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62 Cards in this Set
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AUXILIARY SYSTEMS AND MACHINERY
1. Describe the procedure for testing the steering gear, prior to getting underway. |
1. Call the bridge to inform them of rudder and steering gear testing. First tested locally and then from the bridge.
2. Ensure that the circuit breakers from the electrical ties are closed (2 for each hydraulic motor, P/S, and 2 for each steering motor controllers, P/S). 3. Check the 4 oil level dipsticks. 4. Visually inspect equipment and check for loose gear and proper linkage to ensure no binding. 5. Rudder locks removed and stowed. 6. Ensure valves are lined up for normal operation. 7. Port steering motor to local, start motor and check hydraulic motor. 8. Check the trick wheel and make sure rudder indicators are correct. 10, 20, 30 degrees and make sure all moving parts are working. 9. Stop port and put STBD motor in local control, start motor and check trick wheel. 10. Shut down STBD motor and set both controls to bridge. 11. Call bridge and have them conduct test. 12. They will do hard to port then hard to STBD, make sure it lines up with the indicator. 13. Bridge repeats with non follow up joystick (unit) -NFO. 14. Test the same with STBD hydraulic motor. 15. Log the test in the Engine Log Book after completion. |
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2. Where can the AMR and shaft alley water tight doors be activated from and by what means?
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AMR: It can be activated locally by hand and automatically from both sides of the door,
automatically by the control console on the bridge, and by the hand pump station port side on the quarterdeck Shaft Alley: It can be activated locally by hand and automatically from both sides of the door, from the operating platform in the engine room, and by the hand pump station port side on the quarterdeck |
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3. Describe the operation of the MSD. Include all pumps and blowers. Describe the flow path of how waste enters the system and is eventually discharged overboard. Describe the purpose of the lift station outboard of the MSD.
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Two Blowers
Two Discharge Pumps One Chlorination Pump The MSD system receives retains, treats, and discharges sewage received from the salt water flushing system. The MSD unit is divided into three compartments, an aeration compartment, a settling compartment, and a chlorine contact, or disinfectant, compartment. Flow through the MSD is driven by gravity and displacement. Incoming sewage enters the aeration compartment where aerobic bacteria and microorganisms break down the waste material. An air compressor is used to provide a continuous supply of air to the aeration compartment through a diffuser made up of PVC piping located at the bottom of the tank. This air is needed in order for the aerobic bacteria to live and reproduce. The air also is helps mix and distribute the waste in the tank. From the aeration compartment the sewage flows into the settling compartment. 1 Justin Larson Jarad HoreyThe Hamworthy Super Trident Sewage Treatment units use aerobic principle of sewage digestion combined with the treatment of the final effluent. This system is capable of operating on salt, fresh, grey or black water. The aft MSD services the aft and mid house berthing while the forward MSD unit services the forward house. The lift station is used to store effluent while the MSD is shut down. There is a high and low level float in the lift station that are connected to two discharge pumps that will automatically pump the effluent overboard through the shore connection |
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4. Describe the contaminated steam system, including the contaminated steam boiler, the contaminated drain tank, and where the end result is of the CDT discharge.
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The CDT serves as a feed reservoir for the contaminated evaporator in addition to being
used for inspection of drains. The contaminated evaporator/boiler is a unfired, single effect, tube boiler heated by a coil inside of a pressure vessel, which is supplied with steam from the HP bleed or the 150lb system if the HP bleed isn't available. From the evaporator steam is supplied to 50psi steam supply and the reducing station for the 35psi steam system. The steam returns to the contaminated drain tank as a condensate for inspection prior to returning to the contaminated evaporator. The first stage of the CDT is for cooling the condensate and heating the evaporator feed water inside of the heating coil. The condensate will then enter the 2nd stage where it is inspected for contamination. The feed pump then returns the condensate to the evaporator. If the condensate is contaminated the system is dumped to the bilge. Heater/coils that have returns that lead to the CDT: • FO Heaters • FO tank heating • FO settling tank heating • Boiler fire side lancing • LO Purifier heating • LO settling tank heating • LO cooler • Burner bench • Galley heaters/pre-heaters • Ships heating |
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5. List five positive displacement motor driven pumps located in the engine room.
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• LO service pump and standby
• FO service pump and standby • FO transfer pump • In port feed pump (Aldrich pump) • In port LO feed pump • Turbo Generator hydraulic power unit pumps (2) • TG LO starting pump (2) • Turbine LO starting pump to feed pumps (2) • Wartsila pre-lube pump • Stern Tube LO Pump • Air Blower pumps (MSD) • LO transfer pump • OWS pump • Sewage discharge pumps • DO transfer pump • DO cold start pump |
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6. List ten different heat exchangers (shell and tube and/or plate and frame) that have salt water flowing through them as a cooling medium.
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• Main engine LO coolers
• Feed pump LO coolers (2) • Auxiliary Condenser (2) • TG LO coolers (2) • Air box coolers (3) (for Wartsila and TG) • Main Condenser • Old House refrigeration condenser • Old House AC condenser (2) • AMR AC condenser (2) • Nyrex Distillate Cooler • Wartsila Jacket Water Cooler (2) • Aqua-Chem Evaporator ◦ Distillate Cooler ◦ Air Ejector Condenser ◦ Feed Heater • Boiler testing/sample water line |
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7. List ten pumps that have bilge suction, direct or through another system connection.
