Main engine and auxiliary engine safety system

Safety system (to secure main and auxiliary engines) are designed as independent systems
collecting the necessary parameters (information) needed to control their correct operation,
such as:

Automatic stop by cutting off fuel injection.

Emergency engine stop after using the EMERGENCY STOP.
Automatic load reduction by reducing pitch propeller or speed.
Emergency engine operation after pressing the EMERGENCY OPERATION, eg. In order to
avoid collisions.
Our safety systems control all the parameters in accordance with the guidelines of engine
manufacturers.

Those include:

Exceeding the speed.

Main bearings and thrust bearing low oil pressure.
High temperature of bearings.
Camshaft low oil pressure.
Charge-air high temperature.
The occurrence of oil mist in oil sump.
Coolant high temperature.
Low in pressure differential between the inlet and outlet of cooling water.
High temperature of exhaust gases.

Procedure to start the Auxiliary Marine Engine

Starting of an engine from “stop” state is something which needs to be done with care,
especially if the interval of starting is sufficiently long. The following is a checklist of all the
checks which ideally need to be carried out before starting the generator. In actual practice
sometimes the engineers might take some of these for granted and skip, but it is advisable
not to indulge in such a practice. Infact these checks are generic for any four stroke engine
starting process

1. Check the turbocharger sump oil level, governor, alternator, forward and aft lube oil
levels, and diesel oil level in service tank
2. Open the indicator cock
3. Prime the lube oil to all parts by hand pump or by motor driven priming pump
4. Ensure that all jacket cooler valves, lube oil cooler valves, air cooler valves should be
in open position
5. With use of the Turning bar turn the fly wheel and check for any resistance on the
bottom end bearing and check any water / fuel coming out through indicator cocks
6. While turning engine, check all visible lube oil points are lubricated
7. Remove the turning bar from fly wheel and put in the place
 8. Drain the auxiliary air bottle
9. Blow through engine (i.e.: by turning engine with air). In order to ensure that no water
is inside combustion chamber if it is present it may cause water hammering
10. Close the indicator cocks and pull lever from stop to start
11. When the needle in RPM indicator deflects to some value of (0-25 rpm) put the lever
in run condition
12. The engine will run on fuel oil once the generator picks up the rated speed
13. Put generator on load by closing air circuit breaker
14. For checking the alternator fore and aft bearing lube oil level by opening oil plug in
the alternator and the ring bearing while rotating splash lube oil from the sump can
be seen
15. In order to synchronize the incoming generator with running generator syncroscope
method/dark lamp method is used

Safety checks before starting Auxiliary Marine Engine

1. Lubrication of Main Engine: Start pre-lubrication of the engine well before starting the
marine engine. For the main engine it should be started before 1 hour and for auxiliary 4-
stroke engines at least 15 minutes in advance.

2. Check All Important Parameters: After starting the lubrication pump, check lube oil levels
and all other running pump parameters such as cooling water pressure, fuel oil temp and
pressure, control and starting air pressure etc. to ensure that all are in the accepted range.

3. Open Indicator Cocks and Blow Through: All the indicator cocks of the marine engine
must be opened up for blow through of combustion chamber prior starting in order to avoid
hydraulic damage because of water leakage

4. Rotate the Crankshaft: Rotate the crankshaft of the marine engine by means of turning
gear so that all the parts are thoroughly lubricated before starting.

5. Manually Check Turning Gear: Ensure that the turning gear is properly disengaged by
checking it locally even when the remote signal is showing-“disengaged” sign. Some
auxiliary engines are provided with tommy bar for rotation, ensure that it is removed from
the flywheel before the engine is started.

6. Check Jacket Cooling Water Temperature: The jacket cooling water temperature of the
engine should be maintained at least 60 deg C for the main engine and 40 deg C for the
auxiliary engine (it may vary depending upon the KW rating of the engine).
7. Warm up the Engine: The incoming ship generator should be run at no load for at least 5
mins to allow warming up of the system.

8. Put Load Sharing Switch to Manual: When 2nd generator is started, it will try to come on
load as soon as possible due to the auto load automation provided for sharing the equal
load (if same rated capacity).

While starting the 2nd generator, keep in mind to put the load sharing switch to manual. This
will avoid the “just started” generator to come on load, giving it some time for warm-up.

9. Avoid Excessive Opening of Exhaust Valve: When starting the main engine with hydraulic
oil operated exhaust valves, open the spring air first and then start the hydraulic oil to the
exhaust valve. This will avoid excessive opening of valves.

10. Examine the Engine: Responsible engineers of the ships to be present near the engine
when it is started from a remote position. Auxiliary engine to be started from a local
position (avoid using remote start if possible).

Procedure of blow through?

Carry out all pre starting checks as recommended in the makers manual.
1. Accept telegraph lever in the D.SI.AHD direction as given in the wheel house.
2. Move the fuel lever from stop to start position and bring it back to stop keeping an
eye on the RPM indicator making sure that no too much air is wasted in the air kick.
3. Normally hold the lever at the start position for a maximum of 1-2 seconds.
4. After bringing back the fuel lever to the stop position bring back the telegraph lever
back to stop.
5. Shut all indicator cocks.

Why blow through of an engine before starting is done?

The engine is blown through on air before starting it:

a) To Blow out through indicator cock any residual exhaust gas or

    other products of combustion trapped inside the cylinder after
    shutting the engine.

b) To check if any jacket cooling water from cylinder head or turbocharger or any other
source, has leaked while the engine was shut and collected on top of piston. If while
blowing through, water comes out of indicator cock or relief valve, we need to investigate
and rectify the fault before starting the engine. It is imperative that the engine is blown
through before starting. There have been cases where the generator engine has been
started from control room without bothering to blow through first, and water collected on
top of piston has resulted in a bent connecting rod and broken piston.( Reason – water
cannot be compressed )
Calibration procedure and why it is done in stuffing box over haul?

During overhaul of piston rod stuffing box check the following clearance using feeler gauge
1. Uppermost scraper ring and sealing ring.
2. Clearance at ring ends (scraper ring)
3. Total clearance (scraper ring)
4. Clearance at ring ends (sealing rings)
5. Total clearance (sealing rings)
6. Lowermost scraper ring.
7. Clearance at rings ends.
8. Total clearance.

It is recommended to replace sealing ring and scraper ring when the specified
clearance valve has been halved.

