Mek General Important Notes

MEK GENERAL IMPORTANT NOTES
written by
sushantpandey
Did you know a seller earn

an average of $250 per month
selling their study notes
on Docmerit
Scan the QR-code and learn how you can also turn your class
notes, study guides into real cash today.
Docmerit.com - The Best Study Notes
Uploaded by: sushantpandey on Docmerit. Distribution of this document is illegal

MEO CLASS 4 NOTES
MARINE ENGINEERING GENERAL(NOTES)
PREPARED FOR LAST TIME PREPARTION

MEO CLASS IV- MEK(GENERAL) STUDY NOTES
MECHANICAL PROPERTIES OF METALS
Mechanical properties of metals refer to the physical characteristics that

describe how a metal behaves when subjected to mechanical forces such as
tension, compression, and bending. Some of the important mechanical
properties of metals are:
1. Strength: This refers to the ability of a metal to resist deformation or

failure under applied stress. There are different types of strength,
including tensile strength, compressive strength, and shear strength.
2. Ductility: This refers to the ability of a metal to deform without
breaking under tensile stress, and to be drawn or stretched into thin
wires or sheets.
3. Hardness: This refers to a metal's resistance to surface indentation or
abrasion.
4. Elasticity: This refers to a metal's ability to return to its original shape
after being deformed under stress.
5. Toughness: This refers to a metal's ability to absorb energy and resist
fracture under stress.
6. Fatigue resistance: This refers to a metal's ability to withstand
repeated loading and unloading cycles without failure.
7. Creep resistance: This refers to a metal's ability to resist deformation
under long-term exposure to constant stress.
8. Plasticity- This is opposite to the the elasticity and metals gets
deformed when stressed is applied.
These mechanical properties are essential to consider when selecting a

metal for a particular application.
Materials can be classified into various categories based on their physical properties.
1. Metals: Metals are materials that are characterized by their high electrical and
thermal conductivity, ductility, and malleability. Examples of metals include
copper, iron, aluminum, gold, and silver.
2. Non-metals: Non-metals are materials that do not have metallic properties.
They are generally poor conductors of electricity and heat. Examples of non-
metals include carbon, sulfur, nitrogen, and chlorine.
Ferrous and non-ferrous are two categories of metals based on the presence or
absence of iron in their composition.
Ferrous metals contain iron as the main component, and typically have magnetic
properties. Some common examples of ferrous metals include iron, steel, and cast
iron. These metals are widely used in construction, transportation, manufacturing,
and other industries due to their high strength, durability, and magnetic properties.
Non-ferrous metals do not contain iron as the main component, and do not have
magnetic properties. Some common examples of non-ferrous metals include
aluminum, copper, brass, bronze, and nickel. These metals are often used in
applications where their corrosion resistance, low weight, and high conductivity are
important, such as in electrical wiring, roofing, plumbing, and automotive parts
STEEL MANUFACTURING PROCESS
The Bessemer process and the LD (Linz-Donawitz) process are two important methods for
the mass production of steel
The Bessemer process was developed by British inventor Henry Bessemer in the mid-19th
century. It involves blowing air through molten pig iron to remove impurities and convert it
into steel
The Bessemer converters are pear shaped steel vessels lined with refractory material and they can
hold up to 10 to 25 tons of molten steel. The converter has an open mouth at the top and openings
for introducing air at the bottom. Tuyeres are used for blowing air. The converter is mounted on
trunnions so that it can be rotated in horizontal or vertical position. The converter is set horizontally,
a charge of molten pig iron is poured through the mouth and air blast is turned on. The converter is
turned to vertical position and in this state the molten iron is supported by stream of incoming air.
Most of the impurities such as silicon, manganese, carbon are oxidized by oxygen in air, which is
blown through in molten pig iron. The oxidation reaction furnishes the necessary heat for the
process. The oxidized iron, silicon and manganese form a slag. When carbon begins to oxidise, the fl
ame lengthens to a height of 9 m. After this, the converter is returned to horizontal position and air
blast shut off, steel is poured into ingot moulds.
The LD process, also known as the basic oxygen process, was developed in the mid-20th
century by Austrian engineers Karl von Linz and Georg Donawitz. It involves blowing pure
oxygen through molten pig iron to remove impurities and produce steel. The process is more
efficient than the Bessemer process because it allows for precise control of the composition
and temperature of the steel.
IRON CARBON EQUILIBRIUM DIAGRAM
Heat Treatment of Carbon Steel

There are different heat treatment processes which are listed below:
Normalizing
Heating to a suitable temperature, between 800-930 degrees Celsius, dependent on steel specification,
holding at temperature followed by cooling in still air. Relieves internal stresses, refines the grain
structure and improves mechanical properties.
Annealing
Heating and holding at a suitable temperature and cooling slowly in the furnace with the object of
softening the steel, improving machinability and cold working properties.
Stress Relieving
Usually carried out after rough machining or cold work to remove stresses. It is usually carried out at a
temperature range of 550-650 degrees Celsius, followed by cooling in air.
Hardening
Heating to a temperature above the critical range, holding for sufficient time at that temperature
followed by quenching in a suitable medium such as water or oil.
Tempering
Carried out immediately after hardening to relieve stresses, remove brittleness and reduce hardness to
the required range. Usually carried out between 150 – 650 degrees Celsius, and cooling in air.
Nitriding
A process which produces a very hard case by the absorption of nitrogen into the surface of the steel.
Depending on the specification, hardness figures up to 1100 VPN can be attained, whilst minimizing
distortion of the workpiece.
Carburising
The diffusion of carbon into the surface of a steel that is low in carbon by heating in a solid, liquid, or
gaseous medium, containing carbon at a temperature around 900 degrees Celsius. Allows a hard case to
be produced on low carbon steels to achieve.
Induction Hardening
A surface hardening process where a component is heated by electrical induction followed by immediate
quenching. The surface hardness will depend on the carbon content of the steel. For ideal results this is
usually in the range 0.40%-0.45%C.
STRESS STRAIN DAIGRAM
Stress corrosion cracking (SCC) is the cracking induced from the combined influence of
tensile stress and a corrosive environment. The impact of SCC on a material usually falls
between dry cracking and the fatigue threshold of that material.
Metal fatigue, weakened condition induced in metal parts of machines, vehicles, or
structures by repeated stresses or loadings, ultimately resulting in fracture under a stress
much weaker than that necessary to cause fracture in a single application.
IMPORTANT QUESTIONS ON VIBRATION
Mechanical testing of materials

Testing of Materials Materials are tested to determine:
Mechanical properties
Chemical composition
Suitability for a particular application
Sub-surface defects of raw materials and components.
Tests on materials can be broadly classified as non-destructive and destructive tests.
The difference between destructive and non destructive testing
DESTRUCTIVE TEST- In Destructive Testing, for example, a piece of the material might be
scraped away for analysis or altered in some other way onsite.
Tensile Testing
Tensile testing is a destructive test used to determine the tensile strength of a
material by pulling it apart until it fractures. The test involves applying a tensile force
to a material sample until it breaks. Tensile testing is commonly used to evaluate the
strength and elasticity of materials such as metals, plastics, and composites.
Compression Testing
Compression testing is a type of destructive test used to determine the compressive
strength of a material by crushing it until it fails. The test involves applying a
compressive force to a material sample until it collapses. Compression testing is
commonly used to evaluate the strength of concrete, ceramics, and polymers.
Bend Testing
Bend testing is a destructive test used to evaluate the ductility and toughness of
materials by bending them until they fracture. The test involves applying a force to a
material sample until it bends to a specified degree or until it fractures. Bend testing
is commonly used to evaluate the properties of materials such as metals and plastics
for ductility.
Impact Testing
Impact testing is a type of destructive test used to evaluate the resistance of
materials to impact and shock. The Impact Test involves striking a material sample
with a pendulum or a falling weight and measuring the energy required to fracture it.
Impact testing is commonly used to evaluate the toughness and durability of
materials such as metals, plastics, and composites.
Fatigue Testing
Fatigue testing is a destructive test used to evaluate the durability and resistance to
the cyclic loading of materials. The test involves subjecting a material sample to
repeated loading and unloading until it fails. Fatigue testing is commonly used to
evaluate the properties of metals and polymers subjected to cyclic loading in service.
Hardness Testing
Hardness testing is a destructive test to evaluate materials' hardness, strength and
wear resistance. The test involves pressing a hard object into the surface of a
sample material and measuring the depth of the indentation.
Corrosion Testing
Corrosion testing is a destructive test used to evaluate the corrosion resistance of
materials. The test involves subjecting a material sample to corrosive agents in a
controlled corrosive environment and measuring the corrosion rate.
The 8 Most Common NDT Methods

Here are the eight most commonly used NDT techniques:
Visual NDT (VT) Definition: Visual Non-Destructive Testing is the act of collecting visual
data on the status of a material. Visual Testing is the most basic way to examine a material
or object without altering it in any way.
Ultrasonic NDT (UT) Definition: Ultrasonic Non-Destructive Testing is the process of

transmitting high-frequency sound waves into a material in order to identify changes
in the material’s properties.
Radiography NDT (RT) Definition: Radiography Non-Destructive Testing is the act

of using gamma- or X-radiation on materials to identify imperfections.
Eddy Current NDT (ET) Definition: Eddy Current Non-Destructive Testing is a type
of electromagnetic testing that uses measurements of the strength of electrical
currents (also called eddy currents) in a magnetic field surrounding a material in
order to make determinations about the material, which may include the locations of
defects.
Magnetic Particle NDT (MT) Definition: Magnetic Particle Non-Destructive Testing is the act
of identifying imperfections in a material by examining disruptions in the flow of the magnetic
field within the material.
Acoustic Emission NDT (AE) Definition: Acoustic Emission Non-Destructive Testing is the
act of using acoustic emissions to identify possible defects and imperfections in a material.
Dye Penetrant NDT (PT) Definition: Dye Penetrant Penetrant Non-Destructive Testing (also
called Liquid Penetrant Testing) refers to the process of using a liquid to coat a material and
then looking for breaks in the liquid to identify imperfections in the material.
Leak Testing (LT) Definition: Leak Non-Destructive Testing refers to the process of studying
leaks in a vessel or structure in order to identify defects in it.
Sources of Pollution from Ships

