Study of The Causes of Engine Failure in Ship and

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Study of the causes of engine failure in ship and maintenance required to

prevent engine failure
Article in International Journal of Contemporary Research and Review · July 2017

DOI: 10.15520/ijcrr/2017/8/07/258
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CrossRef DOI: http://dx.doi.org/10.15520/ijcrr/2017/8/07/258
ISSN 0976 – 4852

July, 2017|Volume 08|Issue 07|
Study of the Causes of Engine Failure in Ship and Maintenance

Required to Prevent Engine Failure.
Chandra Sekhar Mishra1, Fanar Ali2, Samson Adam3, Awet Tesfariam, Asmerom
Yemane, Hadish Amanuel, Ukbamiceal Teklemariam,Yonatan Alem
Lecturer Massawa College of Marine Science and Technology Massawa Eritrea1
Chief Officer Alahmed Ship2
Assistant Lecturer Massawa College of Marine Science and Technology Massawa Eritrea3
Accepted 2017-06-15; Published 2017-07-18
Abstract:
Failure is the malfunction of engine components. There are tremendous factors which contribute to fail the
engine. For example poor design, contaminated fuel, unskilled manpower, lack of proper maintenance, long
running hours, poor quality of fuel, poor fuel management technique, lack of vigilance and modification of
the part. The entire above mentioned are made to fail the engine. In order to avoid such things our project
study provides an idea to the personnel in charge of the engine room how they could use and apply the
proper maintenance. Because maintenance is minimizing the chances of failure. If that so the component
should inspect or maintain at the correct time. Especially preventive type of maintenance must be applied
than the others. Preventive maintenance is the easiest and least expensive type of maintenance. It keeps
records of regularly scheduled maintenance. It also uses the correct fuel, lubricating oil and coolant in the
engine as specified in maintenance specifications. It also gives idea how proper fuel management technique
like doing bunkering in proper manner should be done to prevent engine failure and also to prevent
pollution. The operation reliability of the diesel engine is mostly affected by wear and corrosion. To avoid
abnormal operation of the diesel engine, we recommend that complete overhaul should be carried out
according to maintenance manual or schedule. We hope it should be minimized from time to time when the
operators get aware of the cause of it. Definitely through time every engine component deteriorate its
efficiency after accomplishing several task but doing so our aim is to increase the service life of the engine
and we believed that it would be minimized if the operator understood the consequence of the failure.
Moreover, if failure is minimized, service life of the engine increase, life of the ship saved and damage of
component as well as cost is saved.
International Journal of Contemporary Research and Review, Vol. 8, Issue. 7, Page no: TC 20218-20241
doi: http://dx.doi.org/10.15520/ijcrr/2017/8/07/258 Page | 20218
Chandra Sekhar Mishra et al, Study of the Causes of Engine Failure in Ship and Maintenance Required to Prevent Engine Failure
Introduction:
Failure means when engine components are stopped or damaged due to various factors. In fact so many
factors affect for the engine failure like designed, quality of component model, the type of fuel used. This
may be uncontrollable factor. The trouble listed here is generally and may or may not apply to particular
diesel engine. When working with a specific engine check the manufacture technical manual. Complete
failure of engine at crucial moment may imperil engine trouble, if not recognized and corrected as soon as
possible, may develop to a major break down. Therefore, it is essential that every operator of an internal
combustion engine train himself to be a successful trouble shooter. Engine failures on ships are expensive,
and affect operational readiness critically due to long turn-around times for maintenance.
Failure is the inability of a component, machine, or process to function properly. Failures can occur in
individual parts, the whole machine, or the entire process itself. The analysis of failure has always been a
critical process in determining the root causes of the problems in engineering. Even so, this logical process
can sometimes be complex. To analyze the failure, many different technical disciplines can be engaged and
employed, coupled with a variety of observation, inspection, and laboratory techniques. It is imperative to
analyze and pinpoint where exactly the failure lies in order to be able to rectify it effectively.
Aim of the Project:
1. To identify every occurrences of the failures of an engine parts with its respective causes and effects.
2. To give idea about immediate actions taken if engine failure occurs due to certain reasons.
3. To provide an idea about how to minimize the failure by carrying out proper maintenance.
4. To provide an idea about fuel management techniques by doing proper bunkering that could be
employed for the safe operation of an engine.
Litreture Review:
Guan Hock et al. [1] Have done experiment and found out that if there is increase in exhaust gas
temperature then chance is there for engine failure. Engine failures on ships are expensive, and affect
operational readiness critically due to long turn-around times for maintenance. Prior to the engine failures,
there are signs of engine characteristic changes, for example, exhaust gas temperature to indicate that the
engine is acting abnormally. This is used as a precursor towards the modeling of failures. There is a
threshold limit of 520 degree Celsius for the exhaust gas temperature prior to the need for human
intervention.
Gangaraj et al.[2] The premature breakage in some four cylinder diesel engine crankshafts was reported.
All crankshafts were failed from the same region. Failures had occurred in the first crankpin, the nearest
crankpin to the flywheel. Dynamic analysis and finite element modeling were carried out to determine the
state of stress in the crankshaft. FEM results revealed that the first crankpin fillet is the most vulnerable
point to fractural.
Yuvraj K Lavhale et al. [3] Have studied diesel engine consists of number of vital components, which
perform various functions and are subjected to different forces, thermal loadings and stresses. Inlet &
Exhaust valves are most important components of the diesel engine. The function of Inlet valve is to provide
path for desired air flow to combustion chamber. Function of Exhaust valve is to provide opening, to pass
burnt gases through the cylinder. The opening and closing of inlet and exhaust valve is controlled by valve
mechanism during the engine operation. Valves are subjected to thermal loading because of high
temperature and pressure developed inside the cylinder. This paper focuses on failure trend of inlet and
exhaust valve. Failures take place of inlet and exhaust valve in different manners due to fatigue, thermal
loading, wear, corrosion and erosion which leads to loss of mechanical properties of material and engine
performance etc.
Parakis et al. [4] Reliability centered maintenance with statistical methods may allow the time between
costly scheduled overhauls to be increased. One indicator of engine aging is the number of failures
experienced with increasing operating hours. The data does not indicate the source of the engine failure, but
every failure had a significant operational impact. Results indicate an increasing failure rate as the engine
ages to the 24,000 hour overhaul time. The evidence indicates a constant failure useful life region, but the
increasing failure rate from the Weibull models suggests that the periodic overhauls do not prevent wearout
failures.
Danny Faturachman et al. [5] Have developed that failure mode and effect analysis approach is chosen as
a risk assessment methodology to synthesize the potential failure mode and their associated causes for
product design especially in ship diesel engine. The study proposes the fuel oil system in the ship diesel
engine. Fuel oil system is extremely important system on a ship which is designed to supply clean fuel oil to
main engine, diesel generators and emergency diesel generators. FMEA is an effective tool or technique
used for identifying possible failures and mitigating their effects. In various life cycle phase of diesel engine,
FMEA activities are executed; and detailed FMEA documents are usually used as reference. Design changes
can be executed according to the existing documents, especially for the most dangerous failure modes with
high prevention difficulty.
Australian transport safety bearu et al. [6] have found maintenance planning for lubricating oil pump was
inadequate in that maintenance was not undertaken according to the manufacturer’s despite, the fact that the
pump had failed. The execution of routine maintenance on the lubricating oil filter was inadequate in that the
spare filter was not ready for use. The ship board procedures did not identify the error and procedures for
operating and monitoring the filter were also in effective.
Bill Mossey et al. [7] Have developed regular maintenance of marine diesel engines is key to more uptime
and lower life-cycle costs.
Dario Mathika et al. [8] have studied that the reliability of marine diesel engine it is capability to operate
without failure for a specified period of time and the maintainability is constructional characteristics
specified by diesel engine capability as a technical system to maintain
(through preventive maintenance) or return (through corrective maintenance) in the proper operational
conditions. The task of preventive maintenance is to prevent the degradation of design characteristics of
marine diesel engine.
Artur Bejeger et al. [9] Have developed and found out that a description
of fault and failure of a medium powered engine by means of analysis. The description of this relationship
may help indicate primary cause of engine fault and will allow taking appropriate preventive measure to
facilitate personal work in hard condition at sea.
Results and Discussion:
Fig.1 Fuel Injector
Fig 2. Manual Injector Testing
Fuel Injector Failures, Causes and Trouble Shooting
Error/System Causes Remedies