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General Service Pump
• Oily Water Separator • Hulk Pump (Steam Reciprocating Pump) • Fire Pump in AMR • Main Circulation Pump • AMR Salt Water Circulation Pumps • Bilge and Ballast Pump • Wilden Pumps (fixed and portable) • Port and Starboard Independent Bilge Suctions • Chiller Circ Pump 1 and 2 |
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8. Describe the salt-water service system. Include all pumps that can feed the system and what the system provides salt water to.
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• Main Condenser Circulating Water – This system supplies cooling water to the main
condenser and to the main lube oil coolers. Circulating water is supplied to the main condenser through a scoop type system during normal ahead operation. A main circulating pump with a capacity of 11,000 gpm at a head of 7.3 psig is provided for service during low speeds, maneuvering, astern and stand-by operations. The pump is provided with independent, high and low sea suctions and there is a common overboard discharge from the main condenser. Emergency circulating water may be supplied to the main condenser by the turbo generator circulating system (auxiliary circulating system). • Turbo Generator Circulating System (Auxiliary Circulating System) – This system supplies cooling water to the auxiliary condensers and the turbo generator lube oil and air coolers. It is supplied with cooling water by two motor driven centrifugal type pumps, each having a capacity of 1700 gpm at a head of 13 psig. The auxiliary circulating system is cross connected with the main circulating pump system. A stand-by connection from the sea water service system is provided for the generator turbine lubricating oil and air coolers. • Salt Water Service ( Cooling and Refrigeration Condensing) Stand-by Service to generator lubricating oil and air coolers, refrigeration and air conditioning condensers, contaminated drain and inspection tank cooler, control air compressor, boiler water test sample cooler. Salt water is supplied to the salt water service main by the general service pump, with supplemental service provided by the salt water service pump. Emergency flow can be provided by the fire main system, with a 125 psi to 30 psi reducing station. • Distilling plant feed and brine overboard – This system supplies salt water to the distilling plants for distillation. It also provides the means for carrying salt water (as brine) from the distillers to the overboard discharge connection. Each distiller has its associated feed pump and discharge pump. • Fire Main – Supply water to the fire stations to combat fires. Also serves as an emergency supply for salt water service system |
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9. Describe in detail the steps necessary to change the steering gear system from the port motor/pump to the starboard motor/pump.
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Set the control boxes in the steering gear room to local and change motor manually. The bridge
usually has control and can switch motors. |
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BOILERS
10. Prior to relieving the watch, what should the senior water-tender check? Include all pumps, pressures, temperatures, tanks in service, etc. |
Before relieving the watch, the oncoming watch should make a complete round of the ER
including the following: • FDF – check motor bearings for excessive noise or or heat. • DC Heater – Temperature 250F and level • Boiler Equipment ◦ Proper water level in gauge glass ◦ Main and Aux feed line for line up and operation of regulator ◦ Flame in firebox ◦ Carbon build-up on diffuser ◦ Burners online ◦ Check boiler superheat pressure and temperature 600 psi and 750F ◦ Which boiler is the master sender sensing ◦ Combustion Control Plastic Tubing isn’t cracked between boilers ◦ Control Air 140 psi steam atomization 150 psi ◦ Stack Gas Temperature and Color • Boiler Operation ◦ MUF taking place ◦ Blow Down ◦ Chemical Testing ◦ Boiler Injection • Fuel Oil ◦ Settler Temperatures (100F), Level, Settler in service ◦ FO Service pump discharge pressure (350 psi) any unusual noise ◦ FO coarse strainer in service • Feed Pump ◦ Sump Level ◦ Oil Pressure ◦ Temperature ◦ Discharge Pressure (675psi) ◦ Governor Oil Level ◦ Check other pump is ready to be started • FO Heater temperature (190F) which heaters are online • Which Fine strainer is online |
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12. Where are the superheater steam vent valves and line located, where does the line vent to and when should it be opened?
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The super heater vent valves and line are located on the discharge side of the superheater
before the main steam stop valve fwd of the boilers on the main operating level • The vent line vents to the sky pipe which vents to atmosphere • Valve Open ◦ Prior to light off and closed once boiler is online and supplying steam ◦ Prior to secure the boilers to allow steam to flow while the boiler cools ◦ Any time there is a interruption of steam flow |
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13. Describe how to take the starboard boiler off the line and secure it after "finished with engines (FWE)" is received. Assume that the port boiler will be left on the line to provide steam for the auxiliary plant.
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Switch master sender sensing line to sense the port boiler
• Open superheater vent to ensure flow through superheater • Close all steam stops back to the superheater outlet (main steam, bulkhead, turbo generator, desuperheater stop) • Secure fires to the boiler, leaving atomizing steam on the burners until cooled then remove and clean burners. • Run forced draft fan for five minutes with all registers open and then secure to clear the furnace of combustion gases • Monitor the drum pressure and water level to prevent a low level casualty as residual generation is taking place. • At 30 psi drum pressure open the steam drum vent to allow the drum to equalize pressure with the atmosphere as it cools which prevents the formation of a vacuum which will disrupt the drum seals • Once generation stops blow down the drum if necessary • Log Shutdown |
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14. What are the indications that a boiler generating tube has ruptured and what actions should the watch take to control this casualty? Assume steaming full ahead at sea, and that both boilers are on line.
