MODEL COURSE 3.03 SURVEY OF MACHINERY INSTALLATIONS 2004 Edition CompendiumFirst published in 1989 by the INTERNATIONAL MARITIME ORGANIZATION 4 Albert Embankment, London SE17SR Revised edition, 2004 Printed in the United Kingdom by Ashford Press IMO PUBLICATION Sales number: TAS03E ISBN 92-801-4186-4 Copyright © IMO 2004 All rights reserved. No part of this publication may be reproduced, stored in retrieval system or transmitted in any form or by any means, electronic, electrostatic, magnetic tape, mechenical, photocopying or otherwise, without prior permission in writing from the Intemational Maritime Organization. ACKNOWLEDGEMENTS: This compendium has been prepared for use by instructors and trainees during the presentation of IMO model course 3.03 — Survey of Machinery Installations, in which specific references to the appropriate section are made. It supplements the information contained in the course framework.Moet Course COMPENDIUM 3.03 SURVEY OF MACHINERY INSTALLATIONS ‘TABLE OF CONTENTS TABLE OF CONTENTS Cuapter 4: InTRonucTion 14 Applicable requirements 41.2 Survey and certification. 121 122 _ Certificati 1.3 Classification SUrVeyS «0.1... 131 Rule basis 1.3.2 Scope of rules 133 134 IACS Members. (CHAPTER 2: PREPARATION FOR SURVEY 24 Request for surveys 15 22 Tools and equipment .. 17 23 Safety precautions 19 2.3.1 General... 2.3.2 Specific safety precautions applicable to machinery installations 20 2.3.3 Confined spaces... CHAPTER 3: SURVEY METHODS Traditional survey arrangement Internal inspection (Overhaul) Extemal inspection. . Alternative survey arrangement 27 Generally accepted by the Administration. Specially accepted by the Administration. CHAPTER 4: NON-DESTRUCTIVE EXAMINATION 44 General... 42 NDE basic requirements. 424 Procedure 422 Sensitivity... Visual examination. Magnetic particle examination... Ultrasonic examination... Radiographic examination Certification of NDE operator CHAPTER 5: SURVEY OF MACHINERY SYSTEMS 5.1 General 5.2 Scope of initial survey .. 5.3 ‘Scope of annual and renewal survey.MopeL Course COMPENDIUM 3.03 ‘SURVEY OF MACHINERY INSTALLATIONS ‘TABLE OF CONTENTS 54 Survey of bilge pumping system..... 541 General 5.4.2 Initial survey... 5.4.3 Initial survey - passenger ships. 5.4.4 __ Initial survey - cargo ships 5.4.56 Annual/Renewal survey..... 5.5 ‘Survey of sea water system. 5.5.1 Initial survey... 5.5.2 Annual/Renewal survey 5.5.3 Dry docking survey 5.8 ‘Survey of compressed air syster 5.6.2 Initial survey of component and equipment 5.6.3 Annual/Renewal survey 57. ‘Survey of fuel oil system 571 General 5.7.2 __ Initial survey... 67.3 Annual/renewal survey. 58 ‘Survey of lubricating oil system. 5.8.1 General... 58.2 Initial survey. 5.8.3 Annual/Renewal survey 59 Survey of steam pipe syst Initial survey........ Annual/Renewal survey 10. Initial survey... 5.10.2 __ Annual/Renewal survey 5.14 Survey of cargo system 5.41.1 Initial Survey .. 5.11.2 Annual survey 5.11.3 Intermediate/Renewal survey 61 General 6.1.1 Type of pressure vessels 6.12 Pressure vessels classification 0 ag 62 Initial survey 6.2.1 Document review . 6.2.2 Inspection during fabrication 6.2.3 Installation on board.. Testing under steam before putting in service for the first time.MopeL Course COMPENDIUM 3.03 SURVEY OF MACHINERY INSTALLATIONS. ‘TABLE OF CONTENTS CHAPTER 7: SURVEY OF STEAM TURBINE 7 General..... 7.2 Initial survey 106 7.2.4 Document review 106 7.2.2 Survey prior to installation. 106 7.2.3 Survey during installation. 106 7.2.4 Survey during operation — sea trial 1.3 Annual survey . 14 Renewal survey .. CHAPTER 8: SURVEY OF DIESEL ENGINES 8.1 General .. 8.2 Initial survey. 112 8.2.1 Document review 113, 8.2.2 _ Inspection during construction 115 8.2.3 Installation on board. 119 8.2.4 Trials .. 119 83 Annual survey .. 122 8.3.1 Scope. 8.3.2 Practical considerations 84 Renewal survey .. 8.4.1 8.4.2 Initial survey prior to installation 138 9.2.2 Initial survey after installation .. 140 9.2.3 Initial survey during sea trial. 141 9.2.4 Initial survey after sea trial 142 9.3 ‘Annual survey .. 142 9.4 Renewal survey .. 142 CHAPTER 10: SURVEY OF PROPULSION SYSTEMS 10.1 General. 10.1.1 Types of propulsion systems. 10.1.2 Types of stem tube bearings 10.1.3 Periodicity of tailshaft survey. 10.2 _ Initial survey 10.2.1 Document review 10.2.2 Inspection during construction 10.2.3 Installation on board. 10.2.4 Sea trials... 10.3 Tailshaft complete survey 10.3.1 Scope. 10.3.2 Checklist 10.3.3 Practical considerations ...Movet Course COMPENDIUM 3.03 ‘SURVEY OF MACHINERY INSTALLATIONS TABLE OF CONTENTS 10.4 Tailshaft modified survey .... 10.4.1 Scope........... 10.4.2 Checklist . 10.4.3 Practical consideration: 10.5 Propeller survey 40.5.1 Working conditions of propellers 10.5.2 Practical considerations .. CHAPTER 11: SURVEY OF STEERING GEAR SYSTEM 41.1 General (see also appendix 11.1) 414A Introduction ....... rere: 11.2 Initial survey. 11.2.1. Documentatior 11.2.2 Pressure tests. 11.2.3 Testof steering gear components at workshop 11.2.4 Inspection for installation of steering gear. 11.2.5 Inspection and testing of piping system during installation .... 179 11.2.6 Examination of electric system during installation. 179 11.2.7 Examination of steering gear compartment arrangement . 180 11.2.8 Testing of steering gear after assembling «0... 180 11.2.9 Test remote control system from navigating 180 11.2.10 Test alarms and indicating lights... 181 11.211 Test control in steering gear compartment. 181 11.212 Steering gear test at sea trial... 113 Annual survey 11.3.1 General inspection 11.3.2 Function test .. 11.3.3. Renewal survey CHAPTER 12: SURVEY OF EQUIPMENT FOR THE CONTROL OF OIL DiSCHARGE 12.1 12.4.4 12.1.2 12.1.3 12.1.4 12.2 12.2.1 12.2.2 12.3 12.3.1 12.3.2 12.33 12.4 12.4.1 12.4.2 12.4.3 12.5 12.5.1 12.5.2 vi FROM MACHINERY SPACE General Gravity Coalescing ........c-se Hydro cyclone principle Bio mechanical Initial survey ... Document review .. Installation on board. Annual survey Scope Checklist . Practical considerations 191 Intermediate survey Scope... Checklist. Practical arrangements Renewal survey‘Monet COURSE COMPENDIUM 3.03 ‘SURVEY OF MACHINERY INSTALLATIONS ‘TABLE OF CONTENTS. APPENDICES Appendix 5.1: Some marine machinery failures and their causes .. ‘ Appendix 7.1: Steam turbine surveys of ships in service: short failure analysis 252 Appendix 11.1: Steering gear: new concepts...... . viiMopéL COURSE COMPENDIUM 3.03 CHAPTER 1 SURVEY OF MACHINERY INSTALLATIONS. INTRODUCTION CHAPTER 1 INTRODUCTION 1.1. Applicable requirements When the establishment of a specialized agency of the United Nations concerned ‘solely with maritime affairs was first proposed, the main concern was to develop international standards to improve safety at sea. This was understandable for two main reasons. In the first place, seafaring has always been one of the most dangerous of occupations. In the second place, because of the international nature of the shipping industry, it had long been recognized that the action to improve safety in shipping operations would be more effective if carried out at an international level rather than by individual countries acting unilaterally and without co-ordination with others. Although a number of important international agreements had already been adopted, many States agreed that there was a need for a permanent body which would be able to co-ordinate and promote further measures on a more continuing basis. It was against this background that the United National Maritime Conference of 1948 adopted the Convention establishing the International Maritime Organization (IMO) as the first ever international body devoted exclusively to maritime matters. In the ten years period between the adoption of the Convention and its entry into force in 1958, other problems related to safety, but requiring slightly different emphasis, had attracted international attention. One of the most important of these was the threat of marine pollution from ships, particularly pollution by oil carried in tankers. An international convention on this subject was actually adopted in 1959, four years before IMO came into existence; and responsibility for administering and promoting this Convention was assumed by IMO at the inception of its work in January 1959. Thus from the very beginning, the improvement of maritime safety and the prevention of marine pollution have been IMO's most important objectives. The governing body of IMO is the Assembly, which meets normally once every two years and consists of all the Member States. In the period between the sessions of the Assembly, a Council exercises the functions of the Assembly in running the affairs of the Organization. The Organization's technical work is carried out by a number of committees, the most senior of which is the Maritime Safety Committee (MSC). This has a number of sub-committees whose titles indicate the subjects with which they deal. There are sub-committees dealing with: safety of navigation; radio communications; life- saving, search and rescue, standards of training and watch keeping; carriage of dangerous goods; ships design and equipment; fire protection; stal and load lines and fishing vessel safety; containers and cargoes; and bulk chemicals.MopéL COURSE COMPENDIUM 3.03, CHAPTER 1 SURVEY OF MACHINERY INSTALLATIONS. INTRODUCTION The Sub-Committee on Bulk Chemicals is also a sub-committee of another technical committee, the Marine Environment Protection Committee (MEPC), which deals with the Organization's activities for the prevention and control of marine pollution. Because of the legal issues involved in much of its work, the Organization also has a legal Committee, while the Committee on Technical Co-operation co- ordinates and directs IMO’s activities in this area. These committees are all tecognized by the IMO Convention. Finally, there is the Facilitation Committee, which deals with measures to simplify and minimize documentation in international maritime traffic. This is a subsidiary of the Council. In order to achieve its objectives, IMO has promoted the adoption of conventions and protocols, and adopted a large number of codes and recommendations on various matters relating to maritime safety and the prevention of pollution. The initial work in a convention is normally done by a committee or sub-committee: a draft instrumental is then produced, which is submitted to a conference to which delegations from all States within the United Nations system - including States which may not be IMO Members - are invited. The conference adopts a final text, which is submitted to Governments for ratification. With the successful adoption of the convention, the onus for action moves to Governments. The speed with which the convention enters into force (that is, becomes binding on States which have agreed to be bound by it) depends upon the time taken by Governments to ratify or accept it. The consent to be bound may be expressed by signature, ratification, acceptance, approval or accession, depending on the wish of the State concerned. This procedure is generally referred to as “ratification”. IMO treaties enter into force after a specific number of States have ratified them. Most IMO conventions require that a certain proportion of the world’s total tonnage is covered before they enter into force. A Government ratifying a convention has to ensure that its own national law conforms with its provisions. This usually involves some form of domestic legislative action. After the requirements for entry into force of a convention have been achieved, there is a “period of grace” before it actually comes into force. This period varies from a few months to a year or even two years, and is designed to enable the Governments concerned to take the necessary legislative of administrative measures for implementing the provisions of the convention. As indicated above, IMO has, over the years, adopted a considerable number of conventions but, for the survey courses, two are of particular importance: the International Convention for the Safety of Life at Sea (SOLAS) and the International Convention for the Prevention of Pollution from Ships (MARPOL).MopeL COURSE COMPENDIUM 3.03, CHAPTER 1 SURVEY OF MACHINERY INSTALLATIONS. InTRODUCTION The history of SOLAS goes back a long time. The first maritime safety conference was convened in 1914, but the First World War intervened and the convention it adopted newer entered into force. In the following decades, a number of maritime safety conventions were adopted, the last one in 1974. This Convention, known as SOLAS 74, has been amended a number of times and further amendments are pending. MARPOL has not such a long history. A first conference, held in 1926, did not lead to a convention. The first convention dealing with oil pollution from ships was adopted in 1954, but it only addressed persistent oils. MARPOL, which deals with various types of pollution, was adopted in 1973 and, even before its entry into force, was modified by a Protocol in 1978. It is now known as MARPOL 73/78 and has also been amended since its entry into force. The third stage is implementation - in many ways the most important stage. Generally speaking, the main responsibility for the enforcement of an international convention lies with the State under whose flag the ships concerned operate. Basically, each Government is responsible for ensuring that ships which fly its flag conform to the requirements of conventions which it has ratified. However, many IMO conventions also contain provisions permitting or requiring other States, particularly port States, to enforce the requirements of the conventions concerned. The effectiveness of a convention, therefore, depends to a considerable extent on the way in which it is enforced by the States entrusted with its implementation, IMO as an organization has no authority or means to enforce or implement conventions against individual ships or States. The Organization's role is to encourage the Governments concerned to take the required measures. Where necessary, the Organization provides technical advice and assistance to Governments which may need such advice and assistance in taking the requisite action. Sometimes it is necessary that other international standards, i.e. ISO, IEC, etc., are used to be a guidance to comply with the requirements of the Governments or the Recognized Organization as the supplement guideline. It is clearly understood that the responsibility for ensuring that ships comply with the provisions of the relevant instruments rests upon the owners, masters and the flag States. Unfortunately, certain flag States, for various reasons, fail to fulfil their commitments contained in agreed international lega! instruments and subsequently some ships are sailing the worid's seas in an unsafe condition, threatening the lives of all those on board as well as the marine environment. The Port State control is a system of harmonized inspection procedures designed to target sub-standards ships with the main objective being their eventual elimination.Model Course COMPENDIUM 3.03 CHAPTER 1 SURVEY OF MACHINERY INSTALLATIONS INTRODUCTION It is in common that they require ships to comply with the provisions covering design, construction, equipment and, to some extent, operational procedures and each flag State which is Party to the Conventions is obliged to assume responsibility for meeting these requirements, not only by incorporating the Conventions’ provisions into its national legislation, but also by instituting effective control and corrective action. An important element of control is the carrying out of surveys, for which detailed provisions are included in the text of the Conventions. If the surveys shows that a ship complies with the relevant provisions, certificates are issued by means of which a flag State declares that the ship named on the certificate has been examined and found to comply with the provisions indicated on the certificate. To recognised organisations which may include surveyors nominated for the purpose or to nominated classification societies recognised by the Administrator. In every case the Administrator assumes full responsibility for the certificates issued. Sometimes the flag State may accept an exemption from the Convention and should require the ship to take an altemative method to be surveyed, and reporting the relevant procedures including the background of the Port State Control. 