Good morning ladies and gentlemen, Im Risa Setyaningsih 4213100016.

Well, today
Im going to present about the ship Ive been designing. Her name is MV. Yagami, I
name it after my anime favorite character, its Lpp is 134 m, with the Lwl 136,68 m, it
has 23 m breadth, draught 8,3 m and Cb 0,653.
It sails from Surabaya to Shanghai delivering 526 TEU container within, with 7270
tonnage.

LIGHTING AND ELECTRICAL TERMINAL

Before designing a ship, the designer need to calculate the electrical consumption, in
this calculation we used Diktat Kelistrikan Kapal written Mr. Sardono Sarwito as
reference.
There are some steps before we jump to the total power consumption on each deck,
here we go:
1. Measure the dimension (length, breadth and height) for each room in each deck,
rooms height is always 2,00 m, even when every decks height is 3,00 m, almost
every room has working thing such as table and chair, their height is determined
0,70 m, and for the piping installation we use 0,30 m. Therefore, you should take 1,00
m from rooms height
2. Calculating index room by the formula : A/(h x ( L x B )
3. The lamp index are taken from table existed in Diktat Kelistrikan Kapal
4. Determine the armature number and the type of the lamp, whether its FL or IL type
5. Determine the lamp power, the lamp index, rooms reflection factor, diversity factor
and intensity referring to Diktat Kelistrikan Kapal, while the accurate lighting
efficiency you should calculate it using interpolation method
6. Calculate the light flux by the formula : ( E x A )/ Lighting efficiency
7. Calculate the number of lamp using formula : /Lamp flux
8. Calculate the total power of every armature using formula : N x x P
( N; number of lamp, ; number of armature, P; power of lamp )
9. Determine the number of electrical terminal of each room, and then you can
calculate the total power needed of every room by using formula :
Number of electrical terminal x 440 (for 2A electrical terminal); 880 (for 4A electrical
terminal)
10. Summarize the total load, total power of lamp and total power needed for each
electrical terminal and then you get the total power needed of each deck.

NAVIGATION AND COMMUNICATION

Communication does matter everywhere, even in ships. The aim of communication

equipment are to share connection with other vessels, communication between crew
onboard and of course safety purpose. Besides communication, we also need
navigation equipment, in this document the calculation, the specification and of
course the rules referring communication and navigation equipment are going to be
discussed.
Communication and navigation equipment classified based on sea route, they are A1,
A2, A3 and A4. This sea route is based on SOLAS Chapter IV Regulation 2 as
explained below :
A1; Sea area A1 means an area within the radiotelephone coverage of at least one
VHF coast station in which continuous DSC alerting is available, as may be defined
by Contracting Government
A2; Sea area A2 means an area excluding area A1, within the radiotelephone coverage
of at least one MF coast station in which continuous DSC alerting is available, as may
be defined by Contracting Government
A3; Sea area A3 means an area, excluding sea area A1 and sea area A2, within the
coverage of an INMARSAT geostationary in which continuous alerting is available
A4; Sea area A4 means an area excluding sea area A1, sea area A2 and sea area A3.
In addition of meeting the requirements of navigation and communication equipment
based on sea route based on Regulation 2, the equipment needed as mentioned below
Sea area A1; VHF radiotelephone, Digital selective calling (DSC)
Sea area A2; VHF radiotelephone, Digital selective calling (DSC), MF coast station
Sea area A3; VHF radiotelephone, Digital selective calling (DSC), MF coast station,
HF coast station
Sea area A4; VHF radiotelephone, Digital selective calling (DSC), MF coast station,
HF coast station and INMARSAT C