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Indications
• Sudden drop in pressure • Difficulty or inability to maintain water level in the affected boiler • You maybe able to hear it • Water in the furnace • Disruption of the flame pattern • Loss of water in the DC heater • Steam coming out of the stack • Excessive use of MUF Actions • Call bridge and slow down • Secure fuel to burners • Watch the other boiler so as to not cause damage to good boiler • Speed up blowers to carry steam up the stack • Secure boiler stops • Slowly lift safety valves by hand to relieve steam pressure • Continue to feed boiler in order to maintain water level until boiler has been cooled, except when failure was caused by low water, a large leak, or if the failure is below the water level. • Allow boiler to cool slowly • Notify bridge of action being taken to correct the situation, estimate the time necessary to make the repairs • Plug the tube and perform a hydrostatic test |
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15. Why is it necessary to purge a boiler prior to lighting off and explain how to properly purge the boiler?
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Purge a boiler in order to remove any combustible gases that have built up in order to
prevent a boiler explosion. • This is done by turning on the forced draft fans on high and fully opening the air dampers |
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16. Explain the function of the boiler master sender line? Where does it connect to the boiler? When should it be opened?
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• Used to control the superheater outlet pressure by controlling the fuel air ratio.
• The superheater outlet pressure and bourdon tube to the combustion control cabinet. • It should be opened when lighting off the lead boiler. (One boiler at a time) • Located at the fwd end of the boilers underneath the catwalk |
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17. While steaming underway, a high water level alarm sounds in one boiler. What could cause this and what should be done?
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• Feed water regulating valve sticking open – or by a feed pump delivering to much
pressure/water ◦ Confirm that a high water level does exist ▪ Check the remote level indicators ▪ Check the gauge glass on the boiler – Blow down the gauge glass to confirm the water level in the boiler ◦ Once a high water problem is determined to exist, notify the bridge that the ship will need to slow down if the boiler needs to be secured. ◦ If the boiler is out of sight high, secure the fires as carryover may have already occurred ◦ Use the manual check valve to return the water level to normal, then switch feedwater regulators and see if the auxiliary regulator can maintain the water level ◦ If the water level cannot be maintained, use the surface blow to drop the water level ◦ If the high water level cannot be fixed secure the fire to the boiler until the source of the problem can be located. • Foaming ◦ Test the boiler water and surface blow if necessary |
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18. Describe the process of blowing tubes on the port boiler. Include how the system is warmed up and the sequence for blowing the soot blowers.
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Soot blowing is done to remove build up of soot (carbon) from the exterior surface of the boiler
tubes which decreases the heat transfer rate. The system is warmed up by cracking the desuperheated steam supply valves. The normal sequence of soot blowing is to follow the gas flow through the boiler. • Economizer • Blower nearest the burner • Then up through each blower including the economizer • 5,6,7,1,2,3,4,5,6,7 Procedure • Call Bridge • Crack root valve and secondary valve on the soot blowing steam line. Crack open drain. Let it warm up • Open root and secondary atomization steam valve, and close drain • Open air valve to the soot blowers, and the soot blower control board • From the control board activate the soot blowers in general order starting by blowing the three in the economizer then go from the bottom of the boiler to the top • Close off primary and secondary atomization valves, and open drain wide • Secure air to soot blowers and control board |
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COMPRESSED AIR SYSTEM
19. . In the event of the loss of compressed air while underway at full ahead, describe what you would do to continue firing the boilers and keep the plant going. Include all air reducing stations and control valves. |
Notify the watch engineer
• Attempt to restart the compressor ◦ If unable to restart the compressor open the cross connect valve to supply air to the system from the ships service compressor. • If due to a leak in the system then manually regulate: ◦ Feed Water Regulator ◦ 35lb auxiliary steam system ◦ 150lb air ejector reducing station ◦ 150lb auxiliary steam reducing station • Open TG steam stop valves • Shut down any auxiliary systems that use control air until the leak is fixed |
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20. What could cause a reciprocating air compressor to run continually and why is this
detrimental to the compressor? |
Causes:
• Large demand on the air system • A sizable leak in the system • A failure of either or both stages of the discharge valve • Failure of the cylinder un-loaders Running the compressor continuously causes premature wear of the compressor parts and degrades the total plant efficiency. |
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21. List all compressors located on board the vessel and what system(s) they serve.
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• AMR
◦ Quincy QR-25 Heavy Duty Industrial Air Compressors (2) ▪ Wartsila start air ▪ Sprinkler air charge ▪ Crossed over to AMR Sull Air System ◦ Sull Air Compressor ▪ Ships service air ▪ Control air ▪ Potable water pneumatic tanks and flushing • Main Engine Space ◦ Rotary Screw Air Compressors (2) ▪ 1 for ship service air ▪ 1 for control air |
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23. . Name and describe the purposes of all Steam Turbine Generator trips.
