/v Jammed by foreign particle in open pos".

Air Comp. H.P relief v/v ?

(1) N.R.V jummed
(2) Broken v/v spring
(3) oftercooler choked.
(4) relief v/v Jammed by foreign parricle in open pos".
(5) H.P cut-out device not in good order.

Bursting disc (Why fitted?) (Why need to anneal?)

(1) fitted @ shell of the intercooler (@ water casing)
(2) to give ample relief of pr. in the w. casing in the event of failure of an air tube burst.
(3) made of rolled copper alloy
(4) relief pr. is set which the disc is @ softest cond".
(5) due to time 'n' surrounding temp, the material in hardened, tending to increase the relief pr.
then set value.
(6) to get back the relief pr. of correct value, bursting disc regd to be annealet.

Air Compressor performance Test

(1) To obtain good performance of compressor, maintain good vol. of comprie.
(i) clean suct air fitter 'n' oil wetness
 (ii) direct blower supply to compressor
(iii) O/H suct 'n' del. v/v
(iv) clean interecooler 'n' c.w cooler
(v) check all the attach p/ps (c.w,l.o)
(vi) run compressor 'n' check fitting time or compressor capacity, ie m3/hr.

vol. disch cap. disch cap m3/hr

displacoment of L.P pist m3/hr

vol. = vol of air disch as trea air @ 15oC atm pr.

swept vol. is L.P pist.
(i) direct ventilation to air comp
(ii) clean 'n' oil wetnes suct fitter
(iii) O/H suct 'n' disch v/v to prevent sluggish opening
(iv) correct bumping cl.
(v) correct pist, ring 'n' liner cl.
(vi) correct c.w syst.
(vii) Run compressor 'n' check compressor cap. (m3/hr) or fitting time 'n' compressor è test
record.
Two stage delivery pr. B4 cooler after cooler
1st stage 4 Bar 130oC 35oC
2nd stage 30Bar 130oC 35oC

Three stage
1st stage 4 Bar 110oC 35oC
2nd stage 16 Bar 110oC 35oC
3rd stage 40Bar 70oC 25oC

Air bottle survey

(1) all air receivers for essential service,
together è their mountings, v/vs 'n' S.Ds.
are to be cleaned internally 'n' examined internally 'n' externally.
(2) If internal examination of the air receiver is not practicable
they are to be tested hydraulically to 1.3 times the W.P.
(3) bottles should be inspected @ every 1 yr. 'n'
mountings to be O/H @ every 2 yr.
 White metal Compositon
(1) Tin base W.M (87% Tin + 11% Autimony + 3% Copper) (Load eJeJcH&&if okH;r,f)
(2) Lead Base W.M (80% + 11% Autimony + 3% Copper + 6% Lead) (Load rsm;rsm;cH&ifokH;r,f)

Bursting Disc (Starting Air Line Explo".)

(1) relief v/v is not satisfactory for rapidly relief of High disch pr. of starting air line explosion 'n'
if hursting disc to fun the eng. is unworkable until new disc has been fitted.
(2) The lightening full bore safety v/v is the only satisfactory safety device for starting air syst.

Requirement of Fusibel Plug

When the relief v/v can be isolated from the air receiver by the stop v/v, we need fusible
plug on the receiver.
Air Receiver (Reg: 'n' Requirements) Capacity
(1) total capacity of the air receiver must be sufficient to give at least 12 starts for reversible
eng. 'n' at least starts for non-reversible eng. w/o filling the receiver.
(2) it must be fitled è 2 identical main air receiver 'n' one emer. bottle for every vessel.
(as a requirement)

Mounting Air Bottle Safety Device

(1) access doors (1) H.P relief v/v
(2) drain v/v (2) fusibel plug (melthed @ 10oC)
(3) safety v/v (spring loaded) (3) low air pr. alarm (fitted @ bottom)
(4) fusible plug, H.T.L (4) drain v/v (or) ship side.
(5) pr. gauge
(6) filling v/v
(7) disch v/v (main 'n' aux) (air whistle) (service air)

Fusible Plug Composition

Bismath 50% Tin 30% + lead 20%
Melt pt = 105oC (220oF)

Safety v/v (setting pr. = 32 bar for 30 bar W.P bottle)

The safety v/v must be handled full flow air è not more than 105 rise in accumulated of pr.

Compensation Ring 'n' Why necessary?

(1) When a hole is cut or machined in the pr. vessel, the higher stress will be subjected to the
material around the hole under pr.
(2) to reduce this stress, compensation rings are fitted.
(3) it is a flange on which the v/v or fitting is usually mounted.

Air the inspection

(1) corrosion occurs (i) bottom part of the receiver
(2) pitting @ (ii) arround the v/v opening
(ii) in-way of cooler area

Reason
(1) compressed air will carry oil, vapour 'n' moisture formed setted on the bottom 'n' cold
surgace
(2) Oxidation of oil will lead to corrosion 'n' pitting.

Parts to be inspected
(1) stop v/v
(2) safety v/v
(3) drain v/v
(4) man hole door

Inspection for
(1) air tightness
(2) corrosion
(3) erosion
(4) soundness of v/v spindle 'n' spring (hammer test)
(5) man hole door (joint face, studs, nuts, radial cl., corrosion, enosion)

Further internal examination for

(1) pitting corrosion @
- bott
- v/v area
- cooler area
(2) fatigue crackiy welded area
(3) lamination
(4) indentation
(5) localized bulging
Safety Device on Refri. Plant
(1) suct side L.P cut-out (setting 5oC below the lowest expected evaporating gauge reading)
(2) disch side H.P cut-out 'n' alarm (setting 5oC above the highest expected condensing gauge
ready)
(3) L.O L.P cut-out 'n' alarm (set @ 2 bar above c/c pr.)
(4) Condenser C.W L.P cut-out 'n' alarm (set @ 2 bar above c/c pr.)
(5) safety spring to life the v/v head (to prevent lif. shock)
(6) unloader v/v to open suct v/v (for reduce load @ starting 'n' lig. knock)
(7) relief v/v 'n' bursting disc on condenser
(8) back pr. v/v (or) const. pr. v/v (@ the comp suct pipe return fm multi circiut evap.)
(9) T.E.V ( to maintain superheat) (superheat temp 3 ~ 6oC (about 7oC) about 6.6oC
(10) oil seperator
(11) level gauge glass
(12) pr. gauges
(13) Bursting disc ( bet inlet 'n' disch cyl. head)
(14) Lig-shock v/v on compressor cyl. head
(15) Master Solenoid v/v (to prevent lig being entered into the compressor when the plant in
stand still
(16) Bursting disc on cyl head (GEK Mc George)

Refrigeration Syst. (Cooling)

(1) direct expay grids
(2) direct expay batteries 'n' Air
(3) Cold Brine grids
(4) Brine Battery 'n' Air

Prevent lig refrigerant carried back to compressor

(1) lig can flow back to the cyl. fm. suct line.
(2) but, there as no chance of lig flow back fm disch line.
because, (i) disch v/v in V.R.V
(ii) dich line fm. comp. to conderser in well above the lig level of receiver.
(3) to prevent this, fitted
(i) Master (king) coldenoid v/v ( just after the lig receiver) closed byself when comp"
(ii) thermostat solenoid v/v ( lig stop) ( just B4 the TEV) operate according to
thermostat
(iii) T.E.V (just B4 the evap.) control flowrate of refrigerant.
(lig refrigerant control v/v)

Air Comp: MEx Reed's Pg (149)

 1st stage deliving v/v leak (1) air delivery
(2) running time
(3) pr. in the suct. to 2nd stage 'n' unload the comp.
(4) unload the comp.
1st stage delivery v/v leak (1) disch temp
(2) delivery dur to high pr. air leaking back into cyl
(3) less air can be drawn
2nd stage suct v/v leak (1) high pr. 'n' temp in 2nd stage suct line
(2) delivery 'n' increased running time
2nd stage delivery v/v leak (1) suct pr. 'n' 2nd stage
(2) to air suct 'n' delivery in 2nd stage
(3) delivery pr. fm 1st stage
N.R.V Leak H.P dish pr. = air bottle pr.

Compound Gauge
(1) it is designed to register both vacuum (below atm) 'n' pr.
(2) it is used an suct side of refrigerating plant and on evaporator. (bilge p/p, ballast p/p)

Const. Pr. v/v (or) Back Pr. v/v

(1) It is fitted @ the comp.suct pipe returning fm multi-circuit evap so as to keep a const suctpr.
(2) Heance, evaporating temp may not be lower than pr. setting of the v/v
(3) Producting protection against too low an evaporating temp. in a multi temp installation.
Refrigeration
- directly cool-down the room temp by means of refrigerant circulating

Air- conditioning
- to control the Rm temp 'n' humidity by means of air circulation 'n' ventilation which is control
the comfortable zone by means of stm'n' refrigerants.
temp = 22oC
R.H ≅ about 50%

Brine Sol"
- A refrigerant produced by dissolving CaCl2 in water.

Air Compressor
(1) main brg worn out = burnging cl. = 6% of swept
(2) bumping cl. qty of compressed air left 'n' the cyl. = vol. = R.H
 Effect of ambient air temp.
(1) air temp the wt of air disch by compressor vol
( air temp the vol. occupied by a given cot. wt. of air)

Effect of atmospheric humidity

(1) humict suct air moisture will condense in intercooler
(after air is compressed 'n' cooled)
(2) If not property drain it will è air thro' various stages 'n' wash the oil film off the cyl oil.
∴ can cause pist seize, corrosion of parts , v/v damage qcomp.↓

Effect of lubrication 'n' entrian oil

(1) Insufficient lubrication ⇒ various mech problem (wear, v/v damage, pist seize, ning break,
etc)
(2) Over lubrication ⇒ carburizing of v/v,coolerq ↓ , compq ↓ , maulfunction of control air
syst)
(3) If entrain oil is not property drain ⇒ ⇓ + air line explosion.

