ENGINE ROOM
1. MAIN ENGINE
2. AUXILLARY ENGINE
3. EMERGENCY GENSET
4. FRESH WATER GENSET
5. BOILERS
6. EXHAUST GAS BOILERS
7. COMPRESSORS
8. REFRIGERATION PLANT
9. AIR CONDITIONING PLANT
10. SEWAGE TREATMENT PLANT (STP)
11. OILY WATER SEPARATOR (OWS)
12. INCINERATOR
13. ENGINE ROOM OVER HEAD CRANE
14. PUMPS
15. STEERING GEAR
16. DOMESTIC FRESH WATER SYSTEM
17. DOMESTIC SANITARY WATER SYSTEM
18. PURFIES
19. WINDLESS
20. MOORING WINCHES
21. CARGO WINCHES
22. DECK CRANES
23. GANGWAY WINCHES
24. LIFE BOAT WINCHES
25. PROVISION WINCHES
DIESEL ENGINE
DIESEL ENGINE AND PETROLE ENGINE ARE TWO TYPES OF INTERNAL COMPRESSION ENGINE. IN AN INTERNAL COMPRESSION ENGINE THE COMPRESSION OF THE FUEL TAKES PLACE INSIDE THE ENGINE. THIS IS UNLIKE THE STEAM ENGINE WHERE THE FUEL IS BURNED IN A BOILER WHICH PRODUCE THE STEAM AND STEAM IS SUPPLIED TO RUN THE ENGINE. SO IN THIS CASE THE FUEL IS EXTERNALLY COMBUSTED.
IN THIS DIESEL ENGINE HOW EVER THE FUEL IS IGNITED BY INJECTING IT INTO HOT HIGH PRESSURE AIR IN A COMBUSTION CHAIN BAR WHERE AS IN PETROL ENGINE THE FUEL IS MOST OFTEN IGNITED BY AN ELECTRIC SPARK.
A DIESEL ENGINE OPERATES WITH THE FIXED SEQUENCE OF EVENTS.THIS EVENT MAY BE ACHIVED IN ONE CYCLE (IN TWO STROKES OF PISTON) OR IN TWO CYCLE (IN STROKES OF PISTON) A STROKE IS THE TRAVEL OF THE PISTON BETWEEN TWO EXTREME POINTS.
CYCLE OF OPERATION
IN A FOUR STROKE DIESEL ENGINE IT TAKES FOUR STROKES OF THE PISTON TO COMPLETE ONE WORKING CYCLE OF OPERATION. THE FOUR STROKE IN ONE CYLINDER.
INDUCTION STROKE
DURING AN INDUTION STROKE PISTON MOVES DOWN FROM IT’S TOP OF THE STROKE POSITION WHICH IS KNOWN AS TOP DEAD CENTRE (TDC) TO THE BOTTOM OF THE STROKE WHICH POSITION IS CALLED BOTTOM DEAD CENTRE (BDC). DRAWING IN FRESH AIR THROUGH OPEN INLET VALVE. AT BDC THE INLET VALVE CLOSES.
COMPRESSION STROKE
DURING THE NEXT STROKE WHICH IS CALLED COMPRESSION STROKE. THE PISTON MOVES UP FROM BBC TO TDC, COMPRSSING THE AIR IN THE CYLINDER AND CONSEQUENTLY RAISING IT’S TEMPERATURE.
POWER STROKE
FUEL IS INJECTED AS THE PISTON REACHES THE TDC AND COMPRESSION TAKES PLACE PRODUCING VERY HIGH PRESSURE IN THE GASES. THE PISTON IS NOW FORCED DOWN BY THIS GASES TO BDC. THIS STROKE WHERE THE PISTON IS MOVED DOWN FROM TDC TO BDC BY THE HIGH PRESSURE OF COMPRESSION GASES IS CALLED POWER STROKE OF THE PISTON.
EXHAUST STROKE
THE EXHAUST VALVE OPENS AS THE PISTON REACHES BDC. EXHAUSTING OF BURNED GASES NOW TAKES PLACE AS THE PISTON TRAVELS SECOND TIME FROM BDC TO TDC. THIS STROKE IS CALLED THE EXHAUST STROKE AND IT IS THE LAST STROKE FOR THE COMPLETION OF ONE FULL CYCLE.
CYCLE OF OPERATION IN A TWO STROKE DIESEL ENGINE
IN A TWO STROKE DIESEL ENGINE IT JUST TAKES TWO STROKE OF THE PISTION TO COMPLETE ONE WORKING CYCLE OF OPERATION.THE VARIOUS OPERATION THAT HAPPENEND DURING THESE TWO STROKES IN ONE CYLINDER ARE AS FOLLOWS.
COMPRESSION AND FIRING
PISTON MOVING UP, THE EXHAUST AND SCAVENGE PORTS ARE COVERD BY THE PISTON AND THE FUEL VALUE IS SHUT. AIR PREVIOUSLY IS TAKEN INTO THE CYLINDER IS COMPRESSED TO ABOVE 40 BAR AND 550®C AT THE END OF THE COMPRESSION. THIS IS CALLED COMPRESSION STROKE. NEXT SKETCH SHOWS FUEL BEING INJECT THAT INTO THE CYLINDER. THIS FUEL MIXES WITH AIR BURNS AND GIVES OUT HEAT THIS IS CALLED COMPRESSION HIGH PRESSURE GASAS PRODUCED THUS PUSH THE PISTON DOWNWARD TOWORDS THE END OF THE STORKE THIS IS CALLED POWER STROKE.
EXHAUSTING AND SCAVENING
AS THE PISTON IS MOVING DOWNWARDS & HAS JUST BEGAN TO UNCOVER THE EXHAUST PORT. THE GASES (HEAVING THE LITTLE PRESSUER TO DO ANY FURTHER WORK ON PISTON) ARE BLOWN OUT OWN PRESSUER. THE PISTON CONTINUES MOVE DOWNWARDS TO UNCOVER HAVING PORTS FRESH AIR PRESSURED THE AIR IS BLOWN INTO 1st TO SEAVAGE OUT THE LEFT OVER EXHAUST GASES WHICH ARE STILL HANGING AROUND THE EITHER SPACE & SECONDLY TO PROVIDE CHARGED FRESH AIR FOR NEXT COMPRESSOR.