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1. Over speed trip:
a) Secures unit if the turbine reaches more than 11,013 RPM 2. High turbine exhaust pressure (loss of vacuum): a) Secures unit if pressure in the condenser reaches 5 psig 3. Excessive vibration: a) There is a vibration sensor on either side of the turbine that will shut down the unit if excessive vibration is sensed 4. Loss of lube oil pressure: a) Trips at 3-4 psi 5. Local manual trip: a) Knob is located at the HP end of the turbine 6. Remote electrical trip a) Using the Unload SSTG button on the console b) Solenoid used to stop LO which closes the steam inlet valve to the turbine |
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24. Describe the procedures for placing a turbo generator on the main bus in parallel with an
existing generator supplying the main bus and balancing it such that each generator shares the load equally |
1. Adjust the frequency of the TG using the prime mover governor to 60.1 Hz
2. Adjust the voltage slightly above the bus voltage by using the voltage regulator (about 460 V) 3. If not already on, turn on the syncroscope 4. Make sure the syncroscope is turning slow in the fast direction 5. Close the breaker when the syncroscope reaches about 5 minutes before the 12 o’clock position 6. To balance the load: a) Balance the kW load with both of the prime mover governors at the same time (one up, one down). The frequency should not change b) Balance the amp load with the voltage regulators at the same time (one up, one down) |
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25. List the kW and kVA rating for each generator on the Kennedy and what type of prime
mover it has. |
Wartsila
◦ Diesel Engine ◦ 1300kW ◦ kVA • Turbo-Generator ◦ Steam Turbine ◦ 750kW ◦ 937.5kVA • Emergency ◦ Diesel ◦ 315kW ◦ 394kVA |
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26. . Describe the process for reducing electric load from the main switchboard in case of an
emergency. |
To reduce the load in case of an emergency all non-vital equipment, such as air conditioning
units, can be stripped from the main switchboard |
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27. Name 2 electrical characteristics that the syncroscope indicates. How should the
syncroscope appear when you parallel generators? |
The synchroscope indicates the speed and the frequency of the incoming generator relative to the
bus frequency. It also indicates when the incoming generator and bus waves are in phase. The incomeing generator should be rotating slowly in the fast (clockwise) direction. At five minutes before “12 o’clock” the breaker should be closed. |
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EMERGENCY GENERATOR
28. Describe in detail the starting and operating procedures of the Emergency Diesel Generator during a manual test. How often and for how long should this test be performed? |
USCG CFR's require the emergency diesel generator to be run for a minimum of 2 hours ,
under load, per month. • Pre-start ◦ Check Oil level and Expansion tank level ◦ Ensure the air shut down damper from the turbocharger is open ◦ Ensure emergency stop is reset ◦ Check that the battery starting voltage is 24V or higher ◦ Check fuel tank level ◦ Ensure fuel oil supply and return valves are open ◦ Check for any loose parts or anything that could be problematic • Starting ◦ Set toggle switch to “ON” ◦ Set engine mode switch to Manual (Engine should start) • EDG Running ◦ Check ▪ Oil Pressure ▪ Jacket Water Temperature ▪ Fuel Pressure ▪ Air Flow ▪ Switchboard ◦ Ensure dampers opened automatically ◦ Open bus tie to the man switchboard ◦ Place emergency generator on the emergency switchboard for two hours |
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29. If electrical power was available from the emergency board only, what is the procedure for
feeding back to the main board? |
Call down to the engine room and have them strip the switchboard
• Strip all the non-essentials from the emergency board. (most are essential) • Close the main switchboard emergency tie breaker and close the emergency switchboard tie breaker • Use the key override to begin back feeding power to the main switchboard • Monitor the load on the emergency switchboard gauges to prevent overloading of the emergency generator as equipment is placed online |
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30. When the emergency diesel engine has automatically started as a result of main bus
voltage loss, what should the engineer check to make sure the engine and generator are functioning properly? |
Check
◦ Oil Pressure ◦ Fuel Level ◦ Coolant Temperature ◦ Exhaust Gas Temperature ◦ RPM ◦ Air Flow through the EDG room ◦ Air Dampers Opened ◦ Electrical Load (Amps and Voltage) |
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EVAPORATORS
33. List all tanks that contain reserve feed or potable water on the vessel and their capacities. Identify whether the water is used for reserve feed or potable water. Describe how you determine a level in these tanks |
Potable Water Tanks (tons)
◦ 2 in 5 hold port and starboard in shaft alley Port 186.65 Starboard 187.35 ▪ determine the level in the tanks by reading the water level in the tube ◦ 1 in 5 hold starboard uppertween deck forward of the boiler 39.50 ▪ determine the level in the tanks by reading the water level in the tube and the petcocks located next to the sight glass • Reserve Feed Tanks (tons) ◦ 2 distilled water tanks in 5 hold port and starboard on the upperdeck next to the force draft fans Port and Starboard 10.59 ▪ determine the level in the tanks by reading the water level in the tube ◦ 3 reserve feed tanks located on the lower level of the engine room Port Tank 43.10 Starboard Tank 36.16 and Centerline Tank 65.80. ▪ Determine the level in the tanks by taking an innage at each of the sounding tubes. ◦ 2 make up feed tanks located in 5 hold port 302.2304 and starboard 282.3831in shaft alley ▪ Determine the level in the tanks by taking an innage at each of the sounding tubes. |
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34. What type of chemical feed treatment is used in the Aqua-Chem evaporators, where is it
injected into the feed system and how is it metered? Provide two reasons chemically treating the sea water feed to the evaporators? |
Ameroyal Chemicals
◦ Feed ▪ Air Ejector ▪ Feed Heater ◦ Reasons ▪ Reduce Scaling ▪ Anti-Foaming Agent ◦ Metered using a positive displacement diaphragm metering pump |
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FEED AND CONDENSATE
35. What are the causes of rapidly falling DC heater level, and what are the ways to restore the level? |
• Main Condensate Pump Failure
◦ Slow down, Start Back-up pump or restart the pump that failed • Leaking Boiler Tube ◦ Secure and cool the boiler to plug the leaking tube • Dump Valve being Accidentally Opened ◦ Close the valve • Feed Water Leak Anywhere Between the hotwell and the DC heater ◦ Fix it |
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36. What can happen if the auxiliary exhaust pressure drops too low?
