1

Introduction - Boilers on Board

This unit confines to the boilers and associated systems used for auxiliary duties.
Boilers for steam propulsion ships are not included here.
1.1

Utilisation of steam and types of boilers in use on motor ships

On motor ships 'Boilers', is the common term used for 'Low Pressure Steam
Generators'. They come in various shapes, sizes, and arrangements for
generation of steam.
Basic steam requirement is for heating fuel oil for main engine, fuel storage
tanks, for purification of oils, heating accommodation and water for domestic use.
A maximum temperature of 150oC of steam is good enough for such purposes,
and for this, a pressure of about 7 bar is adequate. Thus what is on board a
diesel ships is 'low pressure' boiler. Similarly, there no need for superheated
steam for the purposes mentioned above.
A basic arrangement on motor ships is of an 'oil fired boiler' and an 'exhaust gas
economiser' (EGE) or an 'exhaust gas boiler'. The two units can be separate or
could be combined. A combined unit of oil fired and EGE is called 'composite
boiler'. At full load operation of the Main Engine, the amount of heat in exhaust
gases can produce steam far in excess of that required for general requirements
mentioned earlier.
Design, arrangement of boilers, and utilization of steam on board is continuously
being modified to achieve maximum thermal efficiencies from the fuel consumed.
Boilers are becoming highly efficient and compact. The excess capacity of steam
generation of exhaust gas economiser is being utilised for generation of
electricity by means of a turbo-generator. Electricity produced by the turbogenerator can also be utilized to add power to the propeller shaft.
Thermal efficiency of 50% and above is becoming a common feature on modern
ship.
Boiler on motor ships, other than tankers, would be of low pressure type with a
pressure range of 7-10 Bar. Boilers on motor ships are two types:
Tank boilers, or smoke or fire tube boilers in which the hot gases pass
through the tubes surrounded by water. Heat flows from inside out. Pressure for
smoke tube boilers is limited to 7 Bar.
Water tube boilers have water within the tubes and the heat of combustion
gases flows in from outside the tube. Pressure of 10 Bar is common. A pressure
of 10 Bar is achieved when the boiler is burning oil, but a pressure during sea

passage with exhaust gas economiser is limited to about 7 Bar due to the
temperature of exhaust gases released from the engine.
Common manufactures of auxiliary boilers are Cochran, Aalborg, Spanner,
Clarkson, Weser, La Mont, Howaldtswerke, Nishida, Miura, and you may find yet
another maker's boiler on your ship. For large water tube boilers, the popular
manufacturers are Fosterwheeler, Babcock, Combustion Engineering, Aalborg
and Kawasaki.

1.2

Types of boilers used on motor tankers

Motor Tankers have two additional requirements of steam for running steam
turbine for cargo pumps, and for generation of inert gas for protection of cargo
tanks against fire and explosion.
Medium pressure water tube boilers ranging between 15-35 Bar are commonly
used. Such ships will also have exhaust gas economiser for utilisation of waste
heat from the engine xhaust.

1.3

Type of boilers for special duties

On some tankers, cargo needs to heated and maintained at high temperatures

(e.g. Bitumen needs to be maintained to about 160 oC) ships. In such a case a
heating unit similar to that of a boiler is used. In place of water, oil is used as a
working medium for circulation through the heating coils positioned in the cargo
tanks.
1.4

Typical Layout of Steam Distribution on Motor Ships

Before you learn about type of boilers, boiler mountings and related items, get
familiar with lay out of steam distribution system on your ship. A typical system is
shown below.

Constructional details of smoke tube boiler

Smoke Tube boilers are also termed a 'tank type' because they contain fairly
large quantity of water in a container. There is a combustion chamber and a
passage for gasses to move out through tubes and they may have two or three
passes to allow for transfer of heat.
There are basically two versions of smoke tubes - Horizontal tubes or Vertical
tubes.
As against a straight tube, the shapes are designed to increase surface area
for greater absorption of heat. One of the common versions for smoke tube for
boiler is Sinuflo.
Thimble tube is yet another version where the tube of small lengths has one
end closed and arranged project into a passage of smoke
Studded tubes or finned tubes are used for exhaust gas boilers where water is
inside the tubes and the gas is on the outside.
Study the pictorial views the cochran boiler to learn about a typical smoke tube
boiler and boiler mountings.

Boiler mountings

Various valves and other fittings are required for the proper working of the boiler.
Those attached directly to the pressure parts of the boiler are referred to as
boiler mountings. In general, all these mountings must be carefully designed for
proper performance. They are positioned in a way to facilitate maintenance and
operation. They may be provided with remoter operations by means of extended
rods, spindles, etc.
Commonly fitted and essential mountings are described below:

5.1

Safety Valves

These are for protecting the boiler from the effects of overpressure. The
regulations demand at least two safety valves for each boiler. Size of the valve
and its operation is to be such that any one of the valve will be able to release
steam to keep the boileer pressure within the limits. Second valve is to be as a
stand-by should the first one fail to operate.
They are precision equipment and required to be very reliable.
Each set of valves has important features:
1. The top part has a cover so that valve spindle is free to lift but its operation
cannot be affected from load coming on top of the spindle from outside.
2. Covers are locked to prevent unauthorized adjustment.
3. There is a lever (easing gear) to enable operation of the valves to release
the steam in case of an emergency or fire in the engine room. A wire is
attached to the easing gear passes over a system of pulleys so that the
valve can be operated from a remote location outside the engine room.
Safety valves open and close automatically when the pressure reaches to a set
value of 3 % of the maximum working pressure. Since there are two valves,
one valve is set to operate first, but if the pressure continues to rise or the first
valve fails to lift, the second valve must lift and release the pressure.
Spring-loaded valves are the most common type in use. However, these are not
the ordinary type of spring-loaded valves which require extra force (pressure) for
each additional lift of the valve. Safety valves (improved high lift or full bore type)
for boilers have arrangements such that when steam starts coming out from the
valve it helps to lift the valve further to release the steam at a higher rate of flow.
Each set of safety valves has a common vent. The vent pipe must have a drain
such that when some steam condenses in the vent pipe it will not collect within
the valve body above the valve lid. The vent pipe is also arranged for thermal
expansion.

5.2

Main Stop Valve

These are screw down type of globe valves mounted on the steam space and or
in the superheater outlet header in case of superheated steam requirements.
5.3

Auxiliary Stop Valve

This is basically a smaller version of the main stop valve fitted for the purpose of
supply of steam for auxiliary purposes.
5.4

Exhaust Boiler Return Line Valve

This is screw down type valve and can be of non-return type to prevent back flow
of steam.
5.5

Main and Auxiliary Feed Valves

There are two independent means for supplying water to the boiler. They are
called 'Main Feed' and 'Auxiliary Feed'. Only one line is used at a time, while the
other is kept as stand by should some thing go wrong with the first one.
Each line has two valves, one of which is a screw down type non-return valve to
prevent back flow of water.

5.6

Boiler Feed Water Regulator

The water level in a boiler is critical. If it is too low, damage may result from
overheating of parts coming in contact with hot gases; and if the level is too high,
priming can occur resulting in carry-over of water and dissolved solids into the
steam lines, and superheaters.
Automatic feed regulators and control system is fitted to control the flow of water
into the boiler for maintaining the water level within the desired limits.
5.7

Low Water Level alarms and stops

To reduce the risk of damage in the event of a loss of water in the boiler due to a
burst tube or failure of the feed supply, a low level alarm is required. Different
type of mechanism is possible to operate low water level alarms. Some versions
also incorporate high water level alarms. For low level there need to be two
sensor, the first one gives an audio visual alarm for 'water level low', and if the
water level continues to fall, the second sensor cut off the fuel supply to the
burner and activates another alarm (low-low level) and burner failure.
Extreme care has to be taken when boiler is cut off at 'low-low level'. These
procedures are described under the heading of Boiler Operation.

5.8

Water Level Indicators

Regulations demand that at least two water level indicators must be fitted to each
boiler. In practice the usual arrangement consists of two gauges of glass type,
and a remote reading indicator placed at a convenient position.
5.9

Blow Down Valve

Blow down is term used for a process of removing water from the boiler, partially
or fully. The valve is fitted to the water side to enable removal of water and
sediments from the boiler.Blow down valve discharge the water into a line leading
to a shipside discharge valve or cock. Removing sediments from the bottom of
the boiler and addition of fresh feed helps in reducing the density of water as
well.
5.10

Scum Valve

This is fitted at the position of water-steam interface level for removal of light
sludge, oil, or other contaminants floating on the surface of water. The
discharge from the scum line is connected to the common blow down line.
5.11

Drain Valves

Drain valves are fitted to the bottom most part on the water side and headers to
enable drainage of water from the boiler before commencement of
maintenance, or for draining the water used for internal washing, or for
chemical cleaning. The drains are usually lead to the bilges and not to be used
for blowing down purpose.
5.12

Air Vents

Air vents are fitted to the upper parts of the boiler to release air from drums and
headers, either when filling up the boiler, or at the initial stages of raising
steam. Vent valves are also useful in releasing vacuum when the boiler is
empty and cooling down.
5.13

Chemical Dosing Valves

Chemical dosing valves are fitted to the steam drum for introducing chemicals
for maintaining the condition of water inside the boiler for efficient operation,
prevention of corrosion and formation of scales.
5.14

Salinometer Valves

Salinometer valve is fitted to the water side to draw samples of boiler water for
testing the quality of water for the purpose of monitoring contamination of water
and for appropriate dosage of chemicals. The temperature of the water coming
out should be such that the does not evaporate before it can be tested. This is
usually done by means of passing the water through a cooling coil to reduce
the temperature of water well below 100C.
5.15

Soot Blower Steam Valves

In case of a boiler with superheater, these valves are usually mounted on the
superheater outlet header to ensure that the superheater is not starved of
steam while blowing tubes.
In some cases two valves are fitted in series, with a drain valve between them
in order to prevent steam leaking into the soot blower steam supply lines when
they are not in use.
5.16

Pressure Gauge Connections

Connections for pressure gauge are fitted, as required, to the steam drum,
superheater outlet header, etc. In addition, suitable connections must be
provided for the pressure sensors at strategic positions for automatic
combustion control systems.
5.17

Thermometers

Pockets are provided at superheater headers or any other place for fitting
thermometers or sensors for remote indication of temperatures.

6
6.1

Fuel System

Fuel supply

Marine diesel oil is used for starting a boiler; where as for normal operations,
fuel for consumption in boiler is same as that for the main engine. The boiler
gets the supply directly from the settling tanks. The fuel pump draws oil from
the settling tank and supplies it to the burner after passing it through a
heater and filter. Heating the oil reduces its viscosity and makes it easier to
pass through the filter and improves atomisation at the burner. Heating of oil
must be carefully controlled to prevent 'cracking' or breakdown of the fuel.
Diesel fuel is supplied from the diesel oil settling tank for initial firing or for
low power operation of the boiler.
6.2

Fuel burning

Combustion
'Combustion' in this case is the burning of fuel in air for obtaining heat
energy. The fuel and air must be supplied to the furnace in proper
proportions to achieve complete and efficient combustion of the fuel. An air
fuel ratio close to 14:1 is usually necessary for for complete combustion of
the fuel. The air and fuel must mix well before ignition. A small amount of
additional air is supplied to ensure complete combustion of the fuel.
Improper mixing and insufficient air are two main causes of incomplete
combustion indicated by the smoke in exhaust. Clear exhaust is indication of
complete combustion of fuel.
The flow of air through a boiler furnace is known as 'draught'. Marine boilers
are arranged for forced draught, i.e. fans which force the air through the
furnace. Several arrangements of forced draught are possible.
Atomisation of fuel
The main function of the burner unit is to atomise the fuel. Atomisation of the
fuel depends upon the viscosity (temperature), pressure of oil and the burner
orifice or the swirler.
A re-circulating line is provided to enable initial heating of the oil.
To achieve good mixing of fuel with the incoming air, fuel is given a swirling
action by means of a swirl plate within the nozzle assembly. A rotating cone
of tiny oil droplets thus leaves the burner and passes into the furnace. There
are several designs of burners but the function is same.

Air enters from the surrounding space through appropriately shaped ducts to
provide turbulence for through mixing of atomised fuel and the air.
Described here is a 'pressure jet burner', assembly of the 'air register', and
the burning process in a furnace.
The air register is a collection of flaps and vanes around a burner and is
fitted within the boiler casings. The function of the ai register to guide the air
into the furnace and provides the necessary turbulence for mixing of air and
fuel. The air is swirled in an opposite direction to the fuel to ensure adequate
mixing of the two.
The quantity of air supply to the furnace needs to be controlled to achieve
about 2% in access of that necessary for theoretical requirement for
combustion of fuel entering the furnace. Control of air supply and shut off is
achieved by means of a sliding sleeve or flap.
The fuel entering the furnace must be initially ignited by external means by
placing a burning torch (flame) or by means of electrical spark initiated by
high voltage current to two electrodes with an air gap in between.
Once ignited the lighter fuel elements burn first as a primary flame and
provide heat for burning the heavier elements in the secondary flame. The
primary and secondary air supplies feed their respective flames. The
process of combustion in a boiler furnace is often referred to, as 'suspended
flame' since the rate of supply of oil and air entering the furnace is equal to
that of the products of combustion leaving the furnace.

Automatic Combustion Control System

Combustion control system for auxiliary boilers is quite simple as described

below.
The burner has a spring-loaded piston valve which closes the passage to the
atomising nozzle when pressure of the fuel is low. When the fuel pressure is
raised the piston valve opens to allow the fuel to pass through the atomiser. The
atomiser can be supplied with fuel at different pressures by the system.
The solenoid valves are two-way, in that the fuel entering can be delivered
through either of two outlets. The spill valves are spring loaded. When either one
is in circuit, it provides only return path for the fuel to the suction side of the fuel
pump.
A gear pump is used for supply and circulation of fuel to the burner. It has a
pressure relief mechanism to safeguard against excessive pressure. Fuel
pressure can be adjusted as necessary to suit the type of burner.
A constant speed fan supplies combustion air, and a damper arrangement is
used to change the setting.

7.1

Operation.

Electrical circuits are arranged so that when the boiler is switched on (assuming
water level is correct etc.) the system will (1) heat up and circulate the fuel (2)
purge the combustion space of unburnt gas (3) ignite the flame and, by
controlling it, maintain the steam pressure. When the boiler is started current is
supplied first to the fuel heater. The electric heating elements are thermostatically
controlled and when oil in the heater reaches the required atomising
temperature, another thermostat switches in the fan and oil-circulating pump. Air
from the fan purges the combustion spaces for a set time, which must be
sufficient to clear the gases completely; otherwise an air/gas explosive mixture
may be formed. The oil circulates from the pump and heater through the system
via the oil-circulating valve. This ensures that the oil in the burner is hot and thin
enough to atomise. When the oil circulating solenoid is operated, the fuel no
longer returns to the suction side of the pump but is delivered to the low flame
spill through the oil change valve. With the ignition arc 'on', oil pressure builds up
sufficiently to open the piston valve in the burner. The atomised fuel is ignited and
once the flame is established, control of the oil change valve and fan damper
depends on steam pressure. With low steam pressure, the oil control valve is

actuated to deliver the fuel to the high flame spill. When steam pressure rises,
the fuel is switched back to the low flam e spill. The fan damper is operated at
the same time to adjust the air delivery to the high or low flame requirement. A
pressure switch acted on by boiler steam pressure controls the solenoids or
pulling motor for the operation of the high/low flame devices.

Feed System

The boiler produces steam at a pressure for supplying it where required. The
partially condensed steam returns to the condenser as hot water or low energy
steam. The water inside the boiler is termed as 'boiler water' and it contains
various salts. The steam in circulation and the condensed water are close to
quality of pure water.
Steam is condensed and the condensate is collected in the condensate tank
known as 'hot-well' or 'drain tank'. For low pressure system on motor ships,
hotwell is open to atmosphere. Such a feed system is called 'open feed' system.
A 'feed tank' is provided to store additional water required to compensate for
losses due to leakage and evaporation to atmosphere. The feed tank also
receives overflow from hotwell that occurs due to change in quantity of steam in
circulation.
In high-pressure steam system no part of the feed system is open to the
atmosphere and such a system is known as 'closed feed' system.

8.1

Open Feed System

An open feed system for an auxiliary boiler is shown on the left. The exhaust
steam from the various services is condensed in the condenser. The condenser
may operate at atmospheric pressure or under a small amount of vacuum. The
condensate then drains under the action of gravity to the hotwell. Sea water
circulates through the tubes to cool the steam and the condensate.
Since the hotwell receives drains from various fuel oil heating system and
heating lines for fuel tanks, an observation window is provided on the return lines
to identify if there be leakage in lines. Similarly hotwell is provided with a lid that
can be opened to inspect water in the tank.