Effect of deposits on cooler 'n' jkts.

(1) deposits on cooler 'n' jkt ⇒ thermal conductivity ↓, cooler q ↓ ⇒ resulting high air temp.
due to air temp ↑ ⇒ air delivery qvol ↓
⇒ @2nd stage 'n' high jkt temp ⇒ ↓ L.O vis oil film strength ↓ ⇒
⇒ wear ↑ , seize ⇒
⇒ server case ⇒ air line explosion

System Errors
I Air in the system
Indication
(1) abnormally high disch pr. ( Jerking)
(2) very small bubbles in sight glass
(3) compressor running hot ( continuously)
(4) rise in conderser pr.
(5) feel in condenser (top part → hot)

Reneeding
(1) close the lig. stop v/v (@ condenser outlet)
(2) p/p down the entire charge into condenser (until the suct pr. Just above zero, when the
 m/c is stopped.)
(3) close the compressor dish v/v
(4) purge the air fm purging v/v until the refrigerent gas appears @ the v/v.

II Water in the system

Indication
(1) icing @ expa". v/v
(2) @hoke up flow

Rencedies
(1) silica gel use as drying agent
(2) check leakages

III Under Charge

Indication
(1) low disch pr. (low condenser gauge reading)
(2) large bubbles in the lig. sight glass
(3) comp. delivery temp high (evap. temp high)
(4) the m/c runs for longer periods bet cut outs (continuously)

Remedies
(1) check leakage
(i) by halid torch
(ii) soap bubbles sol" (or) soap suds
(iii) dye refrigerants
(iv) electronic detectory
(v) sulphur candles
(2) to charge refrienant until bubbles disappear in the lig. sight glass.

IV Overcharge
Indication
(1) high comp. disch pr. (very high cond pr. gauge)
(2) comp. runs cold
(3) frost on comp. suct line after evap
(4) frequent start 'n' stop (temp not coming down)

Remedies
(1) disch gas fm m/c thro' the purging v/v on the condenser until the disch pr. return to normal.

Moisture in the Syst

Indication
(1) blocking @ expan v/v ( due to freeze - up of moisture)
(2) m/c tends to stop by H.P eut-out (due to air)
(3) can be observed @ lig sight glass (where is provided) colour indicator

Remedies Type of Dehydrator

(1) to renew dehydrator (1) Silica Gel.
(2) clean filter (T.E.V) (2) Activitated alunina
(3) Calcium oxide

V Oil in the System

Indication
(1) incorrect cond" 'n' evap temp differentials
(2) comp, running longer than normal 'n' very difficult to cool down the room temp.
(due to excession oils building-up @ all the piping syst.)
(3) exp. v/v outlet pipe → purge

Remedies
(1) by p/ping down the syst 'n' totally shut-down the whole syst ''n'
then remove or blow-out the collected oils inside the piping 'n' evap.
(2) if necessary renew the comp. pist rings (or) oil seperators 'n' renew oils.

VI Choked expansion v/v

Caused by
(1) dirt (or) freeze-up water present in the syst.
(2) starving of evap 'n' rapid cond pr. rise cause comp short cycling

Remedies
(1) to clean expan" v/v filter
(2) to renew dehydrator.
VII Short Cycling
- This is a repeated running 'n' stopping of comp. (due to L.P cut-out operation)
- May be high leak pts in the syst. (or) overcharge
 VIII Excessive Icing-Up@ Comp. Suct
(1) due to abnormal operation of T.E.V (or)
(2) Overcharge of the syst. (or)
(3) Moisture in the syst. (owing to dirty dryer)

Defrosting
(1) it is a method of removal of frost build-up on the evaporator coil.

Formation of Frost (Dis-adv)

(1) affecting heat transfer properties
(2) affecting air flow 'n' circulation
(3) lig back to comp.
(2) there are 2 reasons for deforsting
(i) the frost act as insulation 'n' prevent the transfer of heat fm the refrigerated products to
the evap.
(ii) carry-over oil collect inside the tubes of evap., 'n' this accumulationof oil acts as
insulation 'n' may clog the evap. So that passage of refrigerant is prevents or retarded.
(3) defrosting should be done when frost becomes 3/16" (5mm) thick. (large plant).

Defrosting Method
(1) Hot gas → (for direct expan grit cooler)
(2) Water spray/ elect. (or) 'stna heater → ( battery cooling)
(3) Warm Brine → (brine cooling)
(4) Manual Shut-down defrosting

Hot gas defrosting (Direct Expan Grit Syst.)

(1) it is carried-out by passing the hot refrigeraut thro' the by-pass, line to the evap. @ the pt.
just beyond the T.E.V.
(2) the hot gas give-off heat to melt the frost.
(3) during defrosting, a large qty, hot gas condensed into lig. therefore to prevent the lig. drawing
back, line must be hot gas or by using ice-evaporator.

(1) Stop the comp. è fan 'ON' (Shut → suct 'n' disch v/v)
(I) flush è hot co to evap.
(II) use elect heating coil (use timer)
(III) use passin hot gas method (comp. disch to evap inlet) (take time)
defrost v/v fitled bet. → (evap 'n' expn v/v) connected bet.
 (comp disch line 'n' B4 cond.)

I T.E.V Connections
(1) LIg (H.P hot) inlet conn:
(2) Lig 'n' Vapour conn:
(3) capiliary tube (temp. sensing bulb) conn: - conn: from sensing bulb to bellow
(4) Equilizer conn: (fitted in large evap. 'n' multi-circuit evaporators)
(from evap. outlet) (or)
pr. drop exceed 0.3 bar across the
evap. (must be filtted)
bet bulb 'n' comp.

Thermostatic Expansion Value (Lig Refrigerant Control v/v)

fitted bet condenser 'n' evap
(1) to control the amount of lig. refrigerant flow to evap.
(2) to keep a const superheat in the refrigerant vapour leaving
(3) to keep entire coil filled è evaporating refrigerant.
(refrigerant gas on the evap. cutlet obtain superheat temp about 6.6oC)
[Superheating → diff: bet. the temp of lig. @ entry of evap. 'n' temp of vap. leave fm. evap.]
non-evap ⇒ zero super heat ⇒ lig.flow back into comp. (damage v/v 'n' rings)
evap↑ ⇒ superheat ↑ (lig r&Sd )
v/v ydwf&if (clicke) ⇒ superheat ↑ vmr,f ⇒ disch temp ↑ 'n' comp to overheat

T.E.V working (or) not

(1) frost forms on the outlet side of the T.E.V ⇒ working
(2) frost forms on the inlet side of the T.E.V ⇒ blockages.

(I) Equalizing Connection

of TEV → fitted bet evap outlet 'n' underneath of bellow diaphragn of TEV.
( bet. bulb 'n' comp)
(1) In large evap, there is an excessive pr. trop across the evap.
(2) This pr. drop in the evap. always tends to increase superheat 'n' tends to starve the evap.
(3) To courteral equalizing conn: must be provided @ the T.E.V for direct conn: bet. the swet
piping of the comp. 'n' the underside of, the bellows, preferably bet. the bulb 'n' the comp.

Choke T.E.V
Cause ⇒ due to dirt 'n' freeze-up of water present in the syst.
Effect ⇒ (i) starve evap.
⇒ (ii) repid cond. pr. rise can cause stopping of comp. (high superheat pr. 'n' temp)
Remedies ⇒ (i) clean T.E.V 'n' fitter
(ii) renew dehydrator.

Usage of Secondary refrigerants gives some merits;

(1) cheaper, 'n' more easily controlled
(2) give accurate temp. controls.
(3) greater flexibility in simultaneously carrying cargoes @ different temp in different space is
possible.
(4) the difficulties of oil recorery fm. evap. is avoided.
Q Why CO2 not use in refer syst.?
(1) CO2 critical temp is 31oC that temp. beyond which the gas cannot be ligyified by insthermal
compr".
(2) If CO2 used in refer syst. q will drop.

Leak Test
(1) Freon → (Halide Torch)
- Colorless → normal
- pale green → small
- darker green → heavy
- vivia purple → excessive
(Propane Gas)
(2) NH3 (Base)
- soap water → bubbles
- litmus paper → red to blue
- Sulphur stick → dense white smoke.
(3) CO2 → soap sol".
(4) Other → electronic type
→ soap suds
Leak pt. → (1) v/v gland
(2) Shaft seal
(3) All connection.

Refrigerant Charging (lig. charging)

(1) The common practice is to charge refrigerant as lig state fm the H.P side of the syst. thro
drier/ filter.
 (2) wt. the bottle è spring scale
(3) connect the charging pipe (bet.lig.v/v of bottle 'n' charging v/v)
(4) B4 connected, purge the air until refrigerant come out.
(5) Fully open the bottle lig v/v (Blue colour) (charging v/v still closed)
(6) Closed the main lig. stop v/v fm. condenser 'n' run the comp.
(7) Slowly open the chargi ng v/v and ensure that the frost must not be formed an suction pipe.
(check the refrigerant level on reveiver 'n' respective pr. gauge) ( ½ or ¾ g.g)
(8) After filling, shut down the comp. 'n' c.w kept running for some hours.
(9) Then purg the air fm air vent. (or) (ie condenser gauge about 27oC above the s.w inlet 'n'
suct gauge about 7oC below the evap.)
(10) When refrigerating plant is operating corectly, ( the temp. of the refrigerant leaving fm the
evap. should be 1.5oC above the c.w inlet temp)

Oil Charging
Method (I) The syst. to be put under near vacuum 'n' allow oils in the container entrain into the c/c
(II) The plant must be p/p down 'n' open the c/c. Then manual filling of the oils to be done
'n' then evacuated the air in the compressor.
(III) can be filled @ small oil p/p, design for this purpose.

