List of content

 Main engine

 Main engine turbocharger

 Boiler

 Aux. Engine

 Air compressor

 Purifier

 Pumps

 Steering gear

MAIN ENGINE
Specification:

Power = 13500 BHP ; 9929KW at 91 rpm

Stroke = 2292 mm ; bore = 600 mm hence stroke to bore ratio = 3.82

Sp. fuel oil consumption = 171 gram / kw. hr

MAN B&W 6S60MC STANDS FOR:

B & W = Burmeister & Wain Danish

6 = No. of cylinder

S = super long stroke (4.0), however (L = long stroke (3.2); K = short stroke (2.8))

60 = bore dia in cm

M = Engine program (Programmed engine)

C = concept of engine (camshaft control), however E = Electronically controlled.

SAFETIES OF MAIN ENGINE

Engine Slow Down:

In this situation the main engine will come to dead slow RPM i.e. below 30 RPM as the slow down protection
gets activated. Following are different slow down situation for main engine:

 Lube oil pressure falls to 1.5 bar

  Cam shaft pressure falls below 2 bar

 There is no flow of piston cooling media (water or oil)

 Oil mist detector or Main bearing sensors has been activated

 Lube oil temperature at the inlet of engine is high > 60 deg C

 Piston Cooling temperature is high > 75 deg C

 Jacket water Temperature is high > 88 deg c

 Engine cylinder exhaust temperature is high > 450 deg C

 Scavenge air temperature is high > 65 deg C

 Thrust block temperature is high > 75 deg C

 Low flow of Cylinder lube oil

 Control air pressure is low < 5.5 bar

Engine shut down:

 Lube oil inlet pressure to engine is very low <1 bar

 Cam shaft Lube oil pressure is very low < 1.5 bar

 Very high Jacket cooling water temperature >95 deg C

 Low Jacket cooling water pressure < 0.1 bar

 No flow of Cylinder lube oil

 Thrust block temperature very high > 90 deg C

 Lube oil inlet pressure for turbocharger is low < 0.8 bar

 Over speed of the engine which activates shut down at 107 % of Max. continuous rating MCR

 Starting Interlocks:

 Turning gear engage interlock

 Auxiliary blower off interlock

 Lube oil and other important pump not running interlock

SCAVENGE FIRE:
 The combinations of following three things lead to scavenge fire.

Oxygen -this is available plenty in the scavenge space.

Heat source- this could happen because of blowing by of gases between piston rings and liner or as a result of
any rubbing between two surfaces.

Fuel- this can be from un-burnt fuel, carbon or cylinder lubricating oil leaked into the space

 Causes of scavenge fire

1.       Excessive wear of the liner.

2.       The piston rings might be worn out or have loose ring grooves.

3.       Broken piston rings or rings seized in the grooves.

4.       Dirty scavenge space.

5.       Poor combustion due to leaking fuel valves or improper timing.

6.       Insufficient or excess cylinder lubrication.

 Indications of scavenge fire

1.       Scavenge temperature will start increasing.

2.       The turbochargers will start surging.

3.       High exhaust temperature.

4.       Loss of engine power and reduction in rpm.

5.       Smoke coming out of the scavenge drains.

6.       The paint blisters will be formed on the scavenge doors due to high temperature but this will occur only
in large fires and extreme cases.

7. Black smoke in the funnel due to insufficient air for combustion.

 Actions to be taken

1. Start reducing the engine rpm and reduce it to slow or dead slow.

2. Increase the cylinder lubrication of the affected unit. Special attention to be given for this as this does not
feed the fire. In case of increase of fire do not increase the lubrication.

3. Cut off the fuel for that affected particular unit.

4. Keep scavenges drain closed.

5. Keep monitoring the scavenge and exhaust temperatures and let the fire starve and wait for it to burn itself
out.

6. if fire still there, stop the engine immediately and engage turning gear, and keep engine rotating with turning
gear.

7. Put the aux. blower in stop mode.

8. Cover the turbocharger suction filter.

9. Extinguish the fire with fixed fighting system for scavenge fire. This may be co2 system or a steam
connection for smothering the fire.

10. Once after confirming that the fire is extinguished. The scavenge space is allowed to cool down and later
opened for inspection and cleaning of the scavenge space and check for any metal deformation and visible
damage.

Safety devices provided for Scavenge fire:

1. Scavenge high temperature alarm

2. Scavenge space relief valve

3. Fixed firefighting equipment

CRANKCASE EXPLOSION:

Lube oil (material) and air (oxygen) is readily available in crankcase, so heat source only required
catching fire which will be obtained by hot spot developed by friction between moving parts because of long
life and improper maintenance.

Since lube oil is present in the crankcase which has the size of 200 micro meters in diameter. This size
of lube oil cannot catch fire even it exposes to naked fire.

When the oil comes in contact with the hot spot, these oil particles vaporize and smaller particles are
formed. These particles move towards the colder region inside the crankcase space and when in contact with the
cold region, form a white mist. Over a period of time the formation of mist starts increasing and the mist comes
in contact with the hot spot again and in the presence of sufficient temperature results into an explosion.

