MARINE ENGINEERING

Ship-hijacking at Somalia - Industry's Action and Reaction

noreply@blogger.com (Unknown) — Sun, 20 Feb 2011 20:06:00 +0000

On September 15th, "MV Stolt Valor", a chemical tanker bound for Mumbai from Suez was hijacked by 15 Somali pirates in the Gulf of Aden. Shipping industry is well aware of the incident. Among 22 crews onboard MV Stolt Valor, 18 crews are Indians, two are Filipinos, one is Bangladeshi and one hails from Russia. Although, all hostages are reportedly unhurt and safe, according to the DGS press release on Sep 16th; family members of all 18 Indian crews are still traumatized and anxious about the release of their dear ones.

According to an industry source, the hijackers have demanded a ransom of USD 2.5 million and negotiations between hijackers and owners of the ship is going on. A press release issued on Sep 18th by the owners, confirmed an appointment of a professional negotiator by the Stolt's owners to talk with the hijackers to ensure the life and safety of their crew members and to make them home as soon as possible.

In a recent move on Oct 7th, the family members of the 18 crews participated in a march headed to the office of Directorate General of shipping to appeal for an urgent action for their release. Ms Seema Goyal, wife of the Stolt Master Capt. Prabhat Goyal took the heroic step not only to put forward the Stolt issue to DGS, but also taken the battle to the Central Government also.

In Mumbai protest march, family members of MV Stolt Valor crews were accompanied by the organizer of the march Indian seafarer's federation (ISF), including NUSI & MUI.

Meanwhile, members of the Indian Maritime fraternity accompanying the family members carried out a nationwide protest march against the Govt. in support of a quick resolution and get back the crews at home in various places such as Chennai, Diu, Kochi, Port Blair, Raigad, Tuticorin, Visakhapatnam, Nhava, Valsad, Kolkata and Lakshadweep.

Empathizing Ms. Goyal and family members of the 18 Indian crews, Mr. Venkatarammana, Dy general of DGS said that he would convey the message from the families to the central and would request the Govt. to alleviate the tense situation as early as possible.

Reacting on the issue during the World Maritime Day celebration, Mr. APVN Sharma, Secretary of shipping emphasized on finding a long term solution. Replying to the anguish cries of the crew's family members Mr. Sharma said that let us give some time for negotiations and he assured the family members of conveying their message to Govt.

After all those protests and anguish hues and cries, crews of MV Stolt Valor are still confined by the pirates and families are not seeing any ray of hope on government statement and activities.

In a recent updates from the pirates on 14th Oct, it comes to know that Somali pirates issued a deadline of 48 hours to pay the ransom; otherwise they will kill all the crews. In the meantime India government in a statement issued in October 14 has allowed the Indian Navy to patrol the Somali waters to ensure that the safety of Indian sailors is not compromised. Patrolling of Indian warships in Golf of Aden near Somalia has begun for the protection of Indian merchant vessel ships transiting through the area. But the fate of 18 Indian sailors of MV Stolt Valor is still hanging in the balance.

Unfortunately, MV Stolt Valor was not the last case of sea-hijacking off Somalia coast. After MV Stolt Valor, Somali pirates have hijacked another Greek ship 'Centauri' and a Hong Kong flagged Great Creation. Including these two, Somali pirates had hijacked 14 vessels off Somalia coast since July 20, '08.

As an International output of the piracy issue, EU revealed its plan to ramp up naval operations in the Gulf of Aden. Responding to issue, Noel Choong of the IMB (International Maritime Bureau) said to Associated Press that "Pirates are beginning to attack now on the eastern coast of Somalia. We advise ships to stay at least 250 miles from the coast and even then, they must maintain a strict watch."

Keeping a watch on the MV Stolt issue and Government of India's move on it, Indian mariners, serving as one of the bests community, is losing their faith on the industry. Mariners have pointed the ship owners for fueling the issue of piracy by giving ransom to the pirates. The Indian Mariners community, now, is asking the Industry for a permanent strategy and solution to tackle the issue of piracy so that they can serve this Industry without any hesitation and fear. Meanwhile, Industry experts showing fear that this piracy issue could be a major roadblock to attract Y-Gen towards this career, as the new Y-Gen is already lacking interest for this wonderful career of seafaring.

