Ship Stability: An Introduction (SCQF level 7) PDF - HR06 34

Higher National Unit Specification General information Unit title: Ship Stability: An Introduction (SCQF level 7) Unit code: HR06 34 Superclass: XQ Publication date: September 2017 Source: Scottish Qualifications Authority Versi...

Higher National Unit Specification General information Unit title: Ship Stability: An Introduction (SCQF level 7) Unit code: HR06 34 Superclass: XQ Publication date: September 2017 Source: Scottish Qualifications Authority Version: 2 Unit purpose This unit is about applying the principles of ship stability for box and ship shape vessels to routine situations. It will develop knowledge of the principles of hydrostatics, loadline calculations, statical stability and transverse stability. It also introduces longitudinal stability. It is primarily aimed at learners who intend to seek sea-going employment as a Merchant Navy Deck Officer. However, it could also be studied by someone with an interest in the subject area. Outcomes On completion of the unit the learner should be able to: 1 Apply the basic principles of hydrostatics to loadline calculations. 2 Apply the principles of statical stability to interpret GZ curves. 3 Apply the principles of transverse stability to list calculations. 4 Apply the principles of longitudinal stability to draught calculations. Credit points and level 1.5 HN Unit credits at SCQF level 7: (12 SCQF credit points at SCQF level 7) Recommended entry to the unit Access to this unit is at the discretion of the centre. However, learners would benefit most from this unit if they have successfully completed the Level 3 Diploma in Shipping and/or hold at least National 5 in both Mathematics and Physics or a General Science. HR06 34, Ship Stability: An Introduction (SCQF level 7) 1 Higher National Unit Specification: General information (cont) Unit title: Ship Stability: An Introduction (SCQF level 7) Core Skills Achievement of this Unit gives automatic certification of the following Core Skills component: Complete Core Skill None Core Skill component Critical Thinking at SCQF level 6 Using Number at SCQF level 6 Using Graphical Information at SCQF level 5 Context for delivery If this unit is delivered as part of a group award, it is recommended that it should be taught and assessed within the subject area of the group award to which it contributes. The Assessment Support Pack (ASP) for this unit provides assessment and marking guidelines that exemplify the national standard for achievement. It is a valid, reliable and practicable assessment. Centres wishing to develop their own assessments should refer to the ASP to ensure a comparable standard. A list of existing ASPs is available to download from SQA’s website (http://www.sqa.org.uk/sqa/46233.2769.html). Equality and inclusion This unit specification has been designed to ensure that there are no unnecessary barriers to learning or assessment. The individual needs of learners should be taken into account when planning learning experiences, selecting assessment methods or considering alternative evidence. Further advice can be found on our website www.sqa.org.uk/assessmentarrangements. HR06 34, Ship Stability: An Introduction (SCQF level 7) 2 Higher National Unit Specification: Statement of standards (cont) Unit title: Ship Stability: An Introduction (SCQF level 7) Acceptable performance in this unit will be the satisfactory achievement of the standards set out in this part of the unit specification. All sections of the statement of standards are mandatory and cannot be altered without reference to SQA. Where evidence for outcomes is assessed on a sample basis, the whole of the content listed in the knowledge and/or skills section must be taught and available for assessment. Learners should not know in advance the items on which they will be assessed and different items should be sampled on each assessment occasion. Outcome 1 Apply the basic principles of hydrostatics to loadline calculations. Knowledge and/or skills  Vessel displacement  Mass, volume, density and relative density  Archimedes principle, hydrostatic data, displacement volume, displacement, buoyancy  Waterline length, breadth, draught, LBP, AW, CW, CB, and freeboard  TPC, FWA and dock water allowance  Displacement, deadweight and TPC tables  Load line and draught marks  Loadline calculation  Hydrometer use Outcome 2 Apply the principles of statical stability to interpret GZ curves. Knowledge and/or skills  Centre of buoyancy, centre of gravity, initial transverse metacentre, righting lever, righting  Moment, metacentric height  Stable, neutral and unstable conditions of stability at small angles of heel  GZ curves  Stiff and tender vessels  Angle of loll HR06 34, Ship Stability: An Introduction (SCQF level 7) 3 Higher National Unit Specification: Statement of standards (cont) Unit title: Ship Stability: An Introduction (SCQF level 7) Outcome 3 Apply the principles of transverse stability to list calculations Knowledge and/or skills  Effect on G of loading, discharging and moving weights  List  Difference between list and loll and the methods of correction  Changes in stability during the voyage  Free surface and the dangers and effect at small angles of heel  Effect of tank subdivision and density on free surface  Allowance for the effect of free surface Outcome 4 Apply the principles of longitudinal stability to draught calculations Knowledge and/or skills  True Mean Draught (TMD), Longitudinal Centre of Flotation (LCF), Longitudinal Centre of Gravity (LCG), Longitudinal Centre of Buoyancy (LCB), Trimming Moment and Moment to Change Trim 1 cm (MCTC)  Apply the principles of longitudinal stability to calculations involving the inter-relationship of draught, trim, weight and their positions Evidence requirements for this unit Written and/or oral recorded evidence is required for Outcomes 1 to 4 and will be under supervised open-book conditions. Outcomes 1 and 2 should be combined for assessment lasting no longer than two hours. Outcomes 3 and 4 should be combined for assessment lasting no longer than two hours. MCA approved formula sheets should be made available to all learners during assessment. All knowledge and skills within each outcome will be assessed however there is sampling within some of the knowledge and skills. A different sample should be used on each assessment occasion. HR06 34, Ship Stability: An Introduction (SCQF level 7) 4 Higher National Unit Specification: Statement of standards (cont) Unit title: Ship Stability: An Introduction (SCQF level 7) Outcome 1 Learners will need to produce written and or/oral recorded evidence to demonstrate their knowledge and/or skills by showing that they can: 1 Explain terms used in knowledge and skills (b)–(e). One from each must be sampled. 2 Calculate the displacement of a box or shipshape vessel using principles from (b), (c) and (d). In any calculation: (a) AW, CW or CB must be given. (b) Learners must select appropriate components from (b), (c) and (d) and in order to do this, two components (from either b, c, or d) that are not appropriate must be included. (c) Learners must arrive at the correct displacement calculation and be able to show workings/explanation that intermediate steps have been followed in a logical and meaningful sequence. 3 Carry out a loadline calculation. Learners must: (d) Cover all knowledge and skills in (e), (f) and (g). This can be done in any combination depending on the value of the components that are given. Learners must calculate the two components from TPC, FWA and DWA which have not been covered in the explanation in 1. The value of the component (TPC, FWA or DWA) covered in the explanation in 1 must be given. (e) Arrive at the correct loadline calculation and can show workings/explanation that intermediate steps have been followed in a logical and meaningful sequence. The same box or shipshape vessel used to calculate displacement in 2 can be used in the loadline calculation. 