how to synchronize generators on a ship
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How to Synchronize Generators on a Ship?
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OCTOBER 18, 2010 BYHITESHK18 COMMENTS
Synchronizing of an incoming generator or alternator is very important before paralleling it
with another generator. The synchronizing of the generator is done with the help of
synchroscope or with three bulb method in case of emergency. It is of utmost importance
that before paralleling the generators the frequency and voltage of the generators need to
be matched. In this article we will describe the method for synchronizing generators on a
ship.
There are two methods to synchronize generators on a shipone is the normal and other is
the emergency method.
Synchroscope method
1. The synchroscope consists of a small motor with coils on the two poles connected
across two phases. Lets say it is connected in red and yellow phases of the
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incoming machine and armature windings supplied from red and yellow phases from
the switchboard bus bars.
2. The bus bar circuit consists of an inductance and resistance connected in
parallel.
3. The inductor circuit has the delaying current effect by 90 degrees relative to
current in resistance.
4. These dual currents are fed into the synchroscope with the help of slip rings to the
armature windings which produces a rotating magnetic field.
5. The polarity of the poles will change alternatively in north/south direction with
changes in red and yellow phases of the incoming machine.
6.
The rotating field will react with the poles by turning the rotor either in clockwise oranticlockwise direction.
7. If the rotor is moving in clockwise direction this means that the incoming machine
is running faster than the bus bar and slower when running in anticlockwise
direction.
8. Generally, it is preferred to adjust the alternator speed slightly higher, which will
move the pointer on synchroscope is in clockwise direction.
9.
The breaker is closed just before the pointer reaches 12 o clock position, at whichthe incoming machine is in phase with the bus bar
Emergency synchronizing lamps or three bulb method
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This method is generally used when there is a failure of synchroscope. In case of failure a
standby method should be available to synchronize the alternator, and thus the emergency
lamp method is used.
Three lamps should be connected between three phases of the bus bar and the incoming
generator should be connected as shown in the diagram:-
1. The lamps are connected only in this manner because if they are connected
across, the same phase lamps will go on and off together when the incoming
machine is out of phase with the switchboard .
2. In this method as per the diagram the two lamps will be bright and one lamp will
be dark when incoming machine is coming in phase with the bus bar.
3.
The movement of these bright and dark lamps indicates whether the incoming
machine is running faster or slower.
4. For e.g. there is a moment when lamp A will be dark and lamp B & C will be
bright, similarly there will be instance when B is dark and others are bright and C is
dark and other two are bright. This example indicates that machine is running fast
and the movement of the lamps from dark and bright gives an clockwise movement
5.
Clockwise movement indicates fast and anti clockwise direction indicates slow
running of incoming generator.
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You may also like to read:Green source of power-Shaft generator.
How to Operate an Oily Water Separator
(OWS) on Ship?FacebookTwitterGoogle+LinkedInPinterest
NOVEMBER 18, 2010 BYMOHIT4 COMMENTS
An oily water separator clears the bilge water of oily content to bring it inside the acceptable
range to discharge it overboard. An oily water separator is machinery for such importance
that it is handled by only the 2nd or chief engineer. (However, the duty engineer might also
be asked to operate under supervision)
Operating an Oily Water Separator
Anoily water separator can only be operated when the ship is sailing and en route.
According to MARPOL, the oil content of the effluent must be less than 15 ppm andthe ship
has in operation an oil discharge monitoring and control system and oily-water
separating/filtering equipment.
In case of failure to follow any of the above mentioned rules, the ship will be fined and
stopped, and the chief or 2nd engineer can even be imprisoned.
Because of such high risks, operating an oily water separator should be done with utmost
precision to minimize the risks of marine pollution. Though a How to Operate? guide is
always posted near the oily water separator, there are few points to be kept in mind and
followed to prevent any mistake.
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Operating Procedure
The following points are to be followed while operating OWS.
1) OWS overboard manual discharge valve is to be kept locked and keys are to be kept with
the chief engineer. Open the lock and overboard valve. Open all the other valves of the
system.
2) Open the desired bilge tank valve from which the oily water mixture is to be discharged
from OWS.
