SAFETY ORAL QUESTIONS AND ANSWERSQ.

Major non conformity example and

definition.
As per ISM code major non conformity means an
identifiable deviation
that poses a serious threat to the safety of personnel, the ship, or a serious risk to
the environment, that requires immediate corrective action. In addition lack of
effectiveand systematic implementation of ISM code is also considered as a major
non conformity.Structural damages,Invalid certificates or documentsEmergency
generator cannot startOil record book not availableNon conformities raised during
last internal audits are still pending
Non conformity
example and definitionMeans an observed situation, where objective evidence,
indicates the non fulfilment of a specified requirement,ISM checklists
incomplete,Crew not aware of companies ISM safety and environmental protection
policyResponsible officers not knowing their duties as per SMS manualCrew not
knowing DPA Oil record book incomplete/ not signed
4. SOLAS latest developments / amendments.

Dec 2004 Amendments,

Bulk carrier safety- A new text for SOLAS chapter XII,
Free fall life boat
on bulk carrierSimplified VDR, S-VDR
May 2005 Amendments
, A revised chapter II indented to harmonize the provision on sub division and
damaged stability for passenger and cargo ship.Probabilistic method is being used
rather than deterministic method. All ships to be provided with arrangements,
equipments, fitting of sufficient SWL for safe conduct of towing and mooringWater
level detector in cargo holds for new single hold cargo ship other than bulk
carrier.Ship construction drawings to be maintained on board and ashoreMandatory
company and registered owner identification numberMay 2006 AmendmentsLong
range identification and tracking system
(LRIT)
EPIRB capable of transmitting a distress alert through polar orbiting satellite

6. Name a detainable deficiency with respect to SOLAS, LOADLINE, MARPOL, STCW,

ILOSOLAS
:Improper Design of bilge pumping arrangement, Defect in propulsion and electrical
machinery. Failure of proper operation of emergency generator, lighting, batteries ,
Failure of proper operation of main and aux steering gear, Emergency steering
notoperational, Certificates under convention expired, Major structural damage not
informed to class or flag state. Life boatlowering arrangement not operational.
Radio failure for distress signals, Below manning
MARPOL
Oil record book not available , Failure of operation of IOPP equipments such as
OWS, Incinerator. Inadequate tank retentioncapacity for sludge tank for intended
voyage. Sewage plant not operational. Illegal or evidence of illegal connections for
bilgepumping. Absence of P &A manual, Cargo record book
ILO
Inadequate food and water for intended voyage. Sea fearer of age below min
specified 15yrs. Evidence of inadequate resthours
STCW
Failure of seafarers to hold a certificate, to have an appropriate certificate, to have a
valid dispensation or to providedocumentary proof that an application for an
endorsement has been submitted to the flag State administration.Failure to provide
proof of professional proficiency for the duties assigned to seafarers for the safety of
the ship and theprevention of pollution.
The Load Lines Convention

Significant areas of damage, corrosion, or pitting of plating and associated stiffening

in decks and hull are noticed affectingseaworthiness and strength. If temporary
repairs are done to take local loads and are unless proper temporary repairs for
avoyage to a port for permanent repairs have been carried out.

(2) Under deck tonnage (UDT) is GRT less a ship's bridge, deck house, forecastle, and poop.
(3)Net registered tonnage (NRT) is GRT less space occupied by the crew, engines, fuel, and
navigation equipment. In general, GRT and NRT are in the ratio of 3:2 or, in other words, NRT is
roughly equal to 60 percent of GRT. Also called net tonnage, itis usually the basis for computing
harbour or port charges.(4) Dead weight tonnage (DWT) is the maximum weight (mass) of a ship
when loaded up to its summer load line (see Plimsollline) and is the sum of the weights of the
cargo, crew, fuel, passengers, and stores. On average, DWT is about 60 percent of the GRT.(5)
Displacement tonnage is the weight of water displaced by a ship computed on the basis that 35
cubic feet of salt waterweigh one long ton (2240 pounds).

BALLAST WATER MANAGEMENT

The ballast water that is loaded by ships to stabilise them often contains organisms, e.g. small
fishes, benthicorganisms or plankton, or pathogenic bacteria, which are released into the
environment when the ballast water isdischarged. With continued growth of shipping traffic, the
probability increases that such organisms survive thetransport in ballast water. In this way,
numerous invasive alien species have already established populations, e.g., inthe North and
Baltic Seas. In the Baltic Sea, the shipworm (teredo navalis) has damaged coastal defence
structures,e.g. groynes made of local types of wood, by boring into the wood and destroying it.
The damage caused by suchinvasive alien organisms is rarely expressed in figures, and its origin
mostly is not traced back to the discharge ofballast water
For quite a long time, this aspect of marine environmental protection lacked adequate
international regulations. Toaddress the situation in February 2004, the Ballast Water Convention
was adopted during a diplomatic conference at IMO. From 2009, but not later than 2016, the
Convention requires the establishment of a ballast water managementsystem on board ships
which will replace the uncontrolled ballast water uptake and discharge operations commonuntil
then. In future, ballast water has to be treated on board before being discharged into the marine
environment, incompliance with the ballast water performance standard in Regulation D-2 of the
Ballast Water Convention. The Ballast Water Convention will enter into force 12 months after
the date on which not less than 30 states, thecombined merchant fleets of which constitute not
less than 35 percent of the gross tonnage of the world's merchantshipping, have deposited their
instrument of ratification with IMO as the depositary (Article 18 of the Convention).
ISPS Declaration of Security
5 DECLARATION OF SECURITY 5.1 Contracting Governments shall determine when a
Declaration of Security is required byassessing the risk the ship/port interface or ship to ship
activity poses to persons, property or theenvironment.5.2 A ship can request completion of a
Declaration of Security when:.1 the ship is operating at a higher security level than the port
facility or another shipit is interfacing with;.2 there is an agreement on a Declaration of Security
between ContractingGovernments covering certain international voyages or specific ships on
thosevoyages;.3 there has been a security threat or a security incident involving the ship
orinvolving the port facility, as applicable;.4 the ship is at a port which is not required to have
and implement an approved portfacility security plan; or.5 the ship is conducting ship to ship
activities with another ship not required to haveand implement an approved ship security
plan.5.3 Requests for the completion of a Declaration of Security, under this section, shall
beacknowledged by the applicable port facility or ship.5.4 The Declaration of Security shall be
completed by:.1 the master or the ship security officer on behalf of the ship(s); and, if
appropriate,
.2 the port facility security officer or, if the Contracting Government determinesotherwise, by
any other body responsible for shore-side security, on behalf of theport facility.5.5The
Declaration of Security shall address the security requirements that could be sharedbetween a
port facility and a ship (or between ships) and shall state the responsibility for each.5.6
Contracting Governments shall specify, bearing in mind the provisions of regulation XI-2/9.2.3,
the minimum period for which Declarations of Security shall be kept bythe port facilities located
within their territory.5.7 Administrations shall specify, bearing in mind the provisions of