Article Source: http://EzineArticles.com/?expert=Rashmi_Barua

The Turbo Charger

noreply@blogger.com (Eat Blood) — Thu, 17 Feb 2011 17:12:00 +0000

By turbo charging an engine, the following advantages are obtained:

Increased power for an engine of the same size OR reduction in size for an engine with the same power output.

Reduced specific fuel oil consumption - mechanical, thermal and scavenge efficiencies are improved due to less cylinders, greater air supply and use of exhaust gasses.

Thermal loading is reduced due to shorter more efficient burning period for the fuel leading to less exacting cylinder conditions.

The turbocharger consists of a single stage impulse turbine connected to a centrifugal impeller via a shaft.

The turbine is driven by the engine exhaust gas, which enters via the gas inlet casing. The gas expands through a nozzle ring where the pressure energy of the gas is converted to kinetic energy. This high velocity gas is directed onto the turbine blades where it drives the turbine wheel, and thus the compressor at high speeds (10 -15000 rpm). The exhaust gas then passes through the outlet casing to the exhaust uptakes.

On the air side air is drawn in through filters, and enters the compressor wheel axially where it is accelerated to high velocity. The air exits the impeller radially and passes through a diffuser, where some of the kinetic energy gets converted to pressure energy. The air passes to the volute casing where a further energy conversion takes place. The air is cooled before passing to the engine inlet manifold or scavenge air

The turbine casing is of cast iron. Some casings are water cooled which complicates the casting. Water cooled casings are necessary for turbochargers with ball and roller bearings with their own integral LO supply (to keep the LO cool). Modern turbochargers with externally lubricated journal bearings have uncooled casings. This leads to greater overall efficiency as less heat energy is rejected to cooling water and is available for the exhaust gas boiler.

The compressor impeller is of aluminium alloy or the more expensive titanium. Manufactured from a single casting it is located on the rotor shaft by splines. Aluminium impellers have a limited life, due to creep, which is dictated by the final air temperature. Often the temperature of air leaving the impeller can be as high as 200°C.

The life of the impeller under these circumstances may be limited to about 70000 hours. To extend the life, air temperatures must be reduced. One way of achieving this is to draw the air from outside where the ambient air temperature is below that of the engine room.

Efficient filtration and separation to remove water droplets is essential and the impeller will have to be coated to prevent corrosion accelerated by the possible presence of salt water.

Efficient filtration and separation to remove water droplets is essential and the impeller will have to be coated to prevent corrosion accelerated by the possible presence of salt water.

The air casing is also of aluminium alloy and is in two parts.

Bearings are either of the ball or roller type or plain white metal journals. The ball and roller bearings are mounted in resilient mountings incorporating spring damping to prevent damage due to vibration. These bearings have their own integral oil pumps and oil supply, and have a limited life (8000 hrs).

Plain journal bearings are lubricated from the main engine oil supply or from a separate system incorporating drain tank, cooler and pumps. Oil is supplied in sufficient quantity to cool as well as lubricate. The system may incorporate a header tank arrangement to supply oil to the bearings whilst the turbocharger comes to rest should the oil supply fail. A thrust arrangement is required to locate and hold the rotor axially in the casing. In normal operation the thrust is towards the compressor end.

Labyrinth seals or glands are fitted to the shaft and casing to prevent the leakage of exhaust gas into the turbine end bearing, or to prevent oil being drawn into the compressor. To assist in the sealing effect, air from the compressor volute casing is led into a space within the gland.

A vent to atmosphere at the end of the labyrinth gives a guide to the efficiency of the turbine end gland. Discoloring of the oil on a rotor fitted with a roller bearing will also indicate a failure in the turbine end gland.

A labyrinth arrangement is also fitted to the back of the compressor impeller to restrict the leakage of air to the gas side

A two stroke crosshead engine must be supplied with air above atmospheric pressure for it to work. Although the first turbochargers were developed for aero engines in the first world war, it was not until the 1950s that large two stroke engines were turbocharged.

Before then the pressurised air needed to "scavenge" the cylinders of the exhaust gases and supply the charge of air for the next combustion cycle was provided by mechanically driven compressors (Roots Blowers), or by using the space under the piston as a reciprocating compressor (Under Piston Scavenging). This of course meant that the engine was supplying the work to compress the air, which meant that the useful work obtained from the engine was decreased by this amount.