3) Open air if the control valves are air operated.
4) Switch on the power supply of the control panel and OCM unit.
5) Fill the separator and filter unit with fresh or sea water to clean up and prime the systemtill the water comes out from vent of second stage.
6) Start the OWS supply pump which is a laminar flow pump and one that will supply the
oily water mixture to OWS.
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7) Observe the OCM for ppm value and keep checking sounding of bilge tank from where
OWS is taking suction and of the OWS sludge tank.
8 ) A skin valve/sample valve is provided just before overboard valve and after the 3-way
valve. Keep a check on the sample for any effluent and clarity.
9) Keep a watch on the ship side at the overboard discharge valve.
10) After the operation, Switch off the power and shut and lock the overboard valve. Keys to
be handed over to the chief engineer.
11) Entry to be made by chief engineer in theOil Record Book (ORB)with signature of
operating officer, chief engineer and the master.
Boiler Mountings: A Comprehensive List
Just installing a boiler on a ship doesnt guarantee efficient working of a boiler. There are
several mountings and attachments required to be fitted on the boiler to ensure its safety
and quality performance. The article describes a comprehensive list of boiler mountings
without which a boiler cannot operate on a ship.
Boiler operation can be carried out safely and efficiently by only using the mountings
described below:
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1) Main steam Stop Valve:The steam generated in the boiler is supplied to the main
system through this v/v. It is normally non-return type of valve.
2) Auxiliary steam Stop Valve: If there is separate steam line provided for small
auxiliary system, it is supplied through this valve. The valve is smaller in size and usually of
a non-return type.
3) Safety valve: In the event of unsafe excessive pressure inside the boiler, the safety
valve comes in action to release the overpressure. The lifting pressure of the valve is set
prior to its installation and locked in the presence of a surveyor so that it not changed later
on. Safety valves are generally installed in pairs.
4) Water level gauge glass: Gauge glasses are also fitted in pairs for manually checking
the water level inside the boiler drum. It is on the basis of the boiler pressure that the
construction of the gauge glass is decided.
5) Air release valve or boiler vent: This valve is fitted in the headers, boiler drum etc, to
avoid imploding of boiler when it is depressurized or when initially raising the steam
pressure.
6) Feed check and control v/v: This valve controls the supply of steam supply as per
the demand and is fitted in both main and aux steam line after the stop valve. They are non-
return valves with a visible indication of open and close position.
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7) Pressure gauge connection: This pressure gauge can be fitted in super heater,
boiler drum and wherever it is necessary to read the pressure reading.
8) Blow down valve: It is used to empty the boiler completely for maintenance purpose
or for water treatment of boiler when the chloride level becomes very high.
9) Scum blow down valve: Its a shallow dish type arrangement fitted at the normal
water level which allows the blow down of floating impurities, oil foaming etc from the water
surface.
10) Sampling connection: Generally, a sampling water cock arrangement is also fitted
with cooler in series so that water sample can be collected at any time for feed wateranalysis.
11) Whistle valve: If there is a provision for steam whistle in the ship, then steam is
supplied directly from the boiler through a small bore type non-return valve known as
whistle valve.
12) Low Level alarm: A device used to initiate audible warning at low water level condition.
13) Soot blowers: Required to blow the soot and the combustion products from the tube
surfaces. It is operated by steam or compressed air.
14) Automatic feed water regulator: Device which is essential to ensure appropriate
water level in all load conditions and is fitted in the feed line. Multiple element feed water
control system is used in boilers with high evaporation rate.
Boiler Operation Made Easy : Procedure for
Starting and Stopping a Boiler
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OCTOBER 20, 2010 BYRAUNEK2 COMMENTS
A boiler is one of those machineries that gets the ship going. A boiler is something, which
though not required continuously in operating a ship, cannot be done away with. Moreover,
its a dangerous equipment which generates steam at extremely high pressure, and it is for
this reason that proper care should be taken while operating it.
In this article we have brought to you a step-by-step procedure for starting and stopping a
boiler on a ship. With this procedure you can never go wrong, as far as boilers are
concerned. Starting and stopping a boiler was never so easy.
