sistem pelayanan di kapal
DESCRIPTION
tentang pelayanan saat di kapalTRANSCRIPT
Sistem Pelayanan di Kapal
Sistem & Permesinan kapal
References:Ship Design & Construction Vol. IShip Design & Construction Vol. II
International Maritime Organization (IMO)Introduction to Marine Engineering
Marine Auxiliary MachineryMaritime Engineering Reference Handbook
Ship Construction
Dedi Budi Purwanto ST.,MT.
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Bilge well
Volume max 0,57 m³
Tinggi bilge well minimum
0,5 tinggi double bottom
Bilge System
MARPOL 73/78 annex 1
Equipment for the storage
Handling & disposal of oil residue
Water containing 15 ppm or below
MPEC ( Marine environment Protection Committee)
Guidelines for system for handling oily waste in machinery spaces of ships
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Stuffing Box Drain Tank
Lube Oil Sludge Tank
Fuel Oil Sludge Tank
Separated Bilge Oil Tank (SBOT)
3 primary waste streams have been collected in:
1. Fuel Oil Sludge Tank
2. Lube Oil Sludge Tank
3. Stuffing Box Drain Tank
Waste oil transfers & storage
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Waste Oil Tank
Separated Bilge Oil Tank
(SBOT)
Ashore
Incinerator
Waste oil disposal
There are 2 approved methods of disposal – either by incineration, or landing it ashore for disposal at a shore side reception facility.
An Oil Record Book (ORB) entry must be made at this time for the transfer AND the disposal method.
Shore disposal can be expensive and time consuming
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Bilge Water Tank
Port Bilge Well
Aft Bilge Well
Starboard Bilge Well
Drain & leakage
Tank over flow
Incident
Cleaning & maintenance
Water from purifier sludge tanks
Water from wash oil tank
Condensate from air cooler
Bilge water transfers
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Bilge Water Tank
Oily Water Separator
Overboard
Separated Bilge Oil Tank (SBOT)
Bilge Water Disposal
The effluent overboard will be monitored by an Oil Content Monitor (OCM). Water less than 15 Parts per Million (ppm) of oil will be allowed to go overboard.
If the effluent oil content is greater that 15 ppm, the bilge pump will stop, securing the operation, or, if fitted with a 3-way valve, the effluent will be diverted back to the Bilge Water Tank.
Oil that has been separated out, will be diverted to the Separated Bilge Oil Tank.
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Bilge Water Tank
Oily Water Separator
Overboard
Incinerator
Waste Oil Tank
Separated Bilge Oil Tank (SBOT)
AshoreWaste Oil Disposal
Bilge Water Disposal
Oil water content
15 ppm
Oil sludge processing system
Oil sludge incinerator
Steam boiler/heater (60-70)º
Oil burner
Oil sludge processing system
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Main pipe & branch pipe
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BALLAST SYSTEM
“A ballast tank is a compartment within a boat or ship that holds water.
A vessel may have a single ballast tank near its center or multiple ballast tanks typically on either side.
A large vessel typically will have several ballast tanks including double bottom tanks, wing tanks as well as forepeak and aftpeak tanks.
Adding ballast to a vessel lowers its center of gravity, and increases the draft of the vessel. Increase draft may be required for proper propeller immersion.
“Ballast water is absolutely essential to the safe and efficient operation of modern merchant ships, providing balance and stability to unloaded ships
ballast water may also pose a serious ecological, economic and health threat due to invasive aquatic species
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Component of tank Filling pipe Discharge pipe Drain pipe Vent pipe Sounding pipe Overflow pipe manhole
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System Design & Construction
Sea chest & Shipside opening
Sea suction line is to permit cleaning of strainer
Discharge opening overboard ( T + 0,75m)
Ballast piping
Discharge arrangement is to be made to avoid over pressurization and over flowing
Ballast pump
2 independent power driven ballast pump
The capacity of the ballast water system is to be capable of providing ballast water exchange
BWE normally to be completed within 24 hours
Ballast valve arrangement
To be provide isolating valve to control the movement of ballast water
For vessel (operating low temperature environment) heating arrangement
For oil tanker has been examined either visually before discharge verify contamination
Control features
Provide with a means of remote operation from a central ballast control
Tank leveling
Draft & trim indicating
Valve position indicating
Local control A manually operated independent means of control of all valves required for WBE
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Type of ballast
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Before After
Mechanical treatment methods such as filtration and separation.