Engine powers have increased phenomenally in the past 20 years. In 1980 an engine delivering 15000kW was a powerful engine. Today's largest engines are capable of delivering over 4 times this amount. This is due not only to improved materials and manufacturing techniques, but also to the improvements and developments in the design of the turbochargers fitted to these engines.

The amount of useful energy that an engine can produce is dependant on two factors; The amount of fuel that can be burnt per cycle and the efficiency of the engine.

Fuel consists mainly of Carbon and Hydrogen. By burning the fuel in oxygen the energy in the fuel is released and converted into work and heat. The more fuel that can be burnt per cycle, the more energy released.

However, to burn more fuel, the amount of air supplied must also be increased. For example, a 10 cylinder engine with a bore of 850mm and a stroke of 2.35m must burn 1kg of fuel per revolution to deliver 38500kW when running at 105 RPM. (assuming 50% efficiency). This means that each cylinder burns 0.1 kg fuel per stroke. To ensure that the fuel is burnt completely it is supplied with 200% more air than theoretically required. Because it takes about 14kg of air to supply the theoretical oxygen to burn 1kg of fuel, 4.2kg of air must be supplied into each cylinder to burn the 0.1kg of fuel.

A lot of this air is used up scavenging (clearing out) exhaust gas from the cylinder. The air also helps cool down the liner and exhaust valve. As the piston moves up the cylinder on the compression stroke and the exhaust valve closes, the cylinder must contain more than the theoretical mass of air to to supply the oxygen to burn the fuel completely (about 100% or 2.8kg)

2.8kg of air at atmospheric pressure and 25ºC occupies a volume of 2.4m3. The volume of the cylinder of the engine in our example is about 0.74m3 after the exhaust valve closes and compression begins. Because the temperature of the air delivered into the engine is raised to about 50ºC, it can be calculated that to supply the oxygen required for combustion, the air must be supplied at 3.5 × atmospheric pressure or 2.5 bar gauge pressure.

NOTE: These figures are approximate and for illustration only. Manufacturers quote the specific fuel oil consumption of their engines in g/kWh. These figures are obtained from testbed readings under near perfect conditions. Quoted figures range between 165 and 175g /kWh. The actual specific fuel consumption obtained is going to depend on the efficiency of the engine and the calorific value of the fuel used.

About 35% of the total heat energy in the fuel is wasted to the exhaust gases. The Turbocharger uses some of this energy (about 7% of the total energy or 20% of the waste heat) to drive a single wheel turbine. The turbine is fixed to the same shaft as a rotary compressor wheel. Air is drawn in, compressed and, because compression raises the temperature of the air, it is cooled down to reduce its volume. It is then delivered to the engine cylinders via the air manifold or scavenge air receiver.

The speed of the turbocharger is variable depending on the engine load. At full power the turbocharger may be rotating at speeds of 10000RPM

MATERIALS

Gas Casing: Cast Iron (may be water cooled)

Nozzle ring and blades: Chromium nickel alloy or a nimonic alloy.

Compressor casing: Aluminium alloy

Compressor Wheel: Aluminium alloy, titanium or stainless steel

How Main Engine Start

noreply@blogger.com (Eat Blood) — Thu, 17 Feb 2011 16:19:00 +0000

Starting Air System Download Here

Large Marine Diesel Engines are started using high pressure compressed air. The air is admitted into the cylinder when the piston is just past TDC and continued until just before the exhaust valve opens. There is always more than one air start valve open: - a situation known as overlap. This ensures that the engine will start in any position.

The opening of the main air start valves is controlled by a set of pilot valves, which in turn are timed to operate by a drive linked to the main camshaft. In the example shown, a small camshaft is used to control the opening and closing of the air start pilot valves.

The drawing shows the principle of operation of an air start system. Large air receivers are used to store the compressed air. The diagram shows the isolating valve open so air is being allowed as far as the automatic valve and the air start control valve.

When the engine is required to start, a low pressure air signal is sent to the air start control valve (which can also be hand operated in an emergency). The air pushes a piston down which opens the valve and allows high pressure air to flow to the pilot valve and the automatic valve operating pistons. The pilot valve is forced down onto the cam profile and the automatic valve opens and high pressure air is led to the main air start valves and the pilot valve.

When the pilot valve cam follower is on the lowest point on the cam, air flows to the operating piston of the main air start valve for that particular cylinder, opening the valve and allowing high pressure air to flow into the cylinder.

