2019 feb EKG

02
03. Cargo Ship above 400 GRT and above and the tanker 150 gross tonnage and above. must be
required to install oil filtering equipment for controlling of discharge of oil into the sea

a) Draw and explain a suitable oil filtering unit to control and discharge of bilge water [6 Marks]
Answer:

All the bilge water collected in the machinery space is pumped into the bilge holding tank first.

Then that bilge water is pumped to the oily water separator by using the bilge pump. That pumping line
is fixed with a freshwater line and a return to the bilge holding tank. Pumping of bilge water from the
tank to the

The bilge water in the oily water separator is heated with steam. That is done by a steam coil fixed to
the separator. The oily water separator is fixed with a drain line from the separator to the bilge holding
tank.

The oily water that comes to the separator is sent through a coalesce filter which is made from
borosilicate microfibers and semi-permeable membranes which withholds the oil in the oily
water mixture. The water that has been through the coalesce filter in the oily water separator is
then sent overboard through a solenoid operated three way valve which is operated to turn to
the bilge holding tank in case of oil content is above 15PPM. To operate that solenoid valve, the
oil content is sensed by taking a line from the overboard discharge.
A pressure regulating valve is fixed to maintain the pressure inside the oily water separator. By
increasing the pressure inside the chamber upto 1 bar, the time that the oily water remains
inside can be extended and due to that finally the process efficiency can be increased.
b) List out critical spares to be maintained for safe operation of above equipment [4 Marks]

Answer:
coalesce filter,
solonoid valves,
100, 40 – 60 mesh strainers,
“O” rings for strainers,
Pressure adjusting valve
Pressure switch

c) Describe how the entries made in ORB upon completion of 3 (Three) various ER operations.
Answer:

 Bilge transfer from a bilge well to bilge holding tank

Recorded under code D.
Item no. 13 – the quantity transferred from bilgewells.
Item no. 14 – starting time and stopping time of pumping.
Item no. 15.3 – the tank name which the bilge is holding and the quantity holding in the tank.
 Pumping of bilges overboard through oily water separator
Recorded under code D.
Item no. 13 – the quantity of bilge water pumped, the name and designation of the tank, total
capacity of the tank, and finally holding capacity in the tank
Item No. 14 – starting time nd stopping time
Item No. 15.1 – the way of pumping (i.e. through 15 PPM equipment overboard) , position start
and position stopped.
 Bunkering of fuel oil
Recorded under code H.
Item no. 26.1 – name of the port which the bunkering has taken place
Item no 26.2 – starting time and stopping time of bunkering
Item no 26.4 – quantity in metric tonnes bunkered to the tank(s),
Type of oil, name and designation of the tanks holding the fuel oil, finally containing quantity in
metric tonnes.

04.With reference to characteristic of material and limitation for processing

 Describe the principle difference between ferrous and non-ferrous materials
Ferrous:
Main constituent is IRON.
Show magnetic properties
Hard in texture
Corrosion occurs in a cyclic process to deteriorate the metal
Produce sparks on inpact.