Physical treatment methods such as sterilization by ozone, ultra-violet light, electric currents and heat treatment.
Chemical treatment methods such adding biocides to ballast water to kill organisms.
IMO Assembly Resolution A.868(20) -“Guidelines for control and management of ships’ ballast water to minimize the transfer of harmful aquatic organisms and pathogens”.
Ballast Water Management System
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Fire Fighting On Board Ship
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Class “A” Normal Combustible
Wood,Paper,Cloths etc
Class “B” Flammable Liquids
Flammable liquids – gasoline, oil,grease, grease, paint etc.,
Class “C” Electrical Fires
Electrical cables and electrical motors, switchboards, heater etc
Class “D” Combustible metal
Potassium, magnesium etc
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Fire hoses should not have a length greater than:
15 meters (49 feet) in machinery spaces
20 meters (66 feet) in other spaces and open decks
25 meters (82 feet) on open decks with a maximum breadth in excess of 30 meter (98 feet)
Standard nozzle sizes are to be 12 mm (0.5 in.), 16 mm (0.625 in.) and 19 mm (0.75 in.) or as near there to as possible
Fire Main system
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Fire pumps must not be connected to any oil piping connection to the bilge system is permitted for emergency dewatering
May be used for other service “bilge, ballast, sea water cooling” 1 pump is kept immediately available for firemain
Capacity fire pumps depends on the ship size and service
Minimum flow rate based on ship size number of fire hose
Total required capacity pump need not exceed 180 m3/hr
Individual Pump Capacity 25 m3/hr
Required hose nozzle size (1,5 or 2,5 inch)
Pressure fire pumps ( 1psi = 0,069 bar)
Minimum pressure for non-tankers= 50 psi
Minimum pressure for tankers= 75 psi
Superstructure 100~150 psi
Shore connection to the fire main must be provided and installed both sides of the ship
Emergency fire pump
Capacity For cargo vessels of 2000 gross tonnage and upward: 25 m3/h
Capacity For cargo vessels less than 2000 gross tonnage: 15 m3/h
emergency fire pump is to be of the self-priming type
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Fixed Gas Fire Extinguishing Systems
Typically suppress fires by reducing the available oxygen
The most common fixed gas extinguishing systems encountered are either high/low pressure CO2 systems or those utilizing Halon“alternatives”.
Reducing the oxygen content from the normal 21% in air to 15%
40% of the total volume of the largest machinery spaces that is protected by the CO2system
If the CO2 system is installed in the cargo spaces, the quantity of CO2 available should be sufficient enough to give at least a minimum of 30% of the total volume of the largest space that is protected by the CO2 system
requires that the fixed piping systems for machinery spaces is to be such that 85% of the gas can be discharged into the space within 2 minutes.
CO2 Distribution Piping The design pressure at the nozzle is not to be less than 10 bar
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Fixed Water Fire Extinguishing Systems
• pump(s)• fixed piping system• distributed array of nozzles
water spray
• fixed supply piping• overhead nozzles• automatic activation
water sprinkler
• Low pressure, P < 12,5 bar• Medium pressure, 12,5 < P < 35 bar• High pressures, 35 < P < 120 bar
water mist systems
Requires the system to be capable of providing water application at a rate of at least 3.5 L/min/m2 for spaces with a deck height not exceeding 2.5 meters
and a capacity of at least 5 L/min/m2 (for spaces with a deck height of 2.5 meters or more.
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Foam Fire Extinguishing
Systems
Low Expansion Foams
• expansion ratio of 12:1 12 volumes of foam.
• Pressure in the lines range 12 bar
Mid Low Expansion Foams
• expansion ratio of between about 20:1 to 100:1.
High-Expansion Foams
• expand in ratios of over 100:1.
