VISVESVARAYA TECHNOLOGICAL UNIVERSITY

“Jnana Sangama”, Belgaum- 590014, Karnataka

2023 – 2024
An Internship Report On
“ MAINTENANCE OF MARINE MACHINARY AND OPERATION”
(AMAR MARINE ENTERPRISES)
Submitted in partial fulfilment of Internship Requirement for the 8th Semester of
BACHELOR OF ENGINEERING
In
MARINE ENGINEERING
Submitted by

R K ROSUN
(4MR21MR017)

Under the Guidance of

MR. RAJA VISWANATH. T
Assistant Professor,
MMCT, Mangalore

Department of Marine Engineering

MANGALORE MARINE COLLEGE & TECHNOLOGY
Kuppepadavu, Mangalore – 574144
2024 - 25
 MANGALORE MARINE COLLEGE & TECHNOLOGY
(An ISO 9001:2015 Certified Institution,)
(Affiliated to the Visvesvaraya Technological University (VTU), Belagavi, Karnataka)
Kuppepadavu, Mangalore - 574144

DEPARTMENT OF MARINE ENGINEERING

CERTIFICATE

This is to Certified that the INTERNSHIP WORK entitled “ MAINTENANCE OF MARINE

MACHINARY AND OPERATION” carried out by Mr. R K ROSUN, bearing USN:

4MR21MR017, a bonafide student of Mangalore Marine College and Technology in partial

fulfilment for the award of degree of Bachelor of Engineering in Marine Engineering of the

Visvesvaraya Technological University, Belagavi during the year 2023-24. It is certified that all

corrections/suggestions indicated for Internal Assessment have been incorporated in the report

deposited in the departmental library. The internship report has been approved as it satisfies the

academic requirements in respect of Internship work prescribed for the Bachelor of Engineering.

Mr. Raja Viswanath. T C/E. Dolphy pius pinto Dr. Mahendra Motilal Dhongadi
Asst. Prof, MMCT H.O.D Principal
Internal Guide MMCT, Mangalore MMCT, Mangalore
 ACKNOWLEDGEMENT

I express my sincere gratitude and indebtedness to “AMAR MARINE ENTERPRISES”

Mangalore for their guidance, keen interest and advice rendered during the training period.

I express my sincere gratitude and indebtedness to Dr. MAHENDRA MOTILAL

DHONGADI, Principal, MMCT, Kuppepadavu and C/E. DOLPHY PIUS PINTO, Head of the
Department, Marine Engineering, MMCT, and Kuppepadavu for their assistance.

I would also like to express my gratefulness to my internal guide Mr. RAJA VISWANATH. T
Assistant Professor, and all faculty members of Department of Marine Engineering, MMCT,
Kuppepadavu, for their constant guidance and support throughout.

I express my sincere gratitude to our guide Mr.KRUPAL, Marine Engineer, Amar Marine

Enterprises. For their constant support and guidance provided throughout this work.

I am also thankful to all the technical and non-technical staff of Amar Marine Enterprises
who have directly or indirectly helped me in this endeavor.

R K ROSUN
(4MR21MR017)
BE. (Marine Engineering)
MMCT, Kuppepadavu.
 DECLARATION BY THE STUDENT

I, R K ROSUN bearing USN 4MR21MR017, a student of BE (Marine Engineering),

Department of Marine Engineering, Mangalore Marine College and Technology, Kuppepadavu,
hereby declare that this internship report entitled “MAINTENANACE MARINE
MACHINERY AND OPERATION ” a bonafide work carried out by me during 2023-24 in
partial fulfilment of the requirements for the award of Graduation Degree of BACHELOR
OF ENGINEERING in MARINE ENGINEERING of Visvesvaraya Technological
University, Belagavi and is based on the internship carried out in AMAR MARINE
ENTERPRISES, under the guidance of Mr. KRUPAL Marine Engineer, Amar marine
enterprises, and Mr. RAJA VISWANATH.T, Marine Assistant Professor, Department of
Marine Engineering, MMCT, Kuppepadavu.

I also declare that this internship report has not been submitted to any other University
or Institution for the award of any degree.

R K ROSUN
4MR21MR017
BE. (Marine Engineering)
MMCT, Kuppepadavu
INTERNSHIP CERTIFICATE
 OBJECTIVES

 It describes the quality of work carried out by the engineer

in Ships.

 Understanding and maintaining already existed system.

 Conservation of energy in an economical way.

 Creating safe working condition of the Ships.

 Proper maintenance to fulfil the demands by the engine.

