JUNE 23’

1.
a) Describe the preparations required before Dry Docking a
vessel (5)
b) Describe what preparation are to be made prior entering a
dry dock (6)
c) Describe actions to be taken, when vessel has set on the
blocks in Dry Dock.

A) The shipboard defect list is prepared well in advance by the ship’s crew and
approved by the ship superintendent, in charge of that vessel.

The approved defect list comes back on the ship and retained by the Deck and the Engine
Departments for follow up.

Prior docking, if there is to be any extra-ordinary item that must get included in the defect
list, must be negotiated with the yard and once the vessel is in docks, there should be no
or minimal change to be accepted on the defect list.

The Master and Chief Engineer shall ensure that all required supplies, service engineers,
Class, Flag and insurance surveyors, paint supplies, sub-contractors and agents for the
dry-docking are requisitioned via the Planned Maintenance system and confirmed
from the office and shall keep them fully updated on the vessels schedule.

The Master shall detail any cleaning, gas freeing, slop disposal or other preparatory works
to the office well in advance of the repair or dry-docking dates and discuss the
arrangements and schedules in detail with the office, ensuring the best use of resources
and time.

Prior arrival at the docks all the above preparations must be thoroughly gone through by
the ship superintendent, if possible, with a check list toward ensuring an uninterrupted
work schedule.

There is another aspect of docking, which is operational and normally handled by the ship
manager with assistance from the vessel. These involve providing necessary information
to the dock master or the yard directly, as applicable.

B) BEFORE ENTERING A DRY-DOCK

The Master and Chief Engineer shall ensure that all required supplies, service engineers,
Class, Flag and insurance surveyors, paint supplies, sub-contractors and agents for the
dry-docking and allied services, are requisitioned via the technical department. They shall
also keep all those involved, fully updated on the vessel’s schedule. The Master and
Owners must be kept fully informed of the supply arrangements by the office.

The Master / Chief Officer shall detail any cleaning, gas freeing, slop disposal or other
preparatory operations to the office well in advance of the repair or dry-docking dates and
discuss the arrangements and schedules in detail with the office, ensuring the optimum
use of resources and time.
The Master shall report the progress of the cleaning works and ETA readiness for the repair
port on a regular basis to the Superintendent and Owners. The Master shall endeavour to
attend any repair items on the defect list that can be possibly repaired safely and within
the ship’s capability whilst in service, and report the progress to the office periodically.

Proper preparation of the ship for Dry Docking, which includes:

• Allocate the duties as per the repair list and also to monitor the Shipyard work
• Checking of necessary spare parts and keeping ready the items to be repaired
• Assess the previous Dry dock reports (measurements in particular)
• Cleaning of the Engine room tank top and bilges (including flushing of the bilge
pipe lines)
• Minimum bunkers, i.e., for Fuel Oil and Fresh Water to be retained on board
• Prepare the sewage treatment tanks, dirty oil tanks and bilge holding tanks, as
necessary
• If the ship is a tanker, cargo tanks are to be cleaned and gas-freed
• All heavy weights secured
• Tanks and cofferdams are to be sounded and recorded
• Fire-fighting equipment to be checked and kept ready for use. CO 2 total flooding
system is locked from entry
• Escape routes clearly marked
• Main engine, boilers and generators are changed over to Diesel oil, unless not
necessary
• Emergency generator and lighting to be tested
• Shore connections for cooling water to be prepared

C) When a vessel is set on the blocks in dry dock, several critical actions
need to be taken to ensure the safety of the vessel and the successful
execution of maintenance and repair tasks. Here are the key actions to be
taken:

Secure the Vessel:

a. Before dry docking, the vessel should be safely maneuvered into the
dry dock chamber.
b. Once positioned, secure the vessel by anchoring it to the dock floor or
using mooring lines to prevent movement during the dry-docking
process.
Drain Tanks and Compartments:
c. Begin by draining ballast tanks and other compartments that may
contain water or fluids.
d. Ensure that all water ballast is emptied to allow the vessel to sit
properly on the blocks.
Inspect the Blocks:
e. Thoroughly inspect the dock blocks for damage or wear. Ensure that
they are in good condition and can support the vessel's weight.
f. Place the blocks at appropriate locations along the vessel's hull to
distribute the weight evenly.
Ballast Tanks and Bilge Pumps:
 g. Secure the vessel's stability by filling ballast tanks if needed. This helps
prevent the vessel from tilting or listing during dry docking.
h. Ensure that bilge pumps are operational and ready to handle any water
that may accumulate during dry docking.
Disconnect Systems:
i. Disconnect and secure external systems that may be vulnerable during
dry docking, such as sea chests, sea valves, and underwater equipment.
j. Ensure that the vessel's propulsion system, including the propeller and
shaft, is properly secured.
Remove Anchors and Chains:
k. Remove anchors, anchor chains, and any other external equipment that
may interfere with the dry-docking process.
Inspect the Hull:
l. Before the vessel is fully set on the blocks, inspect the hull for any
damage or fouling that needs attention. This may include cleaning the
hull or making minor repairs.
Lower the Keel Blocks:
As the vessel settles onto the blocks, the keel blocks (if used) should be
slowly and evenly lowered to support the keel properly.
Ensure that the vessel's weight is evenly distributed across all blocks to
prevent excessive stress on any one point of the hull.
Secure Access and Safety Measures:
Ensure that access to the vessel is safe for personnel working in the dry
dock.
Implement safety measures, such as erecting scaffolding or safety barriers,
as needed for personnel working around the vessel.
Monitor Stability:
Continuously monitor the vessel's stability and alignment on the blocks
during the dry docking process. Adjust block positions if necessary to
maintain stability.
Begin Maintenance and Repairs:
Once the vessel is securely positioned on the blocks, the dry-docking
process allows for various maintenance and repair tasks to be carried out,
including hull inspections, painting, welding, and equipment maintenance.

Q2.
(a) Describe indications of crank case explosion in main engine. (4)
(b) Describe actions to be taken, if there is crank case explosion in main engine.
(c) Describe means of prevention of crank case explosion (4)
Indication of crankcase explosion

It is a bit difficult to read the early signs of a crankcase explosions. This is

because the indications are similar to many other emergency situations.
But there are few pre-explosion signs that can be read. Crankcase
explosion will lead:

• Oil mist alarm

• Crank pin Bearing temperature High
• Sudden increase in the exhaust temperature
• Sudden increase in the load on the engine
• Irregular running of the engine
• incongruous noise of the engine
• smell of the white mist.
Preventing crankcase explosions

1. Regular Maintenance and Inspection:

• Conduct regular maintenance as per the manufacturer's
recommendations to ensure that engine components are in good
condition.
• Inspect and clean the crankcase, pistons, piston rings, and liners
regularly to remove carbon deposits and sludge buildup that can lead
to hot spots and ignition sources.
2. Lubrication Management:
• Maintain a strict lubrication regimen by using high-quality lubricating
oil that meets manufacturer specifications.
 • Monitor and control oil consumption to prevent over-filling and
dilution of the lubricating oil with fuel.
3. Monitoring Systems:
• Ensure that all engine monitoring systems are functioning correctly. Pay
particular attention to alarms and sensors related to oil pressure,
temperature, and vibration.
• Implement continuous monitoring of critical parameters during engine
operation.
4. Oil Mist Detection:
• Install an oil mist detection system in the crankcase to detect any
abnormal oil mist concentrations that could indicate a potential issue.
5. Operational Limits:
• Operate the engine within specified load and speed limits to prevent
overloading and excessive stresses that can lead to mechanical failures.

6. Fuel Quality:
• Ensure that the fuel used meets quality standards and is free from
contaminants that could cause ignition or increase the risk of deposits in the
engine.

Q4. Describe reasons and solutions for following troubles occurring during

starting of main engine;

(a) Engine fails to start. (4)

(b) Engine does not reverse. (4)

(c) Engine starts on starting air but shuts down. (4)

(d) Engine runs unevenly. (4)

Engine Fails to Start on Air

This occurs due to:
• Low air bottle pressure or airline valves may be shut.
• Air bottle isolating valve or automatic valve or distributor
malfunction.
• Control air valves faulty or less control air pressure.
• Start air automatic valve jammed.
• Turning gear engaged or limit switch faulty.
• Reversing has not taken place completely.
 • Control valve for fuel or ‘start’ is not in its end position.
• Bursting diaphragm on start airline damaged.
• Fuel lever on manoeuvring stand not on remote mode.
• Not sufficient spring air pressure to shut the exhaust
valve, thereby causing loss of compression.
• Auxiliary blower not running or not on ‘auto’ mode.
• No oil pressure due to the exhaust valve being open or
insufficient spring air pressure.
• Start air distributor has not activated its end stop valve.
• Start air distributor piston is sticking.
• Start air distributor is wrongly adjusted.
• Start air distributor control valve is sticking.
• Cylinder air start valves are defective or sticky
Not Reversing or Starting in Only One Direction

