Month Marine Engineering at The Operational Level

MONTHLY TASK REPORT 1
Ship Name : THOR INTEGRITY Ship’s type : Bulk Carrier

Function : Marine Engineering at the Operational Level
Topic : Use appropriate tools for fabrication and repair operations
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Task : Assist 4 Engineer overhaul ballast pump
Reference No. : 1.1.1
Overview of Centrifugal Pumps
Centrifugal pumps are one of the oldest pumps. It was

invented in the mid-1800s. John Appold designed the current
form of these pumps. He replaced the straight vanes of the
impeller with curved blades.
A centrifugal pump has two main components:
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 The rotating part consists of the impeller, shaft, and
volute
 The stationary component consists of bearings, casing
and casing cover
General components of a Centrifugal Pump
Assess the condition

 Open the suction valve (suction nozzle).
 Ensure that the discharge valve (discharge nozzle) is
kept in the closed position.
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 Turn the pump’s power off.
 Next, manually turn the shaft (this is the shaft
between the pump and motor). Check if there are any
obstructions. If you are using large pumps, you may
need to wait for a few seconds after turning the shaft
to observe the pump’s behaviour.
 If the shaft is free (without any distractions), Close the
discharge valve fully and start the motor.
 Continue opening the discharge nozzle gradually till it
is fully open.
 Check the pressure. If the pressure is more, you can
regulate it with the bypass.
Disassemble Pump
 Check if the suction and discharge valves are closed. If

not, close them manually.
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 Switch off the power. Disconnect the pump from the
main switch or distribution panel.
 Disconnect the electrical wire. Ensure that you note the
rotation direction of the terminals (if you’re using a
three face connection). This will help you in connecting
the pump the same way after the overhaul.
 Check if the pump has coupling bolts (beam, bellow,
coupling, etc.) If yes, remove all coupling bolts.
 this pump is mounted vertically,
o Connect the chain block and pull the motor up
o Check if water pressure is locked inside.
o And then open the pump.
 Loosen the pump impeller joint and pump flanges.
 Bring out the pump for inspection.
Reassemble pump
 Start from the impeller side. Loosen the washer and

guide nut.
 Use a pulley to unscrew the impeller.
 Next, remove the mechanical seal on the impeller.
 Remove the lock ring/bearing guide pin behind the
impeller.
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 Tap gently on the shaft using a rubber or wooden
hammer.
 Remove the bearings along with the shaft.
 Inspect if the bearings are in good condition. If they are
worn out, replace them with new bearings.
o To change the bearings, first, clean the shaft. Then
lubricate it and tap the behind of the bearing
groove gently.
o Before you install the new bearings, clean the
groove and lubricate it well.
o Install the new bearings at the small end, just like
you removed it.
 Clean the housing of the bearing and grease it
adequately.
 Install the shaft from the impeller’s side.
 Install new mechanical seals, if needed.
 Install all removed washers.
 Replace removed nuts and washers and tighten them as
needed.
 Rotate the shaft and check if it can move freely.
 Check the alignment of the pump and box it.
 Mount the electric motor and connect the pump.
 Check for free movement, before starting the pump.
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Topic : Use machine tools and welding equipment for fabrication and
repair
Task : Assist E/Fitter Welding Grab cover
Stick Welding (SMAW)

Stick welding is performed by striking an electric arc between
a metal electrode and the work piece. An electric current
passes through the electrode and melts it into the work
piece and forms a weld pool. The electrode is covered in a
layer of flux which melts and protects the weld pool from
being contaminated by the atmosphere (in the same way a
shielding gas protects it in MIG and TIG).
The flux forms a layer of slag to be formed on top of the

weld bead which will need to be chipped off and brushed
down once the weld is complete.
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Advantages of Stick Welding
 Stick welding is portable. A small stick welder can
perform on thick metal, isn’t very heavy, and you
don’t require a wire feeder or any additional
equipment like a gas cylinder.
 Stick welding is the best choice for outdoor
conditions. Welding with gas won’t produce good
results in windy conditions.
 It is easier to master than TIG welding, but does
require some skill.
 You can weld on metal with mill scale or rust.
Disadvantages of Stick Welding
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 It requires more skill than MIG as you need to keep
the electrode a certain distance from the metal as
it burns down.
 It produces a lot more spatter and slag.
 Increased cleanup time results in decreased
efficiency.
 The weld will not be as intricate or high quality as
TIG.
Safety Equipment
When welding the most important consideration is always
your safety. You must read and follow all the safety
information and instructions provided with the manual for
any equipment you use when stick welding.
When welding you will need body protection to protect from

the heat and ultraviolet rays and sparks produced by the arc.
Fire retardant long sleeved clothing will protect your body,
and safety glasses and a welding helmet will protect your
head and eyes.
Welding should only be performed when there is adequate