The hotwell is arranged with internal baffles to bring about preliminary oil
separation from any contaminated feed or drains. The feed water is then passed
through charcoal or cloth filters to complete the cleaning process.
The hotwell is connected to the main and auxiliary feed pump suctions.
A feed regulator is provided to control the feed water input to the boiler and for
maintaining the water level in the boiler.
The system described above can only be said to be typical. Numerous variations
will no doubt be found depending upon requirements of the plant.

Checks to be made before starting a boiler

(Procedures given below relate to an arrangement on one ship)
1. Check water level in the boiler gauge glass. For starting from cold 1/4 th of
the glass is acceptable to allow for expansion of water when it gets
heated. Confirm by blowing through the gauge glass.
2. Check water level in the cascade tank. 1/2 the tank is normal for the start.
3. Check feed line valves in the circuit and set the feed water pump operation
to AUTO by the selector switch.
4. Check level for fuel oil and diesel oil tanks and ensure that they are
drained of water. The temperature of oil in fuel oil tank should be about
85C
5. Check fuel oil system valves and check that the booster pump operation is
set to AUTO.
6. Check that the boiler AUTO / MANUAL switch is switched to AUTO
7. Ensure that all other switches are set to OFF position.
8. Ensure that the heater switch is set to 'AUTO' position i.e. heater
off.
9. Ensure that the diesel oil valve to the booster pump is open
and the heavy oil valve is shut.
10.Check that the diesel oil valve to the pilot burner pump is open.

Changing over to heavy oil

1. Set the temperature regulator to 135oC
2. Change over the heater switch to position 'A/C'. In this position, the heater
is switched on and the low temperature alarm is inhibited.
3. Once the temperature reaches 90oC open the heavy oil valve
to the booster pump and shut the Diesel oil valve.
4. Once change over is complete, turn the heater switch to
position 'C'.
5. Check that the flame is stable and the operation of the heater thermostat.

Manual operation
1. Put the Manual / Auto switch for combustion to 'Manual'
position.
2. Put the booster pump switch to 'Auto' position.
3. Switch on the forced draft fan switch and let the furnace purge for
about one minute
4. Switch on the circulating pump.
5. Switch on the pilot burner.
6. After 5 sec switch on the low combustion switch. Once the burner fires and
the combustion lamp illuminates, switch off the pilot burner. Ensure that
the flame is stable.
7. If required, the boiler may be fired on high flame by switching
on the high flame switch.

Checks during running

(depends upon the type of boiler and instrumentation on board)
1. Check that the feed water pump cuts in/out on Auto and maintains the
boiler water level.
2. Blow through the gauge glass once a watch to ensure proper functioning.
3. Check the operation of the burner and that the 'Low' and 'High' operation
solenoids operate at the set pressures.
4. Check the color, stability of the flame (it should be close to golden). Check
the color of the exhaust from the funnel (colourless or a very light gray).
5. Check that the forced draft fan damper operates satisfactorily at high and
low firing positions.
6. Check boiler tube surface temperature, high temp. alarm activates at
310oC

7. Ensure that the flame is completely extinguished inside the furnace once
the burner cuts off.
8. Check for oil, water and exhaust gas leaks.

Confirming water level at the water gauge glass

Blowing through boiler water gauge glass
It is recommended to blow through the water level gauge once a watch. The
procedure for blowing through the gauge glass is given below. The gauge
should be tested by blowing through the steam and water cocks in a proper
sequence and not merely by opening and closing the drain cock.
(a) shut steam and water cocks;
(b) open drain cock;
(c) slowly open steam cock to full and check that the steam comes from the
drain with full flow. This indicates that steam side is clear;
(d) shut the steam cock;
(e) slowly open water cock and check that the water side
is clear;
(f) shut water cock; shut the drain cock;
(g) slowly open the water cock, water will tend rise to the top of the gauge;
(h) slowly open steam cock, water will reach the level that inside the boiler
and nearly to that at the start of blowing through
A strong sounding blow from each of the steam and water cocks indicates
clear passages and true level in the gauge when drain cock is shut.

Emergency procedures in case of low - low level condition.

Unless the 'low-level' alarm has failed, 'low-low water level' will occur only
after the low water level warning and despite the attempts to bring back the
water level to the normal. This is a serious situation and requires a diligent
action. However, the seriousness and procedures will be different when
exhaust gas boiler is connected to the oil fired boiler.
Sometimes the low water level situation occurs when the boiler is being
connected with the exhaust gas boiler. Therefore it is recommended, that
before connecting the exhaust gas boiler, and before starting the circulating
pump for exhaust gas boiler, the water level in auxiliary boiler is raised by
manual control.

The following action is suggested when the oil fired boiler is In operation
without connection with the exhaust gas boiler. On getting the low-low level
alarm:
Ensure that the boiler burner is off. But it would be worthwhile to keep the fan
on 'manual' to allow for removal of heat from combustion spaces being very
hot and at risk of damage.
Check the feed pump to find whether the pump has lost suction or has
tripped. Start the stand by pump if necessary and change over the suction if
the loss of suction is suspected due to tank becoming empty.
Shut the steam outlets to conserve water in the boiler, otherwise the level will
continue to go down and will expose more of the metal to overheating.
Shutting the steam outlet may give rise to the pressure and that too is not
desirable. Therefore, the actions will depend upon the prevailing conditions.
Check the water level at both gauge glass by opening and closing only the
drain cock. The water level at the gauge glass can be accepted if both
gauges indicate the same.
As long as some water is seen in the water gauge, the condition can be said
to be within tolerable limits provided that the is working and supplying the
water to the boiler. Water level should start rising.
Incase of a very serious loss of water in the boiler, filling up the boiler with
cold water can cause more harm than good. In such a case allow some time
for temperature within the furnace to come down. As mentioned earlier,
keeping the draft fan 'on' will help in removing excessive heat.

Stopping the boiler

1. When the boiler is operating on 'Auto', to stop the boiler, press the 'Stop'
push button and the boiler will stop firing.
2. When the boiler is firing on 'Manual, proceed as follows:
i.
ii.
iii.
iv.
v.
vi.

Incase the boiler is firing on 'High' fire, put off the high fire switch.
Put off the low fire switch.
Put off the circulating pump switch.
Ensure that the flame is extinguished.
Keep the F.D. fan running for about one minute for post purge and the
switch off the fan.
The booster pump will cut off when the F.D. fan stops.

Starting the boiler from cold after a major overhaul

Filling up the Boiler
Check water side (internal) to ensure that no external material is
left inside, that the inside is clean. Check that all openings for drain, vent,
blow down, water level indicators, etc. are clear and clean. Ensure that all
internal fittings are properly secured.
Check smoke side (internal) and ensure cleanliness, fittings in place and well
secured.
Check external of the boiler to ensure that all fittings are in place and secured
(tight). By closing and opening, try out all valves on the boiler and on steam
line, feed water line and fuel line. Check all joints and packing on the
manhole doors, inspection doors on waterside as well the gas side. Keep all
valves in shut position at this stage. These will be opened as and when
required.
Ensure that the hotwell has been cleaned and all fittings are in place.
Filling up the boiler with water:
Open the feed inlet valves. Open vent valve and any convenient opening for
air to be released when the boiler is being filled up. Open valves connecting
the two gauge glasses. Keep the drain closed so that the water level will
show when water reaches up to the level of water gauge. Open valves for
pressure gauge, feed water regulators and any such requirements for
controlling the operation of the boiler.
Fill up hot well with some water from the domestic water supply line so that
the pump can be easily primed.
Open valves on one of the feed pump to draw from the hot well and open the
valves on one of the feed line to the boiler.
Turn on the power supply to the boiler control panel. Mute alarms
as they come. Set the feed pump on manual.
Start the pump on manual control. Release air from the line. Allow the pump
to reach normal operation.Observe nose, leakages on the pumps, valves, on
the line. Feel that the water is actually going in the boiler. Feel for the air
coming out from the vent opening.
Change over the pump suction from the hotwell to feed tank containing
distilled water.

Observe that boiler is getting water. Try out drain valve to ensure it is clear.
Allow water to drain out for some time to clear any dirt that might have got
washed down with incoming water.
Watch for water level to reach the lowest level of gauge glass. It is advisable
to fill the boiler only up to little above of the gauge. When water gets hot,
the level tends to reach gauge. Check that both gauge glasses are
indicating same level (if the ship is having excessive list or trim, the level will
differ.)
Turn off the pump. Except for the vent valve, close any other opening that
was used to assist venting for filling up the boiler.
Boiler can now be considered ready for firing.

Starting to fire the Boiler from cold conditions:

Procedures given below are general and may be different from
that given in the instruction manual of the manufacturer. You must always
refer to the instructions given by the boiler manufacture.
(Presumption: After internal and external inspection the boiler has been filled
up with water.)
The important aspect to realize is that all parts of the boiler and the water
inside is cold. All parts need warming up evenly and
gradually to minimise build up of thermal stresses due excessive temperature
differences, particularly in parts with thick sections/plates. Moreover, with
uneven warming up, hot tubes will expand in cold tube plates and can cause
cracks in the tube
plates.

Ensure that the vent valve is open.

Pressure gauge valve is open.

Steam stop valves and all other valves are shut.

Water level should be at level to allow for expansion of water.

On confirming right conditions, boiler is started on manual control and on the

least fuel burning. Flame is maintained for 2 minutes initially. Stopped for
about 5 minutes and re-ignited. This procedure is repeated for about one
hour to allow gradual warming up. The water temperature should reach about
80oC.
The duration of fire can now be increased to 4-5 minutes and with

a similar pause. Continue firing at the least fire setting.

Air coming out from the air vent will feel warm and when steam is formed,
steam will be noticed coming out from the air vent. That is the time to close
the vent and watch for gradual rise in the pressure.
Allow the pressure to reach about 1 kg/cm 2. Raise the pressure further in
slow steps. The burner setting can now be increased gradually towards
normal operation.
Look out for signs of leaky valves, glands at the valves and pumps, casing
covers on the gas side. Nip up nuts to ensure tight fit of joints and packing.
Boiler parts need to be felt with hand and inspected for normal condition and
for leakages at joints, particularly at the manhole doors. With warming up, the
manhole door nut is tightened till it feels firm.
Caution: Over-tightening of the manhole door will bend the door and
cause a serious situation of stoppage, drainage of water, and renewal of
the door from the spares.
It can take about four hours to bring the boiler to a normal working
pressure. There is no short cuts and any attempt of haste can cause
sever damages to internal parts of the boiler.
The next step would be to set the lifting of the safety valve if that was opened
up for inspection (survey). Procedures for setting safety valves are beyond
the purview of this unit.
Boiler can now be kept for automatic operation but under strict
vigilance to monitor operation of cutting in and cutting out
of feed pump and the burner.

Releasing steam into the line for required service

Procedure given below needs to be observed without any excuse at all times.
The importance is even more when the lines are cold and steam has to travel
long distances.
Each steam line will have a return line. There will be valve on the return line
as well as a drain valve with a steam trap in case of heating coils in tanks and
heaters.
The function of steam trap is to prevent the steam from flowing back without
giving up its heat. The idea is that only water should pass, not steam. Usually
each steam trap has adjustment to
control the flow of water or allow steam to flow.
Before opening up a steam supply to the line, you need to ensure that the
return line is open or a drain is kept to allow for the line to get clear of initial
water.
Since the pipe lines and steam heating coils are long and have bends and
sections are at different heights, water gets trapped in places. When steam
released into an partially empty pipe it tends to flow at velocity, and small
quantities of water flowing with the steam become a mass of water in pipe
moving at the same speed as steam. Even a small quantity of water moving
at a speed has a large momentum and when it hits projections and bends
inside the pipe line the impact is like a hammer. The force of this impact can
damage the pipe and break parts. This phenomenon is called 'Water
Hammer'.
Thus it is important to drain pipe lines initially and control the flow
of steam such that it does not flows at high speeds.
This is achieved by controlling the flow of steam at the very start by opening
the valve just a little and wait for the passage to get clear and gradually open
some more. Time for full flow will depend upon the distance involved.

10

Soot Blowing Operation

Soot blowing operation

Be clear and have no doubts that:
1. You are not supposed to soot blow the boiler when the ship is in port.
2. Similarly there are restrictions for soot blowing on tankers.
3. Soot blowing is carried out when the boiler is operating so that soot is blown
out with the draft.
4. You must inform the bridge and take permission to soot blow. The bridge will
consider the weather conditions and direction of wind to ensure that the soot
particles and sparks flow out of the ship in safe manner.
Procedures for soot blowing would differ with the type of soot blowers as well as
location of soot blower (soot blowing super heater). Also some difference will be
there whether the soot
blower operates on steam or compressed air.
Importance of Soot Blowing: Regular, and proper soot
blowing is essential to ensure efficient functioning of the boiler, reduction in
maintenance, reduction in corrosion due to accumulation of soot particles, and
reduction in soot fires.
Frequency: It is good practice to soot bow once a watch or
more often. In case of unmanned machinery operation to soot
blow at the start and at the end of unmanned period in addition to regular
intervals in between.
Risk involved:
There has been several incidents of fire on deck due to
sparks from the funnel landing on life boat covers and covers of equipment on
deck.
You are advised to learn procedure specific to your ship.

10
10.1

Basic control system for a boiler

Safety Devices

Package boilers have the following safety devices fitted and special
arrangements for unattended operation.
10.1.1

Flame Failure

The flame is monitored by photocells. If the flame goes out abnormally or

ignition fails, the photocell shuts down the combustion system and causes the
alarm to sound. Sometimes, trouble with the cause of flame failure can be due
to smoke deposits on the protective glass of the photocell.
10.1.2

Low Water Level

A feed pump is usually controlled by a float-operated on/off switch for

maintaining the water level in the boiler. The float chamber is external to the
boiler and connected by pipes to the steam and water spaces. There is a drain
at the bottom of the float chamber. A similar float switch is fitted to activate an
alarm and shut-down operation in the event of low water level (and high water
level on some installations.) Since the float chambers and the gauge glasses
are at the water level, solid particles in the water tend to choke the passages.
Therefore, gauge glasses must be regularly checked by blowing the steam and
water cocks through the drain. When float chambers are tested, caution is
needed to avoid damage to the float. Scum blow will remove the floating scum
and oil if any.
10.1.3

Steam Pressure

The boiler pressure will stay within the working range as set by means of
pressure switch that 'cuts in' and 'cuts out' the burner. If a fault develops or
steam demand drops suddenly, the pressure may continue to rise despite
burner being 'cut out'. A high pressure alarm will sound and the steam can be
released by means of dump valve or by lifting the safety valve manually to
reduce the pressure.
10.1.4

Fuel Temperature

Fuel heating is not necessary when diesel oil is in use. For fuel oil burning, the
temperature of the fuel is regulated by means of thermostatically operated
switch for the oil heater.
10.1.5

Testing Controls

The automatic combustion system is to be checked when the boiler is started.

The flame failure photocell is masked to test the flame failure shut down. Cut
outs for protection against low water level, excess steam pressure, loss of air
and change of fuel temperature are also checked. Tests will depend upon the
controls system and instruments provided on the boiler. At the shut down, the
air purge should operate letting the fan to run for about two minutes after the
burner has gone off.
10.1.6

Feed Pump

Before starting the boiler, feed tank level and pump suction filters are checked.
It may be necessary to test the chemical condition of the feed water. When the
boiler is in use the feed pump is checked for its operation and for 'cutting in'
and 'cutting out'.

Shutting down main engine and auxiliary

systems when finished with engines

Procedures after Finished With Engines order is received from the

bridge:
Blow through the engine before shutting down to ensure that there are no
leaks from any cylinder.
Close and vent the control air and safety air systems.
Shut main engine auto air valve.
Shut air bottle valves shut drain the lines.
Open indicator cocks.
Check the main engine sump sounding.
Run the LO purifier sump-to-sump and maintain LO temperature.
Switch over Main Engine controls to control room control.
Note ME, AE and boiler flowmeters, H.O. and D.O. service and settling tank
levels and ME revolution counter in the moment book.
Switch off the auxiliary blowers.
Test the starting valves for leakage (described later)
Stop the camshaft lube oil pump.
Main engine booster pump to be kept running when engine is stopped on
HO.

The pumps for the lubricating oil and freshwater systems for the main engine
must run for at least 30 minutes to allow cooling down pistons and cylinders.
This will prevent carbonisation of oil inside the engine pistons.
If the stay in harbour is of short duration, the lubricating oil pump for the
turbochargers must be kept running because the natural draught through the
engine and exhaust pipes can cause rotation of the turbocharger impellers. If
the pump is stopped, the butterfly valves in the air ducts between the
turbochargers and the air coolers must be closed.
Did engine run on heavy fuel oil until STOP?
YES
Keep the circulating pump 'on'
Keep the fuel oil preheated
The circulating oil temperature may be reduced 80-90 oC while engine is
at standstill.

No

Stop the fuel oil supply and circulating pumps.

Keep the freshwater on preheating during standstill.

Will harbour stay be long?

