Boiler Mountings

BOILER
“Boiler Mountings”
Ques :
1. Identify the major mountings fitted on a boiler .

2. Explanation the significance of each of the mountings.
3. Why it is good practice to keep the main steam stop v/v shut during start up & at shut
down time. (There will be vacuum & water pocket, so there will be water hammering.)
Ans :
a.
1. Main steam stop v/v:
Normally an ordinary screw down type forged cast steel v/v.
Feed v/v:
For boiler with design pressure >27.6 bar, all steam directly will not go to feed line. At first it will go to
sleeve, so it saves life of feed pipe. Purpose to prevent back flow.
How do you identify the check v/v?
On the v/v
Pressure gauge:
Pressure gauge should be at least 1.5 times to the design pressure or safety v/v setting.
Calibration by whom? Validity?

Productivity & standard board in Singapore (PSB)
Malaysia
India – ISI
Bangladesh – BSTI
It will follow the National standard & which will be class standard, validity max m 01 (one) year.
MUHAMMAD AMIR UDDIN (BMA 44) 1

Boiler safety valve
What do you understand by the form of “Accumulation pressure test”?
With the steam stop v/v shut and the boiler burner firing continuously at full load capacity, the maximum
pressure built up in the boiler should not exceed 6% of the maximum allowable working pressure.
Ques: What are the regulation for Boiler Safety Valve?
Regulation for boiler safety valve

Each Boiler (including EGB) is to be fitted with at least one safety v/v & where the water heating
surface area is more than 46.5 m2 two or more safety v/v are to be provided.
Quick calculation of water heating surface area= π × D ×l× N (no of tubes)
Valve size: The safety v/v bore must be between 19 & 100 mm.
Accumulation pressure test: With the steam stop v/v shut & the boiler burner firing continuously at full
m m
load capacity, the max pressure built up in the boiler should not exceed 6% of the max
allowable working pressure.
The aggregate relieving capacity of the safety v/v‟s must not be less than the evaporating
m
capacity of the boiler under max operating conditions.
Each boiler is to be fitted with an easing gear by which the safety v/v can be operated from a safe
platform either by hand or by mechanical means.
The area of the escape pipe has to be equal or greater than the outlet area of each safety v/v‘s.
The pipe should be free of any restriction.
Ques: what are the routine checks carried out to ensure the proper operation of the safety v/v‟s
Ans:
Check for any water / steam seepage from drain pipe fitted to safety v/v.
Drain pipe must be dry.
Check escape pipe if it is hot due to steam leakage (use infra-red thermometer).
Check at funnel for any sign of steam emission.
If there is slight leakage manually operates the easing gear.

Ques: What are the likely causes of safety v/v leak / valve or seat corroded?
Ans:
Chattering or fluttering may have taken place.
Impurities like dirt & foreign bodies getting trapped between the valve and seat.
The spindle and valve must be secured against turning to protect the v/v & seat from damage.
Ques: What are the effect due to the change in clearance?

Ans:
Increased v/v lift will lead to increased blow down.
If necessary the following need to be done:
Adjust maximum lift.
Surveyor may request to carry out accumulation pressure test.
Ques: What is your action in case of badly corroded v/v & seat?
Ans:
n
In case of seating surface bet the v/v & seat are badly scored, they can be rectified by grinding.
Valve: Can be grinded against a cast iron plate, using a fine grained carborundum paste stirred in
kerosene.
Seat: The seat in the v/v body can be grinded in the same way by using a cast iron rod of suitable size.
Use : Prussian blue‘ to do the matting surface check.

Never use the valve itself when grinding the seat.
Set pressure :
Boiler at which safety v/v begin to lift.
Maximum working pressure ≤ 0.9 × safety v/v set pressure.
Safety v/v cannot be set more than the maximum allowable pressure.
Each safety v/v is capable 130%× evaporation capacity of boiler.
One safety v/v is capable to handle the situation.
Safety v/v setting MAWP< SVSP ≥ 1.1 WP.
Economizer safety valve

Refer to manufacturer‘s instruction.
Usually higher than the maximum boiler water circulating pump pressure

Super heater safety v/v settings
Minus 0.34 bar of the boiler drum safety v/v setting.
Minus the normal load pressure drop through the super heaters.
Follow manufacturer‘s recommended pressure setting.
Location usually on outlet pipe to prevent overheating of tubes in case of relieving.
If boiler safety v/v blows there will be a starvation of water that‘s why super heater setting is less than the
boiler setting.
Safety v/v‘s are to be checked for their setting. If steam cannot be raised in port, the C/E is
responsible to set the safety v/v at sea and record the setting pressure in the log book.
Boiler water treatment and corrosion
Ques: 1. Explain why the condition of the feed & boiler water needs regular attention.
2. State with reason the possible consequences if this attention is neglected.
Ans:
Regular attention is very necessary because of the efficiency of the boiler & hence the quality
and quantity of the steam generated depends on the condition of the water.
The condition of the water can be attended by the following :

Alkalinity test /PH Value:
If the feed & boiler water becomes acidic then the water acts as an electrolyte and promotes galvanic
action, especially when difference materials are present in the feed system. i.e: Condenser tubes:
Aluminum brass ; Boiler tubes: Carbon Steel.
It is for this reason that the boiler water is usually maintained in a slightly alkaline condition.
Litmas paper can also determine the pH value.
If pH value < 7 water is acidic & electrochemical corrosion can take place.
If pH value > 7 water is alkaline.
If pH value is 7 water is neutral.
Slightly alkaline 8.3~ 9.5 (depends on system).
Sodium hydroxide (NaOH) is usual chemical added.
Chloride level:
Regular testing of the chloride level in the boiler ensures the monitoring of any sea water
contamination.
Any leaks from aux. condenser etc can be monitored by this test.

Shore /distilled water are not free from chlorides and are to be checked regularly if they are to be
used as make up feed.
Phosphate level:
Sodium phosphate (Na2PO4) which are usually added as treatment chemicals act as water
Softeners.
They precipitate the scale forming compounds especially calcium sulphate, CaSO 4 (hard scale)
from boiler water to prevent scale deposits adhesion (S.D.A).
To keep scale forming compounds in a loose & non-adherent sludge form, Sodium hydrogen
phosphate (NaHPO4) is usually added.
Conductivity /hardness test:

Measured in micro siemens per cm, the reading determine the hardness of the water which is the
total dissolved solids (TDS) value.
Hydrazine (NH2) level:

Correct dosage prevents oxygen corrosion.
N2H4 + O2 = N2 + 2H2O
Oil leakage:
Most oil leakage can be sighted at the observation tank which is usually fitted with a sight
glass.
The source of leakage can then be detected and taken care.
Blow down:
The first 4 tests mentioned will determine the frequency of blow down.
The oil leakage can normally be skimmed off the observation tank & also followed up with scum
blow down.
If more than necessary then blow down. It is not economical (operating cost up).
Chemical treatment:
Appropriate chemical treatment can be determined from the boiler water condition.
2. Consequences are generally:
Corrosion: weakness of tube shell, reduction of working pressure.

Scale formation: improper heat transfer, over heating, distortion and failure.

Carry over: damage of steam driven machinery like COPT, TG etc.
1. Alkalinity level /pH Value:
Too much alkalinity can lead to caustic corrosion or caustic embrittlement. Attacks the crystalline
structure of the material & results in cracks in the grain boundaries which result in failure of the material.
Sometimes called caustic ‗gauging‘ or ‗pin hole‘ failure.
Chloride level:
Very high chloride level can lead to hydrochloric acid (HCl) formation, acidic corrosion.
Mainly due to sea water contamination.
Also very high in minerals like carbonates, sulphates lead to high TDS.
Heavy scale formation.
Phosphate level:
Lack of phosphate can lead to scale formation.
Too much phosphate can lead to very high total dissolves solids.
Conductivity / Hardness:
Very high TDS can lead to foaming, priming and carry over.
Drop in efficiency/ damage of steam operated machinery.
Incorrect water level indication,
Hydrazine level:
Prevent oxygen corrosion.
Too much dosage can lead to ammonia formation.
Ammonia attacks the copper alloy in the condensate system.
Keeping the feed water at a higher temperature reduces the amount of dissolved oxygen.
Oil leakage:
Possibility of contamination through leakage in oil heaters etc.

Can lead to foaming, priming & carry over.
Impairs heat transfer.
Blow down:
Too much blow down can cause wastage of water & chemicals (economic factor).

Ques: Explain how it is possible to avoid high boiler water density in Aux.boilers.
Ans:
Reduce chloride level.
Regular testing.
Minimum blow down.
Correct dosages of phosphate, hydrazine and alkaline chemical.
n
Ques : What is the difference bet p-Alkalinity & total alkalinity?
Ans: The two part ‗p-Alkalinity‘ and ‗total alkalinity‘ test reveal the presence of
hydroxyl (OH–), carbonate ( CO3-) & Bi – carbonate ( HCO3-), which are responsible for
making the boiler water alkaline.
„p-Alkalinity‟: the ‗p-Alkalinity‘ test actually finds the presence of OH– & half of the carbonates.
‗Total alkalinity‟: the ‗total alkalinity‘ test picks up the presence of the remaining carbonates & the
bi-carbonates.
In a sample OH– & HCO3- cannot be present simultaneously.
OH C O3 HCO3
p-Alkalinity‟ Total alkalinity
Fig: Venn diagram
Ques: What is the difference between an atmospheric condenser & vacuum condenser?
Ques: Ideally what should be the color of water sample?
Or by looking at the boiler water sample how can you tell the treatment is satisfactory?
Ans:
Water must be clean.
Slightly coloured (because of chemical)
Colour depend upon the type of chemical used for treatment
(Yellowish- Nalfleet, Cloudy- Drew, Brownish- Unitor)

Boiler water treatment
Too low Too high

Cause /Result Remedy Cause /Result Remedy
Alkalinity Acidic corrosion Dose alkaline Caustic corrosion Blow down.

chemical(NaOH)
Heavy scale Identify & stop
Chloride The lower the Do nothing. formation. leakage.
better High TDS. Blow down.
Acidic corrosion.
osphate Scale formation Add phosphate chemical. High TDS. Blow down.
Foaming ,priming &
carryover.
Conductivity / Dose chemical. Foaming ,priming & Blow down.
Hardness/ STANDARD reading –do carryover.
TDS nothing.
Hydrazine Oxygen corrosion. Dose hydrazine chemical. Ammonia attack. Blow down.
Increase hot well temp.
H
Condensate p Can cause acidic. Cond. Control
Avoid leakage.
Increase hot well temp.
Cause /Result Action

Oil Improper heat transfer. Immediate scum blow down.
Foaming, priming & carryover. Oil in cascade tank.
Stop source of leak.

Ques: Your ship is running very low on water, that is just sufficient for essential
consumption, How would you continue operating the boiler?
Ans:
Reduce or rectified all water or steam leakage.

Prevent leakage in pipe line.
Sanitary water change to s.w from f.w.
A/C + M/E air cooler condense water.
Boost /operate the F.W.G at optimum production.
Collect as much fresh water. ( rain water, air comp. condensate, air cooler)
Ques: what is the procedure to adopt if oil is sighted at the observation
tank sight glass? Your procedure should be carried out without affecting
operation the main engine.
Ans:
Most oil leakage can be sighted at the observation tank (cascade tank) which is normally fitted
with a sight glass.
The sources of leakage then can be detected & taken care of .
Possibility of contamination through leakages at the oil heaters / coolers and steam heating coils.
As a precaution carry out frequent surface / scum blow down of the boiler as far as possible.
Can lead to foaming, priming, & carry over.

Impairs heat transfer.
The observation tank and the cascade tank have to be thoroughly cleaned including the ―loofan
filters‖.
Any trace of oil coming to the observation tank has to be continuously removed by oil absorbent
pad.
Possible causes of leakages:

If lub oil:
L.O purifier steam heater. L.O sludge / drain tank.
L.O settling / sump tank heating coil.
Diesel oil:
Not possible.
H.F.O:
H.F.O purifier/ steam heater. H.F.O sludge/drain tankH.F.O settling tank.
H.F.O service tank.

Waste oil tank settling & service (incinerator).
Bunker tank.
M/E H.F.O heater.
D/G or F.O heater.
Boiler F.O heater.
Sludge tank.
Ques: What is the difference between a safety v/v & relief valve?
Ans:
Safety v/v:
A spring loaded pressure relief v/v which is designed to open relief excess pressure & to reclose
and prevent the further flow of fluid after normal conditions have been restored.
It is characterized by a rapid opening ‗pop‘ action or by opening in a manner generally
proportional to the increase in pressure over the opening pressure. Example: boiler
safety v/v.
Relief v/v :
A pressure relief device actuated by inlet static pressure having a gradual lift generally
proportional to the increase in pressure over opening pressure .Example : Cylinder
relief v/v
Ques: Method of taking boiler out of service for long time.
Ans: The following three method are most commonly used:
Wet lay up method.

Dry lay up method.
Fill with nitrogen gas.
(Always consult the boiler instruction manual for manufacturer‘s recommendation)
Wet lay up method:

advantages:
Most preferred because it offers adequate protection.
Can be return to service quickly.
Can be used for any length of time.
Disadvantages:

Unable to carry out internal repairs/inspection.
Not suitable for freezing weather.
Procedure:
Water should be dosed for alkalinity, slight phosphate & hydrazine.

Alkalinity is usually maintained slightly higher level than normal.
Completely fill the boiler with water until water comes through the air vent.
Regular testing of water may be necessary.
b. Dry lay up method:
Be sure that the boiler is completely dry.
Common practice to place quick lime (calcium chloride) ,CaCl2 or silica gel inside the boiler &
close up fittings.
If boiler is opened for a long period for repairs, be sure to keep continuous force a ventilation to
minimize condensation and humidity.
Fill with nitrogen gas:
Keep the boiler slightly pressurized ~0.2 bar with N2 bottle connected.
Major disadvantages of this method are costly and not easily available.
Gas side :
Water washing of gas side with caustic soda ( NaOH) solution to remove soot and neutralize
acidic deposits.
Maintain gas side as dry as possible.
Boiler combustion and equipment
Supply of the liquid fuel oil correct.

Temperature.
Viscosity.
Pressure.
Burner to atomize and inlet/ spray tiny particle of oil.
Oil to mix with air stream.
Stoichiometric value.
Theoretical: air: fuel – lab condition.
Ques: T.D.R (Turn Down Ratio)
Ans:
T.D.R of a burner indicates flexibility of the burner to cop up with variations of boiler load without
losing efficiency of combustion.
Fuel consumed at maximum load.
Fuel consumed at minimum load.
Ques: What are the indications of a good combustion take place?
Ans:
Bright color- Yellow: gas oil. Orange: diesel oil.

Brownish orange: heavy fuel oil.
Stability - Stationary, Steady.
Color of exhaust- Hazy grey Hazy brown.
O2 content (less than 5 %) – if tanker fitted with IGS.
Ques: What would you do if your burner fails to fire repeatedly?
Ans:
As a senior engineer I will appoint someone to monitor the steam pressure. Also prioritizes
steam heating to fuel oil heaters and stop non-essential heating to bunker tanks etc. To
monitor the fuel oil viscosity and change over to gas oil if necessary.
For every failed attempt, furnace must be purged properly.
Maximum of 2 or 3 attempts to be made, after that burner to be shut down for through
investigation.
Include furnace to be checked and cleaned of oil accumulation deposits.
Ques: Prepare sketches advantages & disadvantages & overhaul procedure for:
Pressure atomizing burner.
Rotary cap burner.
Steam assisted pressure set burners.( twin fluid type , Y jet type)
a. Pressure atomizing burner
Working principle:
Atomization of fuel is achieved by forging the fuel oil under pressure through on swiler and orifice at
the end of the burner where pressure energy is converted into velocity.
Spinning of oil is given by swiler before orifice and by the centrifugal force on the spray causing it
to atomize.

Advantage:
Simple, cheap, robust
No moving parts, no possibility of seizing
No need air or steam for atomization
Simple maintenance
Dis advantage:
Low TDR ratio about 3:1
Easily blocked by debris.
b. Rotary cap burner

Working principle
Fuel is supplied onto inner surface of the highly polished fast spring cup(2000~6000 rpm) as fuel
along with cup due to centrifugal force the oil film becomes thinner as the circumference of the cup
increase due to conical shape of cup. Finally the fuel is discharged from the lip of cup as a fine spray.

c. Steam blast burner
Working principle
Steam and fuel mixed and expanded in the nozzle and creates good atomization.
Advantage:
TDR high 20:1
Disadvantage:
If condensate mixed in steam, performance very poor causes unstable combustion.
Ultra sonic burner

Working principle
Resonance tip vibrates at a frequency 5 MHZ to 20 MHZ under the influence of high speed steam or
air impinging on it and extremely small droplet of fuel result which allow very stable flame.

Advantage:
Wide TDR 15:1
Low O2 level
Simple operation
Reduce acid corrosion.
What is essential maintenance required.
The following maintenance to carry out.
The nozzle atomizing holes should be checked for sign of enlargement which can lead to bad
combustion
Swiler plate to inspect for erosion corrosion.
The ignition electrodes clearance to be checked for efficient flame establishment during start up.
What are the causes of flame failure?
Types of boiler & waste heat utilization

EGE
Waste heat recovery system
Introduction:

Finned tube/ pin tube: increase surface area(20%)
Ques: What is the difference between EGE & EGB.
EGE: Circulation – heated up & return to aux. boiler. o

EGB: Steam storage capacity.
o Full set of mountings.
Ques: What is soot?
Ans:
Mainly composes of ‗unburnable‘ components in the fuel oil.
Ash, Carbon residue, Vanadium, Products of improper combustion, Excessive cylinder
lubrication.
High temperature fires:
A small soot fire may develop into a high temperature fire with the following reactions involved.
Hydrogen fire:
Temperature > 10000C.
Dissociation of water into hydrogen & oxygen.
2H2O= 2H2+O2
H2O+C= H2+CO
(Both hydrogen & carbon mono oxide are combustible.)
Iron fire:
Temperature > 11000C

Examples of reaction with iron:
2Fe+O2=2FeO+Heat.
Fe+H2O=FeO+H2+ Heat.
The boilers tubes are burning.
MARPOL Annex VI:

Regulation 5 – Surveys
Every ship must be issued with International Air pollution Prevention Certificate.
It is renewable every 5 years with Annual & Intermediate surveys.
Regulation 12- Ozone Depleting Substances
Does not supply to permanently sealed equipment containing ozone depleting substances.
Ships constructed on or after 19 May 2005 with installations containing ozone depleting substances
shall be prohibited.
Regulation 13 – Nitrogen Oxides (NOX) Technical code
Does not apply to engines with power output less than 130 kW and for engines used for
emergency purposes like emergency generator, emergency fire pump & life boat.
NOx Technical Code
Tier I – current standard a. 17.0 g/kWh for n< 130 rpm

( 0.2)
( 1 Jan 2000- 1 Jan 2011) b. 45.0 × n – g/kWh for 130=n<2000 rpm
9.8 g/kWh for n= 2000 rpm.
Tier II- on/after 1 Jan 2011 a. 14.4 g/kWh for n< 130 rpm
( 0.23)
44.0 × n – g/kWh for 130=n<2000 rpm
7.7 g/kWh for n= 2000 rpm
Tier III – on/after 1 Jan 2016 a. 3.4 g/kWh for n< 130 rpm
( 0.2)
9.0 × n – g/kWh for 130 =n< 2000 rpm.
1.96 g/kWh for n= 2000 rpm
Regulation 14 – Sulphar Oxides ( SOX) and Particulate Matter ( PM)
SOX –Current Sulphar Cap Worldwide- 3.5%
1 Jan 2012 Cap Worldwide- 3.5%

1 Jan 2020 Cap Worldwide-0.5%
SECA now known as ECA (Emission Control Area ) limits:
The current areas are:

North Sea and Baltic Sea areas(in force)
North America (US & Canada)- 200 nautical miles of sea territory.
Current Sulphur Cap 1.0%

1 Mar 2010 – Sulphur Cap1.0%
1 Jan 2015- Sulphur Cap 0.1%
Regulation 15- Volatile Organic Compounds (VOCS)
A tanker carrying crude oil shall have onboard and implement a VOC Management Plan. The plan
shall include following:
Written procedure to minimize VOC emissions during loading, sea passage and discharge of
cargo.
Additional VOC generated during crude oil washing.
Identify a person responsible for implementing the plan.
Regulation 16- Shipboard Incineration

Incineration of following shall be prohibited:
Garbage containing traces of heavy metals- cadmium, mercury and lead.
Polychlorinated biphenyls (PCBs) example lubricants for electrical equipment like transformers &
capacitors and paint additives.
Only polyvinyl chlorides (PVC) can be incinerated in an IMO – approved incinerator. All other
plastics are prohibited.
3 derivatives of plastics
PVC examples rain coats, aprons, PVC pipes, flexible water hoses and electrical cable
insulation can be incinerated.
Polypropylene, example mooring ropes, medicine blister packs, food packs ( juice boxes),
plastic sticker/signs.
Polyethylene example plastic bags, garbage bags, and shopping bags.
Refined petroleum products containing halogen compounds

Exhaust gas cleaning system residues.
Types of Approved Incinerators:
Continuous-feed type incinerator- waste shall not be fed in the unit when the gas outlet
temperature is below 8500C.

Batch- loaded type- the combustion chamber gas outlet temperature will reach 600 0C within 5
minutes after start-up and will thereafter stabilize at a temperature not less than 850 0C.
Regulation 18- Fuel Oil Availability and Quality

Fuel Oil Quality
Fuel oil for combustion purposes delivered to and used on board ships to which this Annex applies
shall meet the following requirements:
The fuel oil shall be free from in organic acid.
The fuel oil shall not include any added substance or chemical waste.
All bunker supplies should be recorded in the form of Bunker Delivery Note. To be retained
onboard for a minimum of 3 years.
A representative sample duly signed by supplier and ship staff kept onboard for at least 12 months
or until bunkers are consumed, whichever is longer.
Sample bottle should not be less than 400 ml.
QUESTION:
1. What factors contribute to soot fire/ smoke fire/ uptake fire?

2. Sign of soot fire / indication.
3. What necessary action to be taken in case of soot fire?
4. State the precautions to minimize the occurrence of EGE fire.
5. Discuss how to avoid a smoke box/uptake fire Or How would you achieve “Pinch Point” in
water heat recovery system?

01.
1. what are the regulations of the boiler safety valve?
2. How would relate boiler combustion to MARPOL Annex VI Regulation.
3. What is the aim of boiler water treatment?
4. What is the reason for the high TDS value and what actions to be taken to
minimize it?
Ans:
A) Ans: Regulation for Boiler Safety Valve:
 Each Boiler (including EGB) is to be fitted with at least one safety v/v & where the
water heating surface area is more than 46.5 m2 two or more safety v/v are to be
provided.
 Quick calculation of water heating surface area= π × D ×l× N (no of tubes)
 The safety v/v bore must be between 19 & 102 mm.
 Accumulation pressure test: With the steam stop v/v shut & the boiler burner firing continuously at
full load capacity , the maxm pressure built up in the boiler should not exceed 6% of the maxm
allowable working pressure. During this period feed water can only be admitted for safety reason
only.
 The aggregate relieving capacity of the safety v/v’s must not be less than the evaporating capacity
of the boiler under maxm operating conditions.
 Each boiler is to be fitted with an easing gear by which the safety v/v can be operated from a safe
platform either by hand or by mechanical means.
 The area of the escape pipe has to be equal or greater than the combined outlet area of the two
safety v/v’s. The pipe should be free of any restriction.
B) Ans:
3.5 % sulphar world wide.

Less than 1% sulphar ECA area.
NOx technical code only applies on A/E not in boiler.
Or
The NOx technical code applies only to diesel engines & does not apply to boiler combustion.
However regulation 14 applies the sulphar content when in SECA area has to be less than 1%
and less than 3.5% globally.
Continuous emission of black smoke is prohibited.
C) Purpose/aim of boiler water Treatment:
 Maintain a clean, scale free heat transfer surface. Prevent overheating, distortion and
subsequent failure
 Prevent metal loss due to corrosion
 Minimize heat loss through excessive blowdown from boilers
 Extend the service life of the boiler
D) Reason of high TDS value:
1. Very high minerals like carbonate, sulphate can lead to high TDS
2. Too much phosphate can lead to high TDS
3. To keep scale forming compounds in a loose and non-adherent sludge form
4. Measured in microsimes per cm, the reading determines the hardness of the water which is the
total dissolved solids value

02. A) Sketch a boiler safety v/v showing clearance.
b) During overhauling what are the parts require special Attention.
c) how to set boiler safety valve settings?
d) common problems.

b) Safety v/v inspection:
Valve & valve seat:

Visual inspection for ‗scoring‘, pitting, hairline cracks.
Carry out mating surface check using Prussian blue
There should be a continuous mating ring.
Spindle:
Check for ‗straightness‘ or ‗trueness‘ to ensure there is no bending.
Spring:
Check ―I‖ ness, perpendicularness.
Natural length (when new),
Ln Free length ( after used), Lf
Lf > 0.95 Ln
Visual inspection for rust, cracks.
Body:
Visual inspection for cracks, corrosion, crusts.
Drain passage/ drain pipe:

Must be clean.
Check if needed clean by blowing air
C) Safety v/v must be overhauled and reset at every survey.
 At least two pressure gauges should be available.

 Screw down the compression screws on both v/v‘s a few turns more than the previous setting.
 Ensure that all boiler mountings are in place and steam stop v/v must be shut.
 Follow the instruction for firing the boiler from cold condition.
 After boiler burner has cut out automatically change to manual mode.

 Fire boiler manually until required safety v/v pressure setting.
 Monitor the boiler pressure properly and slacken the compression screw of one v/v until this v/v
blows.
 Manually fire boiler continuously to check if this v/v opens at set pressure.
 Stop firing, check to see that if this safety v/v close firmly without any leakage.
 Once this is valve settings is properly done, secure the lock nut
 Now gagged the safety valve which has been adjusted
 The other safety v/v must now be adjusted in the same manner as the first v/v.
 But this v/v is usually set about 3% higher than the earlier v/v.
 Remove the gagging from the first safety v/v.
 Fit easing gear and lift manually to carry out satisfactory operation test of easing gear
D)
03. A) how will you replace a damaged safety valve.

b) What are the likely causes of that safety valve?
c) How will you set the safety valve setting?
ANS.
A)

B)
 ‘Chattering’ or ‘fluttering’ may have taken place.

 Impurities like dirt & foreign bodies getting trapped between the valve and seat.
 The spindle and valve must be secured against turning to protect the v/v & seat from damage.
C)
Safety v/v must be overhauled and reset at every survey.

blows.
04. a) what is boiler blow down?

b) How to set safety v/v after Overhauled.
c) What is should be procedure during o/h.
a) Blow down:
Difference between the opening and closing pressure of safety valve
Blow down control ring:

Lower of the ring will reduce blow down.
Set up of the ring will increase the blow down.
Significance:
 Too little blow down:
Chattering‘ effect -valve & seat prone to damage
 Too much blow down: Not economical.

Loss of water, loss of chemical, steam energy, fuel consumption.
Two step lifting action known as pop- action.
b) Safety v/v must be overhauled and reset at every survey.

blows.

05. a) Explain Boiler internal and external survey
b) how you will prepare the boiler for internal survey before actual survey.
c) How would you carry out external survey?
d) How you will set the safety v/v after the survey.
Ans.
A)

d) Safety v/v must be overhauled and reset at every survey.

blows.
06) with reference to the survey of boiler:

a) Discuss the regulation for frequency of boiler survey
b) Discuss boiler mountings and parts that require attention during
internal and external examination
c) describe method of setting safety valve after survey
Ans: a.
Boilers are to surveyed twice in a 5 years period.

Boilers are also subjected to an external inspection as a part of the annual survey of machinery.
Scope of survey:
Boilers are examined internally & externally within a periodicity of 2.5 years.
For things to be done, boilers are emptied and suitable prepared for the examination.

The water steam side & fire side are to be cleaned & cleared of soot.
Where necessary the external surfaces are to be made accessible for inspection by removal of
insulation.
Subjected to the results of this examination the surveyor may require:
Non – destructive tests for detecting possible defects in critical areas of plating and shells pipes
& stays.
Thickness measurements of plating & shells pipes & stays, furnace.
Subjected to the results of this examination the surveyor may require:
Non – destructive tests for detecting possible defects in critical areas of plating and shells pipes &
stays.
Thickness measurements of plating & shells pipes & stays, furnace.
Ans: b.
Following parts that require particular attention during internal survey:
Foundation:
Boiler supports, bolting & securing arrangements (fixed and sliding seating, chocks, rolling,
stays if any etc) to be examined.
Furnace:
Check for distortion. Distortion mainly due to:
Overheating (excessive scaling , excessive thermal stresses etc)
Flame impingement.(across the path of the flame.)
Check condition of refractory.
Check furnace bottom, free of oil deposits.
III.Shell, Tube plates & Tubes:

Checks for deformation, corrosion, wastage, cracks etc.
Inlet tube ends, for erosion / corrosion.
Region in the way of normal water range for cavitation‘s, pitting etc.
Weld cracks in the way of valve openings.
Wastage in the way of manhole & hand hole flanges.
IV. Boiler mountings & safety valves:
All boiler mountings & safety v/v‘s including calibration of pressure gauge are to be
examined at each survey and opened as considered necessary by the surveyor.
The proper operation of the safety v/v‘s is to be confirmed at each survey.

Boiler safety v/v‘s easing gear is to be examined & tested satisfactory.
V. All boiler mountings:

Soot blowers.
Maintain steam stop v/v. o Air vent v/v.
Scum v/v .
Feed stop & check v/v.
Water level gauge glass.
Including cocks to be overhauled
Manhole covers.
Sampling v/v .
Blow down v/v .
Pressure gauge
Calibration.
All the mountings are to be removed, dismantled & inspected.
VI. Hydraulic test:

To be carried out if alteration/repairs have been carried out on highly stressed parts.
Major tube renewal has been done.

Shell plating renewal.
Usually 1.5 times the maximum WP for 30 minutes.
Can be requested at the discretion of the surveyor.
External operation:
Upon completion of the internal survey the boiler is to be examined under steam with the fuel oil burner
& safety devices to be checked under working condition.
Alarm test:
Water level high----------------------------------------------------- alarm

Water level low ----------------------------------------------------- alarm
Water level low low ------------------------------------------------- automatic shutdown with alarm
Forced draft fan or flame failure -------------------------------- automatic shutdown with alarm

Log book:
Review of boiler operation & feed water records.
Manual emergency shutdown:
Boiler forced draft fan & fuel oil service pumps are to be fitted with remote means of control,
situated outside the space in which they are located so that they can be stopped in the event
of fire.
Testing of local emergency stop function

blows.
07) with reference to boiler survey:

a) what are the internal inspection you will carry out as chief
engineer
b) what are the items checked to be carried out for external survey?
c) How will you set the safety valve?

ANS.
a) Following parts that require particular attention during internal survey:
Foundation:
Boiler supports, bolting & securing arrangements (fixed and sliding seating, chocks, rolling,
stays if any etc) to be examined.
Furnace:
o Check for distortion. Distortion mainly due to:
 Overheating (excessive scaling , excessive thermal stresses etc)
 Flame impingement.(across the path of the flame.)
 Check condition of refractory.
 Check furnace bottom, free of oil deposits.
III.Shell, Tube plates & Tubes:

Checks for deformation, corrosion, wastage, cracks etc.
Inlet tube ends, for erosion / corrosion.
Region in the way of normal water range for cavitation‘s, pitting etc.
Weld cracks in the way of valve openings.
Wastage in the way of manhole & hand hole flanges.
IV. Boiler mountings & safety valves:
All boiler mountings & safety v/v‘s including calibration of pressure gauge are to be
examined at each survey and opened as considered necessary by the surveyor.
The proper operation of the safety v/v‘s is to be confirmed at each survey.
Boiler safety v/v‘s easing gear is to be examined & tested satisfactory.
V. All boiler mountings:

Soot blowers.
Maintain steam stop v/v. o Air vent v/v.
Scum v/v .
Feed stop & check v/v.
Water level gauge glass.
Including cocks to be overhauled
Manhole covers.
Sampling v/v .

Blow down v/v .
Pressure gauge
Calibration.
All the mountings are to be removed, dismantled & inspected.
VI. Hydraulic test:

To be carried out if alteration/repairs have been carried out on highly stressed parts.
Major tube renewal has been done.