This can occur because of:

• Start air valve for that unit may be sticking. The remedy is
to give a kick in the opposite direction. Now a different
unit will receive start air due to the change in the crank
position.
• The reverse control valve is jammed.
• The reversing servomotor of the fuel or start air
distributor is jammed or gets stuck before reaching a new
end position due to insufficient oil pressure. Therefore, the
engine turns on air, but no fuel is released as the rotation
direction safeguard blocks it.
• If the engine is running in one direction and reversed,
propeller continues to turn in that direction. Therefore,
more air and fuel are required for starting against the
propeller force (first to bring the propeller to standstill like
braking).
• If the engine still does not start, the propeller may tend to
turn the engine in the original direction i.e., opposite to
the given movement. Therefore, the rotational direction
safeguard blocks the fuel.
Checks If the Engine Is Not Reversing
Checks are carried out on the following:

• The coil of the solenoid valve for the desired direction or

rotation, does not get voltage.
• Control air signal for desired direction of rotation does not
reach the engine. Loosen piping and check the air route or
the defective valve.

Engine Turns on Air, But Not On Fuel This can occur because of:
• In B&W engines, the puncture valves are not properly vented.
• Fuel regulating linkage jammed or held back by the stop cylinder.
• Fuel lever on local manoeuvring stand is not on remote mode.
• Governor is defective and does not release the fuel linkage, or there
is no boost air to the governor.
• Rotary valve of the rotation direction safeguard is sticking.
• Shut down of fuel pumps.
• Fuel filter is blocked or fuel pump index is too low.
• Pre-set control air signal to the governor is too low.

Engine Speed Fluctuation

This is due to presence of water in the fuel, high fuel volatility, fuel gas
lock, injection variation, worn out linkages of the governor, bad fuel
quality, units not balanced, governor setting too sensitive, or air in the
governor.
a) Describe procedure for overhauling auxiliary engine fuel pump.
(b) Describe procedure to check fuel pump timing.

• Before overhauling, clean the outer surface of the fuel pump.

• Clamp the fuel pump in the vice and remove the delivery valve
holder.
• Take out the delivery valve.
• Invert the pump, depress the plunger guide and take out the stop
ring.
• Take out the plunger guide.
• Remove spring seats, spring and plunger.
• Remove the control sleeve and the control rack.
• Remove the barrel set screw and take the plunger barrel out.
 • Clean all the components with kerosene using a soft brush. Never
use a steel brush.
• Always handle plunger and plunger barrel as a pair.
• Renew the O rings.
• Insert the plunger barrel and fix it with the set screws.
• Insert the control rack and fix the control sleeve.
• Match the marks on the control rack, control sleeve and plunger. A
mismatch of the marks affects the fuel delivery.
• Assemble the spring seat, spring guide and the stop ring.
• Invert the pump and fix the delivery valve.
• If required replace the valve as a unit. Apply moly-coat and tighten the
delivery valve holder.
• After assembling the fuel pump ensure that the control rack moves
smoothly.

Checking for accuracy of fuel pump injection timing and

adjusting after an overhaul.

The auxiliary engine fuel pumps are generally of the helical

plunger type. When the plunger is resting in the bottom, the
distance of the suction port above the top of the plunger
determines the starting point of the injection. In this position,
the tally marks on the plunger and housing should coincide
which can be easily checked from a window cut in the housing
as shown in the sketch.
If the tally marks do not coincide, necessary adjustments may
be made by adding or removing appropriate shims between the
tappet bolt and the fuel pump push rod.
The other item to be checked is the 'zero' setting i.e., when the
fuel control lever is in zero fuel position, the plunger should be
turned to such an angle that the helix position corresponds to
zero fuel delivery.
There are tally marks on the rack, pinion and the plunger which
should be in one line for zero fuel delivery.
After an overhaul care should be taken to ensure the parts are
assembled so that the tally marks correspond when the fuel
control is set in zero position.

Q6. (a) Describe routine maintenance to be carried out

on gear pumps (8)
(b) Describe troubles encountered during operation of
gear pumps and their solutions. (8)
a)
Before carrying out any maintenance in the pump, the entire system
should be isolated. This is to prevent any mishaps or accidents which may
cause injury and loss of life. It may also result in damage to machinery.

