2008

Marie Engineering
General Knowledge
Safety
Steering Gear
Miscellaneous
Propellers and shafting
Boilers

Greg
1/1/2008
Safety

Sketch and describe the foam type and soda acid type extinguisher. On what type of fire is it
used?

The foam type fire extinguisher consists of a body constructed of welded steel, zinc coated,
with a solid brass neck ring silver soldered to it. Inside is an aluminum alloy tube containing a
sealed plastic bag containing 0.8 litres of liquid air foam concentrate and a sealed 0.074kg
capsule of co2 at a pressure of 53 bar. The removable head assembly screws into the neck ring
and presses down on a thick rubber washer and flange on the charge container thus providing a
seal and securing the charge container in place. A swivel safety guard in provided which holds
the spring loaded plunger valve open venting the extinguisher thus preventing dribbling from
the nozzle, and also preventing accidental of the extinguisher.

The body is filled with 8.25 litres of water and when the plunger is depressed it pierces the thin
copper seal of the capsule releasing the co2 which ruptures the plastic bag and forces out the
liquid foam concentrate into the water. Rapid mixing takes place and the foam mixture is then
driven up the steel dip tube, through the hose to the nozzle, here it is aerated into good quality
foam.

Foam extinguishers are principally used for oil fires; it smothers the fire by separating the fuel
from the flame.
The body of the soda acid fire extinguisher is made of riveted mild steel which is lead coated
both inside and outside. A brass neck ring is riveted to the top dome of the mild steel body and
the brass head assembly is screwed into it. The head assembly includes; a plunger, an acid
bottle carrying cage, in which a glass bottle of sulphuric acid is placed, and a non return vent
valve ( to ensure that leakage through the nozzle does not occur due to the increase in air
pressure in the enclosed space above the solution). The head assembly joint is either acid
resistant rubber or greased leather. The nozzle is made of brass and the dip tube is generally
copper.

The body is filled with 9 litres of sodium bicarbonate solution and when the plunger is
depressed the bottle of acid breaks causing the acid to mix with the bicarbonate solution which
causes a reaction. The result being that co2 is given off and builds up pressure driving the
solution up through the dip tube to the nozzle and out of the extinguisher.

Soda acid extinguishers may be used on coal fires or material fires such as wood, plastic,
bedding or other similar materials. This extinguisher uses the cooling method to extinguish
fires.
Sketch and describe the co2, water, and dry powder fire extinguisher.

The body of a co2 extinguisher is made of solid drawn steel which is hydraulically tested to 22
bar and is coated both inside and out with zinc. The outside surface being finally painted. The
head assembly is a solid brass pressing which is screwed into the steel body. The head assembly
incorporates a lever operated valve, copper dip tube, safety pin, bursting disc, and a discharge
horn made of a non-conducting material.

The body is charged with 4.5kg of liquid co2 at a pressure of approximately 53 bar. To operate
the extinguisher, first remove the safety pin then the operating lever is depressed. The liquid
co2 travels up the dip tube and then passes into the discharge horn and emerges as a cloud of
co2.

A Co2 extinguisher uses the cooling and smothering method thus they are appropriate for most
types of fires except those that liberate oxygen while burning.
The body of the water type extinguisher is constructed of welded steel and is zinc coated with
the external surface painted. A brass neck ring is silver soldered to the top of the steel body.
The brass head assembly, which incorporates a plunger, handle, and swivel safety guard is
screwed into it and seals on a thick rubber washer. The nozzle is made of brass and is a double
purpose; it can be operated to give a jet or spray. When the swivel guard is in the protective
position, the spring loaded piercer is slightly depressed, this serves to keep the extinguisher
vented when not in use and prevents water overflow due to change in atmospheric conditions.

The extinguisher contains 9 litres of fresh water with a wetting agent usually added and has an
inner container of welded steel (zinc coated) charged with 74mg of co 2 at a pressure of
approximately 36 bar.

To operate the extinguisher the plunger is depressed releasing the co 2 which drives the water
out of the extinguisher through the dip tube and hose.

Water has a cooling and also a smothering effect. A water extinguisher can be used on oil fires
(provided a spray is used) and also on coal and material fires.
The body of the dry powder extinguisher is constructed of welded or riveted steel with a brass
neck ring which incorporates the co2 injection tube. The brass head assembly which
incorporates a spring loaded plunger and a replaceable co2 bottle, screws into the neck ring.
Connected to the outlet end of the discharge tube is a reinforced hose and brass nozzle that is
fitted with a lever operated control valve. The extinguisher contains approximately 4.5kg of dry
powder while the co2 bottle contains approximately 60mg of co2.

When it is used the safety cap is first removed and the plunger is depressed piercing the co 2
bottle seal. The co2 then blows out the powder charge.

This type of extinguisher can be used on oil, material, and electrical fires. It uses the smothering
effect to put extinguish fires.
State fully the precautions taken to minimize the danger of fire in engine and boiler rooms of
ships burning oil as fuel. Name the various types of extinguishers and any other means
provided for fighting fires on board

The biggest precaution against fires is cleanliness. All garbage should be picked up and placed in
a suitable garbage bin with a lid. All fuel and oil spills should be cleaned up immediately and the
dirty rags placed in the proper garbage bin. All fuel and oil leaks should be repaired as soon as
possible and all save-alls should be kept clean. When doing hot work a hot work permit must be
filled out before starting. The surrounding area should be checked for flammable material and
any found should be removed. A fire extinguisher should be placed nearby and a fire watch
standing by. The fire watch should continue until the work has cooled off.

The various types of fire extinguishers include:

 Carbon dioxide (co2)

 Soda acid

 Water

 Dry powder

 Foam

 Halogenated hydrocarbons (halon)

Other means for fighting fires onboard a ship include fire mains, either water, foam, or dry
powder supplied by the fire pump or emergency fire pump. Also fixed installations such as
sprinkler system, foam smothering, co2 smothering, steam smothering, and dry powder
smothering systems.

In addition inert gas systems, hose reels from a fixed system and 40 gallon type fire
extinguishers.
Name the types of firefighting equipment which should be provided for a crews quarters and
engine room.