Check the length of the springs at different loads. Adjust the loads to achieve the
length as stated in the data.

If the loads necessary are outside the limit – spring must be discarded.

Explain with sketch how sealing arrangement is provided in 2 stroke

engine fitted with stuffing box?
The Piston rod passes through a stuffing box which is bolted into the diaphragm plate. The
stuffing box casing which can be split vertically, as shown in the photo, contains a series of
scraper rings and sealing rings which are each made up of three or four segments. On the
outside of each set of segments is a garter spring which provides the tension to hold the ring
segments against the piston rod. There is a clearance between each segment to allow for
wear. The rings are either bronze or can comprise of replaceable cast iron lamella fitted into
a steel backing ring.
As the Piston rod passes up through the stuffing box, the oil from the crankcase is scraped
off by the lower sets of rings and is returned via drillings to the crankcase. Any oil that passes
this primary set is scraped off by another set of rings, and is led away through a drain to a
tell-tale open ended pipe into a tun dish outside the engine from where it drains to a
recycling tank.
As the piston passes down through the stuffing box, the top set of scraper rings will scrape
off the contaminated oil into the bottom of the scavenge space, where it is drained away via
the scavenge drains. However if these rings are faulty, then the oil may drain into the
recycling tank.

Stuffing box overhaul procedure

1. The diaphragm gland is overhauled at the same time as the piston when it is withdrawn
from the engine.
2. The housing is mounted on a table clamped to the piston rod and then it is separated into
its two sections by removing the clamping bolts.
3. After removal of one half of the casing access to the rings and garter springs is now
possible.
4. During overhaul the axial clearance between rings and housing should be checked.
5. This should be in the region of 0.1 - 0.2mm for a large slow speed engine.
6. If too large the rings will hammer the seating’s and also tend to tilt during operation,
leading to inefficient scraping & sealing function.
7. To check the butt clearances the ring segments on each set should are pushed together &
the one gap measured.
8. The butt clearance should not be allowed to generally fall below 50% of its normal
clearance, when the rings are new if the rings are going to last until the next overhaul.
9. Springs & ring segments can now be removed taking care to keep the individual ring sets
separate.
10. Scraping function can be restored on some type of scraper rings by replacing the cast
iron lamellae which slide into the scraper ring steel backing segments.
11. It is important to check the tension of the garter springs using a spring balance, or by
hanging the spring with a known weight attached and measuring the extension.
12. If they have weakened then the ring segments will not be held against the surface of the
rod with enough force to enable the sealing and scraping function, and new springs should
therefore be fitted.
13. When fitting new ring segments or lamellae then sharp edges should be removed by
rubbing the segment against a piece of Emery cloth taped to the piston rod.
14. Ensure the ring sets have their gaps offset when reassembling.
15. When the diaphragm gland is replaced in the engine and the engine is running examine
the tell-tale drain from the gland.
16. There should only be a slow drip of oil, too much oil leaking out indicates defective
scraper rings, while air blowing out indicates faulty sealing ring sets.
17. As an additional measure monitor crankcase oil consumption and crankcase pressure to
ensure gland is operating effectively

What is Nozzle ring, its functions and where it is fitted?

The ring of stationary vanes directly ahead of the turbine wheel. The vanes in
the nozzle diaphragm act as a series of converging ducts that accelerates the airflow as it
leaves the combustors and directs the flow of hot gases into the turbine in the direction of
maximum efficiency.

The nozzle ring is where the energy in the exhaust gas is converted into kinetic energy. It is
fabricated from a creep resistant chromium nickel alloy, heat resisting moly-chrome nickel
steel or a nimonic alloy which will withstand the high temperatures and be resistant to
corrosion.

Function: The turbocharger consists of a single stage impulse turbine connected to a

centrifugal impeller via a shaft. The turbine is driven by the engine exhaust gas, which enters
via the gas inlet casing. The gas expands through a nozzle ring where the pressure energy of
the gas is converted to kinetic energy.

Location: The turbine is driven by the engine exhaust gas, which enters via the gas inlet
casing. The gas expands through a nozzle ring where the pressure energy of the gas is
converted to kinetic energy.

Turbocharger Surging
 When the discharge volute pressure exceed the pressure built up in the diffuser and
the impeller, it produces a back flow of air from discharge to suction and it is
characterized by noise and vibration of turbocharger.

Causes of Turbocharger Surging

1. Suddenly load change by heavy sea

2. Scavenge space fire / Exhaust trunking fire
3. Poor power balance
4. Dirty nozzle and blades
5. Individual cylinder misfire
6. Chocked scavenge /exhaust ports
7. Incorrect matching of turbocharger to engine.
8. Poor scavenging or leaky exhaust valve

Function of Labyrinth Seals

 The bearings are separated from the blower and turbine by labyrinth seals.
 These seals are sealed by air supply from the discharge of blower to prevent oil
entering the blower and to prevent contamination of the oil by the exhaust gas.
 In case of defective labyrinth seals on blower side, oil is leaked into the air system the
cooling surfaces are covered with oil which are insulators and the cooling efficiency will
be reduced. Also there will be deposits on the blower and the blower efficiency will be
reduced.
 In case of defective labyrinth seals on turbine side, the oil is leaked into the exhaust
side and there will be carbon deposits on the nozzle and turbine blades. Reduce blower
efficiency and fire in the exhaust piping. It will cause turbocharger surging. Oil will
contaminate with exhaust gas.

What is diffuser its function and where it is fitted?

The diffuser slows down the high-velocity air, largely without losses, so that both pressure
and temperature rise. The diffuser is formed by the compressor back plate and a part of the
volute housing, which in its turn collects the air and slows it down further before it reaches
the compressor exit.

Function of Diffuser in turbochargers?

 To direct the air smoothly into volute casing 
 Convert kinetic energy to pressure energy inlet air

Location: The diffuser is formed by the compressor backplate and a part of the volute
housing, which in its turn collects the air and slows it down further before it reaches the
compressor exit.

What types of bearings are fitted in T/C and how it is lubricated?

Types of Turbocharger Lube Oil System
1. Own sump
2. External lube oil supply system
Types of Turbocharger Bearings

Ball type bearing (rolling type)

 These are used in turbocharger lube oil from the sumps on both air and exhaust sides is
sprayed onto the bearing by means of attached rotor driven gear type pumps.
Sleeve type bearings

 These are lubricated by external L.O supply system.

