SEMESTER 7: AMT (4.01.2016)

                                            INDIAN MARITIME UNIVERSITY

                                            (A Central University, Govt. of India)

                                                B.Tech. (Marine Engineering) - Semester - VIII

                                                 December 2015 End Semester Examinations

                                                       Advanced Marine Technology

                                                         Subject Code: UG11T1804

                                                                                                              Time: 3 hrs Max Marks: 100

                                                                                                              Date: 4.1.2016 Pass Marks: 50

                                                     Part - A (3x10 = 30 Marks)

Compulsory Question

1. (a) Expand the following abbreviations :-

MARVS: Maximum allowable relief valve setting

IBC: The IBC Code provides an international standard for the safe carriage in bulk by sea of dangerous chemicals and noxious liquid substances listed in chapter 17 of the Code.  

To minimize the risks to ships, their crews and the environment, the Code prescribes the design and construction standards of ships and the equipment they should carry, with due regard to the nature of the products involved.

TLV : Threshold Limit Value

OCIMF :Oil companies international marine forum

IAPP: International Air pollution prevention 

(b) Name the various insulation materials used in Gas Carriers.

(c) What is the difference between a PV Breaker and a PV valve?

(d) Explain condition monitoring system employed on board ships.

(e) What are the objectives of using Crude Oil Washing of cargo tanks in a crude carrier?

(f) Describe Category X, Y, Z and OS chemical cargos.

(g) Draw the Mollier Diagram for a single stage direct re-liquefaction cycle of a semi-pressurised gas carrier.

(h) What is intrinsically safe equipment?

(i) With reference to oil tankers, what are the hazardous and non- hazardous areas?

(j) What is condition assessment of Bulk carriers?

Part - B

Answer any five of the following questions (5 X 14 = 70 Marks)

2. (i) Sketch and describe an Inert Gas System as installed in a Crude oil Carrier. (8)

    (ii) Name all the safety equipments fitted in the above Inert Gas System. (6)

3. (i) With a simple sketch, explain the arrangement of “Compressor room/electric motor room” on a Gas carrier. (9)

·          

(ii) Explain briefly ESD (Emergency Shut –down ) systems as used on Gas Carriers. (5)

• ·         At a number of locations around the tanker (bridge front, gangway, compressor room and cargo control room, emergency control station), pneumatic valves or electric push buttons are provided.  When  operated,  these  controls  close  remotely  actuated  valves  and  stop  cargo  pumps  and  compressors  (where  appropriate).  This  provides  an  emergency-stop facility for  cargo  handling.  Such  emergency  shut-down  (ESD)  is  also  required  to  be  automatic upon loss of electric control or valve actuator power. Individual tank filling valves are  required  to  close  automatically  upon  the  actuation  of  an  overfill  sensor  in  the  tank  to  which  they  are  connected.

•         ESD  valves  may  be either  pneumatically  or  hydraulically  operated  but  in  either  case  they  must  be  fail-safe;  in  other  words  they  must  close  automatically upon loss of actuating power. A  vital  consideration,  particularly  during  loading,  is  the  possibility  of  surge  pressure  generation when the tanker’s ESD system is actuated. The situation varies from terminal to terminal and is a function of the loading rate, the length of the terminal pipeline, the rate of valve  closure  and  the  valve  characteristic  itself.  The  phenomenon  of  surge  pressure  generation is complex and its effects can be extreme, such as the rupture of hoses or hard arm joints. Precautions are, therefore, necessary to avoid damage and sometimes, loading jetties  are  fitted  with  surge  tanks .

• ·         Terminals  should  confirm  tanker’s  ESD valve closure times and adjust loading rates accordingly or place on board a means to allow  the  tanker  to  actuate  the  terminal  ESD  system  and  so  halt  the  flow  of  cargo  before  the tanker’s ESD valves start to close. In this respect consultation between the ship and shore must always take place, to establish the parameters relevant to   surge   pressure   generation   and   to   agree   upon   a   safe   loading   rate.