Crews quarters:

 Sprinkler system

 Fire hose

 Fire axe

 Fireman’s outfit including a self contained breathing apparatus

 Fire extinguishers (water, soda acid, dry powder, halon)

Engine room:

 Smothering system (co2, foam, steam)

 Fire hoses

 Fire axe

 Fireman’s outfit with breathing apparatus

 Fire extinguishers (dry powder, co2, foam halon)

 Sand box with sufficient sand to cover the area over which the fuel may spread
Steering Gear

Why is it important to exclude air from the telemotor and the ram cylinders of steering
gears? What methods are employed to rid these systems of air?

Air is compressible and gives incorrect balance between units, time lags and irregular operation
which can be dangerous. It is indicated in the system by defective steering, jerky operation, and
perhaps jumps in pressure at the gauges.

To rid the system of air, a charging system is implemented, including a charging tank and hand
pump to allow each section of the system to be isolated and pumped through with oil. Also air
cocks are fitted at various places throughout the system. Should a large quantity of air gain
access giving faulty steering, then you may have to empty and totally recharge the system.

When charging the shut off between the makeup and transmitter is closed, so the replenishing
tank doesn’t overflow on the bridge when charging, and the wheel is brought to the mid
position so that the piston is at the center of its travel and the top and bottom parts of the
cylinder are connected through the bypass. The priming tank is filled with high grade oil and is
maintained at a level that will prevent air from entering the system. The hand pump is operated
with the charging valve open. Each section of the pipe is progressively filled with air being
released through the bleed screws. At the last section the non return valve is opened to allow
oil from the end of the pipe to be returned to the priming tank. Pumping is continued for some
time, and then the non return valve is closed while pressure is maintained with the pump. The
bleed screw at the top of the cylinder is cracked open to get rid of any remaining air. After
closing the bleed screw on the cylinder, the shut off between the cylinder and the makeup tank
is opened and the tank is brought up to level. For a initial charge, pipes are disconnected so that
the sections of pipe can be washed through. During the charging operation, joints are checked
for leaks and when the system is full another check is made with the shut off closed and
pressure maintained with the pump. At this stage if the non return valve is opened, each stroke
of the hand pump should produce a discharge back to the tank, which exactly coincides with
the movement of the pump lever. The system is made ready for testing and operation by
closing the charging and non return valves and opening the shutoff valve. The hand and by pass
valve must be closed.

To charge the steering gear itself the air release valves on the hydraulic cylinders and pumps
are opened and the bypass and stop valves in the system are opened. The variable delivery
pump can be used to pump the oil around the system while maintaining a positive level in the
priming tank; it can be put on stroke by the hand wheel and turned by a bar. The rams may be
filled through the filling holes until all air has been displaced, before starting to pump the
system through. When all air has been purged from the system and the level in the replenishing
tank ceases to fall, the air release valves are closed and the bypass and stop valves are set for
normal running. The system can know be tested
Describe a telemotor system used to control the steering from the bridge. What type of fluid
is used with this system? What happens to the fluid when you turn the wheel on the bridge?

The telemotor shown consists of a piston arrangement operated by a rack and pinion gearing.
When the wheel on the bridge is turned to starboard the right hand side ram moves down
displacing a volume of fluid out of the telemotor to the receiver. At the same time the left hand
piston moves upward allowing an equal volume of fluid to enter from the receiver.

When the wheel returns to mid ship a bypass valve is opened which allows for any variations in
oil volume due to temperature change and also allows for equilibrium in both sides of the
system

The fluid in the replenishing tank acts as a reservoir and keeps the system topped up in case of
any leaks.

The fluid used in the system is a good quality mineral oil with;

 A low pour point

 Non sludge forming

 Non corrosive

 Good lubricating qualities

 High flash point

 Low viscosity to reduce frictional drag but not to the point of making gland sealing
difficult
Describe fully the operation of the electric hydraulic steering gear. Describe the action of the
hunting gear.

In the electric hydraulic steering gear shown the receiver moves in response to a signal from
the bridge. The hunting gear lever pivots about its connection to the rudder and shifts the
control rod to the hydraulic pump. This pump moves at a constant speed and when the control
rod moves it shifts a floating ring or swash plate of the pump causing hydraulic fluid to be
pumped from on ram to the opposite ram. The ram moves in the appropriate direction hence
moving the tiller and rudder.

While the rudder is moving the hunting gear lever pivots at the telemotor receiver connection,
and when the ordered angle is reached the pump is back to no stroke position. If the rudder is
moved out of position (ex waves) then the hunting lever will again pivot about the receiver
connection causing the control rod to move in turn causing the pump to correct the rudder
position.

The bypass valve acts as a relief valve to prevent damage in the case of the rudder being forced
to move out of position. The valve will allow oil to flow from the pressurized ram to the
unpressurized one, there by relieving pressure within the system, but the hunting gear will
quickly compensate for this.
With the aid of a sketch describe the construction and operation of a rotary vane type
steering gear.

The rotary vane type steering gear is a hydraulic steering gear system. The rotor is securely
fastened onto the rudder stock by a key and is tapered to fit the rudder stock. The rotor is able
to move in a housing, which is solidly attached to the ships structure. The housing is the stator
that is of a larger internal diameter then the outside diameter of the rotor, which forms an
annular space between them. The radial vanes of the rotor are equidistantly spaced and
outwardly projecting. The stator has similar vanes that project inward. The spaces between the
vanes form segmental pressure chambers for the high pressure chambers of the hydraulic oil.
The oil is supplied from variable delivery pumps and control will be electrical. The ends of the
vanes and their opposite working surfaces are sealed by rubber back steel strips in groves
located in the vanes. The chambers on either side of the moving vane are connected to
separate pipe systems or manifolds. The pressure chambers between the rotor and stator
vanes are divided into two sets so that when the oil at a high pressure is supplied to one set and
drawn from the other, the rotor will be forced to rotate in one direction only turning the rudder
stock with it. Also, by reversing the oil flow, the rotor and rudder stock will be forced to rotate
in the opposite direction.

