AKRAMANUJAN.ORG3RD DECEMBER 2019

FUNCTION 3BLOG215

ramanujan1933@gmail.comFUNCTION 3

QUESTIONS CONTRIBUTED BY JAYARAMAN SUDHARSONFROM CHENNAI CENTRE

1.what is ozone depleting substances? Answer:- the ozone depleting substances reduce or destroy the ozone layer surrounding the stratosphere and this leads to global warming . The listed Ozone depleting substances are Halo 1211,Halon 1301, Halon2402,CFC-11,CFC-12, CFC-13, CFC-14 and CFC-15

2.what is biological oxygen demand?Answer:- Biochemical oxygen demand (BOD) is the amount of dissolved oxygen needed (i.e. demanded) by aerobic biological organisms to break down organic material present in a given water sample at certain temperature over a specific time period.

3.on-board sewage chlorine test procedure?

Answer:- Sludge content test, aeration chambers I and II Measure the sludge levels in aeration tanks I and II using

test cocks while blowers are running. Fill the glass funnel with 1000ml and throw the first “sample”

water away immediately. This action will “clean” the sample valve and increases test result significantly.

Fill the glass funnel (imhoff glass) with 1000ml of waste water from the test cock of aeration chamber I or aeration chamber II while the blower is running.

Let the sludge settle for 30 minutes in this glass. Observe the color of the sludge and odor. If the biological

process is running well, sample color is grey or brown and sample will not smell significantly. If the sample color is black and/or it smells, it is a indication that biologicalprocess does not work properly.

Read the sludge quantity from the side of the glass.Interpretation of Result Sludge content measurement below 300 ml/l = sludge

content too low for biological process. Between 300 ml/l and 600 ml/l = normal Above 600 ml/l = sludge content too high, discharge sludge.Disinfection and Residual Chlorine Testing

When sailing in areas where chlorine disinfection of treated waste water is required, the chemical dosing system should be prepared as follows:• Check that the chlorine container is filled. Fill it if needed.• Check that dosing pump is on and adjusted correctly.Chlorine concentration must be monitored regularly. Residual chlorine should be 2-5 ppm in effluent. If chlorine test shows that residual chlorine is higher than 5 ppm or lower than 2 ppm, adjust chlorine pump’s stroking rate.4.what is the content of  Nox technical file?Why nox technical file is needed? which influence Nox?

Answer:- A record containing all detailed parameters, including components and settings of an engine, which may influence the NOx  emission , in accordance with the NOx  Technical Code .

According to IMO regulations, a Technical File shall be made for each engine. This Technical File contains information about the components affecting NOx emissions, and each critical component is marked with a special IMO number. Such

critical components are the injection nozzle, injection pump, camshaft, cylinder head, piston, connecting rod, charge air cooler and turbocharger. The allowable setting values and

parameters for running the engine are also specified in the Technical File.

The marked components can later, onboard the ship, be easily identified by the class surveyor and thus an International Air Pollution Prevention (IAPP) certificate can be issued.

The NOX technical file gives the list of requirements which limits the NOX emissions from the engines.

5.solas regulation for drill interval for man overboard?Answer:- As per SOLAS MSC circular it is required to be carried out at least once every 6 months. Whereas as per the ships documented SMS it is to be carried out in accordance to the documented clause under the emergency preparedness drills regulation6.complete enclosed space procedure with solas regulation for drill interval?

Answer:- From 1 January 2015 all persons involved in enclosed space entries, and / or assigned enclosed space rescue duties, will be required to take part in enclosed space entry and rescue drills at intervals not exceeding two months.

The amendments to SOLAS Chapter III are detailed in IMO Resolution MSC.350(92), which requires the following in relation to enclosed space entry and rescue drills [hyperlinks added]:

“3.3 Crew members with enclosed space entry or rescue responsibilities shall participate in an enclosed space entry and rescue drill to be held on board the ship at least once every two months.

3.6 Enclosed space entry and rescue drills

3.6.1 Enclosed space entry and rescue drills should be planned and conducted in a safe manner, taking into account, as appropriate, the guidance provided in the recommendations developed by the Organization.

