what are the types of oil used in ship ?

Cylinder oil 

Lube oil for diesel generator and main engine

Air compressor (synthetic oil)

Hydraulic oil for steering gear and winches

Gear oil  for reduction gear and purifier

Intermediate shaft  oil

Stern tube oil

Life boat oil and Rescue boat oil

Governor oil

Davit launch oil hydraulic oil

Refer . compressor oil

A/c . compressor oil

Fifi

Clutch oil

Heavy fuel oil 

Marine diesel oil

what are the tanks in ship ?

Bunker tank

Fresh  water tank 

Sludge tank

Oily bilge tank

Cargo tank 

Double bottom tank 

Sewage holding tank

Lube oil storage tank 

Bilge holding tank 

Scavenge drain tank

Expansion tank

Hydrophore tank 

Caseket tank

cylinder oil storage tank

Stern tube aft and forward seal tank

Oily mist tank (chamber)

Ballast tank

Wing tank

copper dam tank

steering gear oil store tank

Settling and service tank (H.F.O AND M.D.O)

Hydraulic  oil  storage tank

Waste oil tank

BUNKERING

Chief  engineer received a mail from company.In that mail,how much tonnes are taken at which port and which oil (H.F.O OR D.O) are mentioned.

 Chief engineer organized tool box meeting for bunkering. In this meeting duties are discussed with as Ass.4th engineer,which tank to be empty.Make sure bunker tank should be 90% of tank capacity.

On the day of bunkering first of all fill the bunker checklist.

Bunkering tank and overflow tank to be empty.

Then shut all the storage tank valve.

Stop the purifier.

H.F.O and D.O transfer pump.

Bunker barge  are arrived.

Bunker barge should be secured with ship.

Bunker survey will check all the sounding in E.C.R.It should be note.

And heel,list and temperature are noted.

Bunker survey and 4th engineer are do the same procedure on barge also.especially temperature and density should be noted.

Make the proper communication with bunker barge and emergency sign should be discussed.

Bunker connection is made with bunker manifold and  in between the sampling flange is fitted to  to collect sampling fuel.

Put the tray below the manifold connection and scrubber plug are pluged and SOPEP KIT should be placed.

Check and line up the connection of filling tank.

Slowly start the bunkering.

Now the pressure and temperature should be checked.

check the filling tank sounding.If there is no problem then slowly increase the problem then slowly increase the speed of bunkering.

In case we filling the 2nd tank.

First we will filling tank nearly 90% of capacity.

Reduce the speed of bunkering and open the 2nd valve.

Slowly close the 1st tank valve. 

Complete the bunkering with 2 or 3 air kick.

Finally the bunker survey check all the tank sounding,list,trim and temperature.

Disconnect the bunker manifolds.

Sampling should be collected in four sample bottle. 1. Marpol sample 2.ship sample 3.lab  sample 4.Bunker barge

Fill the bunker checklist with the sigh for barge officer.

B.D.N (bunker delivery notice) and M.S.D.S(material safities and data sheet) are received.

Oil record book should be filled and signed by 4th engineer and chief engineer.

  

DUTIES OF 4 TH ENGINEER

 BUNKERING 

PURIFIER OVERHAUL  AND MAINTENANCE

COMPRESSOR  MAINTENANCE

TAKING SOUNDING OF STORAGE TANKS

ROUTINE ROUNDS OF ECR 

CHECKING OF LSA & FFA

MAINTENANCE OF LIFEBOAT

IF WE ARE IN TANKER ,MAKE THE PLANT READY AND RUN THE C.O.P.T

INVENTORY  AND  PMS MAINTENANCE

ASSISTANT WITH CHIEF ENGINEER AND 2^ND ENGINEER

kindly drop your comments

Ideal properties of a Marine Refrigerant

Low Boiling Point (for easy system start).

High Enthalpy of vaporization ( to gain more heat from the evaporator).

Low Condensing Pressure (easy condensing).

Less specific volume in vapor state (to accommodate less space in line).

High Critical Temp (temperature above which vapor cannot be condensed).

Non Corrosive (system loving)

Non Solvent (to oil and impurities)

Non Miscible (to lub oil (possible to a certain extent)).

Non Flammable (for obvious reasons).

Non Explosive (Obviously).

Non Toxic

Easy Leak Detection (by odor or color).

Cheap and Easily available.

Environment Friendly.

TYPE OF MOTOR AND ITS USES MEO CLASS-4

 1. Turning Gear - Double cage induction motor,

2. Life boat starting motor - Cranking motor solenoid control

3. Emergency generator- cranking motor solenoid control or Hydraulic accumulator starter motor

4. Purifier - 3phase induction motor 

5. Windlass & winches - electric- two speed control, pole changing motor & Hydraulic windlass - Hydraulic windlass 

6. Air compressor - 3phase induction motor 

7. Bilge pump - 3 phase induction motor 

8. Fire pump - 3phase induction motor 

9. Governor - DC motor ( isochronous governor)

10. Bow thruster - 3 phase induction motor ( with soft starter)

PRECAUTIONS TO BE OBSERVED WHILE CLEANING CHEMICALS

PRECAUTIONS:

1. Some chemicals produce toxic gases, hence carryout ventilation while using such chemicals,
2. Use protective clothing while cleaning chemicals and barrier creams which may help to protect the skin may be applied,
3. A chemical from an un_labelled container should never be used unless uts identify has been positively established,
4. Chemical should always be handled with utmost care,eyes and skin should be protected from accidental exposure or contact,
5. Manufacturer or supplier's advice on the correct use of chemicals  should always be followed,
6. Chemical should not be mixed unless is it known that the dangerous reaction will not be caused.
7. Carbon tetra chloride should not be used for cleaning electrical equipments, because of the High toxicity of its vapours,
8. A record (Product data sheet) should (when obtainable) be kept on board, available to all users, containing sufficient information to determine the degree of the danger posed by the substance,
9. Exposure to certain substance such as mineral oils, natural solvents, and chemicals including domestic cleaning agents and detergents may cause dermatitis.
10. Suitable gloves should be worn when using such substance,
11. Medical first aid guid should be consulted for accidents involving chemicals,

KINDLY PLEASE DROP YOUR COMMENTS ON COMMENTS BOX

SOME RULES &SAFETY PRECAUTIONS RELATING TO PUMPING OUT BILGE

 RULES & SAFETY PRECAUTIONS 

1. Vessel shall have atleast four independent power pumps connected to mains, ballast, sanitary
2. One such pump should be remote operated 
3. pump should be of self priming type,
4. Each pimp should have a direct suction,
5. Main circulation pump should have a direct suction with non return valve,
6. Bilge pipes should not be led through oil tanks or double bottom tanks.
7. Bilge valves should be non return valve,
8. Emergency bilge system should be separated from main system,
9. Bilge pipes should be provided with mud boxes and strum boxes,
10. Sounding pipes where provided are to be as straight as possible,
11. Bilges should never be pumped out directly into sea,
12. Bilges should be pumped via oily bilge separator,
13. Never pump out bilges without the permission of chief engineer,

Please drop your comments here in Comments box.

STARTING AND RUNNING CHECKS AND STOPPING OF AIR COMPRESSOR

 STARTING PROCEDURE

• check the air bottle pressure and drain  the air bottle for any condensate moisture.

1. Open air  bottle filling  valve.
2. Open compressor air discharge valve,
3. Check compressor sump oil level,
4. Open compressor air cooler cooling water inlet and outlet valves,
5. Purge out cooling water area -jacket etc,
6. Open drain valve of each stage,
7. Crank the compressor by hand a couple of times.
8. Make sure compressor body is free from any other foreign materials,
9.  Start the compressor,

RUNNING CHECKS:

1. close the air cooler air side stages drain valves, starting from 1st stage.
2. Check compressor lub oil pressure and cooling water pressure,
3. Drain each stage cooler and air bottle at regular intervals of 5 mints.
4. Check crankcase and all stages coolers for over heating,
5. Check for any abnormal sounds,
6. Check the air pressure and air temperature of air receiver and every stage of compressor.