 To understand the system and to operate according to
the standard manual given by the manufacturer.
 ABSTRACT

This abstract encapsulates the essence of operating and maintaining marine machinery,
pivotal for ensuring the seamless functionality and safety of maritime vessels. The abstract
provides an overview of the multifaceted aspects involved in the operation and maintenance
of marine machinery systems, encompassing propulsion, power generation, auxiliary
equipment, and associated components.
The document commences with an exploration of the fundamental principles underlying the
operation of marine machinery, elucidating the diverse propulsion systems utilized in
maritime vessels, including diesel engines, steam turbines, and electric propulsion systems.
It highlights the critical role of power generation units, such as generators and alternators, in
providing electrical power for onboard systems and equipment. Furthermore, the abstract
delves into the intricacies of maintaining marine machinery, emphasizing the significance of
routine inspections, preventive maintenance, and corrective actions to ensure optimal
performance and reliability.
It discusses the various maintenance tasks involved, ranging from lubrication and fluid
analysis to alignment checks and vibration monitoring, essential for mitigating potential
failures and minimizing downtime. Moreover, the document explores the utilization of
advanced technologies and methodologies in marine machinery maintenance, including
condition-based monitoring systems, predictive maintenance algorithms, and remote
diagnostic tools.
It underscores the importance of leveraging these innovations to enhance operational
efficiency, reduce maintenance costs, and extend the service life of critical machinery
components. Throughout the abstract, emphasis is placed on the adherence to industry
regulations, safety standards, and environmental considerations governing marine
machinery operation and maintenance practices.
It underscores the importance of training and competency development for personnel
involved in operating and maintaining marine machinery systems, ensuring compliance
with regulatory requirements and fostering a culture of safety and sustainability.
In conclusion, this abstract provides a comprehensive overview of the operation and
maintenance of marine machinery, highlighting the complexities and challenges inherent in
maritime engineering. By embracing best practices, leveraging advanced technologies, and
prioritizing safety and environmental stewardship, stakeholders can optimize the
performance and longevity of marine machinery systems, contributing to the efficiency and
sustainability of the maritime industry.
 TABLE OF CONTENT

TITLE Page No
CHAPTER 1
COMPANY PROFILE 1-4
1.0 About company 1
1.1 Company Location in Google map 2
1.2 Company’s Origin 2
1.3 Statutory Details 3
CHAPTER -2
WORKSHOP PRACTICE 4-8
2.0 Workshop Layout 4
2.1 Workshop Machineries 5
CHAPTER -3
ENGINE ROOM MACHINARIES 9-19
3.1 Main Engine – Main Propulsion Engine 9
3.2 Auxiliary engine / generators 11
3.3 Marine boilers 11
3.4 Refrigeration plant onboard 12
3.5 Oily Water Separator 13
3.6 Fresh Water Generator 14
3.7 Sewage Treatment Plant 15
3.8 Incinerator 16
3.9 Hydrophore System 18
CHAPTER 4
LIFE SAVING APPLIANCES 20-26
4.1 Introduction 20
4.2 Life Boats 21
4.3 Rescue Boats 22
4.4 Life Preservers or Personal Floatation Devices 22
4.5 Communication Systems 25
4.6 Self- Contained Breathing Apparatus 26
CHAPTER 5
PORT VISIT 27-29
5.1 Description Of Port 27
5.2 Port Map 28
CHAPTER 6
ON BOARD WORK EXPERIENCE 30-39
6.1 Visited Dreger In Anchorage (DCI DREGE XVII) 30
6.2 Visited Indian cost guard vessel (VARAHA) 32
6.3 visited general cargo vessel (Laccadives) 34
6.4 Visited LPG Tanker (BW OAK) 35
CHAPTER 7
TECHNICAL OUTCOME 40
CHAPTER 8
VIDEO QR CODE 41
 LIST OF FIGURES

Sl no FIGURE NAME Page No

1 Fig 1.1 Front View Of Amar marine enterprises 1
2 Fig 1.2 company location 2
3 Figure 2.1 layout 4
4 Fig 2.2 vertical drilling machine (a) 5
5 Fig 2.3 vertical drilling machine(b) 5
6 Fig 2.4 manual press machine(a) 6
7 Fig 2.5 manual press machine (b) 6
8 Fig 2.6 hydraulic lift(a) 6
9 Fig 2.7 hydraulic lift (b) 6
10 Fig 2.8 lathe machine 7
11 Fig 2.9 welding machine 8
12 Fig 2.10 on site working snap (a) 8
13 Fig 3.1 (a) 4s marine engine 9
14 Fig 3.1 (b) 2s marine engine 9
15 Fig.3.2 auxiliary generator 11
16 Fig.3.3 marine boiler 11
17 Fig 3.4 refrigeration plant 12
18 Fig 3.5 oily water seperator 14
19 Fig 3.6 (a) freshwater generator 15
20 Fig 3.7 (b) schematic diagram 16
21 Fig 3.8 (a) sewage treatment plant 16
22 Fig 3.9 incinerator 17
23 Fig 3.10 hydrophore system 19
24 Fig 4.1 life boats 22
25 Fig 4.2 life raft 22
26 Fig 4.3 rescue boat 23
27 Fig 4.4 life jacket 24
28 Fig 4.5 Ring Life Bouy 25
29 Fig 4.5 immersion suit 26
30 Fig 4.6 EPIRB 27
31 Fig 4.7 distress signals 27
32 Fig 4.8 SCBA 28
33 Fig 5.1 NMPT 29
34 Fig 5.2 port map 31
35 Fig 6.1 DCI DREGE XVII 32
36 Fig 6.2 on site 32
37 Fig 6.1.2 on site snaps 33
38 Fig 6.3 Indian Cost Guard Vessel (Varaha) 34
39 Fig 6.4 main engine (Varaha) 35
40 Fig 6.5 (a) hole in floor plate 36
41 Fig 6.5 (b) hole in floor plate 36
42 Fig 6.6 (a) replacement of plate fig 6.6 (b) replacement of plate 36
43 Figure 6.7 gas suit 37
44 Figure 6.8 hydraulic steering gear system 38
45 Figure 6.9 sewage treatment plant 38
46 Figure 6.10 main sea water pump 38
47 Figure 6.11 crew mess 38
48 Figure 6.12 (a)engine control room 39
49 Figure 6.12 (b) engine control room 39
50 Figure 6.13 compressor 40
51 Figure 6.14 infirmary 40
52 Figure 6.15 dry powder room 40
53 Figure 6.16 crank case door 40
54 Figure 6.17 on site snap 40
55 Figure 6.18 cylinder and mountings 41
56 Fig 6.4.2 on site snaps 41
57 Fig 7.1 QR CODE 43
 Internship report 2023-2024