4 Use a hydrometer to measure the density of water. Learners must: (f) Demonstrate the practical use of a hydrometer to determine the density of a water sample. (g) Explain the use of the hydrometer to the assessor during the demonstration. (h) Measure the density of the water correctly. Evidence for elements 1, 2 above will be based on sampling and learners should be provided with sets of displacement, deadweight and TPC tables. No other materials may be used. A different sample must be used on each assessment occasion. For this reason, the calculation of, and value given for, TPC, FWA and DWA may differ on each assessment occasion. Outcome 2 Learners will need to produce written and or/oral recorded evidence to demonstrate their knowledge and/or skills by showing that they can:  explain the terms relating to statical stability  interpret GZ curves  determine a vessel's state of stability HR06 34, Ship Stability: An Introduction (SCQF level 7) 5 Higher National Unit Specification: Statement of standards (cont) Unit title: Ship Stability: An Introduction (SCQF level 7) Outcome 3 Learners will need to produce written and or/oral recorded evidence to demonstrate their knowledge and/or skills by showing that they can:  calculate the effect of altering the vertical and transverse distribution of weights  explain the difference between loll and list and the methods of correction  explain the dangers of free surface  allow for the effect of free surface in the calculation stated above Outcome 4 Learners will need to produce written and or/oral recorded evidence to demonstrate their knowledge and/or skills by showing that they can:  calculate the effect of altering the longitudinal distribution of weights Note: Calculations involving longitudinal stability should be carried out using the method of taking moments about the after perpendicular. The method of taking moments about the LCF should be discussed but in assessments only the former method should be given any credit. HR06 34, Ship Stability: An Introduction (SCQF level 7) 6 Higher National Unit support notes Unit title: Ship Stability: An Introduction (SCQF level 7) Unit support notes are offered as guidance and are not mandatory. While the exact time allocated to this unit is at the discretion of the centre, the notional design length is 60 hours. Guidance on the content and context for this unit The content of this unit reflects the content of International Maritime Organisation’s Standards of Training Certification and Watchkeeping (STCW ’78 as amended). The unit is primarily intended for learners who are new entrants to the Merchant Navy via one of the Merchant Navy Training Board (MNTB) approved deck cadet training schemes or for seafarers who are enrolled on a rating to Officer conversion course. Ideally learners would have already accrued some shipboard experience prior to attempting this unit, although this is not a prerequisite. The knowledge and skills contained within the unit cover all the requirements as laid down by Standards for Training and Certification of Watchkeepers (STCW ’78 as amended) at the operational level aboard ship. Completion of the unit will also ensure that the learner complies with all the requirements laid down by the UK Maritime and Coastguard Agency (MCA) for the issue of an Officer of the Watch Unlimited Certificate of Competency as a Deck Officer. The required knowledge and skills for MCA certification can be found in a document detailing the requirements for the issue of an Education and Training Certificate (A&B), which is available from the MNTB. The following notes give additional information on the knowledge and skills for each of the four outcomes. Outcome 1 Learners will understand the basic principles behind why vessels float in water and the relationship between the mass, volume of displacement and water density. This is initially done for box shaped vessels and the concepts required to transfer these principles to ship shapes will be developed. Learners will then apply this basic knowledge in different scenarios which will enable them to determine the draught at which a ship will float in water of a given density. The rate of change of draught with changing displacement will also be investigated, using both theoretical concepts and also information available in hydrostatic tables for a given vessel. Learners will be shown how the density of water is determined and will be required to demonstrate practically that they are able to use a hydrometer to determine the density of a water sample. HR06 34, Ship Stability: An Introduction (SCQF level 7) 7 Higher National Unit support notes (cont) Unit title: Ship Stability: An Introduction (SCQF level 7) Outcome 2 The criteria for vessels being in a stable or unstable condition or having neutral stability will be investigated. The effect on stability of vessels at small and large angles of heel will be determined and learners will be able to represent this graphically in the form of a curve of statical stability given initial information available from hydrostatic tables. Learners will also be aware of the various factors affecting the transverse stability of a vessel and in particular the factors which affect the shape of the curve of statical stability. Outcome 3 This outcome covers the effect of changing the distribution of weight within the vessel, but only in relation to the changes in the transverse stability of the vessel. The effect of vertical and horizontal movement of weight will be investigated and the changes to the statical stability of the vessel determined. The concept of free surface will be introduced and its importance in determining the final stability of the vessel emphasised. Understanding of the dangers of excessive free surface and how this may be minimised will be developed in the outcome. The concept of list due to a transverse shift of weight within the vessel will be investigated and learners should be able to determine the angle of list (for small angles). The implications of a vessel initially being in an unstable condition and the concept of an angle of loll will be considered and the difference between loll and list differentiated. Outcome 4 Learners will be introduced to the theory of longitudinal stability and will be able to calculate the draughts forward and aft using information obtained from hydrostatic data. The effect of changes in the longitudinal distribution of weight will be considered and learners will be required to perform calculations involving the loading and discharging of multiple weights using the method of taking moments about the after perpendicular of the vessel. (LCB–LCG Method) Guidance on approaches to delivery of this unit This unit contains knowledge and skills which are critical to the safe operation of any vessel. The unit could be delivered by combination of class teaching, tutorial work and practical application cargo loading equipment. It is therefore vital that all learners are thoroughly familiar with the principles detailed above. It is suggested that the delivery follows the sequence of the outcomes as they develop the required knowledge and skills in a sequential order. Learners should be able to draw on the knowledge gained from the qualifications or units recommended as prior knowledge as well as experience gained from service at sea. Where learners have some seagoing experience the contents of Outcome 1 may be familiar as they will have witnessed the concepts at first hand whilst loading and unloading the ship and may have carried out some of the practical work as part of their on-board training. HR06 34, Ship Stability: An Introduction (SCQF level 7) 8 Higher National Unit support notes (cont) Unit title: Ship Stability: An Introduction (SCQF level 7) Those learners with no prior seagoing experience would benefit from practical demonstrations, where applicable, of the various concepts. This may be possible using models or simple beams showing the effect of transferring weights in a ship. Wherever possible diagrams should be used in explaining concepts regarding movement of weights and the use of presentations and ICT delivery would be of great benefit. Use of stability calculation software scenarios on loading equipment in the cargo handling simulators to see the effect as the changes can be shown almost instantaneously and learners can see for themselves how changes can affect the stability of the vessel in both numeric and diagrammatic formats. The learner can apply their theoretical knowledge and analyse the practical application of ship’s stability and trim calculations in various seagoing conditions of intact stability of the ship. It is recommended that the hydrostatic data supplied to learners taking the MCA written examinations at Officer of the Watch level be used in all calculations, in order that all learners are fully conversant with the contents. MCA approved formula sheets should be made available to all learners during assessment. The knowledge and skills developed within the unit should be applied in the context that will be encountered aboard ship, ideally leading the learner towards the ability to be able to determine the stability of vessel at the completion of either loading or discharging. Guidance on approaches to assessment of this unit Written and or/oral recorded evidence is required