FINALS MARPOWER REVIEWER

MROOMS
FINAL 

Lesson 9. Oily Water Separator, Oily Filtering Equipment

Lesson 10. Incineration
Lesson 11. Deck Machinery
Lesson 12. Hydraulic System 

Lesson 9: Oily Water Separator and Oily Filtering

Equipment
Oily Water Separator 

One of the biggest nightmares for any maritime professional is any

kind of oil pollution accident from a ship.

A ship produces oil and water mixture on a daily basis which needs to
be separated from each other, before discharging the dirty water out of
ship using equipment such as oily water separator.

 It is now a requirement for all vessels to have an oil discharge

monitoring and control system along with an oil filtering equipment
known as the Oily Water Separator (OWS).

A ship engineer may work with 5-10 different makes of marine

engines, but he/she is more likely to encounter many more types and
makes of OWS in his/her career span. Even for PSC inspectors and
surveyors, oily water separator (OWS) has always been a preferred
choice of machinery on the ship for inspection. Hence, it is imperative
to know and understand the basics of oil and water separator design
and how an oil and water separator works.
As the name indicates, the function of oily water separator is to
separate maximum amount of oil particles from the water to be
discharged overboard from engine room or cargo hold bilges, oil tanks
and oil contaminated spaces. As per maritime regulations, the oil
content in the water processed from the OWS must be less than 15
parts per million of oil.

Regulation for Oily Water Separator:

As per Annex 1 of MARPOL under regulation 4 specified under

paragraphs 2, 3, and 6, any direct discharge of oil or oily water mixture
into the sea shall be prohibited. The regulation further explains how
an oily water mixture can be treated on board and can be discharged
out at sea:

Discharge regulation-

For a ship with 400 GT and above, discharge of oil mixture can be
done under following conditions:

1. The ship is en route;

2. The oily mixture is processed through an oil-water separator
filter meeting the requirements of regulation 14 of this Annex;
3. After passing the oil water separator system, the oil content of
the effluent without dilution does not exceed 15 parts per million;
4. The oily mixture does not originate from cargo pump-room
bilges on oil tankers
5. In oil tanker ship, the oil-water mixture is not mixed with oil
cargo residues

When the ship is plying in the Antarctic area, any discharge into the
sea of oil or oily mixtures from any vessel shall be prohibited.

Oil Filtering Equipment

Oil filtering equipment  will ensure that any oily mixture discharged
into the sea after passing through the system has an oil content not
exceeding 15 parts per million. In considering the design of such
equipment, the Administration shall have regard to the specification
recommended by the Organization.*

In addition, it shall be provided with arrangements to ensure that any

discharge of oily mixtures is automatically stopped when the oil
content of the effluent exceeds 15 parts per million. In considering the
design of such equipment and approvals, the Administration shall
have regard to the specification recommended by the Organization.*

They are found on board ships where they are used to separate oil
from oily waste water such as bilge water before the waste water is
discharged into the environment. These discharges of waste water
must comply with the requirements laid out in Marpol 73/78
The 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 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 fulfill 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.

Oil Content Monitor is  a device for real time sampling and measuring
of the oil content in a moving  stream of water. The oil content
monitors for oil water separators perform several functions including
preventing illegal “over limits” discharges that occur when the oil
content is above 15 ppm, by either shutting down the separator or by
putting the separator into a recirculation or recycle mode where the
oily bilge water is sent back to the oily wastes holding tanks.
Coalescing Filter Elements
 They are used to separate immiscible liquids such as water from fuels
and oils with different densities. In this role, they can provide dry,
particulate-free jet fuels, diesel fuel, turbine fuel, lube oil or insulating
oil.

Also used to separate liquid aerosols such as water and oil from air or
gas streams. The elements have a hydrophilic core to condense liquid
aerosols into droplets that are large enough to be drained away via
gravity. Coalescing filters are a dual function product: they also
remove submicron solids.