STOPPING PROCEDURE:

1. when air bottle attained the required pressure
2. Open the air cooler drain valves (starting from 3rd stage to 1st stage)
3. Stop the compressor,
4. Close compressor outlet valve,
5. Close air bottle inlet valve,.
6. Drain air bottle to remove any condensate,
7. Shut the cooling water inlet and outlet valves, after air compressor has cooled down,
8. Check all valves are in their correct position.

VALVES USED ONBOARD TANKER SHIP

 Valves:

1. Manifold valves
2. Tank valves 
3. Drop valves 
4. Crossover valves 

Where its fitted

 Manifold Valves:

• These valves which are constructed in lines flow to the connecting flanges.

Master valves:

• At each line where a fore and aft pipe lines passes through a tank sich hand operated valve is fitted in the line, these are known as master valves.

Tank valves:

• The Valve which is  close to each bell mouth is located as valve which controls the flow of oil into and out of the tank.

Drop valves:

•  Each main line has one or two drop lines and drop valves control the flow of oil in those line.

Crossover valves:

• Athwart ship tank line joining the line are known as a crossover lines and the crossover valves separating the main line from other as well as separating individual tanks.

STARTING PROCEDURE OF PURIFIER

1.  Switch on the electrical motor 
2. Wait ror 10-15 mint for the purifier to reach it's operational speed (check the ammeter for load on the motor,the current will reduce once the the purifier reached it's operational rpm)
3. Supply sea water( sealing water) by open the sea water line valve.
4. Check the water outlet of purifier, if the water seal is formed.
5. Now close the sea water valve (sealing water)
6. Supply the oil into purifier (through the heater if it is heavy oil or lub oil)
7. Open the operating water line,and keep the line on,.
8. Now purifier is in operation, absorb the oil delivery through the oil line by looking at the sight glass.

SLUDGE OUT PROCEDURE.

1. Close the supply of fuel (also heater)
2. Form the seal.
3. Open de-sludge water by opening the valve.
4. When you hear the hissing noise and see the loas on the motor while high,
5.  shut the de-sludging valve.
6.  That means de-sludging  has been carried out.
7. Now absorb for the motor to be in it's normal load this means the purifier is ready for it's operation 
8. Now follow the starting procedure 3 to 8

GALLEY FIRE ONBOARD SHIP MEO CLASS 4 ORALS

 Major accommodation fire occur in gallery while cooking.

• Incase of fire in oil pan 
• Use fire blanket to extinguish the fire 
• Incase of electrical fire.
• Isolate the electrical supply.
• Use portable co2 extinguisher.
• If fire intensity is high. If its not extinguished by fire blanket or co2 portable fire extinguisher. 
• Switch off the galley supply and exhaust fan. And pull the emergency lever to shut off exhaust hood ventilation,
• Which will placed in galley or entrance of galley.
• Close the galley door.
• Rise the fire alarm, from nearest call point.
• Inform the bridge or ship office incase ship is in port..
• Confirm the galley entrace door and ventilation  and electrical supply is shut off.
• Release the fixed fire fighting System if installed there.
• Otherwise use water and portable extinguisher to fight the fire ..

Please write your comments below the comments box.

MARPOL ANNEX 2 MEO CLASS4 ORALS

 MARPOL ANNEX 2

REGULATION FOR CONTROL OF POLLUTION BY NOXIOUS LIQUID SUBSTANCE IN BULK.

APPLICABLE TO:

• ship which carrying noxious liquid substance and chemicals In bulk,

NOT APPLICABLE TO:

• Harmful substances carried in any kind of package.

Liquid substance and chemicals which are carried in bulk annex 2 came into force on 6th April 1987,

Carriage of chemical covers under two main conventions.

1. SOLAS CHAPTER 7
2. MARPOL ANNEX 2

both of the conventions required chemical tankers which are buit after 1st July 1986 to comply with international bulk chemical code 

IBC (INTERNATIONAL BULK CHEMICAL CODE)

• IBC CODE booklet carried all ships which carrying chemicals and noxious liquid substance in bulk by sea.
• It contains  some safety standards  which are to be maintained while carriage of dangerous chemicals and noxious liquid substance in bulk.
• It also sets out minimum design and construction of these vessel.
• Ibc code contain complete list of chemicals and their environment hazard rating,
• Asper annex 2 noxious liquid substance which are carried by sea are categorised into main categories,
• Based of harm that they can cause to the marine environment.

1. Catagory X 
2. Category Y 
3. Catagory Z 
4. Other substances

CATAGORY X 

• when discharging into sea from tank cleaning or D-ballasting operation are deemed to present major hazard to the marine environment as well as human health.
• Therefore they are prohibited to discharge into sea.

CATAGORY Y 

• when discharging into sea from tank cleaning or D-ballasting operation present in hazard to marine environment.
• But not a major one but still a hazard to the marine environment,
•  so therefore some limitations on quantity and quality of discharge of substance into sea 

CATEGORY Z 

• when discharging into sea from tank cleaning or D-ballasting operation present in minor hazard to the marine environment,
• Therefore there are less stringent restrictions which are to be followed while discharge into sea on quality and quantity.

OTHER SUBSTANCES 

• which are carried no harm to the marine environment so no restriction to discharging into sea after tank cleaning or D-ballasting.

PARAMETERS OF DISCHARGING NOXIOUS LIQUID SUBSTANCE IN BULK.

• speed of the vessel while discharging.
• Minimum discharge from the nearest land while discharging.
• Minimum depth of the sea while discharging.
• Weather discharging is being carried out above the water line or below the water line

 

DISCHARGE CRITERIA 

• ship proceeding enrouted
• Speed of the ship minimum 7knots for self propelled ship, for not self propelled ship minimum 4knots 
• Should be 12meter or above from the nearest land.
• Discharge through below the water line 
• Underwater discharge outlet not exceeding the minimum rate which its designed.
• Depth of the water should not be less than 25 meters,

SPECIAL AREA UNDER ANNEX 2

• Antarctic sea area.

P AND A MANUAL 

• every ship which carry noxious liquid substance in bulk, needs to carry p and manual.
• Which is the procedure and arrangements manual which is approved by administration.
• This manual contain some important guidelines nad operational procedures which needs be followed during cargo handling tank cleaning  and slope handling and cargo hold D-ballasting operations.

CARGO RECORD BOOK 

• kept in 3 years 
• Every ship carry noxious liquid substance should  carry cargo record book.
• Each operation should be signed by officer incharge.
• Each page signed by master of the ship.
• Kept in readily available location for inspection.

ENTRIES OF CARGO RECORD BOOK 

• loading of cargo.
• Internal transfer cargo during voyage.
• Unloading of cargo.
• Mandatory pre-wash .
• Discharge into sea if tank washing.
• Ballasting of from tank .
• Discharge of ballast water from cargo tank.
• Accidentally or exceptional discharge 
• Controlled by authorised survayer 
• And additional operational procedures and remarks.

OVERHAULING OF 4 STROKE FUEL INJECTOR MEO CLASS4 ORALS

 4stroke fuel injector overhauling

• Remove the cap nut 
• Remove the lock nut and adjusting screw,
• Remove the nozzle retaining nut.
• Now Remove the nozzle and distance piece
• Remove the dowel pin.
• Remove the push rod  and spring and spring seat.
• Remove the needle from Nozzle.
• Now clean the parts 
• And reassemble.

Overhauling of 2 stroke fuel injector meoclass4 orals

 2 stroke fuel injector overhauling.

• Remove the 'o' rings 
• Remove the valve holder and valve head,
• Slack the union nut 
• Now valve head come separately
• Remove the trust spindle.
• Remove the spring and spring seat.
• Remove the trust foot.
• Remove the spindle guide and nozzls.
• Now clean the parts 
• And assemble properly.

Lubrication oil properties of refrigeration compressor and how will you select REFRIGERANT? MEO CLASS4 ORALS

 Lubrication oil properties of refrigeration compressor?

• Should have low floc point 
• Should have low pour point.
• Should not react with REFRIGERANT
• Stability
• Defoaming character.
• Dielectric strength.

How will you select REFRIGERANT ?

• High critical temperature
• Low critical PRESSURE
• Latent head of vaporization
• Eco friendly.