• Pressure in the lines range 4-5 bar
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Portable/Semi-portable Fire Extinguishers
extinguishers onboard a vessel include
Water
Soda-Acid Extinguishers
Cartridge-Operated Water
Extinguisher
Stored-Pressure Water
Extinguishers
Foam
Chemical Foam Portable Fire Extinguishers
Mechanical Foam
Extinguishers
Carbon-dioxide Dry chemical Dry powder
WA
TE
R
CO
2
PO
WD
ER
FO
AM
Dry
Ch
em
ical
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Fuel Oil System
Fuel Oil Storage & Transfer
sto’ge tk heater transfer pump settl tk (HFO)
Fuel Oil Storage Tanks
Fuel Oil Settling Tank
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Feed system:
settlg tk filter heater centrifuge service tk (HFO)
sto’ge tk filter heater centrfuge service tk (MDO)
Supply system:
service tk supply pump circl’tng pump
Circulating system:
circl’tng pump heater filter M/E venting box
Fuel Oil Settling Tank
Fuel Oil Purifier
Fuel Oil Service Tank
Fuel Oil Sludge Tank
Fuel Oil Purification & Supply
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FO Transfer System
FO storage tank
Tangki FO selama pelayaran (antarbungkering)
Vol = f (sfoc, BHP, wkt antarbungkering) + allowance (typically 3 ~ 5 %)
Vol tank MDO ditambah utk kebt A/E
Heater
Pemanas dlm tank agar HFO bisadipompa
Daya= f [debit transf pump, ΔT (up to 50 C)]
Sistem: steam heater (coil pipes) dg boiler sbg pensuplai steam
Letak: di sekitar suction pompa
Ukuran pipa
Q = f (Vol settl tank, Wkt pengisian)
Valiran = Ref to project guide (typically 0.6 m/s utk HFO dan 1.0 m/s utkMDO)
Din pipa = f (Q,Valiran)
Tebal pipa: klas N atau M (tabel 11.4. BKI)
Bahan baja, utk HFO perlu insulasi
Dilarang lewat: L.O, F.W, Cargo tanks, living quarter
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FO transfer pump
Q = f (vol settl tk, wkt pengisian)
Valiran = Ref to project guide (typically 0.6 m/s utk HFO, dan 1.0 m/s utkMDO)
Head total = head statis + head loss total
Head statis = elevasi (settl’g tk – sto’getk)
Head loss :
Friction = f (L pipa, D pipa, Valiran,
faktor friksi)
Accessories = K (V)2/2g (fittings, valves, heater, filter, etc)
Letak: tanktop NPSH constraint (sto’ge thd pompa)
Jenis: screw atau gear pump dg Q danH yg memenuhi
FO settling tank
Mengendapkan f.o dari kontaminan(terutama HFO)
Jumlah 2 units, dipakai bergantian(rules BKI)
Letak: sebaiknya selevel dg separator dan service tank (constraint head separator)
Vol: f.o harus mengendap min 24 jam
Vol = f (sfoc, BHP, 24 jam) + allowance
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FO Feed System
Ukuran pipa
Q = f (Vol service tk, Wkt pengisian)
Valiran = Ref to project guide (typically 0.6 m/s utk HFO dan 1.0 m/s utkMDO)
Din pipa = f (Q,Valiran) untuk HFO perluinsulasi
Tebal pipa: klas N atau M (tabel 11.4. BKI)
FO Feed Pump
Q danValiran = Ref to above
Head total = head statis + head loss total
Head statis = elevasi (service tk –settl’g tk)
Letak: platform constraint head daricentrifuge
Jenis: screw atau gear pump dg Q danH yg memenuhi
FO Pre-Heater
Memanaskan FO agar mudah diseparasi
Heat capc’ty = f (BHP) ref to projguide
Type: plate or tube heat exchanger
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FO separator
Memisahkan HFO dari campuran air dan impurities lain
Q = f (BHP) ref to proj. guide (typically 0.2 lt/BHP-h)
Letak: sebaiknya selevel dg settling tank (constraint head yg dimiliki separator)
Jumlah: 2 (HFO) atau 1 (MDO) but not a must
FO service tank
Mensuplai f.o setelah dipurifikasi keM/E
Letak: ref to proj. guide (elevasi disch’gthd inlet di M/E) sebaiknya di platform
Vol = f (sfoc, BHP, wkt) + allowance
Wkt: by desain (8, 10 atau 12 jam)
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FO Supply System
Ukuran pipa
Q = f (BHP) ref to proj guide + tolerance 0% to 15% to cover back-flushing of filter
Valiran = Ref to project guide (typically 0.6 m/s utk HFO dan 1.0 m/s utkMDO)
Din pipa = f (Q,Valiran) untuk HFO perluinsulasi