Lesson 10: Incinerators

Incineration is a waste treatment process that involves

the combustion of organic substances contained in waste
materials. Incineration and other high-temperature waste treatment
systems are described as "thermal treatment". Incineration of waste
materials converts the waste into ash, flue gas and heat. The ash is
mostly formed by the inorganic constituents of the waste and may take
the form of solid lumps or particulates carried by the flue gas. The flue
gases must be cleaned of gaseous and particulate pollutants before
they are dispersed into the atmosphere. In some cases, the heat
generated by incineration can be used to generate electric power.

Incineration with energy recovery is one of several waste-to-

energy(WtE) technologies such as gasification, pyrolysis and anaerobic
digestion. While incineration and gasification technologies are similar
in principle, the energy produced from incineration is high-
temperature heat whereas combustible gas is often the main energy
product from gasification. Incineration and gasification may also be
implemented without energy and materials recovery.

In several countries, there are still concerns from experts and local
communities about the environmental effect of incinerators (

In some countries, incinerators built just a few decades ago often did
not include a materials separation to remove
hazardous, bulky or recyclablematerials before combustion. These
facilities tended to risk the health of the plant workers and the local
environment due to inadequate levels of gas cleaning and combustion
process control. Most of these facilities did not generate electricity.

Modern incinerators include air pollution control equipment (e.g.,

fabric filters, scrubbers, electrostatic precipitators) to remove fly ash
and gaseous contaminants. Tall chimney stacks serve to discharge the
cleaned flue gases at heights that increase dilution and dispersion
rates, further reducing air pollution.

Incinerator plants usually include facilities for unloading and storing

refuse for short periods to permit uniform charging of the furnaces
and, sometimes, rough sorting or classification of the refuse.

Incineration reduces the solid mass of the original waste by 80–85%

and the volume (already compressed somewhat in garbage trucks) by
95–96%, depending on composition and degree of recovery of
materials such as metals from the ash for recycling. This means that
while incineration does not completely replace land filling, it
significantly reduces the necessary volume for disposal. Garbage
trucks often reduce the volume of waste in a built-in compressor
before delivery to the incinerator. Alternatively, at landfills, the
volume of the uncompressed garbage can be reduced by approximately
70%by using a stationary steel compressor, albeit with a significant
energy cost. In many countries, simpler waste compaction is a
common practice for compaction at landfills.
Incineration has particularly strong benefits for the treatment of
certain waste types in niche areas such as clinical wastes and
certain hazardous wastes where pathogens and toxins can be
destroyed by high temperatures. Examples include chemical multi-
product plants with diverse toxic or very toxic wastewater streams,
which cannot be routed to a conventional wastewater treatment plant.

Waste combustion is particularly popular in countries such as Japan

where land is a scarce resource. Denmark and Sweden have been
leaders by using the energy generated from incineration for more than
a century, in localised combined heat and power facilities
supporting district heating schemes. In 2005, waste incineration
produced 4.8% of the electricity consumption and 13.7% of the total
domestic heat consumption in Denmark. A number of other European
countries rely heavily on incineration for handling municipal waste, in
particular Luxembourg, the Netherlands, Germany, and France.

Lesson 11: Deck Machinery

Deck machineries for cargo ships 
There are various items of machinery and equipment found outside of the machinery
space of modern cargo ship. These include deck machineries such as mooring
equipment, anchor handling equipment, cargo handling equipment and hatch covers.
Other items include lifeboats and liferafts, emergency equipment, watertight doors,
stabilizers, and bow thrusters.

The operations of mooring, cargo handling and anchor handling all

involve controlled pulls or lifts using chain cables, wire or hemp ropes.
The driving force and control arrangements adopted will influence the
operations. Several methods are currently in use, and these will be
examined before considering the associated equipment. Three forms
of power are currently in use: steam, hydraulic and electric, Each got
its advantages and disadvantages for particular duties or locations. 

Steam-powered deck machinery

With a steam powering and control system, the steam pipelines are
run along the deck to the various machines. Steam is admitted first to
a directional valve and then to the steam admission valve. Double-
acting steam engines, usually with two cylinders, are used to drive the
machinery. Additional back pressure valves are used with mooring
winches to control tension when the machine is stalled or brought to a
stop by the load. Arrangements must also be made, often associated
with the back pressure valve, to counteract the fluctuations in main
steam line pressure as a result of other users of steam.

