What is SOPEP and its purpose onboard a ship?

SOPEP: - Shipboard Oil Pollution Emergency Plan

As per MARPOL Annex 1, Regulation 37:
Every oil tanker of 150GRT and above and every ship other than oil tanker of 400GRT & above shall carry
onboard a SOPEP approved by the administration.
The SOPEP consists of: -
1. The procedure to be followed by Master & other person having charge of the ship to report an Oil
Pollution incident.
2. The list of authorities or persons to be contacted in event of Oil Pollution incident.
3. A detailed description of the action to be taken immediately by persons onboard to reduce or control
the discharge of oil.
4. The procedures & point of contact on the ship for coordinating ship board action with national & local
authorities.
0 comments
Email ThisBlogThis!Share to TwitterShare to Facebook
Checks to be done for Purifier over flowing
* Size of gravity disc.
* High throughput.
* Temperature of the oil.
* Operating water level in tank.
* Sealing water is not present in purifier.
* Bowl is not closed properly.
* Seal ring is damaged.
* By mistake if bowl opening water is feeded.
* Increasing the specific gravity of the oil will tend to push the interface outlet and cause overflow from
the heavy phase outlet until the equilibrium is restored.
0 comments
Email ThisBlogThis!Share to TwitterShare to Facebook
Methods for measuring tappet clearance in an engine
Dial Gauge Method: -
In this method the fuel injector is taken out and from the opening a dial gauge is put inside. Then the
turning gear is engaged and the engine turned over. The pointer of the dial gauge will move in one
direction and then stop and start in opposite direction. The moment the pointer of the dial gauge stops
and changes its direction of movement is the TDC of the unit. This method is not normally used in day-
to-day practice, but may be used in the calibration of the flywheel if it is not calibrated, or after some
repairs


Camshaft Method: -
The camshaft window of the engine can be opened up and the camshaft inspected. The cam of the
engine has a base circle, and acceleration and dwell periods. If the roller of the follower is at the base
circle, then the particular valve is closed by spring action. When both the exhaust valve and the inlet
valve follower are on the base circle, then the unit is also at TDC. It must be remembered that as a four-
stroke engine has two rotations of the crankshaft there is one injection TDC where the injection and the
combustion take place. The second time the piston is at TDC is when the exhausting of the flue gases
takes place. It is very important to identify the combustion TDC, as tappets have to be adjusted at that
point.

Cam Profile


Crankcase Method: -
In this method the crankcase doors are opened up and the piston is visually checked whether is going up
or down. This is the surest method, but a bit cumbersome. It should be used when you have a strong
doubt about the other methods.

Valve Spring Method: -
This is not an independent method but is used in conjunction with the flywheel method. In this method if
the flywheel is indicating two units, you can check the springs of both the units. The unit in which the
springs are loose is the one at TDC. The caution is that this method is useful for an engine in use. If you
have removed the rocker arms during the overhaul and thereafter you want to use this method then it
can cause errors.
0 comments
Email ThisBlogThis!Share to TwitterShare to Facebook
What is the effect of less and more tappet clearances in an
engine
If tappet clearance is less:
I. Valve will open early & close late
ii. Air induced through inlet valve may leak out. So less air for combustion.
iii. Power will be reduced.
iv. Fuel consumption will increase, engine may become unbalanced, exhaust temp. will be very high.
v. In worst condition, valve may remain open, resulting in loss of compression pressure, burning of
exhaust valve, T/C fouling will increase.