for Outcomes 1 to 4 and will be under supervised open-book conditions. Outcomes 1 and 2 should be combined for assessment lasting no longer than two hours. Outcomes 3 and 4 should be combined for assessment lasting no longer than two hours. All knowledge and skills will be assessed however there is sampling within some of the knowledge and skills. A different sample should be used on each assessment occasion. Since this is a safety subject indicated by MCA for STCW Certificate of Competency, it is suggested that the pass mark for all assessments in this unit should be set at a minimum of 60%. Outcome 1 Evidence for elements 1, 2 of Outcome 1 will be based on sampling and learners should be provided with sets of displacement, deadweight and TPC tables. No other materials may be used. A different sample must be used on each assessment occasion. For this reason, the calculation of, and value given for, TPC, FWA and DWA may differ on each assessment occasion. Outcome 2 Opportunities to generate evidence could include multiple choice assessments to cover the terms relating to statical stability or alternatively a blank diagram on which a learner must identify the terms listed in the first section of the knowledge and skills. HR06 34, Ship Stability: An Introduction (SCQF level 7) 9 Higher National Unit support notes (cont) Unit title: Ship Stability: An Introduction (SCQF level 7) Alternatively, all of the evidence requirements may be developed in one or more structured questions. Questions may be structured so that evidence requirements from more than one outcome are combined, if successful completion of the question will ensure that the individual evidence requirements are clearly achieved. Outcome 3 Opportunities to generate evidence for this outcome could include a single structured question in which the learner is required to determine the angle of list acquired when weights are moved vertically and horizontally within the ship and which also includes free surface due to slack tanks. The question could conclude with the learner being asked to explain the difference between list and loll. Alternatively, all of the evidence requirements may be developed by use of structured questions. Questions may be structured so that evidence requirements from more than one outcome are combined, if successful completion of the question will ensure that the individual evidence requirements are clearly achieved. Outcome 4 Opportunities to produce evidence may be developed by means of an assessment under supervised conditions. This could consist of a structured question using hydrostatic data from tables to determine the vessel’s true mean draught and then calculate the final draughts of the vessel after loading, discharging and transferring weights within the vessel, using the principles of longitudinal stability. Alternatively, all of the evidence requirements may be developed by use of structured questions. Questions may be structured so that evidence requirements from more than one outcome are combined, if successful completion of the question will ensure that the individual evidence requirements are clearly achieved Every opportunity should be made to relate the questions to tasks that the OOW could normally carry out on board ship. Questions may cover one or more of the evidence requirements depending on the nature of the problem set, however there must be opportunities for a learner to demonstrate that they can satisfy all of the evidence requirements of this outcome within any assessment. Learners may be given hydrostatic data tables and be asked to calculate the displacement of a vessel using a variety of hydrostatic principles, possibly including an exercise to obtain the draught from a specimen example of draught marks. Learners may then be asked to calculate TPC, FWA and DWA, using information from the previous section of the question to determine the final draught and hence determine if the vessel complies with the loadline rules. Sufficient evidence to ensure that the learner possesses the required knowledge and skills would be available in such a question. It would also be possible that each of the above requirements could be tackled as part of a different question. There are multiple scenarios which could be used to provide such evidence and different scenarios should be used in each assessment, provided that there are still sufficient opportunities to comply with all the evidence requirements above. HR06 34, Ship Stability: An Introduction (SCQF level 7) 10 Higher National Unit support notes (cont) Unit title: Ship Stability: An Introduction (SCQF level 7) Outcome 1 may be assessed by means of a practical exercise in which a learner physically obtains the density of a sample of water or on the use of the hydrometer. Basic hydrostatic principles and loadline calculations may be assessed using an open-book assessment under supervised conditions or may be incorporated in an assessment covering Outcomes 1, 2, 3 and 4. Outcome 2 will be sample assessed by an assessment under supervised conditions on statical stability and the interpretation of GZ curves. The use of computer software typically found aboard ship could be assessed by means of an assignment. Outcome 3 may be assessed by means of an assessment under supervised conditions on transverse stability calculations, the dangers of free surface and the correction of angle of loll. Outcome 4 could be assessed by an assessment under supervised conditions on longitudinal stability calculations. Outcomes 1 and 2 should be combined for assessment lasting no longer than two hours. Outcomes 3 and 4 should be combined for assessment lasting no longer than two hours. Outcomes 1, 2, 3 and 4 may be combined for assessment purposes. Evidence for the above may be reproduced by the learner using typical stability software packages to investigate a proposed loading plan for the vessel in question. Alternatively learners could be asked what the input/output parameters are for typical stability software packages. Opportunities for e-assessment E-assessment may be appropriate for some assessments in this unit. By e-assessment we mean assessment which is supported by Information and Communication Technology (ICT), such as e-testing or the use of e-portfolios or social software. Centres which wish to use e-assessment must ensure that the national standard is applied to all learner evidence and that conditions of assessment as specified in the evidence requirements are met, regardless of the mode of gathering evidence. The most up-to-date guidance on the use of e-assessment to support SQA’s qualifications is available at www.sqa.org.uk/e-assessment. Opportunities for developing Core and other essential skills This unit has the Using Number and Using Graphical Information components of Numeracy, and the Critical Thinking component of Problem Solving embedded in it. This means that when learners achieve the unit, their Core Skills profile will also be updated to show they have achieved:  Critical Thinking at SCQF level 6  Using Number at SCQF level 6  Using Graphical Information at SCQF level 5 HR06 34, Ship Stability: An Introduction (SCQF level 7) 11 History of changes to unit Version Description of change Date Core Skills Components Critical Thinking and Using Number at 18/09/17 2 SCQF level 6, and Using Graphical Information at SCQF level 5 embedded © Scottish Qualifications Authority 2017 This publication may be reproduced in whole or in part for educational purposes provided that no profit is derived from reproduction and that, if reproduced in part, the source is acknowledged. Additional copies of this unit specification can be purchased from the Scottish Qualifications Authority. Please contact the Business Development and Customer Support team, telephone 0303 333 0330. HR06 34, Ship Stability: An Introduction (SCQF level 7) 12 General information for learners Unit title: Ship Stability: An Introduction (SCQF level 7 This unit is about applying the principles of ship stability for box and ship shape vessels to routine situations and will develop knowledge of the principles of hydrostatics, loadline calculations, statical stability, transverse stability and an introduction to longitudinal stability. On completion of this unit you should be able to:  apply the basic principles of hydrostatics to loadline calculations  apply the principles of statical stability to interpret GZ curves  apply the principles of transverse stability to list calculations  apply the principles of longitudinal stability to draught calculations Assessment could be two question papers using hydrostatic ship particulars..Each assessment should last no