1.2. Survey and certification 1.2.1 Surveys The Conventions provide the basis for issuing the certificates, but their provisions are not as a rule detailed enough for carrying out surveys and therefore additional guidance is necessary for surveyors. This usually takes the form of guidelines, recommendations and specifications which may be adopted either by the IMO Assembly or by its technical committees, MSC or MEPC. Whatever the procedure, the guidelines, recommendations and specifications are eventually promulgated as. resolutions and distributed by means of circulars. Assembly resolutions are published in book form after each biennial session. Other resolutions may also be published as booklets. Accare should be made of type tested equipment. SOLAS 74 and MARPOL 73/78 refer to equipment approved by an Administration which, in its approval procedures, must take into account specifications contained in certain resolutions. Administrations, after approving equipment in accordance with these resolutions, inform IMO which, in turn, circulates the information to other Governments. Other Administrations have the choice of going through the approval procedures themselves or, as frequently happens, of accepting approvals by other Administrations. It is important that those involved in purchasing, fitting or inspecting equipment should know whether it is accepted by the flag State.Monet Course COMPENDIUIA 3.03 CuapTer 1 ‘SURVEY OF MACHINERY INSTALLATIONS INTRODUCTION Apart from type testing, a considerable amount of preparatory survey work is done by means of the approval of plans and drawings. It is at this stage that compliance with many provisions is verified. It is also at this stage that corrections can be made without too great difficulty. Administrations, when carrying out plans and drawings approval will, at this stage, check on: + applicability of the provisions, * compatibility with other provisions, + calculations regarding strength, capacity, draught, trim, freeboard, subdivision, stability, etc. + possibilities for equivalences or exemptions They will also indicate points of particular interest to be looked at during the survey. Surveyors will then verify that a ship has been constructed and equipped in accordance with the approved drawings. They will also satisfy themselves that approved equipment has been used, that it works satisfactorily and that the standard of workmanship is acceptable. For the extent of surveys, reference is made to IMO resolutions A.948(23) and A.883(21). 1.2.2 Certification On successful completion of the initial survey and the renewal survey, the certificates described below can be issued. Passenger ships require a Passenger Ship Safety Certificate, which is issued for a period not exceeding 12 months in accordance with the provisions of chapters II-1, Il-2, Ill, IV and V of SOLAS 74 and any other relevant regulations applicable to passenger ships. Cargo ships at present require these certificates, which together generally cover the items of the passenger Ship Safety Certificate as applicable to cargo ships, shall be issued for a period specified by the Administration which shall not exceed five years. + Cargo Ship Safety Construction (SC) Certificate, + Cargo Ship Safety Equipment (SE) Certificate, + Cargo Ship Safety Radio (SR) Certificate.MobEL COURSE ComPENDIUM 3.03 Cuaprer 1 ‘SURVEY OF MACHINERY INSTALLATIONS __Inrrooucrion The Passenger Ship Safety certificate is required for passenger ships engaged on international voyage, and the SC and SE certificates are required for cargo ships of 500 tons gross tonnage and above engaged on international voyage. Meanwhile, the SR certificate is required for cargo ships of 300 tons gross tonnage and above engaged on international voyage. The certificates state their duration and validity which, in the case of the cargo ship certificates, is subject to regular endorsements. An Exemption Certificate may be issued in addition to the certificates listed above when an exemption is granted to a ship under and in accordance with the provisions of the present regulations. Exemption Certificates shall not be valid for longer than the period of the certificates to which they refer. Machinery installations of passenger ships are subject to surveys annually and are certified by the Passenger Ship Safety Certificate which covers not only machinery but also other structural and equipment surveys. The certificate is issued for a period not exceeding 12 months. The surveys of machinery installations of cargo ships are certified by the Cargo Ship Safety Construction Certificate which covers not only machinery but also other structural and equipment surveys. Oil tankers require a supplement to this certificate. The certificate is valid for a period not exceeding five years and its attachment must be endorsed on completion of the annual and intermediate ‘surveys or unscheduled inspections. For tankers of ten years of age and over an intermediate survey must be carried out ‘on or near the halfway point of the validity period of the certificates. In the case of the Cargo Ship Safety Equipment Certificate this comes in the place of the annual survey. The depth of the survey is similar but in this case unscheduled inspections may not take the place of the intermediate survey. In the case of the Cargo Ship Safety Construction Certificate the intermediate survey may take the place of either the 2" or 3 annual survey. In this case the intermediate survey is of greater depth than the annual surveys. The International Oil Pollution Prevention (IOPP) Certificate is required for oil tankers of 150 gross tonnage and above and ships other than oil tankers of 400 gross tonnage and above. The Certificate is issued in accordance with the requirements of Annex 1 of MARPOL 73/78, which concems oil pollution. The Certificate is supplemented by a record of construction and equipment. Again, a distinction is made between oil tankers and ships other than oil tankers and the supplement for the two categories of ships is different. The certificate shows its duration and validity and is subject to regular endorsements.MobeL Course ComPENpiuM 3.03 CHAPTER 4 ‘SURVEY OF MACHINERY INSTALLATIONS INTRODUCTION The Intemational Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk (NLS Certificate) is required for ships, other than chemical tankers which have been issued with a Certificate of Fitness, carrying noxious liquid substances in bulk. The Certificate is issued in accordance with the relevant regulations of Annex Il of MARPOL 73/78, which concerns pollution by noxious liquid substances. The International sewage Pollution Prevention Certificate is required for ships (ISPP certificate) of 400 gross tonnage and above or less than 400 gross tonnage which are certified to carry more than 15 persons. The Certificate is issued in accordance with the requirement of the Annex !V of MARPOL 73/78. The International Garbage Pollution Prevention convention requires ships to keep placards, garbage management plans and garbage record on board in accordance with the requirement of the Annex V of MARPOL 73/78. The International Air Pollution Prevention Certificate is required for ships of 400 gross tonnage and above. The certificate is issued in accordance with the requirement of Annex VI of MARPOL 73/78, which is concerned with an air pollution generated from ships. The Certificates of Fitness for chemical tankers and liquefied gas tankers fall outside the scope of the survey courses, as do the certificates required under the International Convention on Load Lines, 1966 and the International Convention on Tonnage Measurement of Ships, 1969. Since the 1980s IMO has increasingly addressed the people involved in shipping in its work. In 1989, IMO adopted Guidelines on management for the safe operation of ships and for pollution prevention - the forerunner of what became the International Safety Management (ISM) Code which was made mandatory through the International Convention for the Safety of Life at Sea, 1974 (SOLAS). The ISM Code is intended to improve the safety of international shipping and to reduce pollution from ships by impacting on the way shipping companies are managed and operated. The ISM Code establishes an international standard for the safe management and operation of ships and for the implementation of a safety management system (SMS). Effective implementation of the ISM Code should lead to a move away from a culture of "unthinking" compliance with external rules towards a culture of "thinking" self-regulation of safety - the development of a ‘safety culture’. The safety culture involves moving to a culture of self regulation, with every individual - from the top to the bottom - feeling responsible for actions taken to improve safety and performance.‘Move Cours COMPENDIUM 3.03 Cuapter 1 ‘SURVEY OF MACHINERY INSTALLATIONS INTRODUCTION There are situations when the issue of a certificate for a full (i.e. five, two or one year) period is not possible. At the same time, a ship requires its certificates to be able to keep on trading and it is customary to issue a certificate of limited validity until such time as a full period certificate can be issued. Such situations arise when a ship has been built at a foreign shipyard where flag State surveyors may not be in a position to carry out the necessary surveys; a similar situation arises when a ship has been purchased abroad and needs a short-term certificate to proceed to a home port, + aship does not yet fully comply with the applicable provisions of a convention but is in the process of modification, «the certificate expires when a ship is in a foreign port but will retum to a home port shortly for survey, + aship has sustained damage and has effected temporary repairs. IMO has completed work on harmonizing system between surveys and certification. This manual is at a table of the harmonized system of surveys. The necessary surveys may take place from three months before the expiry date up to the expiry date of the certificate, but not later. Cargo ships require new certificates every five years, but are also subject to annual surveys. The first survey by the flag State Administration which a cargo ship undergoes is the initial survey. When the period of validity of a certificate expires, a renewal ‘survey is required for the new certificate. The annual surveys have different names depending on the certificate involved. In the case of the Cargo Ship Safety Radio Certificates, these are called periodical surveys. In the case of the Intemational Load Line Certificate, they are called annual surveys. In the case of MARPOL-related and the other SOLAS certificates there are annual surveys. A more extensive survey takes the place of the second or third annual survey; the choice is up to the shipowner. This survey, which is carried out near the half-way point of the five year validity period of the certificates, is called the intermediate survey where MARPOL certificates and the Cargo Ship Safety Construction Certificates are involved and periodical survey in case of Cargo Ship Safety Equipment Certificates. The amendments to SOLAS resulting in the harmonized system of surveys and certification were adopted by means of the 1988 SOLAS Protocol.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.Modet Course COMPENDIUM 3.03 CHAPTER 1 _SURVEY OF MACHNERY INSTALLATIONS InTRODUCTION 41.3.3 Other related rules IACS Members are committed to full co-operation with PSC authorities and using its unique world fleet data bank, IACS has been able to practically assist PSC initiatives from beginning. For example, to aid efficiency and targeting, IACS has been proactive since 1994 in sharing with Port States key data on vessels charging class between IACS Members. Updated and accessible regularly by Port States, IACS maintains an international database as part of its Members’ strict Transfer of Class Agreement. This has been progressively developed to prevent a vessel from delaying or avoiding repairs by switching class between IACS Members. In recent years, the importance of port State control has been widely recognized and there has been important movement in various regions toward establishing a harmonised approach to the effective implementation of the control provisions. The followings are the Memoranda of Understanding on port State control concluded to this date: » Paris MOU + Tokyo MOU + Caribbean MOU + Mediterranean MOU + Indian Ocean MOU * Abuja MOU + Black Sea MOU The most common authorizations are in connection with the Load Line, SOLAS, MARPOL and Tonnage Conventions. Contained in these Conventions are mandatory Codes that address transportation of dangerous goods such as the International Gas and Chemical Codes as well as that addressing safe management practices (International Safety Management Code). A surveyor in carrying out his work may conclude that a ship is either unfit to proceed to sea or only fit to proceed to the nearest port where the necessary repairs can be cartied out. When acting on behalf of an Administration, surveyors should be aware of: + Regulation 6 of SOLAS 74 Ch. |, + Regulation 4, Annex |, of MARPOL 73/78, and ¢ Regulation 10, Annex Il, of MARPOL 73/78, » Regulation 3, Annex IV of MARPOL 73/78, + Regulation 5, Annex VI of MARPO 73/78, + Article 13, International Convention on Load Line, 1966 which cover these contingencies.Mopet Cours COMPENDIUM 3.03 Chaprer 1 SURVEY OF MACHINERY INSTALLATIONS INTRODUCTION Even so, the information may not in all cases be sufficiently detailed and must be prepared to elaborate in national rules and instructions. In addition Surveyors are guided by instructions and manual which are based on a number of resolutions promulgated by both the IMO and ILO (international labour organization). 1.3.4 IACS Members There are the major classification societies* which have been meetings informally for over forty years but it was not until 1968 that, by adopting a charter, they formalized their association and established the International Association of Classification Societies (IACS). The value of their combined and unique level of knowledge and experience was quickly recognized. In 1969, IACS was given consultative status with IMO, with the first Permanent Representative appointed in 1976. It remains the only non-governmental organization with Observer status which is able to develop and apply rules. The status of the standards developed by member societies was enshrined in the International Convention for the Safety of Life at Sea (SOLAS) Chap. II-1, Reg. 3-1, applicable from 1 July 1998. A Permanent Secretariat was formally established in London in 1992, expanding the IMO representative's office. Until then, the Secretariat had been found by the Society holding the Chairmanship of Council, which is held on an annual basis by each Member in turn and prepare the draft of general policy. The purpose of the Association is to promote co-operation and consultation among its Members and with other national and international organizations. In 1970, IACS was granted consultative status with IMO, thus enabling the Association to play a useful role in IMO’s technical work through their working group. *IACS Members * Associates American Bureau of Shipping Croatian Register of Shipping Bureau Veritas Indian Register of Shipping China Classification Society Det Norske Veritas Germanischer Lloyd Korean Register of Shipping Lloyds Register Nippon Kaiji Kyokai Registoro Italiano Navale Russian Maritime Register of ShippingMopéL Course COMPENDIUM 3.03 CHAPTER 1 SURVEY OF MACHINERY INSTALLATIONS INTRODUCTION 1.4 Documentation A document of compliance, which may be called a certificate, statement, or declaration, may be issued at the request of an owner whose ship operates under the flag of a State which is not party to a convention. The Administration of such a State cannot issue an international certificate, but it may be of advantage to the owner to be able to prove that the ship complies with the relevant provisions of the convention. In such cases, in fact, a document of compliance issued by such an Administration or by an internationally recognized classification society is a virtual necessity. Authorities of States Parties to the Convention concerned are not obliged to accept the document at its face value but will in practice frequently do so, thus preventing problems during port State control inspections No standard format is prescribed for the document, but it is of advantage to have it contain the same information as the international certificates Reporting and keeping records of the particulars of a ship’s survey are essential elements survey procedures. Because of the varying procedures used by different Administrations, it is not possible to give more than general guidance. In general, the surveyor who boards the ship will, when everything has been found satisfactory, hand over the certificates to the ship's owner or to the owner's