YES
The engine may be kept unheated in warm weather.
NO
Keep the engine preheated to 50-60oC. This counteracts corrosive attack
on the cylinder liners during starting-up and to avoid excessive thermal
stress when the engine is restarted.
Use a built-in preheater or the auxiliary engine cooling water for preheating
of the engine.
It is a good practice to check for leakages of water, lubricating oil in the
combustion chamber before shutting down:

Turn the Lubricators.

Obtain propeller clearance.
Turn the engine on turning gear.

Open all scavenge and turbocharger drains.
Put off steering gear.
Stop auxiliary engine as required.
Cover main engine turbo charger suction filter
Arrange dust dampers on engine room and air conditioning plant intakes for
protection against cargo dust.
Comply with any other port regulations or USCG

regulations in force.
Checks on the condition of the engine while it is at a standstill.
Check Oil Flow
While the circulating oil pump is still running and the oil is
warm, open up the crankcase and check that the oil is flowing freely from the
crosshead, crankpin and main bearings.
The oil jets from the axial oil grooves in the crosshead bearing lower shells are
of uniform thickness and direction. Deviations may be a sign of "squeezed
white-metal" or clogged-up grooves.

Check also that oil is flowing freely from bearings, spray pipes and spray
nozzles in the chain drive.
By means of the sight glasses at the piston cooling oil outlets, check that the oil
is passing through the pistons.
Check also the thrust bearing and camshaft lubrication.
Procedures for testing a leaky air starting valve:
When the telegraph order 'Finished with engines' has been received, it is
recommended that all starting valves be checked for leaks. Permission must be
obtained from the bridge before this is carried out, and the turning gear must
be disengaged, as a leaking starting valve can cause the engine crankshaft to
rotate. Proceed as follows:

Stop the F.O. primary pump.

Obtain permission from the bridge.
Check that the turning gear is disengaged.
Close the valve to the starting air distributor.
Open the indicator valves.
Change-over to emergency control.
Activate the START button.

This will admit starting air, but not the control air, to the starting valves.

Check if air blows out from any of the indicator valves.

If it occurs, the starting valve of that unit is leaking.

Replace or overhaul any defective starting valves.

Introduction - Preparing machinery for departure

In this case 'Preparing machinery for departure' means preparing the entire
plant that normally falls within the responsibility of Engineer Officers for operation
and maintenance. Whether it is for a short voyage or a long voyage or even for
shifting the ship within the harbour, the difference in the task is very little.
To ensure that nothing is left out in preparing the plant prior to departure, under
the ISM Code, a ship will have a checklist specific to that ship. See the checklist
on your ship and compare its contents with the procedures mentioned below.
As an Officer In-charge of an Engineering Watch, you are expected to respond to
all requirements for the function of the ship and in particular the following:

Main Engine and its operating systems

Auxiliary Engines (Power Supply)
Auxiliary Systems (Ancillary items such as ventilation, steam supply, etc.)
Deck Machinery (Mooring Machinery in particular)
Domestic Systems (fridge, A/C, power supply, galley, domestic water)
Power supply and distribution for Navigation Equipment and Accommodation
Steering and other maneuvering aids (Thrusters)

Essential systems for main engine

Essential systems for a Main Engine

For Lubrication and cooling:
2.1 Lubricating Oil System
2.2 Cylinder Lubrication
2.3 Trust Bearing Lubrication
2.4 Cam Shaft Lubrication
2.5 Valve operating mechanism
2.6 Reduction Gear Lubrication (on indirect drive propulsion)
2.7 Turbo-charger bearings
For Cooling:
2.8 Cylinder Cooling System
2.9 Turbo-charger cooling
2.10 Piston Cooling System
2.11 Nozzle Cooling System

2.12 Seawater Supply System

Other essentials:
2.13 Fuel System
2.14 Air Starting & Reversing System
2.15 Charge Air System (turbo-charger, air cooler, and auxiliary blower)
2.16 Local & Remote Control System
2.17 Steam Supply for heating fuel (oil fired boiler and exhaust gas boiler)
2.18 Safety System (Mist detector, interlock, safety devices, alarm system)
2.19 Power supply system for all of the above

Preparing Main Engine for departure

There are two most important considerations for preparation of Main

Engine for departure:
ii. The engine must start and stop as required during manoeuvring;
iii. It must continue to operate normally for the
voyage.
3.1

The engine must start and stop as required during manoeuvring;

The essential factors for fail-safe operation of the

Main Engine during manoeuvring are:
3.1.1 Supply of lubrication to running gear i.e. bearings, cams, chains, crosshead guides, gears, etc. at appropriate temperature and pressure.
3.1.2 Cooling medium for cylinder components (cylinder jacket, cylinder head,
turbo-charger & piston); This can be ensured by starting appropriate
pumps, maintaining levels in tanks, inspecting flow and maintaining
pressures and temperatures.
3.1.3 Supply of clean fuel at appropriate pressure and viscosity; Achieved
through maintaining fuel purifiers, filters, heaters, and pumps.
3.1.4 Starting air at appropriate pressure and quantity for manoeuvring; both
main air bottles topped up and compressors in efficient operating
condition. Remote control mechanism for starting and controlling main
engine.

Testing the system, maintaining mechanical links, supply of clean and

moisture free control air or hydraulic fluid, and maintaining electricalelectronic circuits.
3.1.5 Sea water supply for heat exchangers: air coolers, Lubricating Oil coolers,
circulating water coolers, and any other cooler. Usually required after
engine starts and warms up.
3.1.6 Flow of oil and cooling water through the turbo-charger. Clean suction air
filter. Testing the auxiliary blower where installed.
In addition to requirements for starting the Main Engine, smooth running of
the engine without abnormal wear and tear is an essential requirement.
Due to the size of components and thickness at various sections, proper
warming of all components reduces build up of thermal stresses due to
temperature gradients. Therefore, the most important aspect of preparation
of the Main Engine is 'warming up'. As the words state, the engine needs to
be warmed up before starting and for taking up the load.
Warming up is conveniently achieved by circulation of fluids (lubricating oil,
cooling water and fuel) within the spaces. Common approaches of keeping
these fluids warm are stated below:
A. Linking circulating water of Generator Engines with that of Main Engine.
This is normally termed as 'warming up line' where the cooling water from
generator engine is made to pass through main engine before it goes to
the cooler before returning to the generator engine.
B. Isolating sea water supply to the fresh water coolers and heating
circulating water either in header tank or in a by-pass heater in the
circulating circuit.
C. Keeping Lubricating Oil circulation 'on' and maintaining temperature of oil
by supplying steam to the sump tank. Circulation of Lubricating Oil through
the purifier also provides warming up of Lubricating Oil
D. Fuel injection components are kept warm by maintaining circulation of fuel
through the system and heating the fuel as necessary.
E. Nozzle cooling water or oil is heated and kept in circulation to warm fuel
injectors.

3.2

It must continue to operate normally for the voyage.

From the time of 'Stand By Engines' the engine room plant and services are
expected to function without disruption and as required through the
passage from one port to the other. For this, the machinery needs to be in
proper condition and maintained on continuous basis. It is essential to
acquire adequate supply of fuels, lubricants, spares and stores to last the
duration of the voyage. There is need for planning, organising, maintaining
and controlling the operation and maintenance of machinery and
consumption resources.

Procedures for trying out Main Engine on Air and Fuel

Usually within two hours prior to departure, Main Engine needs to be tried out to
ensure it starts, stops, and is able to reverse.
In addition to the warming up of the engine components the following activities
are carried out.
4.1 Starting of additional generator to ensure adequate supply of power for all
requirements in the engine room and on deck for cargo handling & mooring
machinery.
4.2 Cylinder lubrication is tried out and cylinders lubricate and the engine is
given a complete turn in both directions by using turning gear keeping
indicator cocks open. (Checklist must be used for this procedure). Turning
Gear disengaged.
4.3 Both compressors need to be tried out for normal operation and Air bottles
pressed up close to maximum operating pressure. Air bottles drained. Air
starting line is checked, valves lubricated, lines drained.
4.4 Lubrication flow checked at bearings, pistons, camshaft, thrust block, turbocharger, and any gears. Pressure and temperatures brought to
recommended state. Filters cleaned as necessary. Operation of auto clean
filters checked. Lubricating Oil separator started at-least 12 hours prior to
departure or as per standing orders on board. Tank levels checked and
recorded.

4.5 Fresh Cooling Water circulation checked and pressure and temperature
brought to recommended state. ('Warming up line' isolated) tank levels
checked.
4.6 Fuel Service tanks drained, temperature of fuel in the service tank raised if
necessary by steam heating or re-circulation through the separator. Fuel
filters cleaned, booster pumps started and system flow checked. Fuel
injectors primed. Fuel pump control links checked and lubricated. Tank
levels checked and recorded.
4.7 Sea Water supply system valves are checked. Pumps tried out.
4.8 Control pressure for remote control system is checked and links lubricated
where indicated.
4.9 Turbo-charger air filter cover removed. Air cooler drains kept open. Auxiliary
blower tried out.
4.10 Exhaust gas economiser water circulating pumps
tried, and kept 'on' or as per standing orders.
4.11 Electrical integrity and load for all operating machinery checked and
ensured for normal operating state. Check remote indictors, lamps for the
indication of operating machinery and alarms.
4.12 Line shaft bearings and stern tube lubrication checked.

Testing Controls before departure

'Controls' in this context mean all remote controls for operation of Main Engine
(including bridge control), steering machinery, and any such machinery that is
essential for manoeuvring of the ship out of the port and there on wards. This
includes communication items such as Engine Telegraph, Telephones, and any
other arrangements for communication during emergencies.

Procedure For Testing Steering Gears

1

Before Departure From a Port

Within 12 hours before departure from port, check and test the steering gear,
including as appropriate, the operation of the following:
1.1.
1.2.
1.3.
1.4.
1.5.
1.6.
1.7.

Main steering gear;

Auxiliary Steering gear or the second unit in case where two similar main
units are installed;
All remote steering gear control systems;
Emergency source of power supply;
Rudder angle indicators in relation to actual position of
rudder;
Remote steering gear control system power failure alarm;
Steering gear power unit failure alarms.

While coasting and on container vessels where departures are made almost
every day the frequency of this check must be increased suitably, to ensure
checks are done prior departure port.
Checks and Tests Should Include:
1. Full rudder movement according to required capabilities of the steering gear;
2. Visual inspection of the steering gear and its connecting linkage;
3. Communications between the navigation bridge and the steering gear
compartment.
Remote Manual Steering Gear
After prolonged use of automatic pilot and before entering areas where
navigation requires special caution, test the remote manual steering gear.
Multiple Steering Gear Power Units
In areas where navigation requires special caution use more than one steering
gear power unit when such units are capable of simultaneous operation.
Change over Procedures

All officers concerned with the operation and/or maintenance of the steering gear
should be conversant with the procedures for changing over.
Records
Record, in the logbook and the moment book, for that date, the time of steering
gear checks and tests.
Condition of the steering gear and its proper functioning is checked as per
guidelines checklist for the purpose. (See sample of checklist given below)

Procedures for starting Air Compressor

(a) Procedures for Starting & Stopping Air Compressors

Checks to be made before starting
1. Check lube oil level in the compressor crank case is normal.
2. Check that the filling valve for the air bottle is open.
3. Check that the compressor air discharge valve is open
4. Check that the compressor cooling water inlet and outlet valves are open
and the drain valve shut.
5. Check that the Low Pressure and the High Pressure drain valves leading to
the unloader are open.
6. Bar the compressor by hand and ensure that the compressor is turning
freely.
7. Switch on the power for the compressor.
Start / Stop on AUTO
1. Once the power supply is turned 'On', the air compressor enters the
automatic start / stop operation mode.
2. When the air pressure in the air bottle drops to 21 kg /cm 2, the pressure
switch operates to start the Compressor.
3. When the pressure in the air bottle reaches 30 kg / sq.cm., the pressure
switch operates again to stop the compressor and discharge the drain in
each stage from the unloader (magnetic valve)
Start / Stop on Manual
1. In case of malfunction of the unloader, the compressor may be operated
manually.
2. Disconnect the drain pipes for the L.P. and H.P. stage of the compressor
leading to the unloader after the drain valves.
3. Open the L.P. stage and H.P. stage drain valves.

4. Press the compressor start button.

5. After the compressor starts, shut the drain valve for the L.P. stage first and
then shut the drain valve for the H.P. stage. Now the compressor is on load
and discharging air to the air bottle.
6. When the air bottle is filled, unload the compressor by first opening the drain
valve for the H.P. stage first and then the drain valve for the L.P. stage.
7. Stop the compressor by pressing the stop switch.
Checks during running
1. Ensure that the lube oil level is between the 'h' high and 'l' low mark on the
level gauge.
2. Check the L.P. and H.P. stage pressure
gauges for correct pressure.
3. Check that the lube oil pressure is correct and in limits.
4. Check the compressor and motor for any
noise / vibrations.
5. Check that the compressor is drawing normal amps.
6. Check that the unloader operates for draining as per the timer setting.
7. Check for water and air leaks.
8. Check that the temp for cooling water and discharge air are normal.

Introduction - starting and reversing system

Starting
There are several methods of starting a diesel engine, including manual,
electrical and mechanical devices. The techniques used on a particular engine
depend largely on its size, design and service requirements. Small diesels, such
as those employed in lifeboats may well be hand, or perhaps electrically, started.
In main propulsion engines, or even diesel generators, such methods are unable
to supply the substantial torque required to overcome the inertia of the large
masses involved. The engines usually employ a system using the energy stored
in compressed air.
Where the main engine is of the direct drive reversible type, it is essential that it
is capable of starting in either direction from any position of rest. To achieve this,
it is necessary for each cylinder to be fitted with a starting air valve, the opening
of which is dictated by a 'distributor'. This distributor ensures that air is introduced
into the relevant cylinder at the correct time to achieve starting in the desired
direction from any position of rest. There will be an overlap period during which
two cylinders, at the extremities of their air injection periods, will both receive air.
This ensures positive starting in the correct direction. (The starting sequence is
the same as the firing order for the engine.) The amount of overlap is dependent
upon the number of cylinders, the timing of the exhaust opening and so on. (The
greater the number of cylinders, the less overlap required.)
Modern practice is to introduce air into the cylinder slightly before top dead
centre (TDC). (The alignment of piston rod with con rod at this point is such that
little, if any, turning moment is developed.) This allows the air to accumulate in
the clearance volume ready to force down the piston once it is over TDC. At the
same time, another cylinder will be receiving air (because of the overlap). This
unit will be one in which the crank is well past TDC so that it generates an
adequate turning moment to carry the above unit over TDC. The first unit,
already pressurised, will be able to accelerate the engine up to the 'fuel initiation'
speed. The useful expansion of the starting air will cease at the opening of the
exhaust. To continue air injection any further would be wasteful and futile.

A starting air pressure well below the compression pressure can turn the engine
against the compression in other unit because the compression pressure rises
towards the end of the stroke. The starting air diagram shown below indicates
that there is a far greater energy release below the starting air curve than that
required to achieve the compression. Areas below the curves represent, to scale,
the energy involved in the relevant operation.
Reversibility can be achieved by introducing air into a cylinder where the piston is
approaching TDC, in the direction of rotation in which it was stopped. Exactly the
same concepts as discussed above then apply, but in the reverse firing order.
Control can be achieved through the distributor or by varying the position of the
starting air cams.
For each unit there is a cylinder valve, a simplistic design of which is shown in
the figure below.

Note the following in the schematic view of the valve:

a) The 'mushroom' head and balance piston, of the same nominal
diameter, so that the line air simultaneously acting on both faces
holds the valve in balance rather than forcing the valve open.
b) The guide on the stem, which ensures correct alignment and re
seating as the valve closes.
c) The spring incorporated to close and hold the valve closed.
d) The power piston, of such dimensions that, on the introduction of pilot
air, the valve is rapidly opened against spring pressure (and cylinder
pressure).
e) Spindle, which indicates the position of the valve and may be turned
to help close a 'sticky' valve.
To ensure that the cylinder valves open in the correct sequence, a distributor is
required. The distributor provides the air starting with correct overlap whether
going ahead or astern. Distributors may be cylindrical or circular discs both
suitably ported, or radially distributed spool type valves around a central cam, or
perhaps similar spool type valves aligned above a laterally sliding independent
camshaft. A schematic of a starting air system is shown below.

1. Turning gear interlock - prevents engine from being started when turning
gear is engaged.
2. Starting lever/valve - may be activated remotely (from bridge) or locally.
3. Camshaft - individual to starting air - carries AHD and ASTN cams for every
unit and together with piston valves for each unit acts as time distributor for

the pilot air to the cylinder valves. Negative cam provides opening period for
cylinder valve.
4. Valve to allow testing of main cylinder valves with distributor isolated such that
the engine should not turn over.