Non-Ferrous:
Composed of metals other than iron.
Do not show magnetic properties.
Soft in texture
Continuous corrosion does not occur. Formation of oxide layer prevents further corrosion.
Do not produce sparks on impact.
  Describe the four heat treatment process indicating type of steel which might be treated and
its onboard application
HARDENING: The material is heated up to the upper critical temperature. Once the upper
critical temperature exceeded, the material is quenched in a cooling medium. Quenching
freezes the molecular structure which has been achieved at upper critical temperature. (Carbon
steel- Cutting tools.)
TEMPERING: Once the steel is hardened, it is very brittle and too hard for machining. Therefore,
tempering is done to increase the softness of the metal up to the desired values. Hardened steel
is heated up to 200-450C and cooled. The temperature is the important aspect. It can be either
cooled rapidly or cool down at a controlled rate. More the heated temperature, more soft the
steel becomes. (Cast iron- Production of vices and anvil)
NORMALIZING: Heat the steel up to the upper critical temperature. Let it get soaked. Cool it
under still air. The process re arranges the molecular structure or the gain structure of the
metal, relieving internal stresses due to high thermal stresses. (Mild steel- Structural
component)
ANEALING: The steel is heated up to upper critical temperature and soaked. The rate of cool
down is well controlled. Generally, it is allowed to cool down inside the furnace itself. Annealing
is done to make the steel softer in order to make it easier for machining. (Forged steel- Crank
shaft)
 List the typical materials which can be used for sea water cooling systems and how they have
been protected against mechanical and chemical damage.
Piping: Mild steel- MGPS, Cathodic protection, Protective coatings.
Pumps: Bronze (impeller, housing)- cathodic protection, alloying with as to prevent
de-zincification.
Stainless steel(shaft)- using non-conducting gland packing, prevents galvanic
corrosion between shaft & housing through the gland packing.
Balancing holes- prevents axial thrust
Proper alignment- prevents metal to metal contact & wear down, protects
bearings.
Proper design- designed to prevent cavitation.

Heat Exchanger Cast steel(Body)- zinc anode

Cast iron(cover)- zinc anode to prevent graphitization.

05. With reference to a purifier for heavy fuel oil separation.

a) State the arrangements of a purifier which can be used for oil that density above, the water [5 Marks]

High density fuel treatment (ALCAP System) & fuel handling procedure for motor ships

The density of a fuel tested at 15 deg C may approach, be equal to or greater than that of water. With
high density fuels, the reduction in density differential between fuel and water can cause a problem with
separation but not with the usual solid impurities.
Heating of the fuel (Figure 1 below) will reduce the density and this may be sufficient in itself to obviate
the problem of water separation. The change in density of water with temperature (dotted line) is not so
pronounced, as can be seen from the graph, so that heating produces a differential Some caution must
be exercised in heating the fuel.

Figure 1: Temperature/density graph (courtesy Alpha-Laval)

The Alfa-Laval design of centrifuge (Figure 2) intended for dealing with high density residual fuels, is a
self-sludging machine which has a flow control disc that makes it virtually a clarifier. There are no gravity
discs to be changed to make the machine suitable for fuels of different specific gravity/density. Heating
is used to reduce the density (and viscosity) of the fuel so that water and sludge accumulate in the outer
part of the bowl, as the result of the centrifugal effect.

As the interface moves inwards, but before reaching the disc stack, water droplets flow through to reach
a water sensing transducer (Figure 3). Via micro-processor circuitry, the transducer causes the bowl to
self-sludge or the water to be discharged through the water drain valve. The system is said to be capable
of handling fuels with densities as high as 1010 kg/m3 at 15 deg C

Figure 1: FOPX separator

b) Explain the purpose of, vertical holes in the disk stack [3 Marks]

c) List out and explain the reasons for vibrating the machinery [4 Marks]

Sludge too much inside the bowl

Foundation damper & spring failure
Bearing failure
Worn gear
Uneven wear of frictional clutch
Motor speed too high or too low

d) Draw a vector diagram of the forces acting on a water particle through the disk stack [4 Marks]
06. With reference to ships refrigeration system
a) Draw and explain suitable refrigeration system for meat, vegetable and fish rooms [5 Marks]

b) Explain the safe procedure for charging gas into the system [3 Marks]