regulation XI-2/9.2.3, theminimum period for which Declarations of Security shall be kept by
ships entitled to fly theirflag.Q.
What is EEDI?
Energy Efficiency Design Index (EEDI) is an attempt to measure how much CO2 a ship emits
per unit of transport provided. A formula producing an EEDI for each ship is developed. The
current EEDI formula is outlined in MEPC.1/Circ.681, InterimGuidelines on the Method of the
Calculation of the Energy Efficiency Design Index for New Ships, 2009-08-17. Then an
upperlimit on EEDI is mandated for all new buildings. In most variants, this upper limit drops
through time.The amendments to MARPOL Annex VI Regulations for the prevention of air
pollution from ships, add a new chapter 4 to Annex VI onRegulations on energy efficiency for
ships to make mandatory the Energy Efficiency Design Index (EEDI), for newships, and the Ship
Energy Efficiency Management Plan (SEEMP) for all ships. Other amendments to Annex VI add
newdefinitions and the requirements for survey and certification, including the format for the
International Energy EfficiencyCertificate.The regulations apply to all ships of 400 gross
tonnage and above and are expected to enter into force on 1 January 2013.However, under
regulation 19, the Administration may waive the requirement for new ships of 400 gross tonnage
and abovefrom complying with the EEDI requirements. This waiver may not be applied to ships
above 400 gross tonnage for which thebuilding contract is placed four years after the entry into
force date of chapter 4; the keel of which is laid or which is at asimilar stage of construction four
years and six months after the entry into force; the delivery of which is after six years and
sixmonths after the entry into force; or in cases of the major conversion of a new or existing ship,
four years after the entry intoforce date.The EEDI is a non-prescriptive, performance-based
mechanism that leaves the choice of technologies to use in a specific shipdesign to the industry.
As long as the required energy-efficiency level is attained, ship designers and builders would be
free touse the most cost-efficient solutions for the ship to comply with the regulations.The
SEEMP establishes a mechanism for operators to improve the energy efficiency of
ships.Promotion of technical co-operationThe new chapter includes a regulation on Promotion of
technical co-operation and transfer of technology relating to theimprovement of energy
efficiency of ships, which requires Administrations, in co-operation with IMO and other
internationalbodies, to promote and provide, as appropriate, support directly or through IMO to
States, especially developing States, thatrequest technical assistance.It also requires the
Administration of a Party to co-operate actively with other Parties, subject to its national laws,
regulationsand policies, to promote the development and transfer of technology and exchange of
information to States, which requesttechnical assistance, particularly developing States, in
respect of the implementation of measures to fulfill the requirements of Chapter 4.
Crane Safeties:
1. Upper and lower limit switch for hoisting2. Jib max. and min. angle and rest position limit
switch3. Differential limit switch between luffing and hoisting (to keep a minimum distance
between jib top and hook block,irrespective of jib angle)4. Slewing limit switch (not for 360deg
full slewing type)5. Slack limit switch for hoisting rope (to protect the hoisting ropefrom
irregular winding or slackening, hoisting device stops automatically by the limit switch)6.
Interlock switch for control handles (to prevent misoperation, when starting and restarting the
crane after the limit sw areacted)7. Overload protector fm hydraulic parts ie relief valve (one
each for hoisting n luffing and usually two for slewing, one forclockwise, second for anti
clockwise)8. Resistance thermometer sensor for oil cooler9. Oveccurrent protector for induction
motor

10. Low level switch for oil tank 11. Jib emergency limit switch (to stop the jib motion if due to
sticky or smthin the luffing ckt is malfunctioning)
Three Requirements for Dry Dock
Stability is the most important requirement for getting a ship safely into a dry dock. The three
important parameters whichmust be ensured before entering the dry dock are:1) Adequate Initial
G.M:
When the ship touches the blocks, there is a reaction at the point of contact which raises the
centre of gravity G and redu
cesthe metacen
tric height G.M so that adequate initial metacentric height is required to compensate the same.
2) Vessel to be Upright:While entering the dock the vessel needs to be upright which means
there should be no port or starboard list when the shiptouches the blocks, the point of contact will
be outside the centre line of vessel, which may force the vessel to tip over.3) Small or Moderate
Trim Aft:The slight trim allows the accenting of stern and bow in tandem rather than
simultaneously as it will reduce the load andpressure on hull and the keel of vessel.
How to Rescue a Person from a Confined Space on a Ship?
Following precautions and procedures are to be followed for quick and effective rescue operation
supposing a victim is to berescued from an enclosed space.
1. General emergency to be announced through the ships alarm.
2. A responsible officer to be made in charge of the operation.3. Adequate man power to be
present for the operation4. Two trained persons to be ready with SCBA and PPE.5. All prior
checks to be carried out on SCBA used in the operation.6. Life line to be used by the entry
person.7. Communication equipment (walky talky) to be given to all.8. Torch lights to be taken
along.9. Extra ready breathing apparatus to be kept stand by.10. In charge of operation to be
present at entry point co-ordinating the operation.11. Breathing apparatus to be carried by
rescuing party along with stretcher for the victim.12. If not possible to carry SCBA, EEBD to be
carried instead.13. A life line to be tied out in the stretcher of the victim so that it can be guided
and lifted out of the tank.14. Never attempt to rescue a person alone from confined spaces.
Always call for help, plan a quick rescue operation and do itwith proper equipments and team
efforts
Cylinder liner wears:
1) Normal frictional wear: Due to metal to metal contact with high surface asperities under
marginal lubrication condition.
2) Abrasive wear: Due to presence of hard foreign particles from fuel, LO, and air.
3) Corrosive wear:Due to HSO acid attack owing to sulphur within fuel. Only 0.1% of sulphur
content causes corrosive wear, like hot and cold corrosion, and the rest carried away by exhaust
gas. Sulphuric acid dew point = 120C to 160C.
Hot corrosion occurs at 460 570C.
Due to HCl acid attack, because of salts in air, charge air cooler leakage,
sea water in fuel and LO.
Other related causes:
1. Unsuitable liner material.
2. Incorrect ring clearance.
3. Misalignment of piston and liner.

4. Insufficient LO or improper arrangement of cylinder lubrication.

5. Cylinder oil having too low viscosity or alkalinity.
6. Cylinder oil containing abrasive particles.
7. Using of low sulphur fuel, in conjunction with high TBN cylinder oil.
8. Improper grade of fuel, and improper combustion.
9. Improper running-in, without high cylinder oil feed rate.
10. Overloading of engine.
11. Too low scavenge air temperature, leading to dew point corrosion.
Types of wear:
Scratching: Develop in the region of ring travel, due to small particles entrapped between the
bore and rings.
Scoring: Confined to the region of ring travels and may extend to the region, swept by piston.
Origin is similar to scratching.
Scuffing: Develop in ring travel, on thrust side of liner, depending on lubrication efficiency,
speed and loading.
Clover Leaf Pattern: Irregular, oval or elliptical pattern of longitudinal corrosive wear, at several
points around liner, concentrated between lubrication orifices or the points of LO quills. It is due
to incorrect cylinder oil feed rate and acidic effect of combustion products or too low TBN
cylinder oil.
In actual practice, wear never takes place concentrically, and it depends on heel and trim of the
ship in service, and effective guide clearance.
In tankers and bulk carriers, where long ballast passage are made with the trim aft, maximum
wear will be in the fore and aft plane, and especially on aft side of the liner.
Wear rate:
1. Liner wear rate is high during running-in period, after which it becomes uniform within most
of its service life.
2. Finally, wear rate increases rapidly as wear becomes excessive, and due to difficulties in
maintaining the rings, gas tight.
3. Wear rate can be high about 0.75 mm / 1000 hrs. in large slow speed engines, using residual
fuel containing 1.5% of sulphur, in excess.
4. Wear rate being lower about 0.02 mm / 1000 hrs. in medium speed engines, due to burning
low sulphur fuel oil.
5. When Vanadium is added during manufacturing, wear rate significantly reduced to the range,
0.025 mm / 1000 hrs. ~ 0.5 mm / 1000 hrs.
6. Maximum allowable wear: = 0.7 % to 1.0% of original bore, for large output engine.
Wear pattern:
Maximum wear is at upper limit of top ring travel, at the top of piston stroke.