CHAPTER-1
1.0 About company

IT IS THE NICHE MARKET within the Shipping & Engineering Industry in which "AMAR
GROUP OF COMPANIES" chooses to take the lead with recognition amongst persons and earn
accolades from Customers.

There commenced an endless paradigm of an exotic journey, backed by an entrepreneur of

exemplary caliber. The group grew stronger and ascended from conditions to reality. "Amar
Group Of Companies" with its following eminent concerns is committed for raising industrial
standards continually in area of specialization with unique and dedicated approach.
Amar Marine Enterprises is the most modern integrated company located at Mangalore in the
field of Marine/Industrial Maintenance and Services.

‘AMAR MARINE ENTERPRICES’ is the leading ship repair workshop in Mangalore and
Karwar ports for the last 20 years. They undertake general marine repairs and breakdown
repairs of vessels calling at New Mangalore Port which includes Hull and steel renewal,
pipeline overhauling and renewal, pumps overhaul and renewal, electrical/electronic repairs
etc. They can source the right Engineers, Technicians, Mechanics, Welders, Fitters as per the
request & needs of their good fleet Owners & vessel Captains.

Fig 1.1 Front View of Amar marine Enterprises

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1.1 Amar Marine Enterprises Location in Google map

Fig 1.2 Amar marine enterprises location

1.2 Company’s Origin

The Company started with a humble beginning in the name of “Amar Marine Enterprises” in
year 1988, as a Proprietary firm promoted by Mr. Amarnath. The Company has earned
reputation for expertise and findings which are in conformity with the highest traditions for –

 “Ship repair services relating to Machinery, Hull, Steel Renewal – pipeline overhaul and
renewal, pump overhaul and repair and Electrical Equipment.
 Scaffolding, Blasting & Coating.
 Inspection, Testing & Certification of Firefighting Appliances, Marine Lifting
Appliances & Immersion Suits.
 Servicing of Inflatable Life-Rafts and Rescue Boats.

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 Periodical Inspection and Hydraulic Testing with Certification of high-pressure gas

cylinders”.
 Industrial jobs viz., Blasting and as Authorised Paint Applicators

The company got the Ship Chandlers Licence in year 1998. In the year 2004 the company
established itself as a partnership firm. Amar Marine Suppliers as trader was established in 2005.

1.3 Statutory Details

 Service Tax Registration No.: AAKFA1234GST001

 Commercial Tax VAT: 29590267165
 PAN: AAKFA1234G
 TAN: BLRA07427A
 GST: 29AAKFA1234G1ZO
 E.S.I. Registration No.: 53000277460000606
 Provident Fund Registration No.: KN - MN – 58140

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CHAPTER -2
WORKSHOP PRACTICE
2.0 Workshop Layout

TOOLS
Hydraulic
lift

EXIT
LATHE
RAW
MATERIALS
WELDING

DRILLING
MACHINE
HYDRALIC
PRESS

ENTRY
FIGURE 2.1

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2.1 Workshop Machineries

Company workshops are equipped with a range of modern machine tools, including large
horizontal and vertical boring machines, pipes bending and rolling equipment, CNC machines
and equipment for the dynamic balancing of rotating machinery.

2.1.0 vertical drilling machine

fig 2.2 verticalfig

drilling
2.2 machine(a) fig 2.3 verticalfig 2.3 machine(b)
drilling

 Ground mounted
 Used drill single hole
 Head is lowered vertically
 The pointer and the plunger into the material making a hole in the work piece.
This movement is regulated by hand wheel
 Driller machines are used to make round holes on the workpiece Hole diameter= 7-14mm

A drilling machine is a type of machine in which the holes are being made on the workpiece
by making use of a rotating tool called drill bit or the twist drill.
Drilling Machine has based upon the principle that the rotating edge of the tool exerts a large
force on the workpiece and holes are being created in the workpiece. The material is removed
from the workpiece by the shearing and extrusion processDrilling Machine has based upon the

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principle that the rotating edge of the tool exerts a large force on the workpiece and holes are
being created in the workpiece. The material is removed from the workpiece by the shearing and
extrusion process

2.1.1 Manual press machine

fig 2.4 manual press machine(a) fig 2.5 manual press machine (b)

 It bends the metal in v shape

 Manually operated After giving a perfect shape for workpiece we can drill holes in it
 Manual press machine is a machine tool that changes the shape of a work-piece by the
application of pressure.