• The Emergency Shut Down (ESD) system is a requirement of the IMO Code for the carriage of liquefied gases in bulk and is a recommendation of SIGTTO.

• All members of the ship’s company must be aware of locations and the methods of activating and testing the Emergency Shut Down System specific to their vessel. The Emergency Shut Down System is a quick closing system, which may be activated automatically or manually. It will close all deck valves and shut down all cargo machinery.

ESD will be initiated by one of the following:

·         Manual activation by personnel using the ESD pushbuttons

·         Blackout of the ship

·         Shore activation of their ESD system

·         Fusible links around each tank domes, manifold and compressor house in case of fire

·         Cargo tank Very High level alarm

·         Low tank pressure

·         Hold/cargo tank differential pressure

·         Low cargo valves hydraulic pressure

·         Low control air pressure

·         Fire extinguisher system released

The initiation of ESD will lead to the following:

·         All ESD manifold loading valves will close

·         The gas compressors will trip

·         The main discharge and spray pumps will trip

·         All shore pumps will trip

·         Master gas valve to engine room will close

·         Inert gas generator will trip

4. (i) List the advantages of using submersible type of centrifugal cargo pump in chemical  tankers.                          (5)

Advantages of the Submersible Pump

·         While this is not technically an advantage, submersible pumps are designed to be tightly contained underwater units. Thus, they are completely watertight, and risks of leakages and electric contacts are eliminated. This ensure that the pump will suffer from no internal damage, and thus minimizes repair costs.

·         The second advantage of a submersible pump is in how it interacts with the water. Indeed, due to the fact that the pump uses no suction to get the water through to the pipes or hoses, the pressure is optimized. This allows the water to move over a greater distance, which can be useful for larger farms.

·         The greatest advantage of a submersible pump however lies in the fact that unlike other types of pumps, they do not need to be primed before operating. This not only saves time, but also reduces risks of overexertion.

Disadvantages of the Submersible Pump

·         The biggest advantage of a submersible pump lies in the fact that it is hard to identify and repair damages like a rupture. Indeed, if the pump loses its integrity and starts to leak, the components may start getting corroded without any sign being seen since it is submerged. While these cases are rare, in the event they occurred the damages may be identified too late.

·         The second disadvantage, while being quite obvious, is the cost. Effectively, due to their technical nature and all the safety units required, submersible pumps tend to have a higher cost than regular ones.

(ii) With the help of line diagram, explain the cargo pumping arrangement of one cargo tank in a chemical tanker.           (9)

         

5. (i) Name the cargos usually carried in a bulk carrier with associated hazards. (6)

·       International Maritime Solid Bulk Cargoes (IMSBC) Code, which became mandatory on January 1, 2011, under the SOLAS Convention

·         The IMSBC Code categorises cargoes into three groups:

Ø  Group A – cargoes which may liquefy if shipped at a moisture content exceeding their Transportable Moisture Limit (TML) .

Ø  Group B – cargoes which possess a chemical hazard which could give rise to a dangerous situation on a ship.

Ø Group C – cargoes which are neither liable to liquefy (Group A) nor possess chemical hazards (Group B). Cargoes in this group can still be hazardous.

Ø Iron ore and high density cargoes

·       These cargoes can be extremely dense and can overstress the tanktop.

·       Make sure that their weight is evenly distributed during loading and during the voyage so that the tanktop is not overstressed, and also consider trimming the cargo.

·       Loading rates of iron ore are normally very high and you should also consider the ship’s ballasting operations and loading sequences.

Ø Sand and fine particle materials Fine particle materials can be abrasive.

·       Silica dust is easily inhaled and can result in respiratory disease. You should take appropriate precautions to protect machinery and accommodation spaces from the dust of sand and fine particle cargoes, and to prevent the cargo from getting into the bilge wells.

·       People who may be exposed to cargo dust should wear goggles or other equivalent dust eye-protection, dust filter masks and protective clothing.