ventilation due to the fumes emitted .If you’re outside in a
breeze you’ll be fine, but if you’re indoors you need
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ventilation. An exhaust is the best way to remove fumes from
the area.
Stick welder
for example, MIG, TIG & Stick. Or we can use a stick only
welder, which is a lot cheaper.
Ground Clamp
we ground clamp will usually come with the welder. if
should be plugged into the stick welder and clamped to the
ship.
Slag Removing Tools
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Stick welding produces slag over weld. For this reason we’ll
need to clean up the weld after we’ve done it. we’re best
using a slag chip and hammer to chip the slag away, and
following this up by scrubbing with a wire brush.
Choosing Electrode
There are hundreds of different types of stick electrode out
there, and we’ll need to choose the right one that matches
we welding project. The most popular are 6010, 6011, 6012,
6013, 7014, 7024 and 7018. When we’re working on mild
steel, any E60 or E70 electrode will do the job. 7018 are
probably the most popular electrode of all these and
produce really strong welds but 6013 are a good choice for
beginners.
To understand which electrode to choose you need to
understand what each of the 4 numbers mean.
 The first two digits show the minimum tensile

strength. For example, a 60,000 psi tensile strength
electrode will start with 60. This will need to match
the base metal strength properties.
 The third digit indicates which positions the
electrode can be used when welding. Number one
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represents the ability to be used in any position,
whilst number 2 can only be used in flat position.
 The fourth digit tells you the current that you can
use for the electrode, and the coating on the
electrode. We have a reference chart for that
below.
Digit Type of Coating Weld Current
0 Cellulose Sodium dcep
1 Cellulose Potassium ac, dcep, dcen
2 Titania sodium ac, dcen
3 Titania potassium ac, dcep, dcen
4 Iron Powder Titania ac, dcep, dcen
5 Low hydrogen sodium dcep
6 Low hydrogen potassium ac, dcep
7 Iron powder iron oxide ac, dcep
8 Iron powder low hydrogen ac, dcep, dcen
Stick Welding Setup

Stick welding is a fairly straightforward set up that will look
something like the image below. Remember that your
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polarity settings will depend on the electrode you’re using so
be sure to double check whether it’s AC/DC-/DC+. To get
started try some 6013 electrodes on DCEN on some 3/16
inch steel plate.
How to Lay your First Stick Weld

So you’ve set everything up, now you’re ready to lay a weld.
Make sure your settings are all correct and get a couple of
pieces of scrap metal and place them down as a butt joint.
Stick welding requires a bit of skill, so it’s always best to
practice on some scrap metal first before you jump in there
and start trying to weld on an actual project.
Striking the Arc

Once the full electrode is in the electrode holder, turn on
the welder. To strike the arc, place the tip of the electrode
onto the metal, and quickly drag it across as if you’re striking
a match. It the arc is formed, lift up the electrode very
slightly and then you can pull it also the metal. Of the
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electrode sticks to the metal, break it off by giving it a slight
twist. If the arc cuts out, then you have lifted up the
electrode too high from the surface and should have it
lower. Once the arc is lit it should make a sound like frying
bacon, if sounds loud and aggressive then you need to turn
the amperage down.
Moving the Electrode

One you’ve lit the arc you should move the electrode across
the joint to perform the weld. Before you move the
electrode you need to have it at the correct angle which is
between 15 and 30% to the vertical.
Once you have it at the correct angle you need to slowly

pull the electrode back towards you. You can’t push the
electrode because the slag will get trapped in the weld pool
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and cause porosity. You’ll need to keep a steady hand so try
resting your other elbow on the table and holding your hand
that’s holding the electrode to steady it. Test it out a few
times and troubleshoot by using the troubleshooting section
at the end of this post.
Other Welding Positions

If you fillet weld an upside down T weld, you should adjust
the angle to about 35% up from horizontonal. This is
because the weld will start to fall slightly due to the force of
gravity if the angle is not adjusted to help push the bead
back up against the force of gravity.
The more slag that is created the larger angle you’ll need. If
your angle is too small, the slag will fall into your weld pool
and cause weld defects.
Common Mistakes & Troubleshooting

When you start out stick welding it’s likely you’ll make some
mistakes, even if you’re experienced in MIG or TIG. The most
common mistakes I see are having too long an arc, having the
wrong drag angle, welding at the wrong speed and the wrong
temperature.
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Lots of Spatter
There’s lots of causes for getting too much spatter when
you’re welding, one of the most common is having the arc
too long. You should hold the electrode only very slightly
above the work piece, else the arc won’t be able to focus
and will jump around erratically instead of being smooth.
If there’s spatter and the arc lets out a loud screeching

sound then you’ve probably got the amperage on too high
and should turn it down.
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Porosity
One of the main causes of porosity in a stick weld is having
the electrode at too steep an angle. If you don’t keep the
slag a the back of the weld pool by pulling the electrode
back at an angle then the slag will mix into the puddle and
cause porosity.
Undercut
Undercut is having a little crater at the toe of the weld
between the weld and the metal plate, which makes the
weld weaker. If you have undercut and the weld looks burnt
out, try turning the amperage down because it’s too hot.
Thin Weld Bead