When compared with land-based industry, ships are minor contributors to marine pollution.
Atmospheric inputs and land-based discharges account for 77% of the marine pollution, whereas
ships are responsible for around 12%
The sources of pollution from ships, are:
Oil
Dangerous goods in bulk and packaged form
Chemicals and liquefied gases in bulk
Ballast water
Sewage
Garbage
Anti-fouling paints
Exhaust emissions
Ozone depleting substances
Cargo vapor emissions
INCINERATOR
As per Annex VI of MARPOL 1973/78 Convention of IMO for prevention of air pollution from ships,
the guidelines regarding the waste material storage and disposal of waste at sea need to be strictly
followed.
The following materials are not to be incinerated:
1. Annexe I, II and III cargo residues of the present Convention and related contaminated materials of
various packings.;
2. Polychlorinated biphenyls (PCBs)
3. Garbage, as defined in Annex V of the present Convention, containing more than traces of heavy
metals; and refined petroleum products containing halogen compounds
4. Incineration of sewage sludge and sludge oil generated during the normal operation of a ship may
also take place in the main or auxiliary power plant or boilers, but in those cases, shall not take place
inside ports, harbours and estuaries
The temperature of the flue gases must be monitored and should not be less than 850 deg C for
continuous feed and reach 600 deg C within 5 minutes (time may vary depending upon the
capacity of incinerator) for a batch feed.
Types of Marine Incinerators
Vertical cyclone type and horizontal burner type are the two most commonly used incinerators on
the ships.
Horizontal Burner Type The setup is similar to a horizontal fired boiler with a burner arrangement
horizontal to the incinerator combustion chamber axis. The ash and non-combustible material
remaining at the end of the operation are to be cleared out manually.
Vertical Cyclone Type In this type, the burner is mounted on the top and the waste to be incinerated
is introduced into the combustion chamber from the top. A rotating arm device is provided to
improve combustion and remove ash and non-combustibles from the surface.
The important parts of the incinerator are:
1. Combustion chamber with diesel oil burner, sludge burner, pilot fuel heater and electric control
panel
2. Flue gas fan which may be fitted with flue gas damper or frequency inverter.
3. Sludge service tank with a circulating pump and heater.
4. Sludge settling tank with filling pump and heater (Optional)
5. Water injection (Optional) 6. Rotating arm to remove ash and non-combustibles (for vertical
cyclone type)
Incinerator Operation
A sludge burner is placed in the incinerator to burn and dispose of 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 of 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 of. 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 sterilise and remove odour 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.
Starting and Stopping Incinerator
 Keep the incinerator chamber inlet outlet and burner parts clean. A daily inspection must be
carried out before the start in the morning.
 Do not throttle the air/steam needle valve more than 3⁄4 turn closed. If the pressure
increases above the defined limit, clean the sludge burner nozzle .
 If experiencing any problem with a high temperature in the combustion chamber, flue gas or
control of sludge dosing, replace the dosing pump stator .
 Do not transfer sludge to the service tank during sludge burning in a single tank system as it
can damage the refractory.
 Never load glass, lithium batteries or spray cans in the incinerator. Avoid loading large
amounts of oily rags or filter cartridges as all these may damage the flue gas fan.
 Inspect the cooling jacket every six months (open the cover plates) and clean as required
with steam or hot water. Read the instruction manual, and never change any settings unless
instructed by the makers.
ALARMS ON INCINERATOR:
1. Flame Failure Alarm Dirty flame sensor can cause this alarm. Clean the sensor as required.
Defective sensor has to be replaced. Other reasons for flame failure alarm are: Dirty Burner / Ignition
failure / Blocked diesel oil nozzle / defective flame sensor / defective solenoid valve / incorrect
opening of air damper / clogged fuel filter.
2. High Flue Gas Temperature Alarm Possible reasons are: Defective sensor / Blocked air-cooling
inlet / Faulty inverter and transmitter / Leaking or defective solenoid valve / Defective pressure
control / Clogged slot in cooling panel / Throttling brick fallen out.
3.High Combustion Chamber Temperature Alarm Possible reasons are: Faulty alarm sensor / Solid
waste inside the incinerator is more in quantity / Poor refractory condition / Outlet blocked with slag
/ Blocked slot at the combustion chamber floor level.
4. Sludge Oil Leaking Sludge oil leaking mainly takes place from the base plate corners of the
combustion chamber. Other possible reasons are: Improper opening of oil burner air damper / Very
low under-pressure / Closed Atomizing valve / Incorrect valves in Programmable logic controller (PLC)
/ Blocked sludge nozzle atomizing slot
5. Cracks in Refractory of Combustion Chamber The main reason for cracks in combustion chamber
refractory is rapid change in temperature caused by filling of water in the sludge tank during sludge
operation at high temperature. It should always be noted not to fill the sludge tank when the sludge
is burning. / Vibrations of the machinery are also a prime reason for this problem. Adequate deck
support should be reinforced to prevent this. / Leaking door gaskets can also lead to this issue. Adjust
and change the gaskets whenever required. Refractory failure occurs due to various reasons. The
presence of sodium/vanadium in the fuel burnt in incinerator causes softening of refractory bricks
which is termed as slagging failure.
6.Draft failure / Low Pressure Alarm One of the main things to check for solving problems related to
draft failure or extremely low under pressure alarm is faulty pressure sensor. Other possible reasons
are: Damaged door gasket / Broken fan belt / Wrong rotation of fan direction / Failure in opening of
flue gas damper / Leakage in sensor tube
7.Leaking Mechanical Seal Sludge pump In order to prevent leaking of mechanical seal, it should be
noted that the sludge pump is not running dry for a long time. If need arise, change the seal. Also,
large amount of debris in the sludge can also damage the mechanical seal. In such cases, restart the
system by flushing and cleaning the lines.
8.Leakage in D.O. Pump Shaft End The main reason for this problem is blocked return. Open the
return valve or remove return blocking. Replace the shaft seal if required.
Above are some of the main issues that occur with the ship’s incinerator. Regular maintenance and
checks are extremely important to ensure smooth and safe operations of this important ship
machinery system.
An engine lubricating oil system performs the following functions:
Lubrication - It forms a film between moving parts. This reduces friction, wear and tear.
Cleaning - It acts as a cleaning agent by taking away the dirt and debris from the running surfaces.
Cooling - It acts as a coolant and maintains the temperature of the moving parts, within tolerable
limits.
Hydraulic activation - It acts as an activating medium on engines provided with hydraulically

actuated exhaust valves. Main engine lubricating oil system.
Main lubrication system consists of storage tanks for storing lubricating oil. Main engine
lubricating oil sump receives oil from the storage tank. Main lubricating oil supply pump draws
suction from the sump and supplies it to the various components of the engine. They include main
bearings, crosshead bearings, crosshead guides, guide shoes, connecting rod bearings, thrust
bearings, chain drive, and piston cooling.
Lubricating oil purification system Main engine lubricating oil is continuously purified
during engine operation. Purification system consists of a purifier which draws lubricating oil from
main engine sump and transfers it back to the sump after purification. The purifiers remove water
and solid contaminants. Proper monitoring and maintenance of this system ensures trouble free
operation of engine.
NOTE-Slow speed diesel engines have a separate lubrication system for cylinder liners as the fuel
burnt in combustion space is high in sulphur content. This results in acidic corrosion of liners due
to formation of dilute sulphuric acid. To prevent this acidic corrosion special lubricating oil is used.
This oil also contains additives to keep the cylinder liner clean.
The Properties Of Heavy Fuel Oil
Catalytic fines: Post the refining process; mechanical catalyst particles (aluminium silicate) remain in
the oil and are not easy to separate. If exceeded in number, this can damage parts of the fuel system
such as an injector, fuel pumps etc. as they have very fine clearance.
Density: Every matter, whether solid, liquid or gas has a specific density. The “fuel oil density” is an
essential factor that indicates the ignition quality of a fuel and is also used for calculating the amount
of fuel oil quantity delivered during the bunkering procedure.
Kinematic Viscosity: Viscosity is the resistance within the fluid which acts against the flow. Kinematic
viscosity represents the dynamic viscosity of a fluid per unit density. The viscosity of fuel is a highly
significant parameter as it is used to determine the ease of atomization and convenience to pump the
fuel within the system.
Calculated Carbon Aromaticity Index (CCAI): The Calculated Carbon Aromaticity Index (CCAI) is a
calculation based on the density and viscosity of a given fuel. As per the formula, the CCAI number is
inversely proportional to efficient combustion. This means that higher the CCAI number, the more
inferior the ignition quality of the fuel. CCAI helps in getting the ignition delay of the fuel and is used
only for the residual fuel such as HFO. The maximum acceptable valve for HFO CCAI is 870 .
Flashpoint: The temperature at which the vapour of the heated fuel ignites is known as the fuel’s flash
point. This is done under specified test conditions, using a test flame. As per SOLAS, The flashpoint for
all heavy fuel oil to be used onboard vessels is set at Pensky–Martens closed- cup 60°C minimum.
Pour point: The pour point is the temperature below which the fuel ceases to flow. Once the fuel oil
temperature goes below the pour point, it forms wax which can lead to blockage of the filter. The wax
formation will also build upon tank bottoms and heating coils, leading to a reduction in heat
exchanging capabilities.
Sulphur: Sulphur in the fuel is one of the main factors for sulphur oxide pollution from ships – a
pollutant which is currently under major scrutiny. As per MARPOL, the current sulphur value for HFO
are:
 3.50% m/m on and after 1 January 2012

 0.50% m/m on and after 1 January 2020
Water content: Water in fuel leads to a decrease in the efficiency of fuel oil and leads to energy loss.
Heavy fuel oil mixed with water, if burnt, will lead to corrosion of internal parts.
Carbon residue: A lab test of fuel can determine the carbon residue in the heavy fuel oil. The fuel
tends to form carbon deposits on the surface of different parts involved in the combustion chamber
under a high-temperature condition. More the amount of hydrocarbons, more difficult to burn the
fuel efficiently.
Ash:The amount of inorganic materials present in the fuel which remain as residue once the
combustion process is over is called ash deposits. These deposits mainly consist of elements such as
vanadium, sulphur, nickel, sodium, silicon, aluminium etc., which are already present in the fuel. The
maximum limit of ash content in the fuel is 0.2% m/m.
What are the Properties of crankcase lubricating oil?
 Viscosity: To be suitable for the purpose

 Viscosity index: To be high
 Pour Point: Must be low
 Flash point: Must be high
 Oxidation stability: To be high
 Carbon residues: To be low
 Total acid number or TAN: To be suitable for the purpose
 Total basic number or TBN: To be suitable for the purpose
 Detergency: For cleaning
 Dispersancy: To facilitate purification
ADDITIVES OF LUBE OIL

 Detergents
Detergents serve to hold the acid-neutralising compounds in solution in the oil. They are
usually alkaline and react with the strong acids (sulphuric and nitric) which form during
the combustion of the fuel and which would cause corrosion to the engine internals if left
unchecked.
 Dispersants
Dispersants keep soot and combustion products in suspension in the body of the oil
charge and therefore prevent deposition as sludge or lacquer. These dispersants
become depleted with time; one important reason for regular oil changes in heavily
contaminated systems.
 Antioxidants
Antioxidants delay or inhibit the processes of decomposition that occur naturally in
lubricants as they ‘age’ or oxidise in the presence of air. These oxidation processes give
rise to formation of gums, lacquers and sludge resulting in an increase in acidity and
viscosity
 Anti-Foam Additives
Substances that prevent foaming. Air entrapment in lubricating oil can cause oil
starvation due to the presence of air bubbles at the contacting surfaces. This may lead to
catastrophic failure of moving components. It is of particular importance for gear box
systems where aeration is often severe during normal running conditions.
 Pour Point Depressants
Mineral oils, especially the higher viscosity and less refined ones, contain paraffin waxes
that start crystallising at low temperatures. This process rapidly increases the viscosity of
the oil and leads to faster crystallisation as the temperature decreases further. Pour point
depressants prevent this rapid viscosity increase, usually by preventing agglomeration of
the initial wax crystals that form.
 Anti-Wear and Extreme Pressure Additives
Both types reduce wear of contacting surfaces. This is attributed to reactions on the
contacting surfaces in the presence of the additive. The most common anti-wear
additives are zinc and phosphorus-based,
 Polymer Thickeners
These additives are used if the viscosity characteristic of an oil at different temperatures
needs to be altered. Multigrade oils, with few exceptions, contain polymers to thicken a
monograde oil of a lighter grade and give it multigrade properties,
 Corrosion Protection
Included to protect vulnerable metal surfaces from atmospheric corrosion, especially
when machinery is idle or during overhaul. Also include alkaline materials to neutralise
strong acids as they are formed during combustion. This group of materials also provide
detergency.
CONTAMINANTS
Factors influencing the service life of lubricants are
Base oil degradation - leads to surface deposits
Additive depletion - loss of specific properties
Contaminants - causes a chemical change.
Microbial degradation - accelerates corrosion
Base oil degradation The base oil degrades due to oxidation. Many factors contribute to oxidation
including heat, contaminants and base oil quality. Oil temperature plays a large role in the rate of
oxidation. The primary products of oxidation are peroxides, dienes, free fatty acids. Other reasons
are thermal degradation and hydrolysis. So, most lubricants are formulated with antioxidants. When
the antioxidants are consumed, the base oil begins to oxidize. Oxidation of oil leads to surface
deposits and corrosive wear.
Additive depletion Additives such as antioxidants enhance the properties of the base oil. Other
additives perform functions the base oil cannot. Antiwear, extreme pressure, detergents and
dispersants are examples of such additives. Even if a lubricant's base oil is in good condition, the
lubricant can no longer perform all its duties when certain additives are depleted. Additives are
depleted due to a number of different reasons. Water can react with certain additives (hydrolysis),
and also can attract and remove others (water washing). Some additives are removed by particle
contaminants and others are simply used up when performing their intended functions. It is possible
to replace additives by draining and replacing a portion of the sump's volume.
Contaminants -The major contaminants and their sources are as follows: Water - leaking glands and
valves, coolers, heaters, purifiers and steam heating coils Fuels and acids - products of combustion
which have blown past the piston rings and glands, leaking seals of fuel cams. Diesel contamination
reduces the viscosity of lubricating oil in diesel engines. Solids - by products of combustion and from
outside source during maintenance.
Microbial degradation Bacterial attack on lubricating oil takes place due to invasion of microbes into
the system. Microbes form a long chain, accelerate corrosion, and keep corrosion products such as
iron oxides in suspension. Lubricating oil loses its properties and starts deteriorating. Contamination
begins with the ingress of water in the oil. Various sources of water ingress are condensation,
bunkers, contaminated coastal water in bilges.
Indications
Stable water content even after purification
Rotten egg smell
Increased acidity
Filters and valves getting choked often
Crankcase paint discoloration
Staining of white metal bearings

Effects
Corrosion of the system shows two distinct phenomena_
Golden brown film on steel work
Bearings and journals finely pitted
Remedy and prevention
If a system suffers from microbial attack drain the oil, clean and disinfect the system. Take a fresh
charge of oil and flush the system thoroughly. Incinerate the drained oil.
To prevent microbial attack:
Avoid water accumulation by regular draining.
During lay up or drydock oil should be regularly circulated as stagnant oil is more prone to microbial
attack.
Operate the purifier correctly. Keep engine room tank tops clean
Sampling
Representative sampling is vital for carrying out onboard tests.
The following procedure is recommended for collecting lubricating oil samples.
Take a clean container.
Ensure machinery is running .
Drain few litres of oil to remove settled water.
Always use same recommended sampling point
Collect about 1 litre of sample
Allow the sample to cool to room temperature (to avoid condensation in sample bottle, which may
falsify the results)
Transfer the sample into sampling bottle to required level Label the sample bottle with date, vessel
name, machinery running hours, type of oil and sampling point.
Tests
The tests carried out onboard to determine the quality of lubricating oil are: Drop test, Water
content test and Viscosity test
NOTE_It is recommended that oil should be changed if one or more of the following limiting values
are reached:
1. 5% change in the viscosity from original
2. 0.5% contamination of the oil
3. 0.5% emulsification of the oil
4. 1.0% Conradson carbon value 5. 0.01 mg KOH/g Total Acid Number