Procedure to start main engine from local and remote control positions

Air Starting System

The main engine on a ship is started by means of compressed air, which is
stored in an air vessel or bottle at a pressure of 30 bars.
For starting, to get the optimum efficiency or work done for starting, only the unit
with just past the top dead centre (TDC) should be supplied with air. Then as the
crank rotates and another piston comes past TDC air should be supplied to it.
o

In modern engine air is admitted to each unit about 10 before the TDC and up
o
to a time when the piston reaches 60 before the BDC, that is, for a period of
o
130 in terms of crank angle.
To achieve this, the air starting system is provided with at least the valves listed
below:
1. Main stop valve on the air bottle.
2. Starting control pilot air valve operated by the
lever.
3. An automatic valve.
4. A distributor valve for each unit.
5. A starting air valve mounted on each cylinder head.

starting

A main engine control panel having various gauges and alarms located in the
engine control room is shown on the left.
How the System Works
Looking at the diagram projected and considering only one unit, for simplicity
sake, the system operates thus:
A) With the starting lever at stop position:

1. Stop valve on the air bottle is closed.

2. Automatic valve is closed manually which opens the big valve and closes
the small valve against spring pressure.
3. The air pressure in the starting air line is vented.
4. The pilot valve spindle is in the raised position due to the trip bar, and
spring and thus the line to automatic valve from pilot valve is vented.
B) Main stop valve on the air bottle is opened manually. This sends air:
1. On top of the pilot valve, pushes the valve spindle down and then reaches
the top of the automatic valve piston.
2. To the automatic valve, acting on the small valve and the underside of the
piston. Now the pressure acting on the top and bottom of the, pistons are
equal but because of the automatic valve being manually closed the air is
contained above the small valve.
C) Automatic valve is opened manually
1. The pressure on top and bottom of the piston being equal and opposite they cancel each other. The spring, pressure keeps the small valve closed
and the big, valve open.
2. When the starting lever in taken from 'stop' to 'start' position the pilot valve
spindle is moved up by the trip bar. This plugs the passage on top and air
in the line on the top of the automatic valve is vented. The pressure acting
on the underside of the piston in the automatic valve overcomes the spring
pressure and the small valve is opened and the big one closed.
Air goes from the automatic valve to the starting air valve on each head
but not into the cylinder.
Air reaches the different distributor valves and the one which has or gets
its roller on the-negative cam, as per the firing order, allows the air to be
sent on the top side of, its starting air valve, thereby opening it, and
allowing the main air to enter the cylinder and push the piston down.

When starting the engine, the lever on the manoeuvring control console is
pushed to the "start" position thereby operating the pilot valve. The operation of
the pilot valve results in the compressed air in the space above the piston on the
automatic or relay valve to be vented to atmosphere consequently relieving the
force acting on the piston. As a result of this action, the automatic valve opens
due to the air pressure acting on the underside of the piston. This operation
closes the vent valve to the atmosphere and compressed air then passes to the
air starting valves and to the distributor. The air pressure acting above the
pistons in the distributor valves overcomes the spring resistance, forcing the
roller into contact with the cam.

An air-starting valve will not open until it is supplied with operating air from the
distributor where at least one of the distributor valve is in depressed position.
This allows operating air to reach in the space above the piston of the air starting
valve to open it to admit starting air to that cylinder. The engine will now begin to
turn, driving the camshaft such that the first distributor valve closes while next
one opens to keep the engine turning on air.
The control lever of the fuel pump is now moved over to the "Fuel" position. The
engine then operates on fuel. The roller and trip-bar devices cause the pilot valve
to close, such that air is shut off and the system vented. All the other valves then
return to their closed position.
Interlocks or blocking devices are usually fitted to prevent operation of the pilot
valve in the event of the turning gear being engaged, direction controls
incorrectly set, fuel control wrongly positioned or failure of essential engine
systems.
Safety devices such as relief valve, flame arrester, bursting cap or disc are
usually incorporated. The relief valve or bursting cap or disc is to relieve pressure
built up. The flame arrester prevents the hot gas from causing any explosion in
the event of air starting valve leaking. Drain valves are provided to keep the
system free of water and oil.
For astern running the reversing lever is moved and it allows air to pass, via a
switch cock, to push the distributor shaft by means of an air piston. This brings in
astern cam in position for starting the engine in reverse direction. During this
change over, distributor valves are kept out of contact by means of springs.
The engine can now be restarted in reverse direction as described earlier.
Picture on the left is of a 'wrong way' alarm mechanism. This alarm operates
when the direction of rotation of the engine is not same as per the Bridge
telegraph.
Bridge control system
The bridge control system is automatic and makes it possible to start, reverse
and control the speed of the main engine from the bridge
The telegraph is coupled to a potentiometer that sends signals to the control
system. The telegraph handle can either be moved in the normal way, i.e. in
steps corresponding to firm orders, or in smaller steps by fine adjustment of the
speed of rotation between the firm orders. If step less regulation is desired, a
special handle for this purpose is provided in front of and between the telegraph

scales. The telegraph handle is locked in each position by means of an

electromagnetic brake. This brake is released by pressing a button on the
telegraph handle.
In front of the telegraph is mounted a panel containing three lamps which indicate
the following.

Automatic stop of main engine

Automatic reduction in main engine speed

Load programme

Below these lamps is a cover marked 'Emergency'. In its closed position the
cover is forced against the knobs mounted underneath it. The knobs, activated
by pulling, have the following functions.

'Stop' for immediate stopping of the main engine from the bridge
'Load programme cancel' for cancellation of the preset load programme
'Slow down cancel' for cancellation of the automatic reduction in main engine
speed, also including 'Stop'

Such knobs must not be operated except in cases of emergency.

Below the 'Emergency' knobs is placed an order panel that is used to give orders
for control from the bridge or from the engine room. The panel contains two
indicator lamps and a signal lamp. When orders are given for a change between
control from the bridge and from the engine room, the signal is transmitted by the
telegraph. This signal is cancelled when the given functions are carried out in
the engine room.
The 'Standby' signal is linked to a push button system, the audio signal of the
telegraph being activated by pressing the button. The button lights up and at the
same time the corresponding button in the engine room lights up. The order is
acknowledged by pressing the button in the engine room.
The telegraph also contains a tachometer showing the speed of the main engine
crankshaft, and a manometer indicating the starting air pressure. In addition, the
telegraph contains rheostats for dimming the instrument scale lights, etc. The
signals from the telegraph are sent to the bridge control panel from where a
servomotor is activated to adjust the speed of the main engine via the engine
governor. The bridge control panel also activates two solenoid valves for 'Ahead'
and 'Astern', the same two valves also activating the starting air system.
The servomotor is connected through a gear and a cam disc to a fine adjustment
valve, the position of which is determined by a potentiometer corresponding to
that on the bridge telegraph. Providing that the system is prepared for control
from the bridge, the start and reversing procedures are as described below.

The governor is equipped with a pneumatic load limiting arrangement that is

dependent upon the scavenge air pressure. In the event of an automatically
repeated start, the bridge control panel sends a signal to a solenoid valve which
sends a 'false' control air pressure value to the load limiting system of the
governor, thus allowing a greater fuel pump delivery.
1. The solenoid valve for either 'Ahead' or 'Astern', whichever the case may
be, is activated by a pulse transmitted from the control unit. At the same
time, the pneumatic regulating system actuates a starting changeover
valve after the starting air distributor of the engine has been correctly
reversed.
2. If the diesel engine has been at standby for more than a stipulated lime
(adjustable), the supply of starting air to the engine is throttled, in that a
solenoid valve causes the automatic shutoff valve to be only partly
opened. A switch connected with the camshaft registers when the
camshaft has turned at least once and at the most twice. This revolution
switch sends a signal through the control panel to the above-mentioned
solenoid, which fully opens the shutoff valve.
3. The correct position of the camshaft is registered by a set of switches that
are activated by the movement of a sliding sleeve.
4. The speed and direction of rotation of the crankshaft is registered by a
tacho-generator.
5. When the engine is started, the servomotor sets the governor at the
starting rev/min. The output signal from the governor is blocked during
start by means of a stop cylinder, which is supplied with air from a
solenoid valve that is also used at 'Shutdown'. The result is that the stop
cylinder receives air even though the pneumatic system, which is in
connection with the sliding sleeve, allows a blow-off.
6. When conditions 3. and 4. above are fulfilled and the starting revolution
level has been reached, the stop cylinder is blown-off by means of a
solenoid valve, while at the same time the solenoid valve for either 'Ahead'
or 'Astern' is also blown-off, thus releasing the output signal from the
governor at the same time that the supply of starting air is cut off.
7. At each start the servomotor sets the automatic governor to a rev/min
corresponding approximately to 'Slow'. The servomotor does not set the
governor to the required rev/min until the crankshaft has stabilized its
rotational speed at the starting rev/min corresponding to the load. The
servomotor then sets the governor at the desired rotational speed.

8. Possible ranges with critical speeds of rotation are passed automatically.

9. When the telegraph handle is placed at 'Full' speed, the servomotor sets
a pneumatic fine adjustment valve to the corresponding position through a
time programme, the result being that the ordered level is reached in steps
of 2 rev/min at a time within a predetermined period. This avoids
excessive thermal loads on the engine. The programme is repeated every
time the telegraph handle is moved from the adjusted limit around 'Full'
speed.
10. When the reversing signal is given, the fuel pump index is immediately set
at zero, and the tacho-generator indicates when the rev/min has
decreased to a value at which reversing can take place. The start
procedure is then carded out as described above.
11. If the engine fails to start, fresh starting attempts occur automatically. The
number of starting attempts is limited by a pressurestat, which under all
circumstances blocks the bridge control system when the starting air
pressure falls to the lowest level at which sufficient air is ensured for a few
starts.
9. When the telegraph handle is placed at 'Full' speed, the servomotor sets
a pneumatic fine adjustment valve to the corresponding position through a
time programme, the result being that the ordered level is reached in steps
of 2 rev/min at a time within a predetermined period. This avoids
excessive thermal loads on the engine. The programme is repeated every
time the telegraph handle is moved from the adjusted limit around 'Full'
speed.
10. When the reversing signal is given, the fuel pump index is immediately set
at zero, and the tacho-generator indicates when the rev/min has
decreased to a value at which reversing can take place. The start
procedure is then carded out as described above.
11. If the engine fails to start, fresh starting attempts occur automatically. The
number of starting attempts is limited by a pressurestat, which under all
circumstances blocks the bridge control system when the starting air
pressure falls to the lowest level at which sufficient air is ensured for a few
starts.
Safety system. The safety system can be connected to alarm devices that
come into operation during critical conditions. This makes it possible to
automatically reduce the rev/min of the crankshaft or to stop the engine by
means of the servomotor or the stop cylinder respectively. The 'Shutdown'

and 'Slow down' functions are fed to a separate safety panel that transmits a
signal to both the bridge control panel and the alarm panel. The signal to the
bridge control panel is delayed for a few seconds to avoid the risk of
momentary variations of the controlled values affecting the engine. The panel
also provides the possibility of disengaging any defective functions from the
bridge control panel.
Communication system. The telegraph contains an order panel, which
gives orders for control from the engine room or the bridge. Changeover from
engine room to bridge. Movement of the order selector to the position
corresponding to control from the bridge results in the activation of the
telegraph bell. This signal is acknowledged from the engine room by
preparing the engine for bridge control. This is carried out by shifting the
manoeuvring handle to a suitably high-index, because the maximum rev/min
that can be achieved from the bridge is limited by the position of the
manoeuvring handle. An indicator lamp indicates that the handle has been
placed in the correct position, while at the same time a switch on the
pneumatic order selector indicates that this is standing in the 'Bridge control'
position. The two switch functions acknowledge the order given from the
bridge and stop the telegraph alarm signal.

Procedure to observe post start-up checks of

main engine and shafting

A full set of Main engine observations is explained in sub-task ME 4.2.4.

The most important checks to be made at the initial stages are listed below:
Pressure and temperature at the outlet from the cylinders and pistons
Pressure and temperature of lubricating oil at the outlet from each unit
Exhaust temperature from each unit
Turbocharger RPM
Oil flow to the thrust bearing, camshafts, and for other purposes
Abnormal noise
Scavenge air temperature after the air cooler
Working of the oil mist detector

For a critical analysis of the performance of the engine, a full set of indicator
cards is taken. The procedure for taking indicator cards and their interpretation is
given in the sub-task ME 6.2.19.

Changeover from 'Bridge control' to 'Engine room control'. The telegraph

bell is activated when the order selector is shifted from the 'Bridge control' to the
'Engine room control' position. By moving the order selector to 'Engine room
control', a switch cancels the signal, and the telegraph alarm ceases.
The order 'Finished with engines' can be acknowledged only by placing the order
selector to 'Engine room control' and the automatic shut-off valve in the blocked
position.
Emergency Control from Engine Side
In the event of breakdown of the normal pneumatic manoeuvring system, the
governor or its electronics, or for other reasons, if direct index-control is required,
the engine can be operated from the emergency console on the engine side.
Change-over with running engine:

Reduce the engine load to max. 80% of MCR.

Check that the position of reversing valve corresponds to the present running
direction.
Move the regulating hand wheel to bring the tapered slots of the change-over
mechanism in position opposite each other.
Put the blocking arm in emergency position.
Quickly, move the impact hand wheel to the opposite position.

This disconnects the fuel pumps from the governor and connects them to
the regulating handle and the-emergency console.
Move the change-over valve to EMERGENCY position.

This vents valves and leads control air to the valves in the emergency
console.

Activate START valve 101 briefly.

This air impulse deactivates STOP valve.
Set the engine speed directly with the regulating hand wheel.

When the governor is disengaged, the engine is still protected against overspeed
by the electric overspeed trip, i.e. the engine is stopped automatically if the
revolutions increase to the overspeed setting.
The overspeed shut down can only be reset by moving the regulating hand wheel
to STOP position. Manoeuvring must therefore be carried out very carefully,
especially when navigating in rough weather.
During this operation the local control must be manned at all times.
A check list of main engine emergency maneuvering
Changing over to Emergency Control
1. Confirm from Master that the engine control is being changed over to
emergency control.
2. Proceed to the emergency control stand on engine side.
3. Ensure that the stop valve is activated (pressed down).
4. Open the locking for the hand wheel anticlockwise to release the hand wheel.
5. Put the blocking arm in Emergency position.
6. Turn the hand wheel to move the inner most lever for the change over
mechanism to a position where the impact wheel is able to enter the tapered
slots in both levers.
7. Quickly turn the impact wheel anti clockwise. This will disconnect the
governor / actuator and connect the hand wheel to the fuel pump regulating
linkage.
8. Turn the position of the change over valve from remote to emergency.
9. Now the engine may be operated from the Emergency Controls.
Starting / Stopping and reversing
1. Ensure that the stop valve is pressed-activated.
Note that reversing to a new direction is only possible when stop valve is
activated.
2. Check that the reversing valve is in the correct direction as ordered on the
telegraph.
3. Move the regulating hand wheel to START position.
4. Press down the START push button. The engine turns on air and then fires on
fuel.
5. Release the START push button. Now the engine is running on fuel. Regulate
the engine RPM as per order from bridge by the regulating handle.

6. On STOP order from bridge, press the stop push button, the engine will stop.
Move the regulating hand wheel to Stop position.
7. When the engine has to be reversed, turn reversing valve in the required
direction and proceed as described in step1 - step 4
7

Procedure for emergency running and crash

manoeuvring of main engine

Crash-Stop When the ship's speed must be reduced quickly, the engine can be
started in the opposite direction of rotation according to the procedure below:
The procedure is valid for:

Control Room Control.

Emergency Control from Engine Side.

Acknowledge the telegraph.

Give the engine a STOP order.
The engine will continue to rotate (at slowly decreasing speed), because
the velocity of the ship through the water will drive the propeller, and
thereby turn the engine.

Check that the limiters in the governor are not cancelled.
When the engine speed has fallen to the REVERSING-LEVEL (15-30% of
MCR- speed, depending on engine size and type of ship)

Give REVERSING order.

Give START order.

When the START-LEVEL is reached in the opposite direction of rotation

(8-12% of MCR-speed):

Give order to run on fuel.

Note: If the ship's speed is too high, the START-LEVEL will not be
reached quickly. This will cause a loss to starting air.
In this case:
Give STOP order.
Wait until the speed has fallen further and try the above steps again.

If the engine runs on fuel in the correct direction of rotation, keep the engine
speed low for the first few minutes. This is in order to reduce the hull vibrations
that may occur owing to "conflict" between the wake and the propeller.

Introduction - duties as a Watch Keeping Engineer

under supervision

An Assistant Engineer Officer (AEO) must be aware of the duties of his

immediate superior, i.e. the watch keeping duty engineer.
Under the units ME 4.1.1 and ME 4.2.1 you learnt various aspects of watch
keeping at sea, in port and at anchorage. Details for procedures for 'taking over'
and 'handing over' a watch were explained in the unit ME 4.1.1
As a reminder, following are the duties that the watch-keeping engineer must
bear in mind for 'manned' or UMS operation of the engine room:
Manned Engine Room
When the machinery spaces are manned, the engineer must be capable of
operating the propulsion equipment in response to the need from the bridge.
All bridge orders must be promptly executed. During manned operation the
machinery spaces must be supervised and the presence of a watch-keeping
engineer is essential.
UNATTENDED MACHINERY SPACE Operation
When the machinery spaces are in the periodic unattended condition, the
duty engineer must be readily available to attend the machinery spaces when
required.
Each day, prior to leaving the engine room unattended, a complete UMS
round is to be taken by the duty engineer and all parameters recorded in the
logbook.
Whenever an engineer is required to attend the engine room during the
unattended period, he must inform the bridge of expected stay in engine
room. On completion of job, he must inform bridge when he has left the
engine room.