The ideal stick weld bead will be roughly 2.5 times the
diameter of the electrode. If the weld is really narrow then it
won’t have sufficient penetration. Try slowing down by about
half the speed that you were initially pulling the electrode
and you should see better results.
Lumpy Weld Bead

If you’re pulling the electrode too slowly, the filler metal will
pile up will and be lumpy. Another cause is having the
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amperage too low which will limit penetration and cause the
filler metal to just sit on top of the joint.
Trouble Starting Arc

If you have trouble starting the arc then it will be because
it’s too cold which is causing a weak arc. Try turning it up by
15 amps or so and see if it’s any easier.
Final Thoughts
This work is a heavy industrial work. So full of danger We
have to prepare. and most importantly, be safe.
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Topic : Use hand tool and measuring equipment for dismantling,
maintenance, repair and re-assembly of plant
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Task : Inspection 2 stage valve main air compressor
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Topic : Select and use general and special measuring equipment
Task : Inspection and calibration main engine
Liner in the combustion chamber of the marine engine carries

the piston and transfers the heat generated during
combustion to the jacket with the help of cooling water.
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With the development of engines, the material used for liner
and construction methods have also evolved.
Since the upper section of the liner is always exposed to the

combustion gases, it is subjected to highest temperature and
pressure fluctuations. Hence it is important to control the
temperature and pressure of the liner to avoid thermal
cracking.
In early marine engine models, cooling of SULZER and MAN

engine liners mainly depended on the jacked cooling
efficiency. Liners used in this engine were slim and had good
thermal property, as the temperature variation in the liner
surface (top and bottom) was not much.
With use of turbocharger and increase in engine power the

mechanical stresses on this slim liner resulted in cracks and
other mechanical failures.
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The 2nd generation liner comprises of cooling passages or
cooling bores drilled at an angle, which carries cooling water
within the liner and then to the cylinder head.
This design allows to increase thickness of the liner without

increase in thermal stresses and also assist in stable
lubrication.
Liner Material
The most common materials used in construction of a two

stroke marine engine liners are:
Cast Iron with alloys of nickel Chromium Molybdenum

Vanadium Copper Titanium
Various engine makers use different materials due to

increased demands for higher outputs:
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Materials preference as per manufacturers:
Wartsila NSD RTA: Lamellar or vermicular graphite cast iron
Wartsila NSD 32/46: Grey cast iron alloy
MAN-B&W MC : Tarkalloy, a lamellar graphite cast iron with

boron and phosphorous
Problems in Liner
The wear in the cylinder liner is mainly because of following

problems:
Friction Corrosion Abrasion Scuffing or Adhesion Lacquering
Frictional Wear: Whenever two surfaces slide over each other,

friction is produced which leads to wearing down of both the
surfaces. In liner wear the surfaces are piston rings sliding
over the cylinder liner.
The frictional wear depends upon various factors such as

speed of movement between the surfaces, material involved,
temperature, load on engine, pressure, maintenance,
lubrication, and combustion efficiency.
Corrosion: The wear due to corrosion is caused due to the

burning of heavy fuel oil in the combustion space. This
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happens because heavy fuel oil contains high sulphur
content.
During combustion, acids formed inside the space should be

neutralized by cylinder oil, which is alkaline in nature. The
production of acids will be more if the sulfur content is more,
leading to the formation of sulphuric acid.
Sulphuric acid is formed due to absorption of the condensate

or moisture present inside the combustion space.
Sulphuric acid corrosion is found more in the lower part of

the liner as the temperature of jacket water is very low.
Corrosion due to sulphur will be high because of the

presence of water in fuel and condensate in the air. This
wear is generally seen between the quills.
The wear near the quills enlarge and gives a characteristic of

the clover leaf shape to the wear pattern. This phenomenon
is called clover leafing.
Abrasion: This type of wear is due to the hard particles

present and formed during combustion. Catalytic fines in the
fuel and the ash formed during the combustion causes
abrasive wear.
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Adhesion or Scuffing: This is a form of local welding between
the particles of piston rings and the liner surface. As the
piston is moving inside the liner, the welding that has
occurred breaks and leads to the formation of abrasive
material. The abrasive material will increase the rate of wear
of the liner.
This is generally caused by insufficient lubrication due to

which large amount of heat is produced and microscopic
welding of rings and liner surface takes place.
Due to this type of wear, the liner losses its properties to

adhere cylinder oil to the surface. One more reason for this
phenomenon is polishing of the surface by scuffing, giving
liners a mirror finish.
Lacquering: Lacquering is caused due to organic and inorganic

salts, which result in calcium deposits built up in the honing
grooves of the liner. These salts can result in smooth or
glazed liner surface which in-turn increases the oil
consumption rate significantly. If unchecked, these calcium
deposits, along with carbon deposits, may lead to scoring or
polishing of the liner.
Calcium PPM in ISO 8217 fuel oil specification is 30 ppm
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Apart from the above listed problems, the liner top surface is
subjected to maximum wear because of the following
reasons:
High temperature exposure due to hot combustion gases