When the pilot valve is lifted by the cam, the pilot valve vents and the main air start valve closes. When the start air signal is taken off the air start control valve, the system vents and the automatic valve shuts.

An interlock blocking valve will operate, for instance if the turning gear is left in, and this will stop high pressure air from reaching the air start control valve and thus either the automatic valve or the pilot valve.

A slow turning valve is fitted. This will open instead of the main automatic valve if the engine has been stopped for more than 30 minutes during manoeuvering. It will only supply enough air to turn the engine over very slowly; This is a precaution incase a cylinder has had oil or water leak into it which would cause damage to the engine when starting. If the engine completes a full revolution on the slow turn, then the main automatic valve opens and the engine will start. (note: The operating system for the slow turning has been omitted for simplicity).

The system is provided with a non return valve, flame trap and relief valve for safety purposes.

Turbocharger System

noreply@blogger.com (Eat Blood) — Wed, 16 Feb 2011 20:11:00 +0000

In any diesel engine to get complete combustion, 14.5 kg of air is required for every one Kg of fuel to burnt. In order to evacuate the cylinder entirely of exhaust gases, fresh clean air at low pressure must be supplied for scavenging and as new charge for commencement of compression for the next cycle

If weight of air is raised, more weight of fuel can be burnt and corresponding power output will be increased

Various methods can be adopted by equipped:

Driven mechanically blower (valuable power needed)

Utilization of heat energy from exhaust gases to drive a single stage impulse turbine directly coupled to a simple blower (free running unit) called exhaust gas turbocharger

Advantages

Increased power for an engine of the same size OR reduction in size for an engine with the same power output.

Reduced specific fuel oil consumption - mechanical, thermal and scavenge efficiencies are improved due to less cylinders, greater air supply and use of exhaust gasses.

Thermal loading is reduced due to shorter more efficient burning period for the fuel leading to less exacting cylinder conditions.

Turbocharging Methods

Constant pressure system

Here all cylinders exhaust into a common receiver large enough to convert pulses to a steady pressure having one connected to the turbine through a common nozzle ring

This system is slower in its build-up of pressure when starting, and insufficient air is available for the engines during manoeuvring or operating at low speed. To overcome this difficulty modern engines have electric driven centrifugal compressors work in series and under piston compression is used to augment the air pressure in the scavenge trunk when necessary.

Pulse system

The main energy to power the turbine in this system is derived from the pulse or impulse energy in the pressure wave formed during blowdown from each cylinder. These waves travel through the manifold to the turbine nozzles where they are converted to kinetic energy at high velocity to rotate the turbine blades. This system gives a rapid build-up of turbine speed when an engine is started or manoeuvring.

To maintain the pulses,

exhaust connections are of limited diameter

no sharp bends are used

the turbocharger is fitted close to the engine.

The peak pressure in pulse waves may be higher than the pressure in other cylinder whose exhaust valves are also open.

To prevent a back-flow into these, in multi-cylinder engines

subdivided the exhaust between a number of manifolds to a separate nozzle box at the turbine up to three cylinders however reducing turbine efficiency and may require more that one turbocharger per engine.

Used pulse converters allows individual cylinders to exhaust to a common manifold, giving higher turbine efficiency and a more compact system which allows rapid acceleration when manoeuvring

Charge air cooler is required between the turbocharger and the engine inlet manifold to reducing air temperature with the same time increasing its density at constant pressure, before supplying it for compression in the engine cylinders.

The engine is maintained at safe working temperatures and the lower compression temperature reduces stress on piston rings, piston and liner.

Increased density will raise scavenge efficiency and allow a greater mass of air per cycle to be compressed thus more fuel may now be burned to give a corresponding increase in engine output and thermal efficiency.

Lubrication oil system

Lubrication of the bearings may be by various means. Ball and roller bearings may be lubricated by self-contained gear type pumps operated from the shaft and drawing oil directly from the independent bearing sump. Oil level must be maintained in these sumps and the oil should be renewed at stated intervals.

Alternatively, the bearings may be lubricated by external systems, either by connections from the engine lubricating system, through a fine filter, or by an independent system of pumps, cooler, filters, oil sump and alarms. Independent systems allow a choice of turbine oils to be used.

