Table of contents

Page.no
Chapter 1 – SHAFT SEALS AND PACKING………………….....3

Chapter 2 – HEAT EXCHANGERS…………………………..........6

Chapter 3 – AIR COMPRESSORS………………………………….19

Chapter 4 - PUMPS…………………………………….........................34

Chapter 5 – STEERING GEAR……………………………………...49

Chapter 6 – REF & AC SYSTEM………………………....................55

Chapter 7 - CENTRIFUGE……………………………………………69

Chapter 8 - PIPELINES…………………………………………………81

Chapter 9 - VALVES………………………………………….................87

Chapter 10 - FWG……………………………………………………….92

Chapter 11 – M/E MAINTENANCE…………………………….....97

Chapter 12 – A/E MAINTENANCE………………………………..122

Chapter 13 - WATCHKEEPING……………………………………...134

Chapter 14 – Q&A……………………………………………………....139

AJ NOTES
 MEO CLASS 4 -MEP
CHAPTER-1
SHAFT SEALS AND PACKING
Oil Control Rings
In most reciprocating compressors these rings prevent crankcase oil from passing into the cylinder and in
some instances to prevent condensate and cylinder and packing lubricant from entering the crankcase.

In a crosshead type engine, this control is achieved through piston rod control /wiper rings. This contains
crankcase oil in the crankcase, the amount of oil entering the cylinder and consequently the gas stream is
controlled. Also prevents the gases and the cylinder oil mixture to enter the crankcase which is detrimental
to the bearings and other parts of the running gear if mixed with the crankcase oil. Segmental wiper rings
may be either radially or tangentially cut. They are garter spring actuated. The scraper edges in contact with
the piston rod are proportioned to give a bearing load sufficient to break the surface tension of the oil film
on the rod and wipe it away.

There are two types of Control / Wiper rings One is designed to turn back a large volume of oil along the
rod. The other type has drainage passages through which oil wiped from the rod drains into an annular area
around the outside of the rings and thence back into the crankcase. Normally two or three wipers are used in
an oil seal with a pressure packing.

Oil control ring in piston preventing oil flow to crankcase View of oil control ring in piston

Shaft Seals
Pumps having glands, require shaft seals to separate the fluid handled from the drive motor. Likewise, valves
transmitting fluid in a pipeline will also need a gland sealing around their stems, below the handwheels.
These seals can be simple or more sophisticated depending on the fluid they handle, the temperature and
pressures involved, the corrosive properties etc.; in its most complicated form it will constitute a hydraulic
seal (water or oil lubricated) at the ship's stern within and outside the ship o keep the seawater away.

AJ NOTES 3
 MEO CLASS 4 -MEP
Seal Terms
Bearing/Wear rings: Soft metal or plastic rings placed in grooves on the piston or in the head to prevent
contact between hard metal surfaces.

Durometer: A generic term referring to the instrument and the scale used to measure the relative hardness
of various elastomers. The lower the durometer reading, the softer the material.

Dynamic Seal: A sealing device used between mating surfaces that have relative motion.

Elastomer: A rubber-like material having the capacity for large deformation and rapid, recovery from the
deforming force.

Gland: A groove or open area machined into the head or piston that houses the sealing device.

Static Seal: A sealing device used between mating surfaces that have no relative motion.

Wiper/Scraper: A device placed in the head of a cylinder for the purpose of excluding foreign matter from
the inside of the cylinder.

Mechanical Seals
The maintenance free mechanical seal has virtually become standard equipment of glanded direct coupled
pumps.

They operate without any visible water leakage and do not require any maintenance whatsoever during their
service life, which runs between 1 and 2 years, maximum 3 years. However, extremely bad water (sediments,
additives, overheating) can also severely shorten their service life. In such cases it is advisable to check their
suitability or the necessity for special designs with the seal manufacturers.

The following mechanical seal configurations have proved to be the most suitable: bi-directional operation

• Flexible shaft attachment by means of an elastomeric bellows (automatic compensation of seal seat
wear by means of the integrated spring)
• Hard / soft material combination (ceramics or hardened metal to carbon) offering optimum
lubricating qualities.
• Attachment to a bronze or stainless steel shaft sleeve

Advantages of using mechanical seals

• Lower frictional drag than traditional packing means improved pump efficiency
• A mechanical seal will not wear out a shaft, or sleeve, as fast as packing rings
• Near zero leakage is possible with mechanical seal; packing requires some leakage (usually visible)
for proper lubrication
• Properly applied mechanical seals require less periodic maintenance than packing
• Specially designed mechanical seals can be applied to higher pressures and speeds than traditional
packing.

AJ NOTES 4
 MEO CLASS 4 -MEP
Disadvantages of using mechanical seals
• Less tolerant to shaft deflection and misalignment
• Less tolerant to dirty or contaminated liquid; will require cyclone separator to clean the liquid
• Require expensive seal piping to flush and quench
• Mechanical seals are more expensive than packing rings

Labyrinth Seals
Labyrinth Seal – (e.g., Turbocharger, Auxiliary Steam Turbine etc.)

The leakage of gas is reduced by the use of labyrinths, these provide a torturous path for the gas to follow to
exit the turbine reducing the pressure across a series of fine clearances Within the cavity where the flow is
turbulent, the velocity of the gas is increased with an associated drop in pressure. The kinetic energy is
dissipated by the change in direction, turbulence and eddy currents.

AJ NOTES 5
 MEO CLASS 4 -MEP
CHAPTER-2

HEAT EXCHANGERS
Heat Exchangers
Heat exchangers are used onboard to heat or cool process fluids. Heat transfer is achieved by circulating the
fluids in adjacent spaces in the heat exchanger. In a heat exchanger transfer of heat takes place between
fluids, from higher temperature fluid to a lower temperature fluid. Performance of heat exchanger should be
optimum for efficient running of the main engine, generators and other auxiliary machinery.

Heat exchangers are broadly classified into shell and tube type and plate type based on design and
construction. It is imperative that the heat exchanger is maintained in a good condition. Before carrying out
any maintenance routine, the maker's manual should be studied and thoroughly understood.

Before moving into details of maintenance, a class four engineer should be in a position to understand how
a shell and tube heat exchanger looks like

Checks and routines

Every day

• Check the temperature differential across the tube nest.

• Check the temperature differential across the shell.

15 days

• Open the inspection covers and check the tube side. Assess the fouling and plan for cleaning.

Three months once

• Carry out back flushing.

• Carry out circulation cleaning of the tubes.

AJ NOTES 6
 MEO CLASS 4 -MEP
6 months once

• Inspection of sacrificial anodes and their securing to end cover or water boxes. If found wasted,
replace the same.
• Inspection of sealing rings. If damaged or brittle replace the same.
• Mechanical cleaning tubes.
• Circulation cleaning on shell side or cleaning on outside tube surfaces.

Safe Isolation of the System Check List

• Shut the cooling or heating fluid such as sea water or steam.
• Shut the process fluids such as lubricating oil or fresh water.
• Confirm by opening the vent cock or purge valve that the cooler is isolated.
• Has the fluid been drained completely.
• Display 'men at work' warning board.

Shell and Tube Heat Exchangers Cleaning

Periodical preventive maintenance ensures trouble free performance of the heat exchanger. Maintaining the
heat exchanger in a clean condition ensures that the faults are detected at an early stage.

The fluid flows through the heat exchanger, even though the associated machinery is not running. For
instance, the main engine lube oil is circulated in the system even when the main engine is not running.
Hence, the maintenance of heat exchanger is carried out as per the specified time interval, performance and
not according to the running hours.

Before commencing the maintenance routines, it should be ensured that the heat exchanger is isolated, all
the pipeline valves are secured and a notice is displayed. The recommended maintenance schedule to be
carried out on the heat exchanger at particular time periods is listed

Physical cleaning of tubes

On board in a shell and tube heat exchanger the cooling fluid is usually sea water. Deposits and scales
accumulate on tube side which has to be physically cleaned. Manual cleaning of the seawater passages after
certain time period is the only remedy to improve the performance.

During the manual cleaning of the tubes, the end covers are removed and the brush with long handle is used
to remove the deposits.

1. Isolate the system. Make register marks on the end covers. Slacken the nuts in the end cover. Open
the end covers of the shell.
2. Take a close look at the end covers, division plate and sacrificial anodes.
3. Cleaning of seawater tubes is usually by mechanical cleaning. Special tools are provided by the
manufacturer, to remove scale and obstructions in the cooler tubes.
4. Thoroughly rinse with fresh water.
5. Replace the sacrificial anode, if it is wasted extensively.
6. Replace the joint in between the end cover and the shell.
7. Open the system valves and check for leaks. Shell side cleaning
AJ NOTES 7
 MEO CLASS 4 -MEP
Shell side cleaning
Cleaning of shell side is done by circulating with a de-grease solution or dismantling the entire heat
exchanger and immersing the tube stack in a tank containing cleaning solution. Usually go for maker
recommended de-greasing agents.

In case of Fresh Water medium to be cooled – use de-scaling liquid mixed in proportion with water for
chemical cleaning.

Circulation cleaning of tubes is carried out apart from back flushing of tubes. Use maker's recommended
chemicals. The chemicals are added to fresh water in recommended quantities and circulation of chemical
solution is carried out through the tubes. After stipulated time the tubes are rinsed with fresh water.

The tube outer surfaces in lube oil cooler or heavy oil heater are cleaned by circulating degreasing solution
recommended by the maker. Alternatively, the heat exchanger is dismantled and the tube stack is immersed
in a tank of cleaning solution.

For Circulation cleaning, isolate the system as follows, for Shell side

1. Make register marks and remove the shell side connecting pipes.
2. Prepare the de- greasing solution. Maker recommended chemical is mixed in correct quantity with
fresh water.
3. Connect the shell side to the inlet and outlet of circulating pump.
4. The circulation pump is started. It takes suction from the chemical tank. Chemical solution after
circulating through the shell side flows back to the reservoir.
5. It is always necessary to maintain the temperature of the chemical solution as per manufacturer's
recommendations.
6. After the stipulated time, remove the set up. Carry out fresh water rinsing and dry the same.

Back Flushing of Shell and Tube Heat Exchangers

Back flushing is a process used to remove the deposits in the inlet region by reversing the fluid flow for a
short period of time. This does not require dismantling of the coolers and can be carried out with less effort
than manual cleaning.

AJ NOTES 8
 MEO CLASS 4 -MEP
Cathodic Protection and Corrosion
Cathodic Protection

Corrosion should be avoided in a multi-tubular heat exchanger. Since the tubular heat exchanger is made up
of different materials, which are connected to each other in the presence of sea water, can lead to formation
of galvanic cells. Corrosion can be countered by providing cathodic protection.

Sacrificial anodes are fitted to the water boxes or end covers. As they are more prone to corrosion, they
inhibit corrosion of the tubes and baffles. Care should be taken such that electrical continuity is maintained
after fitting.

By fitting pure zinc or soft iron, inside water boxes, using a bolt or stud through the same material of the
water box, corrosion attack is prevented.

Since, zinc or soft iron is on the lower side of the galvanic series, than the parts of heat exchanger, the zinc
or soft iron takes up the corrosion, performing a sacrificial part. The sacrificial anode forms a passive oxide
film preventing corrosion.

Corrosion

In a heat exchanger, corrosion due to deposit attack is caused by a layer of non-adherent deposits settling
down in the lower half of the tubes. Due to deposits on lower half of the tubes, local difference in velocity
and temperature takes place.

The protective passive oxide film locally breaks down due to these deposits, leading to severe pitting
corrosion.

Chloride ion in sea water accelerates the pitting corrosion. Aluminium alloys can suffer severe pitting, due
to local cell formation between the anodic aluminium matrix and cathodic alloying elements such as copper
and nickel.

Electrical continuity is of paramount importance and continuity is established by “jump wire” or jump plate,
fitted between the tube plate and the water box flange or by using collar studs.

Areas prone to corrosion are water boxes, tube plates etc., and the inside of the water boxes are usually
coated with epoxy paints.

Dismantling, Tube replacement and assembling of cooler

1. Obtain a new set of jointing’s and O-rings before commencing to dismantle the cooler.
2. Isolate the unit by closing the appropriate valves, then drain off both fluids.
3. If it is oil cooler, then oil should be removed whilst it is warm.
4. File register marks across the edges of the cylinder, tube plate and water box flanges, to ensure correct
alignment when reassembling.
5. Remove metallic connector strip.
6. Unscrew the nuts and remove the fixed end water box.
7. Remove the joint ring.
8. Remove the expansion end box together with the machined leakage ring and two joint rings.

AJ NOTES 9
 MEO CLASS 4 -MEP
9. Remove the tube stack.

Tube stack removal procedure

1. Owing to the close manufacturing tolerances, it may be difficult to remove the tube stack from a unit.
2. On no account use levers under fixed end tube plate. This may damage the plate and cause leakage
when the unit is reassembled.
3. Release the stack from housing using jack bolts by evenly tightening the bolts diagonally. This has
to be done before making any arrangements for hoisting the stack.
4. Support the stack, if horizontal, with a leather sling of suitable strength for hoisting.
5. If the stack is vertical, support the stack with an eye-bolt for vertical hoisting.
6. A tapped hole is provided at the centre of each tube plate for the insertion of an eye-bolt.
7. Great care must be exercised to avoid damage to the stack during handing.

Tube Replacement & Assembling of Cooler

Cleaning and retubing tools.

Tube Removal and Replacement

Adverse operating conditions or careless maintenance may be the cause of tube failure. Before carrying out
tube replacement. Go through the maker's instructions. Re-tubing tools are usually provided by the
manufacturer. So use the correct tools for the job.

• Fit the drill in the wrench. Fill the flutes of the drill with grease. Drill out the expanded section of the
tube, in the tube plate expansion end, until the tube is freed. Clear the burrs from the tube end.
• Remove drills and insert centralizing pin in the tube
• Drill out the tube end at the fixed end tube plate. Clear the burrs from the tube end. Put the drill back
in to the tube.
• Drive the centralizing pin as far as possible in to the tube plate at the expansion end.
• Lock the wrench over the drill at the fixed plate end.
AJ NOTES 10
 MEO CLASS 4 -MEP
• Work out the tube carefully out of the stack from the fixed plate end

1. Clean the tube plate holes and insert the new tube. Secure the position of the tube at each end by
using taper drift
2. Insert the roller expander into thro tube. Rotate the expander in clockwise direction. Apply hand
pressure. Do not force the expander. Use expander at the other end.

Tube replacement using extension tools

1. Drill out each end of the defective tube using a special drill extension.
2. To remove the tube, screw the sections of the brush rod together and pass them through the tubes.
On one projecting end of the rod, screw the brush rod plug and, on the other, the brush rod handle
3. Pull steadily on the handle, rotating the tubes to ease through tight places. When the tube is clear of
the box, the wrench may be used.
4. Taper drift the new tube in position and roller expand at both ends.

Assembling the Cooler

• Ensure that all internal surfaces are clean.
• Pass the flat joint ring over the stack,
• Insert the stack into the shell. Be careful not to damage the tube stack.
• Align the register marks on the shell flange and the fixed end tube plate.
• Place a flat joint ring in position and mount the fixed end water box.
• The register marks should be in alignment.
• Secure by tightening the nuts.
• Clean the contacting surfaces to ensure a metal-to-metal contact.
• Fix the contactor strip.
• Place the expansion end inner joint ring, safety leakage ring and outer joint ring over the expansion
end tube plate.
• Mount the expansion end water box in position on the studs and secure by tightening all the nuts
progressively and evenly, to avoid local overstressing.
• Replace water box covers, inspection doors and drain plugs.

Testing
• Blank the shell side fluid entry and exit.
• Fill the shell side with fresh water.
• Apply the correct water pressure to the cooler and examine the tubes, plates, and joints for leakage.
• Should a newly fitted tube show signs of leakage at the tube to tube-plate joint, it is a general
procedure to re-expand lightly with the roller expander.

Leakage Detection and Tube plugging

Tubes are replaced in a heat exchanger provided that there is a complete tube failure. If a tube is found
leaking, the tube is plugged. However the procedure for leakage detection is shown below.

AJ NOTES 11
 MEO CLASS 4 -MEP
Leakage Detection in Shell and Tube Type Cooler
The working pressures in case of jacket water system or lubricating oil system are usually of higher pressure
than sea water system. If the leakage takes place in the jacket cooling water side or lubricating oil side, the
flow from any point of leakage is in to the sea water side of the cooler. If the leakage is heavy then, usual
indication is loss of jacket cooling water or lubricating oil.

Procedure:

Ensure the end covers are removed from the sea water box side and secure the tube stack by dog clamp
arrangement-tube stack should not be disturbed when shell is under pressure.

• Clean the sea water side of the cooler.

• Start the fresh water cooling pump or lubricating oil pump.
• Let the fluid circulate through the cooler spaces on the outside of the tubes.
• Leakage within the tubes or at the junction of the tube plate will show up as liquid trickling.
• Identify the tube which is leaking. It is a time consuming procedure so be patient.

Fluorescent Halo Test

Small leaks are extremely difficult to detect, especially if the time available is very less. Owing to paucity
of time it, will be difficult to get sea water cooling spaces dried out. The damp tube plates deter the small
amounts of leakage. If the leakage is very small and time availability is less then follow the below procedure:

• A small amount of fluorescent sodium crystals is dissolved in water within the space surrounding the
tubes.
• The tube plates are then viewed under a source of ultra violet light.
• Even very small leakage is sharply visible as a fluorescent halo.

Soap Bubble Test

If the time availability is high and if the heat exchanger can be isolated, then carry out then following
procedure:

• Ensure the end covers are removed from the sea water box side.
• Isolate the entire cooler and pressurize the shell side with air.
• Use soap solution and apply the same at the tube ends.
• Bubble formation will indicate the leaking tube.

Plugging the Tube

• Once the leaky tube is detected, measure the inside diameter of the tube and find suitable plugs for
plugging.
• For plugging the leaky tube or tubes, plugs made of brass [same material as the tubes] or plastic are
being used on either end of the leaky tube.
• Plug should be driven securely so as to isolate it completely.
• Carry out a leak test again to confirm that the leakage is arrested.

AJ NOTES 12
 MEO CLASS 4 -MEP
Maintenance Chart
Before commencing the maintenance routines, ensure that the heat exchanger is isolated, all the pipeline
valves are secured and a notice is displayed.

The checks and maintenance to be carried out on the heat exchanger at particular time intervals are listed
below:

Every day

• Check the temperature differential across the plate

• stack cold fluid side and hot fluid side.

Three months once or as per demand

• Carry out back flushing Assess the improvement after back flushing
• Carry out circulation cleaning of the cold fluid side and hot fluid side.
• Assess the improvement after cleaning.

6 months once or as per demand

• Inspection of sealing packing material If damaged or brittle replace the same.

• Mechanical cleaning of plates. Assess the improvement after cleaning.

Time Interval – Once a Year as a minimum

• Check temperature and flow against the commissioning data provided by the manufacturer.
• Check general condition and look for any signs of leakage.
• Wipe clean all painted parts and check surfaces for signs of damage – “touch up” if necessary.
• Check bolts and bars for rust and clean. Lightly coat threaded parts with molybdenum grease or with
a corrosion inhibitor (ensure that no grease, etc. falls onto the plate gaskets.
• If rollers are fitted to the follower frame plate, lubricate the bearings with light machine oil.

Back Flushing of Plate Type Heat Exchangers

Fouling and clogging of heat exchangers usually on the sea water side cause huge problems and down time.
The economic penalty for fouling are reduced thermal efficiency, increased pressure drop, additional
maintenance and loss of production due to down time.

Back-flushing is an easy and efficient method to prevent clogging and fouling of heat exchangers. The
cleaning effect is achieved by changing the flow of direction in the heat exchanger so that the dirt
accumulated in the inlet region and the heat exchanging channels is flushed out the same way as it entered.

Back flushing: The reversal of one or both fluid flows for short periods.

AJ NOTES 13
 MEO CLASS 4 -MEP

Back Flushing

Normal Flow

Plate type heat exchangers cleaning

Before cleaning isolate the heat exchanger by closing the appropriate valves. Measure the distance between
the two end plates (frame plate and pressure plate). Use the special spanner provided for slackening and
tightening. Slacken the nuts equally. because unequal slackening might cause permanent damage to the
plates. Ensure all the nuts are slackened and slide the pressure plate in the guide bar and start cleaning the
plates in the plate stack by hosing with fresh water and scrubbing them gently using soft brush provided.

Take special care such that rubber gaskets are not damaged. After through cleaning; slide the plates in the
guide bar. Use torque spanner and tighten the nuts on the tie-bolt equally. Measure the distance and confirm
the same from the values noted. Open the valves for cold fluid and let the fluid circulate for twenty minutes
and then open the valves for hot fluid. Check for leakages.

Suitable adhesive is used to bond nitrile seals. Removal is done by using liquid nitrogen which freezes and
makes the nitrile rubber seal brittle. Thus it results in contraction of rubber seal, which is then broken away.
Manual methods of seal removal will result in plate damage.

AJ NOTES 14
 MEO CLASS 4 -MEP
If working temperatures are maintained higher than normal then the rubber hardens and loses its elasticity.
The joints are squeezed when the plates are assembled and clamping bolts are tightened after cleaning. Over
tightening can cause damage to plates and therefore, makers procedure has to be followed.

Before commencing the cooler stack, dimensions are checked and a torque spanner is used for tightening.
The attached photograph gives us an idea of assembled plate stack.

Tightening the Plate Pack

The plate pack length is stated on the drawing and on the type plate. Two lengths are given on some heat
exchangers. The larger one is the plate pack length for a heat exchanger with new gaskets. As the gaskets
age it may be necessary to tighten the plate pack further but never to the smaller of the two measurements.
The plates may be become damaged if it is tightened further.

The tightening bolts should be tightened in a proper sequence as stated in the manual. Simultaneously keep
measuring the distance between pressure plate and back plate, on all four sides for even tightening. Keep
carrying bar and tightening bolts clean and lubricated (not painted). The rollers in the pressure plate and the
connecting plate should be lubricated with lubricating oil. The ball bearings in the roller holders and
tightening nuts should be greased with ball bearing grease.

Gasket Replacement

1. Pull out the old gasket from the groove.

2. If necessary, heat the back of the gasket groove with a hot-air blower.
3. Do not use acetylene gas for heating.
4. Charred or loose cement and rubber remains should be removed by means of a rotating stainless steel
brush.
5. Clean the gasket groove with a clean cloth, dipped in a solvent (acetone, methyl ketone,
trichloretnyleite, etc).
6. The gaskets should be dried with a clean cloth, slightly moistened with a solvent.
7. Gaskets may sometimes be slightly short or long. Short gaskets should be stretched before being
placed in the groove. Long gaskets should first be fitted in the grooves at the plate ends and the gasket
is then pushed into the groove towards the middle.

AJ NOTES 15
 MEO CLASS 4 -MEP
Two basic types of adhesives used for repairs are:

1. Two-components, cold-curing epoxy cement, which gives a strong joint for high temperatures.
Removal of gaskets usually requires heating of the joint.
2. One-component, rubber-based cement with limited temperature resistance. Removal of the gasket
can usually be carried out without heating of the cement joint.

In each case the detailed instructions provided should be strictly followed.

Exchange of Plates
A faulty plate can easily be removed and replaced by a spare plate. Check that the spare plate has holes and
gaskets arranged in the same way as on the removed plate.

If a 4-port plate leaks and no spare plate is available, the leaking plate and the adjoining 4-port plate can be
removed from the plate pack. The capacity of the plate heat exchanger is then reduced, but usually only
slightly. The heat exchanger must be tightened to a correspondingly shorter plate pack length.

FINDING A FAULTY PLATE

In general, it is not possible to locate exactly the faulty plate without dismantling the heat exchanger.
Therefore, to identify a faulty plate, heat exchanger needs to be dismantled, each plate to be inspected for
deformation, cracks or holes and for conditions of gasket.

Advantages and Disadvantages of Shell type HE

Advantages

• Less expensive than Plate type HE

• Can be used in systems with higher temperatures and pressures
• Pressure drop across a tube sheet is less
• Tube leaks are easily to locate and plug by pressure testing
• Tubular coolers in refrigeration system can act as receiver also.
• Sacrificial anodes can protect the whole cooling system against corrosion
• Tubular HE is preferred for lubricating oil cooling because of the pressure differential
• Can be made to any size, large or small
• Less complicated in design, thereby makes the maintenance easier by ship's crew

Disadvantages

• Heat transfer efficiency is lower compared to plate type cooler

• Cleaning and maintenance are sometimes difficult since a tube HE requires enough space at one
end to remove the tube nest
• Capacity of tube HE cannot be increased, once made.
• Requires more space in comparison to plate HE for the same capacity

AJ NOTES 16
 MEO CLASS 4 -MEP
Maintenance Shell type HE
Periodical preventive maintenance ensures trouble free performance of the heat exchanger. Maintaining the
heat exchanger in a clean condition ensures that faults are detected at an early stage.

The fluid flows through the heat exchanger, even though the associated machinery is not running. For
instance, the main engine lube oil is circulated in the system even when the main engine is not running.
Hence, the maintenance of heat exchanger is carried out as per the specified time interval, performance and
not according to the running hours.

Before commencing the maintenance routines, it should be ensured that the heat exchanger is isolated, all
the pipeline valves are secured and a notice is displayed. The recommended maintenance schedule to be
carried out on the heat exchanger at particular time periods is listed below.

Cleaning Techniques Shell type HE

The efficiency of a heat exchanger reduces when dirt, scales, and deposits accumulate inside and outside the
tubes.

Back flushing is a process used to remove the deposits in the inlet region by reversing the fluid flow for a
short period of time. This does not require dismantling of the coolers and can be carried out with less effort
than manual cleaning.

During the manual cleaning of the tubes, the end covers are removed and the brush with long handle is used
to remove the deposits. In chemical cleaning, chemicals recommended by maker are added to the freshwater
and circulated through the shell or tubes. After a stipulated time, the shell side or tube side is rinsed with
freshwater.

The tube outer surfaces in lube oil cooler or heavy oil heater are cleaned by circulating degreasing solution
recommended by maker. Alternatively, the heat exchanger is dismantled and the tube stack is immersed in
a tank of cleaning solution.

Advantages and Disadvantages of Plate HE

The plate coolers are advantageous except for its cost. Nowadays, the expensive titanium plates in plate
coolers are replaced by stainless steel and aluminium brass.

Advantages

• They are smaller and lighter.

• No extra space is needed for overhaul.
• Plates can be added in pairs to increase capacity.
• Cleaning and maintenance is relatively simple.
• Turbulent flow reduces fouling.
• There is no limit to flow velocity.
• Each plate and the design of the gasket prevent the mixing of two liquids.
• The plates are available in different versions of trough geometry.

AJ NOTES 17
 MEO CLASS 4 -MEP
Disadvantages

• Any leaks in the plates due to cracks are difficult to locate.

• Joints can deteriorate and may fail due to brittleness.
• Plates, made of titanium are expensive.
• Over tightening can cause permanent damage to the plates.
• Gasketed plate heat exchangers cannot be used for high pressure applications
• Have pressure and temperature limitation of 20 bars and 200 Deg C.

Maintenance Plate HE
The efficiency of plate heat exchanger drops due to fouling of plates. Even though, the corrugations in plates
help to keep the surface of plates clean, some fine debris will deposit.

Periodical preventive maintenance ensures trouble free performance of the heat exchanger. Maintaining the
heat exchanger in a clean condition ensures that faults are detected at an early stage.

Before commencing the maintenance routines, isolate the heat exchanger and ensure all pipeline valves are
secured and a notice displayed.

The following table shows the recommended maintenance schedule for a plate heat exchanger at particular
time periods.

Cleaning Techniques Plate HE

The deposits on the seawater side of the plates are slightly more. In this method, the flow direction of the
seawater is changed. The dirt accumulated in the inlet region and the heat exchanging channels is flushed
out the same way as it entered.

In mechanical cleaning, the plate heat exchanger is dismantled and plate surfaces are cleaned using brushes.
Care should be taken so that packing between the plates are not damaged.

Cleaning of plates can be done in place by sliding the end cover and the plates on their guide bars. While
assembling, the clamping bolts should be tightened to the prescribed torque. The distance between the end
cover plate should be the same as it was before dismantling. Chemical cleaning of the plate surfaces can also
be carried out by circulating the chemical solution recommended by the maker. The cooler plates are made
of titanium, which are highly corrosion resistant.

AJ NOTES 18
 MEO CLASS 4 -MEP
CHAPTER-3

AIR COMPRESSORS
Introduction
On board the ships compressed air is used for a variety of uses as given below

➢ For automation and control of main and Auxiliary machinery and equipment.
➢ For starting of the main engines, auxiliary engines, emergency generator engine etc.
➢ For pressurizing the hydrophores for domestic fresh water and sanitary water used in
accommodation.
➢ For use in the sewage plant for conducting aerobic sewage breakdowns.
➢ For soot blowing of the boilers.
➢ For use in fog horns and ships whistles.
➢ For heaving the life boat up by the use of an air motor.
➢ Used in pneumatic pumps for oil transfer and pneumatically driven hand tools such as grinder /
chisels / drills/ spanners /jacks etc
➢ For use as general service air for use in general cleaning & painting operations.

Generally, two pressures of air are used: High Pressure --30 bar used for starting the Main/Aux. engines and
Low Pressure -- 7 bar used for control and general service air. For high pressure, reciprocating air
compressors are used. Even in reciprocating Compressors, a compression ratio of 1:7 is common (more than
this the air getting compressed becomes very hot and will reduce the overall efficiency). Hence compression
is done in a two stage with inter / after cooling arrangements.

Onboard the ship, mostly the reciprocating compressors are used, which supplies compressed air. The
compressed air is stored in air receiver. Since compressed air is used for starting main propulsion engine,
auxiliary engine and control systems, it is imperative that the compressor is maintained in a good condition.
Before carrying out any maintenance routine, the makers instruction manual should be studied and
thoroughly understood.

Operating Procedure of a Reciprocating Compressor

The operating manual of the particular machine and the SMS manual would give the specific items to be
checked. However, as a guideline the following to be done.

1. A compressor may be started with the unloaders open after the following checks have been done
2. Check the oil level in the sump and in the lubricator tank.
3. Check that the air intake filter is clean.
4. Check that the cooling water pressure is correct and all the valves in the line must be open.
5. If relief valves can be manually checked using the hand testing levers
6. Pressure gauge cocks: the cocks must be slightly open to avoid excessive pressure fluctuations which
can damage the pressure gauges.
7. Then the compressor can be turned a few revolutions with a turning bar to check for the free
movement.

AJ NOTES 19
 MEO CLASS 4 -MEP
The compressor can be operated in manual or automatic mode. In manual mode, the delivery valves, cooling
water valves, and drain valves are operated as required before starting. In automatic mode, the valves are
normally kept open. The compressors will cut-in and cut-off automatically depending on the consumption
of the compressed air.

The compressor is started in unloaded condition and loaded during operation. The compressor is unloaded
before stopping. If automatic unloader is not provided, open the drains to unload the compressor and close
the drain valves to load the compressor.

When air is compressed and cooled, the water vapour present in air condenses. The condensed water should
be drained periodically during operation to avoid carry over of the water into the compressor cylinders.

The procedures for starting and stopping the compressor should be followed sincerely. After starting the
compressor, the parameters should be monitored in order to ensure the compressor runs trouble free

Relief valves are provided in between the stages. It releases the excess pressure when the pressure increases
above the set limit. Bursting disc is fitted in the water space of the intercooler. If the cooler tubes fail, it will
burst at a predetermined safe pressure and release the excess pressure.

Fusible plug is fitted on the air receiver. In the event of a fire in the vicinity of air receivers, the increase in
the temperature will cause the core to melt and release the air.

Safe Isolation of the System

➢ Stopped the compressor
➢ Control room circuit breaker put off
➢ Electrical isolation permit should be obtained and Local electrical panel
➢ circuit breaker put off
➢ Shut off the cooling water as appropriate
➢ Shut off the high-pressure discharge line
➢ Remove the compressor from auto start and from priority
➢ Display 'man at work' warning board.

Filter Cleaning and Oil Replacement

The various filters should be opened and cleaned periodically to clear collected sediments and debris. This
ensures smooth flow of the fluids past all stationary and running surfaces including bearings, valves, bores
and cooling passages. Clogged or choked filters will result in drop in pressure or carry over of dirt particles
which eventually could damage the bearings or the machinery.

The lubricating oil system in a compressor has two filters. They are suction strainer and discharge fine filter.

Suction strainer is a screen type filter. If the lubricating oil pressure falls, the filter should be cleaned.
Remove the strainer. Clean the same with super kerosene oil. Blow off with compressed air. Assemble the
same.

The discharge fine filter is available as a “use and throw” cartridge. Replace the same.

AJ NOTES 20
 MEO CLASS 4 -MEP
Oil Replacement
Oil replacement is carried out every 1000 hours. The crankcase oil is replenished with fresh charge.

Crankcase inspection must be carried out. During crankcase examination in-situ, it is difficult to assess
condition of liner with respect to wear by visual examination. Only, part of the liner, can be felt for any
scouring marks or ridge. Connecting rod play also checked during oil change.

Procedure
➢ Carry out the isolation of the compressor as mentioned above.
➢ Remove the drain plug and collect the oil.
➢ Do not throw the oil, but check the oil for cleanliness, debris and metal particles if any. If so,
investigate the cause and rectify the defect.
➢ Use super kerosene oil to rinse and flush the system. Mop them dry with a clean cotton cloth. Do not
use rags or do not use cloth with fluff.
➢ Flush the system again with the oil prescribed by the manufacturer.
➢ Fit the drain plug. Do not over tighten the plug.
➢ Fill the oil up to the mark.

Air Filter
➢ Air filter is cleaned once in two hundred and fifty hours.
➢ Isolate the compressor as said before.
➢ Use a screw driver to remove the clips.
➢ Remove the suction filter element.
➢ Filters are either of the dry type or wet viscous impingement type. Dry type – is mostly disposable
& wet type: can be chemically cleaned and rinsed with fresh water, etc.
➢ Blow off air, if required replace the filter element.

Overhaul of Compressor Parts

Routine Maintenance of Reciprocating Compressors: A compressor requires a proper planned routine
maintenance for safe and efficient operation and to avoid breakdown maintenance. Routine for maintenance
depends on the manufacturer’s advice given in the SMS manual. The following may be are the maintenance
checks that should be carried out after the mentioned running hours. the following may be taken as guideline.

Precautions Before Overhauling: Air compressor may be overhauled for planned maintenance or stripping
down for survey purposes. First of all, make sure the spare parts are available on board. This will include
joints, gaskets, major spare parts such as piston, piston rings, bearings, etc.

Unless the compressor has suffered a major failure, it would be better to leave overhauling air compressor
until the vessel has berthed, especially on a reversible engine with fixed pitch propeller requiring large
amount of air for manoeuvring.

For survey purpose, ensure the following papers are readily accessible: copies of previous survey reports,
running hours since last survey, copies of planned maintenance reports, recorded clearances and
manufacturer’s recommended tolerances.

AJ NOTES 21
 MEO CLASS 4 -MEP
Overhauling Air Compressor: The compressor to be isolated both electrically and mechanically and locked
out. ‘WORK IN PROGRESS’ notices are posted. The oil is drained,

Removal of Compressor from Motor coupling

➢ Disconnect the lead connections from the junction box & earth lead connection.
➢ Before dismantling the unit from the carriage, make sure that the pipe lines are free from compressed
air.
➢ Open the safety valves manually and open the drain cocks on the inter cooler and after cooler to
release compressed air if any.
➢ The pipe fittings and then the air filter without spilling the oil.
➢ Remove the compressor unit by opening the foundation bolts. Use hydraulic trolley to remove
compressor unit.
➢ Clean the unit externally.

250hrs: Dismantle and swap all rubber seals and gaskets.

➢ Clean air filter at 250 running hours. It is very important to filter the contaminants in the engine room
atmosphere to reduce abrasions on the liner surface. Also a dirty air inlet filter can raise the delivery
temperature of the air to a dangerous level may be above the lubricating oil flash point and near the
auto ignition point, can cause an explosion.
➢ Clean and inspect valves at 250 running hours. The valves can be damaged due to the ingress of
foreign particles. Excessive lubrication also has been known to damage the valves. The valves should
be removed, inspected, and overhauled at regular intervals. A broken valve part can fall onto the
compression space and cause extensive damages.
➢ Check drive belts at 250 running hours. A v-belt is generally used to drive the cooling water pump.
The tightness of the belt should be checked and adjusted to the correct value at proper intervals. In
addition, a belt dressing spray would protect the belts as well as increase the transmission of the
power and reduce the slippage.
➢ Check unloader operation at 250 running hours. At a regular interval the operation of the unloaders
should be checked and if not satisfactory should be investigated and corrected.

500hrs: Change crankcase oil at 500 running hours. Lubricating oil can lose its property over a period of
time due to the onerous operating conditions. However, the synthetic lubricating oils can be used for a longer
period.

➢ Change lube oil and clean sump.

➢ Clean lube oil filter.
➢ Check and renew suction and discharge valves with overhauled one.

1000 hrs:

➢ Crankcase inspection, main and big end bearing inspection.

➢ Relief valve overhauling

4000 hrs:

➢ Piston and big end bearing overhauling, piston ring renewal.

AJ NOTES 22
 MEO CLASS 4 -MEP
➢ Intercooler cleaning.
➢ Motor overhauling.

Compressor is stripped down removing cylinder head and valves, piston and connecting rod. The circlips,
gudgeon pin and top end bearing are removed from the piston using proper tools. The piston rings are
removed. The parts are gauged (ring grooves, piston pin diameter, bearing clearances) bumping clearances
checked and the readings are recorded. Safety devices are checked. Hydraulic tester can be used to test the
opening pressure of relief valves.

The parts to be cleaned for survey. Please Note: no evidence of wear or damage is removed.

Dismantling Cylinder Heads

➢ Remove the nuts fixing the cylinder head to the cylinder.
➢ Use a mallet and tap the sides of the cylinder head and take it out.
➢ Decarbonizes and clean it thoroughly.
➢ Examine cylinder head for any damage.
➢ Use new gasket and spring washers below the nuts.