longer than two hours. You will be assessed on the use of the hydrometer and aspects of loadlines, structural, transverse and longitudinal stability under supervised conditions. The use of computer software used typically aboard ship may be used. It’s at the discretion of the centre that some elements of the unit may be assessed on cargo loading equipment under supervised conditions. Learners will develop Using Number through calculations involving several variables and multiple interdependent steps. Using Graphical Information will be developed at SCQF level 6 by constructing graphs to obtain information that will be used in calculations or alternatively use numerical data to construct graphs and then use the graph to analyse the stability of a vessel and check that the vessel complies with minimum stability requirements prior to sailing. This may be assessed with the unit assessment but there is no automatic certification of Core Skills implied. This unit has the Using Number and Using Graphical Information components of Numeracy, and the Critical Thinking component of Problem Solving embedded in it. This means that when you achieve the unit, your Core Skills profile will also be updated to show you have achieved:  Critical Thinking at SCQF level 6  Using Number at SCQF level 6  Using Graphical Information at SCQF level 5 HR06 34, Ship Stability: An Introduction (SCQF level 7) 13 Deck – Marine Engineering System: HT6N-35 S.M MOSHIUR RAHMAN, MEng. ( Ex-Classification Society Sr. Surveyor/lead Auditor and Chief engineer ) Lecturer, Marine engineering Dept. City of Glasgow college, Nautical faculty. VDR (Voyage data recorder): VDR (Voyage data recorder) is mandatory by SOLAS REQUIREMENTS Regulation 20. This is a data recording system designed for all vessels required to comply with the IMO's Requirements (IMO Res.A.861 (20)) in order to collect data from various sensors on board the vessel.  Power supply to VDR (MSC.1/Circ.1222): 1. The power supply shut down alarm must be activated when power is off to the VDR but the equipment continues to operate for at least 1 h 55 min and automatically stops recording no later than 2 h 5 min after the external power is removed. 2. Confirm that the batteries within the equipment for power supply to the acoustic beacon is satisfactory at all times.  Bridge Telegraph Data Logger:  According to SOLAS chapter V, Annex 21, all ships engaged on international voyages to keep on board a record of Following information related to telegraph are logged and recorded in the navigational activities and incidents which are of bridge telegraph data logger. Ahead Direction Movements: importance to safety of navigation and which must contain 1. Navigation full sufficient detail to restore a complete record of the 2. Full Ahead 3. Half Ahead voyage. 4. Slow Ahead 5. Dead Slow Ahead  Based on this regulatory requirement, digital data 6. Stop Astern direction movements: recording system introduce on board ship. Bridge data 1. Dead slow astern logger is part of this requirement. 2. Slow Astern 3. Half Astern  This digital recording method must be approved by the 4. Full Astern 5. Emergency Astern classification society or administration. 6. Stop Mimic control for ship’s water tight door:  Mimic control for ship’s water tight door:  Most of the modern vessel uses mimic control board at the navigational bridge to operate the water tight door.  Basic regulatory requirement for the mimic control system of this doors are given in MSC.1/Circ. 1380 Guidance for watertight doors and SOLAS chapter V, reg/20.  Mimic board using for the controlling of the water tight door on the navigation bridge must have the red light LED indication by flashing at the intermediate position when the door is remotely operating [SOLAS regulation II-1/13.8.2 (15.8.2)]  The central operating console at the navigating bridge (which may be mimic control board) provided with a diagram showing the location of each door, with visual indicators to show whether each door is open or closed, such that a red light indicates a door is fully open and a green light indicates a door is fully closed. SOLAS regulation II- 1/13.8.2 (15.8.2). The Pirani gauge for ship board use The Pirani gauge is a robust thermal conductivity gauge used for the measurement of the pressures in vacuum systems. End thought Marine Engineering Systems-HT6N 35 Learning Outcome-3 Faculty of Nautical & STEM 23 October 2019 © 2019 City of Glasgow College Charity Number: SCO 36198 Contents Objectives........................................................................ 3 Marine engineering terms...................................................... 4 The concept of control systems.............................................. 5 Terminology of control system............................................................ 7 Open and closed loops and their components.............................. 8 Types of control action..................................................................... 9 Limitation of controller using on board ship.......................................... 10 Practical shipboard applications........................................................ 11 Jacket water temperature control system _____________________________ 11 Boiler water level control ___________________________________________ 12 Requirements for plant monitoring and alarm systems for UMS Operations...................................................................... 21 Integrated bridge systems.................................................... 25 Page 2 of 26 HT6N-35 LO3 notes Objectives Outcome 3 Marine engineering terms 1.1 Terms in common use consistent with use in UK regulations The concept of control systems 1.1 Open and closed loops and their components 1.2 Types of control action 1.3 Practical shipboard applications Explain the need for and describe the function and operation of: (a) Data loggers (b) Mimic diagrams (c) Analogue and digital displays (d) Shipboard applications of the above  Describe the principles of bridge control (a) Principles of bridge control, including fail safe, fail run and safety interlocks for: (i) Slow speed diesel engines (ii) Medium speed diesel engines fitted with controllable pitch propeller or reversinggearbox (iii) Steam/gas turbines with associated boilers (v) Thruster systems (b) Interchanging bridge and engine room control (c) Requirements for plant monitoring and alarm systems for UMS Operations (d) Integrated bridge systems HT6N-35 LO3 notes Page 3 of 26 HT6N-35 LO3 notes Marine engineering terms Terms in common use consistent with use in UK regulations Terms in common use: There are many abbreviations and terms which are currently used in marine Engineering systems. Some of the more common terms are listed below. For more comprehensive list, please see British Standard, BS 8888 (new version of BS 308) BHP Brake Horse Power CPP Controllable Pitch Propeller DP Delivered Power EP Effective Power IP Indicated Power MCR Maximum Continuous Rating Standards of Training, Certification and Watch STCW keeping for Seafarers ISM International Safety Management System IMO International Maritime organization ISPS International Ship and Port Facility Security (Code) MLC Maritime Labour Convention, 2006 - ILO BW Ballast water CFW Cooling Fresh Water CSW Cooling Sea Water DP Differential Pressure Page 4 of 26 HT6N-35 LO3 notes E/R Engine Room EG Emergency Generator EXH Exhaust FF Fire Fighting FO Fuel Oil FW Fresh Water HFO Heavy Fuel Oil MDO Marine Diesel Oil ME Main Engine OWS Oily Water Separator P/P (PP) Pump (s) PMS Power Management System SW Sea Water T/C Turbo Compressor T/G Turbo Generator VIT Variable Injection Timing The concept of control systems Control means a system runs with a process directly or with feedback loop is called control system or A control system is a system, which controls other system. Further, “A control system is a system of devices or set of devices, that manages commands, directs or regulates the behavior of other devices or systems to achieve desire results. Page 5 of 26 HT6N-35 LO3 notes During current days, ship owners are using highly sophisticated ship control systems with increased functionality, reliability and a large number of automatic modes. Classic examples are : Course-keeping and course-changing manoeuvres (auto-pilot) Way-point tracking control using digital charts and weather data On-line way-point generation and collision avoidance ( ARPA) Automatic docking systems Dynamic positioning (station-keeping) weather tracking for optimal control Fin and tank roll stabilisation PMS (Power management system for generator) Cam less electronically online control main engine. ( Wartsila Rt Flex Engine) Boiler combustion control Fuel temperature control Fire monitoring and control on board ship. Page 6 of 26 HT6N-35 LO3 notes Terminology of control system 1. Closed loop control system – this is where the control action is dependent on the system output, it can be an automatic or a manual system. 