2005 harley davidson softail service repair manual
Final Seaterm Project 2016
1. SECTION 1
SHIPBOARD ROUTINE
1.1 Description of the Ship
The Crowley tanker Florida (WFAF) was built in Philadelphia, PA in 2013. The
owner of the ship is APT FLORIDA LLC. The ship is a tanker, which carries Eagle Ford crude
oil. The ships propulsion is a Hyundai-man B&W, two-stroke, crosshead type diesel engine.
The engine has 6 cylinders with a cylinder bore of 500 mm and a stroke of 1910 mm. The
horsepower of the engine is 11640 BHP, and the useful life of the engine is around 10 years.
The length of the ship is 600 ft. and has a tonnage of 29242 GT. The cruising speed of the
ship is 120.3 RPM, which is about 12 knots. The main route of the ships is very boring and
loads cargo in Corpus Christi, TX and discharges at an offshore mooring point off the coast
of Louisiana which everybody call “the loop”. The crew size of the ship is 23 people
including myself.
1.2 Description of the Engine Room
The engine room on the Florida has three main decks called the floor deck, 3rd deck,
and 2nd deck. On the floor deck which is the most lower part of the engine room you can
find some important machinery like the oily water separator, bilge pump, sludge pump,
boiler feed water pump, lubrication oil transfer pump, main LO sump tank and the main
engine lower platform. Even though its not a piece of machinery the most important part is
the fire escape hatch because safety comes first. 3rd deck, which is a level above the floor
deck, has important machinery like central feed water cooler, main engine auxiliary blower
control panel, boiler feed water tank, sewage treatment plant, diesel generators #1-3, and
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most importantly the fire escape. The purifier room is also on 3rd deck and inside the
purifier room is obviously the LO purifier, and the HFO purifier. 2nd is the last main deck
that is above 3rd has the engine control room, which has the control panel. There is the HFO
settling/service tank, main/working air compressors, auxiliary boiler, and a workshop that
contains a lathe, welding table, grinder, and a drilling machine. There are two fire escape
routes to main deck and then into the steering gear room.
The engine control room is located on the STBD side of the 2nd deck in the engine
room. There are two ways to enter and exit the control room and both lead to and from the
main engine room. On the operating console you can monitor pressure and temperature
reading from the main engine, diesel generators, and purifiers to name a few. The console
is set up with an alarm system so if an alarm goes off you can only acknowledge it on the
main console. You can also readjust alarm points very easily for anything like testing
equipment failures for example. However, the most important rule to know about
operating the console is that its night always correct. When an alarm goes off the console is
reacting to what it thinks its happening. It is good engineering practice to always check
yourself what the problem instead of going off of what the console says.
The engine room itself is only a few years old so mostly everything is in great
condition. Everything in the engine room is very open and there is plenty of space to work.
Something that surprised me was how many systems had hints like flow direction signs
and how everything is labeled like how it is on the Kennedy. I thought that ships would
leave it to the engineers to figure it out on their own but I was able to get a good idea of
how different types of systems worked right from the start. Even though there is only one
shop in the engine room there are 5 different places where there is a complete set of tools.
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This makes working in the engine room very easy because you don’t need to go far to find
the tools you need. One of the best parts of the engine room is the temperature, which is
around 27-30C. Also every morning the oilers have cleaning stations so it is always very
clean. One of the reasons why they do that is because during inspections by ABS or the
USCG if they see that everything is clean and looks good then they are not extremely tough
on inspecting.
1.3 Manning
The engineering staff is a team of six and they are all day workers. This consists of
the chief, 1st, 2nd, 3rd, and two oilers. The chief engineer is named Jason Brown and he
graduated from Maine Maritime in 1996, and he has been sailing ever since graduation. He
obtained his chiefs license 5 years ago and has been sailing chief ever since and two years
as chief of the Florida. Joe Ashworth was the 1st who I sailed with the longest. He lives in
northern California and he did not attend school. He earned his license by sailing for the
Navy. Mike Vienneau was the other 1st engineer who graduated from the biggest and
greatest maritime college in America Mass Maritime in 78’. He also has his chief’s license
but chooses to sail either 2nd or 1st. Alan Eslick is the 2nd engineer who also graduated in 78
but from Maine Maritime. Alan started working only 3 days after graduation and he has
been sailing ever since. The 3rd is Brady Harrison who graduated from Maine Maritime last
April. This is his 2nd trip on the Florida and his trip is going to last 75 days. All 4
engineering officers are part of the AMO union and they work the same hours every day
(0600-0730, 0800-1130, 1300-1730, 1800-1930). I am attaching a copy of the crew list on
shortly after I arrived on the following page.