Types of Contaminants and Oil Maintenance
The types of contaminants which should be removed rapidly and completely are:
1. Water is possibly the most common contaminant. In diesel engines, especially when burning
residual fuel, aqueous mineral or organic acids are also present as contaminants.
2. Dirt, dust and foreign matter, including rust and scale, weld spatter, core sand, silica from the
atmosphere, wear particles from bearings, cylinders and gears, paint and jointing compounds,
fibrous material etc.
3. Carbonaceous compounds and sludge from incomplete combustion of fuel
To prevent these substances from entering into the lubricating system, methods adopted are
broadly classified into:
1. Allowing settling out of contaminants under static conditions
2. Centrifugal separators commonly described as centrifuges
3. Mechanical strainers and filters; coarse and fine
4. Absorbents
In general the coarser the filter, in terms of particle size which can pass through, the greater the
throughput.
Conversely, the finer the degree of filtration the smaller the oil throughput, or alternatively, for a
given throughput, larger the filter required.
Full Flow Filters Full flow filters, i.e. filters which have a capacity large enough to cope with the full
rate of oil circulation, are usually restricted in their fineness of filtration down to about 0.08mm,
largely because of space limitations. In general, for marine diesel engines the full flow filtration
equipment usually consists of a relatively coarse suction strainer (in duplicate) which will remove
particles exceeding about 0.25 mm. These may be simple metallic gauge filters, sometimes
incorporating magnets for removal of wear particles from cylinders or gear, or somewhat
sophisticated edge-type metal plate mechanical filters may be fitted. It is usual to fit duplicate finer
strainers on the discharge side of the circulating oil pump.
Fine Filters Fine filters, generally used on the by pass principle are widely used. These are capable of
removing solids down to a particle size of 1 to 2 microns. In the past, the majority of fine filters could
only tolerate relatively small quantities of water, but the manufacturers have now developed larger
units suitable for diesel engine lubricants, including detergent oils, which have a much greater
tolerance for water.
Centrifugal Separators For marine diesel installations, for both crosshead and trunk-piston engines,
the centrifuge is much more widely used for by-pass (or batch) filtration. An efficient centrifuge, used
as a purifier, can operate satisfactorily with continuous water contamination of the oil exceeding 10
percent. Operated at optimum efficiency, several centrifuges are available which remove water down
to about 0.25 percent and solid contaminants down to about 2 to 3 microns.
Lubricating Oil Purification System Purifier piping system arrangement normally provides for two
methods of operation: batch purification or continuous purification. Batch Purification For batch
purification, in port, the lubricating oil is first transferred from the sump to the dirty oil tank using
the purifier pump or transfer pump. A steam heating coil should be installed at the bottom of the
tank capable of maintaining the oil at a temperature of about 60°C. It should be allowed to settle for
at least 24 hours with the heating coil in use. Water and sludge should be drained off periodically.
The oil should then be passed through the centrifuge at its optimum efficiency and then pumped
back into the main drain tank. This method of treatment ensures that all the oil is thoroughly
cleaned.
Continuous Purification For continuous purification, oil is taken from a sump through the purifier
and run back to the same sump while the plant is operating. This procedure is also used in
conjunction with the purifier and sump heaters to warm the system up prior to getting underway.
Types of Lubrication
There are four types of lubrication.
Boundary lubrication
Hydrostatic lubrication
Hydrodynamic lubrication
Elastohydrodynamic lubrication
Boundary lubrication
Boundary lubrication is a condition where a complete fluid film does not develop between rubbing
surfaces. Reduced film thickness causes a temporary dry contact between the surfaces. Boundary
lubrication is also called thin film lubrication.
Example - Lubrication between piston rings and liner
Hydrostatic lubrication In heavily loaded bearings, the viscosity of fluid alone is not sufficient to
maintain a film between the moving surfaces. These bearings require higher fluid pressures to
support the load until the fluid film is established. The pressure is supplied by an outside source.
Example - Lubrication between crosshead bearing and crosshead pin
Hydrodynamic lubrication is a condition where a continuous unbroken oil film separates the moving
surfaces, eliminating metal contact. The pressure is generated within the bearing by dynamic action.
In the hydrodynamic lubrication, a fluid wedge is formed by the relative surface motion of the
journals over their respective bearing surfaces. The pressure produced within the oil wedge of a
rotating journal is greater than the pressure in the lubrication system. Hydrodynamic lubrication is
also referred as full film lubrication.
Example - Lubrication between main bearing shell and crank journal.
Elastohydrodynamic lubrication This is defined as a condition where lubrication occurs between

point contact and line contact of the moving surfaces. In case of point and line contacts,
hydrodynamic fluid lubrication is not fully established, and elasto hydrodynamic lubrication exists
due to elastic deformation of metallic surfaces. This is also known as squeeze film lubrication.
Example - Lubrication between roller surfaces in a roller bearing.
TWO STROKE MAIN ENGINE LUBRICATING SYSTEM
Typical Two-Stroke Main Engine Lubricating Oil Circulating System
Lubricating oil is stored in the bottom of the crankcase, known as the sump or in a drain tank located
beneath the engine. The oil is drawn from this tank through a strainer by one of a pair of pumps, into
one of a pair of filters. It is then passed through a cooler before entering the engine and being
distributed to the various branch pipes. The lubricating oil is supplied to the main bearings,
crosshead bearings, camshaft and camshaft drive, vibration dampers, turbocharger and so on. Some
of the turbochargers are supplied by turbocharger lubricating oil from separate turbocharger
lubricating oil tank, see figure 1. Most of 2 stroke crosshead engines are fitted with independent
cylinder oil systems, for the lubrication of the piston rings. They use separate pumps to supply oil
under pressure to the liner. The cylinder oil is stored in one or more or, two tanks and is transferred
daily to a small capacity tank by gravity from which it passes to the cylinder lubricators on the
engine. All the circulating oil are drained or returned to the drain tank. It is very important to keep
the engine lubricating oil as clean as possible. Water and solid contaminants held in suspension are
to be removed using centrifugal separators as shown in figure1. Separator type is self-cleaning
purifier. Separator is run continuously, so as to reduce particles and water contaminants in the
lubricating oil. The pump takes circulated system oil from the drain tank through a suction filter. The
oil then passes through a heater to the separator. And the purified oil is stored in the clean
lubricating oil tank or supplied to drain tank for continuous circulation. Separator also takes the dirty
oil from the dirty lube oil tank or residual tank. The sludge is discharged to the sludge tank.
IMPORTANT QUESTIONS
C:\Users\Sushant\Downloads\Lubricants.pdf
C:\Users\Sushant\Downloads\Fuels_and_Combustion.pdf
What is metal corrosion?
Corrosion is the deterioration of a material as a result of chemical reactions
between itself and the surrounding environment. Although corrosion affects
materials other than metals, including polymers and ceramics, the term is most
often associated with the degradation of metals.
Preventing corrosion includes the following strategies:
1. The selection of appropriate materials

2. The engineered design of the product
3. Employing protective methods (coatings, anodes, etc.)
4. Proper component installation & maintenance
5. Employing best-in-class research, development, and testing
The following are some of the most common.

 Stress Corrosion Cracking. While looking at your part with an eyelet, you
notice small, hairline fractures visible on the corners. ...
 Pitting Corrosion. ...
 Erosion Corrosion. ...
 Crevice Corrosion. ...
 Selective Leaching. ...
 Uniform Corrosion. ...
 Intergranular Corrosion. ...
 Galvanic/Bimetallic Corrosion.
The above metallic corrosion types can be divided into two main groups :
1. Wet corrosion, where the corrosive environment is water with dissolved species i.e. mostly ionic
reactants. The liquid is an electrolyte and the process is typically electrochemical.
2. Dry corrosion, where the corrosive environment is a dry gas. Dry corrosion is also frequently called
chemical corrosion and the best-known example is high-temperature corrosion.
Marine Growth Prevention System

The causes and effects of marine growth in a ship’s system:
 Marine growth on ship’s hull results in reduced efficiency which can lead to loss of vessel
speed, increased fuel consumption and loss of time.
 Sea water contains both macro and micro marine organisms such as sea worm, molluscs,
barnacles, algae, hard shells like acorn barnacles etc. These organisms stick to the surface of
the ship and flourish over there, resulting in marine growth.
Consequences of Marine Growth and Marine Fouling
As the marine organisms grow, they block and narrow the passage of cooling water in the ship’s
system resulting in the following factors:
 Impairing the heat transfer system.

 Overheating of several water-cooled machineries.
 Increase in the rate of corrosion and thinning of pipes.
 Reduced efficiency which can lead to loss of vessel speed and loss of time.
To avoid formation of marine growth MGPS or marine growth preventive system is used onboard
ship.
Description and working of MGPS is as follows:
 The process involves usage of copper, aluminium and ferrous anodes.