Normally charging is made through the liquid charging valve at the high pressure side.
1. Firstly, weighting the gas bottle.
2. Connect the gas bottle and charging valve with the connection pipe.
3. Before tightening the cap on charging pipe, open bottle valve to remove air in the pipe.
4. Then tighten the cap and open bottle valve fully, charging valve is still closed.
5. Change compressor to manual running and start it.
6. Close the condenser outlet valve.
7. Pumping down the entire charge to the condenser.
8. Open the charging valve slowly when suction pressure just above zero.
9. Control the valve opening slowly that no frost formed on the compressor suction pipe.
10. Check the level in the condenser sight glass.
11. Close the charging valve and pumping down the entire charge until suction pressure just above zero.
12. Stop the compressor and close the discharge valve.
13. Cooling water kept running for some hour.
14. Then air is purged out through purging valve on condenser until the refrigerant gas appear at the valve.
15. Calculate the amount of refrigerant (charging) and enter the engine log book.

e) Discussed the reasons for tripping the plant in high pressure condition and give suitable remedies to
this issue [5 Marks]
Overcharge of refrigerant

Air in the system

Insufficient cooling flow through condenser

Cooling water temperature too high

d) Discussed the properties of lube oil used in refrigeration compressors [3 Marks]

10 with reference to Bow and stern construction of a ship

a) Describe and sketch a stem frame construction for a single screw ship (5Marks]
b) State the functions of the stem frame [3 Marks]

 Supports the propeller and rud

der
 it houses stern tube,
 give strength to aft portion,
 give profile to aft deep tank,
 support stringing members


c) Explain the meaning of “pounding [3 Marks]

When a ship meets heavy weather and commences heaving and pitching, the rise of the fore end of the
ship occasionally synchronizes with the trough of a wave. The fore end then emerges from the water
and re-enters with a tremendous slamming effect, known as pounding. While this does not occur with
great regularity, it may nevertheless cause damage to the bottom of the ship forward. The shell plating
must be stiffened to prevent buckling. Pounding also occurs aft in way of the cruiser stern but the
effects are not nearly as great.

d) Describe the provision of additional structural strength to withstand pounding [5 Marks]

Answer:

One fourth of the length (0.25 X length) extreme is additionally strengthened to accommodate
pounding on both the ends, fore and aft. And again 0.15 of the length extreme is additionally
strengthened to accommodate panting on both the ends.

07 , Explain die following with regards to semiconductor

a) P — N Junction and its properties

The total charge on each side of a PN Junction must be equal and
opposite to maintain a neutral charge condition around the junction. If
the depletion layer region has a distance D, it therefore must therefore
penetrate into the silicon by a distance of Dp for the positive side, and a
distance of Dn for the negative side giving a relationship between the
 two of: Dp*NA = Dn*ND in order to maintain charge neutrality also called
equilibrium

Properties:
 1. Zero Bias – No external voltage potential is applied to the PN junction
diode.
 2. Reverse Bias – The voltage potential is connected negative, (-ve) to
the P-type material and positive, (+ve) to the N-type material across the
diode which has the effect of Increasing the PN junction diode’s width.
 3. Forward Bias – The voltage potential is connected positive, (+ve) to the
P-type material and negative, (-ve) to the N-type material across the diode
which has the effect of Decreasing the PN junction diodes width.

b) Semiconductor diode rectification

Half-Wave Rectifier
One of the most common uses for the diode is to rectify the AC voltage
into a DC power supply. Since, a diode can only conduct current one way,
when the input signal goes negative, there will be no current. This is
called a half-wave rectifier. The below figure shows the half wave rectifier
diode circuit.
Full-Wave Rectifier
 A full wave rectifier diode circuit builds with four diodes, by this structure we
can make both halves of the waves positive. For both positive and negative
cycles of the input, there is a forward path through the diode bridge.
 While two of the diodes are forward biased, the other two are reverse biased
and effectively eliminated from the circuit. Both conduction paths cause
current to flow in the same direction through the load resistor, accomplishing
full-wave rectification.
 The Full-wave rectifiers are used in power supplies to convert AC voltages
to DC voltages. A large capacitor in parallel with the output load resistor
reduces the ripple from the rectification process. The below figure shows the
full wave rectifier diode circuit.