Starting a Boiler
It is to note that the following steps may not apply to all types of boilers and each boiler
requires some additional steps to be followed as per its system design. However, the basic
steps remain the same:
1. Ensure that the vent valve on the boiler is open and check there is no pressure in
the boiler.
2. Check that the steam stop valve is closed.
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3. Check that all the valves for fuel are open, and let the fuel circulate through the
system until it comes to the temperature required by the manufacturer
recommendation.
4.
Check and open the feed water valves to the boiler and fill the water inside the
boiler drum to just above the low water level. This is done because it is not possible
to start the boiler below the low water level due to safety feature which prevent boiler
from starting. Also, the level is not filled much because if filled too much, the water
inside the boiler might expand and over pressurize the boiler.
5. Start the boiler in automatic mode. The burner fan will start the purging cycle
which will remove any gases present in the furnace by forcing it out through the
funnel.
6.
After the pre-set purge time the pilot burner will ignite. The pilot burner consists of
two electrodes, through which a large current is passed, via the transformer,
producing the spark between the electrodes. The pilot burner is supplied with diesel
oil and when the oil passes over, the former ignites.
7. The main burner which is supplied by heavy oil catches fire with the help of pilot
burner.
8.
Check the combustion chamber from the sight glass to ensure the burner has litand the flame is satisfactory.
9. Keep a close eye on the water level as the pressure increases and open the feed
water when the level of water inside the gauge glass is stable.
10. Close the vent valve after the steam starts coming outside.
11. Open the steam stop valve.
12. Once the working steam pressure is reached, blow down the gauge glass and
float chambers to check for the alarms.
Stopping a boiler
1. If the boiler is needed to be stopped for longer duration for maintenance or
opened up for survey, change the fuel to distillate fuel.
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2. If separate heating arrangement for heavy oil is present then theres is no need to
change over to distillate fuel and the oil is kept on circulation mode.
3. Stop the boiler automatic cycle.
4.
Close the steam stop valves.
5. Close the boiler feed water valves.
6.
When the boiler pressure is just reduced to over atmospheric pressure the vent
valve is kept open to prevent vacuum formation inside the boiler.
Image Credits: hurstboiler
Procedure for Starting and Stopping
Generators on a Ship
A generator on a ship is known as the heart of the ship. It is that life-line which supports
each and every function of the ship. Generator of the ship requires special care, attention,
and maintenance for its effective and economic running. Moreover, when it comes to
operating a generator on a ship, its a totally different ball game.
Unlike the conventional generators that we use on land, a ships generator requires a
special procedure for starting and stopping it. Though not a very complex one, the process
demands a step-by-step system to be followed. Missing even a single step might lead to
failure in starting or stopping the generator and can even lead to black-out, a situation
which everyone on ship tries their best to stay away from. In this article, we bring to you an
accurate, step by step procedure for starting and stopping a generator on a ship.
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Generator starting procedure
Automatic Start
1. This method is only possible if sufficient amount of starting air is available. The air
valves and interlocks are operated like in the turning gear operation.
2. In this method the operator has nothing to do, for the generator starts itself
depending on the load requirement.
3. However during the Maneuvering process and in restricted areas, the operator
has to start by going into the computer based Power Management System (pms).
Once inside the system, the operator needs to go to the generator page and click
start.
4.
In PMS system, the automation follows sequence of starting, matching voltage
and frequency of the incoming generator and the generator comes on load
automatically.
5. In case of a blackout condition or a dead ship condition, the operator might have
to start the generator manually.
Manual start
The manual process is totally different from the automatic start system. The following steps
need to be followed:
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1. Check that all the necessary valves and lines are open and no interlock is active
on the generator before operating.
2. Generally before starting the generator the indicator cocks are opened and small
air kick is given with the help of the starting lever. After this, the lever is brought back
to the zero position, which ensures there is no water leakage in the generator. The
leakage can be from cylinder head, liner or from the turbocharger .
3. The step is performed by putting the control to local position and then the
generator is started locally.
