What is the TMON?

TMON is the Tail shaft Monitering.

advantages as follows.

Purpose

To offer operators the opportunity to avoid withdrawing the tail shaft if indications show that the tail shaft and stern tube bearing and its systems are working satisfactorily.

Benefits

1. Avoids time-consuming operations during dry docking
2. Avoids the risk of damaging to the system during withdrawal
3. Reduces costs
4. Achieves an opportunity to monitor that the condition of the stern tube bearing and tail shaft are in good condition due to the system being followed up. When the system is properly implemented, the crew will be able to foresee possible damage and take preventive action

Features

This class notation is applicable to conventional propulsion systems. Tail shaft monitoring implies monitoring of the stern tube bearing, water content of the lub oil and litre lub oil refilled:

• The stern tube bearings are oil lubricated.
• A high-temperature alarm is fitted on the aft stern tube bearing.
• Where one interchangeable sensor is fitted, one spare sensor is to be stored on board.
• The setting of the stern tube high-temperature alarm should not exceed 65°C.
• The sealing rings in the stern tube sealing box must be replaceable without having to withdraw the shaft or remove the propeller.
• A system for measuring bearing wear must be fitted.
• Electrical grounding of the shafting is mandatory.
• The system must allow representative oil samples to be taken for an analysis of the oil quality under running conditions.

A written procedure for how to take oil samples is to be evaluated.

TMON gives the owner the opportunity to leave the tail shaft in position without pulling it out of the stern tube provided:

1. The technical requirements are met.
2. The TMON Record File is kept updated.
3. Oil samples are regularly analysed and found to be satisfactory by a recognised laboratory.
4. All stern tube bearing temperature values are within the manufacturer's recommended or limit values.

Reasons to fail the Tie Rods

1. Uneven  and not properly tight the tie rods.

2. Material failure.

3. Scavange fires

4. Over tight of the tie rods

5. Secondary forces are not properly balanced

6. Fluctuation of thermal load and compression loads due
    to bad weather or malfunction of fuel oil system.

What are the purposes of Tie Rods

1. It holds cylinder block, A frame and bed plate together

2. Transfer the firing and compression pressures (tensile  stresses) to the bed plate.

3.The tensile stresses which creating  during compression and firing may cause fatigue failure
    of engine component, which eliminate by the tie rods.

3. Because of  it fitted close to crank shaft, prevent bending of transverse girders.

SULZER BIGEST ENGINE

T he Colombo Dockyard launched a 400 Passenger cum 250 Ton Cargo Vessel 'MV Corals'

Friday, November 15, 2013

T he Colombo Dockyard launched a 400 Passenger cum 250 Ton Cargo Vessel 'MV Corals'

CREDIT- NEWS.LK
T he Colombo Dockyard launched a 400 Passenger cum 250 Ton Cargo Vessel 'MV Corals' Thursday, built for the Union Territory of Lakshadweep Administration, Government of India. Shri J. Ashok Kumar Secretary PSA — UTLA took part in the launch. This is the first of two vessels being built.

The launching ceremony was attended to by Shri P. Migdad, Director PSA-UTLA, Capt. Venunath PMS LDCL, Shri B.P. Rai Vice President SB-SCI, Shri. B. Chakravarty General Manager TS&SB-Sd, Ms. V. Lalitha Devi DM- Sd, Shri Manish Counselor - Economic & Commercial of the Indian High Commission.

The vessel is designed by world renowned ship design company, Global Maritime Brevik AS of Norway (formerly known as GL Noble Denton/ Brevik Engineering) and the detailed design engineering is performed by Neilsoft Ltd of India. This cooperation enabled the convergence of specialists in their respective fields to achieve the best design solutions and Colombo Dockyard performed the arduous task of product realization.

The vessel is dually classed meeting class rules of Lloyds Register of Shipping and Indian Register of Shipping and statutory rules applicable for a vessel of this type.

The Passengers will have different categories of accommodation. There will be 10 first class, 40 second class and 350 normal class passenger transportation facilities. All passenger compartments shall be fully air conditioned using an air conditioning system consisting of central air handling unit and refrigerating plant, designed on the basis of environment friendly refrigerant chilled water system.

The Vessel is to be manned by a crew of 69 who will also be provided with comfortable and elegant living quarters matching the world standards available on a vessel of this class.