 The anodes are normally fixed in pairs in the main sea chest or in such place where they are
in the direction of the flow of water.
 The system consists of a control unit which supplies impressed current to anodes and
monitors the same.
 While in operation, the copper anode produces ions, which are carried away by water into
the piping and machinery system.
 Concentration of copper in the solution is less than 2 parts per billion but enough to prevent
marine life from settling.
 Due to the impressed current, the aluminium/ferrous anode produces ions, which spread
over the system and produce an anti-corrosive film over the pipes, heat exchanger, valves,
refrigeration and air conditioning unit etc, internally.
The Marine Growth Prevention System (MGPS) has been developed for ships with the sole purpose
of tackling marine organism growth, preventing it from depositing on the ship’s interior piping
systems
The three types of alloys used for anodes are:
Copper Alloyed Anodes: This is the most used type to prevent marine fouling in piping, strainers,
heat exchangers, pumps etc.
Aluminium Alloyed Anodes: This type is used in conjunction with copper alloy anodes to prevent
corrosion throughout the ferrous piping system.
Ferrous Alloyed Anodes: They are used in conjunction with copper alloy anodes to prevent corrosion
throughout Cu/Ni pipework.
An MGPS system can be installed on the ship in following ways:
Anodes Mounted on Sea Chest: They are commonly installed in new buildings and have a working
life such that they can run till the next drydocking.
Anodes Mounted in strainers in the seawater pipeline: They have an advantage of replacing the
anodes without affecting the seawater supply to ship’s system
Marine Growth Protection System (MGPS) Working Principle:
 MGPS is based on the electrolytic principle and consists of copper, aluminium and ferrous
anodes which are fed with an impressed electrical current from a control panel.
 The anodes are usually mounted in pairs in the ship’s sea chest or strainer where they are in
direct contact with the flow of water entering the seawater lines. The anodes can be
mounted on independent treatment tank for other convenience.
 In operation, the copper anode produces ions which are transported by the seawater and
carried into the pipework system and equipment beyond. At the same time, the slow
dissolution of the aluminium / ferrous anode produces ions which spread throughout the
system and produce an anticorrosive layer on the internal surface of pipes.
Advantages of Using MGPS:
1. Based on the electrolytic principle, providing continuous and reliable protection from marine
growth without the use of chemicals.
2. A dual system combining pipework anti-fouling and corrosion suppression.
3. Environmentally safe. Meets all environmental protection standards
4. Reduces energy consumption
5. Maintains plant and equipment at high efficiency
6. Reduces cleaning costs of pumps, pipes, valves, sea chests, gratings, heat exchangers, etc.
7. Improved heat transfer in heat exchangers
8. Increases life span of plant and equipment
9. Provides continuous maintenance free protection for years
10. Lower capital and operating costs than any competing technology.
MAINTENANCE OF MGPS:
1. Daily Checks: Recommended to record the current readings, or at least deviations, for each anode
daily on a log sheet. This will ensure that anomalies can be dealt with promptly and reduce the
chance that crew will forget to adjust from ‘in use’ to ‘not in use’ settings. The record of the current
settings will help in determining the cause of any problems that might arise.
2. Current Settings: The instruction manual gives the recommended current setting for each anode.
The seagoing current settings are adjusted manually. If there is evidence of mussel or other marine
growth beginning to appear in strainers or heat exchangers, adjust this setting for the copper (A/F)
anodes upwards in increments of 0.2 amps until new growth ceases to appear. Each increment
should be left set for 30 days before further adjustment up or down.
3. Anode Life: As Maker has no control over anode current settings after a system has been
commissioned, anode lifetime cannot be guaranteed. In the case of new builds at shipyards located
in fouling prone areas, it may be desirable to operate the system during the outfitting afloat stage.
Owners must take this period into account when estimating the time to re-order anodes.
4. Fresh Water: When navigating rivers and lakes (fresh water) for more than a few days, maker
recommends switching off the system until the vessel returns to salt water.
5. Seawater Supply Management: The assumption in determining anode current values is generally
that all sea valves, except for high suctions for use in shallow muddy or sandy water, are normally
open, and only closed during strainer cleaning. Any departure from this mode of operation may lead
to insufficient dosing in some seawater systems. Some operators have found that where dosing
appears to be insufficient, and overheating of engines is not a problem, light growth can be stopped
by recirculating dosed seawater to the sea-chests instead of overboard. This can avoid increasing
current settings and shortening anode life.
EQUIPMENT
 Intrinsically Safe Equipment Certain equipment in hazardous areas promote fire or ignition
by producing spark. Intrinsically safe equipment do not produce spark or any adverse
thermal effects. So, any explosion or fire in a hazardous region can be prevented by using
intrinsically safe equipment.
 Flameproof Equipment Flameproof equipment plays a major role in the hazardous
environment. It is designed to contain a flame or an explosion so that the ignition of the
surrounding atmosphere can be prevented
 Pressurized or Purged Equipment Purging or pressuring is done to eliminate the presence of
hazardous gases. This technique plays a vital role in the safety of LNG transportation.
GAUGES
 Liquid level gauges help to track and monitor the LNG level in the tank. There are many
types of liquid level gauges available as per the requirement
 Float gauge is one of the commonly used equipment for measuring LNG liquid level. Proper
installation and periodical maintenance of the float gauge should be carried out. This
equipment gives accurate readings of the liquid level.
 Nitrogen bubbler gauge is one of the equipment to measure the pressure inside the
LPG/LNG tank. It is a simple technique to find the LPG/LNG liquid pressure. This gauge also
helps to determine the density of LPG/LNG.
 Differential Pressure Gauges This equipment helps to find the differential pressure between
the vapour and the liquid inside the LNG tank.
 Capacitance gauge is used to know the level of the LPG/LNG liquid in the tank. This is one of
the intrinsically safe devices. Capacitance gauge is one of the commonly used gauges in all
the LPG/LNG tankers.
 Radar Gauges Level of liquefied gases available in tank or a container can be monitored by
the application of radar gauge. With the aid of radar technology, radar gauges are employed
in marine industry to monitor the level of the liquefied gases, particularly LNG, in their
respective tanks.
The most common problems found in a ship’s hydraulic operated remote valve system and
remedies are illustrated below:
1. The hydraulic supply pump is not starting:
 Indications: No running indication lamp light/Low oil pressure alarm active/Low oil level
alarm active.
 Causes and remedy:
Electrical problem: Low Voltage/Disconnection of wire/A problem in electric motor. Check
voltage / check wire connections / check motor and winding
Pump problem: Blocked motor/Blocked pump Change to stand by pump / Check motor or
pump for free revolution / Overhaul motor or pump is necessary
Oil problem: Leakage of oil / Wrong setting of oil level switch Check oil level / Check and
rectify leakage / Ensure tank level is appropriate/Re-set the oil level switch / Clogged inlet
filter (if provided)
2. Clogged Circuit
 Impurities: Use of low-grade oil / Improper cleaning after overhauling. Check source of
impurity/use of good quality oil / ensure cleaning after overhaul.
 Foreign substance: Access to foreign material during repairs / Access to external substance
during oil filling Ensure to clean the system properly after repairing/ Inspect the tank after
cleaning for left out rags/clothes.
 Inefficient Flushing operation: Flush the whole installation Burst/clogged filter cartridge:
Clean the filter / Change the filter cartridge.
3. Unusual Noise from Pump:
 Air ingress at the suction of the pump: Check the tightness of the pump suction circuit Purge
the air from the circuit.
 Damaged pump parts: Switch to standby pump / Overhaul the affected pump /Change the
bearing.
 Defective motor-pump coupling: Check the coupling for damage / Check the tightness of
coupling bolts/ Check the motor- pump coupling shaft alignment/ Replace coupling, if
required.
4. Slow valve movement:
 Defective control valve operation: Check control valve operation
 Clogged flow reducer: Check flow reducer adjustment
 Clogged filters: Clean the clogged filter.
 Low oil pressure: Clean the clogged filter/Check and maintain oil pressure
 Low oil temperature: Check and maintain oil temperature / Preheat the oil in cold weather.
 Damaged valve actuator: Check actuator operation / Check valve torque
5.Jerking valve Operation:

 Pressure surge; Carry out air purging of the system
 Air in the system: Carry out purging /Maintain pressure.
 Faulty accumulator: Overhaul the faulty accumulator
 Faulty actuator: Overhaul the faulty actuator
6.Valve does not shut entirely:
 Internal leakage of hydraulic actuator: Check the pressure on actuator after the operation, if
the pressure is decreased quickly, check the seal on the actuator and if required, replace the
seal with new ones.
 Oil pressure too low: Maintain the rated pressure in the hydraulic system. The problem in
relief and check valve: Check the operation of relief and check valve. Replace with a new one
if faulty. The operation time of the valve is too slow: Check the operating time of the valve
and adjust the same to the recommended timing prescribed by the maker.
IMP QUES_With reference to automation and control systems explain the meaning of following
terms with examples.
a. Two step control

b. Proportional plus integral control
c. Ratio control
ANS_
a. Two step control action is the simplest form of control in which the control action occupies
one of the two preset positions. On / Off control is a two step control since there is a large
deviation in output from the desired value.
Example: Pressure switch controlling start and stop of main air compressor
b. In a proportional plus integral control, the proportional element acts on the deviation
between the output and the desired value. However the action results due to the
difference between the desired value and offset (new desired value). The integral element
removes this offset.
Example: A boiler water level control system employs P+I control to maintain the water
level at the desired value by removing offset and instability
c. A ratio control system maintains the relationship between two variables to control a third
variable.
Example: A boiler combustion control system is where the ratio between the air and fuel
must be controlled to ensure good combustion. The air flow is adjusted by dampers to
match the fuel flow.
IMPORTANT QUESTIONS
quest 2
PROPULSION SYSTEM
The main propulsion machinery which drives the propeller may be a:
 Single acting two stroke slow speed engine

 Unidirectional four stroke medium speed engines with a gear box
 Steam turbine with a gear box
 Electrical propulsion
STERN TUBE OIL LUBRICATION SYSTEMS

PROPELLERS
Propellers are be classified on the basis of several factors. The classification of different types of
propellers is shown below:
A) Classification by Number of Blades Attached:
3 BLADE PROPELLER
A 3 blade propeller has following characteristics:
 The manufacturing cost is lower than other types.

 Are normally made up of aluminium alloy.
 Gives a good high speed performance.
 The acceleration is better than other types.
 Low speed handling is not much efficient.
4 BLADE PROPELLER
 The manufacturing cost is higher than 3 blade propellers.

 4 blade propellers are normally made up of stainless steel alloys.
 Have better strength and durability.
 Gives a good low speed handling and performance.
 Has a better holding power in rough seas.
 4 blade propeller provides a better fuel economy than all the other types.
5 BLADE PROPELLER
 Manufacturing cost is higher of all.

 Vibration is minimal from all the other types.
 5 blade propellers have better holding power in rough seas.
B) Classification By pitch of the blade:
Pitch of a propeller can be defined as the displacement that a propeller makes for every full
revolution of 360°. The classification of the propellers on the basis of pitch is as follows. The two
types of propellers are solid fixed-pitch propeller and controllable pitch propeller.
Fixed Pitch Propeller
 The blades in fixed pitch propeller are permanently attached to the hub.
 The fixed pitch type propellers are casted and the position of the blades and hence the
position of the pitch is permanently fixed and cannot be changed during the operation.
 Fixed pitch propellers are robust and reliable as the system doesn’t incorporate any
mechanical and hydraulic connection as in Controlled Pitch Propeller (CPP).
 The manufacturing, installation and operational costs are lower than controlled pitch
propeller (CPP) type.
 The manoeuvrability of fixed pitch propeller is also not as good as CPP. In a solid fixed-pitch
propeller, the pitch at any point is fixed.
 Solid fixed pitch propeller can be right handed or left handed based on the rotation of the
propeller while moving in the ahead direction.
A right handed propeller turns clockwise when viewed from aft. Most single screw ships have right
handed propellers.
A left handed propeller turns anticlockwise when viewed from aft. In a twin screw ship, right handed
starboard propeller and a left-handed port propeller are used.
Controllable Pitch Propeller (CPP)
 A Controllable Pitch Propeller (CPP) is a type of marine propulsion system where the
pitch (angle of attack) of the propeller blades can be adjusted to optimize the
propulsion efficiency of the ship under different operating conditions.
 The pitch can be adjusted to control the speed, direction, and thrust of the ship. This
makes it an ideal propulsion system for vessels that require high maneuverability,
such as tugboats, ferries, and military vessels.
Advantages
 Allow greater manoeuvrability.

 Allow engines to operate at optimum revs.
 Allow use of PTO alternators.
 Removes need for reversing engines.
 Reduced size of Air Start Compressors and receivers.
 Improves propulsion efficiency at lower loads.
Disadvantages
 Greater initial cost.

 Increased complexity and maintenance requirements.
 Increase stern tube loading due to increase weight of assembly, the stern tube bearing
diameter is larger to accept the larger diameter shaft required to allow room for OT tube.
 Lower propulsive efficiency at maximum continuous rating.
 Prop shaft must be removed outboard requiring rudder to be removed for all prop
maintenance.
 Increased risk of pollution due to leak seals.
Operation Modes There are two main methods of operation of a vessel with a CPP.
 Combinator - For varying demand signals both the engine revs and the pitch are adjusted to
give optimum performance both in terms of manoeuvrability and response, and also
economy and emissions.
 Constant speed - The engine operates at continuous revs (normally design normal max
working revs), demand signals vary CPP pitch only. This is particularly seen in engines
operating PTO generator systems.
Emergency running In the event of CPP system hydraulic failure an arrangement is fitted to allow for
mechanical locking of the CPP into a fixed ahead pitch position. This generally takes the form of a
mechanical lock which secures the OT tube. Either hand or small auxiliary electric hydraulic pump is
available for moving the pitch to the position correct.
Types of steering gears The steering gears used onboard can be broadly classified into electro
hydraulic type and all electric steering gear based on the actuator mechanism, which turns the
rudder stock.
 The electro hydraulic steering gears are further classified as, Ram & Rotary vane
 Ram steering gear is the common steering system used onboard.
 Based on the number of rams and cylinders, the ram type steering gear is classified as, Two
ram & Four ram
Variable capacity pumps are of two types:
Radial piston pumps - The variable stroke pump having radial piston is driven by a constant speed
electric motor. Its output is controlled by a simple push pull rod attached to the floating ring in the
pump. Without stopping the pump, the output can be varied from zero to maximum delivery in both
directions. The fluid pressure increases without any shock load on the pipe lines.
Axial Piston Pump- The axial piston pump is driven by a constant speed electric motor. The
rate of delivery and the direction of oil flow are varied by the angular movement of the
swash plate. Stepless changes of pump delivery from zero to maximum in either direction is
achieved through lever or servo controls.
 RAM TYPE- Ram Type steering gear comprises of hydraulic pumps, reservoirs, cylinders and
rams. The pressurised oil is supplied to the cylinder, which acts on the ram. The linear
motion of the ram is converted to rotary motion of the rudder stock by the tiller. The rudder
can be actuated by two rams and cylinders or four rams and cylinders
EXAM QUESTIONS ON RAM
C:\Users\Sushant\Downloads\Ram_Steering_Gear_-_Operations.pdf
 Rotary Vane Type RAM type operation, the discharge from the variable delivery pump,
moves the RAMS and their movement is then converted into rotary movement to turn the
rudder. Some energy is lost during this process. Whereas in a Rotary vane steering system,
the output of the variable delivery pump actuates, the vane and this movement is directly
connected to the rudder, hence more efficient .
Advantages of rotary vane steering gear over ram type:
 Its weight is less It can be fitted without a rudder carrier; (a separate rudder carrier is not
required.
 The rudder weight is taken by the thrust bearing in the unit)
 No transverse load on rudder bearings as the torque is directly transmitted to rudder stock
 It is compact and saves space
Disadvantages of rotary vane steering gear:
 Efficient sealing arrangement is difficult to achieve.