Shell plating renewal.
Usually 1.5 times the maximum WP for 30 minutes.
Can be requested at the discretion of the surveyor.
B)
Upon completion of the internal survey the boiler is to be examined under steam with the fuel oil burner
& safety devices to be checked under working condition.
Alarm test:
Water level high----------------------------------------------------- alarm

Water level low ----------------------------------------------------- alarm
Water level low low ------------------------------------------------- automatic shutdown with alarm
Forced draft fan or flame failure -------------------------------- automatic shutdown with alarm
Log book:
Review of boiler operation & feed water records.
Manual emergency shutdown:
Boiler forced draft fan & fuel oil service pumps are to be fitted with remote means of control,
situated outside the space in which they are located so that they can be stopped in the event
of fire.
Testing of local emergency stop function


blows.
08. a) Explain boiler water treatment and why it is necessary.

b) Explain the need to periodically blow down aux. Boiler.
A) Purpose/aim of boiler water Treatment:
 Maintain a clean, scale free heat transfer surface. Prevent overheating, distortion and
subsequent failure
 Prevent metal loss due to corrosion
 Minimize heat loss through excessive blowdown from boilers
 Extend the service life of the boiler
B)
 Although water condition satisfactory for the purpose of sludge forming in soft condition
 To produce the soft sludge.

09. A) Sketch and describe the suspended flame and how it is achieved in
a boiler furnace.
b) What are the factors contributes to suspended flame?
c) Why high capacity boiler is using vertical type burner?
d) Boiler combustion regulation.
e) How would you maintain efficient combustion?
Ans.
Suspended flame:
A suspended flame is the combination stage in which the oil stream particles & air enters the
combustion zone at the same rate at which the products of combustion leave it. The actual flame
therefore remains stationary while the particles pass through it. Undergoing the combustion process as
they do so. The combustion zone is divided into two main stages.
Primary flame
Secondary flame
Primary flame:

Is established near to the burner with the aid of primary air stream flame stabilizer (diffuser) & the
lighter fractions of hydrocarbons in the fuel injected.
The heat from the primary flame is used to heat the heavier constituents of the fuel to their
ignition temperature.
Secondary flame:
Established with the aid of secondary air stream and the large oil droplets which one heated by the
primary flame.
Ans: b. Factors
 Bunker must meet burner specification.
 Maintain fuel oil at correct viscosity at burner.
 Good atomization.
 Air flow design.
 Excess air.
C) Vertically & horizontally mounted burner.
 Vertically burner is easy to remove & assemble.

 Easy to alignment.
 Lesser chance of flame impingement.
 Due to space consideration & layout of engine room, marine boilers tend to be vertical
type.
 Because of this high capacity, burner is vertically mounted in order to achieve longer
flame propagation.
D)
3.5 % sulphar world wide.
Less than 1% sulphar ECA area.
NOx technical code only applies on A/E not in boiler.
Or
The NOx technical code applies only to diesel engines & does not apply to boiler combustion.
However regulation 14 applies the sulphar content when in SECA area has to be less than 1%
and less than 3.5% globally.
Continuous emission of black smoke is prohibited.
E) Maintenance:
Good purification of fuel oil.
Regular cleaning of fuel filters.
Maintaining fuel oil correct temperature / viscosity as per burner manufacturer instruction.

Regular maintenance on burners and periodically cleaning the nozzle tips.
Engine room vent fans running for good air supply.
10. a) boiler indication of tube failure

b) How to prevent EGE fire.
c) Necessary steps in case of EGE fire
d) Dry run of EGE.
c) Factors limiting in achieving PINCH POINT.
ANS:
A)

C) Dry run may require:
 Increase heavy leakage, when water level cannot be maintained, e.g : tubes failure.
 Stop valve ruptured & without spares.

 Break down of both circulating pumps.
EGE dry running:
 Permitted during emergency situation only.
 EGE coils should be free of soot accumulation or water washing carried out.
 Inlet & outlet v/v fully closed & vent or drain v/v‘s fully open.
 No ingress of water into tubes.
 Refer to manufacturers instruction manual, because a lot depends on the material of the EGE
tubes,e.g carbon steel.
 M/E load may be restricted.
 Exhaust gas at inlet of EGE may have restriction(<350 0C)
 Soot blowing operation may or may not be allowed.
 But if there is prolong low load operation of M/E, then frequent soot blow operation may be
required.
 After repairs water washing must be carried out before re using EGE.
D)
 Exhaust gas pressure loss & gas velocity.
 To achieve maximum heat transfer, the tube stack arrangement has to be optimized.
 This will lead to a higher pressure loss & corresponding reduction is gas velocity.
11. A) state what is meant by PINCH POINT? And its significance in

improving the efficiency of waste heat recovery for saturated and
superheated steam.
b) State what’s factors that should contribute should soot fire.
c) State the reasons the necessary action to be taken in case of soot fire.
d) What is the indication of soot fire?
e) State the precautions required to minimize the occurrence of soot
fire.
A) Pinch Point:
In principle Pinch Point may be considered a measure of how extensive & how efficient the
heat utilization of the (exhaust gas boiler) waste heat recovery system.
Temperature differential between temperatures of incoming water & outgoing exhaust gas.

Temperature differential at evaporation usually used as a guide for efficient heat transfer across
the tubes that is
TIN–T OUT=TTRANS. (Temperature of exhaust gas)
Pressure differential of exhaust gas across the tube stack.
The higher the Pinch Point the longer the heat transfer surfaces & the more efficient is the waste
heat recovery system. (Exhaust. Gas boiler)
Factors to achieve Pinch Point:
Exhaust gas pressure loss & gas velocity.

To achieve maximum heat transfer, the tube stack arrangement has to be optimized.
This will lead to a higher pressure loss & corresponding reduction is gas velocity.
Limitations:
Too much pressure drop may adversely affect main engine operation (T/C surging).
Too low gas velocity has a tendency for soot deposits accumulation.
Low exhaust gas outlet temperatures below the dew point can lead to sulphuric acid corrosion.
Dew point ∞ sulphar content × exhaust gas pressure.
As chief engineer to achieve pinch point:

Soot blowing.
Water washing.
Good purification.
Good combustion of M/E.
Bunker must meet engine specification.
Regular boiler water treatment.
B)
Factors contribute to soot fire:
a. Irregular soot blowing.
b. Irregular water washing.
c. Improper purification.
d. Low quality of residual fuel.
e. Low gas velocity.
f. Low load operation—prolonged.
g. M/E not efficiently operated,

h. Faulty pump & injector.
i. Bad timing & fuel injection system. -unbalanced engine operation.
j. Inefficient turbocharger operation.
k. Product of improper combustion.
l. Excessively cylinder lubrication.
C)
Necessary actions to be taken in case of soot fire:
a. Immediate action is to slow down M/E.

b. Stop M/E if fire is confirmed.
c. M/E exhaust gases contain > 17% oxygen.
d. Stop auxiliary blowers, seal turbochargers air inlets.
e. Keep EGE casing closed from ingress of air or gases.
f. Keep circulating p/p running during fire.
g. If possible maintain steam pressure as low as possible
D)
Indication of soot fire:
o Sudden rise of economizer outlet gas temperature during normal operation.

o Economizer outlet gas temperature remains high in spite of M/E speed reduction.
o Exhaust at funnel smoky & at a time there will be spark emission.
o Sudden rise in steam pressure.
E)
Precautions to minimize the occurrence of soot fire:
 Soot blowing.
 Water washing.
 Good purification.
 Good combustion of M/E.
 Bunker must meet engine specification.
 Regular boiler water treatment.
 Correct cylinder oil lubrication.

12. A) discuss the problems normally encounter with the operations of the
EGE.
b) State the precautions to be taken to minimize the occasions of EGE fire.
c) State with the reason necessary actions to be taken in case of EGE fire.
d) Explain the procedure for the dry run of EGE.

13) a) Describe the Purposes of carrying out water testing of boiler
b) Action to be taken in the event of oil contamination
c) Precautions to be taken while putting a boiler in operation after oil
contamination rectified.
B) Action in the event of gross oil contamination:
o The boiler has to be taken out of service.

o Oil in boiler has to be come from the cascade tank.
o The sources of leak has to be immediately identified and rectified.
o The observation tank and cascade tank has to be cleaned thoroughly including the ‗loofan‘
filters.
o If the presence of oil is found on the water side of the boiler it must be removed by boiling out.
o Boiling out requires the boiler to be taken out of service and drained completely.
o Before draining carry out through surface blow down.
o Never carry out bottom blow down first.
o Boiling out is also very quick & efficient method of removing various types of scale.
o Boiling out to remove oil, requires the use of a fairly strong caustic solution.
o Consult your boiler chemical supplier.

o One such solution is 2 kg of caustic soda (NaOH) and 4 kg of tri sodium phosphate (TSP)
for each 1000 kg of cold water required to fill the boiler.
o In addition it is advisable to add detergent amounting to 0.5% of boiler water capacity.
o After boiler is fitted with the chemicals it is then fired until it attains a pressure of about 5 bars.
o It is then completely drained and filled with the usual treatment chemicals.
C) Precaution before putting the boiler into operation:
 Oil in boiler can cause foaming, priming & carry over.

 It impairs (make worse) heat transfer & can cause overheating which leads to distortion
& subsequent failure.
 Before the boiler is put into service, frequent surface blow down must be carried out.
 Never carry out bottom blow down.
 Check for signs of foaming.
 Any oil traces coming into the observation tank has to be continuously removed by oil
absorbent material
14. A) causes and indication of boiler tube failure.

b) Hydrostatic pressure test of boiler
c) Main steam stop v/v badly corroded how to change it.
(b) Hydrostatic pressure test is carried out when :

Major tube replacement.
Repairs / partial replacement is done to the boiler pressure part like partial repairs to the shell.
Discretion of the surveyor.
All welding must be done by graded welders, acceptable to the class.
Procedure:
Ensure all mountings are in place and shut.

The safety v/v‘s mountings is blanked off.
The gauge glass are removed or isolated by shutting the steam and water cocks.
The air vent valve is opened & water can be filled manually by the feed p/p until water flows out
from the air vent.
Shut air vent valve.
Fix pressure pump and connection at the top of boiler – usually at safety v/v mountings.
Pressure up to 1.5 times the maximum allowable working pressure.
Surveyor usually wants pressure to hold steady for at least 30 min & check for sign of leakage.
Test name Where applicable Pressure

Hydrostatic pressure test Boiler pressure part (shell) 1.5 times ×M.A.W .P for 30 min
Accumulation pressure Test Safety v/v Should not exceed 6% MAWP
2ND safety v/v setting 2nd safety v/v 3% more than previous v/v
Main steam stop v/v test Main steam stop v/v 1.5 × x (where the v/v is xk 200)
2
Water heating surface area , if more than 46.5 m , Two or more safety v/v
needed safety v/v bore must be between 19 to 100 mm
c) Boiler main steam stop valve:

Valve materials:
All valves attached to a boiler either directly or by means of a distance piece are to be forged
cast steel.
If temperature < 2320 C, Nodular cast iron grade 60-40-18 may be used.
If temperature < 2080 C, Type- 1 bronze may be used.
Valve design:

All valves are comply with a recognized national standard and are to be permanently marked
in accordance with the requirements of the standard.
Procedure:
Check drawing/ instruction for exact specification.
Before ordering new v/v request for mill or test certificate from supplier.
If valve is ―16K-200‖ surveyor will request pressure test to 1.5x 16 kg-cm2.
Surveyor usually looks for the sign of ― porocity defect‖ inherent in casting in the form of weeping
or water droplet in the valve body.
When surveyor is satisfied he will stamp the valve.
Now you can proceed to replace the v/v when boiler is out of service.
15. As a chief engineer prepare standing order to be carried out in case

of...
a) High water level alarm
b) Low water level alarm
c) Rupture of boiler tube includes how to avoid occurrence.

16. A) a) boiler furnace tube fracture...how to plug.
b) Boiler hydraulic test how to carry out?
(b) Hydrostatic pressure test is carried out when :
Major tube replacement.

Repairs / partial replacement is done to the boiler pressure part like partial repairs to the shell.
Discretion of the surveyor.
All welding must be done by graded welders, acceptable to the class.
Procedure:
Ensure all mountings are in place and shut.

The safety v/v‘s mountings is blanked off.
The gauge glass are removed or isolated by shutting the steam and water cocks.
The air vent valve is opened & water can be filled manually by the feed p/p until water flows out
from the air vent.

Shut air vent valve.
Fix pressure pump and connection at the top of boiler – usually at safety v/v mountings.
Pressure up to 1.5 times the maximum allowable working pressure.
Surveyor usually wants pressure to hold steady for at least 30 min & check for sign of leakage.
FUEL OIL
1) a) Explain in detail how specific fuel consumption of a large engine should be
calculated
b) State with reason what correction should be taken for accuracy of results
c) Explain how the specific fuel consumption reading can be interprets for
corrective actions to improve engine performance.
Ans:

2. given bellow is a bunker fuel analysis report with ref to each
parameter of this report
a) explain the consequence of using this fuel
b) what engine adjustment and fuel treatment required for safe
operation
c) does his fuel satisfy IMO regulation

Density:
 The supplier has claimed the density at 996.5 kg/m3, but result is 992 kg/m3.
For the same volume supplied, the mass quantity is less, charterers to be informed & actual
quantity on board has to be adjusted.
Density_992kg/ m3
Check the purifier on board.
 If it can handle up to 1010 kg/m3, then no problem. If it is conventional type (can handle up to
991 kg/m3) then the oil water interface may be shifted outwards & interface may become
unstable & seal breakage may occur.
Adjustment
 Check nomogram, accordingly select a smaller diameter of gravity disc.
0
Maintain purifier operating temperature around 95-98 C.
Viscosity:
Viscosity is high
Consequences
Due to higher viscosity there is change of increase in ignition delay & after burning occurs.
Adjustment:
To obtain correct viscosity of 12-15 cst, the fuel injection temperature needs to be increased.
Water:
Water is within limit.
If it is high then consequences

May not be good for cylinder oil film formation.
Water reduces the calorific value & increases SFOC.
Affect proper combustion.
Microbial degradation.
Adjustment:
Should carry out frequent drained settling/service tanks & by purification.
Carbon residue:
Above limit & found in soluble form.
Consequences
 Piston ring groove deposits and fouling of T/C inlet grids, Nozzle rings & turbines blades.
Increase soot formation at exhaust gas boiler.
This parameter is out of specification

Adjustment:
Increase the frequency of T/C grit washing, dry cleaning, water washing.
Increase the frequency of soot blowing & water washing of EGE.
Increase the frequency of scavenge & under piston space cleaning.
Inspection signs of scuffing at every opportunity.
Sulphur:
Within limit but not for use in ECA area.
st st
After 1 January 2015, the ECA limit is 0.1%. Globally limit is 3.5%. After 1 January 2020 the global
limit will be 0.5%
Increase sulphuric acid formation & cause liner corrosion.
SOx emission will be more due to higher sulphur content.
Adjustment:
Use high TBN of cylinder. Oil & match the feed.
Maintain correct liner temperature.
Avoid overloading of engine.
Ash:
Above limit & mostly found in insoluble form.
Consequences:
Piston ring grooves deposits, fouling of T/C inlet grids, Nozzle rings & turbine blades increased
Increase soot formation of exhaust gas boiler.
Associated with abrasive wear.
Scuffing & injector atomizing holes enlargement.
Adjustment:
Operate the centrifuges in series as purifier & then clarifier.
Operate the centrifuges at optimum through put.(10-15% above the consumption)
Reduce the interval of desludging.
Reduce the interval of back flushing filters.
Increase the frequency of all fuel filters cleaning.
Vanadium
Within limit.
If it is high consequences
Found in natural form( Soluble)
Known for its high temperature corrosion
Hot corrosion causes extensive damage to nozzle ring & turbine blades.
0
Combines with sodium to form a molten paste at temp. Around 500 C.
Sticky corrosive, soft deposits on the exhaust v/v, piston crown, cylinder head, T/C.
Adjustment:
Maintain exhaust temperature within limit.
Sodium
Above recommended limit

Suspect sea water corrosion
Since the vanadium content is higher than the 1/3 of the vanadium content, the risk of high
temperature corrosion is very high
When the sodium content is higher than 100 mg/ kg, an increase in salt deposits can take place in the
combustion space and exhaust system leading likely to T/ C surging.
Adjustment
Frequent draining of settling and service tank to remove water
Carryout frequent in situ cleaning of T/C
0
Maintain exhaust temp bellow 500 c
Flashpoint:
Within limit
Adjustment
0
Maximum heating in the fuel system especially at the fuel oil heaters should not exceed 160 c
Pour point:
Within limit.
0
Maintain bunker tank temperature above 30 c
Aluminum + Silicon:
Within limit.
Associated with abrasive wear (as hard as diamond)
Abnormal wear at fuel p/p plunger & barrels.
Piston ring grooves deposits and fouling of T/C inlet grids, Nozzle rings, & turbine blades
increased.
Adjustments:
Running purifier in parallel with reduced throughput
Running in series as a purifier and clarifier
Frequent cleaning of filters is essential
Total Sediment, aged:

Within limit
Related to ageing and blending of oil
Consume this bunker first.
Try to keep in circulation as often as possible
Transferring from tank to tank.
Zinc, phosphorous, calcium: (ULO)

Higher value, all above limit.
Presence of used lube oil (ULO- Used Lube Oil)
Deposits formation increase on piston, piston ring & exhaust v/v.
CCAI
Within acceptable range

Indication of the ignition quality although not scientifically proven
Acid number:
Above limit
Presence of in organic acids.
This parameter is out of specification
Adjustments:
Slightly increase the cylinder lubrication to neutralize the presence of acids.
Hydrogen sulphide
Within limit
Tests carrier out for human safety in the enclosed space in the vicinity of the fuel oil tanks
Also contributes to acidity
It is a colorless gas with the characteristic of foul odor of rotten eggs; it is heavier than air very
poisonous, corrosive, flammable and explosive
IMO Regulation:
This fuel oil clearly indicates the presence of used lube oil & in organic acid.
As per MARPOL Annex VI regulation 18, the presence of ULO (Used lube oil) & inorganic acids is
UNACCEPTABLE.
A letter of protest must be issued to the charterers.
3) Use the monograms and calculate the corrected specific fuel

consumption of a large diesel given that

4) With reference to the fuel oil bunker analysis report, explain the effect of each of
the following on engine performance, components & further maintenance, stating the
steps which should be taken in order to minimized these effects:
A. High carbon residue level.
B. Low ignition quality.
C. High Aluminum + Silicon level.
D. High Vanadium + Sodium level.
High Carbon residue:

Above limit & found in soluble form.
Consequences:
Increase in Piston ring groove deposits
Increase in fouling of T/C inlet grids, Nozzle rings & turbines blades.
Increase soot formation at exhaust gas boiler.
Adjustment:
Increase the frequency of T/C grit washing, dry cleaning, water washing.
Increase the frequency of soot blowing & water washing of EGE.
Increase the frequency of scavenge & under piston space cleaning.
Inspection signs of scuffing at every opportunity.
Low ignition quality:

Low or poor ignition quality indicated by higher CCAI value
Poor ignition quality will lead to increase in ignition delay
Ignition delay is the time between injection and ignition
Effects of increased ignition delay are:
After burning.
Bad combustion.
High exhaust temperature.
Low P max.
Lower output power.
Reduced engine speed
Adjustment:
Slightly advance the VIT setting.
High Aluminum + Silicon:
Consequences:
Associated with abrasive wear (as hard as diamond)

Abnormal wear at fuel p/p plunger & barrels.
Piston ring grooves deposits and fouling of T/C inlet grids, Nozzle rings, & turbine blades
increased.
Adjustments:
Running purifier in parallel with reduced throughput
Running in series as a purifier and clarifier
Frequent cleaning of filters is essential
High Vanadium + Sodium.
Consequences:
Found in natural form( Soluble)
Known for its high temperature corrosion
Hot corrosion causes extensive damage to nozzle ring & turbine blades.
0
Combines with sodium to form a molten paste at temp. About 500 C and above.
Sticky corrosive, soft deposits on the exhaust v/v, piston crown, cylinder head, T/C.
When the sodium content is higher than 100 mg/ kg, an increase in salt deposits can take place in the
combustion space and exhaust system leading likely to T/ C surging.
Adjustment:
Frequent draining of settling and service tank to remove water
Carryout frequent in situ cleaning of T/C
0
Maintain exhaust temp bellow 500 c
5. f.o low sulpher how to discuss with super eng.

DNV- Det Norshke Veritas.DNV Petroleum Services.
FOBAS-Fuel Oil Bunker Analysis and Advisory Service. Operated by Lloyd‘s Register.
VISNA labs.
Density – has unit kg/m2, g/cm2.
Specific Gravity- no unit,
Flash Point:
Minimum 600C as per SOLAS.
Storage & Settling tanks to be 100C less them measured flash point
Outside machinery spaces flash point must be more than 43 0C.
Pour Point:
Dew Point :
sulphur content.
exhaust gas pressure.
TSP: Total Sediment Potential (sludge forming tendency of fuel)

CIMAC: International Council on Combustion.
CCAI: Calculated Carbon Aromatic Index.
IAPP: International Air Pollution Prevention.
EIAPP: Engine Inlet Air Pollution Prevention.
Ques : Bunker had been taken in a port & a sample was sent to the laboratory for analysis. The
analysis indicates that the fuel was not of correct specification, in a number of aspects. But
that fuel had to be used. How do you use “density……………….ULO‟.
( SAME QUESTION)

Ques: F.O settling tank drain valve chocked (spring loaded)
Ans:
Put transfer p/p to manual & stop.
Lower the settling tank ( p=h g), manually drain to spill/ overflow tk.
Blow through drain pipe using either compressed air or steam.
Change purification from settling to settling tank.
Note : Do not use snake wire.
Ques: F.O service tank drain v/v chocked (spring loaded)
Ans:
change over to another service tank, if available.
Change over M/E to high suction, if available.
reduced / lower the service tank by manual drain to spell/ overflow tank.
Attempt to clean by compressed air/ steam. If failed / cannot do step 1- 4, then
Standby an set of backwash/line filters.
reduce the interval of backwash & cleaning of line filters.

Drain frequently from your mixing column.
Run purifier two in parallel & run at optimum throughput.
Frequently drain to overflow tank (occasionally).

Ques: what is the maximum bunkers lift able on a ship?
Ques: Voyage, Japan to Singapore to durban, bunkering will be in
Singapore .What is the minimum bunkers for arrival Durban?
 85% for normal safe

loading

Bunkering Plan to be briefed
Usual shipboard settings
92% high level alarm
95~98% for high-high level alarm or with overflow arrangement
LUB OIL
Question 1: With reference to engine system oil
a. Discuss “Four contaminants‟ commonly found in engine system oil & their
adverse effect on function of system oil.
b. Sources of these contaminants & how they are detected.
c. Corrective measures to be taken in case of contamination with
contaminants identified in (a).
Ans: a.
Four contaminants are
 Water
 Fuel oil.
 Products of combustion.
 Wear particles.
Water contamination:
Effect:
Pitting due to stray electric current.
Emulsification of oil.
Bacterial infestation.
Damage to ceramic coatings.

Change the viscosity of oil, affect the hydrodynamic lubrication.
Reduction in load carrying capacity.
Fuel oil contamination:
Effect:
Drop in flash point resulting in unstable cylinder lubrication in 4- stroke engine.
Increase in density resulting in reduced oil flow & spread ability.

Increase in abrasive components, like aluminum – silicates.
4) Acidic corrosion, if contaminated with high sulphur fuel.
Products of combustion:
Effect:
Accumulation of deposits in piston ring grooves leading to sticking.

Scuffing or micro seizure on 4- stroke engines.
Scoring of bearing surfaces. 4) Frequent clogging of filters.

Change in viscosity.
Increased probability for foaming.

Lubricating oil film formation reduced.
Metal wear, dust & dirt particles:
Effect:
Metal wear from engine & system components, dust from air and dirt particles from rust,
increases the quantity of solid insoluble of lube oil.
Friction will increase between sliding surfaces.
Abrasive wear will take place between moving parts.
Accumulation of deposits in piston ring grooves, leading to sticking.
Frequent clogging of filters.


Answer B
Sources:
Leakage in exhaust v/v, liner O-rings, lube oil cooler.
Maintaining lube oil purifier oil-water interface to close to clean oil outlet
Condensation due to high humidity.
Leakage of bilge through sounding gauges.

Leakage of bilge water through expansion bellows fitted between the engine and tank top.
Detection:
Water in oil (WIO) on-board test.
Laboratory test.
Colour will change due to emulsification.
Sump level will increase.
Fuel contamination:
Sources:
Dripping of F.O injectors (trunk type engine)
Excessively worn F.O p/p plungers & barrels.
Detection:
System pressure will be low, indicate D.O contamination.

Change in flash point.
Colour change.
Sump level will increase.

Change in density.

Product of combustion:
Sources:
Due to poor quality of fuel, fuel remain unburned, if poor sealing between piston ring &
liner this combustion products can enter into the system oil directly in trunk type engine.
If faulty piston gland this combustion products can enter into the system oil in cross head
type engine.
Detection:
Spot test.
Colour will change.

Change in density.
Metal wear, dust & dirt particles:

Sources:
Metal wear from engine & system components.
Dust from scavenge space air pass through faulty stuffing box.
Dirt particles from rust
Detection:
Spot test.

Scratch mark on the sliding surface.
Excessive wear down of sliding parts.
Excessive wear down of sliding parts.
Corrective action:
Identify and rectify leakages.

Centrifuge at optimal throughput and maintain temperature at about 80°C-
90°C.Monitor through shipboard test for water.
Batch purification at first opportunity.

Fuel contamination :
Stop source of fuel contamination.

Overhaul fuel pumps, injectors regularly.
Products of combustion:
Ensure good combustion with no blow-past.

Ensure no fuel leakage at fuel pumps and injectors.
Shipboard and lab analysis should be carried out regularly.
Wear particles:
Ensure good purification with optimal throughput.

Carry out batch purification at first opportunity.
Frequent cleaning of filters.
Clean crankcase after every unit overhaul.
Frequent spot test/ blot test/ drop test.

2) Given below is a medium speed trunk type main engine oil analysis report. With reference
to each parameters of this report:
1. Is there sufficient additives reserve in circulation of oil to protect the engine?
2. Analyze condition of this oil used oil test results for each parameter by comparing
with SAE 30 New oil.
3. Discuss the effect of continued usage of this oil in the system without taking any
corrective measures.
4. What lube oil system adjustment & treatment is required for continued use this oil
and safe operation of the engine.
Lubricating oil analysis report

Report Nr. 5555555
Sample
Sample landed 25/09/14 reported30/09/14
Equipment: Main Engine
Model 4 stroke medium speed
Rating: 7200KW at 500 RPM
Engine running hours 75650 hrs
Oil consumption 40 ltr/day
Lubricating oil SAE 30
Oil volume in the system 5000 ltrs
Sampling point Engine inlet
Parameters Used oil Results SAE 30 New oil
Viscosity @ 1000C 14.5 11.5
Density @ 150C 0.925 0.90
Flashpoint 0C 140 240
Water % 0.5 0
Nature of water Trace of chloride
Ash % 4.2 4
Base Number 23 30
Pentane/Heptane insolubles 3
Toluene/Benzene insolubles 1.5
Ans: a.
4- STROKE
For standard guidance, the oil volume in the sump should be 1.3 kg/kW (4-stroke)
In this case for an engine rating of 7200 kW, the oil volume should be 7200 x 1.3 = 9360 kg or
9360/0.90 = 10,400 litres.
But the present reserve is about half of what is required
This means there is not sufficient additive reserve to protect the engine
2 – STROKE
L.O. Sump Quantity
Sump Quantity (Guidance) = Lube Oil Pump Capacity ÷15
=1200 ÷15
80 m3
80,000 litres
Ans. B
I. viscosity:
Viscosity has increased due to:
Water contamination ( emulsification)
HFO (not diesel oil) contamination.
High insoluble contents.
Oxidation due to aging & high operating temperature.
Limit:
Maximum + 40%, minimum -15%of initial value.
II. Density:
Density has increased due to:
Water contamination.
HFO contamination
High insolubles.
Piston blow past, leaky injectors, fuel pump plungers & barrels badly worn
Limit:
± 5%of initial value.
III. Flash point:

Flash point has reduced, main suspect due to:
HFO contamination due to improper combustion, blow past.
Leaking injectors, worn fuel p/p plunger & barrels.
Limit: minimum 1800C.
IV. Water:
Presence of water with trace of chloride due to,
Bilge leakages likely through sump level indicator
In efficient operation of purifier.
Crankcase breather pipe condensation as atmosphere has saline nature.

Possible but do not suspect leakages due to steam or engine cooling water as this may
increase the base number.
Limit: FW maximum 0.2%, for short period 0.5%.

V. Trace of chloride:
Not a sign of contamination.
In evitable due to nature of sea environment.
Limit: Trace- saline.
VI. Ash:
Increase due to suspected heavy FO leakages at the fuel p/p plungers, barrel as HFO has
high ash content.
Check sump tank for any rust during batch purification
Limit: maximum +2%of initial value.
VII. Base number:

Additives dropout due to insufficient oil volume in circulation.
Improper/irregular top-up of sump
High acids formation due to sulphur in HFO can reduce TBN
Limit: maximum + 100%, minimum -30%of initial value.
VIII. Insolubles:
the amount of insolubles ingredients in the oil are checked as follows:
Equal parts of oil samples are diluted with benzene & pentane/ heptane.
As oxidized oil (lacquer and varnish-like components) is only soluble in benzene, and not in pentane or
heptane, the difference in the amount of insolubles is indicative of the degree of oxidation.
IX. Pentene/ Heptane insolubles:

Indication of oxidation & the metallic deposit present.
Pentane insolubles max. 2%
X. Toluene/ Benzene insolubles:

Indication of the metallic deposits present.
Benzene insolubles max. 1%
XI. P/H –T/B Insoluble
3 –1.5 = 1.5

Indication of the rate of oxidation that has taken place
Limit max. 1%
Insufficient volume
Improper top-up
Ageing of oil
Ans: c. Effect of continued usage:
Due to increase in viscosity & density
Spread ability of the L.O film will be affected.
Hydrodynamic lubrication properties can be affected and bearings can experience higher
wear.
In effective purification due to change in density without adjusting gravity disc.
Due to lower flash point cylinder lubrication oil film formation will be effected.
Presence of water can lead to emulsification & trace of chloride can lead to high temperature
corrosion if HFO containing vanadium is used
Ash has always been associated with abrasive wear, incidence, of micro seizure & scuffing
will be increased.
Lower TBN value can lead to acidic corrosion at liner surfaces.
Presence of insoluble can lead to foaming of the lube oil and can lead to -
Pitting on the bearing surfaces.
Scoring on the bearing/ journal surfaces.
High degree of oxidation can lead to
Higher incidence of lacquering/varnish deposits occurring
Ans: d. Adjustment and treatment:

Carry out batch purification at first opportunity, including cleaning the sump tk. This will
reduce the water & insoluble content drastically.
Sump tank should be filled to the right volume and then regularly top-up of sump not more
than 10%of the sump volume at a time should be done.
Fuel and water leakage should be identified & rectified
Operate the lube oil purifier at the optimum throughput
Sample sent for lube oil analysis for follow-up action.
Carry out elemental (spectrographic) analysis onboard if available
Rate of oxidation:
At normal service temperatures the rate of oxidation is significant. Following 3 factors will
accelerate oxidation:

High temperature:
Local high temperature will arise in pistons if oil circulation is not continued about 15
minutes after stopping engine.
Heaters: oil should be circulated before and after opening steam or electric supply.
Air admixture:
Good venting of the sump tank should be arranged.
Total oil quantity should be such that oil is not circulated more than 15-18 times per hour.
This ensures sufficient time is available for DE aeration during the period of rest in
the sump tank.
The whole oil should take part in circulation to avoid any stagnation (sump tank design).
Catalytic action:
Oxidation will be considerably accelerated if oxidation catalysts are present in the oil,
e.g: wear particles of copper, ferrous and rust.
Water is likely to condense on tank, ceiling to form rust and then fall into oil. Thus acceleration
oxidation.
1.with reference to large and medium speed main propulsion engine system oil, discuss
cause,effects,preventive and corrective measures that should be taken for following problems

3)
a) Describe with aid of sketches, an automatic self disludging centrifuge suitable for
dealing with system oil of an auxiliary engine operating on HFO.
b) If a purifier is continuously discharging sludge from the heavy outlet discuss the
reasons and suitable corrective measures.
c) Explain the feed rate, separation temperature & gravity disc of centrifuge is
selected for optimum operation.
Ans:

Ans.
a) Principle operation of purifier:

Centrifuge is driven by an electric motor via gearing.
After getting the operational speed, then at first apply the operating water to lift the sliding bowl as
well as close the disludging port.
Then supply the sealing water to form the seal.
Then oil is supplied to the purifier through distributor via the inlet pipe with optimum throughput &
correct temperature.
The oil passes from distributor to supply hole, from the supply hole oil is feed to the space
between the disc.
During purifier running, oil & water combined with make interface due to differential specific
gravity.
Separation & clarification takes place between the discs water & sludge moving radially outwards
pass along the under surface of the disc & purified oil moving radially inwards, passes over the
upper surface of the discs.
The solids from the oil are thrown outwards & collect against bowl periphery, which are
discharged at a interval by disludge mechanism.
And if oil having water , then water with higher density than oil will go to the water side due to the oil
water interface, and excess water will be overflowing through water outlet.
Thus clean oil passes to the clean oil outlet after purification.
Sludge discharging mechanism:

The oil supply is shut.
The bowl closing water (operating water) O is shut.
After that bowl opening water ( High pressure) D is open
This high pressure water occupy the space B and sufficient enough to open the spring loaded
valve.
Then the water from the space A together with the water from space B will be drain out.
Thus the sliding bowl C will fall, to break the bowl seal and allow the accumulated sludge to drain through
discharging port.
Again closing of high pressure water D and supply with operating water O will form the seal.
Thus purification process can be start again

Ans. B)
Reason for continuously discharging sludge:
Emulsification/contamination of oil with sea/ fresh water, difficult purification.