To know about the wartsila

To know about the wartsila
visit


http://www.wartsila.com/en/Home

Ship control system leading supliers

Lyngsø Marine are one of the worlds leading suppliers of advanced marine automation equipment, marketed under the Stella® brand name. Founded in the 1950s, Lyngsø have installed over 6,800 systems worldwide and boast an impressive knowledge and expertise that is unrivalled in their market sector.
Lyngsø have an impressive in-house R&D department dedicated to ensuring that their Stella systems incorporate state of the art technologies to remain at the head of their field. Their extensive product range includes Stella 2100 automation systems that cover alarm and control systems, and main engine control systems. Lyngsø automation systems cover many different applications from fully integrated ship control systems to small stand-alone alarm systems.

Stella 2100 automation systems

Lyngsø's Stella automation systems are based upon modular units connected by a duplicated high-speed network which provides read out parameters and machinery control anywhere on a ship. Stella systems are flexible in their use and can be used with new installations and retrofits.

Alarm and control systems for shipping applications

Lyngsø have developed a range of alarm and control systems that can meet almost all needs, these include:

• UMS 2100 universal monitoring system: used for alarm monitoring of ship machinery and navigation instruments; UMS and Watch One notation is achieved through the use of intelligent alarm panels in the accommodation areas and on the bridge
• UCS 2100 universal monitoring and control system: combines alarm and control functions using distributed computers with several subsystems to meet the vessel requirements in a cost effective manner
• CMS 2100 reefer container monitoring system: monitoring and logging of reefer alarms and events is carried out through the electric power supply to the container onboard or ashore
• Naval platform control system: control and surveillance system for naval vessels enabling full control of the platform to be taken on the bridge or in the machinery control room through a fully duplicated set of operator stations with full colour graphic visual display units

Main engine control systems

• DMS 2100 diesel manoeuvring system: a complete bridge control system which supports two-stroke engines with fixed pitch propeller, including MAN B&W and Wärtsilä NSD; the system offers fully automatic remote control of the main engine from bridge and engine control room
• DPS 2100 diesel protection system: provides the stand-alone engine safety system for emergency shutdown or automatic power reduction to protect the propulsion system against damage
• EGS 2000 electronic governor system: for accurate control of the speed of large two-stroke diesel engines in a fuel efficient manner, even at low RPMs; provides automatic overspeed prevention in heavy seas through an automatic operating mode selection
• PCS 2100 propulsion control system: offers integrated machinery control and monitoring in a simple and easy-to-use fashion; the modular system is tailored to suit the vessel combinations of engines, propellers, clutches and control positions

THE MOST POWERFUL ENGINE IN THE WORLD

THE MOST POWERFUL ENGINE IN THE WORLD: The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine

The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime-mover in the world today.  The Aioi Works of Japan’s Diesel United, Ltd built the first engines and is where some of these pictures were taken.
     It is available in 6 through 14 cylinder versions, all are inline engines.  These engines were designed primarily for very large container ships.  Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them.
     The cylinder bore is just under 38″ and the stroke is just over 98″.  Each cylinder displaces 111,143 cubic inches (1820 liters) and produces 7780 horsepower.  Total displacement comes out to 1,556,002 cubic inches (25,480 liters) for the fourteen cylinder version.

Some facts on the 14 cylinder version:
	Total engine weight:	2300 tons  (The crankshaft alone weighs 300 tons.)
	Length:	89 feet
	Height:	44 feet
	Maximum power:	108,920 hp at 102 rpm
	Maximum torque:	5,608,312 lb/ft at 102rpm

     Fuel consumption at maximum power is 0.278 lbs per hp per hour (Brake Specific Fuel Consumption).  Fuel consumption at maximum economy is 0.260 lbs/hp/hour.  At maximum economy the engine exceeds 50% thermal efficiency.  That is, more than 50% of the energy in the fuel in converted to motion.
     For comparison, most automotive and small aircraft engines have BSFC figures in the 0.40-0.60 lbs/hp/hr range and 25-30% thermal efficiency range.
     Even at its most efficient power setting, the big 14 consumes 1,660 gallons of heavy fuel oil per hour.

Ships Main Engine Thrust Block

In a marine engine the function of the thrust block, propeller shaft, and stern tube are closely related, being responsible for the efficient transmission of the engine’s power to the propeller and ensuring the control of torque and propeller shaft alignment from the thrust block to the stern tube.