FOR A DIESEL ENGINE TO START & RUN CONTINOUSLY FOR LONG PERIODS, SAFELY & EFFECTIVELY IT’S SHALL HAVE FOLLOWING SYSTEMS:
1. AIR STARTING SYSTEM
2. FUEL OIL SYSTEM
3. LUBRICATING OIL SYSTEM
4. COOLING SYSTEM
5. SCAVENGING & SUPER CHARGING SYSTEM
6. CONTROL SYSTEM
MAIN ENGINE
AS THE NAME SUGGESTS THIS IS THE BIGGEST ENGINE ON A SHIP FOUND INSIDE AN ENGINE ROOM. IT IS CONNECTED BY A SHAFTING ARRANGEMENT TO THE PROPELLAR BY REVERSING THE ENGINE WE CAN OBTAIN AN ANTICLOCKWISE ROTATION OF THE PROPERLLY AND THE SHIP CAN BE MOVED “AFTER” WHEN REQUIRED NORMALLY THE PROPELLER IS TURNED CLOCKWISE AND THE SHIP MOVES “AHEAD” BY VARING THE VPM OF THE PROPELLER WE CAN ACHEIVE DIFFERENT SPEEDS TO MANEUVER THE SHIP IN THE HARBOUR AND OUT OF THE HARBOUR.
SOMETIMES SOME SHIPS ARE FITTED WITH TWO ENGINES WITH PROPELLERS SUCH A SHIP WILL BE CALLED “TWIN SCRE” VESSEL.
MOPST OF THE MAIN ENGINES TURN HEAVY FEUL OIL AND ONE OF THE TWO STROKES ENGINE.
AUXILLARY ENGINES
THERE MAY BE 3 to 4 AUXILLARY ENGINES ON A MERCHANT SHIP. THUS ENGINES TURN THE GENSETS WHICH ARE COUPLED TO THE GANKSHAFT OF THE ENGINE. THE GENSETS OR ALTERNATORS GENSETS ELECTRICITY & SENDIT TO THE MAIN SWITCH BOARD. SITUATED INSIDE THE ENGINE CONTROL ROOM FROM THE MAIN SWITCH BOARD THE CURRENT IS DISTRIBUTED TO THE ENTIRE SHIP WHICH INCLUDS WHEEL HOUSE, ACCOMANDATION FORECASTLE, ENGINE ROOM & DECK.
EMERGENCY GENERATOR (4-GENSET) (45-SECS)
WHEN ALL THE GENSETS FAIL TO RUN ON A SHIP ON THE EMERGENGY GENSET WILL AUTOMATICALLY START WITHIN 45sec & SUPPLY POWER TO EMERGENCY EQUIPMENTS SUCH A NAVIGATIONAL LIGHTS, FIRE DEDUCTION EQUIPMENTS & EMERGENCY STEERING GEAR BESIDES IMPORTMENT ALARMS. THIS IS NORMALLY LOCATED IN A SEPARATE COMPARTMENT OF THE ENGINE ROOM. EMERGENCY LIGHTING ALSO GETS THE POWER SUPPLY FROM EMERGENCY GENSET OUTSIDE OF THE ENGINE ROOM.
FRESH WATER GENSET
THE FRESH WATER DOES PRODUCED MAY ALSO BE DISTILLED WATER WHICH CAN BE USED FOR THE BOILERS AND BATTERIES. RAW FRESH WATER CAN ALSO BE PRODUCED WHICH CAN BE USED FOR HUMAN CONSUMPTION & COOKING etc. THE WASTE HEAT (HOT COOLING WATER COMING OUT FROM MAIN ENGINE) FROM MAIN ENGINE COOLING SYSTEM IS USED FOR PRE-HEATING INCOMING FEED WATER (SEA WATER) INSIDE THE FRESH WATER GENSET THUS RECOVERING SOME HEAT ENERGY. IF THIS FRESH WATER GENSET DOESN’T WORK ESPESIOULY IN LONG VOYAGES WE MAY HAVE TO MORE FRESH WATER & LESSER CARGO TO THAT EXTENT.
BOILERS
SHIPS WITH STEAM ENGINE PROPULSION USE BOILERS WHICH ARE CALLED MAIN BOILERS. BUT DIESEL SHIPS PROPELLED BY DIESEL ENGINE USE AUXILLARY BOILERS. AS WE UNDERSTAND MAIN BOILER WILL HAVE MORE STEAM GENARATING CAPACITY AND AUXILLARY BOILERS SUPPLIES STEAM ONLY FOR AUXILLARY PURPOSES SUCH AS FUEL OIL HEATING ON THE SHIP HOT WATER SUPPLY, HOT AIR SUPPLY etc... ON TANKERS WE USED STEAM TURBINES CARGO PUMPS DRIVEN BY STEAM TURBINES.
ON DIESEL SHIPS WE NORMALLY HAVE AN AUXILLARY BOILER AND EXHAUST GAS BOILER WILL NEED FIRING WITH FUEL OIL, THE EXHAUST GAS BOILERS DOES NOT NEED FIRING. IT IS A WASTE HEAT RECOVERY SYSTEM.
ON SOME SHIPS WE WILL HAVE COMPOSITE BOILERS WHICH COMBINE THE SERVICES OF BOTH AUXILARY & EXHAUST GAS BOILERS.
COMPRESSORS (CONTROL SYSTEM)
NORMALLY WE WILL HAVE TWO MAIN AIR COMPRESSORS FITTED INSIDE THE ENGINE ROOM TO PROVIDE HIGH PRESSURE AIR (30 Bars) FOR VARIOUS PURPOSES. THESE COMPRESSORS SUCK ENGINE ROOM AIR (SLIGHTLY ABOVE ONE BAR) & COMPRESS IT AND WILL SEND IT TO AIR BOTTLES. AIR WILL BE STORED IN THESE TWO AIR BOTTLES. WHEN ONE IS USE THE OTHER ONE WILL BE STAND BY 25-30 BAR AIR TO TURN THE ENGINE.
COMPRESSED AIR IS USED FOR THE FOLLOWING PURPOSE
MAIN ENGINE STARTING
AUXILLARY ENGINES STARTING
ALL CONTROL SYSTEM
CLEANING PURPOSE
SPRAY PAINTING
CHIPPING
WHISTLE
MANY INSTRUMENTS & TOOLS ON TANKERS
REFRIGIRATION PLANT
ALL SHIPS CARRY SUFFICIENT FOOD AND PROVISIONS FOR THEIR CREW FOR MONTH ATLEAST THIS INCLUDES FRESH MUTTON, CHICKEN, FISH, DAIRY PRODUCTS, EGGS & VEGS THERE ITEMS ARE MAINTAINED IN VERY GOOD CONDITION TO BE ABLE TO CONSUME EVEN AFTER A MONTH. WHICH IS POSSIBLE ONLY BY HAVING A REFRIGIRATION PLANT (AN OFFICIAL ONE) & COLD ROOMS.