 This reduces towards the lower end of the stroke, but will increase in way of exhaust and
scavenge ports.
Reasons of maximum wear at top of the stroke:
1. Maximum gas load behind the top ring.
2. It is a hottest region.
3. Oil film viscosity is low, and liable to breakdown under high load and high temperature.
4. Abrupt change in direction of piston rings, at dead ends of reciprocating motion.
5. More liable to be attacked by acids.
Reason of maximum wear around the ports:
Due to leakage of hot gases, past the top ring into the ports, and these gases tend to burn off oil
film.
Results of proper well-run ship:
Good liner wear rate: < 0.1 mm / 1000 hrs. after running-in period.
Good ring wear rate: < 0.4 mm / 1000 hrs.
Economical level of cylinder oil feed rate: < 1.0 gm/Bhp/hr. after running-in period.
Timed lubrication:
1. Lubricators of each cylinder are synchronised with engine to provide timed lubrication.
2. Cylinder oil is fed, at the time when top two piston rings pass the oil feed points, in the
cylinder during piston upstroke. [4/s and 2/s Uniflow engines]
3. Loop scavenge Sulzer RND engine use accumulator system of timed lubrication.
4. Accumulator provides constant oil pressure, which is greater than scavenge air pressure, with
uniform supply at every period, around TDC and BDC positions.
5. In this way, oil is delivered to quills, only when low pressure and temperature prevails on
running surface of cylinder liner.
6. 8 supply points at top, and 1 point for scavenge and 1 point for exhaust ports at bottom.
Timed lubrication has little merits, because:
1. It requires very rapid injection of oil at correct time, with correct amount, and pressure.
2. It is discharging through very small bore, with long pipes to various oil feed points.
3. Having a non-return valve at the top of lubricator, hence it complicates the timed injection.
4. The hot combustion gases tend to carbonise the oil, and block the orifices.
Reduced lubrication effects:
1. Promote wear of liner and rings.
2. Over-heating of local area causes microseizure, due to lack of boundary lubrication.
3. Consequently, major damage to liner and piston.
Excess lubrication effects:
1. Fouling of ring grooves and resulting ring zone deposits.
2. Leading to breakage of piston rings.
3. Consequently, loss of gas sealing effects and blow-by follows.
4. Scavenge space fouling and scavenge fire follows.

5. Also affecting combustion process.

6. Exhaust system and turbocharger fouling.
Cracks on cylinder liner: Causes:
1. Over-tightening of cylinder cover nuts.
2. Insufficient cooling.
3. Effects of scavenge fire.
4. High difference of working temperature.
5. Increasing of hoop stress in liner, due to slack tie bolts.
6. Misalignment of worn-out liner and piston.
7. Due to thermal stresses of metal, between exhaust ports and scavenge ports.
8. Improper fitting of liner.
9. Design failure.
Removing and refitting the liner:
Before removing:
1. Immobilisation permit taken from port authority.
2. Vessel in upright position.
3. Lifting gears and tools in good working order.
4. All spares are ready.
5. Persons grouped for assigned jobs.
Removing the liner:
1. Drain CW from cylinder jacket.
2. All lubricator quills removed.
3. Cylinder cover, piston and stuffing box removed in usual way.
4. Cover the piston rod stuffing box seating with special cover.
5. If liner is to be reused, liner wear should be measured and recorded.
6. Position of liner, relative to cylinder jacket, properly marked.
7. CW outlet pieces to cylinder cover removed.
8. Attach the liner-withdrawing tool as per instruction, and tighten the upper nut until liner comes
in contact with upper supporting bar [strong back bar].
9. With overhead crane and sling arrangement, liner is drawn out.
Before refitting:
1. If old liner is to be reused, clean thoroughly.
2. Landing surface of quills checked for damage and carbon deposits in oil holes cleaned.
3. Rubber sealing ring grooves, cleaned with old round file until to bare metal.
4. Surface inside jacket, coated with anti-corrosive paint, and sitting surfaces cleaned.
5. Sharp edges inside jacket, chamfered slightly to prevent cutting rubber sealing rings.
6. If new liner is to be fitted, gauged before fitting.
7. New liner is to be lowered down into position, without sealing rings fitted, to ensure it is
correct size. Liner should not only drop freely by its own weight, but there should be slight radial
clearance between liner and jacket to allow for expansion.
8. Radial clearance at lower end, 0.2 mm for 750 mm bore liner.

9. Radial clearance at top, 0.001 mm / mm of liner bore.

10. Rubber sealing rings should grip firmly around liner, and a 10% stretch would be adequate.
11. If there is no original reference mark on liner, quills should be fitted and mark the correct
position of liner relative to cylinder jacket.
12. Remove the liner again and sealing rings fitted.
Refitting the liner:
1. Soft soap or similar lubricant to be applied to rubber sealing rings for easy fitting.
2. Fit in correct position as per instruction.
3. New liner re-gauged after final landing to check any distortion and recorded.
4. Refit quills and test lubrication. All parts refitted in usual way.
5. Fill cylinder jacket and check water-tightness under pressure.
Running-in: During the first 10 ~ 20 hours:
1. Cylinder oil feed rate at maximum.
2. Engine load reduced.
3. Reduce oil feed rate to normal and increase the load stepwise.
4. Liner checked from inspection door and scavenge space, at first opportunity.
Safety devices on Cylinder Cover
1. Indicator cock.
2. Cylinder head relief valve. [Setting 20 ~30% above normal working pressure.]
3. Safety Cap.
4. Flame Trap.
5. Exhaust gas thermometer.
Fuel Valve:
Injector: Requirements:
1. Spray must be in atomised state, at all times, regardless of engine speed.
2. Pressure should be set at required value. [Too high late injection: Too low early injection].
3. Valve seat should not pass more than stated quantity of fuel, when testing, for a given period
of time.
4. Valve lift should not be excessive. [Excessive valve lift can cause hammer action to valve seat,
leading to permanent damage.]
5. There should be sufficient leak-off for lubrication.
6. Should be snap-seated and no dribbling.
Excessive Atomisation:
1. Smaller oil particles have insufficient KE, to go through combustion chamber.
2. Dense compressed air has high resistance to the motion of oil particles.
3. Smaller particles tend to cluster around injector tip, and oxygen-starved during combustion.
4. Can cause after-burning.
Insufficient Atomisation:

1. Oil particles become larger and will have more KE and travel further into combustion
chamber, and some may rest on cylinder liner and piston crown.
2. Carbon built-up around the top of cylinder and piston crown.
3. Lower rate of combustion and after burning.
Low Penetration:
1. Less intimate mixing of air and fuel particles in combustion chamber.
2. Fuel cluster around injector tip causing after burning.
High Penetration:
1. Fuel particles travel further into the combustion chamber and some may rest on the cylinder
liner and piston crown.
2. Lower rate of combustion and after burning.
Needle Scores:
Causes:
1. Due to excessive valve lift. Normal valve lift is about 1.00mm.
2. Catfines carried over from purifier and filters can cause abrasion, and needle scores.
Effects:
1. Due to needle score, fuel leakage across the seat will occur during the cut-off period.
(Originally, the angle of needle valve and its seat is cut in difference of about
1~ 2 to achieve point contact, thus preventing dribbling.)
2. Carbon formation at nozzle tip interferes the spray pattern causing poor combustion, high
exhaust temperature, and increased fuel consumption.
3. In excessive case, surface burning of piston crown, too much carbon deposits in combustion
space will occur.
Leak-off of a fuel valve:
1. Amount of fuel oil, which seep past the needle valve and nozzle body and it is used for
lubrication.
2. Little Leak- off may seize needle in nozzle body.
3. Too high Leak-off reduce quantity of atomised fuel into combustion chamber.
Overspeed Governor:
1. Speed of ME is primarily controlled by fuel lever setting.
2. Fuel lever controls fuel pump settings, which in turn control the amount of
fuel injected / working cycle, into cylinder.
3. Speed of engine would remains constant for any fuel lever setting, provided the load on engine
did not change.
4. Overspeed Governor is fitted to ME, in order to keep engine speed within reasonable limits, in
the events of load change, like in heavy weather, propeller shaft fractured or propeller is lost.
5. Governor is connected with fuel pumps or fuel pump suction valves.