Suction and Delivery Valves

➢ Inspect all the parts for pitting, wear and distortion.
➢ Ensure that the locating pin is not worn out or bent or loose in vent seat.
➢ Renew the valve plates and spring plates in order to avoid fracture due to fatigue.
➢ Never use reconditioned valve plates.
➢ Valve seats should be reconditioned only by skilled personnel since air tightness.
➢ If valve seat, seating face is damaged it should be replaced.
➢ Fit the spring plates properly on the locating pin.
➢ Tighten castle nuts with correct torque and provide split pins

Cylinders
➢ Remove the nuts fixing the cylinder to the crankcase.
➢ Check clearance between the piston and liner bore at right angles at three places, viz. at the top of
the liner, middle of the liner and at the bottom of the liner.
➢ Measure the dimension of the piston at the skirt at to the gudgeon pin bore.
➢ Check the dimensions of the HP cylinder. Replace it with a new one if damaged or worn out beyond
limits.

Connecting Rods
➢ Remove the nuts fixing the side cover to the crankcase and remove the split pins from the connecting
rod bolts and unscrew the nuts.
➢ Take out the connecting rod bolts. Use a mallet and lightly knock out the connecting rod cap.
➢ Take out the connecting rods through the crankcase opening for the cylinder.
➢ Provide new big end bearings and small end bush.
➢ When changing the bearings, ensure that oil holes are properly located and fully opened.
➢ Check for correct fit on the crankshaft.
AJ NOTES 23
 MEO CLASS 4 -MEP
Motor Mounting Bracket
➢ Unscrew the nuts fixing the motor mounting bracket to crankcase.
➢ Tilt & seat the oil pump fixing face of the crankcase on the floor.
➢ Unscrew the oil seal housing Allen screws and remove the oil seal housing and oil seal.
➢ Take out the motor mounting bracket and then the
➢ Crankshaft from the crankcase.

Piston & Piston Rings

➢ Assemble the rings in their respective grooves and measure the side clearance using a feeler gauge.
If it exceeds the specified limit, replace with a new set for each piston.
➢ Before assembling the piston into cylinder, ensure that the gaps of adjacent rings are in opposite
direction. It controls oil leak and prevents compressed air leak to increase the efficiency of the
compressor
➢ Clean the piston and the ring grooves thoroughly, after de-carbonizing it.
➢ Examine the gudgeon pin for damages.
➢ Insert the ring into the respective cylinder in such a way that it is in level with the top surface and
then measure the butt clearance using a feeler gauge. If it exceeds the specified limits, provide new
rings using proper tools.
➢ Knock out the gudgeon pin from the piston.
➢ Never forget to lubricate the rings before assembling.
➢ Replace small end bearing bush if piston is shaking on connecting rod.
➢ Take out the rings using a piston ring expander.
➢ The gudgeon pin should be push fit in the connecting rod bore.
➢ The piston should be assembled to the connecting rod and check for correct fit.
➢ The side marked TOP on the rings should face the top side of the piston.

Main Journal Bearings

➢ Check the bore size of the bearings and provide new bearing if it is worn out or exceeds the
condemning limit.

Crankshaft
➢ Blow compressed air through the oil holes of the crankshaft and ensure that they are free from any
dirt and blockage.
➢ The balance weights should not be removed from the shaft since reassembling may cause unbalance.

Oil Pump
➢ Dismantle the oil pump, clean it thoroughly and inspect all the parts.
➢ Replace all worn out or damaged parts.
➢ There should not be any end play for the rotors.
➢ There should be sufficient clearance between the rotors and the cover plate so that the rotors do not
stick to the end cover.
➢ If there is excess of end play it can be corrected by lapping the outer face of the pump body.

AJ NOTES 24
 MEO CLASS 4 -MEP
➢ Ensure free movement of the inner rotor in the outer rotor.

Main Journal Bearings

➢ Check the bore size of the bearings and provide new bearing if it is worn out or exceeds the
condemning limit.

Crankshaft
➢ Blow compressed air through the oil holes of the crankshaft and ensure that they are free from any
dirt and blockage.
➢ The balance weights should not be removed from the shaft since reassembling may cause unbalance.

Oil Pump
➢ Dismantle the oil pump, clean it thoroughly and inspect all the parts.
➢ Replace all worn out or damaged parts.
➢ There should not be any end play for the rotors.
➢ There should be sufficient clearance between the rotors and the cover plate so that the rotors do not
stick to the end cover.
➢ If there is excess of end play it can be corrected by lapping the outer face of the pump body.
➢ Ensure free movement of the inner rotor in the outer rotor.

Air Compressor Assembly

Major parts such as piston, bearings, etc. to be inspected and renewed if necessary. Piston rings would also
be renewed as would the gudgeon pin and top end bearing. Before fitting new piston rings, butt and axial
clearances to be checked. Ensure correct tool is used to guide the rings to the cylinder bore. Checking
bumping clearance is necessary after a major overhaul. Normal value of bumping clearance for a two stage
main air compressor is about 0.5 mm. Use modern ‘squeezable plastic’ or ‘lead wire ball’ for measuring
bumping clearance. After fitting cylinder cover, turn flywheel by hand to make sure it is free to turn.

All nuts to be torque tightened to correct settings and with new locking devices such as split pins. Suction
and discharge valves must be renewed or overhauled.

Clean or renew crankcase oil suction filter and refill crankcase with new oil. Renew lube oil filters and air
filter. Open cooling water valves and check for leakages. Turn the flywheel continuously by hand to prime
the lube oil pump. Conduct an initial running of compressor in unloaded condition and check motor amperes,
noise, etc. Then load the compressor and then check for bearing overheating. Once everything found
satisfactory, test run the compressor and measure time taken to fill the air bottle from empty to full.

Keep all the records of clearances, spare parts consumed, etc. and sent to the company. Raise requisitions
for necessary spares immediately. Update the work done and running hour in computer based planned
maintenance system (PMS).

Overhaul of Cylinder head

The isolation of cylinder head should be carried out. Cylinder head accommodates mountings such as LP,
HP suction and delivery valves, air suction filter.
AJ NOTES 25
 MEO CLASS 4 -MEP
The cylinder head is connected to cooling water connection, high pressure air delivery pipe and suction filter.
All the paraphernalia connections should be removed.

Cylinder head is held to the top surface of the cylinder, by nuts which are torque tight.

Use the tool provided by the manufacturer to slacken the same. Remove the nuts. Use correct lifting tool to
lift the cylinder head clear form the top face of the liner.

Bumping Clearance
The bumping clearance is the clearance between the piston and the cylinder cover when the piston is at the
top of its stroke. It is normally between 0.5 and 1% of the cylinder bore. The effect on the volumetric
efficiency due to different bumping clearances is shown below.

➢ The clearance is measured by removing the valves, inserting lead wire under the cylinder cover.
➢ The lead wire must be at the centre of the piston and the flywheel is turned by hand.
➢ Remove the lead wire and measure the thickness of lead wire.
➢ This will give the bumping clearance. Compare this with the maker's manual.
➢ Adjustment of the clearance varies between different types of machines.
➢ Adjustment is usually by addition or removal of shims or joints. The thickness between the head and
the block can be adjusted or shims between the connecting rod big end halves can be added or
removed.
➢ With tandem type pistons it is necessary to be able to adjust each stage independently
➢ Causes of higher bumping clearance: Bearing wear down causes the bumping clearance to
increase. This means that less air is drawn into the cylinder and so the efficiency of the compressor
will decrease.
➢ Causes of lesser bumping clearance: If bumping clearance is less, piston is likely to touch the
underside of the cylinder.

AJ NOTES 26
 MEO CLASS 4 -MEP
➢ The reason where piston is likely to touch the underside of the cylinder , is :- (a). Excessive clearance
at crankpin bearing/ main journal bearing. (b). when unit is unloaded – with these two faults , during
the upward stroke of the piston , there is a vertical uplift of the piston and with no air cushion, all
likelihood of the piston banging on the cylinder.
➢ Precautions - It is better to make one or two attempts to get a reading. Excess lead wire will strain
the cylinder cover studs and the piston.

Overhaul of LP and HP valves are carried out according to the maintenance prescribed by manufacturer.
Accordingly, every mounting is removed from the cylinder with respective special tool and overhauled. The
above said components are assembled back to the cylinder head. The cylinder head is pressure tested.

The cylinder head gasket is replaced and the head is tightened using torque spanner in correct sequence. The
tightening torque values are mentioned in the manual.

Overhaul of valves
LP stage valves are separate valves such as suction and discharge. While some manufacturers adopt
combination valve i.e. combined suction and delivery valve for LP stage HP suction and delivery stage
separate valves

Valves Overhaul Procedure

The compressor must first be electrically isolated with the fuses removed and an electrical isolation and work
permit granted by the chief engineer.

Thereafter the first stage and the second stage suction and discharge valves should be removed and brought
to the workshop for overhauling.

Marine compressors use the Plate type automatic valves. The suction and the discharge valves look similar;
however, the direction of the operation and the spring stiffness differs. The suction valve springs are of lower
spring stiffness than the discharge ones and they must never be mixed up. Also when using new spare parts
the part number must be carefully checked from the operation and maintenance manual to avoid mixing them
up.

When opened up the suction valves are found to be in clean condition while the discharge valves would have
some degree of carbonization. In case a valve is opened up and some parts are found to be broken, all the
broken parts must be located to avoid any further damage to the machine. An exploded view of the
compressor valve has been shown and the overhaul procedure is as follows:

➢ Remove the split pin and open the castle nut.

➢ Dismantle all the parts and soak in kerosene or clean diesel oil.
➢ Clean all the parts with a soft brush. In case of a hard deposit a copper plate of washer can be used
for the scraping action.
➢ Check the valve plates and the valve seats for any damage and cracks. If any signs of fatigue cracks
on the valve plates are present, then the
➢ valve plate must be replaced with new ones. The valve plate must never be turned over and used as
it can lead to fatigue failure.

AJ NOTES 27
 MEO CLASS 4 -MEP
➢ The valve plate and the valve seat must be separately lapped on a surface plate using fine and extra
fine grinding paste.
➢ Thereafter all the parts must be washed with diesel and cleaned with compressed air.
➢ The valve should then be assembled, with the lapped surface of the valve plate and the valve seat
facing each other.
➢ After the assembly of the valve the operation of the valve should be checked by a soft wooden stick.

After the overhaul the valves have to be checked for leakage. The space above the valve plate should be
filled up with water or light oil like kerosene. If after a few minutes no drop in level or leakage is there then
the valve is satisfactory for the use. While installing care should be taken to avoid the interchange of the
suction and the discharge valves, as it could lead to an explosion due to over pressurization of the
compression chamber.

Safety Devices
Safety Features of Marine Compressors

Marine compressors have various safety features and cut-outs installed so that they will trip when running
in an unsafe mode.

Relief valve: Normally fitted between 1st stage and inter cooler and 2nd stage – after cooler to release excess
pressure developed inside it. The setting of the lifting pressure increases after every ascending stage.

Bursting disc: is a copper disc provided at the air cooler—both inter / after cooler of the compressor. It is a
safety disc which bursts when the pressure exceeds over the pre-determined value due to leaky air tubes of
the cooler.

Fusible plug: Generally located on the discharge side of the compressor, it fuses if the air temperature is
higher than the operational temperature.

Lube Oil low pressure alarm and trip: If the lube oil pressure goes lower than the normal, the alarm is
sounded followed by a cut-out trip signal to avoid damage to bearings and crank shaft.

AJ NOTES 28
 MEO CLASS 4 -MEP
Water high temperature trip: If the intercoolers are choked or the flow of water is less, then the air
compressor will get over heated. To avoid this high water temperature trip is activated which cut offs the
compressor.

Water no-flow trip: If the attached water pump is not working due to some mechanical failure, or the
intercooler is chocked restricting the cooling water flow, not enough to cool the compressor, then moving
parts inside the compressor will get seized due to overheating. A no flow trip switch is provided to trip the
compressor.

Motor Overload trip: If unloader is not in open position, when the compressor is started, then starting
current becomes too high which can damage the Motor or while running due to some mechanical issue, like
main bearing seizure, broken piston rings etc, the current can be high. Hence an overload trip is provided

The safety devices usually fitted to an air compressor are:

➢ Relief valve fitted to every stage

➢ Fusible plug (melts at 120 c)
➢ Bursting disc for cooling jacket
➢ Alarms and cut outs for air compressor are:
➢ High air temperature
➢ High cooling temperature
➢ Low lubricating oil pressure

Compressor intercooler

Bursting disc
The bursting disc is an important safety device provided for cooling jacket and inter cooler so that in the
event of failure of the air cooler or air leaking in to cooling water jacket, bursting disc will blow out and
excess pressure is relieved. If this excess pressure is not relieved, the cast iron casing of the compressor will
be damaged. In common bursting disc is made from copper sheet and designed to burst at a predetermined

AJ NOTES 29
 MEO CLASS 4 -MEP
safe pressure, therefore preventing any damage to compressor casing and personnel. If at any time bursting
disc to be renewed, it must only be replaced with same material and thickness as per maker's specifications.

Maintenance:
➢ Slacken the spindle fully.
➢ Inspect the disc.
➢ Clean the dirt accumulation in the space.
➢ Remove and replace the o-ring after cleaning the o-ring seating area.
➢ Reset to lift at 10% in excess of max. working pressure.

Troubleshooting of Air Compressor

Though the problems encountered onboard differ from ship to ship, a brief guideline is given regarding the
causes of the different symptoms.

1. Lube oil pressure low: causes can be leakage in pipes, suction strainer choked, oil grade wrong, gear
pump faulty, faulty pressure gauge, increased clearances of the bearings, and oil level low.
2. Cooling water high temperature: causes can be cooling water valves closed, cooling water piping
blocked, cooling water pump belt lose or broken, cooling water pump faulty, no flow of cooling water,
and low level of cooling water in the expansion tank.
3. Compressor noisy: causes can be bearings worn, crankshaft end play high, discharge pressure high,
poor foundation, small bumping clearance, piston rings worn, liner worn out causing piston slap,
valves not properly seated, and valves broken or faulty.
4. First stage discharge pressure low: causes can be that the first stage suction valve is not closing fully
and allowing the air to leak during the compression or it is not opening fully allowing less air to come
in the chamber or the discharge valve is faulty and opening prematurely or incorrect springs have been
fitted which are compressing on little pressure, intake filter fouled, leakage from piston rings.
5. First stage discharge pressure high: causes can be that the second stage suction valve is not holding
and while compression high pressure air is coming to the inter-cooler and showing an increase in the
pressure, inter-cooler tubes choked.
6. Second stage discharge pressure low: causes can be leakage from the piston rings, second stage
suction valve faulty and allowing the air to escape, second stage discharge valve leaking or opening
prematurely due to wrong springs fitted.
7. Second stage discharge pressure high: causes can be obstruction in the after cooler, obstruction in the
discharge valve, air bottle pressure high, second stage discharge valve springs very stiff.

8. Unloader in Compressors

All compressors need to be unloaded during starting/ stopping and at regular intervals due to

➢ Restriction of Starting Current in the motor, start with unloader open and then close unloader
➢ Compressor draws air from the engine room atmosphere, where air is not dry and is mixed with
moisture and oil. This air when compressed, the volume of air comes down and the oily moisture
mixture can damage the compressor parts like, piston, valves etc. Hence should be drained at
regular intervals—Use of unloader drains this mixture of oil /Moisture.

AJ NOTES 30
 MEO CLASS 4 -MEP
➢ At stopping the same is done so as to drain all the moisture inside and in preparation for the next
starting.
➢ Intermittently the compressor is unloaded to remove the condensed water inside which could go
outside with the air.
➢ Pneumatic and solenoid operated unloaders are quite common. A built in timer circuit energises
the solenoid valve during starting /stopping and opening the unloader intermittently is also done by
the timer circuit.

Air Receiver
Air receiver stores the compressed air supplied by the compressor. Classification societies state that there
must be sufficient capacity for a minimum number of 12 consecutive starts for main engine, in both ahead
and astern direction.

At least two receivers of approximately the same size are to be provided. Main air receivers are classified
as unfired pressure vessels and are constructed accordingly.

Construction is from mild steel boiler plate with UTS of between 420 and . With an elongation of not less
than 20%, cylindrical section may be rolled from one or two plates and joined by longitudinal welded seams.

The ends are dished and welded to the cylindrical shell with one end having a manhole opening to take an
elliptical door.

After construction, the receiver has to be stress relieved by heating, slowly to a temperature of 580 to , and
held at the temperature for one hour per 25mm thickness. The minimum time for heating one hour. Then it
is allowed to cool slowly and uniformly down to, and then to cool in still air to ambient temperature.

Manhole door - This opening is provided for man entry.

Name Plate - Details of the bottle maximum pressure and working pressure together with the manufacture's
name written on this.

AJ NOTES 31
 MEO CLASS 4 -MEP
M/E start valve - This is the main stop valve on the air reservoir which supplies air to the main engine for
purpose of starting.

A/E start valve - This is the main stop valve on the air reservoir which supplies air to the Auxiliary engine
for purpose of starting.

Safety valve - Being a pressure vessel, a safety valve is mandatory. This is provided to relieve the air bottle
of air pressure in excess of the safe working limits.

Control air valve to reducing station - This is the main stop valve on the air reservoir which supplies air
to the control air and automation equipment.

Service air valve to reducing station - This is the main stop valve on the air reservoir which supplies air
to all the services within and outside the engine room. On some ships this valve may lead the air to a seperate
air bottle of 7 bars capacity storage from where it is used further.

Soot blow valve - Certain boilers may have soot blowing arrangements within high pressure air. This is the
main stop valve on the air reservoir which supplies air to the soot blowers.

Whistle air valve to reducing station - This valve opens air to operate the ships horn.

Filling valve - This is a non-return valve. Air from the discharge of the air compressors is led through this
valve into the air bottles.

Note: Usually main air bottle pressure is 30bar; therefore, air supplied from main bottle to different
distributions like control air, service air and whistle air are passed through a reducing valve so as to bring
down the distribution pressure to 7-bar.

Internal Inspection
Before carrying out any inspection the air bottle must be drained and isolated from any possible source of
compressed air, i.e. interconnections to other receivers.

The receiver must be treated as an enclosed space and the check list concerning this must be adhered to.

Inspections are carried out on air receivers to determine if there is any corrosion or cracking. The internal
surface is inspected, particularly in the regions where water collects, for corrosion and coating damage.
Inspections should also be carried out on areas where the coating is damaged due to local pitting. All welds
are inspected for stress cracking including welds around mountings. The normal rules for the fit of the
manhole door apply.

Receiver Inspection
➢ Obtain Permit to work
➢ Treat as enclosed space – personnel outside when internal work is in progress
➢ Drain
➢ Blank all possible means of compressed air entry. There is a manhole door at the end of the air
receiver. It is hinged from the inside with 2 studs.

AJ NOTES 32
 MEO CLASS 4 -MEP
➢ When the door is in position, the air pressure in the receiver will keep the door shut tight, while the
2 studs are for securing the door in place.
➢ Inspect shell
➢ Inspect fittings and re-coat internally. The internal surfaces are coated with a protective coating such
as clear varnish (copal).
➢ Fit of manhole
➢ Test for leaks.

AJ NOTES 33
 MEO CLASS 4 -MEP
CHAPTER-4

PUMPS
A pump is a device which imparts energy to a fluid. Onboard the pumps are used for various services, such
as main engine propulsion plant, auxiliary engine power generating plant, auxiliary boiler plant, and cargo
plant, etc. Pump failure can render in shut down of the entire plant. Therefore, correct functioning and
maintenance of pumps and pumping systems is of paramount importance.

Before carrying out any maintenance routine, the maker's manual should be studied and thoroughly
understood. Before moving in to details of maintenance, a class four engineer should be in a position to
understand how a pump looks like.

Maintenance Chart
Maintenance carried out in a pump is enormous, involving minute details. Periodical preventive maintenance
ensures trouble free running of the pump. A good watch on pump running parameters is essential so that
faults are detected at an early stage.

Before commencing any maintenance, isolate power supply, shut the suction and discharge valves. The
planned maintenance schedule is developed based on manufacturer’s recommendations and class
requirements. Every engineer should follow planned maintenance to ensure trouble free operation of the
pumping system.

However, it is the responsibility of the ship owner and staff to periodically review the schedule considering
the operational conditions.

Bearing Puller-Dismantling

Remove the bearing from its seat by using a puller. If possible, let the puller engage the inner ring, then
remove the bearing with a steady force until the bearing bore completely clears the entire length of the
cylindrical seat.

AJ NOTES 34
 MEO CLASS 4 -MEP
Note: Do not hit with a hammer directly on the bearing.

Safe Isolation of the system

▪ Stopped the pump
▪ Control room circuit breaker put off
▪ Electrical isolation permit should be obtained and Local electrical panel circuit breaker put off
▪ Shut off the suction line as appropriate
▪ Shut off the high-pressure discharge line as appropriate
▪ Check via purge cock that there is no pressure inside the pump
▪ Remove the pump from auto start and from priority
▪ Display 'men at work' warning board.

Overhaul of Centrifugal Pump

Dismantling of Pump:

Never place dismantled parts directly on the floor or on a dirty workbench but always on a clean surface.

Before dismantling, check that the motor cannot be started by isolating the power supply.

Prior to dismantle, make sure suction and discharge valves of the pump is shut. Confirm valves are holding

1. Remove the distant piece, fitted between the pump and motor coupling after removing both motor
and pump side coupling bolts and discs.
2. Remove cooling connections to mechanical seal.
3. Remove casing top cover bolts.
4. Once casing cover bolts are removed, pump assembly is free to remove from place along with shaft
bearing housing, bearing, mechanical seal, impeller and impeller shaft with sleeve.
5. On removing the pump assembly, slacken impeller lock nut and remove the impeller from the shaft
6. Remove shaft key. Care should be taken for not losing the shaft key.
7. Remove distance ring.
8. Slacken the holding screw and remove mechanical seal's rotating part.
9. Slacken bearing housing bolts fitted on casing cover.
10. Remove casing cover from the shaft.
11. Remove shaft sleeve from shaft.
12. Remove bearing housing cover.
13. Remove bearing retaining circlip.
14. Remove bearing housing along with bearing.

Cleaning and Inspection of parts:

1. Remove bearing from housing for inspection.

2. Clean impeller, bearing, shaft sleeve, casing and the shaft. Inspect and evaluate each part for any
damages, deformation, wear and tears.
3. Measure the clearance between impeller and wear rings for top as well as bottom wear rings. If
clearance is more than the maker's recommendation, renew it.
4. Inspect shaft sleeve for any wear down. If sleeve found worn out, renew the same.

AJ NOTES 35
 MEO CLASS 4 -MEP
5. Check the condition of bearing. If found not good, renew the same.
6. Check the conditions of mechanical seal's rotary and stationary parts. If found damaged, renew it.
7. Check bearing bush at the casing bottom and confirm any wear down. If worn out beyond acceptable
limits, renew it.

Assembling to be done in reverse order of dismantling.

1. Pass the bearing housing through the shaft and then fit the bearing in housing.
2. Fix retaining circlip for bearing and apply required grease for the bearing.
3. Fit the bearing housing cover.
4. Renew the top and bottom O-rings for casing cover.
5. Fix mechanical seal's stationary part with the casing cover.
6. Fit the shaft sleeve.
7. Pass the casing cover through the shaft.
8. Fix mechanical seal's rotary part on the shaft sleeve and tighten the lock screw.
9. Insert distance ring.
10. Fix shaft key and secure impeller.
11. Tighten impeller by shaft nut and lock plate.
12. Now, impeller assembly is ready for lowering in to pump casing.
13. Lower the impeller assembly and tighten the pump cover with volute casing.
14. Tighten the bearing housing with casing top cover.
15. Connect the cooling pipes for mechanical seal.
16. Open liquid to casing, purge the casing and confirm mechanical seal is intact with out any leaks.
17. On confirming pump is free to turn and mechanical seal not leaking, distant piece for connecting
pump and motor coupling, can be fitted with coupling discs.
18. Operate the pump and check the performance, by monitoring its parameters.

Reciprocating Pump
Parts of a Reciprocating Pump

Major Parts of the Reciprocating pump

▪ A piston & Piston rings

▪ Liner
▪ Inlet and outlet valve
▪ Shaft
▪ Relief valve
▪ Piston Rod
▪ Connecting Rod & Crank
▪ Shaft
▪ Prime mover

AJ NOTES 36
 MEO CLASS 4 -MEP

Working Principle of the reciprocating pump

This pump works in a similar manner as the reciprocating compressor; the piston has the function of
providing the suction force, so that the liquid can be lifted up or sucked in easily. After that comes the
compression part which will impart the required pressure energy to the fluids. In this phase the piston have
to do work so that the liquid can be compressed properly and its pressure can increased to the desired level.
The inlet and the outlet valve open at a certain ‘set’ pressures.

During the suction stroke the piston moves right, thus creating vacuum in the Cylinder. This vacuum causes
the suction valve to open and water enters the Cylinder. During the delivery stroke the piston moves towards
left. The increasing pressure in the cylinder causes the suction valve to close and delivery valve to open and
water is forced to the delivery pipe. The air vessel is used to get an uniform discharge. If the piston is of
single acting type which means it can suck from one side and transmit or deliver to the same side only. But
we can have a double stage pump, which has the function of the creating suction and discharge
simultaneously on either side.

The air vessels in the discharge and the suction line act as a buffers and reduce pressure fluctuations. An air
vessel usually fitted in the discharge pipe dampens the pressure variations during discharge. As the discharge
pressure rises the air is compressed in the vessel, and as the pressure falls the air expands. The peak pressure
energy is thus stored in the air and returned to the system when pressure falls.

This pump can be powered by a Motor or an auxiliary steam engine. The piston, piston rings and liner are
from corrosion resistant materials.

The reciprocating positive displacement pump above, demonstrates the operating principle. The pump is
double acting, that is liquid is admitted to either side of the piston where it is alternatively drawn in and
discharged. As the piston moves upwards, suction takes place below the piston and liquid is drawn in, the
valve arrangement ensuring that the discharge valve cannot open during suction stroke. Above the piston,
liquid is discharged and the suction valve remains closed. As the piston travels down, the operations of
suction and discharge occur now on opposite sides.

A relief valve is always fitted between the pump suction and discharge chambers to protect the pump should
it be operated with a valve closed in the discharge line.
AJ NOTES 37
 MEO CLASS 4 -MEP

Reciprocating pumps are usually classified as follows:

▪ Direct acting or indirect acting Simplex (single) or duplex (double)
▪ Single acting or double acting
▪ High pressure or low pressure
▪ Vertical or horizontal

Uses of reciprocating pump

There are various uses of the reciprocating pump and they are as following:

▪ The lubricating pump is a reciprocating pump and it supplies the lubrication oil to the main engine.
▪ Main bilge suction pump is also a reciprocating pump.

Advantages

▪ Gives high pressure at outlet.

▪ Gives high suction lift.
▪ Priming is not required in this pump.

Disadvantages

▪ High wear and tear, so requires a lot maintenance.

▪ The flow is not uniform, so we have to fit a bottle at both ends.
▪ The flow is very less and cannot be used for high flow operations.
▪ More heavy and bulky in shape.

AJ NOTES 38
 MEO CLASS 4 -MEP
▪ Initial cost is much more in this pump.

Vertical Duplex Bilge & Stripping Pumps

Dawson Downie Lamont produce a range of light and heavy-duty Vertical Duplex motor and steam driven
piston pumps for bilge and cargo stripping service. These pumps are carefully designed to give reliable,
efficient service with the minimum of attention.

Design Features

▪ Robust and compact in construction.

▪ They can handle efficiently all grades of oils from petrol to viscous liquids under difficult suction
conditions.
▪ Air vessels are fitted on the discharge side to eliminate pipe line vibration.
▪ Pockets which can collect gas have been avoided.
▪ The valve areas are large and the valve lift has been kept to a minimum to ensure quick reseating.
▪ Large covers and doors on the valve chest to give easy access to valves for inspection.
▪ Flow Rates up to 225 m3/hr. Pressures up to 18 bar.

Maintenance required on the reciprocating pump

Since there are many moving parts, the wear and tear is lot in this pump. There are more operational
maintenance checks on this pump to keep it working and also prolong its life. Reason, why these pumps are
limited in use on board; they are used in places where there is low suction and high-pressure head is required.

The pump below is direct acting because the pump rod is a DIRECT extension of the piston rod; and,
therefore, the piston in the power end is DIRECTLY connected to the plunger in the liquid end. In an indirect-
acting pump, there is some intermediate mechanism between the piston and pump plunger.

The intermediate mechanism may be a lever or a cam. This arrangement can be used to change the relative
length of strokes of piston and plunger or to vary the relative speed between piston and plunger. Or the pump
may use a rotating crankshaft.

In the pump the steam piston is larger in diameter than the plunger in the liquid cylinder. Since the area of
the steam piston is greater than the area of the plunger, the total force exerted by the steam against the steam
piston is utilized on a smaller area of the plunger. Due to this (F= p X Area), the pressure developed is greater
in the liquid cylinder. A high-pressure pump thus discharges a comparatively small volume of liquid against
high pressure or delivery head. Conversely, a low-pressure pump may have a comparatively low discharge
pressure but a larger volume of discharge. In a low-pressure pump, the steam piston could be smaller than
the plunger in the liquid cylinder.

Following are the maintenance carried out on this pump.

▪ The piston rings which are used are always in direct contact with the liner body and hence they wear
a lot. So we have to change them time to time.
▪ The valves used in this pump have to be taken care as it will lead to leakage across them, if they go
bad.

AJ NOTES 39
 MEO CLASS 4 -MEP
▪ The gland packing from where the shaft comes out of the pump has to be maintained in order to
control any leakage.
▪ In coupling or the cross-head of the pump (where the piston gets the linear motion) also have to
checked for any type of misalignment and wear and tear.

Problems and Possible Causes

Low Volumetric Efficiency (Failure to Deliver Rated Capacity and Pressure)

1. Air or vapor pocket in inlet line

2. Capacity of charge pump less than capacity of power pump
3. Air or vapor trapped in or above inlet manifold
4. Air leak in liquid supply piping system
5. Loose bolts in pump inlet manifold
6. Air or gases entrained in liquid
7. Foreign object holding pump inlet or discharge valve(s) open
8. Incorrect drive ratio
9. Loose belts
10. Incorrect motor or engine speed
11. Loose valve covers or cylinder head
12. Worn valves and seats
13. Safety relief valve partially open, or not holding pressure
14. Worn liners, piston rings or plungers
15. Bypass valve open, or not holding pressure
16. Blown liner gasket
17. NPSH not sufficient
18. Liquid bypassing internally
19. Foreign object blocking liquid passage
20. Vortex in supply tank
21. Insufficient power delivered by motor

NPSH Too Low

1. Inlet line partially clogged

2. Liquid vapor pressure too high
3. Liquid pumping temperature too high
4. Restricted inlet pipe fittings
5. Inlet line too long
6. Too many pipe fittings
7. Too small inlet line
8. Too low static inlet head
9. Too low atmospheric pressure

AJ NOTES 40
 MEO CLASS 4 -MEP
Liquid Not Delivered

1. Pump not primed

2. Air or vapor pocket in inlet line
3. Clogged inlet line
4. All inlet valves propped open
5. All discharge valves propped open
6. Loose bolts in pump inlet manifold
7. Too high valve velocities

Cavitation

1. NPSH too low

2. Liquid NOT Delivered to Pump Inlet Connection
3. Excessive Stuffing Box Leakage
4. NPSH too high

Leak at Cylinder Head or Valve Cover

1. Over Recommended Pressure

2. Loose Cylinder Head/Valve Cover
3. Damaged Gasket/O-ring

Water in Crankcase/Oil

1. Water Condensation
2. Worn seals
3. Clogged Air Breather(s)
4. Worn Crankcase Packing
5. Loose Covers

Oil Leakage from Crankcase

1. Oil Level/Temperature Too High

2. Worn seals
3. Worn Crankcase Packing
4. Loose Crankcase Cover

Excessive Heat in Power End

1. Pump Running Backward/RPM too low 2) Insufficient Oil in Power End

2. Excessive Oil in Power End
3. Incorrect Oil Viscosity
4. Operating Pump above Recommended Pressure 6) Main Bearings too Tight
5. Drive Misaligned
6. Belts too Tight
7. Pump RPM too Low
8. Inadequate Ventilation
9. Liquid End Packing Adjusted too Tight (adjustable style packing only)
AJ NOTES 41
 MEO CLASS 4 -MEP
Pump Overloads Driver

1. Pump RPM too High

2. Low Voltage or other Electrical Trouble
3. Trouble with Engine, Turbine, Gear Reducer or other Related Equipment
4. Excessive Discharge Line Pressure
5. Clogged Discharge Line
6. Closed/Throttled Valve in Discharge Line
7. Incorrect Plunger/Piston Size for Application
8. Improper Bypass Conditions
9. Over-tightened Stuffing Box Glands on Adjustable Packing
10. Insufficient Cooling

Stuffing Box Leakage

1. Worn Packing
2. Worn rods or plunger
3. Worn stuffing boxes
4. Wrong size packing
5. Worn O-ring seal (replaceable boxes). Discharge Valve, one or more, Stuck Open

Stud Failure

1. Excessive discharge pressure

2. Improper torqueing of nuts
3. Shock overload caused by pump cavitation

Excessive Valve Noise

1. Broken or weak valve spring

2. Pump cavitation
3. Air leak in inlet piping or loose bolts in pump inlet manifold
4. Air trapped above inlet valve

Inlet or Discharge Line Vibration

1. Piping inadequately supported

2. Inlet line too long or too small in diameter
3. Too many bends in inlet line
4. Multiple pump installations operating in phase
5. Obstruction Under Valve(s)
6. Packing Worn
7. Operating Above Recommended Pressure or RPM
8. Low NPSHA

Noisy Operation (Be sure to differentiate between liquid knock and mechanical knock)

1. Piston or plunger loose

2. Valve noise amplified through power end
AJ NOTES 42
 MEO CLASS 4 -MEP
3. Pump cavitation
4. Liquid knock
5. Air leak in inlet piping
6. Loose bolts in pump inlet manifold
7. Hydraulic noise in liquid end
8. Loose or worn crosshead pins and bushings
9. Loose connecting rod cap bolt
10. Worn connecting rod bearings
11. Worn crosshead
12. Main bearing end play excessive
13. Worn gears or chains
14. Gears or chains out of line
15. Pump running backward
16. Partial loss of prime
17. Shocks in piping system
18. Water in power end crankcase
19. Poorly supported piping, abrupt turns in piping, piping misaligned, pipe size too small.

GEAR PUMP
Introduction:
The gear pump is a rotary pump, positive displacement type, used for pumping liquids. The pump can be
either horizontally mounted or vertically mounted. The screw pump normally works with two gears. In a
twin gear pump, one is connected to the motor and moves the other gear shaft. The drive and the driven
shafts rotate in the opposite directions. The driven shaft is inside the casing of the pump and is mounted on
bearings / bushings on both ends. The drive shaft, mounted on bearings / bushings, is coupled to the motor
and has normally a mechanical seal to prevent the leakage of liquid. As in any other flange coupled machines,
alignment plays a greater role, in proper running of the machinery. If properly aligned, the gear pump hardly
breaks down.

Preparations for overhaul

Preparations Precautions

▪ Make sure that the necessary spare parts are available - Oil Seal, Bushings/ bearings
▪ Switch of the Power supply to the Motor and remove the fuse.
▪ Shut the outlet and inlet valves from /to the pump
▪ Keep a warning sign indicating that the Motor should not be turned on as the work is in progress
▪ Remove the coupling bolts and the foundation bolts of the motor and slightly push the motor back.
▪ While moving the motor back, please take the shims if any, below the motor under the foundation
bolts – These might have been used for the alignment and keep the shims in the same order for the
reuse.
▪ Remove the flange bolts in both inlet and delivery pipe lines. Make sure to inspect the joints for any
damages after the pump is removed from its foundation.

AJ NOTES 43
 MEO CLASS 4 -MEP
▪ Remove the foundation bolts, and lift the pump with the inlet and delivery pipelines to the nearest
place where the pump can be dismantled.
▪ When the pump is removed, make sure to take note of the shims if any under the foundation bolts,
used for the alignment and keep them in the same order for the reuse.
▪ Get the foundation place cleaned while the cleaning of the pump parts are done.
▪ Remove the pipelines on the suction and delivery sides from the pump and have the left out oil if any
poured to the tray.

Overhauling the gear pump

Overhaul

▪ Remove the drain plug of the pump and drain the oil to the tray
▪ Remove the bolts on the back cover of the pump and carefully take out the back cover.
▪ (Most manufacturers provide thread holes in the back cover on left and right side, for using the correct
bolt and tighten the bolts equally - the bolts pushes the gear pump outer shell and loosens the grip,
assisting the back cover get released)
▪ Please remember that both the drive and driven shafts moves on two bushings each One bush for
each of the shaft sit in its place on the back cover.
▪ Similarly two more bushings (one for the drive and the other for the driven) locate in the front side
of the shell.
▪ Once the back cover is removed, the driven or idler shaft can be easily removed from both the
bushings. Similarly remove the drive shaft and the gear - if mounted on the drive shaft with the key.
AJ NOTES 44
 MEO CLASS 4 -MEP
▪ Please note--Some manufacturers make the gear integral with the shaft
▪ Once all the parts are removed, it should be properly cleaned

In a gear shaft, three important things to be done

Check the back-lash clearance: if this is more than the permissible limit as given in the manual, the gears
need to be changed. Please record the backlash clearances for future reference

Check the bushings / bearings (many manufacturers use ball bearings instead of bushings in high capacity
pumps there by reducing the frictional losses) If they are worn out or the ball bearings produce a crude noise,
when turned with the hands, then they need to be changed

Check the oil seal, if lips are worn or slightly damaged, it has to be renewed.

If the overhauls is for the PMS or condition based monitoring program, it is better to change the oil seal—
in our view, it is always good to change the oil seal whenever the pump is dismantled.