 By gravity from independent header tank situated about six meters above the bearings.
The tank capacity must supply for about 15 minutes after engine is stopped or
 From a main L.O pump lead to the bearings with a separate L.O pipe line. It has
also gravity tank in case of failure of L.O supply. (Under main engine L.O system)

Checks on Turbocharger while Overhauling

1. Check the deflection of divergent nozzle.

2. Measure the K value at blower side.
3. Change the bearing on both sides with the new one (because bearing service life is
same as turbocharger overhauling time).
4. Clean blower and turbine side with chemical and inspect carefully.
5. Check the labyrinth seal.
6. Made clear the labyrinth seal air line
7. Check the casing for crack & wear
8. Blade condition
9. After reassembled, check Static Balance
10. Check Impeller and Casing clearance

Procedure for Turbocharger Overhaul

Overhauling is carried out as per planned maintenance of turbochargers. The procedure for
overhauling diesel engine turbocharger is explained below.

1. Lock off the engine staring mechanism.

2. Remove the turbocharger air filter.
3. Drain off the oil from both drain plugs.
4. Remove the bearing covers from both sides.
5. Remove the locking wires.
6. Unscrew the hexagon screws and remove oil suction pipes.
7. Tighten again the hexagon screws of the bearing boxes.
8. Check the deflection of the divergent nozzle by using pick tester and magnet stand.
9. Remove the divergent nozzle by screw driver.
10. Measure the K value at the blower side by using depth micrometre or calliper and
straight edge.
11. Lock the rotor with special tool.
12. Extract the lubricating disc.
13. Extract the both bearings by bearing extractor.
14. The various parts should be warped in waxed paper to protect them against dirt
and moisture.

Function and Inspection of mechanical seal

A mechanical seal is a device that helps join systems or mechanisms together by
preventing leakage (e.g. in a pumping system), containing pressure, or excluding
contamination. The effectiveness of a seal is dependent on adhesion in the case of sealants
and compression in the case of gaskets.

FUNCTIONS:

Mechanical seal is one of the technique to seal the gap formed between a rotary shaft and a
stationary stuffing box. This situation is mostly commonly encountered in centrifugal pumps.
Mechanical seals are used to prevent leakage of gases and liquids in rotating shaft
applications that exceeds the capabilities of radial lip shaft seals and packing.

A rotating face forms a seal with a mating face or mating ring. Successful operation depends
on maintaining a thin lubricating film of fluid between the faces. Mechanical seals can
withstand high operating pressure, temperature and shaft speeds and give longer life with
less leakage than packing and radial lip seals. The initial cost of mechanical seal is high as
compared to soft pickings. However the power consumed, maintenance and down time
spent in renewing or tightening the packings overweigh the initial cost of mechanical seals,
which works unattended for a long time. From the ecological point of view also seals are
preferred over packings. Mechanical seals functions, statistically and dynamically, can
withstand large pressure changes, are compatible with many fluids and will function in
applications where shaft rotation changes directions.

Mechanical seals of conventional design and material can be selected to function at

pressures up to 200 atmosphere, at speeds up to 50,000 rpm and with a temperature
ranging from -200 deg C to 650 deg C.

INSPECTION:
How to inspect a mechanical seal for signs of wear

By inspecting a removed mechanical seal, you can determine failure pattern and identify
worn or failed components. Knowing which areas are wearing can help you correct any
problems and prevent similar problems when you replace the mechanical seal.

Inspecting a mechanical seal is very important, and requires a lot of skill.

Before cleaning the mechanical seal:

1. Inspect the seal thoroughly - using your naked eye, a magnifying glass and a
microscope (if needed).
2. Think carefully about what you see.
3. Inspect for:
o Traces of fluids that should not be there - this might indicate that there is a
leak from elsewhere.
o Carbon from the faces splattered around the seal - this might indicate
something abrasive has ground the carbon away from the seal face.
o Damage to the O-rings or other elastomers - this might indicate problems
with sharp edges or that the seal was poorly fitted.
o Build-up of deposits that may have come from unclean or
insufficient quench fluid.

To clean the mechanical seal:

1. Strip down the mechanical seal and remove the parts.

2. Clean that parts with a standard solvent.
3. Blow the parts clean with compressed air.
4. If possible, clean the parts in an ultrasonic bath.
5. Allow to dry.

After cleaning the mechanical seal:

1. Inspect the mechanical seal, paying particular attention to anything that you
observed before cleaning.
2. Inspect for fine cracks, scratches and wear that were not obvious before cleaning.
3. Take a closer look at any sharp edges, burrs and pitting.
4. Follow up this inspection with fine measurement, polishing and gauging to check for
faults. Do this using a good light - often sunlight is best - and a magnifying glass.
5. Sometimes a low powered microscope is used to assist in the evaluation.
Function and Inspection of gland packing

The gland packing is a contact-type sealing element. Compared with other types of shaft
seals, they are adjustable and suitable for use with pressures and circumferential speeds
higher than those radial shaft seal rings are used for (see also Shaft seal).

Function: The gland nut allows the packing material to be compressed to form a watertight
seal and prevent water leaking up the shaft when the tap is turned on. The gland at the
rotating shaft of a centrifugal pump may be packed in a similar way and graphite grease
used to accommodate continuous operation.

Inspection

Check rings for the following:

Embedded Solids
see if the solids are embedded in all the rings. This may indicate the following:

 Solids present in the flush

 If using clean flush, then a loss of flush pressure
 Loss of gland load or uneven gland load

Solids embedded in the packing leads to leak paths. The rings need to be in intimate contact
to avoid the creation of leak paths.

Burnt Packing
if the packing appears to be burnt, the packing material being used may be inadequate to
handle the shaft speed limit.

Soft or Mushy Packing Rings

Soft or mushy packing could indicate a chemical attack from the sealed media or by the
cleaning fluid used on the pump. Selection of a packing with the appropriate pH would be
recommended

Brittle or Weakening Packing

this can indicate incompatibility with process medium.
Signs of Packing Extrusion
packing extrusion is typically caused by improper clearances between the box, gland, shaft,
and lantern ring.