6. When the speed of engine rises, governor reduces quantity of fuel injected, and when the
speed returns to normal, it restores the fuel pumps to the setting given by fuel lever.
7. Overspeed governor operates within ME speed limits of 5 ~ 10% below and 10% above
normal speed.
8. Hand adjusting gear is fitted, so that governor setting can be altered, while engine is running.
Three types of Overspeed Governor:
1. Inertia Type. (Fitted on older slow speed engine)
2. Centrifugal mechanical Type [with spring-loaded sleeves and flyweights].
3. Mechanical hydraulic Type.
Sensitivity: Ability to control the engine speed, within narrow limits.
Stability: Governor is stable, when there is only one radius of rotation of flywheel for
each speed, at which governor operates within the speed range.
Droop: Reduction or change in speed, which occurs from no-load to full load,
is governor droop.
Hunting: When engine load changed, governor tends to over-control and under-control,
and this causes fluctuation in rotational speed, which is referred to as hunting.
Overspeed Trip:
1. Overspeed trip is fitted on engine, where governor may not be safe.
2. Its function is to shut-off fuel supply and stop the engine, when engine speed rises to
dangerous level.
3. It protects the engine, when governor becomes inoperative, or shaft fractured or propeller is
lost.
4. Mechanism has to be manually reset, before engine can be started again.
Trunk engine piston seizure:
Causes:
1. Blocked coolant supply to piston.
2. Overheating of the unit.
3. Exhaust valve damaged.
4. Rings damaged.
Burning away of piston crown:
Causes:
1. Pistons inside cooling gallery, fouled with deposits.
2. Incorrect spray angle of fuel valve.
3. Injection viscosity too high.
4. Fuel containing excess amount of water. [Maintain separation temperature 98C and minimum
throughput.]
Corrosion of crank pin:
Causes:

1. L.O. contaminated with SW or FW, due to leakage. [ When combustion products, SO, enter
crankcase, through blow pass ( trunk type) or defective diaphragm (crosshead type), they react
with water and form HSO and attack crankshaft.]
2. By galvanic action, when crankcase LO is contaminated with SW.
3. Faulty purification system cause LO contaminated with FW.
4. Piston cooling system, leaking into crankcase.
White metal bearing failure:
Causes:
1. Edge carrying wear [Due to out of true of bearing bore, or deviation from journal geometry]
2. Striations wear [Striation and embedding of foreign particles on running surfaces.]
3. Overheating of layer [Due to lack of lubrication and contamination of LO.]
4. Erosion wears [Some abrasive particles carried along with LO.]
5. Electro erosion [If crankshaft is inadequately grounded.]
6. Corrosion [Contamination of LO with SW.]
Broken piston ring:
Causes:
1. Insufficient ring and groove clearance [Vertical clearance: 0.4 mm for top ring: 0.2 mm for
lower rings.]
2. Insufficient ring gap. [Butt clearance: 0.5% of cylinder bore, for moderate rating and 1.0% for
higher rating. Over 500 mm bore.]
3. Excessive liner wears.
4. Excessive relieving at ring edge. [Oil wedge action cannot be attained.]
5. Insufficient lubrication.
6. Excessive lubrication. [Excessive ring zone deposits and fouling of grooves and microseizure
may occur.]
7. Improper ring material.
8. Misalignment of piston.
9. Improper fitting.
10. After burning.
Indicator Diagrams:
Taken at every month and every major O/H.
Power card: In phase with piston movement, with fuel on, to determine:
IP (Indicated Power)
Pmax (Between Atmospheric line and highest point)
Operational faults.
Draw card: 90 out of phase with piston movement, with fuel on, to determine:
Pmax
Pcom (more accurately)
Nature of expansion curve.
To evaluate injection, ignition delay, fuel quality, combustion, loss of

compression, expansion process, fuel pump timing, and after-burning.

Compression card: In phase and fuel cut-off, to determine:
Compression pressure
Cylinder tightness.
Light spring : In phase, using light spring, with fuel on, to determine:
Pressure variation during Exhausting and Scavenging periods.
How to maintain good Performance:
1. Maintain good power output per cylinder.
2. Take Power Card, to check Power Output / Cylinder.
3. Take Compression Card, to check for cylinder tightness.
4. Check ratio of Absolute Compression Pressure to Absolute Scavenging Pressure.
5. If the ratio is same as that during Sea Trial, Piston rings and exhaust valves are sufficiently
tight. (With B&W engine, this ratio is about 30.)
6. If Absolute Pressure Ratio is less, check for cylinder tightness, charge air cooler,
scavenge air ports, scavenge valves, piston rings, exhaust valves, TC, etc.
7. Light Spring Diagram is taken if necessary.
8. Check Exhaust Temperatures, exhaust smoke, Load Indicator and engine running parameters.
9. Check fuel, CLO & LO consumption.
10. Regular maintenance works and repairs.
Absolute Pressure = Gauge Pressure (of Manometer) + Atmospheric Pressure (15 psi or 30
Mercury)
If Compression Pressure is low:
1. Carry out Unit O/H and renew liner, piston and rings.
2. TC checked, clean and overhauled, to have efficient operation.
3. Check Scavenge air line, charge air cooler, for insufficient scavenge air condition.
4. Check Inlet and Exhaust valves may be leaking.
5. Clean Scavenge Ports, Scavenge Valves, if 2/S engine.
Early combustion:
Causes:
1. Cetane no: of fuel higher than normal.
2. Fuel pump plunger set too high.
3. Incorrect adjustment of fuel cam on camshaft. Fuel valve low-pressure setting.
Effects:
1. High Pmax.
2. Low expansion line.
3. Less S.F.O.C.
4. Low exhaust temperature.
5. Heavy shock load to bearings.

6. Knocking.
Late combustion:
Causes:
1. Cetane no. of fuel lower than normal.
2. Plunger set too low.
3. Incorrect adjustment of fuel cam on camshaft.
4. Leaky fuel valves or high-pressure setting.
Effects:
1. Loss of power.
2. High expansion line.
3. Increased S.F.O.C.
4. High exhaust temperature.
5. Overheating
6. Lubrication difficulty.
Cetane Number:
1. A measure of ignition quality of fuel.
2. The higher the Cetane Number the shorter the time between fuel injection and rapid
combustion.
3. The higher the Cetane No. the better the ignition quality.
4. Considered as poor fuel, if C 37 . Usual range is 30 45.
High Cetane no: Effects:
1. Shorter delay period
2. Early combustion
3. Increased power
4. Knocking
Low Cetane no: Effects:
1. Longer delay period
2. Late combustion
3. Decreased power
4. After burning
5. High exhaust temperature and smoke.
Diesel Knock:
Violent knocks produced by high rate of pressure rise, RPR, during combustion, as delay
period is longer than normal.
Causes:
1. Too low working temperature.
2. Cold start.
3. Too early fuel injection.
2 Stroke Crosshead Type and 4 Stroke Trunk Engine Comparison:

123478
Crash Stop or Crash Manoeuvring:
1. Emergency reversing of engine when ship speed is high.
2. After fuel is cut off, engine revolution is waited until reversible rpm is reached.
3. Shift reversing lever to Astern position.
4. When engine rpm drops to about 45 rpm, at least one impulsive application of starting air must
be applied.
5. Then engine can be started in Astern direction, as usual way.
Super Long Stroke Engine:
Advantages:
1. Increased stroke / bore ratio: 3:1
2. Reduced SFOC about 6 %.
3. Improved propeller efficiency about 2 %.
4. Simple liner construction, and low cost.
5. Thin walled liner and improved jacket cooling efficiency.
6. Simple cooling water sealing.
7. No temperature gradients across scavenge ports and exhaust valve.
8. Shorter piston skirt.
9. With uniflow scavenging, improved scavenge efficiency.
First Start Arrangement:
Emergency Air Compressor is:
a) Battery started b) Hand crank type
Note: [ If prime mover is motor, it is associated with Emergency Generator and not a first start
arrangement]
1. Emergency air bottle is filled by Emergency hand air compressor.
2. During this time, one of the generators should be standing-by such as priming the LO, fuel oil,
turning the flywheel, etc.
3. Start this generator and check running condition. If satisfactory, close the Main Circuit
Breaker of concerned Switchboard.
4. Run cooling service pump for generator.
5. Run main Air Compressor and fill-up Air Reservoir.
6. Prepare the remaining generator, and start, equalised and load-shared.
7. Auxiliary boiler should be started.
8. ME warmed-up for operation.
Why Centrifugal Pump is used in JCW system?
1. Continuous flow.
2. Larger volume of water can be circulated.

3. Driving power can be AC or DC.

4. Self-priming obtained from Header Tank.
Standard Spares:
Spares of the machinery, which must be provided onboard by Class Requirement.
For ME, one unit spare, 6 links of chain for chain-drive engine, one complete set of gears for
gear-drive engine, one set of thrust pad for each side.
For AE, spares for half of the total units.
Ship Trial Results:
It is important for future reference.
When the ship is on maiden voyage, speeds, load, SFOC, etc. should be compared with ship
trial results and any deviation must be claimed.
Log Book:
Log Book is a lawful and valuable record book.
All entries are to be made accurately.
All records are required for troubleshooting and preventive maintenance.
They form part of an insurance claim.
Log Book is inspected:
To determine conditions of ME and Auxiliary machinery performances.
To know ROB of fuel oil and LO.
To know running hours of main and auxiliary machinery.
To check records concerning with SOLAS and MARPOL requirements.
Pyrometer:
1. An instrument used to measure temperature, higher than that can be measured by
thermometers.
2. Platinum resistance thermometer, makes use of increased resistance of platinum wire, when
rise in temperature. [ Used up to 600C ].
3. Pyrometers temperature range: 600C to 1500C.
Thermometer:
1. Liquid in glass.
2. Liquid in metal.
3. Electrical thermometer.
4. Bi-metal strip.
Liquid in glass:

1. Thin walled glass bulb and capillary tube, completely filled with Mercury (boiling point
357C at atmospheric pressure), at high temperature, to exclude the air.
2. The space above Mercury is filled with high pressure CO gas, to extend the temperature
range to about 550C.
Mercury: Thermometer range: 37C to + 510C
Alcohol: Thermometer range: 79C to + 71C
Manometer:
1. Used for measuring of very small pressure.
2. Simplest form is glass U tube containing water, and one end is open to atmosphere while
other end is connected to the medium to be measured.
3. Difference in height of water records gauge pressure of medium.
{ Absolute Pressure = Gauge Pressure + Atmospheric Pressure }
Barometer:
1. Instrument for measuring atmospheric pressure.
2. As the pressure is around 15 psi Mercury fluid is used.
3. Approximately 1 psi = 2 column of Mercury, hence 15 psi = 30 Mercury
( Average Atmospheric Pressure).
4. One end of the tube is sealed and vacuum, and other end is open to atmosphere.
Pneumercator tank gauge:
1. Operates on U tube principle.
2. Difference in head pressures between oil in tank and equal column of air, is transmitted by air
pressure to mercury Manometer, which is graduated to read tons of oil in tank.
3. Fitted in tanks, which are not convenient to use gauge glass or sounding tape.
Compound Gauge:
1. Designed to register either vacuum or pressure.
2. Used on suction side of refrigerating plant and on evaporator.
CO Recorder:
1. Electrical (type) recorder operates on Whetstone Bridge principle.
2. Two resistance on opposite sides of the Bridge are exposed to Exhaust Gases.
3. In the gas line between these two resistance is a container filled with CO absorbing chemical,
Caustic Potash.
4. First resistance is in contact with normal exhaust gas with CO content, and after absorber,
second resistance is in contact with exhaust gas without CO.
5. The Bridge is now unbalanced due to difference in thermal conductivity, set up by gases with
and without CO.
6. Galvanometer is calibrated in CO %.

Materials of major parts:

1. Cylinder head Chrome molybdenum steel.
2. Cylinder liner Vanadium cast iron.
3. Piston ring Chromium nickel alloys.
4. Piston Chrome molybdenum steel / Silicon Aluminium Alloy (Pielstick)
5. Piston rod Forged steel.
6. Crosshead pin Highly polished, flame hardened forged steel.
7. Bearings Thin walled bearing of tri-layer, steel backing lined with
copper-lead interlayer and lead-tin overlay.
8. Crankshaft Cast steel (cast in nodular iron).
9. Bed plate Fabricated steel / Cast steel.
10. Frame Cast steel, Fabricated mild steel.
Hanging-up an engine unit:
Circumstances in which it would be necessary to hang-up an engine unit, are:
1. Piston is seized and no spare, and if serious grooving were found on cylinder liner.
2. Cylinder liner is damaged and no spare onboard.
3. The ship is cruising in heavy sea and changing the liner is a risky problem.
4. Engine cannot be operated without removing the piston; even the defective cylinder has been
cut-off.
5. Cross head bearing or bottom end bearing or guide shoe damaged and no spare.
6. Push rod and rocker arm damaged and no spare.
7. It is impossible to continue long navigation with the engine unbalanced and severe vibration
due to one unit cut-off.
8. It is necessary to enter the nearest port ( port of refuge ) for repair.
Hanging-up procedure: ( Mitsubishi UEC 52 HA )
1. Cylinder cover is removed, piston is drawn out with stuffing box.
2. Blind cover is fitted to oil outlet, on top of cross-head pin.
3. Blind flange is fitted to piston rod stuffing box seating.
4. Push rod and exhaust valve driving gear removed and blank plate fitted.
5. Blind plug fitted at lubricating pipe for exhaust valve driving gear.
6. Starting air branch pipe for corresponding unit, removed at cylinder cover and blank flange
fitted.
7. Plugged the starting air control valve outlet of corresponding unit.
8. Then the cylinder cover is reinstalled in regular manner.
9. Fuel injection pump of concerning unit, cut-off and shut the fuel inlet and return valves.
10. Cylinder feed rate is adjusted to zero to that unit by means of adjusting knob.
Precautions:
1. For easy starting, one of the undamaged pistons, placed at TDC by means of turning gear.

