Q1.

With reference to the treatment of water for auxiliary boilers:

(a) State the major risks from: (6)

(i) Hard water;

(ii) Soft water

Describe FIVE types of boiler water tests that are carried out on board stating the reason for EACH
(5)

State why regular blowdown and makeup of the contents of a boiler is essential. (5)

Hard water

Carbonate or Temporary Hardness - Calcium and Magnesium bicarbonates are responsible for
Alkaline Hardness. These salts when dissolved in water, form an alkaline solution. When heat is
supplied to this solution it decomposes to release CO2 and form a soft scale or sludge which is
commonly termed as Calcium Carbonate Scale. CO2 thus released, combines with the water to form
Carbonic Acid which causes corrosion of the boiler internals.

Non Carbonate or permanent Hardness - This is also due to Ca and Mg salts, but in the form of
sulphates and chlorides. As the water temperature increases, solubility of these salts decreases and
as a result they precipitate out of the solution and form hard scale which is hard to remove.

Hardness and Silica

Silica in Boiler water can react with Calcium and Magnesium salts to form silicates which results in
the formation Hard Scales. These scales can inhibit proper heat transfer across the boiler tubes and
can result in localized overheating.
State why regular blowdown and makeup of the contents of a boiler is essential.

The water which is circulated inside the boiler tubes and drum contains Total Dissolved Solids (TDS)
along with other dissolved and undissolved solids. During the steam making process, i.e. when the
boiler is in operation, the water is heated and converted into steam. However, these dissolved solids
do not evaporate and get separated from water or steam, and they tend to settle at the bottom of
the boiler shell due to their weight. This layer will prevent the transfer of heat amid the gases and
the water, eventually overheating the boiler tubes or shell.

Different dissolved and undissolved solids lead to scaling, corrosion, erosion etc. The solid impurities
will also be carried over with the steam into the steam system, leading to deposits inside the heat
exchanger surface where the steam is the primary heating medium.

To minimise all these problems, boiler blowdown is done, which helps in removing the carbon
deposits and other forms of impurities.

Blow down of the boiler is done to remove two types of impurities – scum and bottom deposits. This
means that blow down is done either for scum or for bottom blow down.

1. To remove the precipitates formed as a result of chemical addition to the boiler water.

2. To remove solid particles, dirt, foam or oil molecules from the boiler water. This is mainly done
by scum valve and the procedure is known as “scumming.”

3. To reduce the density of water by reducing the water level.

4. To remove excess water in case of emergency.

02. Describe an air receiver and explain clearly the purpose of the mountings. State the defects,
which may develop and explain the precautions, which should be taken to minimize the possibility
of deterioration or damages to the receiver. (16)

Oil gradually accumulates on the inside surface of the air bottle. Air receivers must be cleaned at
regular intervals by means of soda and steam. Inspect internally for cracking and corrosion.

Corrosion and eventual failure of air vessel are the fatal results of continually failing to drain
condensate from starting air receiver.

Defective safety valve – Air receivers are designed to operate within specific parameters. A defective
safety valve can result in the over-pressurisation and the potential for significant damage to the air
receiver and injury to those in its vicinity.

High levels of condensate inside air receivers – Air receivers should be drained of water daily. Any
build-up of water could cause condensate to travel down the lines and damage pneumatic tools. The
compressor will operate more frequently causing the compressor and motor to overheat. All of
which are expensive situations that can be easily avoided.
Blocked blow down / drain valve – This will prevent the air receiver from being blown down daily as
required. The results could be a build-up of water causing condensate to travel down the lines and
damage pneumatic tools and overheating of the compressor and motor.

High levels of emulsified oil inside the air receiver. The emulsified oil build up could also be
identifying that there is excessive wear taking place within the compressor.

Q3. State with reasons which one of the following would most help to correct a pronounced
discoloration of the M/E lubricating oil: (16)
 1. "Make up" from reserve tanks,
2. Increase purifier throughput,
3. Increase frequency of filter pack cleaning,
4. Overhaul piston rod stuffing boxes,
5. Check tank top integrity of sump tank.