Loss of lubrication until oil reaches the top portion Corrosion
is maximum in this area Direction change of piston starts in
this area
Liner Wear Rate: The wear down rate can be described as the
wear surface in mm per 1000 engine running hours.
Old engine liner wear rate – 0.1mm/1000 hrs.
Modern engine liner wear rate – 0.03-0.04 mm/ 1000 hrs.
The stated wear rate can be achieved by following points:
Load dependent jacket cooling water control system Good

design piston ring profile Good and even lube oil distribution
in the liner surface Multilevel lube oil injection inside liner
High alkalinity lube oil Good quality cast iron with hard liner
face
Liner Inspection
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When doing the liner inspection, following points should be
checked:
Cracks on the surface and near scavenge port openings Sharp

edgy surface of scavenge ports Ridge formation at TDC
position Mechanical friction wear marks and abrasive wear on
the liner surface Dark areas of liner indicating blow-by
Corrosion in liner surface – Acidic and cold corrosion Scuffing
and scoring marks of liner surface Clover leafing - corrosive
wear between the lubricator ports if the cylinder oil cannot
neutralize the acid products of combustion Cracks and
damage at lubrication openings Glazing of liner surface (mirror
finish) Flow of oil from lubrication ports Liner calibration to
check the liner ovality and wear
Liner Calibration
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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.
The liner has to be cleaned and inspected before the

gauging. Generally while taking the measurements, the
temperature of the liner and micrometer should be same.
If the temperature exceeds than that of the liner or vice

versa, then the readings have to be corrected by multiplying
the value with the correction factor and deducting the value
obtained from the readings taken. The reading obtained at
the end will be the correct reading.
correct reading.
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The cylinder liner wear is measured by a standard template,
which consists of strategically positioned holes, wherein the
micrometer is placed and the readings are taken.
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The readings are taken for both portstarboard and forward-aft
positions. If the wear is not same in both directions, the
ovality of liner is checked
The wear rate will be different along the length of the liner.
The wear will be more in the top one-third part because of
high combustion temperature and pressure.
An approximate normal wear rate of the liner is about 0.1

mm/ 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.
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Difference Between MAN B&W and SULZER Liners
SULZER MAN
New sulzer engines have deep honed liner over full length
The surfaces of MAN B&W cylinder liners are semi- honed.
It has mid stroke liner insulation No mid stroke liner

insulation
Anti-polishing ring is fitted on top of liner It is known as ‘Anti

bore polishing ring’
Multi level liner lubrication Single level liner lubrication
Pulse lubrication system for load dependent oil supply Alpha

adaptive cylinder oil control is used
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Topic : Use hand tools, electrical and electronic measuring and test
equipment for fault finding
Task : Black out test
Blackout is one condition each and every mariner is

familiar with and also afraid of. It is one situation everyone on
the ship is terrified of because it brings the whole ship to a
standstill. From the bridge to the engine room, from dining
crew members to the sleeping ones, everyone is affected by
a blackout.
Understanding Blackout Condition
Blackout condition is a scenario on a ship, wherein the

main propulsion plant and associate machineries such as
boiler, purifier and other auxiliaries stop operating due to
failure of power generation system of the ship – Generator
and alternator.
With technologies and automation, measures are

provided to avoid such blackout situations by means of
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autoloading sharing system and auto standby system in
which the generator set that is running in parallel or standby
comes on load automatically if the running diesel generator
fails.
In case of Blackout following precautions and actions

should be taken:
 Never panic in such a situation, be calm and

composed. An emergency generator will restore the
power in no time.
 Inform Officer on bridge briefly about the condition.
 Call for manpower and inform the chief engineer.
 If the main propulsion plant is running, bring the
fuel lever to zero position.
 Close the feed of the running purifier to avoid
overflow and wastage of fuel.
 If the auxiliary boiler was running, shut the main
steam stop valve to maintain the steam pressure.
 Find out the problem and reason for blackout and
rectify the same.
 Before starting the generator set, start the pre-
lubrication priming pump if the supply for the same
is given from the emergency generator; if not, then
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use a manual priming handle (provided in some
generators).
 Start the generator and take it on load. Then
immediately start the main engine lube oil pump
and main engine jacket water pump.
 Reset breakers and start all the other required
machinery and system. Reset breakers that are
included in preferential tripping sequence. (Non-
essential machinery).
Test Emergency Generator
Before a Blackout (consider as per your ship)
 Emergency generator should be tested and has to be