Fuel Injection Valves
Exhaust gas temperature Failure of the injection nozzle, injection nozzle Replace parts in question.
deviation faulty, injection needle sticking, injection
nozzle holes are blocked, injection nozzle
needle seat is damaged, high pressure
connection between nozzle and holder is
damaged
Nozzle opening pressure has fallen below Adjust the nozzle opening
pressure accordingly.
Fig 3.Defective piston and piston rings
Figure 4 Defective exhaust valve
Figure 5 Defective exhaust valve of engine taken from ship visited
Fig 6.Damaged big end bearing of engine taken from ship visited
Fig 7.Damaged roller bearing of pump taken from ship
Fig 8.Damaged butterfly valve of pump taken from ship
Fig 9.Damaged lubricating oil filter taken from ship visited.
Fig 10.Damaged fuel oil filter taken from ship visited.
Maintenance:
Maintenance is the process of minimizing the chance of failure of the engine or the process of keeping
machine in good working condition. The operators on the engine must know the maintenance schedule or
procedures. Every engine part must do maintenance to prevent from any damage. Because by doing
maintenance the life of engine will be increase, less break down of part, less damage. Marine diesel engines
require more attention to maintenance than the unregulated workhorses of the past, but the payoffs are better
fuel efficiency, more power and performance, higher reliability and cleaner air and water. The best way to
optimize maintenance is to tailor maintenance tasks to the specific engine/application through the use of
trending. By undertaking activities such as analyzing oil and coolant samples, inspecting a few engine
components early and recording the wear in the valve train during valve lash adjustments, problems can be
identified early or, if there is less wear than expected, maintenance intervals may be extended to save time
and money without compromising reliability. Regularly scheduled maintenance optimized through trending
analysis is the surest way of maximizing vessel availability, ensuring reliable performance and minimizing
life cycle costs.
There are different types of maintenance. Some of them are as follows;