Properties of Refrigerant (LLL HH NNNN SECC)

(1) Low boiling pt. (temp.)
(2) Low condensing ( pr.)
(3) Low sp. vol. in vapour state (Vol)
(4) high sp. enthalpy of vapoursation
(5) high critical temp.
(6) non-corrosive 'n' non-solvent
(7) non-flammable 'n' non-explusive
(8) no action è oil
(9) non- toxic
(10) stable under working cond".
(11) easy leak detection
(12) cheap, easily stored 'n' obtained
(13) coefficient of performance must be high
(14) environmentally safe
System Oils
(1) Straight mineral oil è some additives
(such as, anti-foam 'n' to promote lubricating quality 'n' vis.)
 (2) (i) dehydrated
(ii) non-foaming
(iii) low wax content
(iv) low pour pt
(v) good adhering quality
(vi) good chemical stability
(vii) good thermalk stability
(viii) flash pt. about 190oC
(ix) S.G about 0.893.

Applicatin (Refrigeration)
(1) prov. stores
(2) air conditioning
(3) Transportation of LNG + LPG + Bulk chom
(4) CO2 fire fighting medium as a lig.

Ozone - is the gas, bet. 15 & 30 km above the surface of earth.

- This layer control our climate 'n' portect us fm. radiation
- The release of industrial waster 'n' other process are now increasing
the ozone brakdown to disturb the natural balance

Halon - (Halogenated Hydro-carbon gas)

→ they are derived fm hydrocarbons [such as Methane ( CH4 , Ethane ( C2H6)]
(5.2 times heavier than air)
( Some (or ) all of their hydrogen atoms replaced by the halogens,
ie - flnorine, chlorire, bromine, iodine)
Halon - 1301 = C Br F3 (used as a fire extinguishing agent)
- 1211 = C Br Cl F2 ( used as a fire extinguishing agent)
- 2402 = C2 Br2 F4 ( used as a fire extinguishing agent)

(1) R followed by 2 digit No. ⇒ refrigerant derived fm. Methane (CH4)

1st digit = No. of H2 atom + 1
2nd digit = No. of flusrin atoms
(2) R followed by 3 digit No. ⇒ the 1st No. being '1'
refrigerant derived fm. Ethane (C2H6) - RB4a
 2nd digit = No. of H2 atoms + 1
3rd digit = No. of fluorine atoms
(3) R followed by 3 digit No. ⇒ the 1st No. being '5'
( denotes a mixture made fm. other halogenated
hydrocarbons)

Halon = 5.2 times heavier than air

CO2 = 1.5 times heavier than air

Halon 1301 = CBrF3 CFC 11 = CCl3F

Halon 1211 = CBrClF2 CFC 12 = CCl2F3
Halon 2402 = C2Br2F4 CFC 114 = CCl2F
CFC 115 = CF3 - CClF2
HCFC 124 = CHClF2 HFC 134a = CF3 - CH2F (replacement of R-12)
HCFC 123 = CF3CHCl2 HFC 125 = CF3 - CHF2 (replacement of R-22)
(replacement of R.11)

Ozone Benign Refrigerant CFCs tpm; HFCs okH;&r,f

(1) due to damaging effect of ozone layer, most modern CFC (Chlorofluoro - Carbon) are
now replaced by HFC (hydro-fluoro-carbon) which has zero ozone depletion proterties
(ODP).
(2) Production cease end of 1995 by Mntreal Protocol. (MARPOL 73/78.)
Clean Air Act Final Rule Section 608.
(3) Stop using should be @ Yr. 2000.
(4) New refrigerant is Klea 134 a (R 134 a) produced by ICI of U.K.
(HFC 134 a ( CF3CH2F )
Properties (1) non- flammable
(2) extremely low toxic level
(3) similar thermodynamic characteristic to R.12
(4) not compatible è mineral oils used in R.12
(due to R 134 is only miscible è Polyol Ester (POE) synthetic oils

Ozone Benign Refrigerant

- HFC 134 a
- HFC 125
- NH3 ( R 717) ozone friendly
 - NH3 - replacement of R-12
- HFC 134 a = CF3CH2F (Tetra Fluoro - Ethane) HFC 134 a
- HFC 125 = HFC 125 = CF3 - CHF2 ( replacement of R -22)

Ozone Depletion Refrigerant

CFC11 = R 11 = CCl3F = Tri-Chloro Fluoro methane → HCFC - 123
(CHCl2CF3)
CFC12 = R 12 = CCl2F2 = Di - Chloro Di-Fluoro methane → HFC 134a
(CF3CH2F)
HCFC22 = R 22 = CHClF2 = Chloro- Difluoro methane → R 125 = HFC 125
R 502 = CHCLF2 + CClF2 CF3 = CF3.CHF2

Halagenated Hydro Carbon

Halon 1301 = BTM = CBrF3 = Brown Tri-fluoro-methane → for fix fire fighting
Halon 1211 = BCF = CBrClF2 ( Brown Chloro Difluoro Methane) (portable , dire extinguisher.)
Halon 2402 = C2Br2F4 ( for fixed installation)
New Installation shall be prohibited on all ships.
Usage on boar - (1) for fire fighting (fixed)
(2) for refrigeration
Halon = a halogenenated hydrocarbon gas ( vapourising fluid)

(ODP) Ozone Depletion Potential

CFC 11 = 1.0
CFC 12 = 1.0
CFC 115 = 0.6
HCFC 22 = 0.05
Halon 1211 = 3.0
Halon 1301 = 10.0

Full - name of CFC = Chloro Fluoro Carbon

Refrigerant name of CFC = CFC 11, CFC 12, (CCl3F) (CCl2F2)
CFC 114, CFC 115, CHClF2 + C2Cl3
CF3- CCl2F (CF3 - CClF2)

Ozone Benign Refrigerant (or)

Replacement Refrigerant
(1) HFC 134a ( for R 12) → CF3 CH2 F
 (2) HFC 125 ( for R 22) → CF3 CH F2

I Ozone Layer Depletion

(1) Pollutent gas escapes, such as CFC release @ the ground travel-up the upper atm.
(2) In upper atm, ultra-violet-light breaks off the chlorine atom from CFC molecule.
(3) Free chlorine atom attacks an ozone molecule 'n' breaking it apart to form chloromonoxide
(4) The remainder of the ozone molecule form into a regular O2 molecule.
(5) The free O2 atom now steal the O2 from chloromonoxide molecule to form an O2 molecule.
(6) The Cl2 atom is again free to attack 'n' break-up another ozone moleucle.
(7) In this way, I single Cl2 atom can distroy 10 ~ 100,000 (one million ) of ozone.

Sensible Heat
( heat given to or taken fm a substance which raises or lowers its tamp respectively
is the heat given to body to change its temp w/o changing its state.
Latent Heat
(heat given to or taken fm a substance which changes its state w/o changing its temp.
is the heat given to body to change its state w/o changing its temp.

How to prevent the lig. flow-back to compressor?

(1) filled
(i) master solenoid v/v (fitted @ just after lig receiver)
(ii) solenoid v/v (filted @ just B4 the T.E.V)
( To control the flow of refrigerant by means of thermo elect. action, according to the
temp. changes in the cold room) ( temp. control v/v)
(iii) T.E.V (filted @ just B4 the evap.) (Lig control v/v)
(2) by correct T.E.V adjustment
(3) by regular defresting
(4) by avoid to overcharge
(5) by using heat exchanging ( suct + lig line to evap).

Air Conditioning
- winter fm → to increase temp 'n' humidity.
- summer fm → to reduce temp 'n' humidity.

It is the control of :
(1) humidity
(2) temp
 (3) cleanliness
(4) air motion 'n'
(5) air freshness for the comfort of human body sensation
Relative Humidity (R.H)
(1) The ratio of amount of water vapour present in a given vol. of air to hte max. amount of
water vapour that can be present B4 precipitation occurs.
(2) Comfort zone is bet. 40 ~ 70% R.H @ 20 ~ 29oC dry bulb temp.
≅ 50% R.H @ 22oC
R.H = wt of w. vapour present in unit vol. of air
wt of w. vapour reqd to saturate same vol. of air

Difference bet. ref. comp.

(1) working medium (ref: / air)
(2) shaft seal (special / Ordinary)
(3) Jkt cooling (not necessary / rital important)
(4) C/C (need pressurised c/c / no need pressurised c/c)
(5) C/C oil (refri. oil / air comp. oil)
(show differential oil pr./ can read oil pr. directly)
(6) Unloader ( for Capacity control/ for start, stop)
(7) v/v one side suct, one side disch./ one v/v seat an only one side)
(8) safety device ( differents)
(9) Driver
ODP = Ozone Depletion Potential
HGWP = Halocarbon Global Warming Potential
Refrigerant Structure ODP HGWP Flammable
* R - 125 CF3-CHF3 0 0.84 No.
* R-134 a CF3 - CH2 F 0 0.28 No.
R-32 CH2F2 0 0.11 yes

considered as a replacement for R 22 'n' R 502

R - 502 R22/115 0.22 3.7 No.