If tappet clearance is more:
I. Valve will open late & close early.
ii. Lesser heat energy to T/C, so reduction in scavenge air & hence power.
iii. No proper removal of gases.
iv. Hammering of valve stem-may cause damage to valve stem.
0 comments
Email ThisBlogThis!Share to TwitterShare to Facebook
How aft peak tank is sealed from stern tube?
The propeller enters the shaft outside from the ship, acting as its barrier. In case of water-cooled Stern
Tube, Gland packing is used to prevent water ingress inside. But incase of Lignum vitae bearing, some
water is allowed to go.
In case of Oil cooled Stern tube, the rubber seals fitted with springs are used.
0 comments
Email ThisBlogThis!Share to TwitterShare to Facebook
Importance and precautions during fuel oil bunkering ?
1) Sawdust is a great absorbent and hence ample amount of sawdust should be kept in sacks on deck so
that if any leakage takes place during the bunkering procedure, it can be easily controlled by putting
sawdust on it.
2) Proper means of communication with the use of hand held radio sets or other means should be
established between the ships crew and the staff at the bunkering installation to avoid
misunderstandings.
3) The scuppers should be closed to make sure that no oil goes overboard.
4) Drips trays should be closed off.
5) The bunkering lines should be properly checked and fuel tank valves should be carefully checked
before commencing bunkering.
6) Valves not in operation should be effectively sealed off.
7) A sounding of all the ship tanks should be done before starting the bunkering operation.
8) Sounding equipment should be checked properly before the bunkering starts.
9) A marker to indicate the filling up of a particular tank should be used.
10) Port authorities should be immediately contacted in case of a major oil spill.
11) There should be no damage to the hose and it should be of a sufficient length. The couplings should
also be checked for any damage.
12) High level alarms of bunker tanks should be properly checked for their functioning.
13) The SOPEP lockers should be checked whether they have sufficient supplies.
14) Oil absorbing apparatus like oil absorbing pads should be kept at important areas to reduce any oil
leaks.
15) Make sure the bunkering plans are agreed upon by all officers onboard the ship.
16) Discuss the procedures to be undertaken in case of an emergency with the supplier.
17) A proper system of signals for communication should be established between the shipboard crew and
suppliers.
18) Fire extinguishers and other fire fighting apparatus should be readily available.
Action in case of Purifier room fire
A purifier room is one of the most probable places in the engine room to catch fire. Purifier room fire has been the reason
for several major accidents on various ships in the past. In this article we will learn about everything related to purifier room
fires.
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.

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.
How to fight purifier room fire

A small purifier fire can be easily stopped with the help of small fire extinguisher. In case of a bigger fire, the following steps
should be taken:
1) As soon as fire alarm is sounded, call the chief engineer and locate the fire.
2) Close the quick closing valves from which the oil is leaking.
3) Stop the transfer pump.

4) Both transfer and quick closing valves can be closed from remote location like ship control center or from the engine
control room.
5) Stop all the motors and electrical equipments, which can be stopped from emergency stop button outside the purifier
room.
6) The fire can be stopped with the help of fire extinguisher.
7) In case of a big fire, close the air supply pump and exhaust from the purifier room.
8 )The fire can be stopped by releasing water mist system if present on the ship.
9) Entry in the purifier room is made putting on the fire fighter suit, along with self contained breathing apparatus (SCBA)
and fire hose.
10) The fire can be extinguished with the help of spraying water.
11) In case the fire is still not extinguished then the chief engineer will decide about using the carbon dioxide bottles for
fighting fire.
12) When these bottles are to be used, there should not be any person present inside the Purifier space as Co2 can cause
suffocation due to displacement of air and the person involved may die.
Safety features in marine air compressor
Every Air compressor on a ship is fitted with several safety features to avoid abnormal and dangerous
operational errors of the equipment. If safety, alarms and trips are not present on the air compressor,
abnormal operation may lead to breakdown of the compressor and may also injure a person working on
or around it.
Relief valve: Fitted after every stage to release excess pressure developed inside it. The setting of the
lifting pressure increases after every ascending stage.
Bursting disc: A bursting disc is a copper disc provided at the airside of the compressor. It is a safety
disc, which bursts when the pressure exceeds over the pre-determined value.
Fusible plug: Generally located on the discharge side of the compressor, it fuses if the air temperature is
higher than the operational temperature. The fusible plug is made up of material, which melts at high
temperature.
Lube Oil low-pressure alarm and trip: If the lube oil pressure goes lower than the normal, the alarm is
sounded followed by a cut out trip signal to avoid damage to bearings and crank shaft.
Water high temperature trip: If the intercoolers are choked or the flow of water is less, then the air
compressor will get over heated. To avoid this situation high water temperature trip is activated which
cut offs the compressor.
Water no-flow trip: If the attached pump is not working or the flow of water inside the intercooler is not
enough to cool the compressor then moving part inside the compressor will get seized due to
overheating. A no flow trip is provided which continuously monitor the flow of water and trips the
compressor when there is none.
Motor Overload trip: If the current taken by motor during running or starting is very high then there is a
possibility of damage to the motor. An overload trip is thus fitted to avoid such situation.
High Air Temperature Trip
How mud and water removed from ship chain locker ?
The chain moves through the chain pipe and the hawse pipe as the anchor is raised or lowered. The
chain pipe connects the chain locker to the deck and the hawse pipe runs from the deck through the hull
of the ship. When recovering the anchor, the anchor and chain are washed off with a fire hose to remove
mud, marine organisms, and other debris picked up during anchoring. Seawater from the fire hose is
directed either through the hawse pipe or directly over the side onto the chain while recovering the
anchor.
The top of the chain pipe has a canvas sleeve to keep water from entering the chain locker through the
chain pipe. Under rare circumstances, like heavy weather, rain or green water (seawater that comes over
the bow during heavy weather) gets under the chain pipe canvas cover and into the chain locker. A
diagram of a typical chain locker is provided in Figure 2.
Any fluid that accumulates in the chain locker sump is removed by either drainage eductor for discharge
directly overboard or by draining the chain locker effluent into the bilge.
As the fluid in the chain locker sump is being drained for overboard discharge, the locker is sprayed with
firemain water to flush out sediment, mud, or silt. An eductor is a pumping device that uses a high
velocity jet of seawater from the firemain system to create a suction to remove the accumulated liquids
and solids.
Maintenance carried out on a portable fire fighting
extinguishers