Secondary explosion:

The extent of explosion will depend upon the amount of mist produced inside. The primary explosion
might be mild and sufficient enough to lift the crankcase relief valves but there could be more severe and
dangerous effects during secondary explosion.

The primary explosion produces a shock wave which propagates inside the crankcase with increasing
speed and distance traveled. This shock wave has a breaking effect which further reduces the size of oil
droplets, producing more fuel for ignition. Now the pressure front is followed with a low pressure area which
tries to suck in more air from outside. This allows the air to enter in the scavenge space through leaky piston
gland or leaky relief valves.
 This new air and new supply of fuel produced after first explosion comes in contact with hot spot,
causing another explosion, which is extremely severe as the amount of fuel is high now. This explosion is
known as secondary explosion and it causes very severe damage to engine plating. Crankcase explosions have
been a result for the loss of several lives of people in the past.

Safeties for crankcase explosion:

1. Oil mist detector

2. Crankcase relief door

Check to be done after crankcase explosion:

1. Web deflection

2. Bearing clearance

3. Crankcase inspection for any scoring mark and visible deformation.

4. Chain tightness

5. OMD routines.

CYLINDER LINER:

Types of wear in cylinder liner:

1) Friction.

2) Corrosion.

3) Abrasion

4) Scuffing or Adhesion

5) Clover leafing

6) Micro-seizure

Frictional Wear:

Frictional wear takes place between the sliding surfaces between the cylinder liner and piston rings, and
can somewhat controlled by adequate cylinder lubrication, but is also affected by:

 Materials of construction

 Surface finish

 Choice of cylinder lubrication

 Piston speed

 Engine load
Corrosion wear:

Corrosion occurs mainly in engines burning heavy fuels, particularly those with high sulphur content. It
is caused by the acid formed during combustion, and this may be neutralized by the use of high alkaline
cylinder oil. The production of acids will be more if sulfur content is more, leading to the formation of sulphuric
acid. Sulphuric acid is formed due to absorption of the condensate or moisture present inside the combustion
space with sulphur. This can be prevented by maintaining jacket temperature above the corresponding dew
point

Clover leafing

Clover leafing is a form of wear on cylinder liners due to high sulphur content in the fuel oil. Clover
leafing takes place between each pair of lubricating quills.

Cylinder oil is injected with maximum alkalinity from the quills and as it passes down, the alkalinity
reduces and acidity increases. This results in acidic etching on the liner surface in the form of leaf scales along
the sides of lubricating quills.

Sulphuric acid corrosion is found more in the lower part of the liner as the temperature of jacket water is
very low. Corrosion due to sulphur will be high due to the presence of water in fuel and condensate in the air.
This wear is generally seen between the quills. The wear near the quills enlarge and gives a characteristic of the
clover leaf shape to the wear pattern. This phenomenon is called clover leafing.

Abrasion wear:

Abrasion is caused from metal particles, both from the splintering of piston rings and fuel oil, ash being
present in some heavy fuels, along with catalytic fines that will act as an abrasive. These hard particles act as an
abrasive material between the piston rings and the cylinder liner causing liner abrasive wear.

Adhesion/Scuffing wear or Micro seizure:

Adhesion or scuffing or micro seizure is a form of local welding between particles of the piston rings
and liner due to failure of lubrication oil film between piston rings and liner, insufficient supply or incorrect
distribution of oil, and piston blow-by.

How Cylinder Liner Wear is measured:

 The cylinder liner wear is measured by a standard template, which consists of strategically positioned
holes, wherein the micrometer is placed and the readings are taken.

 The readings are taken for both port starboard and forward aft positions. This is done because the wear
is not same in both direction and the ovality is checked.

 The wear rate will be different in the liner. The wear will be more in the top one third parts as
combustion takes place there and temperatures and pressure is also very high at the top.

 An approximate normal wear rate of the liner is about 0.1 mm per 1000 running hours.
  The wear rate increases if the engine is overloaded. Generally the liner has to be replaced when the wear
is about 0.6-0.8% of the bore diameter or as per the manufacturer’s recommendation.

STANDARD BEARING CLEARANCES:

MAIN BEARING CLEARANCE:

This clearance is taken between journal and upper bearing shell.

Methods used:

By using Telescopic or Swedish Feeler Gauge:

 This is the method mostly used in MAN B & W engines.

 First bring the crank web in horizontal position for easy access.

 The clearance can be measured by extending feeler gauge into the gap between journal and upper shell
of bearing.
By using Dial type depth gauge:

 This is also used in MAN B & W SMC-C engines.

 The lube oil pipe connection screw hole is in the bearing keep which can be accessed from the hole on
the bearing shell.

 Insert the depth gauge into the groove and measure the clearance.

By bridge gauge:

This method is mostly used in Sulzer Engines and it is done in two methods

With Bearing Cover removed:

 This method is used for getting accurate bearing clearance.

 This method is used when bearing cap and upper bearing shell is dismantled.

 Position the bridge gauge on the journal and check the clearance between pin of the bridge gauge and
journal by using feeler gauge or VERNIER depth gauge.