Disludging interval too long or irregular cleaning resulting in sludge build up in bowl periphery & in
plates.
Interface is maintained too much outward on the periphery.
Purifier speed not optimum due to slippage, worn friction pads, faulty bearing.
Throughput is very high, resulting in higher back pressure.
Operating temperature low.
Bowl sealing ring not holding tight due to scoring, worn.
Action/ corrective measures:

Clean purifier at regular interval, adjust disludging interval according to maker‘s recommendation.
Check nomograms & select proper gravity disc.
Check oil pressure & flow.
Maintain correct temperature.
Change seal ring.
Check the beet, friction pad, & bearing.
C) Feed rate:
( Higher feed rate shift interface outward and lower feed rate shifts interface inward and
more impurities get carried over with oil. So feed rate should be adjusted & controlled with
the reference of nomogram.)
For lub oil purifier the throughput should be about:

20-25% of maximum capacity for detergent oils.(4-stroke engine system oil.)
50-60% of maximum capacity for straight mineral oils.(2 – stroke engine system oil.)
For fuel oil purifier, the throughput should be about 15-20% more than SFOC.
This will ensure sufficient dwell time, is present to effectively remove water & the unwanted
insoluble

Separation temperature:
(Temperature of oil causes the interface line, to set at a point to get optimum purification. If temperature
is high then oil water interface moves to inward, so water will mix with oil outlet. If temperature is low then
oil water interface to move outward, so oil over flows from water out let)
For lub oil purifiers, temperature should not exceed 80-850C as this may damage the additives.
For fuel oil purifiers, the temperatures should not exceed 980C as this may cause the sealing
water to boil & loose boil seal.
Higher temperatures assist in the separation process.
Selection of gravity disc:

Reference should be made to the nomogram with information on the measured density &
temperature.
The diameter of the gravity disc determines the location of the interface, Smaller diameter brings
interface inwards & Larger diameter brings interface outwards.
Interface should be maintained between top disc & edge of disc stack.
Ques 4: With reference to large and medium speed main propulsion engine system
oil, discuss the cause, effects, and preventive and corrective measures that should
be taken for the following problems:
Drop in alkalinity.
Increase in insoluble.
Water contamination.
Ans:
Change in viscosity:
Causes:
Increase in viscosity:
Water contamination due to,
Leakage in exhaust v/v seat, liner o- rings, lube oil cooler.
Maintaining lube oil purifier oil- water interface too close to clean oil outlet.
Heavy fuel oil leakage due to,

Dripping F.O injectors.( trunk type engine)
Excessively worn F.O pump plungers & barrels.
High level of insoluble due to,
Poor purification.
Ageing caused by oxidation & thermal degradation.
Thermal degradation due to high temperature.
In sufficient oil in circulation resulting in depletion of additives reserves, operating engine at
overload condition – resulting in overheating condition.
Drop in viscosity:
As most modern engines use heavy F.O for maneuvering so the incidence of diesel oil
contamination leading to drop in viscosity is very much reduced.
However due to ECA requirement, so the incidence of diesel oil contamination leading to
drop in viscosity is very much reduced because of Modern fuel pump fitted with
special type of seals.
In 4- stroke auxiliary engines, diesel oil leakages are still prevalent, from leaks at fuel pumps.
Effects water contamination:

Pitting, due to stray electric current.
Effects fuel contamination:

Drop in flash point, resulting in unstable cylinder lubrication in 4- stroke engine.
Increase in density and viscosity, resulting in reduced oil flow & spread ability.
Increase in abrasive components, like aluminum – silicates.
Acidic corrosion, if contaminated with high sulphur fuel.
Effects of insoluble:
Increase in insoluble due to oxidation-
Scoring & increased wear.
Increase probability for foaming.
Increase in abrasive wear.
Pitting in bearings.

Preventive & corrective measures:
Water:
Stop source of water contamination.
Rectify leaks at coolers.
Fuel:
Stop source of fuel contamination.
Overhaul fuel p/p, injector regularly.
Insoluble:
Insoluble can be reduced by efficient purification.
.
Drop in alkalinity:
Causes :
Higher sluphur content in the fuel oil.
In sufficient volume of oil in the system, leading to TBN drop out.
Infrequent topping up of oil.
Blow- past of combustion gases.
Effects:
Acidic corrosion may take place on engine components.
Corrective & Preventive measures:
Ensure good combustion with no blow- past.
Ensure no F.O leakages at Fuel p/p & injectors.

Top up L.O regularly but no more than 10% of system oil volume
Shipboard & lab analysis should be carried out regularly.
Replenishment :
Little by little, more often.
Less than 10% of oil in circulation.
Do not allow TBN to drop below the limit even for short interval.
Increase in insolubles:
Causes :
Excessive blow past & contamination with product of combustion.

Oxidation of lube oil due to aging & higher operating temperature.
Metal wear products, from engine components- especially bearings.
Effects:
Accumulation of deposits in piston ring grooves leading to sticking.
Scuffing or micro seizure on 4- stroke engines.
Abrasive / scoring of bearing surfaces.
Pitting in bearing.
Increased probability for foaming.
Preventive & corrective measures:

Ensure good purification with optimal throughput
Carry out batch purification at first opportunity.
Frequent cleaning of filters.
Frequent spot/blot/drop test.
Clean crankcase after every unit overhaul.
Causes:
Water contamination due to:
Leakage in exhaust v/v seat, liner O-rings, lube oil cooler.
Maintaining lube oil purifier oil-water interface to close to clean oil outlet.
Leakage of bilge through sounding gauges.
Leakage of bilge water through expansion bellows fitted between engine and tank top.
Effects:
Pitting due to stray electric current.
Change the viscosity of oil affects the hydrodynamic lubrication.
Corrective & Preventive measures:

Identify & rectify leakage.
Centrifuges at optimal throughput & maintain temperature at about 90 0C based on the lube oil
supplier recommendation to prevent additive damage.

Monitor through shipboard test for water.
Carry out batch purification at first opportunity.
Ques 5: With reference to medium speed main propulsion engine system oil,
Discuss the properties of system oil.
Explain which properties and conditions are analyzed for testing program.
State how and why they are analyzed. ( Hint: Properties include viscosity, density,
flash point etc, while condition mean contamination such as water, insolubles etc)
Ans: a.
Properties of system oil:
High oxidation & thermal resistance, so as to perform at elevated temperatures.
Viscosity index high so that it does not vary much with temperature.
Appropriate viscosity to meet liner lubrication as well as bearing lubrication.
TBN value to match sulphur content in fuel being used.
Viscosity index: It is an arbitrary measure for the change of viscosity with variation in temperature.
The lower the VI, the greater the chance of viscosity of the oil with temperature and vice versa. It
is used to characterize viscosity changes with relation to temperature in lube oil
High detergency properties so that it softens and takes away all the deposits formed.
High dispersancy properties so that it keeps all the deposits in suspension.so that it can be easily
removed by purification
Higher flash point as it comes into contact with the combustion gases.
Anti-foam properties as the oil tend to have higher deposits.
Extreme pressure and anti-wear additives, for maintaining boundary lubrication between liner and
piston ring.
Ans: b.
On board lub oil test:

Water in oil:
The sample oil is mixed with the reagents (Calcium Hydride) in a container provided by the
supplier.
TBN test:
The sample oil is mixed with the reagent provided and given a good shake.
The container gets pressurized and the TBN reading is read of the gauge.
The TBN value can indicate the alkalinity value.

Viscosity test:
The viscosity of the used oil is compared to that of the new oil, by allowing them to flow in the
template provided under the same temperature conditions.
Blot / spot test:

A drop of sample oil is dropped on a blotting paper and the dispersion indicates the amount of
insolubles present.
PH test:
The pH value can indicate the alkalinity value and hence an indication of the TBN value.
Ques 6: Purifier performance monitoring:
Ans: Operation condition:

Proper through put.
Maintain back pressure.
Correct fuel & Lube Oil Temperature.
Correct gravity disc.
Amount of sludge/ water accumulation in sludge tk.
Mechanical condition:
Friction pad condition.

Bearing condition, belt condition.
Gear case inspection & L.O change at regular interval.
Height of the shaft.
Bowl disc cleaning at regular interval.
Main seal ring & O ring condition.
Electrical condition:
IR of motor to be taken at regular interval.
Motor normal ampere to be marked & monitored.
All panel indication temperature in order.
Solenoid v/v operation, according to timer cycle.
F.O/L.O analysis:
Sample before and after purifier should send at regular interval.

Beside this on board test to be carried out.
F.O/L.O system performance:

F.O drain from service tank any sign of water /sludge.
Suction strainer of F.O supply / L.O p/p.
Backwash filter condition & pressure difference.
M/E F.O p/p, cylinder liner & piston ring condition.
Crankcase checking for any sludge
Finally manufacturers recommended procedure will make the purifier operation efficient and safer
Ques: What is “Microbial Degradation” of lubricating oil? explain how such degradation can
be prevented.
Ans:
Microbial Infection In System Oil
The micro- organism ( microbes) most important to the marine industry are bacteria, moulds and
yeasts, with bacteria more often related to micro-biological degradation and attack.
Conditions of Microbial Growth

In general, microbial growth depends on :
WATER CONTENT, an excess of 1% being needed to sustain microbial growth.
NUTRIENT SUPPLY such as nitrogen, phosphorus and sulphur found in some cooling water
corrosion inhibitors.
TEMPERATURE between 40-500C.
Some distinctive symptoms of infection

Slimy appearance of oil in crankcase. Sour of sulphide (―rotten egg‖) odor.
Evidence of large quantities of shiny grey or black sludge in sumps, drain tanks and generally
stagnant crankcase areas.
Tendency for oil filter to be plugged with unusually high frequency.
Corroded steel surfaces particularly with a well advanced infection by sulphur- oxidizing bacteria.
If any of the more readily visible symptoms of microbial attack become apparent, it is advisable to
check at the earliest opportunity one or more crankshaft bearings for corrosion.
Prevention and cure:

―Good house-keeping‖ at all times, that is attending to water leakage and proper
operation and maintenance of the purifying equipment to ensure that the water is
kept out of the oil or is promptly removed.
Continuous centrifuging of oil at 800C or higher to prevent or remove infection. The whole volume of
system oil should be centrifuged at least twice a day.
If a microbial infection is suspended or established, then:
Samples should be taken of system oil, water and sludge from stagnant crankcase areas ( or
purifier discharge) and from cooling water tanks.
The above samples and any additional material or information considered relevant,
should be promptly sent to a micro-biologist for identification of the microbes and
recommendation of a suitable biocide to clean up and sterilize the infected areas.
Note: it is generally advisable to use a fresh charge of oil on completion of a sterilizing treatment.
Lub oil management: (What are the procedures for lub oil from procurement to disposal?)
When taking over duties:

As a chief engineer, upon joining vessel:
Check R.O.B of all grades of L.O.
Daily consumption.
Sufficient L.O for the voyage.
Check previous analysis reports.
Ordering of lubricants:
Take R.O.B of all grades.
Identify supply parts which are economical.
Check all tank sounding & estimate accordingly how much can be taken in each tank.
Order for maximum tank stock or stock for at least 100% change for machineries like steering
gear (critical machineries) etc. order in bulk or pail as per company‘s policy.
When ordering, also consider the consumption pattern & order for sufficient stock to last for the next 3
months. This is to avoid frequent ordering.
Bunkering lubes oil:

Follow company‘s policy for bunkering in bulk.
Brief all relevant personnel regarding their respective duties.
Bunkering plan made available.

Monitor the tanks levels by manual sounding as well as remote gauges.
Analysis:
Carry out regular shipboard tests where available for water spot & viscosity.
Send samples for lab analysis on 3-monthly or as agreed period for the machineries.
Follow the recommendation as per analysis report like partial renewal, batch purification etc.
System monitoring:
Cleaning of all filters, back-wash filters as per PMS or as necessary.
Running L.O purifier efficiently.
Coolers cleaned regularly.
Consumption monitoring:
High consumption increase running cost.
But high consumption can also be due to worn piston rings, liners etc. ensure unit overhaul
carried out promptly.
All leakages must be arrested immediately.
Disposal of waste lube oil;

Collection of waste lubes oil.
Record incineration of waste lubes oil onboard.
Record disposal of waste lube oil to shore facility.
Introduction:
Function: (Engine wear, lubrication and lubricant)
Lubricating
Cooling
Cleaning
Combustion seal
Rust prevention
Shock damping.
Keywords and glossy (technical/special words):
Hydrodynamic lubrication- Main bearings, partially big end bearings,
Hydrostatic lubrication - Crosshead bearing.

Boundary lubrication - Piston cooling.
Partial fluid film lubrication- Before starting/ when starting engines.
Abrasive wear.

Adhesive wear ( scuffing/ micro seizure different )
Corrosive wear.
Ques: What are the fail-safe arrangements fitted in your M/E?

Ans:
For temperature controllers failures of control air supply will fully open medium to cooler
For T/C using system oil there is a header tank for continued lubrication
For cyl lubrication 24v D/C emergency battery supply
Spring air non return v/v fitted on exhaust v/v.
Ques: Your hyd. Oil has been sent for analysis, results are satisfactory and oil is fit for use.
But oil has becomes „golden brown‟ and has „burnt‟ smell.
What is the danger of using this oil?
Ans:
Lacquer deposits on components. Lacquering is generally caused by the oil breaking down, which can be
caused by
Too high an oil temperature.
Too long an interval between oil changes.
Water condensing inside the engine during cooling periods( water in oil can cause hydrolysis)
which is a known failure mode for oils.
Lacquering is defined as the condition in which the machinery coated internally by a residue from the
oil (often referred to as varnish or sludge). The deposit from a hard layer which is difficult and time
consuming to remove lacquering is generally accompanied by a smell similar to burnt oil.
The result can range from sticking piston rings, pilot valves to clogged oil passages, orifices &
localized overheating.
Ques:
What are the checks to be done on a running lub oil purifier?
How do you know your purifier is not running as a pump?
Ans:
Check for any abnormal vibration/ noise.
Check the load on the electrical motor (current).
Lube oil temperature.
Throughput/ back pressure.

Gear case lub oil level & color.
Inspect the sludge outlet.
Should look ‗moist‘ with occasional trickle of water and/or sludge.
Ques: How is it possible for your hydraulic oil to become this condition during operation?
Ans:
Starting without asking for cooling water.
After finishing, immediate stopping of hydraulic machinery, not allowing sufficient time to cool
down with cooling water running.
Ques: What are the reasons for a rise in TBN in a system oil for 2-stroke engine? (06.06.14)
Ans:
Leakages at stuffing box due to sealing worn or fitted wrongly
Ovality of piston rod (due to port stbd movement of connecting rod)
Choked under piston space drain and excessive cylinder lubrication
Leaking cooling water at liners, cylinder head etc.
Steam oil leakage at lub oil purifier etc.
Ques: What expression you can get from this graph?

Ques: For example
SP gravity @ 150C is known
Feed rate 3000 ltrs/ HRS.
Separation temperature 700C.
Draw straight line from intersection of sp gravity & temperature right up to 100 0 C.
Connect it to 3000 L/H feed rate.
Intersect point indicates the inner diameter of gravity disc.

Engine Cooling System
Ques:
As a chief engineer your engineer reports to you that he has mistakenly closed engine cooling
system chemicals added in to boiler & vice- versa. What can happen & would be your action?
Ans:
To prevent overheating engine and cooled by water that has been treated with a corrosion
inhibitor.
Corrosion inhibitors create a barrier between the water & the metal or create a protective film to
strengthen the metal from being attack.
Nitrites are usually added.

Ques:
Why aluminum is preferred as anode for hull protection but zinc is preferred for engine room
coolers protection?
Ans:
Aluminum- last 3 years (longibility)
Zinc- better protection, easy to replace.
Ques: What is the difference between TBN and pH?
Ans:
TBN------ (OH-) Hydroxyl ion.
pH------- hydrogen ion.
Ques:
What is special about the lub oil storage tank compared to the L.O settling tank?
Why is this tank usually located at a higher level?
Ans:
a.
Dedicated for only cleaning system oil.
Cannot transfer from sump to storage tank, only to settling tank.
b.
Only in emergency can fill the sump by gravity.
Ques: What‟s wrong with this statement?

Bilge water can leak in to the main engine, L.O sump tank through the leaking manhole gasket.
Ans:
Not possible ,
If manhole door‘s gasket is leaking
But cofferdam gasket not leaking, before
Entering into sump it has to follow two excess door.
Ques: What is difference between „batch‟ and „by-pass‟ purification?
Ans: By-pass purification:

Sump to sump purification.
In this process purifier take suction from sump and after purification put back to sump again.
Batch-purification:
Settling tank to settling.
When is this done:

Gross contamination with water.
Insolubles content is too high.
Recommended by the lub oil analysis report.
Routinely carried out during dry-dock.
Before commencement:
Before commencement makes sure that the lub oil settling tank is empty.
Tank opened & cleaned using ‗lint-free‘ rags.
Tank walls & top are free of rust.
Heating coils traced out with no leaks.
Drain cock is functioning well.
Then,
Use the lub oil transfer pump to transfer entire sump oil to the settling tank.
Take a sample at settling tank for onboard test for water, TBN, viscosity & spot test.
Note down the values for these tests.
Open steam heating to settling tank & set the temperature at about 60-70 0C.
Allow oil to settle for at least 24hrs.
Drain the tank frequently until water stops coming out.
Start settling to settling purification.
Keep purifier throughput at minimum or 1/3 of maximum capacity & keep at about 80 0-900C.
Continue purification for as long as time permits.
Open up the void tank manhole covers.
After ventilation, enter void tank to open sump tank manhole covers, with enclosed space entry
permit.
After through ventilation, enter lub oil sump tank for cleaning.
Scoop off all sludge & use ‗lint free‘ rags to clean tank with emphasis on the bottom.
Box up sump tank manhole covers.
The void tank manhole covers to be closed only after the sump tank is filled and its manhole has no
leaks.

Take a sample at settling tank and carry onboard tests, if tests satisfactory or engine needs to be
ready, start settling to purifier to sump tank.
Meantime, clean all lube oil filters in the system.
Bearing
Bearing materials:
Tin based white metal:
Tin based white metal is an alloy with minimum 88% tin (Sn), the rest of the alloy being antimony, copper
and cadmium.
Gives good load carrying & sliding properties.
Tin- aluminum (Al Sn HO):

Tin-aluminum is a composition of aluminum(Al) & 40% tin (Sn)
Sliding properties are much similar to tin based white metal but the load carrying properties are higher at the
same temperature compared to tin-based white metal.
Overlayer & flash layers:

Where applied, usually tin and or lead, are to withstand corrosion (oxidation) and act as a dry
‗lubricant‘.
When bearings are newly installed or when crankshaft is turned.
Axial oil grooves & oil wedges:

To enhance the oil distribution over the load carrying surfaces.
Especially in the case of crosshead bearings, to assist in the formation of hydrodynamic
lubrication oil film between the loads carrying surfaces.
To provide oil cooling (oil grooves).
Thick shell bearing:

This type of bearing has steel bach.
Top clearance are usually are usually adjusted with shims. Typically 30 to 60 mm thick.
Since the 1980‘s, not popular.
Thin shell bearing:

Thin shell bearings have a wall thickness between 2 & 2.5 % of the journal diameter. Rigidity
supported over its whole leng

Q:a) Explain the main factors that contribute to the limitation of load on crosshead
bearings or
State the factors that affecting the lubrication of a large diesel engine?
Describe the complete inspection of a crosshead bearing or how you would carry
out the bearing for survey
Explain with the reason the possible defects that can be found
Explain how such defects can be minimized with correct maintenance and
operation
Ans (a): Load limitation on bearings,
Maximum firing pressure-Indication of the max load on the lower bearing
Difference between compression and maximum firing pressure-Rate of loading on
the bearing, shock load
Piston speed & hence crosshead bearing becoming oscillation movement-Affect
oilfilm formation
Lub oil pressure-Oil wedge, oil film, load correcting capacity.
Design of bearing
No load reversal
Ans (b) Scope of inspection:

Discoloration:
Estimated percentage of discoloration
Signs of overheating
Lacquer formation
Removal of over layer
Microbial attack
Scoring: due to
Impurities abrasive particles in the lub oil
Bearing wear particles in the lub oi
Pitting marks:
Foaming of the lub oil
Spark erosion due to earthed problem (only on main hearings & journals)
Flaking:
Ageing water in L.O
Wear down:
Measure the thickness of the bearing shell
Cracks:
Overloading
Use dry penetrant check
Oil grooves:
Enlargement of groove due to erosion/corrosion

Oil holes
Enlargement/ blockage
Dowel pin holes it fitted

Slackness
Ferreting
Incorrect tightness
Apply oil/grease at the back of bearing shell before assembly
Ans c): Possible causes / possible defects.

Fatigue failure: due to ageing
Reduced lub oil flow:

Due to oil leakages at pipe connection
Excessive clearance due to wear down of pin
Excessive firing load:

Due to improper power balancing
Early firing due to early injection
Misalignment:
Due to uneven wear down of guide shoe & cross head
pinsPiston rod bent, excessive liner wear
Cross head pin may have high hardness:

Due to wear down/scoring over prolonged time
Oil grooves in bearing enlarged:

Due to erosion/ corrosion
Ovality of cross head pin:

Due to the cyclic lead variation of the unbalance engine
Slack tie bolts inadequate tightening

Slack or over tightening of crosshead bearing nuts
Ans(d): prevent/how to minimize

Carry out regular crankcase inspection
Oil in circulation is of correct quantity
Purification is constantly carried out
Ensure oil topped up at regular intervals of not more than 10%.
Check for crosshead oil leakage at pipe hinges
Take M/E performance data & power balancing.
Crosshead bearing clearance checks
Oil testing and appropriate remedial action
takenRegular clearance check bet guide shoes & pins.

Question: One of your main engine units has experienced repeated failure of
the crosshead/Top end bearings.
What are the documents & information you would require for assessment?
Causes of crosshead bearing failure. Or Explain with the reason the possible defects
that can be found.
As C/E how to prevent above? Or Explain how such defects can be minimized with
correct maintenance and operation.
Answer: A
The following documents and information‘s required for the assessment:
The main engine total running hours.

The crosshead bearing total running hours at time of failure.
The previous C/E inspection report.
Clearance records.
Inspect the previous damaged bearings.
Check the stowage of the bearings.
Check the history of the spare bearings.
Is it from the time of supply during new buildings?
Original equipment manufacturer (OEM) supply or genuine spare.
Check engine maker‘s service letters, for any information regarding such failure.
Have engine maker‘s been informed? Their recommendation and follow up action.
Previous L.O analysis reports.
Previous log books for M/E parameters.
Previous M/E performance report.
Previous crankshaft deflection reports.
L.O filters condition.
Backwash filters condition.
Answer: B
Possible causes/ Possible defects of cross hear bearing failure:
Fatigue failure:
Due to reuse of old spare, ageing, unavailability of spare crosshead pin, hand polished spare used.
Reduced lube oil flow:
Due to oil leakages at pipe connection (chock oil passage).
Excessive clearance due to wear down of pin.
Due to improper power balancing.
Early firing due to early injection.
Misalignment:
Due to uneven wear down of guide shoe & crosshead pins.
Piston rod bent, excessive liner wear.
Crosshead pin may have high hardness:

Due to wear down/ scoring over prolonged time.
Oil groves in bearing enlarged:

Due to erosion/corrosion.
Slack tie bolts/ inadequate tightening.

Improper tightness of crosshead bearings nuts.
Answer: C
How to minimize /prevent:
Oil in circulation is of correct quantity.
15-18 times per hour circulation. (For 2 stroke engine LO pump capacity/15)
Purification is constantly carried out.
Ensure oil topped up at regular intervals, of not more than 10% of sump volume.
Oil testing and appropriate remedial action taken.
Carry out regular crankcase inspection.
Check for crosshead oil leakage at cross head pipe hinges and oil flow pattern.
Regular clearance check between guide shoes & pins.
Crosshead bearing clearance check.
Take M/E performance data & power balancing.

Ques: What inspection do you carry out on a bearing?
Which half of the bearing would you give particular attention?
Or Describe the complete inspection of a crosshead bearing or how would you prepare the
bearing for survey.
Ans:
Bottom half of the crosshead bearings.
Top half of the crankpin bearings.
Bottom half of the main bearings.
Scope of inspection:
Discoloration:
Estimate percentage of discoloration.
Signs of overheating.
Lacquer formation.
Removal of over layer.
Microbial attack.
Scoring: Due to---

Impurities/ abrasive particles in the lub. Oil.
Bearing wear particles in the lub. Oil.
Pitting marks:
Foaming of the lub oil.
Spark erosion due to earthing problem (only on main bearing & journals).
Flaking:
Ageing, water in L.O.
Wear down:
Measure the thickness of the bearing shell.
Cracks:
Overloading.
Use dye penetrant check.
Freeting:

Incorrect tightness.
Applying oil/ grease at the back of bearing shell before assembly( it will create movement between
bearing & housing)
Oil grooves:
Enlargement of grooves due to erosion/corrosion.
Oil holes:
Enlargement/ blockage.
Dowel pin/holes if fitted:
Slackness.
Journal/pin :
Roughness
Diameter/ovality check
Crack detection surface finishing
Oil holes check/ discoloration
Hardness check
Ques:
Explain the main factors that contribute to the limitation of load on crosshead
bearings./state the factors that affect the lubrication of a large diesel engine
Why working condition of x –head bearing are more difficult than bottom end bearing,
lubrication also critical state reasons
Ans:
Load limitation on bearing or the factors that affect the lubrication of a large diesel engine:
Maximum firing pressure:
Indication of the maximum load on the lower bearing.
Difference between compression and maximum firing pressure
Rate of loading on the bearing, shock load.
Piston speed & hence crosshead bearing oscillation movement
Affect oil film formation.
Lub oil pressure:
Oil wedge, oil film, load carrying capacity.
Design of bearing.
No load reversal.( single acting)
Ques:
During crankcase inspection, you find metallic debris on the floor of a particular unit. Further
investigation reveals the unit crankpin bearing has wiped and the crankpin is badly scored.

Explain how you would operate engine to reach safe port?
What factors influence the speed limitations?
Ans: a.
If crank pin is badly scored, then in- situ matching has to be done by shore specialists, who will grind
crank pin and accordingly fit undersized crank pin bearings.
Trying to polish by ship staff and fittings new bearings may lead to further damage in the form of
overheating and deeper cracks developing to crank pin.
Procedure:
Cut out fuel pump by lifting and securing the roller guide.
Put the exhaust v/v out of action so that the v/v remains closed.
(Air for exhaust v/v air spring opened and exhaust v/v actuator lifted and oil pipe blocked)
Dismantle the starting air pipe & then blank off the main pipe and the control air pipe for the
affected cylinder.
Suspend the piston with piston rod and crosshead by stopper pins provided.
Take the connecting rod out of the crankcase.
Blank off the oil inlet to the crosshead.
Set the cylinder lubricator for the affected cylinder to ‗zero‘ delivery.
While the engine can be operated for a short trip-
Remember the whole weight of the piston, piston rod and crosshead is resting on the four
stopper pins, which may not be safe if vessel encounters rough weather.
if long voyage-
Remove piston with piston rod & stuffing box.
Remove crosshead out of the crankcase.
Blank off the stuffing box with two plates, one on scavenge air side and the other on crankcase
side.
Explain the precaution that would be taken during operation of the engine in such a condition:
Starting after putting cylinder out of operation:

1. Clean the L.O pump suction filters (if debris is found then batch purification may be needed).
Before starting the engine it is important to check the oil flow through the other bearings and the
tightness of the blanked off openings
Run the engine at reduced speed as per manufactures recommendation.
After 10 minutes running and again after one hour, the crankcase must be opened for checking o
Other bearing‘s condition.

o Oil flow through the other bearing.
o Tightness of the blanked-off openings.
If engine fails to start on air then give a reverse start and then required direction.
Ans: b. Factors influence the speed limitation:

The engine builder must always be contracted for calculation of allowable output and possible barred
speed range.
Factors influencing speed limitation:
Thermal load restriction.
Torsional vibration restriction.
Thermal load restriction & vibration:

Slippage of crank journals.
Crankshaft misalignment.
T/C surging due to uneven exhaust flow.
Tie bolts.
Holding down arrangement.
Coupling arrangement.
Ques:Whilst operating at sea the M/E malfunctions and inspections indicates that the crosshead
bearings and cross-head pin of the unit has failed. Further inspection reveals that the
crosshead pin cannot be used for further service.
Before undertaking any work on the engine, the following safety checked should be carried out:
Permission granted to immobilize engine.
Risk assessment should be carried out.
Work permit to be taken.
Starting air shut off and locked off.
Open the indicator cock.
Engine cooled down sufficiently to allow L.O pump to be shut down.
Check that no one is working on the vicinity of the shafting.
Take propeller clearance from bridge.
All lifting gear, shackles etc checked for defects and check they are within certification.
Tool box meeting should be carried out, only the person incharge of operation is to operate the T/G.
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MUHAMMAD AMIR UDDIN (BMA 44)
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Q. Explain why Bottom end is under more stress?
b) Explain why big end bolt is more prone to failure?
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Engine Hazards.
Crankcase Explosion
Ques: What are the possible causes leading to an explosion in the crankcase of a diesel engine?
Ans:
Causes leading to crankcase explosion
Explosion (tremendous increase in pressure)
Sources of hot spot:

Crankcase bearings:
Main bearings.
Bottom end bearings.
Crosshead- bearings, guide shoes/slides.
Gudgeon pin bearings.
Transmission gear/ chain gear.
Piston crown ‗holed‘
Hot piston.
Hot gases blow-past.
Under piston space fire.
Scavenge fire.
Engine room fire.
Source of fuel:
Lubricating oil vapour.
Lubricating oil contaminated by fuel vapour.
Leaky fuel injector causing semi-burnt fuel to enter crankcase.
Piston crown ‗holed‘
Mechanics of explosion:
Generation of hot spot.
Generation of fuel vapor.
Vapor propagates to cooler region.
Vapor density increases.
Air and vapor concentration reaches explosive limits.
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Hot spots initiates ignition.
Fire – followed by rapid pressure build-up explosion.
How to prevent:
Avoid hot spot by proper engine maintenance & operation.
Detect vapor generation at early stage by oil mist detectors.
Avoid fuel contamination and overheating of lub oil
Crankcase relief door will prevent secondary explosion.
Warning and prevention devices:

Oil mist detector: Range 0-10% LEL, Alarm 5% LEL (2.5 mg/L).
Crankcase pressure relief door: opening pressure 0.2 bar maximum.
Ques: Describe with the aid of sketch , the operation of an oil mist detector.
Ans: light scatter method:

In this system, individual sensor are placed at each monitoring point:
Operation:
Infrared light source transmitter.
Compensating receiver.
Measuring receiver.
When infra-red light source start transmitting, some light are directly received by compensating receiver
and some light are being scatter by oil particles & received by measuring receiver.
The amount of scattered light rises almost linearly with mist concentration and it is possible to calibrate
the detector to read concentration directly in mg/L.
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Question: a) State the procedure for crankcase inspection
b) State the important things to look for in a crankcase inspection? What precaution
needs to be observed for crankcase inspection?
C) State how over heating can be indicated other than by an OMD?
Or If your oil mist detector break down how would you safely continue
operating, your main engine?
D) State the standing order that you as a C/E will issue if the OMD
alarms sounds.
E) You have repeated crankcase OMD alarm, as a C/E what is your action?
F) How the severity of the crankcase explosion is minimized
ANS: a)
Purpose: To look for early sign of failure
Preparation:
Tool box meeting carried out.
Carry out proper risk assessment and work permit taken
Enclosed space entry permit to be taken and enclosed space entry procedure to be followed
Inform bridge and put warning notice at ECR
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Block the starting mechanism and stop L.O pump
Open indicator cocks and engage turning gear
Propeller clearance taken
Turning gear must be operated by only in remote mode
All personnel involved should not have any object in their pocket
Instrument/tools to be used should be checked and counted
Procedure:
Starting from the top
Check stuffing box arrangement
Ensure locking wires and nuts are intact
Check drain pipe is clear
Check crosshead bearing for any sign of wiping
Check cross guide shoes for any abnormal sign of scoring
Check lube oil telescopic pipe for any sign of leakage due to loose connection
Check bottom end bearing bolts and nuts for any slackness and sign of wiping
Check crankcase floor and drain traps for any metallic debris present
Check crank web and journal of crankshaft (semi built type) for any sign of slippage
comparing to the reference mark provided
Check main bearing bolts for slackness and sign of wiping
Check tie rods for slackness
Check OMD sampling cup for blockage
Check transverse girder for any cracks, if any doubt carry out die penetrant
Check crankcase relief valve gauge for dents, wetness and form of clogging
Close all unit crankcase door and start lo pump
One at a time open the crankcase door to inspect the oil flow pattern comparing to the
other unit. Flow pattern will differ when there is a reduction of LO flow or early sign
of bearing failure
Check crosshead lube oil piping linkage for leakages if possible
For chain gear compartment check the oil spray nozzle for any change in oil flow and the
condition of rubber guide and clearance.
For chain thrust bearing check oil nozzle for clogging and flow pattern
B)
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Ans:
Turning gear must be operated only in remote mode.
All personnel involved should not have any objects in their pockets.
Instruments/tools used should be checked and accounted.
Check the flow of L.O.
OMD pipes are clean.
Check welding seams of transverse girder for cracks.
C) Answer
Engine room must be manned (no UMS)
Other than OMD.