1. Checking the clearance between the casing and the gear teeth
and rectifying it.
2. Checking meshing clearance (backlash) between the teeth and
rectifying it.
3. Checking the spring of the relief valve for proper action.
4. Check bearings regularly. The bearings are the most important
area to maintain because they can cause imbalance if misplaced
or defective. Check bearings regularly and replace as necessary
by removing the defective bearing with a puller. Excessive noise
can be an indication of bearing wear.
b)
Faults Causes Remedy

Pump fails to take Manually operated Check and open.

suction suction valve to the
pump shut unknowingly.

Choked inlet filter. Inspect and clean the same.

Restriction at the inlet Inspect and get rid of

piping. restriction.

Air in the system. Purge out the air.

Is the pump shaft Check the coupling between

turning? pump and motor is intact.

Is the pump primed? Prime the pump.

Is the suction lift too Replace with more suitable

high? pump.

Total head of the system Replace with more suitable

more than designed pump.
head of the system.

Poor performance Suction valve partially Get rid of the blockage.

of the pump blocked.

Leaky relief valve, Inspect and replace.

bypassing discharge to
suction.
Filters in the suction line Inspect and clean.
clogged.

Leaky discharge valves. Inspect and replace.

 Air pockets in the suction Purge out air from the
line. system.

Leak at the shaft seal. Replace the seal or tighten

the gland packing.

Check whether gasket of Replace the gasket.

the casing is leaking.

shaft bend, bearings, Renew.

bushings worn out,
motor & pump

misaligned.

Foreign matter in the Clear the foreign matter.

casing.

Are the gears damaged? Replace the gear/gears.

Is the rotation incorrect? Correct the rotation.

Poor Performance Screws, stator casing Renew.

Screw Pumps worn out

Poor performance liner, bucket rings Worn Renew.

Reciprocating p/ps out.

Poor Performance gears, casing Worn out. Renew.

Of gear pumps

Pump runs Leaky piping in the Identify and rectify the leak.
continuously system.

Defective or leaky Inspect and replace.

suction or discharge
valves.
Pump abnormally Faulty accumulator - (in Inspect and clean the same
noisy case of reciprocating
pump)-Pressure
pulsations are not
dampened out.
 Worn out or defective Check and replace.
bearings

Slack belt drive – if belt Re-tension the same as per

driven. makers recommendation.

shaft bend, bearings,

bushings worn out,
motor & pump Renew

misaligned.
Discharge pressure Manually operated Check and open the same.
too high Discharge valve shut
unknowingly.

Discharge valve closed. Check and make it

operational.

Short life span of Is the gland too tight? Adjust the same.
shaft seal or
Is the gland packing Remove the old packings and
packing
incorrectly installed? install the new ones.
Is the shaft or shaft Replace with new shaft
sleeve worn or scored? sleeve.
Is the shaft running off- Check and rectify.
centered?
Short life span of Bearings wrongly Check and install correctly.
bearings – noisy installed.
operation
Bearing housing worn. Check and replace the same.

Misalignment between Check and correct the

motor and pump shaft misalignment.

Is dirt getting in to Identify and get rid of the

bearings? dirt causing mechanism.

Lack of lubrication. Increase the lubrication

 Bearings rusted due to Identify and rectify the fault.
water entry in to the
housing.
Are the bearings worn Replace the worn bearings.
out.

Is the foundation not Increase the rigidity of the

rigid enough? foundation.

Excessive grease in the Use prescribed quantity of

bearing housing. grease for lubrication

Lack of cooling in the Identify and increase the

bearing housing. cooling

Bent shaft. Replace the shaft.

Rotor of the electric Replace the same.

motor out of balance.

Rotating part rubbing Identify the area and correct

against stationery part. the same.

Pump trips Bearings are jammed. Replace with new bearings.

frequently
Electric overload settings Correct the overload
are wrong. settings.

Gears obstructed. Clear the obstruction.

Gland too tight. Decrease the tightness.

Specific gravity of the Identify and correct the

liquid different from the same.
design.

Pump vibrates Clogged or fouled Inspect and clear the same.

heavily impeller.

Mechanical faults such as Replace the bearing.

worn bearing.

bent shaft or. Replace the shaft.

an eroded Gear. Replace the impeller.