R - 22 ChClF2 0.05 0.34 No.
* R-12 CCl2F2 1.0 3.1 No.
* R-11 CCl3F 1.0 1.0 No.
R- 123 CF3CHCl2 0.016 0.02 No.
(1) Earth fault, Earth lamp.
(2) Single Phasing, Industion motor, Synchronous Motor
(3) S.W flooded of motors, Megger Test
(4) Emer. Source (Power) (Rules)
(5) Emer. Power 'n' associated equipment (Survey)
(6) Battery Rm (Requirement) Pg (5)
(7) Universal motor, motor Protection
(8) Air gap Pg (6)
(9) Exciter, fail to excit
(10) Residual Magnetism (Remedies)
(11) Speed control of D.C Motor, Potentiometer, Synchroscope, Synchronies.
Synchronize method, w/o synchroscope.
(12) Test for
- over current trip
- reverse power trip
(13) Megger Test, Pg (9) Ward Leonard Syst. Pg (8 ~ 9)
(14) C.B 'n' fuse.
(15) Short circuit, Open Circuit.
(16) A.C.B, A.V.R Pg (10) Carbon pile regulator
(17) Slipping chitch, Dash-pots
(18) Shore power connection 'n' sequence connection test? Pg (13)
(19) Ampere Turn, Galvanometer, Wheatstone Bridge . Pg (12)
(20) Navigation light, requirement . Pg (14)
(21) S.B fire
(22) Adv. of
- (A.C m/c * why A.C in popular) Pg (15)
- (D.C m/c * why D.C still used)
(23) Thyristor, Rheostat, Transistor, Semiconductor, Conductor, Insulator, Diodes Zener diode
(24) Battery
- Primary
- Secondary
- Lead acid Battery Order Pg (18)
- Alkaline Fuse
(25) Emer gen. maintenance
(26) S.B (S.D) Pg (20), reverse current protection, Slip %
(27) Preferential Trips, essential load, non-essential load, Gen. regulation
(28) Shaft Gem
 - Adv
- Disadv, Regulation (S/G) Pg (22)
(29) Elect Survey Item Pg (25), Elect. Installation
(30) CMS flect Survey Pg (25)
(31) MSB Survey + MSB S.D Pg (26)
(32) Gen. ( Alternator) Survey Pg (27)
(33) IR Survey
(34) Navigation light survey
(35) Static Electricity

Repairing earth fault damage

(1) damage fitting must be replaced
(2) damp insulation must be dried-out
(3) prevent future ingress of moisture
(4) mechanically damaged (or) overheated insulation must be made good again
(5) surface dirt must be cleaned thoroughly.

How to find the "Earth Fault"?

(1) giving the visual 'n' audible alarm will sound when there is an earth fault in the syst. On
board.
(2) No earth fault in the syst., lamps will burn è equal brightness.
(3) When earth fault occurs one of the phases the lamp on that phase will become "dark" 'n'
other 2 lamps will burn è "extra brightness".
(4) earth fault can be traced by switching-off the branch circuit breaker one by one.
(Becarefull should bot disturb to propulsion 'n' syst.)
(5) When the branch circuit è the fault is switched-off, the earth lamp will return to its normal
glow together è equal brightness.
Earth Lamps - a set of lamps which shows the presence of earth fault in the distribution syst.
is the term used to denote the cond" arising in a 3-Ph circuit when 1-Ph becomes open
circuited.

Single Phasing (can be detected by overload device in the supply line)

- A fault cond" in an " Juduction Motor" when one phase in a 3 Phase circuit becomes open
circuited. Excision currents will occur in all the winding.
(due to fuse blown or broken wire or faulty contact.)
- St prevents motor fm starting but running motor will still running.
Induction Motor (it is cannot run normally @ synchronous speed. It has slipped)
- An A.C motor in which the current in the rotor is created by electromagnetic induction.
- used in cost. speed m/c
- speed vary slightly according to be load
- run 2% or 3% slower due to slip

Synchronous Motor
- run only @ synonymous speed
- no rotor copper loss
- used for A.C electric propulsion
- A coast. speed m/c, the speed depending upon the frequency of the alternating- current
supply to which it is connected, 'n' the No. of poles for which it is designed.
(used in p/p, fam drive)
- is almost exactly the same as an alternator.) The field must be excited by D.C. The motor
runs @ the same speed or @ a fixed multiple of the speed of alternator supplying the
current for its operation.

Scurrile Cage' Motor

- An induction motor which uses 3 separately phased windings in the stator to produce a
rotating magnetic field.
- The rotor is a cage formed fm. conductors in which an c.m.f is created by electromagnetic
induction.
- The current carrying conductors in the cage result in a motor effect.

Drying-out Elect. M/C

- it is essential due to
(i) when m/c has been exposed to weather, or
(ii) when elect. m/c has been accidently immersed

Temp Limit of Elect. m/c

(1) @ land 70oC
(2) @ sea 65oC

S.W flooded of Motors.

(1) Cur-out power supply
(2) Mark 'n' dis-connect supply wire
(3) Took mega reading 'n' recorded
 (4) Too-out, opened-up 'n' dismantled of motor. (mark both cover 'n' baby)
(5) Clean 'n' washed è warm F.W ( all salt will be dissolved)
(6) Clean all the ball bugs. (Let them dry, apply to fresh grease) Check Big. Cond".
(7) Elect m/c is heated è a circulation of dry air @ 110oF
(i) covered by canvas
(ii) heat-up è 500 watts lamp
(iii) the fans driven-up to dry-up (five ventilation)
(8) While the m/c is warmed, take mega reading
(9) Reading must be at least, Mega Ohm.
(10) After cleaning 'n' testing the m/c, all parts to be applied insulation varnish to the winding
while warm.
(11) reassemble 'n' put-back into service.
(12) When test run, check sound, amp., temp., etc.....
Surveyor accepts
(1) Lloyds → 0.1m Ω
(2) Most surveyor → 0.5Ω for 440v
(3) Generally → min 1MΩ / volt (or) 1kΩ / volt
(4) Class read, IR = 3 x rated voltage
(rated KVA + 1000)

Megger Test
For D/C m/c For A.C m/c
(1) each pole to earth (1) phase to phase
(2) pole to pole (2) phase to earth
(3) field to earth (3) rotor winding to earth
(4) amateur to earth

- Megger meter is 500 D.C volt. meter

- Megger is a ohm meter ( to measure IR in million of ohms)
pole to pole
pole to earth

Why do you take megger Reading?

(1) To verity IR
(2) To detect any insulation faults

Rules for emer. sources

 For cargo ship
(1) emer power search is provided by battery (or) generator (or) combined
- è associated transforming equip.
- emer. switch board
- emer. lighting switch board.
(2) Battery syst. are automatically connected upon loss of main power.
(3) Batteries are regd. as transitional power source for 30 min.
(4) Power available for emer gen. must be sufficient to operate certain 'n' essential service for
at least 18 Hrs. (for cargo ship)/ 36 hr for passenger ship.
(5) Regd. essential services fm. emer power are ( CLEAN)
C (i) communication equipment
L (ii) emer light
(iii) navigation light
(iv) day-light signalment lamp
E (v) emer fire p/p, emer air comp, bilge p/p
(vi) S/G
(vii) W/T door
A (viii) fire detection 'n' alarm syst.
(ix) manual fire alarm
(x) general alarms
N (xi) navigation aids 'n' other equipments
(6) Some essential service have their own power or are supplied tm. low pr. D.C Syst.
(7) Transitional battery regd. 30 min power for:
(i) communication
(ii) emer light
(iii) fire detection 'n' alarm syst.
(iv) general alarm
(v) navigation lights.
Supply (i) all alley ways
(ii) stairs way
(iii) exists
(iv) boat station (embarkation light)
(v) control station (B/R, C/R, S/G RM, radio Rm)
(vi) m/c space
(vii) emer. m/c space.

(emer light) Maintenance

 (1) every Saturday, routine test should be carried-out by E/E
(2) Battery should be hocked ( full charge cond" @ all times)
(3) Burn-out bulb should be replaced at once.

Marking by " Red" spot or "E" luminous.

For Passenger ship
(1) provided emer. gen. automatically started 'n' connected within 45 sec
(2) a set of automatically connected emer. Betaines capable of carrying certain essential items
for 30 min
(3) alternatively batteries are permitted as main emer. source of power
(4) supply of emer. Power to essential services for a period of 36 Hrs.
(5) if batteries are the only source of power supply, they must supply the emer, Load w/v
recharging or excessive voltage crop (12% limited) for the regd. Time.

Q Gen. Protection
(1) instantaneous short circuit trip
(2) overload trip
(3) preferential trip
(4) under voltage trip è time delay
(5) reverse current trip/ reverse power trip

Q What is the difference bet. D.C Gen. 'n' A.C Gen?

- D.C gen. has commutator.
- A.C gen has slip ring.