In this unit you will learn a wide ranging watch keeping procedures and
adjustment to be made to maintain normal operating conditions of machinery in
the engine room.

Procedures of watch keeping and adjustments will vary from ship to ship
and would depend upon the type of ship, type of machinery, operating
conditions (weather and temperatures), loaded or empty, and location of
the ship
(in port, at sea, or in congested passage).
Adjustments are to be made when levels, temperatures or pressures have
changed to below or above the normal limits. In most cases adjusting the flow of
liquids will get the desired results. In case of alternators frequency can be
manually adjusted if required while voltage is automatically regulated.
It is advisable that you learn to make adjustments under supervision. In due
course of time you will be allowed, by your superior, to make adjustments on your
own. Whenever you make adjustment to any settings, you must inform the
Officer in charge of the watch .
You need to learn to observe and adjust operation of the machinery as per the
guidelines mentioned below:

Duties of an assistant engineer officer on:

seagoing watches

As mentioned in the Unit ME 4.1.1, the first element of the watch keeping is to
observe attentively, and the second is to anticipate.
As an Assistant Engineer Officer (AEO) you must focus on what to observe
during the watch, which aspects of machinery to look for, what changes to look
for and anticipate, and what are the critical items. You must note how often does
particular machinery needs to be watched. How to observe machinery items
inside and outside the engine room within the available time?
For personal safety, you must know how to use telephones systems. Recognise
escape routes from machinery spaces, and distinguish between the various
alarms.
While on board, on or off duty, you must be aware of the pollution prevention
regulations and possible sources of pollution from the engine room and ship.
You must be aware of location and type of fire fighting equipment in the engine
room and accommodation. Recognise alarm for CO2 fire extinguishing system
for engine room and action need to evacuate engine room in such an event.
Alarm for emergency station, location of emergency station and own duties.

Duty of an Assistant Engineer Officer (AEO)

You are required to recognise all machinery items in the engine room and
outside that are to be operated and maintained by an Engineer Officer.
Learn procedures to start and stop each item.
Have an accurate understanding of pipeline for various main and auxiliary
systems so that you can isolate or bypass machinery when required.
Observe safety precautions and prevent pollution of the sea and air.
Carry out assigned duties in emergency situations.

As an AEO you will be required to initially watch and learn

Basic duties of a Watch Keeper

This is what you are being prepared for through this programme:
Start or stop a machinery
Routine procedures like draining fuel oil tanks
Checking levels and filling up water in expansion tanks, oil in sumps and
service tanks.
Checking bilge wells and pumping bilge water into bilge holding tanks. Using
oily water separator. Pumping out hold bilges.
Manual de-sludging of purifiers if required and monitoring auto de-sludging
and performance.
Using steam for heating where required.
Observing machinery for normal operation, ensuring relevant parameters
Ballast or de-ballast tanks as called for.
Attend to any alarms, and make adjustments.

As you get familiar with the machinery in the engine room and gain
experience, you will be required to take up some or most of these duties
independently. You may be called upon for isolation, by-passing and
adjustment of valves, pumps, compressors, purifiers etc. during the
engineering watch and record all work carried out.

Basic discipline for assisting in watch keeping

Arrive 15 minutes before the watch keeping time. Never turn up late. Initially
you may require 30 minutes or more for taking over a watch at sea, hence
adjust your timing accordingly.
Never leave the engine room during manned operation of the engine room
without informing the watch keeper.
Make it a habit to wear helmet, safety belt,
earmuffs and a non-skid safety shoe during watch.
Always carry a torch, a notebook and a pen and some cotton waste.
Always consult a senior engineer whenever you
are in doubt. By any wrong action you may jeopardize your safety or safety
of the others on board.

 Initial days on board are crucial. Be careful about moving objects, narrow
spaces, running
machinery, steam lines, exhaust trunking, and in handling portable electrical
equipment and
grinders.
Inform your immediate superior about you
movement in the engine room and outside.
While tracing pipelines under the floor plates
watch out for engine flywheel and watch out from
falling through open floor plates.
In rough weather you must be extra cautious from items which might shift
from their place.

Details given below have some repetition with that given for task 4.1 and sub
tasks task 4.2.4, 4.2.5, and 4.2.6.
The following gives the observations to be made while assisting on sea going
watches:
1. Observe the funnel for colour for smoke, sparks, and any steam
leakage. For good combustion the smoke should be colourless.
Whitish smoke indicates excessive oxygen while blackish smoke
indicates presence of partially burnt fuel.
2. Check funnel flaps, engine room blowers, blower flaps, air
conditioning plant, domestic fridge system and temperatures of cold
rooms. While visiting the domestic fridge compartments take
precautions to understand the alarm system fitted.
1.

Exhaust gas boiler and auxiliary boiler - soot blowing is an important

activity, learn the procedure (explained in 4.2.13) for soot blowing and the
precautions to be taken. Boiler gauge glasses are to be blown through and
correct boiler level ascertained. Observe automatic operation of level control
and automatic operation of combustion control (if the boiler is firing at sea),
check for leakage of steam, fuel oil. Water hammering is an undesirable
aspect in steam pipes. You will be required to assist with setting up steam
lines for various operating or heating systems. Hence exercise caution while
opening steam line valves.
Observe various boiler mountings - main steam stop valve, safety valves,
feed check valves, gauge glass, pressure gauge, salinometer valve, blow
down valves etc

2.

Steering gear - check oil levels, grease points, leakage at glands, abnormal
noise, emergency escape if provided in the steering gear room should be
clear.

3.

Levels of expansion tanks, fuel oil and diesel oil service and settling tanks,
stern tube gravity tank, boiler fuel oil tank, main engine piston cooling, jacket
cooling, nozzle cooling tanks, fresh water storage tanks, aft peak tank,
levels of lubricating oil and cylinder oil tanks, levels of double bottom tanks
in the engine room, main engine and auxiliary engines' sump soundings
including those of standby engines, levels of gear cases of purifiers, crank
cases of air compressors, levels of turbochargers of main and auxiliary
engines etc.

4.

Main engine - note all parameters, operation of exhaust valve, feel the
starting air line immediately after the cylinder head start air valve to
ascertain that the valve is not leaking, feel the fuel oil high pressure pipe at
the protective sheath to ascertain the uniform pulse of the fuel oil high
pressure line, check for any leakages, feel the scavenge manifold and drain
the scavenge space, feel the under piston space and check the quantity of
oil drained from the under piston space, (it is a good practice to check the
total quantity of sludge drained every watch), check the cylinder lubricators
operation, oil mist detector operation, feel the crank case doors and listen
for any abnormal noise.

5.

Auxiliary engines - observe all parameters, listen for any abnormal noise,
check for any leakages (with special attention to leakages at the bilges),
check for lubrication at the cylinder head after lifting up the cover, observe
smooth operation of the fuel racks, feel the crankcase doors, observe the oil
level in A/E turbocharger turbine and blower side, observe the governor oil
level and settings of the governor, check the oil flow at the alternator
bearings, feel the alternator casing, check the priming pumps of standby
generators are on auto.

6.

Air compressors - observe all parameters, observe the pressure at

different stages when the air compressor is running, observe correct
operation of unloader, check for any abnormal noise or leakage. Check air
bottles pressure, drain air bottles of oil water mixtures. Check compressed
air pipes for leakages.

7.

Fresh water generator - observe all parameters, observe evaporation

through inspection window, observe carefully any drop in vacuum or rise in
shell temperature or rise in salinity, check that the dosing system is in
operation.

8.

Purifiers - observe all parameters, gear case oil level, any leakage at the
shaft seal; check that the water seal is intact, the level of purifier sludge tank
and the bilge area near the purifier; observe any unusual vibration or noise.

9.

Pumps - observe proper operation, leakage at gland/mechanical seals,

abnormal noise or vibrations, feel pump motor for overheating, feel the
bearings and bushes for overheating, observe that the pump is not running
dry.

10. Fuel Tanks: Tanks containing heavy oil, diesel oil and lubricating oil must
be checked for proper level and appropriate temperatures. Observe the tank
soundings of all tanks including domestic fresh water tanks, double bottom
tanks etc.
11. Drive Shaft & bearings:
Thrust bearing, shaft generator, intermediate
shaft bearings and stern tube - observe all parameters; check flow of
lubricating oil in the stern tube and the temperature of lubricating oil; feel the
intermediate bearing and check the temperature of oil.
12. Engine room bilges - observe levels of all bilge wells. Normally it should be
empty or should be below the tank top.
13. Log-book:
Recording, in the engine-room log book - observe the
cleanliness being maintained while writing the engine room log book. The
logbook is an official record of all the happenings in the engine room
together with all parameters of machinery noted for record and reference.
14. Communication - it is important that you communicate with your seniors
about your doubts regarding watch keeping, tracing lines or working on
machinery on a regular basis in the first three months.

Duties of an assistant engineer officer

on: port watches

The duties of AEO have been enumerated in heading 2 above. Additional

aspects watch keeping while that ship is in a port are listed below:
Extra precautions while the ship is in port
1. Be careful of stowaways or any authorized personnel entering the
engine room or steering gear compartment. As far as practical, keep all
engine room access doors locked shut. Keep a note of the likely hiding
places in the engine room and check these places during port stay and
prior departure. Keep all Engine Room stores, Air Conditioning
compartment and work shop doors locked. Be aware of the stowaway
and pilferage problem while in port.
2. You have to be watchful for any authorized repair personnel engaged in
engineering activities. Keep a note of their work, precautions being taken
and fire protection.
3. Become aware of the needs of the cargo operation, for example,
additional generator requirement when cargo gear is in operation or
requirements of ballast.
4. Keep main engine, steering gear and related machinery in a state of
readiness if there are indications of departure from port.
5. Observe for leakage of compressed air or steam during port watches
because this is the time that the engine room is relatively quiet and it will
be easy to detect these leakages.
6. You need to be familiar with the ship's ballast system and its controls and
the on going ballast operations. This is covered under the unit ME 7.1.1.

Routine Procedure
The routine procedure is common for Watchkeeping and you will notice
certain repetition.
1. Take proper round of Auxiliary Engine (A/E) and check all parameters.
Check Lubricating Oil Sump, governor and turbocharger Lubricating Oil
level. Lift the cylinder head cover to watch proper lubrication at the rocker
arm. While cargo gear is in operation, the load on the A/Es will be higher;
ensure adequate A/E's are running depending upon load requirement and
observe whether the cooling medium (Lubricating Oil, circulating water)
temperatures are maintained.
Check the oil levels, water levels in expansion tanks, boiler hot well level
checking engine room bilge levels and bilges for any leakage of oil, drain
water from all service and settling tanks
2. Check Auxiliary Boiler fuel oil tank level, gauge glass water level
(maintain in the 1/2 to 2/3 range) and blow though the gauge glass.
Check fuel oil temperature and pressure. Also see colour of smoke
emitting from the funnel.
3. Check all running machinery for any abnormal sound, vibration or signs
of overheating. Check amperage to ensure it is normal. (Most ships,
watch keepers make a mark on the meter dial for normal load condition.)
4. Check Air Compressors for normal operation. Maintain air bottles at the
required working pressure.
5. Check running A/C and fridge compressor oil level, receiver's liquid
level, `V' belts and running load.
6. Check engine room double bottom tanks sounding pipes closing device
in closed position and caps in place.
7. Garbage and oily rags to store in closed container.
8. Main engine turbo chargers blower air filters to cover with tarpaulins and
gas casing drains to keep open
9. Main engine scavenge drains to keep open.
10. Be aware of the jobs to be carried out and any instruction from Chief /
Second engineer.

11. Fuel oil transfer, when required has to be done with Chief Engineer's
explicit instructions.
12. Note the requirement of fire pump for deck water line.
13. Observe bilge overboard valves shut and locked.
14. Be aware of Port State Inspection and any likely question the Port State
Inspector might ask.

Duties of an assistant engineer officer on:

Anchor watches

The duties of AEO have been enumerated in earlier headings, additional duties
while assisting in anchor watches are listed below:
Usually the Chief Engineer, in consultation with the Master, decides whether to
maintain sea watches.
An efficient watch must be kept and periodic inspection must be made of all
operating and stand-by machinery.
Main and auxiliary machinery is maintained in a state of readiness in accordance
with orders from the bridge.
The damage control and firefighting systems must be in a state of readiness.
Note the rough weather precautions while at anchorage. All loose items in the
engine room are to be lashed properly. Sump soundings of machinery must be
adequate so that in rough weather the pumps do not loose suction.

Drills on Board

As required by national and international regulations, before a ship proceeds to

sea, a muster list must be prepared, which assigns the duties of crew members
in the event of emergencies like fire or other emergencies.
Emergency is any situation or accident that causes or is likely to cause loss of life
and damage to environment or property.
In any emergency be it fire, abandon ship, black out situation, pollution or any
other situation - it is very important that the Shipboard Emergency Response
system must be fully operational to control such a situation.
The following alarms are normally used on board a ship to indicate these
emergencies:
General Emergency
Seven or more short blasts followed by one long blast on General Alarm and
Ship's whistle
Fire
Continuous or interrupted continuous ringing of the bell on the General Alarm and
Ship's whistle
Abandon Ship
Only on Master's verbal orders.
On cargo ships, at least one fire drill per month must be held to meet the
statutory requirement that each crew member must participate in a fire drill at
least monthly (fire drills must be held weekly on passenger ships). Details of the
drills, which must be entered in the official logbook, should include the date and
nature of the fire drill and the nature of the on-board training given. Many
companies require fire drills at fortnightly intervals.

Duties and actions during a fire drill

Organisation on board for fire drill

Fire drills are held simultaneously with the first stage of the abandon ship drill in
which, following the general emergency alarm signal, ships personnel proceed
to their muster stations.
The second stage of the abandon ship drill, i.e. the muster and drill at the
survival craft stations, follows the fire drill.
In carrying out fire drills, the master or chief engineer identify potential fire
hazards. Occasionally, although the time of the fire drill is announced, no
advance warning may be given of the actual location of an assumed outbreak.
This will test both the preparedness of the personnel and check on the ready
availability of the fire fighting equipment. Speed is essential since most fires
can be extinguished with hand held extinguishers in their early stages.
The emergency fire pump should always be tested for availability.
It is very important that you should be familiar with the fire fighting equipment
available, its location, and, above all, the fire control plans.
The fire parties should be sent to the scene of the assumed fire. The hoses in
the vicinity should be laid out and water should be played through them
wherever practicable. The water supply should be taken first from the machinery
space fire pump. The machinery space fire pump should then be stopped, the
isolating valve should be closed and the supply taken from the emergency fire
pump. A list of portable fire extinguishers available is noted and instruction is
given in the use of the type of fire extinguisher suitable for the assumed fire.
The shipboard personnel are instructed and exercised in the closing of openings
i.e. fire doors, ventilating shafts, closing flaps in the annular space within the
funnel, side scuttles, skylights etc. so as to reduce the supply of air to a fire and
isolate it from other parts of the ship, especially stairways and lift shafts. All

persons are made familiar with the position and operation of remote controls for
ventilating fans, oil fuel pumps and oil tank valves.
Fixed installations for extinguishing fires, such as CO 2 system for machinery
spaces, CO2 for the cargo spaces, and the sprinkler systems, if fitted in the
accommodation, should be checked and routine tests need to be carried out.

The relevant communication equipment is checked for correct operation.

The operation of watertight doors is checked.
Emergency power system is tested.
The fire party is exercised in the use of breathing apparatus, protective
clothing, axes and safety lamps.
Where the number of sets of breathing apparatus permits, persons using
them should practice in pairs. Any necessary maintenance or defects
should be remedied without delay.
Any fire extinguishers used during the test should be recharged or
replaced with a charged extinguisher immediately.

Training in the use of fire fighting equipment, and particularly in the use of
breathing apparatus is of major importance. The rapidity with which fire parties
with members wearing breathing apparatus arrive at the scene of a fire can be
the difference between extinguishing a machinery space fire or having to
evacuate the space, losing all power therein and having to use the fixed fire
fighting installation.
Senior officers conduct the training sessions to ensure the company's
commitment to fire safety and instill safety consciousness. You may be drawn
into discussions on the topics taught to stimulate interest and check the extent
of grasp on the topic. Key points will be emphasised and illustrated by
demonstration before you handle the equipment and repeat the key points. You
should then demonstrate the use of the fire fighting equipment and be well
prepared for the fire drills. Regular practice reduce the difficulty of carrying fire
hoses into machinery spaces and up and down stairways and alleyways whilst
wearing breathing apparatuses.
Although the exercises are made as realistic as possible, on no account should
a fire be started nor should training in the use of breathing apparatus be
conducted in a dangerous atmosphere.
Fire drill on board
When you discover fire on board, immediately raise an alarm.
An alarm can be raised by:

Manual call buttons located on all decks in the accommodation and in the
engine room.
Fire bells and sirens sounding continuously until stopped from the bridge.
If the alarm system fails, the alarm should be raised by blasts on the
ship's whistle.
Shouting "fire" "fire" "fire".
Intercom / Ship's Whistle / Loud Hailer
By any other means so as to attract attention.