3.6.2 Each enclosed space entry and rescue drill shall include:

.1            checking and use of personal protective equipment required for entry;

.2            checking and use of communication equipment and procedures;

.3            checking and use of instruments for measuring the atmosphere in enclosed spaces;

.4            checking and use of rescue equipment and procedures; and

.5            instructions in first aid and resuscitation techniques.

4.2 Every crew member shall be given instructions which shall include but not necessarily be limited to:

.5            risks associated with enclosed spaces and onboard procedures for safe entry into such spaces which should take into account, as appropriate, the guidance provided in recommendations developed by the Organization.”

7.What is summer draught value of VLCC?Answer:- The summer draught of a VLCC is obtained from the corrected freeboard obtained from table A and corrected for block coefficient and length to depth ratio which should not exceed 15. The draught is obtained gy deducting the calculated freeboard from the extreme depth of the VLCC. Assuming there is no deck sheer and super structure.

8.What is the draught value of VLCC at fully loaded condition?Answer:- The draught of the VLCC when fully loaded can be according to either the summer, winter or the tropical corresponding free boards and as per the geographical and seasona;l condition when loading occurred. 9.which regulation says to carry out risk assessment? Answer:- It was the year 1997 that marked a major step towards risk based approach in the maritime field. This was the time when the Maritime safety committee (MSC) and the Marine Environmental Protection Committee (MEPC) of the IMO adopted the Interim Guidelines for the Application of Formal Safety Assessment (FSA) to the IMO Rule-Making Process.Since then risk assessment has only been evolving and it has now become a decision making tool at the ground level too.

10.what is risk assessment? why? Answer:- Risk assessment is badsically identifying the

hazards that may be incurred during an operation which is critical and can lead to fatality or damage to the component or machinery.

QUESTIONS CONTRIBUTED BY LOKESHRAJ SARKUNAM FROM MUMBAI CENTRE

Electrical

1. How to take generator on load if AVR not working

Answer:- On board ships the A/Es and the alternators are all identical. If the working alternator AVR is not working, i will dismantle the AVR from the idle alternator and fit on the proposed running alternator and put the alternator

on load. The dismantled AVR will be investigated for its fault and suitably repaired.

2. Specification of cable while ordering (Electrical cable)

Answer:- Marine Cables Marine cables (ship wiring and ship board cables) are for installation on board ships. They have been type approved by a classification society and they have a construction that adheres to standards for marine cables, such as: They are based on an amount of 7 litres of combustible material per metre. Bunched cables have to be minimum 3.5 meters tall, when they are in a test chamber subjected to fire from a burner directed at the cables for 40 minutes. The bunched cables may not burn more than 2.5 meters above the burner. See figure 2. on page 6. Conductor Marine cable conductors are made with stranded annealed copper, combining flexibility and small dimensions to provide excellent handling. To minimise the cable diameter and weight sector shaped conductors are used for bigger crosssection. Fire Resistance These tests are aimed at verifying the behaviour of a cable´s circuit integrity during fire. The main three test methods are IEC 60331-21, IEC 60331- 1 and IEC 60331-2, the latter is used for power and control cables. Marine cable standards require a IEC 60331-21 test, where the cable is exposed to a flame at 750°C for 90 minutes followed by a 15 minutes cooling period, while the rated voltage is being applied. No breakdown or short circuit is permitted during the test. See figure 3. on page 6. The optional test methods for cables with diameters over 20 mm, is the more rigorous IEC 60331-1 test. For cable diameter not exceeding 20 mm test IEC

60331-2 can also be used, in which a bent cable, affected by mechanical shock, is subjected to a 830°C flame for minimum