c) Transistor amplification effect

Transistor Amplifier
A transistor acts as an amplifier by raising the strength of a weak signal. The DC bias
voltage applied to the emitter base junction, makes it remain in forward biased condition.
This forward bias is maintained regardless of the polarity of the signal. The below figure
shows how a transistor looks like when connected as an amplifier.
The low resistance in input circuit, lets any small change in input signal to result in an
appreciable change in the output. The emitter current caused by the input signal
contributes the collector current, which when flows through the load resistor RL, results
in a large voltage drop across it. Thus a small input voltage results in a large output
voltage, which shows that the transistor works as an amplifier.

d) Discuss the application of Thyristors , taking onboard application as an example [5 Marks]

A thyristor is very similar (if not identical) to a Silicon Controlled Rectifier (SCR) and on ships
these are primarily used to control the voltage trimming (AVR) in generator circuits. If the
voltage is too low, the SCR fires to one side in order to increase it. If too high, the SCR fires
the other way to reduce it. It’s called a bi-stable switch

08 .with reference to ship A.C generators and power distribution

a> describe Fleming’s rule to determine the direction of magnetic field , motion ,current
(2 marks)

Fleming's right-hand rule (for generators) shows the

direction of induced current when a conductor attached
to a circuit moves in a magnetic field. It can be used to
determine the direction of current in a generator's
windings.
When a conductor such as a wire attached to a circuit moves
through a magnetic field, an electric current is induced in the
wire due to Faraday's law of induction. The current in the wire
can have two possible directions. Fleming's right-hand rule
gives which direction the current flows.
The right hand is held with the thumb, index finger and
middle finger mutually perpendicular to each other (at right angles), as shown in the diagram.[1]

 The thumb is pointed in the direction of the motion of the conductor relative to the magnetic
field.
 The first finger is pointed in the direction of the magnetic field. (north to south)
 Then the second finger represents the direction of the induced or generated current within
the conductor

b> sketch a is rotated between two poles (2 marks)

Simply defined, a pole is a north or south magnetic field of force that is generated by a
permanent magnet or current passing through a coil of wire.

c>list out the types of automatic voltage regulators’(AVR) are available and describe function of one of
above (2 marks)

How does an AVR work?

It controls output by sensing the voltage from the generator terminals and comparing it to a
stable reference. The error signal is then used to adjust the field current by increasing or
decreasing the current flow to an exciter stator, which in turn will lead to a lower or higher
voltage at the main stator terminals.

The two types commonly used are:

 Silicone Controlled Rectifier (SCR) - Senses power level from the stator and determines
its firing for the exciter voltage. Can cause troubles when used with non-linear loads.
 Field Effect Transistor (FET) - Senses power level from the stator and translates in to a
Pulse Width Modulated (PWM) signal to the exciter. This style of AVR can be used for
excitation methods. Non-linear loads do not cause feedback resulting excitation
breakdowns.
d> performs of describes the synchronizing sequence to bring a generator into service in parallel with a
running generator ,using both a synchronous and lamp methods (6 marks)

Generator synchronization is the process of matching parameters such as voltage, frequency, phase
angle, phase sequence, and waveform of alternator (generator) or other source with a healthy or
running power system. This is done before the generator is reconnected to the power system. Once a
generator is synchronized with the parameters of another generator, alternator, or bus bar, the system
can run smoothly again.

Generator synchronization can be a complex idea to understand, but here are the basics of three
techniques for generator synchronization:

Three Dark Lamps Method – uses bus bar to synchronize second generator; cannot provide information
on generator and bus bar frequency.

Two Bright, One Dark Method – measures frequency but cannot check the correctness of the phase
sequence.

Synchroscope Method – indicates whether the alternator frequency is higher or lower than the bus bar
frequency

Synchroscope method

 The synchroscope consists of a small motor with coils on the two poles connected across two phases.
Let’s say it is connected in red and yellow phases of the incoming machine and armature windings
supplied from red and yellow phases from the switchboard bus bars.

