Qdestioas and Answers

OpzitionaI 3 r d Management level

 Mum bai
2.0'~August, 2001

:r Cf3,X* evv-0lr-
It .: 3 --d

3fety, on boaria a ship, is critically dependent on the s & e ~ , &ir

values and the environmenr in which they live and work. Basic safety is
inmporated in a ship though regufations and pr es.
As &ekGp7ss t r u a - e is exposed ro a highly corrosive environment, w d
rriaiirte machinery is constantly subjected to very severe conditions, hazardous
coi:rlii;iufis can develop, misss the ship and its machinery is properiy
maiutained. Mariners need to get a sufficient theoretical howledge, to
srrpplemtnt their own practical experience. 3 is nccessarj far them to be
pmperiy rrairied, both by lectures ashore, as we11 2s by self skdy, w%k a; m.
>.
l o enabk stucle~tsto a d y , while at sea, the authors have prepared this
text book in the form of a comprehensive s d of questions md answers, w5ic.h
should supplement rfie riurnemrls standard textbooks already avai!abIe.
MI. Vikram Gokhaie 22;ld 34. Nmda are b ~ t halready well known in
ihi: marine field. They a: Chief Engjneei-s, with e lot of practical experience,
both as ship-board engineers, as welt as senior facu!ty in the LBS Coliege of
Ar_lwam;ed Maritime Studies m d Research, one of the premier maritime
imtitu.tions in India.
,l'%sbook "Advanced Marine Engineehg Knowbrfedge- Volume 333
Qu&ions arsd A~swers"mitten by ?&. V i h m Gokhale and Mr. N. Nanda,
iri1.s a co~omprehensive coverage of the t o p i ~ srequired at- an advanced level for
. M F<fl Cefiifjatt%of Competency at Operation& and 7.iIanifgerneatIevels. -
'L'hey have put in a lot of b a d work and4 have mu& pleasure in payinrg
t ~ their dedication and sincere effortLAll Mariners will find this
rikj t i i i > ~ >io
book of coisiderable v&re arid guidance I sincerely +sh them the best of
st.~;i:i;ss i;I this book.

Deputy Chief Surveyor with

The Govt. of India,
?&inistry of Suriace Transport,
Directorate General of Shipping.
 arine Engineerjag Knowaedge - Volume BX Questions 2nd
Answers' cciiers *he following Functions / Subjects a: the Operatiand and

Functions :

1 . Marine hgincering ar Operariaad !Managemen? level.

2. Bedrical, Efectronjc and Control Engineering at Operationai !Managemerit kye!.
3. I./iainlenanse and Xepair at Operational i Management lwei.
4. Ccntroliing Operation cf the Ship and care for persons at Operational /
Mmagement kvef.

Page Nos
5 - 28.
29 - 60.
61 - 95.
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Advanced &wine Engineering .Knowledge VoI. 111

Surveys, Reguiations and Environment Protection

Q.1. Describe the In-water survey, to classification requirements, of the

external underwarer structnre of a VLCC-
kns.
The Swvey planning should be worked otit well in advance of :he in-water
stirvey, by the ship. in cooptratim 'virh Ihe classificaiion Society.
Preparation :-
Following documentation should be cokcted and consulted wiih a view to
seiectin~areas and structural elements lo be examined.
Basic ship information; Documentation on board.
ivfzin structural plans including information of higher strengh steels
Relevmr previous survey and inspeciion reports.
Infomratior: regarding corrosion protection level
Location o f heated tanks
Informalion regarding relevant maintenance levels
To assist divers, coloar photographs should be provided. o f items s w h
as ruddzr closing plates and wear-down gauge p!ugs.
The design of the ship %mt facilitate in-water inspec:ior, m d repair -
e.g. Sea inlets must be capable of being blanked off and drained to
biiges, shell gratings hinged, if practicable and the anodcs easily
changed. The hull should be clean, to have meaningftil maintenance
leve! during operation, besides h v i n s a heavy diity coating. This
must be camerl out by approved diving company, in clear water, with
good visibility.
~ ~ e r a t i b:-
n
A self propelled, steerable survey vehicle fitted with a long range T V camera is
used. To aid steering and to check for hull dis~oition,a d o s e up, high resvlution,
TV coiour camera gives a true picture of the state of the coatings and we!d szams.
In some cases, a 35 mm still camera is fitted. An ultrasonic probe :s provided to
measure plate thicknesses and other equipment includes a depth meter and
speed indicator. Power is supplied and information ieiayed by means of an
unjbilical from the vehicle to ihe survey boat.

Survey Boat equipment:

Is usually housed in a console c0ntainingT.V. monitors, plate thickness print out.
audio cassetze recorder, video recorder and play back unit, diver communication
system, vehic!e control system and associated instrumentation.
The survey vehicle is taken to the staSing datum by a diver. With rhe aid o f one
of the TV nionitors and using h e shell expansion plan as a map, the vehicle may
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Advancqd Marine Engineering Knowledye Vol. NI

be p,uided, from the control console, over the bottom and sides of the hull, by
foilowing weld runs and by reference to other features, such as inlets and tank
p l u g . Pictures and navigational information are relayed back and video films
recorded, along with plate thickness, giving the surveyor an integrated picture of
all the required and relevant information. In addition to plate thickness, print-out
can be produced andlor an audio recording.
The vehicle will also provide pictures of such items as Stem frame, Rudder,
Fropcller, Bilse keels and hull ~penings.A diver may b s used. with a hanu held
camera. for closer inspection of these items and also for inspection of plating on
the tun? of the bilge. It should be ensured during this operation, that there is a 2
way co~mnunicationbctween diver a d attending surveyor.

Q.2. Describe toe h.;:l examination you would carry out on a ship in P r y
dock, making special rderence to essential maintenance, that can be carried
out in Dry dock.

Preparation shouid be to a sufficiefit extent, as to facilitate an examination to

asccrt,~iir for an;r excessive corrosion, defomaticn, fractu~es,damzges and other
s!ructucai deterioration.
Examination a n d testing
All sp-aces within the hull and superstructure are be examined. In certain
circuiiistances, the internal examination of lubricating oil, fresh water, and oil fuel
tank:, nlay be waived.
in sp;ices iused for salt-water ballast, excluding double bottom tanks, where
- a protective coating is found in Poor condition,
- a protective coating is not renewed,
- where a soft coating has t e e n zpplied or
- where a protective coating was not applied, from the time of
coiisil-iuction, Maintenance of class will be subject to the space in question being
ly examined and gauged, as necessary, at Annual surveys.
irgte.rr~;il
.
Double bottom compartments, peak tanks and all other tanks are to be tested
si.ifiicir,nt to give the maximum pressux that can be experienced in service.
T;trl!ts may be tested afloat, provided that their internal examination is also carried
o~.it afloat. Where repairs are effected to the shell plating or bulkheads, any tanks,
in way, are to be tested to the Surveyor's satisfaction, on completion to these
reIjairs. 1r1 cases where the inner surface of the bottom plating is covered with
ccrrwi!, asphalt, or other composition, the removal of this covering may be
c,.,.iperr:jetl
; with, provided that it is inspected, tested by beating or chipping, and
fijl.iii<i sound and adhering satisfactorily to the steel. All decks, casings and
si~pecs-structu~-es are to be examined.
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Advanced Marine Engineering Knowledge Vol. Ill

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- . -- iVooCs decks or sheathing are to be examined - if decay o r rsr is fosnd or ri;e
~~.= f
wood is excessiveiy worn, the wood is be renewed. %'her; a wood deck, ialc . . 2-
%

,= .
- .. stringen and lies, has worn by 15 WXI or more, it is to b e icncwed. Alxen\ion is
~ ~
--:'. ,or ,~;:i:r
to be given 10 the condition of the plating under wood decks, s5eciqir;o
deck covering, i f i t is found that such coverings are broken, or are nct adhefizz
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< ~
closely to the plating, seciicns are to be remmed, as zecessary, to ascertain the
3-: i% condition of the plating.
! Mechanically operated hatch covers zrs to be resed, to confimi sarisfac:oT
* % ..
operation, including stowage, proper 51 of seakng arrangements, operatjo1;al
-I
=$ 1
i tesiing of power components, wire and chaias.
The anchors are to be examine&. W.e%&e chain cab!es are rzngeii, :hey are
i to be examined, if any length of chain caSle is found io be r z h c e d in mean
[ diameter, at its most worn pa?, by i2 F/o or more, from 2s nominal diamerer - i i
i
:
so, it is to be renewed. The Windlass is to be examined.
~~ ~

i The chain cables are to ranged and examined on ail ships over five years
2 ! -
aid. The Surveyor is to be satisfied that there are suitabi- mooring ropes .<,*he,;
these are Rule requirement. !he hand parnps, s-oc?ions,warenight doors, air
\ and sounding pipes are to be examined.
Thickness measurement :
The Surveys may reqliire to measure the thickness of the material in ally
h pxtion of the structure, where s i p s of wastage are evident or was:JSe is
x normally fo~md.Any parts of the structure, which are found defective or ~-
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: - excessively reduced in . scantlings, are to be made good, by materiais of the -

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= i approved scantlings and quality. -
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Hail Pain:iry (Essential rnaintenanee)

=
- ?'he shell plating is examined for areas of paint work which must be repaired.
I i
The whole surface of the shell is cleaned and prepared for re-coating with paint.
In some instances thz 'null mz;. be cleaned down to bar- metal and completely re-
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ccrated; in most situations, areas where paint is damaged and rus:ins has started.
the shell p!ate is cleaned dcwn to bare metal and rest of the areas are cleaned and

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...
swfzce prepared for re-coating. Surface preparation is done by m a n u ~ Iwire
brushing and scraping with steel scrape~.s,power driven wire Snlshins, or high

-- iI pressure water jetting 91shot-blasting.

Compete surface is washed with fresh water and surface allowed to dry, before

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coinmencemeni of painting. Any scuppers, discharges or overflows, which may
direc: watiter on to the surface to be painted, should be biocked or diverted, before
paintjag is &+fled.The paint to be used should be compaiible with the previous
paint, un!ess the complete paint is being rcnewed.
i
f Paint sprrcifiiations are to be piovided to the ~ & / dPainting sub-contractor. This
inciudps nu;-.be; o'cnzts, f o r touchup and complete coat, type of paint for each
5 t coal, thiclaess of t a r 5 coai for each section, i.e. bottom plating, boot top area
0 and toasid:s.
= g
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Advanced Marine Eiigineering Knowhdge Vof. ill
1

% & Q.3. As Chief Engineer briefly discuss the procedures you will follow :- 8
When taking over as Cm of a large vessel.
When taking ow; as C/E of a new vessel from a shipyard.
" 1
Ans. - I
Procedure : . Briefing at ofiice and Tzking-over on vessel j

A)
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Briefing at Office .<

. I.
practices. -
Superintendent I Tech. Manager will brief, as per ISM Cock
I I T ~ ~ ~ M K ~ D PA
td;th 9

Fill up appropriate check lists - wherever required. ->

,k,hci~o-3 /pol ;ile- -
Read correspondence file. ' '

Find out I be aware of :

- Staius of surveys/certificates
Conditions of class, if any
Take copirs and start planning for your stay on board vessel.

Read lzttcr prepared by outgoing Chief Engine?., giving all derails.

nisciiss 1 Verify :
i;uel oil /diesel oil / lube oil soundings - confirm actual figures
match the logged figures, before acceping respmsibility from
outgoing Chief Engineer.
* Voyage Requirements
Bunkers expected
* Consumptionpattern - a n y special instructions.

v b Oil record book.