Commutator → a cylindrical ring of individually insulated conductors, mounted on the rotating

part of the m/c, è an exposed surface upon which current carrying brushes rest.
Slip ring → a ring fitted on a rotating shaft to provide an electrical connection bet. a moving
'n a fixed conductor by the use of one or more brushes.
Q Starting (A.C 'n' D.C)
A.C (1) direct on-line starting (w/o current limiting element)
(2) low current starting (è current limiting device)
(3) star-delta starting
- starting by star running - reduce voltage starting
- running by Δ running - full voltage running
(4) auto transformer starting → (reduce voltage starting, full voltage running)
D.C (7) resistance starting
(8) Shunt motor starter

Q What is power-factor?
p.f = active power = cos Ø (for single ph, is an A.C circuit)
apparent power K.W ( in a balanced 3-ph. syst, a motor or a gen.)
KVA

Emer. Power (Emer. Source)

(1) A ship shall be provided è emer. source of elect. Power for essential services under emer.
cond".
(2) They must be installed in pos" such that they are unlikely to be damaged or affected by any
incident which has caused of main power.
(3) Emer, source may be (or) batteries but must be complied è the rules.
(4) Emer, source of power should be capable of operating è a list of up to 22½ 'n' a trim of
upto10o.
(5) emer, gen, è its S.B is located in a compartment which is outside 'n' away fm main 'n' oux
space, above the uppermost continuous deck, not forward of the collision bulkhead.
(6) batteries - the above same rules applied, but not be fitted in same space as emer S.B

Emer. Gen:
(1) compartment
(2) outside away m/c
(3) uppermost deck
(4) not forward

Emer, Batteries
(1) same rule as gen
(2) not fitted in emer S.B space

Emer. S.B
(1) divided è 2 section (440 v 'n' 220v)
(2) under normal cond" 440v supply is taken fm. Main E/R S.B thro' a C.B
(3) when a loss of main power occurs, this breaker is tripped 'n' supply is taken fm. emer gen,
(an interlock is provided to prevent simultaneous close of both breaker)
(4) a special feeder is sometime fitted so that is a dead-ship cond" the emer gen can be connected
to M.S.B
 (5) 220V section is fed fm. 440V section thro' 440/220V, 3 ph transformer

E.S.B ( Power distribution)

440V 220V
(1) emer bilge p/p (1) emer. lighting
(2) emer fire p/p (2) Navi equipment
(3) emer air comp. (3) communication equipment
(4) vent fan 1 No. (uni diren) (4) battery charging syst. (3 Hr)
(5) S/G motor 1 No. 'n' circuit (5) E/R, B/R, control station
(6) 440/200V transformer

Q How you know, battery is full charge

(1) charging amp meter indication law
(2) check acid density when S.G 128 @ 15oC (ie full charge)
(3) by checking è hydrometer
Full charge = S.G 1 28 ⇒ bulking the plate, acid spray may dripping.
Under charge = S.G 1 11

Emer Power 'n' associated equipment (Survey)

(1) survey include
(i) operation of emer gen. and /or
(ii) battery power equipment
(2) Emer Gen.
(i) starting equipment ( manually or automatically)
(ii) starting seq uence (as per SOLAS regd.)
(iii) operation of starting equipment
(iv) checked for their proper voltage, Amperes, frequency,
(elect supply taken fm. emer. S.B)
(v) emer lighting, fire p/p 'n' other elect equipment (fun correctly)
(vi) check elect interlocking arrangement (bet. main 'n' emer S.B)
(3) Emer battery ( How to maintain the battery Rm?.
(i) check battery installation 'n' charging rectifier
(ii) battery environment must be dry 'n' well variolated
(iii) top of the battery must be cleaned
(iv) electrolyte → correct level 'n' sp. gravity
(v) charging equipment → dirt, overheating, loose connection 'n' correct fun of indicators,
(check) instrument
 (vi) check → ventilation arrangements.

Battery Rm. (Requirement)

(1) well ventilate (lead acid 'n' alkaline) (Rm temp 15 ~ 25oC)
(Disch fm. top of the compartment) / (suct taken fm. below battery level)
(2) No naked ligh 'n' no smoking (during charging generate H2)
(3) Rm. painted è acid proof paint
(4) battery top must be clean 'n' dry
(5) terminal must be light 'n' apply petroleum jell
(6) electrolyte level → correct level 'n' sp. gr.
(7) Rubber gloves, goggles (handling electrolyte)
(8) used insulated spanner (prevent short circuit)
(9) used nonelectrolyte jug
(10) battery charging equipment
(11) Never placing the emer S.B in this Rm.
(12) Use of external fitted lights or flame proof lights.

Universal Motor
(1) a motor which is designed to run either A.C or D.C fun
(2) it must be a series motor.
(3) when motor is supplied è D.C current, the current is same dire".@ all times
(4) In A.C line, the current is reversing itself every cycle
However, the current is reversing in the field as well as armature, there is no change of
relationship bet. poles of armature 'n' the field.
∴ the motor continue to run in a const diren.

Motor Protection
(1) overheating → (by Thermistor)
(2) overloading → (by ohmmeter, Relay)
Protection (1) Magnetic overload Relay
(2) Tuermal overload Relay
(3) Protective Device built in motor
(3) short - circuit → (fuse)
Air Gap.
(1) is the cl. bet. the stator 'n' rotor
(2) it is a few mm (or) just clear
(3) to achieve correct vertilation bet. Winding. (to prevent internal heating)
 (4) to prevent overheating (due to short circuit)

Q Why D.C used for excitation?

- D.C produced const. rate of magnetic flux.

Q Exciter
- it is a small D.C generator
- it supplies the exciting current to the rotor of the A.C generator
- exciting current is current regd to create any magnetic field.

How to remedies? (Residual Magnetism)

(1) faulty gen. must be stop pos".
(2) by passing a current thro' the shunt field coil in correct diren"
( current will be magnetic the iron core in the right way) ( a few second)
(3) Restoring current can be obtained fm. the another D.C gen (or) fm battery.

How to use Battery for remagnetism?

(1) stop m/c (gen)
(2) Connect 12 V battery (exclusively) across the shunt field
(3) current flow in the right dire for a few seconds only will established the field.

Exciter → (sources which generate the current for excitation of field magnet).
Excitation → (the productional an electro-magnetic field of a gen. by supplying a current for
magnetizing the field magnets)
- The magnetomotive force producing the magnetic flux in the field syst. of an electric m/c.

Why gen. is fail to exit?

due to (i) loss of residual magnetism
(ii) too high resistance in the field circuit

Residual Magnetism
When starting up a generator, the necessary magnetism is provided by the iron cores of the
field poles. ie. residual magnetism.
(1) It is the magnetism remaining in the fields of a generator after all the exciting currents are
cut-off (eng. stop)
(2) It is essential for unitial generation of curried necessary for the further build-up of short field
strength.
Speed control of D.C motor (How to control)
(1) by field control
(2) Armature control
(3) Thyristor control
(4) a reostat is fitted in series è shunt field coil of motor (or) series field or armature.
(5) Thyristor control is applied to armature to use as rectifier.
(6) To change in dire" of rotation, change in dire" of current flow.

Transformer
(1) it is a device that increase or decrease the supply voltage by induction (A.C to A.C)

Transformer Ratio
Supply V1 = T1 I2
V2 T2 I1
No of turns on 2ndary winding
Altemator = to produce the A.C electric power fm. much rotation
Motor = to produce the much rotation fm. elect power
Q Test for over current trip?
- by increasing current injectors (eg. by use of welding m/c)

Q Test for reverse power trip? (to prevent motoring of generator)

- by reducer frequency
to utilize reverse power to prevent the gen. acting as a motor in the event of loss of power
by the prime mover. (8 ~ 15%) (setting)

Q Excitation loss
(1) Tapping-up è hammer to field coil cone of excitation motor
(2) energies è battery

Q Adv. of star-delta starting?

(1) Start volt = 57.7% of line vottage
(2) Start current = 1/3 x direct on line current

Q What effect, to close the incoming breaker when gens. are not in Synchronize?
(A) Q the instant of closing the breaker, the voltage ph. difference causes a large circulatory
current bet. m/cs which produce a large magnetic force to pull the gens. into synchronism
 - This means rapid acceleration of one rotor 'n' deceleration of the other.
- The large forces may physically damage the gens. 'n' their prime movers 'n' large circulating
current may trip each gen. breaker.
- Results → black-out danger 'n' embarrassment.

Potentiometer
- An instrument which may be used to measured (or) adjusted potential difference in a circuit.
Synchroscope →(Should not be left in circuit for more than 20 min. as it cannot continuously rotate)
An instrument used in the process of synchronizing 2 A.C gen. or syst, it indicates the instantaneous
phase diff. bet. the 2 separate voltage ( An instrument which indicates when 2 elect. supplies are in
synchronism 'n' can be paralleled.)

Synchronizing
The process of connecting 2 A.C supplies together in parallel; the selection of the appropriate instant for
switching a synchronous A.C gen. or to energizes busters or into parallel è another, normally running,
synchronous m/c.
(The process of bringing the voltage, frequency 'n' phase angle of 2 electrical supplied into live in order
that they can be paroled 'n' share the load.)

Equalizing Bar (on D.C gen.)

- fitted @ load terminal (used to share the load)
(1) To stabilize the parallel operation of component D.C gen., an equalizer is fitted.
(2) The equalizer is a low resistance circuit made bet. parlayed compound gens. via a special
bar in the switch board.
(3) It is connected across the armature ends of the series coils of 2 gens.

Ward Leonard Syst

(A means of speed (or) directional control for a working D.C motor which is supplied by a D.C gen. The
D.C gen is driven by an A.C or D.C motor 'n' its armature voltage is varied (or) reversed by control of the
field current.)
(1) it is used for fine control of elect, motor speed fm. zero to full in either direction
(2) it also gives the motor robust torque characteristic.
(3) used in
→ D.C power → S/G (Hyd.)
→ A.C power → deck m/c
→ windlass
→ mooring winch.
 Q How to change dire"?
- by changing the dire" of field current resulting of control handle movement of potentiometer
meter → dire" generated current of D.C gen change → dire" of working motor change

Q How to change speed?

- thro' the potentia meter → by changing strength of field current to D.C gen. → output of
D.C gen.
- Change → so that working motor speed is also changed.

Megger Tester
(1) it is an instrument used for measuring high resistance I.R in million of ohm.
(or) megohms (or) megohms
(2) it is used for measuring the I.R of cable, elect. equipment 'n' wire installation
What voltage is used in Megget Tester?
(1) generally use a 500 V set in recommended.

Megger Test
- Tive terminal is set to measure ↑
- -ive terminal is earth.