Ø Cement may shift when aerated during loading.

·       Dust can also be produced from this cargo. Follow the precautions for sand and fine particle materials (above)

Ø Wood products transported in bulk

·       Wood products transported in bulk are listed in a new schedule to the Code: Wood Products – General.

·       They include logs, pulpwood, roundwood, saw logs and timber.

·        These cargoes may cause oxygen depletion and increase carbon dioxide in the cargo space and adjacent spaces.

Ø Organic materials Ammonium nitrate-based fertilisers

·       Ammonium nitrate-based fertilisers support combustion.

·       If heated, contaminated or closely confined, they can explode or decompose to release toxic fumes and gases.

Ø Metal sulphide concentrates

·        Some sulphide concentrates are prone to oxidation and may have a tendency to self-heat, leading to oxygen depletion and emission of toxic fumes. Some metal sulphide concentrates may present corrosion problems

Ø Coal may create flammable atmospheres, heat spontaneously, deplete oxygen concentration and corrode metal structures.

·       Some types of coal can produce carbon monoxide or methane.

Ø Checklist (not required additional information)    

     1.Before accepting and loading a cargo, ask yourself the following questions: 1. Has the shipper delivered the cargo information and documentation listed in the Code under ‘Assessment of acceptability of consignments for safe shipment; Provision of Information’, including the correct Bulk Cargo Shipping Name (BCSN), and provided a declaration that the cargo information is correct?

      2. Have you consulted the relevant IMSBC Code schedule to find out the cargo’s general and specific hazards?

       3. If the cargo is listed as Group A, have you followed all procedures relating to the safe carriage of cargoes which may liquefy? 

        

      4. If the schedule indicates the cargo is Group B has the shipper provided a statement that the chemical characteristics of the cargo are, to the best of his knowledge, those present at the time of loading? a) If the cargo is classified as ‘dangerous goods in solid form in bulk’ does the Master have a special list, manifest or stowage plan identifying its location, are there instructions on board for emergency response, and does the ship have a Document of Compliance for the Carriage of Dangerous Goods?

     5. Whatever the cargo Group, have you taken the recommended precautions to remove or minimise the cargo’s hazard, including: a) preparing recommended safety equipment and procedures? b) activating any cargo monitoring equipment ready for loading?  

        

     6. Have the Master and Terminal Representative agreed a Loading Plan to ensure that the permissible forces and moments on the ship are not exceeded during loading or unloading? This should include the sequence, quantity and rate of loading or unloading, the number of pours and the de-ballasting or ballasting capability of the ship.

     7. Are there instructions to suspend the loading or unloading operation if the ship’s limits are exceeded, or are likely to be exceeded if the operation continues?         

      8. Are you monitoring the cargo loading or unloading procedure, is the ship’s draught being monitored and recorded in the logbook, and have any significant deviations been corrected?

(ii) Sketch and describe a cargo hold structural arrangement of a Bulk carrier. (8)

Repeated and yousef notes

6. With reference to a Car carrier,

(i) Explain the ventilation arrangements provided in the car decks. (7)

(ii) With the help of a simple sketch, explain the arrangement provided for loading

the vehicles on board. (7)

·         qno2 yousef notes

7. (i) With reference to a crude oil tanker, sketch and describe a “ Free Flow System” for cargo loading and un-loading operations. (9)

·         mc George pump and piping system

          

(ii) What are the advantages and disadvantages of the above system compared to other

Systems. (5)

Advantage:

·         Main pipe line is not used for discharge.

·         Less pipe line.

·         Less bend.

·         Less friction & more pressure cause very high discharge.

Disadvantage:

·         Is not flexible.

·         One grade is dischargeable if more risk of contamination exists.

·         Risk of overflow exists if level of all tank doses not carefully monitoring.

8. (i) Explain a Common Rail Fuel Injection system as installed in a modern marine

Slow speed diesel engine. (10)

(ii) What are the advantages of the above system compared to methods adopted in conventional engine. (4)