AIR CONDITION PLANT
ALL MERCHANT SHIPS AS A RULES ARE CENTRALLY AIR CODITIONED NOW A DAYS. IN WARMER CLIMATES WE GET COLD AIR AND IN COOLER CLIMATES WE GET WARM AIR. THE MACHINARY THAT SUPPLIES THE COLD & HOT AIR IS KNOWN AS THE AIR CONDITIONING PLANT.
SEWAGE TREATMENT PLANT (STP)
AS PER THE MARPOL 73/78 ANNEX-IV RULES ALL MERCHANT SHIPS ARE FITTED WITH A SEWAGE TREATMENT PLANT. SEWAGE FROM THE SHIP IS TREATED BEFORE IT IS PUMPED OVER BOARD.
OILY WATER SEPARATED (OWS)
ALL MERCHANT SHIPS ENGINE ROOMS FITTED WITH OILY WATER SEPARATED SINCE 2ND OF OCT 1983 THESE SEPARATORS ARE SUPPOSE TO BE OF 15PPM TYPE ONLY BILGE WATER WHICH ACCUMULATES IN THE BOTTOM OF THE ENGINE ROOM HAS TO BE CLEARED PERIODICALLY AND THROWN OUT OF THE SHIP. SUCH ONLY WATER CAN’T BE DIRECTLY THROWN OUT. IT’S PASSED THROUGH OILY WATER SEPARATED WHERE WE SEPARATED OIL AND WATER. WATER IS THROWN OVER BOARD & OIL IS RETAINED IN THE ENGINE ROOM.
INCINERATOR (BURNING)
THIS MACHIONARY IS NORMALLY FITTED IN THE UPPER REGION OF AN ENGINE ROOM. SUCH ARTICLES LIKE WASTE PAPER, USED RAGS, USED WASTE and WATER OIL etc… CAN BE BURNT & FULLY INCINERATED. IN THIS MACHIN HOW EVER PLASTICS CAN’T BE BURNT AT ALL PLATICS HAVE TO BE COLLECTED & DISPOSED OFF ONLY WHEN SHIP CALLS A PORT WHILE OPERATING THE INCENERATION STRICT RULUS HAVE TO BE OBSERVERD SUCH AS EVEN THE INSPECTION BY AUTHORITIES.
ENGINE ROOM OVER HEAD CRANE
A CRANE IS A MACHINERY WHICH LIFTS & LOWERS A GIVEN LOAD. THE ENGINE ROOM CRANE IS VERY EXTENSIVELY USED FOR HANDLING VARIOUS SPARE PARTS INSIDE THE ENGINE ROOM. NORMALLY IT WILL BE ABLE TO LIFT LOADS UPTO THREE METRIC TONNES. THIS CRANE WILL HAVE FOLLOWING MOYIONS
LIFTING & LOWERING A LOAD.
MOORING A LOAD TO THE FORWARD OR GET SIDES OF THE ENGINE ROOM (TRAVELLING)
MOVING THE LOAD PORT TO STARBOARD SIDE & VICE-VERSA (TRAVERSING)
WHEN OVER WE LIFT LOADS BY THIS CRANE OUR SHOULD ENSURE THAT THE SAFE WORKING LOAD IS NOT EXCEEDED.
PUMPS
THERE ARE No.of PUMPS USED ON-BOARD A SHIP FOR VARIOUS APPLICATIONS. WE USE RECIPROCATION PUMPS, CENTRIFUGAL PUMPS & GEAR PUMPS ON BOARD TAKERS, CARGO PUMPS ARE USED FOR DISCHARGING CARGO ALMOST EVERY PUMP FOR AN APPLICATION WILL HAVE A STAND BY PUMP FOR USING WHEN THE FIRST PUMP BREAKS DOWN.
STEARING GEAR
THIS MACHINE IS FITTED IN THE AFT SECTION OF THE SHIP. IT’S CONTROLLED FROM THE WHEEL HOUSE THIS MACHINE IS CONNECTED TO THE RUBBER & IT IS TURNED PORT OR STARBOARD TO CHANGE THE COURSE OF A SHIP. RUDDAR TO A SHIP IS LIKE A TAIL FOR FISH WITHOUT RUDDAR TO THE COURSE OF THE SHIP CAN’T BE CHANGED.
DOMESTIC FRESH WATER SYSTEM
THIS SYSTEM SUPPLIES FRESH WATER TO ALL PARTS OF THE SHIP BY MEANS OF PIPELINES. THIS SYSTEM WILL HAVE TWO PUMPS NORMALLY ONE WILL BE A STANDBY.
DOMESTIC SANITARY WATER SYSTEM
THIS SYSTEM SUPPLIES SANITARY WATER TO ALL PARTS OF THE SHIP BY MEANS OF PIPELINES. NORMALLY SANITARY WATER IS SEA WATER & RARLY IT COULD BE EVEN FRESH WATER. THIS SYSTEM WILL HAVE TWO PUMPS WHERE ONE WILL BE STANDBY.
PURIFIERS
THESE MACHINES ARE WHICH PURIFY THE FOLLOWING
FUEL OIL
DIESEL OIL
THE MACHINES THAT PURIFY ARE KNOWN AS FUEL OIL PURIFIERS, DIESEL OIL PURIFIERS & TUBE OIL PURIFIERS. THE PRINCIPLE OF CONTRIFUGAL FORCES IS USED IN THE PROCESS OF PURIFICATION.
WINDLASS
IT’S MACHINE FITTED IN THE FORWARD SIDE OF A SHIP CALLED FORECASTLE. THE WINDLESS HANDLES THE ANCHORS. IT CAN ALSO HANDLE FORWARED MOORING LINES. THE MACHINE HAS GYPSIS & WARNING DRUMS THAT HANDLE THE CHAINS AND ROPES RESPECTIVELY.
CARGO WINCHES
THESE MACHINES ARE NORMALLY FOUND ON CARGO SHIPS & BULK CARRIERS CARGO WINCHES HANDLES THE LOADING & DISCHARGING OF CARGOS ALONG SIDE A BERTH OR ANY OTHER INSTSLATION FROM WHERE CARGO HAS TO HANDLED SAFE WORKING LOAD (SWL) OF A CARGO WHICH SHOULD NEVER BE EXCEEDED.
DECK CRANS
THESE MACHINES ARE FOUND IN ALMOST ALL KIND OF A SHIPS. IN CARGO SHIPS & BULK CARRIERS & CONTAINERS THEY HANDLE THE CARGOS.