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• DC Heater
◦ Will not function correctly ◦ Water level will drop • Flashing at the feed pumps • Gland Sealing Steam Failure • Evaporators trip if running |
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37. Describe all the components of the main condensate system from the hotwell to the DC
heater. List the approximate temperatures and pressures at the outlet from each component when the ship is underway at full ahead. |
• Cond/Hotwell 28”Hg 87F
• A/E outlet 58psi 94.7F • 1st Stage Heater 52psi 180F • DC Heater 31psi 278F |
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38. . Describe how to line up and start a main condensate pump
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• Open suction valve
• Open sealing line • Open vent line to hotwell • Start pump • Open discharge valve |
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39. Describe how MUF is added into the condensate system from the various reserve feed
tanks. List all tanks that can be vacuum dragged to add MUF. |
MUF is added through the main condenser or the auxiliary condensers by vacuum dragging
reserve feed from one of the reserve feed tanks. To add MUF to the main condenser open the valve between the forward end of the LP turbine and the backside of the operating console. To add MUF to the auxiliary condenser open the valve below the watch officer's desk at the port end of the operating console. The left valve adds it to the outboard auxiliary condenser and the right valve to add it to the inboard auxiliary condenser. • MUF can be taken from the 5 stbd., 5 Center, and 5 Port, the port and starboard distilled tanks, and from the 6 port and starboard double bottom tanks |
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40. List all components of the main steam system in proper sequence starting from the steam
drum with proper temperatures, pressures, and fluid states based on a normal underway condition |
Component Pressure Temp Component Pressure Temp
Steam Drum 600 486 Air Ejector Inter Condenser 58 87 Dry Pipe 600 486 Air Ejector After Condenser 58 94.7 Superheater 600 850 Gland Exhaust Condenser 52 97.4 Main Steam Stop Valve 600 850 Drain Cooler 52 104 Bulkhead Stop Valve 600 850 LP Feed Heater (1st Stage Heater) 52 179.4 Strainer 600 850 Deaerating Feed Heater 31 278 Throttles 600 850 Main Feed Pump 650 281 High Pressure Turbine 600 850 Main Feed Stop Check Valve 650 281 LP Turbine 65 297 Main Feed Regulating Valve 650 281 Main Condenser 28.5"Hg 87 Main Feed Stop Valve 650 281 Hotwell 28.5"Hg 87 Economizer 650 281 Main Condensate Pump 62 87 Steam Drum 600 486 |
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41. Assume that the pressure inside the DC heater is 15 psig. The height of water from the DC
heater to the feed pump suction is 42 feet. Calculate the pressure at the feed pump suction. Show all work. |
42 feet / 2.307 ft/psi = 18.205 psi
18.205psi + 15 psi = 33.2 psi |
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42. . List and explain five causes for the loss of vacuum from the main condenser.
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• Insufficient cooling water – sea water pump stopped or tripped
• Flooded hot well – condensate pump tripped • Air leakage – air leaks at turbine glands • Air Ejector problems – low pressure air ejector steam • Overloaded condenser – overloaded turbine |
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FIRE FIGHTING AND SAFETY
43. Describe all of the fire pumps aboard the vessel including prime mover, location, operating pressure, local and remote starting locations (if applicable), and power source (AC, DC, Steam, Air, Main Bus, Emergency Bus, etc.) |
• Shaft Alley
◦ Start: Local, Engine Room Main Console ◦ Prime Mover: Electric Motor (440V, 60 Hz) ◦ Switchboard: Breaker EP400 on the P2 on the 440V AC Emergency Diesel Gen Bus, 500 GPM • Lower Main Engine Room (Biggest Fire Pump) ◦ Start: Local ◦ Prime Mover: Electric Motor (440V, 60 Hz) ◦ Switchboard: Breaker P415 on the 440V AC Main Bus, 2 stage, 800 GPM • AMR ◦ Start: Local, Bridge ◦ Prime Mover: Electric Motor (440V, 60 Hz) ◦ Switchboard: Breaker P2 on the 440V AC AMR Bus, Single Stage, 425 GPM, Don't need to line anything up so it can just be started up from the bridge. • Operating Pressure ◦ Capable of 125 psi at full shut off head ◦ Must be able to deliver a constant flow pressure of 50 psi from two highest independent fire hydrants at the same time |
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44. Be prepared to describe the procedures for lining up and placing in service any fire pump.