representative. He will also make the necessary arrangements for minor outstanding items to be rectified and inspected or reported to him. He must also. keep the office which is responsible for issuing the certificates informed, usually by rwanda a copy of the certificate, together with comments on matters raised by that office. The latter may be the head office or a regional office of the maritime Administration and usually deals with plan approval, and the partial or complete delegation of the survey work to recognized bodies. Keeping this office informed is important since an Administration is responsible for the facts stated on the certificate and must be prepared to deal with queries which may arise from the: + detention or other action against a ship in a foreign port, or + _ investigation into incidents involving a ship.MopeL Course COMPENDIUM 3,03 CHAPTER ‘SURVEY OF MACHINERY INSTALLATIONS PREPARATION FOR SURVEY CHAPTER 2 PREPARATION FOR SURVEY Slide 1; Preparation for surveys This slide lists the items that will be dealt with in more detail by a later slide Slide 2: Preparation for surveys 1.5 Request for surveys A request to board the ship for carrying out a survey can be in writing or verbal. Each request should be subject to a review. The review consists in the following: Who is authorised to request a survey? The following persons are authorised to request surveys: « Flag Administration « Port State Control + owner, managers, owner agent of ship or the Captain for the maintenance of the certificates or additional surveys in case of tepairs or important renewals. Who is qualified to perform the survey and to be aware of applicable regulations? Surveyors from classification societies under |ACS must comply with IACS Procedure Requirement No. 7 "Procedure for Qualification and Training of Surveyors" and the performance of the surveys is controlled by IACS Internal Guidelines Service suppliers should comply with [ACS Unified Requirement Z17 "Procedural requirements for service suppliers" Is the survey within the scope of the rules? The following surveys are used in the harmonised system: + Initial survey + Periodical survey . Renewal survey «+ Intermediate survey + Annual survey + Additional surveyaa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.Model Course COMPENDIUM 3.03. CHAPTER 4 SURVEY OF MACHINERY INSTALLATIONS NON DESTRUCTIVE EXAMINATION Thermography inspection + Thermography (infrared; thermal scans) uses specially designed infrared video or still cameras to make images (called thermograms) that show surface heat variations. This technology has a number of applications. + Thermograms of electrical systems can detect abnormally hot electrical connections or components. + Thermograms of mechanical systems can detect the heat created by excessive friction. + Insulation surveys usually involve hot surfaces or furnaces, The insulation lining breaks down allowing heat to pass through to the outside, this can cause fire hazards or may even pose a risk to personnel Slide 3 : Non-destructive examination 1.11 NDE basic requirements 4444 Procedure : In general a NDE-procedure specification should be worked out for each specific NDE method. In addition the procedure specification should contain these general items: + Surface requirements, cleaning and preparation + Location reference identification and marking + Evaluating of findings and indications + Reporting This procedure should in addition cover items specific to the NDE technique in question. 1.44.2 Sensitivity Each applied NDE technique should meet with certain requirements in order to assure examination at a required sensitivity level. Direct or indirect sensitivity requirements for the individual NDE techniques are given below. 1.11.3 Reference documents : The examination should, in order to assure examination quality and fulfil sensitivity Tequirements, be performed according to nationally or internationally recognised NDE standards, recommendations or other documents accepted by the Society. Such reference documents should meet the minimum requirements given by this uide. 35Moet Course COMPENDIUM 3.03 CuapTER 4 SURVEY OF MACHINERY INSTALLATIONS. NON DESTRUCTIVE EXAMINATION The reference documents may be replaced by equivalent or similar documents issued by the Society. Slide 4; Non-destructive examination 1.12 Guidelines for examination of welds This guidelines can also transiated to examination of other items. More information can be found in |ACS Recommendation 20 "Guide for inspection of ship hull welds” Slide § : Non-destructive examination 1.12.1 Visual examination General The technique makes use of visual observation to reveal weld surface discontinuities and irregularities like undercut, surface porosity and excess weld reinforcement. If necessary mechanical aids (gauges and rulers) should be used to assess and size discontinuities. Procedure Items to be covered by the procedure are: « Viewing conditions « Aids to enhance visibility + Rulers and gauges to be used ity requirements Direct visual examination requires an illumination at the point of observation which makes it possible to reveal and describe unacceptable surface discontinuities. The welds should be presented clean and without paint. Reporting should consist of acceptance or not for each weld section and, if relevant or otherwise, give the type and size of the discontinuity causing non-acceptance. 412.2 Magnetic particle examin General The technique to be used is detection of magnetic leakage fluxes from surface discontinuities, and to a certain extent also subsurface discontinuities, in ferromagnetic materials by means of ferromagnetic particles during application of a magnetic field. tion 36MopéL COURSE COMPENDIUM 3.03, CHAPTER 4 SURVEY OF MACHINERY INSTALLATIONS NON DESTRUCTIVE EXAMINATION Procedure Items to be covered by the procedure are: + Magnetising procedure and equipment + Detection media « Field strength measurement/verification + Detection media application + Viewing conditions « Demagnetisation + Precautions against arcing Sensitivity requirements The examination should provide search for weld surface discontinuities of any orientation. The surface to be examined may be as welded, but should be clean and dry and, if noticeable irregularities exist, smoothed by grinding. The peak value of the tangential magnetic field strength in the area being examined should be between 2.4 and 4.0 kA/m. Magnetisation by AC or HWDC should be used. Fluorescent or non-fluorescent magnetic inks may be applied. The preparation and illumination (by visible or ultraviolet light, depending on type of detection media) of the surface under examination should be sufficient to reveal and describe any unacceptable surface discontinuity. Slide 6 : Non-destructive examination 1.12.3 Penetrant examination General The technique applies a low surface tension liquid, which penetrates into surface open discontinuities. By use of a suitable developer the penetrated liquid can be made visible and thus a discontinuity indicated. Procedure Items to be covered by the procedure are: + Reference/calibration/verification specimens + Surface cleaning and preparation + Object temperature araa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.MopeL COURSE COMPENDIUM 3.03 CHAPTERS: SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF MACHINERY SYSTENS energy for starting the propulsion plant, the main source of electrical power and other essential auxiliaries is to be assumed available. It is assumed that means are available to start the emergency generator at all times. The emergency generator and other means needed to restore the propulsion are to have a capacity such that the necessary propulsion starting energy is available within 30 minutes of blackout/dead ship condition as defined above, Emergency generator stored starting energy is not to be directly used for starting the propulsion plant, the main source of electrical power and/or other essential auxiliaries (emergency generator excluded). For steam ships, the 30 minute time limit given in SOLAS can be interpreted as time from blackout/dead ship condition defined above to light-off of the first boiler. For more information and instruction for dead ship condition and starting arrangements, see the IACS UR M61 1.15 Scope of initial survey Initial survey of machinery system will be dealt with individually in separate chapters. In this paragraph general methods applicable for survey of machinery arrangements are introduced briefly. See also Ch. 3 Machinery survey methods. Documentation Prior to inspect machinery arrangements documents review is required as follows; + Check drawings and plans « Check specifications and materials + Check certificates and test records For example of survey of machinery piping system, specifications and materials are to be checked following manner; Specifications At the initial survey, the piping system should be inspected to confirm that the size and wall thickness of pipes, the pressure rating, materials and types of joints, etc. are in accordance with the approved plan of the Administration or a recognized organization and in compliance with their requirements. The most widely used requirements for the specification of piping systems are those containe + Classification societies’ rules + National standards, e.g. EN, DIN (Germany), BS (UK), JIS (Japan) + Recognized standards or codes, e.g. ISO, ASTM (USA) 45Mopzt Course COMPENDIUM 3.03 CHAPTERS, ‘SURVEY OF MACHINERY INSTALLATIONS. ‘SURVEY OF MACHINERY SYSTEMS. The specification used must always be followed in subsequent surveys or repair works, Materials As required by the regulation 22, paragraph 5, of the International Convention on Load Lines 1966, the use of ordinary cast iron for shell fittings and valves is not accepted and ductile materials should be used. Also note that materials normally used for a ship's piping system are also addressed in some classification society's rules. For the purpose of testing, the type of joint to be adopted, the heat treatment and welding procedure, piping is subdivided into three classes as shown in table IACS UR P2 “Rules for piping design, construction and testing.” For a bibliography on plastic pipes, see IACS UR P4 “Production and application of plastic pipes on ships. Pressure test Confirm by checking documentation that pressure testing of piping system individual pipes, filters and valves has been carried out before installation on board, and carry out pressure test after assembly on board. For testing pressure, see IACS UR P2, This pressure testing also is applied when piping systems are repaired or renewed. On-board trial/performance test Upon satisfactory completion of documents review, installation inspection and pressure test, if necessary, on-board trial/performance tests are to be carried out in general. ‘As an example of the survey method, refer to a typical on-board survey procedure for pumps as following. Pumps Pumps are to be surveyed after installation on board, usually in the course of a sea trial. The operating condition is to be checked for performance against the certificates and shop test records. + Performance test of centrifugal pumps A capacity diagram is normally found on board for large capacity pump for comparison. If only the capacity curve of 100% rpm is given in the diagram, tefer to the following formula: Q2 =Qy(n2/m) He =H; (nef ny) Where Q = =capacity (m?/ hr)Monet COURSE COMPENDIUN 3.03 CHAPTER 5. ‘SURVEY OF MACHINERY INSTALLATIONS SURVEY OF MACHINERY SYSTEMS n =ipm H =pressure head (m) The power consumption (kW or PS) also indicates the condition of the pump. Such data is usually included in the capacity diagram. + Performance test of screw and gear pumps The relevant parameters should be measured against the manufacturer's test fecords or manual. 1.16 Scope of annual and renewal survey At annual survey external examination including function test, if necessary, without overhauling is generally accepted. Operation parameters such as speed, pressure, temperature, capacity, time, etc. should be measured as far as possible and compared with values from manufacturer's test records, manual or sea trial records. If the result is not satisfactory, the component is to be opened for internal inspection. Other criteria for opening are leakage, abnormal noise and vibrations in the running condition. At renewal survey overhaul inspection is to be carried out in principle. For example, pumps are to be opened and inspected, particularly the following parts: « Centrifugal pump + casing for wear, corrosion and erosion, deposits; + impeller for wear, corrosion and erosion, cracks, mouth or wear ring clearance, fitting to shaft and balancing holes; pump shaft for wear, corrosion, and crack in way of keyway. Condition of key, straightness, alignment and gland sealing arrangement, shaft sleeve and bearing/bushes; if vacuum pump is fitted, check vanes and other moving parts and sealing arrangement; + driving motor for cleanliness and sound operation + Screw and gear pumps + casing for abnormal wear and damages; gears for contact marks, wear and damages; bearings and bushes for wear and damages; shaft for straightness and alignment, corrosion and damage in way of keyway gland-sealing arrangement + Displacement (piston) pumps 47Mopet COURSE COMPENDIUM 3.03 Cuapter 5 ‘SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF MACHINERY SYSTEMS + cylinder barrel for wear, corrosion, deposit and damages; pistons with bucket ring for wear and damage; suction and discharge valve box with valve discs and springs for wear and damages; pump suction valve (non-return valve); driving gear with prime mover. Acceptance criteria of wear and tear should be determined in accordance with the manufacturer's instruction manuals or with good engineering practice to ensure that the pumps are fit for the intended purpose. For heat exchangers, renewal survey should be carried out with particular attention to following items: + Cooling/heating-medium side, especially if sea water is used, should be surveyed for clogging, corrosion/erosion of the tubes, tube plate and cover plate, with particular attention to be paid to the separation plate. Sacrificial or galvanic anodes should be checked for the correct cathodic reaction: a clean anode is an indication of poor protection due to improper anode material or covered surface, e.g. by paint. Cooled/heated-medium side such as lubricating oil, feed water, fresh water may be found to have sludge, scale, mud, oil deposit, etc. which reduce the heat exchanging capacity. Cleaning by chemical washing is the most common method. Neutralization after such cleaning is to be checked. «+ Atightness test to be carried out by a pressure or leak test. + Safety valves fitted to the heat exchanger are to be function tested. 1.17 Survey of bilge pumping system 1.17.1 General The requirements for the bilge pumping system are given in SOLAS regulation II- 1/21, as referred to in the detailed teaching syllabus. Though the regulation is confined mostly to the requirements for passenger ships, many of these requirements are in practice also applicable to cargo ships, as reflected in, for example, the rules of classification societies. Note: Bilge systems fitted in compliance with the requirements for the prevention of oil pollution are dealt with in a separate survey course covering the requirements of MARPOL 73/78. 1.17.2 Initial survey Confirm that every watertight compartment other than tanks for dedicated use is connected to the bilge pumping system - SOLAS regulation I!-1/21.1.1. 