 It has a leakage path from high pressure to low pressure side
 It is limited to ships requiring low rudder torque, because high torque requirement leads to
high pressure requirement Mechanical advantage is unity for all angles
In all electric steering gear systems, the tele-motor and power actuating units are the same. A
separately excited generator system is used. There is no use of hydraulic oil and the steering gears
operate on DC supply.
They are classified as,
 Ward Leonard system

 Contractor operated single motor system
EXAMS GUIDE
Pumps.pdf Rotary_Vane.pdf Ram_Steering_Gear_ Rotary_Vane (1).pdf

System (1).pdf
HEAT EXCHANGER
A heat exchanger is a device used to transfer heat from one medium to another. It is
commonly used in various industries and applications, including refrigeration, air
conditioning, power generation, chemical processing, and food processing.
The basic principle of a heat exchanger is to transfer heat between two fluids that are
at different temperatures. The fluids can be gases or liquids, and the heat transfer
can occur through a solid wall that separates the two fluids. The heat exchanger is
designed in such a way that the fluids flow in a counter-current or co-current
manner, depending on the specific application.
Types of heat exchangers
1. Shell and Tube Heat Exchanger - This type of heat exchanger consists of a
series of tubes that are housed inside a cylindrical shell. The hot fluid flows
through the tubes, while the cold fluid flows around the tubes in the shell.
Heat is transferred from the hot fluid to the cold fluid through the walls of the
tubes.
2. Plate Heat Exchanger - This type of heat exchanger consists of a series of
thin metal plates that are stacked together. The hot and cold fluids flow
through alternate channels between the plates, and heat is transferred
through the walls of the plates.
Patterns of flow in HE Consider a heat exchanger, where transfer of heat takes place between two
fluids across a surface. The fluids can flow in various patterns.
They are laminar and turbulent flow.
 In laminar flow, the fluid particles travel parallel to the pipe walls and there is little radial
movement. Due to this, rate of heat transfer is less.
 In turbulent flow, the laminar layers disappear and there is considerable radial movement.
Turbulence leads to erosion, pumping losses and corrosion by destroying the oxide layer.
NOTE_ Cupro-nickel alloy is commonly used in heat exchangers and possesses a high resistance to
corrosion
Advantages and Disadvantages of Shell type HE
Advantages
 1. Less expensive than Plate type HE

 2. Can be used in systems with higher temperatures and pressures
 3. Pressure drop across a tube sheet is less
 4. Tube leaks are easily to locate and plug by pressure testing
 5. Tubular coolers in refrigeration system can act as receiver also.
 6. Sacrificial anodes can protect the whole cooling system against corrosion
 7. Tubular HE are preferred for lubricating oil cooling because of the pressure differential
 8. Can be made to any size, large or small
 9. Less complicated in design, thereby makes the maintenance easier by ship's crew
Disadvantages
 1. Heat transfer efficiency is lower compared to plate type cooler

 2. Cleaning and maintenance is sometimes difficult since a tube HE requires enough space at
one end to remove the tube nest
 3. Capacity of tube HE cannot be increased, once made.
 4. Requires more space in comparison to plate HE for the same capacity
Shell_and_Tube_Type
.pdf
EXAM GUIDE
Advantages and Disadvantages of Plate HE
The plate coolers are advantageous except for its cost. Nowadays, the expensive titanium plates in
plate coolers are replaced by stainless steel and aluminium brass.
Advantages of plate heat exchangers:
 High heat transfer.

 They are smaller and lighter.
 No extra space is needed for overhaul.
 Plates can be added in pairs to increase capacity.
 Cleaning and maintenance are relatively simple.
 Prolonged interval for cleaning turbulent flow reduces fouling.
 There is no limit to flow velocity.
 Each plate and the design of the gasket prevent the mixing of two liquids.
 The plates are available in different versions of trough geometry.
Disadvantages of plate heat exchangers:
 Any leaks in the plates due to cracks are difficult to locate.

 Joints can deteriorate and may fail due to brittleness.
 Plates, made of titanium are expensive.
 Over tightening can cause permanent damage to the plates.
 Gasketed plate heat exchangers cannot be used for high pressure applications
 Have pressure and temperature limitation of 20 bars and 200 Deg C
Plate_Type.pdf
EXAM GUIDE
PURIFIER
Factors influencing the separation result
Optimizing the purification process Certain parameters should be addressed before the purification
system is started. Out of those parameters, very important parameters are:
 Feed inlet oil temperature

 Density of Oil
 RPM of the rotating bowl
 Back Pressure
 Throughput of oil feed Feed inlet
Oil temperature: Before entering the purifier, the dirty oil passes through the heater. This
increases the temperature, thus reducing the viscosity of the oil to be purified. The lower the
viscosity, the better will be the purification.
Density of Oil: As the dirty oil entering the purifier is heated to reduce the viscosity, the density
also reduces. The lower the density, the better the separation.
R.P.M of the rotating bowl: If the purifier has not achieved full RPM (revolutions per minute),
then the centrifugal force will not be sufficient enough to aid the separation.
Back Pressure: The back pressure should be adjusted after the purifier is started. The back
pressure varies as the temperature, density, viscosity of feed oil inlet varies. The back pressure
ensures that the oil paring disc is immersed in the clean oil on the way of pumping to the clean
oil tank.
Throughput of oil feed: Throughput means the quantity of oil pumped into the purifier/hr. In
order to optimize the purification, the throughput must be minimum.
Lubrication system for centrifuges
The horizontally placed motor drive shaft drives the vertical shaft with the bowl and there is a gear
transmission system for this operation. The gear case is filled with the Lube Oil, which lubricates the
horizontal and vertical shaft gears.
The lubricant should have the following properties:
 High load carrying capacity to reduce the gear tooth and bearing
 wear High oxidation and thermal stability to withstand high thermal loading and resist the
formation of sludge
 Effective corrosion inhibition to protect their components against corrosion.
Pre-checks before starting a Purifier
Before starting a Purifier, following checks are very essential:
 1. If the Purifier is started after an overhaul, then check all fittings are fitted in right manner.
The bowl frame hood locked with hinges.
 2. Check the Oil level in the gear case. Ensure that it is half in the sight glass.
 3. Check the direction of rotation of the separator, by just starting and stopping the purifier
motor.
 4. Check whether the brake is in released position
Starting the Purifier
 1. Ensure the lines are set and respective valves are open. Usually the lines are set from
settling tank to service tank.
 2. Start the purifier feed pump with the 3-way re-circulation valve in a position leading to
settling tank.
 3. Open the steam to the heater slightly ensuring the drains are open so that the condensate
drains. close the drains once steam appears.
 4. Start the Purifier.
 5. Check for vibrations, check the gear case for noise and abnormal heating.
 6. Note the current (amps) during starting. It goes high during starting and then when the
purifier bowl picks-up speed and when it reaches the rated speed, the current drawn drops
to normal value.
 7. Ensure the feed inlet temperature has reached optimum temperature for separation as
stated in the Bunker report and nomogram (bunker delivery note gives the density of the
fuel and using this we can get the separation temperature and gravity disc size from the
nomogram)
 8. Now check whether the bowl has reached the rated speed by looking at the revolution
counter. The revolution counter gives the scaled down speed of the bowl. The ratio for
calculation can be obtained from the manual.
 9. After the bowl reaching the rated RPM, check for the current attaining its normal value.
De-sludge Procedure-(Mechanism explained in the next topic)
 10. Open the bowl closing water/operating water, which closes the bowl. (Ensure sufficient
water is present in the operating water tank)
 11. After 10 seconds, open the sealing water to the bowl.
 12. The sealing water should be kept open till the water comes out of the waste water outlet.
 13. Once the water overflows through the waste water outlet, stop the sealing water.
 14. Now open the de-sludge water/bowl opening water. (This is done to ensure the bowl has
closed properly). During de-sludge we can hear a characteristic sound at the opening of the
bowl.
 15. Repeat the steps 10, 11 ,12 & 13. 16. Open the 3-way re-circulation valve such that the
dirty oil feed is fed into the purifier.
 17. Wait for the back pressure to build up.
 18. Check for overflowing of dirty-oil through waste water outlet & sludge port.
 19. Adjust the throughput to a value specified in the manual. Correspondingly adjust the
back pressure, too.
 20. Now the purifier is put into operation. Change over the clean-oil filling valve to service
tank.
After-Checks and Stopping the Purifier
Checks after starting the purifier during regular watches:
 1. Adjust the throughput, back pressure, temperature of feed inlet if necessary

 2. Gear case oil level, motor amps, general leakages, vibration have to be monitored
 3. De-sludge every 2 hours for heavy oil purifiers & every 4 hours for lubricating oil purifiers.
(Refer to the manual or chief engineer instructions.)
Stopping of Purifiers:
 1. De-sludge the purifier after stopping the feed inlet.

 2. Shut down the steam inlet to the oil.
 3. Stop the purifier after filling up the bowl with water.
 4. Apply brakes and bring up the purifier to complete rest.
 5. If any emergency, the purifiers has emergency stops, on pressing it, will stop the purifiers
immediately shutting off the feed.
NOTE - A possible reason for the purifier is not rotating with desired rpm, can be worn out friction
pads.
How to Remove Contaminants
 1. Filtering: Removes large oil insoluble matter

 2. Gravity separation: Removes heavy matters, sludge and water
 3. Adding special additives: Reduce acids, sludge, finer oil insoluble matter
 4. Centrifuging: Removes sludge, foreign matter and water
 5. Water washing: Only for straight mineral oil or oil without additives, can remove acids.
What is meant by batch purification ?
 1. Take the immobilization permit from the port authority since your propulsion power is not
available
 2. The entire oil charge should be pumped by the purifier or by main circulation p/p into
settling tank.
 3. It should be allowed to settle for at least for 24 hours with heating about 60° C .
 4. Water and sludge should be drained out periodically.
 5. Clean the interior of the sump tank and carefully examine.
 6. The oil should be passed through the purifier at its optimum efficiency and then pumped
back into the sump tank.
 7. When sump tank empty, its interior should be cleaned and examined.
When is periodic batch purification done?
 1. If the oil is suspected from containing strong acids

 2. High insoluble contents due to poor combustion or water due to leakage from cooling
system.
 3. It is also made at least once in one/two years when sump tank is cleaned and examined.
 4. Suspecting biological degradation/contamination.
How to Maintain Lube Oil in Good Conditions on board Ships?
 1. L.O onboard test is carried out regularly.

 2. Regular clean L.O line filter.
 3. L.O purifier should be run during the time ship is at sea
 4. Maintain L.O purifier performance
 5. Periodic batch purification must be carried out & cleaned L.O sump tank
 6. Maintain L.O temperature within limit
 7. Maintain good L.O cooler efficiency
 8. Keep good fuel combustion system.
What will you do if Main Engine Lubricating Oil Temperature is Abnormally High?
 1. Inform bridge & reduce engine speed

 2. Check engine overload or not (Exhaust temp: fuel rack,..)
 3. Check L.O sump & L.O cooler & L.O purifier temperature (set value)
 4. Check L.O sump tank heating valve.
 5. Shut L.O cooler by-pass totally after stopping (or) too high temperature will not fall
 6. Clean L.O cooler
 7. Check sump tank heating coil leakage
 8. Make L.O onboard test (e.g., Viscosity)
 9. Check lubricating oil piping system leakage or blockage
 10. Make inspection & check bearing clearance & clearance & lose attachment
What will you do when there is increase/decrease of sump lubricating oil level?
Increase
 1. Check piston cooling system (water)

 2. Check L.O purifier (gravity disc is correct or not) [L.O purifier water outlet sight glass]
 3. Check filling valve from storage tank
 4. Check L.O cooler/although oil pressure is greater than sea water pressure.
Decrease
 Check rate of decreasing, if slow decrease, fill up L.O and find the leakage without stopping
engine.
 If rapidly decrease, inform bridge and stop the engine.
 Find the leakage and repair. Possible leakage; it could be, Bed plate crack (check engine
room bilge) Piston cooling L.O system (check scavenge space & under piston space
{entablature}) L.O cooler & L.O purifier
 All pipes and connections
 Check L.O return valve from crankcase to sump tank close or not Check oil scraper rings &
stuffing box
What will you do if lube oil is contaminated with sea water?
 1. When sump oil is contaminated with SW, find sources of leakage (may be from LO cooler
during ME stopped) stoppage and rectified.
 2. In port or while ME is stopped, transfer contaminated oil through purifier or transfer pump
into settling tank, settled for at least 24 hours at about 60 C°, and water and sludge drained
out periodically.
 3. Oil passed through purifier at 78° C with optimum efficiency, and pump back to settling
tank.
 4. When sump tank is empty, interior cleaned and examined.
 5. Purified oil sent to laboratory and tested
 6. During this time, new oil should be used
 7. Oil should be reused, if lab results recommended that it is fit for further use. (Straight
mineral oil 3% water washed. Additive oil 1% water washed)
what is the role of ANCHOR WINDLASS in safe operation of ship?