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All fire pumps should be left with the suction and discharge valves open so that the pump may
be started remotely in an emergency. To put in service: • Open suction and discharge valves • Vent casing until water flow out of vent • Start Pump |
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45. List all equipment located in the engine room that can be used to combat a class “B” fire.
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• Fixed CO2
• Semi-portable CO2 • Dry Chemical Extinguisher • Sand • Steam smothering for the double casing |
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46. Describe the process for starting a diesel engine in a lifeboat
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• Check the oil levels
• Check the coolant level • Check transmission fluid • Check that the fuel supply and return are open • Turn battery bank onto both • Put gear selector into neutral • Pull shifter handle outward to disengage clutch and then push forward to engage high idle • Ensure pull to stop knots are pushed in all the way • Turn on ignition • Push the start switch |
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FUEL OIL SYSTEM
48. List the steps to properly change over and clean the fuel oil discharge strainers. |
To change over strainers, lift the locking lever and move it over. To clean the filter, drain the
filter housing, loosen the nuts on the cover, crank the cover to vent, then remove the cover and strainer basket. Disassemble and allow to soak in diesel oil, clean and reassemble. |
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49. Describe what steps you would take if you noticed fuel oil in the contaminated drain tank
during your rounds. List all the possible sources of contamination. |
If fuel is found in the CDT:
• Secure the flow of contaminated water to the ADT and drain the CDT to the bilge. • Once the CDT is drained, clean it out of all the oil. • Inform the watch engineer and look for the possible sources of contamination. Open the drain from each of the coils leading to the CDT located before the steam trap • Some sources are FO heater failure, FO settling tank heater failure and FO storage tank heater failure, LO sump heater, LO tank heater, LO centrifuge heater. |
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50. Describe the various indicators of water in the fuel oil supply to the burners. What steps
would you take to keep the boilers on the line if there was water in the fuel oil supply and how can you rid the fuel lines and settlers of water? |
Burners sputter or are extinguished, service pump races and/or noise level rises, erratic FO pump pressure, excessive accumulation of slag on the firesides. Causes are quality of the fuel,
residual water ballast in fuel tanks, ineffectual use and operation of fuel oil settling tanks, and malfunctioning or incorrect operation of valves in fuel supply steam. • Notify and keep the watch engineer informed whether or not fires have been lost and the status of the boilers. • Immediately secure all but one burner( the operation of one burner will prevent lighting off from brickwork on firewalls) • Continue operation of blowers, maintaining approximately two inches of air pressure within the air casing. • Start stand-by service pump on standby service tank. • Engine control must notify the bridge of the casualty, action being taken and estimated time necessary to make repairs. Request from bridge to make speed adjustment if necessary. Close down on throttles as necessary to maintain steam pressure. Request permission from bridge to discharge contaminated fuel oil in compliance with Oil Pollution Act. • When directed, discharge contaminated fuel oil to the slop tank. • When required, to comply with the Oil Pollution Act, shift fuel oil service suction to the stand-by service tank. Make a thorough inspection, determine the source of contamination and make necessary repairs. |
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51. Describe the correct procedure for changing over fuel oil settler suctions
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The process for changing over settler suctions is completed from the fore board. Open the
suction valve for the oncoming settler, let the fuel oil service pump draw off of both suctions then slowly close the suction of the off going settler |
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LUBE OIL
53. What alarms are associated with the main engine lube oil system? What does each alarm mean? |
• Low LO pressure to main engine – not enough pressure in LO system
• Standby pump running – LO service pump has cut out • Low level in gravity tank – low level in the gravity tank is sensed by a float indicator • High LO temperature – LO temp coming out of cooler is above 130F • Low sump level – indicates the sump level has dropped |
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54. List all equipment in the machinery spaces with sumps that use main engine lube oil as a
lubricant. |
• HP and LP turbine bearings
• Main thrust bearings • Line shaft bearings • Feed pumps • TG's • Main engine • Stern tube • Standby LO and FO pumps |
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MAIN ENGINE