9 Overdue Certificates I surveys, if any, and the company's
action plan in respect o f this.
,Maintenance status o f Main I auxiliay machinery
Spares.
Stores
Vessel's sailing programme.
Random checks of alarms / instrumentation.< i'W S )
Special tools on hoard
- ,,,,,J;o~ LCek
. i'ir & (.L:. h.che-+ %Ie3
8
 Advanced Marine Engineering Knowledge ibl. 111

Readiness for Port slate inspecri ons-LSA/FFA.

Check a]] files. f2i fFe-rent r h e c k f k t
- Drawings list.
- M a i n t e n a n c e canied out by ship's stafffworkshops.
~ . . .~L i
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- Meet 2/E, Elect~calofficer and other engineers/staff
to corfinn any mcxe known or spzcific problems.
Siyrt and send a cornbind report, by incoming and outgoing Chief Engineers. to
Head office.
E) Taking w e r as Chief Engineer, for b r a d new vessel iron, tke
Shipyard
The Objeciive shouid be to ensure th'dt
Efficiency of all systems is achieved b e f o r e a c c e p t a n c e .
LiaLoil betwxn Vessei and shipyard is goad
Procedure :
A) Office : familiarize with the Vessel's contractual position
B) At Sbipyard :
- Scrutinize progress reports
Witness typical program
- Inspection afier t n a1
C) Taking over (Final)

A) Office
Famiharise with vessels contractuai position, viz. :
Specifications and capacity.
Contract penalty clauses.
Delivery date.
0 Speed and fuel consumption.
Status on class certificated.
Guarantee period.
B) Shipyard , .
Obtain working specifications covering changes, interpretations, additions and
anicndments in respect of:
0 Working drawings.
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Advanced Marine Enginwring Knowledne Vol. 111

Progress reports.
* Random inspections of installed machinery.
including switch gear.

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* . .Plant
. ~balance .hear balai&diagr&s.,
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Crash stod ~ a l s . . ..
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Inert gas t&t;&& &&& if applicable.' ' '
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{~djustment;for inte&ted bperations).

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steering Sals. ~-
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Biack-out test.
. .
Turning circle. ..
Communication and navigation equipment to be demonstrated.
Boiler safety vaive test.

Hull vibration, including Accomodation and Machinery

spaces, esp.ecialiy when ship is in tke light condition and
: .,mo,,jng @tern;
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#achin&y Vibration,.~ . over-speed & power ranges.

~. ,:. : :,..-. . _,_/:<_: ..
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: ~ i r b o i now?
k suri;ey of accommodat&n, Machinery spaces,
Bridge *~t@ne
.~~ :
control room.
Ventilation flow rates.
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~~.
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Potable water ~ t m e npiant,
i galley and pantry equipment.
I n s ~ e c t i o nafter trials :

Certain eq6ipment may have to bc opened for inspection, if not satisfied with its
performance,
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~. with respect to safety of the ship and personnel.
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' ' ~ x . h i n & o nof Main engine crankcase.

Necessary adjustments, as indkated by performance.
 Advanced Marine Engineering Knowledge Voi. I//

Electrical generator windings to be clean and h u l a t i o n readings recorded.

Bilges to be cleaned and repainted. 1 3 1 ~L c - i n c c e io c h e c k / c i ~ q
C) Taking over (Final)
Ccmplete the sea trial data.
Spare gear, Outfit.
F!~elr:and Lbbiicar,ts.
Cei;ificatcs of ciass
Clezn Eilgc's repaicr if necessary
The Master and Chief E ~ g i n e t will
r sign the Foim of Acceptance, for the Vessel
and the Owner's Representative wi!: accept responsibility of rhc ship, after
satisfactory corny;!etlon FF ail the hzucial ziiangernents.

1
J'Q. 4. With rcspzc! to Kegulstions and Pc!lction contrul, expfain Reguiatiens
l discharge of oif from machintry spaces o f at: ships
with respect ti, c o ~ t r o of

This regulation controls dumping of -11 victuals, don?estic and op~r3riozaiwaste

oenerated by a ship and her crFw 1 passengers. Imposes a complete Ban on
a
dumping of Plastics e.g. Synthetic ropes, nets and garbaye bags. Deals \villi
pcllittion from (i) Oil (ii) Noxious Liquids (iii) Eazardoiis packaged
snbsrances.(iv) Sewage; (v) Garbas-.
Eve13 stricter coti:rcls for 'Special Areas' e.g. Mediterranean, Baltic & Black
Seas. Here dumping is completely banned - even food waste cannot be dumped
within I 2 miles cf iand. Contracting parties to the com'ention are oblized to
-provide facilities in ports for reception c f gaibage~
MARPOL, Anriex V
Garbage type Outside Speeial Areas In Special Areas
Piastlcs Disposal
prohibiied.

Floating dunnage, lining > 25 miles off Disposal

and packing materiak. shore. prohibited.
Paper, rags, glass, metal > 12 miles. Disposal
bottles. crockery and pi-ohibited.
sin~ilarrefuse.
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A]! other garbage including > 3 miies. Disposal
paper, rags, glass prohibited.
coniniinuted or groirnd
 Advanced Marine Engineering Knowledgb Vol. !I/

Food waste not > 12 miles. > 12 miles. -1

i comminuted or ground.
I
Comminuted or ground garbage must b e able to pass through a screen wi&
J
mesh size no larger than 25 mm. Garbage disposal regulations for special a r e s
shall take effect in accsrdance with regulation 5[4)(b) of Annex V.

. Control of discharge of oil from hhchinery spaces o:a!l ships I

Oil or oily mixture should nc? be discharged into the sea, unless the following
conditions are satisfied :-
Ship is proceeding on a voyage, i.e. en-route and not at anchor.
Not within a Special area
The ship is more than i2 miles from the ne-rest cczst.
The oil content is less thar I5 p.p.m.
The required oil separation, filterkg and monitonnz ~quipmeq!is in use.

Oi: Discharge Monitoring and Control system-

System to come into operason when there is any discharge of effluent into the
sea and automatically stop discharge when the oil content exceeds the permirtcd
'zvei. System to provide a continuos record ofoil content of the effluent. record io
be identifiable as to time and date and retained for three years. Any failure of
~cjuipmentto be noted in the Oil record book and all discharse stopped. Defect to
.he rectified before commencing next voyage.

0.5. With respect to Sewage treatment, discuss the foHowing terms :

Biochemical Oxygen Demand.(B.O.D.), C d i f o r m count, Recommended lev&
&purnping-oui solids and Bio-chemical digestion of seivage.
Ans.
Rlochemical Oxygen Demand (B.O.D.)
It is used to give a measure of the strength of sewage, i t identifies the
iioiogicai decomposable substances and is a test that depends on the activity of
bacteria, which in the presence of oxygen feed on and consume organic matter.
Results o i i h e test are expressed as the amount of oxygen taken by a one illre
sample (diluted with aerated water) when incubated at 200 for five days. Can be
defined as the amount ofoxygen utlised by micro-organisms in the stabilisation of
organic matter, B.O.D. of iaw sewage is 300 to 600 mgllitre. I.M.O. recommend a
B.O.D. of 50 mdlitre aiter treatment.
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1 Advanced Marine Engineering Knowledge Voi. in

Coliform Count:-
Coliform organisms are recognised as the Indicator Organisms c f sewage
pollution. The numbers presenl in sewage are large, each person contributinz
between 125 billion, in winter 10 400 billion, in summer.
9.
Colifonn are present in the human inteGme and their presence in water
taken as an indication of the pathogen count. The pathogen count are disease
causing organisms, responsible for TyFhoid, Dysentery; Poliomyeiiris, Cholera
LM.0. recommend a Coliform count of 250IlOO ml. of effluent after treatmert.

i Recommenr!ed Iweis ofpumping-out soiids

-\ i Solids:. Dizsolved - Solids which are in soluiion

rd Suspended - Solids physically suspended in sewage, that can be removed by
i laboratory filmtion. Arc relatively Ngh in organic matter.
j .~. Settleable--Suspended solids that wili subside in quiescent liquid in a reasonabii
f period (usua!ly taken as one hour).
f
- Suspended level ofraw sewage is 300 to 400 mg/litre. 1.M.O. recomrnen6s i!
Ii level, after treatment, of 50 mglitre.
. c

Residua! Disinfectant -
E *
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Afler treatment the residual disinfectant should be as low as poss~ble.
Canadian iestfictior is between 0.5 and !.0 mgflilre. I.M.O. prefers thc use o i
f
1 L Ultra-Violet exposure to the method of Chlorinaiion.
3
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5 Biochemical digestion
.
of sewage
i^ 5
6
Anaerobic Process :-
-/
Anaerobic bacteria can only multiply in the absence of free oxygt.;~,as tliey
- use chemically bound oxygen to survive: in the anaerobic process, the bacteria
break down the organic matter into, water, carbon dioxid; methane, hydrogen
sulphide and ammonia.
- k . .~. ---
This pro'cess is also called 2utrefaction. Theses-produced are both noxious -

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and toxic. The effluent produced is of poor quality and o&er by-producrs are
-highveorrosive.
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If 2 z.g Aerobic Proc255 :-

Aerobic bacteria require free oxygen to survive. In the aerobic process the
- 3 3 bacteria Lie& down the organic matter safely. The Aerobic Process lias end
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g products of fizO iC 0 2+ Inen Residue + Energy to synthesis new bacteria.
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 Advanced Marine Engineering Knowledge Vot. Ill

4 . 6 . With respect to Sewage pumping-our systems, describe briefly she

Chemical sewage system and the Vacuum sewage system.
Ans.
Chemical recirculation or the Zero discharge system
Sewage enters thz chemica! dosage tank, where it is mixed with chemicals,
WLbreak dom the sewage and improve the.colour. It thcn passes through a
conimirtulor (wbich is a grindzr or macerdtoi) that curs :he sewage into small
paticies) and e n t m a chemicai treatment tank, in which a further chemical
treaiment is added, to sierilise and deodourise the!iquid.
e.-?-je A";..':
liuUiru
r
iS+4cge + i i + - ' ~ A ) /' I-,m .- -wG C ~ ~ = ~

f '

A circulating pump draws un-treated sewage from this tank and delivers back
l o riw dosagr rank, where :he txeatment is agGn qplied. The sewage remains in '

this sction for about 5 minutes before passing to the senling tank. After senIing,
It162 cleiu liqilid is dram through a filter to the Sanitary Hydrophore, which
proviilcs the water supply to the toilet flushes. As the level in the settling rank
rises,ihe sterile sludge may be removed to a Sewage holding rank or incinerated.
V ~ C I Ysewage
U I ~ system.
This system is based on a vacuum created by an Eductor, which is used to
pull in t!ie sewage into the sewage tank. Calculations are based on a daily fiow oS
say, 10 liircs per person - using 1.2 litres of water per flushing operation. The
%>%%get a n k capacity varies h - o m 2.5 - 10 m3. The holding tank is at atmdsFheric
pressure.
,A pccssure switch maintains vacuum in the line, from the toilets by auto
stnrlislop of centrifugal pumps. The water in the sewage tank is used as driving
walv i'nr tile ediictor. Float switches may be used to control the discharge from the
1ioItli11,r:lank to the sewage treatment plant, while still maintaining the vacuum in
thc sysiero~
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Advanced MannneEngineering Knowledge Val. 111

J
/~.7. Gnumerate the preventive measures you wot>ld take to avoid po!lution
of the env;ii-,rnent, with respect to Bunkering. What instructions wil! you
issue to the p c r s a n ~ e !under you, in this respect.
Ans.
Preventive measures to avoid pollu!ion, while bunkering
The responsible officer should be famiiiar with ai: aspects of bunkering and the
ship's bunkering system, and shouid personally supervise the operation. He must
be in ciose contact ~ ? t she
h shore 1 barge crew, especially with respect to stopping
of bunkers, in case o f emergencies.
Bunkering Operations :
The vessei shouid be securely moored.
- Ail valves should be checked and those not to be used, must be securely
closed.
. Scuppers should be sealed.
. Oil absorben: materiai (sawdust, sand) should be readily available < S@ IT EP)
- Communication systems should be checked.
- Ali hose connections should be frequently checked.
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AdvancedMarine Engi~zenngKnowledge Vol Iff

Bunkering should commence a! the i ~ n i n l u r n pumping rate so [ h a ~ any

problems can be detected early.
Frequent sounding 1 &ages should be Taken
'Paflicular care taken when 90% filling, capacity of tank is strained, aud
bunkering stopped.
- O n completion special care taken when disconnecting hoses, removing
drip trays.
Note : A 'persistent' oil is one that wiil not disperse easily e.g. - Heavy Fuel Oii,
Diesci oil, Lubricating oil - and will i q c i r s a solvent or emulsifier, to d i s ~ e r s ein
case ail oil spili occurs. Volatile oils, like pztrol are not persistent.