 For top ring ID extrusion, check for excessive clearance in gland ID

 A top ring OD extrusion is indicative of a worn gland
 For bottom ring ID extrusion, check for excessive shaft run-out, bad bearings or worn
box throat
 For extrusion around the lantern ring, check that the lantern ring is properly sized

Assess the Condition of the Packing Fibers

You’ll want to examine:

Torn/Badly Worn, or Fractured Fibers

Check the ID and OD for fibre wear. This could indicate the wrong fibre is been used or the
shaft/sleeve surface is damaged.

Uneven Compression
this could indicate a cocked gland. To determine if the packing is unevenly compressed,
measure the cross-section in four locations of the ring 90 degrees apart and compare the
measurements.

Cutting of the Rings

was the cut skive or butt? Does it appear to be a sharp cut and do the ends match up? We
recommend always purchasing pre-cut and pre-formed rings. Always follow the packing
manufacturer’s cutting instructions and best practices to ensure the optimal fit for
performance.

Most Common Failure Points

The four most common reasons that pump packing fails are:

 Poor Solids Removal

 Incorrect Packing for the Specific Application
 Pump Condition
 Poor Installation

Mechanical Seals Vs. Gland Packing

Description Mechanical seal Gland Packing

 Installation time is high, due to the pump
Installation Installation time is very less. The
would have to be taken off-line and
time packing can be replaced immediately.
disassembled

Very cheap when compare with

Capital cost Very high
mechanical seal

Spare cost Spares to be maintained. High spare cost.Spare is not applicable.

Skilled manpower is required for

Skill Minimal training is sufficient for gland
mechanical installations, removal and
requirement packing installations and removal.
assembly

Leakage rate Very minimal leakage Leakage will be high

Huge production loss when compare

Product loss Very minimal
with mechanical seal

Power
Very less power consumed Power consumption is very high
Consumption
Screw pump overhaul procedure?

1. Put off breaker and remove fuse from motor starter box
2. Close suction and discharge valve
3. Remove suction and discharge pipe flange bolt & nut, coupling bolt of motor coupling
4. Remove pump foundation bolts & take out pump from motor
5. Remove cover both side & remove driver screw & driven screw with bearing and mechanical seal
6. Inspect mechanical seal, bearing and renew if required.
7. Clean all parts and assemble back.
What are the check points in screw pumps?

 Mechanical seal
 Bearing
 Driver screw and driven screw wear & tear
 Pump casing internal surface wear
 Clearance between driver and driven screw
 Clearance between driven and casing.
 Clearance between driver and casing.

What is the centrifugal pump overhaul procedure?

1. Put off breaker and remove fuse from motor starter box
2. Close suction and discharge valve
3. Remove suction and discharge pipe flange bolt & nut, coupling bolt of motor coupling
4. Remove pump foundation bolts & take out pump from motor
5. Remove impeller lock & nut & take out the impeller
6. Remove mechanical seal.
7. Remove bearing cover from other side & take out shaft with ball bearing
8. Renew mechanical seal and bearings if required.
9. Clean and inspect all parts and assemble.
What are the check points in centrifugal pumps?

 Impeller
 Wear ring
 Neck bush
 Ball bearing
 Shaft.
 Mechanical seal.

Maintenances

Most of the moving parts in the pump will require examination during overhaul. The pump piston, rings
and cylinder liner must also be thoroughly checked. Ridges will eventually develop at the limits of the
piston ring travel and these must be removed. The suction and discharge valves must be refaced or ground
in as required.
How to renew piston rings

 Clean used pistons carefully to remove stuck-on dirt. Ensure in particular that the
ring grooves are free from carbon and dirt. If necessary, clean oil drainage bores with
a drill or other suitable tool.
 Take care not to damage the groove sides when removing carbon. The bottom
groove side is a sealing area. Damage due to scratches can cause high oil
consumption or increased blow-by gas emission during engine operation.
 Always use piston ring pliers for mounting and dismantling piston rings. Other tools,
such as wire loops or screwdrivers, damage the piston ring and the piston.
 Never pull on the rings by hand (exception: steel cup segment type double bevelled
oil control rings). There is not only a risk of the ring breaking, bending and being
subjected to excessive strain, but also the risk of injury when the ring breaks or due
to sharp ring edges.

What are piston rings?

Piston rings seal the engine pistons inside the cylinders. They are shaped like metal
rings and placed in special grooves on the outer surface of each piston.

 There are three types of piston rings. Sealing rings, also referred to as
compression rings, are fitted closer to the piston bottom. They seal the
combustion chamber and prevent it from being penetrated by spent gases.
Sealing / scrapper rings are fitted under the compression rings. They are
responsible for the further sealing of the combustion chamber and for
preventing oil from being sucked out of the crankcase and into the combustion
chamber during a combustion stroke. Scrapper rings are fitted below the other
two ring types. Their task is to scrape the oil film off of the cylinder walls as
the piston moves downward. They have special grooves allowing them to drip
the excess oil scraped off of the cylinder walls back into the sump.

When should piston rings be replaced?

 A piston ring failure results in deteriorated compression and too much oil
being used by the engine. In extreme cases, pistons may bend and,
consequently, wear faster, causing a specific noise at the idle speed.

How are piston rings replaced?

 Replacing piston rings requires removing the pistons. To this effect, the
cylinder head must be removed from the engine block, followed by the sump.
After unscrewing the connecting rod ends, the pistons and the connecting
rods can be removed from the top through the cylinder openings.
 When fitting new rings, have the pistons inspected and ensure that each
piston ring is properly locked. Fitting the pistons equipped with new rings in
the cylinders requires using a special tool called the piston ring compressor.
 When screwing the connecting rod to the crankshaft you should have the
pans located there inspected.

What else to keep in mind

 A new gasket must be used when fitting the head. In addition, the engine oil,
filter and timing belt should be replaced."

What is cavitation, causes and remedies?

 Cavitation can be occurred when the pump suction contains air or when the pump is
running faster than the designed speed.
 Low pressure regions occur in the flow at points where high local velocities exist.
 If vaporisation occurs due to these low pressure areas then bubbles occur, these
expand as they move with the flow and collapse when they reach a high pressure
region.
 Such formation and collapse of bubbles is very rapid and collapse near a surface
can generate very high pressure hammer blows which results in pitting, noise, vibration,
and fall off in the pump efficiency.
 So the pump should be run at designed speed and throttling of the suction valve should
be avoided.