DIFFERENCE BETWEEN REFRIGERATION, AIR CONDITIONING, VENTILATION, MEO CLASS4 ORALS

 Refrigeration

• Reduce the temperature of the space is called refrigeration.

Air conditioning 

• It control the temperature and humidity in the space together with circulation,
• And filtering and refreshing the air.

Ventilation?

• Circulation and refreshing of ir in the spce without changing of temperature.

NAVAL TERMS PART 2 MEO CLASS4 ORALS

 NAVAL TERMS PART 2

WAKE?

• Wake is the motion of water at stern of the ship is because of ship's movement.

Longitudinal center of floatation?

• It is a point about which trim will change when loading and unloading.

Net tonnage?

• It is the volume of all spaces where cargo is loaded.

Gross tonnage?

• It is the total volume of enclosed spaces in ship.

Light weight?

• Mass of the empty ship without any effect (cargo,fuel,water,crew)

Dead weight?

• Total weight of cargo fuel, water, crew except ship's weight.

Permeability?

• Percentage of empty volume  in a ship.

Buoyancy?

• Upthrust force applied by the water to the ship.

Reserve buoyancy?

• Volume of enclosed space above the water line.

Fresh water allowance?

• When a ship moves from sea water to fresh water there will be increasing draught.

Docking allowance?

• When a ship is moving sea water to docking water there will be  increasing draught.

Propeller pitch ratio?

• Its a face pitch divide by diameter.

Slip?

• The difference between the speed of the Engine and actual speed  of the ship.

Water line ?

• Water line at the fully loaded summer is summer load line.

Molded beam?

• The maximum molded breadth which measures at mid ship is called molded beam.

Base line ?

• A horizontal line which is drawn along the top of the keel plate.

Sheer strake ?

• Top strake of the side shell plating which connects the deck plating to the shide shells.

Bilge stake / turn if bilge?

• The stake at the turn of the bilge is called turn of strake.

Air draught?

• Above the water line to extreme structure ig the ship is called air draught.

Keel ?

• Center moste plating is called keel.

Stringer strake ?

• Extreme strake of the deck plating of side  is called stringer strake.
• Which connects the sheer strake.

Parallel middle body ?

• The mid ship which remains constant in shape size and area through the length of the ship is called parallel middle body.

Entrance?

• Immersed portion of the forward region of parallel middle body.

Run ?

• Immersed portion of the aft region of parallel middle body.

Garboard strake ?

• The strake next to the keel is known as garboard strake.(stbd & port)

Stealers strake ?

• No of adjusent strake fitted in bow region .

Coffin plate ?

• Plating which connects flate plate keel to stern frame is called coffin plate.(aft)

Shoe plate?

• Plating which connects the flate plate keel to stem frame is called shoe plate.(forward)

Frame spacing?

• Its a space between two transverse frames.

Strake ?

• Continuous bond of hull plate on ship  

Please write in Comment box

NAVAL TERMS PART 1 MEO class4 orals

 NAVAL TERMS PART 1

Length over all (loa)?

• Greatest length of the ship, measured from forward extreme to aft extreme.

Lenth between perpendicular?

• Distance measured from aft perpendicular to forward perpendicular.

Forward perpendicular?

• The summer load water line cut the stem in one point that point is called forward perpendicular.

Aft perpendicular?

• The summer load water line cut the aft of the rudder post. That point is called aft perpendicular.

Breadth extreme?

• The greatest breadth  of the ship measured from outside if the ship's shell.

Breadth module?

• The distance measured from inside of the ship's shell.

Depth extreme?

• The distance measured from top of the deck to bottom of the keel.

Depth module.?

• The distance measured from bottom of the deck to top of the keel.

Draught extreme?

• The distance measured from water line to top the deck.

Draught module?

• The distance measured from water line to bottom of the deck.

Free board?

• Distance from waterline to top of the deck.

Camber ?

• The transverse curve of the deck fromm center line  to side shells.
• Purpose is to drive the water outside.

Sheer?

• The curvature if the deck from mid ship to forward and aft.
• Forward is more higher than aft . For sea worthiness.

Rise of floor?

• The bottom shells of the ship  is slightly slipped from keel to bilge.

Bilge keel?

• The curvature of the arc from bilge to keel.

Tumble home?

• For some ship's side shells are slightly inverted facing centre line this is called tumble home.

Flare?

• Opposite to tumble home 
• Outside curvature if the side shells, for present in the forward region of the ship. 
• INCREASE BUOYANCY
• ALLOW THE ANCHOR.

Displacement?

• Mass of the ship is equal to the mass if the volume if water displaced.

Tpc- tonnage per centimetres?

• Mass required by the ship is to increase it mean draught by one centimetre.

Metacentric height?

• Distance between g and m.

What is metacentric?

•  When a ship is heels, the centre of buoyancy and centre of gravity moves latterly, that new point at which draw the imaginary vertical line. It will cut the original line that point is called metacentric.

Water plan area of co-efficient?

• The ratio of water plane area  to the product of length and breadth of the ship.

Mid ship section area of co-efficient?

• The ratio of immersed portion og the mid ship yo the product of breadth and drought.

Black coefficient?

• The ratio of underwater volume of the ship to the product of rectangular having some length draught and breadth.

Prismatic coefficient?

• The ratio of volume of displacement at a certain draught to the product of length and area of cross section at mid ship.

Shell expansion plan ?

• Is the 2d diagram of 3d surface og ship's hull.

Wetted surface area?

• Is the area of the ship's hull and other things attached (like propeller rudder) its the wetted surface area.

Center of gravity?

• It is a point complete ship's weight may act.

Center of buoyancy?

• Its is the point complete upthrust force may act.

Propeller pitch?

• One revolution of the shaft in which the propeller may moves forward in certain distance.

Diameter if the propeller?

• The dia of the propeller is a circular which cut the tip of tha blades.

CHOCKS AND HOLDING DOWN BOLTS MEO CLASS4

 CHOCKS & HOLDING DOWN BOLTS  is used fix the bef plate to the tank top.

Functions:- 

• any variation in tank top will not affected to engine, 
• To avoid the misalignment of engine.
• End chock will absorb vibration and noise of engine & trust.
• Side chock absorb unbalanced forces due to the rotating parts of engine.

MATERIALS.

• CAST IRON
• EPOXY RESIN (mostly used)

Cast iron

•  Required experts for installation.
• And high expensive

Epoxy resin 

• Cost effective
• Non corrosive
• 100% contact even rough surface.

Fixing of EPOXY RESIN chocks.

• Clean the surface
• Prepare chocks mixture
• Prepare die or dam for chocks 
• Fix holding down bolts, And power mixture around the insert the bolts 
• Note the temperature of the mixture (not more than 25°c)
• Tight the holding down bolts with hydraulic jack with required pressure.
• Dry upto 48hours.

BED PLATE MEO CLASS4

 Bed plates are in foundation of engine, and which is responsible for strength a d rigidity of other components of engine.

Material 

FABRICATED STEEL 

Forces acting on bed plate 

• GAS PRESSURE
• INERTIA FORCE OF MOVING PARTS
• HULL DEFLECTION.
• THERMAL STRESS 

Mitsubishi selfjector G series sludge discharge mechanism

 

NEW AMMENDMENTS MMD ORALS

 Ballast water management:

•  Must have approved ballast water management plan.
• Approved ballast water treatment plant.
• Must carry ballast water record book 
• International ballast water management certificate.
• Must install ballast water treatment plant.

Mlc2006

•  SEAFARERS employment agreement.
• Payment of wages.
• Ship board harassment 
• Health and safety of SEAFARERS.

Solas and marpol.

• Data consumption system for fuel oil on ship more than 500gt and above.
• BND every bunker specified the sulphur content.
• Inclusion of BALTIC SEA and North sea into ECA nox area.
• Global sulphur limit. 0.5mass/mass
• Energy efficiency design index.
• Maintain electronic record book.
• Blatic sea special area for passanger ship annx4
• Passanger ship must be fitted with RRS (release and retrieve system)
• All ship must have communication instruments. Designed for fire fighting team atleast 2 for each fire party.
• Audible alarm device notify low level air pressure in scba .
• 135 letter extinguishers not required for BOILER. Which is protected with local fire fighting System.
• Helicopter area must be protected with foam application system.
• application code on noise level onboard  ship.
• Ammendment to damage stability requirements.
• Damage control drills on passanger ship 
• Digital mobile satelite system.
• Control and discharge of  RESIDUALS of NOXIOUS LIQUID substance.