Clean the joint sitting places on both the main shell and back cover correctly if the joints are damaged, should
be replaced

Once completed, the gears have to be assembled and boxed up, make sure to hold the back cover correctly
and in place while the gear shafts enter the bushings/ bearings.

Make sure to turn the drive shaft with hand and should turn with out any wobbling

The back cover is tightened properly with the new joint. The drain plug is put in place

The inlet and the outlet pipe lines are fitted to the pump with the proper thread seals. With this the basic gear
pump overhaul is completed.

But the pump is to be placed in the cleaned foundation, with the correct shims in place. Then move the motor
in such a way that both the flanges are close to each other—remember to keep the shims if any under the
motor also correctly. Please check if there is any glaring misalignment.

SCREW PUMP
Introduction
The screw pump is a rotary positive displacement type, used for pumping liquids. The pump can be either
horizontally mounted or vertically mounted.

Screw pump is always provided with a relief valve, which will bypass the liquid back to the suction side.
The screw pump normally works with two or three screws. In a twin screw pump, one is connected to the
motor and moves the other screw shaft using a timing gear. The drive and the driven shafts rotate in the
opposite directions. The driven shaft is inside the casing of the pump and is mounted on bearings on both
ends. The drive shaft, mounted on bearings, is coupled to the motor and has normally a mechanical seal to
prevent the leakage of liquid. As in any other flange coupled machines, alignment plays a greater role, in
proper running of the machinery. If properly aligned, the screw pump hardly breaks down.

AJ NOTES 45
 MEO CLASS 4 -MEP
Preparations for o-haul
Precautions

1. Make sure that the necessary spare parts are available—Oil Seal, Bushings/ bearings
2. Switch off the Power supply to the Motor and remove the fuse.
3. Shut the outlet and inlet valves from /to the pump
4. Keep a warning sign indicating that the Motor should not be turned on as the work is in progress
5. Remove the coupling bolts and the foundation bolts of the motor and slightly push the motor back.
6. While moving the motor back, please take the shims if any, below the motor under the foundation
bolts These might have been used for the alignment and keep the shims in the same order for the
reuse
7. Remove the flange bolts in both inlet and delivery pipe lines. Make sure to inspect the joints for any
damages after the pump is removed from its foundation
8. Remove the foundation bolts, and lift the pump with the inlet and delivery pipelines to the nearest
place where the pump can be dismantled.
9. When the pump is removed, make sure to take note of the shims if any under the foundation bolts,
used for the alignment and keep them in the same order for the reuse
10. Get the foundation place cleaned while the cleaning of the pump parts are done
11. Remove the pipelines on the suction and delivery sides from the pump and have the left out oil if any
poured to the tray hardly breaks down.

Overhauling the screw pump

▪ Remove the drain plug of the pump and drain the oil to the tray
▪ Remove the bolts on the back cover of the pump and carefully take out the back cover.
▪ Most manufacturers provide thread holes in the back cover on left and right side, for using the correct
bolt and tighten the bolts equally the bolts pushes the gear pump outer shell and loosens the grip,
assisting the back cover get released
▪ Once the back cover is removed, you will see the pump as shown in the below

AJ NOTES 46
 MEO CLASS 4 -MEP

Please remember that both the drive and driven shafts moves on two bearings each; Two more bearings (one
for the drive and the other for the driven) located in the front side of the shell. One pair each for the drive
and the driven shaft.

Once the back cover is removed, the driven or idler shaft can be easily removed from both the bushings.
Similarly remove the drive shaft and the gear if mounted on the drive shaft with the key.

Please note-Some manufacturers make the timing gear also integral with the shaft like the screws. Once all
the parts are removed, it should be properly cleaned.

In both drive and driven shafts, Check the backlash clearance for the timing gears: if this is more than the
permissible limit as given in the manual, the gears need to be changed. Please record the backlash clearances
for future reference

BACKLASH
Using a dial indicator, to measure the backlash

Using a feeler gauge for backlash measurement (for smaller pumps)

Standard gear backlash: 0.02 to 0.15 mm (0.0008 to 0.0060 in.)

Maximum gear backlash: 0.20 mm (0.0079 in.)

AJ NOTES 47
 MEO CLASS 4 -MEP
If the gear backlash is greater than the maximum, replace the gears as a set, meaning change both.
Check the bearings (many manufacturers use ball bearings instead of bushings in high capacity pumps there
by reducing the frictional losses) --if the ball bearings produce a crude noise, when turned with the hands,
then they need to be changed

Check the mechanical oil seals, if lips are worn or slightly damaged, it has to be renewed.

If the overhaul is for the PMS or condition-based monitoring program, it is better to change the oil seal/
bearings, it is always good to change the mechanical oil seals whenever the pump is dismantled.

Clean the joint sitting places on both the main shell and back cover correctly if the joints are damaged, should
be replaced

Once completed, the screws have to be assembled and boxed up, make sure to hold the back cover correctly
and in place while the screw shafts kept in their position.

Make sure to turn the drive shaft with hand and should turn without any wobbling.

The back cover is tightened properly with the new joint. The drain plug is put in place

The inlet and the outlet pipe lines are fitted to the pump with the proper thread seals.

Remember that the pump is to be placed in the cleaned foundation, with the correct shims in place. Then
move the motor in such a way that both the flanges are close to each other remember to keep the shims if
any, under the motor feet, correctly. Please check if there is any glaring misalignment.

AJ NOTES 48
 MEO CLASS 4 -MEP
CHAPTER-5

STEERING GEAR
Onboard the ship steering gear is used to steer the ship to a desired Heading. It is imperative that
steering gear system is maintained in good condition.

Before carrying out any maintenance routine, the maker's manual should be studied and thoroughly
understood. We have two types of electro hydraulic steering gear systems which are common in
today's marine application.

They are ram type and rotary type. Before moving into maintenance details of steering gear system,
a class four engineer should be in a position to understand how a steering gear looks like.
Ram type

Vane type

AJ NOTES 49
 MEO CLASS 4 -MEP
Maintenance chart
Daily checks

o Inspect the sliding and moving parts for sufficient lubrication.

o Check for sufficient quantity of grease and for proper functioning of greasing mechanism.
Automatic
o greasing is done in present day systems when the steering gear is in operation.
o Inspect all connecting linkages.
o Inspect pump seals, pipe connections for leakages.
o Check for sufficient oil level in the reservoirs.
o Check for temperature and pressure of the hydraulic oil, any deviation from normal values.
o Check the running hydraulic pump for correct functioning. Check the ammeter reading of the
pump.

Check level of following:

o Replenishing tank
o Storage tank- One complete System replenishment.

Every week

o Check various alarms and emergency changeovers.

o Check the communication from bridge to steering room. Repeat the procedure with sound
powered telephone.

Every month

o Check and clean hydraulic oil filters or replace them as per makers recommendation.
o Every three months Try out emergency steering from local control station in steering and log
down in log book.

Every six months

o Collect hydraulic oil samples and send the same to ashore for laboratory analysis.

Every dry-dock

o As per continuous survey of machinery (CSM) complete overhaul of steering gear system
which includes replacement of ram seals, measurement of bearing wear down etc.

Operational Aspects of Steering Gears

When special cautions are required to be exercised during navigation, ships must have more than one
steering gear power unit in operation when such units are capable of simultaneous operation.

Within 12 hours before departure, the ship’s steering gear shall be checked and tested by the ship’s
crew. The test procedure (see below) must include, where applicable, the operation of the following:

AJ NOTES 50
 MEO CLASS 4 -MEP
1. The main steering gears
2. The auxiliary steering gears
3. The remote steering gear control systems;
4. The steering positions located on the navigation bridge;
5. The emergency power supply;
6. The rudder angle indicators in relation to the actual position of the rudder;
7. The remote steering gear control system power failure alarms;
8. The steering gear power unit failure alarms; and,
9. Automatic isolating arrangements and other automatic equipment as required for the steering
gear.

Manufacturer’s recommendations / owner’s instructions must be strictly followed

The above checks and tests must include: (⌂)

o The full movement of the rudder according to the required capacity of the steering gear;
o A visual inspection of the steering gear and its connecting linkage; and
o The operation of the means of communication between the navigating bridge and the steering
gear compartment

(⌂) – The deck department should be informed for ensuring that there are no obstructions in the way
of the rudder. In excessively cold ambient temperatures, the heating system in the steering gear
compartment or any other oil-heater if provided, should be used. At ambient temperatures below 10°
C, as the oil warms up, the gear should be moved slowly, in order to heat the complete hydraulic
system. The power units should be run for about 30 minutes prior departure to raise the oil
temperature and occasional rudder movements made, to facilitate a uniform system temperature. The
oil level in the supply tank should be checked and topped up to about 75% of its capacity. Where
arrangements are provided, the low level alarm should be tested.

The duty engineer should check that, the linkages are free for satisfactory operation, the sliding
surfaces are duly lubricated and whether there are any leakages in the hydraulic oil. Rams ought to be
lubricated with the system oil. The individual grease nipples or the central greasing system, if fitted
for the ram guides, are to be verified for their being full and whether lubrication is being provided.

The “connecting pin” should be removed from the “steering from navigating bridge position” and
inserted into position for control of the “steering (by the trick wheel) from within the steering gear
compartment”. The rudder should be moved from hard-over to hard-over, using each power unit in
turn before cutting-off the power to test the audible and visual alarms on the bridge. Simultaneously,
the position of the tiller as indicated in the steering gear compartment should be verified against the
position indicated on the bridge by the rudder angle indicator, utilizing the communication system
provided. The indicating-light provided on the bridge to demonstrate the running motor of the power
unit in service, should be verified for satisfactory operation.

The “connecting pin” is restored in position for “telemotor steering” and then the tiller should be
operated from the bridge, by using the portpower-unit, to start with as an example. Now disconnecting
the power supply to this port-unit, would test the effectiveness of the automatic startup

AJ NOTES 51
 MEO CLASS 4 -MEP
arrangements(if provided) by bringing into service the starboard unit, which could have been
otherwise be started manually from the bridge.

This test may be repeated by starting with the starboard motor.

With both the power units running, opening the power supply breaker and then closing it would check
the automatic restart arrangements. Each control system provided ought to be tested.

The level of the hydraulic fluid in the tank (reservoir), should be checked.

In case certain ships are provided with equipment in excess of that which are mandatory, all testing
and drill stipulations are to be made equally applicable to the non-mandatory equipment. Masters and
Chief Engineers are required to ensure that all equipment is checked and tested and also that their
respective officers concerned with the operation or maintenance of steering gears are familiar with
the operation of the steering systems as fitted on board, along with the procedures for changing from
one system to the other. Emergency steering drills must be conducted at least once every three
months. This will enable the practising of emergency steering procedures.

The drills must include direct control of the system within the steering gear compartment, the
feasibility of communications with the navigation bridge and, the operation of alternative power
supplies, as applicable.

Waivers may be given by the Administration from the checks and tests marked “(⌂)” above, to ships
which regularly engage on voyages of short duration. In such cases, the checks and tests are to be
carried out at least once a week.

Safe Isolation of the System

o Removed the auto standby pump from auto position
o Stopped the Electric motor of the hydraulic pump
o Control room circuit breaker put off
o Electrical isolation permit should be obtained and Local electrical panel circuit breaker put off
o Shut off relevant isolating valves on the piping circuit between pumps and the actuators /
storage tank / replenishing tank.
o Informed bridge
o Display 'men at work' warning board.

Filter Cleaning
Usually filter cleaning is carried out if the differential pressure drop across the filter is high or in some
cases the visual indicator located on the filter is in the “red level”.

Now, there are two different types of filters.

The inlet side of the pump is provided with a filter capable of removing chips with a filtration level of
50 microns.

Silt filters are positioned in the return line. They are also called as return line filters.

AJ NOTES 52
 MEO CLASS 4 -MEP
Procedure
o Filter cleaning is carried out in the following fashion.
o Isolation of the system should be carried out.
o Ensure that there is no pressure in the line. This is cross checked by opening the purge screw.
o The base of the filter is turned slowly.
o The filter bowl with the filter element is removed.
o The element is replaced for a new one.
o In some cases, if it is of fine mesh wire type, clean the same with solvent like kerosene. Then
with ultrasonic cleaning. (attach the you tube link provided).
o Blow off air in the filter element.
o Fit the element along with the filter bowl.
o Purge the filter till air free liquid is seen through purge plug, close the same.
o Start the pump and see to that no leaks are present.
o Give rudder movements and check there are no leaks.

System Oil Charging and Air Purging

System Oil Charging

o When replenishing the system after repairs, the guidance below should be followed:
o The charging system consists of a storage tank, storage tank outlet valve, hand pump and
delivery valve to oil reservoir tank fitted in line with the system.
o The storage tank capacity should be as per class requirements.
o Oil level is monitored by means of gauge glass fitted to the storage tank.

AJ NOTES 53
 MEO CLASS 4 -MEP
o Usually the storage tank is kept 90% full to cater to any emergency
o The storage tank capacity should able to cater a full charge for the complete hydraulic circuit.
o The position of all the valves in the system should match with name plate of the steering gear.
o The steering gear system should be changed over from remote to local control.
o Open storage tank outlet valve and valves on the hand pump.
o Open the respective oil reservoir filling valve, either #1 or #2.
o With the help of hand pump, fill up the respective oil reservoir.
o Oil level should increase in the oil reservoir and come down in storage tank.
o Do not overfill, as some ullage space has to be left for expansion and oil return.
o Shut the oil reservoir filling valve.
o Shut the storage tank outlet valve and hand pump valves.

Oil system air purging

The procedure refers to purging of air from 4 ram type steering gear system:

o Carry out the system isolation as mentioned before.

o In case of hydraulic ram type steering gear, the casing and the sump should be maintained with
75% of its capacity.
o Turning bar inserted in the holes of flexible coupling between motor and pump.
o The air release purge screws on the cylinders are then opened partially. Use correct allen key.
o The pump put on stroke by pressing the end button of the bi-directional valve.
o The gear is slowly moved from one direction to another. Ram movement should be on both
sides.
o The level in the tank should start to fall.
o Air free or bubble free liquid should escape through air release valves.
o Stop pressing the end button of the bi-directional valve and stop turning the pump.
o Switch on the breaker and Start the electric motor. Put the switch on local.
o Under local control, use bi directional valve to move the gear should be moved from one side
to another.
o The air release on the cylinders is noted and the gear is slowly moved from one direction to
another.
o The travel of the rams should be gradually increased, until air free oil is discharged.
o Pumps are changed over by change over switch.
o Ram movement is continued, first with one pump and then with other pump.
o Air release valves are checked periodically to ensure that air has been released.
o Tighten the air release purge screws.
o The system is cross checked by giving various helm movements from bridge and from steering
flat.

AJ NOTES 54
 MEO CLASS 4 -MEP
CHAPTER-6

REFRIGERATION AND AIR CONDITIONING SYSTEM

On-board ship refrigeration system is used to prolong the storage life of perishable goods, by lowering its
temperature such that metabolic deterioration is prevented. On the other hand, air conditioning is a process
by which condition of air is modified and maintained for human comfort.

Since a refrigeration system is used in carriage of food products and an air conditioning system for human
comfort; it is imperative that refrigeration and air conditioning systems are maintained in good condition.

Safe Isolation of the system

▪ Pump down the refrigerant in the condenser.
▪ Compressor cuts off on LP trip.
▪ cooling water run for 30 minutes
▪ Stopped the compressor
▪ Control room circuit breaker put off
▪ Electrical isolation permit should be obtained and Local electrical panel circuit breaker put off
▪ Shut off the cooling water as appropriate
▪ Shut off the refrigerant line valves
▪ Remove the compressor from auto start and from priority
▪ Display man at work warning board

Purging Out Air from the System

The symptom which indicates air in the system has a steady increase in the high-pressure gauge reading.
Accumulation of air reduces the effective area of condenser available for condensing refrigerant.

Close the condenser outlet liquid valve and compressor will trip on LP cut off. Sea water is left circulating
in the condenser for few hours to achieve equilibrium.

Note the HP gauge reading. If no air is present in the condenser, there will be no change in the reading. If
air is present, then the reading will be higher than the previous value.

The refrigerant will condense and collect in the receiver but air stratifies and collects on top of the
refrigeration liquid. Now crack open the vent cock to purge out air from the system.

Adding Oil to the System

▪ Replenish the oil when oil level is below half the sight glass.
▪ Manufacturer prescribed oil should only be used.
▪ Clean oil from sealed containers should only be used.
▪ Close the liquid valve at the receiver outlet and collect the refrigerant.
▪ The compressor will cut off on LP trip.
▪ Close the suction and discharge valves of the compressor.
▪ Note that no refrigerant is allowed to be released into atmosphere.
AJ NOTES 55
 MEO CLASS 4 -MEP
▪ Charging valve usually fitted on c/case. This valve is of non-return type.
▪ Remove the cap from charging valve and connect the hand pump out let with charging or filling
valve.
▪ Add oil to the crankcase using the hand pump.
▪ After charging the oil to required level, secure charge valve and fix the cap in place.
▪ Open the suction and delivery valves. Open the liquid receiver outlet valve. Start the compressor.

Cleaning of Oil Strainer

▪ Close the liquid valve at the receiver outlet and collect the refrigerant.
▪ The compressor will cut off on LP trip.
▪ Close the suction and discharge valves of the compressor.
▪ Open plug provided between compressor and suction valve, vent trapped gas in to retrieval gas bottle.
▪ Place a receptacle underneath the drain plug,
▪ Open the crankcase drain plug slowly and collect the crankcase oil.
▪ A suction strainer is attached to the drain plug. Clean the oil strainer.

Oil-Contamination in the Refrigeration System

The evaporator, compressor, condenser and expansion valve are essential components of refrigeration cycle.
The vapor-compression refrigeration system

uses a circulating liquid refrigerant as the medium that absorbs and removes heat from the space to be cooled
and subsequently rejects that heat elsewhere.

Oil in Reefer System

The oil has a key function in a refrigeration system because it contributes to ensure:

▪ Lubrication of the mobile parts of the compressor

▪ Evacuation of the heat due to frictions of the mobile parts
▪ Air tightness between the compression stages in reefer compressors.

The lubricating substances could be divided into natural mineral oils, synthetic oil and half-synthetic oil.
The mineral oils could further be divided into:

▪ With a small amount of aromatic hydrocarbons, known as paraffin oils;

▪ Oils with a majority of aromatic hydrocarbons, known as naphthalene oils;
▪ Oils with a majority of aromatic hydrocarbons supplemented by groups of simple or alkyl rings.

In the cylinder of positive displacement compressor where a lubricating substance is used as a sealing,
cooling and lubricating, during the lubricating of the cylinder’s smooth surface, an oil-film is emerging on
the cylinder’s wall. Furthermore, a partial dispersion of lubricating substance takes place in the working
space of the compressor that results in appearance of aerosol. As a consequence of the Piston’s forward-
backward movement and its friction against the cylinder’s wall, the wall’s temperature rises. If the
temperature is high enough, the wall “dries out”. The oil takes over the heat from the cylinder’s wall (cooling
function) and turns into vapour. In the compressor cylinder a structure of flux of the air and lubricating

AJ NOTES 56
 MEO CLASS 4 -MEP
substance mixture in the form of liquid, steam and aerosol is emerging. The type of oil, chosen so as not to
react with the refrigerant type and other components in the system.

Oil Separators
To enable the oil ejected of the compressor to return to the crankcase, it is necessary:

▪ To respect the speed in the pipes in order to ensure the circulation of oil. Especially when the
refrigerant is in gas stage as its miscibility with oil is low.
▪ To use an oil separator which function is to recover a substantial quantity of oil and to make it return
to the compressor as soon as possible.

In small refrigeration systems, the oil is allowed to circulate throughout the whole circuit, but care must be
taken to design the pipe work and components such that oil can drain back under gravity to the compressor.
As a cost-effective permanent solution, consider equipping the chiller with a

new, high-efficiency oil purges which removes oil and acid

In larger more distributed systems, especially in retail refrigeration, oil is normally captured at an oil
separator immediately after the compressor, and is in turn re-delivered, by an oil level management system,
back to the compressor(s).

The four main techniques selected in the design and the manufacture of oil separators intended to
refrigeration systems are:

▪ Coalescence: phenomenon into which two substances identical but separated, tend to concentrate.
▪ Centrifugation: this technique uses the centrifugal force in order to separate refrigerants with
different densities.
▪ Speed reduction: this technique enables the heaviest molecules to follow their trajectory, by inertia,
while the lightest molecules scattered into the internal volume of the oil separator.
▪ Change of direction: this technique, in association with the previous one, enables to improve the
efficiency of droplet separation (heavy molecules) present into the steam (light molecules). The
droplets keep their initial trajectory because of their mass and their initial speed, while steam is
directed towards the outlet connection of the oil separator.

The manufacturers of oil separators will select one or several separation techniques according to the level of
efficiency researched.

Coalescence can be obtained with metallic sieves or coalescent cores which will be then necessary to replace
regularly.

How Oil Separators Work

Oil separators are almost always made of steel. As oil-laden discharge gas enters the oil separator's very
large internal volume, it immediately slows down its velocity. This low velocity is the key to good oil
separation. The oil is mixed with the discharge gas in the form of a fog. This refrigerant/oil fog now runs
into internal baffling, which forces the fog mixture to change direction. At the same time, this fog mixture
is slowing down rapidly on the surface of these baffles. Very fine oil particles collide with one another and
form heavier particles. Finally, fine mesh screens separate the oil and refrigerant even farther, causing larger
AJ NOTES 57
 MEO CLASS 4 -MEP
oil droplets to form and drop to the bottom of the separator. Often, a magnet is connected to the bottom of
the oil sump to collect any metallic particles. When the level of oil gets high enough to raise a float, an oil
return needle is opened and the oil is returned to the compressor crankcase through a small return line
connected to the compressor crankcase. The pressure difference between the high and low sides of the
refrigeration or air conditioning system is the driving force for the oil to travel from the oil separator to the
crankcase.

The oil separator is in the high side of the system and the compressor crankcase in the low side. This float-
operated oil return needle valve is located high enough in the oil sump to allow clean oil to be automatically
returned to the crankcase. Only a small amount of oil is needed to actuate the float mechanism. This ensures
that only a small amount of oil is ever absent from the crankcase at any one given time. When the oil level
in the sump of the oil separator drops to a certain level, the float will force the needle valve closed.

The oil return line from the oil separator to the crankcase should be just above room (ambient) temperature.
This is caused from heat conduction to the line from the hot oil separator. If the oil return line is cool or cold
to the touch, there may be liquid refrigerant vaporizing in it as it passes oil. This problem can result from the
oil separator's shell being poorly insulated and becoming too cool. If the shell is too cool, it can cool
discharge gasses too much, resulting in condensed (liquid) refrigerant in the bottom of the oil separator. This
will cause the float to rise too often because of increased levels of an oil and liquid refrigerant mixture in the
bottom of the separator.

Once the float rises and the orifice

opens, the mixture of liquid
refrigerant and oil passes through
the oil return line. The liquid
refrigerant will vaporize from the
sudden pressure drop and cause the
cool temperatures in the return
line.

AJ NOTES 58
 MEO CLASS 4 -MEP
Charging Refrigerant in the System
▪ Normally charging is made through the liquid charging valve at the high-pressure side.
▪ Put the drier in the system by opening the inlet and outlet of the drier valve and shut the by-pass
valve.
▪ Weigh the refrigerant gas cylinder before charging and after charging to ascertain the quantity of gas
charged in the system.
▪ Collect the gas by shutting the receiver outlet in the refrigerant system. The compressor will cut off
on LP trip. Check the liquid level in the sight glass.
▪ Connect the charging pipe to the refrigerant gas cylinder. The gas cylinder should be kept in vertical
position. Liquid valve in the cylinder should be used.
▪ Connect the charging pipe to the liquid side of the system and crack open the cylinder valve. This
will purge out any entrapped air. Tighten the charging connection.
▪ Open the charging valve and liquid valve in the cylinder. The liquid refrigerant will start flowing in
to the system.
▪ Start the compressor on "manual" and continue to charge the system. Observe the liquid level in the
sight glass.
▪ Close the charging valve and pumping down the entire charge until suction pressure just above zero.
▪ Stop the compressor and close the discharge valve.
▪ Cooling water kept running for some hours.
▪ Air is purged out through purging valve on condenser until the refrigerant gas appear at the valve.
▪ Close the gas cylinder liquid valve.
▪ Close the drier inlet and outlet valves and open the by-pass valve.
▪ Start the system by opening the receiver outlet valve and observe its efficiency for 20 minutes. Check
the liquid level in the receiver.
▪ If additional charging is required, repeat the procedure.
▪ Calculate the amount of refrigerant (charging) and enter the engine log book.

Leakage Rectification in the System

▪ In case of refrigeration system, the refrigerant is led by means of copper pipe.
▪ In many instances, the copper pipe will get holed.
▪ Permanent solution would be to renew the whole section.
▪ However owing to paucity of time, you should carry out some temporary arrangement to arrest the
leakage.
▪ Pump down the refrigerant in the condenser.
▪ Use ferrule connection to seal the leak. Cut the copper pipe using pipe cutter.
▪ Insert Ferrule female and female pieces.
▪ Use thread seal tape on top of the threads. Tighten the same.
▪ Open the refrigerant valves and confirm if the leakage has stopped.
▪ Note : Cold repairs possible using superfast drying plastic steel putty solutions or certain acrylic
solutions. But, cold repair is prefered to arrest the refrigerant leakagage temporarily and for short
period only.

AJ NOTES 59
 MEO CLASS 4 -MEP
Testing Compressor Discharge Valves
▪ Close the liquid valve in the receiver outlet and collect the refrigerant.
▪ The compressor will stop on LP trip.
▪ Shut the suction and discharge valves quickly.
▪ Observe the suction and discharge pressure gauges. If the discharge pressure falls roughly by 1 bar
and above in five minutes and simultaneously if suction pressure rises, then the discharge valve is
leaking.

Testing of Compressor Suction Valve

▪ Run the compressor under manual control.
▪ Close the suction valve slowly to prevent foaming of lubricating oil in the crankcase.
▪ With the suction valves shut, the compressor should develop a vacuum of 0.4 bar or more.
▪ This indicates the suction valves are ‘holding’ and functioning correctly.

Defrosting
A method of removal of frost, built-up on Evaporator coils. Defrosting should be done before snow thickness
exceeds ¼”.

Reasons for defrosting:

▪ Affecting heat transfer properties.

▪ Affecting air flow and circulation.
▪ Liquid back to Compressor.

Defrosting Systems:

▪ Water wash defrosting

▪ Hot gas defrosting
▪ Electric defrosting
▪ Manual shut down defrosting
▪ Warm brine defrosting

Various methods to defrost Brine System:

1. Hot brine thawing: Best and fastest method, used powerful brine heater with separate thawing
system. Watertight trays under the pipes, collected the dripping water.
2. Hot air from atmosphere: It is important that isolating doors in air trunks are perfectly tight, so as
to prevent hot air going into cargo spaces.
3. By shutting off brine : Allow the snows to be melted by the heat of the air in circulation. Very slow
operation and tends to throw back great deal of moisture into cargo space
▪ Direct expansion grid system: Hot gas defrosting.
▪ Battery cooling system: Water spray, electrical or steam heater.
▪ Brine cooling: Hot brine thawing.

AJ NOTES 60
 MEO CLASS 4 -MEP
Cargo Fridge Defrosting:

▪ In Battery System, hot brine passing brine heater is used.

▪ Steam is released to brine heater and brine flow is restricted by brine inlet valve, until brine
temperature has risen above 0°
▪ Brine temperature of 43°C is suitable for defrosting.

Cold Room defrosting and methods of defrosting

Coil Room is required to defrost to gain more Heat Transfer Efficiency.

Methods of Defrosting are:

▪ ( i) Plant stopped and manual watering

▪ (ii) Hot gas circulating
▪ (iii) Electric Heater.

Troubleshooting of Refrigeration System

Faults in Shipboard Refrigeration Systems

1. Undercharging of Refrigeration System

Indication:

▪ Compressor is running hot and performance of the compressor falls off due to high superheat
temperature at the suction side of compressor.
▪ Suction and discharge pressure of the compressor is low.
▪ Large vapor bubbles in the liquid sight glass.
▪ Low gauge readings in the condenser.
▪ Ammeter reading for the compressor motor is lower than normal.
▪ Rise in room temperature which is to be cooled.
▪ Compressor is running for extended period of time.

Causes:

▪ Leakage of refrigerant at the shaft seal, flange couplings, valve gland etc.
▪ Expansion valve may be blocked at the strainer.
▪ Partial blockage of refrigerant at the filter or drier or evaporator may cause undercharging.

Action:

▪ Identify and rectify the leakage of refrigerant from the system.

▪ Clean the filter and drier.
▪ Charge the system with fresh refrigerant as required.

AJ NOTES 61
 MEO CLASS 4 -MEP
2. Overcharge of Refrigeration System

Indication:

▪ The liquid level in the condenser is too high (high condenser gauge reading). This will reduce the
available condensing surface, with corresponding increase in the saturation temperature and pressure.
▪ High pressure switch of the refrigerant compressor activates and stops the compressor.
▪ The suction and the discharge pressures are high.

Causes:

▪ It may be due to the reason that excessive refrigerant has been charged in the system.
▪ Air in the system may also cause over charging indication.
▪ It may also be due to the formation office on the regulator.

Action:

▪ Remove the refrigerant from the system. This is done by connecting a cylinder to the liquid line
charging valve, starting the compressor, and then operating the charging valve.
▪ Purge the air from the system and maintain effective cooling.
▪ Remove ice from the regulator by using any of the defrosting methods.

3. Moisture in the System

This normally comes with the ingress of air in the system. Moisture may freeze at the expansion valve, giving
some of the indication of under charging. It will contribute to the corrosion in the system. It may cause
lubrication problems and breakdown of the lubricating oil in the refrigerant compressor.

Action:

▪ Renew silica gel in case of minor moisture.

▪ collect refrigerant and remove all air and moisture by vacuum pump if the amount is huge.

4. Air in the System

Indication:

▪ This may cause the refrigeration compressor to overheat, with a high discharge pressure and normal
condensing temperature.
▪ There are possibilities of small air bubbles in the liquid sight glass of the condenser.
▪ Condensing pressure of the refrigerant in the condenser may be high.
▪ If there is excessive air, it may reduce the cooling capacity of the system, making the compressor to
run for the extended period of time.
▪ It may cause the gauge pointer of the condenser to jump indefinitely.

Causes:

▪ During charging, air may enter in to the system.

▪ If Freon-12 is used air may leaks in to the suction line because the working pressure of the Freon-12
refrigerant is less than the atmospheric pressure.

AJ NOTES 62
 MEO CLASS 4 -MEP
Action:

▪ Air in the system can be removed by collecting the system gas in the condenser, leaving the condenser
cooling water on and venting out the air from the top of the condenser because air will not be
condensed in the condenser but remains on top of the condenser above the liquid refrigerant.
▪ Connect the collecting cylinder to the purging line of the condenser, open the valve, and collect air
in the cylinder.
▪ After purging the air from the system don’t forget to shut the purging valve.
▪ Check the level of the refrigerant in the system. If required, charge the system with fresh refrigerant.
▪ Restart the compressor with all safety precautions

5. Oil in the Refrigeration System

Indication:

▪ Temperature is not dropping in the cold rooms as normal, due to fact that oil act as insulation in the
evaporator.
▪ It may cause excessive frost on the suction line.
▪ Refrigerant compressor runs for the extended period of time.
▪ Lubricating oil level in the compressor will drop.
▪ Refrigerant level will fall if oil has caused blockage.

Causes:

▪ This may happen if the oil separator is not working properly.

▪ Oil may carry over from the compressor and may not come back to the compressor due to blockage
in the system.
▪ Defective piston rings or worn out liner of the compressor may cause the oil to carry over along with
the refrigerant.
▪ Compressor may take high capacity current during starting.

Action:

▪ Check the oil separator for proper functioning.

▪ Check the drier for proper cleaning and if its require cleaning clean it
▪ Evaporator coil should be drained to remove any trace of oil.
▪ If there is oil in the cooling coils, increase the condenser and evaporator temperature differentials
and remove excess frost on the suction pipe.
▪ Heat pipes with blow torch.

6. Flooding of Refrigerant in the System

This is seen as liquid getting back to the suction of the refrigerant compressor. It may be due to a faulty or
incorrectly adjusted expansion valve and also due to solenoid valve leakage. It may also result from
overcharging of the refrigeration system. Flooding may lead to an iced-up evaporator.

7. Evaporator Coil Icing:

Icing of the evaporation coils which may happen due to:

AJ NOTES 63
 MEO CLASS 4 -MEP
1. Cause: Too low temperature setting

Action: Increase the coil temperature by adjusting TEV or it’s sensor.

2. Cause: The coil capacity is less

Action: Install large capacity evaporator coils

3. Cause: Defrost is not operational

Action: Check if the defrost system is functioning at regular intervals.

8. Compressor Starts but Stops immediately

When the compressor in the reefer circuit starts and suddenly stops, it can be because of the following
reasons:

1. Cause: Low pressure cut out gets activated

Action: Ensure that all the suction line valves are in open condition, the refrigeration is properly charged
and the low pressure cut out is not defective.

2. Cause: Defective oil pressure cut out

Action: Check for proper functioning of oil pressure cutout and replace the defective cutout.

3. Cause: Defrosting timer is getting activated frequently

Action: If the defrost timer is getting activated frequently, leading to cutout of compressor, check and repair
defrost timer.

4. Cause: The lube oil level is below required level

Action: This can be because of leakage of lube oil from seal or carry over of oil. Rectify the leakage and
refill the oil level.

5. Cause: Foaming of oil leading to reduced oil pressure

Action: Ensure no foaming takes place, renew the oil if required.

6. Cause: Motor overload cutouts are activating

Action: Ensure that electrical motor trips are working properly.

9. Excessive icing up at Compressor suction:

Causes:

▪ Abnormal operation of TEV.

▪ Overcharge of the system.
▪ Moisture in the system owing to dirty Dryer.
▪ Defective Suction valve

AJ NOTES 64
 MEO CLASS 4 -MEP
Indication:

▪ Continuous running of Compressor.

▪ Insufficient cooling effects.
▪ Noisy operation.
▪ High suction pressure.

10. Defective Discharge valve

Indication:

▪ Continuous running of Compressor.

▪ Insufficient cooling effects.
▪ Noisy operation.
▪ High suction pressure during running.
▪ Low discharge pressure during running.
▪ Suction pressure rises faster after Compressor is shut-down.
▪ Warm cylinder head

11. Choked Expansion valve

Causes:

▪ Due to dirt and freeze-up of water present in system.

Effects:

▪ Starved Evaporator
▪ High superheat temperature.
▪ Rapid Condenser pressure rise can cause stopping of Compressor

Remedy:

▪ Clean Expansion valve and filter

▪ Renew Dehydrator.

Operation of DE Ref Plant

The refrigeration plant runs continuously to maintain the cold room temperatures. The compressor cuts in
and cuts out automatically, depending on the room temperatures. Two plants of the same refrigerating
capacity are provided so that one plant will be available during the maintenance of the other plant.

Temperatures of cold rooms are to be monitored periodically. A timer defrosts the evaporator coils located
in the cold rooms automatically, at the preset intervals. The refrigeration plant parameters monitored and
recorded, indicate the performance of the plant. The thermostats located in the rooms control the opening
and closing of the solenoid valve according to the required temperatures.

As the temperature of each room reaches the set value, its solenoid stops the flow of the liquid refrigerant to
that room. The temperatures of the vegetable and dairy room are maintained at 4°C to 5°C by a back pressure

AJ NOTES 65
 MEO CLASS 4 -MEP
valve fitted after the evaporator. The temperature at which the refrigerant evaporates depends on the
evaporator pressure. The back pressure valve maintains the evaporator at the required pressure.

Safety Devices
Safety devices protect the compressors from damage due to high refrigerant pressure or low luboil pressure.

The lube oil differential pressure cut out compares the lube oil pressure and the suction pressure of the
compressor. If the differential pressure falls below 1.2 bar, then the compressor trips and requires a manual
reset to restart. A time delay is built into the circuit to allow sufficient time for the lube oil pressure to build
up while starting.

The high pressure [HP] cut out is fitted at the delivery of the compressor. If the compressor delivery pressure
increases above the set value, then the compressor trips. It requires a manual reset to start the compressor.

The low pressure [LP] cut out trips the compressor in case the suction pressure drops below the set value. In
most of the plants, it is used for starting and stopping the compressor to maintain the temperatures.

The compressors are lubricated to:

▪ Reduce the frictional wear on bearings and moving parts

▪ Cool the refrigerant gas during compression
▪ Seal against refrigerant gas leakage

The refrigeration compressor lube oil should have the following properties:

▪ Outstanding low temperature fluidity

▪ Outstanding oxidation resistance and thermal stability at high temperatures
▪ Excellent deposit control
▪ Low volatility for lower oil consumption and less makeup oil
▪ Protection against rust and corrosion

The specifications preferred for the lubricants are given in the table below.

▪ ISO Viscosity Grade 68

▪ Viscosity Index 143
▪ Density @ 15 °C, g / cm3 830
▪ Flash Point, °C 230
▪ Viscosity at 40 °C, cSt 70
▪ Pour Point, °C -42

During running:

▪ Make vacuum pressure in crankcase and suck oil itself.

▪ Ensure oil pipe immersed in oil to prevent air ingress.

Stop condition:

▪ Tight shut both inlet and outlet valves of compressor.

▪ Open filling plug and fill to required level.

AJ NOTES 66
 MEO CLASS 4 -MEP
▪ Air purge to be done when plant resume.