S e G m any ;ransfer of product is undertakeq the O S c e r must w n f i n the

ibi!owing items, with the person in-charge of bargdterminal bunkering. Each will
sign this f o m (sarnule). to acknowle6ge~
1 akirig 05/erwztch personnel, will slso revie-# the subject matter as be:ow-
T

Pinrpiiig Data
- Q~murtityand typc of stock to bet:msferred
- initial trmsfer iatc
- Maxiinurn transf,=r rare
- bfaximum transfer pressure
. Anticipated stoppages
- I'he method of communication bemeen b x g e a ~ ve~sellteminal
d has been
established
- (! ~%illbe understood that except for emergenci?~, a 15 minute stand-by
i h i : for shutting d c w d transfer is required.
. Arc hoses in good condition?
;be connections between the barge and vessel/terminal properly secured 7
- :ire scupper plugs in place ?
- A continuous deck watch will be kept by barge and vesseU terminal crews
- In the event of an oil spill, a clear mderstanding exists on steps to be
tnken (conaainment, clean up, reports, etc) s o PCP
All unused manifold connections arc blanked O K
Rotii prtics should cany out constant sun-eiilance o f adjacent waters to deted
and pii:v:rtt ariy leakage / spillage of oil.
 Advanced Marlne Engineering Knowiedgc Vol. !it

Q. 8. A s a Chief Engineer, what procedures will you foilow, ivhen accepti~);:

bunkers, to ensure that tiley conform, With respect to the quantity and
required fuel specification a n d how will you ensure this ?
Ans
When accepting bunkers from a barge or a teimiaal, the Chief Engineci sho&~
always check the local supplier's C o c u m ~ to , make certain that the bunker
conforms, in tenns of quailtity, as well as file1 specification, with what has been
actuzllv ordere6.
:'I
The Chiei Engineer, or his nominee, sh9uld al..vayz check that the bunkers, to
be received, do net contain hn unacceptabie ?-age of water contaniination -
the maximum ailowa'uIe being 0.05 'A for 63s oil, 0.25% ibr-Diesel oil and i %
for cavy oil (of IS0 Cst). In case of distillates, this can be established by rncaiis
of a simpie test, involving water finding ;;ask applied on sounding tape. The tape
should be smeared with paste (usually y e e n in colour), which will turn pink, i i
any water is detected. The water depth should then be read off a!id iis volumc and
weight calculated From the barge or storage tank calibration tables.
1~1iisrn~tk~od ~ x e d %i Fue: Oli - but 11s accuracy may not always
can a l s be
Sc 100% The o d y safe way of checking, in the case of Heavy fuel 011, is for a
sample to be taken and the water coatert ttsted in a water tesz kit.
in additioii to checking the tightness of the hose couplings, it is important that
rhe pumping rate between bunker ba:&lcmiina! and receiving Vessel is asrceii
by the barge Master and the vessei's Chief Engineer. Excess pressure can cause
the hoses.to burst with the harbour becoming polluted resulting in claims. fines
and even vessel's arrest. ,$

Ensuring correct Quantity/L)elivery:

Claims of insufficient volume delivery are the cause of many disputes
between owners and bunker suppliers. It is the ship's s!affs responsibility to
ensure t i n t they ectually receive the quantity ihat has been ordered. If not, then a
lalcr of proicst mus! be niade 311t.
The Chief Engineer or his represenLalive must always check the supplier's
bar$ terminal tank soundings, before and after pumping. Barge soundings should
be checked by using sctinding tape, which are to be used with tank caiibration
tables to verify the actual quZtity, both before and after pumping, ia ensure thai
the correc: qilantity is received. Due care must be taken-to correct for tempeature
variations, if my.
Note: In a quantity dispute, it is generally a mle with bunker suppliers, that ship's
figures wi!l not be accepted. Measurements taken on tanks, barges and oil tmcks
are accepted, as they are under the independent supervision of Csstoms. However,
a format letter.of protest must be made out, to keep the ship's staff in the clear.
Flow melen should be checked, both before and afier bbunker delivery Mcters
only rccard volume (no! weight) - either in 'US barrels' or 'Litres' - both of
 Advanced Marine Engineering Knovrledge Vol. IN

wirkh c a n be convened into metric tons, by using the product's specific gravity
and !lien adjuslins for lcmperature differences.
Tmt liils for checking fuel quality : Bunker quality on board can be checked
wiih a fuel oil test kit. By carrying out a few simple tests on representative
s:~mpi~?s,iiom the ship's bunker flange, and not the bunker barge or shore tank, the
C h k f Engineer can satisfy himself, that the prodact is indeed upto specification
ant! compatible with existing~bunkers.Samples of the loaded product must he
taken jointly.
'Thi: sample must be representative of the total delivery, and ideally taken by
drill feed at the discharge side of thz manifold, during the course of the pumpin!:
process. Samples should not be taken at the start or 3~ h e completion oC
bunkering, because then they will not be a re?resentative of the rota! t3nnage
loaded. ALSOsamples should pot be from just one t a k on the barge.
. . Sainpie bottles should be sealed, datzd andsigned hi - by boik the C h i d
Tingineei- and the local supplier. Two identical samples should be taken. One
silould :.hen be retained by the ship's staff, for about three months or at leas? until
thc burtkeis loaded have been consr~meawithout prohiem.
lit c;n;:: of any quaiiiy problem, a sealed sample must be sent by{ the Chief
Lrigliieci asiinrc, so that a proper analysis can be carried out. In the event of :I
gcrwiiii: &icy problem insins, it k imperative that the supplier is advised as
soot? as posslbi~.The supplier may decline to accept liability, i f this is not done
witflin a specikd period. (The prribd for notification should he cie2ir:y stated I::
ihr: suppliefs terns and eocditions)~
lhm!ccrs are the rernsining products from varying world sources orcrude oil.
and v w y i ~ ~methods
g 3f cracking, thus there is no 'standardised' heavy oil - each
om: is corismng of different hydrocarbons from varying sources. Thc delivcrcd
proiluck may conform to the specifications, but however when mixed in the lank
with a pmdl.ict refined from a different crude oil source, incompatibility can
occur. I hi: lr~ixedproducts will layer and could re;u!t in an ~un-pumpable s i u a g ~
anct wrisequent ?nor combustion in the main engine. Altemaiiveiy, the product
could hecrime completely un-pumpable or unbumable.
.. ... ~~. rhese problems, bunkers should ideally be segregated, in srtparalc
'1.0 ~t</oid
tanks, so iix>t no mixing occurs - although this is not always possible on smali
ships.
Q.9. With respect to regulations, discuss briefly :

a) <:ontrot of discharge of oil from cargo tank areas of Oil tankers.

b) Con(!-01 of discharge with reference to Chemical Carriers.

Ans.
/
Corittol o f Clisctlarge o f o i l from Cargo Tank Areas of Oil Tankers
 Advanced Marrne Engineering Knowledge Vol. tll
-

--
i
Sea areas Discharge criteria
C
i Wiihin a Special area No Discharge except clean
I
segregated ballast
.-
Within 50 No Discharge except cl&n
nautical miles segregated ballast
from land.
-
No Discharge except either :
clean or segregated b;iliast; or when:
tne tanker is en route; and the
instantaneous m e of discharge of oi!
doesnot exceed 30 litres per nautfcal
Outside a mile. and
Special area More than 50 the total q-aiitity of 4 discharged does
nautical miles sot exceed 1/30.000 ( f ~ new
r -ders)
from lrnd of the total quantity of cargo. which
was camed on the previous voyage:
and
the tanker has in oprrarion :
An oil discharge monitoring and coiiirol
system and slop tank arrangements as
required by Regulation 15 of Annex I
of MARPOL 73/78.
'Clean ballast' is the ballast i~ a tank which has been so cleaned that the
. effluent from &ere does not create a visible sheen or the oil content exceed !5
3pm . Regarding chemical carriers, Amex I1 of MARPOL 73/78 deals with
poliution by noxioils liquid substances.
3-10 With respect to Oily water separators, justify the statenrent :
Separation of oif and water depends upon the density difference behvcen oil
and c*ater. Aiso comment on the use of z cna!escing device and heating coits.

Most designs of Oily water separators in use are of the gravity / coalescer
type, i.e. rhe separation rakes place by gravity, and depends upon the density
difference between oil and water. The coalescing device encourages the formation
of large oil droplets from the dispersed pha$e.
in .eneral. bilge water contzins a mixture of oil in water i.e. a small amount
of oil in a large amount of water. The water is know? as the contini~ousphase
and the oil is the dispersed phase. The oily water enters the separator and is
slowcd down (ideally lo laminar flow). Thus the larger giobules oroil arc :illc.:~:c.d
10 rise due to the density difference.
 Advanced Marine Engineering Knowledge Vol. NI
-i '
P!ates cncouragc a laminar flow and act as coalescing suriaccs. Thc ratc or
separa:ion depends upon the difference behveen the viscous drag at the oilfwater
interface and the effect of gravity. As the size of the oil globules increases the
viscou.; drag decreases and the gravity increases.
The fomiarion of larger gkbules is accelerated at the coalescing surfaces. Also
as rhe rate of change in density, with respect to temperature, is geater for oil than
. ----
- - twa!w, lire rale oiseparation will increase -
with ternzerature.
-
BgL2nlp3:

Shouid be matched to the application {must not exceed the

intenzed capacil] ~ i ! h eseparator).
Vane or screw type are the n o s t suitable pumps.
Provision f2r washirg out with sea water should be pl-ovidcd.
Heeiing Coils; .-
@
Reciuce visco~ityfa: washins out.
Ilcdiice viscosiry o i the oil water - thus aiding sepaiation.
ICcduce viscosity of oil -thus aiding pumpins.
lricrcase differential specific gravity.