IN TANKERS WE WILL HAVE ONLY ONE DECK CRANE ON THE DECK WHICH WILL HANDLE THE CARGO HOSES. SAFE WORKING LOAD OF THESE MACHINES NEVER BE EXCEEDED.
GANGWAY WINCHES
THESE ARE TWO GANGWAY WINCHES FITTED ONE EACH ON PORT AND STARBOARD SIDE ON THE MAIN DECK HANDLING RESPECTIVE GANGWAYS IF ANY OF THESE TWO WINCHES BREAKS DOWN WE SHOULD KNOW HOW TO OPERATE THEM MANUALLY.
LIFE BOAT WINCHES
MOST OF THE MERCHANT SHIPS HAVE TWO LIFE BOAT FITTED & THEY ARE OPERATED BY MEANS OF WINCHES CALLED LIFE BOAT WINCHES.
PROVISION WINCHES
AS WE CAN UNDERSTAND FROM THE NAME PROVISION WINCHES FITTED ONE EACH ON PORT & Stbd SIDE OF THE SHIP IN THE AFT SECTION HANDLE PROVISIONS THAT ARE SUPPLIED TO A VESSEL IN PORT OR IN ANCHORAGE.
HALF MOORING WINCHES
TWO RAM TYPE STEERING GEAR
THE FIRST STEERING SYSTEM WERE WOODEN OARS ATTACHED IN VARIOUS WAYS TO THE OFTEN AREAS OF BOATS PROPELLED BY RECOING OARS, SAIL ON A COMPINATION OF BOTH. AS THE SYSTEM IMPROVED, THE BLADE OF THE STEERING OAR BECAME THE RUDDER. THE SHANKS BECAME THE RUDDER STOCK & A TILLER FACILITATED A TUNNING MOMENT.
IN THE STEARING SYSTEM, THE STUNNING GEAR PROVIDES A MOVEMENTS OF A RUDDER IN RESPONSE TO A SIGNAL FROM THE WHEELHOUSE THE TOTAL SYSTEM MAY BE CONCIDERED TO BE MADE UP OF THREE PARTS
CONTROL EQUIPMENTS
POWER UNIT
TRANSMISSION TO THE RUDDER STOCK. THE CONTROL EQUIPMENTS CONVEYS A SIGNAL BY DESIRED RUDDERS ANGLES FROM THE WHEELHOUSE TO THE STEARING FLAT WHERE IT’S RECEIVED TO ACHIVATE THE POWER UNIT & TRANSMISSION SYSTEM UNIT THE DESIRED ANGLE IS REACHED.
POWER UNIT PROVIDES THE FORCE, WHEN REQUIRED & WITH IMMEDIATE EFFECT TO MOVE THE RUDDER TO THE DESIRED ANGLE.
TRANSMISSION SYSTEM (STEERING GEAR) IS THE MEANS BY WHICH THE MOMENT OF THE RUDDER IS ACCOMPALISHED. THE FIGURE SHOWS A TWO RAM TYPR STEERING GEAR.
CONTROL EQUIPMENTCAN BE HYDRAULIC CONTROL EQUIPMENT KNOWN AS A SET MOTOR
OR AN ELECTRICAL ELECTRONIC CONTROL EQUIPMENT
THE POWER UNIT MAY BE HYDRAULICALLY OR ELECTRICALLY OPERATED.
TWO TYPES UNIT OF HYDRAULICALLY POWERED TRANSMISSION UNITS OR STEERING GEARS ARE COMMOM THEY ARE.
RAM TYPE MAY BE TWO RAM OR FOUR RAM
ROTARY VAINE TYPE.BOTH CAN BE CALLED ELECTRO HYDRAULICALLY STEERING GEARS.
THESE ARE ALSO OTHER TYPES SUCH AS ALL ELECTRICAL WARD LIONARD TYPE OF STEEL RING GEAR.
WORKING OF TWO RAM TYPE HYDRAULIC STEERING GEAR.
IF HYDRAULIC OIL IS PUMPED INTO THE LEFT HAND SIDE HYDRAULIC CYLINDER SEE THE FIGURE AND REMOVED FROM RHS HYDRAULIC CYLINDER.THERE WILL BE A LEFT TO RIGHT SLIDING MOVEMENT OF THE RAM THROUGH THE RAM CROSS HEAD TILL HER ARM WILL MOVE TOWARDS THE RIGHT HAND SIDE AND RUDDER WILL MOVE TO THE LEFT THE MOVEMENT PUM PING IS STOPPED THE TILL HER ARM WILL STOP MOVING AND THE RUDDER WILL BE HYDRAULOICALLY LOCKED IN THIS NEW POSITION BECAUSE THE OIL NOW HAS NO WAY TO () AND IS FULLY BLOCKED WITH IN THE RAM CYLINDERS VICE VERSA IS A CASE OF OIL IS PUMPED INTO THE RHS CYLINDER AND WILL REMOVED FROM THE LEFT HAND SIDE CYLINDEDR THAT MEANS THE RUDDER WILL MOVE TO THE RIGHT
USE OF STEEM ON BRAND A SHIP
HEATING THE AIR FOR ACCOMDATION
HOT WATER SUPPLY
HEATING FUEL OIL RUDDER OIL AND IN SAME DESIGNS HEATING THE FEED WATER FOR FRESH WATER GENSET
SOOT BLOWING IN A BOILER
CLEANING PURPOSES
IN SOME SYSTEMS USED FOR FIRE FIGHTING
STEAM MAIN ENGINES FOR PROPULSION
STEAM TURBINE DRIVEN GENERATORS
BOILER MOUNTINGS
BOILER MOUNTING ARE THE VALVES AND COCKS FITTED TO THE BOILER ANDS THEY
ARE LISTED AS FOLLOWS:
GAUGE GLASS (TWO NOS)
SAFETY VALVES(2 NOS)
MAIN STEAM STOP VALVE
AUX STEAM STOP VALVE
MAIN FEED CHECK VALVE
BLOW DOWN VALVE
AIR VENT VALVE
SALINOMETER VALVE
PRESSURE GAUGE VALVE
SOOT BLOWN VALVE
SCUM VALVE
SAMPLING VALVE
MARINE BOILERS
BOILERS IS A MACHINERY WHICH MAKES STEAM FOR VARIOUS PURPOSES
BOILERS ARE A VARIOUS DESINGED.MOST MODERN STEAM SHIPS HAVE BOILERS OF SOPHISTICATED IN THE NATURE.EVEN A MOTOR SHIPS THE BOILERS CAN BE REASONABLY ADVANCE DESIGN PROVIDING UNIV.IT INCLUDES OPERATION OF CARGO PUMPS IN OIL TANKERS
THE DEMAND FOR STEAM SHIPS IS CURRENTLY LOW, MEAN CAN TO FIND SPECIALIZE THE SHIP SUCH AS LNG SHIPS
BOILER TYPES
THE WATER TUBE BOILER IS EMPLOYED FOR HIGH PRESSURE, HIGH TEMPERATURE,
HIGH CAPACITY STEAM APPLICATIONS.THEY PROVIDE STEAM FOR STREAM PROPELLSION TURBINES IN STEAM SHIPS OR CARGO PUMP TURBINES IN DIESEL SHIPS.