4. In case any water leakage is found, it is to be reported to a senior officer or chief
engineer and further actions are to be taken.
5.
It is to note that this manual starting procedure is not followed generally on Umsships, but it is a common procedure on manned engine room.
6. In engine rooms, which have water mist fire fighting system installed, this
procedure is not followed because when the engine is given a manual kick with open
indicator cocks, small amount of smoke comes out of the heads which can lead to
false fire alarm, resulting in release of water mist in the specified area.
7. After checking the leakage, in case of any, the indicator cocks are closed and
generator is started again from the local panel.8. The generator is then allowed to run on zero or no load condition for some time
for about 5 minutes.
9. After this the generator control is put to the remote mode.
10. If the automation of the ship is in working after putting in remote mode
thegenerator will come on load automatically after checking voltage and frequency
parameters.
11.
If this doesnt happen automatically, then one has to go to the generator panel inEngine control room and check the parameters.
12. The parameters checked are voltage and the frequency of the incoming
generator.
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13. The frequency can be increased or decreased by the frequency controller or
governor control on the panel.
14. The incoming generator is checked in synchroscope to see if its running fast or
slow, which means if frequency is high or low.
15. In synchroscope, it is checked that the needle moves in clockwise and
anticlockwise direction.
16. Clockwise direction means it is running fast and anti-clockwise means it is running
slow.
17. Generally the breaker is pressed when the needle moves in clockwise direction
very slowly and when it comes in 11o clock position.
18.
This process is to be done in supervision of experienced officer if someone isdoing for the first time, for if this is done incorrectly the blackout can happen which
can lead to accidents, if the ship is operating in restricted areas.
19. Once this is done, the generator load will be shared almost equally by the number
of generators running.
20.After this the parameters of the generator are checked for any abnormalities.
Stopping procedure
Automatic Procedure
In this procedure the generator is stopped by going into the PMS system in the computer
and pressing the stop button to bring stop the generator.
1. This is to be followed only when two or more generators are running.
2. Even if you trying to stop the only running generator it will not stop due to inbuilt
safety. The safety system thus prevents a blackout.
3.
When the stop button is pressed the load is gradually reduced by the PMS and
after following the procedure the generator is stopped.
Manual Procedure
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1. In this procedure the generator to be stopped, is put off load from the generator
panel in the Engine control room.
2. The load is reduced slowly by the governor control on the panel.
3.
The load is reduced until the load comes on the panel below 100 kw.
4. When the load is below 100kw the breaker is pressed and the generator is taken
off-load.
5. The generator is allowed to run for 5 minutes in idle condition and the stop button
is pressed on the panel.
6. The generator is then stopped .
Ways of starting and testing emergency
generator
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JUNE 6, 2011 BYMOHIT5 COMMENTS
Emergency generator on ship provides power in case the main generators of the ship fails
and creates a dead or blackout condition. According to general requirement, at least two
modes of starting an emergency generator should be available. The two modes should be
battery start and hydraulic or pneumatic start.
ThePort state control (PSC) might detain a ship or provide some time to correct any kind of
deficiency found if the second mode of starting is not operating.
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Testing of Emergency Generator
The testing of ships emergency generator is done every week (as part of weekly checks) by
running it unloaded to check if it starts on battery mode. The hydraulic start is done every
month to ensure that it is working fine. Also every month automatic start of generator is also
done to check its automatic operation and to see whether it comes on load.
Procedure for Battery Start
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1 Go to the emergency generator room and find the panel for emergency generator.
2 Put the switch on the test mode from automatic mode. The generator will start
automatically but will not come on load.
3 Check voltage and frequency in the meter.
4 Keep the generator running for 10-15 min and check the exhaust temp and other
parameters.
5 Check the sump level.
6 For stopping the generator, put the switch in manual and then stop the generator.
Procedure for Hydraulic Start
1 Out the switch in manual mode as stated above and check the pressure gauge for
sufficient oil pressure.
2 Open the valve from accumulator to generator.
3 Push the spring loaded valve and the generator should start.
4 Check voltage and frequency.
5 Keep the generator running for 10-15 min and check the exhaust temp and other
parameters.