56. Describe the procedures for warming up the main engine and preparing it to receive bells. Assume that two turbo-generators are online and both boilers are on the line. Describe the lube oil system, jacking gear, line shaft inspections, main circ, and main condensate. Describe how to warm up the main steam system from the boilers to the throttles. |
• Prepare the stern tube and line shaft bearings
◦ Line up stern tube system and check LO levels ◦ Start LO circulation pump ◦ Check the line shaft LO levels • Line up and start the main LO system ◦ Inspect LO strainers and rotate the handle for the strainer to the main engine governor and the throttles ◦ Heat the LO with the LO heater and circulating pump from the sump to the gravity tank (to 90°F) ◦ Line up the electric motor driven and the turbine driven LO pumps ◦ Line up thermostatic valve ◦ Line up one LO cooler ◦ Open valve to gravity tank, bypass around the gravity tank check valve, and leave the gravity tank drop valve closed until the alarm tests are completed ◦ Start the electric motor driven LO pump ◦ Check the system LO pressures (pump discharge pressure should be around 70 psi, and the pressure to the bearings should be around 12 psi) ◦ Start the stand by (turbine driven) LO pump ◦ Check that the overflow is visible in the gravity tank return bulls eye ◦ Verify adequate oil flow in the sight glasses for all turbine and gear bearings • Test LO system alarms ◦ When LO tests are complete, open the gravity tank drop valves • Engage the jacking gear ◦ Call the bridge and verify wheel (prop) clearance ◦ Ensure the throttles and astern guarding valve are closed ◦ Hang the jacking gear engaged sign on throttles ◦ Engage the jacking gear ◦ Start the jacking gear motor at the controller box ◦ Listen for any unusual noises • Line up and start the main circulation system ◦ Open the high sea suction ◦ Open the main condenser overboard discharge ◦ Open the 10” overboard line ◦ Open the inlet valve to the LO cooler ◦ Start the main circulation pump (discharge pressure should be 8-12 psi) • Line up and start the main condensate pump ◦ Open the suction valve, casing vent and seal water valves ◦ Start the pump and open the discharge valve (pressure should be 70 psi) ◦ Open the recirculation valve no more than one turn • Line up and start the gland seal system ◦ Open the gland exhaust, the gland seal regulator dump, and the gland leak-off ◦ Drain the line and admit 150 psi steam to the regulator ◦ Adjust the seal steam pressure to 1.5-2.5 psi • Line up and start the second stage air ejector (only one set) ◦ Open the condensate outlet, the second stage suction, the first stage suction, the loop seal drain valves ◦ Line up and drain from the after condenser to the ADT ◦ Drain the line and admit 150 psi steam to the second stage air ejector • Warm up the main engine ◦ Ensure that the astern guardian, ahead and astern throttles, main steam stop and bulkhead steam stop valves and the HP, IP, and LP bleed valves are closed ◦ Call the bridge and request wheel clearance to roll the shaft with steam ◦ Disengage jacking gear and remove sign ◦ Ease the throttles off their seats and close gently ◦ Open turbine drains to main condenser ◦ Open the throttle drains ◦ Open bulkhead stop valve drains ◦ Open the astern guardian valve ◦ Open the warm up valves (runarounds) on the main steam stop and allow the steam lines to warm and clear of condensate for 15 minutes through the bulkhead stop drains ◦ Open the main steam stop valves wide, close the main steam top runarounds, and open the bulkhead stop runarounds, allow the line to drain through the throttle drains ◦ Open the astern throttle and close when steam chest pressure drops. Allow steam pressure to build back up and repeat the procedure 3 to 5 times to rid the lines of any remaining condensate then repeat the procedure for the ahead throttle ◦ Close all drains and open the bulkhead stops wide ◦ Open astern throttle and roll turbine astern, 3-5 rpm, then close throttle, open ahead throttle and roll turbine ahead 305 rpm, then close throttle. Repeat for at least 30 minutes ◦ When main engine has reached 500°F, open the first stage air ejector steam, and raise vacuum to normal ◦ Call bridge and announce that engines are ready to take bells |
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57. What are the tests necessary to prepare a vessel to get underway, per the CFR's
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• Steering Gear Test
• Whistle Test • EDG Test • Engine Order Telegraph Test • Rudder Angle Test • General Alarm |
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58. List the steps to properly secure the steam to the main engine after FWE, including the
use of the jacking gear. Assume that two boilers are going to be left online |
• Take counter and FO readings
• Close all steam stops • Open throttle drains • Engage the jacking gear • Break vacuum by securing steam to the air ejectors • Secure gland sealing steam when vacuum is down to zero • Ensure all bleeds are closed and open the casing drains • Disengage jacking gear when bearing temperatures reach ambient air temperatures • Secure the main lube oil system • Secure main circulation system • Secure steering engine and lock rudder |
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59. Describe when and why the various turbine extractions are used.