SMOKE TUBES BOILERS ARE USED FOR AUXILLARY PURPOSES TO PROVIDE SMALL QUANTITY OF LOW PRESSURE STEAM ON DIESEL SHIPS
A SMOKE TUBE BOILER IS ONE IN WHICH SMOKE FROM THE COMBUSTED THE FUEL IN FURNACE PASSES THROUGH THE INSIDE OF THE TUBES.WATER IS OUTSIDE OF THE TUBE.IT GETS HEATED BY HEAT TRANSFER FROM THE TUBE AND GETS CONVERTED INTO STEAM.
WATER TUBE BOILER IS ONE IN WHICH WATER IS CIRCULATED THROUGH THE INSIDE THE TUBE AND SMOKE OUTSIDE.THE CONSTRUCTION WATER TUBE BOILER WHICH USE SMALL DIAMETER TUBE HAVE A SMALL STEAM DRUM ENABLE THE GENERATION OF STEAM HIGH TEMPERATURE AND PRESSURE. THE WEIGHT OF THE BOILER ALSO IS MUCH LESS THAN THE FIRE TUBE BOILER (SMOKE TUBE) AND THE STEAM RISING PROCESS IS MUCH BIGGER.EFFICIENCY IF HIGH FEED WATYER HAS A COLDER NATURE CIRCULATION.THE SKETCH SOURCE A FASTER WHEELER TIME WATER TUBE BOILER.SOMETIME IT IS ALSO CALLED D-TYPE BOILWER IT CONSIST OF TWO HORIZONTAL CYLINDRICALLY DRUMS,ONE ABOVE THE OTHER,THE TOP BEING STEAM WATER DRUM AND THE BOTTOM IS A PURE WATER DRUM THEY ARE DIRECTLY CONNECTED BY VERTICAL GENERATING TUBE AND THE OTHER TUBES VIA HEADERS.
THERE IS A NATURAL CIRCULATION BY THE PROCESS OF CONVECTION WHEN FUEL IS IN JECTED THROUGH THE BURNERS AND BURN IN THE FURNACE.
HOT WATER AND STEAM RAISED STEAM AND WATER DRUM AND COLDER WATER COMES WITH DOWN COMING TUBE TO THE HEADER AND REACHES THE WATER DRUM THUS THE CIRCULATION IS COMPLETE AND STEAM MAKING PROCESS GOES ON BECAUSE ALL THE TUBES
TOGETHER FORM WATER WALLS AROUND THE FURNACE AND OBSERVED THE HEAT GENERATOR
SATURED STEAM IS LEAD BY A PIPE FROM THE STEAM DRUM TO THE SUPER HEATER IN LET
HEADER SUPER HEATED STEAM LEAVES THE OUTLET HEADER.THE WATER CIRCULATES UPWARD THORUGH THE VERTICAL GENERATING TUBES.NEARER TO THE BURNERS AND DOWNWARDS TO THE VARTICAL TANK OF GENERATRING TUBES BEHIND THE SUPER HEATER.
BAFFLES SUBMITTED DIRECT THE HOT GASES FROM ALL THE BURNERS OVER THE SUPER HEATER ECONOMIZER AND AIR-PREHEATER BEFORE ALLOWING FRFOM THE ESCAPE TGO THE ATMOSPHERE.
THUS WASTE HEAT RECOVER IN THIS SUPER HEATER,A ECONOMIZER AND AIR-PTREHEATER
RESULTING IN INCREASE THE EFFICIENCY OF THE BOILER.
THE WHOLE SYSTEM OF DRUMS AND TUBES IS ENCASED IN STEAL SHEET WUTH FIR BREAKWORK MOULDED INSIDE AND LAGGED OUTSIDE TO PREVENT RADIATION LOSS.
GAUGE GLASS
THESE ARE WATER LEVEL INDICATORS SHOWING THE LEVEL WATER IN THESE BOILER.THE ONE IS DEFECTED ANOTHER ONE IS USED.
SAFETY VALVES
EVERY BOILER IS FITTED WITH TWO SAFETY VALVES AS PER THE REGULATION.IF ONE MALE FUNCTION AND THE OTHER ONE WILL LITTLE RELEASING THE OVER PRESSURE.THEY ARE SENT TO BLOW OF AT A PRESSURE NOT EXCEEDING 3% OF THE WORKING PRESSURE.
MAIN STEAM STOP VALVE: [NON RERTURN TYPE]
ITS FUNCTION IS TO ISOLATE THE BOILER FROM THE MAIN STEAM LINE AND THEREFORE FITTEFD AND TOP OF THE BOILER AND THE MAIN STEAM LINE.IT IS EITHER FULLY OPENED WHEN SUPPLIED THE STEAM TO THE TURBINES ARE TIGHTLY CLOSED WHEN STEAM IS NOT REQUIRED.
AUXILLARY STEAM STOP VALVE: [NON RETURN TYPE]
THIS IS BASICALLY A SMALLER VERSION OF THE MAIN STEAM STOP VALVE, FITTED FOR THE PUPOSE OF ISOLATING THE BOILER FROM THE AUXILLARY STEAM LINES.
MAIN FEED CHECK VALVE: [NON RETURN TYPE]
THESE ARE FITTED TO GIVE FINAL CONTROL OVER THE ENTRY OF FEED WATER INTO THE BOILER.IT IS POSITION ON THE SHELL ON THE BOILER AT THE WATER LEVEL.THEY MUST BE SCREWED DOWN NON RETURN VALVE.
BLOW DOWN VALVE
THESE VALVE ARE FITTED TO THE WATER DROP TO ENABLE WATER TO BE BLOWN FROM THE BOILER IN ORDER TO REDUCE THE DENSITY OF THE BOILER WATERTHE BLOW DOWN VALVES [USUALLY TWO VALVES IN SERIEL] DISCAHRGE INTO A BLOW DOWN LINE. LEADING TO A SHIP SIDE DISCHARGE VALVE.