2. Severe vibration may occur within the operating range, thus appropriate engine speed should
be decided by observing engine condition.
3. Pmax and exhaust gas temperatures, not to exceed the limited values at MCR.
Port of refuge:
A port to where a vessel sails in order to seek a safe place, for necessary repair, when a vessel
suffers from stresses of weather or other unforeseen hazards of the sea, to its cargo or hull, or
machinery.
Critical Speed: When engine is revolving at such a speed, when working stroke of the various
pistons synchronises with one of the natural frequency of crankshaft, that speed is called Critical
Speed. It can cause resonance condition and severe vibration.
Economy Speed: It is a speed within the range of makers recommended speeds, which is
reasonable and effective with less specific fuel oil consumption.
Maximum continuous rating, MCR: Practical limit of diesel engine output, which is to be run
continuously. (Practical output limit of diesel engine, for continuous operation).
Continuous service rating, CSR: Power output of an engine, which will be obtained during
normal sea service condition, on a continuous basic.
Barr Speed: A few revolutions before and after critical speed, where it is unsafe for continuous
operation of an engine due to severe vibration. [74 ~ 96 rpm]
Scavenging:
Process of exchanging the gases in cylinder, after expansion, with a fresh air charge.
In general Scavenge period has 3 phases:
1) Exhausting begins, when Exhaust valve or ports are opened.
2) Scavenging begins, when Scavenge ports are opened.
3) Recharging.
[ It is required that: 14.4 lb. of fresh air / lb. of fuel burnt.]
Method of Scavenging:
1. Uniflow Scavenging
2. Loop Flow Scavenging
3. Cross Flow Scavenging
Uniflow Principle:
1. Air enters cylinder through the ports, located at underside of cylinder.
2. Ports are arranged tangential to one another, and ensure controlled and predetermined
scavenge air swirl.
3. Exhaust gases leave through centrally located exhaust valve, at upper end of cylinder.

4. Inflowing scavenge air swirl acts like piston of fresh air, scavenging and refilling the
cylinder with fresh air.
5. Used in Sulzer RT, B&W, Mitsubishi UE and Doxford engines.
It is the best scavenging method:
a. Scavenging Efficiency of Uniflow above 90%
Loop flow 80 ~ 90%
Cross flow 75 ~ 80%
b. Low cylinder liner wear
c. Low flow resistance
d. Low heat load
e. Effective fuel distribution
f. Safe low load operation.
Disadvantages:
a. Some fresh air charge is lost in exhaust gas, during overlapping time of exhaust valve opening.
b. Additional driving gear for exhaust valve required.
Pulse pressure system:
1. Makes full use of high pressure and temperature of exhaust gases during blow down period.
2. Exhaust gases leave the cylinders at high velocity, as pressure energy is effectively converted
to kinetic energy to create pressure pulse in exhaust pipe.
3. Exhaust pipe, so constructed in small diameter, is quickly pressurised and boosted up to form
pressure pulse or wave.
4. Pressure waves reach to turbine nozzles and further expansion takes place.
TC arrangement:
1. Interference exists between exhausting and scavenging among cylinders.
2. To prevent this, cylinders are grouped relatively with connections to two or more exhaust
pipes.
3. Pipes are arranged, in small diameter to boost up pressure pulse and in short, straight length to
prevent energy loss.
4. Number of exhaust branch depends upon firing order, no: of cylinders and TC design.
Advantages:
1. High available energy at turbine.
2. Good engine performance at low speed and part load.
[ Still efficient when Bmep is < 8 bar]
3. Good TC acceleration.
4. Good response to any load change.
5. Required no scavenge assistance at any load change.
Constant pressure system:

1. Exhaust gases enter into large common manifold, where pulse energy is largely lost, because
receiver tends to dampen out the pulse.
2. But gas flow will be steady rather than intermittent, and at constant pressure.
TC arrangement:
1. No exhaust grouping.
2. Exhaust gases enter into large common manifold and then to turbine.
3. Firing order not considered.
Advantages:
1. High turbine efficiency due to steady flow.
2. Good engine performance at high load. [ Efficient when Bmep is above 8 bar.]
3. No exhaust grouping.
4. Reduction in SFOC of 5% 7%.
Under piston pressure:
1. It is a type of constant pressure charging system.
2. Air charged by T/C is passed through CAC into first stage manifold, and then through nonreturn valves into second stage and under piston space.
3. In down stroke, piston underside compress further the scavenge air.
4. Differential pressure shuts the inlet non-return valves as scavenge ports are uncovered, and a
pulse effect is given to cylinder.
Advantages:
1. Assist tangential swirl and ensure complete evacuation of remaining exhaust gas.
2. No auxiliary blower may be required, during manoeuvring.
Turbocharger cutting-off procedures:
When it is necessary to cut-off T/C due to heavy vibration, bearing failure, etc. cutting
procedure should be done as per engine makers instruction.
Cutting-off operation depends on number of T/C installed and number of T/C damaged.
Following procedures are in accordance with Sulzer RT engine practice:
Case I: Failure of one T/C, with Exhaust by-pass piping:
1. Lock rotor as per T/C manual.
2. Remove blank flange in by-pass exhaust piping.
3. Open covers of scavenge air trunk.
4. Auxiliary blowers must be running during operation.
5. If casing is cracked, stop T/C cooling.
6. If T/C is supplied with external lubrication, shut L.O. supply.
Output 25%: RPM 60% at MCR.
Case II: Failure of one T/C, of two T/C engine:
1. Lock rotor of damaged T/C.
2. Remove expansion joints of both exhaust inlet and air outlet of damaged T/C, and put blank
flanges.

3. If casing is cracked, stop T/C cooling.

4. If T/C is supplied with external lubrication shut L.O. supply.
Output 50%: RPM 80% : Running T/C rpm must not exceed normal rpm:
Case III: Failure of all T/C of an engine, without Exhaust by-pass piping:
1. Lock rotors of all T/Cs.
2. Open all covers of scavenge air trunk.
3. Auxiliary blowers must be running during operation.
4. If casing is cracked, stop T/C cooling.
5. If T/C is supplied with external lubrication shut L.O. supply.
Output 15%: RPM 50%:
Turbocharger Washing:
1. In Slow Speed Large Output Engines, running on HFO, only Turbine Side Cleaning is
necessary, owing to poor quality fuel (but some engines use Compressor cleaning.)
2. In Medium Speed Engines, running on Distillate Fuel, Turbine Side Cleaning is not essential
but Compressor Side Cleaning must be done daily, under full steaming condition.
Purpose:
1. To ensure efficient running of TC.
2. To prevent Compressor and Turbine from deposits.
3. Carried out periodically at 250 ~ 1000 Running Hours, depending on running condition.
Blower side Washing:
1. Cleaning effects by mechanical breakaway of deposits, when small drops of water strike the
surface.
2. ME at normal full load speed.
3. Fixed quantity of FW is injected into air stream by compressed air, before compressor.
4. Fixed quantity used depends upon blower size, to prevent water ingress into engine.
5. Open air cooler drain and scavenge drains.
Turbine side Washing:
1. Cleaning effects by mechanical breakaway of deposits, when small drops of water strike the
surface.
2. Normally carried out when the sea is calm.
3. ME speed to be reduced, with permission from Bridge.
4. Reduce ME speed avoiding critical speed.
5. Exhaust gas temperature at turbine inlet < 300C: TC speed 2000 rpm.
6. Warm FW is supplied slowly, and pressure depends on exhaust gas temperature and volume,
not to vaporise all the water.
7. Open TC casing drain and can be stopped, when clean water comes out.
8. After washing TC kept running at same reduced speed for 3 ~ 5 minutes until all parts are dry.
9. Then increase ME rpm slowly, to normal rpm.
Cereal Grains or Activated Charcoal Particles Cleaning of Turbine: [Dry Cleaning]
1. Turbine side cleaning is superseded by Coconut Charcoal particles, with grain size