EMERGENCY SOURCE OF ELECTRICAL POWER

ESEP consists of Batteries and Emergency Generator. The batteries are used to
powering navigation, communication and emergency lighting for 18 hours, according
to SOLAS Chapter 2. Those batteries are located on the uppermost deck, in this
design the batteries are on the navigation deck. While the Emergency Generator is to
be used at the moment that the main generator is in trouble, for example when there is
a fire accident in E/R. If the E/R is starting fire, the main generator that located on
E/R cant be used at the moment. So, the designer of the ship gives this emergency
generator to anticipate this kind of accident. The Emergency Generator is located in
the uppermost deck. Emergency Generator supply the electrical for:
Navigation and Communication
Lighting

 Main Compressor
Steering Gear
Emergency Fire Pump
Engine Room Fan
Battery Charge

BILGE SYSTEM
A bilge is the lowest space of the ship. It is the area where two sides of the ship meet.
The corners of the lowest compartment of the ship constitute a bilge. We can see a
bilge compartment if we go to any of the corner of lowest platform of ship's
engine room and peep beneath the floor plates. It's a space which is often filled up
with an opaque black liquid.
These bilge compartments are also known as bilge wells, where all the bilge water
gets accumulated. The depth and the number of bilge wells depends on the ship's size,
its capacity and the amount of bilge it generates. A bilge well is the most important
residual collection tank of the entire engine room.
Bilge water is not exactly water but a mixture of variety of substances. Its a mixture
of fresh water, sea water, oil, sludge, chemicals and various other fluids.
So where did all these substances come from?
Sea water and fresh water can find its way to the bilge wells due to leakage in the pipe
lines, leaky pump and valve glands, from machinery, propulsion system, over flowing
of tanks and even due to accidental spills. All these substances get accumulated in the
bilge wells and the mixture formed is known as bilge water.
A significant amount of sea water can seep into the bilge well if there is a leakage in
the shaft gland or stuffing box. Sea water can also enter from leaky main sea chest
valves. Fresh water from heat exchangers, fresh water generator and boilers often
contribute to the filling of bilge wells. Oil find its way to the bilge well mainly from
the fuel oil purifiers, leakage in fuel line and oil spills.
It is a governmental law that any liquid that has oil particles suspended in it should
not be discharged in the open sea. Bilge wells are helpful to store this contaminated
water but can sometimes be a threat to the engine room. If the bilge wells overflow it
could cause a rise in the level of water up to or above the floor plates. This could lead
to accidents, emergency situations or even disturbance in the stability of the ship. For
this reason, bilge wells are periodically emptied by pumping out the bilge with the
help of bilge pumps.
MARPOL states that bilge water cannot be directly pumped out into the sea. For this
reason, bilge water is first passed through an Oily water separator where the level of
suspended oil particles in the mixture is significantly brought down. When the PPM

(parts per million) of oil particles in the mixture comes down to the permissible limit,
it is allowed to be thrown overboard but only when the ship is en route.
Bilge wells are always provided with strainers to prevent solid particles from entering.
This is done to prevent choking of the solid particle in oily water separator or bilge
pump. Absence of strainers might lead to drop in bilge pump outlet pressure and also
reduction in outlet flow of oily water separators.

Oily water system

The oily water separator (OWS) is a very important piece of equipment carried on
board. It is used to ensure that water is discharged overboard within legal limits. The
OWS must be maintained in full working order and operated according to MARPOL
regulations.
Officers using the equipment must be fully familiar with how it operates. The OWS is
frequently inspected at port state inspections. There should also be an OWS operation
manual on board and relevant staff should be familiar with the manual and should
have practised with the equipment. Please refer to MARPOL Annex 1 and Marlins
Course:
Oily
Water
Separators
for
more
information.
Clean water suitable for discharge is defined as that containing less than 15 parts per
million of oil. Oil/water separators using the gravity system can only achieve 100
parts per million and must therefore be used in conjunction with some form of filter.
A complete oil/water separator and filter unit for 15 parts per million purity is shown
in Figure above. The complete unit is first filled with clean water; the oily water
mixture is then pumped through the separator inlet pipe into the coarse separating
compartment. Here some oil, as a result of its lower density, will separate and rise into
the oil collection space. The remaining oil/water mixture now flows down into the
fine separating compartment and moves slowly between the catch plates.
More oil will separate out onto the underside of these plates and travel outwards until
it is free to rise into the oil collecting space. The almost oil-free water passes into the
central pipe and leaves the separator unit. The purity at this point will be 100 parts per
million or less. An automatically controlled valve releases the separated oil to a
storage tank. Air is released from the unit by a vent valve. Steam or electric heating
coils are provided in the upper and sometimes the lower parts of the separator,
depending upon the type of oil to be separated. Where greater purity is required, the
almost oil-free water passes to a filter unit.

