References:

Ship Design & Construction Vol. I

Ship Design & Construction Vol. II
International Maritime Organization (IMO)
Introduction to Marine Engineering
Marine Auxiliary Machinery
Maritime Engineering Reference Handbook
Ship Construction

Sistem Pelayanan di Kapal

Sistem & Permesinan kapal

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Bilge System
Bilge well
 MARPOL 73/78 annex 1 Volume max 0,57 m³
 Equipment for the storage
Tinggi bilge well minimum
 Handling & disposal of oil residue
0,5 tinggi double bottom
 Water containing 15 ppm or below

 MPEC ( Marine environment Protection

Committee)
 Guidelines for system for handling oily waste in
machinery spaces of ships

7
 Waste oil transfers & storage
3 primary waste streams have been collected in:
1. Fuel Oil Sludge Tank
2. Lube Oil Sludge Tank
3. Stuffing Box Drain Tank

Fuel Oil Sludge Tank

Lube Oil Sludge Tank

Stuffing Box Drain Tank

Separated Bilge
Oil Tank (SBOT)

8
Waste oil disposal
 There are 2 approved methods of disposal – either by incineration, or landing
it ashore for disposal at a shore side reception facility.
 An Oil Record Book (ORB) entry must be made at this time for the transfer
AND the disposal method.
 Shore disposal can be expensive and time consuming

Ashore

Separated
Bilge Oil Tank
(SBOT)

Waste Oil Tank

Incinerator

9
Bilge water transfers
Port Bilge Well
 Drain &
leakage
 Tank over flow
 Incident
 Cleaning & Aft Bilge Well
maintenance
 Water from
purifier sludge
tanks
Bilge Water
 Water from Starboard Bilge Well
Tank
wash oil tank
 Condensate
from air cooler

10
Bilge Water Disposal
 The effluent overboard will be monitored by an Oil Content Monitor (OCM).
Water less than 15 Parts per Million (ppm) of oil will be allowed to go
overboard.
 If the effluent oil content is greater that 15 ppm, the bilge pump will stop,
securing the operation, or, if fitted with a 3-way valve, the effluent will be
diverted back to the Bilge Water Tank.
 Oil that has been separated out, will be diverted to the Separated Bilge Oil
Tank.

Oily Water
Separator

Overboard
Bilge Water
Tank

Separated Bilge
Oil Tank (SBOT)

11
Bilge Water Disposal

Oily Water Oil water 15 ppm

Separator content

Overboard
Bilge Water
Tank

Waste Oil Disposal

Ashore

Separated Bilge Oil

Tank (SBOT)
Waste Oil
Tank

Incinerator
Oil sludge incinerator
 Steam boiler/heater (60-70)º
 Oil burner
 Oil sludge processing system

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 Main pipe & branch pipe

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Liquid Cargo Handling System
 The design of tanker cargo piping
systems is predicated on
 minimizing turn around time at the
unloading terminal,
 handling the required number of
cargo grades,
 providing for safe handling of the
combustible cargo, and preventing
oil pollution.
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 The total cargo pump capacity must
be sufficient to discharge cargo in the
required unloading time
 The unloading time economics,
capacity of the terminal, and the
power available to operate the pumps.
 The unloading time is typically 12 to
14 hours
 The cargo pumps discharges  port
and starboard hose manifold on the
main deck
 The size of the discharge piping is
based on the total pump head and the
required minimum pressure at the
deck manifold
  The stripping pump should be
arranged to discharge this
residual oil through a smaller
separate line
 As an alternative to the systems
configuration described,
particularly on product tankers,
which often carry many grades of
cargo, deep well or submersible
pump may be used
 one deep well or submersible
pump may be installed in each
cargo tank.

 Cargo pump may be driven by; steam turbines, diesel engines, or electric motors.
 The drivers may not be located in the pump room of a crude oil carrier because of
the potential for an explosion of the cargo vaporous

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 for vapor recovery should have the following additional safety feature :
 A remote cargo tank level indicating systems operable without openings the tank
(required 98% level )
 A cargo tank high levels alarm systems (required 98% level )
 A Cargo tank overfill indicating systems, which is independent of the high level
alarm and is timed to allow the operator to prevent an overflow
 Tank pressure –vacuum relief valves, which will open in the event of failure the
vapor recovery system and are of sufficient size to discharge a volume of vapor
corresponding to 1.25 times the maximum cargo loading rate without causing
pressure in the cargo tanks to exceed the design value.