Crank case safety arrangements

 

Basic rules of crank case Safety arrangements

• Crank case and inspection door should be exhibiting strengthen construction.
• Should be fitted with one or more non return  relief  valves in each cylinder of crank case. And these valve should be arranged as their outlets protected from flame discharge in case of explosion 
• Total clear area  through the relif valves should not less than 9.30cm2/m3 gross crankcase volume.
• If engine is  not more 300mm cylinder bore with strongly constructed crankcase. 
• If such engine not more than 150mm cylinder bore. No needs to fitted with relief valves.
• Lub oil drains pipe from the sump to drain tank must be extended to well below the working oil level in the tank.
• If multiple engine installation. Drain and vent  arranged  so that flame of explosion can't pass from one engine to another engine.
• Diaphragm must be fitted near mid length to prevent the passage of flame.if the engine having more than 6 cylinder. 

Centrifugal pump troubleshooting

 Doesn't Deliver liquid

•  Priming liquid is insufficient.
• Pump speed is insufficient.
• Discharge pressure is excessive
• Direction of rotation is wrong
• Suction line ruptured
• Pressure loss in suction.

Insufficient capacity, crackling noise from the pump casing,

• Air leaking in suction line 
• Pump speed is insufficient
• Suction lift is excessive
• Clogged in impeller passage
• Worn wearing or impeller or stuffing box packing or sleeves 

Doesn't develop enough discharge pressure

• Speed of the pump is insufficient.
• Air or gas in the liquid being pumped.
• Mechanical defects such as worn in wear rings or Leak in seals , impeller damage,

Working for while and suddenly fails to deliver liquid

• Air leaking in suction line .
• Air leaking in stuffing box
• clogged water seal passage.

MOTOR NAME PLATE DETAILS MMD ORALS

1.  Rated full load current.
2. Ip number (indicated the degree of protection)
3. Rated speed.
4. Rated frequency
5. Rated voltage
6. Power rating
7. Type 
8. 3phase indication motor 
9. Connection (delta)
10. Weight
11. Serial number
12. Bearing (drive end non drive end)

EARTH FAULT mmd oral

1. 440v Earth fault is considered as a emergency onboard 
2. For some ships have trips for 440v earth faults.
3. For 3000v and  above its mandatory to to fit the trip protection against earth fault.

How to find the earth fault in 440v?

• When you hear the earth fault alarm, inform the electrical officer if he is board.
• Check the alarm, sometimes false alarm will rise. Test the alarm using test button,
• Or if we have integrated automation system, we can check by  software.
• Now isolate the whole 440v system (but its not possible to isolate 440v, is because some machinery can not we isolate like steering gear & lub oil pumps. 
• So we can use standby options. 
• Keep checking on the system one by one, we will find the earth fault machinery.

HOW WILL YOU FIND THE EARTH FAULT IN 220 V?

•  For 220 v earth fault is not consider the major emergency onboard. But any way we have to find the faulty lighting circuit.
• First of all check the alarm which is working properly or not using test button.
• Then isolate the whole lighting system.check the it one by one.using breaker.
• For after finding the the particular area of earth fault in 220v.
• We will check the particular section one by ine circuits.
• Finally we will found the earth fault .

Eart fault detected why we are isolating  system?

•  To Prevent from over heating 
• To prevent from  short circuit.

FUSES meo class4

 Types of fuses

•  High reputuring  capacity fuses.
• Cartridge fuse 
• Semi enclosed fuse.

SURVIVER MAY ASK HOW WILL YOU ORDER FUSES?

•  CURRENT RATING
• VOLTAGE
• BREAKING CAPACITY
• FUSE TYPE 
• FREQUENCY
• PRODUCT TYPE.

CIRCUIT BREAKER ACB meo class4

 MCB - Miniature circuit breaker- 5- 50 amp

MCCB -  moduled case circuit breaker 50-1500amp

ACB- Air Circuit breaker- 400-2000amps

Acb safeties 

• Arc runner arc chutes 
• Breaker open fast before taking out acb 
• Simultaneous closing of all 3 units of each phase.
• Breaking speed as High as possible.

TYPES OF STARTERS AND WHERE IT IS USED IN SHIP? MEOCLASS4

 Types of starters?

• Dol (direct online starter)-  (5hp)

• Star delta starter- (5 hp to 20 hp)

• Auto Transformer - (20 hp to 50hp)

• Soft starter - (above 50hp)

Where its used onboard?

Dol  starter

• Boiler feed pump 
• Circulating pump 
• Gear pump 
• Bilge pump 
• Fwg distilled pump 
• Stern lub oil pump.

 Star delta starter 

• Jcw pump (HT and LT)
• Ballast pump 
• Sea water pump.

Auto Transformer

• Bow thruster 
• M/e lo pump 

Soft starter

• Washing machine
•  Spring drier 
• Grinder.

WELDING TRANSFORMER MEO CLASS4

WHAT IS WELDING TRANSFORMER?

•  IT IS A STEP DOWN TRANSFORMER USED TO REDUCE THE VOLTAGE APPROXIMATELY 15V - 45V TO PRODUCE THE CURRENT OF 200- 600AMPS IN SECONDARY WINDING,

• PRIMARILY WINDING->THIN WIRE AND MORE TURN(BECAUSE LOW CURRENT THIN WIRE CAN CARRY)

• SECONDARY WINDING ->THICK WIRE LESS TURN(HIGH CURRENT IS PROVIDED)

CONSTRUCTION OF WELDING TRANSFORMER?

• It is a auto Transformer
• It has a magnetic field core with primary winding which is thin wire and large number if turn.
• A secondary winding with less turn thick wire.
• Due to this arrangement its a step down Transformer.
• So we get less voltage and high current output.
• DC WELDING TRANSFORMER is also same working like ac welding Transformer. But in dc welding Transformer rectifier is provided to convert ac, in out put of   secondary winding.
• Also connect a indictor or filter to get the smooth dc current,
• This is the construction of welding Transformer.

(Please check  the image)

Working of welding Transformer?

• Its is the step down Transformer so we get les Voltage and high current.
• Which is near 15 to 45v and 200amp to 600amp
• For adjusting the voltage on secondary side there are topping on secondary winding by this we can get required amount nog secondary current for welding.
• Topping are connected to several High current switches,
•  welding electrodes  and the other end is connected to welding piece.
• When a high current flow in a large amount of I2.R, heat is produced due to contact resistance between welding piece and electrode.
• Because of this High heat tip of the electrode melted and fill the gaps between welding piece.

Why we can't synchronous ship's generator and shore supply?

 Reason is simple,

SURVIVER MAY ASK WHY WE CAN'T SYNCHRONISE SHORE SUPPLY AND GENERATOR?

• Both have different frequencies or voltage,
• While ship's GENERATOR is running we can't close the shore supply circuit breaker, is because interlocking is provided.

Why A/E crank shaft is drilled for lubrication but not in M/E ?

•  It will reduce the strength of the crankshaft.
• May possible to occur crack or failure
• So we drill the hole in a/e Engines.
• For main engine we use semi build crank shaft .- web and crank pin both are single oice 
• For a/e engine we use forged crank shaft- its fully moulded type.good fatigue strength.

COOLING SYSTEM

1. CYLINDER COOLING/JACKET COOLING
2. FUEL VALVE COOLING
3. PISTON COOLING
4. CHARGE AIR COOLING

CYLINDER COOLING/ JACKET COOLING 

•  FRESH WATER OR DISTILLED WATER WILL BE USE . IT WILL INCORPORATED COOLING OF TURBINES IN TURBOCHARGER ENGINE AND EXHAUST VALVE COOLING.

FUEL VALVE COOLING

• FRESH WATER WILL BE USED, IT WILL BE THE SEPARATE SYSTEM 

PISTON COOLING

• USE MAY BE FRESH WATER LUBRICATION OIL OR DISTILLED WATER.
• IF OIL IS USED IN THIS SYSTEM, ITS GENERALLY COMMON WITH LUBRICATION OIL SYSTEM.