48Monet COURSE COMPENDIUM 3.03 CHapTer 5 ‘SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF MACHINERY SYSTEMS, Such compartments are: + Machinery spaces + Void spaces + Cofferdams + Dry space such as stores and service spaces + Cargo holds when dry cargo is carried The spaces provided with direct overboard through freeing ports or scuppers for draining, such as accommodation, service space and deck house etc. are not required to be connected to the bilge pumping system, but such arrangements must comply with regulation 22 of the International Load Line Convention, 1966. SOLAS regulation |I-/21.2.1 is applicable to passenger ships. However, a classification society’s rule requires for all ships that: “An efficient bilge pumping system is to be provided, capabie of pumping from and draining any watertight compartment other than a space permanently appropriate for the carriage of liquid and for which other efficient means of pumping are provided, under all practical conditions and these suctions are, except where otherwise stated, to be branch bilge suctions connected to a main bilge line. Where the inner bottom plating extends to the ship's side, the bilge suctions are to be led to wells placed at the wings and also at the centre line if the top plating has inverse camber.” Identifying pumps + Identify the pumps connected to the bilge pumping system. Bilge pumping units may be connected to other systems, such as sanitary and ballast systems. General service pumps are independent power pumps, however, the service duty of the pumps preferably being of an intermittent nature. An independent power bilge pump means that the pump is not driven (not attached) by the propulsion machinery or other auxiliary engines, but driven by prime mover for this purpose, e.g. an electric motor. Number of bilge pumps + The number of pumps required for a passenger ship and a cargo ship is dealt with in paragraphs 5.4.3 and 5.4.4 respectively. Note that although one of the pumps driven by propulsion machinery may be accepted by SOLAS (regulation |I-1/21.2.2 and 21.2.3), a classification society's rule accept this arrangement only for ships with a length of 90 meters or less. + At least three power pumps shall be fitted connected to the bilge main, one of which may be driven by the propulsion machinery. Where the criterion numeral is 30 or more, one additional independent power pump shall be provided. (Passenger ship: SOLAS regulation !!-1/21.2.2)) 49aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.Move Course COMPENDIUM 3.03 CHAPTER 5: SURVEY OF MACHINERY INSTALLATIONS SURVEY OF MACHINERY SYSTEMS Bilge piping is as far as practicable not to be led through double bottom tanks and deep tanks used for fuel oil or water ballast, but led through pipe tunnels. Where this is not practicable, the thickness of the pipe is to be increased as required by the Administration or recognized organization. Pipes in such space shall, if possible, consist of a single pipe length that is to be welded together. Periodically unattended machinery spaces As of requirements specified in SOLAS regulation |I-1/48, inspection and testing should be carried out for periodically unattended machinery spaces: + Alarm for high level in bilge wells. + Ifan automatic start/stop of the bilge pump is arranged, alarms indicate: + Influx of water is greater than pump capacity (high level alarm of bilge wells and/or detection of prolonged pump operation may be a solution); « More frequent pump operation than normally expected. Long run alarm is provided normally. + The location of control for sea inlet and discharge valves below the water line or a bilge piping system should be arranged for easy access in case of increase of water to such space. If such flooding causes the control to be inaccessible, the position of control is to be arranged above the flooding level. However, different Ac istrations interpret to this requirement differently. Some require the value contro! position to be above the bulkhead deck while others require the position to be above the engine-room floor plate. The arrangement should be function tested. 417.3 Initial survey - passenger ships In addition to the general survey requirements described above, the bilge pumping system of a passenger ship at initial survey is to be inspected and tested Bilge piping arrangement As specified in paragraph 5.4.2, bilge suctions are to be arranged to draw water from any watertight compartment. Additional suctions may be arranged in a compartment of unusual form or where water may not find its way to bilge suction. Application of this requirement may not be easy at the time of plan approval and the decision may have to be taken at the initial survey upon final assembly of machinery systems. Where the Administration agrees with the calculation which proves that drainage of the compartment may be undesirable in connection with damage stability, such compartment is exempted from the bilge pumping requirement. The dispensation by the Administration should be available in documentation on board.Moet Course COMPENDIUM 3.03 CHAPTER 5 ‘SURVEY OF MACHINERY INSTALLATIONS SURVEY OF MACHINERY SYSTEMS The direct bilge suctions in machinery spaces are to be arranged in compliance with SOLAS regulation II-/21.2.6. A usual arrangement of direct bilge suctions is that the suctions are to be connected to the independent power pump(s) in the same compartment. However, the Administration may require the direct bilge suctions and the pump to be situated in different spaces, for example, the shaft tunnel bilge. Bilge pumps The number of bilge pumps required for a passenger ship, including an additional pump for a large ship, is specified in SOLAS regulation II-/21.2.2. These pumps are as far as practicable distributed in separate watertight compartments to prevent all pumps being put out of action by one compartment flooding. The requirements for bilge pumping arrangements for all flooding conditions on a large passenger ship are specified in SOLAS regulation II-1/21.2.4. + The emergency bilge pump is to be verified for function including the source of power. Sources of power can be + electricity from emergency generator; + independent prime mover such as diesel engine. The capacity of the emergency generator or output of the diesel engine is to be checked. A test may also be carried out if found necessary. if it is arranged that at least one pump is available in flooded conditions, as specified in SOLAS regulation I|-I/2I 2.4.2, the source of power for such a pump is to be verified. Source of power can be arranged: + from emergency generator; + electric generator installed in the same compartment in which the pump is located. 4.17.4 Initial survey - cargo ships In addition to the general survey requirements described above, the bilge system of a cargo ship is to be inspected and tested. The number of bilge pumps required for a cargo ship is a minimum of two power pumps (SOLAS regulation II-1/21.3). Check the arrangement for divided and specially formed machinery spaces. Apart from the SOLAS regulation II-1/21.2.1 for passenger ships, a classification society's tule requires that: “Where the machinery space is divided into compartments separated by watertight bulkheads, the drainage system, except for the main engine room, is to be as for 55Move CouRSsE COMPENDIUM 3.03 CHAPTER 5 ‘SURVEY OF MACHINERY INSTALLATIONS SURVEY OF MACHINERY SYSTEMS cargo holds. In addition, direct bilge suction is to be arranged for each compartment to an independent pump. Specially formed parts of the machinery space, e.g. the flywheel wells and hot wells of main condensers, are to be fitted with branch suctions, with an internal diameter of not fess than 50 mm.” Check bilge arrangement for cargo holds. A classification society's rule requires that: “In ships having only one hoid and this over 33 m in length, bilge suctions are to be fitted in suitable positions in the fore and after suctions of the hold. Where the inner bottom plating extends to the ship's side, the bilge suctions are to be led to wells placed at the wings and also at the centre line if the top plating has inverse camber. But in the case of fishing vessels, a single well may be accepted. Where close ceiling or continuous gusset plates are fitted over the bilges, arrangements are to be made whereby water in a hold compartment may find its way to the suction pipes.” This requirement is also applicable to the cargo holds in passenger ships, if any. Check bilge arrangement for ships carrying dangerous goods. (SOLAS regulation |I-2/54.2.5) Where it is intended to carry flammable or toxic liquids in enclosed cargo spaces the bilge pumping system shall be designed to ensure against inadvertent pumping of such liquids through machinery space piping or pumps. Where large quantities of such liquids are carried, consideration shall be given to the provision of additional means of draining those cargo spaces. Normally, water driven ejectors are provided in cargo holds to comply with this requirement. Check availability of pumping systems on bulk carriers (SOLAS regulation XII/13). The means for draining and pumping bilges of dry spaces any part of which extends forward of the foremost cargo hold, shall be capable of being brought into operation from a readily accessible enclosed space, the location of which is accessible from the navigation bridge or propulsion machinery contro! station without traversing exposed freeboard or superstructure decks. Check bilge arrangement for insulated holds (SOLAS regulation 11-1/21.1.1). A classification society's rule requires that: “Where drains from separate refrigerated chambers join a common header, the branch pipes are to be provided with water-sealed traps and those from lower hold spaces are to be provided, in addition, with non-return valves. Where the chamber temperature contemplated is 0°C or below, scupper pipes together with non-return valves and water-sealed traps are to be well insulated.” 58MopEL COURSE COMPENDIUM 3.03 CHAPTERS: ‘SURVEY OF MACHINERY INSTALLATIONS: SURVEY OF MACHINERY SYSTEMS 4.17.5 Annual/Renewal survey General examination Check the condition of: + Pipes and valves for lightness and soundness. If found necessary, carry out a pressure test at maximum working pressure but not less than 5 bars, or take thickness measurement of pipes. Valves may be opened for internal inspection. « Mud boxes and filters to be checked for clogging or wastage. = Pumps may be opened at renewal survey (see paragraph 5.3). + Bilge wells for corrosion. Particular attention is to be paid to the lower end of the suction pipe. Operation test Test of pumping system as practicable. For centrifugal pump, check the attached vacuum pump is working properly. Test of emergency bilge suction. Automatic start and stop of bilge pump, if fitted. Alarm for abnormally prolonged operation and/or abnormally frequent operation to be function tested. Alarm for high level bilge well. Function test of remote operated bilge cocks or valves with valve position indicator. pneumatic or hydraulic control. mechanical operation, e.g. reach-rods and gears, etc. Annual survey - cargo ships The extent of survey of bilge system is examination, as far as practicable, of the bilge pumping systems and bilge wells including operation of pumps, remote reach tods and level alarms, where fitted. 1.18 Survey of sea water system This section discusses the inspection and testing of sea water systems such as pumps and valves including sea chest and associated piping, etc. The requirements stipulated are generally applicable to both passenger ships and cargo ships unless specified to the contrary. 87MODEL Course COMPENDIUM 3.03 CHAPTER & ‘SURVEY OF MACHINERY INSTALLATIONS _ SURVEY OF MACHINERY SYSTEMS 1.18.1 Initial survey Sea water ing system is to be checked against plans approved by the Administration or a recognized organization, with particular attention to the following items given as a reference from a classification society’ rule: + Number and position of sea inlets for sea water cooling system. « Fitting of strums to sea chest opening. « Arrangement of suction filters where sea water is used for cooling the main or auxiliary engines. Sea inlet and discharge valves fitted on ship's sides and bottom to be checked. + Check the location of valves for easy access. « Check the fitting arrangement of the valves to the shell plate. « Apart from the sea water service, check the fitting arrangement of the boiler water blow down valve. 1.18.2 Annual/Renewal survey Inspection of sea inlet/discharge valves, pipes and filters with particular attention to + Deterioration due to corrosion, erosion or cracks of pipes, valves and filters. If found necessary, a pressure test at maximum working pressure or in the case of suction pipe, at a minimum of 4 bars, is to be carried out. Alternatively, thickness measurements may be carried out. Function and tightness of valves. Fitting of valve lids to valve spindles with securing devices are to be checked. Valve seats are to be checked for loosening. Sea water pumps of centrifugal type are to be opened up for internal inspection as ‘specified in paragraph 5.3 and at the intervals required by Administration, usually at every renewal survey, at 5 yearly intervals. 1.18.3 Dry docking survey Inspection of sea chest « Structural integrity of sea chest is to be confirmed with respect to corrosion, erosion and cracks etc. + Condition of sacrificial anodes is to be checked. + Air venting system of sea chest is to be verified. Compressed air or steam blow off arrangement and de-icing system, if fitted, are to be verified. In particular, steam piping of small diameter is to be checked for possible corrosion.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.Monel COURSE COMPENDIUM 3.03 CHaPTERS: SURVEY OF MACHINERY INSTALLATIONS SURVEY OF MACHINERY SYSTENS + Foundation with proper reinforcements of the receivers with stays, if fitted, is to be checked, particularly with respect to vibration during the ship's operation. Air compressors: Air compressors for diesel engine starting air are to be surveyed at the initial survey. « Capacity required by a classification society's rule. Filling-up test is to be demonstrated. « Number of compressors required by a classification society's rule. + Check the foundation of compressors for soundness and confirm that no harmful vibration occurs during operation. Emergency air compressors, if fitted, for supplying a starting air bottle of a generator engine, an emergency fire pump, etc. are to be tested for confirmation of proper function. The system is to be independent and should not be connected to any other services. If this air bottle is connected to main starting air system, the non-retum valve in the inlet pipe to this air bottle is to be checked for proper function. The system is to be independent and should not be connected to any other services. 1.19.3 Annual/Renewal survey The compressed air system is to be surveyed periodically as required by the Administration, usually every 5 years for passenger ships and cargo ships. The system is also to be examined for its general condition annually for renewal of the Passenger Ship Safety Certificate and it is subject to a mandatory annual survey or unscheduled inspection, as applicable, with special attention to be paid to the items mentioned in this section. Annual survey + General condition of air receivers including mounted valves and safety valves and pressure gauge. Particular attention is to be paid to foundations and Stays for possible cracks due to vibration during ship's operation. General condition of air compressors in running condition with function test of safety system such as high pressure alarm and trip. Function test of safety valves as found necessary. See appendix 5.1 “Some marine machinery failures and their causes” for and explanation of accidents due to malfunction of safety valves. + General condition of air piping system. 61Mobet Course COMPENDIUM 3.03, CHAPTER 5: ‘SURVEY OF MACHINERY INSTALLATIONS. SURVEY OF MACHINERY SYSTEMS Renewal survey 62 Check condition of the piping including stop valves, safety valves and pressure reduction valves. Safety valves should at least be function tested and, if found necessary, opened up for internal inspection. Setting pressure shall not exceed maximum working pressure by more than 10%. Selected sections of starting air pipes, particularly for the main propulsion engine, are to be removed for internal inspection. Accumulation of impurities and entry of oil should be checked. Pressure reduction valves to be checked for correct functioning. Note the setting of safety valves on the low pressure side. Pressure gauge to be confirmed for accuracy, otherwise to be calibrated. Air receivers and air bottles + Internal examination. Corrosion or crack particularly in way of welding seam and bottom part of receiver. Check free flow of drainage pipes. Overhaul of mounted valves for internal inspection. Pressure testing of receiver at 1.2 times the maximum working pressure, if found necessary. Air bottles of small size, unable to be examined internally, shall be pressure tested. Check foundation and stay for deterioration of foundation or its reinforcement; possible cracks in way of fitting lugs and legs stand - bolted lug and stay to be removed for inspection. Air compressors: + Capacity test for starting air compressors by filling up the air receiver(s) to capacity for the number of starts required within one hour, or by the following formula if complete filling up test is not carried out : Q@=0V(p,- pit where Q Capacity (m°/hr) v : Volume of air receiver (m*) P&P; start and stop pressure (kP/cm?) t : time between start and stop (minutes) Function test of air compressor + automatic start and stop, if fittedMoveL COURSE COMPENDIUM 3.03 CHAPTER 5 ‘SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF MACHINERY SYSTEMS + drain discharging at starting up and during operation by manual, remote or automatic control, as fitted: + emergency compressors are to be demonstrated for filling up the air bottle within 30 minutes. If the capacity of the compressor is not sufficient or any abnormally is found, e.g. noise, vibration, overheating and matfunction of load control, etc., the compressor is to be opened up for internal inspection and possible remedies. 