04. Describe what examination you will carry out on the following parts of Air Compressor

1. Suction and delivery valves and seats (4)

 2. Relief valves and bursting discs, (4)
3. Coolers and cooling passages, (4)
4. Piston and piston rings. (4)

Suction and delivery valves and seats

1. The valves must be removed and should be checked for leakage with diesel oil or water
2. The valves must never be held on vice but should rather be held on the tool given for the
same.
3. All the parts must be properly cleaned after opening the valve and they must be checked for
the carbonization as well. Over carbonization reveals that the oil topped up is more than
required. This would lead to the sticking of the valves and eventually they would break.
4. Sticking of the valves will also reduce the volumetric efficiency of the compressor as the
quantity of air discharged would be comparatively lesser.
5. The valve plate should be checked by pushing the valve plate from the side of the valve seat
by a screwdriver. The valve plate will move a distance which is equivalent to a valve lift.
6. The springs and valve plates should be changed if required.
7. The plate could be lapped as well if no spares are available.
8. Inspect all the parts for pitting, wear and distortion.
9. Ensure that the locating pin is not worn out or bent or loose in vent seat.
10. Renew the valve plates and spring plates in order to avoid fracture due to fatigue.
11. If valve seat, seating face is damaged it should be replaced.
12. Fit the spring plates properly on the locating pin.
13. Tighten castle nuts with correct torque and provide split pins

Relief valves and bursting discs

Bursting disc:

1. Slacken the spindle fully.

2. Inspect the disc.
3. Clean the dirt accumulation in the space.
4. Remove and replace the o-ring after cleaning the o-ring seating area.
5. Reset to lift at 10% in excess of max. working pressure.

Relief valve:

To test the pressure relief valve functionality, turn the system on and bring it up to operating
pressure. Pull the ring on the pressure relief valve to depressurize the system. Turn the system off,
and ensure the system comes back to operating pressure when the system is restarted.

Coolers and cooling passages

1. The intercoolers are generally opened up as per the maintenance frequency and are
supposed to be cleaned by a solvent and the integrity of tubes to be checked as well.
2. They’re provided with a bursting disc in order to relieve the pressure in case a tube bursts.
3. The single tube type coolers are difficult to clean and the rate of wear is more than the
straight tube types.
4. The straight tube types, on the other hand, could be plugged if they leak.

Piston & Piston Rings

 1. Assemble the rings in their respective grooves and measure the side clearance using a feeler
gauge. If it exceeds the specified limit, replace with a new set for each piston.
2. Before assembling the piston into cylinder, ensure that the gaps of adjacent rings are in
opposite direction. It controls oil leak and prevents compressed air leak to increase the
efficiency of the compressor
3. Clean the piston and the ring grooves thoroughly, after de-carbonizing it.
4. Examine the gudgeon pin for damages.
5. Insert the ring into the respective cylinder in such a way that it is in level with the top
surface and then measure the butt clearance using a feeler gauge. If it exceeds the specified
limits, provide new rings using proper tools.

Q5. Explain in detail how you would isolate one section of a water sprinkler system for routine
maintenance. Describe all tests and inspections you would make and how you would return the
system to service
Q6. The exhaust temperatures of an auxiliary diesel are found to be excessive and uneven at
normal load, with dark exhaust at the funnel.

Describe EACH of the following:

An investigation of the situation (5)

The procedure to remedy the immediate problems (6)

Any further action that might be necessary (5)

The dark colour of the smoke is caused by suspended fine carbon particles due to incomplete
combustion taking place. In marine diesel engines the poor combustion is basically due to two main
reasons; the first one is insufficient air supply and the second one is incorrect fuel injection.

The air-related problems in marine diesel engines may be due to the following reasons:

1. The turbocharger air filter is choked.

2. The turbocharger turbine blades are fouled and damaged; therefore it is giving insufficient
air to the engine.
3. The turbocharger inlet grid in the exhaust manifold is choked, and therefore the
turbocharger is running at low speed.
4. The compressor blades are dirty or damaged.
5. The scavenge ports of the engine may be dirty and choked.
6. The scavenge valves may be faulty or damaged.
7. The nozzle ring of the turbocharger is soiled.
8. The engine room blowers are not supplying sufficient air as the filters are choked.

The fuel-related problems that could cause black smoke are as follows:

1. Low temperature of the fuel causing poor atomization and penetration.

2. The fuel injectors may be dripping causing after-burning.
3. The timing of the fuel pumps may be wrong.
4. The holes of the fuel injectors may have become large by wear.
5. Incorrect spring pressure of the fuel injectors.
6. Wrong grade of fuel or low fuel quality.
7. Incorrect valve lift of the fuel injection valves.
8. Unbalanced engine. Thermal and power balancing needs to be done.
9. Overloaded engine due to governor malfunction.
10. Some units may not be firing leading to overloading of the other units.
11. Scavenge fire has taken place