The steam-powered system was widely used on tankers since it

presented no fire or explosion risk, but the lengths of deck pipework
and the steam engines themselves presented considerable
maintenance tasks which have generally resulted in their replacement
by hydraulically powered equipment. 

Hydraulic systems

The open-loop circuit takes oil from the tank and pumps it into the
hydraulic motor. A control valve is positioned in parallel with the
motor. When it is open the motor is stationary; when it is throttled or
closed the motor will operate. The exhaust oil returns to the tank. This
method can provide stepless control, i.e. smooth changes in motor
speed. The live-line circuit, on the contrary, maintains a high pressure
from which the control valve draws pressurised oil to the hydraulic
motor (in series with it), as and when required.

In the closed-loop circuit the exhaust oil is returned direct to the pump
suction. Since the oil does not enter an open tank, the system is
considered closed.

Low-pressure systems use the open-loop circuit and are simple in

design as well as reliable. The equipment is, however, large, inefficient
in operation and overheats after prolonged use.
Medium-pressure systems are favoured for marine applications, using
either the open or closed circuit. Smaller installations are of the open-
loop type. Where considerable amounts of hydraulic machinery are
fitted the live-circuit, supplied by a centralised hydraulic power
system, would be most economical. 

Electrical operation

Early installations used d.c. supply with resistances in series to

provide speed control . This inefficient power-wasting method was one
possibility with d.c., but a better method was the use of Ward Leonard
control. The high cost of all the equipment involved in Ward Leonard
control and its maintenance is, however, a considerable disadvantage.

Machines operated on an a.c. supply require a means of speed control

with either pole-changing or slip-ring motors being used. Slip-ring
motors require low starting currents but waste power at less than full
speed and require regular maintenance. Pole-changing motors are of
squirrel cage construction, providing for perhaps three different
speeds. They require large starting currents, although maintenance is
negligible. 

Apart from the advantages and disadvantages for each of the drive and
control methods, all electric drives have difficulty with heavy
continuous overloads. Each system has its advocates and careful
design and choice of associated equipment can provide a satisfactory
installation. 

Handling Deck machineries: safety precautions 

The operation of mooring a vessel has traditionally required the

attendance of a large number of deck crew fore and aft. Supervision of
the moorings was also necessary to maintain correct tension through
changes due to the tides and the loading or unloading of cargo.
The installation of constant tension mooring winches, which maintain
tension in ropes through any rise and fall, has removed the need for
constant attendance and equipment is available for tying up which is
designed for operation by as few as two men. 

Large container ships may have four mooring winches on the after
deck; each of the self-tensioning type with its own rope drum. Controls
are duplicated and are situated at each side of the vessel, giving a clear
view of the operation. Mooring ropes are paid out directly from the
drums as they are hauled by the heaving lines from the quay. With the
loop in place on the bollard, the capstan is set on auto-tension after
slack is taken up and the ship is correctly moored. A common
arrangement forward is for two similar winches plus rope drums for
auto-tensioning on each windlass.

The introduction of steel hatchcovers not only speeded up the

operation of opening and closing the covers but also reduced the
number of personnel required for the task. Rolling and folding covers
may be operated by a pull wire or hydraulically. Covers for large
container ships may be lifted bodily by crane and there are now
hatchcoverless container ships in service.

Cargo handling may be by winches and derricks or cranes. Some

geared bulk carriers have overhead cranes arranged to travel on rails.

Most deck machinery is idle during much of its life while the ship is at
sea. In port, cargo equipment will be in use for one or more days but
the machinery for anchoring and mooring is used for a very limited
time. Deck machinery with a restricted and intermittent duty may be
designed with drives with a rating limited from 30 minutes to one
hour. Despite long periods of idleness, often in severe weather
conditions, machinery must operate immediately, when required.
Cooling vents, open when machinery is working, must be closed for
the sea passage.
It is essential that deck machinery should require minimum
maintenance. Totally enclosed equipment with oil bath lubrication for
gears and bearings is now standard but maintenance cannot be
completely eliminated and routine checking and greasing should be
carried out on a planned basis. There are many instances where
remote or centralized control is of great advantage, for example, the
facility for letting go anchors from the bridge under emergency
conditions; the use of shipside controllers with mooring winches; or
the central control positions required for the multi-winch slewing
derrick system.