1.20 Survey of fuel oil system 1.20.1 General The fuel oil system consisting of pumps, pipes, valves and tanks with associated fittings, as well as the arrangement of these, is described below. Kind of marine fuel oil A variety of fuels are available for marine diesel engines. There is a set of four marine distillate fuels, some of which contain small amounts of residual oil and a set of 15 marine residual fuels in which residual oil is the majority constituent. Since residual oil increases viscosity, these fuels range in viscosity from less than one centistokes(cSt) to about 700 cSt at 122°F (50°C). The higher viscosity grades are preheated during use to bring their viscosity into the range suitable for marine diesel engine injection (8-27 cSt). Marine fuels also contain more sulphur than on- toad diesel fuel. The maximum sulphur content specification varies from 1% to 5% mass for different grades. Several organizations issue marine fuel specifications. Standard 8217 of the International Standards Organization (ISO) is the primary standard. ASTM maintains a parallel specification, D 2089. The shipping industry increasingly prefers higher-viscosity residual fuels because they are less expensive. Although residual fuels don't burn as readily as distillate fuels, the slow speeds (60- 200 rpm) of the large marine engines allow more time for combustion to occur. Diesel is used for every kind of compression-ignition engine, including power generation turbines, boilers, and high and medium speed diesel engines. The cetane number and other distillation characteristics are controlled to ensure easy start-up and smooth combustion. Limitation in the use of oil as fuel 2000 SOLAS regulation |I-2/4.2.1 specifies the use of oil as fuel. + Except as otherwise permitted by this paragraph, no oil fuel with a flashpoint of less than 60°C shall be used. + In emergency generators oil fuel with a flashpoint of not less than 43°C may be used 63Move COURSE COMPENDIUM 3.03 CHAPTER 5: ‘SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF MACHINERY SYSTEMS + Subject to such additional precautions as it may consider necessary and on condition that the ambient temperature of the space in which such oil fuel is stored of used shall not be allowed to rise to within 10°C below the flashpoint of the oil fuel, the Administration may permit the general use of oil fuel having a flashpoint of less than 60°C but not less than 43°C. In cargo ships the use of fuel having a lower flashpoint than other-wise specified in this paragraph, for example crude oil, may be permitted provided that such fuel is not stored in any machinery space and subject to the approval by the Administration of the compiete installation. Fuel oil treatment equipment The fuel oil used on ships is normally very thick and viscous at normal temperatures. Itis called Class C Marine Bunker oil. It contains a lot of impurities too. The oil to be purified is first allowed to settle in a settling tank. Any large particles will settle out and should be drained every watch. After the oil has time to settle, it is passed through fine meshed wire filters to remove any coarse particles. The cil is then sent to the oil purifier. The oil purifier makes use of centrifugal force to separate fine solids which cannot be filtered out from the oil. By rotating the bowl at a very high speed of 15000 rpm or so, the fine solids are separated from the oil. At these high speeds, the shaft balancing, bearings, and vibration damping mechanism is critical. The high speeds can be achieved by worm-and-wheel drive. The building up of speed during starting up is achieved by using friction pads. To prevent serious damage to the drive in case of seizures or overload, a shear pin, or shear coupling mechanism is installed between the motor drive and the driven gears. Although the oil purifier is made to be automatically self flushing, it still needs to be dismantled for manual cleaning periodically. When the Bunker Fuel oil is of very poor quality, the purifiers have to be opened up very often. The fuel oil purifier room is very often oily, slippery, and hot because the fuel oil is heated to temperatures up to 130 degree Celsius. An auto fitter can be used in the fuel oil line to remove solids bigger than a certain size. A Viscosity meter is used for viscosity measurement of heavy fuel oil in the fuel circuit to bumers and large diesel engines so that the viscosity signal may be used to modulate the heating of the fuel. When the fuel is atomized by the injectors in the engines or the guns of a burner, the droplet size, distribution and mixing with air flow is critically dependant on the viscosity. Correct viscosity control ensures efficient and complete combustion thereby contributing to the economical operation of the plant, Viscosity controller gets signal from the viscosity meter and adjusts the heating media quantity.‘MopeL COURSE COMPENDIUM 3.03 CHAPTERS: ‘SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF MACHINERY SYSTEMS 1.20.2 Initial survey Kind of fuel oil tanks For the structures and location of fuel oil tanks, a classification society rule is summarized as follows in connection with the SOLAS requirement that : + Fuel oil tanks which do not form part of ship's structure are to be so constructed that they can be readily inspected and cleaned, and the thickness of plating of the tank is not to be less than 6 mm, but in case of small tanks may be reduced to 3 mm. + Side and bottom of the tanks are to be well stiffened. Large tanks are to be fitted with wash bulkheads. The tanks shall finally be hydraulically tested with a pressure head to the top of the air pipe. + Where fuel oil tanks are situated near boiler or other heated surface, the tank is to be well insulated. In order to keep the oil temperature well below the flash point, care is to be taken that the free air circulation is not impeded. + The fuel oil tanks for oil-fired galley stoves are to be located outside the galley. + The fuel oil tanks are not located adjacent to the cargo holds carrying heat sensitive cargoes. The requirement for the fuel pipe arrangement is specified in 2000 SOLAS regulation II-2/4.2.2.5. In addition a classification society's rule is summarized below: "Detachable pipe connection and valves in fuel oil pressure pipes are to be at a safe distance from boilers, exhaust pipes or other heated surfaces and electrical appliances. The number of detachable pipe connections is to be limited to those which are necessary for mounting and dismantling.” The requirement for the remote shut-off arrangement of the valves (quick-closing valves) directly fitted on the fuel tanks which are situated above the double bottom tank is specified in 2000 SOLAS regulation II-2/4.2.2.3.2: + The position of directly fitted valves on the fuel tanks shall be such that any possible leakage will not lead to oil spray on boilers, exhaust pipes or other hot surfaces of machinery or electric motor and appliances. + The operation of remote shut-off valves is to be carried out from a central position which is outside machinery space and at a safe distance from skylights and other openings to the engine and boiler rooms. + Attention is to be paid to the arrangement so that paint, corrosion, etc. will not impair the function of remote operation of the valves. 65aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.MoceL CouRSE COMPENDIUM 3.03, CHAPTERS ‘SURVEY OF MACHINERY INSTALLATIONS. ‘SURVEY OF MACHINERY SYSTEMS. Drain of steam pipes Water pockets in the steam flow line are to be avoided as far as practicable in order to prevent water hammer in the system. If this cannot be avoided, drain cocks or valves to be fitted in such places so that pipes may be efficiently drained while system is in operation. 1.22.2 Annual/Renewal survey Examination of superheated steam piping system + Condition of the pipe securings and supports, including thermal expansion absorption devices is to be checked for possible deformation of fittings and springs. Any cracks in way of their foundations and securing bolts are to be attended to. Wear of the pipe in way of supports and clamps is to be checked. + Pipes where high stress occurs, such as at bends and at flange roots if the pipe is not correctly aligned, are to be carefully inspected. Depending on the condition, a pressure test at 1.5 times the maximum working pressure of thickness gauging of pipes is to be carried out. + Section of pipes are to be opened for internal examination for checking of deposit or trace of scale and salts. Erosion of the pipe wall particularly in way of drain holes is to be checked. + Leakage or traces of leakage are to be investigated to find the source of leakage with particular attention to possible erosion in way of leaks. + Condition of the insulation is to be inspected. + Used gaskets should not be refitted. Correct rating of gaskets is to be confirmed. + Selected steam valves are to be opened for examination with particular attention to securing the valve to the spindle and seat to the body. If valves are renewed, the valve certificate is to be checked. Examination of saturated steam piping system + General condition of pipes to be examined for leakage, corrosion, erosion and other deterioration. if necessary, pressure test of thickness gauging of the pipe is to be carried out. + Selected pipes to be opened for internal examination for deposit, corrosion and erosion. + Condition of insulation to be examined. m‘Move CouRSE COMPENDIUM 3.03 Chapter 5 ‘SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF MACHINERY SYSTEMS 1.23 Survey of feedwater and condensate water system This section deals with the feedwater and condensate water system consisting of pumps, heaters, condensers, pipes and boiler-water treatment system. The applicable requirements are specified in SOLAS regulation II-1/32. 1.23.1 Initial survey Prior to installation on board, the components in the system, e.g. pumps with prime movers, condensers, heaters, valves and pipes, are to be examined and confirmed as having been manufactured on the basis of the approved specification. Confirmation may be shown on the certificates issued by the survey body in a shop's test records. The system is to be examined for confirmation that the installation has been made in accordance with the plan approved by the Administration or a recognized organization, with special attention to be paid to the following: Feed system + The two feedwater pumps required by this Regulation are to be independently driven. + For propulsion plants with on main boiler, two separate feed lines are to be installed between the feed pumps and the boiler. «+ For boiler plants with two or more boilers, emergency feed lines are to be installed for that part of the feedwater piping which serves all the boilers. Quality of feedwater « Where fuel or lubricating oil tanks, heaters or purifiers are heated by steam in pipe coils, the condensate is to be led into an observation tank placed in an easily accessible, well ventilated and illuminated position where it can easily be observed whether the condensate is free from oil or not. The scum pipes are to be led to a waste oil tank. + Feedwater tanks in the double bottom are to be separated from the oil tank by cofferdams. Piping for feed tanks is to be so arranged that the water cannot be contaminated by oil or oily water. « Check PH value and oxidization value. 2MODEL COURSE COMPENDIUM 3.03 CHarTeR 5 ‘SURVEY OF MACHINERY INSTALLATIONS SURVEY OF MACHINERY SYSTEMS 1.23.2 Annual/Renewal survey Piping system + The pipes are to be examined for possible leakages and corrosion. Particular attention is to be paid to blockage of the pipes of small diameter. + Check condition of observation tank. Eliminate the source of oil leakage, if any. Check the function of pressure relief valves in the feedwater piping, Feed pumps Feedwater pumps, boiler-water circulating pumps, make up pumps, condensate pumps, drain-transfer pumps and vacuum pumps, etc. are to be inspected in operation depending on the type of pump, as specified in paragraph 5.3. If necessary, open up the pump and pay due attention as applicable to the following: + Impellers for wear, mouth or wear-ring clearance, corrosion, erosion or other damage. + Pump shaft for wear, corrosion, erosion, cracks particularly in way of keyway and shaft gland seal. Balancing of shaft and impeller assembly. Evidence of overheating + Casing for corrosion and erosion. Free flow of draining holes, Deposits of sludge, scale and mud. Condition of shaft gland seal; tightness of the seal for condensate pump is critical. Condition of coupling and bolts with flexible elements. Alignment of coupling. Main and auxiliary condensers The following is to be noted: + Examine tubes for blockage on sea water side, for scale deposit on the steam water/condensate water side. Chemical cleaning on the steam side may be required. + Examine the tube plate for corrosion and erosion. + Carry out a leakage test if found necessary by soapy water or fluorescent penetrant method with pressure approx. 0.25-0.4bar. + Dish-end cover plates, particularly separation plates, to be carefully examined for corrosion. 73MopeL Course COMPENDIUM 3.03 CHAPTER § SURVEY OF MACHINERY INSTALLATIONS SURVEY OF MACHINERY SYSTEMS 1.24 Survey of cargo system of oil tankers Note : Gas and chemical tankers are not covered in this course. The cargo system referred to in this paragraph consists of: + Cargo pumping arrangement + Pump room arrangement + Venting, purging, gas freeing and ventilation arrangements 1.24.1 Initial Survey Cargo pump room arrangement + The bilge system in the cargo pump room is not to be led into the engine room but arranged with independent pumps or ejectors. Cargo pumps may be used for bilge service provided each bilge suction pipe is fitted with a screw-down non-return valve and an additional stop valve between the pump and the non-return valve. The bilge system of forward or after cofferdam within cargo area (gas dangerous space) is not led into the engine room. Except that, the bilge may be drained by direct suction to the engine room bilge system. Pipe tunnels are to be drained from cargo pump room or equivalent gas- dangerous space. Access ladders including walking grids to be confirmed rigid. Pumps and piping arrangement, ventilation system as specified hereafter. All pump rooms shall be provided with bilge level monitoring devices together with appropriately located alarms. In cargo pump-rooms, except emergency lighting, shall be interlocked with ventilation such that the ventilation shall be in operation when switching on the lighting. The pump foundation is to be examined for rigidity of structure. Where pumps in cargo room or other gas-dangerous rooms are driven by shafting passing into the pump room through bulkheads or deck plating, gas- tight glands of an approved type are to be fitted. The glands are to be efficiently lubricated and constructed so as to reduce the risk of overheating. The glands are to be visible and easily accessible. Parts which may accidentally come into contact if the seal is badly aligned or if a bearing is damaged are to be of such materials that no spark may occur. If an expansion bellow is fitted, it is to be hydraulically pressure-tested. Protection guards over moving shafts to be checked. Test devices to stop the pumps from an easily accessible position outside the pump room. Temperature sensing device of bulkhead gland and pump bearings 4‘Monet Course COMPENDIUM 3.03 CHAPTER 5 SURVEY OF MACHINERY INSTALLATIONS SURVEY OF MACHINERY SYSTEMS. Cargo pumps, ballast pumps and stripping pumps, installed in cargo pump- rooms and driven by shafts passing through pump-room bulkheads shall be fitted with temperature sensing devices for bulkhead shaft glands, bearings and pump casings. A continuous audible and visual alarm signal shall be automatically given in the cargo control room or the pump control station; Cargo piping arrangement + Selection and testing of material for cargo pipes are to be in accordance with standards approved by the Administration or a recognized organization. As a reference, the cargo pipe is defined as a class III in a classification society's rule, which requires manufacturer's documentation showing results of required testing such as tensile test flange or flattening test, no-destructive test, and hydraulic test, etc. However, valves or branch pipes which are connected directly to the cargo pipeline’s shore connection on deck are to be of cast steel or nodular cast iron or other approved material. Wall thickness of cargo pipes + Special attention is to be paid to the wall thickness of cargo pipes because of possible corrosion. Minimum thickness of the pipes is, for example, given by an ISO standard which is also referred to in a classification society's rule. + Cargo oil lines passing through ballast tanks are to be designed to minimize the risk of leakages. Steel pipes are to have a wall thickness not less than 12.5mm. Plastic pipes Approved types of plastic may be, after special consideration, accepted for the following service: cargo oil pipes situated inside cargo oil tanks and in pipe tunnels, provided the pipe from each cargo tank to the first closing valve in tunnel is made of metallic material; crude oil washing pipes situated inside cargo oil tanks; the inert gas line from scrubber to the water seal on deck; ballast pipes situated inside ballast tanks and in the pipe tunnels; ballast pipes in pump room inboard of remote-controlled sea valves; cargo oil pipes through ballast tanks. 75aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.MobeL Course COMPENDIUM 3.03 CHAPTER 6 ‘SURVEY OF MACHINERY INSTALLATIONS SURVEY OF BOILERS AND PRESSURE VESSELS. CHAPTER 6 SURVEY OF BOILERS AND PRESSURE VESSELS Slide 1: Survey of boilers and pressure vessels This slide lists the items that will be dealt with in more detail by a later slide Slide 2: Survey of boilers and pressure vessels 1.25 General 1.25.1 Type of pressure vessels Pressure vessel A pressure vessel is a welded or seamless container used for the containment of fluids at a pressure above or below the ambient pressure and at any temperature. Fluid power cylinders in hydraulic or pneumatic plants are also considered pressure vessels. Fired pressure vessel A fired pressure vessel is a pressure vessel which is completely or partially exposed to fire from burners or combustion gases. Unfired pressure vessel Any pressure vessel which is not a fired pressure vessel is an unfired pressure vessel. Boiler a) Boiler is one or more fired pressure vessels and associated piping systems used for generating steam or hot water at a temperature above 120°C by means of heat resulting from combustion of fuel or from combustion gases. b)Any equipment directly connected to the boiler, such as economisers, superheaters, and safety valves, is considered as part of the boiler, if it is not separated from the steam generator by means of any isolating valve. Piping connected to the boiler is considered part of the boiler upstream of the isolating valve and part of the associated piping system downstream of the isolating valve. Steam generator Steam generator is a heat exchanger and associated piping used for generating steam. In general, in these Rules, the requirements for boilers are also applicable for steam generators, unless otherwise indicated. 83Mone. Course COMPENDIUM 3.03 CHAPTER 6: ‘SURVEY OF MACHINERY INSTALLATIONS SURVEY OF BOILERS AND PRESSURE VESSELS Heat exchanger Heat exchanger is a pressure vessel used to heat or cool a fluid with another fluid. In general heat exchangers are composed of a number of adjacent chambers, the two fluids flowing separately in adjacent chambers. One or more chambers may consist of bundles of tubes. Superheaters, economisers, reheaters, desuperheaters Superheaters, economisers, reheaters and de-superheaters are heat exchangers associated with a boiler. Incinerator Incinerator is a shipboard facility for incinerating solid garbage approximating in composition to household garbage and liquid garbage deriving from the operation of the ship (e.g. domestic garbage, cargo-associated garbage, maintenance garbage, operational garbage, cargo residue, and fishing gear), as well as for burning sludge with a flash point above 60°C. These facilities may be designed to use the heat energy produced. 1.25.2 Pressure vessels classification: EQUIPMENT CLASS 4 CLASS 2 p> 0.35 MPa p<0.35 MPa p> 1.15 MPa, or | All steam p.D > 1500 generators which are not class 1 Pressure vessels and [p>4Mpa,or_ |1.75 40 mm, or |MPa, or vessels and heat T> 350°C 15 15 / Pressure vessels for |All toxic substances Pressure vessels for | p>4MPa,or |All pressure corrosive substances |tA>40mm, or | vessels which T> 350°C ate not class 1 Note 7: Whenever the class is defined by more than one characteristic, the equipment is to be considered belonging to the highest class of its characteristics, independently of tne values of the other characteristics. Note 2: The above requirements/classifications can vary between classification societies.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.Move Course COMPENDIUM 3.03 CHAPTER 6 SURVEY OF MACHINERY INSTALLATIONS SURVEY OF BOILERS AND PRESSURE VESSELS . Verification of remote control of safety devices (valves, mountings). Examination of burners in operation; verification of burner safety devices. Examination of boiler under working pressure : Working pressure : Examination of combustion chambers, furnaces, refractories. Examination of tubes, casing, bottom and front walls. Examination of drums Examination of superheater, economiser and air heater. Hydraulic test of boiler; was the test pressure recorded? O Yes O No © Ifyes, test pressure (bar) : Were any thickness measurements of tubes and plates performed? O Yes ONo o Ifyes, references : Examination of opened up pumps of forced circulation. Internal examination of accessories and mountings, valves, indicators, safety valves. Examination of fuel-supply pipes between pumps and burners. Examination of securing arrangement of boiler feet, rolling and ramming stays. Verification of the adjustment of safety valves; record of set pressure: Additional questions if thermal oil heaters: verification of the analysis of thermal fluid examination and test of the thermal fluid temperature safety device and control examination and test of the thermal fluid flow meter. examination and test of device for low thermal fluid level in the expansion tank. examination and test of other regulation and safety systems. pressure test of 1.5 times the working pressure when components exposed to pressure are repaired and/or renewed. examination under working conditions of the thermal oil heaterMopeL Course COMPENDIUM 3.03 CHAPTER SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF BOILERS AND PRESSURE VESSELS Slide 10 : Survey of boilers and pressure vessels 1.28.3 Practical considerations Smoke tube boilers: Furnaces The furnaces may show distortions, corrosion or cracks. + Distortions Before beginning the survey, the Surveyor should ask for the latest deflection teadings so that he may check - where such distortions previously existed - whether they are progressing or are stabilised. He should inquire whether the furnaces have already been fitted with strongbacks. He then inspects each of the furnaces and if finding any distortions, a reading of deflections must be made. If the deflection readings show a maximum deflection exceeding 8 % of the furnace diameter if the boiler is oil-fired, the furnace is to be re-shaped. Irrespective of whether fuel-oil or coal is used, when the deflections come close to the above limit, it is recommended that the cleanliness of the furnaces on the water side as well as the firing should be specially watched. Should the distortion be pocket-shaped, with a very pronounced belly - (the result of water shortage) - together with an almost total disappearance of the corrugations, then the replacement of the furnace becomes mandatory. After the furnace has been reconditioned, the Surveyor has to check, by means of an internal and external inspection, that there are no cracks developing: » small incipient cracks are sometimes observed at the tip of the corrugations: they disappear with light grinding. + deep cracks should be stopped by drilling a hole at each end, opening up and then welding. if the Surveyor considers it necessary, and especially after a second feconditioning, he may ask for strongbacks to be welded on the corrugations in the reconditioned area on the water side. Corrosion Corrosions along and above the grate line on the water side are a frequent occurrence. They should be chipped clean and brushed clear, then coated with an anti-corrosion product (e.g. aluminium paint or Apexior). They should be watched since they are often the source of distortions. 95Move Course COMPENDIUM 3.03 CHAPTERS: ‘SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF BOILERS ANO PRESSURE VESSELS, It is possible to build up the weakened areas by means of electric welding, this should not be delayed. + Cracks A corrosion path, narrow and at times deep, is frequently observed at the lower part of the round of the horse collar securing the furnace to the combustion chamber, caused by corrosion fatigue. When this is noted, the Surveyor should measure the thickness of the sound part of the plate by clearing the corrosion path where it is deepest and by drilling a hole at either end. Where the path depth does not exceed one half the plate thickness, building up by electric welding can be applied after having made a V-shaped groove down to sound metal. Where the depth exceeds the above limit, it would be better to open up completely and to repair by welding from both sides of the plate. Combustion chamber. Just as with furnaces, combustion chambers may show distortion, corrosion and cracks. 96 + Distortions When the Surveyor observes buckling, i.e. distortion between stay bolts, at the bottoms and sides of combustion chambers, he has to trace their cause. Often they may be due to local overheating resulting from deposits of lime or grease. Buckling deflections, as measured with a ruler, may be tolerated if they do not exceed 5 mm. To prevent buckling from developing, the plate should be kept as clean as possible. . Beyond the 5 mm limit, and if the area affected is not too large and the stay bolts are not leaking, the distortion area may be reinforced by an additional stay bolt at the centre of each blister, the additional stay bolt having a smaller diameter (25 mm). If the area affected is too large, it would be better to renew the buckled area. Distortion may also occur at the upper part of the combustion chambers caused by a water shortage or too thick deposits on the crown. Corrosion They occur on the water side, on the shaped plates and around stay bolts where they are dished. If the corresponding stay bolt is leaking, it should be removed. As it is not possible to build up by welding on the water side, this is compensated by building up in the shape of a boss on the fire side so that there should be the same number of threads as initially. After building up, the weld should be ground smooth.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.Mone COURSE COMPENDIUM 3,03 Capter 7 ‘SURVEY OF MACHINERY INSTALLATIONS SURVEY OF STEAM TURBINE * Foundations and supports, particularly expansion supports, are checked for correct functioning during Astern operation * Check correct functioning of turbine and steam piping drain system, automatic drain-trap system as well as manual draining system. « Check correct function of manoeuvring valves, bleeding valves, etc. « Check turbine gland seal system for correct regulation in various operation modes of turbine. Also check that gland leak steam is not blowing against shaft bearings. Measuring and testing; Vibration level to be measured over the whole turbine speed range including astern for propulsion turbines. The results are to be filed on board. Shaft axial displacement reading to be checked and recordedffiled on board. Original reading of bearing wear to be taken, usually using bridge gauge at ‘specific positions, and recorded/filed on board. Inspection and testing of governor system For an example of the requirements, see IACS UR M26 Inspection and testing of monitoring system with alarm For an example of the requirements, see ACS UR M26 Testing of safety system For an example of the requirements, see [ACS UR M26 For overspeed trip function, the testing may be carried out by putting the turbine revolution to the set values (spin test or overload test at sea trial) or by simulation. Inspection after operation test ¢ Opening of turbine after trial for internal inspection should only be required if test results indicate irregularities or on-hand information indicates unsatisfactory experience with the specific turbine make. « The oil filters are to be examined for metal particles, etc 108MobEL COURSE COMPENDIUM 3.03 CHAPTER 7 ‘SURVEY OF MACHINERY INSTALLATIONS SURVEY OF STEAM TURBINE 1.31 Annual survey Inspection items at the annual survey are generally to confirm that satisfactory operational conditions are maintained during services after surveys. To confirm these conditions the following checks and tests are to be carried out taking into account the performance records from the condition monitoring system, if fitted. * General external inspection * Test all turbine governor, alarm, safety and monitoring systems. « Check correct function of turbine drains and steam piping drain system of automatic and manual control. Check correct function of steam valves such as manoeuvring valves, astern guardian valve and bleeder valves, etc. Check all turbine glands for correct sealing. Check all bearing temperatures. Test vibrations at a reference turbine speed. Check measured turbine steam expansion line (state line) at a reference power and compare with reference values (Molliere diagram). Abnormalities in parts of the steam expansion line normally indicate damage and should be investigated. Check turbine supports and expansion areas. Check for steam, lubricating oil and governing oil leakage. 1.32 Renewal survey Complete overhaul of steam turbine including associated bearings and couplings are required at the renewal survey. However, steam turbines in good working condition may not have to be opened entirely, provided the condition of the various parts can be determined by the surveyor from information obtained from, for example, regularly measured vibration record and measurement of weardown of bearings by chief engineers. The recent operating condition may also be defined from the engine log-book. IACS UR Z18.3 states modified inspection at the first renewal survey as following; Where the propulsion steam turbines are of a well known type, and fitted with rotor position indicators and vibration indicators of an approved type, as well as measuring equipment of steam pressure at proper locations along the steam flow, and the arrangements for change over in case of emergency operation of the plant are readily operable, the first special survey may be limited to the examination of rotor bearings, thrust bearings and flexible couplings, provided the surveyor has 109Mopet COURSE COMPENDIUM 3.03 CHAPTER 7. SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF STEAM TURBINE been satisfied from operation service records and power trials subsequent to the survey, that the turbine plant is in good working condition. Turbine casings should be opened at the next renewal survey and subsequent renewal survey. See also paragraph 3.2.2 in which condition monitoring is explained as an alternative survey method. The damage propagation of an internal defect, if it occurs, is normally very fast and destructive so that the defect may not be spotted in time even by opening up the turbine. Instead, routine observation of the condition in operation is vital. Inspection while the steam turbine is stopped The extent of opening up of the steam turbine may be decided on the basis of the following inspection while the steam turbine is not in operation: «Check axial displacement position of shafts as well as journal bearing wear positions and compare the values with limits given in the manufacturer's instruction book. Inspect journal bearings for plastic extrusion of lining metal axially and signs of fatigue cracks on the lower half of bearings, as well as the condition of thrust bearings. Check if the design makes it possible to remove the upper half casing of the inlet steam chest and check generally for flooding marks on hot components such as steam chest, nozzles and wheel chamber area. Through exhaust openings in the low pressure turbine, inspect last stages of blades, shrouds and wheel rims for erosion, deposit of scale or other damage. Inspect the coupling gear arrangement between the turbine rotor and reduction gear pinion shaft for tooth contact and alignment. Acceptable tolerance can be obtained from instruction manual. * Lubricating oil-soaked insulation on hot components to be renewed. Overhaul of turbine Overhaul of the turbine may be required when the inspection and testing of the above items reveal abnormalities on the turbine. Otherwise the turbine may be left unopened as opening the casings may cause new difficulties due to altered casing stress pictures and resulting insufficient clearance, as well as physical damage to the internals during overhaul works. Failure analysis See Appendix 7.1, “Steam turbine Surveys of Ships in Service: Short Failure Analysis”, which lists the possible types of failure and different indications of failure during operation. 110aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.‘Movet COURSE COMPENDIUM 3.03 CHAPTER 8 ‘SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF DIESEL ENGINES Checking alignment of crankshaft On large diesel engines, the only satisfactory method which will give results readily analysed, is taking "deflections", the distance between web faces being measured with the crank at various positions in a complete turn or revolution. ‘When taking deflections, it is extremely important to ensure that the shaft is bearing on the lower halves of all main bearings. The Engine Maker's alignment charts are to be followed. Journal and main bearing shells No matter what is the type or material of the bearing, they must: * have sufficient clearance to allow the calculated flow of lubricating oil required both to cool and lubricate the bearing surfaces. This clearance is given by the Engine Maker in the maintenance instructions. At the same time, excessive clearances shall be avoided which would allow "knocking", have good contact with the bearing supports to avoid deformation of the thin shell and promote good heat transfer. Forces acting on bearings tend to compress the anti-friction material which must support these various forces without deformation or cracking. Simple deformation which may be of a flow configuration is much rarer than cracking or “crazy-paving" which is generally caused by fatigue. The life of bearings can be affected by : poor adherence of anti-friction metal, excessive clearance (shocks), poor fitfing in bearing cages or supports, bad alignment, bad balancing in the engine, or vibration, LO quality (contamination). An inspection of bearings, which requires the removal of lower halves of main bearings, is carried out in order to check out the above points. Finding the cause of a particular damage is as important as repairing it. Loose white-metal does not resist for very long against cracking or pounding out. The union between the bearing shell coating of zinc and the white metal must be so made that no separation of the different layers exists. Any separation is a point of start for cracking and eventual breakdown of the surface. Loose spots where separation may exist, yet not visible to the eye, are pin- pointed by sounding with a hammer or better still with "polarised light". 128Mopet COURSE COMPENDIUM 3.03 CHAPTERS SURVEY OF MACHINERY INSTALLATIONS SURVEY OF DIESEL ENGINES Excessive clearances: These are sometimes first noticed by difficulty in maintaining sufficient oil pressure in the system, and lead eventually to wiping and/or rapid wear of the white metal. Poor fitting of bearing shells in supports or cages: any deformation of the shells during working cycle causes flexing of the bearing material and the, more or less, rapid cracking. Even the most rigid bearing shell cannot, by itself, resist flexing under the heavy alternating forces to which they are subjected, therefore they must be supported along their whole periphery. In addition to the breakdown of the white metal body, this also causes difficulties in heat-transfer and eventual softening and wiping of the white metal. This fault can often be detected by the presence of a build-up of a kind of lacquer on the outside of the bearing shell conforming to the area of white metal not adhering to the shell. Both the bearing shell and the bearing housing are examined for fretting. The bearing housing is also controlled, dimensions been taken and compared to the Maker's tolerances, which are to be strictly followed in order to have the correct fitting of the shell. For bearing shells with thick white metal, the preparation requires that good contact with the bearing cages be checked and the clearance adjusted by scraping. Original design clearances and those of a renewed or re-metalled shell are given by the Builder. Tie bolts and threaded assemblies The following remarks concern most particularly bolts of top and bottom end bearings such as bearing studs and generally speaking all tie bolts and threaded assemblies subjected to cyclic tensile stresses in service. They may slack back, stretch or break under tension or fatigue: © Slacking back: Vibrations always favour slacking back of bolts or tie bars when nuts have been badly tightened, and screws or studs if the threads have an excess of clearance in their cages when being assembled. Stretching: It can be explained by overloading at rebuilding or by abnormal stresses due to incidents during operation (water penetrating into a cylinder causes stretching of the cylinder head nuts, overspeed causes stretching of the crankpin bolts, etc.). Stretching resulting in permanent deformation can only be detected when the abnormal stress stops; if not, breakage follows (case of a bolt, already stretched, which is continually tightened). Breakage due to tension: On Diesel engines, breakage due to tension of tie- bars, bolts, nuts, screws or studs are rare and occur only if tie bolts of same assemblies have already been broken. Those remaining would then have to 129Mone COURSE COMPENDIUM 3.03 CHAPTER 8 SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF DIESEL ENGINES bear an excess of pressure. All tie bolts connecting two elements may successively fail. Breakage due to fatigue: These are likely to occur on any part supporting a variable load even though the initial stress applied exceeds the maximum cyclic stress acting on the parts of the engine affected by pressures and inertia. For example, the variation of pressure that exists in a cylinder affects and alters the stresses exerted on the cylinder head studs, even though the tension resulting from the initial tightening is higher than that which would balance the maximum pressures in the combustion chambers. Even when correctly tightened, the most stressed section of any threaded element is likely to break under fatigue. A bolt's edge is submitted to variable stresses, but the most important excess of stress is always exerted on the bolt's head where threading starts and most particularly on the surface of the nut in contact with the Part to be tightened. If the nut is not perpendicular to the bearing surface supporting it, this causes bending forces in the stud or bolt. The first two or three threads in contact with a standard nut alone bear more than half the load. Generally, fatigue cracking takes place in the first thread. Where studs are concerned, cracks are also often found in the first thread of the nut. More rarely, cracks may start in the first thread of the stud-cage. Breakage due to fatigue of the tie-bars, bolts, screws or studs are sometimes recorded. They may be due to defects in the metal or corrosions. Breakages due to shearing stresses are occasionally noted. They concern generally studs or bolts insufficiently tightened and happen in way of the assembly joint faces which are relatively free to move. Considering the preceding, during dismantling, the following items shall be verified: the condition of bolts, screws and studs, particularly those of the top and bottom ends of connecting rods, paying special attention to points exposed to excess stresses, there is no sign of stretching (in comparison with new screws or bolts). If anything abnormal is noted, the affected parts are renewed. Note: During re-assembly, the workshop must perform and check the tensioning according to the Maker's instructions. At rebuilding, a well-determined initial tension must be given to bolts, screws, studs or tie-bars. The instruction book concerning the engine may indicate several ways to proceed. Their respective advantages and disadvantages are noted below: * Direct gauging of tension: The best way to obtain the stress required is to set the interested parts under tension, using hydraulic jacks. When the required 130MopeL Course COMPENDIUM 3.03 CHAPTERS: SURVEY OF MACHINERY INSTALLATIONS SURVEY OF DIESEL ENGINES tension is obtained, the nut is nipped down and the jacks are bled. This method, more and more in use on modern engines requires that the basic design be made for this purpose (nuts and jacks may be simultaneously positioned or the threads of each stud and bolt). Gauging of stretching: Stretching (concerning top end connecting rod bolds, tie-bars of certain types of engines) that may be observed on micrometry gauges during tightening, is proportional to the tension and allows checking of tensile stress of a tie-bar or bolt. However, torquing causes additional torsional stress that may produce a dangerous total stress if the tensile stress required is too near the yield point of the material. Gauging of the force applied to wrench (torque) This force must: + tension the bolt or screw shank, * overcome friction between the nut and the surface that supports it, * overcome friction in the threading. Only the component acting along the bolt axis of the force applied to the wrench is of interest to us. Other components of the force applied to the wrench which only have to overcome friction are undesirable for the tightening itself, but one must be aware that their comparative importance varies enormously, even for threads of similar characteristics (diameter and pitch) depending on the conditions of the surface, the presence or absence of lubricating oil, etc. A fixed axial stress requires finally a very changeable force applied to the wrench according to circumstances. There is a risk that equal tension on bolts or screws of one assembly where differences in conditions are inevitable) may not be obtained when using a torque-wrench, To obiain this equality, itis better that checking of the tightening be based on the measurement of the turning angles of bolts or screw heads during operation, stretching of bolt or screw shanks and consequently the tension, being proportional to this angle. It is sometimes difficult to spot precisely the position when tightening starts but the differences in stresses, due to errors, are not as serious as those resulting from the use of torque-wrench. It is most important that correct tightening be obtained on bolts or screws holding down the top end bearing keeps. A comparatively slight excess tightening is sufficient to flatten bearings and keeps even on large engines. Excessive tightening will cause deformation of the bearings (clearance reduced, bad contact in the cages). 131MopEL COURSE COMPENDIUM 3.03 CHAPTER 8 ‘SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF DIESEL ENGINES Engine foundation, crankcase Assembling - damage and repairs: Their design depends mainly on the engine types. They can be moulded, welded or mixed, in cast iron, steel or light alloy. Engine foundations and crankcases do not normally wear. They are more inclined to crack at certain points (foundation membranes forming engine bearing supports, walls of crankcase, etc.). These cracks may appear during operation. Sweating method or any other non-destructive crack-detection may be requested if the Surveyor deems it necessary. If cracks are found, holes are bored at each end of the crack to prevent their propagation. Repairs of cracked crankcases may be carried out in several ways, depending on the area affected (cold-clamping, welding, bolted doubler plates, etc.). The proposed solution is submitted to Head Office for approval. Cast iron bedplates must be particularly examined in way of the bearing housings for the existence of any distortion, after overheating of a bearing. The necessary machining must be carried out in order to preserve the alignment and the bearing housing diameter. Special bearing caps are often supplied by Engine Maker for this type of boring. Alignment of Foundation and Bed: Testing of holding-down and tie bolts: During building on board of a propulsion engine, the bed plate rests on a foundation with a determined alignment. This alignment has been obtained by placing chocks which have been carefully adjusted between the foundation and the bed plate finish- machined. To take into consideration possible deformations of the alignments depending on the vessel's load conditions and sea conditions, etc., the alignment adopted at building aims at placing the crankshaft in acceptable conditions for all cases (deflections not exceeding a given value). During survey, it is necessary to check that the chocks placed between the foundation and the plate are not displaced while checking the holding-down bolts. It must be underlined that "classical" checking by echo or ultrasonic sounding is generally insufficient. It detects breakage but does not check if bolts are still normally tightened. They may have stretched or slackened back. Checking by means of a wrench, with all check-nuts removed, is the only safe guarantee. All important connections between various elements of the engine must also be checked at the same time as holding-down bolts. Note that equal tension of a series of bolts, tie-bars, screws or studs on a given part makes it possible to obtain a good distribution of the forces to be supported and avoid undesirable internal tensions. It is never recommended to check only that parts of the holding-down bolts on one element are properly tightened. Checking of tie-bars connecting a cylinder block with the foundation is made in one go.MoveL Course COMPENDIUM 3.03 CHAPTER B ‘SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF DIESEL ENGINES During the ship's life, the crankcase may have to be realigned - such as after grounding, hull alteration, etc. This re-alignment shall be made in the same way as when the ship was built and the chocks re-adjusted. Chocking system using a resin based compound is acceptable. The operation is made after the engine has been positioned by using steel chocks and jacks. Before the operation, a compound to prevent the resin from adhering to the metal is sprayed on the contact surfaces (foundation, reverse side of the base plate, bolt shanks). One of the advantages of this method is that the surfaces between which the resin is run do not require any precise machining. It can be applied when the engine is first assembled and also during re-adjusting. The operation is comparatively quick and simple. The resin must be type approved by the Society and detailed drawing to be approved The Surveyor in charge should be in possession of a copy of the approved drawing and will have to make sure of the ability of the staff responsible for pouring the resin. Chocking is to be carried out under control of the Maker or a qualified agent, who shall have to supply the Surveyor in due time with a copy of Maker's directions for working out of the product. The Surveyor will mainly relate to the following points: Integrity of resin and hardener containers, date of manufacture and limit of availability of the product, Resin-hardener mixing : ratio, homogeneity, absence of air bubbles, Ambient temperature during chocking and polymerisation time. As a general tule, ambient temperature is not to be lower than 15°C. Conformity of the bolts with approved drawings, kind of grease applied, Bolts tightening torque, As far as possible, precise measurement of the gap between bedplate and seating, after the bolts are tightened. Resin Makers and shipyards usually provide for welded measuring rods at each seating corner. As far as possible, after the next sea run, further measurement of tightening torque and gap between bedplate and seating. For information, the main arrangements Manufacturers are used to make are specified hereafter: Bearing surfaces are cleaned and sprayed with a releasing agent, 133Moet Course COMPENDIUM 3.03. CHAPTER 8 SURVEY OF MACHINERY INSTALLATIONS ___ SURVEY OF DIESEL ENGINES « A clearance is provided round the bolts to allow their removal and the expansion of the assembly. The adjusted bolts are sprayed with a releasing agent. Resin is properly “tamped", The outer wall of damming arrangement is given an adequate height to allow, along the bedplate, a head of resin of 10 to 15 mm above the upper face of the chocks, Air vents are provided when air pockets are liable to be entrapped close by the lower face of the bedplate, ‘* Due to resin shrinkage during polymerisation, the chocks are carried out by successive pouring, of which respective thickness does not exceed 15 to 20 mm. Last pouring thickness is not less than 12 mm. These values given as information may appreciably differ depending on the Maker. Slide 12: Survey of diesel engines 8.4.2 Practical considerations (continue) Scavenging pump and turbo blower In most cases, scavenge pumps are of reciprocating type. Examination of their connections, pistons and cylinders are carried out as for reciprocating pumps. The sensitive elements are the suction and delivery valves. On some two-stroke supercharged engines, the scavenge pumps may discharge in parallel or in series with turbo-blowers. Note: Some builders use the reverse side of engine pistons as scavenge pump pistons. The bottom of the corresponding cylinder then forms the diaphragm and the piston rod passing through a gland in this diaphragm closes off the crankcase. Turbo-blowers are machines of high rotary speeds. Their shafts turn smoothly on ball or needle bearings which are very sensitive, particularly on the gas side. Turbine and compressor wheels are likely to get clogged up and corroded. Turbine casings are also sensitive to corrosions, on gas and cooling water sides (some of them are cooled). When the suction filters of blowers and air coolers are clogged up, available engine power may be seriously reduced. Clearances of bearings, radial clearances of turbine and compressor parts, assembling of LO pumps, etc. are examined. If necessary, a dynamic balancing is required (minimum two planes).