Usually the sleeve type bearings of the T/C are lubricated by gravity tank situated about six metres above it

Sight glasses is fitted to observed the oil flowing returns back to drain tank

Pump capability to supplied to header tank more than the capacity flowed into the bearings to maintain the oil pressure on the bearing by overflowing at a predetermined level

An alarm system incorporated to ensure oil supply will not fail for about 15 minutes after engine stopped

Two stage turbocharging

Currently only used in high speed four-stroke engines. Two turbochargers are fitted in series, each acting as one stage of the charge air compressor. They are matched to avoid surge at all speeds. They are of normal construction and there is no mechanical linkage.

The first stage compressor is drive by the second stage exhaust gas turbine. The air then passes through a first stage charge cooler before continuing to the second stage compressor, which is driven by the first stage gas turbine. The air proceeds through a second stage charge cooler and then to the engine inlet.

The Most Powerful Diesel Engine in the World

noreply@blogger.com (Eat Blood) — Wed, 16 Feb 2011 15:42:00 +0000

The Wartsila-Sulzer RTA96-C turbocharged two-stroke diesel engine is the most powerful and most efficient prime-mover in the world today. The Aioi Works of Japan's Diesel United, Ltd built the first engines and is where some of these pictures were taken.

It is available in 6 through 14 cylinder versions, all are inline engines. These engines were designed primarily for very large container ships. Ship owners like a single engine/single propeller design and the new generation of larger container ships needed a bigger engine to propel them.

The cylinder bore is just under 38" and the stroke is just over 98". Each cylinder displaces 111,143 cubic inches (1820 liters) and produces 7780 horsepower. Total displacement comes out to 1,556,002 cubic inches (25,480 liters) for the fourteen cylinder version.

Some facts on the 14 cylinder version:
	Total engine weight:	2300 tons (The crankshaft alone weighs 300 tons.)
	Length:	89 feet
	Height:	44 feet
	Maximum power:	108,920 hp at 102 rpm
	Maximum torque:	5,608,312 lb/ft at 102rpm

Fuel consumption at maximum power is 0.278 lbs per hp per hour (Brake Specific Fuel Consumption). Fuel consumption at maximum economy is 0.260 lbs/hp/hour. At maximum economy the engine exceeds 50% thermal efficiency. That is, more than 50% of the energy in the fuel in converted to motion.

For comparison, most automotive and small aircraft engines have BSFC figures in the 0.40-0.60 lbs/hp/hr range and 25-30% thermal efficiency range. Even at it's most efficient power setting, the big 14 consumes 1,660 gallons of heavy fuel oil per hour.

A cross section of the RTA96C

The internals of this engine are a bit different than most automotive engines.
The top of the connecting rod is not attached directly to the piston. The top of the connecting rod attaches to a "crosshead" which rides in guide channels. A long piston rod then connects the crosshead to the piston.

I assume this is done so the the sideways forces produced by the connecting rod are absorbed by the crosshead and not by the piston. Those sideways forces are what makes the cylinders in an auto engine get oval-shaped over time.

Installing the "thin-shell" bearings. Crank & rod journals are 38" in diameter and 16" wide:

The crank sitting in the block (also known as a "gondola-style" bedplate). This is a 10 cylinder version.
Note the steps by each crank throw that lead down into the crankcase

A piston & piston rod assembly. The piston is at the top. The large square plate at the bottom is where the whole assembly attaches to the crosshead

piston and piston rod

The cylinder deck (10 cylinder version). Cylinder liners are die-cast ductile cast iron. Look at the size of those head studs

The first completed 12 cylinder engine

Engine Type ( motor )

noreply@blogger.com (Eat Blood) — Wed, 16 Feb 2011 14:52:00 +0000

click on the picture

Two stroke

The two stroke cycle in which the sequence takes place during one revolutions of the crankshaft.The ‘strokes’ are those of the piston moving in either direction in the cylinder.There are thus one piston strokes to each revolution of the crankshaft

The two stroke cycle is completed in two strokes of the piston or one revolution of the crankshaft.

Four stroke

The four stroke cycle in which the sequence takes place during two revolutions of the crankshaft.The ‘strokes’ are those of the piston moving in either direction in the cylinder.There are thus two piston strokes to each revolution of the crankshaft

Marine Propulsion Engine

noreply@blogger.com (Eat Blood) — Wed, 16 Feb 2011 14:15:00 +0000

CATERGORIES

Steam Turbine engine

The Steam turbine is a device for obtaining mechanical work from the energy stored in steam.