The anchor windlass plays a crucial role in the safe operation of a ship, specifically in relation to
anchoring and mooring procedures.
Here are some key functions and contributions of an anchor windlass:
 1. Anchor Handling: The anchor windlass is responsible for handling the ship's anchor. It
assists in the deployment and retrieval of the anchor, allowing for controlled and efficient
anchoring operations. The windlass system usually consists of a motor-driven winch, gypsy
wheel, and wildcat, which work together to control the movement of the anchor chain or
rope.
 2. Anchoring and Mooring Safety: The anchor windlass helps ensure the safety of the ship
during anchoring and mooring operations. By providing the necessary mechanical advantage,
it allows the crew to handle heavy anchor chains or ropes without excessive physical strain.
This reduces the risk of injuries to the crew and promotes safe working conditions.
 3. Precise Control: The windlass enables precise control over the anchor chain or rope,
allowing for accurate positioning of the anchor. This control is important for achieving a
secure and stable anchor hold, which is crucial for the ship's stability and safety while at
anchor.
 4. Emergency Situations: In emergency situations, such as sudden adverse weather
conditions or equipment failure, the anchor windlass can be essential for quickly deploying
the anchor to hold the ship in place and prevent drifting or grounding. It provides a reliable
means of emergency anchoring, ensuring the vessel's safety during unforeseen
circumstances.
 5. Maneuverability: The anchor windlass contributes to the ship's maneuverability during
mooring and unmooring operations. By controlling the tension and movement of the anchor
chain or rope, the windlass helps position the ship accurately, facilitating safe berthing and
departure.
 6. Maintenance and Monitoring: The anchor windlass typically incorporates monitoring
systems that provide valuable information about the anchor chain or rope, such as tension,
length paid out, and condition. This helps the crew ensure that the anchor and its associated
equipment are in proper working order, reducing the risk of malfunctions or accidents.
Overall, the anchor windlass is an integral part of a ship's anchoring and mooring systems. It
promotes safe and efficient operations, enhances maneuverability, and contributes to the overall
safety of the vessel and its crew.
Many types of mechanically operated hatch covers can now be found at sea.
Broadly they can be categorized into three types. They are as follows,
 Portable or Lift-away hatch covers – In this type, each cover is independently lifted to
open/close the hatch, the lift-away covers are generally removed by lifting tackle or spreader
using the ship’s or shore cranes for such operations.
 Rolling type steel hatch covers- In this type, covers will roll over the hatch coaming track
with the rollers fitted on the hatch cover which will perform open/close operations.
 Hydraulic folding type steel hatch covers- In this type, covers work on hydraulic pressure
with ram and cylinder which will perform the open/close operation
BOILERS
A marine boiler is a specialized type of boiler used on ships and vessels. It plays a crucial role in
generating steam, which is utilized for various purposes on board, such as propulsion, power
generation, heating, and cargo operations.
Here are the main functions of a marine boiler:
 1. Steam Generation: The primary function of a marine boiler is to generate steam by

burning fuel, usually oil or gas, or by using waste heat from the ship's engine. The
combustion process produces high-pressure and high-temperature gases, which transfer
their heat energy to the water in the boiler's tubes.
 2. Propulsion: In most cases, the steam produced by the marine boiler is used to power
steam turbines or reciprocating engines, which, in turn, drive the ship's propellers. This
system is commonly found in steamships or vessels with combined diesel and steam
(CODAD) propulsion systems.
 3. Power Generation: Marine boilers also generate steam for electrical power generation on
board. The steam can be directed to a turbine connected to a generator to produce
electricity, which is essential for various shipboard systems, equipment, lighting, and
communication.
 4. Heating: The steam generated by the marine boiler can be utilized for heating purposes,
such as warming up the accommodation areas, providing hot water for showers and laundry,
or maintaining specific temperature conditions in cargo holds.
 5. Cargo Operations: Some specialized vessels, such as tankers or liquefied natural gas (LNG)
carriers, utilize boilers to generate steam for cargo operations. For example, steam is used for
heating and maintaining the temperature of cargo during transportation, especially when
dealing with sensitive products like chemicals or liquefied gases.
 6. Auxiliary Systems: Marine boilers also support various auxiliary systems on board. These
include steam-driven pumps for fuel transfer, lubricating oil systems, hydraulic systems, and
other machinery that rely on steam power.
Boilers are classified depending upon the flow of flue gases. They are:
 Water tube boilers - Water tube boiler consists of a series of tubes through which water
flows. Hot flue gases pass over the tubes. The heat from the flue gas is transferred to the
water and steam is generated. The rate of heat transfer in a water-tube auxiliary boiler can
be increased by installing fins on the firesides of water-tubes.
Water tube boilers are classified according to their operating pressures:
Low pressure boilers (0 to 7 bar)
Medium pressure (7 to 18 bar)
High pressure (18 to 64 bar)
In general, diesel engine waste heat boiler construction is usually of the water tube type
 Fire tube boilers - In a fire tube boiler, the flue gases flow through the tubes and water flows
over the tubes. They are also called the smoke tube boilers or scotch boilers. In a fire tube
boiler, flue gas is produced by combustion of fuel. Flue gas flows through fire tubes, which
are surrounded by water. The heat from the flue gas is transferred to water and steam is
generated. Fire tube boilers are low pressure boilers ranging up to 7 bar.
A- Economiser section.
B- B- Superheater section.
C- F- sliding feet.
D- G- Header.
E- J - Top header for rear water wall.
F- L- Soot blower
Fusible plug: The function of fusible plug is to protect the boiler from damage due to overheating of
boiler tubes by low water level. It is simply a hollow gun metal plug screwed into the fire box crown.
This hollow gun metal plug is separated from the main metal plug by an annulus fusible material. The
fusible plugs used in fire-tube auxiliary boilers are installed in the crown sheet. When the water level
of a fire-tube type auxiliary boiler approaches the crown sheet, the provided fusible plug will melt.
Here are some common mountings found on marine boilers:
 1. Safety Valve: The safety valve is a critical mounting that protects the boiler from excessive
pressure. It is designed to release steam if the pressure inside the boiler exceeds a
predetermined limit, preventing potential explosions and damage.
 2. Water Level Indicator: The water level indicator, also known as a gauge glass, allows the
operator to monitor the water level inside the boiler. It consists of a transparent glass tube
with markings indicating the safe water level range. By observing the water level, the
operator can ensure that there is sufficient water for steam generation and prevent dry
firing.
 3. Pressure Gauge: The pressure gauge is used to measure and display the steam pressure
inside the boiler. It helps the operator to monitor the pressure and ensure it remains within
safe operating limits.
 4. Blowdown Valve: The blowdown valve is responsible for draining a portion of water from
the boiler to remove impurities and maintain the desired water quality. It helps prevent the
build-up of sediments and scale that can lead to reduced efficiency and damage to the boiler.
 5. Main Steam Stop Valve: The main steam stop valve is used to control the flow of steam
from the boiler to the steam distribution system. It enables the operator to shut off the
steam supply when necessary, such as during maintenance or emergency situations.
 6. Feed Check Valve: The feed check valve regulates the flow of feedwater into the boiler. It
prevents backflow of steam or water from the boiler to the feedwater system and ensures a
unidirectional flow into the boiler.
 7. Air Vent: The air vent is a small valve used to release trapped air or gases from the boiler.
It helps maintain proper boiler efficiency and prevents air pockets that could interfere with
the heat transfer process.
 8. Flame Arrestor: A flame arrestor is a safety device installed at the burner assembly. It
prevents the flame from propagating back into the fuel supply line, ensuring the safety of the
fuel system.
NOTE_ The lower end of the gauge glass has a ball valve. In case the gauge glass fractures this ball
shuts off the water. When high pressure boiling water leaks, due to reduction in pressure, it will flash
off into large volumes of steam and may injure the personnel. The steam leaking from the top will
not increase in volume. However, in some gauge glasses restricting orifices are fitted in the steam
side to reduce the quantity of steam blowing out in the event of failure
FEED WATER SYSTEM
 The feed water system comprises of condenser, condensate pump, hot well, feed water
pumps, feed water regulator and feed water valves.
 The steam supplied to various machinery returns to condenser, where it condenses.
 The condensate pump takes suction from the condenser and delivers the water to the hot
well.
 The water is deaerated of dissolved oxygen and carbon dioxide in the hot well to prevent
corrosion.
 The feed water pump takes suction from hot well and delivers the water to the boiler
through a regulator and feed water valves.
 Multistage centrifugal pumps are used as boiler feed pump in modern ships.
 If the feed water temperature is excessively high, the feed pump for an auxiliary boiler fails
to deliver the feed water to the boiler.
 The condensate formed, does not return directly to the boilers for the following reasons.
A) The temperature of the condensate is low and will cause mechanical straining of the
boiler.
B) Any oil contamination from leaking heaters or tank coils has to be removed, before water
enters the boiler. An observation tank serves the purpose of checking oil contamination.
 The condensate return piping from a heating system is designed to take care of the
requirement for gravity return, short laterals run and to minimize conflict with headroom
and other services.
 The boiler generates steam and sends it to various machinery, heaters and tanks.
BOILER WATER TREATEMENT
9_gek_boi_tests.pdf
The "Boiler feed water tests " (PDF, 790kb) are carried out regularly to test the following content:
 Total dissolved
 solids
 Hardness
 Alkalinity
 Chloride
 Phosphate
 Sulphite
 Hydrazine
 pH
The main objectives of boiler water treatment are:
 To prevent scale formation in the boiler and feed system

 To condition all scale forming salts in to sludge which is non-adherent to the boiler metal
 To prevent boiler and feed system from corrosion by maintaining the boiler water in
sufficient alkaline form
 To remove the dissolved oxygen in feed water to avoid corrosion of boiler and feed system
 To control the formation of sludge and prevent its carry over with steam
 To reduce risk of carry over of foam
 To prevent entry of foreign matter such as oil, waste, copper particles, iron oxides, sand etc.
 To produce high quality steam To achieve efficient heat transfer
AIR REGISTER
An air register is the assembly of swirler vanes and vortice plates, it is placed in the boiler double
casing along with the burner, the air register supplies the right quantity of air and mixes the air and
fuel oil to facilitate efficient combustion in the boiler furnace. The air register is fitted in the boiler
casing.
An air register is an assembly of vanes, air swirled plates, etc. which performs the following
functions:
 Inducts incoming combustion air to the furnace

 Divides combustion air into primary and secondary air streams
 Directs and promotes efficient mixing of air and fuel oil to facilitate efficient combustion
 Regulates the amount of air supply.
NOTE_ Auxiliary Blower -- Normally a radial blower driven by a motor is used for supplying the
air to the burner.
BURNERS
Burners are classified depending on the way fuel is atomised for combustion.
They are classified as:
 Pressure jet fuel oil burner -Pressure jet fuel oil burner Pressure jet fuel oil burner consists
of a burner barrel, which is attached to swirl and orifice plates. The assembly is held in place
by a cap nut. The unit is clamped into a burner carrier that is attached to a boiler casing.
The pressurised fuel oil is supplied to the burner. As the oil passes through angled holes in
the swirl plate, rotational energy is imparted. The rotating oil stream is forced through a
small hole in the orifice plate. This causes the fuel jet to break up into fine droplets. A fine
hollow rotating cone of oil leaves the burne
 Rotary cup fuel oil burner.- Rotary cup burner supplies rotational energy to the oil and
atomises oil by breaking it into fine particles. A hollow cone of fine oil droplets are formed at
the burner tip.
Oil Burner Atomizers
There are six types of atomizers in common use, namely:
 Simple pressure jet.

 Spill type pressure jet.
 Variable orifice type pressure jet.
 Spinning cup.
 Steam assisted pressure jet.
 Ultrasonic
Actions to be taken during economiser fire:
 1. Inform to the bridge and chief engineer. Take the permission to stop main engine.
 2. Gradually slowdown the ME and then stop.
 3. If fire fighting equipment is fitted, it should be brought into operation.
 4. Cool down the economizer by means of boundary cooling.
 5. Circulation pump must be run but, if large amount of water lost it must be stopped.
 6. There is no heat source and fire is out.
 7. When economizer fire occurs never do soot blow to economizer.
 8. It can cause hydrogen fire and melt down the coils stack. It can cause deformation and
tube bulking because intensive heat and high thermal stress formed at economizer coils
On board the ships compressed air is used for a variety of uses as given below
 For automation and control of main and Auxiliary machinery and equipment.
 For starting of the main engines, auxiliary engines, emergency generator engine etc.
 For pressurizing the hydrophores for domestic fresh water and sanitary water used in
accommodation.
 For use in the sewage plant for conducting aerobic sewage breakdowns.
 For soot blowing of the boilers.
 For use in fog horns and ships whistles.
 For heaving the life boat up by the use of an air motor.
 Used in pneumatic pumps for oil transfer and pneumatically driven hand tools such as
grinder / chisels / drills/ spanners /jacks etc
 For use as general service air for use in general cleaning & painting operations.
Advantages of Multistage Compressors
Multistage compressors are preferred to single stage compressors due to:
 Lesser work input for the same pressure ratio

 Higher volumetric efficiency
 Lighter cylinder construction
 Better mechanical balance
 Lower torque fluctuation
According to the type of construction, the multistage compressors are classified as
 Single acting single crank

 Single acting two crank
 Double acting
 Three stage
Volumetric Efficiency The volumetric efficiency is given by the ratio of the induced volume and the
swept volume. For the given operating conditions, a high volumetric efficiency implies high output.
Low volumetric efficiency implies leaks occurring past the valves or piston. Any factor which reduces
the volume of air discharged from the compressor will affect the volumetric efficiency.
Such factors include: Excessive bumping clearance , Defective valves, Piston ring leakage
,Restriction of intercooler ,Restriction of air intake filter , High air inlet temperature, Restriction in
discharge line
Types of Air Compressor
Air compressors are broadly classified as positive displacement and dynamic type air compressors.
 In positive displacement compressors, air is compressed by displacing a fixed volume of air

to a reduced volume.
 In the dynamic type, air is compressed by increasing the velocity of air and forcing it into a
progressively reduced volume
Screw type of compressors have the following advantages:
 Functions at extreme weather conditions.