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1.4 Watch Standing Duties
On our ship we do not have watches but an engineer is the duty officer for the day.
The duty office takes on duty at 0600 everyday and rotates between the 1st, 2nd, and 3rd
engineers. A round is taken at 0600 and 2100 of the engine room. The round consists of
taking pressures and temperatures of the main engine, diesel generators, evaporator, turbo
charger, air cooler, AC units, lube oil cooler etc. As the duty engineer they are responsible of
answering all the alarms that happen throughout the day and to fill out the logbook. The
procedure of maintaining the logbook is to fill it out twice a day after you take your rounds.
Also the duty officer has to note whenever the engine room is being unmanned or a major
piece of machinery is being put online like a generator, evaporator, inert gas system, etc.
Also at the end of each day the chief engineer closely examines the logbook to make sure
everything is filled out correctly and that everything seems to be running well.
1.5 Chief Engineer’s Record Keeping
Every day the chief fills out the bell abstract round sheet. The chief does not directly
hand off paper to anyone unless they specifically ask for it. All of the chief’s record keeping
is logged into NS5 and from there anyone can access his numbers. The chief also fills out
the night and day orders for the licensed engineers working below him. These orders
consist of telling them what diesel generator to run and call him hour before departure, etc.
I am attaching an example of the bell abstract sheet on the following page.
1.6 Logbook and Standing Orders
On our ship we use a traditional logbook and write all the entries in by hand. The
person who makes the entries is whoever the duty engineer is for the day. This is a rotation
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day by day between the 1st, 2nd, and 3rd engineer. The chief at the end of the day signs the
logbook confirming everything is correct. The logbook is filled out twice per day once at
0600 and again at 2100. What I found very interesting is that the engine room is
unmanned. So during breakfast, lunch, dinner, and all through the night nobody is in the
engine room standing watch. So when the duty officer or anybody that enters the engine
room during a time when they are alone they have to activate the dead man alarm. I guess
from being on the Kennedy where there are so many people in the engine room 24/7
during sea term it was strange leaving the engine room without any doubt. The chief did
not feel confortable with giving me an old log sheet.
SECTION 2
SAFETY
2.1 Safety
Since the ship is a tanker, which carries such a large amount of flammable cargo the
entire crew on the ship takes safety very seriously. After signing onboard the vessel the
Captain first issued me all my personal protective equipment. The PPE that was issued to
me was coveralls, hard-hat, two flashlights; two different pairs of safety glasses one being
UV protected, and work gloves. There are ear protection stations in different parts of the
vessel that have earplugs and you take them as you please.
Shortly after being introduced to the ship I went through the ships orientation
program, which consisted of the different MARSEC levels. This ship only goes to a few
different ports which all American and all in Texas the MARSEC level is usually always level
1. We also went over the terror threat and the proper procedure if you see a suspicious
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person taking pictures of the ship or leaving packages. If you notice a suspicious package
on the ship then you immediately notify the mate on watch, absolutely do not approach the
package and use a cell phone or radio because it could trigger the package if its meant for a
harmful intention. Also during the orientation we covered how to protect yourself from
benzene and H2S. Benzene is a flammable liquid, which is clear and not only can you inhale
the vapors, the liquid can bleed through your skin. H2S is another flammable gas, which is
clear, and once you’re in an area with a large amount it has a scent of rotten eggs. The best
way to prevent yourself from being injured from them chemicals is to always wear your
PPE. Always have your breathing apparatus properly mounted to your face and in the case
of benzene have your coveralls on while wearing chemical gloves, which are rubber.
The engine room is an unmanned engine room, which means the engineers only
work 12-hour workdays. The duty engineer which rotates between the 1st, 2nd, and 3rd
everyday comes does their nightly rounds between 2100-2200. Since they are the only
ones in the engine room they must activate the “Dead mans alarm”. Once the dead mans
alarm is activated the duty engineer must acknowledge the alarm every 30 minutes. The
alarm will go off with 1:28 left on the clock and if it’s not acknowledged then other
engineers will be notified. This purpose is if somebody gets hurt and is unable to help
themselves the rest of the engine staff will be notified in a short period of time.
After a fire and boat drill there is usually a quick safety meeting. For instance after
one drill the entire crew went up to the bridge to go over some life saving equipment. The
first tool was the EPIRB, which sits outside of the stbd bridge wing. In the case of abandon
ship somebody either the Master or 2nd Mate which man the bridge during an emergency
would bring the EPIRB to the life boat. The EPIRB when activated sends a satellite distress,
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signal which could take as long as 90 minutes for somebody to pick it up. After speaking
with the 2nd engineer about how the industry is changing for the good and bad. He says that
the best thing that is happening is how companies will not hesitate to supply its employees
with the proper safety equipment. I believe him because of how much PPE I was issued
after signing onboard.