1. Preventive,
2. Break down,
3. Scheduled maintenance etc.
Our project is related to Eritrean ships failure and maintenance. So they used break down maintenance than
preventive type of maintenance. We provide an idea to use the best type of maintenance which is preventive
maintenance. Because in this type of maintenance work is carried out before the break down occur on the
engine.
Maintenance Category:
Marine diesel maintenance procedures can be grouped into nine broad categories:
1. Lubrication – checking levels; changing oil, oil filters; performing oil sampling for trending analysis to
optimize oil
change intervals and to detect engine wear.
2. Fuel system – changing fuel filters, fuel injectors; checking water separators; and doing fuel quality
analysis to make
sure fuel contains proper lubricants and additives.
3. Cooling system – fluid level checks; coolant sampling for trending analysis; draining, flushing and
refilling the
system when required.
4. Air intake system – inspecting and changing air filters; inspecting the turbocharger to make sure there is
no fouling
of the compressor blades from crankcase gases.
5. Exhaust system – inspecting for leaks, corrosion, wet stacking.
6. Valves and heads – inspecting, adjusting and recording of valve train wear for trending analysis;
inspecting and
recording of cylinder head wear for trending analysis.
7. Emissions systems – inspecting crankcase ventilation systems, and diesel
particulate filters (if so equipped).
8. Mechanical systems – inspecting resilient engine mounts and torsion couplings; general inspecting for
leaks, wear or
deterioration.
9. Operating systems – downloading data from digital engine management system to
note and review alarm conditions.
Recommended operating data taken from ship visited:

Apply to normal operation at nominal speed
NORMAL VALUES ALARM (STOP)

LIMITS
Load 100% 30% 30-100%
Temperature℃
Lube oil before engine 62-70 73-79 90
Lube oil after engine 72-83 79-87
HT water after engine 91-100 108
HT water before engine 85-92
LT water before engine 28-38 65-70
Charge air in air receiver 40-60 60-70 80
Preheating of high
temperature and low 70
temperature water
Gauge pressure(bar)
Lube oil before engine at 3.5 3-3.5 2.8

a speed of 600 RPM
720 rpm 4.0-4.5
HT/LT water before 0.7-1.5

HT/LT pump
HT water before engine 2.2-4.8
LT water before charge 2.2-4.4

air cooler
Fuel before engine 7-9 5
Starting air max 30
Opening pressure of 6-8
safety valve on lube oil
pump
Visual indicator and 1.2-1.6
electronic transducer for
high pressure drop over
lube oil filter and fuel
filter
Clearance and wear limit Normal clearance mm
Main bearing clearance 0.270-0.374
Thrust bearing, axial clearance 0.200-0.410
Camshaft bearing clearance 0.130-0.210
Camshaft thrust bearing clearance 0.060-0.144
Camshaft thrust bearing axial clearance 0.250-0.700
Maintenance required in turbocharger to prevent failure:

Maintenance which is required is cleaning the turbocharger every weak if possible or even after two three
days. Water cleaning is mostly done in turbocharger. These are the procedure followed while cleaning the
turbocharger of Wartsila engine of the ship we have visited
1. Reduce the engine output if the exhaust gas temperature before the turbine is more than 430℃ (703 K)
2. Wait 5 to 10 minutes until the load has stabilized before starting water injection.
3. Check whether the turbine inlet temperature is stable and less than 430℃ (703 K) or that the mean exhaust
gas temperature after the cylinders is below 350℃ (623 K).
4. Check whether the boost pressure is above 0.3 bar gauge and the turbocharger speed as high as possible
under the given load.
5. Check whether the drain pipe D1 on the gas outlet casing is free and open. With the outlet free, exhaust gas
escapes from the drain pipe.
6. Connect water supply to the water cleaning connector of the gas inlet side.
7. Set water pressure to the value recommended by the engine manufacturer. Open needle valve (if present).
8. Open water valve (slowly within approx. 30s).
An outflow of 0.1dm3/min-0.1 Q is possible through the drain opening. The cleaning time is approx. 5 to 10
minutes.
9. Close water valve (and needle valves)
Regular lubricating oil changes are perhaps the most important factor in engine
durability, and the cost of doing them can add up. Most marine engine
operators are looking for ways to extend oil change intervals in order to reduce
costs of material and labor and eliminate downtime. Oil change intervals may
be extended even further with the help of regular oil sampling and trending
analysis. Oil samples can be taken regularly and sent to a lab for testing and
Lubrication maintenance
analysis. The oil will be analyzed for contaminants such as water, soot, coolant
and metals. Over time, these samples will reveal a trend as to how quickly the
oil is aging or the engine is wearing. If the trend shows that the oil and engine
are wearing faster than normal for that application, then the oil change interval
can be shortened to minimize engine wear.
Beyond simply changing fuel filters when they get plugged, most vessel
owners are unaccustomed to having to do fuel system maintenance on modern
marine diesel engines with common rail fuel injection systems. In general, fuel
injectors are usually designed to last for the life of the engine. However, there
Fuel system maintenance
are several reasons why fuel systems now need regular attention. In order to
increase performance and reduce exhaust emissions in modern diesel engines,
there have been significant changes to both the fuel and the fuel delivery
systems that affect maintenance.
Cooling systems have always been a critical issue for marine engines, but they
have become even more important with the advent of modern clean diesels.
Today it’s not just a matter of checking the coolant level; the coolant itself
needs to be chemically monitored and analyzed to make sure it is functioning
efficiently. Proper operation of the cooling system is needed to ensure long
Cooling system
engine life; fuel economy and low exhaust emissions. To make sure that the
coolant is operating at top efficiency, it needs to be properly tested annually.
Coolant samples should be sent to a laboratory to check any metals or salts that
are present, and to evaluate the condition of the lubricants and corrosion
inhibitors.
To ensure the best possible fuel efficiency, always replace air filters at the
Air intake system
manufacturer’s recommended intervals. Frequent inspection of the condition of
the filters between changes is also important to make sure they are not being
contaminated by oil mist from a leaky crankcase or soot from leaks in the
exhaust system feeding back into the engine compartment. Turbochargers are
another part of the air intake system, and it is always best to follow the
manufacturer’s recommendations for inspection, repair or replacement.
During initial engine installation, make sure that the routing of the exhaust
system prevents the exhaust from re-entering the engine compartment during
operation. If not properly routed, soot can build up on engine room surfaces
and clog air filters prematurely. On a regular basis, check for cracks, leaks or
Exhaust system
corrosion in the entire exhaust system and make necessary repairs.
Valves need adjusting periodically to compensate for the wear that occurs in
the valve train. With today’s high costs of labor and downtime, the
recommended method is to test early in an engine’s life and actually measure
the amount of wear on each lifter and record it. Over time, the operator will
accumulate a record of how each valve is wearing, allowing a very accurate
prediction to be made as to when valves will need to be adjusted in the future.
With today’s high costs of labor and downtime, the recommended method is to
Valves and heads test early in an engine’s life and actually measure the amount of wear on each
lifter and record it. For example, remove a few heads just prior to the
recommended change interval to identify any abnormalities and to measure
and record the distance the valve head has receded into the cylinder heads.
Note whether this is more or less than anticipated. By measuring and recording
cylinder-head wear, the operator will be able to predict the rate of head wear in
that engine and more accurately schedule future maintenance when it is most
convenient.
DIESEL ENGINE SYSTEM FAILURES, CAUSES, AND IT’S REMEDIES Possible Problems
In Fuel System
Errors Causes Remedy