2. Desired value – this is the value of the controlled condition that the operator desires to achieve. 3. Set value – this is the value of the controlled condition that the controller is set, this should be the same as the desired value. 4. Deviation – this is the difference between the measured and desired values. 5. Offset – this is a sustained deviation between the measured and desired value. 6. Feedback – this increases the accuracy and sensitivity of the controller by using the output condition of the system to adjust the control action. 7. Control action – this can be either proportional, integral or derivative. 8. Measuring element-the element which responds to the sign from the detecting element and gives a signal representing the controlled condition. 9. Controlled condition- the physical quantity or condition of the controlled body , processes or machine which is the purpose of the system to be controlled. 10. Correcting unit- The element which acts directly on the controlled body, process or machine. 11. Proportional action – the action of a control element whose output signal is proportional to its input signal. 12. Proportional band - the range of values of deviation corresponding to the full operating range of output signal of the controlling unit resulting from proportional action only. The proportional band can be expressed as a percentage of the range of values of the controlled condition which the measuring unit of the controller is designed to measure. 13. Integral action / reset – the action of a control element whose output signal changes at a rate which is proportional to its input signal. 14. Derivative action – the action of a control element whose output signal is proportional to the rate at which its input signal is changing. Page 7 of 26 HT6N-35 LO3 notes Open and closed loops and their components Open Loop Control: A control system without feed back is the open loop control. For example: Manual / emergency steering operation from the local station by observing the rudder angel manually. Its components are: Input Process Out put Close loop control: A control system with feedback called closed loop control. For example: Steering operation 9 Follow up control) from the bridge through the telemotor and hunting gear system work as feedback link. Most of the control on board ship is closed loop control. Its components are: Input Process Out put Feed back link Page 8 of 26 HT6N-35 LO3 notes Types of control action Generally there are 3 types of control action for the control system: 1. Proportional control action: a. Proportional action – the action of a control element whose output signal is proportional to its input signal. 2. Integral control action: a. Integral action / reset – the action of a control element whose output signal changes at a rate which is proportional to its input signal. 3. derivative control action: a. Derivative action – the action of a control element whose output signal is proportional to the rate at which its input signal is changing. Regulating unit Basic function of controller unit The commonest type of regulating unit found at sea is the pneumatic control valve. Valve operation may be direct acting where increasing pressure on a diaphragm by a control signal causes the valve to close or reverse acting where the opposite happens. Control valves can simply regulate the flow or they can be three way valves that control the percentage of fluid flowing in each direction. Page 9 of 26 HT6N-35 LO3 notes In the diagram the control signal to the valve is pneumatic, it enters the valve at the top and acts on a diaphragm. The diaphragm is connected to the top of the valve spindle, movement of the spindle is opposed by a spring. The valve disc or plug can be single or double seated and can have a variety of shapes depending on the relationship required between valve lift and liquid flow. A valve positioner may be required to be used with the valve if: 1. the valve is remote from the controller. 2. there is a high pressure difference across the valve. 3. the controlled medium is viscous. 4. the pressure on the gland is high Limitation of controller using on board ship 1. Pneumatic systems require clean, dry air supply. 2. Electrical systems are usually low voltage & current and are susceptible to temperature & vibration faults. 3. Mechanical systems suffer from friction, temperature & vibration. Page 10 of 26 HT6N-35 LO3 notes 4. Hydraulic systems require clean oil & are prone to leaks. Practical shipboard applications Jacket water temperature control system The system shown is very simple and may not be good enough to keep the jacket water temperature constant when the engine is maneuvering, the system can either be improved or it can be operated in the manually whilst maneuvering and automatically when the engines are on full away. Page 11 of 26 HT6N-35 LO3 notes Boiler water level control A simple level sensor is not good enough to control the water level in a modern high pressure, high temperature water tube boiler due to the following reason. When the boiler is operating the water level in the gauge glass reads higher than when the boiler is shut down, this is because of the presence of steam bubbles in the water. If there is a sudden increase in steam demand the pressure in the steam drum will fall this will cause some of the water in the drum to flash off into steam and these steam bubbles will cause the drum water level to rise, the reduced mass of water in the drum will also result in more steam being produced, which will again raise the water level, this effect is known as swell. When the boiler load returns to normal the drum pressure will rise and steam bubble formation will reduce, causing the drum level to fall, incoming colder feed water will further reduce steam formation and what is known as shrinkage of the drum level will occur. If the quantity of feed water entering the boiler is controlled using only water level then the control system will add more water when it should be adding less and vice versa. Any control system must take account of steam demand as well as water level to control the flow of feed water. HT6N-35 LO3 notes Feed water control Steam outlet valve Steam flow transmitter Water level Level transmitter Feed water flow transmitter Differential relay Desired Controller value Page8 of 18 Explain the need for and describe the function and operation of: (a) Data loggers (b) Mimic diagrams (c) Analogue and digital displays(d) Shipboard applications of the above Data loggers Data loggers are used for collection of large amounts of system data which require supervision. Data is only capable of being continuously observed by electronic data logging systems. In the data logger, the Process conditions (measured variables & faults) can be displayed as required. Page 13 HT6N-35 LO3 notes Mimic diagrams Computers & VDU’s can be used to display various systems in mimic-diagram form. Advantages of using mimic diagrams are: Visual/aural & touch screen interaction. Use of icons/pictures & colour coding aids fast recognition & beats literacy/language barriers. Rapid user feedback & context sensitive help. Logical presentation of data. Page 14 HT6N-35 LO3 notes Analogue and digital displays Analogue display system is based on continuous signals Digital display system is based on discrete signals or “ Need to basis” signal display. Shipboard applications of the above: Above systems are used on board ship in almost every area. UMS Systems - Bridge Control are the classic example of this: UMS Systems - Bridge Control system requires logic, condition & sequence control as well as protection devices/safety interlocks etc. It also includes: Cargo, Machinery & Ship Management control systems, Electronic charts, Autopilot, radar etc. Load monitoring, Ballast control etc. Performance & Condition monitoring etc. Record keeping, planned maintenance etc. It also requires networking of control systems to provide more efficient ship operation  Describe the principles of bridge control: (a) Principles of bridge control, including fail safe, fail run and safety interlocks for: (i) Slow speed diesel engines Page 15 HT6N-35 LO3 notes Page 16 HT6N-35 LO3 notes (ii) Medium speed diesel engines fitted with controllable pitch propeller or reversinggearbox Page 17 of 26 HT6N-35 LO3 notes (iii) Steam