When the thickness of the vanes is allowed for, a unit of three rotor vanes and three stator
vanes will permit a rudder movement of 35 degrees. This movement is from the extreme port
or extreme starboard from the mid position. This constitutes a total of 70 degrees steering
capacity. The vanes also act as rudder stops. To absorb shock and prevent over pressure caused
by shock loading of the rudder, a relief valve must also be fitted.

Describe how you would perform a creep test.

A creep test is usually carried out before a ship is ready to leave port. This involves putting the
wheel hard over in one direction and holding it. The position of the receiver crosshead
connection to the steering gear is marked and the system is inspected for leakage. After a
reasonable pre set time, usually a half hour, the position of the receiver cross head is inspected
to see if any slip or creep has taken place. The same procedure is carried out with the wheel
hard over in the other direction. If there is no leakage or slip, it verifies that the telemotor is in
good operating condition.
With the aid of a sketch, describe the construction and operation of a rudder support.

The rudder carrier bearing is a device which supports the weight of the rudder on a grease
lubricated thrust face. The rudder stock is also grease lubricated and located by the journal
beneath. Support for the bearing is maintained by framing which is located beneath the
steering gear deck. The area beneath the carrier bearing is thicker than standard deck plating
and is located by side chalks welded to the deck. The carrier may be of meehanite with a gun
metal thrust ring and bush. In order to remove or replace components, the carrier bearing parts
are split as necessary. Sometimes screw down lubricators may be fitted but usually automatic
lubricators are used on modern vessels. A water resistant type grease (calcium soap base with
graphite) is usually used for lubrication. Wear down of the carrier bearing is monitored by
periodically measuring the marked clearance. The original clearance is usually about 20mm.

There is also an alternative type of carrier bearing with a conical seat. It has the advantage that
the seat and side wall will locate the rudder stock. The angle of the conical seat is shallow to
prevent binding. Allowance is made in the construction of the steering gear to allow for a small
vertical drop of the rudder stock due to wear. The wear down allowance is checked periodically
and restored if necessary. Lifting of the rudder and stock by heavy weather can be limited by
jumping stops between the upper surface of the rudder and the stern frame. The movement of
the rudder is controlled by the telemotor. The steering gear its self will impose a limit on rudder
movement but with hydraulic oil loss and the ship stopped in heavy weather, there may be
severe damage to the gear.

State the steering gear checks to be preformed, not more than 12 hours before a ship leaves
port.

Steering gear checks to be performed before leaving port include;

A. The operation of;

 The main steering gear

 The auxiliary steering gear, except were such gear includes tackle

 The remote steering gear control systems

 The steering control located at different positions on the bridge

 The emergency power supply

 The rudder angle indicators in relation to the actual position of the

rudder

 The remote steering gear control system power failure alarms

  The steering gear power unit failure alarm

 Automatic isolating arrangements and other automatic equipment

required for the steering gear

B. The full movement of the rudder according to the full movement capabilities of
the steering gear

C. A visual inspection of the steering gear and its connecting linkages

D. The operation of the means of communication between the bridge and steering
gear compartment

Miscellaneous

Define the following: flash point, specific gravity, viscosity. How is the flash point of oil
determined?

Flash point is the minimum temperature at which an oil has to be heated in order to give off
sufficient vapours, that when mixed with the correct amount of air will flash and momentarily
ignite when a flame is applied.

Specific Gravity of oil is the ratio of its weight to the weight of an equal volume of water.

Viscosity of oil is its resistance to floe and is measured in second’s redwood.

Flash point is determined by heating the oil in a container, either opened or closed (open or
closed flashpoint) at a gradually increasing temperature. The oil is gently stirred at frequent
intervals and a naked light is placed within 1/8 of an inch of the surface of the oil. Then when
there are sufficient vapours to ignite and flash off, this is the flash point and the temperature of
the oil is taken at that point. Closed flash point is more accurate.

Why is zinc plates fitted on the stern posts of a steel vessel? What care and attention do they
require when the vessel is in dry dock?

Zinc plates are fitted to protect the ship from galvanic action which may corrode the ships shell
or propeller.

Galvanic action occurs when two dissimilar metals are present in a saline solution.

The zinc is used as a sacrificial anode which will give cathode protection. The anode will corrode
away giving protection to the ship.

In dry dock they must be inspected to ensure they are corroding away, thus giving protection,
ensure there is enough left to continue giving protection and replace if necessary.
What is a bilge injection valve? Where is it fitted and how and when is it operated? Illustrate
with a sketch.

Bilge injection valve (emergency bilge suction) is one of the most important fittings in the
machinery space, in case of serious flooding of the machinery space.

By closing the main sea water suction and opening the bilge injection valve, therefore the
largest pumps in the engine room are drawing directly from the lowest point in the space,
removing a large quantity of water.

Bilge injection valve is at least 2/3 the diameter of the main sea water suction.
Describe a bilge pumping system. Sketch a typical bilge well, complete with suction pipe,
valve, and mud box. What type of valve is used as a bilge suction valve?

The bilge system has bilge wells which are the lowest spaces on the tank top thus the bilge
water will tend to gather there. The oily bilge system is the normal bilge extraction system and
can draw water from all the bilge wills. Since the bilge water contains oil and it is illegal to pump
water containing more then 5 or 15 ppm of oil overboard (unless it is a emergency) the bilge
pump pumps the bilge water to a holding tank. The bilge water in the tank can then be pumped
through an ows and then overboard.

There is also a direct bilge suction connected to the sea water pump and general service pump.
This suction is only to be used in emergency situations.

All bilge suctions must be fitted with suitable strainers which in the machinery space would be
mud boxes positioned at the floor plating level for easy access. A vertical drop pipe would lead
down to the bilge well. The holes are a minimum of 3/8 inch or 12mm in diameter. The total
area of the holes is equal to twice the cross sectional area of the connecting pipe.

The type of valve used as a bilge suction valve is a non-return type. This type of valve is used so
that in the event that a ship side overboard discharge valve is left open after pumping of the
bilges, water cannot flow back through the pumping system resulting in the flooding of the
bilges.

Describe the operation and principal of construction of an aneroid barometer. In what units is
the instrument graduated? What useful purpose dose it serve? What is the normal
atmospheric pressure at sea level?