2.2 Lock-out Tag-out
The purpose of lockout tag-out (LO/TO) is to prevent somebody energizing a piece
of machinery while somebody is working on it, which could case injury or death. If the
LO/TO procedure is followed correctly then the person working should feel safe knowing
that they can do whatever work they need to without getting hurt. The ships licensed staff
is the only ones able to perform LO/TO. Also the only person that can remove a LO/TO is
the person who originally put it in place. Before actually locking out a piece of equipment at
least one other licensed engineer must be notified. Since all the engineers work together
during the day usually everybody who is in the engine room is notified if something is
being locked out.
The other day we locked out the starting air valve on the diesel generator while we
were doing performance tests. We also secured the fuel rack and put the engine in local
control. I am attaching the LO/TO permit on the following page. Every LO/TO permit is
logged in the LO/TO binder located in the engine control room ready for inspection. The 2nd
engineer monitored the control panel while we were performing our tests. Some examples
of when to use LO/TO would be anything that is electrical. LO/TO would prevent the
worker from being exposed to the open circuit, which would most likely kill them.
Whenever you are working on anything that is being pressurized. For the same example
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from earlier when we were working on the diesel generator we LO/TO the start air valve.
We were working behind the engine and the valve was out of sight. So if we did not LO/TO
anybody could of started the engine without us knowing which could of caused serious
injury. On the Florida there is a binder which all the LO/TO permits are kept after they are
filled out. I am attaching the one that was filled when we tested the generators.
The ships engineering department here on the Florida take safety as their first
priority. LO/TO is performed every time when necessary and even if it isn’t. If an accident
were, to occur and the proper safety procedures were not taken then there is a sure chance
that your job, and most importantly USCG license could be on the line. I am attaching a copy
of the LO/TO and JSA on the following page.
2.4 Confined Space Entry
A confined space is area that could contain a hazards atmosphere whether it’s a
chemical or lack of oxygen. If someone were to enter a confined space without going
through the proper procedure it could cause serious injury and possibly death to that
person. I was able to enter a confined space during my time on the Florida. The mates
needed to enter the after tank to check the coating of the tank because last year somebody
welded on the outside of the tank without knowing. After taking off two manholes on the
tank the first step was secure the area to prevent anybody from falling in. We LO/TO all the
valves that allow seawater into the tank because the tank is used for sea water only. After
we tested the space for oxygen content which, was 20.8% so it was safe to enter. We had to
wear the proper PPE gear which, was two flash lights, coveralls, and safety glasses. While
we were in the tank we had constant communication with the 2nd mate and engineer and
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they were prepared to help in case of an accident. I am attaching the JSA of the project on
the following page.
2.5 Chemical Storage
The location of the chemical storage locker is in the steering gear room stbd side.
Some of the types of chemicals that are stored is Accotab Chlorine tablets which are used
for the MSD. Ameroid OWS, which is an oil/grease cleaner. Ameroyal evaporator treatment,
and amerstant 25 diesel treatment. The engineering department are the only people that
have access to the chemical locker. All of the chemicals are stored in 5-gallon jugs, which
are tightly placed inside metal crates. The location of the MSDS is inside the engine control
room stbd side. Most of the chemicals inside the locker are extremely dangerous and the
proper procedures should be taken whenever you are using them. In the case of a spill you
should immediately notify an the whoever the duty engineer is and then close off the space.
The proper PPE should be used to clean the spill which is safety goggles, face shield,
breathing apparatus, apron, coveralls, and rubber gloves.
2.6 Inert Gas
The inert gas system is used to remove oxygen from an area to avoid a spark, which
could cause a fire or explosion. On our ship the inert gas generator runs every time we
discharge cargo from the cargo tanks. The gas created by the IG goes through a mist circle
created by the scrubber and then through a very fine screen and goes directly to deck.
Anything like dirt or soot will be collected by that mist circle or fine screen and will go
directly overboard. To start the IG the first thing you want to do is to supply cooling water.
Then you have to wait until the scrubber inlet becomes cold. After start the generator and
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watch it light off. After it lights off it takes about 5 minutes for the oxygen content to drop
down to 3.5%. The industry stand likes anything blow 5%. After press stand by for
operation and the IG is ready to run. For annual maintenance open the generator and then
pull the pilot burner for visual inspection. Monthly maintenance pull the inspection guard
and visually check the inside. When operating if the flame were to go out due to low oxygen
then the IG will automatically flush water through the system to cool it down and then
relight.
2.8 Safety Management
ISM code is the International Safety Management Code. The purpose of the ISM
Code is to have a standard for safety. The main reasons this is implemented is for the
safety of the people on board, safety of ship and cargo, and safety of marine environment.