Using laser to measure crankcase door temperature.
Check temperature of breather pipe.
Fumes being emitted through the breather pipe at funnel oil mist box.
High lube oil bearing temperatures.
Higher piston cooling oil temperature.
Higher thrust bearing temperature.
Chain case compartment temperature.
D) Answer:
The following action will be taken if the OMD alarms sounds.
Upon OMD alarm, diesel generator should start & assume load automatically
Do not check or reset the OMD locally.
Engine will slow down automatically.
Inform bridge to stop engine.
All personnel leave engine room immediately.
Enter engine room only after engine has come to a complete stop or after 30 minutes whichever is
longer.
Do not stop the L.O p/p.
Open indicator cocks
Approach to turning gear, should be away from crankcase doors with relief v/v‘s.
Turn engines for at least 30 minutes.
Engine should be sufficiently cooled before crankcase doors are opened for inspection.
E) Ans:
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6
All parameters should be normal
The sampling line are blown through
Air supply filter to the OMD is cleaned or renewed
Maintain correct suction pressure
Maintain correct air pressure at air pressure regulator
Sensor faces to be cleaned
Alarms to be checked by injecting smoke.
F) ANS:
Rapid pressure rise within the crankcase during an explosion can cause the engine structure to be
ruptured and resultant flame travelling across the engine room causing personnel injury
This pressure rise is limited by the fitting of crankcase relief valve which open when the pressure rise
above 0.02~0.1 bar and prevent over pressure
The valve prevents fresh air ingress and prevent higher intensity of explosion
Fitting of OMD gives early warning and slowdown
Crankcase breather pipe will also relief some pressure.
Question: a) Explain condition leading to secondary explosion

b) Describe with
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Starting air line explosion
Ques: Prevent / discuss how explosion can be avoided?
Ans:
 Maintain air starting valves.
 Maintaining starting air lines clean.
 Open air line v/v‘s slowly.
 Drain air bottle regularly.
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 Maintain compressor lubrication.
Ques: During maneuvering if found starting v/v leaking what action should be taken?
Ans:
o Immediately inform bridge and slow down the main engine.
o Stop engine when order received.
o Cut off fuel of the affected cylinder.
o Stop aux. blowers.
o Start boundary cooling adjacent the affected cylinder in the starting air line branch.
o Do not attempt to start the M/E whilst the starting air line branch is hot.
What are the main causes of starting air line explosion?
The link between the starting air line manifold and the cylinder combustion chamber is
 the cylinder starting air valve
 The main causes are due to leaking/sticking/sluggish/erratic operation of the cylinder
 starting air valve
 When the above occurs the hot semi burned fuel gets forced into the stating air
manifold.
 This is because firing pressure is usually higher than 100 bars compared to starting air
 pressure 30 bars.
 As more of the hot semi burned fuel accumulates in the air line the fuel reaches the
 explosive limit and spontaneously ignites causing explosion
Ques: How would you check the cylinder starting air valve for leak?
Ans:
o Finished with engine.
o Get propeller clearance from bridge.
o Indicator cock must be open.
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9
o Unit to be checked preferred at TDC.
o Turning gear must be disengaged.
o Control air to the starting air distributor must be shut.
o Automatic starting air v/v must be manually open.
o If starting air v/v leak, hissing sound is hear at indicator cock.
What are the protective devices are fitted to overcome starting airline explosion
o Relief valve on the starting air manifold to release excess pressure
o Bursting cartridge on the starting air to release excess pressure
o Flame trap to prevent flames from combustion chamber entering starting air manifold
o Non return valve
Scavenge Fire
Causes:
 Blow-by
 Build up deposits:
o Cylinder oil.
o Unburnt fuel.
o Crankcase oil.
 Scavenge manifold drain v/v chock.
 Exhaust valve erratic operation.
 Piston crown ‗holed‘ / Faulty piston or gland
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0
 Failure of coolant circulation.
Indication:
 Increase exhausts temperature of affected cylinder.
 T/C may surge.
 Smoke from T/C air inlet filters, when surging.
 Scavenge manifold is noticeably hotter.
 Engine slow down due to reduced power.
 Thick black smoke emitted at funnel.
Action:
As a watch keeper
 Immediately inform the bridge and slow down M/E.
 Activate engineer‘s call alarm.
 Shut scavenge manifold drain v/v & leave vicinity
Putting off fire:
 Reduce speed to slow & request bridge for permission to stop.
 Stop engine when order received.
 Stop aux. blower.
 Seal T/C air filters.
 Stop fuel oil supply to engine.
 Engage turning gear and turn engine.
 Put the scavenge manifold fire extinguishing system into operation to kill the fire.
Inspection after scavenge fire:
After fire remove dry deposit and sludge from scavenge space.
Clean and inspect all the piston rods & cylinder liners.
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1
Check scavenges drain pipes if clean.
Check piston and ring conditions.
Check tightness of the tie bolts.
Check aux. blowers non-return flaps.
Prevention/ how to avoid:
Piston rings and liner wear.
Cylinder oil feed rates within limits.
Fuel injection equipment in good condition and correct injection timing.
Stuffing box sealing rings and scrapper rings.
Clean scavenge manifolds & drains.
Clean scavenge ports.
Ques: your ship is approaching pilot station& you have scavenge fire what will you do?
Ans:
Ask bridge and slow down,
Stop engine and rectified the prob- pilot cancel
if captain say due to restriction ship cannot stop( especially traffic separation bg Malacca strait)
reduce speed and approach to drop anchor.
Ensure nobody in the vicinity of E/R.
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2
Air Compressor & Receiver
Question 1:
Discuss the effect of the following faults in multistage reciprocating air compressor:
 interstate collar starves of cooling water.
 crank pin bearing worn/wear down
 L.P. discharge v/v leak off
 fail safe arrangement if cooling water fails
Ans: inter stage cooler starved of cooling water/ why multi stage compressor is preferred?
To obtain conditions near the ideal isothermal line, compressors have to be made of the multi-stage type.
In between stages of compression of the air and cooling of the compressed air will take place in the
coolers to reduce its temperature.
Sequences as follows:
 1st stage compression.
 1st stage cooling‘s + water draining ( inter cooler) 2nd stage compression.
 2nd stage cooling‘s + water draining ( inter cooler) 3rd stage compression.
 3rd stage cooling‘s + water draining (after cooler)
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Advantages of multi-stage compression with cooling:
Work input, i.e. horse power consumption for running the air compressor is reduced for the same
volume of air delivered.
Efficient management of energy/ resources.
 Allows the automatic draining system to be built in for the air compressor.
 The cooling of compressed air increases the mass of air available for the next stage
compression.
 increasing the efficiency of the plant.
 The cooling of compressed air keeps the running gears at a relatively lower operating
temperature.
Example of running gear: pistons, piston rings, cylinder liner, suction v/v‘s , delivery v/v‘s etc.
 The removal of water moisture & lower running temperature allows better lubrication, thus
minimizing the amount of wear down of running gears, less maintenance.
Less maintenance:
 For the compressor to be as efficient as possible compression of the air should be as close to
isothermal as possible. By cooling the air between stages the actual polytrophic compression is
bought as close to the ideal isothermal line (see diagram me)
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 Cooling the air between stages will also prevent the air temperature rising during
compression to a level which would cause overheating and burning of the cylinder
oil, leading to excessive wear & the damage of explosion.
 The compressor is designed so that equal work done is done by each stage, in
efficient inter cooling would prevent that, leading to out of balance forces &
increased wear.
d. fail-safe arrangements in the event of inter stage cooler water loss.
Fresh water expansion tank.
Question 2:
a) State what routine attention is required while the compressor is running

b) Identify the common faults to which compressor is susceptible
c) Describe how these faults are prevented and rectified
d) What is the safety device fitted on air compressor and how they are tested.
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Question 2:
when air comp running state
a) what attention required
b) why inter cooler and after cooler are required
c) why proper maintenance is required
d) safety devices on it and how these devices are checked periodically
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7
Question 3:
with reference to reciprocating air comp explain why
a) clearance volume should be as small as possible/volumetric efficiency
b) inter cooler are fitted in multistage comp./ why cooler are fitted in each stage
c) synthetic oil of high flash point and low viscosity is preferred/ High flash
point, low viscosity oil is used for cylinder lubrication..
a)
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How excessive clearance volume reduce the volumetric efficiency:
o Clearance volume is full of HP residual air when the piston is at TDC at the
end of compression stroke.
o On the down ward stroke of the piston, the air within the clearance space,
expands until the pressure within the cylinder is low enough to suck in fresh
charge through the suction v/v.
o Larger the clearance volume, a longer distance piston have to move before the
air pressure is low enough to allow the suction v/v to open therefore.
o A larger part of the suction stroke is made in effective.
o Amount of fresh air drawn into the cylinder is reduced.
o End of compression stroke also result in reduced amount of air delivered.
o Volumetric efficiency is reduced.
c)
Ans:
Oil in pipe lines, especially air start pipelines is especially dangerous as an air start explosion
can result, this will happen when starting an engine during maneuvering, if a cylinder air start
v/v has been leaking, if fuel ignites in the cylinder during the start sequences or as thought
the compressed air rushing down the start line acts like a piston. Compressing the air & oil in
the line, raising its temperature and causing ignition. In addition, the oil as previously
mentioned will oxidize causing pitting corrosion.
Prevention of oil deposits is achieved
 By not over lubricating the cylinders of the air compressors.
 Placing oil separators in the discharge line from the compressors.
 Draining (oil & water) from the air receiver regularly and not introducing oil into the
air start line deliberately.
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 Synthetic oil superior to mineral oil, excellent protection against corrosion.
 High flashpoint, no oil will give flammable vapor at high temperature so less risk of
explosion and enhance safety.
 Low viscosity of oil, has the good spread ability, so good lubrication and cooling
effect. Good thermal and oxidation stability.
Question 4:
With reference to main air receiver

a) Why regular inspection is necessary.
b) Sketch in detail the manner in which mountings are attached to the shell.
c) Explain with reasons the areas require special attention,
d) Difference between the specific functions of relief valves and fusible plugs.
a)
Ans:
 The air receiver is a classified pressure vessel.
 Any defect lead to damage of surrounding equipment & loss of life.
 It is welded construction; the longitudinal welded seams are subjected to stops stress.
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 The welding seams should be checked for cracks, as they are also subjected to cyclic stress due
to the fluctuation in the air pressure.
 The outlet v/v‘s and drain v/v‘s passage are continuously subjected to erosion, corrosion.
 The internal of the air receiver is usually coated with copal varnish to prevent rusting and
corrosion. Due to the presence of condensate water, the coating can be damaged.
B)
C)
 The longitudinal & circumferential welded seams should be checked for cracks, if suspected dry
penetrant can be used.
 The welded seams for attaching the outlet and drain v/v‘s should be examined for crack.
 The drain v/v passage checked for erosion, corrosion and no clogging.
 The internal copal varnish coating checked for any peeling specially around drain v/v
 The spring loaded relief v/v should be overhauled & reset to required pressure.
 All mountings overhauled and in satisfactory condition.
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 Condition of fusible plug should be assessed.
d)
Relief v/v: Relief v/v‘s lift if the pressure in the air receiver rises above its set pressure. It resets when the
air receiver pressure is normal.
Fusible plug: It activates when there is an engine room fire and the air receiver temperature rises above
1500C. The air is released to outside of E/R and in doing so, does not support the E/R fire.
Need to be replaced if activated.
Cylinder Head
Ques:
Explain bore cooling of modern cylinder head?
Explain the stress acting on cylinder head.
Describe inspection and maintenance of cylinder head.
Describe the causes and remedies of fault associates with cylinder head.
Ans: a)
The bore cooling was found to be an almost ideal solution. It enables the coolant to be lead through
drilling ways or integrally cast cooling passage as an alternative , which are situated as close to the
heating surface as desired. This will assure the required temperature conditions and admissible thermal
stress.
b) stresses acting on cylinder head:
Cylinder head stresses :
 Exposed to fluctuating stresses
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 Mechanical & thermal load stresses.
Tightening of the studs produces:
 Tension on top surfaces of cover.

 Compression of the side walls.
 Radial compression of the bottom.
Firing load produces:

Bending stress.
o Causing compressive stress at combustion space.
o Tension at upper surface adjacent to water.
o Compression of the valve pocket walls.
Heat flow produces.
Thermal stress
 Generous wall thickness.

 Force flow of cooling water.
 Keeping cooling passage near to inner surface.
 Providing large transition radiuses (reduces SCF).
d). The causes and remedies of fault associates with cylinder head:
Faults Reason/causes Repair

Cracking (Hair line crack Caused by overheating & casting strains. Repair by metal-locking /
between fuel v/v & exhaust welding as applicable.
v/v apertures)
Burning Due to flame impingement
Due to improper tightening, overheating,
Distortion casting
strain.
Deposits & corrosion Due to excessive sealing and poor water
treatment.
Crack Design: inadequate fillet leading to stress
concentration.
Insufficient rigidity: leads to higher stress
range.
Complex cooling space design allows air
pocket
to form & debris to collect affect heat transfer.
Choice of materials and thickness.
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Manufacture : casting defects.
High surface roughness reduces fatigue
strength.
Operation problem: poor c.w treatment.
Causes corrosion. Reduces fatigue strength &
causes stress corrosion cracking.
Stress corrosion cracking Mechanical or thermal load.

High peak pressure.
Thermal shock load. Due to sudden cooling or load change.
C) Inspection and maintenance of cylinder head:
Inspection Maintenance
Cooling water space 01 Regular overhauling.
Cooling water treatment 02 No foreign matters in cylinder.
Combustion side Sealing faces must be cleaned and good

condition.
04 v/v pocket & seats Place joint between cylinder head and liner.
05 Plugs Cylinder head stud threaded portion cleaned &
06 Air passages coated with molykote or other lubricant.
07 Exhaust passages Cooling water treatment.
08 mountings Proper engine operation.
Pressure testing and crack Injector overhauled regularly.

checking
Proper tightening.
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Cylinder Liner
Ques:
Explain the stresses on cylinder liner.
Sketch and explain a normal liner wear pattern
Ans:a.
Stresses on cylinder liner:
Mechanical stress – pressure.
Thermal stress – temperature.
Mechanical stress:
 Supercharged engines, maximum firing pressure is about 90-100 bar or above.
 Non- supercharged is about 75-85 bar.
 This pressure produces circumferential (hoop) stress and longitudinal stress.
 Hoop stress is twice than longitudinal stress, so here hoop stress is considerable.
Hoop stress, ∂ h=(pxd)/2t

here, p= gas pressure, D=liner diameter, and t= liner thickness
(This hoop stress will increase if bore size & firing pressure increase)
Thermal stress:
 Resistance to heat flow through liner metal- produces a temperature gradient across liner wall
 Inner liner wall expand more relative to outer wall.
 Where thermal stress
T=∆ T,∆T = Temperature gradient.
So thicker liner have more thermal stress & less mechanical stress. That‘s why liner design
become complex.
Inner liner surface temperature should be sufficiently low to retain oil film and high enough to
avoid acid dew-point (sulphur).
b. A normal liner wear pattern:

Maximum normal liner wear occurs at top of the liner in port & stbd direction and around
scavenge & exhaust ports.
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Reason for above wear pattern:
 High temperature region reduces oil viscosity & thus oil thickness.
 High gas pressure increases ring loading causing penetration of oil film.
 Slow movement of piston results in oil wedge to break down.
Ques:
Explain the meaning of wear rate of liner.
Explain clover leafing in cylinder liner wear.
Discuss running in of liner.
Discuss the causes and remedy of excessive wear on liner.
Ans:
a. Wear rate of liner / liner wear rate analysis:

Form of diameter increase per thousand running hours.
=mm/1000 hrs
=mm/1000 hrs
Wear rates vary, but as a general rate, for a large bore engine a wear rate of 0.05- 0.1
mm/1000hrs is acceptable.
Liner should be replaced as the wear approaches 0.8- 1% of liner diameter.
This wear rate for a medium speed liner should be below 0.015 mm/1000 hrs. Liner should be
replaced as the wear approaches 0.7% of bore.
For slow speed engine normal wear rate 0.05 mm/ 1000 hrs. For slow speed engine maximum
wear rate 0.8%.
For medium speed engine normal wear rate 0.015mm/1000 hrs. For medium speed engine
maximum wear rate 0.7% bore.
Clover leafing:
Alkaline cylinder oil is used to neutralize acid.
 For fuel with 4-5% sulphur CLO with TBN of 70.
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 For fuel with 1% sulphur CLO with TBN 20-30.
To obtained perfect distribution of cylinder oil is difficult.
Surfaces get either more alkalinity or less depending on the position from cylinder lubricator quill &
TBN used.
If TBN use is more:

 Surfaces near quills will get excessive alkalinity leading to hard calcium compounds formed.
 Alkaline compounds are burnt and formed heavy deposits which caused abrasive wear.
 Surfaces further from quills will have alkali neutralized by then and thus minimum wear is
experienced.
If TBN use is less:

 Surfaces near quills will have minimum wear but surfaces furthest from quills will be starved of
alkaline compounds when reaches there.
 This will lead to acidic corrosion (since insufficient alkalis to neutralize acid) and thus experienced
maximum wear.
 If insufficient oil used, the effect will be exchanged/ vise-versa (TBN).
Running in of liner:
It is a period during which the liner and /or rings are new. The engine should be running at low load with
additional lubrication for a certain predetermined period, so that the asperities do not damage the liner or
ring surface due to high friction. It is essential for prolong life of liner and rings.
Causes of excessive wear:

o Improper running in – smoothing & geometry.
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o Overloading of engine –overheated, distorted & lub oil destroyed.
o Misalignment of piston or distortion of cylinder – thermal stress & uneven tightening.
o Increase piston ring clearances.
o Cylinder liner material unstable –phosphorous/silicon.
o Cylinder wall temperature too high or too low – oil film breakdown or corrosive wear.
o Inadequate or unsatisfactory oil supply.
o Lube oil too low in viscosity/ alkalinity.
o Contamination of lube oil by extraneous of abrasive material( 4 stroke engine)
o Scavenge air temperature too low –wash oil film, form acid, rusting.
o Inefficient combustion -carbon.
o Use of low sulphur fuel ( less than 1% sulphur) in conjunction with high alkaline cylinder
oil and vice- versa.
Remedy of excessive wear:

Opposite to the causes.
Ques:
Sketch and describe procedure in the overhauling and renewal of liner.
Explain the procedures adopted in the inspection of cylinder liner.
Identify the causes and remedies associated with cylinder liner faults.
Ans:
a. Procedure to overhauling and renewal of liner:
Safety precautions:
 Permission granted to immobilize the engine.
 Propeller clearance to be obtained.
 Block starting air mechanism.
 T/G engage, indicator cock open.
 Stop necessary p/p‘s and v/v‘s.
 Drain water and shut all v/v‘s.
 Permit to work with risk assessment carefully done.
Procedure:
 Refer to maker instruction manual, drain water.
 Remove necessary connections, running gears v/v‘s to lift the cylinder head.
 Remove cylinder head.
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 Lift the piston and remove.
 Disconnect the lubricator connection assembly.
 A strong back and a cross head is fitted at the top & bottom of the liner.
 A long bolt passes through the crossbar to the strong back.
 By tightening the upper nut of the crossbar or by applying oil press to jacking nuts, the liner can
be started lifting from its landing.
 Strong back nuts are followed down to grip the liner axially between strong back & crossbar.
 The crane is attached & now it can be lifted to clear.
 Cooling spaces & landing surfaces of jacket should be cleaned and inspected.
 Liner calibration has to be taken.
 If it exceeds the limit, the liner should be renewed ( the maximum wear rate 0.8-
1% of the liner diameter.)
Inspection of liner:
 Permit to work with risk assessment carefully done
Safety precaution:
 Ladder should be properly hang.
 Safety harness must be worn.
 Adequate lighting must be arranged.
 Nothing should be hanging from overhead crane.
Inspection procedure:
Ridge formation at TDC position, bottom & near scavenge port.
Any carbon accumulation around scavenge port if necessary clean.
Visual inspection for scuffing, scoring, corrosion.
Smoothness of inside surface
Sharp edge of scavenge port.
Any crack and scoring mark.
Dark area will indicate poor ring sealing.
Operate cylinder lubricator manually & check the satisfactory flow.
Check oil retention groves are clean.
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Any sign of clover leafing.
Calibrate the liner with internal micrometer and compare with the previous reading. If it exceeds the
limit, the liner should be renewed for slow speed maximum 0.8-1% of the bore.
For medium speed engine maximum 0.7% of the bore.
Check the surface of the gasket sealing.
Check the ‗o‘ ring.
c. Causes and remedies cylinder liner faults:

Crack:
Causes:
Crack across liner flange – due to uneven or excessive tightening of cylinder head studs.
Hoop stress crack due to poor liner support, non suitable metal.
Circumferential crack (along wear ridge) due to SCR (stress concentration region)or new rings
hitting the ridge.
Star or crazy cracking due to flame impingement.
Star cracks around lubricator quill due to water leakage.
Cracks across port bars due to overloading, poor cooling, scavenge fire, poor fitting of rubbing
sealing ring etc.
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Remedies:
 Ensure proper tightening of cylinder head studs.
 Ensure proper combustion.
 Ensure efficient lubrication with no water leakage.
 Ensure correct temperature and sealing.
Wear down:
Causes:
3 main types of wear:
 Abrasion
 Corrosion
 Friction/scuffing.
Abrasive wear
Abrasive wear caused by hard particles combined with cylinder lubricant to form light abrasive paste
causing liner wear.
Source of hard particles:

 Air borne dirt like dirty air filters, scavenge ports, scavenge manifold
 Ash in fuel-Fuel consists of vanadium, sodium silica and scale.
 Carbon from combustion- bad combustion
 Product of wear
Corrosive wear
Caused by acidic products of combustion
Marine fuel contain sulphur

 After combustion sulphur forms SO2 and SO3.
 In presence of water SO2 and SO3 forms sulphurous acid and sulphuric acid
 Acid will react with mostly cooler part of liner (below 140*c) and causes
corrosion/wear.
Ques:
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Sketch and explain a typical lubricator quill and discuss on the quill position.
Explain the accumulator operation principle in liner lubrication.
Discuss the reason why timing of cylinder liner lubrication is difficult.
Ans:
Typical lubricator quill;
Quill position:
 Not near port area- oil can be scrapped & blown away.
 Not near high temperature zone--- oil will burn easily.
 Sufficient points--- to ensure as even and as complete coverage as possible.
 In between piston rings--- piston ring will spread oil effectively.
Accumulator operation:
 Oil is supplied by cylinder lubricating pump at about every 10-15 engine turns.
 Oil is supplied into space under piston & diaphragm.
 Accumulator piston is sealed off by diaphragm against force of spring pushed upwards.
 A pressure builds up in system which is higher than scavenge air pressure of engine.
 If pressure at delivery point drops below accumulating pressure the oil will then
flow into the cylinder.
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 When pressure at delivery point higher than accumulating pressure lubrication is
stopped.
 In relation to piston position respectively pressure ratio, lubrication is carried out.
c. Difficulty on timing:
 Piston direction changes every stroke.
 In 2-stroke engine, no non-working stroke available for oil film to reform.
 Piston speed may be high (approximately 2 0 crank angle only)….slow movement
will destroy oil wedge.
 Supply is limited to control consumption and no-cooling effect.
 Only very small quantity of oil being pumped.
 Piston and ring distorted due to gas pressure and temperature.
 Gas pressure resists delivery change.
 Fuel contain abrasive contaminants.
 Cylinder oil viscosity changes due to temperature varies…..prevent (reduce) oil film
formation
 Carbon deposits may foul the quill.
 Oil grove in liner may be filled with carbon deposits and affect distribution.
 A long, small bore pipe is needed to connect pump and quill…..delivery lag.
 A non-return valve is needed in quill which may become sluggish.
 Delay between pumping and delivery may represent up to 30 0 of crank movement.
Objectives/ purpose of cylinder liner lubrication:

 Reduce friction between liner and ring.
 Sealing of rings & liner against combustion gases.
 Guard against corrosive attack.
 Neutralizing combustion acid with correct TBN.
 Cooling of liner surfaces.
 Removing carbon or oxidation deposits.
 Oil film insulates liner against high gas temperature.
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Question 1:
a) sketch and describe a liner

b) How to do liner Calibration
c) discuss the excessive wear, clover leafing scuffing
a. Construction of a modern large marine diesel engine liner:
 Holes are bored from undersize of flange formed by increasing in liner diameter.
 Holes are bored upwards and at an angle, so that they approach internal surface of liner at a
tangent.
 Holes are then bored radially around top of liner so that they join with tangentially bored holes.
Liner materials:
Grey cast iron is used because-
 Castibility is good for intricate shapes.
 Cost less relatively.
 Good wear resistance large surface of irregular shaped graphite flakes and semiporous surface to
retain oil.
 Good thermal conductivity.
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 Good internal vibration damping properties.
 Good corrosion resistance.
 Good mechanical strength.
Cylinder block Grey cast iron.

Cylinder liner Cast iron alloyed with chromium, molybodinum &vanadium.
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Question 2.
with reference to the liner of a large diesel engine

a) describe the procedure for inspecting liner with piston
b) discuss likely the faults that can occur area prone to defect
c) discuss the excessive wear, clover leafing scuffing
ANSWER:
a)
Inspection of liner:

 Permit to work with risk assessment carefully done
Safety precaution:
 Ladder should be properly hang.
 Safety harness must be worn.
 Adequate lighting must be arranged.
 Nothing should be hanging from overhead crane.
Inspection procedure:
 Ridge formation at TDC position, bottom & near scavenge port.
 Any carbon accumulation around scavenge port if necessary clean.
 Visual inspection for scuffing, scoring, corrosion.
 Smoothness of inside surface
 Sharp edge of scavenge port.
 Any crack and scoring mark.
 Dark area will indicate poor ring sealing.
 Operate cylinder lubricator manually & check the satisfactory flow.
 Check oil retention groves are clean.
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 Any sign of clover leafing.
 Calibrate the liner with internal micrometer and compare with the previous reading.
If it exceeds the limit, the liner should be renewed for slow speed maximum 0.8-1%
of the bore.
 For medium speed engine maximum 0.7% of the bore.
 Check the surface of the gasket sealing.
 Check the ‗o‘ ring.
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QUESTION 3:
two units cylinder liner wear more than max value

1. state with reason the possible cause of this type of wear
2. explain the action as a CE (to prevent wear)
3. state the actions should be taken to ensure that the ship can be safely
operated
4. state with reason the procedure which must be implemented to reduce the
risk of the future problem
OR
During the overhauling of unit experience excessive liner wear rate-

a. State with reasons, the possible causes of this type of wear
i. For one unit
ii. For all other units
b. State the actions which you should be taken to ensure that the ship can
be safely operate.
c. State with reasons, the procedure which must be implemented to reduce
the risk of further problems of this type.
ANSWER:
1.
The possible causes of this type of wear are:

Abrasive wear
Abrasive wear caused by hard particles combined with cylinder lubricant to form light
abrasive paste
causing liner wear.
Source of hard particles:
 Air borne dirt like dirty air filters, scavenge ports, scavenge manifold
 Ash in fuel-Fuel consists of vanadium, sodium silica and scale.
 Carbon from combustion- bad combustion
 Product of wear
Corrosive wear
Caused by acidic products of combustion
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Marine fuel contain Sulphur
 After combustion sulphur forms SO2 and SO3.