OWS consists of mainly three segments:

Separator unit
This unit consists of catch plates which are inside a coarse separating compartment
and an oil collecting chamber.

Here the oil having a density which is lower than that of the water, which makes the
former rise into the oil collecting compartment and the rest of the non-flowing oil
mixture settle down into fine settling compartment after passing between the catch
plates.
After a period of time more oil will separate and collect in the oil collecting chamber.
The oil content of water which passes through this unit is around 100 parts per million
of oil.
A control valve (pneumatic or electronic) releases the separated oil in to the
designated OWS sludge tank.
Heater may be incorporated in this unit for smooth flow and separation of oil and
water.
First stage helps in removing some physical impurities to achieve fine filtration in the
later stage.
The Filter unit
This is a separate unit whose input comes from the discharge of the first unit.
This unit consists of three stages filter stage, coalescer stage and collecting chamber.
The impurities and particles are separated by the filter and are settled at the bottom for
removal.
In second stage, coalescer induces coalescence process in which oil droplets are
joined to increase the size by breaking down the surface tension between oil droplets
in the mixture.
These large oil molecules rise above the mixture in the collecting chamber and are
removed when required.
The output from this unit should be less than 15 ppm to fulfil legal discharge criteria.
If the oil content in water is more than 15 ppm then maintenance work such as filter
cleaning or renewal of filters is to be done as required.
Oil Content Monitor and Control Unit
This unit functions together in two parts monitoring and controlling.
The ppm of oil is continuously monitored by Oil Content Monitor (OCM); if the ppm
is high it will give alarm and feed data to the control unit.
The control unit continuously monitors the output signal of OCM and if alarm arises,
it will not allow the oily water to go overboard by means of operating 3 way solenoid
valve.
There are normally 3 solenoid valves commanded by control unit. These are located
in the first unit oil collecting chamber, second unit oil collecting chamber and one in
discharge side of the oily water separator which is a 3 way valve.

The 3 way valve inlet is from the OWS discharge, where one outlet is to overboard
and second outlet is to OWS sludge tank.
When OCM gives alarm, 3 way valve discharges oily mixture in the sludge tank.
Operating Procedure
The following points are to be followed while operating OWS.
1) OWS overboard manual discharge valve is to be kept locked and keys are to be
kept with the chief engineer. Open the lock and overboard valve. Open all the other
valves of the system.
2) Open the desired bilge tank valve from which the oily water mixture is to be
discharged from OWS.
3) Open air if the control valves are air operated.
4) Switch on the power supply of the control panel and OCM unit.
5) Fill the separator and filter unit with fresh or sea water to clean up and prime the
system till the water comes out from vent of second stage.
6) Start the OWS supply pump which is a laminar flow pump and one that will supply
the oily water mixture to OWS.
7) Observe the OCM for ppm value and keep checking sounding of bilge tank from
where OWS is taking suction and of the OWS sludge tank.
8 ) A skin valve/sample valve is provided just before overboard valve and after the 3way valve. Keep a check on the sample for any effluent and clarity.
9) Keep a watch on the ship side at the overboard discharge valve.
10) After the operation, Switch off the power and shut and lock the overboard valve.
Keys to be handed over to the chief engineer.
11) Entry to be made by chief engineer in the Oil Record Book (ORB) with signature
of operating officer, chief engineer and the master.