CHARGE AIR COOLING

• SEA WATER WILL BE USED IN THIS SYSTEM

 

Battery Rating

 Battery Rating: Ampere-hour

Battery capacity is usually rated in terms of it's discharge at the 10 hour rate.

Example: A 300Amps battery would be expected to provide 30Amps for 10 hours. 

To prevent Explosion in Battery room

1.Providing proper ventilation inside the compartment. 

• Independent exhaust fan provided [Non-sparking type; should not produce static charge]
• Inlet duct should be below battery level. Outlet duct top of the compartment.  [Both batteries emit Hydrogen. Hydrogen is lighter than air. It accumulate on top of  the compartment] 

2.By preventing any source of ignition. 

• No smoking; No naked flames.
• Battery room lighting must be flame proof (Ex d)
• Room temperature to be maintained between 15°C-25°C 
• Battery should never be placed in emergency switchboard room. [chances of sparking due to arching of circuit breakers] 
• Maintenance tools must be rubberized coating to prevent accidental short circuit. 
• No metal jugs for filling distilled water inside batteries.
• Cables should be adequate size and well connected.

Battery maintenance

1. Cell tops must be kept clean and dry in order to reduce the risk of corrosion and electrical leakage.
2. Terminals should be kept tight, clean and free of any deposits. The connectors can be coated with petroleum jelly.
3. The cables should be examined from time to time for signs of corrosion.
4. Electrolyte level should be checked and topped up with distilled water to cover the electrodes.
5. Gas vent in the cells should be kept free from blockage by dirt or in case of alkaline batteries from crystallized electrolyte. 
6. Pure distilled water should only be used for topping up.
7. Specific gravity should be measured and temperature correction should be applied.
8. A weekly log of critical parameters to be maintained. 
9. Voltage reading of each cell should be taken while the current is actually flowing. [the voltage of battery on an open circuit is however rather misleading]
10. First aid treatment should be understood and first aid equipment must be available at all times. 

Precaution of Batteries

1. Both batteries emit Hydrogen gas.So no naked lights allowed.
2. Battery is stored in well ventilated room.
3. Battery room should be clean and dry.
4. No smoking board to be displayed.
5. Paint work in room should be acid and alkaline resistance.
6. Acid cells should never be placed near Alkaline cells.
7. Never use Lead-acid batterymaintenance gear to Alkaline battery.
8. Use proper PPE. Insulated spanner should be used to prevent accidental short circuit and may cause spark.
9. First aid equipment should be kept near battery room.
10. Never use the thermometer to measure electrolyte temperature. Accidental damage of thermometer cause explosion. 

Battery installation

1. Battery room  should be well ventilated, clean and dry.
2. Both type batteries generate gas during charging. So, No smoking, Naked flames in the vicinity of batteries.
3. Steel work and decks adjacent to lead acid batteries should be covered with acid resisting paint and alkali resisting paint used near Ni-Cd cells.
4. Acid cells must never be placed near alkaline cells. Never use Lead-Acid battery maintenance gear to Alkaline battery installation or vice-versa.(e.g Hydrometer, topping up bottle,etc.,)

MEO CLASS4 ORAL 25/03/2021

 

MEO CLASS4  25/03/2021

QUESTIONS AND ANSWERS

1. Crank case explosion
2. Main engine one unit exhaust temperature is increased ,what PARAMETERS will you Check,what will be ur action, what can be the reason?
3. BOILER MOUNTINGS
4. AIR IN THE REFER COMPRESSOR,HOW WILL YOU FIND AND WHAT WILL BE THE ACTION.
5. MAIN BEARING AND BOTTOM END BEARING CLEARANCE

CRANK CASE EXPLOSION

HOW IT WILL HAPPEN?

• TO MUCH CLEARANCE BETWEEN BEARINGS,
• OIL FLIMS MAY BREAKDOWN 
• DIAPHRAGM IS NOT SEALING PROPELY
• PISTON CROWN IS BROKEN, EXHAUST GAS MAY LEAK TO CRANK CASE,
• CIRCULATING LUBRICATION OIL NOT PROPER.
• ENGINE CHAIN DRIVE IS TOO TIGHT. WHICH MAY LEADS TO HOT SPOT.
• GEARS DONT HAVE PROPER LUBRICATION.

PRIMARY EXPLOSION?

• DUE TO ANY ABOVE REASON HOT SPOT WILL CREATE. WHEN LUBRICATION OIL CONTACT WITH HOTSPOT  OIL BECOMES VAPOUR, AGAIN VAPOUR WILL COME AND  CONTACT WITH THE HOTSPOT, PRIMARY EXPLOSION WILL HAPPENED.

SECONDARY EXPLOSION?

• AFTER THE PRIMARY EXPLOSION, PRESSURE WILL INCREASED INSIDE THE CRANKCASE.
• NOW CRANKCASE RELIEF VALVE WILL ACTIVATED RELEASE ALL PRESSURE .
• AFTER THIS CRANK CASE BECOME VACCUM AGAIN. NOW IF FRESH AIR WILL COME INSIDE THE CRANKCASE SECONDARY EXPLOSION WILL TAKE PLACE.

TO AVOID THE SECONDARY EXPLOSION

• ALL MAIN BEARINGS AND TRUST BEARINGS HAVE TEMPERATURE SENSORS. IT WILL GIVE ALARM ONCE TEMPERATURE INCREASED. 
• IN NEW TYPE OF ENGINES WE HAVE A SENSOR OF WEAR DOWN OF MAIN BEARINGS. (IF UNEQUAL WEAR DOWN MEANS OIL FLIMS WILL BREAKDOWN.)
• AND WE HAVE NON RETURN VALVE TYPE RELIEF VALVE WHICH WILL RELEASE ALL PRESSURE WHEN PRIMARY EXPLOSION TAKE PLACE INSIDE THE CRANK CASE.

MAIN ENGINE ONE UNIT  EXHAUST TEMPERATURE IS INCREASED- WHAT PARAMETERS YOU WILL CHECK,WHAT WILL BE YOUR ACTION AND WHAT CAN BE THE REASON?

REASON FOR ONE UNIT EXHAUST TEMPERATURE INCREASED?

• THERMOMETER FAULT
• BLOW PAST 
• SCAVENGE FIRE
• EXHAUST VALVE LEAKING
• FUEL PUMP MALFUNCTION
• FUEL INJECTOR FAULT
• LESS AIR IN FUEL 
• TAPPET CLEARANCE IS MORE.

WHAT ARE THE PARAMETERS SHOULD CHECK IF ONE UNIT EXHAUST TEMPERATURE IS INCREASED?

• THERMOMETER SHOULD CHECK IF IT'S WORKING PROPELY OR NOT.
• SCAVENGING MANIFOLD TEMPERATURE SHOULD CHECK 
• SHOULD CHECK TAPPET CLEARANCE 

ACTION WHEN INCREASED EXHAUST TEMPERATURE IN SINGLE UNIT.

• REDUCE ENGINE RPM 
• INCREASE CYLINDER LUBRICATION
• TAPPET CLEARANCE CHANGE 
• OVERHAULING FUEL PUMP 
• OVERHAULING FUEL INJECTOR
• ADJUST FUEL INJECTOR TIMING
• SENSORS CHECK OR CHANGEOVER

BOILER MOUNTINGS

 

• OGEE RINGS
• DEMISTER
• RING AND DISTRIBUTER
• FUSIBLE PLUG
• PRESSURE GAUGE
• STEAM STOP VALVE 
• AUXILIARY STEAM STOP VALVE 
• BOTTOM BLOW DOWN VALVE 
• SCUM BLOW DOWN VALVE 
• SAFETY VALVE 
• SALINOMETER VALVE 
• FEED CHECKER VALVE 
• GAUGE GLASS
• VENT

 

REFER AIR IN THE SYSTEM, HOW WILL YOU FIND AND WHAT WILL BE THE ACTION.

AIR IN THE REFER SYSTEM HOW WILL YOU FIND?