AIRVENT VALVE;
THSE VALVE IS FITTED TO THE UPPER PART OF THE BOILER AS IT IS REQUIRED TO RELEASE AIR FROM DRUMS TO HEADERS,FIRST,WHILE FILLING THE BOILER WITH WATER AND LATER WHILE RAISING TO LET THE INSIDE AIR GET OUT.SIMILARLY,IT ALSO LETS THE AIR INSIDE THE WHEN BOILER IS COOLING OFF DURING SHUTDOWN
SALINOMETER VALVE
THIS VALVE IS FITTED TO THE WATER DRUM TO ENABLE SAMPLES OF BOILER WATER TO BE DRAWN OFF SO THAT THE BOILER WATER SAMPLE CAN BE TESTED FOE CONTROLLING THE QUALITY OF FEED WATER BY CHEMICAL TREATMENT.
PRESSURE GAUGE COCK;
THIS IS PROVIDED ON THE STEAM SPACE TO THESE COOK IS CONNECTED TO THE PIPE UPTO THE STEAM PRESSURE GAUGE PLAYS AT A CONVIENT PLACE AT EYE LEVEL
SOOT BLOWN VALVE;
THROUGH THIS VALVE WE CAN GET STEAM SUPPLY FOR BLOWING OF THE SOOT {CARBON} AND DEPOSITED IN THE GAS PASSAGES OF A WATER TUBE BOILER THUS IMPROVING THE HEAT TRANSFR EFFICIENCY.
SCUM VALVE;
SCUMING MEANS REMOVAL OF SCUM FLOATING ON THE SURFACE OF WATER LEVEL.THESE CAN BE DONE BY OPENING THE SCUM VALVE AND SCUMING OUT FOR A FEW SECONDS.
SAMPLING VALVE;
THROUGH THIS VALVE WE CAN DRAWN OUT A SAMPLE OF BOILER WATER FOR TESTING THE QUALITY AND TO DECIDE WHAT CHEMICALS WE MAY NEED TO ADD TO MAINTAIN THE BOILER WATER QUALITY
! WATER LEVEL OF BOILER IS VERY IMPORTANT IN SHIP.
SAFETY CONSTRUCTION CERTIFICATE
LOAD LINE CERTIFICATE [HATCH COVER]
SAFETY EQUIPMENT CERTIFICATE [THREE LIFE JACKET]
!1000 KG-ONE METRIC TONE
SAFETY RADIO CERTIFICATE
DEAD WEIGHT CARGO CARRYING CAPACITY
INTERNATIONAL POLLUSION PREVENTION CERTIFICATE
INTERNATIONAL AIR POLLUSION PREVENTION CERTIFICATE
MEDICAL CERTIFICATE
DE-RATS CERTIFICATE
! SCREW-PROPELLER
PUMPS
BASIC PUPMING ARRANGEMENT;
DIAGRAM
VARIOUS MARPOL REGULATIONS;
DISCHARGE OF OIL AT SEA
SLUDGE TANK [TANK FOR OIL RESIDUES]
OIL FILTERING EQUIPMENTS
CONTROL SYSTEMS
CRUDE OIL WASHING
SOPEP-SHIPS BOARD OIL POLLUTION OF EMERGENCY PLAN
OIL RECORD BOOK [ORB]
SPECIAL AREAS
MARPOL ANNEX-1
DISCHARGE OF OIL AT SEA
ANY DISCHARGE INTO THE SEA OF ALL ARE OILLY MIXTURES FROM SHIPS OF FOUR HUNDRED GRASS TUNNAGE AND ABOVE SHALL BE PROHIPITED EXEPT WHEN ALL THE FOLOWING CONDITIONS ARE SATISFIED
THE SHIP IS PROCEEDING ON ROUTE
THE OILLY MIXTURE IS PROCEESED THROUGH AND ALL FILTERING EQUIPEMENT MEETING THE REQUIREMENT OFF CERTAIN REGULATION
THE OIL CONTENT OF THE EFFLUENT WITHOUT DILUTION DOES NOT EXCEED 15 PPM.
CARGO RESIDUE FROM OIL TANKER IF OIL CARGO RESIDUE IS TO BE DISCHARGED FROM A TANKER IT MUST
NOT BE IN A SPECIAL AREA.
BE FARTHER THAN 50 NM FROM LAND.
BE ON PASSAGE.
INSTANTANEOUS RATE OF DISCHARGE MUST NOT BE MORE THAN 30 Ltrs PER MILE.
TOTAL AMOUNT MUST NOT BE MOVE THAN I/30,000 OF THE CARGO CARRIED (1/15000 FOR OLDER SHIPS)
THE TANKER HAS IN OPERATION AN OIL DISCHARGE MONITERING AND CONTROL SYSTEM AND A SLOP TANK ARRANGEMENT.
CARGO RESIDUE FROM OIL TANKER
THE RECORD BOOK FOR CARGO/BALLAST OPERATION WHICH IS KEPT BY THE ON ALL TANKERS OVER 150 GROSS TONNAGE IS TO HAVE CHRONOLOGICAL ENTRIES WITH DATE, OPERATIONAL CODE AND ITEM NUMBER IN APPROPRIATE COLOMNS.
ENGINE ROOM BILGES
THE ENGINE BILGES MUST BE PUMPED THROUGH SUITABLE OIL WATER PROCESSING EQUIPMENT OR RETAINED FOR DISCHARGE ASHORE.IF DUE TO SMALL SIZE OF SHIP OR OTHER REASONS SUITABLE EQUIPMENT FITTED.
IN GENERAL SHIPS OVER GRT ARE PERMITTED TO DISCHARGE MACHINERY SPACE BILGES INTO SEA PROVIDED.
THE BILGE WATER DOSEN’T ORIGINATE FROM PUMP ROOM BILGES.
THE SHIP MOVING ON PASSAGE
THE BILGE NOT MIXED WITH OIL CARGO RESIDUE
THE OIL IN THE BILGE DISCHARGE DOSEN’Y AMOUNT BE MORE THAN 15 PPM.
THIS DONE BY THE OPERATION OF AN OILY WATER SEPARATOR.
SLUDGE TANK
THE SLUDGE TANK STORES THE OIL RESDUE WHICH IS LEFT OVER FROM PROCESSING OF OILY WATER THROUGH OWS WE HAVE TO TAKE CARE THAT THE SLUDGE TANK AND THE RATE AT WHICH THE SHIP GENERATES THE SLUDGE AND WHETHER THE SLUDGE TANK HAS SUFFICIENT STORING CAPACITY TO STORE THE WASTE OIL FROM THE ENGINE.