(1) elect. equipment has insulation, to keep elect. current in conductor 'n' to prevent contact è
live wire.
(2) IR must be as high as (M Ω ), to prevent current release away from conductor.
(3) Mega reading is taken to measure the IR bet. conductor 'n' earth (or) bet. one conductor 'n'
other conductor.
(4) Surface deposit of dirt, oil, moisture will reduce the IR.
(5) IR decrease è increase in temp.
(6) Method
(1) switch-off @ MSB by means of C.B 'n' take-out fuse, put label of " MEN @ WORK"
(2) disconnect the conn' fm. start
(3) Test è megger meter ( measure @ hot condition (∴ IR is minimum)
min, I.R = 1MΩ for m/c up to 100 kw (or) BHP
for large m/c = 0.75 MΩ
Minimum (i) disconnect the main power supply
(ii) disconnect the any elect. apertures
(iii) generally 1MΩ (or ) 1KΩ / volt
 (iv) mega meter is 500 VDC volt meter
* For Lloyd's rules, 0.1MΩ
* Most Surveyor accept, min, value = 0.5 MΩ for 440V gen.

Circuit Barker
(1) a device, such a switch or conductor, which will make or break a circuit under normal or
fault cond".
(2) After tripped, C.B can be reset w/o replenishing any parts.
Fuse
(1) a device which protects a circuit fm. overcurrent.
(2) It back the circuit by melting the fuse material itself.
(3) After tripped, the blown fuse must be renewed.

Class requirement, IR = 3 x rated voltage

(rated KVA + 2000)
IR ∝ 1 ( ∴ to get correct value @ working range)
temp

Megger
- trade name for a range of portable IR testers, consisting of a high-range ohm-meter 'n' a
hand operated generator.

Q Why did you take megger Reading?

(1) to verity IR
(2) to detect any insulation fault
Megger meter = 500V D.C volt meter

Short Circuit
- a fault cond" where a low resistance connection occurs bet. 2 pts. in a circuit
- a large current flow will usually occur.

Open Circuit
- an electric circuit fault resulting fm. a break in a conductor such that a complete circuit no
longer exists.

Grounded Circuit
- connected to earth, or an extended conducting body, e.g the hull of a ship, which acts as an
earth.

Carbon pile AVR

(1) It consists of stacks of precision made carbon disc which is under a spring pr.
(2) There is an electromagnet which is working against the comp" of the spring 'n' which is
accurated by the rise 'n' fall of terminal voltage of the gen.
(3) The variation of the spring tension on the carbon pile induces a variable of resistance of the
carbon pile.
(4) The resistance raises, when carbon disc are loosely compressed 'n'
the resistance falls, when carbon disc are flightily compressed.
(5) The variation in resistance of the carbon pile controls the variation inn field if current of an
excited dynamo which excite the rotor of the A.C gen.

A.C.B (Automatic Circuit Breaker)

- is a mechanical switching device or conductor which will make or break a circuit under
normal circuit cond" or abnormal or fault circuit cond" such as short circuit
- it is a safety device.

A.V.R (Automatic Voltage Regulator)

(1) are used in conjunction è gen. (for controlling the terminal voltage to give a steady voltage)
(under varying load.)
(2) A.V.R is used to correct the voltage change rapidly + 2.5 % of value.
(3) Type of A.V.R
VCR - MEMS
1. Vibraling contact
2. Carbon pile
3. Rotating Sector
4. Magnetic amplifier
5. electronic amplifier
6. multi-contact.
7. Static AVR
(4) Basic elements for AVR
(i) error detection 'n' reference
(ii) error correction
(iii) stabilizing
 Armature Reaction
(1) when a current flows in the renatures, the armature creates magnetic flux around themselves
'n' these fhcxes will interfere è the main flux fm the poles of field magnet.
(2) it can cause (a) distor the field
(b) to weaker the field.
(3) sparking of D.C gen when loading is due to armature reaction.
(4) In order to obtain sparkles commutation, the carbon brushes should be shifted to FWD dire".
(5) In D.C gen (to compensate the armature reaction)
(i) interplea
(ii) carbon brush rocker
(iii) arterializing winding - are provided.

Interpoles
- they are fitted in D.C m/c
- to obtain good commutation @ all loads è fixed brush pos".
Intrinsically Safe
- an equipment which cannot release sufficient electrical or thermal energy under any cond"
to ignite a flammable vapour.
Q cause of heavy spart in D.C Gen
A is mainly due to Armature reactor.

Synchronising Methods
(1) synchroscope → (main methods)
(2) lamp dark method (2 lamps)
(3) lamp bright method (2 lamps) (back -up method)
(4) rotating lamp method (3 lamps) → (sequence method)

Rotating Lamp Method

(1) one of the lamps known as key-lamp is connected in one-phase
(2) But, the other 2 lamps are X-connected.
(3) If the 2 frequencies differ the lamps will light-up in rotation, which show fast 'n' slow.
(c.w ⇒ indicate incoming m/c is faster)
(c.c.w ⇒ slow)
(4) The moment of synchronies is when the key lamp is dark 'n' the other 2 lamps equally
bright.
(5) If phase rotation is wrong, all lamps will brighter 'n' darker together.
(remedy → interchange any 2 phase connection.)
 W/O synchroscope (or) synchronising lamp
(1) connect a 500 voltmeter across one phase of the incoming m/c C.B.
(2) adjust the incoming gen. speed until the voltmeter slowly fluctuate fm. zero to max.
(3) close the C.B when the voltmeter pass thro' zero.,

Synchroscope
- it is a device to synchronized the phase of A.C in paralleling of 2 A.C generator
(Say @ synchronized o'clock, switch on the incoming A.C gen,)

Slipping Clutch
(1) In windlass, undue stresses must not be applied to the chain cable so that a slipping clutch
is incorporated bet. the motor 'n' the magnetic brake 'n' drive shaft
(2) It is set to slip @ approximately 150% of the F.L torque.
(3) Otherwise excessive streeses could be applied to the cable by the momentum of the motor
armature, by a sudden obstruction when heaving or when bringing the anchor into the
hawsepipe.

Dash-pots
(1) It is fitted for overload trips to get time delay action.
(2) So that the braker will not be opened due to momentary current surge.
(3) When load current excess, it pull the plunger of the solenoied
(4) The pos" of the plunger moves up against the displacement of the viscos oil or silicone fluid,
thro' a small hole of the pist.
(5) time lay depends on (i) hole size
(ii) vis of oil
(6) current setting for trip is about 25% above max, but should not exceed 50% above.

(1) if is a damping device comprise of a pist è the cyl.

(2) lig or air may be used to produce fluid friction
(or) is a device make time lag of trip è different vis. of oil.

Q How will you check the freqyency of shore power supply?

(1) shore power supply connection bos. shows phase sequency idnicator of shore power
generator è bright 'n' dark lights.
(2) frequency can be checked @ M.S.B, after shore supply is 'ON' thro' link switch or C.B.
 Shore Elect. Supply
(1) ship to shove earth is regd. (if shore power is 3-Ph.)
(2) After terminal conn: are made, (B4 closing the breaker)
(i) phase sequence is checked è indicator (to ensure motor will not run is wrong dire".)
Shore Power Connection
(1) Shore connection box is provided @ convenient pos" to receive shore power supply.
(2) So that ship gen/ can be shut-down in-put (or) dry-docking.
(3) Lloyd's Requirements.
(i) connection box must contain a C.B or isolating switch è fuses.
(ii) A link switch or a C.B, an indicator to shore that the cable is energised, must be provided
@ M.S.B. A voltmeter 'n' ammeter is also provided.
(iii) For 3-phase supply è earth neutral, an earthing terminal must be provided for connecting
the hall to the shore side.
(iv) At the connection box, a notice shall be provided giving full information of the syst. of
supply, normal ship voltage ('n' frequency for A.C current)
(v) A phase sequence indicator is necessary to ensure corect connections.
(vi) Means shall be provided for checking the polarity 'n' the terminals should be labelled.

Q How will you know the shore power supply is correct or not?
(1) to check phase sequence indicator (inside shore connection box)
(2) run light-load 3-ph motor (check dire")
(operate E/R vent fan 'n' check air flow dire".)

Ampere Turn
- is the product of current strength in an insulated coil n' the No. of turns in coil

Galvanometer
- is an instrument to detect or indicate the presence or absence of small current.

Wheatstone Bridge
- is a apparatus used for measuring electrical resistance.

How to control the Navigation Light? Pg (21)

(1) fore mast → white
(2) aft stern → white
(3) port side → red
(4) stbd side → green
2 lamps (a) each light has two lamps.
(seperate control of supply, switch, fuse)
(b) power (220V A.C) fm. main or emer.) ( c/o ftted switch)
(c) pannel (audibal 'n' visual alarm for failure of each lamp.)
(d) fitted fuse

S.B Fire
Cause (1) Loose connection / contact
(2) Incorrect fuse
(3) Insulation break down/ spark

Action to be taken
(1) close C.B (make the S.B dead)
(2) fight the fire by CO2 extinguisher, when fire is out,
- room ventilate
- clean è electrod cleaner
(3) After extinguished, carried out continuity test (megger Insulation tester.)

Prevention
(1) use correct fuse
(2) all contacts of C.B 'n' switches are well contact
(3) all wire connection are well lapped.

D.C Loads on A.C ship serv. syst.

(1) general alarm syst.
(2) emer lighting 'n' daly light signal lamp
(3) emer radio power
(4) rectifying for battery charging

Maintance of Motors
(1) keep air passage clean
(2) remove deposits of dust, oil 'n' grease
(3) Take IR reading
(4) prevent sporking @ brushes 'n' connmtator
(5) check brg. holding bolts, coupligs.
(6) check motor starter 'n' controller.
 (7) maintenance of contacts, resistance 'n' connection.