There are a few safety management systems used on board this vessel. The first was an
orientation for anyone new coming onboard. During this there is a tour of the ship, which
includes going over emergency exits/life saving equipment, abandon ship and fire alarm
signals. In the engine room there are face shields for grinding. Another system is the use of
Lock Out Tag Out (LOTO) and Job Safety Analysis (JSA). These two systems are completed
before work then copied in the ships computer and sent to the office monthly. Hard copies
of this paperwork are signed each month by the Chief Mate who is also the Safety Officer
onboard. The impact this has on the ship is it helps minimize of no eliminate accidents
onboard the vessel. It can be time consuming but it makes sure that everyone involved in
the job knows what is going on. The crew felt that safety was important however all of the
paper work (hard copies, two copies on the computer) makes for more work.
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SECTION 3
DIESEL PROPULSION
3.1 Engine Construction
The manufacture of the main engine is Hyundai-Man B&W. The engine is a two-
stroke, 6 cylinder diesel engine. The cylinders have a diameter of 500mm and a stroke of
1910mm. The firing order is AH-1-5-3-4-2-6-1-AS. When the engine is running at an 85%
load it has a speed of 120.3 RPM, which is constant speed (15 knots). The start air valve
supplies the cylinder with air that pushes the piston down, which begins the firing
sequence. As the piston goes down, the fuel injectors, which are located on each side of the
cylinder inject the fuel. Now the piston beings to compress the fuel, but at the same time
scavenge air ports open letting air inside the cylinder. This is called the compression
stroke. As the air and fuel mix together and at the same time being compressed it beings
the power stroke. After the fuel ignites the exhaust valve located on top of the cylinder
open letting the exhaust gas escape.
Each cylinder has two fuel injectors located on each side of the cylinder, and also has
six lube oil injectors. Also each cylinder has two fuel oil injectors, and each cylinder has its
own high pressure fuel pump. The governor is electronically controlled and will adjust the
fuel rack to add or decrease fuel flow depending on the signal it receives. The main engine
is equipped with an over speed protection program and once the engine triggers the over
speed trip then the engine will automatically shut down. The engine is reversible, and the
control air system can reverse the engine. The control air reverses the direction of the
crankshaft followers, which will cause it to reverse. The main engine is turbocharged by a
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Hyundai turbocharger. There is no super charger. The turbocharger can reach a maximum
temperature of 550C and can reach a max speed of 16200 RPM. The main engine lube oil
cooler, and jacket water cooler are all cooled by the sea water cooling system. Depending
on if the main engine is running or not the jacket water cooler either heats of cools the
main engine. Each piston is cooled by lube oil. Due to the engine being a two-stroke there is
are no intake valves. The main start air and each cylinder have their own start air safety
valve, which is to prevent the pressure in the system to rising too high. On the following
page I am attaching a cross-sectional diagram of the main engine.
3.2 Engine Control System
The main console made by Hyundai is located on 2nd deck inside the engine control
room. Some of the systems monitored on the console are the main engine, all three diesel
generators, the bilge and ballast system, all of the LO/FO settling and service tanks, and the
boiler monitor. To monitor the status of the main engine the control system has an RPM
indicator, lubrication panel, many pressure gages that give you the reading on LO inlet
pressure, FO inlet pressure, starting air inlet pressure, control air inlet pressure, and
scavenger air inlet pressure.
Any alarm that goes off in the engine room must be acknowledged on the control
panel. Since this ship has an unmanned engine room then the duty officer has the alarm
system in their room and if anything were to go off in the night then they would have to go
down to the engine room to solve the problem. Some of the nuisance alarms are the oil mist
detector when the ship is sailing by oil refinery stations, high bilge alarm which is just go
the floor level and pump the bilge, sometimes the forward seal tank low LO alarm goes off
and to the solve the problem LO has to be added. It is possible to change the alarm settings
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on equipment. During the alarm testing for the diesel generators we adjusted the high
voltage and frequency alarms below to what the engine was currently at to see if they
would go off which we did. After we set the high voltage and frequency to their normal high
settings, which only took a couple minutes. Over speed, low LO, water in the LO are some of
the alarms which would cause the engine to slow down or shut down automatically.
3.3 Maintenance
Once every couple months a performance test is done for the main engine. The
performance test will tell you how well the engine is running. You can see to make sure all
the pressures and temperatures are similar. Also you can see if all the cylinders are firing
and shooting fuel at the same degree. We also test to make sure all the alarms work like
loss of LO pressure and if jacket water pressure is too high. On board we have a machine
shop that has everything that and engineer needs. We have welding equipment, a lathe,
drill, grinders, and many air powered tools. We also have a spare cylinder liner, piston and
2.5 tons hydraulic crane to perform the task. Some of the minor spare equipment we have
for spares are injectors and shock absorbers.