After the alarm is raised, the next step is to give correct description and location
of the fire to the Bridge or to the Control Centre.
The information should contain:
Your identification, Nature of Emergency, Location, Is there anyone else with
you to assist, etc. on the basis of what you can see and not what you think.

Let us briefly discuss the various squads that are usually formed on board for
the purpose of Emergency Response System.
Bridge Squad: is responsible for command and control of the entire situation,
and for ensuring that an efficient muster of personnel is carried out. The duties
of the Bridge squad includes raising alarm on deck and accommodation,
announce location of fire, Establish communication between all squads and if
required external communication with shore/ company etc, maintain safe
navigational watch and keep a detailed timed record and log of events etc.
Engine Room Squad: In case of unmanned engine room, the engine room
squad will proceed to the engine room only if it is safe to do so. If the Engine
squad finds the engine room unsafe to enter, they must back off towards the
muster point. As required, the remote trips, vents and fire doors etc are then
shut off. The main duties of the Engine room squad are to keep in touch with
the Bridge, to maintain pumps and other machinery as required for the
emergency, to keep a proper watch of running machinery and maintain a record
in the Engine room.

Emergency Squad: is the main action squad. They are usually divided into two
teams one headed by the Chief Officer and the other by the Second Engineer.
In case of fire in the Engine room - the Second Engineer's team would be the
first to enter with breathing apparatus sets, fire suits, charged hose, walkie-talkie
sets etc. If an emergency occurs on the deck then the Chief Officer's team will
take charge and the 2/E's team will remain standby. This arrangement is
deliberate as the Second Engineer and his team will have better familiarity with
the engine room and likewise the Chief Officer and his team will be more familiar
with deck. As mentioned earlier - they are the main action team and must have
at least 3 officers in it. Depending upon the emergency they will carry out fire
fighting, damage control or rescue operation.
Support Squad: Their duties will include shutting ventilators and doors,
boundary cooling, assist the on-scene commander with any other task, prepare
lifeboats or life rafts as required, provide additional manpower if needed and
provide logistic support such as bringing extra air bottles for breathing
apparatus, charging air cylinders, maintaining security patrols etc.
Medical Squad: The main job of this squad is to prepare stretcher and first aid
kit near the scene of emergency. They are trained in transporting casualty to a
safe place, give first aid as required, prepare for extra water and provision for
lifeboats, if required.
Duties and tasks of a fire party in a drill
At the muster point ensure all personnel present in their proper gear.

Report any person missing to the Bridge.

Ensure that all the persons are aware of their respective jobs as stated in
the muster list.
Depending on the situation various squads have to get their equipment,
and report their readiness.
Once the various squads are ready, each squad is detailed about the
situation and the action the squad must take.
In case you are the person to enter an area where fire has occurred then:
Check your breathing apparatus. (The checking procedure will be
explained to you at a different module).
Ensure that you are wearing a fire suit and have the proper equipment
such as flash light, fire axe, walkie-talkie etc.
Ensure that the fireproof safety line is properly secured to your safety
belt.
If you are the leader, ensure that your partner is also in fit condition.

When entering a fire zone, crouch low, ensure that you and your partner
are in close contact with each other, and move cautiously so that you do
not trip over some obstacles.
Always monitor the pressure of your breathing apparatus (BA) set and
start leaving the place when the pressure of the BA set is 50 bars or less.
Ensure that the lifeline does not get entangled in any obstacles such as
ladders, gratings etc.

When moving in a fire-affected area with insufficient light, use the back of your
palms to feel the heat before moving ahead.
When engulfed in smoke, keep as low as possible. Smoke being lighter than air
will rise and hence you will have better visibility at the bottom.
The above are few points that have to be borne in mind for fire fighting.
No seafarer can afford to be unfamiliar with the ship's fire control plan, or the
location and use of its equipment. Nor can he afford to dismiss fire drills as a
statutory chore. A clear head, sound training and familiarity with the ship and its
equipment will result in most fires being extinguished before they reach serious
proportions.
Knowledge alone is not a sufficient safeguard. Self-discipline is essential and
the fundamentals of fire safety must be put into practice.

Duties and actions during abandon ship drill

Abandon ship drill is also part of the emergency response systems.

The General Emergency alarm is sounded and the crew is informed of abandon
ship drill. The following are the guidelines for an abandon ship drill:

The crew muster at the muster point, properly dressed, wearing life jackets,
and carrying with them all their other personal protective equipment.
The head count is taken and reported to the Bridge.
All crewmembers are checked to be familiar with their respective duties as
displayed in the muster list.
Once checked, the crewmembers are assigned their respective stations.
Each crewmember must report when he has taken position at his respective
station.
To prepare the life boat for launching the following task should be performed
by boat crew and reported to the officer in charge:

Painters made fast

Gripes removed
Plugs shipped and lifelines clear
Harbour pins removed
Tricing pendent in place and secured
Winch man ready to lower the boat.
Life boat ladder ready to be lowered.

Once report is received from all above, check that the shipside is clear by looking
over the shipside. The persons inside the boat must be secure and holding on to
their lifelines.
The winch man slowly lowers the boat to the embarkation deck.
Usually no men are left in the boat during this stage of lowering.

Once the lifeboat is at the embarkation deck the bowsing tackle is made fast to
keep the boat along side the embarkation deck. This will facilitate boarding of
crewmembers and also lowering the embarkation ladder.
Once the crew has embarked on to the boat, the boat can be lowered to the
water and launched.
USCG requires boat to be in water and released in 10 minutes after
sounding the alarm
AT SEA BOATS ARE TO BE LOWERED ONLY TO THE EMBARKATION
DECK, WEATHER PERMITTING WITHOUT ANY PERSONNEL IN THE BOAT.
Personnel involved in the drill must demonstrate familiarity in:
Boarding a survival craft following correct procedure.
Securing themselves in the survival craft.
Ability to assist others in the survival craft.
Launching and releasing the survival craft.
Steering the survival craft.
Use, handling and correct operation of essential equipment within the survival
craft.

After the drill has been completed, all equipment should be examined, defects
rectified and equipment once again brought up to the standard required by
Regulations.
The crew should be debriefed on the conduct of the drill and deficiencies/
mistakes brought to their notice. Corrective action to be initiated.
Abandon ship drill carried out is logged in the Deck Log Book and the Official Log
Books. A Drill Report is prepared and filed. In case a drill could not be carried out
as per regulation, the reason for this should be stated.

4 Duties and actions during a Black Out Drill

The following are the duties an engineer must essentially observe during a black
out drill:

Inform bridge as soon as possible about the reasons for blackout and time
it will take to restore the power. This information will allow the ship to take
necessary action while the ship is in a close quarter situation,
manoeuvring in narrow channels, approaching a port or important
installations, passing through lock gates, discharging cargo in port, etc.
Activate engineers' call alarm. This is to draw attention for all engineers to
be called urgently to the engine room so that the black out situation can be
remedied as quickly as possible.
All engineers must proceed to engine room.
If Standby Generator has not started and come on load, start same and
put it on load. In UMS class vessels, the standby generator is
programmed to start and come on load automatically, in case of failure of
the running generator. In case of failure of all the generators, (say a failure
of the main bus bar), the emergency generator is programmed to start
automatically. In case of manual operation, the emergency generator will
have to be started manually. The emergency generator supplies power to
emergency equipment only.
Confirm sequential start of all essential machinery or start same. Once the
power is restored, the essential machinery is programmed to start
sequentially. If so, observe that the machinery start automatically in a

sequence. If the vessel does not have this facility, the engineers are
required to start the machinery manually, in sequence or order of priority.
Change over Main Engine control to engine room and reset all trips. When
the power is lost the main engine trips operate to save the engine from
damage. Same is the case with all machinery, which have trips for
protection.
Check all purifiers for overflow. In case of automatic operation, the oil flow
to the purifier is stopped if there is black out. In case of manually operated
purifier, the overflow from the purifier has to be checked.
Stop Fresh Water Generator and dosing. The fresh water delivery to tanks
must be closed.
Check running Generator for normal operation.
After normal power is restored, restore all machinery to the normal
operating condition.
Check the cause of failure of the generator that had shut down. Start
lubricating oil priming pump and turn the engine. Ascertain cause for shut
down, rectify the cause, and try out the generator at the earliest
convenient opportunity.

The following could be a guideline to start machinery after a power failure:

Confirm all cooling water lines and fuel lines to the generators are in order.
Check Auxiliary Boiler is on auto and firing.
Reset and restart all auxiliary machinery.
Inform bridge that stable power is available to put on navigation systems
and radio equipment.
Start Main Engine after confirming all checks.
Check all running machinery in engine room. (Refer to the checklist for
engine room machinery).
If all systems are normal, inform bridge and change over main engine
control to bridge control.
Take corrective action to prevent reoccurrence of a similar situation.
Ensure emergency generator is stopped and on standby mode.

In case of start failure of stand-by generator

A designated engineer (say, third engineer) to proceed to emergency

generator room, start the generator and take it on load.
Confirm supply restored to essential machinery.
Prepare for emergency steering if in restricted waters.
After main supply is restored isolate and stop emergency generator.

Precautions:

Keep in contact with bridge during black out. This is important, because
the bridge has to be briefed about the situation in the engine room during
black out.
Always have sufficient flashlights in the engine room.
Ensure one auxiliary engine is always on standby mode.
Ensure emergency generator is always on "Auto Standby". This is
possible if the emergency generator is arranged to start automatically in
case of a power failure.

Points for personnel safety during power failure:

Do not panic.
Extinguish cigarettes and open flames.
If no flashlights are available, wait until emergency power is restored or
someone arrives with a flashlight.
Do not attempt to move in the dark.
In case hot work is being carried out, stop at once.
Shut off gas / welding plant.
Remember to switch off power tools and disconnect from source before
laying them aside.
Personnel working in enclosed spaces to leave the space using flashlights
after securing all work tools.
Personnel trapped in elevators should call for help and wait for assistance
to arrive.

1.1

Basic Requirements for Steering Gear

1.1

Basic Requirements for Steering Gear

Should be able to move the rudder to any position in response to orders

and hold it in a position.

Performance

For the main unit

With ship at deepest draft and max ahead speed

35 to 35possible

35 to 30 in 28 secs.

For the auxiliary unit

With ship at deepest draft, and moving at a speed greater of 7
knots or half the max ahead speed
Move the rudder from 15 on one side to 15 on the other in 60
secs.

Other requirements

Continuous availability

Rapid movement

1.2

Protection against abnormal pressure

Stability of action in rough weather conditions
Ability to overcome initial fault conditions (Reliability)
Strength & sturdiness
Emergency operation
Provision of alarms

Principle of availability (minimum)

Duplicate identical power unit (motor and pump with duplicate piping with
isolating v/vs) such that a single failure in its piping systems or in one of the
power units can be isolated so that the capability of steering can be
maintained or speedily regained.

1.3

Neither the rudder nor the tiller need be duplicated

Ships with duplicate set of rams (4 rams) are preferred for even turning
moment and a greater degree of duplication.
Shortcoming of the earlier systems were that the loss of hydraulic fluid
lead to complete loss of control on movement of the rudder.

Requirements for tankers above 10,000 GRT

It must fulfill the following criteria:

Regains steering capability within 45 sec. following a single failure of any
part of piping systems or in one of the power units.
Has alarm for low level of hydraulic fluid in the reservoir.
Has reserve oil for recharging through permanently fitted pipeline so that
at least one power unit will be functional.
Has safeguard against abnormal loads (relief v/vs)
Has a rapid and accurate response.
Power Supply

Duplicated and widely separated electrical supply circuits are required

from the main switch board with short circuit protection only for these and
the main motor.
Power unit must start automatically when electric supply is restored after a
failure
If one power unit fails the other one must start automatically and activate
an alarm.

Possibility of total loss of electric power is to be guarded against by provision of

alternative source of supply (emergency generator) for operation of steering
fear, bridge control & rudder indicator.

1.4

Major Components of a steering gear

1.5

2.1

Power Unit - (usually hydro-electric)

Transmission Unit - rams or rotary vanes
Control Unit - telemotor system (hydraulic/electric)
Follow up/ Non follow up
Actuator - tiller, bearings, swivel block, sliders, quadrant
Electrical systems & switch gear.
Alternative source of power.

Operating pressures

High pressure systems mean smaller, high quality systems between 60 280 bar, but they require superior operation and maintenance conditions.
They have limited options in choosing components and greater sensitivity
to contamination. (Axial piston pumps require filtration up to 10 micron)

Low pressure systems have large components and volume of oil but, they
provide better choice for components and makers. Low pressure radial
pumps like Heleshaw pump allow contamination up to 100 micron. Rotary
vane units come under low pressure system (60-70 bar) because of
difficulty in sealing.

Safematic System (Summary)

In the normal steering gear system, a rupture of hydraulic pipe can within
seconds empty the entire system leading to complete failure and loss of control
on the movement of rudder. The isolating valves on actuator are of no use
without hydraulic fluid in actuators.
Safematic steering system rules are applicable to tankers, chemical tankers or
gas carriers built after 1st September 1984.
For tankers, chemical carriers or gas carriers above 10,000 grt, the steering
capability has to be regained automatically within 45 s following a single failure
in any part of one of the power actuating systems of the main steering gear,
excluding the tiller, quadrant or components serving the same purpose, or

seizure of actuators. For tankers below 1,00,000 DWT, single failure concept may
not be extended to the actuators.
The basic requirements for such a system are that the oil level drop is sensed as
soon as it occurs. One of the operating unit is isolated while the other is allowed
to operate. Should the oil level continue to fall the isolation is reversed. Thus, a
unit having a leak is identified. The healthy system continues to function while the
other is isolated and bypassed.
This requires separate oil tanks for two units or a tank with a suitable partition.
The steering unit for tankers above 1,00,000 DWT, has to be of four ram or of
double rotary vane type. For tankers below 1,00,000 DWT, a two ram
arrangement can be allowed with a safematic operation.
The sequence of operation and line arrangement may vary, but the basic
requirements mentioned above have to be met.

2.2

Safematic System - Basic Circuit

It consists of two combined v/vs, each consisting of two isolating v/vs and one
bypass v/v.
In normal condition isolating valve is open and by pass is shut.
Incase of a leak, system continues to operate with other by-passed. If the level
continues to fall the system by-pass is changed over.
Oil levels in both the tanks are monitored at three levels in a row.
Combined isolating and bypass valves are provided for each pair of rams, which
are operated hydraulically by control oil controlled by solenoid valves. The
combined isolating and bypass valve, when in normal position allows the
respective pair of rams to be powered by any power unit, but when operated,
isolates and bypasses the respective pair of rams, putting it out of action.
Consider the case of a steering gear in which the Port power unit is formed by
rams no 3 & 4 and the Stbd. is powered from rams 1 & 2. In the diagram on the
left, for the sake of simplicity of lines, the combined valve for no. 1 & 2 rams, that
is for Stbd power unit is above the Port unit
The sequence of actions in case of a leak in port unit (which is running) or rams 3
& 4 is as follows. The moment leak starts in either of the pump, lines or rams of

the port unit, the low level alarm is sounded, but no action is initiated. In case of
further loss of oil, the low low alarm is sounded and the isolating and bypass
valve of starboard system is activated, which totally isolates the port side form
starboard side and bypasses starboard rams. Since the leak is in the port side
port system the level will still fall which sets of a still low alarm and starts the
starboard unit, operates the combined valve of the port system, brings to normal
the Stbd combined valve and shuts off the port unit.
Steering now continues with one pair of rams and speed of the vessel is reduced
to get proper response from the steering.

3.1

Steering Control Arrangements

Follow up

In this control system the turning of the steering wheel on the bridge to a certain
position moves the rudder to a certain angle and retains it there as long as the
wheel is kept steady. Usually a mechanical drive the helm wheel is provided with
degree graduations to indicate the "helm angle". It may be noted that the 'rudder
angle' may not correspond to actual position of the rudder, therefore, a separate
rudder angle indicator is required. The hydraulic telemotor system provides this
form of control.
3.2

Non-follow up

This is usually provided by electro-hydraulic control system in which turning a

lever or a wheel to one side initiates rudder movement and this continues until

the lever is put back to neutral or the limit of rudder movement is reached. When
the lever is put back to neutral, the rudder movement stops. To bring back the
rudder the lever has to be turned the other way and brought to neutral when the
rudder is reaches the new position as needed.
3.3

Automatic Helmsman or Auto Pilot

Function: To steer a ship on a pre - set course (aided by a gyrocompass) with

the minimum of deviation that may be caused by heavy seas or bad weather. The
0
maximum deviation allowed is 3 on either side.
A Gyrocompass is a compass fitted on a gyroscope which consists of heavy
swiftly rotating wheels so mounted that its axis can turn freely in all directions
and the compass would still maintain its position with reference to the true North.
Types of Auto Pilots in use:
1.
2.
3.
4.
5.

3.4

The Electro Mechanical Auto Pilot

The Electro Hydraulic Auto Pilot
The Duplex Auto Pilot
The Duplicate Electrical Auto Pilot.
The Satellite Navigation controlled Auto Pilot.

Emergency Situations

It is too late to start tracing lines and ascertaining the functions of valves at the
time of an emergency. Therefore, engine room personnel must be familiar with
the operation of the steering gear, position and purpose of the isolating and
bypass valves and be clear about the procedures to be followed in the event of
any failure.
Simple operating instructions with a block diagram showing the change over
procedures for remote steering gear control systems and steering gear power
units are permanently displayed on the navigation bridge and in the steering gear
compartment.
Failure of the main steering gear has been safeguarded against by provision of
an emergency gear or duplication of the power units (e.g. two pumps fitted with
the one main gear). The steering gear itself is made of highly reliable parts and
systems. However, hydraulic steering gears whether of the two or four ram (or
double acting) type, or of the single or double chamber vane type, can be
rendered useless by loss of oil from the hydraulic system. The loss, probably
resulting from a fractured pipe or failure of flange studs can occur when the
system pressure is high. A surge in system pressure can occur due to the force

of wave acting on the rudder in a direction opposite to that required for steering
the vessel and cause a pipe or a flange to fail. In such a failure all of the
hydraulic oil from the steering system can get discharged into the steering
compartment in a matter of seconds. In bad weather conditions, the effect of sea
and ship movement would be to make rudder and steering gear swing wildly from
side to side with the final result of a smashed gear. This has happened in a few
incidents with efforts of personnel to rectify the situation being hampered by oil
on the deck. Arresting the movement with a brake is not possible because the
only brake available is that provided by closing valves on the hydraulic system
which will not be effective with no oil in the circuit or cylinders.
Problems that can occur in a steering system
A. Loss of oil from one system

Low level alarm

Automatic change over (on a safematic system)

Reverse change over on further fall in the level giving and alarm

B Sticking Pilot v/vs. (A hydraulic lock)

Manual operation.
Automatic change over
Prevented by frequent change over, maintenance and replacement of
defective parts.

C. Loss of Power Supply

Emergency power source (45 sec for tankers)

Activates an alarm
Automatic change over
Auto start on re-establishment of supply.

3.5

Emergency steering and change over procedures

On failure of control from the bridge, emergency steering can be carried out from
the steering flat.
Emergency steering usually referred to in the above mentioned case where the
control (from bridge only) has failed, the power unit and rest of the steering is
intact.

An example of procedure for operating emergency steering gear given

below:
1.
2.
3.
4.
5.
6.
7.

Proceed to the steering gear compartment.

Establish communication between the wheelhouse and the steering gear
compartment.
Shift the gyro compass repeater from the wheelhouse to the steering gear
compartment and install it at the stand provided. Ensure that it is
synchronized with the wheelhouse master gyro.
Confirm from bridge that the system is being changed over to 'Emergency.'
Disconnect the remote steering gear control system (AUTO PILOT) from
the power circuit by switching off the breakers in the steering gear
compartment.
Ensure that any one of the steering gear power units is running.
Move the rudder by operating the push button switches for the direction
control solenoid valves as ordered by the wheelhouse.

Requirements for trying out Emergency Steering

Once in three months emergency steering drills are to be carried out
and recorded in the log book.
The local control mechanism is to be tried out as well. The change
over procedure is as simple as de-linking the control movement from
bridge and engaging the movement produced by local hand wheel
provided. A single pin is provided in the linkage for this purpose of
change over so that it can either be in a position so that the telemotor
receiver acts or allows the hand wheel to operate the floating lever
end.

Trouble
Pump is noisy

Probable Cause
Air in the system
Mechanical fault

Pump temperature is
high
Noise on initial
movement of steering

Bearings worn
Oil deteriorated
Malfunction of
replenishing valve
Cavitation
Valve is damaged
Excessive clearance at
control gear
Air in the system
Replenishing valve
malfunction
Seal not fitted properly
Seal is damaged

Turning angle erratic

Leak from cylinder

Remedy
Vent air
Overhaul & change
bearings
Overhaul pump unit
Test & Change oil
Overhaul valve
Examine viscosity of oil
Check & clean filter
Check for impurities in oil
Overhaul/Adjust
Vent air
Overhaul/replace

Check/replace
Replace

Maintenance Of Steering Units

Greasing of open moving parts (rams, rapson slide, guides, rudder

bearing, motors and actuators)
Housekeeping: free of dust, moisture, rust
Quality of oil - free from moisture, oxidation, and contamination
Maintenance of filters - periodic

Regular sampling of oil and testing

Inspection of links, foundation, bolts, pipe supports, flanges, joints,
vibration, etc.
Temperature of oil < 80oC, or >10oC
Electrical: checking contacts, insulation, condition of electric motors
Venting - Releasing air

5 Steering Gears Testing & Drills

Before the tests begin in port, the navigating officer in charge must be informed
and it should be verified that there are no obstructions in way of the rudder. In
excessively cold ambient temperatures, the heating system in the steering gear
compartment and the oil heater should be used. The power units should be run
for about thirty minutes before departure to raise the oil temperature and
occasional rudder movements made to facilitate a uniform system temperature.
5.1

Before Departure From Port

Within 12 hours before departure from a port, check and test the steering
gear, as appropriate, the operation of the following:
1.1
1.2
1.3
1.4
1.5
1.6
1.7

Main steering gear;

Aux. Steering gear or the second unit in case where two similar
main units are installed;
All remote steering gear control systems;
Emergency source of power supply;
Rudder angle indicators in relation to actual
position of rudder;
Remote steering gear control system power
failure alarm;
Steering gear power unit failure alarms.

While coasting and on a container vessels where departures are made

almost every day, the frequency of check must be adjusted suitably to
ensure checks are done prior departure port.
Checks And Tests Should Include:

Full rudder movement according to required capabilities of the steering

gear;
Visual inspection of the steering gear and its connecting linkage;
Communications between the navigation bridge and the steering gear
compartment.
Remote Manual Steering Gear
After prolonged use of automatic pilot and before entering areas where
navigation requires special caution, test the remote and manual steering
gear.
Multiple Steering Gear Power Units
In areas where navigation requires special caution, use more than one
steering gear power unit when such units are capable of simultaneous
operation.
Changer-over Procedures
All officers connected with the operation and/or maintenance of the
steering gear should acquaint themselves with the change over
procedures.
5.2

Emergency Steering Drills

Emergency steering drills should take place every three months and
should include direct control from within the steering gear compartment,
the communications procedure with the navigation bridge and, where
applicable, the operation of alternative power supplies.

5.3

Records
Record in the log books the dates on which all checks and tests are
conducted and the dated on which emergency steering drills are carried
out.

Procedure to reset machinery and restart the plant after a power

failure

The step by step procedure to restart plant after a black out and to restore
services in order of priority is given below:
6.1

Loss of power

At the black out condition, "no volt" coils trip starters of electrically motor
driven plant - rundown starts.
Diesel generator starts under automatic (or manual) control. Close diesel
generator circuit breaker (if not auto). Mains lighting restored, emergency
lights off.
Check required voltage & frequency, available

6.2

Emergency measures

Move main engine controls to STOP

Sound Engineer's alarm bell
On gaining power, re-start and check the following:
Lubricating oil pump
Jacket cooling water pump
Camshaft lube pump (if fitted)
Fuel valve cooling pump restarted
Fuel oil booster pump
Ensure that Steering gear and the navigation equipment restored
Control air compressor
Sea water circulating pump
Engine room supply fans
Maintain lube oil supply to turbo-generator during run-down (hand pump);
shut off steam to glands and air ejectors.
Start heat unit circulating pump restarted
Ensure no oil overflowing from purifiers
Check control consoles, ensure no unsafe conditions exist: accept alarms

6.3

Informing Bridge about restoring essential services

Advise bridge that essential power is available

6.4

Taking care of non-essential services

Shut down distilling plant

Start boiler feed water pump

Start boiler fuel pressure pump
Start forced draught fan
Check boiler water level
Purge boiler furnace
Ignite fuel burner & raise steam

7
Procedure to restore services in order of priority
Restoring complete ship's power and services to normal running (as
applicable to a particular plant)

1
2
3
4
5

Restore ship's power completely

Start turbo-generator
Synchronize turbo-generator and diesel generator
Close turbo-generator circuit breaker
Transfer load from diesel to turbo-generator
Recharge diesel generator air reservoir
Stop diesel generator and reset auto start mechanism
Restart non-essential auxiliaries
Reset automatic controls for auxiliaries
Reset main engine automatic controls

Introduction - standby system for the engine room machinery

Procedure to change over to standby system for Main Engine
Procedure to change over to standby system for generators
Procedure to change over to standby system for pumps and
Procedure to change over to standby system for steering gear

Automatic standby systems are introduced to increase reliability and as back up

to the running machinery. The standby systems consist of monitoring
mechanisms which vary in both, size and complexity, ranging from a simple
make-break switch operated by pressure to activate an alarm, to a sophisticated
sequential scanning system.
The sophisticated system may have some of the following features:
1. Sequential monitoring of sensors and comparison of readings with a
stored data bank of alarm limit settings. Some modem systems can have
over 6000 monitoring points around the ship.
2. Data acquisition and storage on computer tapes or disks for later
reference. Some ships now will automatically transmit this data by satellite
to the company headquarters for statistical analysis.
3. Data logging of monitored processes, with trend analysis computer VDU
displays.
4. Assessment of the machinery operating conditions, and automatic
adjustment to provide the optimum operating conditions for the prevailing
conditions. This particular facility may be used to adjust the speed of a
ship in passage to give the greatest fuel economy possible.
5. Machinery condition monitoring. The machinery may be fitted with sensors
to monitor the combustion process and general health of the engine to aid
efficient running and predictive maintenance schedules.
The stand-by system of a ship will have a monitoring system that would also
comprise the following sub-systems.
Alarm systems
Alarm systems are associated with control and safety systems and are normally
an integral part of the monitoring system. The design must allow the alarm
system to function independently of any control or safety system, where practical,
so that the alarm system will still function if there is a fault in the safety system.
Any alarm system must have an automatic change over to a stand-by power
supply in the event of a failure of main power supply. It must be self-monitoring
for faults within the alarm system itself, such as a broken wire or sensor failure.
Any internal system fault should cause the alarm system to trigger an alarm.
The alarm system fitted must advise duty personnel quickly of any fault condition.
The presence of any unrectified faults should be indicated at all times.
Machinery, safety and control system faults must be indicated at the control
stations and alarms should be both visual and audible.

If a vessel is being operated in the Unattended Machinery Space mode, then

audible and visual indication of machinery alarms must be relayed to the
engineers' accommodation so that the engineering staff to draw attention. If any
machinery alarm has not been acknowledged in the control room within a
predetermined period, the engineers' general alarm should sound automatically.
Any indication of a machinery fault should also be relayed to the bridge, so that
they are aware of the fault, know that it is being attended to, and when it is
cleared.
Visual alarms are colour coded to give an indication of priority level. They can be
steady state lamps or flashing lamps, depending on their application. An audible
alarm 'silence button' should not extinguish any visual alarm.
Audible alarms for different systems must have different tones or sounds. The
telegraph alarm should be different from the general engine room alarm, which in
turn should be different from the fire alarm bell, so that ship's staff responding to
the alarm can both quickly react to the alarm and have some knowledge of the
alarm type. There are many other different features, which may be fitted to alarm
systems and these include:
a) automatic reset - where the alarm will automatically reset after normal
conditions have been restored
b) manual reset - where the alarm must be manually reset after normal
conditions are restored
c) lock in on fleeting alarms - where the alarm condition is still displayed
even though the fault condition has quickly appeared and then
disappeared
d) time delay to prevent raising of spurious alarm signals
e) event recorder that prints out a record of the alarm details including the
sequence and time of alarms
f) 'first up' or 'first out'- enabling identification of the first alarm that operated
within a group or 'flood' of alarms.
With a fully automated main propulsion plant, if there is a failure of some nature
which causes a shutdown of the plant, such as a total electrical 'blackout', then
the alarm system may have to cope with hundreds of alarm signals in a very
short space of time. If the recording devices are not of suitable speed and quality
then it becomes difficult to actually identify the correct order of events and the
initial cause of the failure.
Safety systems

Safety is of paramount importance in any control system. A safety system is a

system, which reduces dangers and risks of injury to personnel and damage to
machinery. Any safety system should operate automatically to prevent
endangering both personnel and machinery.
Typical safety systems
There are numerous examples, which could be used to illustrate safety systems,
below are some of the more commonly fitted:
Machinery auto start-up
These systems are provided with a stand-by device, which will automatically start
in the event of the running device failing through a fault condition. The start-up of
the stand-by device must restore the normal operating conditions and give an
alarm on failure of the online device.
Main cooling water and lubricating oil circulating pumps are fitted in pairs and
arranged so that while one machine is in service, the other is in the stand-by
mode, ready to automatically start in the event of failure of the running pump.
Electrical generators can be arranged with automatic start-up, which can be
initiated by a failure of the running generator, or by the electrical load on the
switchboard exceeding the maximum safe load for one generator. In the latter
case the switchboard must also be fitted with automatic synchronising equipment
to allow the two generators to run in parallel and load share.
Reduction of power
With this safety system the machinery output power is temporarily reduced to
meet the prevailing conditions. There are several situations which may trigger
this device, the most common being excessive high temperatures, low pressures
or high loads on the machinery. For the main propulsion diesel engine cooling
water temperature monitoring system, if the engine becomes overloaded and the
jacket cooling water outlet temperature exceeds a 'high' set point, an alarm will
be raised. If that alarm is not responded to and the temperature continues to rise
to 'high- high' set point, then the engine will automatically go into a load
reduction, e.g. the engine revolutions will be reduced from 120 revs/min to 45
revs/min in the case of a slow speed diesel engine.
This type of safety system with its alarm is known as a first stage protection
device.

Typical systems with power reduction protection on a main propulsion diesel

engine are:
a.
b.
c.
d.
e.
f.
g.

high scavenge air temperature;

high oil mist level in crankcase;
low piston cooling pressure or flow;
high piston cooling outlet temperature;
low cylinder cooling pressure or flow;
high cylinder cooling temperature;
high exhaust gas temperature on a cylinder, or high exhaust gas
temperature deviation from average exhaust temperature.

Machinery shut down

With the shut down safety system the machinery is protected from critical
conditions by shutting off the fuel supply or power supply thereby stopping the
machinery. In some cases a shut down will follow a reduction of power if the
prevailing conditions continue to develop into a critical situation or if no remedial
action is taken after a certain time period.
Consider the scenario of the diesel engine with a high-high jacket water
temperature. If, after the reduction in power decreases the speed of the engine to
45 revs/min, the temperatures stay high-high, then after 3 minutes an engine
shut down will be triggered, stopping the engine.
The electrical power supply to electric motor driven circulating pumps may be
isolated if, for example, a shaft bearing fails, which may increase the electric load
on the motor. An overload trip will isolate the power.
This type of safety system with its associated alarm is known as a second stage
protection device, and it must be independent of the first stage device.
Bilge level detection system
When the contents of the machinery space bilge wells have reached a
predetermined level, an alarm provides a warning. This level must be low enough
for the contents of the bilges not to overflow onto the tank tops.
Bilge water moving over the tank tops is particularly dangerous for several
reasons:

It can be a fire hazard, especially if there is oil in the bilge water. A local
fire could rapidly spread through the machinery space.
There is danger of free surface effect on the stability of the vessel.

There is a possibility of water damage to electrical cables and motors,

from splashing.

Some ships are fitted with automatic pumping for bilges. Before the bilge level
reaches the alarm level a float controller opens the required valves and activates
the bilge pump. The system has design consideration so as to avoid causing
pollution or masking an actual leak situation.
Fire detection systems
The fire detector indicator and alarm system must be situated in such a position
that fire in the machinery spaces will not make it inoperative. Commonly it is
situated on the bridge or in a special fire control centre.
The system panel normally gives local audio-visual alarms and indicates the
source of the fire alarm. If the local warning alarm is not acknowledged within a
certain time it will initiate the main audible fire alarm, which must be capable of
being heard on the bridge, in the fire control station, and in the accommodation
and the machinery spaces.
Particular fire detector loops or individual detectors are capable of being
temporarily isolated, and the status of loops must be indicated on the panel. If a
detector is inadvertently left off, the alarm system must reactivate the detector
automatically after a certain time period, usually 30 minutes.
The alarm system must be self monitoring and any power or system failures,
such as short circuits or broken wires, should raise an alarm but with a different
tone to that of the main fire alarm.
Fail safe protection:
A stand-by control system is designed to be 'fail safe'. This means that if the
control system has a failure, then the controlled equipment must fall to a
condition so as not to cause an unsafe situation to arise, such as mechanical or
thermal overloads of machinery.
Depending on the particular use of the equipment the failure mode can be
different, for example a pneumatically operated valve can be arranged to.
a. 'open on air failure'
b. 'close on air failure' or to
c. 'fail fixed', i.e. the valve remains in the position it was in at the time of the
air failure.