The machinery on the deck of an oil tanker is limited to that used for
anchor handling and mooring plus pumproorn fans and equipment for
handling the gangway and stores. Power was universally provided in
the past by steam. Hydraulic equipment is now common, sometimes
with air motors for gangway duties. The availability of safe electrical
equipment means that electric motor drives can be used where
appropriate.

Liquefied gas carriers and product or chemical tankers have similar

deck machinery installations but the drive motor for deepwell pumps
may be an induction motor of the increased or enhanced safety type.
Either electric or hydraulic drives are installed for deck machinery of
dry cargo vessel. 

Cargo Winches

Winches designed for handling cargo consist of a bed plate and side
frames upon which are mounted a horizontal drum shaft, and or gypsy
heads, reduction glaring and usually the motor that drives the winch

Components of a typical winch

1. Drum winches- are those with drums on which the rope is

wound for raising, lowering, or pulling the loads.
 2. Gypsy winches – have one or two horizontally mounted gypsy
heads around which turns of line can be taken.

Combination winches are drum winches with shaft extended to take

gypsy heads on either side or on both sides. Preceding every winch
operation, operators should review all general operating and safety
instructions among which are the following:

1. Always inspect the area around the winch and make sure there is
a dry safe place for the winch operator to stand
2. Inspect the rigging, making sure that the standing rigging is taut
and that the running rigging is not fouled.
3. Inspect the equipment making sure the clutch levers are locked
in place.

Although the engineering department is responsible for maintaining

winches, the winch operator and petty officer in charge must make
certain that the required maintenance is actually performed

Guideline for Lubricating oil control for ships machinery 

Lubricating oil – A high boiling point product of the crude oil

refining process, used to lubricate machinery. Various properties
required are obtained by blending and the introduction of additives
such as oxidation inhibitors, dispersants and detergents. Lubrication
is the process of minimizing friction and wear between moving metal
parts by the formation of an oil film between them.

Following consideration should be taken into account to determine the

supply volume of Lub oil :

o The supply volume shall be 90% or under of the capacity of

each LO storage tanks in principle.
o The name of oil used for the order shall be same in the Lub-
chart for the vessel.
o The supply volume of cylinder oil shall be decided to take
into consideration the volume corresponding to the
 cruising distance that the FO volume in the vessels
possession allows.

Items to be confirmed before supply

The Chief Engineer shall confirm the followings before loading:

1. Type and volume shall be confirmed by the receipt the oil

supplier brings.
2. The followings shall be confirmed by the engineer in charge: 
o Barge (or tank) meter check
o Pumping rate.

Communication means between the vessel and barge (Audio

transmitting and receiving means, such as the use of intrinsically safe
transceivers), communication means in an emergency and emergency
shutdown procedures.

(c) If different types of LO are transferred through the same pipe line,
the loading order shall be discussed and confirmed with the supplier.
In this case, the following order shall have priority:

o Turbine oil
o Main engine system oil.
o Main engine cylinder oil.
o Generator diesel engine system oil.

Matters that require attention during loading

The Chief Engineer shall carry out the LO supply work with the
following items kept in mind . (Caution to be given to Bunkering
operation)

(a) The Chief Engineer shall designate personnel who engage in the LO
transfer work, and instruct a proper positioning of workers. 

(b) The Chief Engineer shall prepare a diagram related to LO supply to

put it during the work near the hose connection and to other places as
required. Location of valves and vent pipes shall be shown in this
diagram.

(c) Closure of deck scuppers and watch keeping on deck shall be

carried out without fail during the supply.

The Chief Engineer shall enter the time, type, and volume of the oil
supply into the Engine Logbook after the completion of the work, and
also make record in the Oil Record Book according to the Procedures
for Oil Record Book Entry, 

Miscellaneous oil (LO for auxiliary machinery, in pail or

drum):

The Chief Engineer shall order the supply of miscellaneous oils at the
same opportunity with the bulk supply of LO or the loading of ships
stores to save loading cost.