 The bus bar circuit consists of an inductance and resistance connected in parallel.
 The inductor circuit has the delaying current effect by 90 degrees relative to current in resistance.
 These dual currents are fed into the synchroscope with the help of slip rings to the armature windings
which produces a rotating magnetic field.
 The polarity of the poles will change alternatively in north/south direction with changes in red and
yellow phases of the incoming machine.
 The rotating field will react with the poles by turning the rotor either in clockwise or anticlockwise
direction.
 If the rotor is moving in clockwise direction this means that the incoming machine is running faster
than the bus bar and slower when running in anticlockwise direction.
 Generally, it is preferred to adjust the alternator speed slightly higher, which will move the pointer on
synchroscope is in clockwise direction.
 The breaker is closed just before the pointer reaches 12 o clock position, at which the incoming
machine is in phase with the bus bar
Emergency synchronizing lamps or three bulb method

This method is generally used when there is a failure of synchroscope. In case of failure a
standby method should be available to synchronize the alternator, and thus the emergency lamp
method is used.

Three lamps should be connected between three phases of the bus bar and the incoming generator
should be connected as shown in the diagram:-

1. The lamps are connected only in this manner because if they are connected across, the same
phase lamps will go on and off together when the incoming machine is out of phase with the
switchboard .
2. In this method as per the diagram the two lamps will be bright and one lamp will be dark when
incoming machine is coming in phase with the bus bar.
3. The movement of these bright and dark lamps indicates whether the incoming machine is running
faster or slower.
4. For e.g. there is a moment when lamp A will be dark and lamp B & C will be bright, similarly there
will be instance when B is dark and others are bright and C is dark and other two are bright. This
example indicates that machine is running fast and the movement of the lamps from dark and
bright gives an clockwise movement
5. Clockwise movement indicates fast and anti clockwise direction indicates slow running of
incoming generator.
6.

09 .a> define following with reference to SOLAS chapter II-1 (6 marks)

Chapter II-1
Construction - Structure, subdivision and stability,
machinery and electrical installations

Regulation 2 (Definitions)

I. Subdivision Regulation 6
The subdivision of a ship is considered sufficient if the attained subdivision index A, determined in
accordance with regulation 7, is not less than the required subdivision index R calculated in
accordance with this regulation and if, in addition, the partial indices As, Ap and Al are not less
than 0.9R for passenger ships and 0.5R for cargo ships..
II. Bulkhead deck
Bulkhead deck in a passenger ship means the uppermost deck at any point in the subdivision
length(Ls) to which the main bulkheads and the ship’s shell are carried watertight and the
lowermost deck from which passenger and crew evacuation will not be impeded by water in any
stage of flooding for damage cases defined in regulation 8 and in part B-2 of this chapter. The
 bulkhead deck may be a stepped deck. In a cargo ship the freeboard deck may be taken as the
bulkhead deck
III. Permeability of a space
Permeability (µ) of a space is the proportion of the immersed volume of that space which can be
occupied by water.
IV. Margin line
A line drawn at least 76mm below the upper surface of the bulkhead deck at side, (SOLAS).
The margin line is a line defining the highest permissible location on the side of the vessel of any
damage waterplane in the final condition of sinkage, trim and heel.

b>classified the watertight doors (3 marks)

Watertight means having scantlings and arrangements capable of preventing the passage of water in
any direction under the head of water likely to occur in intact and damaged conditions. In the damaged
condition, the head of water is to be considered in the worst situation at equilibrium, including
intermediate stages of flooding
Concept of Subdivision of a Ship: Traditionally, a ship is divided longitudinally into a number of watertight
compartments to restrict the flooding to one or more compartments in case of damage. This prevents
progressive flooding (i.e. flooding across the entire ship's length in case of a damage at any location)