Insulation Material XLPE is used as the main insulation material. It withstands higher temperatures than ordinary thermoplastic polyethylene. It is resistant against deformation and various chemicals, with excellent mechanical and electrical properties. The maximum conductor temperature stipulated by IEC 60092- 360 marine cable standard is 90°C. Sheathing Material The sheath is composed of halogen free, flame retardant thermoplastic compound. It fulfils the criterion of SHF1 according to IEC 60092-360. In case of fire the sheathing material offers advantages such as reduced emission of smoke and corrosive toxic gasses. Smoke Density Smoke density is tested according to IEC 61034- 1 (apparatus) and IEC 61034-2 (procedure and requirements). It is done by placing a cable in a ”smoke cube” (3x3x3 m). When the cable is burning, the light transmittance is measured using a photometric system. 60 % (70 % for a single cable) visibility is satisfactory if it is attained throughout the test. Halogens To test whether a material is halogen free or not, test IEC 60754-1 and 60754-2 are used. The acidity of the gasses from burning materials is measured. Halogen-free means that the materials used in the cable do not contain any halogens – such as chlorine, bromine, iodine or fluorine. In order to attain a self-extinguishing effect that halogens have in cables, ATH (aluminium trihydroxide) based materials are used instead. This way the negative effects of halogens are avoided.

In general cables are to be ordered as per their load carrying limitations , their location and their temperature withstanding or resisting limitations.

3. One generator having low PF & other having high during paralling & who will take more loads

Answer:- The generator with high PF will take more load than generator with low PF.

Naval

1. Difference between angle loll & angle of lurch

Answer:- Angle of Loll. The term loll describes the state of a vessel which is unstable when in an upright position and therefore floats at an angle to one side or the other. If disturbed by some external force, caused by wind or waves, the vessel may lurch to the same angle of loll on the opposite side.

MEP

1. How to set TEV (thermostatic expansion valve)

Answer:- To adjust the static superheat, turn the valve's setting stem. Turning clockwise increases static superheat and effectively reduces refrigerant flow through the valve. Turning counterclockwise reduces static superheat and increases refrigerant flow.

1. Boiler corrosion

Answer:- Corrosion is of three types, namely corrosion caused by air in damp atmosphere, acidic corrosion caused by decomposition of chlorides in the water if they are in excess and corrosion by dissimilar metals in a slifghtly acidic water. Of these three the first and second are caused in boilers and third in heat

exchangers and condensers. Corrosion caused by air is mostly on the external exposed surfaces of boilers , whereas corrosion occurs on the water side of the pressure vessel of the boiler.

Fire fighting

1. Deck fire fitting – foam is not coming reason (regulation)

Answer:- The reason could be that the pipe connection to the foam making venture of the foam nozzle is blocked . It needs to be cleaned.

2. Purifier room fire action.

Answer:- As we all know, for a fire to happen, three things are needed and in the purifier room all these things are present. These three things are – fuel oil which is present in abundant (lubricating oil in lube oil separator and fuel oil or diesel oil in fuel oil separator), air for combustion, and a heat source such as extremely hot oil, electrical short circuit etc.

When all these things are present together and lie within the flammable limit, a fire can take place.Therefore, if a spray of oil takes place through a leaking pipe over a hot surface or over an electrical point, a fire can immediately take place.

The purifier room has at least one foam portable extinguisher which should be used to spray on the fire. In addition the GS or fire pump started and using the already rigged hose and spray nozzle spray water around the fire . This will prevent the fire from spreading.

Prevention of Purifier Fire

The following points are to be followed in order to prevent purifier room fire:

1) All the pipes leading to the separator are to be double sheathed; the reason for this is that if inner pipe leaks, then it will not spray all over the place but instead it will leak into outer pipe.

2) Drip trays should be provided below the purifier or separator, so that in case of oil spill the oil will not flow and spread in the purifier room and contact with any hot material and catch fire.

3) All the pipes with flanges or connections are to be covered with anti spill tapes which can prevent spill from the flanges in case of a leakage.

4) Fire fighting system such as water mist and CO2 system should be installed.

5) Quick closing valves and remote stopping of pumps and purifier should be provided.

6) Fire detection and alarm system are to be provided so that quick action can be taken.

4b

Relation between SFOC and BHP.