6 Check the sump level
7 For stopping, use the manual stop button from the panel.
8 After stopping the generator, pressurize the hydraulic accumulator to desired pressure.
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9 Close the valve from accumulator to generator.
Procedure for Automatic Start
1 For automatic start, we know that there is a breaker which connects Emergency Switch
Board (ESB) andMain Switch Board(MSB); and there is also an interlock provided due towhich the emergency generator and Main power of the ship cannot be supplied together.
2 Therefore, we simulate by opening the breaker from the tie line, which can be done from
the MSB or the ESB panel.
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3 After opening the breaker, the emergency generator starts automatically with the help of
batteries and will supply essential power to machinery and pumps connected to ESB.
4 For stopping the generator, the breaker is closed again and due to the interlock the
generator becomes off load.
5 Now again put the switch to manual mode to stop the generator.
6 Press stop and the generator will stop.
What is Crash Manoeuvring of Ship inEmergency Situation and whats its
Procedure?
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AUGUST 15, 2011 BYKARANC1 COMMENT
Crash word is generally used to describe some kind of accident or damage when one
object slams into another. However, in the shipping world, when the word is combined with
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the term manoeuvring; it becomes a procedure which is performed to avoid any kind of
collision or accident.
Why Crash Manoeuvring?
In a sea going vessel, unlike land transport, there are no brakes that are provided to stop
the ship when needed. The stopping of the vessel is done by reversing the rotational
direction of the Main engine and thereby thepropeller.This stops or reduces the speed of
the vessel heading towards the collision course
The crash manoeuvring is usually done to avoid any type ofcollisionor crashing of ship to
any other ship or structure (Jetty, land, Iceberg etc). In this type of manoeuvring the main
engine is subjected to severe stress and loading, but the safety of ship and life is assured.
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How to Perform Crash Manoeuvring?
Crash manoeuvring is turning the engine in opposite direction to reduce the heading speed
of the ship. After certain time, the ship stops and starts streaming in astern direction. This is
done by supplying starting air at about 30 bars from theair receiverto the engine. The
stopping air is known as the brake air.
The brake air when sudden injected inside the engine cylinder, will try to resist the motion of
the piston and the rotation of the crankshaft and propeller.
Procedure
Following Procedure is to be followed when a navigational officer calls engine room and
says that we have to stop immediately to avoid collision
When there is an emergency like collision, grounding etc. the controls are
transferred immediately in to the Engine room controls
The bridge will give astern direction in thetelegraph,acknowledge the same
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When the telegraph is acknowledged only the starting air cam will reverse its
direction but the fuel cam will remain in its running position due to running direction
interlock since engine is still running in the ahead direction
The fuel lever in the engine control room is brought to 0
As soon as the RPM of the engine drops below 40 % of the Maximum Continuous
Rating or MCR rpm of the engine, give break air few times in short time frame
The break air will inject with astern timing setting inside the ahead moving piston
which will resist thepistonmotion
Since fuel will not inject until running direction interlock opens, as soon as the rpm
drops near to Zero, give fuel and air kick by bringing fuel lever to minimum start
setting
When carrying out Crash Manoeuvring, some safeties need to be bypassed to avoid
tripping of engine in mid of emergency
When the ship stops and situation is under control, a detailed Main engine inspectionis to be carried out when there is a chance.
How Good Bilge Management Practices Help
Improve OWS Performance?
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APRIL 9, 2013 BYCHIEF ENGINEER MOHIT SANGURI3 COMMENTS
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As learnt in earlier articlesFactors affecting OWS on shipsand20 Important Factors for
OWS Operation,the optimal performance of the Oily Water Separator (OWS) depends on
various factors, namely design factors, operational factors, bilge management etc. In this
article we shall discuss some good bilge management practices that help in optimizing the
performance of the Oily Water Separator. No matter what equipment is installed onboard
ships, if the bilge management is not proper the Oily Water Separator (OWS) is bound to
malfunction.