Thermostatic Expansion Valve (TEV)

Functions:

▪ Reduce the pressure of the refrigerant: The first and the foremost function of the thermostatic
expansion valve is to reduce the pressure of the refrigerant from the condenser pressure to the
evaporator pressure. In the condenser the refrigerant is at very high pressure. The thermostatic
expansion valve has an orifice due to which the pressure of the refrigerant passing through it drops
down suddenly to the level of the evaporator pressure. Due this the temperature of the refrigerant
also drops down suddenly and it produces cooling effect inside the evaporator.
▪ Keep the evaporator active: The thermostatic expansion valve allows the flow of the refrigerant as
per the cooling load inside it. At higher load the flow of the refrigerant is increased and at the lower
loads the flow is reduced. It won’t happen that the load on the evaporator is high and the flow of the
refrigerant is low thereby reducing the capacity of the evaporator. The thermostatic expansion valve
allows the evaporator to run as per the requirements and there won’t be any wastage of the capacity
of the evaporator. The TEV constantly modulates the flow to maintain the superheat for which it has
been adjusted.
▪ Allow the flow of the refrigerant as per the requirements: This is another important function of the
thermostatic expansion valve. It allows the flow of the refrigerant to the evaporator as per the load
on it. This prevents the flooding of the liquid refrigerant to the compressor and efficient working of
the evaporator and the compressor and the whole refrigeration plant.

TEV construction:
▪ Small quantity of Vapour Refrigerant is sealed in a bulb or phial, and attached to Compressor suction
pipe, just coming out from Evaporator.
▪ Other end is connected by Capillary Tube to the chamber above Flexible Bellow in valve body.
▪ The space below the Bellow is in communication with Evaporator outlet pressure (this is called
Equalising Line)
▪ If no further action is taken, pressure above and below the Bellow will be equalised and hence no
superheat is obtained.
▪ This is overcome by providing adjustable Bias Spring under the Bellow, and Bias Spring pressure is
proportional to required superheat.

Operation:
1. Refrigerant Liquid from Condenser enters into TEV via Dryer, it expands to Evaporation Pressure,
and some flash gas is formed.
2. Flash Gas amount varies between 25 – 35%, depending on refrigerant type, plant capacity and
ambient temperature.
3. Mixture of this expanded gases and some part of liquid, passed into Evaporator, where complete
Evaporation takes place.
4. Evaporator outlet pressure plus Spring pressure tends to close the valve, and is opposed by the
pressure above the Bellow, trying to open it.
5. This pressure above the Bellow is in relation to temperature in Compressor suction pipe.
AJ NOTES 67
 MEO CLASS 4 -MEP
6. Equilibrium condition is reached, when Superheat is correct at phial attachment point.
7. Starved condition in Evaporator will result greater Superheat, so expansion of Vapour Refrigerant in
phial will tend to open the valve further, to increase the flow.
8. Flooded condition in Evaporator will result lower Superheat, so contraction of Vapour Refrigerant
in phial will tend to close the valve further, so decrease the flow.
9. Superheat Temperature adjusted at: 3 – 6°C, by Bias Spring pressure.

Equalising Connection
▪ In some plant having large Evaporator or Multi-circuit Evaporator, excessive pressure drop across
Evaporator occurs, and always tend to starve the Evaporator and increase the Superheat.
▪ To counteract this, if pressure drop across Evaporator, exceeds 3 bar, an Equalising Connection must
be provided at TEV.
▪ A direct connection between underside of Bellow and suction piping of Compressor, preferably
between phial and Compressor.

AJ NOTES 68
 MEO CLASS 4 -MEP
CHAPTER-7

CENTRIFUGES
Safe Isolation of the System
• Stopped the centrifuge
• Control room circuit breaker put off
• Electrical isolation permit should be obtained and Local electrical panel circuit breaker put off
• Shut off the operating water, de sludging water and sealing water as appropriate
• Shut off the feed inlet and oil discharge line
• Shut off the steam to the heater
• Confirm from rotary indicator that centrifuge is stand still and apply the brake as appropriate.
• Display men at work warning board.

Maintenance in bowl parts

The separator bowls are statically and dynamically factory balanced only as a complete bowl assemblies.
Therefore, the major bowl parts cannot be replaced without re-balancing the entire bowl.

Bowl parts must never be interchanged from one separator to another. This is just as imperative where
separators of the same type.

Bowl can become out of balance due to - poor cleaning, incorrect assembly, too few discs, insufficiently
tightened bowl hood, bowl assembled with

parts from other separators, height adjustment for paring disc is incorrect, bowl spindle bent, bearing worn
out or damaged and spindle top bearing rubber buffer defective.

AJ NOTES 69
 MEO CLASS 4 -MEP
Sliding bowl bottom
• Poor sealing between the bowl hood seal ring and the sealing edge of the sliding bowl bottom will
cause leakage of process liquid from the bowl.
• Check the sealing edge of the sliding bowl bottom. If damaged through corrosion or erosion; in other
ways it can be rectified by turning in a lathe.
• Maximum permissible reduction of the original profile height (h): 0.5 mm.
• Check for damage, corrosion and erosion prior to assembly.
• Clean nozzles in dosing ring with a soft iron wire.
• Bowl opening :The key event to start a sludge discharge is the downward movement of the operating
slide. This is accomplished by supply of opening water to the discharge mechanism.Water is drained
off through nozzles in the bowl body.The sliding bowl bottom is rapidly pressed downwards by the
force from the liquid in the bowl, opening the sludge ports.
• Bowl closing : After the sludge is discharged the sliding bowl bottom is immediately pressed up and
the sludge ports in the bowl wall are closed.

Discharge mechanism
• Dirt and lime deposits in the sludge discharge mechanism may cause bad discharge function or non
at all.

Bowl body
• Exchange the nozzle. Polish the surface with steel wool.
• Inspect the surface in contact with the operating slide. Remove any marks with whetstone .
• Use a torque meter to tighten the dosing ring screws. Tightening torque = 20 Nm. over tightening
may jam the operating slide.
• Defective or broken springs as well as poor sealing between the valve plugs of the- operating slide
and the bowl body may prevent complete closing of the bowl.

Operating slide springs

• Replace springs which differ appreciably from the other ones in
• regard to length or which seems to be defective in other respects.

Operating slide
• Examine the three sealing surfaces of the bowl body in contact with the valve plugs. Remove any
marks and lime deposits with a very fine-grain emery cloth.
• Inspect the guiding surface in contact with the dosing ring. Remove any marks with whetstone.

Valve plugs
• Exchange the valve plugs. Knock in the new plugs with a rubber mallet.
• The service kit contains three different sets of valve plugs, marked with different colors, i.e. black,
red and green.
• Check surfaces indicated ' for burrs & galling or friction marks.
AJ NOTES 70
 MEO CLASS 4 -MEP
Vertical Spindle
• Impact marks on the spindle cone and/or in the nave may cause bad bowl run. Heavy rusting may
cause the bowl to stick firmly to the spindle cone and can obstruct next dismantling.
• Remove any impact marks using a scraper and/or an oil-stone. Rust can be removed by using a fine-
grain emery cloth. Finish with very fine emery cloth.

Sliding bowl and Bowl hood

• Poor sealing between the bowl hood seal ring and the sealing edge of the sliding bowl bottom will
cause leakage of process liquid from the bowl.
• Replace the bowl hood seal ring at each intermediate service if the ring is damaged or indented more
than 1 mm.

Large lock ring

• Excessive wear or impact marks on threads and guiding and contact surfaces of the lock ring, bowl
hood and bowl body may cause hazardous galling.
• Height position of oil paring disc
• Incorrect height position can cause the paring disc to scrape against paring chamber housing.
• The height position should be checked if the bowl spindle has been dismantled or the bowl has been
replaced.
• With inlet and outlet parts mounted, revolve the worm wheel shaft by hand. If it turns heavily or if a
scraping noise is heard, wrong height adjustment or wrong fitting of the inlet pipe may be the cause.

Water paring disc:

• Remove lime deposits with steel wool. If necessary use 10% acetic solution to dissolve the deposits.
The solution should be heated to 80°C.
• The height position is adjusted by adding or by removing height adjusting rings (H) under the
distributing cover.
• After adjustment rotate the spindle. If a scraping noise is heard, re-adjust.

Purification
Below is a sketch of a typical centrifugal purifier found onboard.

The basic operation of the purifier shown is as follows. Unseparated oil is fed into the bowl through the oil
inlet and is forced inwards to the disc stack.

The oil is continuously cleaned as it travels towards the centre of the bowl. When the cleaned oil leaves the
disc stack, it rises upwards and flows over the level ring where it enters the oil paring chamber.

From there it is pumped by the non-rotating oil paring disc and leaves the bowl through the clean oil outlet.
Separated water and sludge will be accumulated in the bowl sludge space.

AJ NOTES 71
 MEO CLASS 4 -MEP
Under normal operation the upper paring disc and flow control disc are used for internal oil circulation in
the top of the bowl. This circulation is necessary for maintaining a minimum temperature increase of the oil
in the upper paring chamber.

Essentially, centrifuges can be either purifiers or clarifiers. Clarifiers separate solids from liquids while
purifiers separate liquids of different densities.

There is no gravity disc in a clarifier as there is no water seal. A purifier has a gravity disc and water seal is
maintained through an interface. The following graphic illustrates this.

The majority of purifiers found onboard are of the self-cleaning type in that they are able to open the bowl
to discharge any accumulated sludge.

Automatic purifier is one in which all the operations, from bowl lifting to pumping of oil in the service tank,
is done automatically by electronic integrated circuits. This also includes automatic desludging, alarms and
trips. The only manual operation is the starting of the purifier.

A gravity disc is a device on top of the purifier, which helps in maintaining the oil-water interface. The
diameter of the gravity disc is inversely proportional to the density of oil being purified i.e. the greater the
density of oil, the lesser the diameter of gravity disc and vice versa. The manual gives a calculation for
determining the diameter of the gravity disc based on oil throughput, temperature and specific gravity.

The time taken to purify oil to a given degree of purity depends largely on its viscosity. The more viscous
the oil, the longer will be the time required to purify it. By heating the oil, you can decrease viscosity and
the substances that contaminate the oil. This is one of the most effective methods to reduce the tendency of
the oil to emulsify, making purification easier.

Maintenance of Horizontal Shaft

The horizontal shaft parts are dismantled once in 8000 hours. Worm wheel, worm gear, horizontal shaft are
checked for corrosion and erosion of parts.

AJ NOTES 72
 MEO CLASS 4 -MEP
Particular attention is paid to the friction drum and the clutch pads. If the friction drum and clutch pads are
worn out heavily, then replace them as per makers’ recommendation. Axial play is checked and compared
with maker’s allowance. Worm wheel mating faces has to be inspected for abrasion or rubbing as shown in
sketch. Replace if required. Check the ball bearings & bearing housing. Particular attention is paid to seal
ring, sealing washer and lock washer. If the sealing washer or sealing ring is defective replace, them in pair.

Horizontal shaft parts:

Worm Wheel and its groove

• Replace the worm wheel (driver) when wear exceeds 2 mm.

• Clean all dismantled parts thoroughly. Use de-greasing agent for the coupling drum. Check for
damage.

Worm- wheel shaft

• If the worm wheel shaft has been damaged, a new shaft can be fitted in the coupling drum.
• Check the worm wheel shaft in the way of bearing seating area for any indentations are scoring.
• Sealing washer & seal ring should be checked for damage. Even if one of them is damaged they
should be replaced in pairs.
• Ball bearings should be replaced every 8000 hours. Ball bearings have to be replaced after stipulated
number of running hours.
• Taper pin should be inspected for friction marks or rubbing marks or burrs. Replace the taper pin, if
required.
• Bearing shield should be inspected closely especially in the mating areas. Any minor indentations
should be removed by file or fine emery.
• Check the round nut threads; there should not be any burrs. Please remove if burrs any.
• Check the teeth of worm wheel and worm for wear. Examine the contact surfaces and compare the
tooth profiles, the gear may work satisfactorily even when worn to some degree.
• Replace worm wheel and worm at the same time, even if only one of the parts is considerably worn.
Presence of metal chips in the oil bath is an indication that the worm wheel is wearing abnormally.
AJ NOTES 73
 MEO CLASS 4 -MEP
• Presence of black deposits on the spindle parts is an indication that the oil base has deteriorated
seriously or that some of the oil additives have precipitated. If pits are found on the worm gear, the
cause could be that the additives are not suitable for this purpose.

Friction Pads
If the separator does not attain full speed within 10 minutes, the friction pads of the coupling may be worn
or oily. The friction pads must then be renewed or properly cleaned from oil. Replace all pads even if only
one pad is worn.

Maintenance of Vertical Shaft

The vertical shaft parts are dismantled once in 8000 hours. Usually, bearings, bearing housing and bearing
springs are checked and renewed as appropriate. Sealing rings and o-rings are renewed as per maker’s
recommendations. Bowl spindle is inspected in the way of ball bearings. Replace the vertical shaft if the
bearing seating area has thinned down.

Bowl spindle:

• Prior to dismantling the bowl spindle, the inlet and outlet, frame hood, bowl and paring disc device
for operating water must be removed.
• Clean all dismantled parts thoroughly. Check for damage and for corrosion on spindle top. Presence
of black deposits on the spindle parts indicates that the oil base has deteriorated seriously or that
some of the oil additives have precipitated.

Top bearing springs and ball bearing housing:

Weakened or broken buffer springs as well as defective contact surfaces for the buffers on the ball bearing
housing may give rise to separator vibration (rough bowl run).

Top bearing springs

In case of sudden spring fracture, the complete set should be replaced, even if only one spring is broken.
AJ NOTES 74
 MEO CLASS 4 -MEP
Ball bearing housing
• Examine the contact surface for the buffers on the ball bearing housing. In case of defects
(indentations deeper than 0.5 mm) replace the housing as well as buffers and springs
• In the case of 8000 hours service, check the top bearing springs and ball bearing housing. Ball
bearings have to be replaced after stipulated number of running hours.
• In the case of 8000 hours service or if the spindle has been dismantled /assembled due to a rough
bowl run, check the radial wobble.
• If the bowl spindle has been removed, its height position relative to the frame ring top edge must be
checked.
• Check the worm gear for any wear, corrosion, erosion etc. Consult maker’s manual for limitation
value. If required replace both worm & worm wheel.
• Before starting adjustment, tap the spindle top a few times with a tin hammer. It might be that the
bottom bearing of the spindle is not properly seated in the bottom bearing housing.

Factors influencing the separation result

Optimizing the purification process

Certain parameters should be addressed before the purification system is started. Out of those parameters,
very important parameters are:

• Feed inlet oil temperature

• Density of Oil
• RPM of the rotating bowl
• Back Pressure
• Throughput of oil feed

Feed inlet oil temperature: Before entering the purifier, the dirty oil passes through the heater. This increases
the temperature, thus reducing the viscosity of the oil to be purified. The lower the viscosity, the better will
be the purification.

Density of Oil: As the dirty oil entering the purifier is heated to reduce the viscosity, the density also reduces.
The lower the density, the better the separation.

R.P.M of the rotating bowl: If the purifier has not achieved full RPM (revolutions per minute), then the
centrifugal force will not be sufficient enough to aid the separation.

Back Pressure: The back pressure should be adjusted after the purifier is started. The back pressure varies
as the temperature, density, viscosity of feed Oil inlet varies. The back pressure ensures that the oil paring
disc is immersed in the clean oil on the way of pumping to the clean oil tank.

Throughput of oil feed: Throughput means the quantity of oil pumped into the purifier/hr. In order to
optimize the purification, the throughput must be minimum.

AJ NOTES 75
 MEO CLASS 4 -MEP
Separating temperature

For most oils a high separating temperature will normally increase the separation capacity. The temperature
influences oil viscosity and density and should be kept constant throughout the separation.

Viscosity

Low viscosity facilitates separation. Viscosity can be reduced by heating.

Density difference (specific gravity ratio)

The greater the density difference between the two liquids, the easier the separation. The density difference
can be increased by heating.

Phase proportions

An increased quantity of water in an oil will influence the separating result through the optimum transporting
capacity of the disc stack. An increased water content in the oil can be compensated by reducing the
throughput to restore the optimum separating efficiency.

Size and shape of particles

The round and smooth particle (A) is more easily separated out than the irregular one (B). Rough treatment,
for instance in pumps, may cause a splitting of the particles resulting in slower separation. Larger particles
(1) are more easily separated than smaller ones (2) even if they have the same density.

The throughput

The throughput sets the time allowed for the separation of water and sediment from the oil. A better
separation result can often be achieved by reducing the throughput, i.e. by increasing the settling time.

Sludge space - sludge content

Sediment will accumulate on the inside periphery of the bowl. When the sludge space is filled up the flow
inside the bowl is influenced by the sediment and thereby reducing the separating efficiency. In such cases
the time between cleaning should be reduced to suit these conditions

Disc stack

A neglected disc stack containing deformed discs or discs coated with deposits will impair the separating
result.

Gravity disc

The position of the interface is adjusted by altering the outlet diameter of the heavy liquid phase that is by
exchanging the gravity disc.

A gravity disc with a larger hole will move the interface towards the bowl periphery, whereas a disc with a
smaller hole will place it closer to the bowl center. When selecting a gravity disc for a purifier the general
rule is to use the disc having the largest possible hole without causing a break of the water seal.

AJ NOTES 76
 MEO CLASS 4 -MEP
Purifier vs Clarifier
Essentially, centrifuges can be either purifiers or clarifiers. Clarifiers separate solids from liquids while
purifiers separate liquids of different densities.

There is no gravity disc in a clarifier as there is no water seal. A purifier has a gravity disc and water seal is
maintained through an interface.

Purifier Operation
Operational Procedures

The purifier is operated in manual or automatic mode. In the automatic mode, the purifier is started from the
starter panel. The ‘Auto Start’ button is pressed after the purifier attains the rated speed. The various
operations like supplying operating water for closing the bowl, supplying sealing water, opening the oil feed
and discharging sludge periodically are carried out automatically.

The purifier is operated in manual mode in case of automatic control unit failure or in ships where automatic
control unit is not provided. As a watch keeping engineer, you should know the operating procedures of a
purifier which will help you in troubleshooting. After starting the purifier, the parameters should be
monitored, in order to obtain efficient cleaning of the fuel oil and the Lube Oil.

The basic operation of the purifier is as follows. Unseparated oil is fed into the bowl through the oil inlet and
is forced inwards to the disc stack. The oil is continuously cleaned as it travels towards the center of the
bowl. When the cleaned oil leaves the disc stack, it rises upwards and flows over the level ring where it
enters the oil paring chamber.

From there it is pumped by the non-rotating oil paring disc and leaves the bowl through the clean oil outlet.
Separated water and sludge will be accumulated in the bowl sludge space.

Under normal operation the upper paring disc and flow control disc are used for internal oil circulation in
the top of the bowl. This circulation is necessary for maintaining a minimum temperature increase of the oil
in the upper paring chamber.

Pre-checks before starting a Purifier

Before starting a Purifier, following checks are very essential:

• If the Purifier is started after an overhaul, then check all fittings are fitted in right manner. The bowl
frame hood locked with hinges.
• Check the Oil level in the gear case. Ensure that it is half in the sight glass.
• Check the direction of rotation of the separator, by just starting and stopping the purifier motor.
• Check whether the brake is in released position.

Starting the Purifier

1. Ensure the lines are set and respective valves are open. Usually the lines are set from settling tank to
service tank.
2. Start the purifier feed pump with the 3-way re-circulation valve in a position leading to settling tank.

AJ NOTES 77
 MEO CLASS 4 -MEP
3. Open the steam to the heater slightly ensuring the drains are open so that the condensate drains. close
the drains once steam appears.
4. Start the Purifier.
5. Check for vibrations, check the gear case for noise and abnormal heating.
6. Note the current (amps) during starting. It goes high during starting and then when the purifier bowl
picks-up speed and when it reaches the rated speed, the current drawn drops to normal value.
7. Ensure the feed inlet temperature has reached optimum temperature for separation as stated in the
Bunker report and nomogram (bunker delivery note gives the density of the fuel and using this we
can get the separation temperature and gravity disc size from the nomogram)
8. Now check whether the bowl has reached the rated speed by looking at the revolution counter. The
revolution counter gives the scaled down speed of the bowl. The ratio for calculation can be obtained
from the manual.
9. After the bowl reaching the rated RPM, check for the current attaining its normal value.
10. Open the bowl closing water/operating water, which closes the bowl. (Ensure sufficient water is
present in the operating water tank)
11. After 10 seconds, open the sealing water to the bowl.
12. The sealing water should be kept open till the water comes out of the waste water outlet.
13. Once the water overflows through the waste water outlet, stop the sealing water.
Now open the de-sludge water/bowl opening water. (This is done to ensure the bowl has closed
properly). During de-sludge we can hear a characteristic sound at the opening of the bowl.
14. Repeat the steps 10, 11 ,12 & 13.
15. Open the 3-way re-circulation valve such that the dirty oil feed is fed into the purifier.
16. Wait for the back pressure to build up.
17. Check for overflowing of dirty-oil through waste water outlet & sludge port.
18. Adjust the throughput to a value specified in the manual. Correspondingly adjust the back pressure,
too.
19. Now the purifier is put into operation. Change over the clean-oil filling valve to service tank.

After-Checks and Stopping the Purifier

Checks after starting the purifier during regular watches:

1. Adjust the throughput, back pressure, temperature of feed inlet if necessary

2. Gear case oil level, motor amps, general leakages, vibration have to be monitored
3. De-sludge every 2 hours for heavy oil purifiers & every 4 hours for lubricating oil purifiers. (Refer
to the manual or chief engineer instructions.)

Stopping of Purifiers:

1. De-sludge the purifier after stopping the feed inlet.

2. Shut down the steam inlet to the oil.
3. Stop the purifier after filling up the bowl with water.
4. Apply brakes and bring up the purifier to complete rest.
5. If any emergency, the purifiers has emergency stops, on pressing it, will stop the purifiers
immediately shutting off the feed

AJ NOTES 78
 MEO CLASS 4 -MEP
Lube Oil Purifier Operation
The following procedure is used to start the lube oil purifier.

1. All of the internal running parts of the purifier are automatically lubricated by a mist or spray caused
by the helical gear running in a reservoir of oil. This reservoir must be checked and filed before
operating the purifier. To fill the reservoir, unscrew the filler cap (with dipstick) and pour oil into the
lube oil reservoir. It will take about 1 quarts of oil to completely fill the reservoir. Make sure that the
reservoir is not overfilled when done and also make sure to replace the cap/dipstick. This should not
be done while the purifier is operating!
2. Check that the brake and lock screws have been released, open the purifier, inspect, and make sure
that the bowl is properly reassembled and that the bowl revolves freely.
3. Clamp the cover and inlet arm down firmly
4. Open all valves for the discharge pump and the tank it supplying.
5. Open all valve for the suction pump and the tank its receiving from except the inlet valve for the
suction pump.
6. Start the pump and check for the speed by depressing the speed indicator. The plunger should indicate
not less than 70 times per minute.
7. Prime the bowl by adding water to the funnel at the top of the purifier. The bowl is completely primed
if water drains from the discharge port.
8. Open the inlet valve slowly. Maintain a discharge head of 6-8 psi.
9. The temperature of the lube oil should be maintained between 160-165° F. The oil discharge port
should be 1/8 full and the water discharge port should have no oil in it and little or no water. (a large
amount of water would indicate water contamination of the oil being purified and should be
investigated

Water Contamination in Lube Oil

Causes

• Condensation of water vapor within the crankcase

• Leakage from the cooling water system for cylinder or piston
• Leakage from the sump tank heating steam coils.

Effects

• Reduce cooling efficiency.

• Increase the acid formation in trunk type piston engine.
• Can cause corrosion on m/c parts.
• Microbial degradation, [Reduce centrifuging efficiency; promote local pitting and corrosion]
• Reduce load carrying capacity
• Reduce L.O properties, and TBN of oil
• Form sludge due to emulsification

Remedies

• Proper purification with minimum throughput

AJ NOTES 79
 MEO CLASS 4 -MEP
• Batch purification if heavy contamination

Maximum Allowable Amount of water in Lube oil

• For crosshead type engine, < 0.2 % is satisfactory

• If water content exceeds 0.5 ~ 1.0 %, immediate action should be taken
• If > 1%, engine can be damaged
• For trunk type engine, < 0.1% is satisfactory

Fuel Dilution in Lube Oil

Causes

• Poor atomization of a fuel injector and back leak through the fuel injector p/p plunger and barrel.

Effects

• Fuel dilution usually diesel oil.

• Lower viscosity and low fresh point
• Lower viscosity LO reduces this properties ( e.g load carrying capacity )
• Lower fresh point will case crankcase explosion.

How to Remove Contaminants

• Filtering: Removes large oil insoluble matter

• Gravity separation: Removes heavy matters, sludge and water
• Adding special additives: Reduce acids, sludge, finer oil insoluble matter
• Centrifuging: Removes sludge, foreign matter and water
• Water washing: Only for straight mineral oil or oil without additives, can remove acids.

AJ NOTES 80
 MEO CLASS 4 -MEP
CHAPTER-8

PIPELINES
Piping Systems on Ships
Ship board machinery needs support systems to enable them function efficiently, these support systems are
called as ancillary systems. Various ancillary systems onboard are the following:

➢ Sea water system

➢ Bilge System
➢ Ballast system
➢ Fuel oil system
➢ Lubricating oil system
➢ Cooling water system
➢ Compressed Air System
➢ Steam Distribution System
➢ Condensate System etc.

Sea Water Circulating System

One of the common pipelines found onboard is the main sea water circulating system. The usual arrangement
is to have sea water circulation for lubricating oil, jacket water, air cooler and other heat exchangers
removing heat directly or indirectly from the heat generating machineries like main engines, generators, air
compressors and air-conditioning and refrigeration services. Sometimes, a central cooling system that uses
distilled and treated water for direct cooling is in turn cooled by massive amounts of sea water made possible
by the sea water circulating pumps and the connected pipeline system. Sea water, while a good cooling fluid
and available in abundance around the ship, does create a number of problems and most important among
them is its adverse corrosive property. The anodized pipelines and (sometimes even rubberized piping’s) and
sacrificial anodes on heat exchangers tend to provide protection against such seawater lead corrosion.

We have specifically selected the sea water

system to discuss possible damages and
repairs since these pipelines tend to be the
most prone for corrosion damage.

AJ NOTES 81
 MEO CLASS 4 -MEP
Bilge System
The other important pipelines that are routinely replaced are the bilge pipelines – especially at the suction
end that are prone to corrosion because of handling of corrosive fluid from collected bilge and also exposure
to air.

Leakages of oil or water find their way to the engine room bilges. It is an everyday job to keep the bilges in
clean condition. Bilge water should never be pumped overboard directly. The oily bilge water is decanted
and pumped to a holding tank, from where it is pumped overboard through a 15 ppm oily water separator.

The common problem experienced with bilge pumping systems is loss of or reduction in, vacuum in the
suction lines due to ingress of air at some point within the suction side of the system. A reduction in vacuum
reduces the output of the pump and the rate of removal of bilge water. Increasing vacuum loss eventually
causes the pump to lose its suction and the pumping action ceases. The dirt or foreign material lodged under
the valve lid prevent proper closure of the valve and air flows into the suction side of the system. Another
cause of air ingress is seal failure at the strainer or mud box covers. When the covers are removed to clean
out the strainer plate they must be carefully replaced, preferably with a new joint or gasket.

Leak Test

Leak in the bilge piping due to internal and external corrosion is usually found on the lowest point of the
piping. If the leak is difficult to find the various sections of the bilge piping system will have to be isolated
and blanked off. Each pipe is then back flooded by filling the line with water under pressure.

This may be done by removing the bilge suction valve on one of the pumps and flooding back from the sea
through the valve chests with suction valve removed for the section of pipe under scrutiny. This method may
be used in the engine room at any time. In dealing with cargo hold bilge lines it can only be used when the
holds are clear of cargo. When back flooding engine room bilge suction lines extreme care must be taken to
ensure hold bilge valves are properly closed, to prevent water flooding back into the hold and damaging
cargo.

Ballast System
Ballasting or de-ballasting operations are carried out prior every arrival or departure. These operations are
very important for the stability of ship.

MED: Maintenance of marine auxiliaries-Maintenance of valves and pipes-Ballast system pipelines and
operation-Ballast Pump-Ballasting- Deballasting Ballast system.

Fuel Oil Bunkering and Transfer

The bunkering and transfer system consist of pipelines, valves, strainers, transfer pumps and a system for
quickly measuring the contents of fuel tanks at a centralized bunkering location or Engine Control Room on
a cargo vessel.

The bunkering lines are connected into the fuel main located in the engine room. The fuel main is connected
through valves with branch lines leading to the individual storage tanks located in the double bottoms and
to deep tanks adjacent to or at the sides of the engine room.

AJ NOTES 82
 MEO CLASS 4 -MEP
Pipelines passing through heated fuel tanks experience a wide change of temperature between the hot and
cold conditions. Arrangements must therefore be made to accommodate the expansion and contraction that
the pipes undergo when experiencing these changes. The pipes are therefore arranged with expansion bends
or 'omega' loops to allow the expansion and contraction to take place freely and without damage to the
pipings. When heavy high viscosity fuels are used on a ship, the transfer system pipings in exposed positions
requires thermal insulation, and steam tracer lines are placed under the insulation.

There are two principal types of pipes that carry fuel and they are categorized by the pressure the pipe is
designed to withstand. Low-pressure pipes are used to move fuel from a storage tank to a service tank and
then to an injection pump; Piping between a service tank and a fuel transfer or booster pump is rated as low
pressure. However, between each pumping stage, pressure increases. High-pressure pipes are used to deliver
fuel from an injection pump to an engine combustion chamber.

Regulations
Pipes from fuel tanks can pass through ballast tanks and pipes serving ballast tanks can pass through fuel
tanks. Because of pollution risks, classification societies have stringent rules restricting the length of any oil
pipe passing through a ballast tank (and vice versa); it must be short and have increased wall thickness and
stronger flanges.

Heating Coils
Any fuel oil storage location, including settling tanks and clean oil, daily-use tanks containing residual fuel
or a residual-distillate fuel blend, requires the installation of steam heating coils. The heating coils maintain
the temperature of the fuel, or heat the fuel to raise its temperature and give it a viscosity suitable for
pumping.

Air Vents and Sounding Pipes

It deals with tanks and other enclosed spaces with or without fluid and the method of venting and measuring
tank content.

Air pipes allow an enclosed space to 'breathe'. They prevent over-or under-pressure by letting air in or out
of the space when liquid is pumped in or out, or when temperature changes cause air or fluids to expand or
contract. Cargo holds are ventilated by air pipes passing through the weather deck and these are fitted with
self-closing watertight covers (headers). This is a Load Line requirement.

Sounding pipes are small-bore mild steel pipes used to measure the quantity of fluid in a tank or a hold bilge.
The pipe allows a tape or sounding rod to pass through to the bottom of a tank or hold. Deck sounding pipes
pass through the weather deck and are fitted with screw-down caps. Sounding pipes for engine room double-
bottom tanks are fitted with self-closing cocks. It is imperative that sounding pipe caps or cocks be kept shut.

Sounding pipes are a potentially dangerous source of progressive flooding. An engine room can be flooded
through an open sounding pipe if a ship's bottom is holed. A cargo hold can be flooded through an open deck
sounding pipe when water is washed on deck in heavy weather. Holes in weather deck air pipes also cause
hold flooding during heavy weather.

AJ NOTES 83
 MEO CLASS 4 -MEP

Pitting Corrosion
Pitting corrosion is defined as the localized breakdown of the inert surface layer that protects metal against
the formation of cavities or small holes in the material. Such corrosion can occur in mild steel and stainless
steel. As a general rule, any badly pitted pipe needs replacing.

Galvanic corrosion
Galvanic corrosion is an electro-chemical process between different metals. It is most common pipes
connected to equipment made from a different metal and where there is an electrically conductive path
between the metals through an electrolyte.

Engineers should be familiar with the galvanic series. In this, the more noble metals are placed after the less
noble thus: zinc, aluminum, carbon steels, cast iron, lead-tin alloys, lead, brass, copper, bronze, gunmetal,
copper-nickel iron, monel. A metal in contact with the one occurring later in the series, e.g. steel in contact
with copper, may corrode rapidly in sea water or even condensate. The action is galvanic and sacrificial
anodes give protection when attached in a manner giving good electrical bonding. Examples are soft iron
plates in condenser water-boxes.

Abrasion and erosion: These are the wearing away of a material due to fluid flow. Material that has been
abrasively corroded or eroded looks pitted.

Abrasion happens when solid particles, such as sand, suspended in a fluid flow scour a pipe. It is therefore
a mechanical process. If the oxidized surface protecting a pipe's base metal is damaged by such flows,
uniform corrosion or pitting can result. The main characteristic of abrasion is the appearance of cracking in
the direction of flow.

Erosion is caused when a turbulent fluid flow hits a pipe's inner surface; it is most common at points where
a pipe bends and at elbows where fluid flow changes direction, or where an orifice, valve, welded joint or
any other blockage impinges on fluid flow to cause turbulence. Prevention of turbulence is the key to prevent
erosion.

AJ NOTES 84
 MEO CLASS 4 -MEP
Fatigue Damage: Fatigue damage is the rapid deterioration of metal, the results of which are cracking and
collapse. It is caused by cyclical mechanical stress, or when pipes are connected to machinery or other pipes
that vibrate.

Water Hammer
On steam being admitted, condensation occurs on the cool pipe surface, a partial vacuum develops and the
water moves along the pipe at great speed and when arrested by a bend or a closed valve, very large hydraulic
force is generated and fracture can happen. Water hammers are impulse pressures that happen when steam
enters a cold pipe containing a small amount of water.

It is thus imperative that steam pipes be left draining when not in use and that master valves be first eased
off their seats or ‘cracked’ when a line is being brought into use until the pipe is thoroughly warmed. Only
then should the valve be opened fully. Steam heating coils on tankers are particularly susceptible to damage
by a water hammer.

Pipe Alignment
Irregular stresses affect the pipes that are forced into alignment. If they have been weakened by corrosion,
the stresses caused by thermal expansion or impulse loading, the pipes will fail. Forcing the pipes into
alignment is a bad engineering practice. Failures are most likely to occur at flange connections or valves.

Expansion
Metallic pipes expand and contract as the temperature changes. A ship's movement will cause them to stretch
and bend, and unless these stresses are absorbed by an expansion joint, the pipes can fail. Bulkheads pierced
by pipes may cause special problems. To prevent this problem, the bulkhead's strength has to be maintained
and the stresses resulting from a pipe's movement has to be absorbed.

Failure Precautions and Prevention

If a pipe fails, the following action should be taken:

➢ Switch off relevant pumps; isolate the affected section of the pipe by closing valves or by fitting
blank flanges.
➢ Investigate the source of the leakage and make a temporary repair by binding or clamping. At the
first opportunity, have the pipe repaired or renewed by a specialist repair shop.
➢ Avoid getting electrical equipment wet. If electrical equipment is wet, take care to avoid electric-
shock hazards. Switch off the electrical equipment.
➢ If there is leakage from a fuel, lubricating or hydraulic pipe, use absorbent material to soak up the
loose oil. Oil is both a safety and a pollution hazard.
➢ Fuel spraying out from a fractured pipe into an enclosed space, or on a hot surface, is an extremely
dangerous fire hazard.
➢ If there is leakage from a fractured steam pipe, evacuate the boiler area to avoid the risk of personal
injury. This type of leakage can be extremely hazardous, especially if the steam is superheated
because superheated steam is invisible and therefore difficult to detect. Test for a steam leak with a
piece of cloth on the end of a pole, the cloth will flutter in the jet stream.

AJ NOTES 85
 MEO CLASS 4 -MEP
➢ If ballast piping on an oil tanker fails, exercise caution before pumping ballast into the sea because
the ballast could be contaminated with oil.
➢ Check the surface of segregated ballast for oil before beginning discharge.
➢ If cargo or fuel pipes on a tanker fail, be very wary of pumping ballast into the sea because the fuel
or cargo pipe might pass through a ballast tank. If fuel becomes contaminated with water, then pump
it into a settling tank and purify it before using.
➢ Failure of a pipe that connects directly to the ship's hull can result in serious flooding, especially if
the connection is located below the waterline because most ships are not able to survive engine room
flooding. It is therefore essential to make sure that both the suction and discharge valves can be
closed, and that they are leak-free.

Air and Sounding Pipes

The integrity of air pipes for ballast tanks can be checked by overfilling the tanks. Pipes passing through a
dry cargo space must be inspected for damage caused by contact with grabs, bulldozers, etc. It is advisable
to open and to inspect air pipe headers on the exposed weather deck once in every five years following the
first special survey. This is necessary because corrosion on the inside of an air pipe header will not be
noticeable externally. Screw down caps are fitted on the top of sounding pipes. These caps should never be
mislaid or replaced with wooden plugs. To extend the life of air pipe headers, they should be galvanized.
The self-closing cocks on engine room sounding pipes should never be tied open.

Cargo Pipes
Regular pressure testing of cargo pipes is essential to detect weak points before they fail.

Hydraulic Pipes
It is important to prevent the external corrosion of hydraulic piping located on the deck. Hydraulic pipes
operate at very high pressure and corrosion induced weakness frequently causes the hydraulic pipes to burst.
A high standard of cleanliness is necessary when working with, or replacing, hydraulic piping. Check the
systems regularly for leaks, corrosion or mechanical damage. Use only good-quality and clean hydraulic
fluid. Periodic de rust and painting by applying primer and finished coat based on pipe material and fluid
handled.

Prevention Techniques
➢ Fixing of clamps and hangers at predetermined intervals avoid vibration as per the original
installation.
➢ Damaged external protective structure to re fabricate and install.
➢ Pressure relief devices, if any function check, overhaul and fit back which otherwise would have
caused damage due to pressure rise.
➢ Periodical draining of steam lines to avoid water hammering.
➢ Periodical relief of air through air vents wherever provided.
➢ To provide static current protection by earthing based on fluid handled is done.

AJ NOTES 86
 MEO CLASS 4 -MEP
CHAPTER-9

VALVES
Globe valve overhaul and maintenance
Disassembly procedure:

1. Remove the wheel nut and the wheel handle

2. Open the bonnet bolts and the top portion of the valve along with the valve seat, stem etc will come
out. The bottom portion of the valve will be separate.
3. Hold the bonnet in a vice and open the gland bolts. Then loosen the gland flange and the gland bush.
The valve stem should then be screwed clockwise and it would come out from below along with the
valve disc.
4. Remove the set screw of other arrangement that is securing the valve disc to the stem.
5. Remove the gland flange, gland nut, and all the gland packings with a gland packing extractor.