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Loading-unloading arrangement

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Ring main system
 Advantage  Disadvantage
 Any tank can be discharge by any  Expensive  extra length of the piping
pump required
 Thus different grade of the cargo can  Extra bend is required
be loaded  Risk of leakage from radius bend
exists

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Direct line system
 Advantage  Disadvantage
 Quick loading unloading  Control leakage is difficult
 Short pipe line, less bend, leak is  System is very inflexibility
minimized
 Better suction, less loss of pressure

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BALLAST SYSTEM
 “A ballast tank is a compartment
within a boat or ship that holds water.
 A vessel may have a single ballast
tank near its center or multiple
ballast tanks typically on either
side.
 A large vessel typically will have
several ballast tanks including double
bottom tanks, wing tanks as well as
forepeak and aftpeak tanks.
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 Adding ballast to a vessel lowers its
center of gravity, and increases
the draft of the vessel. Increase
draft may be required for proper
propeller immersion.
 “Ballast water is absolutely essential
to the safe and efficient operation of
modern merchant ships, providing
balance and stability to unloaded
ships
 ballast water may also pose a serious
ecological, economic and health
threat due to invasive aquatic
species
Component of tank
 Filling pipe
 Discharge pipe
 Drain pipe
 Vent pipe
 Sounding pipe
 Overflow pipe
 manhole

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System Design & Construction
 Sea chest & Shipside opening
 Sea suction line is to permit cleaning of
strainer
 Discharge opening  overboard ( T +
0,75m)
 Ballast piping
 Discharge arrangement is to be made
to avoid over pressurization and over
flowing
 Ballast pump
 2 independent power driven ballast
pump
 The capacity of the ballast water system
is to be capable of providing ballast
water exchange
 BWE  normally to be completed
within 24 hours
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 Ballast valve arrangement
 To be provide isolating valve to control
the movement of ballast water
 For vessel (operating low temperature
environment)  heating arrangement
 For oil tanker  has been examined
either visually before discharge  verify
contamination
 Control features
 Provide with a means of remote
operation from a central ballast control
 Tank leveling
 Draft & trim indicating
 Valve position indicating
 Local control  A manually operated
independent means of control of all
valves required for WBE
Type of ballast

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Ballast Water Management System
Before After
IMO Assembly Resolution A.868(20) -
“Guidelines for control and management
of ships’ ballast water to minimize the
transfer of harmful aquatic organisms and
pathogens”.

 Mechanical treatment methods

such as filtration and separation.
 Physical treatment methods such
as sterilization by ozone, ultra-violet
light, electric currents and heat
treatment.
 Chemical treatment methods
such adding biocides to ballast water
to kill organisms.

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29
Fire Fighting On Board Ship
 Class “A” Normal Combustible
 Wood,Paper,Cloths etc

 Class “B” Flammable Liquids

 Flammable liquids – gasoline, oil,
grease, grease, paint etc.,
 Class “C” Electrical Fires
 Electrical cables and electrical
motors, switchboards, heater etc
 Class “D” Combustible metal
 Potassium, magnesium etc

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Fire Main system

 Fire hoses should not have a length greater than:

 15 meters (49 feet) in machinery spaces
 20 meters (66 feet) in other spaces and open decks
 25 meters (82 feet) on open decks with a maximum breadth in excess of 30
meter (98 feet)
 Standard nozzle sizes are to be 12 mm (0.5 in.), 16 mm (0.625 in.) and 19 mm
(0.75 in.) or as near there to as possible

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 Fire pumps must not be connected to
any oil piping  connection to the
bilge system is permitted for
emergency dewatering
 May be used for other service “bilge,
ballast, sea water cooling”  1 pump
is kept immediately available for
firemain
 Capacity fire pumps depends on the
ship size and service
 Minimum flow rate based on ship
size  number of fire hose
 Total required capacity pump 
need not exceed 180 m3/hr
 Individual Pump Capacity 25 m3/hr
 Required hose nozzle size (1,5 or
2,5 inch)
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 Pressure fire pumps ( 1psi = 0,069
bar)
 Minimum pressure for non-
tankers= 50 psi
 Minimum pressure for tankers=
75 psi
 Superstructure  100~150 psi
 Shore connection to the fire main
must be provided and installed 
both sides of the ship
 Emergency fire pump
 Capacity For cargo vessels of 2000
gross tonnage and upward: 25 m3/h
 Capacity For cargo vessels less than
2000 gross tonnage: 15 m3/h
 emergency fire pump is to be of
the self-priming type
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Fixed Gas Fire Extinguishing Systems
 Typically suppress fires by reducing the available oxygen
 The most common fixed gas extinguishing systems encountered are
either high/low pressure CO2 systems or those utilizing Halon
“alternatives”.
 Reducing the oxygen content from the normal 21% in air to 15%
 40% of the total volume of the largest machinery spaces that is
protected by the CO2system
 If the CO2 system is installed in the cargo spaces, the quantity of CO2
available should be sufficient enough to give at least a minimum of 30%
of the total volume of the largest space that is protected by the CO2
system
 requires that the fixed piping systems for machinery spaces is to be such
that 85% of the gas can be discharged into the space within 2 minutes.
 CO2 Distribution Piping  The design pressure at the nozzle is not to
be less than 10 bar

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Fixed Water Fire Extinguishing Systems
water spray

• pump(s)
• fixed piping system
• distributed array of nozzles

water sprinkler

• fixed supply piping

• overhead nozzles
• automatic activation

water mist systems

• Low pressure, P < 12,5 bar

• Medium pressure, 12,5 < P < 35 bar
• High pressures, 35 < P < 120 bar

 Requires the system to be capable of providing water application at a rate of

at least 3.5 L/min/m2 for spaces with a deck height not exceeding 2.5 meters
 and a capacity of at least 5 L/min/m2 (for spaces with a deck height of 2.5
meters or more.