Adv. of A.C m/c ( Why A.C is popular on-board ship?)

(1) small size @ given kw, compact 'n' lighter
(2) A.C network is cheaper to install
(3) High Voltage, High power A.C gen, can easy to manufacture
(4) Syst. working è 230 V A.C can easily convert to 230V D.C
(5) A.C voltages can easily raise or lower è transformer.

D.C is still used, due to.

(i) elctromagnetic is more relable
(ii) excitation purpose
(iii) charging of battery.
(iv) less shock than A.C
(v) no power factor
(vi) speed control of D.C is very smooth 'n' large range
(vii) fire detection syst.

Adv. of D.C m/c

(1) There is no line changing current in D.C.
(2) D.C is less shock than A.C for the same RMS voltage.
(3) D.C has no power factor.
(4) speed control of D.C is very smooth 'n' large range.
(5) D.C line has no reactance or impedance, it has only resistance.
(6) D.C has only resistance drop.
Thyrister
(1) Three fun semi-conductors device known as silicon controlled rectifier.
(2) Thyrister are particularly swited in arrangements to control the supply of power bet. a
source 'n' the load.

A Sount regulator (or) Rheostat

- a resitstor whose resistance can be varied whilst connected in a circuit.
- is a variable resistance placed in series è the shunt field resistance 'n' is fitted in order to
keep the bus bar voltage const, è varying load in m/cs.

Transisitor (it is small electric device used for rectification 'n' amplification of the current)
An active semiconductor device which has 3 or more terminals.
 Semi-conductor
(1) A material which is neither conductor nor insulator but is somewhere in between.
(2) It is used in a large number of solid. state devices such as diodes, transistors 'n' intergrated
circuits.

Conductor
A material which afters a relatively low resistance to the passage of electric current.

Insulator
Any item, made of an insulating material, which is used to provide insulation 'n', usually
some form of mechanical support.

Diodes. (an electronic device that has 2 electrodes or terminals 'n' is used esp. as a rectifier)
(1) A semi-conductor device formed by a junction of n-type 'n' p-type materials.
(2) It effectively permits current flow in only one dire".
(1) a diode is a thermonic tube consisting of cathode + anode 'n' heating elements.
(2) Electric current can pass the diode in only one dire".
(3) It is used as a half-wave redifier in electronic circuit because electronic current cannot flow
back to cathode.
(4) Application to reetify A.C to D.C.

Zener Diode
- a diode across which the voltage drop is const. over a range of current.
- it is used as a means of providing a stabalized voltage in some circuits.

Shunt Wound Motor

(1) A d.c motor in which the field 'n' armature winding are connected in parallel w.r.t the supply
(2) the speed charactesistic is suficiently constant to make the motor suitable for driving
equipment that requies enen speed 'n' impose no wide load fluctuations.
(3) used for genreral purpose.
eg. p/ps, fans, lathes, etc.

Series Wound Motor

(1) A d.c motor in-whcih the field 'n' armature windings are connected in-series w.r.t the supply.
(2) used where a variation of speed in regd. to suit the load.
 Back E.M.F
- voltage set-up in a circuit opposing the applied voltage.
- for example, a back e.m.f is generated in the armature conductors of a d.c motor owing to
the rotation of the armature in its magnetic field.
Lap wound - multi-parallel circuit in armature
Wave wound - 2 parallel circuit in armature.

Primary Battery
- will give only discharge after which it is discarded.

Secondary Battery (or) Storage Battery

(1) Lead Acid Battery
(2) Alkaline Battery
- can be charged 'n' discharged.

Lead Acid Battery

- tive = lead peroxide
- - ive = lead
- electrolyte = dilute H2SO4
- a battery comprising cells in which the tive electrode is lead peroxide, the -ive electrode is
lead 'n' the electrolyte is dilute sulphuric acid.
- a battery of 6 cells in series produces 12 Voltds.

Alkaline Battery
- tive = nickel hydroxide
- -ive = cadimium 'n' iron
- electrolyte = potassium hydroxide.
- are usually of the nickel cadmium type
- the tive plate is nickel hydroxide 'n' the -ive plate is cadmium 'n' iron.
- the electrolyte is potassium hydroxide.

Battery Order Fuse Order

(1) Voltage (1) Volt
(2) Ampp-Hour (2) Amp
(3) Size (3) size
(4) Battery cell type (4) Type (A.C or D.C)
(Dry or Wet)
 Emer. Gen. maintehance.
(1) every saturday, must be tested run. (B4 test run, c/o to local pos".)
(2) keep maintain < air bottle full (or) full-charge of starter battery @ all times.
(3) emer. gen. must be maintained in good order for immediate use
(4) during test-run, voltage, frequency, ampere must be checked.
(5) emer. gen. can start in cold cond". up-to o'c (flash pt < 43oC)
(6) In cold weather , eng. jkt. c.w must be treated è anti-freeze.
Heating-arrangement must be maintained
(7) fuel Tc should be maintained adequte amount
(8) Air filter clean regularly
(9) Check ventilation syst.
(10) Regd tools 'n' spares should be kept in a container
(11) emer. light for emer. gen. room. should be always checked.
* made sure braker @ switch-off B4 starting.
(interlock bet. E/R breaker in emer. S.B breaker)

I Switch Board S.D

(1) preferential trip
(2) low frequency trip
(3) over voltage trip
(4) under voltage trip
(5) No voltage trip
(6) over current trip
(7) fuse
(8) Automatic circuit braker (A.C.B)
(9) reverse power trip
(10) earth lamps
(11) meters
(12) synchroscope
(13) emer synchronizing lamp
(14) Ebonite hand rail 'n' rubber food step.

Reverse Current Protection

(1) it is fitted in M.S.B
(2) to trip 'n' disconnect the main switch braker in the event of a reverse current flow.
(3) It preventxs the generator against running as a motor.
 Slip
(1) slip % = thes. dist-act. dist.
teo dist
(2) slip % = synchronous speed - actual speed (for Induction motor.)
syn. speed

(1) Non-essential loads

- are load of those services which can be shut down w/o affecting the ship's operation such
as luxury air cond". decorative lights, entertainment umplifiers, accomodation fans, etc.
(2) essential loads
- are loads of those services regd. for running the ship property.
(3) Loads of top-prionity on board ship are propulion, navigation 'n' services to maintain
propulsion 'n' navigation.

Preferential Trips.
( precaution taken, to preuent interruption of service necessary to maintain propulasion 'n'
navigation.)
(1) it is provided in M.S.B ( to prevent interruption of power supply for essential services when a
gen. is under overloading)
(2) it is tripping syst. to shout-down the non-essential load first, essential loaeds secondly 'n'
shut-down the main-gen. as a last action.

Essential Loads
Load regd. for running the ship properly
- it means those services regd. to maintain propulsion ' n' navigation.

Non- essential Loads

- it means those services which can be shut-down w/o effecting the ship's operation, such as
air-conditioning, accomodation fans, cargo hold fans etc.

What is the Regulation for Gen.?

(1) a ship must have at least 2 Gen. 'n'
(2) the rating of each gen. must be sufficient that essential services can be maintained if one of
the gen. is out of the operation.

Overload trips are usually set @ 150% overload trip

 When gen. reaches 110% load, preferential trip
propulsion, nawigation
1st tripping acts 5 sec (non-essential load)
2nd tripping acts 10 sec (essential load)
3rd tripping acts 15 sec (shut-down the gen.)

Shaft Gen
To get the const. freq. ( In A.C syst) ( No. of methods are:)
(1) A D.C gen. è an AVR supplying a D.C/A.C motor alternator set
(2) An A.C 'n' rectifier a D.C/A.C motor alternator set
(3) An A.C 'n' supplying a static inverter syst.
(4) An induction gen 'n' a motor/ alternator set
(5) An alternator è excitation poles mounted tirectly on the prop. shaft.
The methods of drive avaitable for the above are:
(i) belt or chain drive
(ii) A direct coupling engaging the prop. shefting
(iii) power taken directg fm the main gear box
(iv) power taken fm the free end of the main eng.

Shaft Generator
(1) A gen. which is driven by the M/E (or) the propulsion shfting.
The drive may be belt, gears (or) other arrangement since const. speed operation is reqd.

Adv. of Shaft Gen.

(1) saving in fuel cost (main adv.)
(2) saving in maintenance cost 'n' repair cost (due to reduction in K.H of main gen.)
(3) saving in L.V cost of main gen.
(4) a reduction in space 'n' cot.
(5) a reduction in noise
(6) possible capitao saving by reduction of the numbers 'n' rating of main gens.
(7) less No. of A/E can be used.

Dis-adv, of Shaft Gen.

(1) increase in capital cost for shaft Gen.
(2) a reduction in ship speed, increase load on M/E
(3) the problem can arise to maintain electrical supply during emer manoeuvring astern.
(4) Complicated design
 Running Cond"
(1) full gen. capacity is available @ speed bet. 60% 'n' 100% of normal.
(2) more fit for shaft è c. p.p ( è cost m/c speed/ shaft speed may variable è blade pitch)

Regulation for Shaft Gen.

(1) Lloyd's register would only determine a S.G to be regarded as a service (main) gen. if
M/E is intended to operate @ const. speed (cpp)
(2) If M/E does not operated @ cost speed (direct drive) S.G would be disregarded as a
serv.gen. 'n' at least 2 other independent gen. would be regd.

