Monday, 30 April 2012
ENERGY CONSERVATION ON CHEMICAL TANKERS
ENERGY CONSERVATION
By
practising energy conservation the quantity of energy used is reduced
while achieving a similar outcome of end use. This practice may result
in increase of financial capital and environmental value.
Masters should instill in all those under their command the importance and necessity of maintaining the level of fuel reductions already instigated and, perhaps more importantly, of continually looking at other areas of a ship's operation where potential fuel cost savings could realistically be achieved.
The safety of ship and personnel must always take priority over fuel conservation. Any measures taken must only be introduced after careful assessment has confirmed that there will be no adverse impact upon safety of operations. Modifications to machinery or plant for fuel conservation purposes must not be undertaken without prior approval from us.
Energy
conservation an important part of the debate over climate change and
the replacement of non-renewable resources with renewable energy. It is a
buzz term the ships management must be familiar with. We we take it
seriously and seek active feedback from shipstaff.
Due
to inefficiencies such as friction, heat loss, and other factors,
thermal efficiencies are typically much less that 100%. For example, a
typical gasoline automobile engine operates at around 25% thermal
efficiency
It is the our policy to conserve energy, thus preserving resources and reducing expenses. It is a policy to do predictive maintenance of all fuel consumers and to use genuine spare parts while overhauling ships machinery.
The company’s Energy Conservation Policy applies to all aspects of operation and includes all technical, operational and organizational personnel.
Adjust
autopilot controls based on actual sea conditions to prevent
unnecessary working of rudder and large helm movements which increases
propeller slip , or poor steering which increases the distance.
When the difference between propeller speed and GPS speed becomes excessive master to reduce ships speed.
Understand black colour is a good absorber and a good radiator and vice versa or silver color.
Maintain all company equipment in an efficient working condition without leaks.
Run Framo power pack at 15 Bars system pressure above the highest consumer , or energy is wasted as heat.
Maintain all air filters clean.
Reduce
the consumption of fuel (M.D.O. & H.F.O.) by maintaining the main
engine, the turbochargers and all auxiliary machinery in a predictive
and proactive manner.
Reduce
lubricating oil and cylinder oil consumption. Worn out machinery should
be replaced in good time and clearances maintained in accordance with
manufacturer’s instructions. Follow a predictive maintenance programme.
Use optimal ship’s speed dependent upon the weather and sea conditions and the ships draft
Eliminate all water, oil, air and steam leaks. All valves and pipes should be maintained in a planned and co-ordinated manner.
Reduce
the consumption of electrical power during day and night by all
appropriate means. Lights to be put on only when required.
Undertake quality repairs using genuine spares.
Reduce
loss of heat and unnecessary firing of boiler by lagging lines and
ensuring only water comes back in the return line to engine room, not
steam.
Lights are focused and used in an optimum manner.
Maintain
economizer so that firing of auxiliary boiler , dumping of steam and
wastage of fuel is avoided. Soot must be blown well for optimum steam
production.
Keeping hull drag low by having clean hull and propeller.
Not
using an extra generator or power pack unless warranted. Aux engines to
be used at optimum load and not run idle at low loads for standby.
Maintaining air filters clean so that internal combustion machinery develops full power.
Main engine rpm should be high enough for exhaust boiler to produce enough steam so that aux boiler is used to minimum.
For better exhaust heat utilisation, wash ME turbocharger turbine and blower side regularly.
ME
jacket cooling water temperature should be maintained high enough and
cooling in SW circuit to be optimum, for max FWG production.
FWG to be regularly descaled for optimum FW production.
Automatic temp and viscosity controllers help.
Chief engineer to take Draw Diagrams of ME, to check for bad combustion. Excessive soot on the poop deck is a good indication.
Tankcleaning and steam pipelines and valves to be maintained in good condition, to prevent loss of hot water/ steam.
Avoid loss of heat to heated cargoes due to cold interface from SBT.
Ensure
steam traps work and only hot water return to atmospheric condenser or
boiler hot well. Avoid unnecessary burning of bunkers in boiler. On a
long voyage ship may run out of bunkers.
Hot water calorifier to be used economically and in timely manner.
Keep boiler feed water temp as high as possible, to save on fuel.
Keep
accommodation well sealed to prevent AC plant running continuously
without cutting off, and engine room doors shut to prevent heat
ingressing cool accommodation.
Defrost reefer chambers regularly.
Deck water ,deck air deck , hyd power to be put on only when necessary.
Whenever possible use common pumps for cooling water.
Put of galley hotplates , vent and equipment when not in use.