Without bearing cover removed:

 In this method, no need of bearing cover is to remove.

  A small collar is provided with small hole in the bearing shell. on this Bridge gauge to be installed and
by using VERNIER depth gauge clearance is measured.

By taking web deflection:

 When taking web deflection also we can find out the clearance of main bearing but we cannot find
exact numerical value.

CRANKPIN OR BOTTOM END BEARING CLEARANCE:

 Turn the crank to BDC

 Measure the clearance between bottom of the bearing shell and crank pin in both the sides by means of
feeler gauge.

THRUST BEARING CLEARANCE

 Remove the protecting shield on the foremost side of the thrust collar.

 Lift the stopper from the forward thrust segment

 There is a wear groove of 1mm in the uppermost thrust segment

 The feeler gauge is to be inserted in the groove on the foremost side of the thrust collar.

CROSSHEAD BEARING CLEARANCE:

All clearances are taken by feeler gauge.

Crosshead pin bearing clearance:

This is taken between crosshead pin and upper shell of bearing by using feeler gauge.

Guide shoe clearance:

 There are two clearances are measured here.

 One clearance is taken between guide bar and guide shoe by feeler gauge in port and starboard side.
  Second clearance is taken between guide bar and guide shoe by feeler gauge in forward and aft side.

Crosshead pin thrust clearance:

This is taken between thrust piece and crosshead pin by feeler gauge.

CRANKSHAFT DEFLECTION:

This is basically taken for checking alignment of crankshaft, crank web and also indicates main bearing
worn out. deflection gauge are used for measuring this.

When to take:

1. After manufacturer recommended running hours

2. At the time of main bearing overhaul, renewal and opened for survey.

3. Damage on holding down bolts, bearing brackets and chocks.

4. Any major structure is disturbed like grounding, collision, before and after dry docking and after any
fire.

Record before taking deflection:

 Ship’s draught and trim

 Engine room and engine temperature

 Ship must be afloat

 Sea water temperature

 Amount of loading of ship

Where to take:

Set gauge at intersection of line passing through journal O.D. surface and center line of crank web or
fitted between adjacent webs(at a point in line with the outside of the journal furthest from the crank pin)
opposite the crank pin at the half diameter from the shaft centre.
Procedure:

 Place crank pin at 30o after BDC and set deflection gauge.
 Set dial gauge to zero and take other reading for every 90o revolution as per below illustration.

 Record all the value. if deflection is in plus(+) which indicates crank arms open upward and if indicates
minus(-) which indicates vice versa as per below mentioned illustration.

CRANKCASE INSPECTION:

 Stop lube oil pump, open crankcase door both side and ventilate thoroughly
 Engage turning gear

 Check appearance of all parts inside crankcase

 Check bolt tightness and it’s lashings

 Make chain case inspection and it’s tightness

 Check for any metal particles and

  Check for hotspot on metal surfaces

 Check for metal damage or deformation

 Check for scoring mark on the piston rod

 Check for white metal particles

 Check for leakage trace from stuffing box

 Check crankcase relief valve

 After made inspection ensure no instrument and rags left in crankcase.

CHAIN CASE:

 A chain drive is used to transmit motion from the crankshaft of the engine to the camshaft. This drive is
known as timing chain and it is responsible for rotation of the camshaft which governs the fuel pump
and exhaust valve timings.
 In a 2 stroke engine, the rotational speed of cam shaft is half that of crankshaft rotational speed and in 4
stroke engine it is same as that of crankshaft.

 For 2 stroke conventional engines, two methods are used to transmit the crankshaft rotation to cam
shaft-

  By timing gear or reduction gear

 By timing chain

Chain tightening procedure:

Inform company and take permission

2)       Take immobilization certificate from the port officials

3)       Read the manual and have a toll box meeting with everyone involved in the job. Discuss the procedure

4)       Prepare important tools and spares

5)       Prepare risk assessment which must include all the personnel involved in the operation

6)       Shut starting air for main engine. Paste notice and ply cards

7)       Engage turning gear

8)       Open indicator cocks

9)        After stopping and cooling down of engine for sufficient time, stop main lube oil pump

10)    Open crank case doors for forward, aft unit and the door incorporating the chain drive

11)    Put blower and ventilate it thoroughly.

12)    Prepare enclosed space entry checklist which involves checking of internal atmosphere for oxygen and
hydrocarbon gas

13)    After sufficient ventilation wearing proper PPE you can enter the Crankcase.

14)    Open tab washer for nut A & B and C & D.

15)    Loosen the nut A, B, C, D to free the chain tightener bolt.

z

16)    Turn the engine so that the slack side of the chain is on the same side as the tightener wheel.

17)    Make sure that the balance weights are hanging downwards.

18)    Now tighten nut B as it is loose on the chain tightener bolt (keep measuring with feeler gauge) until there
is a clearance of 0.1mm between the shaft and the nut.
19)    Now tighten nut B as stated in D-2 (Tightening angle – 720 ° = 12 hexagons)

20)    Tighten nut C hard against the contact face of the shaft.
21)    Tighten nut D and then lock nut C & D with a tab washer.