Tebal pipa: klas N atau M (tabel 11.4. BKI)
FO Supply Pump
Q danValiran Ref to the above
Head total = Hz + Hp + Head loss total
Hz = elevasi (circl pump – service tk)
Hp = delivery pressure (ref to projguide ~ 4 bar)
H loss tot = H friction + H loss accessories
Letak: tanktop
Jenis: screw atau gear pump dg Q danH yg memenuhi
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FO Circulating System
Ukuran pipa
Q = f (BHP) ref to proj guide + tolerance up to 15% to cover back-flushing of filter
Valiran = Ref to project guide (typically 0.6 m/s utk HFO dan 1.0 m/s utkMDO)
Din pipa = f (Q,Valiran) untuk HFO perluinsulasi
Tebal pipa: klas N atau M (tabel 11.4. BKI)
FO Circulating Pump
Q danValiran Ref to the above
Head total = Hz + Hp + head loss total
Hz = elevasi (supply pump – inlet f.o. M/E)
Hp = (disch-suct) press (ref to projguide (10-4) = 6bar)
H loss tot = Hfriction + H loss accessories (incl press drop pd heater & filter)
Letak: tanktop
Jenis: screw atau gear pump dg Q danH yg memenuhi
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FO heater
Memanaskan FO viscositas FO pd M/E
Recommended setting: 10 – 15 cST
T in = 100 C dan T out = 150 C
Type: tube or plate heater
Press drop: 1 bar (head loss) working press: 10 bar
Full Flow Filter
Final Filter sebelum masuk M/E
Automatic back-flushing atau duplex filter
Press drop: 0.5 bar max
Mess size: 50 micron mtr
Venting Box
Memisahkan uap dan minyak akibatpenurunan tekanan f.o. (10 bar ke 4 bar)
Detail desain ref to proj guide
Letak: dipasang pd main engine
Uap: ke service tank
Minyak: ke suction circl’tg pump
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A. Transfer system
B. Feed system
C. Supply system
D. Circulating systemA
BC
D
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Lubricating Oil System
1. UNI-LUBRICATING SYSTEM (M/E):
Lubricating oil System
Cooling, filtering, and supplying l.o. to M/E (bearings, camshaft, exh. valve actuator, piston)
Sump tank l.o. pump l.o. cooler full-flow filter Engine sump tank
Lubricating Oil Purifying System
Purifying l.o. for recirculation
Sump tank filter l.o. pump pre-heater purifier sump tank or l.o. service tank
2. CYLINDER OIL SYSTEM:
Supplying l.o. to eng cylindre (only for 2-stroke eng)
Cyl oil tank pump service tank engine
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Fungsi Minyak Pelumas
Mengeliminasi Gesekan
Tgt : viskositas, kecepatan, temperatur, beban
Mengurangi keausan
• DETERJENSI: Pelunak & penyapu kotoran
• PENETRAL ASAM: Kandungan Sulfur f.o. asam(korosif)
Pemindah panas
Memindahkan panas dari komponen panas ke dingin
Membentuk sekat
Sekat antar parts: Tgt viskositas, putaran, beban
Pembersih kotoran
Sifat deterjensi: pelunak dan penyapu
Engine condition monitoring
Indikator awal kerusakan, keausan, dan kelainandiesel
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Component LO
LO Bottom tank (sump tank) Location: below m/e Volume: ref to project guide, f(no.
of cyl) Drain location: engine Cofferdams must be provided
surroundings
LO Pipes Schedule no: 40 or 80 (3rd or 2nd
class) Diam: acc to Q (proj guide) and V
(typically 1.5 m/s) No passing through: ballast, f.w.,
and feedwater tanks Usually galvanized
(recommended)
LO Pumps• Jenis: screw atau gear pump with
sufficient Q and Pressure • Location: tanktop (closest possible
to l.o. tank) Q = Ref to project guide
(depends upon BHP) Vflow = ref to proj guide (typically
max 1.8 m/s)• Head total = ΔHz + ΔHp + total
Head loss• Hz = elevation of (tank – inlet on
eng)• Hp = delivery pressure (ref to
proj guide, typically 4 bar)• H loss tot = H friction + H loss
accessoriesAccessories incl fittings, valves,
filter (HL typically 0.5 bar), cooler (typically 0.3 bar)
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Lube Oil Sludge Tank
Lube Oil Purifier
• What is the purpose of Separation?1. To free a liquid of solid particles or2. To separate two mutually insoluble liquids with
different densities, & remove any solids present at the same time.