Electrical Survey
(1) inspected 'n' tested
(2) intenval every A yrs.
(3) Survey items
(i) alarms, fire dection 'n' control syst. (for ums cond".)
(ii) circuit breakers
(iii) gen, 'n' governor
(iv) S/G parts
(v) emer power equipment
(vi) insulation resistance
(vii) navigation light indicators
(viii) cables
(ix) MSB 'n' fittings (main 'n' emer S.B, distribution S.B)
(x) motors 'n' starter
(xi) all elect equipment in hazardous area. ( for Tcer, Gas carrier ) ( @ every yr.)

Electrical Installation
(1) Elect equipment induding: (eramined 'n' tested)
(1) generators
(2) the motors 'n' their essential oux.m/c
(3) all switch gear (including their protective 'n' interlocking device)
(4) the cable network
(5) the insulation resistance
(2) When installation
(i) explosion protected m/c 'n' apparatus are situated in space
(no danger of inflammable gas or stm air mixtures.)
 UMS electrical survey
(1) electrical survey
(2) alarms (M/E, A/E, L.O, C.W to be tested for correct operation)
(3) elect. circuit fm. various sensor - test.
(pr. switch, flow switch, level switch, temp switch)
(4) Initiating 'n' action of auto-shat-down for main 'n' aux-engine,
auto stating-up of st-by unit test
(5) Auto start-up of emer. gen. demonstrate
(6) St. by gen. must be auto-start (within 45 sec) test
(7) Bilge level alarms è atuto-bilge p/ping - correct action
(8) Main 'n' st-by elect. power supply - inspect 'n' test
(to overall alarms 'n' monitring syst.)
(9) General cond" of battery 'n' charging unit - inspect
(10) Fire detection 'n' alarm syst. - complete inspection 'n' test
(11) M/E control ( correctly) fun test - B/R
- C/R
- Local
- emer control (alongside)
Q How will you knows the shore power supply is correct or not?
(1) operate E/R vent. fan 'n' check air flow dire.
(2) phase sequence indicator ( inside shore conn: box) turn c.w dire".
S.B survey (what documents to give to surveyor?)
(1) Voltmeter, Wattmeter, Ammeter calibration test result
(2) ACB 'n' AVR test result (survey result)
(3) Control circuit safeguard test results (safety trips 'n' alarm test results)
(4) Maintenance reports.
(5) IR test reults of each terminal (all 440v 'n' 220v main circuits.)
(6) IR test results of all motors
(i) test date, time, place
(ii) Voy. No.
(iii) Ambieut temp
(iv) weather cond", hot or humid
(v) m/c in hot or cold.
(7) Safety factors. (motor)

Main Swith Board Survey. (done @ during D.D)

(1) First S.B must be completely dead ( gen. stop., prime mover lock)
(2) clean S.B internal surfaces, external, panel faces, instrument faces 'n' control switches
(3) main bushars 'n' their connection checked for hightness (check overheating singn)
(4) Check bus bar supports for surface tacking 'n' damage
(5) Check volt meter, watt meter, ammeter must be calibrated 'n' tested.
(6) Test all trips (preferential trip, over current, wnder voltage.) (revere power)
(7) Synchronising test 'n' load sharing test (demonstrate)
(8) Test A.C.B 'n' A.V.R
(9) Check earth lamps 'n' earth indication
(10) Check insulation resistance (all terminal inside S.B) ( at least M Ω )
(11) All internal wiring must be securely fixed
(12) cable entries @ the bolt of S.B should be sealed è electrical putty. (non- flammable)
(13) earthing deviced must be property (MSB to hall.)
(14) Pannel door msut be bonded è earth stap.
(15) Tripping circuit breaker must be tested.
(16) safety items relays should be tested.
(17) Rubber insulation mat must be placed around MSB area.
Safety Device of M.S.B
(1) short circuit trip to C.B
(to prevent over current)
(2) overload trip to C.B (150%g F.L, 20sec)
(3) preferential trip of non-essential load to reduce gen load ( 5 ~ 15 sec relay)
(4) reverse power protection 'n' trip to C.B (10 ~ 15% @ 2 ~ 3 sec)
(5) under voltage trip
(6) AVR, C.B, fuse, relay, meter
(7) Synchroscope, emer. synchronising lamp
(8) earth fault detecting lamp

(1) ebonite wood hand rail 'n' food-step rubber sheet

(2) meters
(3) synchroscope
(4) synchronizing lamp
(5) earth lamp
(6) A.C.B
(7) preferential trip
(8) law freg. trip (freq.)
(9) over volt trip
(10) under volt trip
(11) No volt trip
(12) over current trip → current
(13) reverse power trip → power
(14) fuse.

D.C parallel
(1) open indicator cock - (check pr., temp, level)
(2) Turn T/G, take-out T/G
(3) blow thro' , shut indicator cock, fuel level on
(4) start 'n' idle for 10 min è rated speed
(5) voltage of incoming gen. adjusted by field rheostat until equal to bus bar voltage
(6) A.C.B 'ON' ( ie close the C.B)
(7) share the load

A.C parallel
(1) upon- indicator cock ( check pr., temp, level)
(2) turn T/G, take out T/G
(3) blow through, shut indizator cock, fuel level on
(4) start 'n' idle for 10 min è rated speed.
(5) adjust the governor to get voltage 'n' frequency equal to incomming 'n' bus bar
(6) Synchronous 'ON' (it should be turn C.W only)
(7) A.C.B "ON" @ 11 o'clock ( close the C.B)
(8) Load share 'n' switch-off the synchroscope
(9) If no synchroscope ( ie Rotating lamp method)
switch 'ON' @ "2 bright, one dark" ( bright lamp method)

Elect Shock
(1) switch of current
(2) B4 touching, make sure he is not is contact è a line conductor
(3) pull the person, face down ward on dry floor è head turn to one side
(4) check his mouth 'n' nose are free for breathing
(5) press steadily on the person
(6) Artificial Respiration (once in every 20 sec) (until normal breath)
(7) Somethime for recover, 4 ~ 6 Hrs.
(8) Patient may be allowed to drink cold water when he recover.
 Generator Survey (Main 'n' Aux.) (Alternator Survey)
(1) cleanliness
(2) respond correctly to control 'n' load changes.
(3) show stable operation when regd. to run in parallel operation è other gen.
(4) gen. winding on stator 'n' rotor (free fm. rust, oil 'n' moisture)
(5) end winding coil of stator (check deterioation, abbrasion 'n' cracking of insulation)
(6) check cooling air fan 'n' fitter must be cleaned.
(7) carried out insulation test (record regularly to show surveyor) ( min 1mΩ)
(8) Air gap. (record regularly to show surveyor) ( bet stator 'n' rotor) (T,B,P,S) @ measure
(9) fwit. 'n' aft brg. (pedstals ) ( in good cond".)
(10) (check cooling syst.)
(1) each winding to earth Hot cond"
(2) bet. stator ph windings.
(11) carbon brush 'n' air spring pr. (in good order)
(12) Running test on load (AVR fun, governor fun, correct v,f,i, droop operation of load sharing,
exh. temp, sudden load change, operation of load sharing)

When taking IR,

connection to AVR
connection to instrument = should be sidconnected
generator heater supply

S.D on Alternator
(1) Heater
(2) Cooling fan 'n' fitter
(3) reverse power trip
(4) preferental trip
(5) over current trip
(6) under voltage trip
(7) C.B 'n' fuse
(8) high temp trip

Maving Coil Instrument

- can be used for D.C only 'n' as a voltmeter on an Ammeter
Moving Iron Instrument
- switable for measuring A.C voltage (or) current as well as D.C voltage (or) current.
Insulation Resistance (Survey)
 (1) Surveyor will require → recent insulation test record for main 440/220V.
(è test date weather cond", any comment to the test cond".)
(hot, hwmid, etc.) (m/c is hot or cold.)
(2) essential items (gen. 'n' main motor) → a set of past I.R results should be attached
(because IR trend is more intrested)

Surveyor Recommended IR
min IM Ω (or) 1KΩ / volt.
Navigation Lights Indicator (Survey)
(1) Surveyor → (i) now. light indicator operates correctly 'n'
(ii) give appropriate alarms (audible 'n' visual)
(2) Simulation Test → broken wire (or) lamp (by pulling the appropriate fuse)
(3) c/o facilities → power supply fm. MSB to ESB. operation
(4) It is under → S.E.C survey (part of the)
(elect survey will naturally include → the supply cable to light.)

Static Electicity
- electricity producted on dissimilar materials thro' physical contact 'n' seperation.
- outgoing material -ive, remaining material five
- it can cause
(i) when washing è w.jet (due to motion of water0
(ii) splashing (spraying of petroleum over other material)
(iii) when steaning a Tc (a jet of stm cna cause)
- to provent - make earth a ship
- fitted I.G syst.
- bunker pipe, electrically bounded to earth in ship
(iv) within filling è clean oil products

Ward Leonard Syst. (How to change Speed in dire")

D.C motor magintud 'n' dire can change depend upon the D.C gyn voltage, magenitude 'n'
diren by potentio meter.

Untervoltage protection
- closure by mistable of alternator breaker when m/c is dead. (to prevent close of braker)
Over-current protection = fitted gen. circuit breaker (to prevent short circuit)

Navigation S.B 'n' Ordnary S.B

 (1) not supply to any other service (to prevent opening of wrong switch)
(2) fitted c/o switch (if normal supply failed = can be transferred to another source of supply)
(3) warning device is regd. (if any failure.) ( visual, audibal or both)
(4) if fuse blow = changed = not effected to Navigation power.

Earth - Leakage of live conductor due to insulation failure to grownd.

Shock - Cotacty to each other or leakage of 2 live conductor (or) leakage of 1 live to neutral.
Type of fuse - (1) filament wire
(2) glass cartridge fuse
(3) solid catridge fuse
(4) screw plug fuse
Lamp - watt, volt, H3 , AC or DC, o1C, Type, Length.