FIRE FIGHTING SYSTEM

There are two ways of fighting fire on board a ship - by
using portable marine fire fighting equipment or by using different
types of fixed fire fighting installations. The type of system used for
fighting fire depends on the intensity and type of fire. Moreover, not
all types of fixed fire installation systems can be used for any type
of ship. A specific type of fixed fire fighting installation can be used
only for a certain type of ship. In this article we will learn about a
ship's fire main or the main fire fighting installation system.
The fire fighting system in this design referred to SOLAS Consolidated Edition 2014
and BKI Vol III Machinery Installation

A ship's main emergency fire system consist of a specific number of fire hydrants
located at strategic positions across the ship. A series of dedicated pumps are provided
to supply to these fire hydrants. The number and capacity of pumps required for a
particular type of ship is decided by an international governing authority.
All these pumps are supplied power from the main power system. Apart from that, an
emergency fire pump is also provided , which is located remote from the machinery
space. The emergency fire pump has its own independent means of power source,
which can be used to take over in case of main power failure.
Moreover, all the hydrant outlets are provided with an isolating valve so as to isolate
those valves which are not in use. The fire hydrants are also provided with standard
size flanges in order to attach hoses which have nozzles attached to them. All the
hoses are provided with snap in connectors for easy and quick engaging and
disengaging operation. The nozzles attached to the hoses are generally of two types jet and spray , depending on the type of discharge required for extinguishing the fire.
Both the nozzles can be adjusted according to the type of spray and flow required,
which could be played over the fire to cool it without spreading.
The pumps are connected with the main sea water connection, having appropriate
head to prevent any type of suction problem. The valves supplying water to these
pumps are always kept open to provide a constant supply of sea water to fight fire at
any point of time. Though sea water is the best mode of fighting fire, the main
emergency fire fighting system can only be used on fires of Type A. However, in case
of class B fires, if all modes for extinguishing fire fails, sea water from main
emergency system can be used.
International Shore Coupling
The standard sized flanges provided at every strategically positioned hydrant are
known as international shore connection. The international shore connections are
always carried on all the ships and has standard dimensions decided by an
international governing authority. The flange is also slotted in order to fit any shore
side fire main and bring water onto the ship whenever required. The practice of
international shore coupling has been followed to prevent difficulties at time of
emergency when an external help is providing relief work.

BALLAST SYSTEM
A ballast water system is essential for the safe operation of a ship, but the operation of
these systems causes significant threats to the environment and local economy. A
ballast water system allows a ship to pump water in and out of very large tanks to
compensate for a change in cargo load, shallow draft conditions, or weather.
The capacity of ballast water tanks might be millions of gallons on a large vessel. This
allows vessels to carry a light or heavy load while maintaining ideal buoyancy and
handling conditions in all situations.
A ship might discharge all ballast water tanks to pass a shallow area or forward tanks
only to raise the bow in rough open seas.