Difference between oil seal and mechanical seal

Both are used to seal the rotating shafts. Basically oil seal is used to seal oil Chambers of
rotating equipment’s like pump, agitator, and gear box bearing housings. Normally oil seals
cannot with stand more pressures. Normally less than 1 bar (g).

Mechanical seals are used to seal the rotating equipment’s. These are used to seal the
process side of the equipment’s like pumps, agitators, etc… there are many varieties of
mechanical seals like single, double seals. Depending on the application we have to choose
the seal. Mainly for water and other clear liquids and low pressure applications single seal
can be used. For slurry media, hazardous media, toxic media and high pressure applications
double seals can be used, however again that depends on the user in many cases.

OIL SEALS

Oil seals close off the space between stationary and moving components in the mechanical
equipment. It saves the lubricant from escaping through the equipment and ensures
smooth operation of the machine.

Oil seals are called rotary shaft seal or radial lip also.
 BENEFITS OF OIL SEALS

 Oil seals prevent seeping of potentially hazardous contaminants like dirt or fluid in the
running machine

 These seals safeguard mixing of two things like oil and water

 In the high-intensity work environment, oil seals play a vital role

 Oil seals are long-lasting and sturdy

 Oil seals can work relentlessly if the preventive and corrective maintenance is in place

 Low wear and tear

MECHANICAL SEAL

The mechanical seal is used in a pump, mixer and other mechanical engineering scenarios to
contain the fluid within a vessel where a shaft rotates through a stationary (or rotating)
housing.

Why is mechanical seal important in this situation? It is because the rotating shaft has to
move in a wet environment, but there should not be the leakage of pressurized fluid. Hence,
the role of a seal is quite critical.

Does it mean the seal stops the leakage completely? Well, on the practical grounds yes
because there is no ‘visible leakage’.

There is a little leakage as the fluid vapours get released into the atmosphere from the faces
of the seal, though. Since the quantity is hardly quantifiable, the seals are considered leak
proof.

What is Dye Penetration Test?

There are six basic steps to follow when using the dye penetrant solvent removable
method.
1. Pre-clean part. This can range from grinding and wire brushing to merely wiping the part
with a rag moistened with the cleaner/ remover. ...
2. Apply penetrant. ...
3. Remove penetrant. ...
4. Apply developer. ...
5. Evaluate indications. ...
6. Post-clean part.
 
How to Use a Visible Dye Penetrant
The dye penetrant method of inspection is a non-destructive test for defects open to the
surface. It may be used on such materials as aluminium, magnesium, brass, copper, cast
iron, steel, stainless steel, carbides, stellite, certain plastics and ceramics. The essentials of
the method are: penetration of the defect by the Dye Penetrant - removal of the excess
Penetrant from the surface - development of the indication - inspection. A deep red
indication will mark the defect.
Surfaces should be free of foreign materials and paint. Grease, oils, etc., prevent
penetration and should be removed by pre cleaning with
Cleaner/Remover or by solvent degreasing. Scale, sand, dirt, etc. trap penetrant and hinder
removal, therefore wire brushing or similar
pre cleaning is necessary. Paint must be removed from areas to be tested.

Cleaning
1. Coat the part or section to be inspected with Cleaner/Remover.
2. Allow cleaner to remain on part long enough to dissolve dirt or film.
3. Wipe dry with a clean cloth.
4. Repeat if necessary.
5. After final clean wiping, allow time to dry before using Penetrant.
6. Clean the same day inspection is conducted.
 
Applying Penetrant
1. Spray or brush the part or section to be inspected so that surface is covered with
penetrant.
2. If penetrant pulls back in droplets, stop and clean part again.
3. Allow penetrant to remain on the part from 10-30 minutes.
4. Longer penetration times may be needed for locating extremely fine, tight
discontinuities.
 
Removing Penetrant
1. When sufficient penetration time has been allowed, wipe the surface clean with a
clean towel or cloth.
2. Repeat if necessary. Some surfaces will require only wiping.
3. In general, however, remove excess surface penetrant with clean cloths
premoistened with Cleaner/Remover.
4. DO NOT flush surface with Cleaner/Remover because this will impair sensitivity.
Repeat this procedure with additional wiping until residual surface penetrant has
been removed.
 
Applying Developer
1. Shake the pressure can vigorously until the agitators rattle inside, or thoroughly stir
bulk developer.
2. Spray the part or section to be inspected with developer, just enough to wet the part
thinly and evenly, no more. Proper thickness will dry to an even white layer. Too
much developer will mask indications; too little will not develop the indication
sufficiently.
3. For ease of application, hold spray can 8 to 12 inches above part and spray short 6 to
8 inch sections at a time.
4. Allow developer to dry.
5. Watch for large cracks to show up immediately. Smaller cracks may take a few
minutes to develop the best indication.
 
Inspect the Test Area
Defects will be marked by a deep red indication. A line or dotted line marks a crack, lap,
forging burst or cold shut. If wide and deep, the indication will grow and spread. Porosity,
shrinkage, lack of bond, and leaks will appear as dots or local areas of color. These, too, will
grow and spread if the defect is large or extensive.

Different types of Heat Exchanger

Heat exchanger is an equipment, where heat is transferred from one fluid to another. A
heat exchanger can be used for exchanging heat between liquid and gas, gas and gas, liquid
and liquid etc. You can see small heat exchanger in your CPU just below the fan, radiator of
your car and condenser of your refrigerator are also examples of heat exchanger.

What types of heat exchangers are normally used in ships?

Large size engines (normally diesel engines) are used in ships for propulsion and electricity
generation. These large engines are having different systems, like water system, lube oil
system, fuel oil system, starting air system etc. Different types of heat exchangers play
important roles for controlling temperatures of these different systems.

Two types of heat exchangers most commonly used in ships are:

· Shell and tube heat exchanger

· Plate type heat exchanger

Shell and tube heat exchanger

As the name implies, this types of heat exchangers are made up of large numbers of tubes
and a shell, covering the bundles of tubes. Shell and tube heat exchangers are useful for
pressurized application. Heat is transferred between the fluid in the tubes and the fluid
inside the shell. Design of the tube bundle is such that, all the entry sides of the tube could
be connected to a common header and similarly all the exit sides of the tubes also form
another common header.

Single pass heat exchanger: If the fluids get only one chance to exchange heat, then it is
called single pass heat exchanger. Single pass heat exchangers are constructed normally by
using straight tubes, where fluid enters from one side of the heat exchangers and exits from
the other side.