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 Foam Fire
Extinguishing
Systems

Low Expansion Foams

• expansion ratio of 12:1 
12 volumes of foam.
• Pressure in the lines range
12 bar

Mid Low Expansion Foams

• expansion ratio of between
about 20:1 to 100:1.

High-Expansion Foams
• expand in ratios of over
100:1.
• Pressure in the lines range
4-5 bar

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Portable/Semi-portable Fire Extinguishers

extinguishers onboard a vessel include

Water Foam Carbon-dioxide Dry chemical Dry powder

Chemical Foam
Soda-Acid
Portable Fire
Extinguishers
Extinguishers

Cartridge- Mechanical

CO2
FOAM
Operated Water Foam
Extinguisher Extinguishers
Dry Chemical

POWDER
WATER
Stored-Pressure
Water
Extinguishers

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Fuel Oil System
Fuel Oil Storage & Transfer
 sto’ge tk  heater  transfer pump  settl tk (HFO)

Fuel Oil Storage Tanks

Fuel Oil
Settling Tank

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 Fuel Oil Purification & Supply
 Feed system:
 settlg tk  filter  heater  centrifuge  service tk (HFO)
 sto’ge tk  filter  heater centrfuge  service tk (MDO)

Fuel Oil Settling  Supply system:

Tank
 service tk  supply pump  circl’tng pump
 Circulating system:
 circl’tng pump  heater  filter M/E  venting box
Fuel Oil
Purifier

Fuel Oil Service

Tank

Fuel Oil Sludge Tank

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FO Transfer System
 FO storage tank
 Tangki FO selama pelayaran (antar
bungkering)
 Vol = f (sfoc, BHP, wkt antar
bungkering) + allowance (typically 3 ~
5 %)
 Vol tank MDO ditambah utk kebt A/E
 Heater
 Pemanas dlm tank agar HFO bisa
dipompa
 Daya= f [debit transf pump, ΔT (up to
50 C)]
 Sistem: steam heater (coil pipes) dg
boiler sbg pensuplai steam
 Letak: di sekitar suction pompa
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 Ukuran pipa
 Q = f (Vol settl tank, Wkt pengisian)
 Valiran = Ref to project guide (typically
0.6 m/s utk HFO dan 1.0 m/s utk
MDO)
 Din pipa = f (Q,Valiran)
 Tebal pipa: klas N atau M (tabel 11.4.
BKI)
 Bahan baja, utk HFO perlu insulasi
 Dilarang lewat: L.O, F.W, Cargo tanks,
living quarter
 FO transfer pump  FO settling tank
 Q = f (vol settl tk, wkt pengisian)  Mengendapkan f.o dari kontaminan
 Valiran = Ref to project guide (typically (terutama HFO)
0.6 m/s utk HFO, dan 1.0 m/s utk  Jumlah 2 units, dipakai bergantian
MDO) (rules BKI)
 Head total = head statis + head loss  Letak: sebaiknya selevel dg separator
total dan service tank (constraint head
 Head statis = elevasi (settl’g tk – sto’ge separator)
tk)  Vol: f.o harus mengendap min 24 jam
 Head loss :  Vol = f (sfoc, BHP, 24 jam) + allowance
 Friction = f (L pipa, D pipa, Valiran,
faktor friksi)
 Accessories = K (V)2/2g (fittings,
valves, heater, filter, etc)
 Letak: tanktop  NPSH constraint
(sto’ge thd pompa)
 Jenis: screw atau gear pump dg Q dan
H yg memenuhi

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FO Feed System

 Ukuran pipa  FO Feed Pump

 Q = f (Vol service tk, Wkt pengisian)  Q dan Valiran = Ref to above
 Valiran = Ref to project guide (typically  Head total = head statis + head loss
0.6 m/s utk HFO dan 1.0 m/s utk total
MDO)  Head statis = elevasi (service tk –
 Din pipa = f (Q,Valiran) untuk HFO perlu settl’g tk)
insulasi  Letak: platform  constraint head dari
 Tebal pipa: klas N atau M (tabel 11.4. centrifuge
BKI)  Jenis: screw atau gear pump dg Q dan
H yg memenuhi
 FO Pre-Heater
 Memanaskan FO agar mudah di
separasi
 Heat capc’ty = f (BHP)  ref to proj
guide
 Type: plate or tube heat exchanger