Physical Components of the system include; raw water intakes, large and small
strainers, pumps, distribution pipes , ballast water tanks, treatment system, discharge
system, and all the valves, sensors, and controls to run the equipment.
In this design, we use BKI Vol III Machinery Installation as reference
All valves in the ballast system are normally hydraulically operated from the remote
operator station in the ships control centre or in the ECR in manual mode or in
automatic sequence.
The ballast pump suction and discharge valves, along with other valves, have their fail
safe in the open position so that if any valve malfunction or get stuck, still remains
open to carry out ballast operation.
The overboard discharge valves have their fail safe as fail-stay position
Important Points to Consider while Operating Ships Ballast System
Care should be taken to ensure that the tank is not over filled; as this will damage the
tanks because the pressure vacuum valves have lower capacity than that of the pump.
The filling valves will close automatically when the tanks reach their set point level,
which have been pre-set.
Also care has to be taken not to run the pump dry or run the pump with discharge
valves closed. This can be taken care by automated system, which ensures that the
pump will not start until all the necessary valves are opened.
Valves can be put in auto mode, which ensures that the valve closes automatically
once ballast tank is filled with required amount of water or once the set point is
reached.
Port and starboard sides are considered two separate systems, each having their own
automatic sequence for ballast /de-ballasting.
When filling ballast tanks with ballast pumps it should be observed that the motors are
not overloaded (check current in ammeter). If this occurs, the number of opened
valves to ballast tanks shall immediately be reduced (closed) until current is within
allowable limit. Ballast pump motor overload alarm is given for the safety of ballast
pump.
Some times during sea voyage one can get an alarm on the ballast pumps suction
pressure high. At that time just open the suction valve to the sea chest and close them
when the pressure is reduced.
The water in the heeling tanks should always be half of their total capacity. But if
required the heeling tanks can be used as ballast tanks. Ballast pump is used to empty
or fill the heeling tank.
Also in some ports the port authorities may ask for a sample of the ballast that the
ship is carrying. In this case the sample has to be taken from the sounding pipe
connection. The locations of all the sounding pipes are provided on the ballast system
plan of the ship.

FUEL OIL SYSTEM

The fuel oil system on the ship was designed with either using 2 types of fuel, heavy
fuel oil (HFO) and Diesel Oil (DO). On the system pumped with HFO, HFO (HFO
transfer pump) driven pumps with electric motor toward settling tank. HFO from
settling tank delivered to HFO service tank with HFO feed pump through the parallel
centrifuge to separate between fuel, sludge occurring and also water. In feed pump,
there are some equipment such as filter and heater.
The heater function is to heating the fuel oil before entering the centrifuge. For the
diesel oil system, the diesel oil storage was located in diesel oil storage tank and will
be pumped by diesel oil feed pump through a centrifuge who separate the diesel oil
with the sludge and also water to the diesel oil service tank. From service tank, the
fuel were delivered with supply pump to circulating pump. And then the fuel
delivered to the main engine through heater and full flow filter.
Various piping systems, provided for bunkering, storage, transfer, offloading and
treatment of fuel oils. The following systems are provided for diesel engines that
operate on heavy fuel oils: Fuel oil transfer system, Fuel oil treatment system and
Fuel oil supply system.
- Fuel oil transfer system This system receives and stores fuel and delivers it
to settling tanks. Fuel oils are loaded through deck fill connections that have sample
connections provided to permit the fuel to be sampled as it is taken aboard. HFO is
loaded in storage tanks fitted with heating coils. In preparation for use, HFO is
transferred to the fuel oil settling tanks via FO transfer pumps which are equipped
with a suction strainer. Piping is so arranged that the pumps can transfer fuel between
storage tanks and then to the deck connections for offloading. Settling tanks are used
to permit gross water and solids to settle on the bottom.
- Fuel oil treatment system From the settling tanks fuel oil is transferred to the
service tanks via FO treatment system. For cleaning of heavy fuel oils (HFO) the two
stage process is commonly used. The fuel is heated in a settling tank to about 50-60C
and then is drawn out by the purifier inlet pump. The inlet pump delivers the fuel to a
thermostatically controlled heater which raises the fuel temperature to about 80C,
and thence to the centrifugal purifier. The dry purified fuel is then transferred to a
centrifugal clarifier by the purifier discharge pump. After clarification the clarifier
discharge pump delivers the fuel to the service tank for the engine use.
- Fuel oil supply system This system supplies the fuel from the service tank to the
diesel engine. The system consists of: a supply flow meter, supply pumps, circulating
pumps, preheaters, the final filter, a viscosity controller, a FO venting box.
The pressurised system is preferable while operating the diesel engine on high
viscosity fuels. It can be delivered as a modular unit (fuel oil supply module), tested
and ready for service supply connections.