The aneroid barometer is often used in place of the mercury barometer. It consists of a small
corrugated cylinder. The inside of which is exhausted of all air, so as the atmospheric pressure
increases the center of the cylinder tends to collapse and the center of the cylinder will lift with
a decrease in atmospheric pressure. A series of linkages transfers the movement to a pointer
moving over a scale. The scale is graduated in inches or millibars. The readings should be
compared to the standard mercury barometer.

The normal atmospheric pressure at sea level is 14.7psi or 1.01bar. This gives a reading of
approximately 30 inches or 76.2cm. Therefore;

30/14.7=2.04 inches of mercury/kg or 76.2/6.68=11.4cm of mercury/kg

The useful purpose of an aneroid barometer is to give an indication, and therefore allow for
preparations for oncoming weather conditions.

How would you clean a mud box?

To clean the mud box shown you would first close the bilge suction valve. The cover of the mud
box is then removed by slackening off and removing the holding down bracket and then
removing the cover. The strainer can then be lifted out and cleaned. Once it has been cleaned it
is returned to the casing and the cover put back on and the holding down bracket put back in
place and tightened down. Ensure that the cover seals properly.
What is meant by barometric pressure? Describe with a sketch the construction of a mercury
barometer. Also sketch and describe a thermometer.

Barometric pressure is a value of weight of the earth’s atmosphere equivalent to the weight of a
column of mercury. It may be expressed in either inches or centimetres of mercury.

The mercury barometer consists of a glass tube about 36 inches high. The top end is sealed
while the bottom end terminates in a container filled mercury bath. The pressure of the
atmosphere acting on the surface of the mercury in the container supports a column of
mercury varying on the pressure exerted.

To make a barometer it is important to get as close as possible to a vacuum at the top of the
tube. If the tube is filled with mercury then inverted in a bath of mercury it will fall in the tube
until the column of mercury is equal in weight to the pressure exerted by the surrounding
atmosphere.
Thermometer

The most common form of thermometer consists of a glass tube of very small uniform bore at
the bottom of which is a blown bulb which forms a reservoir for the mercury used to fill the
tube. The object of the bulb is to create a relatively large movement in the tube with a small
change in temperature allowing for accurate readings to be taken and made possible by the
fact that the tube is hermetically sealed after the tube is filled with mercury.

The thermometer is usually constructed by forcing the mercury to expand and go to the top of
the tube by heating it. The tube is then sealed off which results in a vacuum being formed when
the liquid cools and contracts.

The face of the thermometer is constructed of thick curved glass which magnifies and makes
plainly visible the tiny tube of liquid. The graduations are etched on the glass surface to allow
readings to be made.
Sketch and describe a ballast system. How are they pumped out and flooded?

The ballast system is arranged so that water can be drawn from any tank or the sea and
discharged to any other tank or overboard as required to trim the vessel. Combined or separate
means for the suction and discharge may be provided. Where a tank or cargo space can be used
for ballast or dry cargo then either a ballast or bilge connection is required. The system must
therefore be arranged so that only the appropriate pipeline is in service; the other must be
blanked off or securely closed off. Where tanks are arranged for oil or ballast a change over
chest must be fitted in the pipe line so that only the ballast main or the oil transfer main is
connected to the tank.

The diagram illustrates a ballast system using a manifold system incorporating suctions and
discharges to all tanks and to and from the sea. It also includes emergency bilge suction and a
discharge to the fire main.
Ballast tanks that are below the water line can be flooded simply by opening the valves and
allowing them to fill by static head pressure. However if they are above the water line then the
ballast pumps are used to pump up the tanks. The pumps are also used to empty the tanks.
When pumping in or out ballast tanks it is critical that the vents fitted are clear otherwise the
tanks could over pressurize or under pressurize and cause damage to the ships bulkhead or
shell plating.

Regulating requirements concerning ballast systems include;

 No possibility of sea or ballast water gaining access to dry cargo or adjacent

compartments

 Bilge connections to pumps connected to ballast or sea must be non return valves or
one way cocks

 Back up valves or blanks must prevent flooding or inadvertent pumping out of deep
tanks, etc

 Water ballast and oil fuel must be effectively isolated

What is vacuum? What units is it measured in? Describe some type of vacuum gauge. Why is
a pressure or vacuum gauge installed on the suction side of a pump?

A vacuum is a space void of pressure and its measured in inches of mercury.

The vacuum gauge shown is known as a bourdon type gauge. The sensor element is the relay
tube which is semi elliptical in cross section. When this tube is subject to a increase in pressure
it tends to unwind and this motion is transmitted to the gauge via the linkage, quadrant, and
gear. If the pressure decreases the tube tends to wind up. This gauge is therefore useful for
measuring pressures above and below atmospheric. The tube is generally made of phosphorus,
bronze or stainless steel, as are the other components except the case which is usually brass or
a plastic material.
The pressure or vacuum gauge is installed on the suction side of some pumps to give a
indication as to whether the pump is drawing water and maintaining its suction in the way it
should.

What care and maintenance do electric generators and motors require? What are the dangers
of excessive oil in the pedestal bearings of generators?

In the case of electric generators and motors, cleanliness is probably the most prominent factor
in its care and maintenance. Dirt and moisture upon the windings should be avoided at all
costs. If there is a accumulation of dirt, oil, or grease upon the electrical equipment then it can
be removed by washing with a electrical cleaner. Over greasing of the bearings should be
avoided as it may cause grease to get on the windings and in the case of a DC generator the
excess grease may get upon the brushes and commutator causing arching or shorting out. The
brushes of a DC generator should also be checked regularly to ensure that they are free within
their housing and bear sufficient pressure on the commutator to prevent arching. Motors and
generators should be meggered regularly and electrical connections along with couplings to
motors, pumps, etc and their holding down bolts inspected regularly. As well with motors their
starting and full load currents should be measured and recorded regularly and compared to
previous readings. A significant change in these readings could indicate a problem within the
motor such as bearings or winding insulation breaking down.

The danger of excessive oil in the pedestal bearings of generators is that it can result in
overheating and failure of the bearing due to poor circulation and thereby cooling of the oil. As
well excess oil which may leak out of the top of the bearing and be drawn into the windings of
the generator by the action of the generator cooling fan. In the case of DC generators it may get
on the brushes and commutator resulting in arching and shorting out.