Report of receiving LO Supply:

The Chief Engineer shall report to the company without delay, when
the supply of lubricants, including miscellaneous oil, completed.

LO Control onboard the vessel

Analysis Standard of LO Sample:

The Chief Engineer shall submit the sample according to the standard
with the following matters kept in mind:

(a) The samples shall be put in an envelope or box used exclusively by

the oil company and sent to the oil company directly.

 It shall not be delivered to the barge.

  If via the agent, immediate dispatch shall be requested
(Postage shall be borne by the Company).

(b) The sample shall be collected at the same points every time (Select
at the first time the best point where the sample representative of the
condition of the LO can be collected), and let a considerable amount of
sediment blow out to get the right sample.

(c) When a special analysis or a special mention is required, the fact

shall be stated not only on the LO Sample Particulars but also on the
labels for dispatch.

(d) Analysis intervals shall be whichever shorter of the running hours

(hours of use of oil) and a calendar day. But if anything abnormal is
discovered, the sample shall be submitted at any time.

(e) An auxiliary machine that consumes little LO (50Lor under) shall

be controlled by the vessel side. If an analysis is required, the LO
Sample Particulars into which the reason has been entered for
submittal.

(f) The Technical Superintendent of each ship shall notify without

delay the results of the analysis sent to the Company by telex or
facsimile by the oil company and his necessary comments, to the Chief
Engineer of the vessel by e-mail or facsimile.

Lesson 12: Hydraulic System

What is a Hydraulic System? 

A hydraulic drive system is a drive or transmission system that uses

pressurized hydraulic fluid to power hydraulic machinery. The term
hydrostatic refers to the transfer of energy from flow and pressure, not
from the kinetic energy of the flow.
 Hydraulic Systems Components

1. A reservoir to hold the liquid (usually hydraulic oil)

2. A pump to force the liquid through the system
3. An electric motor or other power source to drive the pump
4. Valves to control the liquid direction, pressure and flow rate 
5. An actuator to convert the energy of the liquid into mechanical
force or torque, to do useful work. Actuators can either be
cylinders which provide linear motion or motors which provide
rotary motion and 
6. Piping to convey the liquid from one location to another.  The
extent of sophistication and complexity of hydraulic systems vary
depending on the specific application. Each unit is a complete
packaged power system containing its own electric motor, pump,
shaft coupling, reservoir and miscellaneous piping, pressure
gauges, valves and other components required for operation.

What is an actuator?

An actuator is the mechanism by which a control system acts upon an

environment.  Its main energy source may be an electric current,
hydraulic fluid pressure, or pneumatic pressure. When it receives a
control signal, an actuator responds by converting the signal's energy
into mechanical motion. 

Rotary actuators

Rotary actuators are the hydraulic or pneumatic equivalents of electric

motors. For a given torque, or power, a rotary actuator is more
compact than an equivalent motor, cannot be damaged by an
indefinite stall and can safely be used in an explosive atmosphere. For
variable speed applications, the complexity and maintenance
requirements of a rotary actuator are similar to a thyristor-controlled
DC drive, but for fixed speed applications, the AC induction motor
(which can, for practical purposes, be fitted and forgotten) is simpler
to install and maintain.
A rotary actuator (or, for that matter, an electric motor) can be defined
in terms of the torque it produces and its running speed, usually given
in revs per minute (rpm). Definition of torque is illustrated in Figure
5.22, where a rotary motion is produced against a force of F newtons
acting at a radial distance d meters from a shaft center. The device is
then producing a torque T given by the expression:

Components of Hydraulic System

What is a Hydraulic System?

Hydraulic systems can be found today in
a wide variety of applications, from small
assembly processes to integrated steel
and paper mill applications. Hydraulics
enable the operator to accomplish
significant work (lifting heavy loads,
turning a shaft, drilling precision holes,
etc.) with a minimum investment in
mechanical linkage through
the application of Pascal’s law.