 They are designed to run tools that generate more power.
 They are easier to maintain.
 They are most preferred for continuous operation.
 They run quietly despite their massive air flow.
 They are good energy conservers.
Hence screw compressors are preferred to be used as deck air compressors.
NOTE - The reason for the loss of volumetric efficiency in a low-pressure air compressor is probably
the heating of the air leaving the cylinders. The cylinders and intercoolers of most low-pressure air
compressors are cooled by air.
Operation of Air Compressor
Unloader in Compressors - All compressors need to be unloaded during starting/ stopping and at
regular intervals due to following reasons
 1. Restriction of Starting Current in the motor, start with unloader open and then close
unloader
 2. Compressor draws air from the engine room atmosphere, where air is not dry and is mixed
with moisture and oil. This air when compressed, the volume of air comes down and the oily
moisture mixture can damage the compressor parts like, piston, valves etc. Hence should be
drained at regular intervals— unloader drains this mixture of oil /Moisture.
 3. At stopping the same is done so as to drain all the moisture inside and in preparation for
the next starting.
 4. Intermittently the compressor is unloaded to remove the condensed water inside which
could go outside with the air.
NOTE _ Pneumatic and solenoid operated unloaders are quite common. A built in timer circuit
energises the solenoid valve during starting /stopping and opening the unloader intermittently is
also done by the timer circuit
Operating Procedure of a Reciprocating Compressor The operating manual of the particular
machine and the SMS manual would give the specific items to be checked.
However as a guideline the following to be done.
 1. A compressor may be started with the unloaders open after the following checks have
been done
 2. Check the oil level in the sump and in the lubricator tank.
 3. Check that the air intake filter is clean.
 4. Check that the cooling water pressure is correct and all the valves in the line must be
open.
 5. If relief valves can be manually checked using the hand testing levers
 6. Pressure gauge cocks: the cocks must be slightly open to avoid excessive pressure
fluctuations which can damage the pressure gauges.
 7. Then the compressor can be turned a few revolutions with a turning bar to check for the
free movement.
The compressor can be operated in manual or automatic mode.
In manual mode, the delivery valves, cooling water valves, and drain valves are operated as required
before starting.
In automatic mode, the valves are normally kept open. The compressors will cut-in and cut-off
automatically depending on the consumption of the compressed air.
SAFETY DEVICES MOUNTED IN AIR COMPRESSOR
 Relief valves are provided in between the stages. It releases the excess pressure when the
pressure increases above the set limit.
 Bursting disc is fitted in the water space of the intercooler. If the cooler tubes fail, it will
burst at a predetermined safe pressure and release the excess pressure.
 Fusible plug is fitted on the air receiver. In the event of a fire in the vicinity of air receivers,
the increase in the temperature will cause the core to melt and release the air. Marine
compressors have various safety features and cut-outs installed so that they will trip when
running in an unsafe mode.
 Bursting disc: is a copper disc provided at the air cooler—both inter / after cooler of the
compressor. It is a safety disc which bursts when the pressure exceeds over the pre-
determined value due to leaky air tubes of the cooler.
 Lube Oil low pressure alarm and trip: If the lube oil pressure goes lower than the normal,
the alarm is sounded followed by a cut out trip signal to avoid damage to bearings and crank
shaft.
 Water high temperature trip: If the intercoolers are choked or the flow of water is less, then
the air compressor will get over heated. To avoid this high water temperature trip is
activated which cut offs the compressor.
 Water no-flow trip: If the attached water pump is not working due to some mechanical
failure, or the intercooler is chocked restricting the cooling water flow, not enough to cool
the compressor, then moving parts inside the compressor will get seized due to overheating.
A no flow trip switch is provided to trip the compressor.
 Motor Overload trip: If unloader is not in open position, when the compressor is started,
then starting current becomes too high which can damage the Motor or while running due
to some mechanical issue, like main bearing seizure, broken piston rings etc, the current can
be high. Hence an overload trip is provided.
Unloader –
 The unloader is for the air compressor to start with no load or low load.
 The unloader is a mechanism that vents both the LP and HP chambers to the atmosphere
after stopping the air compressor. When the air compressor starts, the unloader still vents to
the atmosphere but just for a few seconds (operated by a solenoid valve) before the
unloader closes, the air compressor starts to pump normally.
 This unloader, by venting into the atmosphere, helps the air compressor motor to start on
low load thereby (secondary) helping the generator to handle the sudden load in a gradual
manner. When the air compressor starts, you will notice that there is a slight dimming (very
fast) of the light in the engine room and the accommodation.
 By following the small capillary tubes on the cylinder body, these tubes will lead to the
unloader. There are two sets of capillary tubes, one set is to the unloader and the other set is
from the lubricator
Procedure for Inspection and Pressure Testing

Procedure for inspection:
 1. Receiver must be drained and isolated from any other Receiver at least by two valves and
locked shut.
 2. In case valves cannot be shut and locked, one cross connecting pipe must be removed and
blank fitted.
 3. Open manhole door and vent. (Enclosed space entry procedures must be followed).
 4. Inspect internal surface for corrosion due to condensate of water carried with air to the
receiver.
 5. Pay attention to the bottom of the receiver and any relatively cooler surfaces like,
shipside, or air from blowers impinging on the bottle outer shell. Corrosion may be more
prevalent in these areas.
 6. Oil carry over with air will cause pitting corrosion due to oil having oxidized and becoming
acidic.
 7. Receiver must be coated internally to protect against corrosion. Coating must not peel off
or crack due to expansion & contraction of receiver.
 8. Inspect the area around high pressure air out let for erosion.
 9. Inspect weld seams for wastage.
 10. Inspect manhole doors, bolts and nuts.
Pressure testing Air Bottle
 Gag the relief valve

 Close all openings
 Fit test pressure gauge
 Remove filling valve and fill with fresh water completely
 Purge air and connect hydraulic pump at filling line.
 Apply 1.5 times the working pressure and maintain for at least 30 min
 Check leaking points.
Safety devices on Air Bottle
 1. Fusible plug.
 2. Pressure Relief Valve
 3. Atmospheric Relief Valve.
 4. Low Air Pressure alarm.
 5. Automatic or remote control Moisture Drain Valve.
Operation(exam_guid Components(exam_g
e).pdf uide).pdf
Desirable properties of a refrigerant
 Low boiling point, otherwise operation at high vacuum becomes a necessity

 Low condensing pressure to avoid heavy machinery and higher plant scantlings
 High specific enthalpy of vaporization to reduce quantity of refrigerant circulation, lower
the compressor speed and its size
 Low specific volume in vapour state increases the efficiency
 High critical temperature
 Noncorrosive and non solvent
 Stable under working conditions
 Nontoxic, nonflammable and nonexplosive
 Miscible with crankcase lubricating oil
 Easy leak detection
 Cheap, easily stored, readily available in the market
Centrifugal pump is a radial flow pump which works on the rotodynamic principle. The rotating
component is an impeller which imparts rotational energy to the liquid. Volute casing converts this
energy into pressure energy. Discharge pressure is increased by fitting a diffuser. It is useful in a
system where a high volume liquid flow is needed. Unlike positive displacement pump, it is not self
priming. To remove air from the suction pipe and allow liquid to flow into the pump a water ring
primer is coupled to the pump
Constructional Features
A Centrifugal pump has two main components:
 Impeller - the rotating part that imparts kinetic energy to the liquid
 Volute casing - the stationary part that converts the kinetic energy into pressure energy.
The water from discharge side of the centrifugal pump is supplied as sealing water to the stuffing
box for the pump shaft at the lantern ring.
One of the materials used in many mechanical seal systems is based on the fourth most common
element and the basis of all life—carbon. This dynamic seal material is used in mechanical seals
for pumps used in water service.
Wear ring: Wear rings are used for many purposes:
 They reduce the internal circulation of the liquid inside the casing of the pump, maintain a
gap (clearance) between casing and impeller end to reduce the vibration level.
 They save from rubbing each other, and help pump impellers rotate freely in casings with
very small clearances maintained in pump casing.
 They assist to prevent the liquid from entering from high pressure (discharge) into the low-
pressure section side,. Improve pump performance approx. (3–5 %) and also increase the life
of pumps and impellers.
Starting:
 Before starting the Pump, find out if any maintenance related work has been carried out on
the pump, if done make sure that job has been correctly executed and the pump has been
tested.
 The operations manual which is ship specific (regulations under ISM) should provide you
with necessary check lists-- the check points to be carried out before starting the Pump.
 Some general Points are, Make sure to keep the discharge valve slightly opened-- This is an
important step for all these pumps as these pumps lack high suction capabilities - and turn
the pump shaft by hand and make sure that pump turns freely.
 Check the coupling for the drive and driven shaft for smooth rotation, with out any wobble.
Open the suction valve and start the pump-- Check for the current, pressures, any visible
leakages, unusual sound.
 If nothing is abnormal, open discharge valve fully and continue to run the pump
Checks to be carried out, when the Pump is running:
 Check the Discharge and Suction Pressures and it should be as specified by the manufacturer
 Check the Motor current
 Check for Unusual noise and also vibrations if any
 Physically touch the Motor and pump and the bearings---make sure that both are not
running hot.
 If the gland packing is new, it is usual practice to allow the pumping liquid to leak very
slightly(drop by drop) to avoid, heating of the gland and the shaft and wearing out of the
shaft.
 Water leaking from a pump gland packing is kept away from the bearing housing by the use
of water deflector.
 Greasing of bearing is carried out while running. The correct method of greasing is to pump
the grease till grease starts coming out of the drain. The drain plug is opened before
commencing to grease and the plug is put back after completion of greasing.
 If the pump looses suction and if the NPSHa is reduced, there is a possibility of vapour lock
resulting in cavitation-- a peculiar noise can be heard while the pump is running under this
condition. Remedial action should be immediately taken.
 You must have been briefed on the operation for which the pump has been started-- transfer
of fluid, keep an eye on the process and do not let the pump to operate dry.
 Note: The pump can not turn after overhaul of a centrifugal pump due to uneven tightening
of casing bolts or using a very thin cover gasket.
 A pump motor tripping on overload, while starting can be due to: wrong alignment/worn out
or damaged bearing/ excessively tight gland packing/etc.
Stopping:
 (For normal stop) After making sure that the transfer process is completed, the stop button
on the local panel can be used to stop the pump.
 When the pump is stopping-- reducing speed slowly before a complete stop, you can find out
the following-- Some freak/ shrill noise from the bearings-- if the bearings deteriorating-- You
can see slight wobble-- if there is a slight misalignment-- Abrupt stop of the shaft, too much
tightness of the drive shaft most probably due to over tightening of Stuffing box/gland
packing , the bearings or one of the bearings to be replaced or there is a soft leg, due to
misalignment. Once the Pump is stopped, close the suction/discharge valves
9_gek_pmp_rot_qa_1. 9_gek_pmp_var_qa_1 9_gek_pmp_cnt_qa_1

pdf .pdf .pdf
BUNKERING PROCEDURES
The following points are to be considered when a ship is being prepared for bunkering operations:
Before Bunkering
 It is prudent to have a pre-bunkering meeting or training with all the officers and crew
associated with the bunkering operation. The Chief Engineer is responsible for bunkering
operations and he should brief the concerned personnel accordingly.
 The ships and the bunker barge should first decide on the location where the intended
bunkering can take place.
 The configuration of the mooring arrangement between the barge and the ship should be
discussed. Once alongside, the barge should be safely secured and protected by adequate
fenders. You can ignore this procedure when bunkering is from shore trucks.
 Communication between the bunker barge and the ship should be established and kept
open throughout the operation. If portable radios are used, spare batteries should be
made available.
 Scupper plugs on the ship and the bunker barge should be effectively plugged.
Containment trays or save-all trays should be plugged before bunkering.
 Safe means of access between the ship and the barge should be provided. Personnel
boarding on the barge or the ship should wear life-jackets and other personal protective
equipment.
 The persons in charge of bunkering for the ship and the barge should meet to discuss
various essential aspects during the entire operation. Some of the issues, which should be
discussed
 include bunker specifications, sequence of grades, pumping rate at start and during
topping off, sampling procedures, emergency signals, etc.
 A tank is designated as an overflow tank which should be emptied before bunkering. All
alarms such as flow alarm, high level alarm must be tested.
 The Bunker Delivery Nsote (BDN) should conform to the requirements of MARPOL Annex
VI.
 A contingency plan should be in place on board the ship to cater to any emergency
situation. This plan should be as per the guidelines laid out in the SOPEP manual. Oil spill
equipment should be assembled near the bunker manifold area and should be in a state of
complete readiness.
 Hot work should not be carried out on board during bunkering operations which includes
hand tools used for grinding.
 As an indication of bunkering operations, a ‘Bravo’ flag should be hoisted by day and an all
round red light should be lit at night in a place where it can best be seen.
 The bunker lines should be correctly set on the ship and it is ensured that all the required
valves are opened prior to the operation.
 A responsible officer should check the sounding of the tanks on the barge and verify it with
the calibration tables prior to bunkering operations.
 The hoses connected between the ship and the barge should be specially designed to
handle petroleum products. These flexible hoses should be pressure tested and should be
of adequate length to allow movement between the ship and the barge. In the same
manner, the bunker lines on board the ship should be pressure tested and inspected
periodically.
 The hoses between the ship and the barge should be securely connected at both ends.
Hoses should be supported at the bends to prevent kinks. If it is to be lifted, the SWL of the
lifting gear should be more than the weight of the hose.
 Before opening the manifold blanks, ensure that the manifold valves are closed. Sampling
equipment should be fitted on the manifold. If the ship is bunkering on the port side, then
the starboard manifold blanks should be fully blanked and properly secured with bolt
During Bunkering
 Initial bunkering should commence at a slow rate.