2.1.2 Hydraulic Lift

fig 2.6 hydraulic lift(a) fig 2.7 hydraulic lift (b)

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A hydraulic lift is a device for moving objects using force created by pressure on a liquid inside
a cylinder that moves a piston upward. Incompressible oil is pumped into the cylinder, which
forces the piston upward. When a valve opens to release the oil, the piston lowers by
gravitational force. The principle for hydraulic lifts is based on Pascal ‘s law for generating force
or motion

2.1.3 lathe machine

fig 2.8 lathe

fig 2.8machine

 The lathe machine is one of the most revolutionary inventions in mechanical

engineering that lead everything to another level. It’s a fundamental machine in
the metal industry and also used in the woodworking industry.
 The workpiece is connected to a rotating shaft and a cutting tool is used to remove
materials from the rotating workpiece. In this article, you will learn about different parts
of the lathe and their functions.

2.1.4 Welding machine

Welding is a fabrication process that joins materials, usually metals or thermoplastics, primarily
by using high temperature to melt the parts together and allow them to cool, causing fusion.

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fig 2.9 welding machine

2.1.5 On site working snaps

fig 2.10 on site working snap (a) fig 2.10 on site working snap (b)

2.10 (a) 2.10 (b)

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CHAPTER -3
ENGINE ROOM MACHINARIES

3.1 MAIN ENGINE – MAIN PROPULSION ENGINE

Marine engines on ships are responsible for propulsion of the vessel from one port to another.
Whether it’s of a small ship plying in the coastal areas or of a massive one voyaging
international waters, a marine engine of either 4-stroke or 2-stroke is fitted onboard ship for the
propulsion purpose.

3.1.1 Ship Engine Working Principle

As mentioned earlier, IC (Internal combustion) engines are mainly used for marine propulsion
and power generation purpose. The working of the marine engine can be explained by the
following procedure:
– The fuel is injected at a controlled amount at high pressure
– A mixture of fuel and air is compressed inside the engine cylinder with the help of piston,
which results in the explosion of the mixture when pressurized due to compression. As a
result, heat is released which increases the pressure of the burning gas
– The sudden increase in the pressure pushes the piston downwards and transmits the
transverse motion into
the rotary motion of the crankshaft using connecting rod arrangement. The explosion is
repeated continuously for maintaining the power output depending upon the type of
marine engine and its usage.

fig 3.1 (a) 4S marine Engine fig 3.1 (b) 2S marine engine

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3.1.2 Main engine Component

1 Exhaust gas outlet 18 Cover

2 Charger air bond 19 Fly wheel

3 Fuel oil injection pump 20 Cover, camshaft housing

4 Push rod 21 Crank case door

5 Pipe, cooling water outlet 22 Cylinder liner

6 Camshaft 23 Counter weight

7 Fuel oil injection valve 24 Suction pipe, lube oil pump

8 Cylinder head 25 Connecting rod

9 Charge air receiver 26 Main bearing

10 Control shaft 27 Strainer plate

11 Governor 28 Crank shaft

12 Camshaft chain wheel 29 Engine foundation

13 Tacho generator 30 Valve gear lube oil tank

14 Housing, governor drive 31 Rotating mass

15 Chain, camshaft drive 32 Lube oil pump

16 Fly wheel bearing 33 Cooling water pump

17 Idler gear 34 Charge air cooler

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3.2 AUXILIARY ENGINE / GENERATORS

fig.3.2 Auxiliary generator

An auxiliary engine enables uninterrupted electrical power flows from bow to stern. A Yanmar
marine auxiliary diesel engine is humming away deep inside the boat. Not to be overly dramatic,
this equipment is the ship’s lifeline, the vessel’s life support system, in fact. Built by Yanmar, a
reliable diesel-fueled auxiliary engine is a multitasking workhorse. It generates electricity, it
provides compressed air, crane energy, pressurized water, and more

The aux engine is feeding a bow thrusters, which means vessel maneuverability is tied into this
essential supplementary power provider. Yanmar marine auxiliary diesel engines stop blackouts
from occurring. Sure, emergency lighting and torches are on standby, but they’re no substitute
for a fully operational electrical distribution network.

3.3 MARINE BOILERS

Boiler vessel used on a ship in which the water is heated to evaporate and generate the stream
and the unit is so arranged that the generator stream accumulated in it.The two main types are
water tube and fire tube

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fig.3.3 Marine boiler

3.3.1 Boiler Mountings
1. safety valve
2. Main stream stop valve
3. Air vent cock
4. Two gauge glass level indicator
5. Feed check valve
6. Scum blow down valve
7. Bottom blow down valve
8. Salinity cock or test cock
9. Man hole door

3.4 REFRIGERATION PLANT ONBOARD

fig 3.4 refrigeration plant

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Main Components of Refrigeration plants

Any refrigeration unit works with different components inline to each other in series.

The main components are:

Compressor: Reciprocating single or

two stage compressor is commonly used for compressing and supplying the refrigerant to
the system.
Condenser: Shell and tube type condenser is used to cool down the refrigerant in the
system. Receiver: The cooled refrigerant is supplied to the receiver, which is also used to
drain out the refrigerant from system for maintenance purpose.