IN GENERAL THE QTY OF THE SLUDGE PRODUCED SHOULD BE EQUAL TO 1-2% OF HEAVY OIL BURNED. (SLUDGE – LIQUID IMPURITY AND SOLID IMPURITY)
OILY WATER SEPARATOR
BILGE WATER IS AN ALMOST UNAVOILABLE PRODUCT IN SHIP OPERATIONS. BILAGE WATER THAT IS GENERATED IN PROXIMITY TO SHIP BOARD EQUIPMENT (SUCH AS IN THE ENGINE ROOM) OFTEN CONTAINS OIL AND ITS DIRECT DISCHARGE WOULD RESULT IN UNDESIRABLE TRANSFER OF WASTE OIL TO THE MARINE ENVIRONMENT BY INTERNATIONAL AGREEMENT UNDER THE MORPOL CONVENTION MOST COMMERCIAL VESSELS NEED TO BE FITTED WITH AN OILY WATER SEPARATOR TO REMOVE OIL CONTAINANTS BEFORE BILGE WATER IS PUMPED OVERBOARD.
OILY WATER SEPARATOR
SEPARATES OILY WATER FROM BILGES. 1) THE WATER WITH 15 PPM IS ALLOWED TO DISCHARGE IN SEA. 2) WE CAN REDUCE THE IMPURITY UPTO 5 PPM BY LATEST TECHNOLOGIES.
CONTROL SYSTEMS
OIL TANKERS OF 150 GT SHALL BE FITTED WITH AN ODMCS (OIL DISCHARGE MONITARY CONTROL SYSTEM)
THE SYSTEM SHALL BE FITTED WITH A RECORDING DEVICE TO PROVIDE A CONTINUOUS RECORD.
THE RECORD SHOULD INDICATE THE DATE AND TIME.
IT SHOULD COME INTO OPERATION WHENEVER THERE IS ANY DISCHARGE OF EFFLUENT INTO THE SEA.
ANY FAILURE OF THE ODMCS SHALL STOP THE DISCHARGE.
CRUDE OIL WASHING
CRUDE OIL WASHING (COW) IS A SYSTEM WHERE OIL TANKS ON A TANKER ARE CLEANED OUT B/W VOYAGES NOT WITH WATER BUT WITH CRUDE OIL CARGO ITSELF.
THE SOLVENT ACTION OF THE CRUDE OIL MAKES THE CLEANING PROCESS FOR MORE EFFECTIVE THEN WHEN WATER IS USED. (THERE IS USUALLY A FINAL WATER RANGE BUT THE AMOUNT OF WATER INVOLVED IS VERY LOW) THE SYSTEM HELPS PREVENT POLLUTION OF THE SEAS FROM OPERATIONAL MEASURES. (WATER MORE -> OIL LESS ->DILUSION).
TANKERS CARRY THEIR CARGO IN NO OF TANKS OR COMPARTMENTS WITH IN HULLOF THE SHIP. BEFORE THE INTRODUTION OF SEGREGATED BALLAST TANKS, TANKS WERE CLEANED AFTER THE OIL WAS DIS CHARGED AND ABOUT ONE THINEDOF THEM FILLED WITH SEA WATER SO THAT THE SHIP’S PROPELLER IS PROPERLY IMMERSED AND IT HAS CORRECT HANDLING AND SEA KEEEPING CHARACTERISTICS. THIS PROCESS IS KNOWN AS BALLESTING.
SUFFICIENT CARGO TANK SHOULD BE CRUDE OIL WASTED PRIOR TO EACH BALLAST VOYAGE IN ORDER TO BALLAST THEM IF NECESSARY.
UNLESS AN OIL TANKERS CARRIES CRUDE OIL WHICH IS NOT SUITABLE FOR CRUDE OIL WASHING THE OIL TANKER SHALL OPERATE THE CRUDE OIL WASHING SYSTEM IN ACCORDANCE WITH THE OPERATIONAL EQUIPMENT MANUAL.
SOPEP (ship board oil pollution emerge plan)
EVERY OIL TANKER OF 150 GT AND ABOVE AND EVERY SHIP OTHER THAN OIL TANKERS OF 400 GT AND ABOVE SHALL CARRY ON BOARD SHIP BOARD OIL POLLUTION EMERGENCY PLAN APPROVED BY THE ADMIN.
THE PCO (POLLUTION CONTROL OFFICER) SHOULD SPOT CHECK POLLUTION RESPONSE EGUIPMENT LISTED IN THE SOPEP.
A DETAILED DESCRIPTION OF THE ACTION TO BE TAKEN IMMEDIATELY BY PERSONS ON BOARD TO REDUCE OR CONTROL THE DISCHARGE OF OIL FOLLOWING THE INCIDENT.
OIL RECORD BOOK (ORB)
THE ORB EXISTS TO RECORD ALL SHIP BOARD OIL TRANSFER.
BALLASTING OPERATIONS,LOADING OF CARGO OIL,INTERNAL TRANSFER OF OIL DURING VOYAGE,UNLOADING OF CARGO OIL,BALLASTING OF CARGO TANKS AND DEDICATED CLEAN BALLAST TANKS,CLEANING OF CARGO TANKS INCLUDING CRUDE OIL WASHING,DISCHARGE OF BALLAST EXCEPT FROM SEGREGATED BALLAST TANKS DISCHARGE WATER FROM SLOP TANKS.
EVERY OIL TANKERS OF 150 GRT AND ABOVE AND EVERY SHIP OF 400 GRT AND ABOVE SHALL BE PROVIDED WITH AN OIL RECORD BOOK (MACHINERY SPACE OPERATING)
ENTRIES INTO THE OIL RECORD BOOK SHOULD REFLECT ANY MOVEMENT OF OIL IN OR OUT OF THE VESSELS TANKS AND BE RECORDED ON A TANK TO TANK.
THE OIL RECORD SHOULD BE KEPT READILY AVAILABLE FOR INSPECTION AT ANY RESSONABLE TIME BY AN OFFICER OF THE GOVERNMENT OF THE PARTY TO THE CONVENTION
SPECIAL AREAS
SPECIAL AREAS ARE SCUH AREAS OF OCEAN WHERE WE CAN’T COMED OUT AND POLLUTE THE WATER WITH ANY KIND OF PETROLEUM PRODUCTS.THIS MEANS THAT CAN BE ONLY ZERO POLLUTION UNLESS THERE IS AN ACCIDENTAL DISCHARGE DUE TO ANY CALAMITIES ARE DUE TO AN ACT OF GOD.