The procedure to remedy the immediate problems

 1. The fuel rack of unit is stuck. The rack can be manually pulled back and the lubrication
should be done to remove the fuel sludge. In case the rack does not free up, then the engine
must be stopped and the fuel pump replaced with another overhauled one.
2. The turbocharger speed has dropped. In this case either the turbocharger is fouled or has
become damaged. Also it could indicate choked nozzle ring or inlet grid. The first thing that
must be done is that turbine washing or dry grit cleaning must be attempted. If after two or
three washings the turbine does not speed up, then it needs to be opened up and cleaned at
the next available opportunity.
3. The temperature drop across the turbocharger has fallen. Generally a temperature drop of
around a hundred degrees C should exist across the turbine. In case it is less, the
turbocharger efficiency has fallen down and must be corrected. Turbine washing is the first
attempted solution and should be followed up by opening and cleaning the turbine.
4. The turbocharger compressor is dirty. Again the water washing of the blower must be done
and if it is unsuccessful then open and clean.
5. The air filter is dirty. Change the air filter and adjust the copper wire meshing to the correct
density.
6. The fuel pump timing is wrong. Readjust the timing.
7. The fuel injection valves are faulty. Stop the engine and pressure test all the fuel valves and
correct any faults.
8. The fuel is of low temperature. Heat up the fuel to the correct temperature as per the
manufacturer’s advice.
9. Scavenge fire. Slow down the engine and stop. After cooling down, clean the under piston
space and investigate fault.

Q7. A centrifugal pump has been opened up due to abnormal noise:

 1. List the checks you will carry out on various parts; (4)
2. Name the parts which may require replacement; (4)
3. Checks to be carried out after assembly; (4)
4. Operational parameters, which may be required to be compared with manufacturers test
record. (4)

Cleaning and Inspection of parts:

1. Remove bearing from housing for inspection.

2. Clean impeller, bearing, shaft sleeve, casing and the shaft. Inspect and evaluate each part for any
damages, deformation, wear and tears.

3. Measure the clearance between impeller and wear rings for top as well as bottom wear rings. If
clearance is more than the maker's recommendation, renew it.

4. Inspect shaft sleeve for any wear down. If sleeve found worn out, renew the same.

5. Check the condition of bearing. If found not good, renew the same.

6. Check the conditions of mechanical seal's rotary and stationary parts. If found damaged, renew it.

7. Check bearing bush at the casing bottom and confirm any wear down. If worn out beyond
acceptable limits, renew it.

Name the parts which may require replacement

1. Wear rings.
2. Shaft sleeve
3. Bearing.
4. Mechanical seal.
5. Bearing bush.

Checks to be carried out after assembly.

1. Opened liquid to casing, purge the casing and confirm mechanical seal is intact without any
leaks.

2. On confirming pump is free to turn and mechanical seal not leaking, distance piece for
connecting pump and motor coupling can be fitted with coupling discs.

3. Operate the pump and check the performance, by monitoring its parameters.

Operational parameters, which may be required to be compared with manufacturers test record.

1. Suction pressure.
2. Discharge pressure.
3. Motor current.
4. Flow
5. RPM.

Q8. (a) State, with reasons, the causes of fatigue cracking of engineering components. (4)
(b) State, with reasons, how material and design defects can influence fatigue life. (6)

With reference to engine bed plate transverse girders explain how the incidence of fatigue
cracking can be minimized. (6)

* Fatigue is the progressive and localized structural damage that occurs when a material is subjected
to cyclic loading. The nominal maximum stress values are less than the ultimate tensile stress limit,
and may be below the yield stress limit of the material.
* Fatigue occurs when a material is subjected to repeated loading and unloading. If the loads are
above a certain threshold, microscopic cracks will begin to form, eventually a crack will reach a
critical size, and the structure will suddenly fracture. The shape of the structure will significantly
affect the fatigue life; square holes or sharp corners will lead to elevated local stresses where fatigue
cracks can initiate. Round holes and smooth transitions or fillets are therefore important to increase
the fatigue strength of the structure.

The influence of material defects on the safe operating life of engineering component.

1. Surface roughness, porosity or foreign inclusion (Slug, oxides) abrupt change in section due
to manufacturing defects causes severe stress raisers and reduce fatigue strength.
2. Coarse grain, chemical composition and cold working causes residual stress to remain in the
material and reduces the fatigue strength of material.
3. Corrosion environment, erosion during service and decarbonisation during processing or
heat treatment reduces fatigue strength.
4. When a material defect occurs, then the level of stress in a localized area around that defect
will rise. The level of the stress increase will be dictated by the position of the crack, its
orientation to the applied stress, and the level of applied stress in the material. Normally any
material defect, which increases the stress level, will cause the component to fail at an
earlier stage.