Globe valve overhaul:

1. Clean, buff, and polish all the parts.

2. Check all the threaded parts for damage and if there is any damage on the thread then the threads
must be dressed by a needle file.
3. Check the stem for straightness. The simplest method of checking is by rolling on a flat surface, but
the correct method is to put it on a lathe and center it. Thereafter with the help of a dial gauge put on
a magnetic stand at a suitable point, check the distortion.
4. Check the stem for scratches, as these can damage the gland packing. Any scratches must be removed
with an emery paper or oil stone.
5. The valve and the valve seat must be inspected and if found to be in fairly good condition, they must
be ground together by using a guide for centering and a suitable grade lapping paste.

Correcting Globe valve seat leakage

1. In case the valve seat is extensively damaged, and cannot be repaired by lapping or will take a very
long time to lap, the same can be changed if it is replaceable. Some replaceable seats are screwed in,
while some are force or shrink fitted. In the case it is shrunk-fitted, the old seat can be taken out by
a hammer and chisel. But when it is to be put back, the seat must cooled by liquid nitrogen or kept
in the low temperature refrigerated compartment. After cooling the seat will go in smoothly and after
sometime expand and assumes the shrunk-fit, tight-position. But if built-in type then it must be
machined true using a valve-seat cutter.
2. A valve seat cutter is a special tool to cut the seats of the defective valves. It has different sizes of
cutters to suit different valves. It also has a centring guide to correctly align the tool.
3. The seat on the valve disc can be put up on the lathe and machined true. This should be followed by
lapping the two parts together.

While reassembling the globe valve special care is needed to correctly centre the valve seat vis-a-vis the
valve disc. In certain types of globe valves guide vanes are not present, and they could lead to wrong

AJ NOTES 87
 MEO CLASS 4 -MEP
assembly. An improper fitting would lead to globe valve seat leakage or damage the globe valve.

Assembly of Globe Valve

1. Clean all parts and blow-out the dust with compressed-air.
2. Put the valve disc on the stem with the set screw or the arrangement provided.
3. Put grease on the threads and screw in the stem through the yoke nut from down below. Care must
be taken to put the gland nut and gland flange in correct order.
4. Put back the wheel handle and the wheel nut and tighten it.
5. Now close the valve wheel handle fully, so that the valve stem along with the valve disc extends to
the maximum down position.
6. Now put a correct size new gasket on the space provided on the valve body, stick it with grease or
moly slip in case of high temperature applications.
7. Now place the valve disc on the valve seat and correctly centre it. This is very important in certain
valves where there is no guide.
8. Now put the nuts and the bolts in place but do not tighten them. There would be some gap between
the body and the valve bonnet. From there check again that the valve is properly centred.
9. Now start opening the valve. As you do so, the gap between the bonnet and the body would reduce
and they would come together.
10. Now fully open the valve and tighten all the bonnet bolts in the correct sequence.
11. Now put correct size, correctly cut, and well-greased gland packings in the stuffing-box.
12. Push down the gland nut and the gland flange and put in the gland bolts. The gland bolts must be
slightly tightened and the correct tightening must be done in place of installation.
13. Now close and open the valve several times and check whether it is free in movement. Check from
the opening of the flanges, whether it is sitting properly on the valve seat.
14. Paint the outer-body of the valve with primer and keep aside for drying.

Different methods of testing after overhaul of a globe valve are used. A simple method is to fill the valve
with water and use compressed air for bubble testing. The second method is to fill the chamber with
compressed air and wait for a pressure drop.

AJ NOTES 88
 MEO CLASS 4 -MEP
Testing of Globe Valve
After the globe valve has been overhauled, it must be tested properly before use. The testing procedure is
such that the globe valve is to be filled with water above the valve disc (after the valve is closed), and in the
first step, the engineer must check whether any water is leaking to the other side. If any leakage is there in
the first test, then the valve and the valve seat have to be re-lapped and then re-tested. If the globe valve is
now satisfactory and there is no leakage, then the second step of the testing should be done. In it, an
appropriate flange has to be put and compressed air has to be put from the lower flange, below the valve seat
at a pressure equal or more than the service pressure. If no bubbles are observed on the water at the top, then
the valve is considered to be holding and it has been duly overhauled.

The other method of testing is to put a compressed-air connection, with a regulating valve and a pressure
gauge to one side of the valve, with good gaskets and tighten it. Thereafter the globe valve should be closed
tight, and compressed air at a pressure equal or more is put in and the regulating valve closed. Next the drop
in pressure is observed. If there is no pressure drop for five minutes, then the valve is holding and the test is
successful.

After the testing has been successful, then the valve should be put in a proper location, with a tag stating that
the valve has been tested, along with the date of testing.

Gate valve overhaul and maintenance

Normally the gate valves suffer from one common problem after long service and that is the valve becoming
tight due to the deposition of silt on the guide ways. This type of complaint is common and is rectified by
opening and cleaning the valve. However, in case the valve has been misused or has been used for throttling
of the flow, generally wire-drawing or erosion cutting of the wedge takes place which must be corrected by
replacing the valve, unless we have a spare gate from another old valve. The procedure of overhauling the
gate valve is as follows:

1. Open the wheel nut and remove the hand wheel.

2. Open the gland bolts and slacken the gland flange and the gland bush.
3. Open the bonnet bolts and remove the bonnet along with the bonnet and the valve wedge.
4. Unscrew the valve stem from beneath the bonnet.
5. Clean all the parts by buffing and then blowing with compressed air.
6. Examine all the parts for damage and wear. Any marks on the threads must be repaired by dressing
the threads.
7. The grooves between the wedge’s seats must be removed by a scraper but be careful not to damage
the seats.
8. In case the gate or the seats are damaged and it is removable the same can be changed.
9. After the cleaning the same can be assembled in the reverse order.

Testing of the Gate Valves

The testing of the valves can be done in a similar way as the globe valves. In brief the valve should be filled
up with water and then air should be given from the other side. The presence of air bubbles would indicate
bad sealing and must be rectified.

AJ NOTES 89
 MEO CLASS 4 -MEP

Butterfly valve overhaul and maintenance

Inspections of Butterfly valves

1. Check for flaw, crack, or deformation on the valve.

2. Check for leaks to the outside.
3. Check for the deformation of seat.
4. Check for the smoothness of handle operation

Overhaul & Maintenance Instructions

1. Close valve and remove from the line. Turn the valve to the open position. Handle may be left on
the upper stem or taken off by removing cap screw and washer.
2. Remove both the upper and lower roll pins with a drift pin or pin punch and hammer. (Use any
strong piece of steel rod which fits the roll pin hole id.
3. Pull both the upper and lower parts of the stem from the body. If the stem cannot be removed
readily, grasp the stem in a vice and gently tap the body with a hammer. A twisting motion between
the body and stem will allow the stems to be removed easily. A groove on the lower stem permits
prying the lower stem from the body by using a screwdriver.
4. Remove the disc from the seat.
5. Remove the seat from the body. The seat may have to be tapped lightly and evenly around the edge
from one end since the seat fits snugly the body ID. Take care not to damage the inside of the body.
6. Inspect the disc and stems. If worn or pitted, substitute with new ones.
7. When replacing the seat, new O-rings should be installed.
8. It is recommended that all rubber parts (seats, O-rings) be lightly but thoroughly lubricated with a
grease such as silicone, to facilitate assembly. Spread lubricant on the inside diameter of the seat.

AJ NOTES 90
 MEO CLASS 4 -MEP

Sea Chest Filter Cleaning

Sea chest filters should be opened and cleaned periodically to clear collected sediments and debris. This
ensures smooth flow of sea water through cooling passages. Clogged or choked filters will result in drop in
pressure or carry over of dirt particles that will lead to drop in heat transfer efficiency of the Condenser or
the Heat Exchanger and create deposit related problems like corrosion and erosion of the pipelines and the
equipment.

Procedure:
➢ Put the unused sea chest in use by opening the inlet isolating valves.
➢ Purge the sea chest out of air by keeping the vent open.
➢ When all the air is purged, as sea water comes out of the vent, close the vent valve and open the
outlet isolating valve from the chest and bring the sea chest in use.
➢ Now isolate the other sea chest by closing inlet/outlet valves from the chest on which the
maintenance is to be carried out.
➢ Open the vent and drain valve on the sea chest.
➢ Ease up the sea-chest cover screws and loosen the cover from the chest body – the jointing between
the cover and the body may stick.
➢ Take out the cover using lifting tackles and chain block.
➢ Withdraw the filter element and remove all debris like fish, shell, sea weeds, barnacles etc.
➢ Put back the filter element and properly close the top cover with a new joint. Tighten the cover nuts
by progressively tightening the diagonally opposite nuts in sequence.
➢ Now, shut the drain valve and keep the vent open and bring this chest under operation by opening
the isolating valves and purge the air out of the sea chest.
➢ After purging, shut the vent and close the isolating valves for this chest and keep this cleaned chest
as stand-by.

AJ NOTES 91
 MEO CLASS 4 -MEP
CHAPTER-10

FRESH WATER GENERATORS

OPERATION FWG
➢ Make sure seawater ejector pump suction, discharge and overboard valves are open.
➢ Start the ejector pump. Seawater pressure at the air ejector must be at about 3 bar or more.
➢ Wait for the vacuum to build up inside fresh water generator shell. (About 92 % vacuum).
➢ Open the feed water valve to feed seawater to the evaporator. Adjust the feed water pressure.
Normally for desired feed water pressure (thereby the flow).
➢ Open main engine jacket cooling water inlet and outlet to the evaporator gradually.
➢ Open the air vent clock at the top of the evaporator to make sure the evaporator is filled with jacket
co
➢ Switch on the salinity alarm panel for measuring purity of the freshwater produced.
➢ There will be a sight-glass provided at the suction line for the distillate pump.
➢ Make sure condensed the distillate pump and open discharge valve to lead generated water to
specified storage tanks.
➢ Do checks while running the Fresh Water Generator
➢ Through the sight-glass provided in the evaporator shell, observe flashing of water.
➢ Also check for the brine-level inside. It should not be too high or too low.
➢ Shell temperature must be around 50 degree Celsius.
➢ Make sure that the shell-vacuum is more than 90% from the vacuum gauge.
➢ Check seawater inlet and outlet temperature to the condenser.
➢ Ensure seawater pressure at air-ejector inlet to be more than 3 bars.

Check for distillate pump pressure and water flow meter.

➢ Check salinity of fresh water produced.

➢ Check level and flow of dosing chemical.
➢ Check ampere of ejector pump and distillate pump motor

Working of FW Generator
In flash type evaporators-- in both shell & tube/Plate types, water evaporates at 100*C under atmospheric
pressure, when the pressure is reduced to vacuum, the evaporation temperature also goes down. Using this
basic principle, the Jacket Cooling water is used to heat the sea water in a vacuum chamber, the evaporated
sea water leaves the salt behind and is then condensed by cooling to have fresh water.

Maintaining the Vacuum is the single most important thing. Flash type evaporator can have single stage or
two stage evaporation process. The salinity of the processed water is checked and monitored continuously.
This system is a package unit to produce water under vacuum. Heating medium is either Jacket Cooling
water or steam.

Main components are Mild steel Shell with internal coating, shell and tube heat exchanger with vertical tube
stack, the condenser is also of shell & tube type, salinometer to monitor the quantity of salt in water produced,
AJ NOTES 92
 MEO CLASS 4 -MEP
Brine and Air ejector with pump, pump for the condensate, vacuum gauge, gauge for condensate level and
a relief valve.

In reverse OSMOSIS method, natural migration of water from one side of a Semi-permeable membrane into
a solution on the other side. Semipermeable membrane is like filter which allows only lighter molecules
through, but not the larger molecules of the dissolved substance. This membrane is a one way barrier.
REVERSE OSMOSIS Is a water filtration process using Semi-permeable membrane. Semi-permeable
membranes are hollow fine fibre, which are spirally wound to form a cartridge. Flow rate through the
membrane depends on, Net drive pressure, Pressure loss across the membrane, temperature of water and the
quantity of salts in the sea water. When Salt water is forced against membrane, pure water passes through
the membrane.

Membrane should be able to withstand high pressure. Large area of membrane required for large quantity of
water production.

High salinity:

➢ Capacity too high - reduce feed rate.

➢ Evaporation temperature too low - reduce sea water cooling.
➢ Brine level too high - ejector nozzle clogged or ejector pump overboard valve closed.
➢ Condenser tube leaking - find and plug tube.
➢ Defective or dirty salinometer probe - replace or clean probe

Low capacity:

➢ Heater tubes fouled with scales - clean.

➢ Air leaks (low vacuum) - find leak and seal.
➢ Defective ejector. (low vacuum) - inspect and replace.
➢ Low jacket cooling water temperature... Increase temperature.
➢ Defective distillate pump - Check pressure and load of the motor.

FWG PLATE TYPE

The hot jacket water from the diesel engine cooling-water-outlet is passed through the evaporator’s heated
nest. The sea water enters the evaporator through the flow meter and due to the low pressure of the chamber,
it boils and gets converted to steam. (Generally, the feed of the seawater is kept restricted to facilitate the
adequate boiling of sea water. It is generally understood that around half of the sea-water feed is converted
into distilled water. The remaining half is pumped out with and as brine). The steam then passes through a
steam -separator, in which the water particles in the steam are separated and collected.

The heating of the sea water causes air and other gases to be released, which may not condense. These gases
are removed by the ejector. For example, the heating causes gas to be produced from the calcium bi-
carbonate in the sea-water, leaving behind calcium carbonate which is liable to form scales. This scale-
formation (usually soft) may not be a serious problem, given the low-level temperatures (say, 60 degrees
Celsius) to which the heating coils are subjected.

AJ NOTES 93
 MEO CLASS 4 -MEP

The steam then enters the condenser, where it cools down to form fresh water (i.e. distillate). It is then
removed from the condenser with the help of a distillate pump. The remainder sea water particles, termed as
“brine”, which gets collected at the bottom of the generator, is drawn out with the help of an ejector pump.
Continuous removal of the brine is essential for limiting its density.

The process described in the foregoing, causes sea-water to boil at the saturation-temperature (i.e. boiling
point. It is the temperature for a corresponding saturation-pressure at which a liquid boil into its vapour
phase) which corresponds with the pressure prevailing uniformly in the evaporating and condensing
chambers.

The other type of fresh water generator (evaporator) is the “flash evaporator”. In this type of evaporator, the
water is heated in one chamber and then carried onto a second compartment having a substantially lower
pressure (sub-atmospheric). This drop-in pressure, causes the water to flash-off into steam. This steam is
caused to condense into water (i.e. the distillate) by contacting with tubes circulated by much-cooler salt
water and is taken-away by the distillate pump via a salinometer. Baffles and demisters (see below also for
Plate Type Fresh Water Generators) prevent the carry-over of saline droplets alongwith the distillate as
explained below.

If the distillate is to be used for drinking purposes, necessary sterilization of the water is imperative, since
the process of production involves low temperatures which does not deter the survival of harmful micro-
organisms available in sea-water. Accordingly, the evaporators should not be run near the coasts, where the
waters of which are quite liable to be having these micro-organisms which are harmful for human
consumption. Therefore, either chlorine-sterilization or electro-katadyn-sterilization or ultra-violet
sterilization need be used as a preventive to combat such infestation.

AJ NOTES 94
 MEO CLASS 4 -MEP
Hydrophore System

➢ Hydrophore will ensure that you have water at a sufficient amount and pressure at all times for
onboard potable and sanitary water usage. It can also serve as a fire pump jockey system.
➢ It is used to maintain the pressure of the water supplied to the different parts of the ship at various
heights , to keep the constant pressure of water in all lines and at all floors of the ship.
➢ Hydrophore is equipped with two units of self priming centrifugal pumps in a duty and standby
configuration to allow for sufficient redundancy. The System Controller with its in-built logic and
with a pair of pressure controllers will ensure that the duty pumps operation will maintain the system
pressure and delivery capacity at all times.
➢ In instances when the water demand is higher than the normal consumption, the system will also start
the standby pump automatically to cater for this extra demand effortlessly.
➢ The expansion and contraction of the air pocket inside the pressure vessel works as an air cushion in
synchronization with the pumps and controllers. The minimum starting and stopping of the pumps
ensure the system water pressure is maintained without erratic pressures surges.
➢ Safety is an important aspect to the Hydrophore. The system’s pressure vessel is designed with a
factory set pressure relief valve and self closing level gauge in case of an accidental breakage of the
sight glass. The in-built control logic will not allow the pumps to over pressure the tank even when
system is operating manually.
➢ The hydrophore system piping is constructed from high strength hot galvanized piping or stainless
steel piping. The valves and piping appurtenances are made from high quality bronze. The piping is
factory fitted and tested for leakage prior to delivery to ensure the system integrity is not
compromised.

There are two hydrophore systems used on board namely

➢ Fresh water hydrophore system

➢ Sanitary water hydrophore system

HYDROPHORE UNIT

➢ The hydrophore unit accommodates built-on pressure vessels, hydrophore pumps, piping, safety
device and an electric control panel to allow for fully automatic operation.It is possible to include hot
water calorifiers in all capacities for safe hot water supply with electrical and/or steam heating
elements.
➢ Hydrophore systems are complete water treatment skids, with cold and hot water treatment built on
one skid, to comply with the latest rules for safe and bacteria free water supply which approved by
all classification societies.
➢ This system has been developed to protect the water against the growth of bacteria en viruses, which
can be harmful for the health of users of the drinking water.
➢ Standard hydrophore systems are based on a pressurized vessel which contains water and an air
pocket which pressurizes the drinking water for transportation to the tap. While the water resides in
the pressure vessel, bacteria growing in the vessel (caused by temperature fluctuations or the
standstill period of the water) may contaminate it. Dead ends in the piping system are excellent places

AJ NOTES 95
 MEO CLASS 4 -MEP
for bacteria to grow and for viruses to hide from cleaning chemicals and electronic detection
equipment.
➢ Hydrophore drinking water systems eliminate this problem because they are based on continuously
circulating drinking water systems. This can be seen as one disinfection system, and one user
circulating system.

Water Supply System

➢ Water is a scarce resource on the ship so it is necessary to use it intelligently. One of the areas where
water could be saved is to use sea water for flushing in the sanitary system of the ship. This is a good
idea, but experience shows that such systems need lot of maintenance since sea water eats up the
system pipes and valves very quickly compared to fresh water. In some ships, there are fresh water
lines for sanitary systems as well.
➢ This is true in cases of ships that have a vacuum type flushes which do not require large quantities of
water.
➢ There are two sets of pumps – sea water supply to sanitary system and fresh water supply to rest of
the accommodation, kitchen, galley etc.
➢ There are two separate storage tanks supplying water to both these systems. These tanks are known
as Pneupress tanks. This basically means pneumatic pressure tanks. This is because these tanks are
pressurized using compressed air and the pressure provides the pumping power to the water.
➢ There are pressure switches inside these tanks. Whenever the pressure of air falls inside the tank, it
is reinstated by adding more water or air. This system is automatic and the level of water inside the
tank is maintained constantly.
➢ The calorifier is fitted to heat up the water which might be necessary for cold climate conditions.
➢ The water is supplied to a cold water main line, hot water main line and sanitary water main line.
These lines then pass on the water to the actual usage points in the accommodation, galley, toilets,
etc.
➢ In many ships there might be an ultraviolet light system fitted along with these tanks so that it helps
to reduce bacteria in the water. Yet it is mandatory to add cleaning agents as per Marine Notices
issued time to time by the IMO.
➢ Take a closer look at the Pneupress tank media shown below which explains its basic working
principle . The two colors represent air and water which coexist under a specific pressure in the tank.
Whenever the pressure falls below a certain level, the pump cuts in and fills the water to the same
pressure.
➢ The level of water is maintained somewhere above the half way mark.
➢ Just in case the air leaks out of the system and rises, the water level is not sufficient to maintain
pressure, air can also be added to the tank from the air inlet line. This helps to ensure an optimum
level of water in the tank whereas maintaining pressure at the same time.

Advantages of Hydrophore Systems

➢ Simple to operate
➢ High reliability of the components
➢ Simple maintenance.

AJ NOTES 96
 MEO CLASS 4 -MEP
CHAPTER-11

MAIN ENGINE MAINTENANCE

Scavenge Space Inspection

Scavenge air flows from manifold to under piston scavenge space and through scavenge ports in the cylinder
liner to the cylinder. Scavenge space can be inspected through scavenge ports.

The condition of piston, piston rings and cylinder liner are inspected through the scavenge ports.

Thus, scavenge space inspection indicates the adequacy of cylinder lubrication and combustion condition.

The amount and nature of deposits in the piston top land and the rings are observed. It is ensured that the
piston rings are not damaged and their movement is not sticky, loose or sluggish.

The surface of piston rings, piston, and cylinder liner are checked for any micro-seizures, wear ridges,
scuffing marks, scratches or corrosion/ clover leafing.

The combustion process depends on factors that can be controlled by maintaining the operating conditions
and parameters. It is important to monitor the running conditions. Early detection of abnormalities helps to
take proper remedial actions.

Crankcase Inspection

Running gears of the engine housed in the crankcase are inspected periodically during overhauls. These
gears include crankshaft, connecting rod, crosshead bearings and others. In some design tie rod bolts are
there in crankcase, their tightness are also checked during crankcase inspection.

The sides of bearing shell, guide shoes and guide strips, are examined for squeezed out or loosened metal.
There should not be any white metal fragments in the oil pan. It should be ensured that securing, and locking
arrangements of all the fasteners are intact.

Lubricating oil flow through main bearings, connecting rod bearings, crosshead bearings and the guide shoes
is checked. The oil flow through the bearings is compared with adjacent units for similarities. The bearing
and guide shoe clearances are measured periodically as recommended by the maker. Check the crankcase
relief door whether they are opening at correct pressure or not by spring balance.

Items to examine during a crankcase inspection; i.e. running gear.

Following write up only concentrates on the actual crank case inspection items and the preparation and
precautions to be taken prior entry into crank case should be as per shipboard SMS procedures. Following
description is for the crankcase of a two stroke engine:-

• Check for any unusual odour in the crank case which would be an indication of contamination of oil.
• For dry sump engines check the gratings at the bottom for deposits, peeled off paint, metal deposits
or damage to the gratings

AJ NOTES 97
 MEO CLASS 4 -MEP
• Check the bedplates for any anomalies especially in the welds
• Check the bottom half of Tie bolt
• Check the “slip” marks on the web; they should be in the same line.(Usually the “punch-marks”
between crank-web and journals/pins, depending on which ones are shrunk fit, has to be verified. In
case the journal “slips” in the crank-web, the punch-mark on the crank-web and that on the journal
are no longer in the same straight-line)
• Check for any indication of hot spots which would manifest as dark bluish patches
• Check crosshead and guides for any damages
• Check the connecting rod, check all the bolts, locking wires, locking plates for any slackness
• Check piston palm-nut and the locking’s
• Visual inspection of bearings to be done to check for bearing wipe-off
• Check the stuffing box area for any signs of leakage. Check locking wires and locking washers on
stuffing box bolts
• Check the LO pipe connections flange bolts, if any, for slackness which can occur due to vibration.
•
Check the condition of crank case relief door spring sealing ring and wire mesh.
• Check condition of crank case door sealing rings. While coming out of the crankcase double-check
that no tools are left behind
• Check the transmission gears /chain drives for slackness, by taking the slack on the maximum free
length of the chain. If necessary, the chain needs to be tightened as per manufacturer’s instructions.
• Close the crank case door but do not bolt it down yet. Once inspection of all units are completed,
start the L.O pump and check the L.O flow in all units and that there is no leakage of the lubricating
oil from the crankcase. Once this is done, all the doors can be closed, bolted and uniformly tightened.

Crankshaft Deflection and Alignment

The crankshaft deflection is measured to ascertain the alignment of the crankshaft. It is measured in a similar
way as described for the auxiliary engines.

AJ NOTES 98
 MEO CLASS 4 -MEP
It should be ensured that the propeller is clear before turning the engine for deflection measurement. The
trim and list of the ship will affect the readings.

The ship should be upright and at even keel while taking the deflection measurements. All the readings
should be taken at the same trim.

While taking the readings of the unit next to turning gear, the pinion should not lift the flywheel. This will
give false readings. It is a good practice to take

the load off the turning gear pinion, by turning the gear back in opposite direction.

Vertical and horizontal deflection readings are calculated and the maximum deflection value should not
exceed the maker's recommendation.

A curve is drawn with the values of the vertical misalignment obtained at each crank. Starting from one end.
The deflection at each crank is progressively added and the points are plotted. If the deflections are uniform.
The curve drawn through the points is smooth. The curve is allowed to deviate at each crank position by an
angle proportional to the deflection measured at that crank. The curve displays an unequal deviation. The
curve is used to isolate the faulty bearing

Recording crankcase deflections

Why are crankshaft deflections taken?

The entire weight of the crankshaft is taken by the main bearing and any wear of the main bearing will cause
the crankshaft to bend either upwards or downwards. The crankshaft alignment would be effected if there is
uneven wear of the main bearings and this wear of main bearings will cause the deflection measured between
the webs to vary. Crankshaft deflections are taken to check if the crank shaft alignment is within the limits
set by the maker. To have a true representation ensure that external forces do not influence the findings and
thus the crank shaft deflections are taken when the vessel does not have a trim.

Checks before the recordings

Checking the dial gauge: Check the dial gauge or the deflection gauge for its proper operation by pressing
the spring loaded contact point for its full travel and return. Any sluggishness will give an incorrect reading.
Bear in mind that clockwise rotation of the gauge needle indicates closing of the web and anticlockwise
rotation indicates opening of web and hence the readings would be negative for the former and positive value
for later, as per convention.

Vessel to be at even keel or as close as possible. Check and record forward and aft draft

Ensure all procedures are followed consistent with shipboard SMS procedures for entering an enclosed
space.

Immobilize engine as per company procedures indicated in the SMS operational manual.

Fit the dial gauge between the crank webs at a position marked by the engine manufacturer (see image
below). This position is generally marked because the deflection results obtained are compared to the last

AJ NOTES 99
 MEO CLASS 4 -MEP
readings and would be used for reference in the subsequent
measurements and hence any change in position of dial gauge while
measuring crankshaft deflection would be an added variable and
would therefore not be a true reflection of the prevailing conditions

The deflection readings should ideally be taken at four crank

positions i.e. at top, bottom, port and starboard. However, the
measurements at the bottom position would not be possible due to
the connecting rod position, instead two readings are taken on either
side of bottom crank position and averaged.

Thus, readings are taken at five angular positions in a crank. The first reading is taken 10-15 degrees after
the crank in has passed BDC and and last readings to be taken will be at position before the crank pin reaches
BDC (position just before the con rod touches the dial gauge). It is not necessary to start the measurements
from No 1 unit and instead the unit closest to the first reading position (where the gauge is to be fitted) should
be chosen and continue to move to the next unit which is in line. However, it is important that the position
at which first reading is taken should be checked on the flywheel so that readings for all subsequent units
are begun from the same angle (crank position)

Now turn the engine with turning gear so that the readings can be taken when the dial gauge passes starboard,
bottom, port positions. Last reading would be taken when the crank is nearing the BDC again and just before
the con rod touches the dial gauge. See figure below which indicates the crank pin positions at which the
readings are taken.

Difference between P & S will provide the alignment in horizontal plane and difference between TDC and
BDC will provide the alignment in vertical plane.

Check and compare the findings with the maker’s allowable limits.

AJ NOTES 100
 MEO CLASS 4 -MEP
Slipping of Crankweb and misalignment
Slipping of Crank : When the crank shaft is overloaded, Stalling of engine while running due to ship running
aground and propeller struck or the excessive water leakage into the cylinder unit, not allowing the piston to
move up, Slippage can also happen due to seizure of bearings, or some accidents etc; then it is possible for
the journal to slip in the web.

When slippage occurs,

The exhaust valve and injection timing will be altered on the affected units.

Air start timing will also be altered and because the air flow into the cylinders is now altered,

surging of the turbocharger may occur.

The crankshaft may also be subject to vibration

If slippage occurs and if the slippage is small ( up to about 5°), then the fuel pump and exhaust timing can
be altered on the affected units by hydraulically expanding and rotating the cams on the camshaft. The air
start timing will be slightly out, but depending on the number of cylinders in the engine (and thus the size of
the air start overlap) this should not be a problem. As mentioned the turbocharger may be liable to surge and
care must be taken not to operate the engine at any speed where excessive vibration occurs. The slip must
be monitored to ensure that it does not move.

If the slippage is excessive then there are two choices. Change the crankshaft or try and jack it back to the
original position.

Chill the crank pin using liquid nitrogen, dry ice. This will take several hours.

• Mount jack on battens to prevent localised load on bed plate.

• Warm up the web using a broad flame. (Usual Precautions)
• Lock journal against rotation (remove bearing shims & tighten down keep).
• Jack web back into position.

Great care has to be taken over the operation. If the crank throw does not move back gradually as the pressure
is applied, then as the jacking pressure is increased the webs may jump back suddenly and go past the witness
mark, thus slipping the crankshaft the other way. Normally if this occurs then the shrink fit is deemed to be
destroyed due to the tearing of the metal, and the crankshaft must be replaced.

It is thus advisable to regularly have a crankcase inspection and crankshaft deflection (to check the
misalignment).

A degree of misalignment is acceptable within limits but if the value goes beyond that rated by the
manufacturer; it may lead to damage or even breakage of the crankshaft.

Reasons for failure of crankshaft

• Due to crack developed in any of the sections crank-web, crank-pins and journals which can at time
very quickly prorogation causing rupture
AJ NOTES 101
 MEO CLASS 4 -MEP
• Due to slip shrinks which would be problematic.
• Due to heavy deflections beyond permissible limits which can cause a fatigue failure
• Due to fatigue failure, which may originate at the change of cross-section such as at the lip of oil hole
bored in the crankpin.
• Due to heavy torsional vibration, it may lead to crack in the crankpin and journal
• Due to Insufficient lubrication of bearings, leading to wipe out
• Due to water leakage causing a hydraulic lock inside the cylinder especially when the safety valve
also fails

Precautions to Prevent Failure

• Check on the crankshaft alignment which helps to detect any major defects that are in the process of
development.
• If the differences in the bearing wear are substantial this means that the cause for the same needs to
be rectified.
• Proper treatment and maintenance of Lube oil, which will not allow the bearings to be damaged
• The foundation bolts should be regularly checked and tightened if need be
• Avoid operating the engine in critical speed range.

Cylinder Head Assembly

The cylinder head houses the following components:

➢ Exhaust valve
➢ Air starting valve
➢ Fuel injectors
➢ Indicator valve
➢ Safety valve

The cylinder head is held by studs and nuts. It is connected to exhaust manifold, scavenge manifold, cooling
water inlet and outlet, fuel oil high pressure pipe. All the paraphernalia connections are removed to lift the
cylinder head out for overhauling.

Cylinder Liner
Calibration of Cylinder Liner

A cylinder liner is calibrated by measuring the internal diameter using a micrometer gauge. It is routinely
carried out during a unit overhaul when the running gear has been removed. So that the measurements can
be directly compared to previous readings and a wear rate calculated, the position of the measurements is
standardized by using a gauging point template, which in practice is a piece of flat bar hung over the side of
the liner. The bar has holes drilled in it at the appropriate gauging points.

The liner should be gauged and be within limits of wear given by manufacturer. (0.6 - 0.8% of original
diameter). Projected wear rate must be included in this assessment so that the liner will still be within limits
at the next overhaul. If the liner shows evidence of ovality or clover leafing then it should be honed to bring

AJ NOTES 102
 MEO CLASS 4 -MEP
it back to circular shape before calibration. Any signs of micro seizure should be investigated and the
lubrication restored to normal levels. Normal Liner wear pattern is shown.

Safe Working Practices

➢ Risk of tool being incorrectly fitted. Ensure that the bolts are screwed fully down into the holes and
that they are torqued up evenly to the manufacturer’s recommendations.
➢ Risk of lifting tool pulling out of piston: All threaded holes and bolts to be checked for damage.
➢ Risk of lifting gear failing: All lifting gear within certification and checked for defects. Pay close
attention to hooks on lifting blocks and signs of fraying on strops. Any damaged equipment to be
disposed of.
➢ Risk of injury to personnel who may be unfamiliar with the task. All personnel involved in the task
must be conversant with the procedure to be followed having studied the relevant manual. Each
member of the team to know their own particular duties and responsibilities. The lifting plant must
only be operated by competent persons, trained and certificated in its use.
➢ Risk of injury to personnel due to piston falling or moving once removed from engine. Site to place
piston and rod to be of adequate strength and clear of obstruction. Normally piston and rod placed
upright on special stand. If floor plates are to be removed then ensure area is roped off. If piston and
rod is to be laid down, then wooden chocks will have to be used to prevent damage and to stop
movement. Piston and rod may have to be lashed.

1. Enough personnel to carry out the task: If the overhaul is to be carried out continuously, then two
squads may have to be considered. Each squad will comprise of 3 persons. Limit length of work
without break to 4 hours to prevent accidents
2. All personnel involved in task conversant with the procedure to be followed having studied the
relevant manual. Each member of the team to know their own particular duties and responsibilities.
3. All personnel equipped with appropriate PSE; hard hats, high visibility waistcoats, steel toe-capped
boots.
4. All lifting gear within certification and checked for defects. Pay close attention to hooks on lifting
blocks and signs of fraying on strops. Any damaged equipment to be disposed of.
5. Jacks, special tools and general hand tools all in good condition. Check hydraulic jacks used for nut
removal for leaks, replacing seals as necessary. Check with manual to find which special tools are
required.
AJ NOTES 103
 MEO CLASS 4 -MEP
6. Site to place piston and rod of adequate strength and clear of obstruction. Normally piston and rod
placed upright on special stand. If floor plates are to be removed then ensure area is roped off. If
piston and rod is to be laid down, then wooden chocks will have to be used to prevent damage and
to stop movement. Piston and rod may have to be lashed.
7. Engine shut down and isolated with turning gear engaged. Starting air, Fuel, LO and cooling water
systems shut down, isolated and locked off
8. Permit to work obtained to enter enclosed space. The crankcase of an engine is considered an
enclosed space, and must be ventilated thoroughly before entry.

Piston Crown
Thermal stress is a form of mechanical stress induced in a body when some or all of its parts are not free to
expand or contract in response to changes temperature. In most continuous bodies, thermal expansion or
contraction cannot occur freely in all directions because of geometry, external constraints, or the existence
of temperature gradients, and so stresses are produced. Such stresses caused by a temperature change are
known as thermal stresses.

Cracks in Piston crown, is especially important if burn away is excessive for the running hours or if there is
excessive fouling of the cooling space as consequential overheating leads to thermal stressing.

The metal surfaces do not actually burn. However if the temperature is raised, then high temperature
corrosion from vanadium and sodium, and erosion due to high flame speed and gas speeds is accelerated
leading to loss of material. As the piston crown thickness reduces and the thermal stressing increases due to
an increased temperature gradient, cracks are more likely to develop.

Overloading, poor fuel quality and poor piston cooling will increase the surface temperature of the crown
making erosion of the surface more severe. In extreme cases high temperature corrosion can also occur.

Piston Rings
Piston rings are cast and machined from grey cast iron. This may include some additions such as chromium,
molybdenum, vanadium, titanium, nickel and copper. In some engines nodular or spheroidal graphite iron is
used, which has greater hardness and tensile strength, as has vermicular or compact graphite cast iron, the

AJ NOTES 104
 MEO CLASS 4 -MEP
use of which is becoming more widespread. Alloying elements such as titanium and vanadium form hard
insoluble carbides within the matrix.

Piston rings are manufactured using the pot casting method, producing a short cylinder of oval cross section
from which the rings are machined. This produces a balanced and homogenous casting around the entire
circumference of the ring.

The primary sealing effect of the piston ring is achieved by the inherent tension of the ring which makes it
contact the cylinder wall around its whole circumference. The Oval Pot Cam Turning Method produces a
ring which retains its tension when working in the engine. The rings are machined from the cast oval pots in
a cam turning lathe. The lathe is equipped with an interchangeable copying cam, which controls the cutting
tools. By changing the shape or ovality of the cam, the circumferential pressure distribution around the ring
can be altered. When the pot has been machined and the ring parted off, the gap is cut in the ring (7 - 13%
dia) and the ring ground on its flanks to ensure good sealing in the piston ring grooves

The piston ring performs three functions:

➢ It seals the combustion space.

➢ It spreads the cylinder oil longitudinally over the liner surface.
➢ It transfers heat from the piston crown to the liner.

The sketch illustrates how the gas pressure aids the sealing of the combustion space. The higher the gas
pressure, the harder the rings are forced against the liner wall. This happens at the top of the liner where
temperatures are highest and the piston is moving at its slowest speed. It is here that maintaining a lubrication
film is hardest. Using the correct grade of cylinder oil with a high viscosity index in the correct quantities
and ensuring that the liner cooling outlet temperatures are within manufacturers’ recommendations will
prevent excessive wear due to micro-seizure.

New piston rings will be fitted if a new liner or piston crown is fitted to the engine or if their circumferential
thickness has fallen below the limits set by the manufacturer. Before rings are fitted, ensure that the part
numbers correspond to those in the maintenance manual. Individual rings may be of different design and
specification depending on their position on the piston. The rings should be tried in an unworn section of the
cylinder liner and the butt clearance checked and recorded. If the rings are to be fitted to a used crown, then
check the ring grooves are not excessively worn. The rings should be fitted in the correct order (bottom ring
first) ensuring that they are fitted the right way up, and using the correct ring expanding tool. The axial
clearance should be checked and recorded, and it should be checked that the ring can slide freely to the back
of the groove.

The cross-section of piston rings is rectangular with small radii on all edges. This allows an oil wedge to
build up on the outer surface and prevents sticking at the back of the ring groove.

During running in the ring will tilt, leading to a high edge pressure between ring and liner, which will tend
to scrape the oil film off the liner. This is one reason why engine load should be reduced during running in
periods. If the engine is overloaded, blow-by can occur burning off the oil film and leading to micro-seizure.