‘MopeL COURSE COMPENDIUM 3.03 CHAPTER 8 SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF DIESEL ENGINES Scavenging air cooler Scavenging air coolers are verified externally. If the engine performance shows the necassity they are externally and internally cleaned. If leaks are suspected, the air coolers are tested, and rolling the tube neck or sealing by means of wooden or rubber plugs carried out as necessary. Scavenging non return valves The valves are cleaned and checked. Broken or cracked flaps are replaced. The matting surface is verified and, if necessary, a fine machining is carried out. A test with kerosene can be made to check for proper tightness. Various accessories © FO injection pumps + Individual pumps are to be serviced by specialised workshops. + They may be regulated by valves (pistons then act as simple plungers) or by pistons (pistons equipped with helical grooves). * Onoil fuel pumps, an examination of the valves, cams, push-rods, plungers and liners is carried out. + Tightness tests of plungers and valves (pumps regulated by valves) or bench tests (pumps regulated by pistons) determine the apparent good condition of a pump and whether it may be kept in service. Clearances, fixed by the Builder to ensure self-lubrication, are in fact ofa few microns. Slight additional wear, undetectable without a ‘special instrument, is sufficient to alter the conditions of operation. + Testing of safety valves and safety cut-out tests are carried out. + Pumps in blocks regulated by pistons, grouped in one body with helical groove), are often sealed when delivered. Examination and overhaul shall be made only in specialised workshops. Various attached pumps (engine driven): They shall be opened up for examination, as deemed necessary by the Surveyor. Camshafts - Couplings - Vibration dampers - Governors - Manoeuvring gear - Safety devices - Clutches - Rotary exhaust valves Their satisfactory service condition must be checked when surveys take place and their overhaul made if deemed necessary. Gearing (camshaft drive, etc.): Gear teeth have to be examined during surveys. Check also for the correct supply of LO. Scavenge and Exhaust Trunking: Trunking often gets clogged up internally with oily or sooty deposits and must be examined and cleaned for survey. It is also necessary to check that the drain cocks operate satisfactorily. Crankcase pressure-relief devices: Their condition shall be checked. 135Mopet Course COMPENDIUM 3.03 CHAPTER 8 SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF DIESEL ENGINES * Independent auxiliaries: This concerns in particular electrically controlled pumps whose motors and mechanical parts are to be examined. « Piping (air, fuel, LO and cooling system), Separators, Filters and Coolers: Surveyor examines after cleaning. Test of coolers is carried out in case of doubt. * If extensive repairs have been made, the Surveyor shall require working trials. Spare parts: Spare parts are outside the scope of classification. However, in the case of repairs or replacement, the spare parts used are to meet the requirements of the Rules as far as practicable. IACS Recommendations 26 and 27 deal with the minimum recommended spare parts for ships.MopeL COURSE COMPENDIUM 3.03 CHAPTERS ‘SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF GEARING ARRANGEMENTS CHAPTER 9: SURVEY OF GEARING ARRANGEMENTS 1.37 General Gearing arrangements for diesel engine The gearing arrangements with diesel engines have functions of reducing revolution speed of shafting and reversing the rotating direction of propeller irrespective of engine's direction of rotation. Gearing arrangements for propulsion shatting of diesel engines are generally the following types: « Asimple reduction and reversing gearing arrangement of single shafting * An articulated gearing arrangement of single shafting with twin diesel engines. This is a particular case which is transmitting torque to a propeller from twin engines. Gearing arrangements for steam turbine Gearing arrangement for steam turbine is quite different from that of diesel engines. In most cases the transmittal power is larger than that of diesel engine and there is no reversing and clutching mechanism with in the gearbox. For reversing propeller an astern turbine is incorporated together with in the LP turbine or the HP turbine. Gearing arrangements for propulsion shafting of steam turbines are the following types; * Tandem articulated gearing arrangement * Dual tandem articulated gearing arrangement Gearing arrangements with flexible coupling Gearing arrangements for propulsion shafting of diesel engines are normally fitted with flexible coupling in order to eliminate harmful disturbance from the engine and the misalignment. There are several kinds of flexible couplings, i.e. flexible elements of couplings are: * Rubber « Steel spring © Gear teeth 137Mop Course COMPENDIUM 3.03 CHAPTER ‘SURVEY OF MACHINERY INSTALLATIONS. SURVEY OF GEARING ARRANGENENTS. 1.38 Initial survey 1.38.1 Initial survey prior to installation Documentation Prior to installation of gearing arrangement on board, the surveyor checks the following documentation and approved drawings in order to confirm that the gears have been built in accordance with the requirements of the Administration or a recognized organization. « Plans and particulars Material certificates Note that the test of base material depends on the heat treatment. If no further heat treatment is foreseen, the mechanical properties have to be documented, because this condition will correspond to the final condition of gear material. If a through hardening is foreseen, it makes no sense to check the mechanical properties before through hardening, because these properties will be changed during the heat treatment. Heat treatment records “Through hardening” is heating to approximately 900°C with subsequent quenching. Tempering at 600~650°C. The result is a strength of 800~1100 N/mm? (270~350 HV) with still a high ductility. “Nitriding” is penetration of nitrogen into the surface at 500~550°C. The heating and cooling must be done slowly, and practically no distortions occur. The depth of nitriding is shallow, 0.2~0.8 mm, and the surface hardness may be 600~800 HV. The gear is usually through hardened and finally machined before the nitriding process. “Flame or induction hardening” is local heating of the tooth surface (by means of a flame or an inductor) with almost immediate cooling by spray. This process can cause heavy distortions. A case depth up to 5~6 mm is possible. Surface hardness may be 500~650 HV. This process is generally considered to be less reliable than the other surface hardening method, and extensive testing is required. Flame or induction hardening is very rarely used for main propulsion gears or other high- or medium-speed gears. The field of application is windlass gears, gears in steering devices and other slow-speed gears. *Case hardening” is penetration of carbon into the surface at approximately 900°C. The base material has a carbon content of less than 0.2%, whilst the surface layer may reach 0.7~0.9% after carburization. The gear is quenched trom approximately 800°C and tempered at 180~200°C. Obtainable case 138MopEL CouRSE COMPENDIUM 3.03 CHAPTER 9 ‘SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF GEARING ARRANGEMENTS depth is 2~3mm, surface hardness 670~750 HV (58~63HRC). As this process causes heavy distortions, the flanks have to be ground after hardening. The majonty of gears are case hardened. ANSIVAGMA 2000-B89(R2000)- Gear Materials and Heat Treatment manual could be a good references for heat treatment. Non-destructive testing (NDT) records Magnetic particle testing - suitable magnetic field strength is 2400~4000 Amp/m. Cracks are detected in a right angle to the field direction. Toothed elements should be checked in both longitudinal and normal direction, of which the latter is of greatest importance. The check in normal direction (cracks across the principal tooth root stresses) may be carried out by a yoke or by current. See chapter 4. Other measurements and testing records such as accuracy and surface roughness ISO 1328-1:1995 “Cylindrical gears - ISO system of accuracy - Part 1: Definitions and allowable values of deviations relevant to corresponding flanks of gear teeth” and ISO 1328-2:1997 “Cylindrical gears - ISO system of accuracy - Part 2: Definitions and allowable values of deviations relevant to radial composite deviations and runout information” are the references for grade of accuracy, and can be applied only to each element of a toothed wheel taken individually, do not cover gear pairs. Supplement to these standard AGMA ISO 10064-1 “Cylindrical gears - Code of inspection practice - Part 1: Inspection of corresponding flanks of gear teeth” provides a code of practice dealing with the tangential measurements of cylindrical involute gear tooth flanks (pitch deviations, profile deviations, helix deviations and tangential composite deviations), and serves as a supplement to ANSI/AGMA ISO. 1328-1. AGMA ISO 10064-2 “ Cylindrical gears - Code of inspection practice - Part 2: Inspection related to radial composite deviations, runout, tooth thickness and backlash” provides a code of practice dealing with inspection relevant to radial composite deviations, runout, tooth thickness and backlash of cylindrical involute gear (measurements referred to double flank contact), and serves as a supplement to ANSI/AGMA ISO 1328-2. ANSI/AGMA 2000-A88 “Gear Classification and Inspection Handbook - Tolerances and measuring methods for unassembled spur and helical gears’ also could be a good reference For details of the test, see the relevant ISO Standards The most important elements to be checked are adjacent pitch errors, profile errors and flank alignment errors for the toothed components, and error parallelism of axis for the casing bores. 139MobeL COURSE COMPENDIUM 3.03 CHAPTERS ‘SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF GEARING ARRANGEMENTS. Surface roughness of tooth flanks and fillets Measurements of surface roughness are usually not required. Visual inspection by experienced personnel is satisfactory. Longitudinal scratches in the root fillet area are not acceptable for gears being applied high load. Visual inspections Check the root fillet radius. This radius is of great importance for the tooth bending strength, and should not be less than specified (radius 0.4 module will result in an approximate semicircular tooth root). The root fillet and the tooth bottom are not to be ground. When flank grinding is applied, this shall not result in a grinding notch between flank (ground) and root fillet (not ground). Due to distortions when quenching combined with insufficient hob projection, grinding notches sometimes occur. Note that even a small grinding notch may reduce the fatigue strength considerably (20-40%). Sharp edges at tooth tip to be rounded. The three most important items in initial survey are: « Heat treatment control * Control of accuracy, finishing & tolerances * Final control of assembly Hardening pattern has much influence on the strength of gear tooth. A through hardened tooth is vulnerable to broken by bending load or impact load. 1.38.2 Initial survey after installation Control of meshing - Toolmaker’s biue contact test « The purpose of the toolmaker’s blue testing is to detect possible hard tooth tip contact (profile error) and hard tooth end contact. If this test is carried out under realistic bearing reaction forces, ie. if tooth forces during the turning are sufficient to push the bearing journals into their positions under full load, or this is obtained by a rope or a jack, the blue colour will reveal the true initial contact zone. This initial contact zone is to comply with the approved specifications such as possible tooth corrections and approved grade of accuracy. * Blue colour testing is to be repeated upon installation of gear on board, after all shafts have been connected and the casings have been bolted fo the foundations. The results shall be essentially the same as those obtained in the workshop testing. 140Move Course COMPENDIUM 3.03 CHAPTER ‘SURVEY OF MACHINERY INSTALLATIONS ‘SURVEY OF GEARING ARRANGEMENTS 1.38.4 Initial survey after sea trial After sea trial to ensure satisfactory running of the gearing arrangement tests and corrections, if necessary, are to be carried out as follows; Confirm load distribution, « Red colour lacquer test, * Correction for part load. In addition, note the following: « Final testing to confirm load distribution on the gear tooth shall take place after sufficient running-in of gears Suitable lacquer - usually red colour and often referred to as red colour test - may be applied to a few teeth at each 90 degrees at the pinion or idle gear, not to the wheel gear if this is in mesh with other pinions. The best way of revealing misalignment is to check the wear of the red lacquer after part-load Tunning. The misalignment gap will close with increasing load and it is possible to estimate “equivalent gap” at full load from the gap measured at partial load. 1.39 Annual survey Annual survey of gearing in service is generally to be carried out as follows; ¢ Check foundation bolts and chocks « Check noise and gear hammering « Check safety system * Check L.O. system « Check flexible coupling elements, if fitted, of tear and deformations At annual survey it’s not normal to open up the gear cases, however, it is common to inspect teeth surface through the inspection port on the gear casing. 1.40 Renewal survey At renewal survey overhaul inspection is to be carried out, if necessary, and following items are to be confirmed in addition to the annual survey items. « Check bolt tightening of rims, etc. * Check if shrunk-on fitted rims have moved « Check tooth couplings of wear and pitting « Check clutch for wear and inspect spline and teeth 142MopeL Course COMPENDIUM 3.03 Cuarrer 9 SURVEY OF MACHINERY INSTALLATIONS 144 ‘SURVEY OF GEARING ARRANGENENTS Case crushing (case exfoliation) Subsurface fatigue failure, usually connected with insufficient depth of surface hardening. Plastic flow (deformation) Fracture This can be the result of overload or more commonly of cyclic stressing of the gear tooth beyond the endurance limit of the material. Bending fatigue fracture results from crack originating in the root section of gear tooth. Usually the origin of the crack can be seen as a fatigue eye or focal point. The fractured surface shows beach marks and fretting corrosion, and the last breakaway has a rough appearance. Overload fractures lack the eye and beach marks. Random fractures are associated with other sections than the tooth root, e.g. large chips breaking away from tooth tip or tooth ends. The origin of these fractures can be pits or grinding cracks.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is 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