Propellers and shafting

Describe a stern tube for use on a single screw vessel. State and explain how the tube is held
in position at the stern frame and bulkhead.

Water lubricated stern tube

The inside of the stern tube has a bronze bush pressed into it and lignum vitae are fitted in
strips with dovetails into the bronze bush. The weight of the shaft is taken by the wood bush at
the aft end and by the bronze neck bush at the forward end. The collar formed in the tube
prevents forward movement of the bush, and is secured by a flange to the after face of the
stern tube by means of counter sunk screws. A keeper ring is fitted over the end of the bush.
The wood bearings are lubricated by sea water which can enter through the aft end but
prevented from flowing on through to the tunnel by the stuffing box which is slack enough to
act as a tell tale to ensure the bearing is being lubricated.

There is a water service pipe fitted from the bulkhead to the space between the tube and the
shaft which serves as a means of venting the stern tube.

Oil lubricated stern tube

Consists of a cast iron tube 1.5 to 2.5 inches thick which is inserted from the inside of the ship
and flanged at the forward end to attach to the aft peak bulkhead. The diameter of the aft end
is slightly less than that of the fwd end to facilitate fitting. The stern tube passes through the aft
peak and is supported along its length by narrow floors to which the after framing is attached.
The after end of the stern tube passes through and is supported by the stern frame and is then
securely fastened by a circular nut screwed on the end of the stern tube and is locked in place.
The stern frame is sandwiched between the nut and the shoulder of the stern tube.

The inside of the stern tube has a white metal lined bronze bush shrunk onto it. There are two
of these bushes fitted the aft being 4 times the length of the diameter of the shaft and is the
main bearing. The forward bushing is relatively short and acts mainly as a guide. The steel
propeller shaft which passes through the stern tube is lubricated on the bearings by oil from a
header tank connected to the stern tube. The height of the header tank provides and maintains
a head pressure on the lubricating oil and circulates back due to the temperature difference.
Also there is a overflow vent which returns to the top of the header tank. A drain cock and a
hand pump which also connects to a oil storage tank to allow filling of the system if for some
reason it drains.

To prevent the leakage of oil or the ingress of water there are special seals fitted at both ends
and at the forward end a simplex seal with its own sealing tank fitted while at the aft end there
is a spring loaded mechanical seal.

Key width 1/5 diameter of shaft.

Sketch and describe a tailshaft fitted with a bronze liner. Describe how the liner is fitted to
the shaft.

The tailshaft is made of mild steel, nickel steel or wrought iron. It connects the tunnel shafting
to the propeller. The aft end of the tailshaft has a taper which fits into a corresponding taper on
the propeller hub, and a key way runs the length of the hub to take a key fitted the length of
the shaft taper. The taper is usually 1 inch per foot. The key prevents the propeller from turning
on the shaft. The propeller is drawn hard to the taper by the propeller nut which screws on the
end of the tailshaft.

For protection against corrosion a bronze liner is fitted over the shaft extending from near the
coupling to the propeller taper. This liner may be either pressed on the shaft or shrunk on the
shaft by heating the liner and cooling the shaft. A rubber ring is fitted between the hub and end
of the liner to prevent water getting in between the shaft and liner causing corrosion.

Key size is 1/5 the diameter of the shaft and the depth is 1/3 the width of the key.

Describe how you would ascertain the wear down of a tailshaft when your ship is in dry-dock.
How far would you allow the tailshaft to wear down before rebushing the stern tube?

For a water lubricated stern tube tailshaft wear down can be determined by using feeler gauges
or by a wooden or copper wedge driven between the top of the shaft liner and the lignum vitae
after the keeper ring has been removed and then measure the space above the shaft. The
allowed wear down for this arrangement for a 12 inch shaft would be 5/16 or 3/8 but usually
only the bottom strips require renewal.

For a oil lubricated stern tube tailshaft wear down can be determined by using a depth gauge,
commonly referred to as a poker gauge. To measure the wear down the rope guard is first
removed then the threaded plugs in the top and bottom of the aft end of the stern tube are
removed. A specialized jack is placed under and passes through the bottom hole to lift the
tailshaft then lower it back to ensure it is resting on the bottom of the bush. The gauge is then
screwed into the plug hole in the top of the stern tube and a measurement to the top of the
shaft is taken. The value is recorded inside the cover of the poker gauge and compared to the
previous measurement to calculate wear down.

Describe how you would set about packing a stern tube gland. Generally two of the gland
studs are left longer than the rest. What is the reason for this?

Packing a stern gland is very similar to packing a regular valve. The nuts on the gland are first
slackened and the gland bridge is pulled back. All the nuts on the gland studs are removed
except the two on the longer studs. The nuts on the longer studs are backed off far enough to
allow for removal and repacking of the gland. The old packing, usually only three turns of it are
removed and repacked with three new pieces. Ensure to stagger the packing to ensure a good
seal. The gland bridge is then pushed back and tightened down evenly. The gland should be left
slack enough to allow for enough leakage through to lubricate and cool the gland.
The two gland studs are left longer than the others so that the gland bridge can be pulled back
far enough to facilitate removal and repacking while still maintaining the bridge in such a
position to allow for quick replacement and tightening down in the event of a large volume of
water suddenly starting to pour in through the stern tube.

Before doing any work around the shaft all safety precautions to prevent the shaft from turning
should be carried out.

Describe in detail how you would fit a new propeller to a tailshaft already in place. State the
size of shaft and size of key used. How would you ascertain that the propeller was right in
place?

When fitting a new propeller to a shaft already in place, the key must first be removed from the
shaft and the bottom of the keyway is carefully inspected. Then the key is tested in the keyway
of the new propeller. The screw thread of the shaft is also examined for corrosion as well as the
taper. The taper is also inspected for signs of movement of the old propeller. Also the shaft at
the end of the liner is examined for corrosion.