LUBRICATING OIL SYSTEM

The lubrication system of an engine provides a supply of lubricating oil to the various
moving parts in the engine. Its main function is to enable the formation of a film of oil
between the moving parts, which reduces friction and wear. The lubricating oil is also
used as a cleaner and in some engines as a coolant.
Lubricating oil for an engine is stored in the bottom of the crankcase, known as the
sump, or in a drain tank located beneath the engine . The oil is drawn from this tank
through a strainer, one of a pair of pumps, into one of a pair of fine filters. It is then
passed through a cooler before entering the engine and being distributed to the various
branch
pipes.
The branch pipe for a particular cylinder may feed the main bearing, for instance.
Some of this oil will pass along a drilled passage in the crankshaft to the bottom end
bearing and then up a drilled passage in the connecting rod to the gudgeon pin or
crosshead bearing.
An alarm at the end of the distribution pipe ensures that adequate pressure is
maintained by the pump. Pumps and fine filters are arranged in duplicate with one as
standby. The fine filters will be arranged so that one can be cleaned while the other is
operating. After use in the engine the lubricating oil drains back to the sump or drain
tank for re-use. A level gauge gives a local read-out of the drain tank contents. A
centrifuge is arranged for cleaning the lubricating oil in the system and clean oil can
be
provided
from
a
storage
tank.
The oil cooler is circulated by sea water, which is at a lower pressure than the oil. As a
result any leak in the cooler will mean a loss of oil and not contamination of the oil by
sea
water.
Where the engine has oil-cooled pistons they will be supplied from the lubricating oil
system, possibly at a higher pressure produced by booster pumps, e.g. Sulzer RTA
engine. An appropriate type of lubricating oil must be used for oil-lubricated pistons
in order to avoid carbon deposits on the hotter parts of the system.
Cylinder

lubrication

Large slow-speed diesei engines are provided with a separate lubrication system for
the cylinder liners. Oil is injected between the liner and the piston by mechanical
lubricators which supply their individual cylinder, A special type of oil is used which
is not recovered. As well as lubricating, it assists in forming a gas seal and contains
additives
which
clean
the
cylinder
liner.

LubricatingOilSumpLevel
The level of lubricating oil indicated in the sump when the main engine is running
must be sufficient to prevent vortexing and ingress of air which can lead to bearing
damage.
The sump level is to be according to manufacturers/shipbuilders instructions . The
Sump Quantity is always maintained at the same safe operating level and is given in
litres. It is essential that the figures are mathematically steady and correct from
month-to-month, taking into account consumption, losses and refills and reported .
The Sump Quantity is calculated with the engine stopped, but the lubricating oil
pump in operation, thus keeping the system oil in circulation.
Sufficient reserve quantities of lubricating oil must always be held, i.e. to completely
fill the main sump and sufficient quantities of other lubes must be held to cover the
intended voyage plus 20%. Lubricating oils are a major expenditure item, therefore,
all purchasing must be pre-planned with the aim of buying the maximum amounts
from the cheapest supply sources which are primarily the US, Europe and Singapore.
Lub oil requisitions should be sent to the office at least 10 days before the intended
port of purchase and clearly indicate if the vessel requires supply in bulk or in drums.

Pre-LubricationPumps
They provide an essential part of the lubrication system on many types of engine in
particular auxiliary engines with engine driven lubricating oil pumps.
They provide a supply of oil to the bearings prior to start up and limit the length of
time that boundary lubrication exists, and shorten the time when hydrodynamic
lubrication commences. They must be maintained and operated in accordance with the
manufacturers instructions.
Lubrication