The "Tilting Pad Bearing" or often the "Michell Bearing" is used for thrust bearing which was invented by Michell, an Australian mining engineer.

The purpose of a thrust block on a large marine engine is to transmit the torque produced by the rotating propeller through the housing hold-down bolts into the ship’s structure. 

The pads are prevented from overheating and premature wear by a fluid film of oil between them and the collar, with the oil supply being hydrodynamic due to the rotation of the drive shaft.

Scavenge Fire

What would you do in the event of a Scavenge Fire?

If a Scavenge Fire were to start, the two main objectives are to confine the Scavenge Fire to the Scavenge Space and to minimise damage to the Engine.

In the event of the Fire breaking out, inform Bridge that the Engine is to be brought to Dead Slow Ahead and also inform the Chief Engineer.

The Fuel should be cut off to that particular Cylinder.  The Cylinder Lub Oil should be increased to prevent seizure and wear.

If Fixed Fire Fighting Equipment is attached to the Scavenge Trunking, this can be brought into operation, depending on severity of situation.  But in most cases the Fire will generally subside within 5-15 minutes.

Once the Fire is out and Navigational Circumstances allow it, the Engine must be Stopped.

Do not open Scavenge Space Doors or Crankcase Doors before Site of Fire has cooled down.  When opening up, care must be taken to keep clear of any flame.

After opening up, all scavenge spaces must be thoroughly cleaned and all debris removed.  The Piston Rods and Cylinder Liner should be examined for surface blemishes, straightness, etc., and the Diaphragm Glands (Stuffing Box) examined to ensure that they are operational and not damaged.

Also Piston Rings should be checked, as Blow By may have been the Ignition Source of the Fire.  If possible the Piston Head in question should be renewed at the earliest possible moment and the damaged Unit overhauled.

On Engines fitted with Tie Bolts, it may be necessary to re-tighten the Bolts adjacent to the Fire.

When starting the Engine again, care must be taken after switching on the Fuel to the Cylinder in question, and that also the Cylinder Lub Oil quantities are reduced to normal

Heavy Oil Fuel System from Bunker Tanks to Engine.

Heavy Oil Fuel System from Bunker Tanks to Engine.

Fuel is pumped from the Fuel Oil Double Bottoms via a Transfer Pump to a Fuel Oil Settling Tank where it is heated.

  The Fuel Oil Purifiers/Centrifuges take suction from the Settling Tank via Purifier Heaters, pass through the Purifiers, where any water and impurities are removed and passed on to the Service Tank which also has a set of Heating Coils.

From the Service Tank the Fuel then passes via a Flowmeter to the Mixing Tank, from where the Booster Pumps take suction, discharging to the Fuel Oil Heaters, where the correct Fuel Oil Temperature/Viscosity is achieved for correct Fuel Combustion in the Engine. 

  The Fuel then passes through the Viscosity Regulator which controls the Heater Temperature, then on to the Fuel Oil Filters (which are heated), to the Fuel Pumps, then to the Fuel Injectors via Double Skin/Wall High Pressure Pipe.

Any surplus Fuel returns via a Regulating Valve from the Fuel Pumps back to the Mixing Tank.

Diesel Oil can also be used in the System and is fed to the System via a three-way valve.

 When Diesel is used, no heating is required

Main Engine Oil Sump Level Rising?

What Action would you take in the event of the Main Engine Oil Sump Level Rising? 

  What could be the Problem and how would you fix it?

The action to be taken would depend on how fast the level was rising and what was causing it to rise.

It could be due to the Lub Oil Filling Valve being left open.

But, if it were due to Water or Fuel entering the Sump, the Engine would have to be Stopped as soon as it was Safe to do so.

Tests would be carried out to tell if it were Water or Fuel.

If it were Fuel, you can normally smell this in the Oil, but a Flow Stick Test can be done.

Water has a tendency to form the colour of the Oil, depending on extent of contamination.

If it were Fuel, the most likely cause would be a faulty Injector; therefore it would be changed.

If it were Water, it could be coming from a Cracked Liner or Liner 'O' Rings, therefore possible Liner change to solve the Problem.

The Oil may have to be changed, depending on extent of Contamination, but the Lub Oil Purifier may be able to cope with it. 

GENERAL SAFETY HINTS ON BOARD 

DO NOT DEVIATE FROM ANY WRITTEN PROCEDURE OR INSTRUCTION
AS THEY ARE IN ORDER TO IMPROVE SAFETY AND PROTECT
ENVIRONMENT FROM RISK OF POLLUTION.