Engine fails to There may be air in the high- Remove the air by using the hand-priming pump.
operate, misfires, pressure pumps and in fuel
or knocks, lines.
Incorrect fuel pump timing, Correct the fuel pump timing, set the injector
wrongly set of injector spring, spring correctly, and make sure that the fuel
Early ignition incorrect fuel condition, condition is correct.
overheating of part with in the
cylinder.
Excessive spring setting, poor Replace or correct the spring setting, clean the
atomization, high viscosity or injector holes, measure the correct viscosity.
Late ignition
poor quality of fuel, low
compression.
Hot gas from the cylinder Injector should be tested and changed. Good
may blow back in the injector maintenance of the fuel pumps, injector should be
tip, forming carbon and carried out with routine changing of the injector.
Leaking fuel
choking the atomizer. Carbon Fuel must be purified and filtered.
injector
may also form on the outside
of the atomizer due to burning
of the dribble of fuel.
The governor controls the fuel All the mechanical links of the fuel rack must be
pump delivery through a fuel well lubricated and greased before starting the
rack, which is a combination main engine. If after starting the main engine, the
of mechanical links. engine rpm is constantly fluctuating even at lower
Sometimes the fuel rack gets speed in calm weather, check all the fuel rack as
stuck leading to lack of fuel one or more of them must be stuck
Stuck Fuel Rack
supply in the concerned unit
which results in either
fluctuation in the engine RPM
if running or engine will not
start from standstill.
If the fuel treatment is All the mechanical links of the fuel rack must be
improper and the fuel well lubricated and greased before starting the
Fuel Leakage/ temperature is not maintained, main engine. If after starting the main engine, the
Fuel Valve it can lead to cracks and engine rpm is constantly fluctuating even at lower
Malfunction leakage in high pressure fuel speed in calm weather, check all the fuel rack as
pipe. one or more of them must be stuck.
-Debris may choke the small To change the fuel injector, clean the fuel system
Partly choked fuel atomizer holes in the injector. and ensure correct centrifuging and filtering the
valve -By a leaking injector. fuel and maintain the fuel valve.
-Throttle closed, Check and clean the system.
- Plugged fuel filter,
Lack of fuel
-Air in fuel filter,
-Injection pumps leaking.
-Dirtfuel, Clarify the fuel,

-Delayed injection timing, Correct the injection timing,
Knocks -Worn bearing. Replace the bearing
Possible cause in cooling system -There is air in Fill some water to bleed air from the system,
the water
pump, Check and adjust,
-the water Remove water scale.

pump belt is too
Water pump does not pump water. loose.
-there is
excessive water
scale in the
water pump.
Methodology:
For collecting the data, different sites have been visited. The research holds in the Massawa ship repair yard
and the port. The reason why we were more interested on this areas, because our project is related to these
places and to get a brief idea about the engine failure and its maintenance.
Collecting Data
In collecting data the mechanism used was;
1. By down loading from internet related to our research project.
2. Face to face interview depending on the questioners prepared.
a. Technical manager of Massawa ship repair yard
b. To officers on board vessel
c. To crew members
3. Collecting of data from below sites mentioned
a. Massawa ship repair yard
b. Massawa port
c. Gibi
4. By taking photos for further understanding.
DIESEL ENGINE SYSTEM FAILURES, CAUSES, AND IT’S REMEDIES