22)    Tighten nut A and lock nut A & B with a tab washer.
23)       Measure distance “X”.

24)       If the chain is worn i.e. “X” >165mm repeat the whole tightening procedure. But tighten nut B on a
reduced tightening angle i.e. reduced tightening angle – 600 ° = 10 hexagons.
25)       If the distance X exceeds the max distance of 265mm find and eliminate the cause of abnormal chain
elongation e.g. defective chain, damaged chain wheel or bearing etc.
PISTON RING:

Functions:

1. Provide a seal to the combustion chamber.

2. Control and spread the Lube oil up and down the liner.
3. Transfer the heat from the piston to the liner.

Types of Piston Rings:

1. Compression ring – Provides a gas seal.

2. Scraper or Oil Control ring - Distributes oil on the cylinder liner preventing the oil passing upwards
into the combustion chamber. These rings are normally found on trunk piston engines.

Clearance of piston ring:

Butt clearance = for thermal expansion

Radial and axial clearance = for pressure buildup behind the ring for proper sealing
Various shape of butt clearance:

 In MAN B&W there are 4 piston rings are used.

 Lap type ring is used in top. This ring has small gaps machined into it called as controlled pressure relief
(CPR) which is allow a small amount of gas to pass to subsequent rings.

 Other 3 rings are SCARFED type which is aligned in opposite direction for proper sealing for
combustion gas.

Wartsila v/s MAN Marine Engines:

Wartsila SULZER MAN Diesel Turbo

Technology/
Who gets the EDGE?
System

MAN-Tri metal bearing

White metal bearing lined on thin Tri metal bearing with high
Main Bearing with long life and better
back. load carrying capacity.
embed ability.
Tribo pack allows increased time
Wartsila- With Tribo pack
between overhaul of cylinder
Electronic monitoring system which is a package of design
Miscellaneous component up to 3 years.
for safe operation. measures increases the TBO
Electronic monitoring system for
to 3 years.
safe operation
Starting air valve opened by 30
Wartsila- Additional safety
bar air and a closing supply for Starting air valve open by 30
provided in positive closing
Starting Air positive shut along with spring. bar air and shut by spring.
and relief valve for
system A relief valve in air manifold to Bursting disc provided to avoid
reliability during
avoid overpressure during starting overpressure during explosion
manoeuvring.
airline explosion.
Jerk type plunger barrel MAN- Super VIT with
Spill, suction valve controlled
Fuel Pump controlled pump with Super independent injection timing
pump with VIT
VIT control w.r.t fuel index.
ME Engine- Complete Wartsila- For installing an
RT Flex- A complete
Intelligent electronically controlled engine Intelligent engine
electronically controlled engine
Engine integrated with hydraulic technology in 2001. Prior to
with common rail system
control. MAN (2003).
Turbocharging Prefers Axial turbocharger with Variable Turbine Angle MAN-VTA allows engine to
 Wartsila SULZER MAN Diesel Turbo
Technology/
Who gets the EDGE?
System

turbocharger provides better run without auxiliary blower

constant pulse system.
Gear driven with timing gear
Drive
driving the camshaft
Fine honed and bore cooled Liner
Cylinder Liner
with mid layer insulation.
Exhaust Valve Electronically controlled variable Camshaft operated Exhaust
Control exhaust valve timing
Electronically controlled Pulse Lubrication control system
Cylinder
Lubrication System with metered allowing blending of cylinder
Lubrication
quantity injection
Convex shaped piston with Jet
Piston and
Shaker cooling.
Rings
Chromium coated Piston ring.
Fuel Injectors Conventional fuel injectors
Fuel Injection Common rail Electronic control Hydraulic actuated Electronic
System with Delta Injection System
Cobentional Valve seat with
Exhaust Valve
Nimonic and Stellite coating
12-15 bar pressure from separate
Crosshead pump supplied to bigger size
plain bearing.
operation at all load range
Chain driven with 2 chains
driving a camshaft
Bore cooled liner.
valve for reliable operation
Alpha Adaptive Cylinder
oil for different grade of
sulphur in fuel
OROS type Piston for better
combustion area and reduction temperature reduces by
in piston temperature.
Controlled Pressure Relief type With CPR ring, better
top piston ring.
Zero Sac Volume type fuel
injectors with slide valve
Control Injection system
W seat for better operation and
increased time between
overhaul.
Dura spindle with better heat during combustion stroke
resistant property.
Small size bearing with oil
wedges to retain oil which is
supplied by normal system
pressure.
at low load operation.
MAN- Chain drives are
cheaper, lighter and easier to
maintain and duplication
provides backup.
Wartsila- Better cooling and
insulation increases Cylinder
liner Life
MAN- For integrating a
smart mechanical exhaust
valve operation in Intelligent
engine for reliable operation.
MAN- ACC with different
inputs like sulphur content
and load index provide
better neutralizing features.
MAN-With OROS piston,
the Maximum piston
90°C.
pressure distribution on liner
and lower ring.
MAN- Slide type fuel
injector reduces after
burning and hence NOx
emission
Wartsila- For integrating
Delta control with 3
injectors controlled
independently for different
load.
MAN- W seat allows
cooling of exhaust valve
Wartsila-Elevated pressure
ensures better lubrication at
high load.
A back up line is provided in
case of failure of crosshead
pump.
TURBOCHARGER:

Hybrid turbocharger:

Hybrid turbocharger is developed by Mitsubishi heavy industries and it differs from conventional
turbochargers in terms of both waste recovery and fuel saving. Exhaust gas energy is recovered to turn the
compressor, which supplies scavenge air to the main engine and also generates electricity through an alternator
attachment incorporated in the turbocharger known as MET hybrid turbocharger

The turbine and compressor does the heat energy recovery work and the alternator is used to generate electrical
power without consuming any extra fuel as it is driven by the shaft power of the turbocharger.

Requirements for setting up hybrid turbocharger

For a hybrid turbocharger, three basic things required are:

1. Conventional turbocharger with extended shaft to accommodate alternator at blower end.

2. A specially designed very compact alternator to run at very high speed of around 9000rom.

3. A cooling system for alternator as heat generated will be more due to its compact size for given rpm.

Construction of hybrid turbocharger

A two part shell made form cast steel is fitted to the blower side scroll, which is built up with higher rigidity, in
order to support alternator within the turbocharger silencer.

The lower half shell is attached first and is made such that it acts like a sump to collect lubricating oil
discharged from the alternator.

Intake filter and silencer are mounted above the alternator assembly with sufficient gap to allow air to pass over
the shell in to the compressor blades.
Cooling water jacket made up of aluminium is provided around the rotor winding and external cooling air is
also supplied at extreme ends and centre of the windings.

The alternator and compressor are connected by special designed flexible coupling.

The length and weight of the Hybrid T/C is 313mm and 4600kg more as compare to conventional system.

Working of Hybrid Turbocharger

The working is similar to any other generator, the only difference here is the prime mover which is turbocharger
it self.

The speed of prime mover governs the voltage and frequency of the generator. An initial D.C power is provided
so that the required output voltage and frequency can be achieved.

At 9500 KW, the hybrid system can generate about 756 KW which is enough to take up full sea load of a
normal size merchant vessel.

Advantages

  With only little increase in the dimensions, enough power can be generated from main engine operation.

 Fuel saving as the heat recovery system is used for driving the alternator.

 The generator can function as motor at low load operation to drive blower for maintaining scavenge air
pressure of the main engine.

 Eliminate the installation of auxiliary blower for main engine.

 As no extra fuel is used, it helps in emission cut down from ship.

Application

MV Shin Koho, a 292 m long 180,000 dwt bulk carrier with a draft of 24.5m is the world’s first merchant vessel
to successfully equipped with the hybrid turbocharger technology.

WATER AND DRY WASHING OF TURBINE AND BLOWER SIDE OF TURBOCHARGER:

Turbine side:
1. Water Washing

In this method, the engine speed is reduced until the temperature of the exhaust inlet falls below 420 °C. Fresh
Water used for washing must be slightly hot and the water is injected through a regulating valve connected to
the the turbine side. This is done to avoid thermal shock to the machinery.

While performing water washing the drain is kept open. When the water feed is closed the drain is observed
until no water comes out.

The engine is run for further 20 minutes with less rpm to dry out the turbine from water. Before increasing the
rpm, drain is shut and any abnormal vibration must be observed.

2. Dry Washing

For Dry washing carbon granules are used which are injected inside the turbine through compressed air system.

The engine speed is not reduced as there is no risk of thermal stresses in dry washing.

Blower Side:

The Blower side of turbocharger is cleaned by fresh water only no dry cleaning permitted hence it may cause
damage to the blower blades. The engine is run at its full load rpm to achieve best possible cleaning. A
container is fitted with an inlet line coming from the blower discharge side and the outlet line from the container
or cylinder goes for washing blower side.

When the valve in the inlet of cylinder or container is opened, compressed air carry water with pressure and the
kinetic energy of water cleans the blower.

Engine Struts and Bracing

Engine strut or brace are stud like structure usually incorporated with hydraulic or mechanical systems to
transmit engine vibration to ship’s hull.

One end is fitted at the upper part of the main engine and other end is attached at very stiff location in the ship’s
hull. This strut or brace acts as a de-tuner which increases the natural frequency of the system, so that resonance
occurs above the engine rotational speed.

Frictional type Bracing or Strut

Friction type strut is one of the common types used for 2 stroke slow speed marine engines.

The working of these type of struts depends upon the friction between the pads that brace the engine at the top
so that the resonances with critical orders are above the speed range of the engine.

There is a frictional grip which is responsible for the main functioning of the struts, which are hydraulically
tightened.

Last but not the least, the tension on the hydraulic bolts must be regularly checked along with the inspection of
the structure for any cracking especially around the welds.

BOILER:
Starting of boiler:

 Ensure that the vent valve on the boiler is open and check there is no pressure in the boiler.