Q7. (a) Describe the hazards while working on electrical
machinery (4)
(b) What is Lock out / Tag Out system used for safety operation
on electrical machinery (8)
(c) Describe machineries where Lock out / Tag out system will
prevent accident. (4)

a)
Electrical hazards

The risk of electric shock is higher in ships than ashore when

operating on electronic or electrical instruments.

This is because the contact resistance of the human body gets

reduced due to various factors like high humidity, wetness and high
temperature.

Even the voltages less than 60V can cause fatal shocks. So, it is very
important to isolate the electrical instruments from the power supply
before beginning the work on them.

Isolating from the power supply means removal of plug from socket,
removal of fuses and locking of circuit breakers open. It is always
better to test whether the circuit is dead.

Hazards associated with working on or near energised (live) electrical

equipment.
These hazards include

• Electric shock: contact with exposed live parts, which may

cause electric shock and burns (for example, exposed leads or
other electrical equipment coming into contact with metal
surfaces, such as metal flooring or roofs)
• Electrical burns, which can cause serious burns and tissue
damage.
• arc flash explosion
• Fire or explosion, where electricity could be the source of
ignition in a potentially flammable or explosive atmosphere (for
example, in a spray paint booth)
b)

Lock Out – Tag Out (LOTO):

Lock-Out / Tag-Out is the safety procedure where the work area is
marked properly and secured against the power reconnection with locks.
The purpose of this is to prevent injury due to unexpected energizing or
start-up of machines and equipment, or the release of stored energy.
Operation procedures should be configured in such a way that at least two
switches are necessary to energize high-voltage circuits.
Circuit breakers and disconnects are used to energize a high-voltage
source. Circuit Breakers & Disconnects should be kept in open position
when permit to work is issued to work on the controlled equipment.
Avoidance of inadvertent closing of these Circuit Breakers & Disconnects
should be totally ensured with fool proof arrangements like control circuit
fuses removing etc
In some cases, the work to be carried out is not subject to a safety
procedure and doesn’t need a permit to work into which a lock-out tag-
out procedure is incorporated. In such a case, one can protect oneself
with a lock out tag-out procedure.
Lock out or tag out devices must be affixed to each energy-isolating
device:

• In a manner that will hold the energy isolating devices in a safe or off
position
• In a manner that will clearly indicate that the operation or movement
of energy isolating devices from the safe or off position is prohibited
• If the tag cannot be affixed directly to the energy isolating device,
the tag must be located as close as safely possible to the device, in
a position that will be immediately obvious to anyone attempting to
operate the device.
• The tags used for lockout or tagout are usually in yellow colour.

Verification of Isolation:
Before any work begins on machines or equipment that have been locked
out or tagged out, one has to verify that the machine or equipment has
been properly isolated and de-energized.

Lockout/Tagout system
One of the facts surrounding the operation of machinery on board the ship
is when it is switched off for repair or maintenance. A lock out and tag out
system has been designed to provide this safety.

There are two tiers to this safety system. A tag out system represents the
administrative control, which involves placing a warning tag on the means
of machine or power isolation, informing others that the machinery or
power system is being worked on. The tag should prohibit the
reinstatement of the system by anyone other than the person who placed
the tag.

Physical locking out of switches, controls and isolators is the second tier of
safety. It helps in avoiding re-connection of switches, isolators and controls
by any person other than the person who holds the key of lock out device

A tag must be attached to the locking device, informing others of the name
of the person who placed it, the reason for its isolation and the date on
which it was placed. Both tiers of this safety system must be recorded in a
log-book and cancelled when the work is finished and the lockout device
and the tag has been removed.

A lockout device is placed on the machine or equipment to be serviced to

ensure the machine or equipment cannot physically be operated until the
lockout device is removed.

One of the significant warning devices is tagout device which is attached to

the energy-isolating device. It points out that, till the tagout device is
removed, operation of the controlled equipment cannot be done. Tags give
only warnings like Do Not Open, Do Not Energize, Do No Start, Do Not
Operate etc., but not physical control. The tagout system must be combined
with the lockout device. It must not be used alone except that the tag is
kept on the same place where the lockout device would have been kept and
extra measures taken for safety are equal to that of the safety provided by
the lockout device.

It is necessary to make sure that the machinery on which the maintenance

or repair work is carried out must be isolated from the source of power.
This helps in avoiding accidental starting.