3.4 Operations
Before start up it is critical to make sure that all the pumps that pump lube oil, FO
oil, jacket water, and cooling water are all on to make sure the engine runs properly. You
can check to see if the pumps are on the control panel or go to each one locally and check.
In the ERC check to make sure that the M/E Aux blowers, and start air compressors are in
“AUTO”. Also start a standby SSDG to make sure in case of an failure of another SSDG you
can have one to pick up the load. You also want to check the SA compressors located on the
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main level and check to make sure discharge valves are open on the recievers so you know
the engine will reveieve the start air. On the lower level check the piston cooling and turbo
lube oil sight glasses to make sure everything will be lubricated. Check the line shaft
bearing dipstick to make sure the lube oil level is not low. After engage the turning gear for
30 minutes. The reason why is because the engine goes through one full rotation so this
will make sure everything is moving correctly and the engine is ready to run. After the
turning gear is secured you have to blow down the main engine to get anything out of the
cylinders. You have to open the indicator cocks to make sure no liquid is blowing out
because if you do see that then you know you have a leak that must be fixed before major
damage happens. After blowing down the engine and everything is good then you give the
bridge control of the main engine and your ready to sail. I am attaching the check list for
starting the main engine on the next page.
3.11 Turbochargers
A turbochargers purpose is to collect the exhaust gases produced by the main
engine and then re-inject it back into the cylinder to get a much more power output. The
turbo uses the heat energy from the exhaust gases to drive the compressor, which fills the
cylinder with much more air. Your supposed to clean the turbo once every month. Walnut
shells are used on the exhaust side to clean off the soot. The walnut shells are used because
they are hard enough to scrape off soot but not hard enough to scrape and damage any
metal. You put the walnuts in a container that connects to TC and after you fill the
container and then close it, you open the valve to the TC and the walnut shells get sucked
up. Then you water wash the compressor side to get rid of any dust or dirt that could be
building up. This is same idea that you fill the container with water and then close it. After
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you open the suction valve and the water cleans the compressor off. It is important to check
to make sure that all the water has left the container after your done.
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SECTION 6
ELECTRIC POWER
6.1 Electric Power Distribution
There are two major circuit panels on the Florida with the main being in the engine
control room and the other in the emergency generator room. The main circuit panel is
made of two 440V panels that are powered by the three diesel generators. Each panel is
labeled with what it supplies but there is a program on the computer which specifically
describes what panel and what each circuit breaker supplies. For example anything that
starts with an L means it is lighting. The circuit breaker that supplies my stateroom is L-L5-
5 and will trip at 15A and its max is 50A. The largest circuit breaker on our ship is the #1
Main Transformer. This is a 440/230V 3 phase 440A breaker that will trip at 4000A. This
breaker supplies the 440 to 220 transformer on the #1 440V panel.
6.2 Emergency Generator and Switchboard
The emergency bus is supplied by the 400V main bus. If not all three service
generators are running and one fails than any other of the two remaining generators has 20
seconds to start automatically and pick up the load. If that generator is unable to start itself
then after 45 seconds the emergency diesel generator will automatically start and will
power the emergency bus. Every week the 3rd will check the oil level and then run the
generator for about 3-5 minutes. Once a month the 1st will run the generator under load for
3 hours.
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6.3 Ground Fault Detection
A ground fault is when a piece of machinery or a light grounds unintentionally. An
intentional ground is a technique used to ensure the safety of the person operating
machinery. For example the welding equipment does not work on the ship unless it is
grounded to the deck. When something grounds on the ship an alarm will sound. Also the
ohm-meter which, normally is on infinite ohms will fall all the way to 1-.5 ohms. Then the
3rd way to tell a ground is the three light system and each light connects to each of the 3
phases. When the lights dim then you can tell there is a ground. Some of the common
causes of ground faults are when the insulation wears out or when machinery like deck
lights get wet. When there is a ground the first placed to check are the likely places like the
galley and the outdoor lighting. Never start will closing circuit breakers that supply major
machinery like everything on the bridge. After locating the panel with the ground you start
closing each circuit breaker to find the ground. I was able to find a ground in the galley on
of the first days I was on the ship. It was right after breakfast so the first place we checked
was the galley. After shutting off each circuit breaker on the galley panel we found the,
ground was caused by the stove. This ship is only a few years old so there have been no
memorable ground faults. All the grounds usually come from lighting or the galley.