 Check that the steam stop valve is closed.

 Check that all the valves for fuel are open, and let the fuel circulate through the system until it comes to
the temperature required by the manufacturer recommendation.

 Check and open the feed water valves to the boiler and fill the water inside the boiler drum to just above
the low water level. This is done because it is not possible to start the boiler below the low water level
due to safety feature which prevent boiler from starting. Also, the level is not filled much because if
filled too much, the water inside the boiler might expand and over pressurize the boiler.

 Start the boiler in automatic mode. The burner fan will start the purging cycle which will remove any
gases present in the furnace by forcing it out through the funnel.
  After the pre-set purge time the pilot burner will ignite. The pilot burner consists of two electrodes,
through which a large current is passed, via the transformer, producing the spark between the electrodes.
The pilot burner is supplied with diesel oil and when the oil passes over, the former ignites.

 The main burner which is supplied by heavy oil catches fire with the help of pilot burner.

 Check the combustion chamber from the sight glass to ensure the burner has lit and the flame is
satisfactory.

 Keep a close eye on the water level as the pressure increases and open the feed water when the level of
water inside the gauge glass is stable.

 Close the vent valve after the steam starts coming outside.

 Open the steam stop valve.

 Once the working steam pressure is reached, blow down the gauge glass and float chambers to check for
the alarms.

 Stopping a boiler

 If the boiler is needed to be stopped for longer duration for maintenance or opened up for survey, change
the fuel to distillate fuel.

 If separate heating arrangement for heavy oil is present then there’s is no need to change over to
distillate fuel and the oil is kept on circulation mode.

 Stop the boiler automatic cycle.

 Close the steam stop valves.

 Close the boiler feed water valves.

 When the boiler pressure is just reduced to over atmospheric pressure the vent valve is kept open to
prevent vacuum formation inside the boiler.

Boiler Water Treatment:

 Dissolved gasses- Oxygen, Carbon Dioxide and ammonia

o This lead to corrosion on the water tubes.

o For dissolving oxygen, Sodium sulfite and hydrazine are used.
 Acidity or Alkalinity-Carbonates and bicarbonates Hydroxides content.

o This is measured in pH. Normal value is 8.5pH.

o Acidic water has ph value less than 8.5 which lead to corrosion of the tubes.
 o Alkalinity water has more pH value than normal due to carbonates and bicarbonates hydroxides
which leads to excess coating like scale. Sodium Phosphate of Soda (NaPo4) used to adjust the
alkalinity of boiler water.

 Hardness – Calcium and magnesium salts content

o It will cause scaling on the water tubes and internal fittings.

o Carbonates, phosphates and certain types of polymers.

o Since carbonates leads to alkalinity, it is to be used within limit.

 Undissolved solids – impurities built up in the boiler water over time.

o This will lead to priming and foaming.

o Foaming: carryover of boiler water solids along with steam which detrimental to turbine blades
and sensitive auxiliary equipments.

o Priming: carryover of water particles along with steam which leads to lower the energy
efficiency.

o By doing regular bottom blow down, we can reduce these problem.

 Chlorine content – usually originates from seawater ingress to feed water system.

o By doing regular bottom blow down, we can reduce PPM value of chlorine.

AUXILIARY ENGINE:

Tappet clearance:

Purpose:

1. To allow thermal expansion of valve

2. To ensure of positive closing of valve

Position for taking tappet clearance:

Make sure that piston is on TDC which can be ensure by using below method,

i. From the marking on the flywheel.

ii. From the fuel cam.

 iii. Push rod should be free.

Where and how to take:

Tappet clearance is taken between the rocker arm & valve stem by tightening or loosing the nut below
the lock nut by using feeler cage.

Inlet valve: 0.3 mm

Exhaust valve: 0.4 mm

  If tappet clearance is less:

i. Valve will open early & close late

ii. Air induced through inlet valve may leak out. So, less air for combustion.

iii. Power will be reduced.

iv. Fuel consumption will increase, engine may become unbalanced, exhaust temp. will be very high.

v. In worst condition, valve may remain open; resulting in loss of compression pressure, burning of
exhaust valve, T/C fouling will increase.

If tappet clearance is more:

i. Valve will open late & close early.

ii. Lesser heat energy to T/C, so reduction in scavenge air & hence power.

iii. No proper removal of gases.

iv. Hammering of valve stem-may cause damage to valve stem.

PUMPS
CENTRIFUGAL PUMP:

Capacity of pump:

Capacity of centrifugal pump is dependent on the following factors

 Speed of the Impeller

 Size of the impeller

When the driven speed or impeller diameter of a centrifugal pump changes, operation of the pump changes
in accordance with three fundamental laws. These laws are known as the Law of Affinity.

Law of Affinity:

1. Capacity varies directly as the changes in speed or impeller diameter.

 2. Head various as the square of the changes in speed or impeller diameter

3. Break horsepower various as the cube of the change in speed or impeller diameter.

Working:

Under these principle, centrifugal pump is working,

 liquid enters from impeller Eye by negative suction pressure due to impeller rotation

 Mechanical energy (rotation) is converted into kinetic energy (Velocity) by impeller

 Kinetic energy is converted into pressure energy in volute casing.