Drier: The drier connected in the system consists of silica gel to remove any moisture from
the refrigerant
Solenoids: Different solenoid valves are used to control the flow of refrigerant into the hold
or room. Master solenoid is provided in the main line and other solenoid is present in all
individual cargo hold or rooms.
Expansion valve: An Expansion valve regulates the refrigerants to maintain the correct hold or
room temperature.
Evaporator unit: The evaporator unit act as a heat exchanger to cool down the hold or room
area by transferring heat to the refrigerant.

3.4.1 Working of Ship’s Refrigeration Plant

The compressor acting as a circulation pump for refrigerant has two safety cut-outs- Low
pressure (LP) and High Pressure (HP) cut outs. When the pressure on the suction side drops
below the set valve, the control unit stops the compressor and when the pressure on the
discharge side shoots up, the compressor trips. LP or low pressure cut out is controlled
automatically i.e. when the suction pressure drops, the compressor stops and when the suction
pressure rises again, the control system starts the compressor. HP or high pressure cut out is
provided with manual re-set.The hot compressed liquid is passed to a receiver through a
condenser to cool it down. The receiver can be used to collect the refrigerant when any major
repair work has to be performed.The master solenoid is fitted after the receiver, which is
controlled by the control unit. In case of sudden stoppage of compressor, the master solenoid
also closes, avoiding the flooding of evaporator with refrigerant liquid.The room or hold
solenoid and thermostatic valve regulate the flow of the refrigerant in to the room to maintain
the temperature of the room. For this, the expansion valve is controlled by a diaphragm
movement due to the pressure variation which is operated by the bulb sensor filled with
expandable fluid fitted at the evaporator outlet.The thermostatic expansion valve supplies
the correct amount of refrigerants to evaporators where the refrigerants takes up the heat
from the room and boils off into vapours resulting in temperature drop for that room.

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3.5 Oily Water Separator

fig 3.5 oily water seperator

Construction and Working of Oily Water Separator (OWS)

OWS consists of mainly three segments:

3.5.1 Separator unit

 This unit consists of catch plates which are inside a coarse separating compartment
and an oil collecting chamber.
 Here the oil having a density which is lower than that of the water, which makes
the former rise into the oil collecting compartment and the rest of the non-flowing
oil mixture settle down into fine settling compartment after passing between the
catch plates.
 After a period, more oil will separate and collect in the oil collecting chamber. The
oil content of water which passes through this unit is around 100 parts per million of
oil.
 A control valve (pneumatic or electronic) releases the separated oil into the
designated OWS sludge tank.
 The heater may be incorporated in this unit for smooth flow and separation of oil
and water.
 A heater may be incorporated in this unit either on the middle or sometimes in the bottom
part of the unit (depending upon the area of operation and capacity of the separator
equipment) for smooth flow and separation of oil and water.
 The first stage helps in removing some physical impurities to achieve fine filtration in the
later stage.

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3.5.2 filter unit

 This is a separate unit whose input comes from the discharge of the first unit.
 This unit consists of three stages – filter stage, coalescer stage and collecting chamber.
 The impurities and particles are separated by the filter and are settled at the bottom for
removal.
 In the second stage, coalescer induces coalescence process in which oil droplets are
joined to increase the size by breaking down the surface tension between oil droplets in
the mixture.
 These large oil molecules rise above the mixture in the collecting chamber and are
removed when required.
 The output from this unit should be less than 15 ppm to fulfil legal discharge criteria
 If the oil content in water is more than 15 ppm then maintenance work such as filter
cleaning or renewal of filters is to be done as required.
 A freshwater inlet connection is also provided to the filter unit to clean and flush the
filter. This is usually done before and after the operation of an oil separator unit.

3.6 Fresh Water Generator

fig 3.6 (a) freshwater generator fig 3.7 (b) schematic diagram

Working principle of plate type fresh water generator is same as that of submerged tube type.
Only difference is the type of heat exchangers used. Here plate type heat exchangers are used for
condenser and evaporator unit. Heat from the diesel engine cooling water is used to evaporate a
small fraction of the seawater feed in the plate type freshwater generator or evaporator.
Unevaporated water is discharged as brine (by combined air /brine ejector). The evaporated
water passes through the demister to the plate type vapor condenser. Here, after condensation
it is discharged to fresh water storage tank by fresh water distillate pump. During entire
operation
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the feed rate to the evaporator is fixed by the orifice plate at the feed inlet to evaporator.

A typical plate type freshwater generator line diagram is shown below.

In the event of salinity of fresh water exceeding a predetermined value (maximum usually
10 ppm) the solenoid-controlled dump valve diverts the flow back to the shell. This prevents
contamination of the made water. Excess salinity could be used by many factors include leakage
of seawater at condenser or priming of evaporator or malfunctioning of demister, or many other
reasons

What cannot be condensed at the condenser are called ‘incondensable gases’ like air and
these gases are continuously ejected out by air/brine ejector. This way the shell of fresh water
generator is maintained at high vacuum, a must requirement to boil water at low temperatures

3.7 Sewage Treatment Plant

fig 3.8 (a) sewage treatment plant fig 3.8 (b) sewage
fig 3.8 treatment
(b) plant

S.T.P (Sewage Treatment Plant) Working Principle The main aim of sewage treatment plant is
to treat the raw sewage to acceptable levels so can be dumper or discharged at sea. To perform
task the raw sewage had to undergo several processes; that break, disintegrate, treat and
disinfect the waste water. These processes start with the introduction of raw sewage into the
primary chamber through a coarse filter.
This is the place where the heavy grit settles down on its own weight leaving the mixture of
fine solid waste and water. This mixture is then introduced to the aeration chamber; where
either

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fresh set of aerobic bacteria is added or reproduced from a part of sludge and waste left from
last treatment.