 In presence of water SO2 and SO3 forms sulphurous acid and sulphuric acid
 Acid will react with mostly cooler part of liner (below 140*c) and causes
corrosion/wear.
Scuffing
Also known as micro-seizure or adhesive wear.
-This can be very severe and caused by break down of lubricating oil film leading to
metal to metal contact.
Causes:
 Too smooth liner surface resulting in too little lube oil retention
 Water on liner surface repelling oil film
 Blow past and thus removing oil film
 Poor or inadequate oil distribution around the liner surfaces
 Deposit on the piston absorbed oil film
Clover-leafing:
This is a combination of corrosive wear and scuffing.
 If TBN use is more, surfaces near quills will get excessive alkalinity
leading to hard Calcium compounds formed.
 Alkaline compounds are burnt and formed heavy deposits which
caused abrasive wear.
 Surfaces further from quills will have alkali neutralized by then and
thus minimum wear is experienced
 If TBN used is less, surfaces near quills will have minimum wear but
surfaces furthest from quills will be starved of alkaline compounds when
reaches there.
 This will lead to acidic corrosion also this acid deposits causing
cold corrosion and destroying LO film.
 Scuffing now occurs till eventually the rings will not seal.
 This leads to blow by, causing overheating and distortion of ring.
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2.
Preventive actions
 Clean filters regularly
 Maintain injection and pump timing and fuel temperature
 Ensure good purification and good combustion
 Use alkaline oil for cylinder lubrication
 Control condensation in air cooler
 Keep cooling water temperature as high as recommended
 Ensure efficient oil retention on liner surface
 Ensure no water on liner surface
 Ensure no blow past
3.
Run ship with safety measures as follows:

Vessels normally only carry 1 nos spare liner. If the liner wear is so excessive that
both liners have to be replaced. Then the ship must operate with one worn liner
even though another one is replaced.
Excessive wear on liner may cause:
 Blow-past and scavenge fire
 Cylinder oil loss and micro seizure
 Drop in performance and efficiency
4.
To minimize the above effects:

 The engine must be operated at reduced power and increased Cylinder lubrication.
 If corrosion has been taking place then it must be verified that oil of the correct
TBN is being used and the lubrication rate is at least that recommend by the
engine builder to Prevent scuffing.
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 It should be point out that excessive abrasive wear due to calcium deposits can
occur if a cylinder oil with too high a TBN is used.
 With medium speed 4 stroke engines ensure that TBN has not become depleted
and correct by a freshening charge of oil if required.
 On a 2 stroke engine a watch must be kept for the increased likelihood of scavenge
fire if blow by is occurring
 On a 4 stroke medium speed trunk piston engine a close eye must be kept on the
crankcase pressure, any increase will indicate blow by.
Question No 4:
a) what do you understand by scuffing
b) consequence of running engine with scuffing
c) how can it maintain in practice
Answer:
Scuffing
-This can be very severe and caused by break down of lubricating oil film leading to metal
to metal contact.
Causes:
 Water on liner surface repelling oil film
 Blow past and thus removing oil film
 Deposit on the piston absorbed oil film
Consequence/Excessive wear on liner may cause:

 Blow-past and scavenge fire
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 Cylinder oil loss and micro seizure
 Drop in performance and efficiency
Preventive actions
 Clean filters regularly
 Maintain injection and pump timing and fuel temperature
 Ensure good purification and good combustion
 Use alkaline oil for cylinder lubrication
 Control condensation in air cooler
 Keep cooling water temperature as high as recommended
 Ensure efficient oil retention on liner surface
 Ensure no water on liner surface
 Ensure no blow past
Question 5.
a) what do you understand by scuffing & clover leafing

b) Explain the importance of correct quantity of cylinder l.O.
c) what will you check with respect to piston rings during oh or how will
you use old piston rings?
ANSWER:
a) Scuffing or friction –
-This can be very severe and caused by break down of lubricating oil film leading to metal
to metal contact.
 Break down of lubricating oil film leading to metal to metal contact Subsequent
 contact caused micro welding or micro-seizure.
Water on liner surface repelling oil film ∀Blow past and thus
removing oil film
Deposit on the piston absorbed oil film
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Clover-leafing:
 This is a combination of corrosive wear and scuffing.
 If TBN use is more, surfaces near quills will get excessive alkalinity leading to hard
calcium compounds formed.
 Alkaline compounds are burnt and formed heavy deposits which caused abrasive
wear.
 Surfaces further from quills will have alkali neutralized by then and thus minimum
wear is experienced
 If TBN used is less, surfaces near quills will have minimum wear but surfaces furthest
from quills will be starved of alkaline compounds when reaches there.
 This will lead to acidic corrosion (since insufficient alkalis to neutralize acid) and
destroying LO film thus experienced maximum wear.
 Scuffing now occurs till eventually the rings will not seal.
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Question 6:
a) sketch a vertical half section through a line for a large diesel engine
b) state when relative to the position of the engine piston cyl lubrication oil should
entire the cyl
c) explain how the cyl lube oil supply rate is controlled
d) explain how educate cyl lubrication/accuracy of lubrication is checked
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Question 7:
a) Discuss method of determining if cylinder liner has reached the end of useful life.
b) Discuss the position of lubricator quills.
c) Discuss two feature of cylinder lubrication.
d) Discuss the effect of fuel quality on wear rate of a liner and the preventive
measure to minimize wear.
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Question 8:
a) Discuss the position of lubricator quills.

b) Effects on liner lubrication in case of bad quality fuel
c) Two logic part to make liner cylinder oil speedibility
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Question 9:
a) sketch a vertical half section through a line for a large diesel engine
b) state when relation to the position of the engine piston , cyl lubricating oil should
entre th cyl.
c) explain how the cyl lubrication supply rate is controlled
d) explain how adequate cyl lubrication is checked.
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Question 10:
a) what do u understand by bore cooling?
b) with a suitable diagram describe the operation of such cooling system?
c) why bore cooling is boring nearly liner inside surface?
ANSWER:
Bore cooling:
Bore cooling means a number of individual small holes, which are bored within the thickness of a part &
brought close enough to the inner surfaces. So that water can be passes close to the heated surface to
be able to carry the heat away but not so close as to weaken the liner. These small holes angled
outwards to maintain the velocity of cooling water.
As cooling takes places near the surface, thermal stress is gradually reduced.
Due to reduction in area the velocity of water increases & this increase in velocity gives better rate of
heat exchange between the surfaces being cooled & the cooling water.
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Piston & Piston Rings
Question 1.
with respect to the wear down of liner and piston rings explains
a) piston ring position with respect to piston crown and advantages
b) piston ring position With Respect to liner lubrication
c) bore cooling passages near liner surface
Answer:
a. Piston ring position w.r.t piston crown:
o Top ring should be clear from piston hottest part.
o This impose a minimum distance from top of the piston to top ring.
o Further the top ring from piston top will increase length of piston to
accommodate other rings.
o Longer piston will create more inertia forces and poor power weight
ratio.
o Location of top ring grove lubricant and piston cooling affect optimum
liner operation.
b. Piston position with respect to liner lubrication:
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c. Cooling passage near liner surface:
o Not near the port areas oil can be scraped and blown away.
o Not near high temperature zone or the oil will burn easily.
o Sufficient points to ensure as even and as complete coverage as
possible.
Question 1.
a) Purpose of piston rings

b) Problems associated with piston rings
c) Indication of scuffing
d) State how the tendency of piston rings to scuff is reduced in practice.
e) Discuss the consequences of operating an engine with scuffing on
(i) performance of engine
(ii) safety of engine operation.
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Ques: Identify the cause, effect and remedy of the following:
a) Slack piston ring in grooves.

b) Fouled piston rings.
c) Corrosion on piston rings.
d) Worn piston grooves.
e) Piston ring butts catching liner ports.
f) Poor condition of bearing surfaces.
Ans: a) Slack piston ring in grooves/ Piston ring slack in grooves:

Causes:
Wrong selection of piston ring.
Excessive wear down of ring and/or grooves.
Excessive axial/radial clearance.
Effect:
Piston ring wrapping, distortion breakage.
Wear of liner.
Grooves damage.
Hot gas blow by.
Remedy:
Selection of piston ring as per manual.
Maintain proper cylinder lubrication.
Good condition of cylinder lubricator.
Correct grade of cylinder lube oil.
Ensure proper combustion & overloading.
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Fouled piston rings:
Causes:
 Incorrect piston ring clearance.

 Wrong selection of piston rings.
 Inefficient lubrication.
 Defective cylinder lubricator.
 Incorrect grade of cylinder lube oil.
 Bad combustion ( excessive carbon deposit)
 Overloaded engine.
Effect:
 Less movement, less sealing.
 Can lead to wear and corrosion.
 Hot gas blow-by.
Remedy:
 Ensure clearance within limit.
 Selection of piston ring as per manual.
 Maintain proper cylinder lubrication.
 Good condition of cylinder lubricator.
 Correct grade of cylinder lube oil
 Ensure proper combustion and avoid overloading. c.
Corrosion on piston ring:
Causes:
 High sulphur content in fuel.
 High water content in fuel.
 Inefficient quantity and incorrect grade of cylinder lube oil.
 Incorrect liner temperature.
 Incorrect scavenge air temperature.
Effect:
 Clearance will increase.
 Finally ring & liner damage.
 Hot gas blow-by.
Remedy:
 Ensure proper purification of fuel oil.
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 Ensure correct quantity & grade of cylinder lube oil.
 Ensure correct liner temperature.
 Ensure correct scavenge air temperature.
Worn piston grooves:

Causes:
 Wrong selection of piston ring.
 Inefficient lubrication.
 Corrosion.
 Excess axial clearance.
 Bad fuel.
Effect:
 Ring will not sit properly in grooves.
 Hot gas blow by due to poor sealing.
Remedy:
 Replace the piston.
 Ensure correct quality & grade of cylinder oil.
 Good purification of fuel oil.
 Piston ring butt catching liner ports:
Causes:
 Wrong selection of piston rings.
 Incorrect butt clearance.
 Excessive carbon deposit on ring grooves.
 Radial outward pressure increase.
Effect:
 Break lubricating oil film.
 Scratching on the liner wall.
 Liner wear will increase.
 Damage or breakage of piston ring.
Remedy:
 Selection of piston ring as per manual.
 Ensure butt clearance within limit.
 Ensure good combustion, clean ring grooves.
 Avoid excessive lubrication
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Ques:
a) Describe piston ring clearance and explain the methods used to check the clearance.
b) Explain the consequences on running an engine with incorrect ring clearances.
c) Discuss how do you know the piston rings are working satisfactory in an engine.
Ans:
a. Piston ring clearance:
Axial clearance: Clearance between groove width & ring width.
Radial clearance: Groove depth- Ring thickness( radial)
Butt clearance: Ring end clearance.
How to check clearance:

Axial clearance:
 Inside the ring into grooves after cleaning the grooves properly.
 Check the vertical clearance between ring groove width and piston ring width by a
feeler gauge.
Radial clearance:
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 After proper cleaning measure the clearance between cylinder liner wall &
piston (Diameter clearance between piston & liner)
 Measure ring groove thickness.
 Measure piston ring thickness.
 Radial clearance=Piston clearance+ Groove thickness- Ring thickness.
Butt clearance:
Insert the piston ring in new cylinder liner or in the bottom of used liner (below the
ring travel zone)
Measure the ring end clearance with a vernier calipers.
Consequences or effect on running an engine with incorrect ring clearance:
o Piston ring wrapping, distortion, breakage.
o Wear of liner, (scratching on the liner wall)
o Grooves damage.
o Hot gas blow –by, scavenge fire, under piston temperature over limit.
o Break lubricating oil film.
The indications of piston rings are working satisfactory in an engine are:
o Compression pressure obtained as per manual.
o
o Engine peak pressure obtained as per manual.
o No blow past under piston temperature is not over limit.
o During scavenge port inspection carbon accumulation is seen only above no 1

piston ring other ring will not be affected as combustion gas cannot leak through
no1 ring. No carbon on piston skirt.
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Ques:
Describe with sketch an oil cooled piston of a large marine diesel engine.
Identify those parts on the piston that required special attention during inspection.
Discuss the merits and demerits of the various coolants used for piston.
a.
Design features of piston:

o Enough strength to withstand the fluctuating force due to gas pressure & inertia –
thick material.
o Good thermal conductivity to ensure reasonable thermal stress- thin material.
o Requirements cause conflicting design features.
o Piston crown thickness is to be carefully designed to withstand thermal and

mechanical stress.
o Shape of top of crown depends on compression ratio, etc.
o Top ring should be cleared from piston hottest parts.
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o This imposes a minimum distance from top of piston to top ring.
o Further the top ring from piston top will increase length of piston to accommodate
other rings.
o Longer piston will create more inertia forces and poor power weight ratio.
o Location of top ring groove lubricant and piston cooling affect optimum liner
operation.
o Wear ring or band of ring fitted around piston are usually bronze alloy or special cast
iron.
o Located on cooler region of piston or skirt.
o Wear ring provided the following function:
o Rubbing surface with low frictional characteristics.
o Prevent hot upper side of piston wall to contact liner.
o Achieved by increased radial clearance between liner and piston body.
o Working clearance‘ is maintained between wear ring and liner.
b. Inspection of piston:
 Cracking, carbonization & fouling areas: crown , top ring grooves & sidewall.
 Burning & cracking areas: crown top.
 Freedom of movement and uneven wear : piston rings & grooves.
 Scaling or coking cooling passage ;impingement.
Internal inspection of piston:

 Free of scale formation: water cooled.
 Free of carbon formation: oil cooled.
 Coking & scale formation must be absence to ensure effective cooling.
 Corrosion and erosion cooling surfaces.
 Examined internal fittings, fastening, joints.

Inspection of Piston crown:
 Check for burning & wastage.
 Check crown shape with aid of gauge/template….it gives original shape ….height
above datum
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 Check cracking of crown and grooves.
 Deposits on piston.
 Cracking & distortion of piston ring grooves.
 If damage within limit repair by welding heat treatment and machining – class surveyor
approval.
Piston pin:
Impact for crack or deformation.
Piston rod:
 Check the ovality of piston rod.
 Check for any corrosion, erosion or pitting mark.
 Check the straightness of piston rod.
Piston skirt:
Check for any rubbing or scratching mark.
Ring and piston ring grooves:

 Check axial, butt radial clearance.
 Thickness of piston ring and compare with new one.
 Cracking and distortion of piston ring grooves
 Pressure test of piston.
c. Advantages and disadvantages of the various coolant used for piston:
Fresh water:
Advantages:
 Cheap and plentiful.
 High specific heat capacity.
 Relatively small capacity required.
 Generally lower piston temperature.
 Internal surface may be keep free from deposits.
 Can be operated at high temperature.
 Absorb large amount of heat.
 High available temperature rise (140)
Disadvantages:
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 Danger of contamination with crankcase lube oil.
 Piston cooling system must be separated must be from JCW.
 Risk of scaling and corrosion.
 Additional pump and cooler required.
Lub oil:
Advantages:
 No additional pump & cooler required.

 Simplicity of the system.
 No risk of system oil contamination.
 Can be combined with main L.O system.
 No risk of scaling and corrosion.
 Lower thermal conductivity results in less steep temperature gradient over the piston
crown.
Disadvantages:
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Ques:
With respect to the wear down of liner and piston rings explain:
a) What will you check W.R.T piston rings during overhaul?
b) How would you use old piston ring.
Ans:
a)
 Check the axial clearance.
 Check the radial clearance.
 Check the butt clearance.
 Check the ring thickness.
 Check the special coating on piston ring.
 Check for sign of corrosion, scoring etc.
For ring,
 Check for inner cut.
 Check for ridge formation.
 Check for movement of piston ring.

 Check for evidence of scuffing.
 Check for piston ring sharpness.
b)
 During overhauling when removing mark the piston ring.
 Putting back time use the same ring in same grooves.
 During removing and putting back never expand the ring more than necessary.
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 During reuse record all the clearance taken out should be within limit
Ques:
a) Describe the procedure to overhaul a piston.
b) Explain the causes of piston running hot and the immediate steps to be taken in this
situation.
c) Identify the causes and remedies associated with faults on piston.
Ans:
a. Piston overhauled:
 Reference to engine manual.
 Safety precautions to be observed.
 Check availability of tools and spares.
 Permission granted to immobilize the engine.
 Tools meeting held.
 Allow engine to cool down.
 Stop jacket cooling water. L.O and other related p/p‘s.
 Drain the jacket cooling water.
 Shut the starting air v/v and open indicator cock.
 Open crankcase door and ventilation.
 Engage turning gear and check propeller clearance.
 Make sure good condition of crane and lifting gears.
 Shut necessary v/v‘s and ‗MAN AT WORK ‗ notices.
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 Clear communication and removes tools from crankcase.
 Safe working practices followed e.g moving objects
Take out piston:
 Shut fuel oil in and outlet v/v.
 Take out all pipe from cylinder head.
 Loose cylinder head securing bolt.
 Remove cylinder head and secure it by lashing.
 Turn the engine down to remove piston rod foot bolt.

 Attach stuffing box lifting tool.
 Remove stuffing box base bolt as per manual.
 Clean the ridge of carbon at top part of liner.
 Remove connections of telescopic pipe from x-head and secure the pipe.
Take the piston at TDC. Special attention required to stuffing box lifting tool match the
space.
c. Causes and remedies associated with faults on piston: Faults on piston/ Operational
problems:
 Cracking and burning of piston crown.
 Cracking and distortion on top ring grove.
 Deposits on piston.
 Piston running hot/ seizure.
 Gudgeon pin boss failure.
 Direct or catalytic oxidation.
 Wet corrosion.
Faults Causes Remedies
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Severe thermal and mechanical Good combustion. Maintain correct
stresses coolant temperature/ circulation
Poor atomization & high

penetration Good condition of fuel injectors
of fuel
Local impingement from fuel

injector.
Efficient cooling, overhauled the

Cracking and High coolant temperature piston in
burning of piston time
Piston overheating , over loading

crown of Engine is not overloaded
engine, bad combustion
Scaling and coking, cavitation,

corrosion and erosion of cooling
space.
/ Excessive scaling & cavitation
erosion of cooling space.
Unsuitable material for engine

rating Use suitable material
Overloading of engine.
Incorrect ring clearance Ensure correct clearance
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Cracking and Bad combustion Ensure good combustion
Excessive deposits due to

distortion on top excessive
ring groove lubrication
Wrong selection of piston ring
Deposit on piston Bad quality fuel Proper purification.
Improper combustion Ensure good combustion.
Faults Causes Remedies
Gudgeon pin boss Overloaded engine Avoid overloading engine.

failure
Contamination of lub. oil Avoid contamination & proper

Oxidation purification of system oil.
High temperature of cooling oil Efficient cooling.
High sulphur content in fuel. Ensure proper purification of fuel oil.
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Inefficient quantity & incorrect Ensure correct quantity & grade of
grade CLO.
Wet corrosion of CLO
Incorrect liner temperature Ensure correct liner temperature.
Ensure correct scavenge

Incorrect scavenge temperature temperature.
High water content in fuel.
Inadequate circulation of coolant
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Excessive deposits.
Poor lubrication
Faulty piton ring
Liner distortion
Piston running hot Piston misalignment
Overloading of unit
Excessive water in fuel that slow down
combustion resulting overheating.
In sufficient air/ late fuel injection.
Indications of piston running hot:

 High piston cooling outlet, jacket cooling outlet and exhaust temperature.
 Knocking from affected cylinder towards end of stroke.
 Screeching noise from affected cylinder.
Action when piston running hot:

 Inform bridge & slow down….sudden stop can cause piston seizure.
 Cut out fuel to affected unit.
 Allow piston to cool down before stopping.
 If engine has to be stopped turn engine by turning gear until piston cools down
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Crankshaft
Fully built crankshaft:
 Forging separate webs, crankpins and main journals.
 Crankpins and journals were machined
 Matching holes bored in webs, which were slightly smaller in diameter.
 Webs were heated up crankpins and journals fitted into the holes
 As webs cooled down, diameter of bored holes would shrink back to their original
size
 Crankpins and journals would be gripped tightly enough to prevent slip during
operations
 Shrink fit allowance is between 1/570 and 1/660 of the diameter
Semi- built crankshaft:

 For large 2-stroke crosshead engine.
 Crank shaft ‗throws‘ consists of –
 1 Crankpin (forged in one piece).
o 2 Webs (made from single forging of 0.4% carbon steel).
 Webs are bored to take separately forged & machined main journals.
 Journals fitted into webs using shrink fitting method.
 Shrink fit allowance is between 1/570 and 1/660 of the diameter.
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One piece crankshaft:
 Construction either cast or forged.

 Machined and stress relieved.
 The fillet radius & crank pin are then cold rolled.
 Surface hardening of crankshaft.
Fully Built Crankshaft Semi-Built Crankshaft One Piece Crankshaft
Advantages Advantages Advantages
1 Easy to repair & Smaller and lighter compare to fully Smaller lighter and chipper com
economical. built webs. pare to fully built & semi built type
2 Machining can be done Grain flow in steel follows the web Continuous grain flow, webs is
before assembly, reduce round into crankpin & back into web. thinner.
time & better surface.
3 When slipping in way of Better fatigue strength in grain flow Smaller and lighter webs since
shrink fits extend of zone. no holes.
damage reduced.
4 Less chance of slipping No chance of slippage , no

shrink fit required
5 Less rigid compare to one piece type Increase fatigue strength due to
thus can accommodate slight continuous grain flow.
misalignment.
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6 Larger diameter crank pin or journal, Approved by major
since one shrink fit is required. classification society.
Increased bearing area to loading
better lubrication.
Shaft lighter & thus more crank-

throws in a single shaft.
Disadvantages Disadvantages Disadvantages
1 Large and massive Heavy crankshaft More rigid and thus less tolerant to
misalignment.
2 Lack of grain flow Hoop stress due to shrink fit web & Difficulty in repair……if one
journal selection cannot be repairs by
grinding or metal spraying, whole
shaft to be removed.
3 Less fatigue strength No benefit of CGF in way of web & journal
4 Drilling hole is not Danger of overstressing if shrinkage

recommended, so external allowance is low.
lubrication oil pipe required
5 Prone to slippage Danger of slipping if shrinkage allowance

is high.
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Question 1:
a) explain the principle forces acting on the crank shaft of large diesel engine
b) state how the resultant stresses kept within reasonable limit
c) explain why one pieces are extremely sensitive to misalignment
Ans:
a) The forces acting on crankshaft are,
 Bending causes- tensile, compressive, sheer stresses.

 Twisting causes-sheer stress.
 Compressive stress in journal and crank pin during shrink fitting
 Tensile stress is set up in crank-webs
 Crank at bottom dead center having stresses reverse as crank moves
from TDC to BDC.
 Loading reversed and changing in magnitude hence parts are subjected
to fatigue considering crank-webs only
 Load on piston and journal reaction from twisting moment caused webs to act as
beam
 Crank at 90° from TDC having crankpins, webs, journal lie in the plane of neutral
axis.
 Load on piston 11% of load at TDC.
 Bearing reaction causes shear stress of twisting in way of journal and webs
 In heavy weather conditions, stresses will be accentuated.
 Torsional stress fluctuates widely if propeller comes out of water and then
plunges back.
 Sudden fluctuations of engine speed result in shock loading on crankpins
Other principal force:
 Load due to torsional vibration and unbalance gears.

 Load due to axial vibration from propeller thrust.
 Misalignment of crankshaft.
 Thermal load.
 Shock load due to rough weather, pounding of propeller. .
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Crankshaft can get overloaded during operation due to following reasons:
 Misalignment.
 Vibration.
 L.O failure.
 Running gear failure.
 Surface damage.
 Ovality
 Poor compatibility.
 Impurities.
 Poor design
 Corrosion.
b)
The result stress can be minimized by.
 Increase the diameter of the crankpin and journal.

 Shorten in length of the web and increase in thickness or section
 Allow generous (5%of dia) fillet at shrunk fit and change of section.
 Oil holes to be properly rounded and smooth machine
 Smooth finish of shrinkage parts to allow a positive grip over a large area.
 Proper shrinkage allowance of 1/600D
 Avoid drilling oil holes in way of shrink fit.
 Maintain proper alignment of shafting
 Minimum bearing wear down
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 Ensure proper balancing of engine
 Shorter pin or journal
 Correct bolt tensioning
 Adopting the advantage of CGF which is 20% fatigue strength (semi built
crankshaft?
 Avoid critical speed.
c) Onepiece crankshafts are extremely sensible due to ,
1. The continuous grain flow results in higher fatigue strength.

So the crankshaft is extremely rigid.
The extreme rigidity makes it less flexible.
As a result of less flexibility minute misalignment can cause abnormal wear of bearing.
Question 2)
Describe the design feature-
a) Design feature of crankshaft
b) Exhaust valve
c) Bottom end bolt
Ans: a) Design feature of crankshaft: Fully built crankshaft

Large modern 2 stroke crosshead engine crankshaft can weigh over 300 tonnes.
Too big to construct as a single unit.
Constructed by joining together individual forging.
Forging separate webs, crankpins and main journals.
Crankpins and journals were machined.
Matching holes bored in webs, which were slightly smaller in diameter.
Crankpins and journals would be gripped tightly enough to prevent slip during
operation.
Shrink fit allowance is between 1/570 and 1/660 of the diameter.
For large 2 stroke crosshead engines (semi-built crankshaft):

Crankshaft ‘throws’ of two webs and crankpin made from single forging of 0.4%
carbon steel.
Webs are bored to take separately forged and machined main journals.
Journals fitted into webs using shrink fitted method.
Shrink fit allowance is between 1/570 and 1/660 of the diameter.
Webs can be reduced in thickness due to continuous grain flow.
Hole is sometimes bored through crankpin/journal reducing weight without
compromising strength.
A need for a good deal of material around bored hole to take the main journals.
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One piece crankshaft:
 Construction either cast or forged.

 Machined and stress relieved.
 The fillet radius & crank pin are then cold rolled.
 Surface hardening of crankshaft.
Exhaust Valve Improved Design feature:

Bore cooling for efficient cooling systems (as low as 327°C at full load).
Valve rotational mechanism.
Heat and corrosion resistance material used.
Hydraulic push rod with controlled valve landing speed.
Air spring (or increasing number of springs with improved material) to reduce valve
bouncing.
Guide bush is sealed by pressurized air.
For less obstruction of gases, use valve seat angle 30° instead of 45°.
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(c) Modern design feature of bottom end bolt
∀Shank diameter is 10% less than core diameter
∀Fillet is provided between shank and bolt head to prevent stress concentration ∀3
to 4 threads remain free below contact face of the nut
∀High degree of surface finish to prevent stress concentration ∀Cold
rolling of threads to improve fatigue strength
∀Bolt stiffness to be less than bearing housing less dynamic load on bolt ∀High UTS
alloy steel with long thin elastic bolts for higher fatigue strength
∀Fitted portion to keep as short as possible to prevent stress concentration and to
obtain greatest resilience
Question 3.
a) discuss the safety precaution to be taken for taking CS deflection
b) describe how crankshaft deflection are taken
c) describe the factor which affect cs deflection
d) describe the inspection of CS
e) what are the causes of CS misalignment
a) Before taking the crankshaft deflection observe the following safety precaution: Safety
precaution:
 Take the propeller clearance.
 Shut the starting mechanism and shut the main air starting valve.
 Stop lube oil pump and let the engine cool down sufficiently.
 Check that nobody is working in the vicinity of shafting system and elsewhere
in the engine. ( i.e. scavenge space cleaning.)
 After taken deflection ensure all tools and lifting gears are removed from the
engine.
 Turning gear must be put on remote.
 Only person of in charge will operate turning gear.
 In large engine crankcase should be treated as enclosed space and a permit to
work and combined with risk assessment program me should be adhered.
Accuracy of reading:
For accurate reading the following must be checked.
 Indicator cock open.

 The gauge is free to move and has a valid calibration certificate.
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 Ensure dial gauge is correctly positioned.
 Vessel should not loading and discharge cargo, no ballasting or de
ballasting operation in progress as hull may be hogging or surging outside
normal limits.
b.
Procedure:
 Place a dial gauge into a pop marked/ prick punch mark position between the two
crank webs of a crankshaft throw.
 First measurement is taken with engine just past the BDC and set the gauge to
Zero at this position.
 Now turn the engine clockwise and the readings when engine 900after TDC and
lastly just before BDC.
 The readings are taken on either side of BDC are arranged to give the reading at BDC.
 It is important that while taking the deflection the crankshaft journals are sitting on
the bottom bearing shells and this can be checked by feeler gauge.
 It may be advisable to rotate the turning gear slightly in reverse direction after
stopping for reading, this will ensure free positioning of cranks, particularly units
adjacent to turning gear.
c)
Factors affecting deflection reading:

 Position and accuracy of dial gauge.
 Indicator cock open.
 Main journal must sit on bearings.

 Crankcase & engine room temperature.
 Trim dry-docking / slipway.
 Cargo and/or ballast operation.
 Weather condition.
 Rotational direction of crankshaft.
 Pretension of tie bolt.
 Pretension of holding down bolts and chocks.
 Pretension of chain drive.
 Bedplate condition.
The crankshaft deflection results are interpreted as below:
 All these reading are recorded and these should be compared with previous values preferably
with ship in a similar load and temperature.
 Total deflection vertically and horizontally is calculated for each crank. The vertical will be
proportional to misalignment between the bearing due to worn down. The horizontal total
indicates side wear in the bearings.
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 By ploting the vertical deflections for the whole engine it is possible to obtain information as to
which main bearings are high and which are low.
 Compare all readings with makers instruction manuals readings given. These indicates the limits
to which misalignment may be permitted before renewal of bearing and realignment are
necessary.
 If readings are more than maximum allowable given by the maker , the cause must be
investigated and should be rectified, other wise continue operation would cause fatigue and
possibility of crankshaft failure.
By the following way accuracy of the reading are check.
 If c+ (B+D)/2 , both the reading are differ more, this indicate that dial gauge has
moved or been read incorrectly.
 Deflection reading of incorrect cylinder should be repeated.
 If the reading is still different it must be than due to floating journal or ovality.
Check on gauge reading 1 2 3 4 5 6
A+E
C+ 2 12 4 12 -15 -12 3
B+D 12 4 13 -16 -12 7
Here all the reading are nearly same. Only reading of no 6 cylinder need to be repeated. The reading
are recorded on a table and the vertical and horizontal deflection calculated . Readings are in
1/100 mm.
Cylinder no. 1 2 3 4 5 6
Crank position A 0 0 0 0 0 0
Crank position B 6 1 7 -9 -4 4
Crank position C 12 3 13 -16 -12 5
Crank position D 6 3 6 -7 -8 3
Crank position E -1 2 -2 2 1 -4
Equivalent -0.5 1 -1 1 0 -2
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Vertical deflection c- 11.5 2 14 -17 -12 7
Horizontal deflection 0 -2 1 -2 4 1
B-D
Crankshaft inspection:
 Oil hole surfaces (when bearing removed).
 Cracks at fillet radius.
 Parallel portion of webs to crankpin & webs to journals.
 At web midway between pin & journal.
 At any key ways of shaft end.
 Corrosion and pitting of working surface.
 Shrink fit of coupling bolts and ovality.
 Tightness of oil pipes and locking devices.
 Balance weight securing arrangement.
 Blank plug in oil holes/ tightness of plug.
 Crankshaft deflection.
Ques 4:
a) Explain the causes and effects of slipping in a crankshaft. Discuss how a
slipped crankshaft could be repaired.
b) Discuss the factors controlling to failure on a crankshaft.
Ans:
a. Crankshaft twisting or slipping:
In fully built type crankshaft slippage may occur at between crankpin & webs and or webs &
journals. Because of shrink fitting. in semi –built type crankshaft slippage may occur at
between webs & journals where shrink fitting are available. Slippage can be identified by
checking the witness mark.
Causes:
 Starting engine with water or fuel above piston known as hydraulic lock.
 Seizure of some engine components.
 Starting engine with turning gear engaged in lead to shock load..
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 Failure of bottom end bolts.
 Propeller collision with submerged object.
Effect:
 Naturally movement of one web to the rest affect timing.
 Effect engine balance.
 Engine performance poor.
 Breathing of the engine, results in surging of T/C.
 Exhaust timing altered.
 Vibration due to altered critical speed & unbalance forces.
 Fuel injection will be on time but combustion will either be early or delayed.
Crankshaft slip repair:
In – situ repair of twisted crankshaft.
Using temperature difference process.
Crankpin cooled by liquid nitrogen and outer contour of web heated.
After shrink – fit has loosened web realigned by hydraulic jack.
b. Factors contributing to failure on a crankshaft/ problems associated with crankshaft:

Cracks(fatigue failure) :
Areas:
 At lip of an oil hole in crankpin.

 At fillets between underside of crankpin & crank webs (may be due to torsional
vibration) , filters between web & journals.
 At fillets and external through rectangular section of webs.
 On parallel portion of crankpin or journal caused by overheating or seizure of bearing.
 At flange coupling with cuttered recesses.
 At webs, midway between pin & journal as highly stressed region.
 At fillet between journal and web in the arc of fillet between 1000hrs to 1400 hrs
when piston is at TDC.
Ques 5:
a) Identify with reason areas on a crankshaft that are prone to failure.
b) Describe with sketches the problem in checking crankshaft alignment.
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c) Explain how the crankshaft deflection results are interpreted and the accuracy of the
readings are checked.
Ans: a.
Shrink fitting areas- slippage.