Hydraulics is used in every engineering

field. It has plenty of advantages over
other
methods of operation. Its main
advantage is, with the application of
much less force, a greater work can be
done. It has also reduced the manual
workload, replaced many humans, and
performs better operation and control. It
is widely used for automation and
control engineering fields,
too.
Hydraulics plays an important role
in many industries; there are a lot of
hydraulic applications in
manufacturing, transportation, and
construction sectors.

Components of Hydraulic
System
Reservoir
The purpose of the hydraulic reservoir is
to hold a volume of fluid, transfer heat
from the system, allow solid
contaminants to settle and facilitate the
release of air and moisture from the
fluid.

Pump
The hydraulic pump transmits mechanical
energy into hydraulic energy. This is done by
the movement of fluid which is the transmission
medium. There are several types of hydraulic
pumps including gear, vane and piston. All of
these pumps have different subtypes intended
for specific applications such as a bent-axis
piston pump or a variable displacement vane
pump. All hydraulic pumps work on the same
principle, which is to displace fluid volume
against a resistant load or pressure.

Valves
Hydraulic valves are used in a system to
start, stop and direct fluid flow.
Hydraulic valves are made up of poppets
or spools and can be actuated by means
of pneumatic, hydraulic, electrical,
manual or mechanical means.
Actuators
Hydraulic actuators are the end result of
Pascal’s law. This is where the hydraulic energy
is converted back to mechanical energy. This
can be done through use of a hydraulic cylinder
which converts hydraulic energy into linear
motion and work, or a hydraulic motor which
converts hydraulic energy into rotary motion
and work. As with hydraulic pumps, hydraulic
cylinders and hydraulic motors have several
different subtypes, each intended for specific
design applications.

Key Lubricated Hydraulic Components

There are several components in a hydraulic

system, that due to cost of repair or
criticality of mission, are considered vital
components. Pumps and valves are
considered key components. Several different
configurations for pumps must be treated
individually from a lubrication perspective,
including:
Vane Pumps
The vanes and the inner surface of the cam
rings are always in contact and are subject to
high amounts of wear. As the two surfaces wear,
the vanes come further out of their slot. Vane
pumps deliver a steady flow at a high cost. Vane
pumps operate at a normal viscosity range
between 14 and 160 cSt at operating
temperature. Vane pumps may not be suitable
in critical high-pressure hydraulic systems
where contamination and fluid quality are
difficult to control. The performance of the
fluid’s antiwear additive is generally very
important with vane pumps.

Piston Pumps

As with all hydraulic pumps, piston pumps are

available in fixed and variable displacement
designs. Piston pumps are generally the most
versatile and rugged pump type and offer a
range of options for any type of system. Piston
pumps can operate at pressures beyond 6000
psi, are highly efficient and produce
comparatively little noise. Many designs of
piston pumps also tend to resist wear better
than other pump types. Piston pumps operate
at a normal fluid viscosity range of 10 to 160
cSt.

Gear Pumps
There are two common types of gear pumps,
internal and external. Each type has a
variety of subtypes, but all of them develop
flow by carrying fluid between the teeth of
a meshing gear set. While generally less
efficient than vane and piston pumps, gear
pumps are often more tolerant of fluid
contamination.

Internal gear pumps produce pressures up

to 3000 to 3500 psi. These types of pumps
offer a wide viscosity range up to 2200 cSt,
depending on flow rate and are generally
quiet. Internal gear pumps also have a high
efficiency even at low fluid viscosity.

External gear pumps are common and can

handle pressures up to 3000 to 3500 psi.
These gear pumps offer an inexpensive,
midpressure,
mid-volume, fixed displacement
delivery to a system. Viscosity ranges for
these types of pumps are limited to less than
300 cSt.

Hydraulic Fluids
Today’s hydraulic fluids serve multiple
purposes. The major function of a hydraulic
fluid is to provide energy transmission through
the system which enables work and motion to
be accomplished. Hydraulic fluids are also
responsible for lubrication, heat transfer and
contamination control. When selecting a
lubricant, consider the viscosity, seal
compatibility, basestock and the additive
package. Three common varieties of hydraulic
fluids found on the market today are
petroleum-based, waterbased and synthetics.