If the ring has a barrel shaped profile, then the pressure between ring and liner is reduced. This reduces the
likelihood of scraping off the oil film.

AJ NOTES 105
 MEO CLASS 4 -MEP
After running in, the ring will take up the profile shown opposite, with maximum surface contact via an oil
film.

The ring groove wear is checked by placing a new ring in the groove and measuring the axial clearance. If
the groove is chrome plated then check the plating has not worn away. Check undercut is still present and
that groove is square to stop the ring tilting and acting to scrape the oil from the liner surface.

Axial clearance is required so that the ring can expand in the groove without jamming and is free to slide in
and out of the groove so it is always in contact (via an oil film) with the liner wall. The clearance will allow
the high pressure gas to pass to the back of the ring, forcing the ring against the liner, thus sealing the
combustion space.

Butt or circumferential clearance will allow for expansion of the ring without jamming in the liner as they
come up to working temperature. It will allow the ring to expand or contract as it moves from worn to unworn
parts of the liner.

Back clearance is required to allow pressure to build up behind ring and to allow the ring to slide back into
the groove. To measure the axial clearance, use a set of feelers to measure the gap between ring and groove
at the top of the ring. Check in several places around the circumference of the ring.

The ring groove should also be checked for wear by measuring the clearance in the groove with a new ring
fitted.

Back clearance is checked by pushing the ring into the groove using a piece of wood. This can be done in
situ on a 2 stroke engine where the tension of the rings can be checked. Poor springiness indicates a broken
ring.

To check the circumferential or butt clearance, the ring is inserted into an unworn part of the liner and the
gap measured.

If the axial clearance is more, then the ring will hammer in the groove causing excessive wear and leading
to possible ring breakage. The ring may also twist and bend in the ring groove leading to breakage. On a
four stroke engine excessive axial clearance will cause a pumping action as the ring move up and down the
groove between inlet and compression strokes, leading to excessive consumption of lubricating oil. If the
ring clearance is too small a build up of ash and carbon may cause the ring to jam.

If the butt or circumferential clearance is to large then excessive localized blowby will occur leading to
localized overheating. Burning off of LO film and excessive wear. Sealing of the combustion space will be
affected, resulting in loss of power. Too small and the ring may jam in the liner as the ring expands.

If the back clearance is reduced because of a build up of carbon, the ring will not be pushed against the liner
wall by gas pressure.

Excessive build up of deposits may cause the ring to jam

AJ NOTES 106
 MEO CLASS 4 -MEP

Piston Overhaul
General Procedure for withdrawing the Piston

The engine is isolated and locked off on LO, FO, CW and start air. Turning gear is engaged and the engine
CW jackets are drained down to the extent necessary.

Before commencing overhaul:

➢ Starting air shut off and locked off.

➢ Open the indicator cocks.
➢ Engine cooled down sufficiently to allow LO pumps to be shut down.
➢ Isolate fuel and cooling water.
➢ Ensure that those carrying out the work are conversant with the procedure: - Read manuals.
➢ Ensure that each person knows his tasks.
➢ Confirm required spares are on board.
➢ Check that lifting tools, strops, shackles etc are within certification and in good order.
➢ Check that jacks are in good condition with no leaks.
➢ Ensure permission for immobilization is given.
➢ Carry out risk assessment.
➢ Ventilate crankcase and obtain permit to work.
➢ Ensure that no-one else is working elsewhere on the engine (e.g. cleaning the scavenge space).
➢ Check that no-one is working in the vicinity of the shafting system, and that the bridge have
confirmed that it is OK to turn the engine on Turning Gear

At the commencement of the overhaul

➢ Drain cylinder cooling water from respective cylinder. NOTE: It is not advisable to just drain down
to liner level in case the liner is disturbed whenlifting the piston.
➢ Remove cylinder head and associated pipe work.
➢ Turn engine to BDC and remove carbon and wear ridge from cylinder liner using a grinder.
➢ Unbolt the piston rod from the crosshead.

AJ NOTES 107
 MEO CLASS 4 -MEP
➢ A two piece spacer tube is bolted to the piston rod foot to protect the piston rod gland when lifting
the piston.
➢ Unbolt the gland housing. The piston rod gland is removed with the piston rod
➢ Turn the crank to TDC. The spacer tube will push the piston rod gland out of its seating.
➢ Clean out the threaded holes in the piston crown with a tap.
➢ Bolt on the lifting bracket.
➢ Lift the piston, rod and gland with the engine crane and lower the assembly into the special cradle
for maintenance.

The sketch shows the lifting tool which is bolted to the piston crown to enable the piston and rod to be
removed from the cylinder. After attachment to the piston using the 4 bolts which screw into tapped holes
into the piston crown, the main engine crane hook is attached to the central lifting bar.

Before fitting the tool, the tapped holes in the piston crown must be cleaned out using the special tap provided
and water to soften the carbon. When fitting the tool ensure that the bolts are screwed fully down into the
holes and that they are torqued up evenly to the manufacturer’s recommendations.

Once mounted in the cradle, the piston should be cleaned and all deposits removed. The piston rings are
removed using the correct ring expanding tool.

Inspect the ring grooves for wear on the bottom landing surface. A profile gauge is used to check that the
crown has not burnt excessively which would thin and weaken the crown. If the burning is excessive the
cause is often poor fuel injection: Investigate and rectify. The crown of the piston must be inspected very
carefully for evidence of cracking; - use of crack detection recommended if in doubt. Cracking is caused by
excessive thermal stressing due to poor cooling and carbon build up or excessive mechanical stressing due
to overloading. The contact faces of the rings and the skirt are inspected for signs of abrasion and scuffing
which indicates poor filtration of fuel or air and poor cylinder lubrication. Excessive wear on the skirt may
indicate misalignment or excessive clearance of crosshead guides.

The piston is dissembled from the rod and the cooling spaces inspected. Look for buildup of carbon deposits
in the crown which could indicate overheating of the piston crown or contamination of lubricating oil by
used cylinder oil. Check landing faces of rod, crown and skirt for fretting. On a water cooled piston look for
evidence of scale build up due to incorrect water treatment.

AJ NOTES 108
 MEO CLASS 4 -MEP
Remove any build up of deposits in cooling space inside the crown using shot blasting techniques if
necessary

If stuffing box has been removed with rod, dissemble and clean ready for inspection of rings and springs. If
not removed with piston and rod, then remove separately and strip down.

Ensure all parts are cleaned and available to inspect. (Including all fastening devices).

Checking length and condition of bolts.

Check rod for wear and scoring

Piston rings should be gauged, and a decision based on manufacturer’s recommendations made as to whether
to replace them.

Following reassembly of the piston, check that the cooling space is tight by applying a hydraulic test. (Do
not over pressurize).

If new rings are to be fitted check the axial clearance in the ring grooves and the circumferential clearance
by placing the ring into an unworn part of the cylinder liner.

Inspection
➢ Measure and record the burn away on the piston crown using the profile gauge supplied.
➢ At the same time inspect closely for cracking of the crown. Use of crack detection sprays may be
advisable.
➢ Inspect piston ring grooves and measure and record the groove wear using a new ring. Ensure there
are no wear ridges in the grooves, which may
➢ cause rings to jam, leading to breakage.
➢ The old rings can be measured and their rate of wear established and recorded to calculate whether
they should be replaced.
➢ Inspect the ring rubbing surfaces for evidence of scuffing or abrasion which could signify poor
lubrication or overloading.
➢ Check the piston skirt for wear. Excessive wear on piston skirt: may suggest misalignment or
excessive clearance at crosshead.
➢ If a caulked bronze ring is fitted, ensure by tapping that it is tight.
➢ Inspect the cooling space. Fouling of piston cooling space: can be caused by overheating, lack of
treatment (water cooling), and deterioration of lubricating oil (oil cooling).
➢ Inspect the mating surfaces of crown and skirt including O ring grooves, looking for signs of damage
or fretting. New O ring seals and locking devices should be used on reassembly
➢ All bolts should be closely inspected and gauged. If the stretch of any bolt exceeds the maximum,
then it should be replaced.

AJ NOTES 109
 MEO CLASS 4 -MEP
Broken Piston Rings
Causes:

➢ Excessive liner wear: The rings will move in and out of the grooves and when in the excessively
worn portion of the liner (at the top) the high gas pressure will cause the ring to tilt and deform
excessively leading to fatigue failure.
➢ Excessively worn piston ring grooves: The rings will hammer and tilt in the groove
➢ Rings jamming in grooves: When the piston moves to an unworn part of the liner after sticking the
rings are subjected to excessive radial load which can cause them to break
➢ End of rings catching in port bars, due to wear on port bars destroying curved edges.

Broken rings will lead to blow by and poor compression/combustion. Edge of broken rings may score liner.
Worst possible scenario; broken ring jamming between piston and liner causing seizure.

Corrective action: Withdraw piston, gauge grooves. Change crown if necessary, and rings. Gauge liner and
change if necessary. Ensure radius on port bars is correct.

Micro seizure on liner: detected by vertical scoring on liner surface and rings.

Causes:

➢ Insufficient cylinder lubrication.

➢ Overloading causing blow by which burns off LO film.
➢ Water entering scavenge air, washing LO film off liner walls.

All of the above will lead to metal to metal contact between ring and liner causing localized overheating,
welding and tearing apart of the fused metal.
Corrective action: If not severe, restore lubrication, reduce load on unit and eliminate water from scavenge
air (raise temperature, ensure correct operation of water catchers). Correct running surfaces should then
evolve over a period of time. If severe, hone or change liner, fit new rings and follow correct running in
procedures as well as corrective action previously mentioned.

Excessively worn ring grooves. Bottom of groove wears as shown. Effect tends to be worse on top rings
where pressure is highest. Cause by general wear but exacerbated by excessive cylinder pressures.

Micro seizure (scuffing) on skirt: Indicated by vertical lines on transverse sector of skirt. Shows poor
lubrication on skirt/liner. If micro seizure alsopresent on rings shows overall lack of lubrication. On
crosshead engine may be indicative of misalignment.

Although the problem is generally related to the combustion of the fuel, do not ignore possible alternatives.
Some most likely causes are:

1. High fuel viscosity (temperature of fuel not high enough) - If the viscosity is too high then the atomized
droplets will be too large. They will take longer to heat up and start burning and will hit the liner wall and
piston while still burning. The surface temperatures then rises.

2. Leaking fuel injector nozzles - This will result in large burning droplets of fuel depositing on the surfaces
of liner and piston

AJ NOTES 110
 MEO CLASS 4 -MEP
3. Scavenge air temperature too high - The mass of air introduced into the cylinder must be enough to ensure
complete combustion of the fuel. If the air temperature is too high then the mass of air is reduced leading to
increased compression temperatures and poor combustion of fuel.

4. Inefficient cooling of piston and liner - Could be caused by scale build up in the tangential cooling bores
in the liner and scale build up on the underside of the piston crown (water cooled), or carbon deposits (oil
cooled) Leads to too high a temperature differential and increased thermal stressing.

5. Overloading of engine - Injecting too much fuel will lead to increased pmax and higher temperatures.
Higher flame and gas speeds will result. There may not be enough time for the fuel to burn completely.

Initial checks are the simple ones, once those are discounted move onto the more involved checks which
may involve dismantling.

Check fuel temperature and correlate with the viscotherm and manufacturers recommendations for the
viscosity of injected fuel. Ensure the fuel specification is within manufacturers limits.

Check scavenge air temperatures; air cooler cleanliness. (Cooler differential temperatures).

Check jacket cooling water/piston cooling inlet and outlet temperatures.

Compare fuel rack settings for the units; are the units affected by burning higher than the others?

Take a set of power and draw cards. (On a 2 stroke slow speed) This should show up faults such as
overloading, poor injection and incorrect timing.

(On a 4 stroke medium speed engine a set of compression/ maximum pressures will show up overloading.

Check fuel injection equipment and VIT settings Check injector sizes and lift pressures.

Check fuel pump timing and camshaft timing. Are fuel pumps worn?

If a piston has cracked or the crown is reduced in thickness below the limit then it must be changed. Opening
up the cooling space will verify its cleanliness or otherwise. The liner cooling spaces can only be checked
by withdrawing the liner.

To avoid excessive burning of piston crowns and cylinder liners and other associated problems which may
result, the following standing orders are to be adhered to:

The set of power and draw cards taken are to be studied, then decision should be taken on any adjustments
to be made. No alterations to the fuel racks or VIT index or fuel quality lever is to be made without prior
instruction from myself or the 2nd Engineer.

All fuel injectors are to be tested prior to fitting in the engine and verification made that the correct nozzles
are fitted.

The fuel is to be kept at the viscosity laid down in the manufacturer’s manual. If the temperature has to be
controlled by hand because of a breakdown in the automatic equipment, then reference is to be made to the
charts to obtain the correct burning temperature.

AJ NOTES 111
 MEO CLASS 4 -MEP
The air cooler is to be cleaned as per Planned Maintenance Schedule (PMS) and the scavenge air temperature
is to be maintained at 50ºC. If it becomes difficult to maintain this temperature at full load in tropical waters,
then it is an indication that the cooler requires cleaning.

The jacket cooling water is to be regularly tested and the chemicals added as per the supplier’s
recommendations.

After adjustment of the timing chain, the camshaft timing is to be checked with the pin gauges and the
readings recorded in the PMS report.

Burning of upper crown surfaces.

Cause: late combustion of fuel

Effect: reduction in thickness of crown

Correct timing of injection, correct maintenance of fuel injection equipment, correct viscosity of fuel at
injection. Use of fuel quality adjustment for fuels with high CCAI.

Carbon deposits in cooling spaces.

Cause: contamination of engine lub oil with cylinder oil. Not allowing sufficient time for piston to cool
down when engine is stopped before shutting down LO pumps.

Effect: Increase in surface temperature of crown due to reduced cooling effect leads to excessive thermal
stressing, excessive burning and mechanical stressing could cause crown to crack.

Good maintenance of stuffing box to prevent contamination of engine LO by cylinder oil. Run LO pumps
for at least 30 minutes after stopping engine to give piston sufficient time to cool.

Fuel Injector
The fuel injector atomizes and injects high pressure fuel oil into the cylinder for combustion. In atomization
fuel particles are broken into small fine particle and surface area upon mass ratio is increased. It plays an

AJ NOTES 112
 MEO CLASS 4 -MEP
important role in the combustion process. It should be maintained in the best condition for proper
combustion.

In engines where fuel oil is used for manoeuvring the fuel is circulated through the injector even when the
engine is not in operation. This helps in maintaining the fuel at the correct temperature to suit injection
viscosity.

The fuel valve is overhauled and pressure tested periodically. After removing the fuel valve the pocket is
cleaned and the landing seat in the pocket is lapped with lapping jig.

The components are cleaned and inspected. The fuel valve nozzle holes are inspected using a magnifying
glass. If it is worn out, the nozzle is renewed.

Some makers provide a go/ no go gauge for checking the size of the nozzle holes. If the hole is bigger than
the maker's recommendation, the nozzle should be renewed.

The mating faces of the components are lapped. After assembling the fuel valve it is pressure tested and
adjusted to the required pressure.

Air Start Valve

The air start valve is mounted on the cylinder cover. It is operated by a pilot air from the air distributor. The
pilot air acts on top of the piston to open the valve against the spring pressure.

The air start valve is overhauled periodically as per the makers recommendation.

All the components are cleaned and inspected. The valve spindle and seat are lapped. After assembling, the
opening and closing of the valve is tested on the test stand.

Exhaust Valve
Exhaust valves are fitted on uniflow scavenge type engines. In other types, exhaust gases are expelled
through the ports in the cylinder liner.

The exhaust valves are opened mechanically using rocker arms or hydraulically using the camshaft
lubricating oil. The valve is kept closed by springs or compressed air.

For hydraulically operated exhaust valves an actuator cam drives the valve actuator, which supplies
pressurised oil for opening the valve. The hydraulic oil acts on top of spindle piston and opens the valve
against the spring air pressure.

The exhaust valves are overhauled periodically as per the maker's recommendation. Spindle, seat, spindle
guide and air cylinder of the exhaust valve are calibrated and recorded for reference.

Any unusual wear is checked with the previous reading.

All the components are cleaned and O rings, sealing rings are renewed. Carbon deposits on the exhaust valve
housing should be removed.

AJ NOTES 113
 MEO CLASS 4 -MEP
Starting Problems
The bridge gives the engine an order. The compressed air turns the engine on and as it picks up speed the
fuel is injected. The engines can start with compressed air of pressure above10 bar. The pressure in the air
reservoirs are maintained above 25 bar.

The engine is tried out before departure after cargo work is completed. In case of any difficulty in starting,
you should identify and rectify the fault quickly to ensure that there is no delay in departure.

Crankcase Explosion
During operation, hot spots are formed when friction between bearing surfaces increases due to insufficient
lubrication. If a hot spot is formed inside the crankcase then the lubricating oil coming into contact with the
hot spot vaporizes. These vapours condense in areas where temperature is normal and form oil mist.
Normally the mist concentration a at safe level as lubricating oil has low volatility and high flash point. If
the concentration of the mist increases beyond the safe level, it ignites when it comes in contact with the hot
spots and causes an explosion.

An oil mist detector on the engine, monitors the mist concentration in the crankcase of all units. It sounds an
alarm and reduces the speed of engine if the oil mist concentration increases above the preset limit. Crankcase
relief door releases the pressure inside the crankcase in the event of an explosion.

It has a flame trap and a deflector to prevent discharge of flame inside the engine room.

Indications of the conditions of a crankcase explosion

The watch-keeper may detect this by irregular running and inordinate heating of the crankcase door(s);

Engine noise, abnormal in the crankcase;

Irregular running of the engine;

Increase in temperatures of, bearing lubricating oil and possibly of exhaust temperature;

Smell of white oil mist

Typical appearance of the dense white oil mist.

Detection by a crankcase oil-mist detector (usually of Graviner make; see figure/description below), which
operates visual and audible alarms in the event of a white-mist being formed, at well-below the
concentrations required for an explosion to occur.

Other systems comprise of the bearing temperature sensing type. The advantage of this type of a system is
that it encompasses the thrust and propeller shaft bearings. Besides, the range of the temperature sensors are
such that the monitoring can be extended to cover every part of the system of the engine from lubricating oil
drain tank to the exhaust gas outlet from the boilers. Over and above, the system is able to maintain a
continuous surveillance of the operating conditions of the ship’s machinery and can generate audible and
visual alarms in the event of abnormalities

AJ NOTES 114
 MEO CLASS 4 -MEP
Prevention of crankcase explosions and its effects
Avoid the formation of “hot spots” by maintaining proper lubrication and other running parameters such as
exhaust temperatures, bearing clearances etc. within specified limits;

At any cost, avoid overloading of the engine;

Use of white-metal bearings, which prevent the raising of temperatures, even if lubrication is improper;

Proper use of oil mist detectors for the crankcase along with its visible and audible alarms;

Crankcase pressure relief valves (see figure/description below) must be maintained for instant pressure
release. They should be provided with wire mesh as seen in the diagram, to prevent release of flames (brings
down the flame temperature from about 1500°C to 250°C) inside the machinery space. These should be
periodically pressure tested;

Crankcase doors are to be robust. The vent pipes shouldn’t be too large and ought to be examined for any
choke-up. Sub-divisioning of the crankcase, will help in preventing any build-up of high velocities and
pressures of flame propagation through the crankcase from a primary explosion. There should be no common
communication between the crankcases of two engines ;

Keep a safe distance from the crankcase and relief doors, in case there are indications of an explosion;

Fire extinguishing medium should be kept on standby. In some systems, inert gas flooding is directly
connected to the crankcase.

Actions to take in case there are indications of a crankcase mist formation / explosion

Bridge to be informed and engines slowed down, in case the mist detector has not already done so

In case the bridge insists that manoeuvrability has to be maintained, evacuation of the engine room has to be
considered. Otherwise, the engine should be stopped and supply of fuel oil to be terminated. Lubricating oil
should continue to be circulated and time allowed for the hot components to cool down. Early opening of
doors allows an ingress of fresh air which can cause an explosion. During the cooling down period, the
engine room staff must keep clear of the side of the engine which is fitted with explosion doors.

Under no circumstances must any doors or any inspection window be opened.

After about at least 30 minutes, stop the lubricating pumps, cut-off all air, engage the turning gear and open
the indicator cocks. The access doors should be opened and personnel must keep clear of possible flames. In
no case should naked lights be used nor should any smoking be permitted.

Then the examination should take place for squeezed out or loose bearing metal in the crankcase. Heat
discolouration of metal parts or blistering of paint-work must be investigated. The ceiling of the crankcase
and guide-bars should be observed. If the crankcase is clear, the camshaft drive should be examined for signs
of overheating. Inspect the thrust bearing.

Should any damage be found, a permanent repair must be planned and executed without delay. After the
repairs are completed, the main lubricating oil system should be started and assessed for free flow (from all
bearings and spray pipes in the crankcase) by turning the crankshaft through one revolution with the turning

AJ NOTES 115
 MEO CLASS 4 -MEP
gear. With all the systems satisfactorily operational, the engine can be started normally and run for about 15
minutes at dead-slow-ahead and then stopped. The relevant surfaces should then be examined for heating
and formation of mist. If all parameters are satisfactory, the engine may then be run for about an hour at half-
ahead and the safety precautions repeated. If all is clear, the engine should be run for an hour or so at full-
ahead and the precautionary inspection process repeated.

Installations having built-in fire-extinguishing equipment (either in the scavenge space or crankcase space)
should be deployed by total-flooding, in consideration of the areas indicating a threat of explosion. In the
cases where total flooding is not provided, portable extinguishers should be kept ready and handy, when the
crankcase doors are eventually opened.

Scavenge Space Fire

Scavenge air flows from scavenge manifold to under piston scavenge space .The air from the scavenge space
flows into the cylinder through the scavenge ports.

The cylinder lubricating oil drains into the under piston scavenge space from the cylinder liner. The carbon
deposits and unburnt fuel also accumulates in the scavenge space. This mixture ignites, if any spark from
the cylinder enters the scavenge space.

• The scavenge fire occurs due to one or combination of the following:

• Prolonged blowby
• An overheated piston
• A blow back of the exhaust gases
• Improper combustion
• Inadequate scavenge draining and stuffing box
• Inadequate scavenge draining
• An over heated piston rod and stuffing box.
• Broad indications that a scavenge fire is in the offing:
• Loss in power;
• Irregular running of the engine;
• High exhaust temperature of the corresponding units;
• High local temperature in scavenge trunking;
• Surging of the turbocharger;
• Sparks and smoke emitted from scavenge drains;
• Smoky exhaust / sooty smuts(a flake of soot) or carbon particles; and,
• For UMS machinery spaces, temperature sensors are fitted at critical points, start showing excessive
rise (this may lead to automatic slow-downing of the speed). Above 200°C, alarm will be sounded.

Action to take in the event of initiation of a scavenge fire:

The fundamental steps required to be taken are: (i) To contain the fire within the scavenge space; &, (ii)
Prevent / minimize damage to the engine because of this scavenge fire. For attaining both these purposes,
the following steps are needed to be taken:

Put engine to dead-slow ahead;

AJ NOTES 116
 MEO CLASS 4 -MEP
Identify the cylinder-units affected by the fire;

Take off the fuel-input to the cylinders affected;

The cylinder-lubrication to these affected units needs to be increased for preventing seizure;

Shut all scavenge drains to prevent the discharging of, sparks and burning oil, from the drains to the engine
room;

Assessing the magnitude of the fire, approach the bridge if the engines could be stopped for a detailed
inspection. If not possible and assuming that the severity of the fire is not serious, it is usually the case that
the fire dies out on its own, without causing much damage. Thereafter, slowly the conditions will reduce to
normal. Even then, the affected units ought to be run on reduced power, unless a proper inspection of the
scavenge trunking and an overhaul of the concerned cylinders and pistons can be carried out, provided
navigational circumstances permit. Under no condition must the scavenge trunking be opened up while it is
still hot or danger of an explosion may arise. Personnel must avoid standing close to relief valves.

When the navigational circumstances do duly permit, the engine should be stopped and the whole of the
scavenge trunk examined and the oil residues found around the cylinders, removed. This will enable an
objective assessment of the real cause of the fire, investigation of which should then be carried out.

In case it is observed that the fire is more severe in nature, or, there are impending risk of the fire propagating,
or, if the scavenge trunk is adjacent to the crankcase and the fire promoting the prospects of the formation
of a hot-spot, the engine needs to be stopped.

If the engine is thus stopped, normal cooling is maintained and the following done:

1. Engage the turning gear and then continue to turn the engine, till the engine attains the engine-room
temperature;
2. Provided fire-extinguishing medium (i.e., may be CO2, dry-powder or smothering steam) is to be
applied through the fittings inside the scavenge trunking. The maintenance of this fire-extinguishing
system includes, cleaning of the injection spreaders; weighing of gas cylinders, etc. etc.
3. Extinguish the fire (to prevent it from propagating through the scavenge trunking and causing the
paint to burn, unless special non-inflammable paint has been used) and verify same;
4. Apply boundary cooling of the scavenge trunking, as necessary;
5. Keep clear of the scavenge relief valves and do not open-up for inspection, unless the engine has
closed down;
6. After completely extinguishing the fire and then cooling-down, the scavenging trunking and
scavenge ports should be cleaned
7. Inspect the trunking, cylinder liner, water-seals, piston-rings, piston –skirt, piston-rod and gland, in
case there are any adverse effects of the fire;
8. There is a possibility of the piston-rod binding on to the stuffing-box, on account of distortions that
might have been caused because of the heat generated due to the fire;
9. Check the tightness of the tie-bolts, before re-starting the engine;
10. Check the reed valves (if fitted) and the scavenge relief valve springs;
11. Recharge the fire extinguishers (i.e. the used ones) at the very first opportunity; and,
12. Diagnose the actual fault that caused the fire and remedy it.

AJ NOTES 117
 MEO CLASS 4 -MEP
Prevention of Scavenge Fires
1. Overall good maintenance of all equipment /parts directly or indirectly associated with cylinder
combustion, is essential. This should also include proper adjustments of timings / clearances involved
with combustion in particular and mechanical moving-parts in general.
2. Inspect scavenge trunking periodically, clean it physically as necessary to remove the carbonized oil-
sludges, which are more than sluggish in draining down and ultimately lead to the choking of drain-
pipes.
3. Pressure relief valves consisting of self-closing spring-loaded valves are fitted to the scavenge
trunking are to be examined and tested periodically.
4. Any inordinate build-up of contamination is to be taken note of and addressed at the earliest
opportunity;
5. Scavenge drains are to be blown regularly and any output of oil / sparks /water from them is to be
taken note of and remedied as necessary;
6. Piston rings are to be properly maintained and duly lubricated so that blow-by past the rings is
negligible;
7. Special precautions need to be taken against the use of excessive cylinder lubrication / cylinder oil
usage;
8. Timing (when duly timed) of the cylinder-oil lubrication ought to be checked periodically;
9. Scavenge ports must be kept thoroughly cleaned;
10. The piston-rod stuffing-box rings, including the scraper rings, should be regularly adjusted /
overhauled, in order to ensure that oil is prevented from entering the scavenge space because of
butted ring-segments or excessive ring clearances;
11. As stated above, the fuel-injection equipment must be kept in good condition and timed correctly;
12. The mean indicated pressure in each unit must be balanced as far as practicable, so that the individual
cylinders, inter se, are not overloaded;
13. If the cylinder liner wear has reached the higher limits, the possibility of scavenge fires will always
be there, unless the cylinder liner is renewed;
14. Keeping the machinery spaces clean will certainly prevent in spreading the fire.

Air Starting Line Explosion

The starting air from the reservoir has traces of oil, which deposits on the walls of starting air manifold.
These deposits accumulate over a period of time.

The starting air valve mounted on the cylinder is kept in a closed position by the springs and compression
pressure. When the engine is started, the pilot air opens the valve to allow the starting air. If the starting air
valve leaks during combustion, the exhaust gases enter the starting air manifold. The hot exhaust gases ignite
the oil deposits and cause an explosion.

To prevent the oil carry over, the air reservoir is regularly drained and the air compressors are maintained
properly.

Safety devices
A no-return valve is fitted between the starting air receiver and the manifold. It limits the explosion and
ensures that the fire does not reach the air receiver.
AJ NOTES 118
 MEO CLASS 4 -MEP
A flame trap is fitted after the starting air valve to prevent any flame or sparks from entering into the starting
air manifold.

A relief valve or bursting disc is fitted on the manifold to release the excess pressure in case of explosion. If
busting disc burst engine can be restarted after repositioning the cap of the bursting disc.

The main causes of Starting Air Line explosions

A leaky starting-air valve, mounted on the cylinder head, or,

A starting-air valve which is stuck in open position, while the engine is being maneuvered.

Deposits of lubricating oil mist as discharged from the air-compressor lubricating-medium (due to faulty oil-
scraper rings), to the starting-air receiver and, which then eventually deposits onto the internal surface of the
starting air lines. The hot-gas or flames (possibly along with some unburnt fuel) enters the adjacent starting-
air manifold (at about 1200°C), through the leaky or stuck-in-open-position starting-air valve and rapidly
vaporizes the deposited lubricating oil mist, carbonising it. In effect, incandescent carbon is formed.

Now, when high-pressure starting air is applied for starting the engine, its coming in contact with the
incandescent carbon may lead to an explosion.

This explosion will result in the flame to travel upfront and then pass rapidly back through the air-starting
pipelines, in its process spontaneously evaporating the deposited oil film and igniting it instantaneously in
the presence of air. This results in the generation of very high-velocity flame fronts and shock-waves. These
shock-waves, depending on their intensity, rupture pipelines and fittings.

Nippon Koyaji Kyoki (NKK) has in the recent past theorised that the main cause of starting-air line
explosions in marine engines is due to the autoignition of the oil deposited on the inner surface of the
manifold, and, not exactly due to the backfire from the cylinders as is commonly hypothesized. According
to the NKK, auto-ignition conditions instance because of the high temperature generated by the extremely-
rapid inflow of the high-pressure air. As per NKK’s research, reportedly, the incoming air compresses the
air downstream of the main / master starting valve, causing its temperature to rise as high as 400°C, which
is liable to ignite the oil-deposits in the manifold to self-ignite and consequently leading to an explosion

Actions to be taken to prevent Starting Airline explosions

Religiously maintain and, overhaul the starting air cylinder-head valves as per maker’s manual, and /or as
necessary (i.e. if they are leaking).

During watch-keeping with the vessel underway, feel the starting-air pipelines adjacent to the starting-air
cylinder-head valves for inordinate heating. An experienced watch-keeper will be in a position to
differentiate between, usual heating of these pipelines due to the normal heat conducted from the engine-
entablature / cylinder-head / jackets, and, the heating of these pipelines caused due to a leaky / stuck-in-open
position starting-air valve on the cylinder head.

Besides, every engine manufacturer gives the method of testing / verifying the leakage of the cylinder
starting-air valves, without dismantling it from the cylinder head. The basic purpose is to open the indicator
cock of the unit, ensure the supply of main starting-air supply till the inlet of the cylinder air-starting valve
under scrutiny (by positioning the engine-room telegraph and engine-starting lever suitably; activating the

AJ NOTES 119
 MEO CLASS 4 -MEP
main / master starting-air valve of the starting-air system; keeping the turning-gear disengaged and yet,
ensuring that the air-distributing mechanism does not activate the particular cylinder air-starting valve under
scrutiny). If there is a hissing noise of air coming out through the indicator cock (without the piston moving
up), it indicates that the starting-air is leaking through the defective cylinder air-starting valve.

Drain the air-bottle regularly during each watch, through its drain valve, so that the oil carried over to the
bottle from the crankcase of the air compressor, is not allowed to pass on to the starting-air lines.

Drain the starting-air system (at the lower-most positions of downward slopes of the starting-air lines, drain-
cocks are provided) so that accumulations of the carried-over oil in these lines are minimum;

Clean the air-compressor air-suction filter regularly. Use oil-wetted suction filters as replaceable elements.

Ensure that the oil-separator at the discharge of the compressor is working properly.

Keep the cylinder-lubrication of the air-compressor to an optimum-minimum.

Keep a close watch on the starting-air manifold for deformation of paint, indicating leakage of the cylinder
starting-air valve.

Maintain fuel valves in proper condition.

Engine Room Cranes

Maintenance and repair of engine room machinery requires moving heavy equipment and machinery parts
from one place to another. As individual parts of main engine and machinery of ship weighs in tons, engine
room crane operation and safety plays a major role in ship maintenance and ability for continuing operation
of the ship.

The merchant vessels are fitted with engine room cranes mainly as per the main engine specification. This
is done so that the crane can lift all the individual parts of the main engine during routine maintenance.
Normally, the capacity range for these cranes is from 0.5 to 15 tonnes.

Sometimes two cranes are fitted in an engine room, where in space and reach is a problem, to simplify the
lifting operation. One crane with two hoists is also commonly fitted onboard.

The engine room crane consists of a motor coupled with wire drum so that the motor can lift or lower the
crane hoist by winding or unwinding the wire over the drum. The whole system is then fitted in a trolley.

Two pathways are built with a rack and pinion arrangement, both in transverse and longitudinal direction of
the engine room and over the main engine, where the trolley is placed so that the whole unit can move fore-
aft as well as port to starboard.

A remote control is provided so that the crane can be operated from any position, thus allowing the user to
keep a safe distance from the lifted load. It is the duty of the responsible engineer onboard to operate the
crane and to have regular checks on the safety and working of the crane

AJ NOTES 120
 MEO CLASS 4 -MEP
Safety Features of Engine Room Crane:
1. The most important safety feature of the crane is the electromagnetic fail-safe brakes which do not allow
the crane to fall with the load even when there is failure of power. For this:

Normally centrifugal brakes are used which are fitted inside the rotating drum.

The brake pads are always in applied state and pushed by magnetic springs when not in operation or when
there is a power failure.

As the crane is operated or the power is supplied, the spring gets pulled inward or compressed due to the
electromagnetic effect of the current. This allows the crane to be operated normally.

2. Emergency stop is provided in the remote so that the operator can stop the crane at any time.

3. The motor is fitted with distance limit switch in both transverse and longitudinal direction so that the travel
of the trolley and hence crane should not overshoot the rack’s end.

4. Mechanical stoppers are provided for both directions in case the electrical distance limit trips fail.

5. The up and down travel of the hook is also attaching with automatic stopper to avoid overloading of the
motor.

6. The motor is fitted with thermal protection trip. When the motor windings get overheated, trip will activate
saving the motor winding from burning.

7. Load limit switch is also fitted which will trip the motor if the load to be lifted is above the crane capacity.

8. It is the responsibility of senior officers to operate the crane and to make sure all the personnel involve in
any lifting operation are at a safe distance during operation of the crane.

9. Additional tools like eye-bolts, shackle, wire sling, belts etc. used for lifting must be checked before use.

10. It should be noted that no one walks or stand below the crane when it is in the loaded condition.

Testing
Proof load testing is a legal requirement and is needed for Lloyd’s Register certification for almost all lifting
appliances and loose gear. It must be carried out:

• Before new equipment is taken into service

• At set periods s required by national regulations, typically every five years
• After structural modification and repair.

AJ NOTES 121
 MEO CLASS 4 -MEP
CHAPTER-12

AUXILIARY ENGINE MAINTENANCE

Inlet and Exhaust Valves
The inlet valve allows combustion air inside the cylinder. After combustion, the exhaust valve allows the
exhaust gases to flow to the exhaust manifold.

A spring and cotter arrangement holds the valve spindles to the cylinder head. To remove the valve spindle,
the spring is depressed using a special tool and cotters are removed.

The clearance between the valve guide and the stem is measured. Worn out valve guides and valve spindle
are renewed.

Valve spindle seat and valve seat ring are lapped using a grinding paste. If the burnt or dent marks cannot be
removed by lapping, then they are reconditioned. They are renewed, when they can no longer be
reconditioned.

Caged exhaust valve

Exhaust valve is a separate unit in some medium speed engines. Water cooling passages are provided to cool
the exhaust valve. When the exhaust valves are overhauled, it is removed without opening the entire cylinder
head.

Maintenance of exhaust and inlet valves on the cylinder heads.

The 4 stroke marine diesels used for main or auxiliary power on board ship will have multiple inlet and
exhaust valves fitted to the cylinder heads. On the medium speed engines this normally takes the form of
two inlet and two exhaust valves per unit. Inlet valves are subject to much less arduous conditions and are
not usually fitted in separate cages.

Exhaust valves are designed to rotate in service. The reasons for this are to prevent uneven temperatures
(with consequential deposits of salts of sodium and vanadium) so it does not distort and leak by, and to help
dislodge any build-up of deposits on the valve and seat which may prevent the valve closing properly and
lead to "hammering" of the seating faces. A mechanical method is generally used, and this is the "roto cap"
.

Burning Out of Exhaust Valves

Once an exhaust valve does not seat correctly, the high pressure burning gas will pass across the faces of the
valve and seat during the power stroke.

This will cause the temperature of the valve and seat to rise in this area, weakening the material and distorting
the surfaces. The velocity of the burning gas will erode the surface, allowing more gas to leak by. The
temperature of the valve in this area will rise further, leading to further burning and greater distortion. The
first indication of a valve burning out will be a rise in the exhaust temperature, which will rapidly increase
together with a loss of power from the unit.