• Purifiers operate continuously, whether in port or at sea
Lub oil Purifier
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Stuffing Box Drain Tank
Cylinder Oil Day Tank
Cylinder Lubricators
CYLINDER OIL SYSTEM:
• Crosshead Engine
• Independent cylinder oil system for lubrication of piston ring pack
• Consumable
• High viscosity with a TBN matched to the anticipated sulfur content
• Cylinder oil is stored in a Storage Tank & is transferred daily to a small capacity measuring tank, where it gravity flows to the cylinder lubricators on the engine itself.
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Uni l.o. system
A. LO System
B. LO purifying system
A
B
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Cooling System
a) Closed System
F.w. side: fw pump central cooler charge air & lub oil coolers jacket cooler fw pump
b) Open System
Sea water sea chest s.w. pump charge air & lub oil coolers jacket cooler o/b
c) Semi Closed System
S.w. side: s/c s.w. pump central cooler o/b
F.w. side: fw pump central cooler charge air & lub oil coolers jacket cooler fw pump
a
b
c
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Component Sea Water Cooling System
Sea Chest
Sebaiknya s/c tersendiri
Ukuran – f ( debit s.w yg dibutuhkan)
S.W & FW pump
Kapasitas ; ref to project guide
Jenis ; centrifugal pump
Letak; tank top
Head/tekanan; sesuai perhitungan
Bisa menggunakan G.S pump
Central cooler
Type shell & tube atau plate heat exchanger atau grid cooler
S.w. sbg pendingin berada di sisi shell, atau outer plate, atau diluar grid cooler
Letak: tank top, atau di dinding e/r, atau di luar hull (utk grid cooler)
Press drop: ref to project guide (utkperhitungan headloss) typically 0.2 bar (sisi yg mendinginkan) dan 1 bar (sisi yg didinginkan)
Pipa
Jenis: steel pipe katagory M atau D (BKI)
Ketebalan : tgt katagori pipa dandiameter
Diameter = f (kapasitas, V aliran)
Kapasitas: ref to project guide
V aliran: typically 3 m/s atau ref to proj guide
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Grid cooler fitted on bottom plate
Central cooler
SW cooling pump and its filter
FW cooling pump
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Central cooling water syst
AB
A. Sea water
B. Fresh water
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Starting System Peralatan start listrik
kapasitas batterai start untuk motor induk
paling sedikit 8 kali olah gerak selama 30 menit
roda gaya mesin yang distart dengan motor starter dipasang roda gigi
Peralatan start dengan udara tekan
tekanan 30 Bar
udara dikompresikan dari compressor
Udara tekan mempunyai tekanan yang harus lebih besar dari tekanan kompresi
Udara tekan diberikan pada salah satu silinder dimana toraknya sedang berada pada langkah kompresi
Peralatan start manual
roda gaya (flywhell) yang berfungsi Sebagai gudang energi
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Rule untuk sistem starting udara tekan
Dilengkapi dengan paling tidak duakompresor. Satu diantaranyaberpenggerak independen dari main engine, dan harus mampu mensuplai50% dari total kapasitas yang diperlukan.
Kapasitas total udara start dalamtabung harus dapat diisi dari tekananatmosfir sampai tekanan kerja 30 bar dalam waktu 1 jam.
Tabung udara disediakan dua denganukuran yang sama dan dapat digunakansecara independen.
Kapasitas total tabung harusmemperhatikan paling tidak dapatdigunakan 12x start baik maju ataumundur untuk engine yang reversibeldan tidak kurang dari 6x start untukengine non-reversibel.
Jika sistem udara start digunakanuntuk starting auxilary engine, mensuplai peralatan pneumatic, peralatan manoeuvering, maka harusdipertimbangkan dalam perhitungankapasitas tabung udara.
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Compressor
To start main propulsion engine
To start Auxiliary diesel engine(power generation)
For Engine Room general service and cleaning.
For the operation of pneumatic tools
For Automation & Instrumentation of various machineries,
For fresh & sea water hydrophores,
Fire alarms & operation of Quick closing Valves,
For Soot Blowing Exhaust Gas Economizer
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Domestic Water System
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Fresh water supply system
The compressed air provides the head or pressure to supply the water when required
The pump is started automatically by a pressure switch
Water supply systems
Cold water system.
Drinking purpose.
Cooking purpose.
Sanitary purpose.
Washing purpose.
Hot water system.
Bathing.
Space heating.
Washing.