STEERING GEAR:

Safeties of steering gear:

1. Hydraulic oil tank low level alarm.

2. no volt alarm

3. Electric motor overload alarm

4. phase failure alarm

5. Relief valve in hyd. line

6. Electrical Stopper

It stops the hydraulic pump when the position of the rudder turning is at an angle of 36 o. It automatically
cuts of the supply because it is the maximum turning angle of rudder. (It normally operates at 35o angle).

7. Mechanical Stopper

In case of electrical stopper fails, the mechanical stopper is provided so that it stops the tiller arm after
36o angle of rudder
Procedure for Starting Emergency Steering System:

Due to sudden power failure, any electrical fault in the system or the control system which includes
faulty tele-motor or servo motor which is used for transferring the signal from bridge to the steering unit.

 The procedure and diagram for operating emergency steering should be displayed in steering gear room
and bridge.

 Ensure a clear communication for emergency operation via VHF or ships telephone system.
  Normally a switch is given in the power supply panel of steering gear for tele motor; switch off the
supply from the panel.

 A helms wheel is provided which controls the flow of oil to the rams with a rudder angle indicator.
Wheel can be turned clockwise or anti clockwise for going port or starboard or vice versa. Some ship
flow of oil to the ram is controlled by solenoid valve which has lever. By inserting it respective port and
starboard we can operate the steering manually.

FRESH WATER GENERATOR:

STARTING:

1.       Before starting the fresh water generator we have to check that the ship is not in congested water, canals
and is 20 nautical miles away from the shore. This is done because near the shore the effluents from factories
and sewage are discharged into the sea can get into the fresh water generator.

2.       Check whether engine is running above 50 rpm, the reason for this is that at low rpm the temperature of
jacket water which is around 60 degrees and not sufficient for evaporation of water.

3.       Check the drain valve present at the bottom of the generator is in close position.

4.       Now open suction and discharge valves of the sea water pump which will provide water for evaporation,
cooling and to the eductor for creating vacuum.

5.       Open the sea water discharge valve from where the water is sent back to the sea after circulating inside
the fresh water generator.

6.       Close the vacuum valve situated on top of the generator.

7.       Now start the sea water pump and check the pressure of the pump. The pressure is generally 3-4 bars.

8.       Wait for the vacuum to build up. Vacuum should be at least 90% which can be seen on the gauge present
on the generator. Generally the time taken for the generation of vacuum is about 10 minutes.

9.       When vacuum is achieved open the valve for feed water treatment, this is to prevent scale formation
inside the plates.

10.    Now open hot water (jacket water) inlet and outlet valves slowly to about half. Always open the outlet
valve first and then inlet valve. Slowly start to increase the opening of the valves to full open.

11.    Now we can see that the boiling temperature starts increasing and the vacuum starts dropping.

12.    The vacuum drop to about 85% which is an indication that evaporation is started.

13.    Open the valve from fresh water pump to drain.

14.    Switch on the salinometer if it has to be started manually. Generally it is on auto start.

15.    Now start fresh water pump and taste the water coming out of the drain.
16.    When fresh water starts producing it is seen that the boiling temperature drops again slightly and vacuum
comes back to the normal value.

17.    Check the water coming out of the salinometer is not salty and also check the reading of the salinometer.
This is done to see if the salinometer is working properly or not and to prevent the whole fresh water from
getting contaminated with salt water. The value of salinometer is kept below 10ppm.

18.    After checking the taste of the water coming out of the salinometer, open valve for tank from the pump
and close drain valve.

STOPPING:

1.       Close the jacket water inlet valves. Generally inlet is closed first and then the outlet valve.

2.       Close the valve for feed water treatment.

3.       Stop fresh water pump.

4.       Switch off the salinometer.

5.       Stop sea water pump (also known as ejector pump).

6.       Open vacuum valve.

7.       Close sea water suction valve and overboard valve

REFRIGERATION SYSTEM:

Latent Heat: The energy required to change the phase of a substance.

Latent heat of fusion:

The amount of heat energy required to change 1 kg of solid into liquid at its atm pressure at its melting
point (273K) is called latent heat of fusion.

Latent heat of vaporization (Evaporation):

The amount of heat energy requires 2 change 1 kg of liquid into vapors at atm pressure at its boiling
point(373 k) is called latent heat of vaporization

PURIFIER:

1. Light liquid = purified oil

2. Heavy liquid = separated water

3. Purifying operation: (liquid-liquid-solid)

 It separates into 3 phases. 1. Oil content 2. Water content 3. Sludge content

 Sealing and displacement water has to be supplied.

 It requires gravity disc.

 It has two out lets, one is light liquid (purified oil) and another is heavy liquid(water). So it requires two
centripetal impellers.

4. Clarifier operation.(liquid and solid)

 It separates into 2 phases. 1. Oil content 2. Solid content.

 It does not have gravity disc.