Multi pass heat exchanger: If the design of heat exchanger is such that the fluids get more
than one chance to exchange heat, then this types of heat exchangers are called multi pass
heat exchanger. The shape of the tubes of multi pass heat exchangers is like “U” or multiple
of “U”, mans, the U shape tubes are for two pass heat exchangers as numbers of parallel
sides increase, the number of pass will also increase.

Single phase heat exchangers: The heat exchangers with only one phase at each side are
called single phase heat exchangers. In single phase heat exchangers, phase changes don’t
take place. Lube oil cooler of ship is a single phase heat exchanger, where lube is cooled by
sea water.

Two phase heat exchanger: If more than one phase of fluids exists in any side of a heat
exchanger, then that is called two phase heat exchangers. Condenser is an example of two
phase heat exchanger.

Plate type heat exchanger (PHE)

Instead of tubes and shell, PHE are made up of piling corrugated plates together. These
plates are the results of sophisticated modern manufacturing techniques. Two corrugated
plates jointed together creates cavity to flow fluid inside the plates, alternate sides of the
plate contains two different fluids, between which the heat needs to be transferred.
Efficiency of PHE is higher than shell and tube heat exchangers. The approach temperature
for PHE is around 1-2 degree centigrade, while that of shell and tube heat exchanger is 5-6
degree centigrade. Assembling and dismantling of PHE is easier and in case of repairing; only
defected plate could be replaced.

On the other hand, shell and tube heat exchangers scores at pressure withstanding
capability, shell and tube heat exchanger can with stand more pressure compared to PHE.

Heat exchangers are basically used for exchanging heat between two fluids. Shell and tube
heat exchangers and PHE are two main categories of heat exchangers used in ships;
however technology is advancing at fast speed and lot more developments are happening in
this field as well.

Sacrificial anode
Purpose: are used in the seawater side for corrosion prevention as they corrode first
and prevent the material with seawater being the electrolyte.

Sacrificial anodes, these rods and pads protect tanks, water heaters, and heat
exchangers from rusting by attracting corrosion that would otherwise damage
equipment. Rods have a steel core covered with zinc or magnesium. ... Magnesium
rods protect against corrosion in fresh water.

Operation of Shell & Tube Type Cooler 

 A leak test of the piping is supposed to be carried out before the shell and tube type
cooler is used for the actual operation. The cooling liquid and the liquid to be cooled
should be circulated, flushed and checked for leakages.
 It is generally advised to run clean cooling fluid in the tubes during the initial phase of
circulation as the debris can erode the protective layer in the tubes. The seawater inlet
and outlet valves are kept fully open generally but the liquid to be cooled could be
bypassed if needed by a three-way temperature control valve.
  Vents are provided on either side of the medium, mainly the cooling liquid and the
liquid to be cooled.  The vents should be opened first after the initial circulation of
fluids or after maintenance to purge off the air which could increase the temperature
difference considerably.
 Drain plugs are mounted in the coolers at the lowest points so as to drain the cooler
completely while maintenance. Single-pass, vertically mounted coolers will ensure
automatic venting but with the horizontally mounted coolers the inlet cooling water
branch should be faced downwards and the outlet water should be faced upwards for
automatic venting of the air.

Maintenance of Shell & Tube Type Cooler 

Observing safety measures, the fluids should be isolated completely and the cooler
should then be opened up.

 The heat transfer surfaces should be cleaned properly which is the basis for the
satisfactory operation of the shell and tube type cooler. The seawater fouls the cooling
surfaces because of plant and animal growth, which is indicated by the increase in
temperature difference between the cooling and the liquid being cooled. Further, the
pressure changes will indicate the same

 Excessive corrosion can result in the leakage of tubes. The leakage could be
determined by the following method:

 Discharge the liquid being cooled in the liquid chamber by the drain valve
provided in the bottom and open up the chamber.

 Fill the main body with fresh water and pressurize it by applying air pressure or
hydraulic pressure from the top. The connection could be fitted, if not given

 The leaking tube could then be identified when completely dried up

  If the leakage happens from the expansion part of the tube in the tube plate,
then it could be expanded slightly, which could arrest the leakage

 The leaking tube could then be plugged from both sides by wooden plugs
provided by the manufacturer or could be made as well

 The leaking tube could be replaced as well, depending on its condition

 The leaking tube could be removed by making a bore inside the tube with a drill
or a reamer of 0.5mm smaller than the outside diameter of the tube to a depth of
the expansion
 Then the tube drawing tool could be inserted and tapped slowly to knock it out
from the other end

 The new tube could be installed by inserting the tube expander to both sides of
the tube and expanding it
 Wall thickness of reduction= (wall thickness of tube before expansion – wall
thickness of tube after expansion) / wall thickness of tube before expansion
X100%
 The above value should be between 5-8%

Repair of Plate Type Cooler

When the plate type coolers are opened up for inspection they should be checked
properly for holes as they could leak later. Further, the joints should be checked for
their sealing surfaces and pasting as well.

These type of coolers have a filter in the sea water side, which should be opened up
regularly for the removal of debris, which apparently can cause the joints to leak and
also reduce the effecting heat transfer area.

If the coolers are to be put out of service for long periods then the seawater side
should be drained completely, flushed with fresh water and then dried to be used
again.

Checks and inspection on heat exchanger

Tube Inspection - The tube outside diameter, inside diameter, thickness, and ovality shall be
checked before the building of the tube bundle. You need to refer to ASME Section II to get
the acceptance tolerances.

For example, if your tube material is SA 179, you have to refer to the SA 179 and that will
refer you to the SA 450 (Specification for General Requirements for Carbon, Ferritic Alloy,
and Austenitic Alloy Steel Tubes) for acceptance tolerance.  You have to use your caliper,
machinist ruler, etc. to make these measurements and make sure the values fall within
acceptance range.
Tube Bundle Inspection - The bundle dimension shall be checked based on the approved
drawing. The baffle diameter and distance between them shall be controlled and meet the
acceptance tolerances in the drawing.

The tightness of stay bolts and spacers must be controlled. The shell cleanliness needs to be
verified and make sure the inside welds are complete and are ground as per drawing
requirements. 