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 FO separator
 Memisahkan HFO dari campuran air
dan impurities lain
 Q = f (BHP)  ref to proj. guide
(typically 0.2 lt/BHP-h)
 Letak: sebaiknya selevel dg settling tank
(constraint head yg dimiliki separator)
 Jumlah: 2 (HFO) atau 1 (MDO) but not
a must
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 FO service tank
 Mensuplai f.o setelah dipurifikasi ke
M/E
 Letak: ref to proj. guide (elevasi disch’g
thd inlet di M/E) sebaiknya di platform
 Vol = f (sfoc, BHP, wkt) + allowance
 Wkt: by desain (8, 10 atau 12 jam)
FO Supply System

 Ukuran pipa  FO Supply Pump

 Q = f (BHP) ref to proj guide +
tolerance 0% to 15% to cover back-
flushing of filter
 Valiran = Ref to project guide (typically
0.6 m/s utk HFO dan 1.0 m/s utk
MDO)
 Din pipa = f (Q,Valiran) untuk HFO perlu
insulasi
 Tebal pipa: klas N atau M (tabel 11.4.
BKI)
 Q dan Valiran  Ref to the above
 Head total = Hz + Hp + Head loss
total
 Hz = elevasi (circl pump – service tk)
 Hp = delivery pressure (ref to proj
guide ~ 4 bar)
 H loss tot = H friction + H loss
accessories
 Letak: tanktop
 Jenis: screw atau gear pump dg Q dan
H yg memenuhi

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FO Circulating System
 Ukuran pipa
 Q = f (BHP) ref to proj guide + tolerance up
to 15% to cover back-flushing of filter
 Valiran = Ref to project guide (typically
0.6 m/s utk HFO dan 1.0 m/s utk
MDO)
 Din pipa = f (Q,Valiran) untuk HFO perlu
insulasi
 Tebal pipa: klas N atau M (tabel 11.4.
BKI)
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 FO Circulating Pump
 Q dan Valiran  Ref to the above
 Head total = Hz + Hp + head loss
total
 Hz = elevasi (supply pump – inlet f.o.
M/E)
 Hp = (disch-suct) press (ref to proj
guide (10-4) = 6bar)
 H loss tot = Hfriction + H loss
accessories (incl press drop pd heater
& filter)
 Letak: tanktop
 Jenis: screw atau gear pump dg Q dan
H yg memenuhi
 FO heater
 Memanaskan FO  viscositas FO pd
M/E
 Recommended setting: 10 – 15 cST
 T in = 100 C dan T out = 150 C
 Type: tube or plate heater
 Press drop: 1 bar (head loss) working
press: 10 bar
 Venting Box
 Memisahkan uap dan minyak akibat
penurunan tekanan f.o. (10 bar ke 4
bar)
 Detail desain ref to proj guide
 Letak: dipasang pd main engine
 Uap: ke service tank
 Minyak: ke suction circl’tg pump

 Full Flow Filter

 Final Filter sebelum masuk M/E
 Automatic back-flushing atau duplex
filter
 Press drop: 0.5 bar max
 Mess size: 50 micron mtr

49
 D
C
B

A. Transfer system
Feed system
A
B.
C. Supply system
50 D. Circulating system
Lubricating Oil System
1. UNI-LUBRICATING SYSTEM (M/E):
 Lubricating oil System
 Cooling, filtering, and supplying l.o. to M/E (bearings, camshaft, exh. valve
actuator, piston)
 Sump tank  l.o. pump  l.o. cooler  full-flow filter  Engine 
sump tank
 Lubricating Oil Purifying System
 Purifying l.o. for recirculation
 Sump tank  filter  l.o. pump  pre-heater  purifier  sump tank
or l.o. service tank
2. CYLINDER OIL SYSTEM:
 Supplying l.o. to eng cylindre (only for 2-stroke eng)
 Cyl oil tank  pump  service tank  engine

51
Fungsi Minyak Pelumas

 Mengeliminasi Gesekan
 Tgt : viskositas, kecepatan, temperatur, beban

 Mengurangi keausan
• DETERJENSI: Pelunak & penyapu kotoran
• PENETRAL ASAM: Kandungan Sulfur f.o.  asam
(korosif)
 Pemindah panas
 Memindahkan panas dari komponen panas ke dingin