'0.12 Oii poilution regulations require any transfer o r discharge o f o i l or

oity mixiawes lo be recorded in :be
.. a. P o i i i ~ t i o nC o n t r o l record
b , Wsidge log
,>A:. Oii Record Book
4. tMvsters log
e, None of above
Rrietly jristify your answer.
h s . ?'tic correct choice is the option c).
All ?egistered merchant vessels must eany an Oil Record Book.
.1 ' 1. ,~ ii~r;!udes
8
s a11 Bilge transfer operations, Ballasting or cleaning of bunker fuel
!ail!is and the discharge of dirty ballast or cleaning water, Disposal o f oil residue,
i>ischaiy oveiboa~dof purihed bilge water from machinery spaces.
i ankers have additional entries to record - Loading, transfer during voyage and
.,.
rlis<;har~;cof ori carso. Ballasting and cleaning of cargo tanks and the discharge
ofdirty bi~llast.
lf;iny vessc! fails to carry an approved Oil record book or to make proper entries,
. . !!ic owner / Master are liable to a substantial fines and / or imprisonmeni.
 (1.13. How is discharge of oil monitored. Describe the general principles of
measurement or the following:
a) Ballast Monitor
b) Bilge Monitor
c) Turbidity meters
d) Clean Oi! System
e ) infra Red Absorption