SOME OF THE SPECIAL AREAS COVERED UNDED ANNEX-I ARE AS FOLLOWS;
BALTIC SEA
BLACK SEA
RED SEA
MEDITERRANEAN SEA
ANTARTIC SEA
ARABIAN GULF EUROPEAN
NORTH WEST WATERS
OMAN SEA OF THE ARABIAN SEA
OIL RECORD BOOK
RECORD KEPT ONBOARD FOR THREE YEARS
NOT FILLED IN PROPERLY
BUNKERING
QUANTITY OF RESIDUE IN TANKS
COHERENCE BETWEEN LOG ENTRIES AND ACTUAL
THROUGH OUT OF OUR SYSTEM
MASTER SIGNATURE
WEEKLY SOUNDING OF SLUDGE TANKS
DISCHARGE OF OIL AT SEA
ALL DISCHARGES OF OIL ARE PROHIBITED UNLESS SATURN CRITERIA ARE SATISFIED.
CARGO SPACE (SLOPS)
OIL TANKERS
MUST BE MORE THAN 50 NM FROM NEAREST LAND (ALSO DEFINED)
30 LITRES PER NM
DISCHARGE THROUGH OIL DISCHARGE MONITORING EQUIPMENTS (ODME).
MAXIMUM DISCHARGE QUANTITY ON A BALLAST VOYAGE SHOULD NOT EXCEED 1/30000 OF THE TOTAL QUANTITY OF THE PARTICULARS CARGO OF WHICH THE RESIDUE FORMED A PART
ODMCS:
OIL TANKERS OF 150 GRT OR ABOVE SHALL BE FITTED WITH AN ODMCS.
THE SYSTEM SHALL BE FITTED WITH RECORDING DEVICES OF PROVIDE A CONTINUOS RECORD OF DISCHARGE OF 1 LITRE/PER NAUTICAL MILE AND TOTAL QUANTITY DISCHARGE ARE THE OIL CONTENT AND RATE OF DISCHARGE.
THE RECORD SHOULD INDICATE THE TIME AND DATE OF DISCHARGE .THIS RECORD SHALL BE KEPT FOR ATLEAST FOR THREE YEARS.
ITS SHALL COME INTO OPERATION WHENEVER THERE IS ANY DISCHARGE OF EFFLUENT INTO THE SEA AND STOP DISCHARGE WHEN THE INSTANTANEOUS RATE OF DISCHARGE OF OIL CONTENT EXCEEDS THE PERMISSIBLE LIMIT.
ANY FAILURE OF ODMCS SHALL STOP THE DISCHARGE.
SPECIAL AREAS:
A SPECIAL AREA IS A SEA AREA WHERE FOR RECOGNISED TECHINICAL REASONS IN RELATION TO OCENAGRAPHIC AND ECOLOGICAL CONDITION AND TO THE PARTICULAR CHARACTERR OF ITS GRAPHIC…. SPECIAL MANDATORY METHODS FOR THE PREVENTION OF SEA POLLUTION BY (OIL) IS REQUIRED. AND AS SUCH THERE SHALL BE NO DISCHARGE OF CARGO RESIDUES OIL TANKER.
MARPOL ANNEX 2:
REGULATIONS FOR THE CONTROL OF POLLUTIOIN BY LIQUID NOXIOUS SUBSTANCES
BULK.
EARLY 1990 IMO COMMENCED REVIEW OF MARPOL ANNEX 2 REGULATIONS.
WHY?
EDITORIAL IMPROVEMENTS X,Y,Z AND OS (OTHER SUBSTANCES) INCLUDES APPLE JUICE, DAILY SLURRY, COAL SLURRY, DEXTROSE SOLUTION, GLUCOSE SOLUTION, KAOLINE SLURRY MOLASSES AND WATER.
VEGETABLES OILS NOW UPGRADED FROM APPENDIX3 (OF THE IBC CODE) TO POLLUTION CATEGORY.
OIL LIKE SUBSTANCES NO LONGER EXIST XYLENE, TOLUENE, PENTANES NOE REQUIRED COF AND CAN LONGER BE CARRIED AN PRODUCT TANKERS.
WHAT IS AN IMO SHIP TYPE?
THE INTERNATIONAL CODE FOR THE CONSTRUCTION AND EQUIPMENTS OF SHIPS CARRYING DANGEROUS CHEMICALS IN BULK IBC CODE PROVIDES DETAILED STANDARDS FOR THE CONSTRUCTION AND EQUIPMENTS OF 3 TYPES OF CHEMICALS TANKERS. ( TYPES 1,2 AND 3)
THE BULK CARRIAGE OF ANY LIQUID PRODUCE OTHER THAN THOSE DEFINED AS OIL (SUBJECT TO MARPOL ANNEX1) IS PROHIBTED UNLESS THE PRODUCT HAS BEEN EVALUATED AND CATEGORIZED FOR INCLUSION IN CHAPTER 17 &18.
IMO SHIP TYPE1:
IT IS A CHEMICAL TANKERS INTENDED FOR THE TRANSPORATION OF PRODUCTS CONSIDERED TO PRESENT THE GREATEST OVERALL HARAZD. THE QTY OF CARGO REQUIRED TO BE CARRIED IN A TYPE SHIP SHOULD NOT EXCEED 1,250 M3 IN ANY ONE TANK.
IMO SHIP TYPE2:
IT IS INTENDED TO TRANSPORT PRODUCTS WITH APPRECIABLY SEVERE ENVIRONMENTAL AND SAFETY HARAZDS WHICH REQUIRE SIGNIFICANT PREVENTIVE MEASURES TO PRECLUDE ESCAPE OF SUCH CARGO. THE QTY OF CARGO REQUIRED TO BE CARRIED IN A TYPE 2 SHIP SHOULD NOT EXCEED 3000 M3 IN ANY ONE TANK.
IMO SHIP TYPE3:
IT IS A CHEMICAL TANKER INTENDED TO TRANSPORT PRODUCTS WITH SUFFICIENTLY SEVERE ENVIRONMENTAL AND SAFETY HAZARDS. THESE PRODUCTS REQUIRE A DEGREE OF CONTAINMENT TO INCREASE SURVIVUAL CAPABILITY IN A DAMAGED CONDITION. THERE IS NO FILLING RESTRICTION FOR CHEMICALS ASSIGNED TO SHIP TYPE-3 ( BONEDFRY SOUND OF PUMPING CARGO).
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thanks for u r comments