 Membentuk sekat
 Sekat antar parts: Tgt viskositas, putaran, beban

 Pembersih kotoran
 Sifat deterjensi: pelunak dan penyapu

 Engine condition monitoring

 Indikator awal kerusakan, keausan, dan kelainan
diesel

52
Component LO
 LO Bottom tank (sump tank)
 Location: below m/e
 Volume: ref to project guide, f(no.
of cyl)
 Drain location: engine
 Cofferdams must be provided
surroundings
 LO Pipes
 Schedule no: 40 or 80 (3rd or 2nd
class)
 Diam: acc to Q (proj guide) and V
(typically 1.5 m/s)
 No passing through: ballast, f.w.,
and feedwater tanks
 Usually galvanized
(recommended)
53
 LO Pumps
• Jenis: screw atau gear pump with
sufficient Q and Pressure
• Location: tanktop (closest possible
to l.o. tank)
 Q = Ref to project guide
(depends upon BHP)
 Vflow = ref to proj guide (typically
max 1.8 m/s)
• Head total = ΔHz + ΔHp + total
Head loss
• Hz = elevation of (tank – inlet on
eng)
• Hp = delivery pressure (ref to
proj guide, typically 4 bar)
• H loss tot = H friction + H loss
accessories
Accessories incl fittings, valves,
filter (HL typically 0.5 bar),
cooler (typically 0.3 bar)
 Lub oil Purifier
• What is the purpose of Separation?
1. To free a liquid of solid particles or
2. To separate two mutually insoluble liquids with
different densities, & remove any solids present at
the same time.
• Purifiers operate continuously, whether in port or at sea

Lube Oil Purifier

Lube Oil Sludge Tank

54
CYLINDER OIL SYSTEM:

• Crosshead Engine
• Independent cylinder oil
system for lubrication of
piston ring pack
• Consumable Cylinder Oil
Day Tank
• High viscosity with a TBN
matched to the anticipated Cylinder
sulfur content Lubricators

• Cylinder oil is stored in a

Storage Tank & is
transferred daily to a small
capacity measuring tank,
where it gravity flows to
the cylinder lubricators on Stuffing Box
the engine itself. Drain Tank

55
 A

B
A. LO System
B. LO purifying system

56 Uni l.o. system

Cooling System
a) Closed System
 F.w. side: fw pump  central cooler  charge air a
& lub oil coolers  jacket cooler  fw pump
b) Open System
 Sea water  sea chest s.w. pump 
charge air & lub oil coolers  jacket cooler
 o/b b
c) Semi Closed System
 S.w. side: s/c  s.w. pump  central cooler
 o/b
 F.w. side: fw pump  central cooler 
charge air & lub oil coolers  jacket cooler c
 fw pump

57
 Component Sea Water Cooling System
 Sea Chest
 Sebaiknya s/c tersendiri
 Ukuran – f ( debit s.w yg di
butuhkan)
 S.W & FW pump
 Kapasitas ; ref to project guide
 Jenis ; centrifugal pump
 Pipa
 Letak; tank top
 Head/tekanan; sesuai perhitungan
 Bisa menggunakan G.S pump
 Central cooler
 Type shell & tube atau plate heat
exchanger atau grid cooler
 S.w. sbg pendingin berada di sisi shell,
atau outer plate, atau diluar grid
cooler
58
 Letak: tank top, atau di dinding e/r,
atau di luar hull (utk grid cooler)
 Press drop: ref to project guide (utk
perhitungan headloss) typically 0.2
bar (sisi yg mendinginkan) dan 1 bar
(sisi yg didinginkan)
 Jenis: steel pipe katagory M atau D
(BKI)
 Ketebalan : tgt katagori pipa dan
diameter
 Diameter = f (kapasitas,V aliran)
 Kapasitas: ref to project guide
 V aliran: typically 3 m/s atau ref to
proj guide
Grid cooler fitted on bottom plate SW cooling pump and its filter

Central cooler FW cooling pump

59
 A. Sea water
B. Fresh water

B
A

Central cooling water syst

60
Starting System
 Peralatan start listrik
 kapasitas batterai start untuk motor induk
 paling sedikit 8 kali olah gerak selama 30 menit
 roda gaya mesin yang distart dengan motor starter dipasang roda gigi

 Peralatan start dengan udara tekan

 tekanan 30 Bar
 udara dikompresikan dari compressor
 Udara tekan mempunyai tekanan yang harus lebih besar dari tekanan kompresi
 Udara tekan diberikan pada salah satu silinder dimana toraknya sedang berada
pada langkah kompresi
 Peralatan start manual
 roda gaya (flywhell) yang berfungsi Sebagai gudang energi

61
 Rule untuk sistem starting udara tekan
 Dilengkapi dengan paling tidak dua
kompresor. Satu diantaranya
berpenggerak independen dari main
engine, dan harus mampu mensuplai
50% dari total kapasitas yang
diperlukan.
 Kapasitas total udara start dalam
tabung harus dapat diisi dari tekanan
atmosfir sampai tekanan kerja 30 bar
dalam waktu 1 jam.
 Tabung udara disediakan dua dengan
ukuran yang sama dan dapat digunakan
secara independen.
62
 Kapasitas total tabung harus
memperhatikan paling tidak dapat
digunakan 12x start baik maju atau
mundur untuk engine yang reversibel
dan tidak kurang dari 6x start untuk
engine non-reversibel.
 Jika sistem udara start digunakan
untuk starting auxilary engine,
mensuplai peralatan pneumatic,
peralatan manoeuvering, maka harus
dipertimbangkan dalam perhitungan
kapasitas tabung udara.
Compressor
 To start main propulsion engine
 To start Auxiliary diesel engine(power generation)
 For Engine Room general service and cleaning.
 For the operation of pneumatic tools
 For Automation & Instrumentation of various machineries,
 For fresh & sea water hydrophores,
 Fire alarms & operation of Quick closing Valves,
 For Soot Blowing Exhaust Gas Economizer

63
64
Domestic Water System

65
Fresh water supply system
 The compressed air provides the head or pressure to supply the water when
required
 The pump is started automatically by a pressure switch
 Water supply systems
 Cold water system.
 Drinking purpose.
 Cooking purpose.
 Sanitary purpose.
 Washing purpose.
 Hot water system.
 Bathing.
 Space heating.
 Washing.