Steam enters the turbine with high energy content and leaves after giving up most of it.

The high pressure steam from the boiler is expanded in nozzles to create a high velocity jet of steam, which produces the force which causes rotation of the shaft.

Gas turbine

The Gas turbine is a device for obtaining mechanical work from the energy stored in Gases in which combustion take place in the combustion chamber.

The hot gases enters the turbine with high energy content and leaves after giving up most of it.

The high pressure gases from the combustion chamber is expanded in nozzles to create a high velocity jet of gases, which produces the force which causes rotation of the shaft.

Steam engine

The Steam engine is a device for obtaining mechanical work from the energy stored in steam.

Steam enters the reciprocating engine via non-return valve with high energy content and leaves after giving up most of it.

The high pressure steam from the boiler is expanded in engine to push the piston move downward and upward (reciprocate movement), which produces the force which causes rotation of the shaft.

Diesel engine

Most of the engine are considered as an Internal Combustion Engine

It is because the fuel burn inside the fresh air which have been compressed by the upward movement of the piston inside the engine itself

Divided into spark ignition engine and compression ignition engine

Spark ignition engine, fuel (gas oil/petrol) and fresh air mix inside carburetor with certain ratio before entering and burn in each engine cylinder

Compression ignition engine, Fresh air in which entering the cylinder be compressed by the piston (temperature rise) then followed by injection/ atomization of fuel to creating the ignition or combustion in the combustion space

Career Prospects of Marine Engineering

noreply@blogger.com (Eat Blood) — Tue, 15 Feb 2011 19:47:00 +0000

Marine engineering is a challenging yet rewarding branch of engineering that deals with nautical architecture and sea science. It is very exciting and interesting to explore the depth and vastness of water bodies that cover almost three third of the earth's surface. There is life deep beneath the water bodies and about 80% of the good transportation takes place through the sea route. This increases the need of knowing, exploring, understanding, and researching the traits, aspects, and essentialities of water bodies. This growing need calls for a huge number of these engineers.

To become a marine engineer one has to undergo a course in the field. Presently, there are many schools, colleges, and institutes that offer various courses and certifications in the required field. The most essential requirement is a BE degree in Marine Engineering. No one can even think of venturing into the field without this degree. The course impart all the required knowledge regarding basic design of marine vehicles, deep understanding of water bodies, strategies for research, and strategies for a proposal.

With the best of knowledge, technical know-how, excellent communication skill, and best skill-set, an individual can enjoy vast job opportunities with attractive remuneration. Both public and private shipping companies are hunting for skilled and talented engineers to win the increasing competition in the market.

Within the branch itself, there are three main profession to choose from - naval architecture, marine engineering, and ocean engineering. Naval architecture are involved in creating the basic ship design, ocean engineers are responsible for analyzing the effects of ocean environment on all marine vehicles, and marine engineer are connected completely to the technical issues.

The general responsibilities of these engineers remain the same. Some of the key responsibilities are selecting machinery for ships, researching on the appropriate equipments, resolving technical issues of the ship, and ensuring smooth operation. For individuals who wish to explore the world of seas and oceans can opt for any of these three professions as all are rewarding options.

( Written by Jennie Gandhi )

B.Sc graduate with diploma in journalism and home science.

Marine Engineering

noreply@blogger.com (Eat Blood) — Tue, 15 Feb 2011 18:29:00 +0000

The branch of engineering that deals with the design, manufacture and the methods of operations in ships and the machinery items that are used for ship travel is called Marine Engineering. This branch of engineering also deals with the building of ships as well as the maintenance of ships and also the other sailing vessels.

Usually the marine engineers supervise the crew which is involved in operating the machines. They will check whether all the electric motors are functioning very smoothly, the steam engines, the propulsive engines and all the other engines are functioning smoothly. They increase their efforts for improving the efficiencies of the turbines especially the gas turbines, the steam which is available in the ship.

Scope:

Recently marine engineering is becoming more popular in many countries mainly India. A lot of students are getting increasingly attracted to this branch of engineering which is very advanced. The people who loves sailing in sea, get a great opportunity to take this branch of engineering as their career. The scope of people who take this engineering as their career is very high and they have career options on and off shore. A lot of employment opportunities are available in the areas of merchant navy, Indian navy and in many manufacturing industries who manufacture ship equipments and machinery.

( Written by DK Balajee )