• ABNORMAL HIGH DISCHARGE PRESSURE
• JERKING OF COMPOUND PRESSURE GAUGE
• VERY SMALL BUBBLES IN SIGHT GLASS
• CONDENSER TEMPERATURE HIGH.

ACTION IF AIR IN THE REFER SYSTEM?

• CHANGE THE COMPRESSOR TO MANUAL MODE 
• BYPASS THE LOW PRESSURE CUT OUT 
• CLOSE THE LIQUID STOP VALVE AFTER THE CONDENSER.
• PUMPING ENTIRE  REFRIGERATION INTO CONDENSER.
• UNTIL SUCTION PRESSURE IS BECOME ZERO.
• STOP THE COMPRESSOR AND CLOSE THE CONDENSER SUCTION VALVE 
• THEN GIVE SOME TIME TO COOL DOWN
• THEN OPEN THE PURGE VALVE ON THE CONDENSER.
• AIR WILL GO OUT. WAIT FOR REFRIGERANT COME OUT.
• THEN CLOSE THE PURGE VALVE .
• OPEN THE LIQUID STOP VALVE AND COMPRESSOR SUCTION VALVE START THE COMPRESSOR. 
• CHECK THE SIGHT GLASS.

MAIN BEARING AND BOTTOM END BEARING CLEARANCE?

MAIN BEARING (JOURNAL BEARING) CLEARANCE?

• CLEARANCE MEASURES JOURNAL BEARING TO UPPER SHELL USING TELESCOPIC FEELER GAUGE

BOTTOM END BEARING (CRANK PIN)

PISTON - BDC 

• CLEARANCE BETWEEN BOTTOM END BEARING TO BOTTOM SHELL USING FEELER GAUGE.

Atomisation

Atomisation:

Break up of the liquid fuel into a minute vapour mist.

Factors affecting Atomisation:  

• small orifices of the injector.
• pressure difference between fuel line and cylinder.
• Temperature, mass flow rate and viscosity of the fuel.

Effect of too high atomisation - After burning

Very small fuel particles will not have enough kinetic energy to go through the whole combustion space. Fuel droplets gather near the fuel injector due to resistance from the dense compressed air. 

Hence, they will be starved during combustion and after burning will take place.

Effect of too low atomisation - Poor combustion 

Larger fuel droplets will possess more kinetic energy and get deposited on the liner wall. This causes after burning and poor combustion. Carbon deposits will be seen on the liner walls, side of the piston crown and piston rings.

Boiler Water Test

Boiler water tests:

1. Alkalinity test. [a.Phenopthelin (P) alkalinity test  b.Total (T) alkalinity test ]
2. Chloride test
3. Excess phosphate test
4. pH test 
5. Amerzine test (Hydrazine test)
6. Conductivity test (total dissolve solids test) 
7. Hardness test

Purpose of Boiler water Test:

1. To ensure that proper chemical treatment are maintained at all time.
2. To detect the presence of contaminants in the water that may damage the boiler and feed system.

How to collect water sample for test?

• Test sample must be cooled to 25°C with the help of sample cooler.
• Allow sufficient water to flow through sample line before taking the sample, this will clear it from sedimentation.
• Let the water overflow from sample bottle to prevent air being trapped.
• Keep the bottle air tight for testing.
• If sample is colored or turbid, filter paper should be used for testing.
• Try to take sample  from same point.
• Try to avoid the sample to contact with air,  this will change the dissolved Oxygen content.

Alkalinity test: 

This is to ensure that the boiler water prevent corrosion by neutralization of acidic gases.

Phenopthelin test [P-Alkalinity test]

This test is for finding amount of hydroxides in boiler water.

Procedure:

1. Take 100 ml of boiler water sample.
2. Add 10 drops of Phenopthelin.
3. Colour will change to Pink.
4. Now add N/50 Sulphuric acid, till colour will varnish.
5. The quantity of Sulphuric acid will indicate Phenopthelin alkalinity of boiler water.

Result:

P-Alkalinity in PPM=Drops of Sulphuric acid ×10

Total Alkalinity test: 

This test is to determine the amount of Hydroxide,Carbonate,Bi-Carbonate in boiler water.

Procedure:

1. With the above sample add 10 drops of Methyl Orange.
2. Colour will change to Orange.
3. Now add Sulphuric acid, till colour change to Pink.

Result: 

T-Alkalinity in PPM=Drops of Sulphuric acid × 10 

Hydroxides and Carbonates can co-exist together in a solution but Hydroxides and Bi-Carbonates cannot.

Chloride test:

This test is to know the amount of salt in boiler water. 

To minimize the chloride level and to adjust the blow down.

Procedure:

1. Sample after P-Alkalinity to be used.
2. Add 10 drops of Potasium Chromate.
3. Colour changes to Yellow.
4. Add N/35.5 Silver Nitrate (Ag NO3), till colour changes to Brick Red.

Result:

Chloride content =No. of drops of AgNO3 ×10 

Chloride content < 300 PPM

Phospate test: 

To control the scale formation due to hardness.(presence of Phospate sample means no hardness salts)

A reserve of Phospate should be maintained in the boiler water ready to neutralize any hardness salts which may enter.

Procedure:

1. Take 25 ml of filtered boiler water sample.
2. Add 25 ml of reagent Molybdate.
3. Then add one small spoon of stannous Chloride.
4. Colour will change to Blue.

Result: 

Use comparator to check the phospate.

40 - 60 PPM should be maintained. 

pH test: 

To control condensate pH value within limit.

To minimize corrosion in steam and condensate system.

Procedure: 

1. It is checked by using pH paper.
2. Dip the pH paper.
3. Use the colour comparator to check the pH.

Result: 

Should be 10-11

Hardness test: 

To check for salt causing "hardness "

Hardness test of boiler is not necessary when the Phospate is above the lower limit of control range.

Procedure: 

1. This test can be carried out by conductivity meter or by a standard soap solution.
2. Take boiler water in beaker.
3. Add soap solution and stir it for sometime.

Result: 

more foam formed, less is the hardness in boiler water. 

conductivity test: 

To measure the total amount of dissolved solids (T.D.S) including treatment chemicals.

(Excessive density leads to priming and deposits)

To remove dissolved and suspended solid by blowing .

1.Higher conductivity,  higher the hardness.

2.with the hardness test, have the general idea about conductivity. 

3000 micro siemens/cm for high pr. boiler 

400 micro Siemens/ cm for low pr. boiler 

Amerzine test (Hydrazine test) 

• To test for dissolved Oxygen content. 
• To know reserve Hydrazine (N2H4) ppm to prevent corrosion and aeration.
• To minimize Oxygen pitting and corrosion in boiler, steam and condensate system.

what do you do for preventing of Oxygen?

Oxygen scavenging chemical used for deaeration the water. 

Usually Sodium sulphate (Na2O3) or Hydrazine (N2H4) 

2Na2SO3 + O2 = 2Na2SO4

2N2H4 + O2 = 2H2O + 2NH3 

Excess dosage of Hydrazine lead to steam and condensate line corrosion due to Ammonia being produced as the  excess Hydrazine decomposed.

Fe3O4 --> Magnetite 

{some Hydrazine carried away to steam  line.  It forms layer on pipe line & it will give corrosion protection} 

Generator not coming on load

 Reasons: 

1. Generator lost its residual magnetism.
2. Faulty synchroscope.
3. Faulty Air Circuit Breaker.
4. Loss connection of Automatic Voltage Regulator. (exciter circuit may be open)
5. Faulty power cable.
6. Frequency and Voltage not matching with busbar.