r7 riitra violet detector

g) Light Absorption & gas measurement.
Ans.
The oil pollution reguiaticns p t h i f a t i o n s on the quantity o f oil discharged
into the sea. There is 3 requirement to monitor the overboard discharge from-.
A ranker bc:last line as i i discharges directly overboard.
A tanker ballas; discharge afier an oiiy-water separator. ( s ~ o ! = ' < G b d P ?
A bilge Sischai-ge from the mxhinery space. (i 5- p (J m )

~~~

The equipmen! mxst be suitable for the marine environmeat (Xithough rilierc
are many laborztory me:hods, which.are accurate; not all can be used on hoard
shipj. The equipment must be suitable for reading both high and low levels of
contamination 2nd tc respond quickly to sudden changes iit Lhose levels. There
shoul8 be no appreciable loss of accuracy, due to the presence o f san;, rust and
other debris, and must operate satisfactorily, irrespective of the rypc of oil used.
The equipment must be easy to operate and maintain. Its working should be
unaffected by considerable periods ofidleness. It must be accurate to i !0% .
Principles of Measurement :
i . Infra Red Absorption.
2. Ultra Violct Absorption.
3. Visible Light Absorption.
4. Visible Light Scattering.
5. Ultra Violet Fluorescence
R e first four are al; poor with respect to sensitivity and would usually be used
only to detect an oil-water interfaces (in an ci!y water Separator). Infra Red
.
absorption is a useful method, as_most*bsorb in the 3.3 Prn waveleggth. The
~

vari&ns, in absorption rates, between heavy oils through to the iighc diesels is
approximately 10%.
 Advanced Marine Engineering Knowledge Vol 111

However, watcr also has a strong absorption at the same wave length and this
makes detectors complex. It would be useful if the oil was extracted from the
watcr with a suitable sclvent, the solvent having no absorption of tke infra re2
w e d s n g t h . However this would not allow a speedy response.
Utra vioiet absorption does not encounter the water absorption problem as i t
uses a wavelength of 0.25 Fm. but the requirement, for the opto-electronics to
detect sniali c!~anzcs in a high light level, limits the low range capability.
Absorptisn devices using any wavelength, on a system whcie the oil is present in
tihc fonn of particles, suffers from the effects of sand and rust, distoning the
accuracy. This is significant a i d adds geatly to the prsblen of inaccuracies.
. . ..
Devices using v r s ~ b h t ylight are usually cheaper, simpler and are nowspecific
with rzspect to 31: types. However, they also detect, without distinguishing
between, oil and non-oil particles of similar diameter. Of the two visible light
teciiaiques, absorption and scattcikg, the most sensilive is light scattering. tlltra
violet fluorescence suffers from a wide variation in respcnse !o different types of
oil.
Caliasi Monitor :
. -
h icprcsentative sa7iple n u s t be extracted. This is achieved by a strengthened
intrusion pipe in the ballast line and :he sample is ?her?con-eyed to the nlonitoi oy
2 puinp. 'Yo ensure a representative sample is obtained 2nd to encoiiiaze sood
mixing, the sample point is usually ,in the middle of the ballast pipe, near !he
discliarze pump. Care niust be taken to ensure the ballast line is a:ways Cull of sea
water, so that no settling-out occurs. If the response time of the monitoring system
is Ioii:> ~ n s i d e r a b i epollution can occur b e f ~ r ethe large discharge valves can be
closed. Additionaily it is important, that the operation of the valves shouid not be
iniriarcd by a false alarm, caused by a small spike of oil exceeding the alarm level.
Geimaily the response d t h e m c n i t ~ is
r instantaneous and most of the system
respoilsc delay is in the sam.pling pipe-work. To reduce the delay, short length of
samplc pipe with a minimum number of bends, utilizing a fast sample veIocity
are iidopted. This pipe- work ofien becomes clogged during periods of inactivity
and, when restarted, erroneous readings are obtained as oil, deposited during
periods oi'idieness, strips off the pipe-work. Most monitors depend on an optical
teciu~iqi,!i:and this leads to problems with the sealing and cleainp of the optical
witldows. h fast sample flow rate helps in keeping the windows clean.
'Clilgz i\;lonitor :
. . .. ~ . ,
I iru~ailationand operational problems with a biige monitor are less than
tt~os;: hi. the ballast monitor. The bilge monitor must provide an alarm at IS
~ . P . H I .7 ' t ~
alarm, being within the engine room, does not have the installation
probletr~sof the ballast monitor, as very short sample pipes can be used.
Wi!ii the bilge system the type of oil czn vary from fuel oils to lubricating
oils, ilr:m:c the monitor should not be specific to an oil type. Additionally the
wir~dow!)roblen> assumes greater importance ar the system may well have to
operate with llic machinery space unattended.
ige
-
f
a
~..

Advznced Marine Engineering Kncwledge Vol. ;;I

E
.;j$
:Q Turbid@ Meter (Scatterqd Light Detector) :
:~E
- If an oiliwater mixture with a low oil content is heavily agitated, so that the
oi! droplets become v e y small; the water will turn 'milky' to varyjng degrees,
depending on the amount of oil present; the actual colour of the oil droplets is of
no importance. This method can be used for indicating the oil content, provided
the conditions for homogenizing thz sample are well contro!led. If a light beam 2
projected through a test cell containing sample water with well-homogenized
droplets, pan of rht lighi passing through the czll will be scatiered. f i e intensity
of light picked up by a photocell at the end o f a straight path through the cell will
be reduced, whereas the intensity of scattered light sensed Ey a photuceli mounitd
at an ang!e to the original path will increase. R 7-t c F . ~ [ $ i + - ~ ~ i ~ - +-

I me&w.i&- ceil
J
Mearming reif with

rwo P.E.celis

;Measuringci:.cuil c~,,,,.~:

LX..~. &--
! ..
.,.
r.. : ,,.>~--
.
,
::.. '- -".,
sj > :
. -.- .
.
~

kc&, ..'-

:
.
<.
~

'*'
. ,,' Tub cr ~ ~ c
,,l,-
Laser light nray be used to obtain a well defined Ik*t bean] and a selective
light-scattering effect. This principle is used in the Ci: content meter, in which the
light beam and the s i p p i c k e d up- by the photocelis are transmitted via optical
fibres
-- to the electronic measuring circuit in the engine room, through-ne
- mom bulkhead, where the penetration is quite small. The Indicator, Alarm and
controi panel are in the Engine room. A similar instrument, operating with infra-
light, is also inuse. Another Lnsmtment, based on theturbidity prixip!e, operates
only on the direct transmitted light through the test cell, in which the heavily
agitated water circulates. instrument of this type can measure oils ranging from
heavy cmde oils to gasoline, but some changes in the calioration are required, to
cover the extremes of the range. As the instrument measures the number of
pmicles in the water, it is rather sensitive to other contaminants such as rust or air
bubbles.
 Advanced Marine Engineering Knowledge Val. ill

Infra-red absorption :
The absorption o f infra-red !ight by oil can also be m e ~ u r e d .As infra-red
absorption by the background water is aiso high, am oil-kee reference water
of relevant quality must be obtained at all iimes; this is done by purifying a small
part of water in a micro-filter. Tte inka-red absorption by the oily water and by
oil-free water can then Se measured. The difference is caused by absorprioii by
the oi! and, the s i p a l can be calibrated in oil content.

T h e Ultra Violet Detector :

The Principle used here is that of Uiha Fluorescence. This is the phenomenon
. - of the emission of light from a molecule which has absorbed light. In the brief
period, before the emission can occur, some energy is dispersed and the emitted
light is of a longer wave-length :ha? thr absorbed light. For a given oil-in-water
concentration, the instrument response depends on a) the particie size and b) the
florescent efficiency of the oil.
The effect of particle sizc is minimized by the sample conditioning unit which
reduces the oil particles to a uniform size. The fluorescent efficiency of the oil is
based on the phenomenon that - molecules of "unsaturated" hydrocarbons
become excited, when illuminated with ultraviolet li@t of a certain wavelength.
They radiate light in the visible spectrum. Different oils contain different
amounts of msaturated hydrocarbons, so that the instrument must bc calibrated
each time, for the type of oil being monitored. The instrument is simple in
dcsign, and has be& installed in tankers.
 Advanced Marine Engineering Knowledge Yo/. NI

Q.14. Sketch and describe a Sludge Incinerator ? How is the waste disposa:
effected.
Ans
An Incinerator is capable of dealing with waste oil, oil and water mixtures u p
to 25% content, rags, waste and soiid matter from sewage plants, if required. The
figurc below shows a small combined water tube iype boiler cum incinerator plant
which gives a compact unit with good economy.

Si"d~r/,,il
I;*::,$ c,7m-

Spinning cup bu

Incinerator
Wasit: i oily-water mixtures, suitably homogenised, produce a well-dispersed
emulsion. These are supplied to a rotsry cup burner. Solid waste f n m ?Ite galley
and accommodation is collected in bags and placed in a chamber adjacent to thc
main combustron chamber. There is a safety device, which prevents the doors
being opened, if the burner is 'on'. Hydrocarbcn gases are formed, duz to the low
air supply to this compartment, which pass throtigh a series cismall h ~ i e sin the
furnace. Dry ash has to be removed pcriodicaliy through the ash pit door.
Solid matter from sewage systems is also incinerated in this unit by
homogenizing it with the oily-water mixture, befjre supp-;;ring thc rotary cup
bfirner. The incinerator is capable of burning liquid waste or wet g a r b q e .
Combustion o i solid paicles requires a considerable dwell time and this is
usually achieved by angling the burner to give a 'cyclone' effect.
One of the main problems is to dispose-off items like glass and metal
containers, which tend to soften in the flame, but do not readily bum. It is
necessary to prevent these agglomerating into a mass that is difficult to extract.
For this reason many incinerators bum refuse on a grate. The burning process for
liquid waste requires that there are no rapid changes in content. Hence it is
necessary to ensure an efficient homogenising process in the sludge tank.
 Cost 05 the incinerating process must be considered. Since incineration is
iniriaied using diesel oil, lo sran with a stable flame, i t is using up fuel. In an effort
io rccovcr t5is cost, combined boiler cum iccinerstor units are used, as shown
abmve, which may not be economical on a cargo ship, with a small crew, but is a
econnmica! unit on passenger ships, which incinerate a large quantity of garbage
daiiy.
~,

Q.15. Discuss hriefly the methods used for the measoremeot of Noise levels
and t h e recommended limits for noise levels.

Sour~dis generated by vibration o f surfaces or by turbulence in air streams,

sciiing-up rapid prssure variations in the surrounding air. The nomal human ear
is sensitivz to frequexies between 20 Hz and Z0,OOO Hz. The human ear is
pai-;iciiIarly sensitij~eto noise in the 1000 - 4000 Hz [ 1 - 4 kHz) range, which is
objeciionabie and m+y lead to hearins impaimcnt.
f?ieasilren,m; of Noise :
P-loisc is measxed in terms cf thc 'sound pressure level' excressed in decibeis
WG), 01 k e 'A - weightzd sound level' dB(A).
Rwuoxriei~dedNoise Level timiis :
Unrnarinzd machinery spaces (UMS) 1 l o dR(A)
Con!inuousiy manned machinery spaces 90 dB(A)
Ensine control room ( E C X ) 75 dB(A)
Mess moms and public spaces in Accomrnodatio,l - 75 dB(A)
Day rooms, offices 65 dB(A)
Cabins and hospital . 60 dB(A)
?fk?hodo 02' controlling Noise exposure :
S.?pi!a-:l?iou of Noise sources.
(i) W t w e practicable, noisy machines should be sited in spaces, thar do not
r q w c c continuous attendance.
(ii) Provision of suitable partitions, bulkheads to reduce the spread of noise.
?sovision oi'sound absorbing material in certain spaccs.

(i) 111llow and discharge ducts should be arranged, such rhrt !hey are remote
Smru spixes frequented by personnel (such as Fan rooms) and be fitted
witit i:fkc!ive silencers.
(ii) Siicncec; shooid be reg-zlarly inspected and cleaned, to ensure sr~fficientair
iniakc i:; possibie, with theminimum of noise levcl.
 Advanced Marine Engineering .Knowledge Vd. 111

Machinei-y Enclosul-es.
. (i) In continuously manned mschinery spaces, which contain machinery
emitting noise above the prescribed leve!s and where i t is not practical to
isolate this, consideration should be given to the fitting o f sound insulation
enclosures (acoustic hoods).
Use of ear protectors
Where noise ievels in any space are above the prescribed limits, signs should
be posted, advisins the use of suitable ear prolective measures. Ear protectors
shauld be provided for personnel entzncg such spaces, viz. duty engineers making
r~urineinspections.
Manufacturers siiould supply i n f o r m a t h on expected noise lzvels and
r e c o ~ m ~ e nappropriate
d ins~allalionmetho&; to reduce theK, as f2r as practicable.

Q.16. Discuss what precautionary practical measures wouid you fo!lo~v oil
baard vessel, as Chief Engineer, with rzference to lke ccatrol ana
m;tnasemznt of the ship's Baffast water. Enumerate the basic safety
precautions to be taken, in your opinion.
Ans.

-
Minimising iniake of harmful axtttiatic
~ - o z n i s m s , =hogens a n d sediments :
When loading ballast, every effort should be made io avoid the intake of
potentially harmful aquatic organisms, patbogens and sediment that may contain
such organisms. Avoid baliasting, ifpossible, in a r e s and situations such as:
- in very shallow water;
ir, dadmess - when bottom-dweiiing or2amsns may rise up:
where propellers may stir up sediment.
&move baflast sediment on a timely basis :
Where practicable, routine cleaning of the baI!asi iank to remove sediments
should be canied out in mid-ocean, or under controlled arrangements in port or
dry dock, in acwrdvlce vv3h the provisions o f the ship's ballast water
management plan.
If it is necessary to ballast or discharge ballast water in the same port to
facilitate safe cargo operations, care should be taken to avoid unnecessary
dischharge ofballast water, that has been taken up in another port.
Ship's engaged in Ballast water exchange a t sea should be provided with
procedures, which account for the following, as applicable:
Avoidance of over and under pressurization of ballast tanks;
Free surface effects on stability and sloshing loads in tanks ihat may be
slack at any one time,
 ~ d v a n ; e d~ w i n Engineerhg
e Knowledge Vol. I11

To take account of weather conditions;

W e a t h ~ rrouting in areas seasonably effected by cyclones, typhoons,
humkanes, or heavy icing conditions;
Maintenance of adequate 'intact stability' in accordance with an approved
trim and stability bookiet;
Pemissibie seagoing strength Iimits of shear forces and bending moments
in accordance with an approved loading manual;
Torsions! Forces, where relevant;
Minimum/maximurn forward and aft drailgk:~;
Wave-induced hull vibration;
Documented records of ballasting andlor de-ballasting;
Contingency procedures for situations which may affect the ballast water
exchange at sea, including deteriorating weather conditions. pump faliure,
loss of power;
Time to complete the ballast water exchange or an appropriate sequence
thereof, takine into account that the ballast water may represent 50% of the
t ~ t a cargc
l capacity for some ships; and
Monitoring and contro!iing the mount'of ballast water.
I f the 'flow-though' method is used, caution shoukl be exercised, since:
Air pipes are not designed for conrinuous ballast water o v d o w ; Pumping of at
!cast three full volumes of the tank capacity could be needed to be effective, when
tilting clean water from the bottom and overflowing. from the top; and certain
watertight and weather-tight closures (e.g. manholes) which may bc opened during
ballast exchange should be re-sewred, Ballast water exchanges at sea should be
avoided in freezing weather conditions;
However, when it is deemed absolutely necessary, par;icular attention should
be paid to the hazards associated with the freezing of overboard discharge
an-angements, air pipes, ballat system valves together with their means of contro!,
ar~dthe accretion of ice on deck.
Some ships may need the fitting of a loading instrument t o perfom.
calculations of shear forces and bending moments induced by water
- -,exchange at sea and to compare with the permissible strength limits.

An evaluation should be made of the safety margins for stabi!ity and

strength contained in allowable seagoing conditions specified in the approved
trim and stability booklet and the loading rnanual, relevant to individual types of
ships and loading conditions. particular account should be taken o f Stability,
which is to be maintained at all times, to values not less than those required by the
Administration.
 Fire and Ships Safety
Q.1. With reference to C o n t r o l stations a n d F i r e p a r t i e s , discuss t h e
importance of:
a) Musterlist
b) Fire control PIan
c) Essentirrl R e q u i r e m e n t of F i r e Parties

Ans.
The muster list shall be pemanentiy positioned and displayed throughout the
vessel and shei! q e c i f y definite signais or, th: whistle or siren, for calling the crews to
their emergency stations. The muster list shall also specify the means of indicating
when !he vessci is bc aSandoned.
. The
~ . . muster !is: shall show the duties assigned to c.ew m e m b e r s i n rcspec: of -

a. :he d o s i n g of watertight dgors, fire cloijrs, side scuttles, valves and other
ope~;in_gsin :he vessels superstructure.
b. The equipping o f the lifeboais and other lire saving s?pliances.
C . The iacnchir.2 o f lifeboats and liferafts.
d. General preparations o f any other boats and life saving a~;.liances.
e. The niuster o f passengers (if any).
f. The sxtinctiun o f fire.

Fire Controt Plan

For the extinction of fire, a -5re conlro! plan should be drawn u p and be
p e r m m e n ~ l yon display, showing the following detaiis.
a. Sections o f the vesse! enciosed by Oje resisting bulkheads.
b. Section o f the vessel enclosed by f~e-retardingbulkheads.
C . T h e fire cor.lro1 plans should be annotated, showing the fire alarm call
points. sprinklers, fixed insiaiiations, poriabie extinguishers, equipment,
breathing apparaius and fireman's outfits. At a glance, the complete fire
a r r a n ~ e m e nand
t distribution can be seen.
: @: Means of access to and escape from compartments and decks.
e. ventitition systems, fan controls and dampers erc.
f Location o f the international ship to shore ccnnectidn(s)
g. Locations of all machinery stops, fuel oil remote shut o f f vaIvcs and
e n ~ i n eroom skylight closure points.

Fire Parties I Drills

The essential requirement o f a good fire drill is that it is made ? s realistic as
possible and nevcr al!owed lo become monotonous o r routine. Fire drills
shouid be held in rotation to include :-
a. All crew members.
b. in different parts of the vessel
C. All fire righting equipment to bcutilised. 13 %
?X
d. Fire drills to b e carriedbut a t different times and, on occasions, the
drill should be carried out without an advance warning.

Fire drills shousd be carried out in the following way :

i. One officer from each department, i.e. Engine and Dcck, should be put
n s Fire Drill Officer, whose duly i s 1s submit typical fire drill
situations relevant to his department. These to include details of extent
of fire, scurce of ignition, equipment to be used, personne: to be
involved and a full de-brief peiiod afterwards, which is equally
important to the learning process.
..
11. Fire drills should be conrlucted in different areas oF:he vessel, s o a s to
include accommoda:ion area, cergo, and machinery spaces.
...
i ~ i . Use blacked out Breathing appaiatus face =asks o r safety smoke
generators lo give B. A. wearers the benefit of experiencing zero
visibility, as worild be expected in rzal life sitcations.
. Fill up an old boiler suit v:ith rags, to simulate a 'body', for search an<:
xescue Teams to get p:ac!ice, in evacuatins personnel.

Apart from the need to conduct fire drills invo!ving the entire crew.
ik:e is a strong case ibr ifivoiving speciali~edfire parties, hand picked men,
>wiio have a particuiar aptilude, skil: and knowledge for fire fighting so a s to
mgendcr team spirit, confidence and communications as on efficient ream.
Iluring these drills, breathing apparatus should be - worn and
coii~mnnications/!ine signals difigenily practiced, until the B. A. teams can
iiiiiy understand and be understcod.
Fire drills should be varied every time and hypothetical fire situations
weatcd to co.jer every possible contingency. Try to visua!isc a g i - e n fire and
adopt boundary cooling accordingly . All equipment should be brought to a
::\ate o f rcadiness, i.e. fire pumps started, fire mains charged, hoses run out in
position and charged. It is very important for the p-rsonnel to get the feel of
itre equipment during practice, rather ihan in action for the first time.
Before any fire drill is actually starled i t is mosr important that a roll
call is taken and 211 persocnel accounted for. This is especially. significant
when the case of an engine room fire, before the vessels ~SXST-W CO, fixed
instal!ation can b e actuated into the space, the area must be fully evacuated.
Many such fires have, in the past, been allowed to grow in intensity
because of the confusion and delay caused by a lack of positive knowledge
regarding the whereabouts of all the staff.

The following ~ o i n t sare considered to be necessary to a good shipboard fire

or-pnisation.
I.
.. The organisation should be simple to understand by all onboard.
11. It should be easily adaptable, to keep ilp-to-date.
. ..
118. The system should, a s far as ~ o s s i b l e be
, standard throughout the fleer.
 jv. it should incorporate a simple but effective roll call procedure.
1,. i t should ensure :hat all personnel, with appropriate knowledge o f the
vessel and fire fighting training, are used effectively i.e. deck crews for
cargo and accommodation fires, engineers for machifiery space fires,
pursers. stewards for first aid and support services.
vi. Fire fighting parties are we!! trained to operate in all situations, s o a s
to become an effective learn.
~ i j . Alt other personnel, not directly engaged i n fire fighting operations,
should remain at the muster point, arid must be given support tasks
relevant to the tire sihation.
vili. Good communications should be set up and maintained, between the
muster point, the bridge and the seat o f the tire.
ix. Realistic fire driilsltraining are czrried nut throughout the vessel 10
cover all eventualities.

The plan z!iould he scpervised by the senior cfficers on board. who wiii be
picsent :o co-ordinate and control the proceedings.

Bridge T e a m
%aster - Overz!! in command, regarding the Ere and the vessel's s p e d ,
course manzu~erin!: and radio messages sent.
Third Officer
Assisting Master in the above and responsib:r for shipboard cornmunicalicns
between the control stationand the bridge.
Helmsman, looking out for other ships acd as messenger between stations and in the
event of a communications breakdown.

. Chief ~ n g i n e e r
He is responsible !o the Master for the highly technical details, which should
be fully utilised, especially regarding machinery space fires, Emergency fuel
shut-off, ventilation, fuei oil bunker transfers.
~ ~

Engine Room Team

SecondEngineer
Officer-in-Charge o f engine room and maneuvering of the main engine. If the
fire i s in thc machi&ry. . space(s) then he is aiso in charge o f fire fighting
operations within.

Duty Engineer
As instructed by the second engineer, either in the engine controls and o r fire
fighting operations.
Engine ratings
'4s directed by the Second engineer, either in starting the fire pumps, or, i f the
engine room is involved in fire, as part of t h e fire fighting ieams.
 Electi-ical Officel-
A l l electrical requirements- to stand-by at the main switchboard, put on-line
additional generators, or emergence lighting circuits. To stand-by and Re
available for instructions from the secon8 engineer.

F i r e Fighting Team
Chief Officer
Officer in Charge o f fire fighting operations for accommodation and cargo
,tiisn
spaces. ?ce,x&~e ~f j,'k b e d -k
Second Enginkeer M ~ i ~ r \ Cl (C ~ \~; < ~
Officer-in-charge of all machinery space fires. rf

O f f W a t c h Engineer1 Deck Offrcers

Assistin,o the Officer in Charge cf fire fighting operations in Ere c m t r o l and
fire fighting operations as directed.

I I off watch crew members

A s direcicd hy thc Officer in Chars:, for all fire fighiing cpcraiions. boii::tla:y
cuuliiig arid orircr- C u t i c s .

Galley persont?el
A s Girected by the Officer in Charge in fite fighting operations, if the galley
arcs is involved. I f no[, then in prouidinz support scrvicci lo lhc fire fiyl~ltng
tezms. Also to prepare the ship's hospital and-render -firs&d, stretcher party
and any other duties as directed.
Second Officer
H c is responsible to the Chief Officers a s regards cargo stowage and transfer.
and also in charge of fire equipment - all hoses, exiinguishers. foam and . a
i a
I
breathing apparatus

/ - i i
JQ.2 Discuss recommendations on Safety Measures f o r periodically
unattended Machinery spaces in addition t o tbose normaily
considered necessary for attended Mlc. spaces.
Base y w r assumptions that qualified personnel a r e available to
a n s w e r alarms.

Ans.
An unattended machinery space is one, where the provision o f automated
alarm, control and instrumentation equipment compensates for the absence o f
the machinery space watch-keeper. Sensors are used to detect the onset o f
potentially hazardous conditions.

.. ~ ..~.
 Protection against Fire
(a) The fire detection system should be capable o f detecting the onskt o f z
-- fire, and be self-monitoring for faults. Visual and audio alarms are
relayed to the Accommodation -spaces, Navigation bridge and to the
duty engineer officer's cabin.
(b) It should be possible to restricting !be fire to the space o f origin, by
ensurinz zdequate structursl design, and the elimination o f combustible
materials near doors, casings, skylights and other openings.
(cj The remote starting of fire pumps, quick clitsing arrzngements, the
shutting dfi" of ventilation fans, fire extinguishing system controls, an6
shut-off arrangements for frtel pumps should be czntralised in the fire
control station, together with at least one breathing apparatus a d ' a
supply o f fire-fighting -equipment.
fd) The oossibilitv of the fornlation o f oil mist, can be dc:ected bv , Oil mist
~~~