These microorganisms use the available oxygen and organic waste to reproduce and grow. In
the process they convert organic matter into carbon dioxide, ammonia and other byproducts
including other inorganic and organic residue. While there are various factors that can play
hand in the time required in the process; but the most important are, air supply (Oxygen),
temperature, P.H, surface area and sewage quality.

The treated waste is then passed through sedimentation tank; where the slurry and heavy solids
get separated of waste water. It is then sent to the chlorination chamber through; an activated
carbon channel.

These substances with their large surface area and targeted bonding hands; adsorb molecules and
compounds leading to distinct color and smell of waste water. The non stinky clean waste water
is then added with chlorine solution to kill off any residual bacteria; before the final discharge to
the open sea

3.8 Incinerator

fig 3.9 incinerator

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A sludge burner is placed in the incinerator to burn and dispose of sewage, sludge and waste oil.
An auxiliary oil burner is also fitted to ignite the refuse. Automatic controls provided for the
system secure the igniter when the refuse starts burning without the need of the igniter.
Combustion air is supplied with the help forced draught fan. A loading door, pneumatically
operated, is provided to load the refuse. An interlock is also provided with burner and forced
draught fan, which trips when the loading door is in open condition as part of the safety.
Solid waste is fed from the loading door, and the incineration process starts after closing the
door. Liquid waste is fed into the system when the refractory of the incinerator becomes hot.
After the completion of the incineration process, the incinerator is allowed to cool down, and
residue like ash and the non-combustibles are removed by pulling the ash slide door. The
rotating arm in the vertical cyclone type scrapes off the entire solid residue in the ash box
which can be easily disposed. During incineration, it is important to control the exhaust
temperature, which should not be very high or too low. The high temperature could lead to
melting of metal and can cause damage to the machinery, whereas too low temperature will not
be able to burn the residue and sterilize and remove odor from the residue. This
temperature control can be achieved by introducing cold-diluted air in the exhaust stream at
the point which is as close to incinerator discharge.

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3.9 Hydrophore System

fig 3.10 Hydrophore system

3.9.1 Working principle:

Hydrophore system works on one of the simplest principles known as “Water is

incompressible”. Water is stored in the hydrophore tanks situated in the engine room; It is then
pressurized using compressed air from the air bottle via a pressure reducing valve. An
equilibrium is maintained in between the levels of air and water with air pressure; which helps
in transporting water to the top. In the drinking freshwater system, the output from the
hydrophore tank goes through a U.V sterilizer before consumption.

In the hydrophore system, a hydrophore pump (Centrifugal) takes suction from the freshwater
tank through the tank outlet valve, non-return, and pump suction valve.

These pumps can be either self-primed or are situated at a lower level that of the tank. Once
pumped it is discharged into a hydrophore tank via the pump discharge valve. These pumps
are operated based on the hydrophore pressure using a pressure switch. This pressure switch on
the
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hydrophore tank contains a below that expands and contracts based on hydrophore tank
pressure. It is this device which send signal to selector switch that pass on that signal to
continue pumping to the selected pump. You can consider it’s working similar to that of below
in your bathroom sink.

Once water is pumped in the hydrophore tank to a certain limit; Low pressure compressed
air is then introduced from the top at a pressure of 4.5 bar. An equilibrium is maintained at
70% water and 30% air with the pressure of tank be 5.3 to 5.5 bar. The output from the
domestic freshwater hydrophore tank is connected to lines for domestic use, to fuel oil purifier
and expansion tank; while the output of drinking freshwater tank to the U.V sterilizer and then
to accommodation.

3.9.2 Equipment & Mountings Of Hydrophore System

 Fresh water pump ( 1 and 2)
 Vent
 Suction and discharge valve
 Non return valve
 Hydrophore tank
 Low pressure air line (4.5 bar)
 Pressure switch
 Fresh water tank
 Pressure gauge
 Inspection gauge
 Gauge glass
 Relief valve

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CHAPTER 4
LIFE SAVING APPLIANCES

4.1 Introduction
Life-saving appliances are those appliances that protect human life at sea. The devices are
documented as part of the International Convention for the Safety of Life at Sea, or SOLAS
Convention.