 Crank pin ovality- lack of lubrication or thrust difference.
 Bending of crank web- excessive force.
 Corrosion on surface- oil contamination by fuel/ presence of acidic product.
 Crack at lip of an oil hole in crankpin.
 Crack at fillets between underside of crankpin & crank webs (may be due to
torsional vibration) , filters between web & journals.
 Crack at fillets and external through rectangular section of webs.
 Crack on parallel portion of crankpin or journal caused by overheating or seizure of
bearing.
 Crack at any key ways of shaft end.
 Crack at flange coupling with cuttered recesses.
 Crack at webs, midway between pin & journal as highly stressed region.
 At fillet between journal and web in the arc of fillet between 1000hrs to 1400 hrs
when piston is at TDC.
Crankshaft inspection:
 Oil hole surfaces (when bearing removed).
 Cracks at fillet radius.
 Parallel portion of webs to crankpin & webs to journals.
 At web midway between pin & journal.
 Corrosion and pitting of working surface.
 Shrink fit of coupling bolts and ovality.
 Tightness of oil pipes and locking devices.
 Balance weight securing arrangement.
 Blank plug in oil holes/ tightness of plug.
 Crankshaft deflection.
Prevention of corrosion:
 Avoid condensation of water vapour.
 Earthling of intermediate shafting near main engine.
 Maintaining crankcase oil in a sufficiently alkaline oil passive condition.
 Circular of warm oil while in port.
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 Regular turning of the engine prevents contamination of oil from remaining static in the
bearing.
 Additives in L.O to avoid decomposition and oxidation.
 Maintain L.O grade by filtration & centrifugal purification.
Effect of corrosion:
 Pitting of shaft cause stress concentration.

 Corrosion fatigue failure.
 Corroded metals leads to scoring, increased wear of journal, crankpin, and bearing.
 Ultimate fatigue failure.
Question 6:
a) semi built crankshaft compare with contrast
b) crankshaft deflection procedure
c) explain the causes and effect slippage of a CS
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6
Question 7:
a) Why single piece Crankshaft is prone to misalignment?
c) Explain the procedure for Crankshaft inspection
Connecting Rod& Bottom End Bolts
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7
Question 1:
a) explain why bottom end bolts particularly in medium speed engines are
prone to failure under normal condition
b) describe with the aid of sketch the bolt design features in modern engine
which inhibit failure
c) explain how this tendency can be minimized by proper maintenance
(B)
Design features:
Modern design of bottom end bolt:
 Shank diameter is 10% less than core diameter

 Fillet is provided between shank and bolt head to prevent stress concentration
 3 to 4 threads remain free below contact face of the nut
 High degree of surface finish to prevent stress concentration
 Cold rolling of threads to improve fatigue strength
 Bolt stiffness to be less than bearing housing less dynamic load on bolt
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 High UTS alloy steel with long thin elastic bolts for higher fatigue strength
 Fitted portion to keep as short as possible to prevent stress concentration and to
obtain greatest resilience
(c ) Maintenance of bottom end bolts:
The tendency of bottom end bolt prone to failure can be minimized by proper maintenance in
following ways:
 If crack found or suspected then renew full set of bolt, never change one.
 If locking device are intact but bolts are loose, it is clear sign of bolt stretch. Than
change the full set.
 If bolt found loose than investigate the causes if everything found satisfactory then
retighten as per maker‘s instruction.
 As per makers running hours for renewal, renew all bottom end bolts not
considering anything.
 While tightening bearing housing contact surface should be cleaned and landing
surface of bolts and threads.
 Anti-seizure compound (molykote-1000) to spray at threads.
 Tightening must be done more than one stage./ tightening must be in stages and
even tightening.
 Proper lubrication to be maintained.
 Check locking arrangement.
Ques:
Explain with reason the causes of bottom end bolts failure.
Discuss the methods used to tighten bottom end bolts.
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Sketch and explain the modern design of a bottom end bolt.
Discuss the inspection and maintenance of bottom and bolts.
Ans:
a. Causes of bottom end bolts failure /different stresses on bottom end bolts :
Stress concentration:
In the way of change of section.
Damaged fillet
Damaged surface finish.
Over stretching/ tightening:

Causing permanent damage due to plastic deformation.
Uneven tightening:
Causing overloading of some bolts.
Inadequate pretension:
Causing high fluctuation of stress in bolts and consequently fatigue failure.
Improper seating of bolt head and nut:

Resulting in bending stress in bolts.
Corrosive attack:
Contaminated lub oil.
Discuss the methods used to tightened bottom end bolts:

Hydraulic cylinder & followed up nut:
During tightening, measurements of extension are essential for correct strength.
All hydraulic equipment to be checked & calibrate the pressure gauge.
Tightening must be done more than one stage.
Final tightening pressure must not be applied at a time.
Tightening must be done in following sequences.
0 0 STBD O2
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0 0 PORT 01
Fig: For 1
Fig: For 4 bolts bolt.
Torque spanner:
First do calibration of torque spanner & adjust the set torque.
Torque should be applied in more than one stage.
During final torque applied all work must be done by one person & slowly.
Hand tightening:
Place one mark on bolt head.
Place two mark according to angle of final tightening as per maker‘s instruction
Do that in more than one stages.
In all three types of tightening it has to be made same. That bolts have reached their reference mark on
connecting rod reference mark. Angular accuracy is essential for correct tightening load.
Inspection of bottom end bolts:
Cracks.
Sound testing (bolts are to be hang up & sounded by a little hammer) to identify internal flaws & crack.
Measuring elongation of bolts.

The threads of bolt must be examined for deformation & stretching.
The fillet area for crack / sharp edge.
Condition of surface finish of bolts.
Check pretension of bolts as per maker‘s instruction.
Check locking device thoroughly.
Dia of bolt throughout the whole length.
Bending of bolt.
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Bedplate
Ques:
a) Explain the requirement of bed plate for a slow speed diesel engine.
b) Explain the characteristics of a bed plate.

c) Design features of a bed plate.
Ans:
a)
Bedplate Requirement:
Basically, it must be,
1. Oil tight chamber,
2. Housing for the thrust bearing. Additionally,
fundamental requirements are:

Strength:
 Strength to withstand forces without failure.
Considerable forces from---
o Out of balance effects.
o Vibrations.
o Gas force transmission.
o Gravitational forces.
Simple design:
o Easy maintenance.
o Reduce cost / Saving cost.
Seal:
o Prevent oil or vapour flowing out.
o Sign of crack if oil, vapor escape.
Lightness:
o Increase power to weight ratio.
o Fewer loads on foundation.
o Reduced cost.
Access:
Easy to inspect & maintenance/ ease of inspection and maintenance.
Rigidity & flexibility:
o Give correct alignment to running gear.
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o There must be certain degree of flexibility to prevent high stresses that could be
caused by slight misalignment.
Toughness:
o Withstand fatigue stress.
o Measure of its resilience and strength.
Dimension:
o As small as possible.
o Give more engine room space.
C) Characteristics of bedplates:
o Rigid enough: To support engine weight & maintain crankshaft alignment.
o Flexible enough: To accommodates hog and sag of ship.
o If bedplate was too rigid: Then as hull flexes, holding down bolts are likely to
break and danger of bedplate cracking.
Function of bedplates:
 Main strength member.
 Maintain correct alignment.
 Supports weight of components.
 Withstand & transmit fluctuating forces to ship‘s structure.
 Additionally, collect lubricating oil.
 Accommodate main bearing.
Ques:
a. Sketch & describe the construction of a double plate bed plate.

b. Discuss the various materials used for the construction of bedplate.
Ans:
Bedplate construction:
Bedplate consists of –
 Two longitudinal girders.
 Many transverse girders.
Longitudinal girder (fabricated):

Gives longitudinal strength.
In addition to longitudinal strength-
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 Maintain alignment by giving rigidity to withstand hogging/sagging.
 Provide stiff support for attachment of transverse girders.
Transverse (cross) girder:
 Gives transverse strength.

 Houses main bearings.
 Deep plate between the longitudinal girders connected to same both sides.
 Deep plate for sufficient stiffener to withstand firing & load without bending.
 Accommodate main bearing pocket.
Longitudinal & Transverse Girder

(a) Single plate construction
1.Longitudinal Girder
∀Single plate construction more popular with modern engines
∀Box Bedplate feature
2.Transverse or Cross Girder

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∀Houses main bearings
∀Deep plate between the longitudinal girders, connected to same both sides ∀Deep
plate for sufficient stiffness to withstand firing load without bending
Double plate construction

∀Double plate is more stiff but not simple as single plate construction
∀Difficult access to holding down bolts
2.Transverse Or Cross Girder

∀Gives high strength and stiffness.
∀Hole in plate to allow access welding/ inspection.
∀Hole seriously weaken arrangement
∀A tube may be welded through girder hole to restore strength and stiffness
∀Attachment of transverse girders to the longitudinal girders, in most cases, is welded
some cases it may be bolted if girder is cast.
∀This reduces repair difficulties
∀Allows stress relieving of the transverse girder only (classification society requirement)
∀This also reduces risk of distortions
.Bed plate materials

various material used for the construction of bedplate :
Bedplate materials:
 Pre-fabricated steel
 Hybrid arrangement of cast steel & prefabricated steel (composite).
 Cast iron.
Prefabricated Steel (Welded)

∀Lightness in construction
∀Good strength against shock loads
∀Easy to manufacture and repair
∀Poor vibration damping characteristic
∀Liable to distortion, and crack due to numerous welds
∀After welding, requires stress relieving
Cast iron
∀Mainly for small, medium/high speed engine
∀Flawless casting difficult.
∀Excellent internal vibration damping characteristic
∀Repairs difficult (casted)
∀Low tensile strength and usually support by tie bolt (large engine)
Hybrid or composite
∀Fabricated mild steel for longitudinal girders and cast steel for transverse girders
∀Transverse girders continuous with integral bearing pocket
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∀High resistance to cracking due to lack of welds and irregular grain flow
∀Steel used have good weld ability properties
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Materials (Modern bed plate):
 Fabricated longitudinal girders.
 Cast steel transverse section.
 Bearing pocket & tie bolt holes welded into places.
 Bedplate is stress relieved.
 Bearing pocket are line bored & landing surfaces machined.
Ques: State the design, operation and maintenance factors to be considered to

reduce the rate of failure in medium speed engines. (Not related to bedplate)
Ans:
Design:
Generally medium speed engines operate at much higher exhaust temperatures about
4500C as compared to low speed engines temperatures of 3300C. The presence of
sodium & vanadium in fuel oil will lead to high temperature, corrosion. So to withstand
high temperature corrosion, and erosion corrosion the valve and spindle seats have to
case hardened and the material used is stellite or nimonic.
(Stellite alloy is a range of cobalt, chromium alloys designed for wear resistance
nickel base high temperature low creep alloy)
 Cooling the valve case.

 Use of seat ring.
 Surface treatment of seat and spindle.
 Limiting v/v temperature by efficient bore cooling arrangement.
 Valve rotating device.
 Minimizing v/v bouncing by hydraulic operation.
 Heat and corrosion resistance material.
 Efficient scavenging.
 Optimizing v/v timing.
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Ques 1:
a) State the purpose of top bracing arrangement on large engine structure.
b) Sketch & describe a mechanical or a hydraulic top bracing arrangement on an engine
structure.
c) Explain the regular maintenance required on a mechanical or a hydraulic top bracing
arrangement on engine structure.
Ans : a)
Top bracing arrangement :
 Mechanical friction type.
 Hydraulic type.
Purpose of top bracing:

 Engine top bracing are used to connect the upper end of the main engine to a hull
structure for damping lateral vibration generated by slow speed M/E‘s.
 The transverse reaction force acting on the crosshead main bearing due to
connecting rod & crankshaft moment causes the guide force moment.
 To counteract the impact of guide force moments the installation of a set of top
bracing is recommended.
 If vibration level is low or within the acceptable limit use of top bracing Wray be
eliminated.
 Prolong running with slack bracing bolts may cause serious vibration and damage to
engine structure.
 Top bracing are normally fitted on the exhaust side of the engine. It can also be
fitted on the camshaft side of engine.
b)
Mechanical top bracing:
 The mechanical top bracing comprises of stiff connections (link) with friction plates or shims.
 Mechanical double bar top bracing consists of two bars bolted together & designed without
any welds.
 At the hull side a friction connection is tightened in such a way that the top bracing acts as a
stiff connection during normal operation, where as it will slip in the case of large hull
deflection.
 Engine top bracing are used to connect the upper end of the main engine to a hull structure
for damping lateral vibration generated by slow speed M/E‘s.
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 Top bracing are normally fitted on the exhaust side of the engine. It can also be fitted on
the camshaft side of engine.
c. Regular maintenance required on a mechanical or a hydraulic top bracing:

Mechanical top bracing maintenance:
 Relative movement between top bracing & fastening plates to be checked
with dial gauge.
 If relative movement is larger than ±0.02 mm, tightening of top bracing to be
carried out with specified torque.
 Tightening to be checked with torque wrench or by hydraulic tensioning.
 Checking should be carried out once/twice a year.
 Also inspect the structure for evidence of cracking.
 check condition of-
 friction plate.
 Friction pad.
 Friction shims.
 Hydraulic bolts.
Hydraulic top bracing maintenance:
 Oil pressure of the hydraulic cylinders are to be compared with each other at regular
intervals.
 If one of the cylinders shows considerably lower pressure the pressure of the opposite
hydraulic cylinder must be released until problem rectified.
 Oil leakages to be checked regularly.
 Hydraulic cylinder to be overhauled to replace a damage O-ring or seal packing in case of

leakage.
Ques 2:
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1. Sketch & describe the construction of a single plate fabricated bedplate.
2. Explain the causes of /crack on the respective areas on the bedplate.
3. Identify the areas on the bedplate that are prone to crack.
a)
Bedplate construction:
Bedplate consists of –
Two longitudinal girders.
Many transverse girders.
Longitudinal girder (fabricated):

Gives longitudinal strength.
In addition to longitudinal strength-

 Maintain alignment by giving rigidity to withstand hogging/sagging.
 Provide stiff support for attachment of transverse girders.
Transverse (cross) girder:
 Gives transverse strength.

 Houses main bearings.
 Deep plate between the longitudinal girders connected to same both sides.
 Deep plate for sufficient stiffener to withstand firing & load without bending.
 Accommodate main bearing pocket.
(a) Single plate construction
∀Single plate construction more popular with modern
engines ∀Box Bedplate feature
2.Transverse or Cross Girder

∀Houses main bearings
∀Deep plate between the longitudinal girders, connected to same both sides
∀Deep plate for sufficient stiffness to withstand firing load without bending
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Longitudinal & Transverse Girder
b) Causes of failure or cracks:
 Excessive vibration.
 Slack tie bolts.
 Overloading due to excessive bearing wear.
 Poor welding or stress relieving.
 Stress risen / concentration on weld.
Contributing causes for crack:

Faulty manufacturing techniques.
Uneven loading /overloading of engine unit.
Loose tie bolts and loose holding down bolts.
C) Crack areas:
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The area is prone to failure/crack -
 Welds around the bearing pocket.
 Radially around tie bolt and frame bolt holes.
 At junction welds between fabricated cross girder & side girder
 Around lighting holes(if provided)
 At the base of main bearing keeps.
Question 3:
1. Discuss the force acting on bedplate.
2. Explain the types of faults generally found on a bedplate.
a). forces acting on bedplate:

o Fluctuating gas pressure, cylinder combustion.
o Forces due to ship‘s movement in heavy seas.
o Side thrust, from guide faces.
o Static weight of all engine parts.
o Torque or thrust reaction from propeller.
o Thermal stresses.
o Hull deflection, due to loading, etc.
o Inertia forces from the reciprocating masses.
o Vibration forces due to shock loading etc.
b) Types of faults generally found on a bedplate.

o Cracks.
o Oil leaks.
o Loose chocks.
o Loose frames.
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o Corrosion.
o Faulty welding & casting.
Cracks:

Welds joining the transverse girders to the longitudinal.

Under bearing pockets as radial or follow line of bearing pocket.
Oil leaks:
 Sump pan.
 Doors and casings.
 Crankcase relief v/v.
 Bedplate cracks.
Loose chocks:
 Due to loose holding down bolts.
 Chocks fretting (metallic chock) when holding down bolts slack.
Repair (metallic chocks) :
 Bolts hardened on tank top as temporary repairs.

 As soon as possible chock removed tank top face up by grinding.
 New thicker chock prepared and rebeded.
Loose frame:
Causes:
 Due to loose holding down bolt.
 Fretting between the components.
 Excessive vibration will occur.
 Check the tension by following maker instruction & rectify the problem.
Corrosion:
 Water in oil. ( by leak)

 Fuel in oil. (by leak)
 Combustion particles mix up with L.O.
 Acidic particles.
 Blow past.
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Q. How bedplate twist is countered by holding down
arrangement
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4
Ques:
a) Discuss the methods used to repair a crack bedplate.
b) Discuss the areas that require special attention during inspection of a
bedplate.
c) Explain the inspection to be carried out on bed plate.
Ans:a.
Bedplate repairs:
Cracks on mild steel or cast steel:
 Crack chipped out and welds. Care taken not to distort welded
part.
 Use ductile electrodes which will give deposit close to parent
metal.
Crack on cast iron:

 Arrest by drilling hole near crack (if small)
 Metal locked (if serious ) and support by doublers-plate bolted on it.
In case of crack at bedplate:

 Drill two holes at each end of the crack.
 Continue drilling holes along the crack.
 For locating the drill hole use the locating pin of spacing jig.
 Apply spot face on the holes.
 Tap the hole all the way down to make thread.
 Tapping angle should be same as drilling angle.
 Use thread sealant in the holes.
 Screw the special pins into the threaded holes until the head of the screw
is broken due to over tightening.
 Grind the remaining portion of pin and level it with the materials surface.
 Make another set of holes between the pins that are already located and
following the same way to level them with surface.
 Finally take a ball pen hammer to slightly tap the locking arrangement to
make precise metal to metal contact.
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Safety precautions:
 Permission must be granted to immobilize the engine.

 Block start air mechanism and shut start air main v/v
 Turning gear engaged and indicator cock must be opened.
 Stop L.O p/p‘s and shut all v/v‘s.
 Crankcase should be treated as enclose space and permit to work
combined with a risk assessment program
Inspection to be carried out on bedplate for

 Cracks.
 Oil leaks.
 Loosen connection.
 Corrosion moisture or acidic compounds.
 Faulty welding and casting.
 Cleanliness, sludge & carbon.
Cracks:
 Bedplate should be regularly inspected for evidence of cracking in the following

areas:
 Central portion of a transverse girder and around the saddle.
 Junction welds between transverse and longitudinal girder and all the welded points.
 Tie bolts holes and around the holes (top of the transverse girder)
 Lightening holes (if any)
 Base of main bearing keeps.
Oil leaks:
Must be regularly inspected for evidence of cracking.
Loosen connections:
 Chocks: Chocks must be inspected for any slackness and corrosion. Chocks play
very important role to align engine & prevents bedplate from any localized distortion.
 Frame: checks frames whether loose or not because they are heavily loaded part of the
engines.
 Holding down bolts: check for slackness.
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 Tie bolts: checks for slackness, slack tie bolts will cause uneven stress pattern in
the tie bolt, which could lead to early fatigue failure.
Corrosion;
Should be checked for any sign of corrosion check for any surface roughness.
Faulty welding and casting:

 All junction welds & welding points must be inspected carefully.
 Welds are inspected for surface cracking and surface flaws.
 The surface inspection is carried out by the dry penetrant method or magnetic
particle method, while the surface flaws are inspected by ultrasonic method of
testing.
 Normally this test is carried out on new engine during ship building or sometimes
this sort of inspection is carried out during dry dock.
Cleanliness:
Check for any sludge or carbon accumulation.
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Bearing
Bearing materials:
Tin based white metal:
Tin based white metal is an alloy with minimum 88% tin (Sn), the rest of the alloy being antimony,
copper and cadmium.
Gives good load carrying & sliding properties.
Tin- aluminum (Al Sn HO):

Tin-aluminum is a composition of aluminum(Al) & 40% tin (Sn)
Sliding properties are much similar to tin based white metal but the load carrying properties are higher at
the same temperature compared to tin-based white metal.
Overlayer & flash layers:

Where applied, usually tin and or lead, are to withstand corrosion (oxidation) and act as a dry
‗lubricant‘.
When bearings are newly installed or when crankshaft is turned.
Axial oil grooves & oil wedges:

To enhance the oil distribution over the load carrying surfaces.
Especially in the case of crosshead bearings, to assist in the formation of hydrodynamic
lubrication oil film between the loads carrying surfaces.
To provide oil cooling (oil grooves).
Thick shell bearing:

This type of bearing has steel bach.
Top clearance are usually are usually adjusted with shims. Typically 30 to 60 mm thick.
Since the 1980‘s, not popular.
Thin shell bearing:

Thin shell bearings have a wall thickness between 2 & 2.5 % of the journal diameter. Rigidity
supported over its whole leng
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Q:a) Explain the main factors that contribute to the limitation of load on
crosshead bearings or
State the factors that affecting the lubrication of a large diesel engine?
Describe the complete inspection of a crosshead bearing or how you would
carry out the bearing for survey
Explain with the reason the possible defects that can be found
Explain how such defects can be minimized with correct maintenance and
operation
Ans (a): Load limitation on bearings,
Maximum firing pressure-Indication of the max load on the lower bearing
Difference between compression and maximum firing pressure-Rate of loading on
the bearing, shock load
Piston speed & hence crosshead bearing becoming oscillation movement-Affect
oilfilm formation
Lub oil pressure-Oil wedge, oil film, load correcting capacity.
Design of bearing
No load reversal
Ans (b) Scope of inspection:

Discoloration:
Estimated percentage of discoloration
Signs of overheating
Lacquer formation
Removal of over layer
Microbial attack
Scoring: due to
Impurities abrasive particles in the lub oil
Bearing wear particles in the lub oi
Pitting marks:
Foaming of the lub oil
Spark erosion due to earthed problem (only on main hearings & journals)
Flaking:
Ageing water in L.O
Wear down:
Measure the thickness of the bearing shell
Cracks:
Overloading
Use dry penetrant check
Oil grooves:
Enlargement of groove due to erosion/corrosion
Oil holes
Enlargement/ blockage
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Dowel pin holes it fitted
Slackness
Ferreting
Incorrect tightness
Apply oil/grease at the back of bearing shell before assembly
Ans c): Possible causes / possible defects.

Fatigue failure: due to ageing
Reduced lub oil flow:

Due to oil leakages at pipe connection
Excessive clearance due to wear down of pin

Due to improper power balancing
Early firing due to early injection
Misalignment:
Due to uneven wear down of guide shoe & cross head
pinsPiston rod bent, excessive liner wear
Cross head pin may have high hardness:

Due to wear down/scoring over prolonged time
Oil grooves in bearing enlarged:

Due to erosion/ corrosion
Ovality of cross head pin:

Due to the cyclic lead variation of the unbalance engine
Slack tie bolts inadequate tightening

Slack or over tightening of crosshead bearing nuts
Ans(d): prevent/how to minimize

Carry out regular crankcase inspection
Oil in circulation is of correct quantity
Purification is constantly carried out
Ensure oil topped up at regular intervals of not more than 10%.
Check for crosshead oil leakage at pipe hinges
Take M/E performance data & power balancing.
Crosshead bearing clearance checks
Oil testing and appropriate remedial action
takenRegular clearance check bet guide shoes &
pins.
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Question: One of your main engine units has experienced repeated failure of
the crosshead/Top end bearings.
What are the documents & information you would require for assessment?
Causes of crosshead bearing failure. Or Explain with the reason the possible defects
that can be found.
As C/E how to prevent above? Or Explain how such defects can be minimized with
correct maintenance and operation.
Answer: A
The following documents and information‘s required for the assessment:
The main engine total running hours.

The crosshead bearing total running hours at time of failure.
The previous C/E inspection report.
Clearance records.
Inspect the previous damaged bearings.
Check the stowage of the bearings.
Check the history of the spare bearings.
Is it from the time of supply during new buildings?
Original equipment manufacturer (OEM) supply or genuine spare.
Check engine maker‘s service letters, for any information regarding such failure.
Have engine maker‘s been informed? Their recommendation and follow up action.
Previous L.O analysis reports.
Previous log books for M/E parameters.
Previous M/E performance report.
Previous crankshaft deflection reports.
L.O filters condition.
Backwash filters condition.
Answer: B
Possible causes/ Possible defects of cross hear bearing failure:
Fatigue failure:
Due to reuse of old spare, ageing, unavailability of spare crosshead pin, hand polished spare
used.
Reduced lube oil flow:
Due to oil leakages at pipe connection (chock oil passage).
Excessive clearance due to wear down of pin.
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Due to improper power balancing.
Early firing due to early injection.
Misalignment:
Due to uneven wear down of guide shoe & crosshead pins.
Piston rod bent, excessive liner wear.
Crosshead pin may have high hardness:

Due to wear down/ scoring over prolonged time.
Oil groves in bearing enlarged:

Due to erosion/corrosion.
Slack tie bolts/ inadequate tightening.

Improper tightness of crosshead bearings nuts.
Answer: C
How to minimize /prevent:
Oil in circulation is of correct quantity.
15-18 times per hour circulation. (For 2 stroke engine LO pump capacity/15)
Purification is constantly carried out.
Ensure oil topped up at regular intervals, of not more than 10% of sump volume.
Oil testing and appropriate remedial action taken.
Carry out regular crankcase inspection.
Check for crosshead oil leakage at cross head pipe hinges and oil flow pattern.
Regular clearance check between guide shoes & pins.
Crosshead bearing clearance check.
Take M/E performance data & power balancing.
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Ques: What inspection do you carry out on a bearing?
Which half of the bearing would you give particular attention?
Or Describe the complete inspection of a crosshead bearing or how would you prepare
the bearing for survey.
Ans:
Bottom half of the crosshead bearings.
Top half of the crankpin bearings.
Bottom half of the main bearings.
Scope of inspection:
Discoloration:
Estimate percentage of discoloration.
Signs of overheating.
Lacquer formation.
Removal of over layer.
Microbial attack.
Scoring: Due to---

Impurities/ abrasive particles in the lub. Oil.
Bearing wear particles in the lub. Oil.
Pitting marks:
Foaming of the lub oil.
Spark erosion due to earthing problem (only on main bearing & journals).
Flaking:
Ageing, water in L.O.
Wear down:
Measure the thickness of the bearing shell.
Cracks:
Overloading.
Use dye penetrant check.
Freeting:
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Incorrect tightness.
Applying oil/ grease at the back of bearing shell before assembly( it will create movement between
bearing & housing)
Oil grooves:
Enlargement of grooves due to erosion/corrosion.
Oil holes:
Enlargement/ blockage.
Dowel pin/holes if fitted:
Slackness.
Journal/pin :
Roughness
Diameter/ovality check
Crack detection surface finishing
Oil holes check/ discoloration
Hardness check
Ques:
Explain the main factors that contribute to the limitation of load on crosshead
bearings./state the factors that affect the lubrication of a large diesel engine
Why working condition of x –head bearing are more difficult than bottom end bearing,
lubrication also critical state reasons
Ans:
Load limitation on bearing or the factors that affect the lubrication of a large diesel engine:
Maximum firing pressure:
Indication of the maximum load on the lower bearing.
Difference between compression and maximum firing pressure
Rate of loading on the bearing, shock load.
Piston speed & hence crosshead bearing oscillation movement
Affect oil film formation.
Lub oil pressure:
Oil wedge, oil film, load carrying capacity.
Design of bearing.
No load reversal.( single acting)
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Ques:
During crankcase inspection, you find metallic debris on the floor of a particular unit. Further
investigation reveals the unit crankpin bearing has wiped and the crankpin is badly scored.
Explain how you would operate engine to reach safe port?
What factors influence the speed limitations?
Ans: a.
If crank pin is badly scored, then in- situ matching has to be done by shore specialists, who will
grind crank pin and accordingly fit undersized crank pin bearings.
Trying to polish by ship staff and fittings new bearings may lead to further damage in the form of
overheating and deeper cracks developing to crank pin.
Procedure:
Cut out fuel pump by lifting and securing the roller guide.
Put the exhaust v/v out of action so that the v/v remains closed.
(Air for exhaust v/v air spring opened and exhaust v/v actuator lifted and oil pipe blocked)
Dismantle the starting air pipe & then blank off the main pipe and the control air pipe for the
affected cylinder.
Suspend the piston with piston rod and crosshead by stopper pins provided.
Take the connecting rod out of the crankcase.
Blank off the oil inlet to the crosshead.
Set the cylinder lubricator for the affected cylinder to ‗zero‘ delivery.
While the engine can be operated for a short trip-
Remember the whole weight of the piston, piston rod and crosshead is resting on the four
stopper pins, which may not be safe if vessel encounters rough weather.
if long voyage-
Remove piston with piston rod & stuffing box.
Remove crosshead out of the crankcase.
Blank off the stuffing box with two plates, one on scavenge air side and the other on
crankcase side.
Explain the precaution that would be taken during operation of the engine in such a condition:
Starting after putting cylinder out of operation:

1. Clean the L.O pump suction filters (if debris is found then batch purification may be needed).
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Before starting the engine it is important to check the oil flow through the other bearings and the
tightness of the blanked off openings
Run the engine at reduced speed as per manufactures recommendation.
After 10 minutes running and again after one hour, the crankcase must be opened for checking o
Other bearing‘s condition.
o Oil flow through the other bearing.
o Tightness of the blanked-off openings.
If engine fails to start on air then give a reverse start and then required direction.
Ans: b. Factors influence the speed limitation:

The engine builder must always be contracted for calculation of allowable output and possible
barred speed range.
Factors influencing speed limitation:
Thermal load restriction.
Torsional vibration restriction.
Thermal load restriction & vibration:

Slippage of crank journals.
Crankshaft misalignment.
T/C surging due to uneven exhaust flow.
Tie bolts.
Holding down arrangement.
Coupling arrangement.
Ques:Whilst operating at sea the M/E malfunctions and inspections indicates that the
crosshead bearings and cross-head pin of the unit has failed. Further inspection reveals that
the crosshead pin cannot be used for further service.
Before undertaking any work on the engine, the following safety checked should be carried out:
Risk assessment should be carried out.
Work permit to be taken.
Starting air shut off and locked off.
Open the indicator cock.
Engine cooled down sufficiently to allow L.O pump to be shut down.

Check that no one is working on the vicinity of the shafting.
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Take propeller clearance from bridge.
All lifting gear, shackles etc checked for defects and check they are within certification.
Tool box meeting should be carried out, only the person incharge of operation is to operate the T/G.
Q. Explain why Bottom end is under more stress?

b) Explain why big end bolt is more prone to failure?
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Frame, Entablature & Tie Bolts
Question 1:
a) Sketch a slow speed marine diesel engine tie bolt and explain the purpose of
this bolt fitted to the engine.
b) Sketch and explain the correct method of fitting a new tie bolts/Correct
procedure of tensioning of tie bolts during engine room routine
maintenance/sketch and describe how initial pretention/tensioning of the
tie bolts are checked in modern engine
c) Explain why tie bolts are located close to the center line of the engine.
Ans: a)
Purpose of tie bolts:

 Hold bed plate, frames and entablature firmly together in compression.
 Transmit firing forces back to bedplate.
 Prevent excessive bending moments in transverse girders.
 Prevent fretting between these components.
 Subjected to heavy tensile load.
 Prevent excessive vibration by using guide bush and pinching screw.
 Provides alignment to running gears.
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b. Correct method of fitting a new tie bolts:
Initial preparation:
 Refer to instruction manual.

 Permission must be granted to immobilize the engine.
 Spare & tools must be checked.
 Conduct tools box meeting.
 Hydraulic jack or tools used must have valid calibration certificate.
 Pressure gauge must be checked for accuracy.
 Risk assessment with work permit to be done
properly
Preliminary work:
 Clean the tie rod properly and carefully before inserting into position
 The lower nut of the tie rod is screwed on.
 Clean the seating surface for intermediate ring and the upper nut.
 Place intermediate ring and screw upper nut on the tie rod.
 Screw ring screw into the tie rod and lift carefully till the lower tie rod nut rests
snugly against the bearing shield.
 In this position tighten the upper tie rod nut with the tommy bar until it is firmly
seated on the intermediate ring. Separate lifting tackle from the rod and
remove ring screw.
Working sequences for tensioning:
 Measure distance ‗L‘ for all tie rods and record them.
 Mount pre tensioning jack on the two tie rods place opposite to each other a/a,
the lower part of the cylinder jack has to rest on the intermediate ring.
 Connect both the jacks to high pressure oil pump and vent the system.
 Operate pump until a pressure of 350 bar ( 1st stage ) is reached. Maintain the
pressure while two upper nuts are tightened with tommy bar until a snug fit is
obtained.
 Release the pump pressure to zero.
 In this manner tension all the tie rods in the sequences (a/a, b/b, c/c, d/d, e/e/,f/f)
and measure all the distance ‗L‘ and record them as ‗L1‘
 Check maker‘s reference value ‗L1‘-‗L‘
 Repeat the same procedure for final tightening to 600 bar (2nd stage).
 Finally measure the distance ‗L‘ for each rod and record them as ‗L2‘ and
compare ‗L2‘-‗L‘ value with maker‘s reference value as total elongation of tie rod.
The values should be same if the tie rods are correctly tensioned.
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(c ) Why tie bolts are located close to the center line of the engine:
o To hold bedplates, frames and entablature firmly together in compression.
o Transfer firing force back to the bedplate.
o Prevent fretting between these components.
o To prevent excessive bending moment in the transverse girders
o As load increases tie bolt tend to pull transverse girders upward and load on bearing
pockets tend to push downward. So the transverse girders are always subjected to a
bending moment which is restricted by tie bolts.
o As the bending moment is the product of force & distance, the greater the
distance the greater would be the bending moment the greater the stress set-
up.
So the tie bolt is located as close to the centerline of the engine as possible.
QUESTION 2:
Sketch the A frame of a slow speed engine prone to failure location of main
bearing and area of failure.
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Ques:
Sketch and explain the correct method of checking tie bolts tension. Or Correct
method of checking pre-tension of tie bolts.
Checking the pre-tensioning of tie rods:
For such it is not required to loosen the thrust bolts of the main bearings (sulzer
engines) and the clamping screw of the rods.
If fitted with bearing jacking bolts, then these must be slackened before tightening.
Procedure:
 Refer to manufacturer instruction.