Alternator Specification

 Brushless alternator 

Number of phases : 3

output: 937.5 KVA 

volts:  450V 

frequency: 60Hz 

RPM: 720rpm

Insulation : Armature 'F' class 

Rating: CONT

Power factor:  0.8 

Number of pole: 10 

Amps: 1203A 

Field: F'class 

Excitation phase: 3

Excitation output: 21.7KVA 

Excitation p.f: 0.95

Exciatation frequency: 84Hz

Excitation No. of poles: 4 

Excitation volts: 112V 

Excitation Amp: 112V 

Prime mover: Diesel engine 

(this is jz one of the example of  alternator specification. surveyor may ask this specification rarely and he will ask cross  questions about insualtion and its class,power generation, power factor ) 

Arrival port checklist

 Upon 1 hr. notice:

1. Stop FWG and shut valves.
2. Change over to high sea suction.
3. Soot blow Auxiliary boiler, check firing amd put on auto mode.
4. Check all air compressors oil level and put on auto mode.
5. Charge both air bottles and drain any water from bottles and air dryer. 
6. Shut and lock bilge overboard valve and hand over key to cheif engineer. Ensure that all bilge suction valves are shut, however not locked. [Thr security seals may be used to avoid inadvertent opening of any bilge suction valve]
7. Start additional generator for power to mooring machinery, thrusters, deck  water, etc.,
8. Shut steam to D.B F.O.T's.
9. Put on sewage plant and changeover valves. 

At standby

1. start additional generator as required.
2. At standby record M/E counter, flowmeter readings, L.O sump and cyl. oil tank levels.
3. Ensure adequate manpower available for arrival port.

At FWE (finish with engine)

1. Take over control from bridge to ECR and stop auxiliary blower.
2. Open indiactor cocks and engage turning gear.
3. Turn M/E by turning gear with cylinder lubricator rotated 20-30 turns each for about 15 mins.
4. Cover M/E T/C suction filters.
5. Put M/E on preheat and maintain temperature.
6. Stop unnecessary machinery and put off breakers. 
7. shift generator load and stop as required.

Departure checklist

1.  check M/E preheat temperature maintained between 60° - 70°C.
2. Check L.O p/p pr. and temp. within normal parameters.
3. Check crosshead L.O p/p pr. and current within normal parameters.
4. Check JCW p/p pr. and current within normal parameters.
5. Check M/E fuel pr. and viscosity/ temperature.
6. Check all standby pumps selected and reset repose switch.
7. Check control air/Exh. v/v spring air pr. normal.
8. Check Exh. Boiler circulating p/p running and pr. normal.
9. Check stern tube L.O p/p running; pr. normal and sump level OK.
10. Check all air compressors oil level and put on Auto mode.
11. Charge both air bottles and drain water to air bottles and dryer.
12. Confirm M/E L.O sump level normal.
13. Check M/E T/Cs and governor oil levels normal.
14. Check F.O purifier, service tank and drain tank levels.
15. Check L.O purifier running normal.
16. Check steering gear and confirms oil levels normal.
17. Complete all steering gear check with bridge.
18. Start 2nd generator or standby generator and take on load and put necessary breakers ON.
19. Turn M/E turning gear with indicator cocks open and cylinder lubricators rotated 20-30 turns each for about 15 mins.
20. Check M/E auto start air valve in auto/manual position and Auxiliary blowers on Auto.
21. Contact bridge, blowthrough M/E and try out ahead and astern.
22. Start additional generators as necessary.
23. In case of bridge control, hand over controls to bridge at standby.
24. At standby record all flowmeters, L.O sump level and Cyl. oil tank level.

Purifier Safeties

1. Back pressure low alarm and shut down
2. Back pressure high alarm and  shut down
3. Feed pressure low alarm and shut down
4. High oil temperature alarm and shut down
5. Low oil temperature alarm and shut down
6. Heavy phase overflow (purifier abnormal alarm will come)
7. Low sealing water pressure 
8. Bowl not open (detected by a current sensing relay)
9. water in oil (detected by transducer)

Boiler safeties

1.  Safety valve
2. Pressure gauge
3. Easing gear
4. Air vent
5. Water level indicators (Boiler control panel & ECR panel)
6. Boiler gauge glass
7. Low water level alarm
8. Low low water level alarm and shut down (Trip)
9. High water level alarm
10. Low F.O pressure alarm
11. Low F.O temperature alarm (Trip)
12. High F.O temperature alarm (Trip)
13. Low steam drum pressure alarm 
14. High steam drum pressure alarm (Trip)
15. Forced draught fan stop alarm
16. Flame failure alarm
17. Smoke density high alarm 

Note: surveyor will ask what are alarms and what are trips 

Air Compressor Safeties

1. Drain valve
2. Unloader 
3. Bursting Disc (Copper disc) 
4. Fusible plug (50% Bi, 30% Tin, 20% Pb)
5. Relief valve
6. L.O low pressure alarm and trip
7. Jacket Cooling water High temperature trip
8. Jacket water no-flow trip
9. High air temperature trip
10. Motor overload trip

Start Air Line Safeties

1. Flame trap (at joint where manifold to each cylinder starting line)
2. Bursting disc cap or relief valve
3. Automatic shut-off master valve
4. Non-return start air valves
5. Drain cock in the manifold and at other parts
6. Drain cock before shut-off valve
7. Temperature sensors and pressure gauges
8.  Running direction and turning gear engaged interlocks to prevent accidental starting

Main Engine Safeties

1. Overspeed trip 
2. Emergency manual trip
3. L.O low pressure trip
4. Camshaft L.O low pressure trip
5. Thrust bearing high temperature trip
6. Main bearing high temperature trip
7. JCW low pressure slow down alarm
8. Piston cooling water low pressure slow down alarm
9. Main engine fuel leak tank alarm 
10. Sump oil level low alarm
11. Spring air pressure low with starting air valve system line.
12. OMD-alarm 
13. Scavenge fire alarm  

Auxiliary Engine Safeties

1. Thermometer
2. Pressure gauge
3. Dip stick
4. crankcase door relief valve
5. cylinder head relief valve
6. F.O low pressure alarm
7. L.O low pressure alarm and trip
8. L.O high temperature alarm
9. Cooling F.W high temperature alarm
10. Cooling F.W low pressure trip
11. Fuel leak tank alarm
12. Starting air pressure low alarm
13. Exhaust gas high temperature alarm 
14. Windings high temperature alarm
15. Pedestal bearing high temperature alarm
16. Overspeed trip
17. Reverse power relay

Main Engine Auto slow down reasons

Main Engine (Auto Slowdown)

1. Oil mist high density
2. Scavenge air box fire
3. Main L.O low pressure
4. Cylinder cooling F.W low pressure
5. Cylinder L.O non-flow
6. Cylinder cooling F.W high temperature
7. Piston cooling oil high temperature
8. Stern tube bearing high temperature 
9. Thrust bearing segment high temperature
10. Exhaust gas outlet high temperature/high deviation
11. Exhaust Gas Economizer high temperature
12. Exhaust Gas Economizer water non-flow

Main Engine safety devices

1. Crankcase relief door
2. Scavenge space relief door 
3. starting air line relief valve
4. cylinder head relief valve
5. Flame trap
6. Oil Mist Detector
7. Running direction interlock
8. Turning gear interlock

Em'cy Batteries supply (30 mins)

1. Em'cy lighting
2. Navigational lights
3. Fire detection and alarming system
4. Internal communication equipment
5. Daylight signalling lamp and ship's whistle. 

what are the equipment which get supply from em'cy generator?

1. Em'cy lighting to alley way/lifeboat embarkation deck/ engine room
2. Navigational system
3. steering gear
4. Em'cy fire pump
5. Em'cy air compressor
6. Battery charging
7. Fire detection and alarming system
8. Radio equipment (communication equipment)
9. Daylight signalling lamp and ship's whistle
10. Navigation Aids
11. General alarm
12. Manual fire alarm
13.  Watertight doors

EMERGENCY SWITCHBOARD

 what is Em'cy switchboard?

• It is a switchboard which distributes emergency load that power is supplied from emergency generator during main switchboard failure.
• It has two sections. one for 440V another is 220V.
• Under normal conditions, 440V supply is taken from Engine Room MSB through a circuit breaker.
• when main power is lost, this circuit breaker is tripped (opened)
• Emergency generator comes into action and supplies power through another circuit breaker. 
• An interlock is given to prevent closing of both breakers simultaneously.

Em'cy switchboard distribution:

1. Em'cy bilge p/p (440V)
2. sprinkler system (440V)
3. one of the steering gear motor(440V)
4. Navigation equipment.(220V)
5. Radio Communication.(220V)
6. Transformed and rectified supply to battery system (220V)
7. Transitional em'cy power battery(em'cy lights for 30 mins)
8. Low power DC system battery(Alarms and control system)

PURIFIER ( PART B ) MEO ORALS

WHAT ARE THE REASON FOR PURIFIER OVERFLOW?