 No need of sealing water and replacement water

 It has only one outlet(liquid liquid-clarified oil), so it requires only one centripetal impeller.

4. cst=centistokes=0.01 cm2/sec

General arrangement:

 Power to the purifier transmitted from motor to horizontal shaft through friction clutch and it’s further
transmitted to vertical shaft through spiral and pinion gear arrangement.

 Spiral gear installed on horizontal shaft and pinion installed on vertical shaft.
  The vertical shaft is supported by upper and lower bearings and further the upper and lower bearings are
supported by springs.

 In the end of horizontal shaft, gear pump is attached by using safety joints.

 Space between two discs is 0.6 mm. so that 0.6mm size of particles only can flow out through light
liquid side.

Friction clutch:

This is used to effect slow starting and acceleration and to prevent motor from overload.

 Motor shaft is equipped with friction block and friction boss and horizontal shaft with friction pulley.

 When start up, motor shaft attains its rated speed and friction block lining is pressed under centrifugal
force against inside of friction pulley, so slip occurs and slowly power is transmitted to the horizontal
shaft. After 5 to 10 minutes vertical shaft attains its rated speed.

Discharge mechanism

Operating water for closing the bowl:

 This is used for closing the bowl for purifying operation.

 It is to be supplied constantly. So it is supplied by headed tank with 0.1 to 0.2 kg/cm 2. (or) we can
supply from hydro tank through pressure reducer. The height of the tank is recommended by
manufacture or approximately 1500-2600 mm.

 This is supplied constantly to water pressure chamber for closing the bowl.

 It is rotating with bowl. So due to centrifugal force and headed pressure, water to be supplied is balanced
and cause stable of water level at a certain position.

 At this position due to centrifugal force, packing on the pilot valve sealed. So there is no possible for
draining of water.

Operating water for opening the bowl:

 This is fed at certain time for opening bowl for discharge sludge.

 This is fed to water pressure chamber for opening bowl.

 Due to water pressure, pilot valve slides counter radial direction and seal in the packing part is broken
and water from water pressure chamber for closing bowl is flows out of bowl.

 If operating water for closing bowl passes through, there is no more force pushing up the main cylinder
and the main cylinder is pushed down by liquid pressure within the bowl. Seal in the main seal ring part
is broken and sludge is instantly discharged out of the bowl.
Centripetal pump:

This is fitted for discharging light and heavy liquid out of the bowl at outlet line.

 It is consist of impeller with either spiral groove or radial hole on disc with certain thickness.

 It is revolving with bowl and oil is discharged its own turning force along the groove or hole on the
impeller.

GRAVITY DISC:

To make interference between light and heavy liquid.

Effect of diameter of gravity disc:

Inner diameter of gravity disc is representing as Diameter of gravity disc.

 Large in diameter= interface moves outwards

 Small in diameter = interface moves inwards

Selection of gravity disc:

When selecting gravity disc, the following two factor to be considered.

 NOMOGRAM chart

 Specific gravity of separating liquid.

NOMOGRAM chart

For find outing suitable diameter of the gravity disc, the following details are required,

 Specific gravity of separating liquid at 15o c.

 Separating temperature

 Feed rate in lit/hr

Sealing water and replacement water:

The amount of both the waters is to be supplied in correct quantity for proper operation as per manufacturer
recommendation.

Position of interface:

Separation interface may be positioned between outer end of disc hole and that of disc

Sealing water:
  This water is supplied after discharge sludge.

 This prevents oil flow out from water side.

 This is supplied before feeding the oil for forming a layer of water.

 Quantity and flow rate is important factor when supplying sealing water.

 It has to supply at constant flow rate. For which, sealing water line has constant flow valve.

 The flow rate at this time is called as "the critical discharge capacity of heavy liquid (water) side".

 Quantity of sealing water is to be supplied about 70 to 80 % of critical discharge capacity.

 If sealing water is excessive, then sealing water will flow from water side as well oil side.

 Separation interface may be positioned between outer end of disc hole and that of disc. So, sealing water
should be little and shell be such quantity as to reach outer end of disc

Replacement water:

 This is supplied before discharging sludge.

 This is reducing the minimum oil loss when discharging sludge.

SERIOUS AND PARALLEL OPERATION:

According to the grade of oil and water content in the oil, the mode of operation is selected. Always
parallel operation is preferable. In other hand, if purifying oil is very low grade then serious operation will be
the best option.

Parallel operation:

When two purifiers are running in series, the feed rate will be ½ of the required quantity (if 3 purifier,
feed rater=1/3 of required quantity.)

Series operation:

In this case feed rate is supplied equal to the required amount.

 In this mode, first stage will be the purifier operation and second stage will be the clarifier operation.

 In this mode, second stage feed pump and heater to be bypassed.

WINDLASS:

Safeties:
The below mentioned safeties are fitted on windlass

1. Stopper in control lever

2. Chain stopper

3. Mechanical break

4. Slipping clutch.

The below mentioned safeties are fitted on windlass hyd. pump

1. Over speed trip

2. Overload trip

3. Hyd. oil reservoir low level alarm

4. Hyd. oil high temp alarm