When working with pressurized systems, it is necessary to make sure that,

before opening, all pressure has been relieved from it.

Machineries where Lock out / Tag out system will prevent accident.

The standard covers the following energy sources:

• Electrical, mechanical,
• hydraulic, pneumatic,
• chemical, thermal, or other energy.
And the standard covers the following activities:

• Machine or instrument construction, installation, set up, adjustment,

examination, alteration, maintenance and service
• Cleaning, lubrication, removing the blockages, changing the tools,
making adjustments etc., of machines or instrument.
When undergoing any of these activities, the employee may get exposed
to sudden energization or release of hazardous energy or accidental
starting of the equipment.

Q8. (a) Describe the structural members which need attention

during the operation of Engine Room cranes. (5)
(b) Describe maintenance to be carried out on E/R cranes for their
trouble-free operation. (6)
(c) Describe safety checks to be carried out on E/R cranes to
prevent major damage and injury. (5)
The engine room crane consists of a motor coupled with a 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 the
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 and port starboard.
All the underlined are structural members of engine room crane.

• Inspect for signs of cracks, deformation, or corrosion regularly.

• Check for loose or missing bolts, pins, and welds.
• Regularly check the structural members for any signs of
misalignment or deformation.
• Inspect the structural members for corrosion.
• Ensure that cross-braces, gussets, and connections are secure and
in good condition.
• Verify that the frame is rigid and not subject to excessive vibrations
during operation.
• Pulleys and sheaves are essential components of the crane's lifting
mechanism.
• Regularly inspect pulleys and sheaves for signs of wear, damage, or
misalignment.
• Check for proper lubrication to minimize friction and wear.
• Wire ropes or chains are used for load lifting and should be
regularly inspected.
• Look for signs of fraying, kinking, or corrosion in the wire
ropes or chains.
• Replace any damaged or worn ropes or chains promptly.
Maintenance to be carried out on E/R cranes for their trouble-free
operation.
1. “Not To Forget” Daily Checks : Prior carrying out any operation
using engine room crane, a brief check on the following should be done:

• Check the lubrication

• Check the noise level by operating the crane without load
• Check the heat generation
• Check all the limits and trips are working properly
• Check the contact areas of electrical equipment
• Check the brake operation
• Check condition of clamp in the hook

2. Follow Proper Planned Maintenance: The planned maintenance of

crane should be followed properly and the following inspections should be
done as per the working hours prescribed by the makers:
• Overhauling of motor
• Greasing of wires
• Renewal of wire ropes
• Annual survey
• Load test
3. Ensure Adequate Lubrication: In an engine room crane system, two
lubricants are used:

Grease: Wire ropes, rollers, plain bearings are applied with grease for
smooth working. Reduction gear for hoisting and sewing are not applied
with grease. Check the greasing of these parts and replenish the grease
every 2000 working hrs. or as prescribed by the makers. Ensure not to
excessively apply the grease on moving parts as it may cause overheating
at the time of rotation, which can have adverse effects.
Oil: Lube oil is used for lubrication of ball bearing and roller bearing of
hoisting and slewing gears. Check the oil level regularly and replenish
once the level is below the mark. The condition of oil needs to observed
for stain, foam and dust. Renew the oil if the condition is not up to the
requirement.
4. Check Minimum Requirements of Wire Ropes: The wire rope of a
crane is the main operational part of the system, which is responsible to
lift and move the load from one part of the engine room to another part.
Following maintenance to be performed on wire rope:
 • Wind the wire rope in correct way to prevent kink of the rope
• Lubricate the wire rope at regular interval to reduce internal friction
and to prevent corrosion
• Before greasing the rope, clean it with a cloth to remove duct and
foreign matter
Requirements for the renewal of wire rope:

• When diameter of rope is reduced by 7%

• When the number of visible wire fracture is 15 over length of 6
times the wire rope diameter
• When the number of visible wire fracture is 30 over length of 60
times the wire rope diameter
• When a kink caused at some part of the rope does not restore to its
original shape
• When the rope is reduced in length
• When the rope is twisted out of shape
• When the rope is deemed unusable because of rust or corrosion
5. Inspect the Gears: Gears are used to hoist or slewing the crane to
manoeuvre the load at the desired location. Following inspection and
maintenance are carried on the gear assembly:
• Drain the gear case oil if the condition is not good and after
cleaning the case, replenish it with fresh lube oil
• Keep a check on the gear case noise while the crane is in operation
• Measure the thickness of the gear teeth and if has decreased by 20-
25%, renew it with new one
• Inspect the gear for damage of teeth and renew it with new one if
the damage is more
6. Check Condition of Sheave: Sheaves are used to carry the wire
ropes from gearing chamber to the hook of the crane. Numbers of
sheaves are installed in the assembly for the wire to move smoothly for
operation. Following inspection must be carried out:

• Inspect the groove which is in contact with the wire for wear down
• Check all the sheaves for freedom of rotation
• Check the trueness of sheaves. It may bend if the load is lifted
obliquely
• Check for cracks and broken circumference on the face of the
sheave
• Check the bearings provided in the sheave assembly
 • Check the bolt and the pin holding the sheave in place are in good
condition
• Check each sheave to ensure rope groove is smooth and free from
burrs, or other surface defects.

7. Carry Out Hook Maintenance: The hook assembly is such made that
while the load is ON, it can rotate 360 degrees to adjust the position of
the load and it comprises of bearings and drums. Following maintenance
and checks needs to carried out:
• Lubrication of bearing to be done regularly
• If the partial wear of the part to be suspended with rope is not
much worn, use grinder to make it an even surface
• Never repair any crack by welding
• Make sure the dowel pin holding the hook is in position. Measure
the pin diameter and replace if its worn out
• Ensure safety latch spring is in working condition to avoid jumping
of load
• If rotation lock is provided, check its operation
• Check the material for brittleness, cracking and hardness during
annual survey
• If the part used for rigging the rope has worn out, check its shape
(concave) and repair or replace as per the condition
• Check throat opening of the hook and if the throat opening exceeds
15% of the original opening, or if the hook is twisted more than 10
degrees, replace the same
8.Check the Brake:
• The engine room crane is equipped with electromagnetic brake with
fail-safe arrangement. This is the most important safety
arrangement provided in the crane. Following maintenance and
inspection needs to be carried out:
• Measure the distance between magnet and armature. It should be
approx. 0.5mm around the circumference.
• If the gap is more or less than the recommended value, adjust the
braking power nut to reach the required gap
• If any overhauling is carried out, supply the current tot the
magnetic coil only to confirm that running shaft is operating without
any resistance
• The electromagnetic brake is operated by the brake lining. Check
for the moisture on the surface of the lining to avoid slippage
• Check for signs of overheating and mechanical damages
• Check the tension of spring which carries the brake during
overhauling of the brake assembly.

c) Safety checks to be carried out on E/R cranes to prevent

major damage and injury.

1. Visual Inspection:
• Conduct a thorough visual inspection of the entire crane, including
structural components, cables or chains, and electrical connections.
• Look for signs of wear, corrosion, loose fasteners, and damaged
components.
2. Load Rating and Capacity:
• Ensure that the crane is operated within its specified load rating and
capacity limits.
• Verify that the load chart is accessible and legible, and that all
personnel operating the crane are aware of the limits.
3. Emergency Stop Controls:
• Check the functionality of emergency stop controls, ensuring they can
quickly halt crane operation in case of an emergency.
4. Limit Switches:
• Test limit switches to ensure they function correctly, preventing
overtravel in any direction.
5. Wire Ropes or Chains:
• Inspect wire ropes or chains for signs of wear, kinks, or fraying.
• Replace any damaged or worn ropes or chains immediately.
6. Hook and Block:
• Inspect the hook and block assembly for damage or wear.
• Ensure that the safety latch on the hook is functional and that the block
swivels freely.
7. Brakes and Clutches:
• Check the brakes and clutches for proper operation, ensuring they
engage and release smoothly.
• Test the holding capacity of the brakes under a light load.
8. Electrical Components:
• Examine electrical components, such as motors, controllers, and wiring,
for signs of damage or wear.
• Ensure that electrical connections are secure and free from corrosion.
9. Emergency Procedures:
• Review and practice emergency procedures with crane operators and
engine room personnel.
• Ensure that all personnel know how to respond to emergencies
involving the crane.
 10. Clearance and Obstructions:
• Verify that there are no obstacles or personnel in the crane's path
before starting any operation.
• Ensure proper clearance when lifting loads to prevent collisions or
entanglements.
11. Lubrication:
• Maintain proper lubrication of moving parts as per the manufacturer's
recommendations.
• Over-lubrication or under-lubrication can lead to equipment failure.