Water Storage HeatersEven the smallest water-cooled marine engine discharges large amounts of 'waste' heat ideal for heating domestic fresh water supply
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Arrangement potable water tank
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water treatment methods
Condensate system
is the most effective, slowest, most expensive, and requires electricity or other energy source
Reverse osmosis system
is effective against most inorganic contaminants but requires activated carbon to reduce some organics. RO requires water pressure, is fairly slow and typically wastes more water than it treats
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Sewage Treatment
Black Water
Human body waste and waste from toilets, urinals, soil drains, also referred to as sewage
Gray Water
Refers to ship generated wastewater which originates from culinary activities, bathing, laundry facilities, deck drains and other waste drain
Sewage
Wastes of human origin from water closets and urinals, drainage from space containing living animals
Waste drains
Drains which collect wastewater (gray water) from showers, laundry and galley, etc
Soil drain
Drains which collect sewage from toilets and urinals
Wastewater
Combination of the liquid and water carried waste from soil & waste drains of ship
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Requirement sewage system
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Capacity holding tank will depend on several variable factors, such as:
The type flushing system
The number of people on board
The time interval before discharge can be carried out
Discharge pipeline
Approved sewage treatment plant
Holding tank
Approved sewage treatment plantor
Disinfecting system with temporary of storageor
Holding tank+
Treatment black water
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Treatment waste water
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Physical
remove solids from wastewater
Biological
remove organic material from wastewater
Chemical
increase the removal of these new forms by physical processes
Sewage Treatment Technology
The sewage treatment is usually a combination of the three principal methods, such as:
mechanical-chemical, mechanical-biological and chemical-biological
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The treatment of sewage includes the following stages:
1) Waste water accumulation and management
In this stage of process waste water (black water, grey water and galley water has been collected in holding tanks before processing.
2) Waste water pre-treatment
reduces the amount of solids in the waste water
reduces the need for oxidation
The pre-treatment is mechanical and consists of sieving and sedimentation units
3) Waste water oxidation
The mechanical filtering results in a maximum of 50% reduction in organic load. The remaining organic compounds have to be oxidized, either chemically or biologically.
4) Waste water clarification and filtration
The clarification and filtration processes used in the ships are membrane filtration, dissolved air flotation and settling
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5) Waste water disinfection
The last phase in the wastewater purification process is disinfection
the disinfection is performed with UV-light.
6) Sludge treatment
The sludge production depends on the treatment process.
The sludge that comes straight from the process is centrifuged.
After the decanter centrifuge, the possible sludge handling techniques are holding, incinerator, steam dryer, filter press or an alternative sludge conditioning process so that combustion is possible.
Liquid Cargo Handling System
The design of tanker cargo piping systems is predicated on
minimizing turn around time at the unloading terminal,
handling the required number of cargo grades,
providing for safe handling of the combustible cargo, and preventing oil pollution.
The total cargo pump capacity must be sufficient to discharge cargo in the required unloading time
The unloading time economics, capacity of the terminal, and the power available to operate the pumps.
The unloading time is typically 12 to 14 hours
The cargo pumps discharges port and starboard hose manifold on the main deck
The size of the discharge piping is based on the total pump head and the required minimum pressure at the deck manifold
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Cargo pump may be driven by; steam turbines, diesel engines, or electric motors.
The drivers may not be located in the pump room of a crude oil carrier because of the potential for an explosion of the cargo vaporous
The stripping pump should be arranged to discharge this residual oil through a smaller separate line
As an alternative to the systems configuration described, particularly on product tankers, which often carry many grades of cargo, deep well or submersible pump may be used
one deep well or submersible pump may be installed in each cargo tank.
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for vapor recovery should have the following additional safety feature :
A remote cargo tank level indicating systems operable without openings the tank (required 98% level )
A cargo tank high levels alarm systems (required 98% level )
A Cargo tank overfill indicating systems, which is independent of the high level alarm and is timed to allow the operator to prevent an overflow
Tank pressure –vacuum relief valves, which will open in the event of failure the vapor recovery system and are of sufficient size to discharge a volume of vapor corresponding to 1.25 times the maximum cargo loading rate without causing pressure in the cargo tanks to exceed the design value.
