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1. What are the electrical checks done before bunkering? 1.

Adequate electrical insulating means are in place in the barge to ship connection 2.main radio transmitter aerials to be earthed and radars switched off 3. Fixed VHF/UHF transceivers and AIS eqpt to be in correct power mode or switched off 4.naked lights regulations to be observed

5. also check the overflow tank alarms before bunkering - functional or not. Bunkering red light
is functional or not, adequate lighting is there or not etc. During medium & high freq transmission,significant energy is transmitted which can,at distances extending to 500mtrs from transmitting antennae, induce an electric potential in unearthed receivers.Transmissions can also cause arcing over the surface of antenna insulators when they have a surface coating of salt, water or dirt.It is for this reason that transmissions should not be permitted when there is a likelihood of flammable gases or main antennae's earthed or isolated when carrying out STS or bunker operations. Alternatively a precaution can be to use on low power modes or use of dummy antennae load which will eliminate all radio transmissions to atmosphere. As for AIS, it operates on VHF frequency within a power output of 2 to 12,5 watts. Automatic polling by other stations would lead to transmissions at higher power levels. So during STS/bunker ops the AIS is either switched off or aerial isolated and AIS is given a dummy load.Isolating the aerial preserves manually input data that may be lost if AIS was switched off. Either way the port regulations require that terminal authority is informed if AIS is switched off.

2. In connection with hull protection system, what is a "booster anode"? How does it function?
the anodes used for hull protection can be broadly classified as booster anodes and main anodes. booster anodes have a high surface area to mass ratio and these are responsible for forming the first frotective layer over the protected structure. thus these corrode very fast. to maintain protection main anodes are fitted they have low surface area to mass ratio.so they corrode at a slow rate and serve for longer duration. for more details u can refer to SHIP CONSTRUCTION BY D.J. EYRES .chapter on corrosion control 3. WHY INERT GAS IS NOT PUT IN F.O BUNKER TANKS & LUBE OIL TANKS? WHEN THIS SAME BUNKER (F.O) IS CARRIED AS CARGO INERT GAS IS ADMITTED IN THE TANKS?WHY? It is always the size of the tank which matters for static discharge. Bunker tanks are comparatively small and cargo tanks are huge. Also the temperature which we maintain in bunker tanks are approximately 40 degrees maximum, and it is well below the flash point. 4. When exposed to direct flame in ASTM 635 Fire Resistance test, Chockfast Orange will burn, smoke and char for as long as it is exposed to flame. When the flame is remove, the fire goes out immediately. It has never melted under these conditions. In our lab a number of years ago we were able to get a very small sample of Chockfast Orange to melt. We placed the epoxy in a crucible and put it in an oven and then rapidly increased the temperature of the oven. After some time and considerable smoking we observed that the epoxy appeared to have melted. This was at approximately 315 deg C (600 deg F). This is however, absolutely no indication of what Chockfast Orange does under "normal conditions." Under normal conditions, Chockfast is contained in compression between two large pieces of steel - an engine and its foundation. Only the edges of the epoxy are exposed to any direct flame. Under normal conditions, the surrounding mass of steel dissipates the heat preventing it from reaching a temperature where it would slump or melt. In fire tests under normal conditions, a 4mm charred crust appeared around the edge of the Chockfast. This crust and the surrounding steel appeared to have protected the Chockfast, slowing the rate at which the internal temperature of the Chockfast increased. We found that only when the internal temperature of the Chockfast exceeded 100 deg C (212 deg F) did distortion of the Chockfast begin to occur. At this point, the temperature of the engine and surrounding steel will be significantly higher resulting