• INCORRECT DISC SIZE 
• TOO HIGH FUEL OIL TEMPERATURE 
• TOO MUCH FEED RATE 
• TOO MUCH SLUDGE I SIDE THE BOWEL
• LOW RPM OF THE BOWL
• SEALING WATER FAILURE
• OPERATING WATER FAILURE
• MAIN SEALING RING WORN OUT.

WHAT ARE THE REASON FOR VIBRATION ON PURIFIER?

• TOO MUCH SLUDGE
• BEARING FAILURE
• FAILURE OF FOUNDATION BOLT
• GEAR WORN OUT 
• UNEVEN TOUCHING WITH FRICTION CLUTCH
• MOTOR SPEED IS TOO LOW OE TOO HIGH.

WHY WE ARE NOT GETTING ENOUGH RPM WHEN PURIFIER IS RUNNING?

• IMPROPER TOUCHING WITH FRICTION CLUTCH
• TOUCHING WITH BREAK
• EXCESSIVE SLUDGE IN SIDE THE PURIFIER
• BEARING FAILURE
• ONE PHASE POWER FAILURE
• MOTOR RUNNING OVERSPEED.

SURVIVER WILL ASK YOU GOW TO CHANGE  THE PURIFIER HFO TO DO?

• REPLACE THE GRAVITY DISC 
• (WHICH IS SMALLER THAN HEAVY OIL)
• OPEN HEATER BYPASS VALVE 
• CLOSE THE HFO HEATER'S IN AND OUT VALVE 
• AND OPEN THE DRAIN VALVE OF HEATER.

(SOME PURIFIER DESIGN ONLY FOR DO WHICH WILL NOT CHANGEOVER TO HFO.)

HOW WILL YOU ADJUST PURIFIER BOWEL HEIGHT?

• FOR SMALL VARIATION ADJUST THE VERTICAL SHAFT ADJUSTING SCREW 

(SURVIVER MAY ASK WHAT HAPPENED IF REDUCE PURIFIER BOWEL HEIGHT) 

ANSWER IS - OIL GO WITH WATER OUTLET.

HOW WILL YOU SELECT THE GRAVITY DISC?

• MONOGRAM  METHOD
• TRIALS AND ERROR METHOD

MONOGRAM METHOD ?

THERE WILL BE A CHART ( LIKE ABOVE I MENTIONED.) USING THIS CHART WE CAN FIND THE GRAVITY DISC SIZE BY USING SOME PARAMETERS

• SPECIFIC GRAVITY
• SEPARATION OF TEMPERATURE
• FEED RATE  M3/HOURS OR LITTERS/HOURS
• GRAVITY DISC SIZE

TRAIL AND ERROR METHOD?

• FIRST PUT THE LARGE DISC AND CHECK OIL IS OVERFLOWING OR NOT .. IF OVERFLOWING. PUT SMALL ONE. LIKE THIS WE  WILL SELECT THE GRAVITY DISC

WHAT HAPPENED IF GRAVITY DISC DIAMETER IS TOO HIGH?

• WATER WILL GO THROUGH WITH OIL

WHAT HAPPENED IF DIAMETER OF GRAVITY DISC SIZE IS TOO SMALL?

• WE WILL GET THE PURE OIL BUT SOME MORE GOOD OIL WILL GO WITH SLUDGE.

NOTES:
 DENSITY OF OIL IS INCREASE - DECREASE THE DIAMETER OF DISC
DENSITY OF OIL IS DECREASE- INCREASE THE DIAMETER OF DISC.

WHAT IS PARING DISC?

•  IT IS A STATIONARY IMPELLER MOUNTED ON THE NECK OF THE BOWL
• FUNCTION OF THE PARING DISC IS CONVERT THE ROTATIONAL ENERGY INTO PRESSURE ENERGY.

WHAT IS FRICTIONAL CLUTCH?

• TO GRADUALLY INCREASE THE RPM OF RGE PURIFIER
• TO PREVENT THE STARTING  OVER CURRENT OF MOTOR .

WHERE IS PILOT VALVE IS LOCATED IN PURIFIER?

• BOWL OPENING AND CLOSING WILL BE DONE BY PILOT VALVE 

WHAT IS BLIND DISC ?

• THE DISC HAVE NO HOLES, ITS USED TO CONVERT THE PURIFIER INTO CLARIFIER.

HOW BACK PRESSURE IS MAINTAINED?

• USING BACK PRESSURE VALVE 

WHY BACK PRESSURE IS MAINTAINED?

• IF WE WILL NOT MAINTAIN BACK PRESSURE PURIFIER IS ACT LIKE A CENTRIFUGAL PUMP.

WHAT IS THROUGH PUT?

• FEED RATE IS CALLED THROUGH PUT (OIL WHICH GIVEN TO PURIFIER FOR PURIFICATION)

WHAT IS WEAK LINK? WHERE ITS LOCATED?

• WEAK LINK IS PROVIDED BETWEEN MOTOR  AND HORIZONTAL SHAFT TO BREAK THE LINK IN CASE OF MOTOR OVERLOAD. TO AVOID THE DAMAGE OF GEAR AND SHAFT .

PLEASE POST YOUR FEED BACK IN COMMENTS BOX. WE ARE HAPPY TO HEAR YOUR OPINION.

PURIFIER ( PART A ) MEO CLASS 4 QUESTIONS ANSWERS

 Why we are using purifier in onboard?

• To avoid the sulphur corrosion
• To remove the water and sludge from the fuel oil 

What are the causes of sulphur corrosion ?

• Liner worn out 
• Fuel injector worn out 
• Piston ring worn out 

Difference between purifier and clarifier?

Purifier 

•  Remove the water and solid from the oil
• Two outlet on top, (one for dirty water one for oil)
• Gravity disc is provided.
• Blond disc is fitted on top of the stack
• Sealing water is required for starting 
• Lower disc have holes.

Clarifier

• Remove the solid from the liquid 
• Only outlet for clean oil 
• No gravity disc 
• Blind disc on the bottom
• Lower disc has no holes 

How do you change the purifier to clarifier?

• Remove the gravity disc
• Set the ind disc at bottom
• Shut the sealing water
• Water outlet also closed.

Purpose of Gravity disc / dam ring ?

• It will set the interface line between the water and oil.

Reason for multi disc provided in purifier?

• To separate the liquid into thin layers and it will create the shallow settling distance between disc 
• To improve the separation of oil from heavier liquid 
• To increase the surface area.

Why sealing water is necessary for purifier?

• To seal the water outlet
• To prevent the overflow of oil from water outlet
• To avoid leakage or mixing of fluid.

CLASSIFICATION OF BULKHEADS MEO CLASS 4

 CLASS A 

•  FORMING AS A BULKHEADS DECKS 
• MADE OF STEEL OR OTHER SUITABLE MATERIAL.
• ONE HOUR STANDARD FIRE TEST FOR PREVENT THE PASSAGE OF SMOKE AND FLAME.
• INSULATED BY NON COMBUSTIBLE MATERIAL.
• MINIMUM TEMPERATURE ON  UNEXPLORED SIDE SHOULD NOT RISE ABOVE 139° C.
• POINT TEMPERATURE ABOVE 180°C
• A60 - 60 MINUTES
• A30 - 30 MINUTES
• A15 - 15 MINUTES
• A0 - 0 MINUTES

CLASS B 

• FORMING BY A BULKHEADS DECKS AND CEILING AND LINING.
• 30 HOURS STANDARD FIRE TEST OF FLAME 
• UNEXPLORED TEMPERATURE 139°C ABOVE ORIGINAL
• POINT TEMPERATURE RISE MORE THAN 225°C 
• NON COMBUSTIBLE MATERIAL 
• B15 - 15 MINUTES
• B0 - 0 MINUTES

CLASS C 

•  CONSTRUCTED AS A DECK 
• APPROVED BY SOLAS AND CLASSIFICATION SOCIETY AS A NON COMBUSTIBLE MATERIAL.
• NOT REQUIRED TO STANDARD FIRE TEST.