Bilge Management
In the engine room the bilges and bilge wells are located at the very bottom of the engine
room for collecting oil and water from leakages, condensate and wastes so that they can be
pumped to the bilge holding tank. Clean bilges are the first line of defense againstmarine
pollution.All seasoned marine engineers know that if the bilges are clean and dry almost all
the worries concerningPort State inspections are over. Dirty engine room bilges are one of
thebiggest detainable deficienciesin port state inspections.
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Mentioned below are some of the good practices and tips for efficient bilge management:
Used or waste oil should not be intentionally put in the bilges or bilge tank. All oil
should be collected and put in the separated oil tank or dirty oil tank. Thereafter it
can either be burnt in theincinerator or landed ashore
Discarded chemicals should not be disposed off in the Bilge tank as pH of water
above 10 and below 4 can cause chemical emulsification of the bilge water and lead
to difficulty in separation
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Put drip trays where there are leakages and thereafter rectify and stop the leakages
Primary bilge tank is provided in new ships and these should be used properly and
not bypassed. Use of the primary bilge tank increases the effectiveness of theOily
Water Separator as most of the oil is removed here. The primary bilge tank helps in
separation of the oil from the water and the oil can be visually seen and put in dirty
oil tank and the cleaner bilge water can be put to the bilge tank. Steam coils are
provided in the primary bilge tank and they can be used for effective separation
Use cleandrain tank effectively. In tropical climates there is condensation of more
than 1-2 cubic meters per day and this water if allowed to go to the bilge tank will
increase the load of the oily water separator. As this is mostly clean water, it should
not be allowed to go to the bilge tank; instead it should be put to the clean drain tank
and thereafter properly disposed. The leakages from the fresh water and sea water
pumps should also be put in the clean drain tank
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Use mechanical seals where possible. Mechanical seals though expensive lead to
cleaner engine rooms as there is minimal or no leakages from the glands
In conventional gland type pumps though the dripping water may appear
insignificant, the small leakages can lead to build up of large amounts of water
During new building, repair and retrofitting it must be remembered that, inlet piping
should be smooth and without much undue bends to cause turbulence
Inlet piping should have the least amount of valves, bends and other fittings. Where
possible straight line valves like gate valves should be used over angle valves
andglobe valves to avoid turbulence
The inlet piping just before the entry to the Oily Water Separator should be straight
for a length equal to ten times the diameter of the piping and should be sufficiently
sized to avoid pressure drop
Vertical pipelines cause the shearing of the upcoming water and should be avoided
as much as possible
Small diameter inlet pipelines cause shearing of water and make the oil droplets
smaller. These droplets are difficult to remove later therefore the inlet pipeline should
be of proper diameter
Sometimes there is some ingress of air which is generally unnoticed as the positive
displacement pumps can handle some amount of air. Any fall in vacuum should be
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investigated as these air pockets can make the capacitance oil probes give wrong
feedback and falsely activate the oil release valves
Bilge cleaning chemicals must be oily water separator compatible. Wrong chemicals
will make the oil soluble in water and could never be separated
Dust and cargo residue should be picked up with a broom and scoop and not blown
by air into the bilges. These particulate matters can cause stabilization of the
emulsions
Soot from the boilers and economizers should be put in a separate tank and
disposed off. They should not be drained to the bilges
When boiler blow down is to be done it should be done overboard and not in the
bilges. As the conditioning chemicals can cause chemical emulsions
Condensate from accommodation AC and ECR AC should not be put in the bilges,
but should be put in separate tank or directly overboard
Mopping water containing detergents as well as hand wash water should not be put
in the bilge tanks
If care is taken in controlling entry of water and waste in the bilges there will not be any
problem in running the Oily Water Separator as the later operates in its designed range.
Image Credits:nauticexpo,wikimedia
What is an Entablature in Ships Engine?
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SEPTEMBER 8, 2012 BYKARANCLEAVE A COMMENT
An entablature is a part of the ships main engine. It is the housing which holds the cylinder
liner, along with the scavenge air space and cooling water spaces. The entablature is
usually made of cast iron.
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Installing and Assembling an Entablature
While assembling or installing an engine in the ship, entablature can be fitted either by
making casting for each cylinder of the engine and then bolting the mating surfaces
together, or by casting in multi-cylinder units and then bolting them together.
