How To Synchronize Generators On A Ship

How to Synchronize Generators on a Ship?
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OCTOBER 18, 2010 BY HITESHK18 COMMENTS

Synchronizing of an incoming generator or alternator is very important before paralleling it
with another generator. The synchronizing of the generator is done with the help of
synchroscope or with three bulb method in case of emergency. It is of utmost importance
that before paralleling the generators the frequency and voltage of the generators need to
be matched. In this article we will describe the method for synchronizing generators on a
ship.
There are two methods to synchronize generators on a ship one is the normal and other is
the emergency method.
Synchroscope method
1. The synchroscope consists of a small motor with coils on the two poles connected
across two phases. Lets say it is connected in red and yellow phases of the
incoming machine and armature windings supplied from red and yellow phases from
the switchboard bus bars.
2. The bus bar circuit consists of an inductance and resistance connected in
parallel.
3. The inductor circuit has the delaying current effect by 90 degrees relative to
current in resistance.
4. These dual currents are fed into the synchroscope with the help of slip rings to the
armature windings which produces a rotating magnetic field.
5. The polarity of the poles will change alternatively in north/south direction with
changes in red and yellow phases of the incoming machine.
6. The rotating field will react with the poles by turning the rotor either in clockwise or
anticlockwise direction.
7. If the rotor is moving in clockwise direction this means that the incoming machine
is running faster than the bus bar and slower when running in anticlockwise
direction.
8. Generally, it is preferred to adjust the alternator speed slightly higher, which will
move the pointer on synchroscope is in clockwise direction.
9. The breaker is closed just before the pointer reaches 12 o clock position, at which
the incoming machine is in phase with the bus bar
Emergency synchronizing lamps or three bulb method
This method is generally used when there is a failure of synchroscope. In case of failure a
standby method should be available to synchronize the alternator, and thus the emergency
lamp method is used.
Three lamps should be connected between three phases of the bus bar and the incoming
generator should be connected as shown in the diagram:-
1. The lamps are connected only in this manner because if they are connected
across, the same phase lamps will go on and off together when the incoming
machine is out of phase with the switchboard .
2. In this method as per the diagram the two lamps will be bright and one lamp will
be dark when incoming machine is coming in phase with the bus bar.
3. The movement of these bright and dark lamps indicates whether the incoming
machine is running faster or slower.
4. For e.g. there is a moment when lamp A will be dark and lamp B & C will be
bright, similarly there will be instance when B is dark and others are bright and C is
dark and other two are bright. This example indicates that machine is running fast
and the movement of the lamps from dark and bright gives an clockwise movement
5. Clockwise movement indicates fast and anti clockwise direction indicates slow
running of incoming generator.
You may also like to read: Green source of power-Shaft generator.
How to Operate an Oily Water Separator

(OWS) on Ship?
NOVEMBER 18, 2010 BY MOHIT4 COMMENTS

An oily water separator clears the bilge water of oily content to bring it inside the acceptable
range to discharge it overboard. An oily water separator is machinery for such importance
that it is handled by only the 2nd or chief engineer. (However, the duty engineer might also
be asked to operate under supervision)
Operating an Oily Water Separator
An oily water separator can only be operated when the ship is sailing and en route.
According to MARPOL, the oil content of the effluent must be less than 15 ppm andthe ship
has in operation an oil discharge monitoring and control system and oily-water
separating/filtering equipment.
In case of failure to follow any of the above mentioned rules, the ship will be fined and
stopped, and the chief or 2nd engineer can even be imprisoned.
Because of such high risks, operating an oily water separator should be done with utmost
precision to minimize the risks of marine pollution. Though a How to Operate? guide is
always posted near the oily water separator, there are few points to be kept in mind and
followed to prevent any mistake.
Operating Procedure
The following points are to be followed while operating OWS.
1) OWS overboard manual discharge valve is to be kept locked and keys are to be kept with
the chief engineer. Open the lock and overboard valve. Open all the other valves of the
system.
2) Open the desired bilge tank valve from which the oily water mixture is to be discharged
from OWS.
3) Open air if the control valves are air operated.
4) Switch on the power supply of the control panel and OCM unit.
5) Fill the separator and filter unit with fresh or sea water to clean up and prime the system
till the water comes out from vent of second stage.
6) Start the OWS supply pump which is a laminar flow pump and one that will supply the
oily water mixture to OWS.
7) Observe the OCM for ppm value and keep checking sounding of bilge tank from where
OWS is taking suction and of the OWS sludge tank.
8 ) A skin valve/sample valve is provided just before overboard valve and after the 3-way
valve. Keep a check on the sample for any effluent and clarity.
9) Keep a watch on the ship side at the overboard discharge valve.
10) After the operation, Switch off the power and shut and lock the overboard valve. Keys to
be handed over to the chief engineer.
11) Entry to be made by chief engineer in the Oil Record Book (ORB) with signature of
operating officer, chief engineer and the master.
Boiler Mountings: A Comprehensive List

Just installing a boiler on a ship doesnt guarantee efficient working of a boiler. There are
several mountings and attachments required to be fitted on the boiler to ensure its safety
and quality performance. The article describes a comprehensive list of boiler mountings
without which a boiler cannot operate on a ship.
Boiler operation can be carried out safely and efficiently by only using the mountings
described below:
1)
Main steam Stop Valve: The steam generated in the boiler is supplied to the main
system through this v/v. It is normally non-return type of valve.

2)
Auxiliary steam Stop Valve: If there is separate steam line provided for small
auxiliary system, it is supplied through this valve. The valve is smaller in size and usually of
a non-return type.
3)
Safety valve: In the event of unsafe excessive pressure inside the boiler, the safety
valve comes in action to release the overpressure. The lifting pressure of the valve is set
prior to its installation and locked in the presence of a surveyor so that it not changed later
on. Safety valves are generally installed in pairs.
4)
Water level gauge glass: Gauge glasses are also fitted in pairs for manually checking
the water level inside the boiler drum. It is on the basis of the boiler pressure that the
construction of the gauge glass is decided.
5)
Air release valve or boiler vent: This valve is fitted in the headers, boiler drum etc, to
avoid imploding of boiler when it is depressurized or when initially raising the steam
pressure.
6)
Feed check and control v/v: This valve controls the supply of steam supply as per
the demand and is fitted in both main and aux steam line after the stop valve. They are nonreturn valves with a visible indication of open and close position.
7)
Pressure gauge connection: This pressure gauge can be fitted in super heater,
boiler drum and wherever it is necessary to read the pressure reading.

8)
Blow down valve: It is used to empty the boiler completely for maintenance purpose
or for water treatment of boiler when the chloride level becomes very high.
9)
Scum blow down valve: Its a shallow dish type arrangement fitted at the normal
water level which allows the blow down of floating impurities, oil foaming etc from the water
surface.
10) Sampling connection: Generally, a sampling water cock arrangement is also fitted
with cooler in series so that water sample can be collected at any time for feed water
analysis.
11) Whistle valve: If there is a provision for steam whistle in the ship, then steam is
supplied directly from the boiler through a small bore type non-return valve known as
whistle valve.
12) Low Level alarm: A device used to initiate audible warning at low water level condition.
13) Soot blowers: Required to blow the soot and the combustion products from the tube
surfaces. It is operated by steam or compressed air.
14) Automatic feed water regulator: Device which is essential to ensure appropriate
water level in all load conditions and is fitted in the feed line. Multiple element feed water
control system is used in boilers with high evaporation rate.
Boiler Operation Made Easy : Procedure for

Starting and Stopping a Boiler
OCTOBER 20, 2010 BY RAUNEK2 COMMENTS

A boiler is one of those machineries that gets the ship going. A boiler is something, which
though not required continuously in operating a ship, cannot be done away with. Moreover,
its a dangerous equipment which generates steam at extremely high pressure, and it is for
this reason that proper care should be taken while operating it.
In this article we have brought to you a step-by-step procedure for starting and stopping a
boiler on a ship. With this procedure you can never go wrong, as far as boilers are
concerned. Starting and stopping a boiler was never so easy.
Starting a Boiler
It is to note that the following steps may not apply to all types of boilers and each boiler
requires some additional steps to be followed as per its system design. However, the basic
steps remain the same:
1. Ensure that the vent valve on the boiler is open and check there is no pressure in
the boiler.
2. Check that the steam stop valve is closed.
3. Check that all the valves for fuel are open, and let the fuel circulate through the
system until it comes to the temperature required by the manufacturer
recommendation.
4. Check and open the feed water valves to the boiler and fill the water inside the
boiler drum to just above the low water level. This is done because it is not possible
to start the boiler below the low water level due to safety feature which prevent boiler
from starting. Also, the level is not filled much because if filled too much, the water
inside the boiler might expand and over pressurize the boiler.
5. Start the boiler in automatic mode. The burner fan will start the purging cycle
which will remove any gases present in the furnace by forcing it out through the
funnel.
6. After the pre-set purge time the pilot burner will ignite. The pilot burner consists of
two electrodes, through which a large current is passed, via the transformer,
producing the spark between the electrodes. The pilot burner is supplied with diesel
oil and when the oil passes over, the former ignites.
7. The main burner which is supplied by heavy oil catches fire with the help of pilot
burner.
8. Check the combustion chamber from the sight glass to ensure the burner has lit
and the flame is satisfactory.
9. Keep a close eye on the water level as the pressure increases and open the feed
water when the level of water inside the gauge glass is stable.
10. Close the vent valve after the steam starts coming outside.
11. Open the steam stop valve.
12. Once the working steam pressure is reached, blow down the gauge glass and
float chambers to check for the alarms.
Stopping a boiler
1. If the boiler is needed to be stopped for longer duration for maintenance or
opened up for survey, change the fuel to distillate fuel.
2. If separate heating arrangement for heavy oil is present then theres is no need to
change over to distillate fuel and the oil is kept on circulation mode.
3. Stop the boiler automatic cycle.
4. Close the steam stop valves.
5. Close the boiler feed water valves.
6. When the boiler pressure is just reduced to over atmospheric pressure the vent
valve is kept open to prevent vacuum formation inside the boiler.
Image Credits: hurstboiler
Procedure for Starting and Stopping

Generators on a Ship
A generator on a ship is known as the heart of the ship. It is that life-line which supports
each and every function of the ship. Generator of the ship requires special care, attention,
and maintenance for its effective and economic running. Moreover, when it comes to
operating a generator on a ship, its a totally different ball game.
Unlike the conventional generators that we use on land, a ships generator requires a
special procedure for starting and stopping it. Though not a very complex one, the process
demands a step-by-step system to be followed. Missing even a single step might lead to
failure in starting or stopping the generator and can even lead to black-out, a situation
which everyone on ship tries their best to stay away from. In this article, we bring to you an
accurate, step by step procedure for starting and stopping a generator on a ship.
Generator starting procedure

Automatic Start
1. This method is only possible if sufficient amount of starting air is available. The air
valves and interlocks are operated like in the turning gear operation.
2. In this method the operator has nothing to do, for the generator starts itself
depending on the load requirement.
3. However during the Maneuvering process and in restricted areas, the operator
has to start by going into the computer based Power Management System (pms).
Once inside the system, the operator needs to go to the generator page and click
start.
4. In PMS system, the automation follows sequence of starting, matching voltage
and frequency of the incoming generator and the generator comes on load
automatically.
5. In case of a blackout condition or a dead ship condition, the operator might have
to start the generator manually.
Manual start
The manual process is totally different from the automatic start system. The following steps
need to be followed:
1. Check that all the necessary valves and lines are open and no interlock is active
on the generator before operating.
2. Generally before starting the generator the indicator cocks are opened and small
air kick is given with the help of the starting lever. After this, the lever is brought back
to the zero position, which ensures there is no water leakage in the generator. The
leakage can be from cylinder head, liner or from the turbocharger .
3. The step is performed by putting the control to local position and then the
generator is started locally.
4. In case any water leakage is found, it is to be reported to a senior officer or chief
engineer and further actions are to be taken.
5. It is to note that this manual starting procedure is not followed generally on Ums
ships, but it is a common procedure on manned engine room.
6. In engine rooms, which have water mist fire fighting system installed, this
procedure is not followed because when the engine is given a manual kick with open
indicator cocks, small amount of smoke comes out of the heads which can lead to
false fire alarm, resulting in release of water mist in the specified area.
7. After checking the leakage, in case of any, the indicator cocks are closed and
generator is started again from the local panel.
8. The generator is then allowed to run on zero or no load condition for some time
for about 5 minutes.
9. After this the generator control is put to the remote mode.
10. If the automation of the ship is in working after putting in remote mode
the generator will come on load automatically after checking voltage and frequency
parameters.
11. If this doesnt happen automatically, then one has to go to the generator panel in
Engine control room and check the parameters.
12. The parameters checked are voltage and the frequency of the incoming
generator.
13. The frequency can be increased or decreased by the frequency controller or

governor control on the panel.
14. The incoming generator is checked in synchroscope to see if its running fast or
slow, which means if frequency is high or low.
15. In synchroscope, it is checked that the needle moves in clockwise and
anticlockwise direction.
16. Clockwise direction means it is running fast and anti-clockwise means it is running
slow.
17. Generally the breaker is pressed when the needle moves in clockwise direction
very slowly and when it comes in 11o clock position.
18. This process is to be done in supervision of experienced officer if someone is
doing for the first time, for if this is done incorrectly the blackout can happen which
can lead to accidents, if the ship is operating in restricted areas.
19. Once this is done, the generator load will be shared almost equally by the number
of generators running.
20. After this the parameters of the generator are checked for any abnormalities.
Stopping procedure
Automatic Procedure
In this procedure the generator is stopped by going into the PMS system in the computer
and pressing the stop button to bring stop the generator.
1. This is to be followed only when two or more generators are running.
2. Even if you trying to stop the only running generator it will not stop due to inbuilt
safety. The safety system thus prevents a blackout.
3. When the stop button is pressed the load is gradually reduced by the PMS and
after following the procedure the generator is stopped.
Manual Procedure
1. In this procedure the generator to be stopped, is put off load from the generator
panel in the Engine control room.
2. The load is reduced slowly by the governor control on the panel.
3. The load is reduced until the load comes on the panel below 100 kw.
4. When the load is below 100kw the breaker is pressed and the generator is taken
off-load.
5. The generator is allowed to run for 5 minutes in idle condition and the stop button
is pressed on the panel.
6. The generator is then stopped .
Ways of starting and testing emergency

generator
JUNE 6, 2011 BY MOHIT5 COMMENTS

Emergency generator on ship provides power in case the main generators of the ship fails
and creates a dead or blackout condition. According to general requirement, at least two
modes of starting an emergency generator should be available. The two modes should be
battery start and hydraulic or pneumatic start.
The Port state control (PSC) might detain a ship or provide some time to correct any kind of
deficiency found if the second mode of starting is not operating.
Testing of Emergency Generator
The testing of ships emergency generator is done every week (as part of weekly checks) by
running it unloaded to check if it starts on battery mode. The hydraulic start is done every
month to ensure that it is working fine. Also every month automatic start of generator is also
done to check its automatic operation and to see whether it comes on load.
Procedure for Battery Start
1 Go to the emergency generator room and find the panel for emergency generator.
2 Put the switch on the test mode from automatic mode. The generator will start
automatically but will not come on load.
3 Check voltage and frequency in the meter.
4 Keep the generator running for 10-15 min and check the exhaust temp and other
parameters.
5 Check the sump level.
6 For stopping the generator, put the switch in manual and then stop the generator.
Procedure for Hydraulic Start

1 Out the switch in manual mode as stated above and check the pressure gauge for
sufficient oil pressure.
2 Open the valve from accumulator to generator.
3 Push the spring loaded valve and the generator should start.
4 Check voltage and frequency.
5 Keep the generator running for 10-15 min and check the exhaust temp and other
parameters.
6 Check the sump level
7 For stopping, use the manual stop button from the panel.
8 After stopping the generator, pressurize the hydraulic accumulator to desired pressure.
9 Close the valve from accumulator to generator.
Procedure for Automatic Start

1 For automatic start, we know that there is a breaker which connects Emergency Switch
Board (ESB) and Main Switch Board (MSB); and there is also an interlock provided due to
which the emergency generator and Main power of the ship cannot be supplied together.
2 Therefore, we simulate by opening the breaker from the tie line, which can be done from
the MSB or the ESB panel.
3 After opening the breaker, the emergency generator starts automatically with the help of
batteries and will supply essential power to machinery and pumps connected to ESB.
4 For stopping the generator, the breaker is closed again and due to the interlock the
generator becomes off load.
5 Now again put the switch to manual mode to stop the generator.
6 Press stop and the generator will stop.
What is Crash Manoeuvring of Ship in

Emergency Situation and whats its
Procedure?
AUGUST 15, 2011 BY KARANC1 COMMENT

Crash word is generally used to describe some kind of accident or damage when one
object slams into another. However, in the shipping world, when the word is combined with
the term manoeuvring; it becomes a procedure which is performed to avoid any kind of
collision or accident.
Why Crash Manoeuvring?

In a sea going vessel, unlike land transport, there are no brakes that are provided to stop
the ship when needed. The stopping of the vessel is done by reversing the rotational
direction of the Main engine and thereby the propeller. This stops or reduces the speed of
the vessel heading towards the collision course
The crash manoeuvring is usually done to avoid any type of collision or crashing of ship to
any other ship or structure (Jetty, land, Iceberg etc). In this type of manoeuvring the main
engine is subjected to severe stress and loading, but the safety of ship and life is assured.
How to Perform Crash Manoeuvring?

Crash manoeuvring is turning the engine in opposite direction to reduce the heading speed
of the ship. After certain time, the ship stops and starts streaming in astern direction. This is
done by supplying starting air at about 30 bars from the air receiver to the engine. The
stopping air is known as the brake air.
The brake air when sudden injected inside the engine cylinder, will try to resist the motion of
the piston and the rotation of the crankshaft and propeller.
Procedure
Following Procedure is to be followed when a navigational officer calls engine room and
says that we have to stop immediately to avoid collision
When there is an emergency like collision, grounding etc. the controls are
transferred immediately in to the Engine room controls
The bridge will give astern direction in the telegraph, acknowledge the same
When the telegraph is acknowledged only the starting air cam will reverse its
direction but the fuel cam will remain in its running position due to running direction
interlock since engine is still running in the ahead direction
The fuel lever in the engine control room is brought to 0
As soon as the RPM of the engine drops below 40 % of the Maximum Continuous
Rating or MCR rpm of the engine, give break air few times in short time frame
The break air will inject with astern timing setting inside the ahead moving piston
which will resist the piston motion
Since fuel will not inject until running direction interlock opens, as soon as the rpm
drops near to Zero, give fuel and air kick by bringing fuel lever to minimum start
setting
When carrying out Crash Manoeuvring, some safeties need to be bypassed to avoid
tripping of engine in mid of emergency
When the ship stops and situation is under control, a detailed Main engine inspection
is to be carried out when there is a chance.
How Good Bilge Management Practices Help

Improve OWS Performance?
APRIL 9, 2013 BY CHIEF ENGINEER MOHIT SANGURI3 COMMENTS
As learnt in earlier articles Factors affecting OWS on ships and 20 Important Factors for
OWS Operation, the optimal performance of the Oily Water Separator (OWS) depends on
various factors, namely design factors, operational factors, bilge management etc. In this
article we shall discuss some good bilge management practices that help in optimizing the
performance of the Oily Water Separator. No matter what equipment is installed onboard
ships, if the bilge management is not proper the Oily Water Separator (OWS) is bound to
malfunction.
Bilge Management
In the engine room the bilges and bilge wells are located at the very bottom of the engine
room for collecting oil and water from leakages, condensate and wastes so that they can be
pumped to the bilge holding tank. Clean bilges are the first line of defense against marine
pollution. All seasoned marine engineers know that if the bilges are clean and dry almost all
the worries concerning Port State inspections are over. Dirty engine room bilges are one of
the biggest detainable deficienciesin port state inspections.
Mentioned below are some of the good practices and tips for efficient bilge management:
Used or waste oil should not be intentionally put in the bilges or bilge tank. All oil
should be collected and put in the separated oil tank or dirty oil tank. Thereafter it
can either be burnt in the incinerator or landed ashore
Discarded chemicals should not be disposed off in the Bilge tank as pH of water
above 10 and below 4 can cause chemical emulsification of the bilge water and lead
to difficulty in separation
Put drip trays where there are leakages and thereafter rectify and stop the leakages
Primary bilge tank is provided in new ships and these should be used properly and
not bypassed. Use of the primary bilge tank increases the effectiveness of the Oily
Water Separator as most of the oil is removed here. The primary bilge tank helps in
separation of the oil from the water and the oil can be visually seen and put in dirty
oil tank and the cleaner bilge water can be put to the bilge tank. Steam coils are
provided in the primary bilge tank and they can be used for effective separation
Use clean drain tank effectively. In tropical climates there is condensation of more
than 1-2 cubic meters per day and this water if allowed to go to the bilge tank will
increase the load of the oily water separator. As this is mostly clean water, it should
not be allowed to go to the bilge tank; instead it should be put to the clean drain tank
and thereafter properly disposed. The leakages from the fresh water and sea water
pumps should also be put in the clean drain tank
Use mechanical seals where possible. Mechanical seals though expensive lead to
cleaner engine rooms as there is minimal or no leakages from the glands
In conventional gland type pumps though the dripping water may appear
insignificant, the small leakages can lead to build up of large amounts of water
During new building, repair and retrofitting it must be remembered that, inlet piping
should be smooth and without much undue bends to cause turbulence
Inlet piping should have the least amount of valves, bends and other fittings. Where
possible straight line valves like gate valves should be used over angle valves
and globe valves to avoid turbulence
The inlet piping just before the entry to the Oily Water Separator should be straight
for a length equal to ten times the diameter of the piping and should be sufficiently
sized to avoid pressure drop
Vertical pipelines cause the shearing of the upcoming water and should be avoided
as much as possible
Small diameter inlet pipelines cause shearing of water and make the oil droplets
smaller. These droplets are difficult to remove later therefore the inlet pipeline should
be of proper diameter
Sometimes there is some ingress of air which is generally unnoticed as the positive
displacement pumps can handle some amount of air. Any fall in vacuum should be
investigated as these air pockets can make the capacitance oil probes give wrong
feedback and falsely activate the oil release valves
Bilge cleaning chemicals must be oily water separator compatible. Wrong chemicals
will make the oil soluble in water and could never be separated
Dust and cargo residue should be picked up with a broom and scoop and not blown
by air into the bilges. These particulate matters can cause stabilization of the
emulsions
Soot from the boilers and economizers should be put in a separate tank and
disposed off. They should not be drained to the bilges
When boiler blow down is to be done it should be done overboard and not in the
bilges. As the conditioning chemicals can cause chemical emulsions
Condensate from accommodation AC and ECR AC should not be put in the bilges,
but should be put in separate tank or directly overboard
Mopping water containing detergents as well as hand wash water should not be put
in the bilge tanks
If care is taken in controlling entry of water and waste in the bilges there will not be any
problem in running the Oily Water Separator as the later operates in its designed range.
Image Credits: nauticexpo, wikimedia
What is an Entablature in Ships Engine?

SEPTEMBER 8, 2012 BY KARANCLEAVE A COMMENT

An entablature is a part of the ships main engine. It is the housing which holds the cylinder
liner, along with the scavenge air space and cooling water spaces. The entablature is
usually made of cast iron.
Installing and Assembling an Entablature

While assembling or installing an engine in the ship, entablature can be fitted either by
making casting for each cylinder of the engine and then bolting the mating surfaces
together, or by casting in multi-cylinder units and then bolting them together.
Fitted bolts are used to align and bolt the A frame to the entablature. It is to note that the
fitted bolts that are used to bolt entablature, A frames and bedplate together are only for
alignment purpose and not to resist stresses generated as a result of firing forces. This work
is done by tie rods.
Damage to entablature can lead to loss of engine power and may also cause damage to
crankshaft and other components.
The Entablature of the engine comprises of the cooling jacket for the cylinder liner where
the high temperature combustion takes place. The water is passed around the liner trough
this jacket which absorbs the heat of the liner and avoids thermal stresses.
The liner fitted in the entablature is provided with Orings, which avoid leakage of jacket
water in to the under piston space. Cylinder water in the entablature jacket enters from the
bottom and leaves from the top to avoid formation of air pockets or air lock.
How to do Inspection of Entablature?
The entablature is additionally fitted with the liner and the cylinder head on the top.
Therefore when the head and liner is removed, thorough inspection of the entablature must
be carried out.
Check the upper surface where liner face lands for cracks and deformation
Check the condition of the inside of jacket for mud formation. Clean whenever the
liner is removed.
Check and clean the portion where o rings of the liner sits on the entablature jacket.
Check for corrosion signs inside the water space.
Check for salt deposits
Check the mating surface of entablature and A frame for fretting.
Check for cracks.
Check for oil or water leakages near the mating surface.
If there is fretting between A frame and entablature, tightness of the tie rods must
be checked.
The entablature jacket inspection can be carried out without removing the liner and
inspecting through the cover provided at the bottom of the jacket. Prior to opening the
cover, the engine must be stopped along with the cooling water supply, inlet and outlet
valve for cooling water supply should be shut and drain for the unit to be inspected must be
open (air vent to be open to facilitate draining).
How Spark Erosion Can Damage the Main

Propulsion Engine of a Ship?
SEPTEMBER 6, 2011 BY ANISHLEAVE A COMMENT

There are several automation systems utilized onboard ship to ensure efficient and smooth
running of the Machinery. However, machines still fail, mainly because of the lack of
knowledge of the crew on that particular system. For this reason it is is very important to
install and maintain the system in correct order to avoid any damage to the machinery.
What is Spark Erosion?

Technically, when two current carrying dissimilar metals are in contact, a sparks travels at
the point of contact which erodes the small metal by making a cavity.
In a Vessel, different metals are used to building propeller, hull, bedplate, crankshaft,
bearing etc. The current from the cathodic protection system is generally present in these
parts, which eventually creates the perfect situation for spark erosion.
Even a ships hull made up of steel which is immersed in sea water, small galvanic current
flows through anodic area leading to corrosion and erosion.
Effects of spark erosion

To suppress the effect of galvanic corrosion, especially at the stern part of the ship where
thepropeller is present, an Impressed Current Cathodic Protection system is used. The
propeller shafting is earthed to achieve continuous circuit and to avoid malfunction of the
same.
When the propeller is at rest, the stern tube, propeller shaft and bearings are in contact with
each other. Similarly main engine bearing and journal are in contact with each other,
maintaining continuity of the circuit. When the ship is running, due to the rotation of the
propeller and lubricating oil film the shaft becomes partially electrical insulated. It may also
happen on the tail shaft using non metallic bearing which acts as an insulation.
The propeller at the aft is a large area of exposed metal which attracts protective cathodic
current which produces an arc while discharging from the lubricating film. This results in
spark erosion of bearings, which can lead to worse situation if lube oil is contaminated with
sea water.
If this effects continue for a considerable amount of time, it may lead to overheating of Main
engine bearings caused by improper lubrication resulted by cavities from spark erosion. It
may also lead to formation of oil mist, emergency shutdown of the engine or in extreme
cases crank case explosion.
Reasons for Spark Erosion

Some of the main reasons which results in Spark erosion related problems on ship are
The shaft earthing arrangement is not working or improperly fitted
The Cathodic protection current system setting is wrong
The hull coating is excessive than required which will increase the galvanic corrosion
of the shaft
Slip rings and brushes in the earthing device are worn out
The contact between shaft and earth device is not clean
It is advisable to use two earthing devices for the shaft of the main engine. One for earthing
purpose and the other to connect with the voltmeter for measuring the potential difference
between the shaft and the hull of the ship.
The effect of spark erosion will be minimum if the potential difference is below 50 mv.
Maintenance and Checks for Sewage

Treatment Plant on Ship
OCTOBER 24, 2010 BY RAUNEK1 COMMENT

An efficient running of a sewage treatment plant on a ship requires periodic maintenance
and daily checks of the system. Failure to do so can lead to an output that cannot be
discharged into the sea, blockage of pipelines, and even failure of some parts.
There are several factors that results in smooth working of a sewage treatment plant on a
ship and this article enumerates all the maintenance and checks for that smooth running.
Routine Checks
1. During daily rounds the pressure of the system should be checked and should be within
the limits.
2. The air lift return should be checked to make sure the system is working properly. This is
usually checked by the flow through the clear plastic pipe present on the installation. A clear
sludge can be seen flowing through the tubes back to the aeration chamber.
3. Over a period of time, the sludge content in the aeration tank due to the recycling of the
sludge from settling tank and fresh sewage increases. This sludge content or suspended
solid particle is measured in mg/liter. The method of checking it is to take sample in a
conical flask provided by the manufacturer and filling it up to 1000ml mark. The sample is
then allowed to be settled and reading of sludge content is checked.
The sludge content should not be above the 200 mark, but if it is above the 200 mark, the
tank has to be emptied for increasing the performance. In some ships this is checked by
filtering the sample through a pre-weighed pad which is dried and re-weighed. This also
depends from manufacturer to manufacturer, but is done every week.
4. Also the bio-pac is added every week to the plant to increase efficiency. The bio-pac
contains aerobic bacteria which get activated when mixed with hot water.
5. The chlorination of the sample should be between 1-5 ppm and accordingly the dosing
has to be increased or decreased.
6. The level of biological oxygen demand (BOD) is also checked and it should not be above
50 mg/liter. The sample is checked by incubating the sample at 20 degrees and well
oxygenating the same. The amount of oxygen absorbed over a period of five days is
measured. This is done to check the oxygen required for full breakdown of sewage after it
has been treated by aerobic bacteria.
7. The internal coating of the sewage treatment plant should be checked for cracking and
blistering. If any kind of damage is found then we first need to empty the tanks and then
necessary repairs to be performed. Special precautions should be taken before entering the
tank as it may contain toxic gases that cause suffocation. The gases should be checked by
dragor tube, a special tube in which samples of various gases are taken before entering.
When it is made sure of the absence of toxic gases, entry is made with the mask and
gloves. After completion of work the area has to be disinfected. Later, hands should be
properly scrubbed and overalls be thoroughly washed.
8. If the sewage treatment plant is fitted with UV disinfectant system instead of the
chlorination system, the UV lamp has to be changed as recommended by the manufacturer.
9. High and low level limit switches should be checked for auto cut-in and cut-out of the
discharge to over-board pump.
10. Make sure the stand-by sewage discharge pump is put on auto during the working of
the sewage treatment plant.
Maintenance
In case of a blockage of the sewage line there is a connection for back flushing which uses
sea water. This is to be used to unclog the sewage pipelines; however, it is to note that all
valves are closed and only the necessary valves are open, for it might back flush from WC
of the cabins.
Generally, stewards are instructed for using chemicals provided by various manufacturers
such as Drew Marine and Unitor during washing so that no blockages of lines are caused.
However, there shouldnt be any overuse of these chemical as it would lead to killing of
aerobic bacteria which will decrease the efficiency of the plant and other problems. The
amount of chemicals is to be as per manufacturer recommendation.
Procedure for Starting and Stopping of

Sewage Treatment Plant on a Ship
OCTOBER 24, 2010 BY MOHITLEAVE A COMMENT

Any machine on the ship requires a proper procedure to be followed for starting and
stopping it. Failure to follow this step-by-step procedure will lead to either failure in starting
or stopping the machine or lead to some fault.
Sewage treatment plant is one such equipment on the ship which requires a step-by-step
procedure to be followed for starting and stopping it. In this article we will go through the
procedure of starting and stopping a sewage treatment plant.
Starting of a Sewage Plant
Sewage plant is generally running all the time during sailing, but it might need to be started
when the ship is installed with a new sewage treat plant which needs to be stopped at
regular interval of time for improving its performance and maintenance procedures. Below
are the points that need to be followed for starting a sewage treatment plant.
1. Make sure if any maintenance is carried out on the sewage treatment system, all the
openings have been closed properly before starting.
2. The sewage plant is be filled with fresh water inside the chamber.
3. At this stage, there are no aerobic bacteria inside the chamber, but the sewage has
started coming to the plant. Thus, in order to increase efficiency and starting rate of the
plant bio pac is added to the plant by flushing the amount specified in the manual. This bio
pac is mixed with warm water which helps in growth of these bacteria and also efficient
functioning of the plant.
4. If the bio pac is not added, the plant might take up to 5 to 7 days to be completely
functional. However, with the bio pac it becomes functional within 24 hours.
5. Start the air compressor or open the air valve as per the design of the plant. The
pressure is maintained as per the manual. Generally 0.3-0.4 bars.
6. Open the sewage overboard valve and close holding tank valve when the ship is out of
restricted waters.
7. The plant is continuously monitored and checked for the flow through the transparent
plastic tubes.
8. The sample is taken for checking for suspended solids and chlorine content.
Stopping of the plant
Stopping of the sewage treatment plant is generally done either before entering the dry
dock or in case some maintenance has to be carried out inside the treatment plant.
1. For stopping the system, close the inlet valve to the sewage plant and close the
overboard valve and let the sewage go overboard.
2. Empty all the three chambers of the plant i.e. aeration, settling and chlorination
chambers. If the chambers are not emptied, it will lead to growth of anaerobic bacteria
which forms the toxic H2S gas.
3. If entry has to be made inside the tank, the later should be checked for hydrogen
sulphide gas H2S with the help of dragor tube by taking a continuous sample from the plant.
Entry is made with the help of mask and rubber gloves should be put on.
4. In case the ship is going to dry dock the overboard should be connected to shore
reception facilities.
Image Credits: marineplantssytems
What is Azipod Propulsion System on Ship?

DECEMBER 18, 2010 BY MOHIT4 COMMENTS

Azipod system used on ships is combination of both propulsion and steering systems. In
conventional propulsion system, a large two stroke engine is connected to a shaft, which
passes through shaft tunnel and stern tube and connects to the propeller outside the hull in
the aft part of the ship. The steering of such system is done with the help of a rudder placed
in the aft of the propeller.
However, in azipod arrangement, the propulsion and steering systems are combined and
made into one part. The system consists of a propeller which is driven by an electrical motor
and the propeller is turned by the rudder which is connected to the system.
The motor is placed inside the sealed pod and is connected to the propeller. It should be
noted that the sealing of the pod should be perfect otherwise it can damage the whole
motor and make the ship handicap from maneuvering. The motor used for this system is
variable frequency electric motor. Using variable frequency, the rotational speed of the
propeller can be controlled i.e. the speed can be increased or decreased.
The azipod system is also known as POD drive system, where POD stands for Propulsion
with Outboard Electric motor. The whole azipod system is situated outside the hull in the aft
of the ship. The azipod can turn in all the directions i.e. 360 degrees with the help of a
rudder, and thus provides a thrust in any direction which is not possible in the conventional
system. The propeller in the pod system is moved by the rudder which is placed in the
steering flat, also the power module for the system.
Understanding the Azipod System
The azipod system is a type of electric propulsion system which consists of three main
components:
1) Supply Transformer
The power produced from the generators is as high as 6600 KV, which is stepped down to
the necessary voltage by the supply transformer required and is provided to the motor
placed in the pod.
2) Propulsion motor
Propulsion motor is used to drive or to produce thrust. The system needs some method for
rotating the propeller and this is done with the help of electric motor.
3) Frequency Controller/converter
This is used to change the frequency of the supplied power so that the rotating speed of the
motor can be controlled depending on the requirement.
Advantages of Azipod System

1) Greater maneuverability as the propeller can be turned in all directions. This enables
better stop distance during crash maneuvering than that provided by the conventional
system.
2) In case of ships having large breadth, two or more azipods which are independent of
each other can be used. This provides subtle maneuvering.
3) It saves a lot of space in the engine room as there is no engine, propeller, shafting and
other arrangements. The saved space can thus be used for storing more cargo.
4) The system can be placed below the ships height thus providing more efficiency than the
conventional system.
5) Use of side thruster is eliminated as the pods can be used for providing the side thrust.
6) Low noise and vibrations than the conventional system.
7) Low fuel and lube oil consumption.
8) Environment friendly as emissions are extremely low.
Disadvantages
1) Azipod system requires massive initial cost.
2) A large number of diesel generators are required for producing power.
3) There is a limitation to the power produced by the motor. As of now the maximum power
available is 21 MW.
4) Cannot be installed in large ships with heavy cargo which need a lot of power and large
motors.
=====================================================================
What is Marine Growth Preventive System

(MGPS) On a Ship?
OCTOBER 29, 2010 BY ANISH3 COMMENTS

Ships while sailing use seawater for several purposes. The seawater is used in the ships
system and discharged after the use. However, seawater contains several marine
organisms which enter the ship along with the seawater and deposit and flourish on the
parts of the ships system. If preventive measures are not taken, the marine growth can
cause damage to the particular part in the long run. In this article we will learn about the
causes and effects of marine growth in a ships system along with the measures to fight it.
What Causes Marine Growth?
Sea water contains both macro and micro marine organisms such as sea worm, molluscs,
barnacles, algae, hard shells like acorn barnades etc. These organisms stick to the surface
of the ship and flourish over there, resulting in marine growth.
Marine fouling can form huge clusters of marine growth inside the piping system of the ship.
This is mainly caused because of the entering of the seawater into the seawater system.
The organisms find the perfect spot inside the system wherein the environmental conditions
and other relevant factors such as temperature, ph, nutrients etc are appropriate for them to
breed and disseminate.
Effects of Marine Growth
As the marine organisms flourish they block and narrow the passage of cooling water in the
ships system resulting in the following factors:
- Impairing the heat transfer system.
- Overheating of several water-cooled machineries.
- Increase in the rate of corrosion and thinning of pipes.
- Reduced efficiency which can lead to loss of vessel speed and loss of time.
Fighting Marine Growth
To avoid formation of marine growth MGPS or marine growth preventive system is used
onboard ship. Description and working of MGPS is as follows.
Basic principle on which MGPS runs is electrolysis. The process involves usage of copper,
aluminum and ferrous anodes. The anodes are normally fixed in pairs in the main sea chest
or in such place where they are in the direction of the flow of water.
The system consists of a control unit which supplies impressed current to anodes and
monitors the same. While in operation, the copper anode produces ions, which are carried
away by water into the piping and machinery system. Concentration of copper in the
solution is less then 2 parts per billion but enough to prevent marine life from settling.
Due to the impressed current, the aluminum/ferrous anode produces ions, which spread
over the system and produce a anti corrosive film over the pipes, heat exchanger, valves,
refrigeration and ac unit etc, internally.
MGPS anodes are fitted with specially designed safety cap which helps in removing the
anode for replacement on board ship. Normally MGPS have a design life which coincides
with the dry dock of the vessel.
8 Things Marine Engineers Must Know

About Starting Air System On Ship
JULY 4, 2014 BY SHALABH AGARWAL7 COMMENTS

Different methods are employed for starting the marine diesel engines on board ships
depending on the type and kind of the engine . Some of the most common forms of
methods used on board ships are manual, electrical and mechanical systems.
In ships main propulsion or in auxiliary engines, considerable torque is required to
overcome the inertia of large reciprocating masses. For this purpose, the energy stored in
the compressed air is used.
Mentioned below are important points that marine engineers must be consider while
operating starting air system of marine engines.
Watch: Operation of Starting Air System of Main Engine
1. The required range of starting air pressure
The starting air pressure should be such that it provides enough speed to the piston during
its compression stroke for quickly compressing the charge air and reaching the
required temperature to initiate combustion of the injected fuel. The starting air pressure is
generally of the same range for both the main propulsion engines and the auxiliary engines
i.e. between 25 and 42 bars. If the air pressure goes higher than this, then the components
of the engine should be sturdy and robust to cater for the same.
The regulation says that the starting air reservoirs should be able to provide 12 consecutive
starts without replenishment. For non-reversible engines, 6 consecutive starts are sufficient.
2. The time period for the induction of starting air
It is in the expansion stroke that the starting air valves are opened to provide a positive
torque to the engine. For 2 Stroke engines, the starting air valves are opened when the
piston just passes the top dead centre and closed when the exhaust valves are about to
open in uniflow scavenged engines and exhaust ports in closed and loop scavenged
engines. In 4 Stroke engines, the exhaust valves are open for a similar phase when the
piston passes the top dead centre and closes before the exhaust valve opens in the
expansion stroke.
For 2 stroke engines the starting air valve is open approximately 10 degrees before TDC
(this is actually provided for the valve to open fully when the piston passes the TDC) and
around 5 degrees before the exhaust valve opens. In a pulse turbocharged 2 stroke engine,
the maximum starting air angle is of 115 Degrees.
For 4 stroke engines, the starting air valve begins to open 4 degrees before TDC and
begins to close 130 degrees after TDC.
Starting Air Bottles

3. The overlap period
Overlap is the simultaneous opening of two starting air valves during the starting air
sequence. It is necessary to start the engine in any crank position and thus this ensures that
at least one valve will open when the starting air is inducted in. If there is no overlap
provided, then the engine could stop in any position with all the starting air valves closed,
when the starting air was given.
There should be a minimum overlap of 15 degrees provided and the ideal condition
should be between 20 degrees and 90 degrees.
For a 4 cylinder 2 stroke engine the firing interval is 90 degrees (360/4) and if the starting air
period is 115 degrees then the total overlap period would be the difference between the
two, i.e. 115-90=25 degrees.
4. Indications of leaking starting air valves and the cause of their leakage
The leakage of starting air valves is indicated by the overheating of line between the starting
air valve and the starting air manifold, when the engine is in operation. The heating
generally occurs due to the passage of hot gases from the engine cylinder to the starting air
line. Thus during manoeuvring, each starting air line should be felt for temperature close to
the starting air valves. The common causes of leakage includes foreign particles deposited
between the valve and the valve seat from the starting air supply system, preventing the
valve to close fully or valve operating sluggishly because of incorrect clearance between the
operating parts.
To determine the leakage in the starting air valve if the engine is standstill, the automatic
starting air valve is kept in open position and the air to the distributor is kept shut. Indicator
cocks for all the units to be kept opened. The air is now opened from the starting air
receiver. Engage the turning gear and bring each units piston to TDC. The leakage of air
can be checked from the indicator cocks of the corresponding unit. This will indicate the
starting air valve which is leaking for a particular unit.
5. Running of engine with the leaking starting air valve

If overheating of a particular line is felt and the starting air valve leakage is detected, then
the starting air branch on the starting air manifold will have to be blanked off. If two or more
starting air valves are removed from the engine, then there could be a possibility of engine
failing to start in a particular crank position during manoeuvring. Thus, the reversing control
can be operated and the engine can be given a small starting air in the reverse direction to
obtain a different crank position or the turning gear could be engaged and one of the pistons
shall be moved in position just after top dead centre to get the positive torque to turn the
engine.
Read: How to prevent starting air line explosion?
6. Slow turning valve

If during manoeuvring, the starting air is not inducted for 30 minutes, while the engine is on
wheel house control, then theres an automatic activation of the slow turning mode in which
the engine is turned very slowly for at 8-10 rpm and the air is restricted by a slow turning
valve. This is done as a precautionary measure to prevent damage to the engine while
starting, if there were an oil or water leakage.
7. Running direction interlock
Interlocks are the blocking devices which ensure that the engine is started or reversed only
when some conditions are fulfilled or satisfied. Running direction interlock is an essential
trait that prevents the injection of fuel to the engine when the telegraph doesnt synchronise
with the running direction of the engine. It is an important application in the crash
manoeuvring when the starting air is used to apply brakes on the engine by reversing the
operation.
8. Turning gear interlock
Turning gear interlock is another important thing that prevents the admission of starting air
to the engine cylinders when the turning gear is engaged. If the starting air is admitted with
the turning gear engaged, then the turning gear along with the motor will fly off puncturing
the bulkhead. Thus the interlock is necessary to prevent such accidents.
These are some of the most important points marine engineers must know about the air
starting system on ships.
How to Draw and Read Line Diagrams

Onboard Ships?
MAY 27, 2014 BY SHALABH AGARWAL3 COMMENTS

Understanding the operations and intricacies of machineries can be arduous and
challenging task onboard ships. For every engineer officer, preliminary theoretical
knowledge of day to day operations and piping systems is important for taking cognizance
of complicated machinery operations. The hierarchy on board further defines and demands
the engineers in their first stint onboard to trace the piping diagrams in order to have
thorough understanding of different symbols and lines from the facsimiles provided
onboard.
Usually, a typical line diagram would look like a printed labyrinth and could be difficult to
understand. It is hence suggested to keep them for reference and trace them physically.
The junior rank is generally the in-charge of daily transfers related to sludge and bilge
waters, under the directions of the second engineer and thus he should begin his enterprise
with the same approach.
To instigate with the process of plotting line diagrams, one should always start with the
highest or lowest point in the system, specifically with a tank that supplies or is being
drained to, taking all safety precautions.
The tank being drawn without scale, should be marked with the outlet valves or inlet valves,
along with the sophisticated remote closing devices having pneumatic control arranged for
operations external to the engine room.
The tanks should further be marked with the air pipes, thermometers, level gauges,
overflow pipes and electronic high and low level alarms.
Sounding pipes must be considered and their position in the tank must be thought of,
whether in aft or forward of the tank.
Manhole doors and other mountings aid the cleaning and inspection of particular tanks and
they must also be drawn with a symbol representing important details. Tracing the
mountings serve an additional aid to know abnormality and the normal operating
parameters of the system. With any deviation, a problem can be encountered and dealt
without chasing the track of breakdown maintenance.
The point of the pipes leaving the tank should be noted. Further, the lines should be traced
with the subsequent valves marked with their types ( some require turning the floor plates if
they lie buried inside). This would help to know the leakages and get them rectified at the
earliest.
Special attention should also be paid to the lagging clad steam lines and valves which could
cause a burn if handled carelessly. Valves placed below the floor plates could be difficult to
identify and memorize, and thus should be marked with the respective names from the
system diagram by a felt tip pen for future references.
Moving further, each and every pump along with its auxiliary should be marked with
strainers and filters. The change over lever in the duplex filter should be carefully noticed,
along with the purging cock and drain respectively.
The type of pump should be considered along with their application in handling different
fluids in the particular system. The same should be studied and the reasons should be
framed for their application in that system. Relief valves, if provided, on the discharge side
of the pump must be looked upon, laying emphasis on the fact that they are not present on
the discharge side of centrifugal or rotodynamic pumps.
Procedure:
Following ways should be taken for tracing a system for line diagram:
- Start from the highest or the lowest point. Never start from any random or middle point.
- Ensure to know the color coding of various piping systems on ship (e.g. bilge lines are
normally yellow, sludge line is black, fresh water lines are blue, sea water lines are green
etc.)
*Color coding will differ depending on company SMS

-Ensure to wear all PPEs specially helmet, gloves and safety shoes as for tracing you may
need to go below the floor plate where space constraint is prominent
- Always carry a good torch as a pipe being traced may crossover another pipe in dark
corners or in bilge area below floor plate which if misread, will lead to wrong interpretation of
line diagram
- Know different types of valves and their universal symbol. While tracing the line diagram,
draw the valve as per the type
- Any crossover or overlapping line must be clearly shown in the diagram. Crossover lines
are connected to each other and overlapping lines do not touch. They can be indicated by a
gap or using a jump curve/ half circle indicating it is not connected to the below line
- Ensure to mark the fwd-aft, port and starboard position in the diagram. This is very
important to pin point the location of any object in the diagram
- While tracing the line, draw the diagram in rough hands. Once the tracing is complete,
draw it in a neat paper with approximate scale.
- Compare your diagram with the line diagram provide in ships library
- If you see any line or valve etc. is missed after comparing from ships diagram, do check it
locally as ships often undergo modifications, which is generally not included in the original
line diagram
- If you pointed out any modification in the line diagram, mark it as modification
- Never trace and draw two systems in one diagram.
- Lastly, make sure a senior officer has checked the diagram you have drawn for any
general fault
Every system has its peculiar intricacy and a concept involved. Fuel Oil system, if
considered, is divided into 4 specific systems, mainly bunkering, fuel oil transfer system,
cleaning and separation systems and the Fuel supply system (to boiler, Main engine,
Generator, etc.). This should be noted while tracing and drawing diagrams.
In general, cushy diagrams must be drawn first and then one should head for fuel supply
system which is integrated in the machinery i.e. fuel supply lines in the main engine
generator engine or boiler firing line etc.
Considering the cooling sea water line, one could easily miss the mountings on the sea
chest filter, which has a distinct cock to purge off air before it enters the system. Ensure not
to miss such details.
Three way valves in a particular system, such as cooling fresh water system must also be
emphasized upon and its functioning should be studied, centering the type of control
involved in its operation.
Computer based training is another source of potential knowledge and concept, which could
be studied for the systems prior tracing the lines physically, if provided.
Keeping safety in conscience and considering the engine room a hazardous place, the
valves ought not to be tampered while carrying out tracing procedure. This is specifically for
the junior engineers with little knowledge of the systems.
The systems once drawn should be verified with the senior engineers and could be then
understood in detail with the operations and transfers. A rational approach with the
theoretical concept can well be carried out on paper, if done religiously.
Drawing and reading the line diagrams is the basis of understanding each and every detail
of the machinery operations onboard and the above approach should be followed in order to
master the art of line diagram plotting and drawing.
8 Most Common Problems Found in Ships

Refrigeration System
OCTOBER 28, 2013 BY RAUNEK8 COMMENTS

One of the few machinery systems which needs to run continuously on ships is its
refrigeration plant. As a lifeline for all perishable food items and temperature sensitive
cargo, refrigeration plant is one of the most important systems on ships which requires
utmost attention of engineers at all times.
However, just like all other machinery on ships, the refrigeration system can also get into
some trouble from time-to-time. Some of these problems are common but require
immediate attention. Mentioned below are eight most frequently seen problems in the ships
refrigeration plant:
Note: Mentioned in () are solutions for each problem.

1. Compressor Starts But Stops immediately- When the compressor in the reefer circuit
starts and suddenly stops, it can be because of the following reasons:
- Low pressure cut out gets activated (Ensure that all the suction line valves are in open
condition, the refrigeration is properly charged and the low pressure cut out is not defective)
- Defective oil pressure cut out (Check for proper functioning of oil pressure cutout and
replace the defective cutout)
- Defrosting timer is getting activated frequently (If the defrost timer is getting activated
frequently, leading to cutout of compressor, check and repair defrost timer)
- The lube oil level is below required level (This can be because of leakage of lube oil from
seal or carry over of oil. Rectify the leakage and refill the oil level)
- Foaming of oil leading to reduced oil pressure (Ensure no foaming takes place, renew the
oil if required)
- Motor overload cutouts are activating (Ensure that electrical motor trips are working
properly.)
2. Compressor Start and Stops Frequently: If while maintaining the correct temperature
of the ships provision room or reefer cargo, the reefer compressor is frequently cutting-in
and out, then such problem needs to be sorted out immediately. The most normal causes
for such operation are:
- Wrong Setting of Cutouts: It may be because the high pressure (HP) cutout is set too high
or LP cutout is set too low (Check and change the setting to advisable limit)
- Differential Setting Span is Small: The low pressure (LP) cut out is provided with starting
and stopping pressure setting. If the setting span is too small, it will lead to frequent cut-in
and cut-out of the compressor (Change the setting and increase the span between starting
and stopping compressor pressures.)
- Defective Valves: If the compressor discharge valve is leaky or the line solenoid valve is
not closing properly, this will lead to variation in sensor pressure and result in frequent cut-in
and cut-out of compressor (Replace all the defective valves)
- Clogged Suction Filters: Compressor is provided with a filter in the suction line. If that is
clogged, it will lead to frequent LP cut out (clean the filter)
3. Compressor is Running Continuously : The function of compressor in a refrigeration

system is to act as a pump to circulate the refrigerant in the cooling circuit. It can happen
that to maintain the cooling temperature in the rooms, the compressor is running
continuously. If this happens following can be the causes for the same:
- Refrigerant not sufficient for cooling evaporator (Ensure thermostatic expansion valve is
working properly and clean the filters inside TEV)
- Thermostat low pressure cut-out not activated at low temperature/ pressure (Correctly set
the LP cut-out to correct setting)
- Refrigerant charge is low in the circuit (Check for leakage of refrigerant and charge with
required refrigerant)
4. Unusual Sound from Compressor: One of the most common problems in any
machinery is abnormal sound coming from some of its parts. This may be due to trouble
with mechanical components inside the compressor or due to the reasons stated below:
- The capacity control setting is too high, leading to knocking sound during starting (Reduce
the capacity control setting)
- The oil pressure is low (Ensure that the oil level is maintained and no foaming of oil is
developed. Replenish or refill the lube oil if required)
- Incorrect alignment of compressor and motor (Check the alignment and set motor and
compressor in one line)
- Loose foundation (Ensure that the compressor foundation is secured and all foundation
bolts are checked for tightness)
- Loosening of driving belt (Ensure to check the elasticity of the belt and renew if the belt is
slack)
5. High Compressor Discharge Temperature: It may happen that all the provision rooms
or cargo holds are maintained at correct temperature, but in doing so the discharge
temperature of the compressor is going above the limit. This problem may arise due to
following reasons:
-
Excessive suction temperature due to less refrigerant in the circuit (Recharge the
circuit to maintain refrigerant quantity in the circuit. Ensure TEV is set properly and
supplying enough to the evaporator, else degree of superheat will result in increase of
suction and discharge temperatures of the compressor)
-
Leak in the discharge valve leads to generation of heat (renew the leaky valve)
Leak in the safety valve (Renew safety valve)
Open bypass between suction and discharge (control the bypass to avoid this)
6. Evaporator Coil Icing: Another common problem in reefer system is icing of the
evaporation coils which may happen due to:
-
Too low temperature setting ( Increase the coil temperature by adjusting TEV or its
sensor)
-
The coil capacity is less (Install large capacity evaporator coils)
Defrost is not operational (Check if the defrost system is functioning at regular intervals)
7. Reduced Cooling Capacity: If the cooling capacity of the plant has reduced and it is not
being able to maintain the provision room or cargo hold temperature, following may be the
causes:
Inadequate refrigeration (Charge refrigerant in the circuit)
Insufficient or damaged insulation in the room (Check and renew the insulation)
Room or hold is over packed (Ensure that the room is not filled above its capacity)
Malfunctioning solenoid or TEV (Check the functioning of these valves and renew if not
functioning properly)
-
Poor thermostat location that senses cold temperatures (Place the sensor of the TEV in
proper location i.e discharge of the evaporator)

-
Room door is kept open (Ensure to close the door while exiting the provision room)
8. Reducing oil level in compressor: If the oil level in the compressor crank case of the
refrigeration system is reducing within short intervals, this indicates leakage or increase in
consumption of lube oil due to following reasons:
-
Nozzle or filter clogged (Ensure that the nozzle in oil return line or filter in solenoid valve
is cleaned and not choked)

-
Foaming of oil due to liquid in suction line (Foaming of oil may arise due to liquid
refrigerant entering the crankcase. Replenish oil and troubleshoot cause of liquid in suction
of compressor)
-
Drive side seal leaking (The compressor is provided with oil seal at the drive side.
Ensure it is not leaking and renew it if required)

-
Worn out piston rings/ liner leading to oil carryover in the system (Renew the
compressor piston rings or liner)
10 Safety Precautions To Take While

Handling Inert Gas System On Ships
NOVEMBER 28, 2013 BY RISHAB JOSHI1 COMMENT

In November 2012, 5 officers on board an LPG tanker died when they disassembled a
spectacle blind (also called spectacle flange or figure-8 blind used to prevent or start gas
flow in a pipe system) without shutting off inert gas supply, leading to their asphyxiation.
The investigation report said that six officers on board the LPG carrier fainted in the
compressor room because of failure to shut off inert gas supply and to ensure there was no
inert gas in the pipe while removing the spectacle blind, leading to release of inert gas into
the compressor room causing asphyxiation.
Inert gas (IG) system is an integral part of cargo operations on tanker ships which must be
handled with utmost care considering the hazardous effects of the inert gas on humans.
Officers handling IG system must consider certain precautions to ensure their safety on
board ships.
1. Ensure Proper Maintenance of Inert Gas Safety Devices is Carried Out

Safety devices on IG systems are used to prevent the back flow of cargo gases to the
machinery spaces. It is important that along with the non-return valve, a water seal and a
vent is also fitted on the deck main for additional safety. Sometimes an additional water seal
is fitted at the bottom of the scrubber. It is important that these devices are properly
maintained at all times.
2. Ensure Adequate Oxygen Level
Oxygen deficiency is extremely hazardous to human body. It can not only damage the brain
but can also lead to death easily. In case of oxygen deficiency, the mind is likely to become
apathetic and complacent and if escape is attempted at this stage, physical exertion will
aggravate the weakness of mind and body. For this reason it is necessary to ventilate the
cargo tanks thoroughly to ensure that no pockets of oxygen deficiency remain and a steady
reading of 21% is obtained at all times.
3. Ensure There are no Combustible Gases
An important point to note is that the inert gas does not affect the toxicity of hydrocarbon
gases and thus the later can be extremely dangerous (as it is flammable). Gas freeing of
tanks must be properly carried out to eliminate possible gas pockets. Any particular
compartment must show a reading of Zero or 1% of lower flammable limit (LFL) with a
reliable combustible gas indicator.
4. Remove Toxic Components of Flue Gases
An approved combustible gas indicator should be used to measure the presence of flue
gases in the tank. Flue gases contain sulphur dioxide, carbon monoxide and nitrogen which
need to be properly measured during the gas freeing process. After ventilation, the flue
gases reading of the tank should be 1% or lower of the LFL along with oxygen reading of
21%. Ventilation should be continued until a steady reading of 21% oxygen is obtained
before entering.
5. Check Tank Pressure

Check the tanker pressure before opening any tank lids, ullage plugs or tank washing
openings. Inerted cargo tank pressure must be adequately reduced before opening any
tank.
6. Prevent Air From Entering the System
In the event of inert gas system failing to deliver the required quality and quantity of inert
gas, or is not able to maintain a positive pressure in the cargo tanks, action must be taken
immediately to prevent air from being drawn into the tanks. All cargo and ballast discharge
from inerted tanks must be stopped, the inert gas deck isolating valve closed, the vent valve
between it and the gas pressure regulating valve (if provided) opened, and other immediate
actions must be taken to repair the inert gas system.
7. Take Measures to Prevent Electrostatic Ignition
Presence of hydrocarbons in the tanks can be dangerous. If the tank atmosphere contains
flue gas, which have small particulate matter containing small electrostatic charge, there is
a possibility of an electrostatic ignition when the oxygen content of the tank rises due to
ingress of air. Prevent any kind of ingress of air in the tanks.
8. Dont Start Repair Work Without Gas Freeing
As Inert gas is asphyxiating, a person can quickly become unconscious even if the leakage
of the gas has taken in open air. Extra precaution is thus required while doing any
maintenance/repair work on the IG plant. Is recommended that the I.G plant is completely
gas freed before any work is started. Internal examination of any unit in the I.G. system
should be done only after standardprocedures for entry into enclosed spaces have been
carried out.
9. Beware of Hydrogen Sulphide
When the oxygen content is reduced during the operation of I.G. system, pyrophoric
deposits are formed in the tankers, especially in those carrying sour crude oil. These
deposits along with crude form hydrogen sulphide, which is highly toxic in nature. Pyrophors
and hydrogen sulphide formed during a loaded passage can persist even during
subsequent ballast passage if they are not properly removed.
10. Ensure Proper Functioning of Blowers
Generally on oil tankers, blowers are used for gas freeing and hence an air inlet (suction
from atmosphere) at suction side of the blower with blanking arrangement must be
provided. At normal operation, blanking arrangement is to be secured. During gas freeing, it

is to be opened and air is to be supplied by the blower to the tanks.
------------------------------------------====================================================
Procedure of Testing Steering Gears on Ship

JUNE 1, 2011 BY MOHITLEAVE A COMMENT

Safety of the ship is the prime concern for seafarers onboard and for governing authorities
like IMO. There have been many ship accidents in the past which includes collision,
grounding, stranding etc. due to failure of one critical system- the steering gear. Hence crew
must be careful in maintaining and testing all the aspects of steering gear present onboard.
Specifications and guidelines are laid down by the authorities and in the safety
management system or SMS of the ship to continuously monitor the operation and safety
system of the steering gear to avoid any accidents due to its failure.
The guidelines for tests and drills are provided in chapter V regulation 26 of SOLAS 74.
Following tests and drills to be carried out within given period of time as stated in chapter V.
Steering Gear Testing and Drills:
Within twelve hours before departure of the ship from port, following systems to be checked
and tested:
Main steering gear and system
Auxiliary steering gear and system
The remote control systems of steering gear
The steering position indicator on the navigation bridge
The emergency power supply to one of the steering unit
The rudder angle indicators showing actual position of the rudder
Power failure alarms for the remote steering gear control system
Power unit failure alarms for the steering gear unit
Automatic isolating arrangements and other automatic equipment
Following listed procedure must be included along with the check and tests described
above:
1. The full movement of the rudder as per the required capabilities of the steering gear
system present onboard
2. A visual inspection of all the linkages and connection in the steering gear
3. The means of communication between the steering gear room and navigational bridge
must always be operational
Other Important requirements related to steering gear are:
A block diagram displaying the steering system, the changeover procedure from
remote to local steering and steering gear power unit indicating the emergency
supply unit must be clearly mentioned.
This diagram must be pasted in Navigation Bridge and steering gear compartment
All officers and crew concerned with the operation and maintenance of steering gear
system must be familiar with changeover procedure from one to other system
Emergency steering drills to be carried out inn not more than three months period.
Date and time for the tests, checks and drills carried out in steering gear system
must be recorded.
10 Ways to Identify Faulty Machinery

Onboard Ships
SEPTEMBER 18, 2013 BY ANISH1 COMMENT
One of the most important qualities that a marine engineer must have is to know and
understand his machinery extremely well. Before breaking down completely, each
machinery will show a variety of signs and symptoms indicating the type and severity of
fault.
Along with knowing the right procedures to operate ships machinery, mariners must also
know how to identify and troubleshoot any problem in the engine room.
Following are 10 ways in which a mariner can identify and rectify a faulty machinery:
1. Abnormal Sound- Sound is by far the most prominent factor which draws seafarers
attention towards a troubled part or machinery. If you are a good watch keeper, it will be
easy to figure out the difference between normal running sound and problematic sound
even when you are not near of the machinery. For e.g. A hissing sound will indicate
leakage, a loud knocking sound will indicate loosen or broken parts, a high wobbling sound
will indicate obstruction etc. Unfortunately there is no guide to learn these sounds. Only
through experience can one master such skills.
2. Smell: Another powerful indication, which can be easily detected by human senses, is
that of abnormal smell coming from machinery or systems. When you sense heavy/strong
smell in the vicinity, it can be due to leakage of oil, fire, effects of high temperature etc. A
burning smell near the motor is an indication of increase in temperature of its coil. You can
detect the smell of heavy oil even if you are not able to see it. Similarly, steam leakage will
leave a dampen smell. Its only while working on board ships, one is able to know and
understand different smells indicating a variety of problems with the machinery.
3. High Vibration: All machinery systems with moving parts generate vibration. One of the
most neglected maintenance jobs for machinery onboard ships is that of vibration analysis.
Many shipping companies do not include it in its planned maintenance system. Even the
timely checks for tightening the foundation bolts for any machinery are not included in the
PMS. Every machinery will have its own frequency of vibrations. It is important to keep a
track of any increase in the vibration of machinery, which if ignored, can lead to severe
damages in the long run. Any change is vibration of a machinery can easily be felt on board
ships. This is a sign which should never be ignored.
4. Leakages: Leakages are a result of faulty piping or machinery systems. They are easy to
identify on board ships. Never ignore leakage from any kind of machinery as it can lead to
spills, fire, flooding and other major accidents. If you find oil water or air leak in the
machinery, do try to rectify it immediately or mark it as important to check during next
maintenance schedule depending on its severity.
5. Smoke: Every machinery with a combustion chamber can be judged for its performance
by checking the exhaust smoke for its color and density. Exhaust smoke of Main Engine,
Auxiliary Engine, boiler etc. to be monitored for knowing the combustion process. A black
smoke indicates a problem in fuel injection system and improper combustion (lack of air
etc.) whereas white smoke indicates water ingress in fuel.
6. Abnormal Parameters: Abnormal or fluctuating parameters are mainly related to
machinery faults. Its important to keep a track of all machinery parameters on board ships
by comparing the readings in the log book to the data of previous dates. While taking a
rounds, any deviation in the parameters must be taken seriously by taking proper
investigation and preventive actions.
7. Alarms: Every alarm indicates a problem, major or minor, on board ships. They have
been installed for that purpose of identifying faults. Never ignore an alarm related to any
kind of machinery. An oil mist detector alarm in the main or auxiliary engine, even when
other parameters are normal (Crankcase temperature, scavenge temperature etc.), must be
taken seriously. Many incidents has been reported for crank case explosion when OMD
alarm has sounded but the crew ignored it seeing other parameters are normal.
8. Observing Problems in Connected Systems: In ships engine room, most of the
systems are connected to any other form of system or machinery. If a problem is observed
in one system, do check the other machinery connected to it. For e.g. When there is a
problem in the expansion tank level suddenly going down, do check any leakage in the
main engine, generator, or air compressor connected to it. A leakage in jacket water of the
engine will lead to air going into the expansion tank with high pressure during compression
stroke and emptying the expansion tank from vent or other openings.
9. Change in Amperage: More than 80% of the machinery on a cargo ship are electrically
operated i.e. from ships generated power. Ensure to check the current of all the electrical
operated machinery and pumping systems. A high current for a purifier indicates problem in
the clutch drum or transmission gear. Similarly, high auxiliary blower current indicates the
scavenge pressure inside the engine is more than that supplied by the fan. Since in most
ships, the auxiliary blower fans are operated manually, the fan must be switched off when
the pressure is reached or when the current crosses the marked limit.
10. Knowing Your Machinery Inside-Out: Last but not the least, knowing your designated
machinery inside-out will help you identify the minutest change in its performance. Learning
about its history, reading its maintenance reports, and keeping routine checks will give you
an idea as to how your machinery acts and performs under different conditions. This would
make it easy for you to recognize any fault in your machinery system when it operates
different from its usual working pattern.
10 Extremely Important Checks Before

Starting Marine Engines
SEPTEMBER 5, 2013 BY ANISH7 COMMENTS

The starting procedure of marine engines requires several points to be taken into
consideration. While it is necessary that none of these points should be missed, there are a
few extremely important things that should be done without fail while starting marine
engines. Ten such important points are as followed:
1. Lubrication of Main Engine : Start pre-lubrication of the engine well before starting. For
maine engine it should be started before 1 hour and for auxiliary 4-stroke engines at least
15 minutes in advanced.
2. Check All 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 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. Manual 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 fly wheel before the engine is started.
6. Check Jacket Cooling Water Temperature: The jacket cooling water temperature of
the engine should be maintained at 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 equal load
(if same rated capacity). During 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 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 remote position. Auxiliary engine to be started from local position
(avoid using remote start if possible).
Smooth starting and stopping of engines not only depends on systematic procedure but
also onproper maintenance overhauling procedures of marine engines.
10 Important Tests for Major Overhauling of

Ships Generator
AUGUST 26, 2013 BY ANISHLEAVE A COMMENT

DCarb or major overhauling of ships generator is an important and complicated task
requiring professional skills, knowledge, and experience. Generators being the life line of
the ships requires periodic maintenance which include both routine and major overhauling
procedures.
As an engineer on board ships, you will be required to carry out the generator overhauling
during routine maintenance or in case of emergency situation. A through knowledge of the
generator dcarb procedure is therefore a must for engineers of all levels working on ships.
Before and during the overhauling process, a variety of tests are performed on various tools
and parts of the generator. Mentioned below are 10 important tests that are performed
during major overhauling of ships generator.
1. Hydraulic jack test: During overhauling, a variety of hydraulic jack tools are used for
opening generators cylinder head, bottom end bolts, main bearing bolts etc.
In order to ensure a smooth dcarb process, proper testing of hydraulic jacks and pumps is
done before using them for the overhauling procedure.
2. Cylinder head test: The cylinder heads onboard ships are overhauled and reused. Even
the head supplied from shore is most of the time reconditioned. Hence it is important to test
the heads for any leakage by means of pressure testing.
Pressure testing of the generator cylinder head is done by means of water and air.
3. Bearing cap test: The serration provided in the bearing housing holds the two caps
against each other along with the con-rod bolts. Hence any damage to bolts will also result
in damage to the bearing cap.
The bearing caps serrations are checked for cracks by using Die Penetrant test kit .
4. Con-Rod bolts test: The bottom cap holds the con-rod bearing by means of bottom end
bolts which are subjected to reversal stresses. Crack test of Con-rod bolts is also to be
done during every overhauling by using die penetrant test kit.
5. Connecting Rod Bend Test: The connecting rod is subjected to extreme pressures.
When overhauling the generator, the con-rod is checked for straightness by inserting brass
rod in the oil hole of the con-rod having slightly less diameter than the oil bore. If the conrod is slightly bent (which cannot be seen with naked eye), the brass rod will not pass
through the bore.
6. Fuel Injector Test: Fuel injectors are generally re-used after overhauling. With timely
use of the injector, its internal parts, which have very fine clearances, are subjected to wear
and tear. Increase in clearance leads to dripping or other injection problem, eventually
resulting into improper pressure injection.
Image credits: atlanticdiesel.com

Hence all the fuel injectors are pressure tested i.e. checking for correct opening pressure in
the injector testing stand before using them in the generator.
7. Starting air valve testing: Like fuel injectors, air starting valves are also overhauled and
reused. Hence to check the proper operation of the same, all starting air valves are tested
by using service air for any leakage before installing into the cylinder head.
8.Relief valve test: The relief valve of the cylinder head is pressure tested to check proper
functioning. It is an important part which prevents explosion of the head or damage to the
combustion chamber because of overpressure. Pressure testing is carried out on a bench
mounted test rig consisting of a high pressure air, pressure control valve, and calibrated
gauges. The relief valve is bolted to the accumulator flange and the air pressure is
increased until the valve lifts. Settings are done accordingly.
9.The current test: This is an important test which is done before trying out the generator
with fuel after the completion of dcarb procedure. Once the dcarb is finished, the turning
gear is engaged and with indicator cock open, the engine is turned. The current is
continuously monitored. Any fluctuation or increase in the current value indicates
obstruction or some problem in the rotating shaft.
10.Alarm and Trips test: The alarm and trips of the generator are electrical system with
wiring and contacts. To check their correct operation, testing of all the alarms and trips of
the prime mover including lube oil trip, cooling water high temperature trip, over speed trip
etc. is done.
Dcarb or major overhauling of a ships generator is a very tedious task for marine engineers
on board. Following a step-by-step procedure backed by systematic planning is the base of
a successful generator overhauling procedure.
Types of Exhaust Gas Boiler (EGB) Fires and

Ways to Prevent Them
MAY 14, 2013 BY ANISHLEAVE A COMMENT

An Exhaust Gas Boiler is a type of heat recovering system on ships which allows the
exhaust heat of the main engine to produce steam while going out in the atmosphere.
Every system, which is operated at high temperature, always has a risk of fire. This applies
to EGB which has the inlet temperature of exhaust gases @ 300-400 deg. C. The most
common type of Exhaust Gas Boiler (EGB) used on ships are water tube boilers.
In water tube type of arrangement, the water passes through tube stack, which is arranged
in the path of exhaust gas inside the exhaust gas trunking of the main engine. The exhaust
gas flows over the tube stacks and heats the water, thus producing steam.
The main constituent of the soot deposit is particulates but in addition, some unburnt
residues of fuel and lubricating oils may be deposited in the boiler.
Soot deposit and fire in the EGB can be1. Due to the poor combustion of fuel in the main engine
2. Due to prolong slow steaming
3. Long maneuvering of the ship
4. Frequent starting and stopping of the engine
5. Poor grade of fuel oil/ cylinder oil
6. Low exhaust gas velocity passing the EGB
7. Low water inlet velocity in the water tubes
8. Low circulation water flow ratio
Types of Exhaust Gas / Soot fire in the Exhaust Gas Boiler (EGB)
For a better understanding, it is better to distinguish the EGB fire in stages rather than in
types. EGB fires can be differentiated in two or three stages depending upon the intensity of
fire.
Stage 1: Normal Soot fire
Stage 2: Hydrogen Fire
Stage 3: Iron Fire
Stage 1: Normal Soot Fire:
Soot is deposited in the water tube of the exhaust boiler. When the ship is at slow speed,
the exhaust temperature of main engine may vary from 100 to 200 deg C. This temperature
is enough to ignite wet soot whose ignition temperature is around 150 deg. C.
If the soot is dry, it will not get ignited at such low temperature (150 deg. C) but when the
engine is running at higher speed and the temperature of gases reaches to above 300 deg.
C, then in the presence of excess oxygen the deposits of combustible materials will liberate
sufficient vapor, which can be ignited by a spark or a flame.
The above soot fires are called small or normal soot fire because the heat energy is
conducted away by the circulating boiler water and steam. Also the sparks remain inside the
funnel or diminish while passing through the flame arrestor in the funnel top.
Stage 2: Hydrogen Fire
Hydrogen fire in a EGB occurs when the chemical reaction of dissociation of water takes
place at a temperature above 1000 deg. C. This leads to formation of Hydrogen (H2) and
Carbon mono-oxide (CO) which are both combustible in nature.
2H2O= 2H2 + O2 (Dissociation of water Leading to formation of hydrogen-H2)
H 2 O + C =H 2 + C O (Reaction of water with carbon deposit leading to formation of carbon

monoxide-CO)
Stage 3: Iron Fire

At this stage, the chain reaction of oxidation of iron metal starts at a high temperature of
1100 deg. C which means at such high temperature the tube will start burning itself, leading
to complete meltdown of tube stacks.
2Fe + O2 2=FeO+ heat
It is strictly advisable not to use water or steam at this stage to fight the fire because the
overheated iron will react with water to continue this reaction.
Fe + H2O =FeO+ H2 + heat
Steps for Prevention of Fire
Avoid slow steaming of main engine
Ensure good fuel combustion in the main engine
Ensure fuel is treated and is of good quality while supplying to the engine
Do regular soot blow of boiler tubes
Do water washing in ports at regular interval
Ensure design of exhaust trunk to be such to provide uniform heat to complete tube
stack
Pre-heated circulating water to be supplied to boiler mainly at the time of start up
Circulating pump should not be turn off at any time while main engine is running
Do not stop circulating pump for at least two hours after the main engine is stopped
Start circulating pump prior to 2 hours before starting the main engine
How to Tackle EGB Fire?

The response for tacking EGB fire will be different for different stages.
When there is stage 1 fire, i.e. normal soot fire:
a) Stop the main engine, and thereby the oxygen supply to the fire
b) Continue operating the water-circulating pump. Never stop the pump
c) Never use soot blowers for fire fighting whatever type it is Steam or Air as both will
accelerate the effect of fire
d) Ensure all the exhaust valves in the stopped Main engine are in closed position so as to
cut any chance of air supply to the soot fire
e) Cover the filter of turbocharger
f) Water washing, if fitted, may be used to extinguish the fire. This is normally connected to
the ships fire fighting water system
g) External boundary cooling can be done
For Major Fire:
a) Stop the main engine, if it is not stopped already

b) Stop the circulating water pump.
c) Shut all the inlet and outlet valves on the water circulation line
d) Discharge the (remaining) water from the exhaust gas boiler sections by draining
e) Cool down with plenty of splash water directly on the heart of the fire (Take care not to
splash water in other parts as water can accelerate the reaction)
20 Practical Tips for Safe Gas Welding and

Cutting Operations On Ships
JUNE 23, 2014 BY ANISH1 COMMENT

On a cargo vessel, fire occurred in the mast house where oxygen and acetylene cylinders
were stored. The crew had arranged two gas torches in tandem for carrying out hot work on
the windlass drum. Both the torches were connected in parallel from the same pair of gas
cylinders by temporarily fitting standard t-joints at the regulator valves. At sometime during
the hot work, it was decided to use one gas torch to carryout brazing repair work on the
other torch while it was connected to the pressurized gas hoses.
Flashback from the torch being heated travelled through the hoses up to the mast house,
rupturing the hoses at the regulator valve connections and causing a fire inside. Fortunately,
the backfire arrestors on the regulators prevented a major explosion of the cylinders.
Such hazardous accidents can take place on any kind of ship if proper precautions are not
taken while handling gas welding/cutting on board ships.
Compressed gas cylinders are used in ships engine room and deck for a variety of repair
and manufacturing operations. The two most used types of gas cylinders for this purpose
are oxygen and acetylene.
When performing gas welding or cutting operation, following practical tips must be
considered for safety and efficiency of operations and to avoid accidents while carrying
out deck operations :
1. Secure in Vertical Position: Compressed gas cylinders must be handled with utmost
care and always be secured in vertical position even if they are full or empty. Full and empty
cylinders to be segregated and marked clearly.
2. Store in Right Spaces: Never store oxygen and acetylene cylinder together in one
space whenever possible. Keep them separately in well ventilated spaces. Ensure when not
in use, their caps should always be on them.
3. Keep Grease and Oil Away: Control valves and fittings should be kept free of oil and
grease. Never operate cylinder valves and parts with oily and greasy hands.
4. Ensure Flame Arresters Are Properly Fitted: Ensure non-return valves and flame
arresters are fitted in the acetylene and oxygen cylinder lines. One flame arresters is
normally fitted in the low pressure side of the regulator near cylinder and other near the
torch.
5. Keep Pressure of Oxygen Higher: When performing gas welding, ensure the pressure
of oxygen is always higher than the acetylene to avoid acetylene going back to the oxygen
line.
6. Handle Acetylene With Care: Acetylene should not be used for welding at a pressure
exceeding 1 bar of atmosphere gauge as it is liable to explode, even in the absence of air,
when under excessive pressure.
7. Rectify Cause of Backfire: In case of back fire, the first priority should be to close the
oxygen valve and then immediately close the acetylene valve. No operation is to be
performed until the cause of backfire is rectified.
8. Handle Flashback carefully: In case of flashback or explosion of the gas pipes, first
action must be to isolate the cylinder valves for both the cylinders. Further action to be
taken as per ships fire drill procedures.
9. Ensure Proper Connections: The connections between the hose and blowpipe, and
between hoses should be securely fixed with fittings to comply with Regulatory Standard.
10. Keep a Steady Watch: A regular watch to be kept on the temperature of acetylene
cylinder. If the temperature is elevating, it is to be considered same as flashback or
explosion situation for taking action.
11. Prevent Interchange of Hoses: Manifold hose connections including inlet and outlet
connections should be such that the hose cannot be interchanged between fuel gases and
oxygen manifolds and headers.
12 Replace Old and Faulty Hoses: Any hose in which flashback has occurred must be
replaced with new one.
13. Handle Hoses Properly: While performing the job, the hoses should be laid properly
and kept out of any moving machinery, sharp corners, high temperature areas etc. Ensure
they are not dangled, knitted or tipped over.
14. Use Only Soap Water for Leakages: Only soap water to be used for detection of leak
from hose or regulator arrangement.
15. Never Use Sealing Tape: Never use sealing tape of metal joining material to prevent
leak between metal to metal gas tight joints. With an oxygen cylinder this could result in
initiation of a metal- oxygen fire.
16. Never Over Tight Connections: Never try to over tight any nut of regulator connection
or cylinder valve spindle to stop the leak. This can lead to damage.
17. Take Proper Steps for Maintenance: Only special tools should be used to clean any
clogging in the blow pipe. Before performing any maintenance, complete system to be
isolated. Never attempt repairs on pressurized oxy-acetylene equipment nor carry out any
unauthorized modification on hot work equipment.
18. Use Safe Ignitors Only: Blowpipe should only be ignited with friction ignitor or other
stable flame generator. Avoid using lighter as sudden flame, else blow pipe can hit the
lighter body and explode
19. Never Use Oxygen: Oxygen should never be used for ventilation, cooling purpose or
for blowing dust off the surface or clothes.
20. Discard Hoses That Had Flashback: Any length of hose in which a flashback has
occurred should be discarded immediately.
Last but not the least, make sure before carrying out any kind of hot work, the hot work
checklist and risk assessment forms have been duly filled. Also, do not forget to follow all
safety procedures while carrying out such jobs in enclosed spaces.
High pressurized gas cylinders carrying highly flammable material are a major threat to the
ship and its crew. Special care and attention must therefore be taken while handling such
equipment, taking into consideration all safety procedures and manufacturers notes.
What is an Air Lock on Gas Carriers?

NOVEMBER 13, 2011 BY KARANCLEAVE A COMMENT

Ships carrying bulk liquefied gases are considered one of the most dangerous
cargo carrying ships because of the hazardous and flammable properties cargo. In such
ships, highest safety standards are maintained to avoid any kind of accidents from taking
place, explosions being the most common of them.
One such safety feature that is provided on Gas carrier ships is Air Lock, a simple yet
effective feature.
What is an Air Lock?

Air Lock is a protected space or room between dangerous gas areas/zones and weather
deck. It is a type of gas safe space. Perfect example of such place is the protected entrance
space of the cargo compressor motor room, which can be isolated from rest of the spaces.
The driving motor of the cargo compressor in a gas carrier ship is installed in a room
different from the compressor room. Moreover, the shaft connecting them passes through a
gas tight bulkhead.
The electric motor room is accessible only after crossing the Air lock as a safety measure.
Requirements for Air locks:
The air lock room is a gas tight space with two doors spaced minimum 1.5 m and
maximum 2.5 m. I t is made up of steel
Doors of Air locks must have self closing and no-holding back attachments
Air lock space are fitted with sensors to monitor ingress of cargo vapors
The height of the door sill must be minimum 300 mm
Space must be mechanically ventilated and maintained at pressure higher than that
of the surrounding space
Audio and visual alarm to be provided if both doors are opened simultaneously
Cut out of electric cargo compressor motor has to be provided if pressure of the air
lock space falls below the set limit.
10 Most Common Life-Threatening

Accidents On Board Ships
DECEMBER 9, 2013 BY RAUNEK6 COMMENTS
No seafarer wants to get hurt or suffer injuries while working on ships. We all know its a
hostile working environment at the sea and no matter how many precautions are taken,
accidents are bound to happen as a result of one main and common reason human error.
A series of regulations has been introduced and implemented to ensure the safety and
security of the seafarers working on ships. However, there are few types of life threatening
accidents which still keep of taking place on board ships around the world. As seafarers
working at sea, it is important that you are aware of them and take extra precautions to
avoid them.
Mentioned below are ten such life threatening accidents that seafarers must be aware of:
1. Man overboard
Man overboard situation is a common and one of the most dangerous situations wherein
the person falls into water while working or as a result of some accident.
Though seafarers are trained to deal with such situations, bad weather and heavy sea can
spoil the rescue operation. Areas with extremely water temperature can also
cause hypothermia or other dangerous health issues, even death. Several people have lost
their lives in past because of such accidents.
Image credits: (U.S. Army Photo by Staff Sgt. Peter J. Berardi
2. Enclosed Space Accidents

This is one of the most common type of accidents on board ships, which has been the result
of several casualties and extreme injuries. Such accidents occur mainly when the ships
crew enter a confined space which is not properly gas-freed and has several pockets of
toxic/flammable gases. Many officer still neglect the enclosed space entry procedures,
risking their and other crew members lives. Seafarers must be extremely cautions while
entering enclosed spaces.
Additional reading:
1.Procedure for entering enclosed spaces
2. How to rescue a person from enclosed space?
Enclosed space accidents are very common on ships
3. Electrical Shock Accidents

Just like on land, electrical shocks have also taken several lives on board ships. Unattended
electrical connections, exposed wires, and failure in taking basic precautions while handing
electrical equipment have lead to many unfortunate incidents.
Additional reading:
How to minimize risk of electrical shock on board ship?
Electrical shocks can be extremely hazardous
4. Machinery Explosion Generator, compressor, boiler blast etc.

Improperly maintained machinery and systems sometimes leads to major blasts/explosions,
destroying the ships property and killing people working on and around them. Accidents
such as compressor blasts, crankcase explosion, boiler blast etc. have caused serious
injuries and even death in many cases in the past.
Additional reading:
How to prevent crankcase explosion?
A guide to overhauling generators on ships
A guide to operating procedures for engine room machinery
Machinery explosions are fatal
5. Mooring Operations
Yet another most common reason for serious injuries and deaths on board ships, mooring
operations is considered an extremely dangerous task which needs proper skills and
knowledge. Several officers and crew members lose their lives every year because of
accidents related to mooring operations.
Additional reading:
Understanding dangers of mooring operations
10 points to remember while carrying out mooring operations
A guide to deck machinery procedures and operations
Death Traps in Mooring operations have taken several lives
6. Falling From Height

On board ships, seafarers are often required to work at heights wearing safety harnesses
and other important safety tools. However, in spite of taking all the necessary precautions,
several crew members have lost their lives or suffered permanent injuries as a result of
falling/slipping from heights, failure of safety devices, falling inside cargo hold during
inspection, and also due to sheer negligence.
Additional reading:
Important personal protective equipment
Falling from height is a common accident on ships
7. Piracy Attacks
Though this is not a real kind of accident on board ships, it is a situation which is extremely
life threatening. Pirates use lethal weapons such as RPG and guns at ships crew while
trying to highjack the vessel. There have also been accidents wherein pirates have boarded
the vessel, killed crew members and looted the vessel. They are least bothered of anyones
life and can shoot without giving a second thought.
Additional reading:
Best Management Practices for Protection Against Somalia Based Piracy
Pirates use lethal weapons against seafarers
8. Lifeboat Testing Accidents

It is said that lifeboats take more lives than they save. Lifeboat testing during drills is an
important routine on board ships. However, several seafarers have lost their lives while
performing such tests. Though new regulations have been introduced in order to ensure
utmost safety while handling lifeboats, accidents involving severe injuries and deaths still
occur as a result of lifeboats.
Additional reading:
SOLAS requirements for lifeboats
Life boats take more lives than then save

Image credits: http://maritimeaccident.org/
9. Hot Work Accidents

Accidents as a result of hot work can occur because of several reasons. One of the most
common ones are when hot work is being carried out in enclosed space with flammable
gases, when the adjacent tank has flammable material, as a result of flammable gas
pockets etc. It is also seen that seafarers often fail to follow the basic hot work procedures
while carrying out such procedures, leading to unfortunate, fatal accidents.
Hot Work is Dangerous

Image credits: U.S. Navy photo by Mass Communication Specialist 2nd Class Joshua J.
10. Gangway Fall

Accidents have occurred on may ships when the ships gangway has failed while being
used by ships crew members or visitors. Gangway failure usually takes place as a result of
lack of maintenance and failure of gangway wire rope.
Ships gangway failure can lead to loss of lives

image credits: wikimedia
Accidents on board ships can occur as a result of several reason. The above mentioned
ones are some of the most common life threatening accidents/situations on board ships
which seafarers must be aware and careful of.
How to Tackle Low Load Operating

Conditions of Marine Engine?
DECEMBER 23, 2011 BY ANISH3 COMMENTS
In a ship procedure involving transportation of goods or passengers, economical and

timely operation is of utmost importance. Every ship operator wants his/her ship to
reach on time while using as much less fuel as possible.
To achieve correct time arrival of the ship means no anchor or no additional drifting
along with direct access to jetty or terminal. All these require low speed of the ship
which means less fuel consumption.
All these goals lead to an irritating situation for a marine engineer, who most of the time
thinks only on how to deal with the degrading performance of his/her main engine due
to continuous low load operation.
It is considered that marine engine operating above 60 % Maximum Continuous Rating
(MCR) will have all its parameters and parts normal as compared to being in low load
operation.
Low load operation has an adverse affect on the marine engine resulting in major
problems such as carbon deposits and reduction in time between overhaul (BO), which
may lead to sudden equipment failure.
In order to be in sync with the need of the hour, an engineer must make sure of the
following points when the ships main engine is operating at low load (below 40%) for a
long period of time:
Exhaust gas temperature must be maintained above 250 degree Celsius to avoid
fouling of exhaust passage, turbocharger nozzle and cold corrosion of engine
parts. Try not to run engine on load giving exhaust less than 250 C.
Low load operation will result in cut in of Auxiliary blower. A fluctuation in load at
this range will lead to an on and off condition for blower. Hence the mode of
Auxiliary blowers to be changed to Manual
Make sure to check Auxiliary blower motor temperature frequently for sign of
overheating
The Viscosity and temperature of fuel oil to be maintained for proper atomization
of fuel
Trace heating fuel line to be operational and all injectors to be in good condition
and monitored properly for firing
Scavenge Air Temperature to be Maintained between 42-50 degree for adequate

combustion
Jacket cooling water to be maintained at upper limit to avoid thermal stress inside
the engine
Cylinder oil feed rate to be monitored at low load operation
Check under piston area for sign of over cylinder lubrication
Try to run the engine at 80% MCR for at least one hour a day to burn off the
carbon deposits
Check and clean the economiser tube frequently especially if the tubes are of
closed fins type
Motor Starter Panel on Ships : Maintenance

and Routines
JUNE 12, 2013 BY R. ANBUSELVAMLEAVE A COMMENT

Dozens of motors are used on board ships for a variety of purposes in both deck and
engine department. Each of this motors has its dedicated starter panel, which is used
for the switching purpose i.e. On and Off operation. Like any other machinery system,
these motor starter panel also needs regular maintenance to ensure smooth motor
operation. A general starter panel maintenance routine is discussed below:
What is Starter Panel Routines?
Motor starter panel routines includes inspection and maintenance of motors starter
panel.
1. Starter panel routines mean inspection and cleaning of contactors (the switch
inside the starter panel box controlling the on and off of the motors) contacts.
2. Checking of connections in the starter panel
3. Cleaning of the complete starter panel
4. Checks in the terminal box on the motor for loose connections
5. Visual inspection of overall starter panel
motor starter panel

Why Starter Panel Routines and Maintenance are Important?
Every time we switch on the motor, the contacts in the panel get energized as electricity
flows through the contacts (high current flows during starting). At the time of on/off of
the switch, a spark is generated in the contacts for a fraction of seconds. In case of poor
contacts, this spark will damage the same, leading to pitting/scoring marks in the
contacts along with carbon deposits on the contact surface.
motor connection box

Safety Measures to be Followed While Starting Motor Starter Panel Routines
1. Switch off the main power supply from the circuit breaker
2. Take out the main fuses in the starter panel, and if required control fuses as well
3. Put the lock out tag
4. Inform the engineer who is in charge of that particular machinery
How to Carry Out Motor Starter Panel Maintenance?
1. Open the motor starter panel and the contactors. This would a need special T
type key, which is found with the electrical officer. The panel can be opened
when the breaker is switched off.
2. Take out the moving contacts and the arc huts. Keep a very fine emery paper,
good evaporative type contact cleaner, and a clean cloth for cleaning and
maintenance purpose.
3. Mark the moving contacts from where it was removed; clean the fixed and
moving contacts, and the arc huts.
4. Fix the contacts as per the markings and check for any lose connections inside
the panel.
5. By visual inspection we can identify the contacts condition. Take out the contact,
clean it by a smooth cloth or a very fine emery paper and measure the contacts
width by a Vernier caliper at 3 different places. Note down the values.
6. Simultaneously take a same type of new contact, measures and note down the
width values measured in 3 different places. Now compare the values to find out
the actual contacts condition.
7. If difference between the values is bigger, replace the contact with a new one
(same type).
8. Also make sure that the measured value of a single contact must be same on
both sides in both moving and fixed type contacts, otherwise there is a high
possibility of sparks generation.
Fixed contacts in starter panel

Important Points
If cleaning of deposited carbon is not carried out at regular intervals, it can lead to two
main issues:
1. A poor contact which will increase the spark amount and frequency
2. Increase of fire hazard The deposited carbon will act as fuel for fire
Checking for Loose Connections
Inside the motor starter panels, check should me carried out for loose connections to
avoid short circuit, spark or accidents.
How to Check for Loose Connections?
1. Tighten the loose screws using a Screw driver, if found any
2. Using your hand, try to pull out the wires slowly. If any wire comes out completely
or more than it should, take it out and reconnect
3. Check the insulation of the connected wires, as because of aging and sparks
there is a possibility of damage to the wires
Starter Panel moving contacts

Cleaning of the Starter Panel
The motor starter panel should always be maintained clean to reduce fire
hazards
Clean the whole starter panel by a wet cloth and use brushes where hands
cannot reach
A vacuum cleaner can be used to remove dust
Checking the terminal box of the motor
Motor is a dynamic machine, and thus there will always be vibrations. This leads to
loose connection in the terminal box of the motor.
1. Open the terminal box of the motor by loosening the nuts
2. Check the tightness of the connection by shaking the wires and use the correct
size spanner to tighten the connections
If there are any loose connections, it will lead to sparks in the terminal box causing fire
in the motor.
Short circuit is also possible because of a loose connection.
After the maintenance is done on the motor starter panel:
1. Remove the lock out tag
2. Insert the main and control fuses in the starter panel
3. Switch on the main power supply from the circuit breaker
4. Inform the Engineer who is in charge of that particular machinery
5. Start the machine and check the starter panel if there is any abnormal sound
10 Boiler Operating Mistakes On Ships

That Can Cost Big Time
SEPTEMBER 13, 2013 BY RAUNEK6 COMMENTS

Every engine room machinery system requires a specific procedure for starting and
stopping it. Boiler being one of the most important systems on board ships, requires
special care and attention during operation and maintenance. Inability to do so leads to
major failures and accidents, which can not only be life-threatening but also cause huge
damage to the ships properly.
Mentioned below are 10 boiler operating mistakes that can lead to heavy loss of life and
properly on board ships:
1. Starting a Boiler Without Pre-purging the Furnace: Almost all boilers come with
an automation system of starting and stopping comprising of programmed pre-purging
and post-purging of furnace before the burner is fired. Never ignore or isolate this safety
feature. If the boiler has to run manually, it must be pre-purged by means of FD fan for
at least 2 minutes. Avoiding this step can lead to blowback and even explosion.
2. Ignoring Furnace Blowback: Several accidents in the past involving furnace

blowback have lead to fatal situations on board ships. Still marine engineers often
overlook this danger and fire furnace even when the first attempt ends with flame failure
and blowback. One of the reasons for this is stated above i.e. no pre-purging of furnace.
3. Bypassing Safety and Alarm: This is a common practice among seafarers, who
bypass some of the safety or automation sequences to shorten operating procedure of
boilers. Such systems are installed to ensure safety of ship personnel and thus should
never be missed.
4. No checks on Boiler Refractory: Boiler refractory provides better heat-exchanging
efficiency and closes/seals gaps to restrict fire, heat, ashes etc. inside the boiler .
Regular inspection of boiler refractory is important as damaged refractory would expose
the boiler shell to flame and heat, leading to bulging or even cracking of the boiler shell.
5. Dirty Gauge Glasses: Gauge glasses installed on the boiler are the only physical
means to check the water level of the boiler. Every engineer knows the procedure to
blow the gauge glass for avoiding any kind of blockage. Neglecting this can lead to
wrong water level indication and heavy damage to boiler tubes.
6. Pilot Burner Check: Many engineers remove the pilot burner to check the electrode
spark. Such practice can lead to electrical shock and even fire if the surrounding are not
properly cleaned or the pilot burner is kept on oily floor plate with rags. The best way to
check the pilot burner operation is to fit it in place and watch the firing from boiler
inspection manhole located opposite of the burner.
7. No Clean-up After Burner Maintenance: When any maintenance work is done on

the burner assembly (pilot or main burner) and the surrounding area is not cleaned
before trying out the boiler, there are high chances of fire and explosion as blowbacks
are normal during starting-up after maintenance. Oil spilled inside the furnace and over
the burner assembly can add more to this blowback, converting it into an explosion.
8. Cold Condition Thermal Shock: Never fire a boiler continuously when starting
from cold condition to avoid thermal shock. Thus in cold condition, boiler should be
started by following an intermediate firing pattern, for e.g. 2 minutes of firing followed by
10 minutes of break. Also, once the boiler starts to warm up the break time gradually
decreases and the firing period increases simultaneously
9. Wrong Operation of EGB Circulating Pump: Exhaust gas boiler (EGB) normally
comes with water circulating pump. It is important to start this pump well ahead, at least
2 hours, of starting the main engine and to be stopped 12 hours (the time may reduce
depending upon the capacity of the boiler and the geographical condition) after stopping
the main engine to avoid thermal shock and EGB fire.
10. Cleaning of EGB tubes: The exhaust gas boiler (EGB) tubes are arranged in the
passage of exhaust gases, which heats the water in the tubes. If these smoke tubes are
not cleaned regularly, it can lead to soot deposits over the tubes and during low load
operation or improper combustion oil can mix up with the soot. When ignited, the soot
can lead to major soot fire followed by hydrogen or iron fire.
Are you aware of any other boiler operating mistakes that can be extremely dangerous
to ships crew and property?
==============================================================================

How To Synchronize Generators On A Ship

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How to Synchronize Generators on a Ship?

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