THE MAJORITY OF ACCIDENTS ARISE BECAUSE RECOGNIZED SAFE WORKING PRACTICES OR COMPANY PROCEDURE ARE IGNORED.

UNI FUEL SYSTEM

Uni means one.
Uni fuel means one fuel system for both generators and for main engine

Fuel Oil System
- the ‘Unifuel’ system
MAN B&W Diesel’s two-stroke low speed diesel
engines and MAN B&W Holeby four-stroke diesel
GenSets are designed to operate in accordance with
the unifuel principle, i.e. with the same fuel for both
main and auxiliary diesels.
For guidance on purchase, reference is made to ISO
8217, BS6843 and to CIMAC recommendations
regarding requirements for heavy fuel for diesel
engines, edition 1990. From these, the maximum
accepted grades are RMH 55 and K55. The
mentioned ISO and BS standards supersede BS MA
100 in which the limit is M9.
Based on our general service experience, and as a
supplement to the above-mentioned standards, we
have prepared a guiding fuel oil specification, shown
in Fig. 8. Fig. 9. Heavy fuel oil treatment concept
Density 15°C kg/m³ 991 *
Kinematic viscosity
at 100°C cSt 55
at 50°C cSt 700
Flash point °C ³60
Pour point °C 30
Carbon residue %(m/m) 22
Ash %(m/m) 0.15
Total sediment after ageing %(m/m) 0.10
Water %(v/v) 1.0
Sulphur %(m/m) 5.0
Vanadium mg/kg 600
Aluminium+ silicon mg/kg 80
Equal to ISO 8217/CIMAC - H55
* 1010 provided automatic modern clarifiers are
installed
Fig. 8. Guiding fuel oil specification
On heavy fuel oil research we have, in Copenhagen
and on board ship, run several tests with modified
injection equipment to establish a basis for experience
and confirm development within injection
equipment, fuel treatment before injection, and
emission. In 1995, a representative from MAN B&W
Diesel has been elected chairman of the CIMAC
Heavy Fuel Oil working group.
The common system covers the entire fuel oil flow
from storage tank to injection into the engine cylinders.
With regard to centrifuge recommendations, fuel oils
should always be considered as contaminated upon
delivery and should therefore be thoroughly cleaned
to remove solid as well as liquid contaminants before
use. The solid contaminants in the fuel are mainly
rust, sand, dust and refinery catalysts. Liquid contaminants
are mainly water, i.e. either fresh water or
salt water.
Impurities in the fuel can cause damage to fuel
pumps and fuel valves, and can result in increased
cylinder liner wear and deterioration of the exhaust
valve seats. Also increased fouling of gasways and
turbocharger blades may result from the use of
inadequately cleaned fuel oil.
Effective cleaning can only be ensured by using a
centrifuge.
Results from experimental work on the centrifuge
treatment of today’s residual fuel qualities have
shown that the best cleaning effect, particularly in
regard to the removal of catalytic fines, is achieved
when the centrifuges are operated in series, i.e. in
purifier/clarifier mode.
This recommendation is valid for conventional centrifuges.
For more modern types, suitable for treating
fuels with densities higher than 991 kg/m3 at 15°C, it
is recommended to follow the maker’s specific
instructions.
In view of the fact that some fuel oil standards
incorporate fuel grades without a density limit, and
also the fact that the traditional limit of 991 kg/m3 at
15°C is occasionally exceeded on actual deliveries,
some improvements in the centrifuging treatment
have been introduced to enable the treatment of
fuels with higher density.
With such equipment, adequate separation of water
and fuel can be carried out in the centrifuge, for fuels
up to a density of 1010 kg/m3 at 15°C. Therefore, this
has been selected as the density limit for new high
density fuel grades.
Thus high density fuels are fully acceptable for our
engines provided that appropriate centrifuges are
installed. They should be operated in parallel or in
series according to the centrifuge maker’s instructions

MAN B&W ENGINE

Controlled benefits

The ME engine is characterised by Low SFOC and superior perform-

ance parameters thanks to variable,electronically controlled timing of fuel

injection and exhaust valves at any engine speed and load

Appropiate fuel injection pressure and rate shaping at any engine speed

load

Flexible emission characteristics with low NOx and smokeless operation

Perfect engine balance with equalised thermal load in and between cylinders

Better acceleration in ahead and astern operation and crash stop situations

Wider operating margins in terms of speed and power combustions

Longer time between overhauls

Very low speed possible even for extended duration and Super Dead

Slow operation manoeuvring

Individually tailored operating modes during operation

Fully integrated Alpha Cylinder Lubricators, with lower cylinder oil comsumption

The ME engine design is lighter than its mechanical counterpart

MARITIME NEWS

ABS Releases Chemical Tanker e-Learning Package                                                    



ABS, a provider of maritime classification services, launched Chem-eL, a specialized training package designed to support safety and competence in chemical tanker operations. Chem-eL is a sector-specific e-learning marine product developed in accordance with the requirements stated in the International Maritime Organization's International Convention on Standards of Training, Certification and Watchkeeping for Seafarers and the relevant IMO Model Course.

Developed by ABS in cooperation with Malaysian Maritime Academy (ALAM), a subsidiary of the MISC Bhd. (MISC), Chem-eL is designed to enable shipowners in this highly specialized sector to optimize their training programs for shipboard and shore-based staff.

"MISC identified a need for an e-learning program that could be used within the MISC and Group company fleet, as well as for students at its own training facilities. Drawing on technical knowledge from within ABS, we were able to develop a curriculum that could additionally serve the wider industry," said ABS Chief Learning Officer Mark McGrath.

The package was made available to MISC headquarters in October 2012 for use across the fleet and at its maritime training institution, ALAM, to enable eight months' shipboard and shore-based testing.

David Fredrick, Malaysian Maritime Academy Chief Executive Officer, noted that, "Ensuring the required level of safety in chemical tanker operations requires a very high standard of training to support crew competence. When MISC wanted to develop a training package for use at ALAM and across the company, we knew that ABS had the technical and education expertise to support our aims and deliver a package that fulfilled our needs."

Chem-eL supports safe and compliant shipboard operations by making the necessary training resources available in a highly flexible way. Accessible online, it requires no specialized software installation. Responsive customer support, user-friendly interface and high quality graphics all enhance the learning experience.

Course topics include an introduction to chemical tank practice, chemical and physical cargo properties, hazards and hazard control design, cargo containment and handling systems, safe working practices, pollution prevention and ballast operations. Also covered are tank cleaning operations, risk management, the ship/shore interface, emergency, security and custody transfer aspects relating to carriage of liquid chemicals in bulk.

Capt. Loo Eng Chuan, MISC Senior Manager, Operations, Chemical Business Unit, said, "Chem-eL is the first program that provides step-by-step guidance to learners from basic understanding to advanced stages of chemical tanker operations and it also covers commercial aspects of chemical business."

MARITIME NEWS

ClassNK Update on Loss of 'MOL Comfort'                                                             Based on both the results of its own independent investigation as well as the deliberations of the third meeting of the Committee on Large Container Ship Safety held on 28 October 2013, the ClassNK Casualty Investigation Team has released preliminary findings and safety measures resulting from the investigation into the causes of the sinking of the container ship 'MOL Comfort' as follows: Preliminary Findings Based on the presence of water-ingress in the bottom of the vessel’s midship at the outset of the casualty, the fracture in the vessel’s hull is considered to have originated from the bottom part of the vessel. Hull strength and loads at the time of accident were assessed in order to investigate how the fracture occurred and progressed. Structural hull capacity was analyzed using non-linear finite element 3-hold modeling, and dynamic wave loads including whipping effects were also analyzed. Weather, sea state and cargo loading condition data from the vessel’s previous voyages are being investigated to estimate the loads acting on the vessel. In addition, structural inspections were conducted on the sister vessels of the MOL Comfort. During the inspections of the sister vessels, buckling type deformations measuring approximately 20mm in height were observed on the bottom shell plates in the vicinity of center line of midship area. However, it remains unclear at this stage as to whether this type of deformation could have served as a trigger for the casualty. Reinforcement work to increase the hull strength of the sister vessels is already being carried out as a preventative safety measure. With cooperation from shipowners, structural investigations are also being carried out to determine whether similar deformations have occurred in large container vessels with designs differing from those of the MOL Comfort. Numerical analyses of hull strength and applied loads continue to be conducted in order to develop a more detailed understanding of the casualty and establish countermeasures to prevent the occurrence of similar casualties in the future. Safety Measures Based on the preliminary findings noted above, the ClassNK Casualty Investigation Team has proposed the following safety measures be carried out on large container ships in order to prevent the occurrence of similar casualties. It is recommended that crew inspect the midship section to the extent possible in order to determine whether deformations have occurred on the bottom shell plates. At the request of shipowners, ClassNK will dispatch qualified surveyors to attend such inspections free of charge. If consecutive deformations in the transverse direction are observed on the bottom shell plates an occasional survey is recommended. ClassNK will dispatch qualified surveyors upon request. The ClassNK Casualty Investigation Team will continue to work closely with the Committee on Large Container Ship Safety as it continues to investigate the MOL Comfort casualty and compile its final report on the incident.