Fitted bolts are used to align and bolt the A frame to the entablature. It is to note that the
fitted bolts that are used to bolt entablature, A frames and bedplate together are only for
alignment purpose and not to resist stresses generated as a result of firing forces. This work
is done bytie rods.
Damage to entablature can lead to loss of engine power and may also cause damage to
crankshaft and other components.
The Entablature of the engine comprises of the cooling jacket for the cylinder liner where
the high temperature combustion takes place. The water is passed around the liner trough
this jacket which absorbs the heat of the liner and avoids thermal stresses.
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The liner fitted in the entablature is provided with Orings, which avoid leakage of jacket
water in to the under piston space. Cylinder water in the entablature jacket enters from the
bottom and leaves from the top to avoid formation of air pockets or air lock.
How to do Inspection of Entablature?
The entablature is additionally fitted with the liner and the cylinder head on the top.
Therefore when the head and liner is removed, thorough inspection of the entablature must
be carried out.
Check the upper surface where liner face lands for cracks and deformation
Check the condition of the inside of jacket for mud formation. Clean whenever the
liner is removed.
Check and clean the portion where o rings of the liner sits on the entablature jacket.
Check for corrosion signs inside the water space.
Check for salt deposits
Check the mating surface of entablature and A frame for fretting.
Check for cracks.
Check for oil or water leakages near the mating surface.
If there is fretting between A frame and entablature, tightness of the tie rods must
be checked.
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The entablature jacket inspection can be carried out without removing the liner and
inspecting through the cover provided at the bottom of the jacket. Prior to opening the
cover, the engine must be stopped along with the cooling water supply, inlet and outlet
valve for cooling water supply should be shut and drain for the unit to be inspected must be
open (air vent to be open to facilitate draining).
How Spark Erosion Can Damage the Main
Propulsion Engine of a Ship?
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SEPTEMBER 6, 2011 BYANISHLEAVE A COMMENT
There are several automation systems utilized onboard ship to ensure efficient and smooth
running of the Machinery. However, machines still fail, mainly because of the lack of
knowledge of the crew on that particular system. For this reason it is is very important to
install and maintain the system in correct order to avoid any damage to the machinery.
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What is Spark Erosion?
Technically, when two current carrying dissimilar metals are in contact, a sparks travels at
the point of contact which erodes the small metal by making a cavity.
In a Vessel, different metals are used to building propeller, hull, bedplate, crankshaft,
bearing etc. The current from the cathodic protection system is generally present in these
parts, which eventually creates the perfect situation for spark erosion.
Even aships hullmade up of steel which is immersed in sea water, small galvanic current
flows through anodic area leading to corrosion and erosion.
Effects of spark erosion
To suppress the effect of galvanic corrosion, especially at the stern part of the ship wherethepropelleris present, an Impressed Current Cathodic Protection system is used. The
propeller shafting is earthed to achieve continuous circuit and to avoid malfunction of the
same.
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When the propeller is at rest, the stern tube, propeller shaft and bearings are in contact with
each other. Similarly main engine bearing and journal are in contact with each other,
maintaining continuity of the circuit. When the ship is running, due to the rotation of the
propeller and lubricating oil film the shaft becomes partially electrical insulated. It may also
happen on the tail shaft using non metallic bearing which acts as an insulation.
The propeller at the aft is a large area of exposed metal which attracts protective cathodic
current which produces an arc while discharging from the lubricating film. This results in
spark erosion of bearings, which can lead to worse situation if lube oil is contaminated with
sea water.
If this effects continue for a considerable amount of time, it may lead to overheating of Main
engine bearingscaused by improper lubrication resulted by cavities from spark erosion. It
may also lead to formation of oil mist, emergency shutdown of the engine or in extreme
casescrank case explosion.