Factors which influence the possibility of fatigue cracking of a bed plate transverse girder

1. The bedplate acts as the main strength member, maintains correct alignment and supports
the weight of the components. It must be capable of withstanding the fluctuating forces
created during operation and transmit them to the ships structure. In addition it may also
collect lubricating oil. In slow speed engine design, it consists of a deep longitudinal box
section with stiffening in the form of members and webs.
2. Transverse members are fitted between each throw of the crankshaft. These support the
main bearing saddles and Tie-rod connection. They are attached to the structure by
substantial butt welds. To reduce the engine height the sump of the bedplate may be sunken
allowing it to be fitted into a recess in the ships structure.

Loads & Stresses on a bedplate:

– The firing load (Gas pressure) acting downwards and tie-rod stresses acting upwards.
– Primary and secondary forces and external movements due to rotating and reciprocating masses.
– H-type and X-type guide force movement
– Axial vibration due to in-place bending of crankshaft.
– Torsional stress due to varying torque and propeller thrust.

Causes of fatigue cracking:

– Cylinder overload due to excess power.
– Incorrect crankshaft alignment.
– Manufacturing fault like Small material defect, High residual stress in weld joints, Hardening of
heat affected zone, presence of dissolved oxygen.
– Tank top deformation due to pressurization of double bottom tank top or over heating of tank
fluid.

How the risk of such cracking can be minimized

1. Bed plate parts are made from mild steel plates and steel castings which are assembled and
welded together so that the bed plate is strong longitudinally and transversely with good
resistance to twisting along its length.

2. The longitudinal strength is obtained by making each side of the bedplate in the form of a
box girder formed with 2 flanges and 2 webs.

3. The cast steel cross girders in which the main bearings are placed contributes the bedplate
its transverse strength and resistance against twisting along its length.

4. Apart from the above, resin cast chocks are used between bedplate and double bottom tank
top to absorb the shocks and cycle stresses which are almost twice as efficient compared to
conventional cast chocks.

To minimize these effects the following routine checks should be carried out:

1. Monthly checks of engine load using power cards, and measuring the cylinder peak
pressures using peak pressure indicators or power cards
2. Yearly checks of the tie bolt tension
3. Yearly checks of the tension of the main bearing jack bolts
4. Three monthly checks of crankshaft alignment.

5. By preventing an increase the applied stress on the girder, the likelihood of cracking is
greatly reduced, however regular visual checks should also be carried out beneath the main
bearing.

09. (a) Describe how A.E. crankshaft deflections are measured. (6)
State how the measurements can be checked for accuracy. (5)

Specify with reasons other checks that should be made on the crankshaft. (5)

When taking crankshaft deflection, keep the deflection gauge over the engine for some time so that
it adjusts to the surrounding temperature of the main engine.

1. The crank web of each unit is provided with a punch mark where the deflection gauge is to
be set for measurement. Clean the oil from the web and place the gauge in the marks. For
additional precaution, tie the gauge with a thin rope to avoid it from falling into the sump.

2. Turn the engine to BDC and then set the gauge to “0” with slight pre-tension

3. Now turn the crank shaft in the ahead direction with the help of turning gear (check the
maker’s recommendation as some manufacturers/ manuals will ask to turn engine to astern
for CS deflection reading) and stop at the following points to take the deflection gauge
readings:

Starting Point -Just after BDC (Gauge set at reading “0”)

Note this reading as “BDC1” reading.

90 Deg. Before TDC

Check the reading in the dial gauge and note it down as “Starboard” reading.

At TDC

Check the reading in the dial gauge at this position and note it down as “TDC” reading.
90 Deg. After TDC.

Note down the dial gauge reading as “Port” reading.

Just Before BDC

Note down this reading as “BDC 2”

The two readings taken either side of BDC i.e. reading “BDC1 and “BDC2” are averaged to get the
BDC reading.

The deflection gauge reading should be recorded in the gauging sheet (provided with the eBook).

TDC - BDC readings give vertical deflection, and

Port - Starboard readings give horizontal deflection of the crankshaft.

The recorded readings are then interpreted in a graph and compared to the original graph to point
out the worn out or defective bearings which are causing crankshaft misalignment.

Last unit reading might be higher due to overhanging of the flywheel.

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

C.

1. Working surface of journals and pins to be examined for signs of corrosion or pitting caused
by water or acid contamination of the lubricating oil

2. Shrink-fit reference marks should be checked

3. Crank web deflection to be taken

4. Tightness of coupling bolts should be checked

5. Locking of coupling bolts to be examined

6. Tightness of oil pipes and bearing locking devices should be checked

7. Oil holes must be cleaned

8. Balance weights securing arrangement to be checked and inspection for cracks to be carried
out

9. Plug in oil holes and check oil tightness

10. Check crankpin bearing and main bearing clearances