 

MARITIME NEWS

Retrofit Solutions for Exhaust Gas and Water Cleaning                                              


Upcoming environmental regulations will affect existing vessels, and as a consequence there is a growing demand for exhaust gas cleaning and ballast water treatment systems.

Retrofitting both scrubbers and ballast water management systems is – or will soon be – required for many ships to comply with regulations. There are retrofit solutions available across all ship types, from cruise vessels to merchant and offshore ships. Space requirement is usually the most critical factor when planning and executing a retrofit project but Wärtsilä has found solutions to the challenge.

The execution of retrofit projects for both scrubbers and ballast water management systems requires similar types of planning and engineering. There are typically three things that are analysed when planning a retrofit of exhaust gas or a water cleaning system. First, the space requirements of the system are analysed, taking into consideration the available space in the vessel. Next, engineers study the impact of the additional systems in terms of their weight, ship stability in case of scrubber systems, structural modifications, and relocation of any existing equipment inside the ship. Finally, engineers assess how to further optimise the installation method, with the aim of minimising costs and downtime during installation.

“Retrofitting exhaust gas or ballast water cleaning systems is feasible for all ship types – but how it is done can vary depending on the ship type. Finding space for the system is the most common challenge. When it comes to scrubber installations, we, for example, sometimes need to make changes in the funnel shape or rethink the use of spaces in the vessel to create more room for cleaning systems. However, we have not come across any project in which retrofitting would not be possible. It is just a matter of identifying the best solution or compromise with the ship owner,” says Leonardo Sonzio, Director Retrofit, Wärtsilä Environmental Solutions.

According to Sonzio, the biggest cost factors in retrofits are the equipment, and the installation operations and material. Generally, the cost of the equipment varies depending on the type and size of the ship. The installation cost depends on the extent of modifications to the existing ship, and the time needed at the dry dock.  As a rule of thumb, equipment and installation each represent forty percent of the total price for a turnkey retrofit; the remaining twenty percent is related to engineering, project management, site management, logistics and class approval costs.

“We have delivered or are in the process of delivering dozens of new build and retrofit projects for scrubbers. These include tankers, bulk carriers, container vessels, ro-ros, cruise vessels and ferries. More and more inquiries are coming in from ship owners. Also, we are expecting the demand for ballast water management systems to grow steadily, and we have experience with both new build and retrofit cases. Our approach to a successful retrofit project is true partnership and thorough engineering and planning before the contract is even signed. This enables us to manage risks in close cooperation with our customer,” Sonzio explains.

Wärtsilä ballast water management systems use a two stage approach involving mechanical filtration of organisms followed by a choice of either UV treatment  or electro-chlorination. The Wärtsilä portfolio of scrubbers includes three configurations: seawater open loop scrubbers, closed loop scrubbers, and hybrid scrubbers. All three configurations include a wash water treatment plant to clean the effluents before discharge into the sea with no risk of harm to the environment.

Wärtsilä said it is the only company capable of providing both scrubber and ballast water systems combined with turnkey retrofit services. With its professional project organization, Wärtsilä is able to manage all kinds of retrofit projects worldwide. Wärtsilä’s global services network supports customers throughout the lifecycle of the ship.

The most evident approaching regulations for existing vessels are the IMO Marpol Annex VI focusing on sulphur oxide (SOx) emissions, and the IMO Global Ballast Water Convention.

MARITIME NEWS

 Maersk tankers 

South Korean shipbuilder Sungdong is rumoured to have won a prestigious 10-vessel new building order from Danish shipping giant Maersk. Marine industry sources are claiming that an order for four 50,000DWT product tankers and two 115,000DWT LR2 tankers were placed at the shipbuilder for delivery in 2015 and 2016. If true, the orders are potentially worth over a hundred million apiece, along with options for two additional vessels for each order. However, the contract has yet to be finalised, with an official from Maersk Tankers stating that the company is considering new building orders for maintaining the reasonable average age of its product carrier fleet.