AJ NOTES 122
 MEO CLASS 4 -MEP
Valve Maintenance: A general practice is to remove the cylinder head, perform all disassembly and removal
of valve. Once the valves are dismantled check the following

• Clean the valves with a fine wire brush or buffing wheel. Discard any cracked, warped or burned
valves.
• Check the valve stems at the top, centre and bottom for wear.
• Check valve seating surface. If worn they must be reconditioned by grinding.
• Remove all carbon and varnish from the valve guides with a stiff spiral wire brush. Check the guide
shoes by inserting each valve into the guide from which it was removed. Holding the valve just
slightly off its seat, rock it back and forth in a direction parallel with the rocker arms. This is the
direction in which the greatest wear normally occurs. If the valve stem rocks more than slightly, the
valve guide is probably worn, discard.
• Test the valve springs under load on a spring tester, if provided. Replace any spring that does not
meet the specification provided by the engine Manufacturer

Valve Lapping: For smaller valves as in 4 stroke engines valve-lapping would help in ensuring a good
seating of valve and seat. Valve lapping is basically sanding down the surface of the Valves (which allow
fuel and air to flow in, and exhaust to flow out). This is done by applying a Compound Paste (pretty much
just oil and a fine grade of sand) to the edges of the valves and spinning them in their seats on the head.
Before lapping give the valve stem a light coat of oil before putting it in the guide. Spread a bit of grinding
compound onto the edge of the valve. Once the valve is in the head, using the suction cup or the tool provided,
place the lapper in between both hands, and using light pressure, rotate the tool back and forth at a moderate
pace. The motion is similar to starting a fire with two sticks. Lift the valve up periodically and rotate it 180
degrees to ensure the grinding compound is getting evenly spread. Once a consistent grey ring on the valve
and valve seat with no breaks or high spots are observed, lapping is complete. Make sure you remove all the
valve-grinding compound after completion of lapping as it is highly abrasive and could harm your engine.

Valve Grinding: For larger engines the valve(s) can be ground. Valve grinding is not a difficult operation
if certain precautions are taken. Check if the seat is badly pitted or corroded, in which case no amount of
grinding would help. Another important precaution is to ensure that the valve stem is straight. The valves
should be ground with special machine tools and benches provided by the engine manufacturers. Apply paste
on the valves faces or cylinder head seats faces made of one of the following compositions. Continue the
valves grinding until you see a continuous foggy belt on the valve face and the valve seat face, not less than
1.5 mm wide. The belt breakings or scratches are not acceptable. Wash the head and the valves after grinding.
When assembling the head apply motor oil on the valve stems.

Repeated grinding of a valve, without any control, is not a correct practice on account of two reasons. One,
the valve-lid continues to get progressively thinner and thus it not only loses its inherent strength but the
hard stellite coating (for exhaust valves in particular) on the valve lid will be abraded and this may lead to
rapid failure of the valve. Besides, with uncontrolled grinding and thinning of the lid, and with the spindle
having a fixed groove(around 75% up the spindle-end on top) for fitment of the cotters to secure the spindle
in the spring-caps, valve seat may be impaired.

Valve Timing and Firing Order

4-stroke diesel engine Valve Timing and Firing Order

AJ NOTES 123
 MEO CLASS 4 -MEP
Valve timing is the critical relationship between the position of the crankshaft and the opening and closing
of the inlet valves and exhaust valves. Timing must be set exactly since a small timing error can stop the
engine or seriously damage it. The opening and closing of the valves, is accurately timed in relation to the
position of the piston, by the gear or chain drive from the crankshaft via the camshaft. The meshed teeth of
the gears ensure that injection and valve operations occur at the correct point of each work cycle.

Four stroke engines have twice as many teeth on the camshaft gear (or sprocket) as there are on the crankshaft
gear. This means the camshaft runs at half the speed of the crankshaft. The camshaft turns (injection and
valves operate) only once for every two revolutions of the crankshaft.

The diagram below represents a Caterpillar engine. The induction stroke commences when the inlet valve
opens 10° before TDC when air is drawn into the cylinder as the piston moves down. The inlet valve closes
1° before BDC. The air is now trapped in the cylinder and as the piston rises on the compression stroke, the
air is compressed. As the air is compressed, it rises in temperature. When the piston reaches 19° before TDC,
the injection of fuel commences and continues until 73° after TDC. The heat in the compressed air ignites
the fuel and combustion takes place. The gases expand forcing the piston down on the power strokeere is a
possibility that the sealing of the valve vis-àvis the valve seat may be impaired

The exhaust valves open at 26° before BDC and the exhaust gases are discharged as the piston rises on the
exhaust stroke. Most of the exhaust gases have been discharged as the piston nears TDC. However, at 10°
before TDC, the inlet valve opens and air enters the cylinder and helps discharge any remaining exhaust
gases until the exhaust valve closes at 3° after TDC. The whole cycle is then repeated.

Both the exhaust valve and inlet valve are open from 10° before TDC to 3° after TDC, an overlap of 13°.
This is referred to as “valve overlap” and ensures that all the exhaust gases are discharged from the cylinder
and the cylinder receives a fresh charge of air to make it more efficient when combustion takes place.
Therefore, there is one power stroke for every cycle or two revolutions of the crankshaft.

AJ NOTES 124
 MEO CLASS 4 -MEP
Firing Order
Most marine engines have several cylinders for more power and smoothness. (The cylinders are identified
by numbering them in order, from the front of the crankshaft (inboard end) to the back (propeller shaft end).

Above, the cylinders are numbered 1- 4. The timing assembly consist of rockers 5, valves 6, push rod 7,
cams 8, camshaft 9 and timing gear 10. The crankshaft is 11 and the flywheel 12.

In engines with several cylinders, the cylinders are designed to fire one after the other, to increase the smooth
delivery of power. Cylinders are designed to fire, first at one end of the engine, then at the other. In this way,
the power thrust is more evenly balanced on each end of the crankshaft.

Typical firing orders for internal combustion engines are:

Four-cylinder engines 1,3,4,2 (sometimes 1,2,4,3)

Six-cylinder engines 1,5,3,6,2,4 (or 1,3,5,6,4,2)

Vee eight-cylinder engines 1,5,4,8,6,3,7,2 is most common

The cylinders are usually configured in a straight line along the centre of the block, being called straight.
Alternately they can be configured in the vee or v arrangement as shown below fitting greater power potential
in a more compact space.

Valve timing
The valve train is geared or has a chain drive with sprockets on the camshaft and crankshaft. Any slight
variation from the correct timing setting will result in loss of power and overheating. Any large variation
and the engine will not start.

AJ NOTES 125
 MEO CLASS 4 -MEP
To accurately check the valve timing, it will be necessary to remove the timing cover to gain access to the
timing gears. The gears or sprockets are fitted to the crankshaft and camshaft by keys so they can only be
fitted in one position. However, they can be incorrectly lined up to each other.

The manufacture’s manual will indicate what the timing marks look like and in the case of chains, what the
sprockets should line up with. Typical lining up marks for gears are shown below:

Tappet Clearance Adjustment

When timing has been found to be correct, the tappet clearances (also referred to as valve lash) should be
checked. Whenever the cylinder head is overhauled, the valves are reconditioned or replaced, or the valve
operating mechanism is replaced or disturbed in any way, the tappet clearance must be adjusted - also when
the cylinder head has been re-tightened after the initial run in period.

Tappet clearance is the clearance between the rocker arms and the point where they rest on the valves. It is
provided for positive closing of the valves and for the thermal expansion of the valve. Usually both the
surfaces are flat surfaces. In four stroke engines rocker arms arrangements open and close the inlet and outlet
valves. But there is no direct connection between the two. In fact Rocker just sits on the valves and push
rods move the Rocker arms and thus the valves. As the valve and valve operating gear heats up in service,
the clearance between the rocker arm and the valve stem decreases. If insufficient clearance is allowed, the
valve will be prevented from seating. The correct clearance will be specified in the operator’s manual.

When the clearance increases or decreases there is an adverse effect on the timings for opening and closing
of the valve. If the clearance increases the valve will open late and close early. If the clearance decreases the
valve will open early and close Late. The general clearance is 0.3 mm to 1.5 mm depending upon the
manufacturer. A good engineer will always keep an eye on the tappet clearances and make adjustments when
required. Clearances will vary as much as 0.128 mm (0.005”) between a cold and the normal operating
temperature of an engine. Usually, an exhaust valve will have a greater clearance than an inlet valve because
of their different operating temperatures.

AJ NOTES 126
 MEO CLASS 4 -MEP
Too much clearance will cause excessive wear, noisy operation and altered valve timing, that is, late opening
and early closing. If the clearance is insufficient and the valve does not seat properly, it will result in loss of
compression through valve leakage, burning and eroding of the valve and seat and general overheating.

In the extreme, it is possible that the piston could strike the valve resulting in a bent valve stem, damaged
piston or worse if the valve or piston should break.

If the valve operating mechanism is disturbed in any way and the engine is cold, but only a hot tappet
clearance is given, the tappet clearance must be checked. If required, further adjust when the engine is at its
normal operating temperature.

The most common form of adjustment for tappet clearance is by means of a screw and lock nut located in
one end of the rocker arm. The clearance is measured by means of a feeler gauge between the valve stem
and rocker arm when the valve is in the fully closed position. This is usually done when the piston, under
the valve being adjusted, is on top dead centre at the end of the compression stroke.

An easy way to identify the above is as follows:

On a 6-cylinder engine with a firing order of 1 5 3 6 2 4, turn the engine over in the direction of rotation.
When the inlet valve and exhaust valves are rocking on number 6 cylinder (i.e. the piston finishing its exhaust
stroke and starting its induction stroke) adjust the inlet and exhaust valve clearances on number 1 cylinder
which will just be completing its compression stroke and commencing its power stroke. On the crankshaft,
the bottom end journals on numbers 1 and 6 are 180° to each other, 2 and 5 are 180° to each other, and 3 and
4 are 180° to each other.

What you are doing is adjusting number 1 tappets while number 6 is rocking, then adjust number 5 because
it is the next one in the firing order to be on top dead centre while number 2 is rocking, adjust number 3
while number 4 is rocking, adjust number 6 while number 1 is rocking, adjust number 2 while number 5 is
rocking, and adjust number 4 while number 3 is rocking.

ENGINES WITH TWO VALVE CYLINDER HEADS

The exhaust valves may be adjusted in firing order sequence during one full revolution of the crankshaft.

Valve Clearance Adjustment (Cold Engine)

1. Remove the loose dirt from the valve rocker cover and remove the cover.
2. Place the governor speed control lever in the idle speed position. If a stop lever is provided, secure it
in the stop position.
3. Rotate the crankshaft, manually or with the starting motor. The point in the valve-operating sequence
to check a pair of valves is when another pair is 'rocking' - the moment when the rockers are moving
in opposite directions to close the exhaust and open the inlet valve.
4. The flywheel will have the unit identification for the TDC position; however, each unit will come to
its TDC twice during one cycle. End of Compression when both valves are closed and pushrods are
movable; again, at the end of Exhaust stroke, when both inlet and exhaust valves are open, when the
valve gear pushrods will be tight and cannot be rotated by hand.
5. Loosen the exhaust valve rocker arm push rod locknut.

AJ NOTES 127
 MEO CLASS 4 -MEP
6. Place a .012” feeler gage (.1 9708.00 between the exhaust valve stem and the rocker arm (Fig. I).
Adjust the push rod to obtain a smooth pull on the feeler gage.
7. Remove the feeler gage. Hold the push rod with a wrench and tighten the locknut with a wrench.
8. Recheck the clearance. Now, if the adjustment is correct, the .011” feeler gage will pass freely
between the valve stem and the rocker arm, but the .013” feeler gage will not pass through. Readjust
the push rod, if necessary.
9. Check and adjust the remaining exhaust valves in the same manner as outlined above.

Valve Clearance Adjustment (Hot Engine)

NOTE: It is not necessary to make a final hot engine exhaust valve clearance adjustment after a cold engine
adjustment has been performed. However. If a hot engine adjustment is desired, use the following procedure.

Maintaining normal engine operating temperature is particularly important when making the hot engine
exhaust valve clearance adjustment. If the engine can cool before setting any of the valves, the clearance,
when running at full load, may become insufficient.

1. With the engine at normal operating temperature, set the exhaust valve clearance with feeler gage .1 9708-
01. Now, if the valve clearance is correct. the .008" feeler gage will pass freely between the end of the valve
stem and the rocker arm and the .010" feeler gage will not pass through. Readjust the push rod, if necessary.

Rocker Arm Assembly

Rocker arm opens the inlet and exhaust valves as per timing. The inlet and exhaust valves cams on the
camshaft move the push rod up and down. This reciprocating motion of the push rod operates the rocker arm
to open the valves against the springs.

Depending on the type of engine, the rocker arms are lubricated either by an independent lubricating system
or by the main lubricating system. The lubricating oil, which passes through the passages in the rocker arm,
lubricates the bush bearings and tappets.

Rocker arm shaft and bearings are inspected for wear during overhaul and renewed if they wear out beyond
repair.

• A clearance is maintained between the tappet and the valve spindle or valve yoke for
• Thermal expansion of the valve spindle at working temperature
• Positive closing of the valve

The clearance reduces due to valve and valve seat wear. The clearance is checked and adjusted to the
recommended clearance periodically and after Overhaul

Examining of lubrication of rocker arms on the cylinder head.

Lubrication is provided by connecting the rocker-shaft feed to a hollow tappet screw due to which oil flows
directly into the push-rod bowl-shaped seat and then overflows and drains down the push-rod and then
lubricating the cam follower. The valve-stem end of the rocker-arm contains a horizontal hole drilled along
it so that oil is directly fed to the valve-and-spring assembly. While the engine is running, visual check can
be carried out to ascertain flow of LO into the rocker arm. The flow rate can vary in case the clearances have
changed. If the LO flow is less, check the feed line filters.
AJ NOTES 128
 MEO CLASS 4 -MEP
Fuel Injector
Fuel injector injects high pressure fuel supplied by the fuel pump and atomises fuel in the cylinder. Hot
compressed air inside the cylinder ignites the fuel and initiates combustion.

Performance of the engine depends on combustion which in turn depends on proper functioning of the fuel
injector. The fuel injectors are overhauled periodically as per the maker's recommendation.

BOILER
WATER TUBE
The basic design of a typical water tube boiler consists of two drums, the larger steam drum being placed
above a smaller water drum, with a water cooled furnace placed to one side in a manner similar to that of the
two drum, bent tube boilers. The furnace has water walls consisting of close-pitched 50 mm diameter tubes
at roof, side, and rear. The lower headers for these water walls are of rectangular section, and are supplied
with water from the water drum by means of underfloor tubes. External downcomers, 130 mm in diameter,
supply the water drum. The gases leaving the furnace pass over eight rows of 50 mm diameter screen tubes
before reaching a multi-loop type superheater placed in the lower part of the uptake. This superheater consists
of mild steel elements, expanded and bell mouthed into the headers. Up to a temperature of 455°C above
this temperature, alloy steel tubes welded to alloy steel headers are used. These superheater elements are
suspended from beams cast from heat-resistant steel, and supported at their inboard ends by water cooled
support tubes.

The gas flow is directed to the bottom of the superheater by baffle plates. The side of the baffle plate facing
the furnace is lined with the refractory.

After leaving the superheater the gases enter the economiser section so heating the incoming feed water.

Refractory material is used on the furnace floor and front burner wall. It is also used behind the water walls,
etc.

The temperature of the superheated steam is controlled by an aircooled attemperator. The steam from the
primary superheater coils flows through the attemperator to the secondary superheater coils.

The air attemperator is located in the forced draft air supply ducting to the boiler and the air for the
combustion is used as the cooling medium. Air bypass and shut off dampers are provided and linked together
so that by varying the settings the air flow across the attemperator surface is regulated to attain the desired
superheated steam temperature.

After leaving the attemperator, the heated combustion air passes through the air registers into the furnace
where combustion takes place. Internal access to tubes etc. is obtained by means of manholes in steam and
water drums, and by handholes in the water wall headers.

The drums are of all-welded construction; the headers are solid forged, with welded ends. All the tubes are
solid drawn.

The boiler is enclosed by an all-welded double casing.

AJ NOTES 129
 MEO CLASS 4 -MEP
Typical Auxiliary Boiler Data
Steam pressure and temperature

Working pressure: 6/16 kg/cm2

Max. allowable working pressure: 18 kg/cm2

Working temperature: 159/201°C

Steam / Fuel rate Steam output: 25,000 kgh

Steam consumption at 6 kg/cm2: ~ 406 kgh

Fuel oil capacity 4,500 l/h (inlet 50°C -

outlet 145°C)

Dimensions Height to top of local control panel: 8,849 mm

Diameter incl. insulation: 3,320 mm

Total height incl. retraction of burner lance: 9,750 mm.

Water level Water volume at normal water level: 11.2 m

Fire Tube Boilers

In fire tube boilers, the flue gases from the combustion chamber pass through the tubes to the uptake. The
water surrounding the tubes are heated for steam generation. The main components of a fire tube boiler are
shell, end plates, furnace, combustion chamber, tubes and stays.

Shell is the outer plating of the boiler. Depending on the availability of space the shell may be arranged
vertically or horizontally. Furnace is an enclosed space provided for fuel combustion. Pressure acts on the
outside circumference and full length of the furnace.

Stiffening plates or corrugations are used to provide additional strength, higher endurance, and longitudinal
flexibility. They prevent furnace collapse and increase heat transfer area. Adjacent to the furnace is the
combustion chamber. The combustion of fuel starts in the furnace and is completed in the combustion
chamber.

Tube plates are fitted at both ends of the tubes and are exposed to the boiler pressure. They hold the tubes in
position. Fire or smoke tubes carry flue gases from combustion chamber to boiler uptake. They support the
boiler front tube plate and combustion chamber front plate. Steam space stay tubes provide support to the
front and back plating of the boiler.

The front and back plates is made of individual steel plates with welded cross seams. Combustion chamber
stays provide support front and back plating of the combustion chamber. The front and back plates are made
of individual steel plates with welded cross seams. Refractory protect the boiler shell from overheating and
distortion.

AJ NOTES 130
 MEO CLASS 4 -MEP
Cylinder Liner
The cylinder liner is designed to withstand:

o Tensile stresses due to combustion gas pressure

o Thermal stresses due to variation in temperatures
o The liner should have low wear rate and low frictional losses. It is made of material which has good
strength, high thermal conductivity and resistance towards abrasion and corrosion.

The wear in a cylinder liner is mainly due to:

Friction - depends on the materials of piston rings and liner, efficiency of cylinder lubrication and loading
of engine.

Corrosion - caused by the acids formed during combustion in engines which burn the fuel oil with high
sulphur content.

Abrasion - takes place due to formation of hard particles because of mechanical wear, corrosion and
combustion.

Adhesion or scuffing - is a form of local welding between piston rings and liner, resulting in a rapid wear

The piston exerts a force on the liner due to angularity of connecting rod. This force wears out the cylinder
into an oval cross-section. The oval shape makes it impossible for piston rings to seal against the cylinder
walls.

Cylinder liners are calibrated when cylinder head and piston assembly are overhauled. The readings are
recorded and compared with previous readings to check the wear rate

Salient Points on Aux Engine Liner Calibration

1. Cylinder liner has to be gauged at regular intervals as specified in the maintenance manual. The records
of gauging are kept for each cylinder and wear rate is calculated.

2. The liner has to be cleaned and inspected before the gauging. Generally while taking the measurement the
temperature of the liner and micrometre should be kept at the same temperature. If the temperature exceeds
than that of the liner or vice versa then the readings has to be corrected by multiplying the value with the
correction factor and deducting the value obtained from the reading taken. The reading obtained at the end
will be the correct reading.

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

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

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

AJ NOTES 131
 MEO CLASS 4 -MEP
6. An approximate normal wear rate of the liner is about 0.1 mm per 1000 running hours. The wear rate
increases if the engine is overloaded.

Generally the liner has to be replaced when the wear is about 0.6-0.8% of the bore diameter or as per the
manufacturer’s recommendation.

Connecting Rod
Connecting rod connects the piston to the crankshaft. The connecting rod converts the reciprocating motion
of the piston into rotary motion of the crankshaft. A gudgeon pin connects the small end of the rod to the
piston. The big end is connected to the crankpin by connecting rod bolts. The big and small ends have bearing
shell and bearing bush respectively.

Connecting rods are not fixed rigidly at both ends. This allows the angle between the piston and the
connecting rod to change as it rotates around the crankshaft. Lubricating oil flows from big end to small end
through drilled passages in the connecting rod. The bearing surfaces is inspected periodically and renewed
if worn out

Connecting Rod Bearing Clearance measurement

A simple way of measuring connecting rod bearing clearance is to use micrometre to measure outside
diameter of crankpin (with bearing shell) and inside diameter connecting rod when tightened to the specified
torque. Difference between measurements is bearing clearance. Bolts that hold rod cap should be tightened
to torque specified by manufacturer. Make sure clearance read from scale acceptable by comparing to
manufacturer’s specifications in service manual.

Main Bearing Clearance measurement: can be done in following ways:

Measurement by means of a lead wire: Extract main bearing cap and put a soft lead wire (0.5mm) on upper
part of crankshaft. Then replace cap and tighten to prescribed torque. Remove cap and measure the lead wire
thickness with a micrometer.

Measurement with a bridge gauge: Apply the bridge gauge (supplied by the engine manufacturer) across the
crank journal and measure clearance between gauge and circumference (top surface) of the journal.

Fuel Pumps
Overhaul Procedure

Auxiliary engine fuel pump is also called as “bosch” pump or “jerk” pump. In medium speed engines, each
unit has a fuel pump. A circulating pump supplies fuel oil to individual fuel pump. A high pressure pipe
delivers the pressurized fuel from fuel pump to fuel injector.

Fuel Pump Timing

Fuel pump timing or injection timing is an important factor in the combustion process. It is the time when
the fuel is injected into the cylinder with respect to the position of the piston. Ideal timing is 5 degrees before
the piston reaches top dead centre during the compression stroke.

AJ NOTES 132
 MEO CLASS 4 -MEP
Peak combustion pressure depends on the fuel injection timing. If fuel is injected in advance, peak pressure
increases and exhaust temperature decreases. If the timing is delayed the peak pressure reduces. Combustion
continues in the expansion stroke resulting in high exhaust temperature.

The fuel injection timing of all the units is checked periodically as recommended by the manufacturer.
Fuel injection timing can be adjusted by changing the:

o Position of the cam

o Relative position of the barrel to the plunger
o Roller guide thrust pin height

AJ NOTES 133
 MEO CLASS 4 -MEP
CHAPTER-13

WATCHKEEPING
Watch Keeping in Port
The Chief Engineer Officer, in consultation with the Master, shall ensure that engineering watch keeping
arrangements are adequate to maintain a safe engineering watch while in port. When deciding the
composition of the engineering watch, which may include appropriate engine-room ratings, the following
points (Reference STCW, Section A-VIII/2, Part 5) are among those to be taken into account:

1. On all ships of 3,000 kW propulsion power and over, there shall always be an officer in charge of the
engineering watch

2. On ships of less than 3,000 kW propulsion power there may be, at the Master’s discretion and in
consultation with the Chief Engineer Officer, no officer in charge of the engineering watch

3. Officers, while in charge of an engineering watch, shall not be assigned or undertake any task or duty
which would interfere with their supervisory duty in respect of the ship’s machinery system

It may be noted that the STCW Code defines propulsion power as the total maximum continuous rated output
power in kilowatts of all the ship’s main propulsion machinery which appears on the ship’s Certificate of
Registry or other official document.

Taking over the watch

Officers in charge of the engineering watch shall not hand over the watch to their relieving officer if they
have any reason to believe that the latter is obviously not capable of carrying out watch keeping duties
effectively, in which case the Chief Engineer shall be notified accordingly. Relieving officers of the
engineering watch shall ensure that all members of their watch are apparently fully capable of performing
their duties effectively.

If, at the moment of handing over the engineering watch, an important operation is being performed it shall
be concluded by the officer being relieved, except when ordered otherwise by the Chief Engineer Officer.

Prior to taking over the engineering watch, the relieving officer shall be informed by the officer in charge of
the engineering watch as to:

1. The standing orders of the day, any special orders relating to the ship operations, maintenance functions,
repairs to the ship’s machinery or control equipment

2. The nature of all work being performed on machinery and systems on board ship, personnel involved and
potential hazards

3. The level and condition, where applicable, of water or residue in bilges, ballast tanks, slop tanks, sewage
tanks, reserve tanks and special requirements for the use or disposal of the contents there of

4. Any special requirements relating to sanitary system disposals

AJ NOTES 134
 MEO CLASS 4 -MEP
5. The condition and state of readiness of portable fire-extinguishing equipment and fixed fire-extinguishing
installations and fire-detection systems

6. Authorized repair personnel on board engaged in engineering activities, their work locations and repair
functions and other authorized persons on board and the required crew

7. Any port regulations pertaining to ship’s effluents, fire-fighting requirements and ship readiness,
particularly during potential bad weather conditions

8. The lines of communication available between the ship and shore personnel, including port authorities, in
the event of an emergency arising or assistance being required

9. Any other circumstance of importance to the safety of the ship, its crew, cargo or the protection of the
environment from pollution

10. The procedures for notifying the appropriate authority of environmental pollution resulting from
engineering activities

Relieving officers, before assuming charge of the engineering watch, shall satisfy themselves that they are
fully informed by the officer being relieved, as outlined above, and:

1. Be familiar with existing and potential sources of power, heat and lighting and their distribution

2. Know the availability and condition of ship’s fuel, lubricants and all water supplies

3. Be ready to prepare the ship and its machinery, as far as is possible, for stand-by or emergency conditions
as required

Performing the engineering watch

Officers in charge of the engineering watch shall pay particular attention to:

1. The observance of all orders, special operating procedures and regulations concerning hazardous
conditions and their prevention in all areas in their charge

2. The instrumentation and control systems, monitoring of all power supplies, components and systems in
operation

3. The techniques, methods and procedures necessary to prevent violation of the pollution regulations of the
local authorities

4. The state of the bilges

Officers in-charge of the engineering watch shall:

1. In emergencies, raise the alarm when, in their opinion, the situation so demands, and take all possible
measures to prevent damage to the ship, persons on board and cargo

2. Be aware of the deck officer’s needs relating to the equipment required in the loading or unloading of the
cargo and the additional requirements of the ballast and other ship stability control systems

AJ NOTES 135
 MEO CLASS 4 -MEP
3. Make frequent rounds of inspection to determine possible equipment malfunction or failure, and take
immediate remedial action to ensure the safety of the ship, of cargo operations, of the port and the
environment

4. Ensure that necessary precautions are taken, within their area of responsibility, to prevent accidents or
damage to the various electrical, electronic, hydraulic, pneumatic and mechanical systems of the ship

5. Ensure that all important events affecting the operation, adjustment or repair of the ship’s machinery are
satisfactorily recorded

Watch in port on ships carrying hazardous cargo

The Master of every ship carrying cargo that is hazardous, whether explosive, flammable, toxic, health
threatening or environment-polluting, shall ensure that safe watch-keeping arrangements are maintained. On
ships carrying hazardous cargo in bulk, this will be achieved by the ready availability on board of a duly
qualified officer or officers, and ratings where appropriate, even when the ship is safely moored or safely at
anchor or in port. The Chief

Engineer shall ensure that all precautions are taken in issuing his “Standing Orders” to the engineer officer
on watch.

On ships carrying hazardous cargo other than in bulk, the Master shall take full account of the nature,
quantity, packing and stowage of the hazardous cargo and of any special conditions on board, afloat and
ashore.

Cargo watch
Ship’s cargo-handling at port involve many complexities and careful consideration will need to be made for
all aspects of loading and discharging of cargo. Officers both deck (if applicable) and engine, with
responsibility for the planning and conduct of cargo operations, shall ensure that such operations are
conducted safely through the control of the specific risks, including when non-ship’s personnel are involved.

Work Organization
The maintenance work must be pre-planned and discussed before the work is started.

Each individual involved in work must confirm that he/she has understood the work involved.

Discuss all precautions for the work and possible “what if” situations during overhauling.

For example, before opening a pump unit, the detailed drawing and instruction manual must be read and all
engineers involved must be briefed on the dismantling and assembling sequences. Time and again, failure to
do so cause damage to the machinery.

All the necessary isolation of pipelines and electrical systems must be clear.

Tools for work to be taken in a bucket and properly counted before and after the work, especially while
doing work within the crankcase, engine cylinders, ducting, scavenge space etc.

AJ NOTES 136
 MEO CLASS 4 -MEP
Cleanliness before starting, during and after the repairs is important to avoid further personal injury.

Protective dressing like boiler suits, helmets, ear plugs or mufflers, safety shoes, goggles and protective
gloves must be compulsorily used.

For working within boilers or confined environment, use of a full sleeve boiler suit is recommended.

Additional insulated flash lights must be carried inside confined space while using portable lights with proper
guards. So, even if the light falls on hard surface, it will not break.

All hydraulic and pneumatic tools have to be tested and the engineer in charge must make certain that all
fellow engineers are familiar in using those tools.

Communication during any repairs is vital; for example, while lowering or hoisting the piston from the
cylinder, one needs to be careful that the chain block is taking the weight of the piston at all times and when
engineers are at 2 levels where a long stroke piston is being worked upon, accidents can happen due to lack
of communication and understanding of each of the maintenance steps that must be followed carefully.

Hand signals are acceptable practice, but all crew must understand common and well understood hand signal
in the ER. For example, moving up by raising palm of the hand; lowering by putting palm down; OK by
raising Right hand thumb etc.

Other Safety Items for attention

1. There should not be any oil or grease on the ladders and floor plates. In order to prevent tripping, the
ladders and floor plates must be fixed properly.

2. There should not be any leakages in the exhaust ducts and manifolds.

3. Insulation and protection of exhaust manifolds on engines must be made with metal.

4. If there are no persons in the engine rooms, the external entrances excluding designated entrances must
be locked.

5. The flammable materials should not be kept in open containers or buckets.

6. Testing of bunker tank high level alarm must be made before bunkering and at least once in a month.

7. Do not leave the automatic closing arrangements and short sounding pipes open.

8. Leakages of fuel and lube oil shall be contained from all machinery as soon as possiblle.

9. Thermometers and pressure gauges shall be tested and calibrated on a regular basis.

10. There should not be any accumulation of oil in the areas surrounding the lubricating oil and fuel heating
and separating areas.

11. In the work permit, any repair in the fire detection system (for example: Hot work in the area) must be
mentioned.

12. All rotating parts shall be protected with guard cages.

AJ NOTES 137
 MEO CLASS 4 -MEP
13. While taking rounds during watchkeeping, avoid touching hot steam pipes. To identify a leaky
superheated steam pipe joint, use a loose rag tied at the end of a stick. If the rag starts to move back and
forth, then there is a leakage. Touching that area by hand will end up in serious injury.

14. Carry a flashlight to read awkwardly positioned gauges, especially at the uptake area.

15. Monthly Safety Inspections of the ER must be carried out.

16. The emergency escape doors and exit routes of the engine room must be highlighted using orange or
yellow fluorescent colours. The doors can also be painted with tiger stripes. As per the properties of class
'A' fire doors, water-based paints must be used instead of oil-based paints.

17. Any door that leads out from the engine room is effectively an 'emergency exit'. Some ladders in an
engine room lead only to half decks where measurement equipment or gauges are located and these areas
may not lead to an escape route and therefore, they should be marked with NO EXIT sign.

18. In the event of the engine room being filled with smoke, even light smoke, the escape routes and doors
from the engine room may be obscured and therefore they should be clearly indicated.

AJ NOTES 138
 MEO CLASS 4 -MEP
CHAPTER-14

QUESTION AND ANSWER

HEAT EXCHANGER
1. If you are taking round a shell and tube heat exchanger, what will be your observation?

• Note down the temperature difference across tube nest, and across the shell.
• Note down if there are leaks across covers.

2. If the temperature difference across the shell side is higher than normal, say for example, it is a lube oil
cooler, what will be your inference?

• Note the sea water temperature, if the value is less, for example: 5 to 10 degree C, then cooling is
more. Therefore, throttle the sea water outlet slowly and maintain the temperature drop across the
shell as mentioned in the manual.

3. Why should you throttle the sea water outlet, why not the inlet?

• By throttling the inlet, lesser amount of sea water, flows in to the tube nest. Hence it may result in
partial filling up of tubes with sea water. This might lead to differential aeration. Thereby corrosion
will start.

4. Agreed, if the temperature difference across the shell side is lower than normal, say for example, it is a
lube oil cooler, what will be your inference?

• Then, go through the log record book. If the temperature difference has started shrinking gradually,
then cooler performance will also drop. Suspect, sea water side is choked.

5. What will be your action in the above case?

• Open the end cover, check the tube nest, if the tube nest is choked, then go for cleaning of tubes

6. Suppose, if the performance drop is not gradual, then?

• Suspect air lock in the system

7. What will be your action?

• Purge out air form the system, using purge cock

8. Apart from mechanical cleaning of tubes, do you have any procedure for cleaning tubes?

• Yes, by back flushing

9. What are the usual causes which might cause a drop in performance of heat exchangers?

• Air locking in fluid spaces

• Fouling of heat transfer surfaces

AJ NOTES 139
 MEO CLASS 4 -MEP
• Bypassing of fluids in case of division plate failure.

10. In case of a shell and tube heat exchanger, what are the usual indications of leakage?

• If the leakage takes place, flow from any point of leakage gets in to the sea water side of the cooler.
If the cooler is a fresh water or lube oil cooler, then loss of cooling water or lubricating oil takes
place.

11. How will you detect the cooler leakage?

• Ensure that the end covers are removed from the sea water box side, and after cleaning the sea water
side of the cooler, dry the same.
• Start the fresh water-cooling pump or lubricating oil pump.
• Allow the fluid to circulate through the cooler spaces on the outside of the tubes.
• Leakage within the tubes or at the junction of the tube plate and tube is then readily visible on the
dry surfaces.

12. Suppose if you are not able to detect the leak, what will be your action?

• Carry out pressure testing of the cooler.

13. How will you pressure test?

• Ensure that the end covers are removed from the sea water box side, and after cleaning the sea water
side of the cooler, dry the same.
• Blank the shell side fluid entry and exit
• Fill the shell side with fresh water
• Apply correct water pressure to the cooler and use a hand pump with a calibrated gauge, for pressure
testing. Maintain the pressure.
• Examine the tubes, plates, and joints for leakage.
• Leakage of the tube will be visible.

14. Assume that the Tubular heat exchanger has got a very small leak. How will you detect the same, assume
that there is no time for pressure testing?

• A small amount of florescent sodium crystals can be dissolved in water within the space surrounding
the tubes.
• The tube plates are then viewed under a source of ultra violet light. Even the very small leakage is
sharply visible as a fluorescent halo.

15. How are the heat exchangers protected from the effects of corrosion?

• The sea water side is protected by coatings and cathodic protection

• The fresh water side by addition of chemical additives and rendering a chemical passivation film

16. What are those coatings?

• Coatings, may vary from bitumen-based paints or epoxy coatings of various forms, can be used to
protect water boxes & water box covers.

AJ NOTES 140
 MEO CLASS 4 -MEP
17. Can you explain what is cathodic protection?

• Cathodic protection systems use sacrificial anodes within the sea water spaces of heat exchangers.
The metals used for the sacrificial anodes are higher in the galvanic series than the metals which they
have to protect.

18. How addition of chemical to fresh water system, prevents corrosion?

• Chemical additives in the fresh water system are referred to as inhibitors. Their action renders a
protective film of passive material on the metal surfaces which has to be protected.

19. You have opened a tubular heat exchanger and you find the sacrificial anodes intact. What will be your
inference?

• If the condition of the anodes is the same as when they are fitted, they are ineffective.

20. Why do you call the sacrificial anodes are ineffective?

• If there is an because of incorrect selection of anode material, bad design of anode fastening or badly
fitted anodes.
• Some anode materials build up a passive layer between the metal of the anode & its fastening. This
passive layer acts as an insulator and hence anode is not sacrificed, & therefore it is not able to protect
the cathodic material.

21. What is the purpose of small metallic strips fitted inside the heat exchanger?

• The purpose of small metallic strips is to be establishing electrical continuity & complete the
electrical circuit for the cathodic protection.

22. Why corrugations are provided in plate type heat exchangers?

• The liquids flow in thin streams between the plates. Corrugations pressed in to the plates produce
extreme turbulence & large surface area. Result is that it provides exceptionally high heat transfer
combined with compactness.

23. What is the treatment to be followed to prevent marine growth?

• Bio-cide treatment system is a common form of preventive maintenance which prevents marine
growth. Most common method is to dose the sea water with 10% of hypo-chlorite solution for 1 hour
per day.

24.Whilst assembling or dismantling the plate type heat exchanger, why the nuts are tightened and slackened
equally?

• Unequal slackening or tightening might cause permanent damage to the plates.

25.How is the rubber seal or rubber gasket fitted to the grooves?

• Suitable adhesive is used to bond nitrile seals.

AJ NOTES 141
 MEO CLASS 4 -MEP
26. Do have any idea on types of adhesives?

• Two basic types of adhesives are used for repairs:

• Two-components, cold-curing epoxy cement, which gives a strong joint for high temperatures.
• One-component, rubber-based cement with limited temperature resistance.

27. How is the seal removed from the grooves?

• Removal is done by using liquid nitrogen which freezes and makes the nitrile rubber seal brittle. Thus
it results in contraction of rubber seal, which is then broken away.

28. Why should the seals be removed manually?

• Manual methods of seal removal will result in plate damage.

AIR COMPRESSOR
29. What is the purpose of air intake filter in a compressor?

• Air contains suspended foreign matter, much of which is abrasive. If these abrasive particles are
allowed to enter the compressor, it will combine with the lubricating oil to form an abrasive paste.
• These gummy deposits can adhere to valves and can prevent the valves from closing properly, which
can lead to higher discharge temperatures and formation of carbon deposits.

30. What are the two types of filters used in a compressor?

• In marine service, we have either dry cell type (or) oil bath type. The dry cell type of filter, has a
filtering media of either felted cloth or paper, the oil bath type is slightly oil coated. This type of filter
is quite satisfactory in operation although its strength is a suspect on higher speed machines.

31. Have you come across viscous impingement type filter? How are they fitted?

• It is usually of cylindrical design & the filtering media is of copper wire or nylon strands. Usually
before fitting, the copper wire or nylon strands are dipped in oil & allowed to drain before fitting,
This is because the oil coating traps the dirt quite satisfactorily. This type of filter is usually preferred
for oil free units like control air compressor.

32. Why nylon filters are preferred as a filtering medium than copper mesh?

• First stage failures have taken place due a strand of copper wire in the copper mesh teased loose. The
pulsating air flow bending the strands, to & FRO, until the strand in question has broken free & gets
lodged awkwardly in either a valve or a piston clearance.
• This is a typical fatigue failure. That is why of late nylon mesh is preferred because it is much more
resilient than copper.