Answer:- SFOC = (BHP in KW)/ mechanical efficiency*fuel consumed in period/ period in seconds

Effect of 0.5% sulphur on VISCOTHERMAnswer:- The viscotherm is not affected by the ssulphur

content in the fuel but only by its viscosity.Bacteria in AC system- cause & remedy

Answer:- Bacteria (legionella) breeds in the A/C Air cooler where condensation of the humidity occurs. The condensed water is continuously drained during operation. If the drains are choked water will stagnate in the cooler and cause breeding of the bacteria. Hence the drains should be checked regularly for blockage and suitably blown through.

MARPOL ANNEX VI CONTINUED COMPOSED BY AKR

EEDI and SEEMP

OBJECTIVE AND BRIEF EXPLANATION.

EEDI & SEEMPThe Energy Efficiency Design Index (EEDI) was made mandatory for new ships and the Ship Energy Efficiency Management Plan (SEEMP) for all ships at MEPC 62 (July 2011) with the adoption of amendments to MARPOL Annex VI (resolution MEPC.203(62)), by Parties to MARPOL Annex VI.

This was the first legally binding climate change treaty to be adopted since the Kyoto Protocol.  Since this breakthrough MEPC 63 (March 2012) adopted four important guidelines (resolutions MEPC.212(63), MEPC.213(63), MEPC.214(63) and MEPC.215(63)) aimed at assisting the implementation of the mandatory regulations on Energy Efficiency for Ships in MARPOL Annex VI. 

Energy Efficiency Design Index

The EEDI for new ships is the most important technical measure and it aims at promoting the use of more energy efficient (less polluting) equipment and engines.  The EEDI requires a minimum energy efficiency level per capacity mile (e.g. tonne mile) for different ship type and size segments.  From 1 January 2013, following an initial two year phase zero when new ship design will need to meet the reference level for their ship type, the level is to be tightened incrementally every five years, and so the EEDI is expected to stimulate continued innovation and technical development of all the components influencing the fuel efficiency of a ship from its design phase.  The EEDI is a non-prescriptive, performance-based mechanism that leaves the choice of technologies to use in a specific ship design to the industry.  As long as the required energy efficiency level is attained, ship designers and builders are free to use the most cost-efficient solutions for the ship to comply with the regulations.  The EEDI provides a specific figure for an individual ship design, expressed in grams of carbon dioxide (CO2) per ship’s capacity-mile (the smaller the EEDI the more energy efficient ship design) and is calculated by a formula based on the technical design parameters for a given ship. The CO2 reduction level (grams of CO2 per tonne mile) for the first phase is set to 10% and will be tightened every five years to keep pace with technological developments of new efficiency and reduction

measures.  Reduction rates have been established until the period 2025 to 2030 when a 30% reduction is mandated for applicable ship types calculated from a reference line representing the average efficiency for ships built between 2000 and 2010.  The EEDI is developed for the largest and most energy intensive segments of the world merchant fleet and will embrace 72% of emissions from new ships covering the following ship types: oil tankers, bulk carriers, gas carriers, general cargo, container ships, refrigerated cargo and combination carriers.  For ship types not covered by the current formula, suitable formulas are expected to be developed in the future addressing the largest emitters first. Ship Energy Efficiency Management Plan and Energy Efficiency Operational Indicator

The Ship Energy Efficiency Management Plan (SEEMP) is an operational measure that establishes a mechanism to improve the energy efficiency of a ship in a cost-effective manner.  The SEEMP also provides an approach for shipping companies to manage ship and fleet efficiency performance over time using, for example, the Energy Efficiency Operational Indicator (EEOI) as a monitoring tool.  The guidance on the development of the SEEMP for new and existing ships incorporates best practices for fuel efficient ship operation, as well as guidelines for voluntary use of the EEOI for new and existing ships (MEPC.1/Circ.684).  The EEOI enables operators to measure the fuel efficiency of a ship in operation and to gauge the effect of any

changes in operation, e.g. improved voyage planning or more frequent propeller cleaning, or introduction of technical measures such as waste heat recovery systems or a new propeller.  The SEEMP urges the ship owner and operator at each stage of the plan to consider new technologies and practices when seeking to optimise the performance of a ship.Questions For Orals :-

(1)What is the objective.Answer:- To give an effective scheme of reducing the carbon di oxide emission levels from ships which are binding as per the Kyoto protocol of the UN Climate change conference held in Kyoto. (2) Briefly describe the plan of implementation. Answer:- The scheme of implementation is divided into two parts as given under: (a) For new ships to be built or existing ships fitted with new engine/s or existing ships which have undergone a major conversion of their propulsion machinery will be issued an EEDI certificate if they satisfactorily prove they have attained the required EEDI rating, which is given as : The EEDI provides a specific figure for an individual ship design, expressed in grams of carbon dioxide (CO2) per ship’s capacity-mile (the smaller the EEDI the more energy efficient ship design) and is

calculated by a formula based on the technical design parameters for a given ship.(b) For existing ships , they will be required to document and implement their own ship specific SEEMP , the guiding objectives of which are : The Ship Energy Efficiency Management Plan (SEEMP) is an operational measure that establishes a mechanism to improve the energy efficiency of a ship in a cost-effective manner.  The SEEMP also provides an approach for shipping companies to manage ship and fleet efficiency performance over time using, for example, the Energy Efficiency Operational Indicator (EEOI) as a monitoring tool. (3) state the dates from when the above two requirements become effective.

"New ship" means a ship:1. for which the building contract is placed on or

after 1 January 2013; or 2. in the absence of a building contract, the keel

of which is laid or which is at a similar stage of construction on or after 1 July 2013; or

3. the delivery of which is on or after 1 July 2015. For existing ships with existing machinery:-

(4)What is the name of the new certificate issued after the amendments to MARPOL annex 6:- on verification of the SEEMP prepared by the company and on verification of its implementation the ship will be issued an IEE certificate(International Energy Efficiency certificate)

(5) What is EEDI ?Answer:- Its full form is energy efficiency design index.(6) How is it evaluated and what does it signify?

Answer:- For ships defined in Regulation 2.25 to 2.31, 2.33 to 2.35 and 2.39: (new ships built after 2013 and delivered by 2015)

Attained EEDI ≤ Required EEDI ; and Required EEDI = (1-X/100) x reference line

value Where

X is the reduction factor

Reference line value is estimated from EEDI Reference line.

Reference line = a*b-c

Ship type defined in regulation 2 a b c 2.25 Bulk carrier 961.79 DWT of the ship 0.477 2.26 Gas carrier 1120.00 DWT of the ship 0.456 2.27 Tanker 1218.80 DWT of the ship 0.488 2.28 Container ship 174.22 DWT of the ship 0.201 2.29 General cargo ship 107.48 DWT of the ship 0.216 2.30 Refrigerated cargo carrier 227.01 DWT of the ship 0.244 2.31 Combination carrier 1219.00 DWT of the ship 0.488

2.33 Ro-ro cargo ship (vehicle carrier)

(DWT/GT)-0.7・780.36 where DWT/GT<0.3 DWT of the ship 0.471 1812.63 where DWT/GT≥0.3

2.34 Ro-ro cargo ship 1405.15 DWT of the ship 0.498 2.35 Ro-ro passenger ship 752.16 DWT of the ship 0.381 2.38 LNG carrier 2253.7 DWT of the ship 0.474 2.39 Cruise passenger ship having non-conventional propulsion

170.84 GT of the ship 0.214

It signifies how the attained EEDI is evaluated and shows how in a phased manner the co2 emission levels will be reduced by 2025 to attain a level projected by the Kyoto convention.

At the beginning of Phase 1 and at the midpoint of Phase 2, the Organization shall review the status of technological developments and, if proven necessary, amend the time periods, the EEDI reference line parameters for relevant ship types and reduction rates set out in this regulation.

Review of phases and reduction factors (Reg. 21.6)

(10) Apart from the four energy conversion sources already mentioned, do you consider there is still scope for improvement of energy utilisation in other auxiliary machinery on board.

Answer:- There is scope for improvement and the machinery particularly targeted are :

The various sea and fresh water pumps on board. The main and aux air compressors. Cargo pumps in tankers. F/O and L/O purifiers. Windlass and Mooring winches. Steering gear.

(11) What is your plan of action in reducing their energy utilisation Answer:- water pumps:- The major water pumps on board are the ballast pump, the G/S and F/S pumps, Main cooling water pump, Main fresh water circulating pump. These are all of the centrifugal type and they have a declared output specification given as : Capacity in m3 or litres per hour. Head/Pressure in kg/cm2. RPM. Power consumed in KW.When ever these pumps are operated these parameters must be observed and recorded separately.If any of these parameters are deficient it means the pump is not working efficiently and hence consuming more energy.

Shortfall in delivery capacity is easily noticed by the longer time taken to empty , say the ballast tank and the rating obtained can be easily obtained by the measurement of time taken to empty the tank, The volume of water dealt in the reduction is noted from the capacity plan. Hence the new rate of delivery is obtained by dividing the volume of water delivered to the sea divided by the time taken and this figure can be compared with the declared figure given in the manual . For the F/S and G/S pumps The important parameter is the pressure delivered at the fire main when two hoses are rigged and jetting out water. In this condition the pressure recorded on the gauge exhibited on deck is not less than 2.5 kg/cm2. Simultaneously check that there are no leaks on the fire main on deck and up to the pump delivery valve. The discharge pressure must be noted on the pump, the amperage noted if ampere meter is provided. If not the amperage is measured by a tong tester for all the three phases and noted they are equal and as per the manual. If it is more it means the pump is consuming more energy and hence needs an overhaul. The RPM is measured by a portable RPM meter and if found less than the declared RPM it means the motor and/or pump is not efficient and hence either motor or the pump needs an overhaul.

Air compressors::- Main and aux air compressors are specified by the following :

Stage pressures in kg/cm2

Stage intercooler inlet and outlet temperatures Capacity of delivery in m3 of air per hour compressed

from 0 kg/cm2 to 30 kg/cm2 with outlet master valve on the air bottle shut. The performance of the main air compressors must be regularly verified and compared with the above mentioned parameters. If the inter cooler discharge temperatures recorded are high , the intercoolers need to be cleaned internally and tested for leaks. If the stage pressures are not as per the declared stage pressures and they are low, the relevant suction and delivery valves may need opening up and defective parts renewed. If the time taken to fill the bottle from zero to full, is noticeably high the compressors needs an overhaul. If the running RPM is low, the motor may need an overhaul. All the deficiencies mentioned reflect on the volumetric efficiency indirectly and hence leads to more energy consumption.Cargo pumps in tankers:- Cargo pumps of tankers are usually of the centrifugal type and in smaller tankers they may be of the gear type. If the time required for delivering the cargo is noticeably high it means the pumps are consuming more energy and they need overhaul.F/O and L/O purifiers:- The quality of separation as well as the rate of purification given as litres / hour are important parameters which need to be observed and verified. The RPM of the machines are important and any deficiency of the RPM reflects on the motor and

clutch which need overhaul since they cause increased energy consumption.Windlass:- Electro hydraulic and electrical windlasses are specified for their haling capacity of the anchor and chain cable from the anchored condition to the hauled and stowed condition of the anchor given in meters / min. The classification rules state the speed of hauling should not be less than 9 meters per minute. Hence verification on a periodic basis is necessary and if the time taken is more noticeably, the oil motor and the hydraulic system need to be overhauled. If the windlass is electric the motor needs to be overhauled. Mooring winch motor RPM is checked when turning without load and if less it needs overhaul. Reduction in the declared RPM means a loss of efficiency leading to more energy consumption and hence needs an overhaul.Steering gears :- Steering gears are to be observed for their operation and their operation should be without leaks of oil from the rams or pipe joints. At least once every three months the rate of turn of the rudder test must be done after taking precautions . The rate of turn at full service speed of the ship is to be noted on these occasions and it should not be less than the speed given in reg 29 of SOLAS CH 2 . Any increase in this time is a reflection of inefficient operation of steering gear which leads to more energy consumption and hence needs an overhaul. The machineries discussed above lead to loss of electrical energy leading to more fuel consumption of

fuel for the aux engines and therefore need to be attended to attain the goal of energy efficiency.