LATEST MARITIME NEWS

Seafarers’ union, Nautilus International, has expressed concern about the seizure of a master and chief engineer officer from an offshore support vessel operating in the Gulf of Guinea.

The two men – both reported to be US citizens – were taken from the US-owned platform supply vessel C-Retriever in the early hours of Wednesday morning. The US-flagged vessel, owned by Edison Chouest, was working off Brass, Nigeria.
Nautilus general secretary, Mark Dickinson, said the incident highlighted the urgent need for action to prevent West African piracy from deteriorating further. While piracy off Somalia has declined significantly over the past year, new figures from the International Maritime Bureau reveal that there were more than 40 attacks officially recorded in the Gulf of Guinea during the first nine months of this year, with 132 crew taken hostage and seven vessels hijacked.
“There are good grounds for believing that the real total of attacks is much higher, as the under-reporting and non-reporting in the region is notorious,” Mr Dickinson said.
“This latest case underlines the pressing need for action to improve security in the area before it becomes a no-go zone,” he added. “The problem is acute, complex and reaches beyond the seafarers and shipowners. European maritime unions and shipowners recently set out ways in which the toolbox developed to deal with piracy off Somalia could be adapted for West Africa, and it is high time we saw some meaningful response to this. Governments must not wait until we have significant loss of life or an environmental disaster before they give seafarers the protection they deserve.”

MARPOL

Torrey Canyon 1967

•1959 US built, 60,000 dwt, , Li. flagged

•Jumboised to 120,000 dwt

•Cargo 120,000 ts of BP oil for Milford Haven

•Navigational error caused grounding ripping open 6 tanks

•31,000,000 gallons of oil leaked

•Oil spread along the sea between England and France

Amoco Cadiz 1978

•1974 built Amoco Cadiz carrying 227,000 tonnes of crude oil

•ran aground off the coast of Brittany, France at 10:00 p.m. on March 16, 1978

•The whole cargo spilled out as the breakers spilt the vessel in two, progressively polluting 360 km of shoreline

•At the time this was the largest oil spill by tanker ever registered.

The International Convention for the Prevention of Pollution from Ships (MARPOL)

•as amended by the 1978 Protocol (MARPOL 73/78)

Just Oil…

•1954 OILPOL Convention

–Operational

•Discharge zones (50nm and 100ppm)

•Reception facilities

Not just Oil…

MARPOL Annexes I – VI

•

•

I.Regulations for the Prevention of Pollution by Oil

II.Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk

III.Regulations for the Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form

IV.Regulations for the Prevention of Pollution by Sewage from Ships

V.Regulations for the Prevention of Pollution by Garbage from Ships

VI.Regulations for the Prevention of Air Pollution from Ships

MARPOL Implementation

•

•1967 Torrey Canyon

•1973-1978 Amoco Cadiz et al.

•MARPOL ’73 and the Protocol ‘78

•MARPOL enters into force October 1983

–Annex I and II - 1983

–Annex III – 1992

–Annex V – 1988

–Annex IV – 2003

–Annex VI - 2005

WHY ENGINE DOES NOT START

The engine does not start
You have lined up the valves and opened the indicator cocks as you want to do an air blow through. It is to check if any incompressible fluid has leaked into the combustion spaces. You press the starting air button and hear the sound of air escaping but the tachometer does not move. Suspecting that the tachometer wire as broken, you check the flywheel only to find it is not rotating either. What could go wrong? The following are a list of suspected reasons for the fault:

1. The air receiver pressure is low. Please check the pressure of the air receiver and start the compressors.
2. In case the air receiver pressure is satisfactory, check the starting air valve on the air bottle and the valves in the line.
3. Check for any leakage in the starting air piping.
4. The individual air starting valves on the cylinder heads might be stuck or sticky.
5. The air distributor might be faulty and not allowing air into the cylinders. Try rotating the engine with the turning gear and restart.