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 a failure of power. For this:
– Normally centrifugal brakes are used which are fitted inside the
rotating drum.
– The brake pads are always in an 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 a distance limit switch in both
transverse and longitudinal directions so that the travel of the trolley
and hence the 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 attached with an
automatic stopper to avoid overloading of the motor.
6) The motor is fitted with a thermal protection trip. When the motor
windings get overheated, the 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.
Q9. (a) What are the reasons of frosting in the refrigeration chambers
and its effect. (6)

(b) What are the methods used for defrosting refrigerated chambers?
(6)

(c) What is the arrangement of Reefer Chamber drains? (4)

Common Reasons for Frosting:

High Humidity Levels: When the humidity level inside the refrigeration
chamber is too high, the moisture in the air can condense on cold surfaces.

Temperature Differential: If there is a significant temperature difference

between the inside of the chamber and the evaporator coils, condensation and
subsequent frost formation can occur.

Inadequate Door Seals: Poorly sealed doors or damaged door gaskets can
allow warm, humid air from outside the chamber to enter, leading to frosting.

Overloading: Overloading the chamber with warm products can introduce

excess moisture, which can condense and freeze.

Effects of Frosting:

Reduced Efficiency: Frost build-up on the evaporator coils acts as insulation,

reducing the efficiency of the refrigeration system. The system has to work
harder to maintain the desired temperature.

Temperature Fluctuations: Frost can cause temperature fluctuations within

the chamber, potentially compromising the quality and safety of stored products.
For example, in food storage, temperature fluctuations can lead to spoilage or
freezer burn.

Increased Energy Consumption: As the system works harder to overcome

the insulating effect of frost, it consumes more energy, leading to higher
operational costs.

Shortened Equipment Life: The constant cycling of the refrigeration system to

combat frost build-up can lead to increased wear and tear on the equipment,
potentially shortening its lifespan.

Loss of Storage Space: Frost build-up can reduce the available storage space
inside the chamber as it accumulates on shelves and product packaging.

b)

Defrosting refrigerated chambers in ships is essential to remove

accumulated frost and ice, which can impair the efficiency and
performance of the refrigeration system. Several methods are used for
defrosting refrigerated chambers in ships:
• Electric Resistance Heaters:
Electric heaters installed on or near the evaporator coils generate
heat to melt the frost and ice.
This method is commonly used for smaller refrigerated chambers.
• Hot Gas Defrost:
In this method, hot refrigerant gas from the compressor is
circulated through the evaporator coils.
The high-temperature gas transfers heat to the coils, melting the
frost and ice.
Hot gas defrost is efficient and widely used in various refrigeration
systems.
• Off-Cycle or Off-Time Defrost:
This method involves temporarily stopping the cooling cycle to allow
the temperature inside the chamber to rise.
Frost and ice melt during the off-cycle when the refrigeration
system is not actively cooling.
Once defrosting is complete, the cooling cycle resumes.
• Water Defrost:
Water is sprayed or circulated over the evaporator coils to melt the
frost and ice.
The water may be heated to enhance the defrosting process.
Water defrost is effective but requires drainage systems to remove
excess water.
• Air Defrost:
Air defrost involves directing warm air over the evaporator coils to
melt frost and ice.
Fans or blowers facilitate the circulation of warm air.
This method is relatively energy-efficient and suitable for some
applications.
Reverse Cycle Defrost (Heat Pump Defrost):

Heat pumps can reverse their cycle temporarily to provide warm air
to the evaporator coils, melting the frost and ice.
This method is efficient and is often used in refrigerated chambers
with heat pump systems.
• Automated Control Systems:
Modern refrigeration systems often use automated control systems
to monitor frost build-up and initiate defrost cycles as needed.
These systems optimize defrosting based on chamber conditions,
reducing energy consumption and ensuring efficient operation.
The choice of defrosting method depends on factors like the size of the
refrigerated chamber, the type of refrigeration system, energy efficiency
goals, and the specific requirements of the ship's operations. Proper
maintenance and regular defrosting are essential to ensure the efficient
and reliable performance of refrigerated chambers in ships.
c)

A particular problem in insulated spaces is drainage, as ordinary scuppers would

nullify the effects of the insulation.

• To overcome this problem brine traps are provided in drains from the
tween deck chambers and insulated holds.

• The brine in the trap forms an effective seal against ingress of warm air,
and it will not freeze, preventing the drain from removing water from the
compartment.