Schedule

and

Orders

The Chief Engineer is responsible to establish a list of machinery requiring periodic

lubrication onboard the vessel. The Fleet Superintendent is responsible for agreeing
the specifications and grades of oil for this list of machinery with the nominated
lubrication oil supplier. A copy of the lubricating oil schedule shall be made available
onboard
the
vessel
and
in
the
office.
The Chief Engineer shall ascertain the location of all the lubricating oil storage tanks
and establish the safe-filling capacities of these. This information shall be made
available
to
the
office.
Some grades of oil may be taken and stored in drums on board at safe locations

agreed with the Master and lashed safely for bad weather conditions. When an order
for lubricating oil supply is made, the Chief Engineer shall specify whether it is in
bulk or in drums. The choice of lubricating oil for air compressors is to be discussed
with the Management Office. When agreed, synthetic oil is to be used.
Bunkering of lubricating oils shall be handled with the same care as the previous
chapter due to the risk of pollution. In addition, it must be borne in mind that the autoignition temperature of lubricating oils is much lower than fuels therefore utmost
safety
precautions
must
be
taken.
Regular inventory of lubricating oils shall be kept under the responsibility of the
Chief Engineer, separating broached and unbroached oils. These shall be recorded in a
lube oil soundings book and corrected for trim/list similar to the fuel soundings book.
The Chief Engineer is responsible for placing orders for all lubricating oils and
greases for a period of time and/or the forthcoming voyage, as applicable. The
calculations for the lubricating oil consumption and next voyage requirements should
be done by a senior Engineer and checked by the Chief Engineer. Each requirement
for lubricating oil must be done by a Requisition Form in the purchasing system,
using the lubricating oil account code, specifying the grades, quantities and whether in
bulk or in drums.
Losses

of

Lubricating

Oils

All possible preventative action must be taken, to ensure that lubricating oil losses are
kept to a minimum. There are to be no discrepancies between the quantity of
lubricants on board, and the totals entered in the Engine Room Log Book and the
regular returns made to the relevant Management Office. Accurate entries must
always be recorded, and any indication of abnormal losses or consumptions advised
immediately,
to
the
relevant
Management
Office.
Regular and vigilant tours of the Engine Room by watchkeepers, or duty engineers are
essential to check for oil leaks. Lubricating oil coolers using sea or fresh water as the
cooling medium, must also be periodically checked for oil leakage.

Lubricating

Oils

Treatment

Contamination of lubricating oil can lead to severe damage and corrosion of

machinery components, and it is essential that the instructions and recommendations
of the supplier are followed, and that purification and filtration equipment is
maintained to the highest standards. Care must be exercised in the purification of
lubricating
oils,
particularly
in
respect
of
the
temperature.

Lubricating

Oil

Inventory

and

Analysis

The company requires the vessel to maintain one complete spare running charge of
Main Engine Crankcase oil as unbroached spare for any emergency at any time. The
maintenance of safe reserves, and the frequency and method of sampling must be
adhered to by all Masters and Chief Engineers. Lubricating oil quantities and reserves
in respect of specialised vessels, or those with restricted storage capacity, is to be in
accordance with instructions issued by the Company.
Lubricating

Oil

Sampling

&

Analysis

Further

Instructions

When taking large quantities of lubricating oil on board a sample should be taken
from the original containers before it is introduced into the system.
When sampling oil in service, the sampling cock and pipe must be flushed through
before filling the sampling container. A representative sample can only be obtained
when
the
oil
charge
is
in
circulation.
The sample container must always be washed out with the oil being sampled.
The lubricating oil sample containers, labels and packaging must always be used. The
Company contracted suppliers of lubricating oil have provided this service and their
sampling, labelling and despatch instructions are to be followed. The Chief Engineer
must ensure that adequate reserve supplies of sample containers are ordered in time.

SpecialisedLubricants
The contracted suppliers of lubricating oils and greases provide technical
specifications of their products for your vessel. These technical specifications are to
be studied by the Chief Engineer Officer and his Senior Engineer Officers to ensure
that they understand the capabilities and properties of the various products. For
example certain grades of oil are hydroscopic i.e. they absorb moisture if exposed to
the atmosphere, and can no longer comply with the design specification.