of 12 to 34 mesh.
2. No speed reduction required and cleaning can be done at full speed, once every 240 hours
3. Compressed air of (3 5 bars) is used to help the grains strike the deposited Turbine Blades
and Nozzles, giving effective cleaning of hard particles.
4. Air supply pipe is fitted to solid grain container, and grains are injected into Exhaust System
by air pressure, at the same point (as in Water washing) just after Exhaust Grids.
5. Turbine casing drain kept open during cleaning time of (about 2 minutes only), until drains
become clear.
Advantages of Solid Cleaning:
1. No reduction in RPM, thus no effect on scheduled voyage.
2. No water required, thus no corrosion and thermal stresses.
3. Cleaning time, shortened to about 2 minutes only.
4. Charcoal does not wear down the Turbine Blades.
5. Combustion residues and hard particles, effectively removed.
Turbocharger surging:
1. Pumping of air back to compressor, due to sudden pressure drop in compressor, below
delivery pressure.
2. Prolonged surging may cause damage to compressor, thus engine speed should be lowered
down until surging vanished.
3. Then faults corrected before running again full speed.
Causes:
1. One or two cylinders stop firing.
2. Faulty fuel pump or fuel valve.
3. Scavenge fire or exhaust trunk fire.
4. Sudden load change, when pitching in bad weather.
5. Dirty nozzle rings, turbine blades, impeller blades.
6. Weight loss of turbine blades due to impingement attack by Catfines.
7. Dirty blower air suction filter.
8. Incorrect matching of T/C to engine.
TC Over-run:
Causes:
1. Happened in constant pressure turbo-charged engine.
2. Caused due to fire and/or detonation of scavenge space.
3. Exhaust trunk fire due to accumulation of leaked or excess LO and unburned fuel.
Effects:
1. TC bearings, casing damaged.
2. ER fire.
Prevention:
1. Scavenge space regular cleaning.
2. Exhaust gas pipe regular cleaning.
3. Maintain complete combustion of fuel.
4. Liner, piston and rings, fuel valves, cylinder lubrication, maintained in good order.

5. Avoid operating ME under reduced load for long term.

Turbocharger Overhauling: [VTR 161, 201, 251, 321]
1. Drain bearing LO.
2. Remove bearing cover, oil suction pipe, as per Makers Instruction.
3. Take K value, and compare the value with stamped one on bearing cover.
4. Take out locknuts (hexagonal screws), lubricating disc, and bearings from both sides.
After removing Rotor shaft:
1. Decarbonize Turbine and Blower blades, and check the blade condition.
2. Check Labyrinth seals.
3. Check bearing clearances: 0.2 ~ 0.3 mm for Axial: 0.15 ~ 0.2 mm for Radial:
4. Check Nozzle Ring condition.
After refitting Rotor assembly:
1. Push Rotor from Turbine side to Blower side, and measure K at Blower side.
[L = 0, at this time]
2. Push Rotor from Blower side to Turbine side, and measure K at Blower side.
[M = 0, at this time]
After adjusting Rotors smooth optimum rotation:
1. Secure the locknut (hexagonal screw) of Blower side bearing.
2. Measure K value at Blower end. [By Depth Micrometer or Calliper and Straight Edge].
3. Calculate L and M values.
[L = K K] and [M = K K] and compare them with actual values.
Safety Devices in Machinery Space:
Safety devices on ME:
1. Crosshead bearing temperature sensor and alarm. (Slow down)
2. Main bearing temperature sensor and alarm. (Slow down)
3. LO return line temperature sensor and alarm. (Slow down)
4. Oil mist detector, for crankcase. (ME stopped)
5. Scavenge air temperature sensor and alarm. (Slow down)
6. High exhaust temperature sensor and alarm. (Slow down)
7. High FW temperature sensor and alarm. ( Slow down / ME stopped)
8. Low LO pressure alarm. (Slow down)
9. Low FW pressure alarm. (Slow down)
10. Turning Gear interlock.
11. Overspeed trip.
12. Emergency Manual Stop.
13. Micro computerised Safety Panel for Auto Slow down and Shut down arrangements.
14. Relief Valves on:
a) Cylinder head.
b) Scavenge trunk
c) Crankcase
d) Fuel pump and system
e) Start air line
15. Cylinder Lubricator failure alarm and Cylinder oil no-flow alarm.

Safety devices on Electrical Heaters: FO, LO.

1. HT cut-out switch, which switch off the supply.
2. Temperature sensor and auto switching device.
Safety devices on AC Main Switchboard:
1. Over current relay.
2. Reverse power relay
3. Short circuit relay
4. Preferential trip.
Windlass safety devices:
1. Overload [thermal switch]
2. Over speed trip
3. Slipping clutch.
Winches brake adjustment: Adjust the distance between friction plate and pressure plate.
Lifeboat safety devices:
1. Limit Switch [while lifting]
2. Centrifugal Brake [while lowering]
Safety devices on Steering Gear:
1. Low oil level alarms on each power unit reservoir tanks.
2. Overload alarm.
3. Power failure alarm.
4. Relief Valves in power unit hydraulic system and telemotor unit hydraulic system.
(Set pressure 20 30% above Normal Working Pressure.)
5. Double shock valves. (Set to lift at about 100 bar, 10% above NWP: allowed rudder to give
way when subjected to severe shock from heavy sea.)
6. Suitable working access to Steering Gear Room and Control, with guardrails and non-slip
surface.
7. Quick response in 30 sec. from hard over to hard over, at full speed.
8. A fixed oil storage system.
Safety devices on Main Air Compressor:
1. Bursting Disc on Intercooler: (At waterside)
2. Bursting Disc and Fusible Plug (121C) on Aftercooler
3. Automatic Moisture Drain Valve.
4. Relief valves on LP and HP stages. (Set to lift at 10% rise above normal stage pressure.)
5. Cooling water supply failure alarm.
6. Low LO pressure alarm.
7. Relief valve on crankcase LO pump.
8. Delivery air HT alarm on Aftercooler outlet. (Max. 93C)
{LP discharge pressure 4 bars: HP discharge pressure 30 bars:
Intercooler inlet air 130C: Intercooler outlet air 35C:

Aftercooler inlet air 130C: Aftercooler outlet air 35C:

Intercooler is single pass type: Aftercooler, double pass U-tube type:}
Safety devices on Main Air Bottle:
1. Fusible plug.
2. Pressure Relief Valve
3. Low Air Pressure alarm.
4. Atmospheric Relief Valve.
5. Automatic or remote control Moisture Drain Valve.
Safety devices on Boiler:
1. Two nos. of Safety Valves.
2. Low and high Water Level alarms with transmitter.
3. Low and high FO Temperature alarms.
4. Low FO Pressure alarm.
5. Low Steam Pressure alarm.
6. Easing Gears on Safety Valves.
7. Fusible Plugs.
8. 2 Water Level Gauge Glasses.
9. Remote Water Level Indicators.
10. Flame Failure alarm.
11. Smoke Density alarm.
12. Air/fuel Ratio alarm.
Safety devices on Fridge Plant and Compressor:
1. Liquid Shock Valve on Cylinder Head.
2. Busting Disc on Cylinder Head, between Suction and Discharge manifold.
3. Gas LP cut-out.
4. Gas HP cut-out.
5. LO LP cut-out.
6. CW LP cut-out.
7. Relief Valve on Condenser.
8. Bursting Disc on Condenser. (if fitted)
9. Non-return Check Valves on each gas return line to Compressor.
Miscellaneous Calculations:
Specific Fuel Oil Consumption, SFOC.
SGc = Corrected specific gravity of fuel at measuring point temperature;
SGb = Specific gravity of bunker;
(Should be taken from lab report, if not taken from bunker note at 15C )
T = Fuel oil temperature at measuring point.