If the old propeller has been moving the cone will not be true and the new propeller will not fit
as it should. Provided that the shaft and keyway are in good condition, the new propeller is
tested on the shaft and if necessary scraped until a good fit is acquired.
The propeller is fitted by smearing the taper with mechanical blue. The propeller is then slipped
on over the taper and any high spots will be noted by the blue being scraped off and showing
up on the propeller boss. The high spots are scraped down and the propeller placed back on the
shaft taper. The propeller hub is scraped down never the shaft. This process is continued until
about 80% contact is obtained. When the taper is fitted perfectly, the nut and boss are marked
when the boss is hard up on the taper. The nut is then slackened back and the propeller
dropped back against the nut. A ball of soft head wire is laid on the top of the shaft close up to
the shaft liner and the propeller is then hammered up until the two marks on the boss and nut
coincide.

The nut is again slackened back and the propeller dropped back against the nut, care being
taken not to damage the head wire. The head wire will now be rectangular and will indicate the
size of the rubber ring to be ordered. The nut is now removed and the propeller taken right
back in order that the key may be inserted in the keyway. This being done the propeller is again
forced up the taper until the marks coincide. The nut is now removed and a feeler gauge
inserted on the top of the key for its whole length.

This proving to be free, the propeller can again be removed and the rubber ring be put in place
hard up against the liner. The propeller is then put on the taper and the nut hammered up with
a ring spanner until the mark on the nut goes slightly beyond the mark on the boss, this is to
ensure that the propeller is hard up in place.

A stopper plate is next bolted to a recess in the propeller nut and a pintle on the plate passing
through a hole drilled into the propeller hub. This acts as a locking device preventing the nut
from backing off.

Key size: width = 1/5 diameter of the shaft, depth = 1/3 width of the key

What is meant by propeller pitch and propeller slip?

The pitch is the distance the propeller would advance in one revolution if it was turning within a
nut and is measured in meters.

The slip is a result of the fact that when a propeller revolves in water and doesn’t advance
through the water in one revolution as much as the value of the pitch.

Mean apparent slip = (distance run by prop – distance run by slip)/distance run by prop
Describe some sort of thrust block. Why is it fitted? How is it secured to the hull of the ship?

The thrust block is fitted to transfer the axial force created by the propeller moving through the
water to the ship’s hull. It also provides a fixed reference relative to the hull for the axial
position of the machinery shafting system.

The thrust bearing is off the tilting pad type. In this design the thrust collar is forged integrally
with the thrust shaft. The thrust pads are fitted on the forward and aft sides of the thrust collar.
The thrust pads are lined with white metal and face onto the finally machined and polished
surface of the thrust collar. The back of the pad has a radial ridge which forms a fulcrum on
which the pads can tilt. The tilting fulcrum on the back of the pad comes in contact with a
solidly constructed housing. The housing is rigidly held in the thrust bearing casing.
This type of bearing builds up an oil pressure between the white metal face of the thrust pads
and the thrust collar when the shaft revolves. The oil pressure is due to the formation of an oil
wedge which can only build up when the thrust collar is supplied with oil and the shaft is
rotating. As the pad is able to tilt, it becomes self adjusting to the shape of the wedge. The
thrust collar is partially submerged in an oil bath and carries oil around with it as it revolves. An
oil splitter (scraper) fitted at the top of the thrust bearing casing splits the oil being carried
around by the thrust collar and causes it to flow down over the sides of the collar. This provides
the oil for the formation of the wedge.

The leading edge of the pad is rounded to prevent the pad from acting as a oil scraper. It is
essential in the formation of the oil wedge. The radial wedge on the back of the pad is often
made off center moving in the direction of rotation of the thrust collar. This allows the pad to
tilt more easily to form the oil wedge.

The thrust block is secured to the hull by means of holding down bolts consisting of fitted bolts
and machined bolts.

With the ship shafting fitted, the thrust block is placed in position. Measurements are taken
between the thrust bearing and collar. Wedges driven between the thrust block and a steel
block (knees) welded to the bed plating of the ship are used to obtain the desired clearances
between the thrust bearing and collar.

Once the proper clearances are achieved, holes in the fixed side of the thrust block (usually the
gear box side) are reamed to suit fitted bolts. Only one side of the thrust block is secured with
fitted bolts. The remainder of the holding down bolts consists of machined bolts. The fitted
bolts ensure that the thrust block does not move while the machined bolts allow for thermal
expansion of the thrust block.

With all the holding down bolts tightened down the wedges are left in place and the engine test
ran for five or six hours. After the test run, the wedges are taped in to ensure they are snug and
then welded into place to form what is called collision chalks. These chalks relieve the holding
down bolts of sheer stresses.

Boilers

Why is feed water heated before entering a boiler? What are the dangers of pumping cold
feed water into a steaming boiler? What arrangements are made to heat feed water?

Feed water is heated before entering a boiler so as to deliver higher thermal efficiency within
the boiler. It allows for closer temperature control of the water within the boiler and as a result
reduces boiler pressure variations. Heating feed water assists in de-aeration thereby reducing
the amount of air entering the boiler. It also prevents high temperature differentials at the
boiler which would cause shocking of the boiler and inducing stresses in the boiler. In addition
feed water heating provides for utilization of latent heat which also improves boiler efficiency.

Pumping cold water into the boiler can shock the boiler causing induced stresses resulting in
boiler cracking. It can cause boiler steam pressure pulsation resulting in damage to boiler valves
and related systems or machinery. Cold feed water contains large amounts of dissolved oxygen
which will assist in corrosion of the inside of the boiler as well cold water entering the boiler
will reduce its thermal efficiency.

Feed water may be heated in several different ways; feed heaters such as direct contact,
surface feed heaters, or electric heaters may be incorporated into the system. Feed water may
pass through an economizer were the exhaust from the boiler heats the water. Feed water may
also be heated in a hot well by either steam or electrical coils passing through it.

Describe the operation of a surface condenser. What are the indications of incorrect cooling
water circulation? Name all the valves and fittings on the circulation water system between
the ship side suction and the overboard discharge.

The steam plant condenser controls the exhaust or back pressure at which the turbine operates
by condensing the turbine exhaust steam thereby increasing the power output for a given inlet
steam flow and so increasing the efficiency. The purpose of the condenser is to condense the
steam and form the maximum vacuum. Thereby allowing maximum expansive steam work in
the turbine. As well, a condenser has to fully condense the steam with as little under cooling as
possible of the condensate and in the condensing process it allows the extraction of air and non
condensable gases and vapours in the steam.