4.1.1 Types
In the SOLAS Convention and other maritime related standards, the safety of human life is
paramount. Ships and other watercraft carry life saving appliances including lifeboats,
lifebuoys, life-jackets, life raft and many others. Passengers and crew are informed of their
availability in case of emergency. Life-saving appliances are mandatory as per chapter 3 of the
SOLAS Convention. The International Life-Saving Appliance (LSA) Code gives specific
technical requirements for the manufacture, maintenance and record keeping of life-saving
appliances. The number and type of life-saving appliances differ from vessel to vessel, and the
code gives a minimum requirement to comply in order to make a ship seaworthy.
It also includes
 Lifebuoys and life-jackets
 Immersion suits, anti-exposure suits and thermal protective aids
 Lifeboats
 Life-rafts
 Rescue boats
 Rocket parachute flares
 Hand flares
 Buoyant smoke signals
 Launching and embarkation appliances
 Marine evacuation systems
 Line-throwing appliances
 General emergency alarm system
 Public address system

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4.2 Life Boats

fig 4.1 Life boats

These are the primary life-saving equipment used when the crew and passengers are
supposed to ‘abandon’ the ship and need out of water support. They must be available in
sufficient quantity and support the required capacity and size such that the total number
of persons on board can be evacuated from either port or starboard. (This is done so that
in case the ship is capsizing to one side, say port, the lifeboats can be lowered from the
starboard side and everyone on board can be saved.)

4.2.1 Life Rafts and Inflatable Buoyant Apparatus

fig 4.2 life raft

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These are the secondary means of life-saving equipment on ship. Inflation of life rafts is done
with carbon dioxide from the storage cylinder packed within the raft inside a container.

They may be launched via davits, cradles or free-fall racks (Davit launched rafts are launched
usually from a single davit). They are first inflated on-board, boarded and then lowered into the
water.

Life rafts are subjected to a number of tests such as drop test, jump test, weight test, towing test
etc. Some additional tests like damage tests, inflation test, pressure test, seam strength test etc.
are peculiar only to inflatable life rafts.

4.3 Rescue Boats

fig 4.3 rescue boat

These are small, lightweight boats designed with the objective of rescuing people in distress and
towing the survival crafts (such as life rafts and buoyant apparatus). They are designed as such to
be launched in minutes and must remain stable when recovering a person in the water from either
side of the boat. They are usually davit launched and come in different shapes and sizes.

The material used for construction is usually fibreglass with the addition of inflated rubber
buoyancy chambers for extra stability.

They are subjected to tests like towing test, rigid rescue boat seating test, overload test, operation
tests, righting tests, manoeuvrability etc.

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4.4 Life Preservers or Personal Floatation Devices

Like rescue boats, personal floatation devices also come in a variety of shapes, sizes and designs.
They may be either of solid buoyancy type with closed-cell foam or may be inflatable.

Inflation can be done either orally or carbon dioxide cartridge or combination of both. (We’ve all
seen such life jackets present under the seats of every commercial airliner).

Like rescue boats, personal floatation devices also come in a variety of shapes, sizes and designs.
They may be either of solid buoyancy type with closed-cell foam or may be inflatable.

Inflation can be done either orally or carbon dioxide cartridge or combination of both. (We’ve all
seen such life jackets present under the seats of every commercial airliner).

fig 4.4 life jacket

The life jackets are also subjected to various tests like temperature cycling, buoyancy, fire,
stability, strength etc.

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4.4.1 Ring-Life
Buoys

fig 4.5 ring life bouy

These are the common life-saving equipment present in all small and large vessels (You may
have spotted them even on the sides of swimming pools). They are fitted around the perimeter of
ship’s weather deck and are meant to be thrown rapidly to a person overboard.

A man overboard is a common occurrence and these buoys provide the fastest aid for floatation
in such a case.

The following table states the minimum number of lifebuoys (based on ship’s length) in
accordance with SOLAS requirements.

The SOLAS requirements necessitate the below specifications ( for each lifebuoy)

 The buoy’s outer diameter should not exceed 800mm with the inner diameter
measuring at least 400mm
 It should be installed as such to withstand free fall into the water above the ship’s
waterline
 Should weigh a minimum of 2.5 kg and be able to maintain 14.5 kg of iron afloat
in freshwater for 24 hours.
 It should be made of non-fading material
 Burning shouldn’t be sustained with no melting after being enveloped in a fire for
2 seconds.
 The lifebuoys are also subjected to a number of mandatory tests including temperature
cycling test, drop test, test for oil resistance, the fire test, floatation test, strength test, test
for operation with light and smoke signal and self-activating smoke signal tests.

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4.4.2 Survival Suits

They are also called immersion suits and are used as protection overalls. Their main function is
to reduce the body-heat loss of a person in cold water and hence prevent death due
to hypothermia. Typical designs allow the body temperature to prevent falling below 35 degree
Celsius for six hours for a person in the water at 0 degrees Celsius.

Some of the important requirements highlighted in SOLAS Chapter. III/32 is

1. An immersion suit should be provided for every person onboard the ship. For ships
other than bulk carriers it can be obviated provided the ship is continuously engaged in
warm water voyages.
2. In case of a remotely located watch or work stations, an appropriate number of
immersion suits should be provided at these locations itself.
3. They should be readily accessible with a clear indication of their positions

Fig 4.5 immersion suit

4.5 Communication Systems

4.5.1 Emergency Position Indicating Radio Beacons (EPIRB)

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fig 4.6 epirb

An emergency position-indicating radiobeacon (EPIRB) is a type of emergency locator

beacon for commercial and recreational boats, a portable, battery-powered radio
transmitter used in emergencies to locate boaters in distress and in need of immediate
rescue.