SGc = SGb [ 0.00064 (T 15) ]

kW = Output of engine in kW.
Let daily fuel consumption is = C litres/day (obtained from Flow Meter reading)
= C/10 m/day
= C/10 x SGc MT/day
= C/10 x SGc x 10 kg/day
= C x SGc x 10 gm/day
C x SGc x 10
SFOC = gm / kW hr
24 x kW
C x SGc x 10
SFOC = gm / bhp hr
24 x BHP
This initial specific fuel consumption should be corrected for 3 factors:
i. Difference between actual scavenge air temperature and system standard of 45C.
ii. Difference between actual turbo blower air inlet temperature and
system standard of 27C.
iii. The net specific energy of fuel .
If daily fuel consumption is = C MT/day
C x SGc x 10
SFOC = gm / kW hr
24 x kW
Specific Cylinder Lubricating Oil Consumption:
qa = Actual feed rate, gm / kW-hr.
Q = Measured value, litre / day
r = SGc, Corrected specific gravity of oil at measuring point temperature.
Le = Engine output, in kW
Q x 1000 x r
qa = gm / bhp hr
24 x Le
Slip Calculation:
P = Pitch in meter
N = Total revolutions/ day ( N = 60 x 24 x r.p.m. )
Theoretical distance = ( P x N ) / 1852 Nautical miles per day.

Theoretical Distance Actual Distance (Noon to Noon)

Slip % = x 100
Theoretical Distance
What is API scale of measurement? [FPS system]
Bunker Specific Gravity my be converted to degree API by the formula:
141.5
Degree API = 131.5
Sp.Gr.
Degree API may be converted to Specific Gravity by:
141.5
Sp.Gr. =
at 15C(59F) 131.5 + degree API
Use Volume Correction Factor as per API gravity with exact oil temperature
at bunkering time.
What is static stability?
It is defined as the ability of a ship to regain its upright equilibrium position, after the removal
of external factor which caused the vessel to heal at an angle.
It gives the stability information of a vessel under the condition that the outside water is static.
It is expressed in terms of metacentric height, GM (for angle of heel up to 10 degrees) and
righting lever, GZ (for angle of heel above 10 degrees)
Its unit is meter.
Static stability at two different angle can be same.
What is dynamic stability?
It is defined as the energy required in heeling the ship from upright equilibrium till the angle
of heel in question.
It gives the stability information of a vessel considering dynamic behavior of the sea.
It is expressed in terms of area under righting moment curve or GZ curve.
Its unit is meter-radians.
What is combustible gas detectors or explosimeter?
An explosimeter is a device used to detect the amount of combustible gases present in a
sample of the given atmosphere.
This gives reading in terms of percentage of the lower flammable limit or LFL.
The working principle of explosimeter is, resistance proportional to heat.
The equipment consist of a wheatstone bridge with one resistance as variable.
It can only be used if gas content is very low.

What is tankscope?
A tankscope is a device used for measurement of hydrocarbon gas content in a sample of given
atmosphere.
This is meant for measuring hydrocarbon vapours in inerted atmospheres.
The reading is only percentage of the volume of the hydrocarbon vapour.
The principle is that, there is an alteration in the temperature of the heated filament which
enhances the change of resistance.
How multi gas detectors work?
Multi gas detectors are used to detect only targeted gases and vapours.
It is very specific to that gas only.
It consist of a portable bellow pump and detector tubes.
The detector tube is like a vial filled with reagent that will react with the specific chemical.
If the atmosphere contain that specific gas or vapour, colour of the tube changes.
The length of the colour is read from the tube for amount of gas present.
What is MOB or Man Overboard Marker?
Man overboard marker is a device fitted on the outboard side of ships bridge wing attached to a
life buoy. If any crew member or passenger falls overboard, personnel onboard will quickly
release the MOB marker which will fall into sea and float, emitting orange smoke and flashing
lights. The purpose of man overboard marker is to mark the position of the person fallen
overboard for rescue operation. Once released, the MOB marker will float in sea attached to the
life buoy and produce dense orange smoke for at least 15 minutes and two lights will burn for at
least 2 hours as a day and night signal. SOLAS require MOB marker be able to be operable from
a mounting height of at least 30 meters. Potassium chromate is the main ingredient of MOB
marker. Chemical reaction of potassium chromate with other ingredients inside generates the
dense orange smoke.
What is VGP or Vessel General Permit?
It is National Pollutant Discharge Elimination System (NPDES) permit.
It is issued by the US Environmental Protection Agency (USEPA) as a result of federal court
ruling.
It establishes permit limits and conditions on 26 waste water discharges incidental to the
normal operation of vessels that were previously exempted by the USEPA.
It prevent discharges to the US inland waters such as rivers, lakes, streams, etc.
Waste water includes bilge water, ballast water, anti fouling hull coating, AFFF, boiler blow
down, chain locker effluent, distillation and reverse osmosis brine, elevator pit effluent, etc.
What is Automatic Identification System (AIS)?

AIS automatically provides ships identity, type, position, course, speed, navigational status
and other safety related information to certain shore stations, other ships, air crafts, etc.
It automatically receives such information from similarly fitted ships.
It works on VHF range.
Range is line of sight, up to 40 nautical miles.
Can be used only where AIS coverage is provided.
Its public data.
Anyone can see the data.
It is a navigation and anti collision tool.
What is Long Range Identification and Tracking (LRIT)?
LRIT is a secure system where the data is transmitted from the vessel is available and visible
only to the flag state to which the ship is registered.
It is intended to provide increased maritime awareness and security.
The data include ship position, IMO number, date and time, which is transmitted via satellites.
The data is owned by the flag state and is not available to any other party unless the flag state
makes it available to search and rescue centers, military forces, etc.
Its coverage is global.
LRIT data is secure and cannot be interpreted by a third party.
Have unlimited range.
What is the immediate action in case of an oil spill?
Stop all oil transfer operations.
Ease pressure on overflow tank.
Sound emergency alarm.
Ban smoking anywhere on board.
Take all fire precautions.
Control spill.
Inform authorities.
What is squat effect?
When ship moves through the shallow water, some of the water displaced rushes under the vessel
to rise again at the stern. This decreases the upward pressure on the hull, make the ship sink
deeper in water than normal. This cause slowing down of vessel. Squat effect increases with
ships speed.
What is bank effect?
It is the tendency of the ships stern to swing towards the near bank when the ship is operating in
a river or restricted waters.
What is bank cushion effect?

When the ship is near to the bank, water is forced between the narrowing gap between the ships
bow and bank. This water tends to pile up on the starboard side of the ship, causing the ship to
steer away from the bank.
What is gross registered tonnage?
It is a measurement of all enclosed spaces on a ship. Gross registered tonnage is used in all
official documents and certificates.
1 ton = 100 cubic feet.
What is net registered tonnage?
It is a measurement of volume of all tanks and cargo holds, used for transporting cargo.
What is MLC (Maritime Labour Convention) ?
MLC 2006 convention aims to achieve both decent work for seafarers and secure economic
interests in fair competition for quality ship owners. It came into force in August 2013. It is
considered as the fourth pillar of IMO. There are 5 chapters in MLC-2006.
Minimum requirements for seafarers to work on a ship.
Conditions of employment.
Accommodation, recreational facilities, food and catering.
Health protection, medical care, welfare and social security protection.
Compliance and enforcement.
What is the advantage of double hull tankers with respect to stability?
A double hull is a ship hull design and construction method where the bottom and sides of the
ship have two complete layers of water tight hull surface, one outer layer forming the normal
hull of the ship and a second inner hull which is some distance in board, which forms a
redundant barrier to seawater in case the outer hull is damaged and leaks.
In low energy collisions, double hulls can prevent flooding beyond the penetrated compartment.
This increases ships damage stability.
What is the disadvantage of double hull tankers with respect to stability?
In high energy collisions, the distance to the inner hull from outer hull is not sufficient and the
inner compartment is penetrated as well.
Another disadvantage is that the stability of a double hull ship can be less than that of a single
hull, because the double hull raises the center of gravity and hence the metacentric height is
reduced.