Cooling water flows through a set of tubes (may be either single or multi pass). Steam flows
over the tubes with its direction being controlled by baffles within the condenser. The steam is
condensed, falls to the bottom of the condenser and drains back to the feed tank.

Some indications of incorrect cooling water circulation are;

 Pressure rise in the condenser

 High back pressure in the turbines

 In proper and inefficient operation of the turbines

 Temperature rise in the condenser

 High temperature on the cooling water from the condenser

 Reduced amount of feed return from the condenser

 Poor condensation of steam and extraction of gases

 Temperature rise in feed tank due to steam returning through condensate lines

 Steam coming out of the condenser vent or steam cocks

The valves and fittings on the circulating water system between the ship side suction and
the overboard discharge include;

 Suction from sea bay

 Sea bay strainer

 Suction valve on pump

 Sea water pump

 Discharge valve and pressure gauge on pump

 Valves to control the direction of flow (placing the condenser in series or parallel
with other machinery depending on cooling required)

 Temperature gauges for inlet and outlet to the condenser

 Pressure gauge at inlet to the condenser

 Recirculation valve to send water back to the pump depending on water

temperature

 Overboard discharge valve

Describe how you would carry out a hydrostatic test on a scotch marine boiler or a large air
receiver to the satisfaction of a steam ship inspector.

To carry out a hydrostatic test on a scotch marine type boiler, all water and steam valves to and
from the boiler, including blow down, scum, automatic feed, waste heat unit, and both primary
and secondary steam outlet valves are closed. With the water drum vent valves opened the
emergency feed valve is cracked opened and the water drum filled until water begins to flow
through the vent valves. At this point the emergency feed valve is shut along with the vent
valves. The boiler safety valves are now gagged to prevent them from opening. The emergency
feed is again cracked open and the pressure in the boiler is allowed to slowly increase 1.5 times
the maximum allowable working pressure to be marked on the vessel or 1.5 times the design
pressure by agreement between the user and the manufacturer.

The boiler is left at this pressure for at least ten consecutive minutes to ensure that water from
leaks will reach the insulation joints. An inspection is then made for leaks. The boiler can then
be emptied and examined inside and out.

Measuring tapes may be placed around the boiler and deflection gauges in the furnace and
measurements taken with the boiler hydrostatically pressurized. Lagging should be removed to
facilitate inspection of joints, etc.
What effects would a leaking condenser have upon a boiler? Describe the tests that could be
made to feed water to determine if the condenser was leaking.

A leaking condenser would cause undesired constituents to be placed in the boiler feed water.
These constituents will promote corrosion within the boiler and feed water system. As well,
much of this will precipitate out within the boiler and form a scale on the boiler tubes. This
scale will reduce heat transfer through the tubes subsequently causing overheating and tube
failure. In addition some constituents may be carried over with the steam causing deposits to
form on the steam driven machinery.

Tests include chlorides test and a continuous monitoring by a salinometer.

Chloride test is a daily testing and recording of a sample of boiler feed water to determine the
amount of chlorides (salts) in the feed water. A rise in chloride content will indicate ingress of
sea water into the steam.

The salinometer is a device which continuously monitors the salts in the feed water by
measuring its electrical conductivity between two points. The salt content in PPM can be read
from a monitor connected to the salinometer. If the salt content of the feed water rises to a
excess level then the salinometer will sound a alarm indicating a problem.

What is meant by the terms priming and foaming when referring to boilers? How are these
conditions brought about and what can be done to control them?

Priming is the carryover of water from the boiler by steam. It can be caused by the rapid
disengagement of steam from too small an area of water surface, the method of operation of a
boiler and engine, a high water level, overloading, and impurities in the boiler.

Foaming is a creation of foam on the surface of the boiler water in the water drum due to a
high concentration of impurities in the boiler water. The result of foaming in the boiler will be
water carry over and the carryover of impurities through the steam system.

Priming can be prevented by avoiding a rapid disengagement of steam from too small an area
(2.5 feet per second), by the correct operation of the boiler and engine, by maintaining the
proper water level, by avoiding overloading, and by keeping impurities out of the water.

Foaming can be prevented by using pure feed water, regular blow down, and by using
deconcentrated equipment.
Sketch and describe a water tube boiler. Show the path of flow of the hot gases and the
direction of steam and heat flow to and from the steam drum.

The water tube boiler shown is of the D type boiler. The side, rear, and roof of the furnace is
basically made up of close pitched water wall tubes expanded into a square section header.
Lower side and rear headers are feed from the water drum through the floor tubes; one floor
tube supplies two water wall tubes.

This type of boiler has an internal super heater situated between the generating tubes. All the
generating tubes before the super heater are risers while after the super heater only five of
thirteen rows are risers with the remainder being down comers.

After the exhaust gases pass through the super heater and all the generating tubes it passes
through economisers fitted in the exhaust uptake. The economisers are constructed of steel
tubes fitted with shrunk on cast iron grills to give protection and extended surfaces. An air
heater is also fitted in the exhaust uptake to give additional heat to the air which supplies air
from the forced draft fan to the burners.
What methods are used to promote the circulation of water in a scotch boiler when raising
steam? State why this circulation is desirable and explain in detail one of the methods used.

The circulation of water is promoted with the use of an auxiliary feed pump with a blow down
connection, a patent circular, and by continued firing at the lowest rate until it is well warmed
through and the blowing out of a small amount of water to promote natural circulation.

Circulation of the boiler water is desirable when raising steam because water is a poor
conductor of heat, and heat from the furnace will be carried up by convection currents leaving
the water below the furnace cold. This will lead to severe stresses being set up in the lower
section of the circumference joints of the boiler shell. If steam rising is carried out too rapidly
without some method of circulation it can lead to leaks and grooving of the end plate flanging.