 Take crankshaft deflection.
 Remove the thread protecting hoods from all tie rods and clean the contact
face of the intermediate ring.
 Mount pre-tensioning jacks onto two tie rods placed opposite to each other until lower
part of the cylinder has to rests on intermediate ring. Fig : a/a
 Connect both pre-tensioning jacks to the high pressure oil pump and vent the system
 Operate the pump until the pressure up to 600 bar and maintain same.
 Check with feeler gauge, if there is any clearance between the tie rod upper
nut and the intermediate ring.
 If any clearance exists, tighten the tie rod nut with tommy bar until it rests
firmly on the intermediate ring and then release the pressure. If no clearance
exists, the pressure can immediately be released.
 All the tie rods have to be checked in this manner and whenever necessary, the tie
rod nut has to be tightened, in the sequence of (a.a),(b,b),(c,c),(d,d), (e,e), (f,f) as
shown in fig.
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Precaution:
Take the crankshaft deflection before and after the job to confirm proper alignment of
the engine.
Ques:
a) Explain the effect of operating an engine with loose tie bolts.
b) Discuss how you are going to remove a broken tie bolts.
Ans: a) Consequences of operating engine with loose tie bolts:
 Rigidity of whole structure will be destroyed.

 Transverse girders to bend – which could lead to cracking.
 Due to Fretting machined mating surfaces will rub together and wear away.
 Fretting will cause nut landing face out of square.

 Tightening of tie bolts after fretting will pull engine out of alignment.
 Alignment of engine running gear will be destroyed.
 Misalignment of main bearing.
 Misalignment of crosshead guides, cylinder liner and stuffing box and wear excessively.
 Uneven stress on tie bolts which could lead to early fatigue failure.
 Excessive vibration on the turning gear.
 Fitted bolts holding bedplate, frame and entablature in alignment to break.
b) How to remove broken tie bolts/ tie bolt

repair:
Safety precaution:
o Permission must be granted to immobilize the engine.
o Spare & tools must be checked.
o Conduct tools box meeting.
o Propeller clearance to be obtained.
o Block start air mechanism and shut start air main v/v.
o Turning gear engaged and indicator cock must be opened.
o Stop L.O p/p‘s and shut all v/v‘s.
o Crankcase should be treated as enclose space and permit to work.
o Position of fracture will dictate how broken pieces are removed.
o If bolt broken at mid length, lift out the top half , remove the bottom nut.
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o Feed a loop of braided wire cable ( about 7mm diameter) down the tie bolt
tube.
o When it emerges at bottom a supporting piece can be fitted to the wire.
o This enable broken tie bolt to be withdrawn.
Ques:
Discus the faults that could be found on engine structure.
Explain the causes and indications of misalignment on engine structure.
State with reason the parts of frame required special attention.
Ans: a) Faults in structure or Frame/ problem associated with frames:
 Crack
 Loose bolts.
 Misalignment.
Weakness area in structure/ frame:
 Tie bolt holes

 Stiffness tubes
 Near jack bolts for main bearing kept
 In the way of guide surfaces where load is greater.
 Welding joint.
1. Crack:
Crack can be found at junction, around bolts holes or where stress pattern is complex.
Behind guides.
 Around guide securing bolts.
 Around main bearing pockets.
 All welds especially at junction welds.
 Securing bolts & dowels between bedplate & frame, frame & cylinder block.
2. Loose bolts:
 When tie bolts loosen, engine structures are not under compression anymore.
 Guide force taken up by frame bolts and dowels which lead to stretch and slacken
bolts.
 Structure allowed to work‘.
 Structure supporting bolts and bars may get slackened/ Bolt holding guide
faces and bars to supporting structure may get slackened.
 Serious effect to piston alignment.
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 Fretting would take place at landing faces of all matting parts.
3. Misalignment:
Causes of misalignment:
 Settling of the structure.
 Fire.
 Grounding, collision.
 Distortion of bedplates.
 Slacks tie bolts / foundation bolts/ frame securing bolts.
 Loose chocks.
b. Indication of misalignment:
 Overheated bearings /Bearing overheating.

 Overheated guide shoes/Guide shoes overheating.
 Uneven wear of liner/ Liner wear uneven.
 Piston slapping.
 Wear of stuffing box & piston rod/Stuffing box and
piston rod wear.
c. Areas / parts of frame requiring special attention:
o Behind guides.
o Around guide securing bolts.
o Around main bearing pockets.
o All welds especially at junction weld.
o Securing bolts & dowels between bedplate & frame, frame & cylinder block.
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Holding down bolts & Chocks
Ques 1:
1. Sketch and explain a modern holding down bolt./ Design features.
2. Identify with reason/ causes common problem associated with holding down bolts
arrangement/ Causes of slackening
3. Explain the consequences on running an engine with loose holding down bolts.
Ans:a
The holding down bolts passes through holes in the bedplate, chocks & foundation plates.
The bolts are free through these component (reduce stress concentration).
After engine aligned chocks & bolts fitted.
It is close to cross girder as it has no support at center.
Most modern engine use long bolt with spacer.(increase fatigue strength+ tensile strength)
These bolts are subjected to high stress but low stress fluctuation.
Fig: Modern holding bolt
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B. Reason or causes common problem associated with HDB arrangements/ discuss factors
that causes slackening of HDB arrangements / faults IN HDB:
Loose bolts and chocks.
Cracked bolts and chocks.
Both can be happened due to –
 Loose tie bolt.

 Loose chocks.
 Inadequate tightness of holding down bolt.
 Bedplate or foundation plate deformation.
 Unbalanced or overloading of engine.
 Ageing.
 Collision or grounding.
C. Consequences running engine with slack holding down bolts:
Severe fretting on matting surfaces of bedplates, chocks and foundation plate.
Fretting contributes to misalignment and serious crankshaft damage.
Excessive vibration, abnormal movements upper part of engine.
QUESTION 2:

2. Sketch and explain the construction of an epoxy resin chock.
3. State the advantages and disadvantages of epoxy resin chock.
ANSWER:
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Ans:a
Fig: Epoxy resin chock
Epoxy resin is a liquid it confirms to all irregularities.
Provide a precise contact fit between machinery bases and foundations.
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Resin properties:
1. Compressive strength (kg/cm2) -13300C

2. Tensile strength -3500C
3. Shear strength -3800C
4. Heat distortion temperature -930C
ANS. C)
advantages and disadvantages of epoxy resin chocks :
Advantages:
Modulus of elasticity of resin maintain crankshaft and machinery alignment during hull flexture.
Maintain holding down bolt tension.
Reliable permanent alignment.
Provides uniform precise mounting for superior rate of critical alignment.
Non-fretting.
Reduce noise.(100% contact area)
Resist degradation due to fuel, lubricants, ingress.
Vibration damping properties is very good.
Eliminate fitting and machining.
Eliminates corrosion in chocks area.
Disadvantages:
After damage or misalignment it is very hard to replace.
Resin just like permanent.
Heat distortion temperature 930C.
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Ques 3:
2. Explain why bedplates are secured on chocks instead of direct installation on
tank top Or Explain why engines are not directly fitted on tank top.
3. Why holding down bolts are made long and made of high UTS steel?
ANSWER A:

b. Engines are not directly fitted on tank top
1. To ensure the proper alignment with propeller shaft.
2. To provide stiff and flat seating by compensate natural unevenness of tank top.
3. To absorb stress due to heavy seas hogging and sagging.
4. To ensure any variations on surface of tank top does not cause misalignment on engine.
5. Without chocks bedplate & tank top must have a large fine finishing surface.
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6. Fretting can be repaired by adjusting individual chocks.
7. Any distortions after fretting (due to settlement) can be corrected easily.
C)
Holding down bolts are made long with spacer to increase fatigue and tensile strength.
Modern engine use long elastic bolts. Because of greater length the bolts have greater
elasticity hence less prone to crack comparing with unsleeved bolts.Bolts are made of
high UTS steel because:
1. To increase tensile strength.
2. Have higher fatigue strength.
3. Have toughness property to sustain variable load without failure.
4. High UTS steel bolts can be tightened to a higher torque to reduce stresses.
Ques 4:
Explain the purpose of side, end and bottom chocks on engine bedplate.
Explain why bedplates are secured on chocks instead of direct installation on tank top Or
Explain why engines are not directly fitted on tank top.
State the advantages and disadvantages of epoxy resin chock.
Ans:a.
Purpose of side, end and bottom chocks:
Side chock:
Side chocks are fitted to prevent engine from moving sideways due to-
Movement of vessel.
Sideways component of thrust from reciprocating & rotating parts.
Prevent chaffing of supporting chocks and tank top.
Assists holding down bolts -resist lateral forces when vessel rolling.
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Fig: Side chock/end chock
End chock:
Provided at each end of the longitudinal girder to position the engine.
Absorbs collision or axial loads.
In integral thrust block, it absorbs propeller thrust & propeller excited vibration.
Bottom chocks:
Provided between bedplate and tank top

To ensure any variations on surface of tank top does not cause misalignment on engine.
Without bottom chocks bedplate & tank top must have a large fine finishing surface
Fretting can be repaired by adjusting individual chocks.
Any distortions after fretting can be corrected easily.
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Fig: bottom chock
Advantages:
Non-fretting.
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Disadvantages:
Question 5:
1. Sketch and describe non-metallic chock
2. Describe nonmetallic pouring procedure/ Fitting of an Epoxy resin chock
Or Explain how an epoxy resin chock is fitted on the bedplate.
3. Advantages of non-metallic chock

4. Why makers isn’t satisfy with non-metallic chock
Epoxy resin is a liquid it confirms to all irregularities.
Provide a precise contact fit between machinery bases and foundations.
Resin properties:
1. Compressive strength (kg/cm2) -13300C
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2. Tensile strength -3500C
3. Shear strength -3800C
4. Heat distortion temperature -930C
C. Fittings of an epoxy resin chocks:
Surface are cleaned of oil, scale rust etc.
A thin film of zinc applied for corrosion resistant(Zn).
Dam is prepared in the chock area.
Holding down bolts greased, inserted and hard torque prior to pouring.
Temperature at chocking area keep above 160C (Use hot blowers)
Resin is mixed & poured into position. Ensure no local hot spot.
After hardens keep chock and plate to 160C or higher for 48 hrs.
Ensure chocks are below 380C before tightening holding down bolts.
Crankshaft deflections are taken to confirm alignment.
Advantages:
Non-fretting.
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Disadvantages:
Ques 6:
Sketch and explain a modern holding down bolt / Design features.

1. Explain why bedplates are secured on chocks instead of direct installation on
tank top Or Explain why engines are not directly fitted on tank top.
2. Why side and bottom chocks are provided
3. Explain why the holding down studs are long and made of UTS steel
4. Ques: Explain why the holding down studs are free through the tank top
plating chocks & bedplate?
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b. Engines are not directly fitted on tank top
1) To ensure the proper alignment with propeller shaft.
2) To provide stiff and flat seating by compensate natural unevenness of tank top.
To absorb stress due to heavy seas hogging and sagging.
To ensure any variations on surface of tank top does not cause misalignment on engine.
Without chocks bedplate & tank top must have a large fine finishing surface.
Fretting can be repaired by adjusting individual chocks.
Any distortions after fretting(due to settlement) can be corrected easily.
Purpose of side, end and bottom chocks:
Side chock:
Side chocks are fitted to prevent engine from moving sideways due to-
Movement of vessel.
Sideways component of thrust from reciprocating & rotating parts.
Prevent chaffing of supporting chocks and tank top.
Assists holding down bolts -resist lateral forces when vessel rolling.
End chock:
Provided at each end of the longitudinal girder to position the engine.
Absorbs collision or axial loads.
In integral thrust block, it absorbs propeller thrust & propeller excited vibration.
C)
Holding down bolts are made long with spacer to increase fatigue and tensile strength.
Modern engine use long elastic bolts. Because of greater length the bolts have greater
elasticity hence less prone to crack comparing with unsleeved bolts.
Bolts are made of high UTS steel because:
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To increase tensile strength.
Have higher fatigue strength.
Have toughness property to sustain variable load without failure.
High UTS steel bolts can be tightened to a higher torque to reduce stresses.
Ans: Holding down bolts in most modern engine are free through the bedplate, chocks & tank top
plating. This is because-
To avoid stress concentration on the bolts.
To avoid the chances of fretting or notch effect this may cause fatigue failure.
To transfer the tensile stress through the bolt from bedplate to tank top without concentration any
particular parts.
The bolt should be free to elongate otherwise they will lead to fatigue failure.
ues: Holding down bolts are free and long why?

Ans: If it is fitted bolt, then propeller thrust will transmit through the thrust pad, bedplate chocks
foundation plate to the hull. If in this condition the holding down bolt loosen then this bolt is
subjected to sheer stress which may cause to crack or break of bolt.
HDB are free through the component to
 Reduce stress concentration

 Increase fatigue strength.
 It is free so it gives more tensile strength
 Avoid chance of fretting
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Cams & Chain Gear Transmission
QUESTION 1:
1. State with reason the causes of chain elogation
2. Describe with sketches how correct tension is restored in chain drive
and how tightness is achieved.
3. State why the limit of elongation is placed
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B. Restoring chain tension/ chain tensioning procedure:
Initial procedure /preparation:

 Obtain propeller clearance.
 Block start air mechanism and shut main starting v/v.
 Open indicator cock.
 Turning gear engage.
 Stop the lube oil pump and let the engine to cool down sufficiently.
 Sprocket should be emptied before entering the chain case.
 Refer to maker‘s instruction manual.
 Risk assessment and permit to work
Procedure:
 Chains are normally tightened every 4000 hrs.

 All four nuts A, B , C , D are slackened.
 Turn the engine so that slack part of chain on the same side of tightening wheel.
 Continue turning until balance weights are vertically down.
 Tighten nut B until specified clearance is obtained between shaft and nut.
 Tighten further (240-330 deg) according to instruction manual.
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 Tighten nut C hard against contact face of the shaft.
 Tighten nut D& A and lock A-B &C-D with tab washer.
C) The limit is placed on elongation because:

 As the chain elongates, the pitch of the chain alters.
 The pitch of the chain will no longer match with the pitch of the sprocket wheel.
 As a result, excessive wear will take place between chain and sprocket wheel.
 Depth limit of surface hardness of the chain components will be reached and hence
elongation will be accelerating.
 Limit usually 1% of chain original length.
QUESTION 2:
a) What is the effect of chain stresses?

b) Describe with sketches how correct tension is restored in chain drive and
how tightness is achieved.
c) What are the routine inspections of chain drive/ tension to be carried out?
d) explain the causes of chain vibration
Ans:
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c. Routine inspection of chain drive:
 Loose bolts & pipe connection.

 Lube oil pipes for damage.
 Oil spray, for direction and flow.
 Rubber clad guide – for crack.
 Teeth of sprocket wheel.
 Chain for cracks on rollers and side plate.
 Check chain rollers and link are free on bushing and pin.
 Check chain slackness.
 Adjust chain tension incase slackness equal to ½ to 1 chain link.
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Question 3:
a) state with reason the causes of chain elongation
b) What are the effects due to more or less tension of the chains?
c) With sketch explain the procedure of checking chain tightness or Describe
with sketches the procedure in checking wear in chain drive or
D.
Procedure in checking wear in chain drive/ checking chain slackness :
Permission to immobilize the engine, obtain propeller clearance.
Shut the start air valve and isolate the mechanism.
Turning gear engage.
Indicator cock open.
A risk assessment should be carried out with permit to work.
Procedure:
Refers to maker‘s instruction manual.
By measuring transverse displacement of chain at its mid point.
Turn the engine so that the longest side of the chain is slack side.
After stopping the engine the chain is pulled back and forwarded by hand.
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The transverse movement should be in between ½ to 1 link.
Check the length of the chain for elongation by measuring the length of 10 links of the tight side of
the chain and compare it with the same 10 links of a new chain or original length (limits usually
1%)
By measuring reduction of spring compression.
Question 3:
a) explain the causes of chain vibration
b) explain reason of chain adjustment become necessary after prolong service.
c) explain with suitable diagram the effect of chain adjustment on engine
operation.
d) State and describe how chain tensioning are carried out
e) explain the effects of chain tension/ elongation on the engine operation/
performance
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E)
Effect of chain elongation on engine performance:
1. As chain stretches & its retentioned, the camshaft sprocket is gradually retarded.
2. Gradual retarding of camshaft sprocket causes the retardation of
I. Exhaust v/v timing

II. Fuel injection timing
III. Starting air distributor timing.
Effect on exhaust v/v timing:
1. Exhaust v/v timing retards.

2. Low p max and p com
3. Reduced blow down.
4. Reduced scavenge efficiency.
5. Exhaust temperature high.
6. Reduce power.
Effect on fuel injection timing:

1. Fuel injection timing retards.
2. Low Pmax
3. Unburned fuel
4. After burning
5. high exhaust temperature
6. Piston crown brown.
7. Reduce power
Effect on starting air distributor timing:
1. Starting air distributor timing is retard.

2. Efficient start will not possible.
3. Frequently failure of engine starting
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Question 4:
a) sketch chain drive
b) Describe how camshaft timing is checked and adjusted after chain
tensioning.
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5
b. Camshaft timing is checked and adjusted after chain tensioning.
 Refer to maker‘s instruction manual

 Tool box meeting carried out.
 Arrange appropriate tools and instruction manual to keep ready
 Take permission to immobilize the engine
 After permission granted carry out proper shutting down procedure of M/E
 Starting air system and starting mechanism to be isolated
 Open indicator cocks and engage turning gear
 Propeller clearance taken
 Stop L.O pump and let the engine cool down
 Carry out proper risk assessment
Timing checking
 Turn the crank throw of cylinder 1 to TDC .

 Turn in ahead direction to ensure that the tension of the chain on the chain drive is
correct
 Check the TDC position with the pin gauge (D1) on the crank throw
 Position the camshaft pin gauge (D2) in the centre punch mark and measure the
deviation
 If change exceeds 2o then must be adjusted
Adjustment
 Place one end of the D2 pin gauge in the pop mark on the frame and other end on the pop
mark on the camshaft
 Apply hydraulic oil pressure to the coupling next to the chain drive
 Turn the camshaft carefully with special type of spanner until the D2 pin gauge is on line
with the mark
 Release the hydraulic oil pressure
Ques:
Discuss the method of assessing percentage increase in length and why limit is placed on
elongation?
Ans:
Method of assessing percentage increase in length:
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6
Check the length of the chain for elongation. By measuring the length of 10 links of the tight
side of the chain and compared it with the same 10 links of a new chain or original length.
So % increase length = increase in length/ original length × 100%
The limit is placed on elongation because:
 As the chain elongates, the pitch of the chain alters.

 The pitch of the chain will no longer match with the pitch of the sprocket wheel.
 As a result excessive wear will take place between chain and sprocket wheel.
 Depth limit of surface hardness of the chain components will be reached and hence
elongation will be accelerating.
 Limit usually 1% of chain original length.
Ques:
a) Describe the type of bearing used in a camshaft and chain drive system.
b) Explain how camshaft is lubricated.
Ans:
b. Camshaft bearing:
Type of bearings used in a camshaft.
o To ensure good support, series of bearing.

o One bearing located between each pair of cylinder.
o Lubrication from engine lubricating oil system or separate L.O system.
o Bearings are usually shell type.
o Roller or needle roller bearings are used for high speed or medium speed
engines.
o In large engine camshaft is carried under- slung bearings.
o In such case bearing keep bolts to be inspected for tightness hydraulically.
o Bearing wear down and slackness can alter v/v & fuel p/p timing and fatigue
failure.
o Bearing clearance checking is essential at
regular interval.
c. How camshaft is lubricated:
 Lubrication from engine lubricating oil system or separate L.O system.

 Lubrication done by oil sprayer.
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7
Ques:
With a detailed sketch of a chain link, indicate the point of failure generally occurs.
Outer face of roller due to friction with sprocket teeth.
Outer face of bushing due to friction with roller

Inner face of bushing due to friction with pin.
Inner plate wear due to friction with roller.

Inner plate and outer plate wear down because of friction between them.
After prolong time pin also subjected to wear.

These above mentioned faults may arise in chain drive & cause further failure.
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Starting & Reversing
Question 1:
a) draw a starting air system showing starting and reversing /sketch block
diagram of starting air line
b) state with reason why engine may fail to turn on air.(describe the sequence
c) how engine can be started if fail to start from ECR.
d) how to check starting air valve leaking
Or
2. a) draw a line diagram of local /emergency staring air system

b) what is the reason engine fails to start on air
c) what are the main causes of starting airline explosion
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Starting and reversing sequences will be as follows:
At stop condition:
 Telegraph in stop position.
 Air/ fuel interlock on
 Puncture v/v air open.
 Fuel pump cut out.
Starting in ahead direction:

 Telegraph set to start or dead slow ahead position.
 Start in ahead signal from remote control system.
 Ahead signal on.
 Fuel injection timing change to ahead direction.
o Turning gear, air/fuel and reversing interlocks are all cleared.

o Air distributor timing changed to ahead direction.
 Automatic v/v pneumatically open & distributor gets pneumatic signal, engine turn on air.
 Starting momentum rpm is reached (8-12% of MCR speed)
 Governor will set fuel p/p rack to fuel run position.
 Air fuel interlocks will stop starting air supply to cylinder. Puncture v/v air supply
stopped & vented.
 Now engine run on fuel.
 Signal to governor for desired speed.
 Desired RPM achieved and feed back to governor.
Stopping engine:
 Telegraph set to stop position.
 Puncture v/v air on.
 Fuel pump cut out.
Starting in astern direction:

 Same sequence as starting in ahead direction but only telegraph will be in dead slow
astern position.
 Astern signal will on from remote control system which will change fuel injection and starting
air distributor timing in astern direction.
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Engine fails to start on air:
Reason/causes:
 Turning gear engaged.

 Fluid collected on top of piston.
 No control air/ starting air.
 Automatic starting v/v stuck/defective.
 Air distributor v/v stuck.
 No electric power supply to remote control unit. Solenoid operated v/v problem.
 Reversing mechanism faulty.
 Interlock/ safety cut out device active/faulty.
Engine starts on air but fails to fire:

 Fuel unsuitable/ viscosity high.
 Faulty injector.
 Fuel supply interrupted.
 Insufficient fuel delivery pressure.
 Wrong fuel p/p timing.
 Governor defective.
 Speed setting too low.
 Regulating linkage jammed/blocked.
 Safety cut out device activated/faulty.
 Fuel lever @ ES control is not in remote control position.
 Compression pressure too low (due to piston ring/exhaust v/v).
Question 2:
a) with a suitable sketch and describe operation of a large staring air v/v
b) explain main causes of staring airline explosion
c) discuss how explosion can be avoided (safety devices)
d) during maneuvering if staring airline explosion occur what action will u take.
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Ans:
 Fitted in each cylinder corner.

 Timing of opening & closing controlled by cam.
 Balance piston & valve head are of same nominal dia, in order to hold the valve in
balance when main air is open.
 Spring hold the valve closed.
 Guide ensures correct alignment of valve.
 When valve required to open, air at 30 bar from the air start distributor enters the
top of the valve body and acts on a operating piston.
 This forces overcomes the spring force and the valve opens.
 When the air signal from the air start distributor is vented, spring closes the valve.
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Scavenging and supercharging
Ques 1:
a) Describe with a suitable sketch the construction and working principal of
turbocharger.
b) Explain how air and gas tightness between rotor and casings is achieved.
c) Explain how the gas can raise the pressure of air higher than its own pressure.
d) Why gas temperature at turbine inlet is higher than at cylinder exhaust?
e) what are the component you check during oh of T/C
Ans: a
(Bellow Figure is for construction and working principle only)
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B
Gas tightness between rotor and casing:
The labyrinth seal on the turbine side of the turbocharger rotor prevents exhaust gas
contaminating with bearing lube oil supply.
The seal consists of a series of fine turned on the shaft opposite to a series of steps in
the casing.
3. So it provides a series of narrow spaces through which exhaust gas passes.
4. As the exhaust gas passes through each annular space between fin and casing it
is subjected to a throttling action where pressure energy is converted into kinetic
energy.
This kinetic energy dissipated as the exhaust gas swirl around in the expansion
chamber before entering the next segment of gland.
The process repeat itself as the exhaust gas passes down the gland pressure
decreasing as it goes where it meets with a vent to atmosphere.
Sealing air is bled from the compressor end into the middle of the turbine gland which
expands in both directions and provides a very effective seal.
Air tightness between the diffuser ring casing and impeller back:
Annular space between the diffuser ring casing and impeller back will be pressurized
from impeller discharge itself.
So the air will attempt to gain access to the exhaust gas passage.
But a series of concentric grooves are machined behind the impeller which
regulates the leakage to an acceptable level rather than stopping it.
4. The controlled leakage air used as a sealing air and also for disc cooling.
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5
Compressor end
A labyrinth seal also provided at the Compressor end of the rotor to prevent LO
from the bearing being drawn into the compressor impeller
This can also be fitted with seal air supply from Compressor discharge to
ensure efficient sealing.
OR
B) Describe with suitable sketch how air and gas tightness
between rotor and casings is achieved?
Labyrinth seals are fitted to the shaft and casing to prevent the leakage of exhaust gas
into the turbine end bearing, or to prevent oil being drawn into the compressor.
To assist in the sealing effect, air from the compressor volute casing is led into a
space within the gland.
(Fig:………………………….)
A vent to atmosphere at the end of the labyrinth gives a guide to the efficiency of
the turbine end gland.
Discolouring of the oil on a rotor fitted with a roller bearing will also indicate a failure in the
turbine end gland.
A labyrinth arrangement is also fitted to the back of the compressor impeller to restrict the
leakage of air to the gas side
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b)
The Exhaust gas can raise the pressure of air higher than its own pressure:
1. The exhaust gas enters into the turbine side and expand through the nozzle ring
where the pressure energy is converts to kinetic energy.
2. A change of direction in the gas flow through the turbine blades take place resulting in
a change of momentum which exerts a force on the turbine blades. This force causes
the rotor to rotate at high speed.
Now the air enters into compressor axially and accelerated to high velocity due to high
speed of compressor.
This air exists from impeller radially and passes through a diffuser where some
kinetic energy converted to pressure energy .
Finally as this air passes through the volute casing further energy conversion take
place.
Thus the exhaust gas raises the pressure of air higher than its own pressure.
. c. Why gas temperature at turbine inlet is higher than at cylinder exhaust:

 The exhaust gas temperature at turbine inlet is higher than at cylinder exhaust
 Cylinder exhaust gas kinetic energy is converted into heat energy at the turbine inlet.
 Cylinder exhaust gas moves from the constant pressure manifold into a smaller pipe
of turbine inlet an adiabatic compression of gases takes place.
So the temperature increases.
QUESTION 2.
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with respect to t/c
a) Explain how the T/C performance can be monitored during the operation.
Or State how service performance checks are under taken for each of the
following.
I. Gas side
II. Blower side
III. Suction filter
IV. After cooler.
b) state with reason the action required maintained satisfactory performance for each
of following 1. the turbine 2. the comp
c) describe inspection of turbocharger and check special attention during overhaul
d) Identify the defects normally found during inspection and discuss their causes.
a. For assessing turbocharger efficiency following parameters to be monitored/ the areas that
require particular attention during operation/ parameters are necessary to monitor the
performance:
o T/C rpm exhaust temperature.

o Turbocharger exhaust gas inlet temperature.
o Turbocharger exhaust gas outlet temperature.
o Scavenge air temperature.
o Scavenge air pressure.
o Engine inlet air temperature.
o Pressure drop across air inlet filter.
o Pressure drop across air cooler.
o Sea water temperature difference across the air cooler.
o Air cooler inlet temperature.
o Air cooler outlet temperature.
Gas side:
When nozzle ring & turbine blades become dirty T/C exhaust gas inlet temperature rise because
more kinetic energy is given up by the gas before it passes the nozzle ring. This kinetic energy is
converted into heat energy and consequently increased the temperature.
Dirt in the nozzle ring & turbine blades (sodium & vanadium) changes the velocity pattern of
exhaust gas pattern of exhaust gas result in turbine efficiency and T/C rpm falls.
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So by observing the operating parameters, like T/C rpm, temperature difference across
T/C, performance of T/C turbine can be assessed.
Turbocharger rpm vs Scavenge pressure
Reduced speed- fouled nozzle ring , turbine blades.

High speed- fouled air filter, air cooler, compressor.
Blower side:
A dirty compressor wheel will not allow the air to flow smoothly over its surface causing turbulence
and reduction in kinetic energy.
Fig: Scavenge pressure vs Engine power
Suction filter:
The difference pressure across air filter should be monitored. If it is increase it will indicate air
filter fouled/ dirty.
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Filter elements must be cleaned. If pressure drop is 50% higher than test bed value.
Fig: ∆p across air filter vs Scavenge pressure.
Air cooler:
The difference pressure across air cooler should be monitored. If it is increased it will
indicate air cooler air side fouled/ dirty. Fig: Difference pressure across air cooler vs
Scavenge pressure. Air cooler must be cleaned if pressure drop is 50% higher than
test bed value.
Fig: Difference temperature across air cooler vs Scavenge pressure
Fouling of air side and or water side.

Heat transmission is reduced by an oily film on tubes and fins.
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Inspection of main engine T/C and areas required close attention
1) Casing:
 Water side- checked for crack, cold corrosion & scale formation
Gas side- checked for combustion residue/deposits.
 In volute casing diffusers to be checked for erosion or any sign of damage.
Clean blower and turbine side with chemical and inspect carefully
Labyrinth seal:
Labyrinth seals and sealing bush to be checked for damaged.
Made clear the labyrinth seal air line
Bearing:
Change the bearing on both sides with new one (because bearing service life is same
as turbocharger overhauling time).
The defects normally found during inspection and their causes:

Nozzle ring:
Check the deflection of divergent nozzle
Turbine blades:
Blade tips, Blade dimension for any sign of damage & surface smoothness.
Position of the damping wire.
Locking arrangement for fir- tree root.
Impeller side:
Inducer and impeller to be checked for erosion and sign of damage.
Shroud ring
Check for wear down due to erosion/corrosion
After reassembled, check static balance
To ensure the rotor in balanced position
Clearances:
Check impeller and casing clearance
Axial clearance (k value)- to monitor axial movement of shaft
Radial clearance –to monitor radial movement of shaft
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5.
a) Discuss how T/C performance deteriorates during service Or discuss factor that
affect t/c performance
b) what step to be taken to maintain t.c efficiency
c) how engine can operate in case of t.c failure
Ans:
a) How T/C performance deteriorates during service:
Dirty air inlet filter:

Dirty air filter reduces the amount of air passing into the blower therefore reduces the
amount of scavenge air into the scavenge manifold thus the turbocharger
efficiency drops.
Damaged compressor wheel:
Due to damage in inducer, impeller scavenges pressure reduced.
Clogged grid:
Due to clogging of protection grid exhaust gas flow will be reduced resulting in drop of
rotor speed.
Dirty nozzle ring and turbine blades:

Due to fouling surface roughness is increased. If changes the velocity pattern of the
gases passing through the nozzle ring. This prevents the turbine working efficiently
and the T/C rpm falls.
Turbine blade running clearance:
Clearance must be kept as small as possible in order to limit the gas leakage and
maximize the exhaust gas through the blades to perform useful work.
Thrust bearing and journal bearing worn out:
Due to worn thrust bearing axial clearance will increase in compressor side causing air
to leak from discharge to suction. Due to worn journal bearing vibration level of T/C
will increase.
EGE fouling:
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Due to fouling in EGE exhaust gas back pressure will be created causing drop in rotor
speed.
Air cooler air side fouling:
Due to fouling of air cooler air side the mass flow of air will be reduced causing
scavenge
pressure to drop.
Misfire or engine unbalance:
Due to one unit misfires or large amount of power imbalance in engine, exhaust gas
pressure will drop as a result rotor speed will reduce and in worst case surging
may take place.
Poor combustion:
Bad quality fuel.