kept in auto mode
 All the flashlights are recharge or with new battery
and ready to use
 Inform the master in Bridge and cargo control room
(must give a public announcement)
 Steering gear system manual and stop the pumps
 All the PCs shut down, if not ensure that the UPS is
working correctly
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 Shutdown and switch off the cargo monitoring system
(working station, main control panel and loading
)
 One of the standby aux engines is to be changed over
to the pre-lubrication priming pump supply is given
from the emergency generator)
 Aux boilers Main steam valve shut and stop the boiler,
power supply off (local panel and remote PC)
 Stop all purifies and power supply off
 change over all the pumps from auto to manual
 power supply off Unnecessary pumps and AC and the
Reefer plant.
 incinerator and Inert gas system switch off – main and
local panel
 Ensure main and emergency air bottles are free from
water and full
 All the expansion tanks level in normal
 Ensure proper operation of emergency air compressor
 All the compressors are to be changed to manual and
should be switched off
 If any equipment operates with PLC, it needs to be
switch oft (Diesel engine power packs)
 Stand by generators are to be in manual mode
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 Reduce the running generator load to minimum
 Manually disconnect ACB from main Bus bar on
running generator
 Check emergency generator auto-start and takes load
withing 45 sec
 Stop the running generator engine
After Blackout recovery (consider ship’s specific)
 Start one of the standby generater in engine side, if

not started automatically (Rem: If revs are not enough
open all Do valves to supply AE from DO service Tank
by gravity)
 Alternator ACB Connect it to the main bus bar
 Check sequential start pumas if not start manually
and monitor all the pumps are in operation
 Start the aux boiler and purifiers, check function and
ensure all in good order
 Restart all other essential equipment and ensure all in
good order
 Switch on all PCs and the communication system
 Power supply on the cargo monitoring system, check
the function and ensure whether all in good order.
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 Ensure not any alarms are activated in the alarm
monitoring system
 Stop and keep the Emergency generator in auto
mode.
 Switch on the inert gas system and incinerator and
ensure the proper function of the PLO-operation
function
 Ensure all the equipment and machineries are in good
order
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Topic : Carry out routine checks and tests on hydraulic or pneumatic
control system
Task : Check control ballast valve system
before the ship enters the port We have to check, open

and close the ballast water valve system.
On M.V. Thor Integrity we use the air from the puma

pump to drive the hydraulic piston to create pressure to
open and close the valve.
Many of the failures in a hydraulic system show similar

symptoms: a gradual or sudden loss of high pressure,
resulting in loss of power or loss of speed in the cylinders.
The cylinder(s) may not move at all, or if they do they may
move too slowly or may stall under light loads.
Cause of problem
 HYD oil low level

 HYD oil dirty
 System leak
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 Piston or Pilot valve dirty
 Air pressure low , Pneumatic system dirty
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Topic : Relieve and hand over the watch
Task : Follow the correct procedure for handing over a watch
Reference No. : 4.1
Procedure For Handing Over Engine Room Watchkeeping
Engineers on ships perform their duties in rotational

shifts, each having fixed and equal number of hours. This
work shift, also known as a watch, needs to be carried out in
an efficient manner to ensure the safety of life and property
at sea.
A ship engineer can master the watch keeping procedure

in a number of ways; however, he should take extra care
while handing over the watch to the next engineer officer to
make sure that the ship runs safety and smoothly.
Handing over of the watch should be carried out

according to the instructions provided by the chief engineer
and company’s standing orders. It should be done in such a
way that the watch keeping becomes smoother and
continuation of any kind of work is not affected on the ship.
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Practically, it is impossible for any relieving engineer
officer to check all the valves, pipelines, machinery, and
controller in the engine room while taking over the watch. It
is therefore necessary that the right information is passed to
the relieving engineer officer by the relieved officer so that
there are no surprises during the watch and one can
concentrate on more demanding and important jobs.
The following things need to be informed to the relieving

officer:
 Special orders related to any ship operation, control

system, or maintenance work.
 Standing orders from the chief engineer or the

company
 Level of important tanks such as bilges, ballast tank,

sewage tank, reserve tank, slop tank, fuel tank, or
any other tank which requires attention
 Condition and state of fire extinguishing equipment

and systems, in case any specific section or fire
alarm has been isolated
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 Special mode of operation in case of emergency
situation, damage, icy, or shallow water etc.
 In case there is any kind of maintenance work being

carried out in the engine room by other engineer
officer and crew members, then their work location,
details of machinery under maintenance, and
information of authorized person and crew
members should be provided. Any potential hazard
because of the ongoing maintenance work should
also be informed.
 In case there is an equipment failure, details of the