 Responsible personnel should remain at the bunker manifold on the ship and at the
bunker barge to ensure that there are no leaks in the system. If there are any leaks, the
emergency signalling procedure should be used to stop all operations.
 Tank ullages / soundings should be monitored and compared to ensure that oil is filled in
the correct tank and also to find out the bunkering rate. The pressure in the line should be
maintained as per the agreed terms with the bunker barge.
 Communication with all key personnel viz; the bunker barge, person at the manifold,
person taking ullages / soundings, the Chief Engineer, the officer of the watch and any
other key personnel should be maintained continuously.
 Personnel designated to monitor bunkering operations should not be burdened with other
jobs.
 The bunker barge should be informed while changing over tanks during the bunkering
operation or topping up tanks. Wherever possible, it is better to top up any one tank at a
time and bunkering can be staggered between the other tanks.
 The valves of the tanks where bunkering has been completed should be completely shut.
During the final topping up, the pumping rate has to be reduced and sounding / ullage has
to be monitored frequently.
 A final sounding of the tanks has to be taken to confirm that the quantity requisitioned
and the quantity on board the ship is the same. The trim and the list of the ships have to
be considered before calculating the amount of oil received on board.
 Moorings between the ship and the bunker barge should be monitored constantly. After
Bunkering
After bunkering is completed,
 The residual content in the hose should be drained into the tanks. There should be
sufficient space in the tank to receive this oil.
 After disconnecting the hoses, manifolds should be securely blanked with bolts.
 It should be ensured that bunker barge sample receipt is as per Annex VI requirements.
 All ullage ports / sounding pipes should be properly closed.
 The valves used on the bunker line should be restored back to their original condition.
 All equipment, including the oil spill equipment should be kept back in their respective
places
Filtration Systems
Generally there are two types of filtration system : Full flow system By-pass system
 In a full flow system, all the oil passes through the filter while flowing to the engine,
whereas in a by pass system, only a part of oil goes to the filter while the rest goes to the
lubrication system. A by pass system is used to attain higher pressure drop across the filter
and also to make the filtration process slower and efficient.
 BYPASS SYSYTEM- A centrifugal filter can also be used in a by-pass system. The centrifugal
filter consists of a rotor, which rotates at a high speed and through which the oil passes. The
oil is thrown away from the rotor due to the centrifugal force and the impurities stay at the
rotor. The clean oil returns to the sump and the impurities at the rotor are removed through
a special arrangement. This type of filter never gets chocked and requires no replacement
element
Filtration Mechanisms and Filter Media: A filter’s primary function is to remove and retain
contaminants as oil flows through the porous component called the media. The media operate under
several types of filtration mechanisms, including:
 Direct Interception and Depth Entrapment – Particle blockage on the media due to the
particles being larger than the taken passages within the media.
 Adsorption – The electrostatic or molecular attraction of particles between the particles and
the media.
 Inertial Impaction – Particles are impacted onto the filter media by inertia and held there by
adsorption as the oil flows around.
 Brownian Movement – This causes particles smaller than 1 micron to move irrespective of
the fluid flow and results in the particles being adsorbed by media in close proximity. It is
much less prevalent, especially in viscous fluids.
 Gravitation Effects – These allow much larger particles to settle away from fluid flow regions
when there is low flow.
TYPES OF FILTERS
 Filter Coalescers
 Magnetic Filters
 Centrifugal Filters
 Back Flushing Filters
 Auto Clean Filter
The Auto-clean Advantages
 Self-cleaning whilst in service – no interruption of liquid flow

 Finest positive full flow filtration – filters all the liquid all the time
 Low pressure loss – maintains optimum flow
 No fire risk – filter is cleaned without dismantling
 Lowest overall cost – no costly element renewals
 Saves space and weight – large capacities to relative size
 Long life – lasts the life of the engine or plant
 Simply cleaned by the turn of a handle –motor or manually operated.
 Particularly suitable for applications in hostile environments.
 Longer service periods between maintenance. No messy filters to change
Maintenance of Auto Clean Filters
These types of filters have a longer period between overhauls. The plates both movable and turning
have to be removed and completely cleaned. When the filters are not in use,
 Close the inlet and outlet valves to and from the filters.
 Drain the oil by opening the plug
 Remove the top cover after unscrewing the bolts from the body of the filter
 Lift and pull the filter plate assembly and then remove the filter plate one after the other
 Make sure to maintain the order so that the assembly becomes easy
 Once cleaned, assemble the plates and box up the filter
 Follow the same method for the standby filter and box up
 Put the drain plug and open the inlet and outlet valves and purge air through the air purge
cock.
 Make sure that there is no leakages of oil and the pressure difference before and after the
filter should be as prescribed by the manufacturer
e5c118b3-0fbe-eb11
-b834-00505682a06a.pdf
TYPES OF VALVES
SOLAS requirements for FIRE PUMPS
9_sse_spr_SOLAS_re
quirements_emergency_fire_pumps_1.pdf
A - High level float B- Low level float C - Chlorination tank. D – Blowers
Aerobic Treatment Plant

Working principle The ship sewage treatment can be carried out using the aerobic breakdown
process and the supply of oxygen is maintained by bubbling air through the water. Oxygen in the air
promotes the multiplication of the bacteria and satisfactory decomposition of the wastes. The
bacteria build up a colony using the sewage as food and oxygen for their metabolism. The action
results in the production of a clean effluent liquid which is disinfected and discharged overboard.
Operation
 The sewage treatment system shown in the media has four compartments where the
incoming waste passes through a coarse screen into the primary collection tank where it
remains until displaced by overflow into the aeration section. A connection is provided so
that the primary collection tank can be pumped out.
 Breakdown of the wastes in the aeration compartment is induced by bacteriological
organisms promoted by the presence of oxygen. The oxygen is supplied by the air from the
root type compressor/blower which enters the aeration section through a fine bubble
diffuser at the bottom. The diffuser is of porous material so that clean air is needed to
prevent blockage. The bubbles, besides providing oxygen, also create turbulence so that
settlement is prevented and good mixing is obtained.
 After prolonged aeration, the mixed liquor is displaced into the settlement tank where the
biological floe is formed. Activated sludge gravitates to the bottom and is continuously
withdrawn and returned to the aeration chamber, to mix with incoming wastes. In the unit
shown, the sludge is returned to the aeration compartment by an air lift.
 Clean effluent from the top of the settling tank is collected in the last compartment for
disinfection and discharge overboard. Two float switches in the final section control the
discharge pump. As the tank fills, the top float switch starts it. When the low level float
switch stops the pump, it simultaneously opens a solenoid valve in the water supply line to
the hypochlorinator. After passing through the chlorinator, the water forms a sterilizing
solution
What is a Hydrophore System?
 Hydrophore will ensure that you have water at a sufficient amount and pressure at all times
for onboard potable and sanitary water usage.
 It can also serve as a fire pump jockey system. It is used to maintain the pressure of the
water supplied to the different parts of the ship at various heights , to keep the constant
pressure of water in all lines and at all floors of the ship.
 Hydrophore is equipped with two units of self priming centrifugal pumps in a duty and
standby configuration to allow for sufficient redundancy. The System Controller with its in-
built logic and with a pair of pressure controllers will ensure that the duty pumps operation
will maintain the system pressure and delivery capacity at all times.
 In instances when the water demand is higher than the normal consumption, the system will
also start the standby pump automatically to cater for this extra demand effortlessly. The
expansion and contraction of the air pocket inside the pressure vessel works as an air
cushion in synchronization with the pumps and controllers.
 The minimum starting and stopping of the pumps ensure the system water pressure is
maintained without erratic pressures surges. Safety is an important aspect to the
Hydrophore.
 The system’s pressure vessel is designed with a factory set pressure relief valve and self
closing level gauge in case of an accidental breakage of the sight glass. The in-built control
logic will not allow the pumps to over pressure the tank even when system is operating
manually.
 The hydrophore system piping is constructed from high strength hot galvanized piping or
stainless steel piping. The valves and piping appurtenances are made from high quality
bronze. The piping is factory fitted and tested for leakage prior to delivery to ensure the
system integrity is not compromised.
There are two hydrophore systems used on board namely
1. Fresh water hydrophore system 2. Sanitary water hydrophore system
Advantages of Hydrophore Systems
 Simple to operate
 High reliability of the components
 Simple maintenance
FRESH WATER GENERATOR
The equipment required for this process is called an "evaporator", and the following types are used
onboard ships:
Shell type & Flash type


Mek General Important Notes

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Mek General Important Notes

Uploaded by

Copyright:

Available Formats

MEK GENERAL IMPORTANT NOTES

Did you know a seller earn

Docmerit.com - The Best Study Notes

Uploaded by: sushantpandey on Docmerit. Distribution of this document is illegal

PREPARED FOR LAST TIME PREPARTION

Mechanical properties of metals refer to the physical characteristics that

1. Strength: This refers to the ability of a metal to resist deformation or

These mechanical properties are essential to consider when selecting a

STEEL MANUFACTURING PROCESS

IRON CARBON EQUILIBRIUM DIAGRAM

Heat Treatment of Carbon Steel

STRESS STRAIN DAIGRAM

Mechanical testing of materials

Suitability for a particular application

Sub-surface defects of raw materials and components.

Tests on materials can be broadly classified as non-destructive and destructive tests.

The difference between destructive and non destructive testing

The 8 Most Common NDT Methods

Ultrasonic NDT (UT) Definition: Ultrasonic Non-Destructive Testing is the process of

Radiography NDT (RT) Definition: Radiography Non-Destructive Testing is the act

Sources of Pollution from Ships

The sources of pollution from ships, are:

Dangerous goods in bulk and packaged form

Chemicals and liquefied gases in bulk

Ozone depleting substances

Cargo vapor emissions

2. Polychlorinated biphenyls (PCBs)

Types of Marine Incinerators

The important parts of the incinerator are:

3. Sludge service tank with a circulating pump and heater.

4. Sludge settling tank with filling pump and heater (Optional)

Starting and Stopping Incinerator

An engine lubricating oil system performs the following functions:

Hydraulic activation - It acts as an activating medium on engines provided with hydraulically

 3.50% m/m on and after 1 January 2012

 Viscosity: To be suitable for the purpose

ADDITIVES OF LUBE OIL

Base oil degradation - leads to surface deposits

Additive depletion - loss of specific properties

Contaminants - causes a chemical change.

Microbial degradation - accelerates corrosion

Stable water content even after purification

Rotten egg smell

Filters and valves getting choked often

Crankcase paint discoloration

Staining of white metal bearings

Corrosion of the system shows two distinct phenomena_

Golden brown film on steel work

Bearings and journals finely pitted

Remedy and prevention

To prevent microbial attack:

Avoid water accumulation by regular draining.

The following procedure is recommended for collecting lubricating oil samples.

Take a clean container.

Ensure machinery is running .

Drain few litres of oil to remove settled water.

Always use same recommended sampling point

Collect about 1 litre of sample

1. 5% change in the viscosity from original

2. 0.5% contamination of the oil

3. 0.5% emulsification of the oil

4. 1.0% Conradson carbon value 5. 0.01 mg KOH/g Total Acid Number

3. Carbonaceous compounds and sludge from incomplete combustion of fuel