Faulty injection system.
Wear in moving parts.
Therefore after burning will take place which lead to turbine blades and nozzle ring
deposits which gradually deteriorate the turbocharger performance?
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C)
T/C abnormal operation:

If heavy vibrations bearing failure or other troubles occur in a turbocharger
preliminary measures can be taken if the ship must be instantly maneuverable. But
the damaged turbocharger cannot run even at reduce load. Engine with one T/C &
without exhaust bypass:
Turbocharger out of operation for short period:

o Stop the engine.
o Interrupt L.O supply for external lubrication system.
o Lock the rotor.
o Put aux. blower in operation.
o Load restriction to be followed according to the manual.
Turbocharger out of operation for a long time:

o Stop the engine.
o Interrupt L.O supply for external lubrication system.
o Remove the rotor assembly.
o Blank of the gas casing at the rotor space.
o Put aux. blower in operation.
o Load restriction to be followed according to the manual.
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Engine with one T/C & without exhaust bypass:
 Stop the engine.
 Interrupt L.O supply for external lubrication system.
 Lock the rotor.
 Open covers E on air receiver & F on aux blower.
 Remove blind flange G.
 Put aux. blower in operation.
 Load restriction to be followed according to the manual.
Engine with two or more T/C :

 Counter measures on defective T/C.
 Stop the engine.
 Interrupt L.O supply for external lubrication system.
 Remove expansion piece between T/C and exhaust manifold.
 Fit blank flange A&B
 Fit blank flange C at blower air outlet.
 Shut of T/C cooling system.
 Lock rotor of defective T/C.
 Load restriction to be followed according to the manual.
Question 3:
with reference to turbocharger
a) discuss the causes and nature of deposit and thier effect on engine
operation
b) how fouling can be avoided
c) how deposit can be reduced in practice.
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5
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6
Question 4.
a) discuss factor that affect t/c performance
c) why gas temp in inlet is greater than the cylinder temp
1. a) describe with sketch how air and gas tightness between rotor and casing
in achieved.
c) inspection and check during Operation
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Question 5.
a) state the purpose of labyrinth seal in tc with sketch 1. at turbine end 2. at
impeller end 3. between gas and air side
b) explain why some engine are provided with water separator in the tc
system.
c) describe with aid of sketch water separator fitted to a large main
propulsion diesel engine and explain the operation
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Question 6:
a) sketch and explain pulse and constant speed turbocharge
b) advantage and disadvantages of both type
c) Explain t/c emergency operation
d) State with reasons the factors which may limit engine operating speed
with the turbocharger out of operation
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Question 7:
With reference to T/C surging explain,
a) Explain the term Surging.
b) what are the indications and causes of T/C surging.
c)Why T/C are not designed to completely eliminate surging
d) Explain how the possibility of surging is minimized.
e) State how surging is dealt with and why this should be done promptly.
f) Consequences of operating with surging over long duration.
Ans:
Surging:
It is a phenomenon caused due to periodical breakdown of air delivery from blower.
Surging is caused by cyclic back blow of air into compressor when there is high resistance to air
flow.
It is identify by irregular howling noise from the turbocharger.
Surging line 1 is the pressure limit of the compressor. Above that pressure at a given mass flow, air
will attempt to flow back through the rotating impeller causing the heavy vibration and consequent
noise called barking(surging)
Engine operating line 2 is the charge air demand line of the engine, i.e the pressure mass flow
relation of ship at different rpm.
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Indication / symptom of surging:
 Noise from the turbocharger compressor side, like howling & barking.
 Rapid fluctuation of scavenge pressure.
 Fluctuation of T/C rpm.

 Fluctuation of engine RPM with loss of engine power.
 Vibration.
 High exhaust temperature.
 Black smoke.
Causes of surging:
 Dirty air filter.
 Dirty nozzle ring or turbine.
 Dirty air cooler.
 Faulty injection/ misfiring.
 Power balance between cylinders.
 Engine racing.
 Unit cut out and engine running above 40-50% load.
 Mismatching engine and turbocharger.
 Increase back pressure due to dirty EGE/ silencer.
 Hull fouling causing the engine to run at torque rich condition.
Why T/C are not design to completely eliminate surging:

The capacity of T/C is arranged and designed to supply 40% excess air. To withstand certain
variation of engine load and demand to overcome the air filter and air cooler fouling or other failure
or malfunction.
But this excess air supply to be limited in designed quantity.
So to eliminate the T/C surging completely ,
Capacity of T/C will be too large with respect to engine demand.
Mass flow of air will be minimum.
Combustion process will deteriorate as air fuel ratio will not match due to excess air.
More moisture of air will carry over to cylinder as air cooler will not be able to separate moisture
completely.
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Corrosion will take place in the cylinder because of moisture present excessive air.
Engine power will drop due to incorrect combustion.
That‘s why T/C are designed to eliminate 15-20% surging not completely during engine operation.
c. How surging is dealt with and why this should be done promptly:
If surging occurs than we have to take the following action immediately.
 Reduce engine rpm until surging stop.
 Lower the scavenge pressure of the manifold by easing the scavenge manifold relief v/v if
provided.
 Reduce the speed of T/C rpm by opening exhaust by pass v/v or waste gate if provided.
 Carry out T/C blower side water washing.
 Carry out T/C turbine side grit washing.
 Clean the air intake filter.
 Investigate and rectify the cause of surging.
 Above action should be done promptly because prolong surging may cause.
Consequences of surging:
 Vibration.
 Bearing damage.
 Turbine blade damage.
 Rotor damage.
 High exhaust temperature.
 Losses of engine power.
 Uneven cyclic stress on engine components.
 Engine room personnel may injured.
 Finally T/C may fail.
Immediate action: Reduce engine r.p.m until surging stops or fault rectified.
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2
Ques:
a) Describe the procedure of preparing main engine T/C for inspection and
survey.
b) State the important clearance to be recorded during over hauling
and explain their importance.
Ans:
a. Preparing main engine T/C for inspection and survey /the inspection and overhaul of
a turbocharger:
Preparation:
 Permission granted to immobilize engine.

 Propeller clearance to be obtained. Isolate the starting air mechanism and shut the
starting air v/v
 Open indicator cock.
 Engage the turning gear.
 Spares and tools must be arranged/ available.
 Tool box meeting should be carried out and briefly described among the staff
involved.
 Permit to work combined with risk assessment programme.

Procedure:
(For VTR turbocharger)
o Reference to engine manual.
o Remove silencer.
o Drain oil from bearings.
o On the bush of p/p use dial gauge. Turn the rotor, take readings and record it.
o Lock rotor unscrew the nut with screw extractor tool and take out the pump.
o Measure the distance & from rotor end to casing and record it.
o Remove the socket screw for bearing.
o Screw the extractor tool into the bearing and jack the bearing out of the
housing.
o Finally remove the bearing on the blower side.
o Apply same procedure to take out bearing on the turbine side .
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o Now fix extension pipe and support bracket at blower end.
o Extension pipe and stopper at turbine end.
Mark at volute casing and stopper at turbine end.
Now carefully jack it and remove the nut.
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Fuel Pumps
Question 1:
a) what is VIT, concept of VIT, with the aid of a sketch
b) how to set VIT during running condition
c) fuel pp timing is adjusted
d) fuel pp wear down defect accuses and remedy.
e) how the quantity amount of fuel delivered is checked and measured in a particular
rack position
Ans
a. the concept of VIT
The reason for using VIT is to achieve greater fuel economy. This is achieved by advancing
the injection timing so that maximum combustion pressure (pmax) is achieved at about
85% MCR (maximum continuous rating).
The system is set up so that there is no change in injection timing at low loads (40%MCR).
This is to avoid frequent changes of pump lead during manoeuvring.
As the engine load is increased above 40%, the start of injection advances. When the
engine has reached approximately 85% MCR at which the engine is designed to
have reached Pmax, the servos retard the injection timing so that the maximum
combustion pressure is kept constant between 85% and 100%MCR.
At 90% MCR a fuel saving of 4-5g/h/hour is claimed to be achieved.
Variable Injection timing also allows for small adjustments to the fuel pump timing to be
made to allow for fuels of varying ignition qualities. Wear on the fuel pumps can also
be compensated for as can changes in the camshaft timing due to chain elongation
(up to 2 degrees)
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b. VIT is set and adjusted.
VIT starting point: The actual starting point is pre adjusted by maker and no further
adjustment necessary
Intermediate adjustments:
Individual Pmax adjustments: can be done while engine running. This is done by adjusting
the threaded connection (linkage nuts) between position servo and VIT control shaft
Collective Pmax adjustments: done for whole engine in the following condition
d. Condition of worn fuel pump or significant changes in Fuel LCV on volume basis:
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6
Both these changes are relationship between the fuel pump index and the necessary
injection timing the following adjustment compensates for it.
At 85% load after engine stabilized the regulating arm is loosened and re tightened in such
a position that the pivoted bar touches both the support. This brings the Pmax break
point back to 85% MCR. After this the engine stabilized at MCR and the position of the
regulating arm is adjusted so the Pmax is equal to the value of 85% MCR.
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Ques:
a) Describe the fuel pump with Variable Injection Timing.
b) Explain how variation in timing affected in engine performance
c) Explain how variation in fuel quantity affected in engine performance
d) Identify common faults with the pump that affect engine performance
e) How VIT can put into operation
a. Variation in timing affected
The figure shows a fuel pump with variable injection timing. It operates on the same principle of
control of helix on the plunger but has further adjustments which make it possible to regulate
the injection. The fuel pump is fitted with an adjustable barrel which has a large pitch thread
machined on the bottom. The threaded barrel is located in a threaded sleeve which is rotated
by a second rack. As the sleeve cannot move axially, and the barrel is prevented from rotating,
then as the sleeve rotates, the barrel moves up and down, thus altering the position of the spill
ports relative to the plunger, and varying the start of injection.
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b. Variation in fuel quantity affected
The pump is basically a jerk type with a plunger moving in a matched barrel, using
two helical grooves machined in the plunger to control the end of injection by
uncovering spill ports and causing the discharge pressure to drop rapidly, thus
causing the needle valve in the injector to close.
Oil is supplied to the barrel via the spill ports and a suction valve. The suction valve,
situated at the top of the barrel opens when the pressure in the barrel falls below
the supply pump pressure; i.e. during downward stroke of plunger, while spill
ports are covered by plunger.
The quantity of fuel delivered is regulated by the vertical length of the helix which
is in line with suction port. This setting may be altered by rotating the plunger.
Rack fitted to the pump engages with a pinion machined on the outside of the
sleeve. The sleeve fits over the plunger and has a slot engaging with keys. In
this way the plunger may rotated by movement of rack
C. common faults with the pump that affect engine performance
Wear / seizure of plunger and barrel

o Caused due to presence of water, abrasive particles such as catalyst fines
in fuel
o Severe wear will lead to loss of power due to leakage, causing less
amount fuel injected in the cylinder
o Leaky valves
o Sticky fuel racks, particularly after prolonged operation at constant load.
o Fuel leakage into camshaft space
Fuel Pump Maintenance

 Overhauling of pump barrel & plunger
 Defective unit with scratch & corrosion marks and seized in extreme case must
be discarded
 Overhauling of pump valves.
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 Check for any damage and replace accordingly
 All seals and O-rings must be replaced
 After each overhauling timing must be checked and adjusted if indicator card shows
early / late injection
e. VIT is put in operation.

All VIT rack position servos are controlled by means of air signal from common
position sensor valve
The position sensor valve is mechanically actuated by linkages from the governor
The pivoted bar is connected to the regulating shaft of the fuel pump via regulating
arm
The VIT system is out of operation at low loads to avoid changes in VIT index
during maneuvering
At zero load the pivoted bar fully lifted and the position sensor gives zero control
pressure to the position servos at each fuel pump. So delayed injection timing
is achieved
When pivoted beam makes contact with sensor pickup control air pressure raises to
0.5 bar thus VIT is activated
When engine is running up to 85% MCR sensor pickup is further activated
raising the control pressure gradually. This causes the position servos to
alter the VIT index and thereby advances the injection timing as the load
increases
At Approx. 85% MCR the maximum combustion pressure reaches maximum
design pressure for the engine
At this load pivoted bar touches both supports and sensor pickup fully depressed.
If engine load increases above 85% MCR the beam will rotate around the support
closer to arm, thereby allowing sensor pickup to come out depressed position.
Correspondingly the control air pressure from the sensor causes the VIT rack
position servos to retard the injection timing at a suitable rate there by keeping
constant combustion pressure between 85% MCR and 100% MCR.
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0
Question 3.
With reference to valve control fuel pump (Jerk Type) (Sulzer)
a) Explain the reason for regular checking of injection

timings
b) Sketch and describe method of checking of timings of v/ v
control fuel pump
c) Explain with reason safety checks after making adjustment to a fuel
pump.
Reason for regular checking:

Fuel injection timing of fuel pump may change due to
 Slack chain drive ( Due to chain elongation)

 If any adjustment carried out on chain drive transmission system
 Slippage of cam which is shrink fitted on the shaft
 Wear down of cam profile
 Wear down of pump roller
 Wear down of operating linkage
If fuel pump timing advance
 Early injection will take place

 Peak pressure will be higher than the normal
 Knocking sound due to shock loading may be hear
 Engine performance will drop
 Combustion related problem will rise
 Exhaust temperature will be low.
If pump timing retard
o Late injection
o Late ignition will occur causes after burning
o Peak pressure will be lower than normal
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1
o Exhaust temperature will rise
o Poor combustion and related problems
o Engine performance will drop
o Exhaust valve burning can take place
o Fouling of exhaust system.
B. Answer
Initial preparation and safety checks
 Tool box meeting carried out.

 Arrange appropriate tools and instruction manual to keep ready
 Take permission to immobilize the engine
 After permission granted carry out proper shutting down procedure of M/E
 Starting air system and starting mechanism to be isolated
 Open indicator cocks and engage turning gear
 Propeller clearance taken
 Shut off fuel oil supply
 Any setting to be done refer to instruction manual
 VIT hand setting lever is set to zero. Fuel lever is set to maximum with engine
set run ahead
 Pump is isolated and drained
 Remove cover, spring and delivery valve above the plunger
 Remove the cover and spring above the suction and spill valve
Procedure for checking timing of pump
Step1
Turn the engine in ahead direction until pump plunger is at top dead centre
Fit dial gauge to the suction valve
After tensioning the gauge set it to zero
Step 2
Turn the engine in astern direction until pump roller is on cam base
Fit dial gauge to the plunger and spill valve
After pre loading the gauge set them to zero
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2
Step 3
Turn the engine in ahead direction until the suction valve gauge reads 0.02 mm
At this point suction valve is just closing and fuel delivery to begin
Note the plunger dial gauge reading (a) and crank angle
Step 4
Continue to turn the engine in ahead direction until the spill valve gauge reeds 0.02 mm
This indicates that the spill valve is just opening and fuel delivery will stop
Note the plunger dial gauge reading (b) and crank angle
Effective plunger stroke= b-a
Maximum admissible deviation is 0.2 mm
Check all values with setting table.
C. Answer
Safety checks after adjustment
Safety cut out checks of the pump is very important and should be done after every
resetting and after every major overhaul.
This is important to ascertain that engine can be shut down / stopped positively at any
time due to emergency and engine does not get overloaded.
The following point to be checked

When the shield position is zero then suction and spill valve will never be closed at
same time in an individual pump.ie when one valve is closed other valve must be
open so that the fuel injection excluded this determines the effective delivery
stroke is zero.
The zero position in the load indicator and setting shield on the fuel pump
must be corresponding
When the pump is cut out here must be some clearance exists between the roller
and the cam peak( 0.5mm minimum)
28
3
When the safety cut device is activated the suction and spill valve should lift from
the seat thus ceasing the fuel injection.
28
4
a. Changed fuel quality:
If fuel bunkered has different combustion characteristic the Pmax will change. To avoid high
Pmax and to have low SOFC this adjustment must be done.
This is done by loosening the bolts G and turning the adjustment screws such that the
sensor location relative to beam (pivoted bar) changes in the desired direction. This
operation can be done while running. It changes control pressure level thereby
causing all the fuel pump to advance or retard.
28
5
Engine Performance in Monitoring
Ques 1:
As a C/E you have been asked to obtain of large slow speed engine for a
recently purchased Second hand ship.
 Describe your initial checks and preparation
 State with reasons the type of cards you consider necessary and explain the
procedure for obtaining this.
 State in order of importance the additional info required with cards
 Explain how you calculate the cylinder power
 Describe the procedure for analysis of the cards.
Ans:
Initial checks and preparation

Check weather condition should be normal.
Engine should be at normal load so all are maintained.
Prepare the indicator instruments /paper as necessary.
How to take cards:
 Inform bridge and request to maintain same speed and steady course.
 Ask for weather, sea condition, trim and displacement.
 Increase engine load to 80-% MCR.
 Isolate fire alarms.
 Run at least 30 min in this condition.
 Note down all parameters
 Blow thro indicator cock.
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6
 Attach the indicator card and draw the atmospheric line.
 Now hook the card to indicator drive and open indicator cock.
 Take the power card by pressing the stylus and shut the cock
 Detach the indicator instrument. allow it to cool down slowly
b) Types of cards: There are four types of cards:

POWER CARD:
The Mean effective pressure (MEP) is obtained from this card to calculate engine power
It is taken with indicator drum rotating in phase with piston movement.
DRAW CARD:
To analyze the pressure change during fuel combustion, fuel timing or injector faults may
be detected from its shape.
It is taken in similar manner to power card but the indicator drum 90 0
out of phase with
piston stroke.
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7
LIGHT SPRING DIAGRAM:
Taken with indicated drum in phase with engine but with light spring.
To know pressure changes during exhaust and scavenge to an enlarge scale and can be
used to detect the faults in operation.
COMPRESSION CARD:
o It is taken similar to power card but fuel cut off to the cylinder.
o It shows maximum compression pressure. Reduction of height shows low
compression pressure which may due to faulty piston ring, insufficient scavenge
air, exhaust valve leakage (possibility of surging of t/charger if taken in full load).
Additional information required with the card

Engine R.P.M., Load indicator, Air cooler in/out temperature, Air cooler differential pressure
Turbocharger R.P.M., T/C exhaust temp in/out, Fuel temp, Exhaust temperatures, Fuel
analysis data.(sulphur, density etc…), Engine Running hours, Ship speed, Ambient
Temperature, cylinder oil consumption, Fuel oil consumption, Lube oil temperatures.
Calculation of cylinder power
o The area of the power card is calculated by planimeter.

o The area within this diagram represents the work done during one
complete cycle.
o The area then divided by length of diagram to get the mean height.
o The mean height is multiplied by spring scale of indicator instrument to get
MEP
 area = a mm2 Curve height =a/l
 Mean indicated pressure (PM) = a/l *k
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8
 Power =PmLAN
 Similarly power for each unit is calculated. The total power is the
indicated power developed by the engine.
Procedure for the analyze of card:
o Compare all cards from different units.

o Find the most correct one.
o Compare the reading got from the template card to the shop test result.
o If both are marginally varying then this card can be used to analyse the
faulty unit cards.
o Compression and peak pressure should be fairly even with 2 or 3 bars
from each other.
o Any significant differences should be investigated to find out the cause.
o Reduction in compression pressure will indicate the wear of piston rings/

liner/ piston or exhaust valves on the affected units.
o Draw cards is used for the setting up of engine fuel pump timing and
provides more information about fuel pump timing/cylinder condition.
o Information from light spring card is used to determine the efficiency gas
exchange process. Turbocharger condition can be determined
o Finally the total power produced by the engine has to be compared with
performance curves.
o This will help to find out how much wear has taken place on engine besides
fouling taking place on the hull side.
Ques: Explain with suitable diagrams how the following abnormality can be identified
in a large propulsion engine
 Hull fouling in engine overloading
 Fuel P/p wear
 Piston ring wear
 T/c gas side fouling
Ans:
Hull fouling and engine overloading can be identified by taking a draw card and checking
the engine load diagram and sea trial data.
28
9
Over Loading :
The draw card shows that Pcomp and Pmax is higher than normal i.e No mechanical problem,
no problem in fuel injection, no problem in Turbocharger in gas exchange process. SFOC will
be high. T/c RPM and scavenge pressure will go high. All unit exhaust temp going high. This is
due Overloading and hull fouling.
Fuel P/P Wear:

It can be identified by taking fuel pressure diagram:
Here diagram shows that due to low pressure build up of fuel P/p, fuel injector opens late.
Hence low injection pressure in reduced duration of ignition and low power production. The
damped pressure wave after injection shows that fuel P/p worn out
Remedy: replace the fuel P/P at first opportunity
29
0
Piston ring wear:
It can be identified by taking draw card
 The diagram shows low compression pressure due to poor cylinder mechanical
condition.
 Low Pmax, Low Expansion pressure ratio.
 Consequence will be high Exhaust temperature, sooty Exhaust, T/C and EGE
gas side fouling etc.
 If piston ring wear becomes excessive blow past will occur. Scavenge fire hazard.
Cylinder oil film broken liner wear down
Remedy: overhaul the effected unit and renew the piston ring
Turbocharger gas side fouling:

It can be identified by taking the light spring diagram.
Consequence will be the high Exhaust back pressure, improper Exhaust gas blow down.
High Exhaust gas temperature will be high on all units and sooty exhaust
Diagram shows that improper blow down of Exhaust gases, trapped inside cylinder. Low
gas exchange efficiency less power production
Remedy: Turbocharger RPM will be reduced scavenge pressure will drop less fresh air supply,
so regular cleaning of turbo charger is essential. If not rectified, overhaul the T/c.
29
1
Ques: Explain how the diesel engine cylinder performance is checked
With the suitable indicator diagrams, show the combustion defects due
to-
 Overloading / hull fouling
 Late fuel injection
 Worn fuel P/p
 Explain how the above cylinder defects may be corrected
Ans: a) the diesel engine cylinder performance is checked by the following
To check the cylinder internal condition the indicator cards are the graphical representation
to be taken
From the cards we can assess the general condition and the performance i.e power can be
calculated
Mainly 4 types of cards is taken, i.e, power card-with the indicator drum rotating in phase
with the piston movement
Draw card-with fuel p/p engaged but with the piston stroke, the indicator drum will be 90 o
out of phase
Light spring diagram- it is taken similar to the power card and in phase with the piston
movement. But indicator fitted with light spring.
Fuel press diagram : This diagram can be formed if there is special provisional of electronic
indicator equipment
Before taking performance bridge to be informed

o Ship maintained at constant speed and course (app)
o Indicator instrument properly lubricated
o Engine load 80% of MCR
o Log down all the relevant parameter (air, fuel, oil, exhaust temp)
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2
o From the power card calculate the MEP and calculate the power providing in
the cylinder
b. Combustion defects due to following:

Overloading / hull fouling:
Fig. shows that due to hull fouling engine is getting over loaded and respective units
cylinder Pcomp and Pmax higher than normal.
This cause black smoke, high SFOC, high Exhaust temp, high load on the running parts,
diesel knock, turbocharger surging, EGE fouling can occur.
B. Late fuel injection:

This is due to-
 Defective fuel p/p timing
 Defective fuel p/p suction v/v
29
3
 Bad fuel
 Fuel pressure low
 Fuel p/p lead too high
Worn fuel
p/p: Causes:
Increased clearance between plunger and barrels
Leaky valves in the pump
Cat fins in the fuel.
The defects may be connected

1.Overloading / hull fouling :
If the condition cannot be improved immediately load on engines has to be reduced this will
reduce load on engine components
Office has to informed and hull cleaning has to be carried out
Late fuel injection:
 Correct the injection timing

 Check fuel pressure and maintain fuel temperature correctly
 Check the chain drive and tight if any elongation has occurred
29
4
Worn fuel p/p:
 Overhaul the fuel pump with new plunger and barrel and sealing rings
 Overhaul the valves with new sealing rings
 Proper purification of fuels
Ques: As C/E you have noticed a trend of increase in exhaust temp of one of the
cylinders of the propulsion engine-
a) Explain how your guide your engineers in identifying the abnormality
State connective measures to be taken under-
I. Normal sea condition
ii. Abnormal sea condition
Ans: If there is a trend of increase in Exhaust temp of one of the unit of the M/E as a
C/E the action should be the following
1.Initial checks:
 Check & verify the Exhaust temp of affected unit and compare the results with
local reading
 Check fuel and Vit rack of affected cylinder for free movement and not struck
 Check the log book to identify the time started to rise
 Check all other units i.e any other unit showing any abnormalities
 Check all other parameters i.e cooling, fuel, air, temp pressure
 Check the fuel index in the fuel P/p rack a note down
 Note down the engine RPM, T/c RPM, load indicator position, scv air press/
temp. Lub oil press/temp, cooling water press/temp etc.
 Inform bridge about the situation and request to maintain steady course and
 Tell 2nd engineer to take the sets of indicator card i.e draw card power card,
light spring diagram
 Analyze the cards with the sea trail results and actual makers recommendation
 Compare the parameter readings with the previous log of normal load condition
from the log book
 If the temp still increasing, engine speed must be reduced to prevent any
damage
29
5
 Check for any abnormal sound, vibration, T/C surging etc
 Monitor Exp T/K (cooling water) carefully
 Take proper precaution before slowing down the M/E. i.e, inform bridge,
start A/E, stop F.W.gen put boiler in auto mode.
Now analysis the indicator cards and carry out proper investigation to trouble shoot the
problem
l unit Exhaust Temp high, possible causes are-
 Poor mechanical condition of cylinder:

 Leaky Exhaust V/ V
 Wear down of liner
 Piston ring broken /wear
 Liner cracked/cylinder head cracked
 Piston running hot
 Scavenge port chocked
 Low Scavenge press
Problem in the fuel injection system:
 Late injection
 Fuel injector leak
 Low fuel press Bad quality fuel
29
6
 Fuel injection timing
Now work with the abnormalities in eliminate the faults one by one
Poor cylinder mechanical condition:
The condition can be assumed from the power card is draw cards – main indication will
be Pcomp-low, Pmax- low.
From the above cards we can eliminate the following problems
1. Liner cracked – Cooling water press drop – No

Cooling water temp high – No
Cooling water p/p air lock (press hunting)
– No
2. Piston running hot – piston cooling oil return temp high – No

Oil press dropping – No
3. Wear down of liner – blow-part, blow-by – No

Scavenge trunk temp rising – No
Under piston temp rising – No

Piston ring broken/wear
4. down – blow-part – No
Under piston temp – Ok
5. Leaky exhaust V/v - analyze the light spring diagram
29
7
Fig shows that, indication of low scavenge pressure inside cylinder, may be due to
chocked scavenge port or exhaust v/v leaky. If it is chocked scavenge port scavenge
manifold pressure will increase but pressure is ok. So that leaky exhaust V/V is
suspected but before finalize we have to eliminate other possible problems in fuel
injection system
Problem in the fuel in system:
 Fuel injection timing -ok

 Bad quality fuel – fuel meets the requirement such as density, viscosity,
vanadium, silicon UL0, carbon residue etc.
 High viscosity can cause the after burning increase ignition delay and high
exhaust temp maintain the fuel temp and control the viscotherm
 Low fuel press – late injection exhaust temp high
 Fuel P/p wear – late injection exhaust temp high
 Fuel press diagram showing fuel p/p wear – No
 Draw card shows low Pmax, Pcomp – mechanical problem i.e No – problem
in the fuel system
So from the above analysis we can say that due to leaky Exhaust V/V the Exhaust temp
going high in that cylinder
29
8
b. Connective action: After identifying the fault, master should be informed and ask
for required time to rectify the problem
At normal sea condition:
 Stop the engine, by taking proper precaution

 Replace the Exhaust V/v of the affected unit with the over hauled one.
At abnormal sea condition:
 If there is very rough weather and the problem relates to a smaller impact on
engine. It can be run on reduced RPM to proceed to the safer area.
 Carry out soot blow time to time
 Maintain normal watch on the unit
 A complete incident is investigating report to be sent to office
Question
explain the effect of vibration in
1. fuel density
2. scab pr. And temp ambient temp and pr.
4. pmax, pcomp tech poer and speed of the engine.
29
9
Question
a) explain initial specific fuel consumption value a large engine should be

calculated
b) state with reason what correction should be taken for accuracy of hazard
c) explain how the sp fuel cons SOFC reading can be interrupted for corrective
action to improve engine performance.
30
0
Question
a) use the monograms and calculate corrected specific fuel consumption of a

large diesel engine given that effective engine power = 18500 bhp cons at flow
meter 7.125m3 over three flows t/c temp at thermometer 95 fuel sp gr.
0.9364gm/cm3 at 15 c lower calorific value 42,707
b) state with reason why correction should be made for accuracy of results
c) explain how specific fuel cons reading can be interrupted ive action to
improve engine performance
30
1
30
2

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Boiler Mountings

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BOILER

1. Identify the major mountings fitted on a boiler .

How do you identify the check v/v?

Calibration by whom? Validity?

MUHAMMAD AMIR UDDIN (BMA 44) 1

Ques: What are the regulation for Boiler Safety Valve?

Regulation for boiler safety valve

The pipe should be free of any restriction.

MUHAMMAD AMIR UDDIN (BMA 44) 2

Ques: What are the effect due to the change in clearance?

Use : Prussian blue‘ to do the matting surface check.

Economizer safety valve

MUHAMMAD AMIR UDDIN (BMA 44) 3

Boiler water treatment and corrosion

The condition of the water can be attended by the following :

MUHAMMAD AMIR UDDIN (BMA 44) 4

Conductivity /hardness test:

Hydrazine (NH2) level:

2. Consequences are generally:

Corrosion: weakness of tube shell, reduction of working pressure.

MUHAMMAD AMIR UDDIN (BMA 44) 5

1. Alkalinity level /pH Value:

Possibility of contamination through leakage in oil heaters etc.

MUHAMMAD AMIR UDDIN (BMA 44) 6

Ques: Ideally what should be the color of water sample?

MUHAMMAD AMIR UDDIN (BMA 44) 7

Too low Too high

Alkalinity Acidic corrosion Dose alkaline Caustic corrosion Blow down.

Foaming ,priming &

Conductivity / Dose chemical. Foaming ,priming & Blow down.

Hardness/ STANDARD reading –do carryover.

Increase hot well temp.

Increase hot well temp.

Cause /Result Action

MUHAMMAD AMIR UDDIN (BMA 44) 8

Reduce or rectified all water or steam leakage.

Can lead to foaming, priming, & carry over.

Possible causes of leakages:

MUHAMMAD AMIR UDDIN (BMA 44) 9

Ques: Method of taking boiler out of service for long time.

Ans: The following three method are most commonly used:

Wet lay up method.

Wet lay up method:

MUHAMMAD AMIR UDDIN (BMA 44) 10

Water should be dosed for alkalinity, slight phosphate & hydrazine.

Be sure that the boiler is completely dry.

Fill with nitrogen gas:

Boiler combustion and equipment

Supply of the liquid fuel oil correct.

Ques: What are the indications of a good combustion take place?

Bright color- Yellow: gas oil. Orange: diesel oil.

Ques: What would you do if your burner fails to fire repeatedly?

MUHAMMAD AMIR UDDIN (BMA 44) 12

b. Rotary cap burner

MUHAMMAD AMIR UDDIN (BMA 44) 13

Ultra sonic burner

MUHAMMAD AMIR UDDIN (BMA 44) 14

What is essential maintenance required.

The following maintenance to carry out.

What are the causes of flame failure?

Types of boiler & waste heat utilization

Waste heat recovery system