Possible problems in starting air system
Starting air valve Any leakage from the Normally, there is no remote monitoring of the
leakage starting air valve will lead to temperature for the air line supplying air to starting
hot gases going back to the air valve. The best way to determine such fault is to
engine air line, which may check the temperature of the air line manually
contain thin oil film. Such during maneuvering. This problem is more likely to
mixture of oil and film can occur when the engine is started frequently and not
lead to starting air line when the engine is running continuously.
explosion.
Starting Air The control air supplies air to When the Engine room machinery in working
Leakage different parts and systems of condition it is difficult to hear any air leakage
the main engine. It is always sound. The best way is to trace all the air lines and
in open condition when the feeling all the connections/joints by hand for air
engine is in use. Small leakage. The easiest way to find air leakage is when
leakages are normal there is an international black out done for any job.
At this moment all the machinery will be in “stop”
position and leakage sound (a hissing noise) will be
loud and clear. Note the leakage area to perform the
repairs later
Stuck Air Air distributor is responsible Many engines such as MAN B AND W have their
Distributor for maintaining the air air distributor located at the end, with inspection
supply which opens the cover, which can be opened when the engine is not
starting air valve in the running for inspection and lubrication to avoid this
engine cylinders. Since it is a problem.
mechanical part, it is prone
to malfunctioning, especially
getting stuck. The main
engine will not start if air
distributor does not supply
air to open the starting air
valves as no air will be
present in the cylinder to
commence fuel combustion.
Diesel Engine System Failures, Causes, and It’s Remedies:

Other Problem due to which engine failure takes place
Malfunctioning of The reason for such condition Replace the faulty parameter gauges with new ones as
Installed Gauges can be due to loose parts and early as possible
connections, and even
vibrations.
Sparks in the
Sparks from funnel occur due Frequent cleaning (monthly) of the exhaust gas boiler
Main engine
to slow steaming and frequent to be preferred by the ship staff to avoid this problem.
Exhaust at Funnel
maneuverings, which built
unburnt soot deposits on the
EGB boiler path.
Faulty alarms and Due to factors such as

A routine checks needs to be performed on all engine
sensors vibration, high temperature,
room sensors and alarms. Different main engine safety
humidity, dust etc these
alarms and trips also to be tried out at regular basis and
sensors can malfunction
faults to be attended immediately.
leading to false alarms.
Fuel Management Technique:

Here I am giving brief idea about fuel management technique done in ship visited Sabahat Sonay.
Procedures for receiving and transferring between tanks of fuel oil and lubricating oil on a ship shall, in
principle, be in accordance with the following, however, this may be revised depending on the conditions of
the individual ships. Procedure for receiving and transferring between tanks of lubricating oil shall
correspond to the following procedure for fuel oil.
Procedures and Basic Matters for Receiving Fuel Oil:
Preparations on board
(1) Preparations and dissemination of job distribution.
(2) Preparation and posting of piping diagram. Piping diagram shall be concise and legible.
Pipes and valves shall be clearly distinguished.
Piping diagram (example from M/V FERIDE)
During bunkering, the piping diagram shall be located near the operating valves to prevent incorrect valve
operation.
(3) Prepare operating procedures of the ship in accordance with the standard for operation procedures.
(4) Conduct pressure leak test for bunkering lines. (to be conducted with an air pressure equivalent to the
maximum operating pressure of the piping) (once every six months)
Operating valves (Example from M/V FERIDE)
H EAVY FUEL OIL
To Regulate Rate Of
Valves To Close In Flow During Bnkrg
Ops, Flwg V/Vs To
Valves Remaining Case Of To Oil Leak Be Kept Crack Open
Open Or Over Flow
Tank Being Filled
5-6-7 D.B. Tank Centre 1,2,15 & 16 1,2,15,16 -
No. 15 Bunker-Port 1,12 & 20 1,12 & 20 2,15 & 16
No. 16 Bunker-Stbd 1,8 & 23 1,8 & 23 2,15 & 16
No. 17 Bunker-Stbd 1,11 & 24 1,11 & 24 2,15 & 16
No. 19 Settling-Fwd 1,9 & 21 1,9 & 21 * 2,15 & 16
No. 20 Settling-Aft 1,19 & 22 1,9 & 22 * 2,15 & 16
* Also 18 & 19 after

stopping transfer pump if
running
DIESEL OIL
Valves To Close In Case Of To Oil Leak Or

Over Flow
Valves Remaining
Open
Tank Being Filled
No. 10 D.B. - Port 25,27 & 30 25,27 & 30 *
No. 10 D.B. -Stbd 25,26 & 31 25,26 & 31 *
* Also 33 & 34 after stopping transfer pump if

running
Standard operating procedure:

Fuel oil shall be received in accordance with the standard operating procedure below and shall be verified at
each stage by each person responsible. The operation shall be carried out in accordance with the table of job
distribution.
1. This declaration of inspection must be filled out, initialed, and signed by the Person-in-charge prior to
transfer of oil to/fm vessel.
2. This vessel transfers : (at 100% capacity) (Example from M/V FERIDE)
 Heavy fuel : ….2779.5…. tons in tanks 5-6-7 DB *15 P * 16&17 S day * sett (2nos)
 Diesel oil : ….207.4……tons in tanks DB (P&S) * day
 Lubricating oil: 164.4……tons in tanks Sump tk. *No’s 21, 28,29,30,31 *Sett.
3. CARGO INFORMATION: Name, odor, appearance; handling hazard, safe handling information, procedure
for exposure or spills, procedure for extinguishing fire, are displayed.
4. The line diagram of the vessel's oil transfer piping, including the location of each valve, pump, control
device, vent and overflow, is displayed.
5. The valve(s) located. …… N.A …….. shall be closed to isolate any bilge or ballast system from the oil
transfer system, prior to the transferred of oils.
6. Any residue oil in the containment areas shall be emptied and cleaned by ……RAGS AND
WASTE……recovered residue oil to be transferred to and/or stored in …….OVERFLOW TANK……
7. During oil transfer operations, at least ……7….. persons shall be on duty.
8. The following duties shall be observed during the transfer operation (state name and rank) :
 PERSON-IN-CHARGE C/E
 ENGINE ROOM CONTROL/CONTROL ROOM DECK 2ND ENG.
 ON DECK (COMMUNICATION) EL. OFF.
 SOUNDINGS 4TH ENG.
 MOORINGS/GANGWAY 2/O 3/O AB
 OTHER DUTIES (pls Specify) : E/R VALVE OPERATION 3RD ENG.
ASSIST IN MOORING/GANGWAYS: OS U.H.
9. The deck officer shall ensure safe moorings, and not put undue strain on the oil lines.
10.The emergency shutoff valve is located:……….IN ENGINE ROOM……….
 Procedures for closing this shutoff valve are :……..MANUAL……..
11.The person-in-charge shall ensure that proper communications are maintain at all times.
12.The person-in-charge shall ensure that the rate of transfer flow is slowed when the tanks reach ….75%….
capacity.
13.The person-in-charge shall ensure that valves used during oil transfer are closed upon completion of the
transfer operations.
14.Bunker transferring shall be carried out using the check list prepared which is self explanatory
15.All oil transfer equipment’s, pumps, valves to be inspected and tested as necessary.
16.Oil transfer as a routine at sea will also be done at day time on from the specified tanks as advised by Chief
Engineer. As the transfer pump does not stop at the high level when alarm sounds. 4th Engineer who will do
the transfer daily once or twice as required will have to be more vigilant and stop the pump accordingly.
Also steam should be opened to bunker tanks moderately frequent opening and shutting of steam to bunker
cracking of fuel oil which greatly impairs the quality of fuel. DO NOT TRANSFER ANY OIL OR
SLUDGE DURING PORT STAYS.
Furthermore Master / Chief Officer to be informed by the Chief Engineer / Engineer in charge , before daily
transfer operations in order to arrange the vessels trim and stability.
= Bunker fuel sulphur content clause for tıme charter partıes 2005
(a) Wıthout prejudıce to anythıng else contaıned ın thıs charter party, the charterers shall supply fuels of
such specıfıcatıons and grades to permıt the vessel, at all tımes, to comply wıth the maxımum sulphur
content requırements of any emıssıon control zone when the vessel ıs ordered to trade wıthın that zone. The
charterers also warrant that any bunker supplıers, bunker craft operators and bunker surveyors used by the
charterers to supply such fuels shall comply wıth regulatıons 14 and 18 of marpol annex vı, ıncludıng the
guıdelınes ın respect of samplıng and the provısıon of bunker delıvery notes.
The charterers shall ındemnıfy, defend and hold harmless the owners ın respect of any loss, liability, delay,
fınes, costs or expenses arısıng or resultıng from the charterers' faılure to comply wıth thıs sub-clause (a).
(b) Provided always that the charterers have fulfılled theır oblıgatıons ın respect of the supply of fuels ın
accordance wıth sub-clause (a), the owners warrant that:
(i) the vessel shall comply wıth regulatıons 14 and 18 of marpol annex vı and wıth the requırements of any
emıssıon control zone; and
(ii) the vessel shall be able to consume fuels of the requıred sulphur content
when ordered by the charterers to trade wıthın any such zone.Subject to havıng supplied the vessel wıth
fuels ın accordance wıth sub-clause (a), the charterers shall not otherwıse be lıable for any loss, delay, fınes,
costs or expenses arısıng or resultıng from the vessel’s faılure to comply wıth regulatıons 14 and 18 of
marpol annex vı.
(c) for the purpose of thıs clause, "emıssıon control zone" shall mean zones as stıpulated ın marpol annex vı
and/or zones regulated by regıonal and/or natıonal authorıtıes such as, but not lımıted to, the eu and the us
envıronmental protectıon agency.
Bunker qualıty control clause for tıme charterıng
(1) The charterers shall supply bunkers of a qualıty suıtable for burnıng ın the vessel's engınes and
auxılıarıes and which conform to the specıfıcatıon(s) mutually agreed under thıs charter.
(2) At the tıme of delıvery of the vessel the owners shall place at the dısposal of the charterers, the bunker
delıvery note(s) and any samples relatıng to the fuels exıstıng on board.
(3) Durıng the currency of the charter the charterers shall ensure that bunker delıvery notes are presented to
the vessel on the delıvery of fuel(s) and that durıng bunkerıng representatıve samples of the fuel(s) supplıed
shall be taken at the vessel's bunkerıng manıfold and sealed ın the presence of competent representatıves of
the charterers and the vessel.
(4) The fuel samples shall be retaıned by the vessel for 90 (nınety) days after the date of delıvery or for
whatever perıod necessary ın the case of a prıor dıspute and any dıspute as to whether the bunker fuels
conform to the agreed specıfıcatıon(s) shall be settled by analysıs of the sample(s) by (...) or by another
mutually agreed fuels analyst whose fındıngs shall be conclusıve evıdence as to conformıty or otherwıse
wıth the bunker fuels specıfıcatıon(s).
(5) The owners reserve theır rıght to make a claım agaınst the charterers for any damage to the maın engınes
or the auxılıarıes caused by the use of unsuıtable fuels or fuels not complyıng wıth the agreed
specıfıcatıon(s). addıtıonally, ıf bunker fuels supplıed do not conform wıth the mutually agreed
specıfıcatıon(s) or otherwıse prove unsuıtable for burnıng ın the shıp's engınes or auxılıarıes the owners shall
not be held responsıble for any reductıon ın the vessel's speed performance and/or ıncreased bunker
consumptıon nor for any tıme lost and any other consequences.
Denak Shipping Agency
M/V …………………………..
VOY.NO :…………………
PORT :……………….…
DATE :……………….…
Bunker pipeline of ship visited SABAHAT SONAY
Bunkering Check List:

Initial Preparation:
Ensure all personnel are aware of intention to bunker and emergency response procedures
Discuss bunkering plan and tank sequence with officers involved
Close and secure all associated overboard discharge valves
Close and blank off all unnecessary manifold valves/connections
Plug all deck scuppers and make oil/watertight
Empty out and plug save-alls
Place oil absorbent materials in key locations
Provide means of draining off any accumulations of water on deck
Establish common communication link between bunkering station, duty officer and engine room
Check all bunker tank air pipes are open and unblocked
Ensure all sounding pipe caps are tight, except when sounding tank
Reconfirm space remaining in all bunker tanks to be filled
Check all bunker tank high level alarms are functioning
Ensure all fire precautions are observed
Prior to Bunkering:
Check hose is of sufficient length
Inspect hose and couplings for damage
Check weight of hose does not exceed SWL of vessel’s lifting gear
Place drip trays under hose couplings and flanges
Check delivery note quantity and specification are correct
Discuss bunkering plan with supplier
Discuss vessel’s emergency response procedures with supplier
Discuss supplier’s own emergency response procedures
Establish communication link between vessel and supplier
Agree signaling system with supplier - Commence Pumping
Reduce Pumping Rate
Cease Pumping
Emergency Stop
Agree with supplier the quantity of oil to be pumped aboard
Agree unit of measurement (metric tones, cubic meters, barrels etc)
Agree maximum pumping rate and pressure
Carry out spot analysis with vessel’s fuel test kit (if carried)
Conduct compatibility test, if necessary
Sight, agree and record shore/barge meter readings
Appoint seaman to tend mooring lines during bunkering
Rig fire wires fore and aft (if applicable)
Ensure designated overflow tank is prepared
Prepare filling line and open all relevant valves
During Bunkering:
Commence bunkering at minimum pumping rate
Monitor supply line pressure
Examine hose connections for leakage
Reduce pumping rate and/or open next tank before topping up
Close valves as each tank is completed
Witness, date, jointly countersign and retain sealed bunker samples
Ensure sufficient ullage in final tank for hose draining/line blowing
Notify supplier when final tank is reached
Give suppliers timely warning to reduce pumping rate
Give suppliers timely warning to stop pumping
Drain hoses on completion of bunkering and close all filling valves
On completion of Bunkering:
Ensure all hoses are fully drained
Close and blank off manifold connection
Blank off disconnected hose couplings
Reconfirm all bunker line and tank filling valves are secured
Reconfirm all bunker tank soundings
Sight, agree and record shore/barge meter readings
Verify all bunker receipt details are correct
Complete entry in Oil Record Book
Accidental spillage of cargoes or bunkers

1. General
 Cargoes handling operations are under the Master’s responsibility, he delegates to the Chief-Mate
and through him to the duty Deck Team.
 Bunkers handling operations are under the Chief-engineer’s responsibility, he may delegate to a
qualified Assistant Engineer, familiar with vessel’s circuits and fittings.
 The responsibility in these matters consists to ensure that all precautions are taken to avoid spillage
occurrences and that all action is taken to minimise the consequence of the spillage.
Situations where accidental spillage may occur:
 Carrying out cargo handling operations :
-during loading operation , when filling-up
- during discharging , when starting the ship’s cargo pump and opening the main valve on manifold
- during discharging with continuous flow rate , when tanks are stripped in one tank where the cargo pump
draw up
 Carrying out bunker handling operations :
- during bunkering
- during transfer of fuel-oil
2. Precautions during operations
 The person in charge shall establish an “operating plan” for the guidance of all concerned persons ;
 The concerned persons shall be clearly designated ;
 The task shall be clearly identified and understood by the operator who fills in the appropriate check-
list ;
 During all the operation duration , the operator shall :
-supervise the lines and valves for checking if leakage . The operation must be stopped if necessary;
-monitor frequently the tank level;
 When tank contents approaches the forecasted quantity or its upper level , the operator shall :
- reduce the rate of filling ;
- top off one tank at once ;
 On handling operation completion ( filling of last tank ) , the operator shall :
- advise early enough the pumping station that last tank is nearing completion ;
- allow sufficient space to contain the line drainage ;
- take in consideration the dilation of the cargo with the possible increase of
temperature (make particular attention to crossing in warm area ) .
 After handling operation completion , the operator shall :