detectors.
- Fuel oil high p r e s s u r e ~ i p eleakare can b e detected b y using
-
double walled -pipes --and a leak-off tank with alarm.
-----

Protection against F!ooding:

(a) In mattended machinery spaces, an alarm s h ~ u l dwarn o f bilge water
or other iiquids accunulating ar an unusuzl rate or have reached an
abnormal level in bilge wells. These w€lls should b e large enoush to
hold mere than the norm'al drainagc expected during the lonzes!
unattended operation, whi!e detccticg at normal ang!es o f trim and
heel.
(b) In the chse o f bilge pumps srarting automatically, means shou!d be
provided to inEkate excessive running ('Long run' a&>) 2nd if the
influx of :iquid.is greater than the.capacity o f the pump. (the usual
arrangements apply to prevent oil pollution).
(c) The controls for sea inlet, bilge injection-and discharge valves below
the waterline should be sited to allow adequate time, in the case o f
flooding, for these to be operated. Lsrger valves may require remoie
control from above the bulkhead deck.
-
,'
Cancel l o A O PROC2AM R - 4
Bridge control of main engine :
The engine speed and direction of thrust o f the propeller (in case of
controllable pitch propeller) should be f i ~ l l ycontrollable from the bridge, with
means o f stopping the main engines, in an emergency. Remote automatic
control system failure should give an alarm while the preset speed and
direction o f thrust o f the propeller should be maintained, until under local
control.
. .. ..
: Communication :
A direct and independent means of communication should b e povi'ded
belween the engine control room, the bridge and engineer officer's
azio~snodation.
Rlachiraery space :
. system of alarm, shvuld be provided, which should indicate any
fault ihac r q , ; i i s zttention, additionally giving automatic shut-down i f
nrc;.iss,,)-, but allowing for overriding in emergency situations.
%lolorVessels :
1 . o ~lubricating oil pressure, high :emperaturc cooling water / rhrusr
h e w i n g / exhaust gas, and crankcase oil mist detection.
Turbine Vessels :
o w lubricating oil pressure, reserve oil supply, and high temperarurs
of hearings.
Maiil propulsion boiiers:
Hi:? and low water level, flame and air faiiure, high satinit)-. including
i i i t s l a m if purgiag or re-ignition apparatus malfunctions.
Oil supply arrangemenls:
High and l o v ~alarms in daily service ianks and malfunction o f oil
p ~ . ~fiws.
ri
illcrirical system :
.- .c voltage or frequency variations, cperation o f load shedding
~,,s.,ive
aimivgxnents and loss of po-aer in 'alarm syslems.
:\!~xiliasy power units :
C;i!ncrally make provisions as abobe.

3&/~tii reference t o h a z a r d s of enclosed spaces :

8) W h a t oxygen content of air would you accept es -s_fe?
B) Discuss dangers involved d u e to the toxic effect of petroleum
vapours a n d chemicals.
ct >tare the iastructions a n d T r a i n i n g you would give to stnff.
i .:garding entry into enclosed spares, in ships.

Aity s p w e that is not adequately vmtrlated, such a s cargolfuel oil

., dolibl~: bottom tanks, ballast tanks, cargo holds, pun& rooms,
coiT*:rila!ns, d w t keels or even store rooms may c o n b i n toxic or flammable
gasc:j o i m i i y be deficient in oxygen. Death has occurred when people have
citicrcd ciicloscd spaces withoul checking for a dangerous almosphere. Thp
da11gi:i.s ivilicli exist arc many and range from oxygen deficiency to toxic
gases.
Enainpli: are tanks which contain or have contained a toxic, corrosive
or o:cygi:ii absorbing" cargo, refrigerated spaces from which the refrigerant
riiay leuk, spacos i n which an internal combustion engine is insralled o r even
c i i ! p i y Fuel taiiks.
Oxygen Deficiency
. .

Normal oxygen content o f air is approximately 21 O h by volume

Toxic
~.
Effcct o f Petroleum vapours and Chemicals
EV& very s m d l quantities of petrolecm qapcrurs, ivher?. i n h i i d , dull
the sense of smell, and cause symptoms of diminished respor;sibi!ity and
dizziness giving the i m p e s s i o n o f drunkenncss, headache and irritation o f the
eyes.

Threshold Limit Value (TL'J)

his is the highes< concentration, o f harmful substance in ai;, to which
a person may be exposes [or eight hours per day, for an indefinite period,
withgat danger to health.
TLV for petroleum is not uniform, due to constituents varyins i n t h e i r
proportions an2 various constituents having a greater toxic cffect r h a ~others.
The main constituents are Methane, Propane, Ethane and Butane.
A standard figure of 500 ppm is quoted for working i : ~a p e t r o l e ~ m
atmcsphere but must not be taken a s applicable to vapours containing
hydrogen, sulphide or benzene.
The human body can tolerate somewhat higher concentrations for
shoiter periods. The following are iypical effects from such higher
co.&entiation :-
 Hydrogen Sulphide, HIS
Cmde oils may have the extra hazard of containing m c e quantities of
Hydrogen Sulphide. Its presence as a vapour can be detected as low as I p.p.m. in air
by its most offensive and pungent odour, somewhat simiiar to rotten eggs. .. . ;-s:. .' .
,

Its toxic effect kowever, is one

.. . .paralysis
of . of the nervous systzm and
one of tbz first senses tg b e rendered - ineffective i s that of smell.
Concectritions of 200-30G p.p.ni. vaponr in air will produce such marked eye
end respiratory trac: irritation that longer exposure than a few r n i n u t ~ scznnot
willingly be tolerated, At a concentration o f 1,000. p.p.m. a few seconds
exposure czn result in immediate unconsciousness and respiratory faiiure
which unless quickly restored will be rapidly fatal. TLV is given as 10 p.p.m.
but in an enclosed space a nii concentration should be achieved before entry
isupemitted withoutthe use ofbreathing apparatus.

When entering an enclosed or confined space, the following principal points

shsuid be observed :-
a) identifying the potential hazards.
bi Instituting and adhering to a risid permit-ro-work system. Ensure thsr
the space is secure against i-gress of injurious substznces.
C) Freeing the atmosphere of'gas and removirig sludge zndlor ether
sources of gas (a tank is not cansic3ered gas free if any siudge remains).
d) Testing for the presezce of toxic gases and/or oxygen Geficiency
e) Instructing or training personnel in the safe conduct of the operation.
9 Provide adequate safety eqilipment.
g) Organising emergency rescue t-amsffirst aid.

I f it is found-necessary to er.ter a confined space with breathing

apparatus two supplies of air are required. On no account should a person
stationed at the entrance attempt t o enter the space before additional-aid
arrives, no attempt to enter must be made without breathing apparatus.
The testing of the space should be carried out at different levels, and
. . . . h r t h e r tests to be carried out while space is occupied. Breathing apparatus
must be worn, if any doubt exists about the possibility of vapour.
~ i f e l i n e sand safety harnesses should be worn. The lifeline must be
capable of being easily detached by-the wearer, in c a s e o f entanglemefit. 4 c y .
attempt to rescue a person from a n enclosed space should be based on a
prearranged plan. Survival, after loss o f air supply, is time dependent and
restoring the victim's oxygen supply is the first priority.
Unless the person is gravely injured, e.g. broken back, any physical
injury he has sustained is of secondary importance - the victinl must be
brought out wirh the least delay. Restoration of the casualty's air supply at the
earliest must always he the first priority. All ship-board personnel are already
qualified to render first-aid, after attending suitable courses ashore. so
detailed descriptiow'h ::'e not been provided here.
J
'~.4 Explain in detail h o w a n Oxygen Analyzer w o r k s a n d h o w the
m e t e r is zeroed.