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• HP bleed
◦ Contaminated evaporator • IP bleed ◦ Combustion air heaters ◦ Auxiliary exhaust system • LP bleed ◦ 1st stage heater ◦ Flash evaporator |
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60. Describe where the main engine turbine casing drains are lead to and why
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Main engine casing drains are directed to the main condenser because the steam used to heat up
the engine is clean and easily condensed. This also allows the turbine casings to be drained while there is a vacuum on the system. |
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61. Describe the gland sealing system for the main engine turbines and include normal
operating pressures of the gland sealing system for a full ahead condition. |
The gland sealing system for the main engine normally supplies 1.5 – 2 psi from the auxiliary
steam system. This gland sealing system is designed to seal the turbine casings to prevent steam leaking out to the engine room and to prevent air leaking into the casing. At full ahead the system operates with 2 psi. |
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62. Describe and draw a simple line diagram of the tail shaft seal and oil supply system on the
TS Kennedy |
The tail shaft seal is oil lubed. The aft seal is supplied by a 270 gallon head tank that supplies
oil to the three aft seals to keep sea water from leaking by the shaft. A 1 gallon stern tube tank supplies lube oil to the two forward seals that keeps air from leaking along the shaft. The oil flows through the bearings to a storage tank. A circ pump is used to send lube oil from the storage tank to the head tank if the oil temp rises above 100°F in the system. |
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MISCELLANEOUS
63. What are the conversions for: a) PPM to one grain b) Cubic inches to one gallon c) Gallons of fresh water to one long ton d) Inch of water to psi e) Foot of water to psi f) Inch of Hg to psi |
a) 10 ppm = 1 grain
b) 231 cubic inches = 1 gallon c) 1 long ton = 268.58 gallons d) 1 psi = 27.7 in of water e) 1 psi = 2.21 ft of water f) 1 psi = 2.04 in Hg // .491 psi = 1 in of Hg |
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64. Discuss the operation of the Oily water Separator, including OPA 90 regulations
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• Oily water is drawn into the separator by the system pump which is located on the outlet
of the separator to prevent formation of mechanical emulsion. • The fluid enters the separator near the bottom of the vessel called the solids sludge collection chamber. Most of the oil separates from water immediately due to the differences in specific gravity and the reduced flow velocity inside the separator. The fluid flows upward through the separating media matrix while solids and sludge drop to the bottom of the vessel. • The fluids exit the separating media where the oil continues to flow to the top of the vessel called the oil collecting chamber, due to the difference in specific gravity. The water is then drawn downward through the polishing pack of polypropylene beads. The polishing pack coalesces any residual oil that may be left in the water until large enough to break loose and rise to the coil collecting chamber. • When sufficient oil has collected in the oil collecting chamber, the oil sensing probes create to signal to stop the pump and open the clean water inlet valve. Water flows through the polishing pack and displaces the accumulated oil which is discharged through the oil discharge line. After the oil has been removed and the oil sensing lines are once again immersed in water, the system returns to separating mode. A stream of the processed water discharge is fed through the oil content monitor to continuously monitor the oil content in ppm. If less than 15 ppm, the processed water is discharged normally and if it is greater than 15 ppm, then the water is diverted for recirculation and reprocessing. |
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65. Describe the process for calculating slip based on information received from the noon slip.
What is the significance of negative slip? |
• Observed Distance = Actual distance traveled
• Distance by Engines = Calculated distance traveled • Slip = Observed Distance – Distance by Engines • Greater then 100% slip = negative slip ◦ outside forces added to ships speed • Less then 100% slip = positive slip ◦ outside forces slowed the ship down E = (6080*D)/(P*N*T) % Slip = 100% - E% T = Time (Minutes) N = RPM P = Propeller Pitch (Feet) E = Efficiency of the Propeller as a Decimal D = Observed Distance (Nautical Miles) P*N*T = Distance by Engines (Feet) |
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66. Describe how you calculate average RPMs for the end of the watch assuming that you are
performing the calculation 30 minutes before the end of the watch. Specifically, calculate the EOW RPMs for the entire 4-hour watch, estimating the final 30 minutes of RPMs. |
Counter = Shaft RPM counter reading (round the last number to the closest 0)
Correction = Current Shaft RPM X Number of Minutes Until the Watch Ends End of Watch Counter = Counter + Correction (round the last number to the closest 0) Previous Counter = End of Watch Counter from the previous watch Watch Revolutions = End of Watch Counter – Previous Counter Steaming Minutes = Number of minutes shaft has been turning for the watch (240 min per watch)* Average RPM = Watch Revolutions / Steaming Minutes |
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REFRIGERATION AND HVAC
67. List five causes for abnormally high refrigeration box temperatures. What corrective action should be taken for each cause? |
• The box door is open – close the door and wait for temperatures to drop
• The box was recently filled/loaded – give system time to drop to right temperature • The evaporator is frosted up due to it not going through its defrost cycle – troubleshoot and repair the defrost cycle • Diffuser fan failure – cold air not being circulated – troubleshoot and repair • Compressor failure – shut down, troubleshoot, repair • Condenser failure – shut down, troubleshoot and repair • Flow control plugged with water – frozen expansion valve – pump down system to condenser and pump out old refrigerant/water mixture, search for leaks and recharge with new refrigerant • Low refrigerant in system – search and repair leaks, add refrigerant • Faulty switches/thermostats – troubleshoot and replace faulty components • Failure of the box solenoid valve – troubleshoot and replace |
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68. List all the causes of automatic shut down of any of the R-134a refrigeration compressors.
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• Water pressure switch due to loss of water flow
• Low pressure cut out • High pressure cut out safety switch • Low oil pressure cut out |
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69. Describe a typical R-134a refrigeration cycle, listing the components.
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• Main Components
◦ Compressor ◦ Condenser ◦ Thermal Expansion Valve ◦ Evaporator • Temperatures and Pressures ◦ The low side has a typical temperature and pressure of 0 psig and 0F ◦ The high side is typically 110 psig and 120F. |