same should be informed
 All the checks already made when the ship leaves

the port should be noted. In case any check is
pending, it should be conveyed to the reliving
officer
 All the checks that are made when the ship enters
the port should be noted and informed in case any
is missing.
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 Condition and important information regarding
mode of operation of main engine, boiler, and
auxiliary engines should be informed
 In case an equipment needs to be monitored

manually, details of the same should be provided,
along with the condition of monitoring and control
equipment
 Any form of adverse ship condition needs to be

informed
 Information on the condition and modes of all the

important auxiliary machinery such as purifiers, fresh
water generator, oily water separator, pumps,
sewage treatment plant, etc. should be provided
 In case any important machinery failed to receive

attention during the watch, the reliving officer
should be reported and asked to take care of the
same
 The condition and modes of automatic boiler

controls and details of other equipment related to
the operation of the steam boiler should be
provided
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 The engineer officer should ensure that all the
important parameters regarding main and auxiliary
machines are suitably recorded in the engine room
log book.
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Topic : Conduct the watch
Task : Port watches
handing over the watch at port
The officer on watch must follow the instructions as

stated by the chief engineer and company procedures while
handing over the watch to the relieving officer.
1. Information about Port Regulations and Local Laws
Every port has its own set of regulations and local

requirements regarding pollution of water, ship’s affluent,
ship readiness etc. Failure in following these laws can lead to
heavy fines on the vessel, detention of the master/ duty
watch keeper and sometimes even imprisonment. The officer
on watch must ensure that all important information
regarding local regulations is passed on to the relieving
engineer.
2. Lines of Communication
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The officer on watch must inform about the important lines /
channels of communication between the ship and shore
personnel for emergencies or in case of assistance required.
He should also know when to communicate with the deck
department. The relieving engineer must also be informed
regarding all the important people to contact during
emergency situations.
3. Standing and Other Important Orders
All standing orders of the day along with other important

orders related to ship’s operation, maintenance and repairs
must be passed on to the relieving officer.
In case bunkering procedure is going on, the officer on watch

should inform the incoming officer on the quantity already
taken, level of tanks, and time remaining for the completion.
4. Condition of Engine Room Machinery
56
All important or unusual information regarding any of the
ship’s machinery such as boiler, auxiliary engine, main engine
etc. must be informed. In case any parameter reaches critical
situation, the respective issue and the machinery should be
informed to the relieving officer while handing over the
watch.
5. Status of Repair and Maintenance Work
In case any maintenance or repair work is going on on any

particular machinery in the engine room, the officer on watch
must note it down in the engine room along with its current
status at the time of handing over the watch. Moreover, the
officer on watch must try his best to complete any
maintenance or job assigned to him before completing his
watch.
6. Any Special Orders of Operation
It might be possible that the ship would leave the port during
the watch of the relieving officer. It is therefore necessary
that he is informed about any mode of ship operation
dictated by contamination, weather, visibility, ice, shallow
water, damage etc.
57
7. Nature of Work and Number of Personnel in the Engine
Room
The relieving officer must be aware of all the jobs that are
being carried out in the engine room, along with the number
of personnel and their location.
8. Information on Power and Other Sources
It is important for the officer on watch to inform regarding the

existing and potential required sources of power, heat,
lighting and their distribution.
9. Level of Tanks and Amount of Fuel
The officer on watch must inform the relieving officer

regarding the level and condition of water or residue in
engine room tanks such as bilge tank, slop tank, reserve tank
etc. The relieving officer must also be aware of the
availability and condition of ship’s fuel, lubricant and water
supplies.
58
10. All Correct Information Noted in The Log Book
Last but not the least, the watch keeping officer must note

down all the information affecting the operation, adjustment
or repair of the ship’s machinery in the log book and record
books provided.
59

Topic : Maintain the machinery space log book and records
Task : Write up the engine room log book and record books
Engine room log book is also an important document in

case of accident and this gives the clear picture of the engine
room working condition and the situation existed in the
engine room. Normally in Thoresen this is filled in by
the oiler of the ship.
In deck log book all the entries regarding navigation and

charts are mentioned.
The official log book is only for the official entries made by

only captain and chief engineer about the crew and their
behaviour. In case of any discipline related problem is
encountered with any crew, it will be recorded in this log
book.
Types of Entries
Main Engine
60
1. Timing of Watch (1200-1600; 1600-2000; 2000-0000)
2. Fuel lever settings (notches)
3. Speed setting of air
4. Engine load
5. Engine Revolution counter
6. Average rpm
7. Flow meter reading
8. Main Engine fuel consumption for 4 hours
9. Main Engine all units Exhaust temperature
10. Main Engine all units temperature
11. Main Engine fuel oil inlet temperature
12. All coolers sea water inlet/outlet of air, lube oil,
piston and jacket cooler temperature
Pressures
1. Sea water pressure

2. Jacket cooling water pressure
3. Piston cooling water pressure
4. Lube oil pressure (bearing, crosshead, cam shaft)
5. Fuel oil pressure
6. Air bottle pressure (1 & 2)
61
Turbochargers
1. Turbo charger rpm
2. Cooling water in & out temperature
3. Air cooler in & out temperature
4. Air temperature in and out of the turbocharger
5. Exhaust gas temperature in & out
Other Temperatures/Levels
1. Heavy oil service and settling tank temperature

2. Thrust bearing temperature and pressure
3. Stern tube temperature and pressure
4. Sea water temperature
5. Engine room temperature
6. Main engine sump level
RAC Units
1. Suction pressure and discharge pressure of

refrigerant
2. Lube oil pressure
3. Lube oil suction and discharge pressure
4. Air inlet and outlet temperature
62
Compartment Temperatures
1. Meat room
2. Fish room
3. Vegetable room
4. Dairy room
5. Handling room
Fresh Water Generator
1. Jacket cooling water in & out temperature

2. Condensor sea water in & out temperature
3. Shell temperature
4. Vaccum pressure
5. Ejector pump pressure
6. Distillate pump pressure
7. Feed line pressure
8. Flow meter reading for fresh water
63
Auxilliary Machinery
1. Exhaust temperatures of all units

2. JCW temperatures of all units
3. Alternator forward and aft bearing temperatures
4. Scavenge air pressure and temperature
5. Air cooler in & out temperatures
6. Lube oil in & out temperatures
7. Sea water in & out temperatures
8. Turbo charger of auxiliary engine exhaust
temperature
Tank Levels
1. Heavy oil service & settling tank readings

2. Diesel oil service & settling tank readings
3. Cylinder lube oil storage and Daily tank reading
4. Main engine crank case lube oil storage tank reading
5. Auxiliary engine crank case lube oil storage tank
reading
6. Stern tube Gravity tank (high/low) tank readings
7. Stern tube aft & fwd seal tank level
64

Topic : Respond to black-out emergency situations
Task : Take corrective action during emergency drills
Reference No. : 4.3
The Importance Of Fire Drills On Ships
The purpose of carrying out any kind of drill on the ships

is to make the crew acquainted with various procedures to
be followed during emergency situations. It is a way to make
the ship personnel acquainted with the equipment and
methods that are to be used during a crises situation. Fire
drill is one such drill which holds great importance on ships.
It helps the ship’s crew to understand the basics of fire
prevention and also help with the following:
 To prepare the crew in dealing with an emergency

situation that may arise because of a fire on board
ship.
 It makes each and every crew familiar with the task
he or she has to perform in case of actual
emergency.
65
 To train the crew in using fire fighting appliances
such as SCBA, different types of fire
extinguishers, CO2 flooding system, Neil Robertson
Stretcher, Inert Gas System, fireman’s outfit, life
jackets, sprinkler system etc.
 Helps the crew to understand the procedure to
operate a particular fire fighting system and
precautions that are to be taken before operating
the equipment. For e.g. there are certain imperative
steps that need to be carried out before starting the
CO2 fire fighting system for the engine room.
 To make the crew acquainted with the location of
the emergency escape routes which would be used
in case of inaccessibility of a particular zone
 To familiarize the crew with company’s fire and
safety regulations, important points on personal
safety and survival at the sea, recent safety circulars
and M notices, and fire fighting appliances and
preventive measures on ships
It is extremely important that the fire drill is carried out in as

realistic manner as possible in order to make the crew aware
of the situations that might arise during fire on ships.
66
Important points regarding fire drills on ships
 According to the merchant shipping act, muster and

drills must be according out at regular intervals of
time as stated by the company and law.
 A fire drill must be conducted within 24 hours of
leaving the port if more than 25% of the crew
members have not taken part in the drill in the
previous month.
 Muster list for the drill should be displayed
throughout the ship in locations where the list can
be easily accessed. The list should also be displayed
at the bridge, engine room, and crew
accommodation area.
 A clear fire control plan should be properly
displaced in important areas throughout the ship
 Each and every crew member should be provided

with clear instructions which he or she would follow
during emergency. The duties of each member
along with the assigned life boat number must be
written on individual cards and made available
inside/outside the cabin.
67
 The timing of the emergency drills should be
changed in order to change scenarios and allow
those crew members to participate who have not
attended the previous dill because of duties.
 The location of the drills should also be changed to
give practice to the crew in different conditions and
to train them to tackle different types of fire such as
machinery space fire, accommodation area fire,
store room fire, cargo hold fire etc.
 The location of the muster station should be such
that it is readily accessible from the accommodation
and work place and is also close to the embarkation
station. It should also have sufficient lights provided
from emergency source.
 Each area of the ship has a different method of

approach to deal with during emergency situations.
Training with drills in different situations helps to
prepare crew members for all types of situations.
 It is the duty of every ship personnel to get himself
acquainted with the location of the emergency
muster station upon joining the ship. He should also
know his duties which are described in the muster
list and learn how to use fire fighting appliances.
68
 The training manual, which contains instructions and
information regarding life saving appliances and
methods of survival, should be provided in each
crew mess and recreation room.
 Every new crew member should be given on board
training, which explains use of personal life saving
appliances and survival crafts (life boats and life
rafts), not later than two weeks after joining the ship.
It is important that each and every crew member performs

the drill without making any mistake by memorizing his duties
and understanding the important of safety of the ship and
the people on board.
Engine cadet duty on MV. THOR INTEGRITY
-Bring portable fire extinguisher
-Assist fire hose party
69
-Assist E/Fitter set up fire man gear
70
71

Topic : Use English engineering publications
Task : Compressor manuals
Reference No. : 5.1
Manual of Tanabe H64 air compressor
In order to work, reference manuals are required. The

compressors of the MV Thor INTEGRITY ships are made
overseas. Therefore, there is a manual in the native language
and English.
72
Before working, we must review. work process from
Always a guide for accuracy and reduce the loss
73
74

Topic : Operate main and auxiliary machinery
Task : Start Auxiliary engine from local and remote control position
Reference No. : 6.2
Local start
Have to follow instruction manual
75
76
Remote start
In MV. THOR INTEGRITY machines didn't support

automation in the first place. We must make sure before
operation all valves are correct direction and parameters are
normal
1. Change start panel form local to remote
2. Turn on automatic priming pump
3. Make sure generator is ready to start
4. Start form control room
77
78

Month Marine Engineering at The Operational Level

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Month Marine Engineering at The Operational Level

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MONTHLY TASK REPORT 1

Ship Name : THOR INTEGRITY Ship’s type : Bulk Carrier

Overview of Centrifugal Pumps

Centrifugal pumps are one of the oldest pumps. It was

A centrifugal pump has two main components:

General components of a Centrifugal Pump

Assess the condition

 Check if the suction and discharge valves are closed. If

 Start from the impeller side. Loosen the washer and

Ship Name : THOR INTEGRITY Ship’s type : Bulk Carrier

Stick Welding (SMAW)

The flux forms a layer of slag to be formed on top of the

When welding you will need body protection to protect from

Welding should only be performed when there is adequate

Slag Removing Tools

 The first two digits show the minimum tensile

Digit Type of Coating Weld Current

0 Cellulose Sodium dcep

1 Cellulose Potassium ac, dcep, dcen

2 Titania sodium ac, dcen

3 Titania potassium ac, dcep, dcen

4 Iron Powder Titania ac, dcep, dcen

5 Low hydrogen sodium dcep

6 Low hydrogen potassium ac, dcep

7 Iron powder iron oxide ac, dcep

8 Iron powder low hydrogen ac, dcep, dcen

Stick Welding Setup

How to Lay your First Stick Weld

Striking the Arc

Moving the Electrode

Once you have it at the correct angle you need to slowly

Other Welding Positions

Common Mistakes & Troubleshooting

If there’s spatter and the arc lets out a loud screeching

Thin Weld Bead

Lumpy Weld Bead

Trouble Starting Arc

Ship Name : THOR INTEGRITY Ship’s type : Bulk Carrier

Ship Name : THOR INTEGRITY Ship’s type : Bulk Carrier

Liner in the combustion chamber of the marine engine carries

Since the upper section of the liner is always exposed to the

In early marine engine models, cooling of SULZER and MAN

With use of turbocharger and increase in engine power the

This design allows to increase thickness of the liner without

The most common materials used in construction of a two

Cast Iron with alloys of nickel Chromium Molybdenum

Various engine makers use different materials due to

Wartsila NSD RTA: Lamellar or vermicular graphite cast iron

Wartsila NSD 32/46: Grey cast iron alloy

MAN-B&W MC : Tarkalloy, a lamellar graphite cast iron with

The wear in the cylinder liner is mainly because of following

Friction Corrosion Abrasion Scuffing or Adhesion Lacquering

Frictional Wear: Whenever two surfaces slide over each other,

The frictional wear depends upon various factors such as

Corrosion: The wear due to corrosion is caused due to the

During combustion, acids formed inside the space should be

Sulphuric acid is formed due to absorption of the condensate

Sulphuric acid corrosion is found more in the lower part of

Corrosion due to sulphur will be high because of the

The wear near the quills enlarge and gives a characteristic of

Abrasion: This type of wear is due to the hard particles

This is generally caused by insufficient lubrication due to

Due to this type of wear, the liner losses its properties to