66
Water Storage Heaters
Even the smallest water-cooled marine engine discharges large amounts of
'waste' heat  ideal for heating domestic fresh water supply

67
68
Arrangement potable water tank

69
water treatment methods
Condensate system
 is the most effective, slowest, most
expensive, and requires electricity or
other energy source
Reverse osmosis system
 is effective against most inorganic
contaminants but requires activated
carbon to reduce some organics. RO
requires water pressure, is fairly slow
and typically wastes more water than
it treats

70
Sewage Treatment
 Black Water
 Human body waste and waste from
toilets, urinals, soil drains, also
referred to as sewage
 Gray Water
 Refers to ship generated
wastewater which originates from
culinary activities, bathing, laundry
facilities, deck drains and other
waste drain
 Sewage
 Wastes of human origin from water
closets and urinals, drainage from
space containing living animals
 Waste drains
 Drains which collect wastewater
(gray water) from showers, laundry
and galley, etc
 Soil drain
 Drains which collect sewage from
toilets and urinals
 Wastewater
 Combination of the liquid and
water carried waste from soil &
waste drains of ship

71
72
Requirement sewage system
Approved sewage treatment plant

+
or
Discharge
Disinfecting system with temporary of storage
pipeline
or
Holding tank

 Capacity holding tank will depend on several variable

factors, such as:
 The type flushing system
 The number of people on board
 The time interval before discharge can be carried out

73
74
75
Treatment black water

76
 Treatment waste water

77
Sewage Treatment Technology

 Physical
 remove solids from wastewater

 Biological
 remove organic material from wastewater

 Chemical
 increase the removal of these new forms by physical processes

The sewage treatment is usually a

combination of the three principal methods,
such as:
mechanical-chemical,
mechanical-biological and
chemical-biological

78
The treatment of sewage includes the following stages:
1) Waste water accumulation and management
 In this stage of process waste water (black water, grey water and galley water
has been collected in holding tanks before processing.
2) Waste water pre-treatment
 reduces the amount of solids in the waste water
 reduces the need for oxidation
 The pre-treatment is mechanical and consists of sieving and sedimentation units

79
The treatment of sewage includes the following stages:
3) Waste water oxidation
 The mechanical filtering
results in a maximum of
50% reduction in organic
load. The remaining organic
compounds have to be
oxidized, either chemically
or biologically.
4) Waste water clarification
and filtration
 The clarification and
filtration processes used in
the ships are membrane
filtration, dissolved air
flotation and settling

80
 5) Waste water disinfection
 The last phase in the wastewater
purification process is disinfection
 the disinfection is performed with
UV-light.
6) Sludge treatment
 The sludge production depends on
the treatment process.
 The sludge that comes straight
from the process is centrifuged.
 After the decanter centrifuge, the
possible sludge handling techniques
are holding, incinerator, steam
dryer, filter press or an alternative
sludge conditioning process so that
combustion is possible.

81
Source Power
Shore Conection

82
83
The full sequence to connect or disconnect a vessel to shore power includes the following steps:
 Vessel arrives in port, power cables and control cables are connected.
 The last running engine is synchronized with the shore power grid.
 After the shore connection circuit breaker is closed, the generator is off-loaded and the
engine is stopped.
 Before the vessel departs the port, the first engine is started and synchronized with the shore
power grid.
 After the load is transferred to the generator, the Shore Connection opens.
 Power cables and control cables are disconnected and the vessel is ready for departure

84
Steam turbin generator

85
Diesel generator

86
Gas turbine generator

87
Storage Battery

 Electrical storage bateray 

menerima, menyimpan,
mengeluarkan energy listrik d-c
 Penggunaan
 Penggerak kapal selam
 Start engine
 Tenaga darurat penerangan
sementara
 Sistem tanda bahaya
 Tenaga darurat sistem
kominikasi
 Kontrol generator darurat
 Fire-screen door dan
watertight door
 computer.