turbines with associated boilers This Bridge control system comprises a transmitter mounted on the bridge, a direction controller, and a function generator. The action of the direction controller is to ensure that the appropriate steam valve (ahead or astern) is operated and that the shaft turns in the correct direction. The function generator accepts the command from the bridge, which may be in the form of a step function, and converts it into a command which is compatible with the boiler/turbine assembly. The output of the function generator is applied to the speed controller as a desired value which is then compared with a measured variable obtained from the speed sensor driven by the main shaft. The output of the speed controller applied to the direction controller and thence to the appropriate steam valve which passes steam to the main turbines. Page 18 of 26 HT6N-35 LO3 notes (v) Thruster systems (b) Interchanging bridge and engine room control Page 19 of 26 HT6N-35 LO3 notes Page 20 of 26 HT6N-35 LO3 notes Interchanging the control from engine room to bridge or bridge to engine control room is critical. All safety system and remote control system must be functional before change over the engine to bridge. Telegraph position should be aligned with each other while interchanging operation from bridge to control room or vice versa otherwise there will be a huge rpm surge which could lead to the damage of main engine. Following items need to be done during bridge operation of main engine by deck office: Constantly Monitor Engine Load In Rough Weather If Remote Control Fails, Transfer Control To Engine Room Immediately If Main Engine Stops, Move Maneuvering Handle To STOP Position Reset Emergency Shutdown, The Telegraph Transmitter On The Bridge Must Be Put To STOP Position Auto Emergency Slow Down Alarm Can be Cancelled To Keep Engine Running Check Start Air Valve or Auxiliary Blower Position In Case Of Alarm While Changing Over The Engine Controls From Control Room Imperfect Bridge Control Condition Alarm is Mainly Due To Inappropriate Position Of Start Air Main Valve Or Auxiliary Blower Follow All Steps While Removing Starting Interlock For Main Engine Fuel Oil Supply Miss Ignition Restarting Take Place Automatically: Be Careful If Main Engine Is Set To Limited Revolution Value (Ref: http://www.marineinsight.com/marine-navigation/10-things-deck-officer-must- knowwhile-operating-main-engine-from-bridge-part-2/ ) Requirements for plant monitoring and alarm systems for UMS Operations Page 21 of 26 HT6N-35 LO3 notes SOLAS Requirement [Ref: SOLAS 2009 Chapter II-1, regulations 46 to regulation 54.] Control of Propulsion Equipment from the Bridge Centralized Control Automatic Fire Detection and Alarm System Comprehensive Machinery Alarm System A Fire Control Station Automatic High Bilge Level Alarms and Pumping Systems Automatically Started Emergency Generator for Essential Services Local (Manual) Control of Essential Services Automatic Control System for the Boiler Regular Testing and Maintenance of Instrumentation / Monitoring Systems Safety Systems Arrangement should be provided on UMS ship to detect and give alarm in case of fire. a) In the boiler air supply casing and uptake. b) In scavenge space of propulsion machinery. B) In engines of power 250 Kw and above or cylinders having bore more than 300mm should be provided with oil mist detector for crankcase or bearing temperature monitor or either of two. Protection against Flooding Bilge well in UMS ship should be located and provided in such a manner that the accumulation of liquid is detected at normal angle of heel and trim and should also have enough space to accommodate the drainage of liquid during unattended period. In case of automatic starting of bilge pump, the alarm should be provided to indicate that the flow of liquid pumped is more than the capacity of the pump. Control of Propulsion Machinery from Navigation Bridge The ship should be able to be controlled from bridge under all sailing conditions. The bridge should be able to control the speed, direction of thrust, and should be able to change the pitch in case of controllable pitch propeller. Page 22 of 26 HT6N-35 LO3 notes Emergency stop should be provided on navigating bridge, independent of bridge control system. The remote operation of the propulsion should be possible from one location at a time; at such connection interconnected control position are permitted. The number of consecutive automatic attempt which fails to start the propulsion machinery shall be limited to safeguard sufficient starting air pressure. Centralized control & instruments are required in Machinery Space Centralized control system should be there so that engineers may be called to the machinery space during emergencies from wherever they are. Page 23 of 26 HT6N-35 LO3 notes HT6N-35 LO3 notes Automatic Fire Detection Alarms and detection should operate very rapidly and effectively. It should be placed at numerous well sited places for quick response of the detectors. Fire Extinguishing System There should be arrangement for fire extinguishing system other than the conventional hand extinguishers which can be operated remotely from machinery space. The station must give control of emergency fire pumps, generators, valves, extinguishing media etc. Alarm System A comprehensive alarm system must be provided for control & accommodation areas. Automatic Start of Emergency Generator Arrangement for starting of emergency generator and automatic connection to bus bar must be provided in case of blackout condition. Apart from that following points are also to be noted. Local hand control of essential machineries like steering, emergency generator starting, emergency start for main engine etc to be provided. Adequate settling tank storage capacity. Regular testing & maintenance of machinery alarms & instruments. [ http://www.marineinsight.com/maritime-law/what-are-the-essential- requirements-forunattended-machinery-space-ums-ship/ ] Page 24 of 26 HT6N-35 LO3 notes Integrated bridge systems An Integrated Bridge System (IBS) is a combination of systems, which are interconnected to allow a centralized monitoring of various navigational tools. IBS allows acquiring and control of sensor information of a number of operations such as passage execution, communication, machinery control, and safety and security. An integrated bridge navigation system is generally connected to Autopilot Radar Gyro Position fixing systems ECDIS Power distribution system Steering gear Page 25 of 26 HT6N-35 LO3 notes An alarm system links all the above mentioned systems and gives out audio and visual signal in case of any emergency condition [Ref: https://www.google.co.uk/search?q=Integrated+bridge+systems&rlz=1C1C HBD_en- GBGB739GB739&espv=2&source=lnms&tbm=isch&sa=X&ved=0ahUKEwij- LyAwo3TAhVOGsAKHWy9DEoQ_AUIBigB&biw=988&bih=591#imgrc=ZccjEJd9 wF8Q9M: And www.marineinsight.com/?p=19983 / web on 5-4-17] Page 26 of 26 MES – LO3 Terminology Engine Room Jargon! Lifting a fuel pump – If isolation of a cylinder fuel injector is required (scavenge space fire) Blow back – Excess fuel in the boiler Blow past – faulty piston ring on the piston, gases getting past and into the crankcase or scavenge space Cracked cylinder liners – could be caused by Jacket water cooling systems temperatures being too high Engine Room Jargon! Emulsified Oil – oil contained with water Crosshead slippers – Load/Extension Graphs Scavenge ports/cylinder entry port – Air inlet Pulling a unit – Engine piston removal and inspection Blowing tubes – soot blowing of a smoke tube boilers tubes. With water tube boilers, water flows through the tubes and gases flow over. Whereas, in smokes tube, gases flow through the tubes and water around. MES – LO3 Terminology Engine Room Jargon! Lifting a fuel pump – If isolation of a cylinder fuel injector is required (scavenge space fire) Blow back – Excess fuel in the boiler Blow past – faulty piston ring on the piston, gases getting past and into the crankcase or scavenge space Cracked cylinder liners – could be caused by Jacket water cooling systems temperatures being too high Engine Room Jargon! Emulsified Oil – oil contained with water Crosshead slippers – Bearing guide surfaces preventing lateral movement of the crosshead bearing. Scavenge ports/cylinder entry port – Air inlet Pulling a unit – Engine piston removal and inspection Blowing tubes – soot blowing of a smoke tube boilers tubes. With water tube boilers, water flows through the tubes and gases flow over. Whereas, in smokes tube, gases flow through the tubes and water around. LO3 MES – Controls & Common Terms TERMS 1. Marine engineering