Tubesheet Inspection - The Tubesheet shall be inspected before welding to the shell. The
hole diameter, grooves dimensions, drilling pattern, the thickness of the tubesheet and
surface finish shall be measured and checked aginst acceptance tolerances in the approved
drawing. 

Tube Rolling Inspection - The tube rolling shall be checked based on customer specification.
The wall reduction (after rolling) and depth of roll shall be measured and shall meet the
customer specification. The wall reduction should not be less than 5% and should not be
more than 8% of the tube wall thickness. 

Leak Testing of Seal Weld (Tube to Tubesheet) - if seal welding considered, then the leak
test will be a mandatory requirement. The shell side will be subjected to the air pressure,
and water and soap solution will be sprayed to the tubesheet to make sure all seal welds are
defect free. The bubble will be developed if there was any welding defect such as crack,
pinhole, etc.  

Shell side Hydrostatic Testing - After manufacturing completion, the heat exchange shell
side will be subjected to the hydrostatic testing. The test pressure amount shall be
consistent with the value indicated in the approved drawing. The holding time shall be
based on the supplier approved test procedure.

The pressure gages calibration and range shall be controlled. The pressure gage range shall
be within 1.5 thru 4 times of test pressure.  The shell body and welding seams shall be
inspected. The tubesheet also shall be checked. No leakage is allowed.

The test pump hose shall be disconnected, and no pressure drop is allowed. The test result
will be satisfactory if no leakage being observed and no pressure being dropped while the
shell side was under pressure. 

Tube side Hydrostatic Testing - After successful completion of shell side hydrostatic testing,
the bonnets are assembled, and tube side is subjected to hydrostatic testing. Similarly, the
amount of test pressure shall be as the one indicated in the approved drawing. Other
requirement is similar to the shell test. No leakage and pressure drop shall be observed
while the tube side is under pressure. 
Checks required to be done before and after overhauling
/cleaning a heat exchanger

Check the temperature drop of the cooling medium and the medium to be cooled
across the heat exchanger.

Checks the pressure of both the fluids across the heat exchanger.

Isolate the heat exchanger, close the valve.

Drain the heat exchanger, open the purge cock

Check for the erosion,pitting corrosion of the shell and tube or plate.

Check for the condition of gasket (incase of plate type it is a nitrile rubber)

Check for the condition of the O ring at the plate (free end)

Check for the condition of expansion plates.

Checks for tubes for leakage and plug and plug is required.

Pressure test to be done if plug in is done.

Check for the condition of sacrificial anode change if required.

Check scale formation on the plate and clean if required.

Box up the heat exchanger and purge it before putting it in operation.

Check for the normal temperature and pressure are being maintained across the heat
exchange.

Check for any leakage.

Why and how is the expansion arrangement provided on the

heat exchanger?
In the shell and tube type heat exchanger one end of the plate is fixed to the tubes
stack while the other end is free.

There is a clearance kept at the free end to allow tubes to expand upon heating.
There is expansion plate provided which assist in the expansion of tubes.

Also an O ring is provided at the clearance to prevent any leakage.

Different types of joints and gaskets used in heat exchanger.
Joints and gaskets used in heat exchanger depends upon the cooling
medium/heating medium

If steam is in shell and tube type, then steam gasket to be used. Rubber gasket is
used when the medium is sea water. Even GP (General Purpose) gasket can be used.

In plate type heat exchanger nitrile rubber is used due to its capability to with stands
high temperature up to 110 deg.

Specialized Tools
Lantern ring function and checking/fitting procedure
Pump casing including wear ring and how to renew the wear
ring?
Piston calibration procedure
Liner calibration procedure
NRV checking/fitting procedure
 What is Tappet Clearance?
Tappet clearance: this is the clearance available between the rocker arm tip and valve stem
when the valves are closed position when engine at cooled condition, i.e. at the
compression stroke
Or
Tappet clearance is a space between the top of the valve stem and the rocker arm.  

Its purpose is to allow for some mechanical expansion and lengthening of the valve stem
and push rods as the engine warms up. This clearance is also called valve lash.

Safety precautions:

To take a correct tappet, the position of inlet and outlet valves is very important. The valves
should be fully closed i.e. the engine should be in compression while taking the tappet. The
fuel cam should be at its peak. The push rods of both the valves should be free to rotate.

Concept of two springs:

1. If one spring fails valve will be held up by the other spring.

2. The thickness of springs can be reduced.
3. Reduce the space required for one large spring.
4. When frequency due to natural vibration of spring is in harmonic with cam shaft
speed, then spring may vibrate axially and surge. This can be avoided by using different size
spring one inside the other. 
5. To avoid the sided thrust exerted on the spring. One spring is left-handed other is
right handed so the resultant thrust is zero.  

How to identify that the unit is at TDC without referring to flywheel marking?
i. From the fuel cam.
ii. Push rod should be free. (Both the valve should be close at this stage ie at the end of compression
stroke)

What will happen if tappet clearance is more?

i.   Valve will open late & close early.

ii. Lesser heat energy to T/C, so reduction in scavenge air & hence power.
iii. No proper removal of gases.
iv. Hammering of valve stem-may cause damage to valve stem.

What will happen if tappet clearance is less?

i. Valve will open early & close late

ii. Air induced through inlet valve may leak out. So, less air for combustion.
iii. Power will be reduced.
iv. Fuel consumption will increase, engine may become unbalanced, exhaust temp. Will be very high.
v. In worst condition, valve may remain open, resulting in loss of compression pressure, burning of
exhaust valve, T/C fouling will increase.

Why Tappet Clearance Is Given?

Tappet clearance is taken to ensure positive closing of the valve and for thermal expansion
of valve.

How to Check Tappet Clearance

 Isolate the Engine

 Engine starting mechanism to be isolated first.
Thumb Rule that the unit should be on firing TDC
you should check whether push rod is turning freely or no
 if you have any doubt you can open the cam case door and check whether it is peak
 Taking all safety precautions.
 Make sure the piston is on TDC.

i. From the marking on the flywheel.

ii. From the fuel cam.
iii. Push rod should be free. (Both the valve should be close at this stage ie at the end of compression
stroke)
 Make sure the engine has cooled down.
 Loosen the lock nut of the rocker arm.
 Now adjust the tappet clearance between the rocker arm & valve stem by tightening or loosing
the nut below the lock nut.
 Use feeler gauge to adjust the suction valve clearance as .35mm an exhaust valve clearance
as .45mm

The various trips and alarms in auxiliary engine are mentioned

as follows

1. Alternator bearing low oil level alarm & trip

2. Alternator bearing high temperature lube oil alarm &trip
3. Low sump oil level alarm and trip
4. Lube low oil pressure alarm and trip
5. Reverse current trip
6. Over speed trip
7. Over load trip
 8. High and low frequency trip
9. Jacket cooling water low pressure alarm

How is cam shaft and crank shaft connected?