 The engine turns on air but does not run on fuel

In this case the engine is turning on air, but does not pick up on fuel. You try giving a longer kick and put the fuel lever at a higher notch, but still the generator stops. The starting air pressure is now low and the air low pressure alarm is sounding. All the compressors have started automatically and are running continuously. You are waiting for the pressure to build up and try yet again. Well if such is the case you need to stop and investigate the reasons for the failure to start. They could be one of the following:
1. Fuel does not reach the fuel injection pump because there is air in the system.
2. The fuel oil filters are choked.
3. The fuel line valve is not open.
4. The trips have been not reset after the last stopping.
5. Fuel oil service tank is at low level. Beware the other generator is also going to stop.
6. There is water in the line.
7. The fuel valves are faulty and not giving proper atomization or are choked.
8. The fuel pump timing is wrong.
9. Leaking fuel injection pipes.
10. Seized plungers of the fuel pumps.
11. Fuel rack linkage stuck in position.
12. Seized delivery valves or broken plunger springs in injection pump.
13. The engine is cold

AIR CONDITIONING

Air conditioning is a field of engineering that deals with the design, construction, and operation of equipment used to establish and maintain desirable indoor air conditions. It is used to maintain the environment of an enclosure at any required temperature, humidity, and purity. Simply stated, air conditioning involves the cooling, heating, dehumidifying, ventilating, and purifying of air.

One of the chief purposes of air conditioning aboard ship is to keep the crew comfortable, alert, and physically fit. None of us can long maintain a high level of efficiency under adverse environmental conditions. We have to maintain a variety of compartments at a prescribed temperature with proper circulation. These compartments must have the proper moisture content, the correct proportion of oxygen, and an acceptable level of air contamination (dust, airborne dirt, etc.).

To properly air-condition a space, the humidity, heat of the air, temperature, body heat balance, the effect of air motion, and the sensation of comfort is considered

 Heat Losses

There are two types of body heat losses-loss of sensible heat and loss of latent heat. Sensible heat is given off by radiation, convection, and conduction. Latent heat is given off in the breath and by evaporation of perspiration.

 AIR MOTION

In perfectly still air, the layer of air around a body absorbs the sensible heat given off by the body and increases in temperature. The layer of air also absorbs some of the water vapor given off by the body, thus increasing its relative humidity. This means the body is surrounded by an envelope of moist air that is at a higher temperature and relative humidity than the ambient air. Therefore, the amount of heat that the body can lose to this envelope is less than the amount it can lose to the ambient air. When the air is set in motion past the body, the envelope is continuously being removed and replaced by the ambient air. This movement increases the rate of heat loss from the body. When the increased heat loss improves the heat balance, the sensation of a breeze is felt; when the increase is excessive, the rate of heat loss makes the body feel cool and the sensation of a draft is felt.

SENSATION OF COMFORT

From what you have just learned, you know that three factors are closely interrelated in their effects upon the comfort and health of personnel aboard ship. These factors are temperature, humidity, and air motion. In fact, a given combination of temperature, humidity, and air motion produces the same feeling of warmth or coolness as a higher or lower temperature along with a compensating humidity and air motion. The term given to the net effect of these three factors is known as the EFFECTIVE TEMPERATURE. Effective temperature cannot be measured by an instrument, but can be found on a special psychometric chart when the dry-bulb temperatures and air velocity are known.

The combinations of temperature, relative humidity, and air motion of a particularly effective temperature may produce the same feeling of warmth or coolness. However, they are NOT all equally comfortable. Relative humidity below 15 percent produces a parched condition of the mucous membranes of the mouth, nose, and lungs, and increases susceptibility to disease germs. Relative humidity above 70 percent causes an accumulation of moisture in clothing. For best health conditions, you need a relative humidity ranging from 40 percent to 50 percent for cold weather and from 50 percent to 60 percent for warm weather. An overall range from 30 percent to 70 percent is acceptable.

VENTILATION EQUIPMENT

Proper circulation is the basis for all ventilating and air-conditioning systems and related processes. Therefore, we must first consider methods used aboard ship to circulate air. In the following sections, you will find information on shipboard equipment used to supply, circulate, and distribute fresh air and to remove used, polluted, and overheated air.

Aboard ships, fans used with supply and exhaust systems are divided into two general classes-axial flow and centrifugal. Most fans in duct systems are of the axial-flow type because they generally require less space for installation.

Centrifugal fans are generally preferred for exhaust systems that handle explosive or hot gases. Because the motors of these fans are outside the air stream, they cannot ignite the explosive gases. The drive motors for centrifugal fans are less subject to overheating to a lesser degree than are motors of vane-axial fans.