* Portable fire extinguishers are to be examined by a competent person annually.

* Each portable fire extinguisher is to be provided with a label indicating that it has been examined and
the date of the examination, or the date of next examination.

* Containers of permanently pressurized portable fire extinguishers and propellant bottles / containers of
non-pressurized portable fire extinguishers shall be hydraulically pressure tested as follows:
a. Powder extinguishers every 10 years
b. CO2 extinguishers every 10 years
c. Other extinguishers every 10 years
What all maintenance are carried out on CO2 fixed fire
fighting installations
* CO2 bottles of fixed CO2 fire extinguishing installation shall be hydraulically tested 20 years after the
date on which the bottles were put into use, and every 5 years thereafter.

* The quantity of the medium in the CO2 bottles should be checked once every 4 years. This may be
carried out in batches of 25% of the CO2 bottles annually, or 50% of the CO2 bottles biennially or in
accordance with the ships maintenance so long as every CO2 bottle is checked once every 4 years.

* All stop valves should be checked monthly to ensure that they are in their proper open or closed
position.

* The installation should be checked monthly for leakage.
* All CO2 bottle connections for cable operating clips should be checked for tightness every 3 months.

* All control valves should be inspected annually, and internally inspected every
5 years.

Air should be blown through the piping of the installation annually.

Requirements for the storage of CO2 storage room?
Carbon dioxide storage rooms
The following requirements are applicable only for the storage rooms for fire-extinguishing media of fixed
gas fire-extinguishing systems:

1) The storage room should be used for no other purposes;
2) If the storage space is located below deck, it should be located no more than one deck below the open
deck and should be directly accessible by a stairway or ladder from the open deck;
3) Spaces which are located below deck or spaces where access from the open deck is not provided,
should be fitted with a mechanical ventilation system designed to take exhaust air from the bottom of the
space and should be sized to provide at least 6 air changes per hour; and
4) Access doors should open outwards, and bulkheads and decks including doors and other means of
closing any opening therein, which form the boundaries between such rooms and adjacent enclosed
spaces, should be gas tight.