6.4 Generation Operation
The first step into starting the diesel generator is to first blow it down to make sure
it runs correctly. The last thing you need is to start the generator and a slug of water
destroying a critical piece of equipment. Next is to close the indicator cocks and engage the
governor. Last is to simply press the run button on the panel right next to the generator.
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Our ship has 3 diesel generators and we have an auto sync system for when we start
running another. However, in the control room you can manually parallel the incoming
generator with the one already running. First step is to set the frequency and voltmeter to
the generator that’s incoming. After turn the synchroscope on incoming also and raise the
governor motor until it is spinning fast in the fast direction. Then right before the arrow
reaches midnight so 1155 open the breaker and the incoming generator will be paralleled
to the one running already. In the case of a generator failing when two are running at 75%
of operating load the 3rd generator should start automatically to pick up the load. If the 3rd
generator does not start in time the preferential trip would trip to take off much of the load
on the only generator running and once the 3rd kicks on you can starting running the
preferential trip again.
6.10 Cleaning Electrical Machinery
It is important to clean electrical equipment so you can increase the lifespan and
avoid unnecessary equipment failures. When cleaning electrical equipment it is absolutely
critical that the device is locked out. After locking out you have to verify that the unit is de-
energized by testing it with a multi-meter. On our ship we have compressed air cans like
the ones you can find at an office supply store. That is an easy way to get rid of the small
dust and dirt particles. The grinder on the Florida was out of commission for a while
because the motor get wet and some of the wires were damaged. In this case it is better
practice to replace the entire motor than try to replace any wires because you still don’t
know how water entered the casing in the first place.
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SECTION 7
REFRIGERATION AND HVAC
7.1 Refrigeration-Cycle
Cold is simply defined as the absence of heat and that is exactly what the
refrigeration cycle does, takes away heat from an area. The Florida has a duel refer system
that runs automatically. The system starts with a condenser, which is the most important
component of the system. It runs off a 5.5kW motor, and compresses the gas form of the
refrigerant. After vapor enters the condenser and the refrigerant changes from a gas into a
liquid. This is the change of state phase when the heat is being removed which is why the
vapor turns forms into a liquid. After the liquid moves to the dryers, which eliminates any
remaining moisture. Then the refrigerant passes through a thermal expansion valve. The
valve adjusts itself and only lets a certain amount of refrigerant through depending on its
temperature. After the refrigerant enters the evaporator and heat is removed and it turns
back into a vapor.
7.7 Ventilation System
There are 4 main engine room fans located on C deck just forward of the life boat.
We have one AC room and one of the main fans supply it. During the summer the AC will
produce cold air and during the winter a steam line is attached to make warm air. Blue
filters are used on the suction side to collect any small particles like sand and dirt. The ER
fans run automatically and are always on.
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SECTION 8
MISCELLANEOUS SUBJECTS
8.1 Bunkering
Before the barge pulled up to our vessel we have our own space where we keep
bunkering tools that is located on deck. To prepare we place an empty oil barrel under the
flange where the bunker hose connects. We also place a small pan under a drain right
behind the barrel where the sample bag is attached. Whenever you bunker samples need to
be taken throughout the process so we had a bunkering sample bag that is attached to a
drain and it slowly drips and fills up evenly during the whole process. It doesn’t make sense
to fill it all up in the beginning or end because you don’t get a realistic idea of if its good fuel
or not. My job throughout was to walk the pipeline on our tanker to make sure nothing was
leaking. In the case of a leak we had a line attached to the emergency shut down on the
barge. The chief made it extremely clear that if you feel that something is not right don’t be
afraid to speak up. Each metric ton is equal to about 7.45 barrels, and there are 42 gallons
per barrel. A gallon of diesel is worth about $2.00. So an estimate of how much money we
paid for the 520 MT is about $325,416. On the following page I am attaching a copy of the
bunker report.
8.2 Oily Water Management
On this ship there are 3 bilge wells and 2 bilge tanks, which is the clean and dirty.
The bilge wells discharge to the dirty bilge tank and then to the clean tank. The clean bilge
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tank discharges to the oily water separator, which discharges overboard orrecirculates
back to the clean bilge tank. The only two people who are allowed to operate the OWS are
the chief and 1st engineer. The first step in order to operate the OWS is to cut the numbered
cord attached to the valve which discharges overboard. The numbered cord is used to keep
track of every time the valve is opened. Also the valve is chained shut so nobody can dump
anything overboard. There is also a strainer on the suction side of the OWS and good
engineering practice to clean the strainer and put in a new filter every time you operate the
OWS. After everything is ready to run the bridge has to be notified that the OWS will be put
online and they have to clear the operation by checking they are in a safe zone that satisfies
the Coast Guard, International Laws, and the Companies rules. Latitude and Longitude must
be logged at the time the OWS is put online. The way the OWS monitors oily water is by
light, one end has to cleanly connect to the other (1-1, 2-2, 3-3….). However, the light does
not only detect oily but bubbles, sand, and dirt. So there could not be a spec of oil in the
water but if its full of sand and over 15 PPM then the water will recirculate right back to
the clean tank. On the following page I attached a copy of the oil record book.