Camshaft and crankshaft gears are connected by a timing chain (similar to a bicycle chain)

or timing belt (similar to a drive belt, but with teeth), or are a mesh gear set (two
interlocking gears) located in the “front end” of an engine.

The camshaft is driven from the crankshaft by either a gear train, a geared shaft, a roller
chain, a morse type chain, or a toothed belt. The toothed belt is popular as it is very quiet,
does not have to be lubricated, and is the cheap option.

Both shafts are connected either by Belts or Chains.

Lubrication arrangement:

The lubricating oil pipes, for the camshaft drive gearwheels, are equipped with nozzles which
are adjusted to apply the oil at the points where the gear wheels are in mesh.Through a bore
in the frame Iub. oil is led to the first camshaft bearing and through bores in the camshaft
from where it is distributed to the other camshaft bearings.

Hydraulic Jack Tightening

Hydraulic bolt tensioning provides:

 Accuracy – very high bolt load tolerance accuracies, often 5% or better. No frictional losses to

consider nor need for lubrication. Easy to calculate load transfer and to prevent overload.

 Speed – the tools are remarkably fast to install and operate.

 Simultaneous tensioning – multiple bolt tensioners can be hydraulically actuated at the same time.

 Uniformity – tensioning several bolts at the same time guarantees the same applied load to each

bolt.

 Safety – no pinch points or reaction issues. The safety engineered into Bolt tight systems surpasses

the industry safeguards.

 Versatility – using adaptor kits, one tensioning kit can often be used to cover a large variety of

bolting sizes.

 Cost efficiency – combining the factors above, hydraulic bolt tensioning provides operational value

for the customer.

 Uniform Stud Loading
 Time and Labour Saving
 Ease of Use and Safety
 Increased Stud Life

Pre tensioning of bolt

Pre tensioned A pre tensioned joint is a joint that transmits shear and/ or tensile loads in
which the bolts have been installed to provide a pretension in the installed bolt. Bolts can
be pre tensioned using turn-of-nut, calibrated wrench, twist- off-type tension-control bolt or
direct-tension-indicating washer methods
Benefits of using of Preloaded Bolts are:

 rigidity of joints (no slip in service)

 no loosening of bolts due to vibrations
 better fatigue performance
 tolerance for fabrication/erection (because of the use of clearance holes)
 Familiarity within industry.

Safety precautions to be taken while using Hydraulic Jack

Check the Jack's Load Capacity

Before using a hydraulic jack, check its load capacity. This is the maximum amount of weight
that the jack can safely lift and raise. Some hydraulic jacks have a load capacity of 1,000
pounds, while others can support up to 7,000 pounds. Regardless, you should never
overburden a hydraulic jack with loads greater than its load capacity.

Don't Walk or Crawl Under a Hydraulic Jack

I know this probably sounds like common sense, but it's still worth mentioning that you
should never walk or crawl under a hydraulic jack while it's supporting a load. Even if the
load weighs less than the jack's load capacity, there's always the potential for failure. And if
you are underneath the jack when it fails, the load may fall on you, potentially causing
serious injury. When a hydraulic jack is supporting a load, keep the area underneath it clear
at all times.
 Change the Oil Regularly

Hydraulic jacks don't require much time or work to maintain, but there's still one essential
maintenance task that you shouldn't overlook: changing the oil. All hydraulic jacks contain
oil, which is used to create pressure. Over time, however, this oil will degrade and its
performance will decrease. You can learn more about when and how to change your
hydraulic jack's oil by reading the instruction manual. With that said, most manufacturers
recommend changing the oil at least once every three years.

Wear PPE

Personal protective equipment (PPE) is essential when using a hydraulic jack. While the
exact forms of PPE vary depending on the specific type of hydraulic jack and how it's used,
you should typically wear impact-resistant goggles, steel-toe boots and gloves.

Lift Using Jack Points

You shouldn't use a hydraulic jack to lift and raise a load from just any location. Rather, you
should lift it from the load's jack points. Jack points, also known as lifting points, are
designed to withstand heavy weight. Using a hydraulic jack anywhere else on the load could
result in the load breaking.

Hydraulic Jack and Torque Wrench use On-board

Torque wrench:
A torque wrench is a tool used to apply a specific torque to a fastener such as a nut or bolt.
It is usually in the form of a socket wrench with special internal mechanisms. A torque
wrench is used where the tightness of screws and bolts is crucial.

If you plan to do any major work on your engine or on some major powertrain components,
you absolutely need a torque wrench. Over tightening cylinder-head bolts, for instance, can
easily cause expensive damage and catastrophic coolant loss. Too-tight exhaust manifold
bolts can cause the manifold to crack.

Hydraulic Jack:
 The hydraulic tool set consists of a hydraulic pump, hoses and a distributing piece, which are
for common use regardless of screw size. ...
 Each screw needs own set of hydraulic jack and support for the corresponding screw size. ...
 Each screw also needs own tightening pressure which should be kept absolutely.

In principle, a screw can be tightened when nut is screwed in during tensioning of stud by
hydraulic force and then release the hydraulic force. This hydraulic tightening method
provides easier working and more reliable result than manual tightening in general.
Therefore, most of the important or big screws are tightened hydraulically on ships such as
cylinder head nuts, exhaust valve nuts, for crank pin bearing, cross head bearing, main
bearing, tie bolts, etc

Why half turn of jack is given during loosening of nuts?

Turn the piston of jack until contacting the nut and then unscrew the piston by about half
turn. This is important to provide space for loosening the nut.

Unscrew the nut by half turn manually by means of a pin through the hole of the support.
Be sure to check that loosened nut moves freely without contacting the piston of the jack.
Otherwise, jack and the nut may be stuck each other after releasing hydraulic pressure.

If stuck, increase hydraulic pressure slightly and turn the nut about 1/4 turn clockwise for
loosening from the piston of the jack.