Oxygen Analyzer
Various types of meters may be used for measuring the oxygen content. A
contir,uozs reading type is one in which platinum wire elements are m o ~ n t e din two
chambers, one the rneasuling chamber and the other, the reference chamber.
Oxygen is paramagetic, i.e. ii is attracted to magnetic fields. Thus one
Elamen1 has a magnetic field, while the referewe filament bas no field, an: attracts
only the air. The circuit forms parT o f a Wheatstone's Bridge. The filtered and dried
gas is drawn across the elements and &e difference in thermal conductivity o f the O,,
reiacive to air, causes -.temperature diff~rericein the wires.
This changes the wire resistance, and unbalances the Wheatstone's bridge
circuit, generating a resultant current, which is proportional to the percentage o i
oxygen in the s m p i e . F a k e readings arc likely if tne gas sarn;.,le contains
anorher paramagnetic gas such as NO,.

Zero position check : 'Zero' position setting can be done by using a pre-calibrated
sample, and then setting the span of the instrument. Test with 100 % Nitrozen. [ COZ
may be used in emergency.] Open control valve for 3 minutes, to obtain zero reading.
Now test with atmospheric air to obtain 20.8 % reading for which spa11 control can be
adjusted if necessary.
I. ~oaislrtCuerype
t'sed where ihel o r other combusfihle materid pmdur'cs~rnriou$
s combvslion much b t b r t the appearance OF smokc or
~ r n d r ~ e lof
flame*.
A rediaactivz sm~rec.such as radium, ionizes Lhc armasphm i n
lmtk open and closed cchrnbtrs. llnder norma! condilions. the circuil is
elec~ricallyb.~lancrd
W h n c o r n b i ~ s l i mproducts enlet thr: cpca chamber. 15c ion Raw
is T t t a ~ d t d and thc e 1 c ~ t ~ : s l resistarrce i s inzrerscd. lhus cr,alin:
k
34
i~:!salancc, whirl1 t r i g ~ e r sr i a u l o m i
Tcsrinp, i 5 r a r r t d out 5y inject in^ a pre-Elid hydro carlmn gas Inlo
thc d c i c c ~ whcnd, hy mranJ;ni a s+cidl spray czn provided.
 Advanced Morine Enginering Knowledge Vol. I l l

.7 P h o t o Electric I S m o k e Detector type.

These are used where smoke is produced much before any flame is
visible e.g. insulation fires.
.~~ . -

Light source . Phnto ilectric 4l

When there is no smoke in the head, the photo electric ccll

csnnc: dzteci the flash tube signal. The zddition o f smoke causes light
to fall on to the P. E. cell, which triggers the alarm.
Testing is carried out by actually passing s ~ o k einio the
dckctor hcact.

3. lnfra-red I Fiame sensor type

Used where flames could occur in hot spaczs, wnere heat de.,"ctors
would not work, such as in the machinery space cylinder head
platfarm. The head is designedto sense radiation waves of 25 Sertz, which
corresponds to that of naked names. A time delay mechanism reduces false
~ .~ alarms due to Iight reflecting offrotating machinay or similar cause.
1NiRA E D ( F U M E ) D n E C I . O R

. .
. ..- .

Testing i s carried out by a naked flame at 5 m distance.

 . .
4. H e a t sensor / r a t e of r:'se sensor
These are u s e 6 where iherc may b e high ambienttemperatures e.g.
machinery spaces, galleys.
Two bi-metallic strips are placed in parallel to form an electrical
circuit. C n e is insulated to the atmosphere and the other .is open. A
sudden increase i n temperature would cause the open strip to bend
quicker tkan t~e'insuiatedone, m d trigger the alarm circuit. However,
gradual ambient temperature increase would cause both strips to move
equally and n3t trip <he alarm.

RATE OF R I j E TYPE
HEATDETECTOR
Tested by using a heat source.

'i'estiog of F i r e detectors :
A n efficient fire detection system is required, when a vesscl is operaled
.
. w ~ t h an unattended machinery. soace. G r o u ~ sof detectors are 2rranted in
circuits, according to their posiiion in the spaces be!ng protected. The choice
o f which type to use depends on the type of fire expecied, whether high level
o i ambient heat is expected (e.g. Enginc room) and whether flame can be -
easity detected (open spaces, so direct line of sight), and are thus arranged, so
as to detect an outbreak of fire, in any zone, as quickly a s possible. T h e
an'ccted zone will be indicated on the alarm panel.
Small indicator lamps are usually fitted to detector heads to show
which head has operated. Most systems operate on 24V D.C. The emergency
b;!itery must be capable o f operating the sysrem for 6 hrs. in the 'no alarm'
siate, and !& hr. in rhe 'alarm' state. (This is for cargo ships - the
requirements for passenger ships are different). When tke detector is
;ictiva!ed, by the method appropriate to the type o f detector head, the local
irtdicator, as well a s the lamp on the main alarm panel, will indicate the
.ivorking of the detector head, during testing.

Detection of faults in cables a n d detector heads

Detector heads must be checked on a regular basis and the cables lo them
rwsr be checked, because a fire could damage the cables before the detectors
have reacted.
T w o methods are used :

B
I::
a) Loop monitormg
b) Line termination monitoring
Both systems rely on detectors being open circuit under normal condition^

L o o p Monitoring
The alarms are activated by closure of rhe contacts i n the heads through (a)
and (b) while continuity is checked rhrough (a) and (d) and (b) to (c)

A
i b ) V

I I
stb Alaz-m panel Detector head
i

Checking Lines
The alarms operate when contacts acioss (a) and (h) close. Continuity is
checked by monitoring the resistance at the ;iiJ o f the line. If the resistance of
the line measurqd across (a) and (b) is less than the and end resistance - the
alarm sounds. If the resistance across (a) and jb) increases ab0x.e a level eqtial
to the resistance shown plus the cable resistance, a system fault alarm is
acluated.

4.6.
(a) State where information can be obtained with regard to the safe
earriagz of hazardous substances as cargo.
(b) F o r the hazardous cargo of y o u r choice, discuss the
... following:
i) Storage, transport and H a z a r d o u s properties.
ii) Fire fighting and suppression techniques.
iii) Medical effeets and treatment after physical contact.
Ans.
(=) International Maritime Dangerous Goods Code (I.M.D.G. code) gives
(he requirements for carriage of dangerous s c a d s in small packages,
bales and so on.
(bf A general search for any particular cargo is :-e.g. Nitric Acid.
 i) In I.M.D.G. code, locate NITRIC ACID. The U.N. No. identifies rhe
substance on a United Nations list and is tinique :o that substance
avoidin? confusions due to different languages. I.M.D.G. Code lists. its
propcrties a n d t h e inherent hazards. It also lists its packaging group
(e.g. small packages) and stowage requirements - - Category D.
Category D gives details of stowage limitations (on deck cnly).

1 1 ) In the Emergency Schedule, emergency equipment, procedures and

emergency acti?ns arc reconlmendcd in case o f spillage and/or fire.

iii) The Medical First Aid Guide (M.F.A.G. Tables) gives guidance
into recognizing symptoms and their treatment, where someone irray
, have been in cantact wiih ..:he substance.

The lnternatioual Chzrnber o f Skipping's Tanker Safety G1iiFI.e

(Chemicals) gives recommendations for all the above c ~ i t e r i a ,when the
subsiance is zarried in bulk.

Q.7 Wiiln r e g a r d to carriage of c r u d e Oil a n d associated p r o d u c t s

a) Sketch a n d describe a n EipIosimeter suizabie f o r testing
P u m p rooms o r Tanks.
b Calibration procedures you would fofl$w f o r s u c h meters.
Ans.
Con8bustibk Gas Detector
Thc principle of operation is that a samp!e mixture is drawn into the
rn-ler b y an aspirator bulb. This sample is ignited by the catalytic action o f a
heaicd filament, since the sample coming into contact with the hob filament
will b u m . The b u r n i ~ gsample heats up only this section of the Wheatstone's
bridv: and thus increzses its electrical resistance. This unbalances the bridge
arid causes a resultant current to flow through the meter, which is proporlionat
lo ihc tlcaiins cffcct, and thus thc co:iccntration of cxplosivc gnscs prcscnt i n
the s;imple. Even 'too lean' concentrations are capable of being ignilcd and
thlis de:ec!ed, due to the catalytic acticn of the filament.
?'hc meter is usually marked to read the gas concentration a s a
pci-cci~la$eof the Lower Explosive Limit (L.E.L.) or a s parts per million
(p!m). However, any deflection of the needle (above zero)-is a potentially
h ~. .I .~ ~. I I ~ O I and
J S , thus an unsafe condilion. it is compact and portable, being
po~wcretlb y small batteries.
The Explosimeier will not detect the presence o f Hydrogen gas. False readinss
\\'ill hi: obtained if the sample gas contains a very lo, oxygen conrent. The meler
indica!cs up to the L.F.L. and could thus read zero, when actually the mixture
is i n 'loo rich' a condition, i.e. explosive. (To check for this possibility, purge
the sarrlple with air. SO as to get a leaner sample, for analysis)
There are many types o f instrumenr, but the type most conlmonly found on
ships is the resiskance type Explosimeter shown below :-

Calibration procedure

T c s ~p s e s include . 50% L.E.L. penlane (0.75% pertane)

50% L.E.L. methane (2.5% methane)

F!ow control
Adaptor
Test gas

Test ki:s for shipboard use are available for-this purpose, which
provide a mixture of a hydrocarbon gas in air, such a s 50 % LFL Butane i n
air.
Leak testins may be achieved by pinching the sample line and
squeezing the Aspirator bulb - the bulb must not expand, as long as the
sampling line is kept pinched (i.e. a partial vacuum is maintained, indicating
that there is no air ingress).
fnstr~imentsused must have flash-back arrestors in the inlet and otrtlcr
o f ti-: Detector filament chamber, so as to reduce the fire hazard.
 If the concentration o f gzs is about twice the LFL, there is insufficient
Oxygen i n the mixture to burn the hydrocarbon gas complettly. The response
o f the instrument, to such a concentration, i s that the needle initially deflects
to rhe maximum scale reading, and then falls back to zero.
- Continuous observation is thus required to detect and identify this
condition, and the operator needs to be alert to this. ~ r o i o n ~ operation
sd with
such
~. a gas mixture causes the depositicn o f c a r b o n x e o u s matter gn the sensor
filament, which will affect the response o f the instrument.
For the same reason, the instrument does not give a reliable reading
with a deficiency o f oxygen in the gas sample, such a s what exists in inertpcd
cargo tanks. This meter cannot, therefore. be used for inerted tanks.
Attach flow controller, fit the adaptor and connect the tubing. Opcn the
con:rol valvc for 15 seconds. The meter should indicate between 37% and
55% defection (adjust span control, if necessary?.

In the figure shown, a meter reading of 68 % to 92 % of the L.F.L., Lbr a pre-

calibrated sample of 3 % methane, would help to check the accuracy o f the
instrument.