terms 1.1 Terms in common use consistent with use in UK regulations 2. The concept of control systems 2.1 Open and closed loops and their components 2.2 Types of control action 2.3 Practical shipboard applications 3. Explain the need for and describe the function and operation of: (a) Data loggers (b) Mimic diagrams (c) Analogue and digital displays (d) Shipboard applications of the above 4. Describe the principles of bridge control a) Principles of bridge control, including fail safe, fail run and safety interlocks for: i. Slow speed diesel engines ii. Medium speed diesel engines fitted with controllable pitch propeller or reversing gearbox iii. Steam/gas turbines with associated boilers iv. Thruster system b) Interchanging bridge and engine room control c) Requirements for plant monitoring and alarm systems for UMS Operations d) Integrated bridge systems TERMS Terms in common use consistent with use in UK regulations Terms in common use: You’ll have that seafarer’s often have their own language, within the maritime industry it full of nautical jargon! Already in this subject you’ll have come across new acronyms that are second nature to engineer’s. There are many abbreviations and terms which are currently used in marine Engineering systems. Some of the more common terms are listed in the separate PDF. For more comprehensive list, please see British Standard, BS 8888 (new version of BS 308) Controls  Cargo ship of the 1950’s / 60’s A lot of manual control Modern container ships A lot of automatic control The Concept Of Control Systems: A control system is a system, which controls other systems. Why? Further, “A control system is a system of devices or set of devices, that manages commands, directs or regulates the behaviour of other devices or systems to achieve desire results. CONTROLS – See terminology in the PDF During current days, ship owners are using highly sophisticated ship control systems with increased functionality, reliability and a large number of automatic modes. Classic examples are : Course-keeping and course-changing manoeuvres (auto-pilot) CONTROLS – See terminology in the PDF During current days, ship owners are using highly sophisticated ship control systems with increased functionality, reliability and a large number of automatic modes. Classic examples are : Course-keeping and course-changing manoeuvres (auto-pilot) Way-point tracking control using digital charts and weather data On-line way-point generation and collision avoidance ( ARPA) Automatic docking systems Dynamic positioning (station-keeping) weather tracking for optimal control Fin and tank roll stabilisation PMS (Power management system for generator) Cam less electronically online control main engine. ( Wartsila Rt Flex Engine) Boiler combustion control Fuel temperature control Fire monitoring and control on board ship. System Diagrams - How would you describe a system? Most industrial products design are solved by the systems approach. This approach involves studying the desired function of the product, and then breaking this function down into a series of subsystems. System Diagram - example A simplified systems diagram of a washing machine is shown below. ‘Open Loop’ Control System Open Loop Control: A control system without feedback is an open loop control. At the simplest level a control system can process an input condition to produce a specified output – a device is switched on and stays on until it is switched off. Input Control Output Driver Output  ‘Open Loop’ Control System Input Output Switch held Fan & heater down Control Output Driver switched on  ‘Open Loop’ Control System Input Output Detect light Light level Control Output Driver switched on/off OPEN LOOPS AND COMPONENTS - overview Open Loop Control: A control system without feed back is the open loop control. For example: Manual / emergency steering operation from the local station by observing the rudder angel manually. Its components are: Input Process Output Closed Loop System Closed loop control: A control system with feedback called closed loop control. Closed loop control systems can make decisions and adjusting their performance to suit changing output conditions. Compare the old fashion bar heater compared to a more modern heater. How do they function? Closed Loop System (Basic) Closed loop control: A control system with feedback called closed loop control. All closed loop control systems include a feedback sensing subsystem within the systems diagram. The control subsystem will process the feedback signal by making a 'decision' on whether the state of the output should change. PROCESS CLOSED LOOP SYSTEM - Overview Closed loop control: A control system with feedback called closed loop control. For example: Steering operation 9 Follow up control from the bridge through the telemotor and hunting gear system work as feedback link. Most of the control on board ship is closed loop control. Its components are: Input Process Out put Feed back link https://game.educaplay.com/ - Game pin - 919294 LO3 MES – Controls & Common Terms Types of Control Systems: Generally, there are 3 types of control action for the control system: 1. Proportional control action: Proportional action the action of a control element whose output signal is proportional to its input signal. 2. Integral control action: Integral action/reset the action of a control element whose output signal changes at a rate which is proportional to its input signal. Often used to reduce ‘offset’. 3. Derivative control action: Derivative action the action of a control element whose output signal is proportional to the rate at which its input signal is changing. Often used to reduce time delays in the system. Regulator The commonest type of regulating unit found at sea is the pneumatic control valve. Valve operation may be direct acting where increasing pressure on a diaphragm by a control signal causes the valve to close or reverse acting where the opposite happens. Control valves can simply regulate the flow or they can be three way valves that control the percentage of fluid flowing in each direction. Problems/limitations with control valves 1. Pneumatic systems require clean, dry air supply. 2. Electrical systems are usually low voltage & current and are susceptible to temperature & vibration faults. 3. Mechanical systems suffer from friction, temperature & vibration. 4. Hydraulic systems require clean oil & are prone to leaks. Shipboard Application Jacket water temperature control system The system shown is very simple and may not be good enough to keep the jacket water temperature constant when the engine is manoeuvring, the system can either be improved or it can be operated in the manually whilst manoeuvring and automatically when the engines are on full away. Shipboard Application Boiler water level control A simple level sensor is not good enough to control the water level in a modern high pressure, high temperature water tube boiler due to the following reason. When the boiler is operating the water level in the gauge glass reads higher than when the boiler is shut down, this is because of the presence of steam bubbles in the water. If the quantity of feed water entering the boiler is controlled using only water level then the control system will add more water when it should be adding less and vice versa. Any control system must take account of steam demand as well as water level to control the flow of feed water. TERMS 1. Marine engineering terms 1.1 Terms in common use consistent with use in UK regulations 2. The concept of control systems 2.1 Open and closed loops and their components 2.2 Types of control action 2.3 Practical shipboard applications 3. Explain the need for and describe the function and operation of: (a) Data loggers (b) Mimic diagrams (c) Analogue and digital displays (d) Shipboard applications of the above 4. Describe the principles of bridge control a) Principles of bridge control, including fail safe, fail run and safety interlocks for: i. Slow speed diesel engines ii. Medium speed diesel engines fitted with controllable pitch propeller or reversing gearbox iii. Steam/gas turbines with associated boilers iv. Thruster system b) Interchanging bridge and engine room control c) Requirements for plant monitoring and alarm systems for UMS Operations d) Integrated bridge systems Data Loggers Data loggers are used for collection of large amounts of system data which require supervision. Data is only capable of being continuously observed by electronic data logging systems. In the data logger, the Process conditions (measured variables & faults) can be displayed as required. Mimic diagrams Computers & VDU’s can be used to display various systems in mimic- diagram form. They can be clear and simple or extremely complex and detailed. Mimic Diagram panels effectively simulate the layout of a huge variety of systems from air conditioning and water treatment processes to transport and distribution networks. Advantages of using mimic diagrams are: Visual/aural & touch screen interaction. Use of icons/pictures & colour coding aids fast recognition & beats literacy/language barriers. Rapid user feedback & context sensitive help. Logical presentation of data. Analogue vs Digital Signals Working with electronics means dealing with both analogue signals and digital signals. Firstly, a signal is simply some quantity that varies with time. In electrical engineering the quantity that's time- varying is usually voltage or current. So when we talk about signals, just think of them as a voltage or current that changes over time. These voltage or current signals are passed between devices in order to send and receive information. Analogue Signals Vary smoothly and continuously with time. maximum value Represent continuously variable entities such as temperature, light level, pressures and flow minimum value rates. Range over a specified range, i.e. having a 0 – 5 volts, 3 – 15 psi minimum and a maximum value. 