8.8 Centrifuge
The FO purifier is run once per day when the 2nd purifies the MGO. The purpose of
the purifier is to get rid of anything that is not MGO. As MGO enters the purifier it is spun in
a bowl that goes 9510 RPM and at this speed anything that is more dense than the MGO will
depart itself and flow to the sludge tank. The purifier is very good at removing water,
especially in LO. To start the purifier the first thing you want to do is check to make sure it
looks like its in good operating condition. Make sure there are no LO/TO’s, all hoses are in
tact, and that the break if off. Then open the suction have from the settling tank. Turn on
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the purifier and wait about 4-5 minutes for it to get up to normal operating speed. After
open the water valve for 5 seconds to create the water seal. Then start the booster pump
and observe the discharge pressure and spillway to the sludge pump to make sure your
seal is still in tact. Last, activate the alarm, which monitors your discharge pressure so if
you loose your seal then it will go off. To shut down the purifier the first thing you want to
do is shut off the alarm. Then quickly shut off the pump and machine on the panel. Close
your suction valve and turn on the break until it comes to a complete stop. The
maintenance done of the purifier is usually to change the oil and clean the bowl. As you log
running ours into NS5, it will tell you when its time to perform a specific type of
maintenance.
8.9 Evaporators
The evaporator on the Florida is a ALFA LAVAL freshwater generator and its
commonly referred to as the “nyrex”. The evaporator can be used to create fresh water for
the potable or feed water tanks. The three critical components are water, vacuum, and heat
in that specific order. Some of the important construction components are the evaporator
and condenser section, which is a plate heat exchanger. Ejector pump, which is a centrifugal
pump that pumps sea cooling water. A fresh water pump, which is also centrifugal that
extracts the fresh water created to either the feed or potable water tanks. The last is the
salinometer, which gives you a salinity of the water. The starting procedure of starting the
evaporator is to open the suction and discharge the ejector pump. Then open the
overboard valve and then close the air screw valve, which is on top of the evaporator. Start
the ejector pump and let it run for about 10 minutes so a good vacuum is created. Open the
feed water treatment valve and open the hot water inlet and outlet valves. Start the hot
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water supply to distiller and evaporation should start. Turn on the salinometer and open
the valve to the feed water or potable water tank. Start the fresh water valve. I am attaching
the P&ID of the evaporator on the following page.
8.10 Sewage and Sanitary Systems
The MSD is constructed of carbon steel, and the inside is coated with coal tar epoxy.
The MSD has 4 main compartments, which are aeration chamber, recirculation chamber,
chorifier chamber, and chlorine contact chamber. Some of the chemicals used in the MSD
are formula 101, formula 101 enhancer, and chlorine tablets. The 3rd does a weekly check
of the MSD and adds 6 bags of bugs, 20 oz of de-foam and gives it a 15 minute rinse of fresh
water. Every day though he runs the transfer pumps for only about two minutes to take
some sewage from the holding tank and put it in the MSD so it can start the cleaning
procedure. Marpole regulations say that the discharge of raw sewage cant be discharged
with 50 miles of the shore line and treated sewage cant be discharged within 10 miles of
the shore line.
8.11 Pumps
On our ship centrifugal pumps are everywhere, and there are only a handful of other
types of pumps. The LO priming pump for the diesel generators are all gear pumps. It has a
speed of 1750 RPM and a capacity of 4m3/h. The FO supply pump is also a gear pump
located in the purifier room. This has a speed of 1200 RPM and a capacity of 2.4m3/h. Gear
pumps are positive displacement pumps and can’t build up a large discharge pressure or
something in the line will fail, most likely the pump. The emergency fire pumps are non
positive displacement centrifugal pumps. They are located on the lower level of the engine
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room and since they are below water level they have a positive pressure on the suction
side. The pump has a speed of 3600 RPM and a capacity of 72m3/h. The pump would most
likely take its suction from salt water but in the case of an extreme emergency it can also
take suction from the bilge. The bilge pump is also a centrifugal pump with a speed of 290
RPM and a capacity of 5m3/h. Attached is a photo taken on my iPhone taken of the bilge
pump. (2JAN16)
8.16 Incinerator
The incinerator found on the Florida is a Hyundai-Atlas Incinerator, which is located
above 1st deck. The power source is AC 440V, and 60Hz. The incinerator can burn waste oil
or solids but now only burns waste oil. The start up procedure for waste oil is to first make
sure the WO switch is on. Then activate the main switch on the control panel and also reset
the alarm lamps. It is always a good idea to press the lamp test button to make sure that
everything is working. After activate the incinerator on and then delay primary burner on.