Tankcleaning to be planned in a optimum manner.
Megger tesing of all electrical circuits to be regularly carried out.
Electrical motors and bearings to be well maintained .
We use bunker analysis laboratories, for ignition quality and CCAI.
Use weather routing charts and do GC sailing to harness favourable current and winds.
Increase ME rpm gradually.
Avoid unnecessary ballast and large trims.
It is the company’s policy to promote and develop energy conservation by:
Creating awareness about energy conservation benefits.
Complying with all National and International rules and requirements.
Practicing efficient watch keeping--like setting correct autopilot rudder controls.
Improving the knowledge of crew members regarding ship construction, equipment, machinery and systems.
Discussing energy conservation policy and obtaining feedback at quality meetings.
FLAMMABILITY COMPOSITION DIAGRAM , CHEMICAL FUMES CONVERSION FACTOR
THIS INCLUDES SAILORS AT SEA , SUPERINTENDENTS ASHORE , EXTERNAL SHORE INSPECTORS AND SHORE TRAINING HOUSES.
If your gas instrument has been calibrated for is-butane,you must know that it reads for iso-butane, NOT any other gas.
On chemical tankers , we do NOT load iso-butane in the tanks --right?
Be safe -- you owe it to yourself --
Above the upper flammable limit (UFL) the mixture of substance and air is too rich in fuel (deficient in oxygen) to burn. This is sometimes called the upper explosive limit (UEL).
Below the lower flammable limit (LFL) the mixture of substance and air lacks sufficient fuel (substance) to burn. This is sometimes called the lower explosive limit (LEL).
Hydrocarbon gas requires air to sustain combustion in the parameters as follows:
1% gas to 99% air = Lower explosion Limit (LEL)
10% gas to 90% air = Upper Explosion Limit (UEL)
1% LEL is 100 ppm.
To prevent explosion:
Keep HC >11% ( too rich )
Keep HC < 1.5% ( too lean )
Keep oxygen < 11.5% ( inert )
DRAW DIAGRAM , MARINE TWO STROKE MAIN ENGINE
THIS ARE TAKEN FROM PROFILE OF ONE OF THE CAPTAIN.........
2 years ago, he went to the company doctor for my pre-medicals.
after taking my ECG the young female doctor, called her young male colleague and both of them perused my ECG graph for about 5 minutes-- all the time muttering under their breaths to each other. he was all the while lying down patiently with all the paraphernalia stuck to my chest.
then the male doctor asks him " captain, do you have a heart problem?"
furious , he hissed back " from 4 metres away while lying down, from this acute angle , from upside down , he have seen there is nothing on that dang graph , to make you ask me this naive question. he suggest him immediately ask your more well informed colleagues"
after 10 minutes they come running back , huffin' and puffin' --" there is nothing wrong with your heart, sorry for the inconvenience!"
then the female doctor asks him " captain, how to you learn to read the ECG graph ?"
hereplied " at sea we read more complicated graphs !"
( to be frank, when his father had his first heart attack , he bought lot of medical books and expensive CDs' and learnt a lot. at that particular time he could deduce a korotkoff sound and ECG as well as any experienced cardiologist )
Friday, 27 April 2012
Grounding after main engine shut down
For safety and efficiency in the operation, servicing
and maintenance of shipboard equipment and machinery, it is essential that the
instructions and specifications given in the makers' manuals are strictly
followed. As it may be impractical for the PMS (PLANNED MAINTANENCE SCHEDULE)
to reproduce the information from these manuals in their entirety, mariners
must familiarize themselves with these manuals when joining ship and consult
them again before planning any work. Photocopies of relevant extracts from the
manuals are very useful at the job site.
When moving from one river berth to another one up-river, with a pilot on
board, the high differential pressure alarm across the main propeller shaft
clutch control oil filter was activated.
Immediately, the chief engineer ordered the engineer on duty to bypass the
filter. The engineer did not acknowledge the order and, approaching the duplex
lubricating oil filter, wrongly operated the three-way valve, completely
stopping the lubricating oil flow. As a result, the main engine shut down
automatically on a critical alarm condition.
Having lost control, and despite
letting go one anchor, the vessel grounded on a river bank. Propulsion was
restored soon afterwards and the vessel refloated under her own power with tug
assistance and proceeded to moor to lay-by buoys. Fortunately, subsequent
survey of underwater hull by a diver and internal inspection of bottom and peak
tanks did not show any damage.
Read the whole story: Immediate
cause, Root cause / contributory factors, Corrective / preventative actions in
PDF file
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