One of the most common methods used is the auxiliary feed pump with a blow down valve
connection. In this case the pump draws the water through the blow down valve and pumps it
back into the boiler at a point situated above the furnace so as to mix the water. This pumping
causes warmer water to move down replacing the water that was pumped out. Thus resulting
in a more uniform warming throughout the boiler and this reduces any stresses which may
occur.
What effects dose temperature and pressure have on the burning of fuel oil in a boiler? What
does the spray nozzle do and how does it operate? What effects does a partially choked
sprayer tip have on combustion? What effect would a worn sprayer tip have on combustion?

Temperature of the fuel oil affects the atomization of the fuel. If the temperature is to low the
fuel doesn’t readily atomise since the viscosity will be high. If the temperature is to high the
burner tip becomes too hot and excessive carbon deposits can be formed on the tip causing
spray defects. The result in either case is improper fuel combustion.

Pressure affects atomisation as well as length of spray jets which in turn affects combustion of
the fuel. Sufficient pressure must be available to force the oil through the swirl ports and orifice
plate to break the oil up into tiny droplets (mist) and give it the swirling motion.

Sprayer nozzles serve to atomise the fuel and therefore provide for efficient combustion. The
spray nozzles break up the oil into a fine spray of droplets so presenting a very large surface
area of oil to the combustion process. It also imparts rotational energy to the fuel so that it
leaves the burner tip as a hollow, rotating cone of fine droplets of oil.

The spray nozzles achieve this by supplying oil under pressure through angled holes in the swirl
plate where it falls in pressure resulting in the oil swirling around at a high velocity inside the
chamber. The rotating stream of oil thus formed is then forced under pressure through a small
hole in the orifice plate which causes the jet to break up into fine droplets. The final result of
these operations is a hollow rotating cone formed of fine droplets of oil leaving the burner tip.

A partially choked sprayer tip can cause spray defects which could lead to a flame impingement
on adjacent refractory and damage could also occur to the air swirlers. Atomization of the fuel
is affected thus combustion is affected because the fuel flow is restricted. As well, the flow of
oil being restricted will cause incorrect air fuel ratios which results in improper combustion.

A worn sprayer nozzle will affect combustion in that the atomization of the fuel is affected. If
the sprayer nozzle is damaged or worn then the finally machined surfaces or the clearances
required for the desired oil throughput will not exist thus proper atomization will not be
achieved therefore correct combustion will not take place.
 In what units is the air pressure in a forced draught system of a boiler or the supercharge
system of a compression ignition engine measured?

It is measured in inches of water.

What is density referring to feed water? How is it measured and why is it advisable to have
the density as low as possible?

Density is an indication of the amount of solid matter held in solution in the boiler feed water. It
is advisable to have the density as low as possible because this means that there is a minimum
of dissolved solids (close to pure) in the water which can precipate out within the boiler and
cause a build up on the boiler tubes. Density can be measured by a salinometer.

Where is the air cock located and what is its purpose?

On a scotch boiler the air cock is located on top of the shell. On a water tube boiler it is located
on top of the steam and water drum. The purpose of the air cock is to let air out when raising
steam and to destroy the vacuum when dumping the boiler.
For what purpose are feed water regulators used on boilers? On what type of boilers is it
essential to have them fitted? Describe the action and construction of a feed water regulator.

Automatic feed regulators are fitted to control the flow of water into the boiler and maintain
the level at its desired value through no load to maximum load conditions.

It is essential to have them fitted on boilers with high evaporative rates such as water tube
boilers.

One type of feed water regulator is known as the generator feed regulator. This type of feed
control is operated in conjunction with a diaphragm operated control valve. The generator
consists of a inner and outer tube, the inner tube being connected to the steam and water
space so that a water level is produced in the tube corresponding to the water level in the
drum. The outer tube or jacket is a closed vessel, which is filled with water, connected with
copper tubing to the diaphragm chamber of the feed control valve. The generator is set at 30
degrees to the horizontal.

The lower the water level falls in the drum, the greater the length of the inner tube which
contains steam thus the greater the amount of heat which will be transmitted to the jacket.
This heat transfer causes some of the water in the jacket to evaporate and form steam, thus
creating a pressure in the jacket. This is in turn transmitted to the diaphragm of the control
valve causing it to open against its spring causing water to enter the boiler.

When the water level in the inner tube rises accordingly, thus reduces the length containing
steam and decreasing the heat transference to the jacket. This in turn reduces the jacket
pressure and allows the control valve spring to close the feed valve. Fins fitted on the outside of
the jacket increases the cooling rate of the water in the jacket and so improve the sensitivity of
the regulator

.
What is meant by blow back, flare back, or flash back of an oil fired furnace? How could it
occur and what can be done to prevent it? What damage could occur from such a blow back?

Blow back is the explosion of flammable vapour from un-burnt fuel that has collected in the
furnace. It could occur due to a collection of oil as a result of a leaking burner left unlit, or a
burner having gone out, or to an unsuccessful attempt to light a burner.

Blow back can be prevented by following the following precautions;

 Before lighting any furnace it should be thoroughly purged by forced draught

 The oil supply to a burner should never be turned on until a lighted torch has been
inserted into the furnace to ignite it

 If any dampers are fitted in the uptake they should be locked open

 The oil supply to a dirty or choked burner should be instantly closed so that in the event
of the burner being extinguished unnoticed, oil may not accumulate in the furnace

 When circulating the oil line prior to flash up, all burner valves should be checked to
verify that they are closed

Blow back can cause extensive damage to both the boiler and operating personal.

Explain how corrosion takes place within a boiler.

Water is composed of hydrogen and oxygen atoms as well as hydrogen ions (minis one
electron) and hydroxyl ions (plus one electron). When the hydrogen ions come in contact with
the boiler surface it removes one of the electrons from the metal to form a hydrogen atom. A
metal ion is caused by this removal of electron, and this metal ion then combines with the
hydroxyl ion to form a metallic hydroxide which is soluble in water depending on the ph value.
The result is corrosion.

The hydrogen formed may cause a polarising layer upon the metals surface. This will prevent
further corrosion. If however dissolved oxygen is present in the water, it will combine with the
hydrogen to form water and no protective polarization will occur and corrosion will continue.
Also if the water is acidic enough, the hydrogen can leave the surface of the metal in the form
of hydrogen gas, again preventing polarization and allowing corrosion to continue.

Hence the need for boiler water to be alkaline with little or no dissolved oxygen.