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Loading-unloading arrangement
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Ring main system
Advantage
Any tank can be discharge by any pump
Thus different grade of the cargo can be loaded
Disadvantage
Expensive extra length of the piping required
Extra bend is required
Risk of leakage from radius bend exists
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Direct line system
Advantage
Quick loading unloading
Short pipe line, less bend, leak is minimized
Better suction, less loss of pressure
Disadvantage
Control leakage is difficult
System is very inflexibility
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Inert Gas System
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Main sources of ignition on tankers:
Smoking
Electrical equipment
Sparks
Lighting
Metal
Galley
Static electricity
Domestic equipment
Ship to shore electric
Spontaneous combustion
Inert Gas System
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Inerting empty cargo tank by reducing the oxygen content of the atmosphere
Maintaining the atmosphere in any part of any cargo tank with an oxygen content not exceeding 8% by volumeand at a positive pressure at all times
The system shall be capable of delivering inert gas with an oxygen content of not more than 5% by volume in the inert gas supply main to the cargo tanks at any required rate flow
The system shall be capable of delivering inert gas to the cargo tank at a rate of at least 125% of the maximum rate of discharge capacity
The inert gas system is used to prevent the atmosphere in cargo tanks or bunkers from coming into the explosive range
Inert gas is produced on board crude oil carriers (above 20,000 tones) by using either a flue gas system or by burning kerosene in a dedicated inert gas generator
Purified nitrogen and argon gases are most commonly used as inert gases due to their high natural abundance (78% N2, 1% Ar in air) and low relative cost
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Scrubber
Effectively cool the volume of gas and remove (at least 90%) solids and sulfur combustion product direct contact between the flue gas and large quantities of sea water
Internal part should be constructed of corrosion resistant (rubber, glass fiber epoxy resin, etc.
Demister Units
Removed entrained water from the IGS gas stream
Blowers
At least 2 blowers are required 125% of the maximum rate of discharge capacity
Suitable shutoff arrangement shall be provided on the suction and discharge connections of each blower
If the blowers are to be used for gas freeing, their air inlet shall be provided with blanking arrangement
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Operational models :
Inerting of empty tanks
Inerting during loading & Discharge
Inerting during loaded sea voyage
Inerting during tank cleaning
Crude Oil Washing COW is mandatory on new tanker
under the International Convention for the Prevention Pollution by Ships (MARPOL 73/78)
Standard tank washing and stripping within 24 hours
25% of the cargo tank are usually washed during each discharge
Capacity of the tank cleaning pump should normally be about 25% to 35% of the capacity of a cargo pump
A system for hot or cold water washing of the cargo tank should also be provided required cleaned inspection/docking/ changing product from one grade to another grade
The fluid velocity in the COW main line should not exceed 4-5 m/s
The fluid velocity in the branch line should not exceed 5-6 m/s
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The main type of washing machines COW
Single nozzle machines ( Q up to about 200 m³/h)
Concentrated on the area where the jet is most needed-less consumption of crude oil
Higher jet impact force
More complicated – probably more maintenance
More time consuming/labour – demand operation
Dual nozzle machines ( Q up to about 250 m³/h)
low price
Simple operation
Less weight – easier to handle and transport
Higher consumption of crude oil
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Clean ballast tank Flushing
Segregated ballast tank (SBT) No Flushing
Drainage arrangement
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Slop tank
Annex I requirement :
1 slop tank Less than 70000 tonnes DWT
2 slop tank More than 70000 tonnes DWT
Capacity minimum 3% cargo carrying capacity but depend on the washing method used ;
A large capacity is required for open cycle washing than for washing in the recirculation
SBT and COW tankers and combination carriers also have smaller slop tank
Recovered fuel oil should be heated to not more than 60ºC and recovered crude oil (except some heavy crude oils), to not more than 43ºC after removal of free water
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Nozzle diameter
Usually between 20 and 40 mm
COW machines to be operated simultaneously has been decided ;
Size of the tank – covered by machine
Pumping & stripping capacities
Dimension of piping (pressure drop)
Main principles for oil supply COW
Bleed – off from main
Separate pump(dedicated COW pump)Top washing
It is recommended to start, asap when about ¾ of the tank discharged
Bottom washing
Usually start with a small amount of cargo in the tank
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Advantages with COW
Reduction: pollution potential, cost and time of tank cleaning, corrosion.
Increased out-turn of cargo
More time for maintenance work at sea, since no additional tank cleaning is required
Disadvantages with COW
Increase workload during discharging
Cost for extra personnel
Cost for COW equipment
more equipment maintenance
Prolonged time for discharging
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