0.2 – 1.0 bar, 4 – 20 mA Advantages Disadvantages They produce a more faithful reproduction of Any system has noise – i.e., random unwanted the physical quantity that is being measured small voltages. Analogue display system is based on continuous signals Digital signals Digital signals have only two states – on or off. There is no in between state. Examples of devices that are digital are lights, computers, toasters, air compressors – anything that is either off or on. ‘Off’ and ‘on’ are also known as ‘high’ and ‘low’ or logic 0 and logic 1, so you need to be familiar with all three ways of saying the same thing. Advantages: Disadvantages: Is only an approximation to reality. Digital signals carry more information per Equipment can be complex. second than analogue signals. Digital display system is based on discrete signals or “ Need to basis” signal display Shipboard application of systems mentioned Above systems are used on board ship in almost every area. UMS Systems - Bridge Control are the classic example of this: UMS Systems - Bridge Control system requires logic, condition & sequence control as well as protection devices/safety interlocks etc. It also includes: Cargo, Machinery & Ship Management control systems, Electronic charts, Autopilot, radar etc. Load monitoring, Ballast control etc. Performance & Condition monitoring etc. Record keeping, planned maintenance etc. It also requires networking of control systems to provide more efficient ship operation Principles of bridge control Interchanging the control from engine room to bridge or bridge to engine control room is critical. All safety system and remote-control system must be functional before change over the engine to bridge. Telegraph position should be aligned with each other while interchanging operation from bridge to control room or vice versa otherwise there will be a huge rpm surge which could lead to the damage of main engine. Principles of bridge control Following items need to be done during bridge operation of main engine by deck officers: Constantly Monitor Engine Load In Rough Weather If Remote Control Fails, Transfer Control To Engine Room Immediately If Main Engine Stops, Move Manoeuvring Handle To STOP Position Reset Emergency Shutdown, The Telegraph Transmitter On The Bridge Must Be Put To STOP Position Auto Emergency Slow Down Alarm Can be Cancelled To Keep Engine Running Changing Over The Engine Controls From Control Room Requirements for plant monitoring and alarm systems for UMS Operations SOLAS Requirement [Ref: SOLAS 2009 Chapter II-1, regulations 46 to regulation 54.] Control of Propulsion Equipment from the Bridge Centralized Control Automatic Fire Detection and Alarm System Comprehensive Machinery Alarm System A Fire Control Station Automatic High Bilge Level Alarms and Pumping Systems Automatically Started Emergency Generator for Essential Services Local (Manual) Control of Essential Services Automatic Control System for the Boiler Regular Testing and Maintenance of Instrumentation / Monitoring Systems Safety Systems Integrated bridge systems An integrated bridge system (IBS) is defined as a combination of systems which are interconnected in order to allow centralized access to sensor information or command/control from workstations, with the aim of increasing safe and efficient ship's management by suitably qualified personnel. IBS allows acquiring and control of sensor information of several operations such as passage execution, communication, machinery https://www.imo.org/en/OurWork/Safety/Pages/IntegratedBridgeSystems.aspx control, and safety and security. Integrated bridge systems An integrated bridge navigation system is generally connected to Autopilot Radar Gyro Position fixing systems ECDIS Power distribution system Steering gear An alarm system links all the above mentioned systems and gives out audio and visual signal in case of any emergency condition HT6N-35, Terms in General Usage. Emulsified Oil; Very fine drops of water evenly suspended throughout a water sample can give rise to an emulsion. Lifting a Fuel Pump; This is an emergency. The cam follower for the affected unit is lifted clear of the operating and locked in position. The fuel pump plunger is effectively ‘parked’ above the TDC position so that no further fuel delivery takes place. Scavenge Ports; A very particular feature of large 2-stoke engine; Ports in the lower region of the piston stroke allow boost air pressure inti the cylinder whilst the piston is ‘dwelling’ at BDC. 2-Stroke Liners; Blowback(in a boiler).. When the fuel is slow to start burning during the flash-up period the flame can suddenly develop and cause a sudden build up in pressure that finds an escape route round the burner cover or through the furnace sight glass. If the structure of the boiler is damaged then smoke, flames and burning fuel can ‘blow-back’ into engine room with the potential for serious casualties. ‘Blowing Tubes’ on a boiler… Smoke or ‘furnace gas’ passes round the outside of the tubes in a water-tube boiler. At low loads or with cold fuel some soot can be formed which may deposit around the tubes , insulating them which causes the boiler to increase its rate of firing. The soot can eventually start to burn and cause an explosion; The soot can be blown out of the boiler with telescopic lances powered by steam or air BUT it must be done regularly and FREQUENTLY.(UASUALLY ONCE A DAY?) The ‘Camless’ Engine; An engine typically has a camshaft with lobes that physically displace(=push) spindles for; Inlet valve(4-stroke), exhaust valve(2 & 4 stroke) and the fuel injector. These movement can be replicated by small hydraulic cylinders operating with very high hydraulic pressures generated by special, compact elrctric pumps. The cylinders are controlled by solenoid valves directed by an ECU togive ‘Variable Valve Timing’. Modern engines are ‘CAMLESS’ and benefit from very close control by computer software. Forced Draft Fans… A term specifically associated with the VERY large air fans that provide combustion air to the large Water-tube boilers. A motor ship will typically have 4 vent fans for the whole engine room for personnel, engine consumption and cooling. MCR; Maximum Continuous Rating. Within shipping, ships usually operates at the nominal continuous rating (NCR) which is 85% of the 90% of MCR. The 90% MCR is usually the contractual output for which the propeller is designed. Thus, the usual output at which ships are operated is around 75% to 77% of MCR. Contracts may allow an overload capability up to 110% for 1hour per day. MCB; Miniature Circuit Breaker MCBs; can be operated manually by the toggle switch or electrically sensing of overload current flow. They can be quickly reset without any intrusive operations on live supplies. Scavenge Ports…. The 2-stroke engine is not naturally self-aspirating. THE AIR enters the 2-stroke engine through SCAVENGE AIR PORTS drilled through the base of the liner. At low loads and for starting the 2-stroke engine requires an auxiliary scavenge air fan. At high loads the 2-stroke engine uses a turbo-charger or super-charger to supply combustion air. Surging(of turbo-charger)… Dangerous vibration of the rotating internals of a turbo-charger due to overspeed or restricted air throughput. Surging is very dangerous and MUST be ELIMINATED by reducing the load on the engine. Piston Pull. RTA 2-Stroke.