4.5.2 Distress Signals

fig 4.7 Distress signals

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Distress Signals are typically parachute flares which can be spotted by nearby vessels and rescue
personnel and determine the location of the ship in distress.

4.6 Self- Contained Breathing Apparatus

What happens if a closed compartment is compromised due to malfunction of equipment and
toxic gases such as carbon dioxide are present in it. How will a person diagnose and try to repair
and minimise the damage when his breathing is compromised due to the presence of toxic gases.

These were important life-saving equipment which allows to save the lives of crew and
passengers in case of an accident and make a ship safe from the point of view of safety of people.

A ship sailing in the middle of the ocean has to be self-sustainable by all means as external aid
might take hours to reach the designated site. And when we talk about self-sustainability, safety
becomes one of the primary areas of concern.

fig 4.8 SCBA

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CHAPTER 5
PORT VISIT
5.1 Description Of Port

NEW MANGALORE PORT TRUST :

fig 5.1

The Provisions of the Major Port Trust Act 1963 were applied to NMP with effect from 1-4-
1980. Since then the Port has been functioning as a catalyst for the economic development of this
region and cater the needs of the shippers. Over the years the Port has grown from the level of
handling less than a lakh tonne of traffic during the inception period to 39.40 million tonnes. The
major commodities exported through the Port are Iron Ore Concentrates & Pellets, Iron Ore
Fines, POL Products, Granite Stones, Containerized Cargo, etc. The major imports of the Port
are Crude and POL products, LPG, Coal, Limestone, Timber logs, Finished Fertilizers, Liquid
Ammonia, Phosphoric Acid, Other Liquid Chemicals, Containerized cargo, etc.

The port facilities provided are to face the growing challenges and emerging needs of the
21st century:

▪ The Port is well equipped to handle bulk, liquid chemicals, hazardous cargoes, crude and
POL products, heavy lifts, machinery, containers.

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▪ Congestion free Port.

▪ Hassle-free single-window clearance and simplified documentation system
▪ Congestion-free transit sheds/overflow sheds. Open area for stacking cargo in and outside
the wharf area.
▪ Direct delivery from hook point for bulk cargoes.
▪ Unique system of delivery of import cargo by trucks at the hook point
▪ Container Freight Station in close vicinity of the Port.
▪ Special facilities to handle hazardous cargoes and LPG.
▪ Abundant open area to stack granite stones, wooden logs, coal, wheat, etc.
▪ Draft up to 14 metres to handle liquid bulk & general cargo.
▪ Container yards secured with barbed wire fencing and adequate high mast lighting to
prevent theft and pilferage.
▪ No shortage of gangs.
▪ LPG parcel size up to 40,000 tonnes can be handled.
▪ Concessional ship related charges,
▪ Ideal Port to handle project cargo for mega industries.
▪ Round the clock pilot age, land and marine security.
▪ An ISO 9001:2015 & 14001:2015 certified port.
▪ Deepest inner harbour on the west coast.

5.2 Port Map

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fig 5.2 port map

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CHAPTER 6
ON BOARD WORK EXPERIENCE

6.1 Visited Dreger In Anchorage (DCI DREGE XIX)

fig 6.1 DCI DREGE XIX

6.1.1 Involved In overhauling of main engine lube oil cool

Figure : cleaning of plates with diesel Figure : assembly of plates

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6.1.2 On site snaps

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6.2 visited Indian cost guard vessel (VARAHA)

fig 6.3 indian cost guard vessel( Varaha)

 Involved in changing of Filters in water purifier

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6.2.1 On site Snaps

fig 6.4 main engine (VARAHA)

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6.3 visited general cargo vessel (Laccadives)

6.3.1 Involved in floor plate Patch Work

fig 6.5 (a) hole in floor plate fig 6.5 (b) hole in floor plate

fig 6.6 (a) replacement of plate fig 6.6 (b) replacement of plate

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6.4 Visited LPG Tanker (BW OAK)

 Involved in Testing Safety appliances

Figure 6.7 gas suit

Testing the gas suit by compressing air into the suit

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6.4.1 Ship Tour and snaps

Figure 6.8 hydraulic steering gear system Figure 6.9 sewage treatment plant

Figure 6.10 Main sea water pump Figure 6.11 crew mess

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Figure 6.12 (a)Engine Control Room

Figure 6.12 (b) Engine Control Room

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Figure 6.14 Infirmary

Figure 6.13 compressor

Figure 6.15 Dry powder room

Figure 6.16 crank case door Figure 6.17 on site snap

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Figure 6.18 cylinder and mountings

6.4.2 On site Snaps

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CHAPTER 7
TECHNICAL OUTCOMES

 An ability to apply knowledge of engineering.

 Ability to maintain as well as to analyse and interpret data.
 To meet desirable work within realistic constraints such as economic,
environment, health and safety.
 An ability to function on multiple disciplinary works.
 An ability to identify, formulates, and solves engineering problems.
 To communicate effectively.
 An ability to use the techniques, skills, and modern engineering
tools necessary for engineering practice.
 To understand the professional and ethical responsibility.

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CHAPTER 8
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