in failure of the equipment, oil temperatures above their flash point and severe damage to seals, insulation on wires, etc. and ......... The 80 deg C temperature referred to is a point where many marine classification societies limit chock loading. For most class societies, the total chock loading on Chockfast Orange chocks must not exceed 4.41 N/mm2 at 80 deg C. Total chock loading is a combination of the stress caused by hold down bolt tension plus the stress caused by deadweight loading divided by the effective area of the engine foundation being supported by the epoxy chocking material. 80 deg C was chosen because it represented the average temperature that a diesel propulsion engine mounting foot was expected to reach. Chock loading was not limited because epoxy chocks get soft above 80 deg C or because epoxy cannot withstand a load any greater than 4.41 N/mm2. Chock loading was limited by the class societies to ensure that over the 30 year life of a vessel's engines, there was no possible chance for the epoxy to deform and cause a misalignment. The compressive strength of Chockfast Orange is 131 N/mm2. This is almost 30 times the limit placed on Chockfast in precise alignment applications. In addition, the internal temperature of Chockfast Orange must exceed 100 deg C before it even starts to loose its any of its strength. For the internal temperature of an epoxy chock to reach 100 deg C the temperature in the engine room would have to be 3 to 5 times that for an extended period of time. If this occurs, engine alignment is the least of concerns. It is true that if there is an engine room fire, any structural damage or corrosion requiring hot work to repair near the chocking area, it may result in distortion and this may necessitate re-chocking the engine but this is true for any method of engine chocking. The issue is not that epoxy chocks begin to soften at high temperatures but rather that they loose their ability to hold a precise alignment over a long period of time as their internal temperature increases. To compensate, the allowable chock loading is reduced as temperatures increase. Likewise, as the temperature of the mounting foot decreases, the allowable chock loading increases. This is often called a "sliding scale" and shown on a chart with Maximum Chock Stress plotted against Chock Operating Temperature. Regarding hot work next to epoxy chocks, this should not be of concern. The epoxy will burn on the surface but will otherwise not be affected. More of a concern is what the heat from welding might do to deform the steel. Proper ventilation is highly recommended when welding or burning near any epoxy as the fumes can be somewhat acrid. I hope this has been helpful. I am available to answer questions regarding epoxy chocks at any time. It is important that people know the truth about epoxy chocks and how to install them. I have found that the most common reason for epoxy chocking problems is improper chock design precisely because people do not understand the material. The second reason for problems is poor epoxy installation practices. Other than these issues, I know of no other problems with epoxy chocking. They are cheaper, faster and easier to install that any other method of engine mounting. Chockfast Orange has been used for over 35 years to support main engines on all types of ships up to 84,000 hp. 5. Should a crank web deflection be carried out in drydock Crankshaft deflections can alter if the main bearing clearances change. The reason for this is the reduction of the "crown thickness" of the bearing bottom half that will lower the particular journal in question and the crankshaft will no longer be straight. Similar situation can arise if there has been any 'fretting' at the mating surfaces of the

underside of the bottom half bearing against the bearing housing on the transverse girder of the bedplate. Frettinmg is rubbing wear that can take place if for some reason or the other, the bearing is not tight in its housing. The main reason for change in the deflection readings is however not due to above. When a ship is afloat, the hull is seldom straight. There will almost always be some 'hogging' or 'sagging'. If one reads the ship's draughts forward, aft and amidships - the degree of deflection of hull will be immediately apparent. If mid-ship draught is more than the mean draught forward and aft it means the ship is sagging and if less then hogging. The greater the diffrenec between actual mid-ship draught and the mean draught, the more is the hogging or sagging. As the hull deflects, so does the double bottom tanks, so does the bedplate which is firmly secured to the tank top, and so does the crankshaft. Depending on the loading or ballasting condition, the carnkshaft deflection will change. If the deflection is too high, the first things to check are the ship's loading condition. This is why it is always recommended to record the ship's draughts when taking the crankshaft deflction. For similar reasons, once a set of deflections have been taken and it is desired to compare with the previous readings, such comparison must be made with an earlier reading taken under the same draught condition. A high deflection reading observed under an adverse loading or ballast condition will in most cases immediately turn normal when the conditioins are changed. Deflections should be taken from time to time under different loading and ballast conditions. It is recommended that deflections are also taken in drydock when the ship's bottom is straight. If the readings are high this will almost certainly be indicative of problems with bearings and the shaft line straightness. Firstly, you have to have that kind of feeler guage which is equipped with the standard measuring instruments for main engine, otherwise you have to order for that type of feeler guage!! If you want to make sure still, then you have to jack up the shaft and put a dial guage on top, base resting on the bearing cover. Once you start pumping, you will see a very slow change in the reading, and at a point suddenly there will be a steep and rapid change. This will happen only if the shaft is lying well flush on the bearing otherwise from the start itself, there will be a steep increment in the dial guage reading.

I used to think we should take deflections while the vessel is afloat,but now the Japanese practice is to take deflections in dry dock. I had done 3 dry docks with Japanese Suprentendents in Singapore Hitachi Dry Docks, They had Taken the readings always in Dry Docks. The reason they had given was all the stresses on the Main Bearings are relieved and on the Engine too. But at sea I always took it with vessel fully loaded and at Even Keel.

Firstly, you have to have that kind of feeler guage which is equipped with the standard measuring instruments for main engine, otherwise you have to order for that type of feeler guage!! If you want to make sure still, then you have to jack up the shaft and put a dial guage on top, base resting on the bearing cover. Once you start pumping, you will see a very slow change in the reading, and at a point suddenly there will be a steep and rapid change. This will happen only if the shaft is lying well flush on the bearing otherwise from the start itself, there will be a steep increment in the dial guage reading. Secondly, the readings can be judged that they are correct when your T-B = P-S ( APPROXIMATELY ), so if not then again the readings have to be checked and taken again properly considering every aspect and then recheked. If still they are not roughly equal, then please check the bearing clearances, foundation, foundation bolts, tank top, check for any cracks in the bed plate etc. 6. what are safeties provided with VIT system in Fuel pump to avoid run away of Engine?

VIT is incorporated with safety by using same control air in such a way that at any given moment air in the VIT cylinder will keep vit rack pushed in zero position.In case any failure takes place in VIT system all unit will be positively maintained at zero position unless you stop control air in vit system in emergency console

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