33. What is the maintenance period of air intake filters in a main air compressor?

• It is actually 250 hours as per maker's manual.

34. Why should the air intake filters be kept clean?

AJ NOTES 142
 MEO CLASS 4 -MEP
• If the air filters are not clean, it will lead to restricted inlet passage. If the inlet passage to the
compressor cylinder is restricted, then less air will be drawn in during the suction stroke and less air
is discharged during each delivery stroke. Therefore, volumetric efficiency decreases.

35. Can you comment on the installation environment of main air compressor?

• Location should be chosen such that there is less dust, adequate light and well ventilated. There
should be sufficient space around the compressor.
• Installation should be nearest to the location of use.
• Location should be free from any vibration and foundation should be strong.

36. Can you justify the first point that the location chosen should be less dust, adequate light?

• Sufficient light enables to detect any leaks, atmosphere should be dust free, or else it will result in
clogging of filters, resulting in efficiency drop.

37. You said vibration free foundation should be provided, but on board a ship you cannot expect this and
how vibration is countered?

• Anti-vibration rubber is used to mount the compressor. Flexible pipe is used in the discharge air
piping and cooling water piping

38. Why the location of compressor should be nearest?

• This is to minimize losses.

39. Why the oil level should be maintained between H (high) and L(low)?

• If oil level exceeds H, then oil consumption will increase because, excess oil is carried away by
balance weight. Hence accumulated gummy deposit increases, causing valve malfunction.
• If oil level becomes less than L, wear increases due to short of oil, and the running gear will get
damaged.

40. You are removing the cylinder head of a main air compressor; how will you carry out the same?

• Carry out isolation of the system. Remove all the pipe connections. Slacken the nuts which are
holding the cylinder head.
• Use correct jack bolts
• Use correct lifting tool

41. Before using the lifting tool, which is the important point you will carry out?

• Cylinder head must not be fully lifted with LP valve assembly remaining inside. There is always a
possibility of valve dropping down which will damage the valve. If the valve is stuck, then it should
be taken out of cylinder head by striking the valve lightly with a hammer.

42. In case of reciprocating compressors, why the compressor valves are plate type?

AJ NOTES 143
 MEO CLASS 4 -MEP
• In a compressor running at 600 rpm, the operating time for a valve is in the region of 0.025 second.
This requires rapid opening of valve with minimum resistance to flow. Plate valves offer low inertia
coupled with large area of flow for a small lift.

43. In case of suction and delivery valves, why cushion plate or dampening plates are employed?

• The plate type of valves during operation are subjected to shock loading, so cushion plates are
provided to attenuate this shock loading.

44. Why should the valve plates, should not be reversed?

• The impact on closing cannot be totally avoided, and will lead to crazing of the sealing surfaces, with
cracking of valve plates eventually. Therefore after long time periods of usage and subsequent
lapping in, if the valves are reversed, the valve plates will fail.
• Moreover by reversing, the valve plate apertures and valve seat apertures will not match. This means
that air intake or air flow is restricted. End result is drop in volumetric efficiency.

45. After lapping is finished, how should the valve plate surface look alike?

• A mirror like finish will offer less drag to the air flow.

46. Why you should have less drag to the air flow ?

• Drag decreases the efficiency, and results in high air temperatures. Therefore, lesser the drag, better
the efficiency and lesser temperature.

47. Do you know, why ports in the valve body, valve plate, valve seat are contoured?

• Flow through the valve is easier. If they are not contoured, then it will cause excess turbulence, acting
to restrict the flow and tends to heat up the air.

48. How is the valve bolt and nut prevented from getting slackened?

• There are two ways of achieving this, one by employing self-locking nut, or use of self-locking nut,
with split pin.

49. Why should the valve plate fixing jig, be used during overhaul?

• If designated jig is not used, and if the valve is gripped in bench vice, it will lead to uneven straining
of valve plate assembly. It might also strain the valve to failure.

50. What is bumping clearance?

• The bumping clearance is the clearance between the piston and the cylinder cover when the piston is
at the top of its stroke. It is normally between 0.5 and 1% of the cylinder bore.

51. What will be the result of incorrect bumping clearance?

➢ Incorrect bumping clearance will decrease the volumetric efficiency. Large clearance volume will be
full of air at high pressure at the end of its stroke. On the downward stroke, the air within the clearance

AJ NOTES 144
 MEO CLASS 4 -MEP
volume will expand until the pressure in the cylinder is low enough for the suction valves to open.
The amount of air intake is less. This lowers the volumetric efficiency.

52. What will be the result of having increased bumping clearance?

➢ If clearance volume is increased then, it results in

➢ Reduced suction
➢ Inlet to inter-cooler, temperature increases
➢ Volumetric efficiency drops
➢ HP air remaining in the cylinder will expand after delivery.

53. While you watch, all of a sudden compressor starts to run hot, what can be the reasons?

➢ If the compressor is running hot it may be due to compressor overworking. Long running hours of
compressor to fill up air reservoir is due to defective or leaky suction and delivery valves.
➢ Also the water circulating in jacket space is restricted or of a lesser quantity.
➢ Air lock or vapour locks in the system. It may also be due to fouled sea water cooler, which does not
remove the heat from the compressor jacket watetr

54. What can cause abnormal sound in a running compressor around the cylinder?

➢ Large clearance against piston, defective cylinder head gasket, damaged air valve.

55. What can cause abnormal sound in a running compressor around the crankcase?

➢ Wear in main bearing, connecting rod bolts getting loose, worn gudgeon pin bearing.

56. In your water checker of cooling water system, you find lot of bubbles, what will you suspect?

➢ Air is entering the system, find out and rectify.

57. How is air receiver thickness measured?

➢ By sonic gauging . Usually not done by ship's staff. Specialised people from shore does this job using
electro-sonic gauging instrument.

58. Why the air receiver thickness should be measured?

➢ To determine the reduction of thickness.

59. Why should the thickness get decreased?

➢ Due to corrosion, there is wastage in material, and hence there is a reduction in thickness.

60. What are the two safety features installed in an air receiver?

➢ Relief valve to relieve excess pressure. The piping should be lead to deck. Presence of fusible plug,
which is fitted so that in the event of engine room fire, the plug softens as its temperature rises and
releases the air bottle contents to deck.

61. Why such an arrangement?

AJ NOTES 145
 MEO CLASS 4 -MEP
➢ In case of fire in engine room, air source to engine room to be isolated in order to cut oxygen which
inturn control the fire and helps in extinguishing it.
➢ Accumulation of air or release of air or source of air in a confined space which is under fire will
impair the effectiveness of extinguishing media .
➢ Also it will influence the fire to develop more.
➢ Therefore, large quantity of air within air receivers not to be released in to the engine room at any
given conditions.
➢ Considering all above reasons, air releasing arrangements for air receiver is always made to let go to
deck only

62. If the release arrangement to deck is not provided, then?

➢ In case of fire in Engine room, oxygen in air will influence the fire to develop.
➢ Additional extinguishing media to be applied to compensate the large quantity of air released from
air receiver taking into account of the air receiver volume.
➢ Time taken to extinguish the fire in the machinery space will be more as well as ineffective.

PUMPS
63. What is the purpose of relief valve in a positive displacement pump?

➢ A relief valve is always fitted in discharge line such that if the pump is operated with discharge valve
shut, then chances are there that the pump casing may fail, because liquid is incompressible. A relief
valve bypasses the discharge to the suction.

64. How do you measure backlash of a gear pump?

➢ To measure backlash, one of the gears is held tightly in place and then the other is moved back and
forth slowly. Dial gauge or feeler gauge is used to measure it.

65. What is the purpose of wear ring in a centrifugal pump?

➢ One wear ring is provided in the casing and the other is provided on the impeller. If there is no wear
ring the impeller and casing will wear off, leading to drop in pump performance and replacement of
impeller or casing. This would be very expensive. Hence wear rings are provided.

66. Why should the wear ring clearance be kept small?

➢ The discharge side is at higher pressure than the inlet side and there is a tendency for the high pressure
side to flow back to the suction side. To avoid this, the clearance must be kept as small as possible.
This clearance is known as the 'wear ring clearance'.

67. Why is wear ring clearance important?

➢ If the clearance is too big, then there is a 'short-circuit' where the discharge pressure will leak back
to the suction side. Pump's discharge pressure along with efficiency will drop.

If the clearance is too small, it may not allow for:

➢ Expansion of the casing and the impeller

AJ NOTES 146
 MEO CLASS 4 -MEP
➢ Vibrations and small misalignments of the pump shaft

This can damage the wear rings and cause seizure with the impeller. For correct impeller clearances, refer to
manufacturer’s recommendations.

68. Why balance holes are provided in an impeller?

➢ Most impellers have holes in the back vane, some even have balance chambers. This is to reduce the
pressure difference between the pressure in front and back of the vane.

69. You are taking round of a pump, what will be your observation?

➢ Check the suction pressure and delivery pressure of the pump.

➢ Inspect the pump unit and check for any abnormality and vibration.
➢ Check the gland seal or mechanical seal for tightness.

70. You have started a centrifugal pump, there is no pressure or delivery of liquid? What can be the causes?

➢ Check whether the suction and delivery valves are closed.

➢ Check that the pump shaft is turning or jammed.
➢ Check the pump is fully primed. 9. Why centrifugal pumps cannot handle air?
➢ The centrifugal pump is designed to handle incompressible fluids and inherently they are not self-
priming. This is because it is not a positive displacement pump and the impeller is only a momentum
transfer device, imparting kinetic energy to the fluid.

71. Can you elaborate further, why centrifugal pump cannot handle air?

➢ Centrifugal pump generates centrifugal force is given by m*w2*r, where “m” is the mass of the fluid.
mass of air is much lower than mass of water. Therefore when the impeller is turning in air it will not
produce any vacuum in the pump chamber.
➢ It is for this reason that the suction effort of the centrifugal pump when empty, rarely exceeds 12
millimetre of water gauge.
➢ Therefore, centrifugal pumps cannot handle air or vapour.

72. You have started a centrifugal pump, the pump is tripping repeated? What can be the causes?

The Bearings of the pump are jammed or Electric overload settings are wrong or Impeller is obstructed by a
foreign object. If the gland is too tight, it will lead to pump tripping.

73. Having started the pump is vibrating badly, what can be the causes?

➢ Impeller related faults such as clogged or fouled impeller or an eroded impeller, some mechanical
faults such as worn bearing, bent shaft.

74. Ok, now the pump is started, there is insufficient liquid delivered, or pressure developed is insufficient,
what can be the causes?

➢ Check the pump rotating direction

➢ Suction filter is choked
➢ If there is a foot valve, it might be partially clogged or leaky

AJ NOTES 147
 MEO CLASS 4 -MEP
➢ Air pockets in the suction line
➢ Leak at the shaft seal
➢ Wear rings have worn considerably

75. In your centrifugal pump, the shaft sealing gland is getting worn out and you are replacing them
frequently?

➢ The gland packing is either incorrectly tightened or tightened to more than required. May be packing
is wrongly installed, or the shaft may run off-centred

76. In your centrifugal pump, bearings are failing repeatedly, what can be the reasons for short life span of
bearings?

➢ Bearings are wrongly installed or bearing housing may be worn. It can also be due to misalignment
between motor and pump shaft or lack of lubrication. In case of sea water or fresh water centrifugal
pumps the bearings may be rusted due to water entry in to the housing.

77. You have sighted the reasons, pertaining to bearings? What can be the other reasons for bearing failure?

➢ Rotor of the electric motor may be out of balance or rotating part may be rubbing against stationery
part due to bent shaft.

STEERING GEAR
78. You are taking a round in your steering room, what are the things will you check?

➢ Inspect the sliding and moving parts for sufficient lubrication.

➢ Check for sufficient quantity of grease and for proper functioning of greasing mechanism. Automatic
greasing is done in present day systems when the steering gear is in operation.
➢ Inspect all connecting linkages.
➢ Inspect pump seals, pipe connections for leakages.
➢ Check for sufficient oil level in the reservoirs.
➢ Check for temperature and pressure of the hydraulic oil, any deviation from normal values.
➢ Check the running hydraulic pump for correct functioning. Check the ammeter reading of the pump.

79. Can you just tell me, what is single-failure criterion?

➢ No single failure on a steering gear should make the steering gear system of the ship in-operative;
thereby the rudder should never become free.

80. Can you explain me further by citing an example?

➢ If, in the hydraulic system, the leakage had developed due to breakage or rupture in the pipeline, then
automatic isolation of the system takes place.
➢ The hydraulic system splits into two equal halves.
➢ One half with the leakage gets isolated and the other half comes into operation. Steering continues to
work as before.

81. Tell me how will you change over to emergency steering?

AJ NOTES 148
 MEO CLASS 4 -MEP
➢ The action necessary to transfer the steering control from the wheel house to local control, in order
to use the steering gear room trick wheel is to align the trick wheel to the angular position of the
rudder.
➢ Alternatively, in other steering gear systems, local steering can be carried out, in lieu of trick wheel,
by the manual operation of solenoid operated directional control valves.

82. What are the alarms found in a steering gear panel?

➢ Phase failure alarm, overload alarm, Control power alarm and, Main power alarm.

83. What can be causes for these alarms? (Candidate assumes the same sequence)?

➢ Check for phase failure

➢ Check electric motor and alarm relay
➢ Check whether the solenoid gets current
➢ Check whether the motor starter gets current

84. You are in your watch, and you get a Low oil level alarm, what will be your action?

➢ Check the oil level and external leakages

85. Well, the oil level is ok, what can be the reason?

➢ Check the float switch.

86. You are taking a round and you find the operation of pump is Noisy, What can be the reason?

➢ It may be due to,

➢ Air in the system
➢ Filter may be clogged
➢ Hyd. pump shaft seal worn out. If the Coupling drive is worn out or damaged, then it results in pump
operation being noisy.

87. If in your watch you find, Rudder movement is sluggish, what can be the reasons?

➢ Internal leaks in actuator.

➢ Check if the main control valve is operating correctly or it may be sticky.
➢ Check for correct functioning of rudder indicator.
➢ Air in the system
➢ Filter may be clogged
➢ Check the pump unit, in which case change over the pump unit after informing bridge, cross check
the rudder response

Refrigeration and Air conditioning

88. What will be the indications of the under charge in a ship's refrigeration and air conditioning system?

➢ Causes for under charge are low discharge pressure, lack of mild sticky frost in the suction pipe,
overworking or long running hours of compressors.

AJ NOTES 149
 MEO CLASS 4 -MEP
89. What will be your action?

➢ I will charge the system

90. How will you charge the system?

Charging refrigerant in the system:

➢ Put the drier in the system by opening the inlet and outlet of the drier valve and shut the by pass
valve.
➢ Weigh the Freon gas cylinder before charging and after charging to ascertain the quantity of gas
charged in the system.
➢ Collect the gas by shutting the receiver outlet in the refrigerant system. The compressor will cut off
on LP trip. Check the liquid level in the sight glass.
➢ Connect the charging pipe to the refrigerant gas cylinder. The gas cylinder should be kept in vertical
position. Liquid valve in the cylinder should be used.
➢ Connect the charging pipe to the liquid side of the system and crack open the cylinder valve. This
will purge out any entrapped air. Tighten the charging connection.
➢ Open the charging valve and liquid valve in the cylinder. The liquid refrigerant will start flowing in
to the system.
➢ Start the compressor and continue to charge the system. Observe the liquid level in the sight glass.
➢ Close the gas cylinder liquid valve and charging valve.
➢ Close the drier inlet and outlet valves and open the bypass valve.
➢ Start the system by opening the receiver outlet valve and observe its efficiency for 20 minutes. Check
the liquid level in the receiver.
➢ If additional charging is required, repeat the procedure.

91. What will be the indications of the overcharge in a ship's refrigeration and air conditioning system?

➢ Over charge is quite unlikely, but gives high discharge pressure reading, and very sensitive expansion
valve.

92. What will be the indications of the air in a ship's refrigeration and air conditioning system?

➢ Air in the system is indicated by high discharge pressure reading, jumping of gauge pointers and,
inefficient working

93. Having deduced overcharge or air in the system say, how will you purge the system?

➢ The symptom which indicates air in the system is a steady increase in the high pressure gauge reading.
Accumulation of air reduces the effective area of condenser available for condensing refrigerant.
➢ Close the condenser outlet liquid valve and the compressor will trip on LP cut off. Sea water is left
circulating in the condenser for few hours to achieve equilibrium.
➢ Note the HP gauge reading. If no air is present in the condenser, there will be no change in the
reading. If air is present, then the reading will be higher than the previous value.
➢ The refrigerant will condense and collect in the receiver but air stratifies and collects on top of the
refrigeration liquid. Now crack open the vent cock to purge out air from the system which is collected
in a retrieval cylinder.

AJ NOTES 150
 MEO CLASS 4 -MEP
94. What will be the indications of moisture in a ship's refrigeration and air conditioning system?

➢ Moisture in the system will cause freeze up of water and it results in choked expansion valve, starving
of evaporator and rapid condenser pressure Rise

95. What are the daily checks, which you will carry out in a refrigeration plant?

➢ Check the condensing pressure, evaporating pressure and, oil pressure drop.
➢ Inspect the compressor unit and check for any abnormality and vibration.
➢ Check the discharge and suction temperatures.
➢ Check the oil level and check whether the oil has returned to the crankcase by oil has separator, and
oil return line is warmer than the crankcase.
➢ Check the shaft seal for oil tightness.

96. Now, that you have taken a round and you have oil level in the crankcase not appreciable, it is low. What
will be your action?

➢ I will charge the system

97. How will you charge the oil in the system?

➢ Replenish the oil when oil level is below half the sight glass .
➢ Manufacturer prescribed oil should only be used.
➢ Clean oil from sealed containers should only be used.
➢ Close the liquid valve at the receiver outlet and collect the refrigerant.
➢ The compressor will cut off on LP trip.
➢ Close the suction and discharge valves of the compressor.
➢ The compressor will cut off on LP trip.
➢ Close the suction and discharge valves of the compressor.
➢ Note that no refrigerant is allowed to be released into atmosphere.
➢ Charging valve usually fitted on c/case . This valve is of non-return type.
➢ Remove the cap from charging valve and connect the hand pump out let with charging or filling
valve.
➢ Add oil to the crankcase using the hand pump..
➢ After charging the oil to required level , secure charge valve and fix the cap in place.
➢ Open the suction and delivery valves. Open the liquid receiver outlet valve. Start the compressor.

98. What is short cycling ?

➢ Compressor starts and stops too frequently.

99. What can be the causes of short cycling?

➢ Low pressure control has interrupted,

➢ Low pressure control difference is too small,
➢ Wrongly adjusted capacity regulator,
➢ Restriction of refrigerant supply,
➢ Refrigerant charge may be too small,
➢ Leaky refrigerant plant,
AJ NOTES 151
 MEO CLASS 4 -MEP
➢ Air in the condenser,
➢ Expansion valve partially blocked with ice or dirt,
➢ Filters in the suction line may be clogged.

PURIFIER
100. You are in your watch and oil flows out through sludge outlet, what can be the reasons? Justify the
reasons

➢ Strainer in operating water high pressure side may be , clogged or water pressure too low. - If the
operating water pressure is too low or insufficient, the bowl will not close. Hence oil flows to sludge
outlet.
➢ Hose between solenoid valve block and separator kinked – If the hose is kinked or defective, it will
not permit operating water to flow. End result is that the bowl will not close.
➢ Seal ring in sliding bowl bottom defective.
➢ Bowl hood seal ring could be defective or sealing surface of sliding bowl bottom damaged.
➢ In both the cases, since the seal ring is defective, it permits the flow of oil or liquid to the sludge side.
➢ Sludge deposits on operating slide – sludge deposits on the operating slide, hinders the correct
operation of the slide. Hence it may be partially open, permitting liquid to flow to sludge side
➢ Bowl speed too low – If bowl speed is too low, then angular velocity will drop. In other words ,
When bowl speed drops , centrifugal force acting in channel below sliding bowl (low pressure
operating liquid ), will drop (Note: CF = mw2.r.) and will result in sliding bowl to open.Since angular
velocity omega drops, centrifugal force will drop, therefore the interface is shifted. Therefore oil
passes to sludge outlet.

101. You are in your watch and the bowl opens unintentionally during operation, what can be the reasons?

❖ Strainer in operating water low pressure side may be clogged or no water in the operating water tank
or valve[s] may be closed or Hose between solenoid valve block and separator kinked or Nozzles in
closing slide could be clogged Seal ring in sliding bowl bottom may be defective or Valve plugs shall
be defective or Sludge deposits on operating slide or seal ring in operating slide is defective.

102. When you are in watch, purifier's " no bowl discharge - alarm" is coming repeatedly . what could be
the cause?

❖ No bowl discharge: This means that the bowl is not opening for sludge discharge

103. What can be reasons for bowl not opening, give justified reasons?

❖ Strainer in operating water high pressure side may be clogged or water pressure is too low so that no
de sludging water is fed to the bowl, hence the bowl will not open.
❖ Hose between solenoid valve block and separator kinked – so therefore no de sludging water is fed
to the bowl, hence bowl will not open.
❖ Dosing ring tightened too much – if the dosing ring is tightened more than required then, despite high
pressure water or de sludging water acting, the over tightening will not permit the bowl to open.

104. What can be reasons for poor separation or unsatisfactory separation?

AJ NOTES 152
 MEO CLASS 4 -MEP
❖ Wrong separating temperature
❖ Throughput too high
❖ Bowl disc stack clogged
❖ Sludge space in bowl filled
❖ Bowl speed too low

105. Whilst taking an engine room round, you find Separator vibrates badly, what can be the reasons
concerning the bowl assembly?

Bowl out of balance due to:

❖ Bad cleaning
❖ Incorrect assembling
❖ Bad tightening of lock ring
❖ Bowl assembled with parts from different separators
❖ Uneven deposition of sludge in bowl assembly due to bad handling.

106. What are the reasons apart from bowl assembly?

❖ Uneven sludge deposits in sludge space

❖ Bearing damaged or worn
❖ Bearing overheated
❖ Bowl spindle bent
❖ Vibration – damping rubber washers are worn out or foundation bolts has sheared off
❖ Top bearing spring broken

107. Whilst starting the separator, the run-up time is too long, what can be the reasons?

❖ Brake applied
❖ Friction pads are worn out or oily

108. Whilst starting the separator, there is an acrid smell, what can be the reasons?

❖ Normal occurrence during start as friction blocks are sliding

❖ Brake applied
❖ Bearing overheated

109. You have started the purifier, and the operation is not satisfactory, it is noisy, what can be the reasons?

❖ High throughput
❖ Height position of paring discs or bowl spindle is wrong
❖ Worm wheel and worm are worn out
❖ Bearing is damaged or worn out
❖ Wrong play between coupling pulley and elastic plate

110. Your purifier is not running at rated speed, how will you make out?

❖ By means of running counter and amperage

AJ NOTES 153
 MEO CLASS 4 -MEP
111. Now, the speed of the centrifuge is too low, what can be reasons?

❖ Brake is applied
❖ Friction pads are worn out or oily
❖ Bowl is not closed or leaking
❖ Motor failure
❖ Bearing is damaged or worn
❖ Bearing is overheated
❖ Wrong gear transmission

112. You are carrying out a gear case inspection, and you find oil -water emulsion, in worn gear housing.
What can be the reasons?

❖ Bowl casing drain may be obstructed or

❖ Due to condensation

113. You are carrying out a gear case inspection in a centrifugal separator, what are the parts will you inspect?

❖ Worm wheel, worm gear, horizontal shaft are checked for corrosion and erosion
❖ Worm wheel mating faces has to be inspected for abrasion or rubbing.
❖ The friction drum and the clutch pads should be given due attention
❖ Check the ball bearings and bearing housing. Particular attention is paid to seal ring, sealing washer
and lock washer.

114. Suppose if the sealing washer alone is damaged, what will you do?

❖ Sealing ring, sealing washer and lock washer is replaced as a complete assembly.

115. If the friction clutch is worn out, what will be the result?

❖ The speed of the centrifuge will be too low.

116. What will happen if the bowl speed is low?

❖ Bowl speed is too low – If bowl speed is low, then angular velocity will drop. Centrifugal force is
mw2. r. Since angular velocity omega drops, centrifugal force will also drop, therefore the interface
is shifted. Therefore, oil passes to sludge outlet.

117. Ok, your bowl speed is low, due to worn friction clutch, what will be your action?

❖ Inspect the friction clutch, if they are oily or if the friction drum and clutch pads are worn out heavily
then replace them as per makers’ Recommendation

118. You don't have any spare on board, what will be your action?

❖ Dress the clutch surface, and replace the same. Indent for the same.

119.Your three-way valve which controls the feed oil is not working properly, What will be your action?

❖ Change over the purifier. Go through the manual of three way, controlle; try to solve the problem of
sluggishness.

AJ NOTES 154
 MEO CLASS 4 -MEP
120. Say, if that valve is also sluggishness?

❖ Then resort to hand operated feed, carefully.

121. Say in your ship, you have two centrifuges, one purifier is defective, but second purifier heater is
defective, what will be your action?

❖ In many ship, we have an interconnecting valve, we can use the same. Try to use 2nd purifier, with
the first heater. Rectify the fault of purifier and heater and put them back to use.

MAIN ENGINE
122. Main engine fails to turn on starting air after START kick has been given. What could be the reasons?

❖ Pressure in starting air bottle is too low

❖ Valve on starting air bottle is shut
❖ Valve to starting air distributor is closed
❖ Control air pressure is low
❖ Turning gear is engaged
❖ Starting air distributor is malfunctioning
❖ Defective starting air valves in cylinder is covered
❖ Starting air automatic valve jammed.
❖ Reversing has not taken place completely.
❖ Start lever is not in its end position.
❖ Bursting diaphragm on start air line is damaged.
❖ Not having sufficient spring air pressure to shut the exhaust valve, thereby causing loss of
compression.
❖ Defective starting air valves

123. The main engine turns on fuel but runs unevenly and rpm does not pick up. What could be the possible
reasons?

❖ Clogged fuel filter

❖ Low fuel pressure
❖ One or more cylinders are not firing
❖ Fuel regulator linkage jammed or held back by Governor in one position
❖ Fuel is unsuitable or its viscosity is high
❖ Compression pressure is too low due to faulty piston ring sealing or exhaust valve closing.
❖ Fuel pump defect such as faulty cut out device, jammed plunger or excessive clearance
❖ Fuel pump defect such as faulty cut out device, jammed plunger or excessive clearance.
❖ Injector nozzle sticky or holes blocked.
❖ Suction or spill valve leaking or stuck
❖ Fuel pump relief valve leaking

124. What can be the reasons for increase in exhaust temperatures of all cylinders?

❖ Increased scavenge air temperature

❖ Fouled air and gas passages
AJ NOTES 155
 MEO CLASS 4 -MEP
❖ Incorrect Fuel injection timing
❖ Quality of fuel is bad.
❖ Circulating water temperature is more / insufficient fouling of turbocharger, inadequate fuel
treatment

125. What can be the reasons for an increase in exhaust temperature of a single cylinder?

❖ Defective fuel valves

❖ Leaking exhaust valve
❖ Improper adjustment, or slipped fuel cam
❖ Thermometer defective
❖ Scavenge port fouled
❖ Scavenge fire
❖ Blow past of piston ring.
❖ Leaky fuel valve causing after burning

126. What can be the reason if the engine does not reverse when an order is given?

❖ Control air signal for the desired direction of rotation does not reach the engine due to defective
control valves.
❖ Control piston is stuck in one position

127. How will you detect a crack in the cylinder head of the Main engine?

❖ While blowing through the engine before starting the accumulated water will blow out of the
indicator cock.
❖ Water will also seep through the piston into the Scavenge space.
❖ If the engine is in operation, the jacket water level in the expansion tank will drop.
❖ Jacket cooling water temperature high.
❖ Fluctuation in jacket water pressure.
❖ Cylinder give knocking sound.In expansion tank bubbling will be their.
❖ Spark from funnel.
❖ The smoke from the engine will be white. The cylinder head is pressure tested to find the leak.

128. What are the indications of poor combustion?

❖ During operation, a smoky exhaust, uneven individual cylinder exhaust temperatures, and uneven
individual cylinder peak pressures indicate poor combustion.
❖ Other indicators are excessive fuel consumption due to high rack setting, and high cooling water
temperatures. During overhaul, high carbon deposits are found inside the cylinder, exhaust valve,
turbocharger and exhaust gas passages. An inspection of the crankcase reveals dirty oil.

129. What are the reasons for poor combustion?

Poor combustion could be due to:

❖ unsuitable fuel oil.

❖ improper fuel oil preparation due to ineffective filters, damaged purifiers, improper heating
❖ burning high viscosity fuel oil
AJ NOTES 156
 MEO CLASS 4 -MEP
❖ defective fuels pumps and fuel injectors
❖ incorrect fuel timing
❖ loss of compression due to worn cylinder liners, piston rings insufficient air due to defective
turbocharger
❖ a dirty charge air cooler or filter

130. If poor combustion continues, what will be the effect on the engine?

❖ Poor combustion results in carbonaceous deposits in cylinders, exhaust valves, turbochargers and
exhaust gas passages. High exhaust gas back pressure further aggravates combustion conditions.
There is a risk of fire. Carbonaceous deposits between the liner and piston rings cause rapid wear and
tear between the liner and rings that result in blow past into the crankcase. Excessive fuel
consumption and poor fuel economy are the other effects.

131. What permit do you need before commencing a scavenge space inspection?

❖ Scavenge space should be treated as an enclosed space, and the enclosed space entry permit is to be
obtained.

132. What are the indications of a scavenge fire?

❖ Increase in the exhaust temperature of the affected cylinder.

❖ Surge in the turbocharger.
❖ Increase in scavenge air box temperature .
❖ Smoky exhaust.
❖ Decrease in engine revolutions or irregular engine revolutions.

133. What actions are to be taken in the event of a scavenge fire?

❖ Inform the Second engineer and the Chief engineer.

❖ Reduce the speed to DEAD SLOW.
❖ Request permission to stop the engine, from the bridge.
❖ If the ship is in restricted waters and engine cannot be stopped, stop fuel oil supply and increase the
cylinder lubricating oil for that unit.
❖ Stop engine on receiving the engine STOP order and switch off auxiliary blowers,cover the turbo
charger
❖ Stop lubricating oil supply after 20 minutes.
❖ If the fire has not died down, use the fixed fire extinguishing equipment.

134. What actions are to be taken when the oil mist detector gives out an alarm?

❖ Reset and confirm the alarm.

❖ Note down the unit.
❖ Inform the second and chief engineesr.
❖ Reduce the speed to dead slow and request permission to stop.
❖ When the engine STOP order is received, stop the engine and close the fuel oil supply.
❖ Open the skylight and evacuate the engine room.
❖ Prepare the fire fighting equipment and isolate the engine.

AJ NOTES 157
 MEO CLASS 4 -MEP
❖ Open the crankcase doors after 20 minutes.
❖ Inspect the unit indicated by the OMD for hot spots.
❖ Use intrinsically safe hand lamp and remote hand held thermometer to locate the hot spot.
❖ Check the moving and sliding parts for damage and make permanent repair.
❖ Check all the other units for hot spots before starting the engine.

135. Name some types of diesel engine bed plates?

❖ Trestle type, deep box and underslung type

136. Explain the trestle and deep box types.

❖ The trestle type sits on a raised platform located in the fore-aft direction. The deep box type has a
flat bottom which is bolted to the ship's tank top.

137. Advantage of under slung crank shaft.

❖ This affords maximum rigidity for accurate crank shaft alignment.

138. How will you check the wear down of the main bearing?

❖ The wear down of the main bearing is checked by taking deflections.

139. How is the crank shaft axially located?

❖ Crankshaft is axially located with a thrust bearing.

140. During a crankcase inspection, what inspection will you carry out in a connecting rod?

Connecting rods will be checked for:

❖ axial play by moving it with a wooden piece

❖ tightness and matching marks of the connecting rod bolt
❖ locking arrangements such as lock pins, lock wires or locking plates with their bolts
❖ symptoms of overheating and squeezed out metal from connecting rod shells

141. How is the bearing shell located in the connecting rod?

❖ By means of claws

142. Why is the preformed nip provided in the bearing shell?

❖ To provide sufficient interference fit and to provide a grip on the bearing shell. It also prevents the
shell from turning inside the housing.

143. In the case of v-type engines how is the bottom end of the connecting rod connected to the crank pin?

❖ By using the fork and blade or bottom end take half the width of the crank (termed side by side).

144. When and why should you replace connecting rod bolts?

AJ NOTES 158
 MEO CLASS 4 -MEP
❖ Connecting rod bolts are subject to fatigue loading and have to be replaced when they cross the
prescribed running hours. Usually, it is 20,000 Hours

AUXILLARY ENGINE
145. In the case of piston rings, what are the three clearances to be measured?

❖ Butt clearance, axial clearance and back clearance.

146. Explain the significance of butt clearance.

❖ If this clearance is less than the minimum, the ends touch due to the thermal expansion of the ring on
the hot engine. This causes the ring to expand against the liner, increasing friction, ring breakage and
the possibility of piston seizure. If the butt clearance is too large, combustion gases blowby the rings
and exhaust gases enter the crankcase. The compression pressure in the cylinder also reduces.

147. Explain the significance of axial clearance.

❖ The ring is pushed out from the grooves by the combustion gases against the liner for sealing. If axial
clearance is less than the minimum, combustion gases will not be able to get behind the ring.

148. Why is back clearance important?

❖ If there is no back clearance; the rings take the side thrust. This results in high friction and possible
piston seizure.

149. How is the piston ring replaced during an overhaul?

❖ The complete ring pack including the oil scraper ring is renewed during each scheduled piston
withdrawal. Then the piston rings are fitted in the correct order.

150. What does the identification mark in the piston ring stand for?

❖ The correct direction is identified by the identification mark stamped on the ring close to the ring
gap. While fitting, the identification mark should face upwards.

151. Why should the ring opener be used when removing and fitting rings?

o When fitting piston rings, special ring openers should be used to prevent over stressing of the rings.

152. How will you fit the oil scrapper ring?

o The coil spring is dismantled from the ring by removing the joint pin. The coil spring is placed and
assembled in the piston ring groove. The scraper ring is then fitted in the groove. The ring joint should
be approximately 180degrees opposite to the spring joint.

153. How will you match the ends of piston rings?

o The ends of the piston rings should not be in line. The ends of the rings should be 1800 opposite to
each other to prevent leakage of gas through the ring joints.

AJ NOTES 159
 MEO CLASS 4 -MEP
LUBE OIL
154.What is meant by batch purification?

o Take the immobilization permit from the port authority since your propulsion power is not available
o The entire oil charge should be pumped by the purifier or by main circulation p/p into settling tank.
o It should be allowed to settle for at least for 24 hours with heating about 60° C .
o Water and sludge should be drained out periodically.
o Cleaned the interior of the sump tank and carefully examined.
o The oil should be passed through the purifier at its optimum efficiency and then pumped back into
the sump tank.
o When sump tank empty, its interior should be cleaned and examined.

155. When is periodic batch purification done?

o If the oil is suspected from containing strong acids

o High insoluble contents due to poor combustion or water due to leakage from cooling system.
o It is also made at least once in one/two years when sump tank is cleaned and examined.
o Suspecting biological degradation/contamination.

156. How to Maintain Lube Oil in Good Conditions on board Ships?

o L.O onboard test is carried out regularly.

o Regular cleaned L.O line filter.
o L.O purifier should be run during the time ship is at sea
o Maintain L.O purifier performance
o Periodic batch purification must be carried out & cleaned L.O sump tank
o Maintain L.O temperature within limit
o Maintain good L.O cooler efficiency
o Keep good fuel combustion system

157. Why lubricating oil cooler is installed after lube oil filter?

o It is more effective to filter the hot oil, as pressure drop through the filter is less and filter is more
efficient.

158. What will you do if Main Engine Lubricating Oil Temperature is Abnormally High?

o Inform bridge & reduce engine speed

o Check engine overload or not (Exhaust temp: fuel rack,..)
o Check L.O sump & L.O cooler & L.O purifier temperature (set value)
o Check L.O sump tank heating valve.
o Shut L.O cooler by-pass totally after stopping (or) too high temperature not fall
o Clean L.O cooler
o Check sump tank heating coil leakage
o Make L.O onboard test (e.g., Viscosity)
o Check lubricating oil piping system leakage or blockage
o Make inspection & check bearing clearance & clearance & lose attachment

AJ NOTES 160
 MEO CLASS 4 -MEP
159. What will you do when there is increase/decrease of sump lubricating oil level?

Increase

o Check piston cooling system (water)

o Check L.O purifier (gravity disc is correct or not) [L.O purifier water outlet sight glass]
o Check filling valve from storage tank
o Check L.O cooler/although oil pressure is greater than sea water pressure.

Decrease

o Check rate of decreasing if slowly decrease, fill up L.O and find the leakage without stopping engine.
o If rapidly decrease, inform to bridge and stop the engine. Find the leakage and repair. Possible
leakage; it could be,
o Bed plate crack (check engine room bilge)
o Piston cooling L.O system (check scavenge space & under piston space {entablature})
o L.O cooler & L.O purifier
o All pipes and connections
o Check L.O return valve from crankcase to sump tank close or not
o Check oil scraper rings & stuffing box

160. What will you do if lube oil is contaminated with sea water?

o When sump oil is contaminated with SW, find sources of leakage (may be from LO cooler during
ME stopped) stoppage and rectified.
o In port or while ME is stopped, transfer contaminated oil through purifier or transfer pump into
settling tank, settled for at least 24 hours at about 60 C°, and water and sludge drained out
periodically.
o Oil passed through purifier at 78° C with optimum efficiency, and pump back to settling tank.
o When sump tank is empty, interior cleaned and examined.
o Purified oil sent to laboratory and tested
o During this time, new oil should be used
o Oil should be reused, if lab results recommended that it is fit for further use. (Straight mineral oil 3%
water washed. Additive oil 1% water washed)

AJ NOTES 161
MEO CLASS 4 -MEP

NOTES

AJ NOTES 162