88
 The two main types
of rechargeable twelve lead-acid cells
battery cell are: or twenty alkaline A 350 Ah battery
• Lead-acid cells must be would be expected
• The nominal cell connected in series to provide 35 A for
voltages 2V to produce a 10 hours.
• Alkaline
nominal 24 V.
• The nominal cell
voltages 1,2V

89
Power Distribution System
Main Supply

 The distribution system is the means by which the electrical power

produced by the generators is delivered to the various motors, lighting, galley
services, navigation aids, etc. which comprise the ship's electrical load.
 The majority of ships have a 3-phase a.c., 3-wire, 440 V insulated-neutral system.
 Ships with very large electrical loads have generators operating at high voltages
(HV) of 3.3 kV, 6.6 kV and even 11 kV.
 Lighting and low power single-phase supplies usually operate at the lower
voltage 220V a.c. although 110V a.c. is also used

90
91
 Emergency Supply

 An emergency electrical power service must be provided on board in the event of a

main power failure.
 Such a supply is required for emergency lighting, alarms, communications, watertight
doors and other services necessary to maintain safety and to permit safe
evacuation of the ship.
 On passenger ships, regulations require that the primary emergency power supply
be provided by a diesel driven generator for up to 36 hours (18 hours for non-
passenger vessels).
 In addition, an emergency transitional battery must also be installed to maintain vital
services (mainly lighting) for a short period - typically a minimum of 3 hours.
 The emergency power system must be ready and available at all times

92
93
 Diesel
MSB Motor
Generator

Transformer Non essential service

AC system
Engine rooms pumps
Galley equipment
Auxiliary SB Purifier & other machinery

Emergency Essential service

Emergency SB Steering gear
Generator Navigational light & equipment
Emergency fire pump
Alarm system
Other safety system

94
Source power distribution

95
96
Ship Service Distribution System
 Most ship service power distribution systems are either radial or combination
radial and zonal
 The major components distributing power from the generating sources to the
individual loads are described as follows:
 Ship Service Switchboards
 Switchboards provide a point of connection for ship service generators and local
generator controls
 Bus Ties.
 Bus ties can be closed to interconnect ship service switchboards so that one
switchboard can feed power from its generator to one or more of the other
switchboards
 Load Centers
 Load centers are installed on most large- and some medium- sized ships to supply
groups of loads and large auxiliaries located in the same general area.
 Power Distribution Panels
 Power distribution panels provide for control of selected portions of the
distribution system
97
98
 Main Switchboard

 A typical layout of switchboard is shown a ship's main in Fig. 3.19.

 The central section of the main switchboard is used for the control of the main
generator

99
Zonal distribution

100
Radial Distribution

101
Motor
 The drive power for compressors, pumps and fans aboard ship comes from electric
motors. By far the most common type of motor is the 3-phase a.c.
 Three phase induction motors are usually supplied at 440 V, 60 Hz, but 3.3 kV and 5.5 kV,
60 Hz are sometimes used for very large drives such as bow thrusters, cargo pumps, air
compressors and gas compressors
 Special types of motor can also be found on board ships. DC comutator motors are
sometimes used for driving deck machinery where speed control is important

102
 Motor nameplate definitions:

Rated FuIl Load Current

(FLC)

Rated Voltage

Rated Frequency

Power Rating

Rated Speed

lP Number

103
104
105
Ships’ Lighting

Ships' Lighting

Incandescent Lamps
(A current is passed through the thin tungsten
wire filament which raises its temperature to
around 3000'C)
Discharge Lamps
(The light output from a discharge lamp is
generated by the flow of current in an electric
arc between two electrodes through a gas and
metal vapour inside a sealed glass bulb or
tube)

 To meet the safety and comfort levels of illumination required throughout your ship a wide
range of lighting fittings (Iuminaires) are used
 One lux is the illumination of one lumen/sq. metre (lm/m2) where a lumen is the unit of
luminous flux.
 The minimum illumination standards for crew spaces in UK registered ships are specified in
"The Merchant Shipping (Crew Accommodation) Regulations
106
Incandescent Lamps

107
108
Discharge Lamps

 It is classified as an MCF lamp (M=Mercury, C=Low pressure, F=Fluorescent coating)

 High pressure mercury fluorescent type, MBF ((M=Mercury, B=High pressure, F=Fluorescent
coating)

109
 A low-pressure sodium lamp is coded as SOX (SO=Sodium vapour), X=Standadrd single-
ended lamp of integral construction)

 SON ( SO=odium vapour, N=high pressure), but two other variations are labelled as SON-T
(a tubular clear glass type) and SON-TD (a tubullar double-ended clear quartz type)

110
Navigation and Signal Lights
 The number, position and visible range of navigation lights aboard ships are prescribed by the
International Maritime Organization (IMO) in their "International Regulations for Preventing
Collisions at Sea". In the UK, the National Authority for maintaining marine safety standard is
the MCA (Maritime and Coastguard Authority).

111
 The electric power is provided usually at 220 V a.c. with a main supply fed
from the essential services section of the main switchboard
A few emergency lights may be supplied from the ship's 24 V d.c

Special incandescent filament lamps are used each with a

typical power rating of 65 W but 60 W and 40 W ratings are
also permitted in some cases

112
 Emergency Lighting
 Depending on the ship's classification, e.g. ferry, ro-ro, gas carrier, etc., and tonnage the Safety
of Life at Sea (SOLAS) Convention prescribes minimum requirements for emergency lighting
throughout the vessel.