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Reasons for Spark Erosion
Some of the main reasons which results in Spark erosion related problems on ship are
The shaft earthing arrangement is not working or improperly fitted
The Cathodic protection current system setting is wrong
Thehull coatingis excessive than required which will increase the galvanic corrosion
of the shaft
Slip rings and brushes in the earthing device are worn out
The contact between shaft and earth device is not clean
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It is advisable to use two earthing devices for the shaft of the main engine. One for earthing
purpose and the other to connect with the voltmeter for measuring the potential difference
between the shaft and the hull of the ship.
The effect of spark erosion will be minimum if the potential difference is below 50 mv.
Maintenance and Checks for Sewage
Treatment Plant on Ship
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OCTOBER 24, 2010 BYRAUNEK1 COMMENT
An efficient running of a sewage treatment plant on a ship requires periodic maintenance
and daily checks of the system. Failure to do so can lead to an output that cannot be
discharged into the sea, blockage of pipelines, and even failure of some parts.
There are several factors that results in smooth working of a sewage treatment plant on a
ship and this article enumerates all the maintenance and checks for that smooth running.
Routine Checks
1. During daily rounds the pressure of the system should be checked and should be within
the limits.
2.The air lift return should be checked to make sure the system is working properly. This is
usually checked by the flow through the clear plastic pipe present on the installation. A clear
sludge can be seen flowing through the tubes back to the aeration chamber.
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3.Over a period of time, the sludge content in the aeration tank due to the recycling of the
sludge from settling tank and fresh sewage increases. This sludge content or suspended
solid particle is measured in mg/liter. The method of checking it is to take sample in a
conical flask provided by the manufacturer and filling it up to 1000ml mark. The sample is
then allowed to be settled and reading of sludge content is checked.
The sludge content should not be above the 200 mark, but if it is above the 200 mark, the
tank has to be emptied for increasing the performance. In some ships this is checked by
filtering the sample through a pre-weighed pad which is dried and re-weighed. This also
depends from manufacturer to manufacturer, but is done every week.
4.Also the bio-pac is added every week to the plant to increase efficiency. The bio-pac
contains aerobic bacteria which get activated when mixed with hot water.
5.The chlorination of the sample should be between 1-5 ppm and accordingly the dosing
has to be increased or decreased.
6.The level of biological oxygen demand (BOD) is also checked and it should not be above
50 mg/liter. The sample is checked by incubating the sample at 20 degrees and well
oxygenating the same. The amount of oxygen absorbed over a period of five days is
measured. This is done to check the oxygen required for full breakdown of sewage after it
has been treated by aerobic bacteria.
7.The internal coating of the sewage treatment plant should be checked for cracking and
blistering. If any kind of damage is found then we first need to empty the tanks and then
necessary repairs to be performed. Special precautions should be taken before entering the
tank as it may contain toxic gases that cause suffocation. The gases should be checked by
dragor tube, a special tube in which samples of various gases are taken before entering.
When it is made sure of the absence of toxic gases, entry is made with the mask and
gloves. After completion of work the area has to be disinfected. Later, hands should be
properly scrubbed and overalls be thoroughly washed.
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8.If the sewage treatment plant is fitted with UV disinfectant system instead of the
chlorination system, the UV lamp has to be changed as recommended by the manufacturer.
9.High and low level limit switches should be checked for auto cut-in and cut-out of the
discharge to over-board pump.
10.Make sure the stand-by sewage discharge pump is put on auto during the working of
the sewage treatment plant.
Maintenance
In case of a blockage of the sewage line there is a connection for back flushing which uses
sea water. This is to be used to unclog the sewage pipelines; however, it is to note that all
valves are closed and only the necessary valves are open, for it might back flush from WC
of the cabins.
Generally, stewards are instructed for using chemicals provided by various manufacturers
such as Drew Marine and Unitor during washing so that no blockages of lines are caused.
However, there shouldnt be any overuse of these chemical as it would lead to killing of
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aerobic bacteria which will decrease the efficiency of the plant and other problems. The
amount of chemicals is to be as per manufacturer recommendation.
Procedure for Starting and Stopping ofSewage Treatment Plant on a Ship
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OCTOBER 24, 2010 BYMOHITLEAVE A COMMENT
Any machine on the ship requires a proper procedure to be followed for starti
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