Factors that can influence the measurement are :

- large changes in the ambient temperature
- hcavy or large flow rates, which affect the filament temperature.
To prevent any inaccuracy due to flow rate, a reading should be laken when
there is no flow, i.e. between hvo successrve squeezes ofthe aspirator bulb.
~ .~
 - -.-

Advanced Morinr Engineering KnmvI~dge VoL JII

-,

Q.8 (a) Sketch a n d describe a Bulk Carbon dioxide system, a n d state

specifically where such extinguishing media c a n be
efiectivelv used.
~ ~

(b) Sketch and describe a Bulk Dry Powder Installation a s used

on LPG & LNG carriers.

Ans.
Bulk Carbon dioxide systeni
Carbon dioxide is stored in b d k , in a single container at -17' C. Two
refrigeration systems are fitted, for keeping it cool. One is a l w q s in use,
whjle the other one is on stand-by. In the cvznt of loss of power, the tanks are
sufficiently well insulated, to maintain this temperature for a minimum of 24
hours, before any danger of "boil off' occurs.

Two sets of relief valves are fitted to the pressure vessel. Set A lifts at
24.5 bzr, to atmosphere. Set B lifts at 27 bar to the C02 room, in case of fire
in this space. Each set has an isolating cock to enable one valve only of the
set to be opened up for surveyfrepair.
There are two means of indicating tank level :-
a, Remote electrical display of contents (capacitance bridge)
b. A stand by indicator, consisting of a vertical, external un-insulated
pipe. This can be filled with C02 to the vessel level, by opening one
valve. Level is determined by frosting on the outside of the pipe (or by
level detector).
 The remote operated valves in the system can all be operated manually,
using 8 spanner provided at each valve. When the required amount o f COZ has
been discharged, z signal f r o 2 the electrical contents system, closes the E. R.
distributionvalve. If more C 0 2 is needed this valve can be re-3pened by the-
re-release button.
Alarms are fitted for 5% loss of contents and for over-fill o f vessel
above 98%. A third relief valve C , set at 35 bar, protects the system pipe
lincs. Storage vessel is specially fabricated from sophisticated steel, suitable
for low temperature operation.
The system is emptied and internally inspected every ten years. Pipe
system is o f solid drawn galvanized steel pipe (as in the bottle system pipe
work). Pipe blown through with compressed air periodically. System has
lower filling costs than the bottle system, and result; in a saving in weight
and space. Unlike the boitie system, this allows for re-release.

Bulk Dry Pqwder Installation (for LPG I LNG Ca~riers)

J3r-y pcwder, discharged as a free flowing cloud, eiitingcishes ti fire
rapidly f'he action is simiiar to Flalon. Also, the powder gives some
sniuliicrlng effect.

Hose box on deck

....

St5 n
ysr

Bulk Dry Powder installstion

When the operating valve in the hose box is opened, nitrogen flows to
tilad$-ypowder compartment, which :
(I) opens the appropriate direction valve.
(2) activates the rr-in nitrogen release operating cylinder.
 Nitrogen flows into the dry powder container via a pressure regulating
valve. When the pressure is about 16 bar, the main discharge valve opens and
powder flows to the hose.bok. The in the container remains fairly
constant, until it is nearly empty.
If more dry powder is required, the stand by system can be operated.
Nitrogen pressurz from this system holds a valve in the main system closed,
preventing powder enterin3 the main container.

Q.9 Briefly describe the Physical characteristics of Liquid Nzturat G a s

(LNG). What precautions and action will you take in case of an
LNG fire?

Liquefied Natilral Gas (LNG)

Physical Characteristics:
'This is a clear odour less liquid, stored at - 160 'c.
Less
. yiscous
~~ .~ & !ig5ter rhan water (Relatiue density i s 0.5).
Main
. ., . constit~~entis Methane > 90%
Tla'sh point - 188 "C
Auto fgnition 650 'C
Density :-
Immediatelv on va~ourisation = : !.4 x air
' At - 104 OC = Air
At 1 5 ' ~ = 0 5 5 x air

Flammable Hazards I Spillage

Two ohase va-oourisation Causes 'Frost' burns on / Stop source o f leak and
I" - htgh rate for about physical contact, contain spillage if
30 secs protective clothing . possible
znd- lower, steady rate reqxired. Sound the alarm
due to thermal insulation Can cause 'Brittle' Avoid ghysical contact &
of the already vapourised fracture of steel work, protect steel deck.
layer wood c!adding & Speed up vapourisation
stainless steel drip trays by use a h e water spray
give some protection. or 'Fog' (reduces risk of
-fire & o f brittle fracture).
w l d vapour forms at
lower deck level forming
visible condensation
cloud which is in the
explosive range.
Generallv :- No visible
cold vapour cloud then
no risk of vapour
ignition.
 LNG Fires

Requires a HOT spark o r

flame to ignite the cold
Vapour Rapid
vapourisation prevents
ignition o f the liquid
itself, even with its low
flash point of - 188 O C .

Protect Flame size & heat release TzckIe Fire

Personnel & adjacent is similar t o other hydro- Use dry Powder with the
equipment etc. with a carbons but there is :ittle maximum rate of
fine water spray or 'fog' smoke. application.
Flame propagation is law Position down wind with
resulting in a 'lazy the powder jzt slig!$ly
flame' depressed, syecp back &
forth over the e d r e area
--
Avoid ACTION Avoid
'Run Off; water e n t e r i ~ g Isolate sourceof !eak Jet impact o ~ t liquid
o
the pool of liquid LEG, Sound Alarm, Ensure pool as this would
as this would serve to adequate personnel u e a aggravate the fire
aggravate the fire by available to tackle fire
rncreased vapourisation with a minimum of d c l q

Watch for
Re-Ignition fiom hot
surfaces, burning paint
work etc

Large Fires (Conflagration)

Co~isiderthe possibility of allowing the fire to burn itself out taking account
of %herisk of the fire spreading and greater damage being caused.

NOTE : It may not be possible to deal with the fire with the available
powder due to the contained radiated heat.
. . .... Extinguishing the fire night run powder reserves so low. that Re-
Ignition could not be contained. -
Enclosed sbaces :- Use smothering system COz for engine room
and Nitrogen for void spaces & vent pipes.
(2.10 Briefly discuss t h e S t a t u t o r y R e q u i r e m e n t s f o r a n I n e r t Gas
System. DISCUSS t h e i m p o r t a n c e of a n y a l a r m s necessary.

inert Gas System Requirements

(STATUTORY)
The Inert gas system shall be capable of providing on demand, a gas or
a mixture of gases; to th? cargo tanks, so deficient in oxygen that the
armasphere within a tank may b e rendered inert, i.e incapable o f propagating
a name.

Qperariotlai Condition
The system shall satisfy all the following conditions :
1. The need For frxs'n air to enter a tank during hormai operations shall be
eliminated, except when preparing a rank for enlry by personnel.
2 . Empty tanks shall be capable o f being maintair.ed in a n inert atmospheie.
3. 7 he washing o i tanks shall be capable of h e m g carried out in a inert
atmdsphcre.
4 . S u i t a b k means lor purging tanks with fresh air, as we]! a s with inert ?as
shall be provided.
5: T h e system shall be capable of supplying -insert gas at a rate o f at least
125% of the maximum rated capacity of the cargo pwnps.
6 . Under norrna! running conditions, whcii :acks are being filled or have been
fillzd with inert gas, a positive pressure shall be capable o f bein2
maintained.
7. During cargo disrharge, the system shall be such a s to ensure that the
volume o f gas (!25% of pump rated capaciiy) i s available. At other time
sufficient gas to ensure compliance o f this regulation shall be available.
8. Exhaust gas outlets for purging shall be suitably located in t h e o p e n air
a r d shall b e to the same general requirementc. a s prescribed for ventilating
outlets o f t a n k s ~
9. A scrubber shall be provided which will effectively cool the g a s and
remove solids and sulphur combustiun products.
1 0 . ~ 1least two fans (blowers) shall be provided which together shall be
capable of delivering at least the emount o f gas stipulated (125%).
11.The oxygen content in the ineri gas supply shall not normally exceed 5%
by volumc.
12.Means shall be provided to present the return of hydrocarbon gasses or
\,apours from the tanks to the machinery spaces and uptakes and prevent
.. ... the development o f excessive pressure or vaculln1.
];.in addition, an effective water lock shall be installed. Branch piping tbl-
inert gas shall be fitted with stop valves or equivalent means o f control at
every tank.
1 4 . 7 h e system shall b e designed so as 10 rninirnise the risk of ignition from
{he generation of static electricity.
---- ~-
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i I
Advanced Marine Engineering Knowledge Vol. J I I

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I S . lnstrumentation shall be fitted for continuously indicating and

permanently recording, at all time when inert gas is being supplied, the
pressure and oxygen content of the gas in the supply main on the discharge
side o f the fan.
L6.Such instrumentation shall be easily accessible to the officer in charge o f
cargo operations.
17. Portnb!e instruments suitable for nneasuring oxygen and hydrocarbon gas
and the necessary tank f i t t i ~ g sshall be provided for monitoring tank
contents.
18. Means for indicating the Temperature acd pressure i r ~the inert gas main
shall bz provided.

Alarms shall be provided to indicate :-

a) Hieh oxygen content in the inert gas main.

b) Low gas pressure in the inert gas main.
c) L O W,pressure in the water supply to the deck water seal.
d) High i-tmperzture 3fgas in the ineit gas main.
e) L o w water pressure to the scrubber.
0 High gas pressure in inert gas main.'

iiriauromatic shutdown of the system shal! be an-anged at predetermirxd

. - in respect of (d), (e),
, jmirs [ f ) above.
The ship shall be provided with an inert gas system manual covering
operational, safety and occupa:ional health requirements relevant to !he
system.

Q.11 Explain the principle o f Autonomous I n z r t G a s Generator

Autonornous Inert Gas Generator :-

-Snls
I ..
system does not draw the gas from a boiler uptake. It i s designed
ro "stand alone".
~I'hetre are many variations o f this type of inert gas system. T h e one
shoivn incorporates a gas turbine which generates electrical puwer. The
eXhsust f'rorn the turbine (which always uses a very large amount o f excrss
air) is Icd to a combined scrubbcrlafterburner arrangement. Fuel is burned in
the exhaust, to reduce the oxygen content. The final exhaust is then scrubbed
a r ~ dled to thc inert gas main.

This arrangerrrent show above could also be used a s an emergency generator

and bulk tire extingsishing system (for cargo holds). When used in this way
tile incrz 9 s rvould replace the Carbon Dioxide bottle sysrem.
i t can not be used as a bulk fire extinguishing system for the engine room due
to the slow speed at which the gas is generated (Note! For engine rooms the
incrt xss has to have an 80% discharge in two minutes).

50
In other autonomous systems the gas may be generated without using a gas
turbine.

Q.12 Discuss Life Saving Appliances as required for Class VI1 ships.
With a simple sketch esplairi the working of
1. H a n d Brake
.. 2. Centrifugal Brake
Ans.
The life-saving eqxipment required on board a ship is governed by its
classificuion. The two ciasses which cover the majority of ocean-going
vessels are Class I and Class VII.
The fol!owing notes refer to the requirements for Class VII ships.

Lifeboats
In an emergency it may be necessary to disembark from one side and
hence life boat accommodation must be provided on each side of the ship for
all the ship's personnel. The boats must be at least 7.3 m long and must carry
sufficient equipment and provisions to ensure a high degree of survival.
including such items as buoyant oars, boat hook, hatchets, lampjs), compass,
distress rockets, smoke signals. fi-?:-aid equipment, fishing lines, suitable
rations and fresh water.