What are the main components of a Ship's hull?
The main components are the framing or skeleton to which the platting or skin is attached. The backbone
of the skeleton is the keel to which the frames or ribs are connected. Deck beams are fitted between the
side frames across or athwart the hull and are fastened to it by brackets. The frames are shaped to the
hull lines and the deck beams are given a slight curve or beam round.
Checks during a Marine Main Engine crankcase inspection
The crankcase inspection is done every month whenever the ship is in port and there is sufficient time for
inspection. Thorough inspection is required during this to analyze the condition inside and damage to the
bearings.
Before inspection following procedures has to be followed: -
Permission has to be taken before reaching port to make sure that the authority is not having any
problem with this. This is called Immobilization permission of the main engine.
After the permission is received the checklist has to be filled.
Safety issues have to be discussed with the people taking part in the inspection.
When the engine is in stopped condition, the lubricating oil pump and cross-head oil pump have to be
stopped and the breaker taken out so that it doesnt start on its own or by any other person by mistake.
Proper sign and placards to be displayed regarding men at work.
Since engine crankcase is an enclosed space, an enclosed space checklist is also to be filled.
After stopping the engine and the pumps the crankcase doors have to be opened and sufficient time is to
be given to cool and ventilate the space as the temperature inside is very hot and deprived of air.
After the cooling and ventilating the space, the person entering the space should be with proper
personnel protective equipments like boiler suit, safety harness, and anti slipping pads for shoes.
Make sure there are no tools, pen etc in your pockets which might drop inside and cause damage to
bearing and machinery parts
Before entering, the person has to be detailed as what needs be checked inside. Special attention is also
given if technical department specifies any other issue or any major problem found on other ships.

Inside Crankcase Following Checks are to be made: -
1. Check the overall quality of oil whether it is clean or dirty with carbon particles.
2. Check for any distinguished smell, if found, this could be because of bacterial contamination of oil. The
smell is generally of rotten eggs.
3. Check for any metal particles near the grating in the crankcase.
4. Check the condition and damage to the gratings.
5. Check the slip marks on the web; they should be in the same line. If slip is found then report is to be
made to the company and classification society regarding this.
6. Check for any bluish dark patches, this indicates that hot spots are caused by friction of insufficient
lubrication.
7. Check crosshead for any damages.
8. Check crosshead guides for damages and marks.
9. Check the bedplate for any welding cracks etc.
10. Check any metal seen near the bearings coming out due to wiping.
11. Check for piping and any loose connections between them.
12. Check the locking wires and locking washers on bolts of stuffing box.
13. Make any other checks specified by technical department.
14. Before coming out make sure there is nothing left inside.
Difference between a Clarifier and a Purifier and how to
change a purifier to clarifier?
The main difference between a clarifier and a purifier is the presence of a dam ring in the latter. In a
purifier, the interface or the line of separation between the oil and water is created using a dam ring. The
position of the dam ring plays an important role in the generation of interface and thus in the clarifying
process. For example, if the diameter of dam ring is large, the interface moves out towards the periphery
and as a result some oil is discharged with water from the water outlet. Also, if the diameter is small, the
interface formed will be more inwards and water will be discharged with the oil from the oil outlet.
The diameter of holes in the dam rings also plays an important role in the creation of interface and
purification process. If the diameter of the holes is more, the interface is formed towards the periphery
and oil globules are found with water and sludge. If the diameter is less the oil-water interface moves
inwards and water is released with the clean oil discharged.

However, clarifiers do not have a dam ring but have a sealing ring which seals the water outlet. This
prevents the impurities and water to remain inside the bowl unless opening the cleansing bowl discharges
them automatically or manually. Also, the conical discs in a clarifier usually dont have feed holes in them
but if they do, then a disc without any holes is fitted at the bottom of the stack.
Another difference between a clarifier and purifier is that a purifier needs to be filled completely with
water for the generation of a seal that prevents the oil to leave from the water outlet. Whereas a clarifier
doesnt needs to be filled up with water. Purifiers are used for filtering lubricating oil whereas clarifiers
are not used for the same unless the oil is completely devoid of water.
Precautions before starting Auxiliary engine after overhaul
* Turn engine through flywheel for checking any restrictions.
*Water tightness to be checked.
* Air to be removed from jacket water outlet line.
* Priming lube oil pump to run before starting the engine.
* Check the lube oil level.
* Check the flow of lube oil.
* Blow through the engine before starting.
What all safety trips are present in Marine Auxiliary Engine
?
The various trips and alarms are mentioned as follows
Alternator bearing low oil level alarm & trip
Alternator bearing high temperature lube oil alarm &trip
Low sump oil level alarm and trip
Lube low oil pressure alarm and trip
Reverse current trip
Over speed trip
Over load trip
High and low frequency trip
Jacket cooling water low-pressure alarm
v