 Most of the emergency lighting is continually powered from the ship's emergency switchboard
at 220 Y a.c.A few emergency lights may be supplied from the ship's 24V d.c.

113
Inert Gas System
 Main sources of
ignition on tankers:
 Smoking
 Electrical equipment
 Sparks
 Lighting
 Metal
 Galley
 Static electricity
 Domestic equipment
 Ship to shore electric
 Spontaneous
combustion

114
 Inert Gas System
 The inert gas system is used to
prevent the atmosphere in cargo tanks
or bunkers from coming into the
explosive range
 Inert gas is produced on board crude
oil carriers (above 20,000 tones) by
using either a flue gas system or by
burning kerosene in a dedicated inert
gas generator
 Purified nitrogen and argon gases are
most commonly used as inert gases
due to their high natural abundance
(78% N2, 1% Ar in air) and low
relative cost
115
 Inerting empty cargo tank by reducing
the oxygen content of the atmosphere
 Maintaining the atmosphere in any
part of any cargo tank with an oxygen
content not exceeding 8% by volume
and at a positive pressure at all times
 The system shall be capable of
delivering inert gas with an oxygen
content of not more than 5% by
volume in the inert gas supply main to
the cargo tanks at any required rate
flow
 The system shall be capable of
delivering inert gas to the cargo tank
at a rate of at least 125% of the
maximum rate of discharge capacity
 Scrubber
 Effectively cool the volume of gas
and remove (at least 90%) solids
and sulfur combustion product 
direct contact between the flue gas
and large quantities of sea water
 Internal part should be constructed
of corrosion resistant (rubber, glass
fiber epoxy resin, etc.

 Demister Units
 Removed entrained water from the
IGS gas stream

116
 Blowers
 At least 2 blowers are
required 125% of the
maximum rate of
discharge capacity
 Suitable shutoff
arrangement shall be
provided on the suction
and discharge
connections of each
blower
 If the blowers are to be
used for gas freeing, their
air inlet shall be provided
with blanking
arrangement

117
Operational models :
 Inerting of empty tanks  Inerting during loaded sea voyage
 Inerting during loading &  Inerting during tank cleaning
Discharge

118
Crude Oil Washing
 COW is mandatory on new tanker
under the International Convention
for the Prevention Pollution by Ships
(MARPOL 73/78)
 Standard tank washing and stripping
within 24 hours
 25% of the cargo tank are usually
washed during each discharge
 Capacity of the tank cleaning pump
should normally be about 25% to 35%
of the capacity of a cargo pump
119
 A system for hot or cold water
washing of the cargo tank should
also be provided  required 
cleaned  inspection/docking/
changing product from one grade to
another grade
 The fluid velocity in the COW main
line should not exceed 4-5 m/s
 The fluid velocity in the branch line
should not exceed 5-6 m/s
 The main type of washing machines COW
Single nozzle machines ( Q up to about 200 m³/h)
 Concentrated on the area where the jet is most
needed-less consumption of crude oil
 Higher jet impact force
 More complicated – probably more maintenance
 More time consuming/labour – demand operation
Dual nozzle machines ( Q up to about 250 m³/h)
 low price
 Simple operation
 Less weight – easier to handle and transport
 Higher consumption of crude oil

120
Drainage arrangement
 Clean ballast tank  Flushing
 Segregated ballast tank (SBT)  No Flushing

121
 Slop tank
 Annex I requirement :
 1 slop tank  Less than 70000 tonnes DWT
 2 slop tank  More than 70000 tonnes DWT
 Capacity  minimum 3% cargo carrying
capacity but depend on the washing method
used ;
 A large capacity is required for open cycle
washing than for washing in the recirculation
 SBT and COW tankers and combination
carriers also have smaller slop tank
 Recovered fuel oil should be heated to not
more than 60ºC and recovered crude oil
(except some heavy crude oils), to not more
than 43ºC after removal of free water

122
Main principles for oil supply COW Nozzle diameter
 Bleed – off from main  Usually between 20 and 40 mm
 COW machines to be operated
simultaneously has been decided ;
 Size of the tank – covered by
machine
 Pumping & stripping capacities
 Dimension of piping (pressure
drop)
 Separate pump(dedicated COW pump)
Top washing
It is recommended to
start, asap when
about ¾ of the tank
discharged

Bottom washing
Usually start with a
small amount of
cargo in the tank

123
 Advantages with COW
 Reduction: pollution potential,
cost and time of tank cleaning,
corrosion.
 Increased out-turn of cargo
 More time for maintenance
work at sea, since no additional
tank cleaning is required
124
 Disadvantages with COW
 Increase workload during
discharging
 Cost for extra personnel
 Cost for COW equipment
 more equipment  maintenance
 Prolonged time for discharging