Hinged type: A door having a pivoting motion about one vertical or horizontal edge.
Sliding type: A door having a horizontal or vertical motion generally parallel to the plane of the door
powered by hydraulic cylinders or electric motors.
Categories of watertight doors

Watertight doors are divided into 4 categories, type A, type B, type C and type D. These categories reflect
on how each type of door should be operated during navigation:

Type A: This type of doors may be left open and are to be closed only during an emergency;

Type B: This type of watertight doors should be closed and are made to remain open only when personnel
are working in the adjacent compartment;

Type C: This type of watertight doors is to be kept closed all the time. It may be opened only for sufficient
time when personnel are passing through the door compartment;

Type D: This type of doors that shall be closed before the voyage commences and shall be kept closed at
all times

C > describe the requirements of fitting the watertight doors in passenger ships (4 marks)

Regulation 13

 Openings in watertight bulkheads below the bulkhead deck in passenger ships

 The number of openings in watertight bulkheads shall be reduced to the minimum compatible with
the design and proper working of the ship, satisfactory means shall be provided for closing these
openings.
 gear for operating these doors from above the bulkhead deck shall be situated outside the spaces
containing
the machinery.

 shall be power-operated sliding doors complying with the requirements of paragraph 7 capable of
being closed simultaneously from the central
 operating console at the navigation bridge in not more than 60 s with the ship in the upright position.
 The means of operation whether by power or by hand of any power-operated sliding watertight door
shall be capable of closing the door with the ship listed to 15^o either way. Consideration shall also
be given to the forces which may act on either side of the door as may be experienced when water is
flowing through the opening applying a static head equivalent to a water height of at least 1 m above
the sill on the centre line of the door.
 Watertight door controls, including hydraulic piping and electric cables, shall be kept as close as
practicable to the bulkhead in which the doors are fitted, in order to minimize the likelihood of them
being involved in any damage which the ship may sustain.
 All power-operated sliding watertight doors shall be provided with means of indication which will
show at all remote operating positions whether the doors are open or closed. Remote operating
positions shall only shall, subject to paragraph 10, be normally limited to a maximum clear opening
width of 1.2 m.
 The Administration may permit larger doors only to the extent considered necessary for the effective
operation of the ship provided that other safety measures, including the following, are taken into
consideration: shall be provided with an individual hand-operated mechanism. It shall be possible to
open and close the door by hand at the door itself from either side, and in addition, close the door
from an accessible position above the bulkhead deck with an all round crank motion or some other
movement providing the same degree of safety acceptable to the Administration. Direction of
rotation or other
 The time necessary for the complete closure of the door, when operating by hand gear, shall not
exceed 90 s with the ship in the upright position;
 shall be provided with controls for opening and closing the door by power from both sides of the
door and also for closing the door by power from the central operating console at the navigation
bridge;
 shall be provided with an audible alarm, distinct from any other alarm in the area, which will sound
whenever the door is closed remotely by power and which shall sound for at least 5 s but no more
than 10s before the door begins to move and shall continue sounding until the door is completely
closed. In the case of remote hand operation it is sufficient for the audible alarm to sound only when
the door is
 The closure time, from the time the door begins to move to the time it reaches the completely closed
position, shall in no case be less than 20 s or more than 40 s with the ship in the upright position.
 The electrical power required for power-operated sliding watertight doors shall be supplied from the
emergency switchboard either directly or by a dedicated distribution board situated above the
bulkhead deck.
 The associated control, indication and alarm circuits shall be supplied from the emergency
switchboard either directly or by a dedicated distribution board situated above the bulkhead deck
 and be capable of being automatically supplied by the transitional source of emergency electrical
power required by regulation
 in the event of failure of either the main or emergency source of electrical power. Power-operated
sliding watertight doors shall have either: a centralized hydraulic system with two independent power
sources each consisting of a motor and pump capable of simultaneously closing all doors. In addition,
there shall be for the whole installation hydraulic accumulators of sufficient capacity to operate all
the doors at least three times,