- Immediately empty the fixed and/or portable containment fittings ( into the slop tank for
cargoes and into the fuel-oil tank for bunkers)
- Close the valves used for the operation and blank where necessary .
3. Instruction for accidental spillage::
 It is the operator’s responsibility to take the first measures against risk of pollution :
 by stopping immediately the operation using the established emergency procedure agreed ;
 by giving the alarm ;
 In case of chemical liquid substances spillage , the specific instructions posted by the Master “warning
and first aid instructions “ ( see P&I 2.2 ) must be followed ;
 It is the duty Officer’s responsibility to put in operation the fight against pollution system :
 by using the fixed or portable spill pump ;
 by starting the cleaning up procedure ;
 It is the Master’s or Chief Mate’s responsibility to inform the shore authorities :
 by using the agreed mean of communication ;
 by reporting time , persons involved and accident nature ( see “SOPEP reporting procedures”
);
 by recording the a.m. information in the log book .
Important : shore authorities should be advised only when spillage arrives at sea .
Conculusion :
Based on the displayed facts we have come to term with the idea to focus on the operator. The operator
should to know some right to enjoy and liable for some duty. In addition he may get satisfactory wages or
compensation. The annual survey must conduct on time. Now a day in modern ships in engines components
made alarms if the time for maintenance is reached. The ship owner should follow on their screen until this
science introduced. The second engineer should prepare check list based on running hour. Recording history
of the engine mandatory so in order to be effective the term accommodated by two person one skilled and
other unskilled. The chief engineer should train his crew member before bunkering and also follow all the
instructions as listed in the checklist initial preparation, prior to bunkering, during bunkering and after
bunkering to have good fuel management technique and also prevent pollution.
Reference:
1. Guan Hoch, scutti J.J. and W.J.Mc Brine,(2002). “Introduction to failure analysis and prevention”. In
ASM Hand book vol.11. NO 1. Last modified July 17(2013).pp. 160-165.
2. Yuvraj K Lavhale, Naresh Kr Raghuwanishi, Ajay Pandey, December (2012), “Failure analysis of
internal combustion engine valves”, vol.1, NO 2, pp.1-9.
3. C.M. Milkie and parakis, Anderson and Neri. Reliability centered Maintenance, Vol.13, No 2, (1990).
pp.82-83.
4. Danny Faturachman, Jeffery Banks, Jason Hines (2001). Failure mode and predictive diagonostic
consideration for diesel engine vol.13, NO 4.pp.93-103.
5. Fonte M, de Freitas M “marine main engine crank shaft failure analysis. A case study. “Engineering
failure analysis 16 (2009). vol.12, NO 2.pp.26-28.
6. The Army Records Information Management System 2 October (2007) Vol.12, No 6.pp. 32-36.
7. Bejger A., An analysis of chosen engine failures of the Seismic Research Type Ships, Journal of polish
CIMAC, (2011), Vol. 6, No 2. pp.47-50.
8. Bejger A., Analysis of damage of selected elements of injection system of marine diesel engine, polish
Journal of CIMAC, (2011),Vol. 6, No, 2. pp. 70-74.
9. M. Azadi1, M. Roozban, A. Mafi, “Failure analysis of an intake valve in a diesel engine,” The Journal of
Engine Research, spring (2o12).Vol. 26 No, 3 pp. 03-09.
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Study of the causes of engine failure in ship and maintenance required to

Article in International Journal of Contemporary Research and Review · July 2017

Chandra Mishra Fanar Ali

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Research International Journal of Contemporary Research and Review

ISSN 0976 – 4852

Study of the Causes of Engine Failure in Ship and Maintenance

Accepted 2017-06-15; Published 2017-07-18

Fig.1 Fuel Injector

Fig 2. Manual Injector Testing

Fuel Injector Failures, Causes and Trouble Shooting

Error/System Causes Remedies

Fig 3.Defective piston and piston rings

Figure 4 Defective exhaust valve

Figure 5 Defective exhaust valve of engine taken from ship visited

Fig 7.Damaged roller bearing of pump taken from ship

Fig 8.Damaged butterfly valve of pump taken from ship

Fig 9.Damaged lubricating oil filter taken from ship visited.

Fig 10.Damaged fuel oil filter taken from ship visited.

There are different types of maintenance. Some of them are as follows;

Recommended operating data taken from ship visited:

NORMAL VALUES ALARM (STOP)

Lube oil before engine 62-70 73-79 90

Lube oil after engine 72-83 79-87

HT water after engine 91-100 108

HT water before engine 85-92

LT water before engine 28-38 65-70

Charge air in air receiver 40-60 60-70 80

Lube oil before engine at 3.5 3-3.5 2.8

HT/LT water before 0.7-1.5

LT water before charge 2.2-4.4

Clearance and wear limit Normal clearance mm

Main bearing clearance 0.270-0.374

Thrust bearing, axial clearance 0.200-0.410

Camshaft bearing clearance 0.130-0.210

Camshaft thrust bearing clearance 0.060-0.144

Camshaft thrust bearing axial clearance 0.250-0.700

Maintenance required in turbocharger to prevent failure:

Errors Causes Remedy

-Dirtfuel, Clarify the fuel,

-the water Remove water scale.

DIESEL ENGINE SYSTEM FAILURES, CAUSES, AND IT’S REMEDIES

Diesel Engine System Failures, Causes, and It’s Remedies:

Errors Causes Remedy

Faulty alarms and Due to factors such as

Fuel Management Technique:

H EAVY FUEL OIL

5-6-7 D.B. Tank Centre 1,2,15 & 16 1,2,15,16 -

No. 15 Bunker-Port 1,12 & 20 1,12 & 20 2,15 & 16

No. 16 Bunker-Stbd 1,8 & 23 1,8 & 23 2,15 & 16

No. 17 Bunker-Stbd 1,11 & 24 1,11 & 24 2,15 & 16

No. 19 Settling-Fwd 1,9 & 21 1,9 & 21 * 2,15 & 16

No. 20 Settling-Aft 1,19 & 22 1,9 & 22 * 2,15 & 16

* Also 18 & 19 after

Valves To Close In Case Of To Oil Leak Or

No. 10 D.B. - Port 25,27 & 30 25,27 & 30 *

No. 10 D.B. -Stbd 25,26 & 31 25,26 & 31 *

* Also 33 & 34 after stopping transfer pump if

Standard operating procedure: