Questions pertaining to paper class-IV Sept.

2016
Q1 a. Describe the vacuum sewage system

In a Vacuum Sewage system sewage is transferred under vacuum instead of ‘by gravity’ from
toilets to the Aeration chamber of the treatment plant. Ejectors are used for this purpose.
Alternatively the toilets can be connected to a Vacuum Collection Holding Tank (VCHT) where
vacuum is maintained at all time. Such system comprises a Vacuum Collection Unit (VCU),
Vacuum flush toilets for collecting black water and Vacuum Interface Valves (VIV) for collecting
gray water. Each VCU has 3major components: i. Vacuum collection tank (VCT) including one or
two submersible transfer pump, ii. One or two Nos. high efficiency rotary vane vacuum pumps,
iii. Automatic controls featuring an electronic control unit.
The drain pipes connecting toilets through VIV to VCT remain under vacuum being maintained
in the VCT by vacuum pumps. Upon activation of any toilet the air entering the vacuumed pipe
drives the waste stream to the VCT. The vacuum lost upon each activation of toilet is monitored
by vacuum switches to maintain the vacuum within preset operational range.
The waste stream can be periodically discharged by the transfer pump to the primary holding
tank for later discharge to a shore facility or overboard in un-restricted area.

b. Advantages of vacuum sewage plant

  The VCHT produces 90% less black waterwaste.
 Operation and performance unaffected by ship motion.
 Enhanced layout flexibility.
 Lower material and labour cost for installation.

c. Why system have the holding tank

 For retention of treated sewage in ports or areas where such discharge is not allowed.
The collected material is pumped to shore reception facility or overboard once the
vessel is in permissible area. Straight holding tanks are of suitable size to contain not
only the actual sewage but also the flushing water during the entire stay of vessel in the
port. Each flush delivers around 5 ltrs of liquid. Passenger ships or ferries require large
holding tanks.

d. What is the problem regard to retention of untreated sewage in holding tank.

 The biological breakdown of sewage is done by aerobic bacteria which need oxygen to
survive. In retention tank if there is no oxygen the anaerobic bacteria and other
organisms thrive. This causes Putrefaction along with corrosion in the tank and
production of toxic and flammable gases.

Q2 a) what Is the purpose of hot well

 Used to collect return water(condensation) from steam system. Boiler feed pump takes
suction from hot well and supply to the boiler through feed check valves.
 Hotwell is also known as cascade tank and observation tank. In some systems the
observation tank is separately fitted to show (through a sight glass) and remove the oil
in the system. Presence of traces of oil indicates failure of heating coil in fuel tank. If oil
is not removed effectively it can find way into the boiler and deposit on heat transfer
surfaces. We heat up hot well to avoid thermal stressing of boiler.
b) Why is boiler water treatment required?
Page 155 of Reeds volume VIII.
 c) Why we circulate water through pump in EGB.

 This is done when the EGB acts only as a heat transfer vessel and steam is produced in
the oil fired boiler.
 Also when the engine is stopped the water circulation is continued for uniform cooling
of the EGB.

d) what is hail and why use in water gauge

 To protect gauge glass form accidental damage.

e) Purpose of scum and bottom blow down of boiler

 Blow down to remove sludge, carbon deposits and other impurities. Reduce density
thus salt concentrations. Remove precipitates formed after water treatment.
 Scum blowdown removes floating material from water surface.
f) Procedure for scum and blowdown?
 For scum blow-down open ship-side overboard valve first and then scum valve.
 For bottom blow-down also open ship-side overboard valve first and then open blow
down valve on boiler. This valve should be opened fully to avoid cutting off of seat due
to erosion.
 After blow down valves should be closed in reverse order.

Q3 a. Sketch and explain shell tube lube oil cooler with respect to construction and material

b. how accommodate expansion and contraction in the tube stack

 Both ‘a’ and ‘b’ from Reeds vol. 8 Page 372. Sketch as follows.
Q4 With ref.to a 2-stroke slow speed main engine air starting system:

a. Safety features.
 Starting air pipe provided with a non-return isolating valve at the starting air supply to
engine.( To prevent a pressure wave/flame from reaching air bottles)
 Bursting discs or flame arrestors at the starting air valve at each cylinder. ( To prevent
flame from combustion travelling back into air start line.
 Some engines are provided with relief valve midway down the air start manifold to vent
an excess of pressure.
b. Engine may fail to turn on air!
 Main air start vv closed.
 Turning gear engaged.
 In CPP an interlock prevents engine to turn if pitch is not zero.
 Camshaft may not be in the correct position for the direction required.
 Air start pilot vv for the right unit is stuck up.
 No start signal from bridge or control room.
 The air starting pilot valve for the particular unit receiving air may be sticking causing
dead spot.
c. How to determine the cause of an engine failing to turn on air.
 Always check the simplest cause first.
 Blow through with open indicator cocks.
 Isolators open? Automatic vv in automatic position? Turning gear ? Interlock warning
signs?
 Check camshaft position.

If above OK the engine should turn on air. If not the st.air pilot valve is sticking. In this case
the engine may be turned by TG to bring other unit piston to TDC.

If the engine turns from local control try from control room. If starting not possible from CR
then fault may be with the air signal to Automatic valve.

The engine systems vary but basically are pneumatic or solenoid valve allows the air signal
to operate the Main Automatic valve. At the same time an air signal allows air to the air
start distributor which will allow the cylinder vv to open in the correct sequence. Before the
air signal can reach either of these devices, switches either electrical or pneumatic relays
must confirm that the interlocks are clear and that the crankshaft is in the correct position.
Q5a. sketch of top end bearing designed to maintain oil film to minimize or prevent the risk
of overload.
  The bearing shell has a circumferential groove cut into it to distribute the oil. Axial
grooves leading to the edge of the bearing have wedges machined into the bearing
material which help the hydrodynamic film to be built up quickly. The grooves continue
till the edge of the bearing to allow for circulation of oil for cooling.

b. why top end bearing lubrication is difficult.

 No pumping action as complete rotation does not take place.

 Hydrodynamic lubrication cannot take place as the load is continually downward and
the con-rod swings about the pin, changing direction on each stroke.
 Lubrication starts as boundary and as the rubbing speed increases a hydro-dynamic film
is built up but once the rubbing speed decrease the lubrication again becomes boundry.

Q6 a. why we heat the heavy fuel oil before combustion in internal combustion engine

 To reduce viscosity at injector to near diesel oil to ensure good atomization and bring
the temp of fuel close to ignition point.
 Heating of fuel helps in separation of solid and liquid contaminants in tanks and in
centrifuges.

b. what is the effect on combustion if HFO is extra heated

 Reduced penetration causing deposits on nozzle tips.

 Fouling of fuel injectors, exhaust ports and passages and the turbochargers gas side.
  Engine knocking, uneven burning, variations in ignition delay, steeper ignition pressure
gradient.
 Increased fuel consumption.

The above factors contribute to fatigue of engine components, excessive thermal loading,
increased exhaust emissions and piston ring and liner wear.

d. Precautions during maneuvering on heavy oil?

 Inform bridge.
 Oil temp ( viscosity) to be maintained.
 Boiler to be kept running.
 Service tanks to be drained frequently to avoid water vapour lock.
 Tracing steam to be maintained.
 Fuel valve on recirculation.
 Avoid longer stoppages.
 JCW temperature to be kept higher level.

Q7 a. Write down protection on main a.c. switch board protection

 Metal clad, dead front switchboards are mandatory for ac systems.

 Mechanical strength and non-flammable construction.
 Passageway of 0.6 mtr at the rear for better access.
 Incorporation of ACB which is set to disconnect from main bus in case of faults.
 Separately earthed for HV systems.
 Various interlocks, e.g. door cannot be opened until the circuit is dead.
 Overload relay/over current protection and other protection devices such as reverse
power protection, under voltage protection.
 High-low frequency trip.

b. How you will carry the maintenance on switch board

 Indicator lamp test to be carried out at regular intervals.

 Replace faulty lamps.
 Visual examination of circuit breakers in main and emergency distribution boards.
 Check condition of main arcing, auxiliary contacts for sign of wear, misalignment and
overheating.
 Check and clean arc chutes.
 Internal wiring, connections, mechanical linkages

Q8 a. what is the typical emergency power source with regard to cargo ship
 Page 12 of McGeorg

b. what are the essential power equipment which are supplied from emergency power source.

c. Testing of Emergency Source

 Changing over the mode to ‘Hand’ in EG room and trying out the engine.
 Switching off the inter-connecting breaker from MSB, the auto operation of starting and
coming on load can be tested. This will enable the testing of emergency circuits also
simultaneously.

Q9 a. what is your action if someone got electric shock

 First raise alarm.

 Turn off power supply and disconnect the plug.
 Turn off main power supply or pull out the fuse.
 If flow of electricity does not stop than insulate yourself. Remove watch, rings etc,
rubber boots and stand on insulating mats, thick dry newspaper or wood.
 Alternatively pull the casualty from the source of supply with an insulated flex or push
him away with a strong non-conductor such as a piece of Dry Wood.

b. what is the first aid which you will provide to him

  Symptoms of shock- loss of consciousness, skin become dull grey and is cold and
clammy to touch. Fine perspiration. Pulse is week and rapid. Pupils of eyes are dilated.
Respirations rapid and shallow.
 If breathing is feeble or ceased artificial respiration should be started at once. Delay can
prove fatal.
 If heart is stopped give chest compression and art. Respiration.
 When the casualty is breathing cool the burnt areas and apply a clean, dry, non-fluffy
covering to the burnt areas.
 Any bleeding should be stopped.
 Place with the patient on his back with feet higher than his head.
 If no injury to the abdomen the patient may be given warm fluid to drink.

Q10 a. where we find dry powder fire extinguisher

 Near electrical equipment in machinery spaces and elsewhere.

b. what safety equipment should be there at bunker station.

 Foam fire extinguisher, oil spill gear such as spill sorbent, communication of some sort.
c. Why is alarm sounded before Co2 flooding.
 To inform personnel that CO2 flooding is imminent.

d. Capability of ship’s main fire pump?

 Capable to supply water through at least two hoses and nozzles at any point in the ship
producing good jets of water simultaneously. The length of hose should not be more
than 18m.
e. What is enclosed space
 An enclosed space is one which cannot be assumed to contain oxygen. e.g. duct keel, db
tank, cofferdam, boiler internal space.
f. What is boundary cooling and reason for it?
 Fire exists in 3 dimensions having 6 sides. Can be transmitted through bulkheads due to
radiation causing combustible material in adjacent compartments to catch fire. This
radiant heat is prevented by external boundary cooling of all sides of compartment
using water.
g. What all pumps in ER would supply the fire fighting water.
 The main fire pump and several pumps as per SOLAS. These are normally ballast pp, GS
pp.
h. List of SOPEP equipment.
 Sorbent rolls, sorbent pads, sorbent granules, sorbent material, broom, shovel, mops,
scoops, empty receptacle(200 ltrs), portable air driven pp, oil boom, dispersant.
Q11 With reference to life boats, describe with the help of Sketch:

a. Hand brake used for lowering and state how it may be tested
b. The centrifugal brake and method of testing.
c. Function of limit switch.
 A limit device is employed to ensure that sliding the boat up the ramp of the davit only
to such extent as would permit safe stowage of the boat. If such limit is not there
continued hoisting operation even after the boat is in its final resting place will strain the
wire which may snap. The limit device bypasses the supply air to the winch motor and
therby renders latter stationary.
 Q12 explain SART, HRU, EEBD, SCBA

A search and rescue transponder (SART) is a self-contained, waterproof transponder intended for
emergency use at sea. These devices may be either a radar-SART, or a GPS-based AIS-SART(automatic
identification system SART).
The radar-SART is used to locate a survival craft or distressed vessel by creating a series of dots on a
rescuing ship's radar display. A SART will only respond to a 9 GHz X-band (3 cm wavelength) radar. It will
not be seen on S-band (10 cm) or other radar. Shipboard Global Maritime Distress Safety
System(GMDSS) include one or more search and rescue locating devices.

Self-contained breathing apparatus (SCBA)

The self-contained breathing apparatus required by the regulations should be type approved to meet
the testing standards .

 The volume of air contained in the SCBA cylinders should be at least 1,200 litres, which shall be
capable of providing air for at least 30 minutes. Two spare charges suitable for use with the
apparatus should be provided for each apparatus required.
 If passenger ships carrying not more than 36 passengers and cargo ships are equipped with
suitably located means of fully recharging the air cylinders free from contamination, only one
spare charge is required for each apparatus required. On passenger ships carrying more than 36
passengers equipped with suitably located means of fully recharging the air cylinders, the
required spare capacity may be reduced by one third.

Emergency Escape Breathing Devices (EEBD)

Emergency position-indicating radio beacon (EPIRB): EPIRBs are tracking transmitters which
aid in the detection and location of boats, aircraft, and people in distress.

A hydrostatic release unit or HRU is a pressure activated mechanism designed to automatically

deploy when certain conditions are met. In the marine environment this occurs when submerged to a
maximum depth of four meters. The pressure of the water against a diaphragm within the sealed
casing causes a plastic pin to be cut thereby releasing the containment bracket casing, allowing
the EPIRB to float free.

EPIRB hydrostatic release mechanism

Some common characteristics of HRUs are:

 Water pressure sensitive at depths not to exceed four meters or less than two meters
 Single use only, require replacement if activated
 Cannot be serviced; only replaced
 Waterproof; sealed against moisture and tampering
 Must be labeled with expiration date
 Expiration date is two years from month of installation applies to unit and rod