Lubricating

oils

treatment

for

marine

use

Requirement
of
oils
refining
process
: Lubricating oils are a product of the crude oil refining process. The various
properties required of the oil are obtained as a result of blending and the introduction
of additives. The physical and chemical properties of an oil are changed by additives

which may act as oxidation inhibitors, wear reducers, dispersants, detergents, etc. The
important lubricant properties will now be examined.
Viscosity is a resistance to flow. A highly viscous fuel will therefore require heating in
order to make it flow. Viscosity index is also used, which is the rate of change of
viscosity with temperature. The Total Base Number (TEN) is an indication of the
quantity of alkali, i.e. base, which is available in a lubricating oil to neutralise acids.
The acidity of an oil must be monitored to avoid machinery damage and neutralisation
number is used as the unit of measurement. The oxidation resistance of a lubricant can
also be measured by neutralisation number. When excessively oxidised an oil must be
discarded.
The carbon-forming tendency of a lubricating oil must be known, particularly for oils
exposed to heat. A carbon residue test is usually performed to obtain a percentage
value.
The demulsibility of an oil refers to its ability to mix with water and then release the
water in a centrifuge. This property is also related to the tendency to form sludge.
Corrosion inhibition relates to the oil's ability to protect a surface when water is
present in the oil. This is important where oils can be contaminated by fresh or salt
water leaks.
The modern lubricant must be capable of performing numerous duties. This is
achieved through blending and additives. It must prevent metal-to-metal contact and
reduce friction and wear at moving parts. The oil must be stable and not break down
or form carbon when exposed to high temperatures, such as where oil cooling is used.
Any contaminants, such as acidic products of combustion, must be neutralised by
alkaline additives; any carbon build up on surfaces must be washed away by detergent
additives and held in suspension by a dispersant additive. The oil must also be able to
absorb water and then release it during purification, but meanwhile still protect the
metal
parts
from
corrosion.
The various types of engine and other equipment will have oils developed to meet
their
particular
duties.
Trunk piston engine lubricating oil must lubricate the cylinders as well as the
crankcase: some contamination from the products of combustion will therefore occur,
resulting in acidity and carbon deposits. The oil must, in addition to lubricating,
neutralise
the
acids
and
absorb
the
deposits.
Turbine oil, while lubricating the moving parts, must also carry away considerable
quantities of heat from the bearings. This calls for a stable oil which will not break
down at high temperatures or form deposits. Where gearbox lubrication is also
required certain extreme pressure (EP) additives will be needed to assist the
lubricating film. Contact with water in the form of steam will be inevitable so good
demulsifying
properties
will
be
essential.

Slow-speed diesel engines will have separate cylinder and crankcase lubrication
systems. The cylinder oil will have to neutralise the acidic products of combustion
and also have good detergent properties to keep the metal, surfaces clean. Crankcase
oils are either detergent type, multi-purpose oils or rust and oxidation inhibited. Good
demulsification and anti-corrosive properties are required together with oxidation
resistance which is provided by the inhibited crankcase oil. The detergent or multipurpose oil is particularly useful where oil cooling of pistons occurs or where
contamination
by
combustion
products
is
possible.
lubricating oils require treatment before passing to the engine. This will involve
storage and heating to allow separation of water present, coarse and fine filtering to
remove solid particles and also centrifuging.
The centrifugal separator is used to separate two liquids, for example oil and water, or
a liquid and solids as in contaminated oil. Separation is speeded up by the use of a
centrifuge and can be arranged as a continuous process. Where a centrifuge is
arranged to separate two liquids, it is known as a 'purifier'. Where a centrifuge is
arranged to separate impurities and small amounts of water from oil it is known as a
'clarifier'.
The separation of impurities and water from fuel oil is essential for good combustion.
The removal of contaminating impurities from lubricating oil will reduce engine wear
and possible breakdowns. The centrifuging of all but the most pure clean oils is
therefore an absolute necessity.