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The 1st engineer is typically the only person who runs the incinerator. The VGP says that
you can’t burn any waste oil in port you have to be at least 3 miles off the coast. Everything
that is burned in the incinerator is ultra low sulfur and comes directly from the sludge tank.
8.18 Oil Analysis
On the Florida lube oil samples are taken weekly monthly, and quarterly. Weekly
samples are taken from the main engine, turbocharger, stern tube, and all 3 SSDG’s. They
are tested for TBN, and %H2O. Since I have been here on the Florida I have been
responsibly for taking the weekly samples and testing them. So far after doing it four times
TBN has been between 45-50 for the ME, TC, ST, and between 30-35 for the SSDG’s. The
%H20 has been under .02% for all the samples and that is the lowest setting to test it for. I
attached an example of the LO from the lifeboat engine one year ago. The data looks very
good and there is no water in the lube. Also the PPM for wear chemicals is very low. The
data is normal and there is no reason to make any changes in the oil. When testing for TBN
once you see the number start to drop after each week or month then it time to change it.
For H20 once the number reaches over 1% then that can be solved buy purifying the lube
oil. For the case of the lifeboat which the engine isn’t attached to a line where it can be
purified then it would have to be changed. Attached on the following page is the lube oil
results from the life boat (6JAN15).
8.21 Corrosion
The corrosion of a metal is when it is being oxidized causing it rust. However
depending on the type of metal and where it is used will vary the time it takes for the metal
to corrode. If the proper care isn’t taken to keep metal from corroding than once it does it
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can make your work very difficult to replace because of the rust. Whenever metal starts to
corrode on the Florida the rust is either grinded or wire brushed off so it can be covered.
The inside of a steel pipe for the SW inlet for the LT Coolers was badly corroded. We had to
get the pipe measured so there can be a new once made so it can be replaced.
8.23 Maintenance Management
The ship uses a program called NS5, which will describe all the maintenance
projects that need to be completed. There is a list of projects for the engine and deck
departments and as you complete each project you update the program. NS5 also keeps
inventory for all the spare parts and where they are located. This system works very well if
you keep it updated regularly. Once per month you have to log the running hours for all
major machinery and pumps. As the hours are logged NS5 will notify you if there needs to
be a performance test or routine maintenance such as an oil change. I know for example
NS5 wants a performance test done on the SSDG’s once per month.
8.24 Major Casualties
Recently only a couple years ago the incinerator caught on fire two different times
while burning trash. The original trash is put in a closed side chamber before it enters the
incinerator. This chamber is not fire proof and not meant for trash to be lit on fire.
However, the door that allows trash to be set on fire caused the problem. The insulating fire
brick broke off and fire slipped through as that door opened. After this happening twice the
ship no longer burns trash, only waste oil. This ship is not even 5 years old with no reports
of any major casualties other than these fires.
8.25 Major Maintenance Project
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I was able to work with the chief, 1st, and 3rd as we disassembled the inert gas
generator. The reason why was because the IGG was having trouble lighting and it recently
had to run much longer than normal. After opening the IGG it was stunning to see how
badly the sacrificial heat cone was melted. We replaced the heat cone with a new one. The
heat cone absorbs the bulk of the heat but the IG is also Also we had to cut a new pilot hole
because the flame could not fully fit through. The manufacturer cut too small of a hole
maybe because of safety reasons but it had to be adjusted. We also took out the burner and
cleaned the tip. The burner sprays fuel out like a tornado. It was interesting to see both the
inside and the scrubber. The scrubber sprays a mist that will separate anything from the
gas like soot. The gas then rises towards the deck and everything else will go over board.
The hardest part was keeping all the parts organized and all the nuts and bolts. Once you
stop organizing parts jobs can quickly turn much harder than they need to be. I am
attaching a few pictures below taken on my iPhone of the new pilot hole, the old sacrificial
heat cone, and the inside of the IGG. (7FEB16)
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8.29 Scrapbook
All of the followingphotos in the scrapbook section weretaken from my
iPhone on the M/V Florida(WFAF).
Below is a picture taken from the bridge. (3JAN16)
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Below is a picture of our Lock Out/ Tag Out station, which is located in the engine control
room. (6JAN16)
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Below is a picture of the free fall life boat. (9JAN16)
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Below are three pictures taken from the day I was able to enter a confined space, which
was the aft tank and not commonly used. (28JAN16)