For any fail safe device it is important to establish what it should do in a failure
mode and then test the device to ensure it operates correctly.
Safe and efficient operation in standby mode and procedures for operating
machinery under emergency conditions:
1.
2.
3.
4.
5.

Requirements for UMS class.

Maintaining parameters within safe limits under all load conditions.
Monitoring Bilge wells.
Automatic filling of starting air receivers
Safety systems, which would initiate shut downs after sensing serious
malfunction.
6. Automatic start of pumps.
7. Automatic start and connect on load for diesel generator units.
8. Automatic stop of auxiliary engines.
9. Automatic stop of propulsion machinery.
10. Automatic stop of oil fired boilers.
11. Re-establishment of propulsion after black out.
12. Fire detector and alarm systems.
13. Monitoring of shafting and propeller.
Steering gear testing and checks for standby operation
A typical check list for steering gear checks would be as follows:

No. 1 steering gear test hard over (from 35 one side) to 30 on the other
side in maximum 28 seconds
No. 2 steering gear test over (from 35 one side) to 30 on the other side in
maximum 28 seconds
No. 1 and 2 steering gear operation (both running) - test hard over to 30
Port and Starboard as above
Steering tested in both follow up and non-follow up modes
Rudder angle indicator and tiller arm co-relation correct (P and S)
Communication between bridge, steering gear and engine room
Check of gyro repeater comparison with bridge
Check oil level for pumps
Check oil leakage for the complete system
Check greasing system for pallister bearing and tiller arm
Check the current drawn by each motor individually
Power failure alarm check for both units
Check Gyro failure alarm
Enter the events in the Engine Room log book
Try out Emergency Steering

Check oil level for the rudder carrier

Ensure that access to steering gear room from deck is shut
Check Steering gear room bilges and associated spaces

6 Procedure to prepare for manoeuvring

Before preparing an engine for manoeuvring the following preliminary checks and
activities are to be performed:
Air System: Drain water from the air system. The air needs to be drained from
air receivers and at points in the control air system. The control air system is
particularly sensitive to dirt and moisture in the pneumatic system.
The air system pressure needs to be checked. The main air line pressure may be
maintained at 30 bar and the control air pressure may be maintained at 7 bar.
Lubricating Oil System: The lubricating oil pumps have to be started for engine
lubrication, camshaft lubrication, turbochargers.

Check the oil flow through the sight glasses for piston cooling oil and
turbochargers.
The cylinder lubricators must be filled with the correct grade of oil. Operate
the cylinder lubricators manually and check that oil is emitted evenly.

Cooling Water System: The jacket cooling water is preheated to about 50C.
Engine builders recommend that engine must not be started if the jacket cooling
water is below 20C.
Start the cooling water pumps and check the pressure.
Slow Turning: is carried out to prevent damage caused by fluid in cylinder if there
is a leak or accumulation. Obtain permission from the bridge before slow turning.
Slow turning should be be within the 30 minutes before the start of the engine.

Before commencing slow turning, disengage the turning gear Ensure that the
turning gear is locked in disengaged position Counter check that 'turning gear
engaged' indicator lamp is 'off'
Open indicator valves for all units
Turn the slow turning switch to "slow turning" position
Move the regulating handle to "start" position. Check if any fluid flows out of
the indicator valves

After the engine moves one revolution, move the handle back to "stop"
position
Now turn the reversing handle to the opposite direction of rotation. After one
rotation of the engine, turn the slow turning switch back to "normal position"
Close the indicator valves

If the slow turning is to be done by turning gear then proceed as follows:

Open the indicator valves

Turn the engine one revolution with the turning gear in the direction indicated
by reversing handle
Check if any fluid flows out of the indicator valves
Check the same while turning the turning the turning gear in the opposite
direction
Close the indicator valves
Disengage the turning gear
Ensure that the turning gear is locked in disengaged position Counter check
that 'turning gear engaged' indicator lamp 'off'.

Fuel Oil System: The fuel oil temperature required to be maintained is as per the
fuel oil bunkered.

Start the fuel oil supply pump and circulating pump.

If the engine was running on heavy fuel until stop, the circulating pump is kept
running.
Check the pressures and temperatures.

Other miscellaneous actions and checks to be carried out are:

Lubrication of bearings and rod connections in the regulating gear as per the
schedule.
Set the switch for auxiliary blowers in the "auto" position.

The engine is now ready to start.

Sample of a checklist to be used before commencing to manoeuvre a main

engine is given below:
Checks prior manoeuvring:

Ensure ME on pre-heat and temp of JCW maintained.

HO settling and service tanks full.
HO settling and service tanks heating steam on and being drained for water
and sludge.

DO settling and service tanks topped up.

ME sump sounded and quantity checked.
LO purifier started sump-to-sump and all parameters checked to be
satisfactory.
Stand-by AE tried out. - main and stand-by pumps tried out.
If any equipment related to manoeuvring has been overhauled, it has to be
checked for proper functioning.
Steering gear is to be checked as detailed above.

2 Hrs Prior Departure

Drain water from settling and service tanks

Check that all expansion tank levels are satisfactory
All C.W., S.W., L.O. and F.O. lines set for operation
Both main air compressors need to be tried out for normal operation and air
bottles pressed up close to maximum operating pressure
Drain water from air bottles and pneumatic control systems
Start main pumps and check pressures, motor amperages
Stand by pumps must be on 'auto'. Exhaust boiler circulating pump must be
on
Stand-by AE must be started and taken on load to ensure adequate supply of
power for all requirements in the engine room and on deck for cargo handling
and mooring machinery
Third AE must be on stand-by or on idle run
Bilges must be transferred to bilge holding tank and no water under flywheel
DO and HO lines for the engine are checked
Piston cooling and turbocharger lube oil flow from sight glass checked
Cylinder lubricator checked for correct operation
Air to whistle open, and confirm whistle tested.

Final level check for oil and water for:

a.
b.
c.
d.
e.
f.
g.

Stern tube sump tank & seal tanks

Expansion tanks
ME Sump
Cylinder oil day tank and lubricators
Air compressors
Intermediate shaft bearing lubricating oil
Boiler feed tank and cascade tank

Air Comps on auto and reserve air bottle pressed up and isolated
Function test of control panels and alarm panels
Indicator cocks open

Lubricators turned
Propeller clearance received
M/E turbocharger filter canvas covers removed
Engine turned on turning gear, and cylinder lubricators turned
Turning gear amps satisfactory. Turning gear disengaged
All scavenge and turbocharger drains clear and shut
Drain air starting line
Main air starting valve is open
Start and check auxiliary blowers

Synchronize clocks
Blow through and try out main engine ahead and astern with duty officer in
attendance on bridge
Check Turbocharger oil flow
Steering gear test as per checklist mentioned above
Start Oil Mist Detector & carry out running tests
If pre heating from Auxiliary Engines, shut off the line prior stand-by of ME.
Change over from pre-heating to normal JCW pump circulation
Try out main engine in ahead and astern directions

NOTE : In case of delay after trying out, blow through the engine on air
once again prior departure.
At

stand-by:
Start ER blowers as required
Set fuel limiter notch to required setting
Co-ordinate with the bridge and change over controls to bridge as required
Note ME, AE and Boiler flow meters
Note H.O.and D.O. service settling tank levels and ME revolution counter

On starting main engine:

Check Turbocharger lub oil flow
Check Stern tube lub oil flow
Run Main sea water pump as required, check amps
Check all units firing and cylinder lubrication for all points normal
Check intermediate shaft bearing for normal lubrication and cooling water flow
E /Room blowers all on supply mode
Ensure sea water cooling circuits correctly set. (recirculation or normal mode)
Check the components overhauled in port are functioning normally

On full away:
All relevant counters and flow-meters to log
Change over to HO incase engine on DO. Maintain fuel oil temperature
Ensure auxiliary blowers cut-off on reaching set scavenge pressure
Keep the load up programme under observation
Check all temperatures and pressures
Ensure Auxiliary Blower on auto mode

Introduction - Preparing machinery for departure

In this case 'Preparing machinery for departure' means preparing the entire
plant that normally falls within the responsibility of Engineer Officers for operation
and maintenance. Whether it is for a short voyage or a long voyage or even for
shifting the ship within the harbour, the difference in the task is very little.

To ensure that nothing is left out in preparing the plant prior to departure, under
the ISM Code, a ship will have a checklist specific to that ship. See the checklist
on your ship and compare its contents with the procedures mentioned below.
As an Officer In-charge of an Engineering Watch, you are expected to respond to
all requirements for the function of the ship and in particular the following:

Main Engine and its operating systems

Auxiliary Engines (Power Supply)
Auxiliary Systems (Ancillary items such as ventilation, steam supply, etc.)
Deck Machinery (Mooring Machinery in particular)
Domestic Systems (fridge, A/C, power supply, galley, domestic water)
Power supply and distribution for Navigation Equipment and Accommodation
Steering and other maneuvering aids (Thrusters)

2 Essential systems for main engine

Essential systems for a Main Engine
For Lubrication and cooling:
2.1 Lubricating Oil System
2.2 Cylinder Lubrication
2.3 Trust Bearing Lubrication
2.4 Cam Shaft Lubrication
2.5 Valve operating mechanism
2.6 Reduction Gear Lubrication (on indirect drive propulsion)
2.7 Turbo-charger bearings
For Cooling:
2.8 Cylinder Cooling System
2.9 Turbo-charger cooling
2.10 Piston Cooling System
2.11 Nozzle Cooling System
2.12 Seawater Supply System
Other essentials:
2.13 Fuel System
2.14 Air Starting & Reversing System
2.15 Charge Air System (turbo-charger, air cooler, and auxiliary blower)
2.16 Local & Remote Control System
2.17 Steam Supply for heating fuel (oil fired boiler and exhaust gas boiler)

2.18 Safety System (Mist detector, interlock, safety devices, alarm system)
2.19 Power supply system for all of the above

3.1

3 Preparing Main Engine for departure

The engine must start and stop as required during manoeuvring;

The essential factors for fail-safe operation of the

Main Engine during manoeuvring are:
3.1.1 Supply of lubrication to running gear i.e. bearings, cams, chains, crosshead guides, gears, etc. at appropriate temperature and pressure.
3.1.2 Cooling medium for cylinder components (cylinder jacket, cylinder head,
turbo-charger & piston); This can be ensured by starting appropriate
pumps, maintaining levels in tanks, inspecting flow and maintaining
pressures and temperatures.
3.1.3 Supply of clean fuel at appropriate pressure and viscosity; Achieved
through maintaining fuel purifiers, filters, heaters, and pumps.
3.1.4 Starting air at appropriate pressure and quantity for manoeuvring; both
main air bottles topped up and compressors in efficient operating
condition. Remote control mechanism for starting and controlling main
engine.
Testing the system, maintaining mechanical links, supply of clean and
moisture free control air or hydraulic fluid, and maintaining electricalelectronic circuits.
3.1.5 Sea water supply for heat exchangers: air coolers, Lubricating Oil coolers,
circulating water coolers, and any other cooler. Usually required after
engine starts and warms up.
3.1.6 Flow of oil and cooling water through the turbo-charger. Clean suction air
filter. Testing the auxiliary blower where installed.
In addition to requirements for starting the Main Engine, smooth running of
the engine without abnormal wear and tear is an essential requirement.
Due to the size of components and thickness at various sections, proper
warming of all components reduces build up of thermal stresses due to
temperature gradients. Therefore, the most important aspect of preparation
of the Main Engine is 'warming up'. As the words state, the engine needs to
be warmed up before starting and for taking up the load.

Warming up is conveniently achieved by circulation of fluids (lubricating oil,

cooling water and fuel) within the spaces. Common approaches of keeping
these fluids warm are stated below:
A. Linking circulating water of Generator Engines with that of Main Engine.
This is normally termed as 'warming up line' where the cooling water from
generator engine is made to pass through main engine before it goes to
the cooler before returning to the generator engine.
B. Isolating sea water supply to the fresh water coolers and heating
circulating water either in header tank or in a by-pass heater in the
circulating circuit.
C. Keeping Lubricating Oil circulation 'on' and maintaining temperature of oil
by supplying steam to the sump tank. Circulation of Lubricating Oil through
the purifier also provides warming up of Lubricating Oil
D. Fuel injection components are kept warm by maintaining circulation of fuel
through the system and heating the fuel as necessary.
E. Nozzle cooling water or oil is heated and kept in circulation to warm fuel
injectors.
3.2

It must continue to operate normally for the voyage.

From the time of 'Stand By Engines' the engine room plant and services are
expected to function without disruption and as required through the passage
from one port to the other. For this, the machinery needs to be in proper
condition and maintained on continuous basis. It is essential to acquire
adequate supply of fuels, lubricants, spares and stores to last the duration of
the voyage. There is need for planning, organising, maintaining and controlling
the operation and maintenance of machinery and consumption resources.

4 Procedures for trying out Main Engine on Air and Fuel

Usually within two hours prior to departure, Main Engine needs to be tried out to
ensure it starts, stops, and is able to reverse.

In addition to the warming up of the engine components the following activities

are carried out.
4.1 Starting of additional generator to ensure adequate supply of power for all
requirements in the engine room and on deck for cargo handling & mooring
machinery.
4.2 Cylinder lubrication is tried out and cylinders lubricate and the engine is
given a complete turn in both directions by using turning gear keeping
indicator cocks open. (Checklist must be used for this procedure). Turning
Gear disengaged.
4.3 Both compressors need to be tried out for normal operation and Air bottles
pressed up close to maximum operating pressure. Air bottles drained. Air
starting line is checked, valves lubricated, lines drained.
4.4 Lubrication flow checked at bearings, pistons, camshaft, thrust block, turbocharger, and any gears. Pressure and temperatures brought to
recommended state. Filters cleaned as necessary. Operation of auto clean
filters checked. Lubricating Oil separator started at-least 12 hours prior to
departure or as per standing orders on board. Tank levels checked and
recorded.
4.5 Fresh Cooling Water circulation checked and pressure and temperature
brought to recommended state. ('Warming up line' isolated) tank levels
checked.
4.6 Fuel Service tanks drained, temperature of fuel in the service tank raised if
necessary by steam heating or re-circulation through the separator. Fuel
filters cleaned, booster pumps started and system flow checked. Fuel
injectors primed. Fuel pump control links checked and lubricated. Tank
levels checked and recorded.
4.7 Sea Water supply system valves are checked. Pumps tried out.
4.8 Control pressure for remote control system is checked and links lubricated
where indicated.
4.9 Turbo-charger air filter cover removed. Air cooler drains kept open. Auxiliary
blower tried out.
4.10 Exhaust gas economiser water circulating pumps
tried, and kept 'on' or as per standing orders.

4.11 Electrical integrity and load for all operating machinery checked and
ensured for normal operating state. Check remote indictors, lamps for the
indication of operating machinery and alarms.
4.12 Line shaft bearings and stern tube lubrication checked.

5 Testing Controls before departure

'Controls' in this context mean all remote controls for operation of Main Engine
(including bridge control), steering machinery, and any such machinery that is
essential for manoeuvring of the ship out of the port and there on wards. This
includes communication items such as Engine Telegraph, Telephones, and any
other arrangements for communication during emergencies.

Procedure For Testing Steering Gears

1

Before Departure From a Port

Within 12 hours before departure from port, check and test the steering gear,
including as appropriate, the operation of the following:
1.1.
1.2.
1.3.
1.4.
1.5.
1.6.
1.7.

Main steering gear;

Auxiliary Steering gear or the second unit in case where two similar main
units are installed;
All remote steering gear control systems;
Emergency source of power supply;
Rudder angle indicators in relation to actual position of
rudder;
Remote steering gear control system power failure alarm;
Steering gear power unit failure alarms.

While coasting and on container vessels where departures are made almost
every day the frequency of this check must be increased suitably, to ensure
checks are done prior departure port.
Checks and Tests Should Include:
1. Full rudder movement according to required capabilities of the steering gear;
2. Visual inspection of the steering gear and its connecting linkage;
3. Communications between the navigation bridge and the steering gear
compartment.
Remote Manual Steering Gear

After prolonged use of automatic pilot and before entering areas where
navigation requires special caution, test the remote manual steering gear.
Multiple Steering Gear Power Units
In areas where navigation requires special caution use more than one steering
gear power unit when such units are capable of simultaneous operation.
Change over Procedures
All officers concerned with the operation and/or maintenance of the steering gear
should be conversant with the procedures for changing over.
Records
Record, in the logbook and the moment book, for that date, the time of steering
gear checks and tests.
Condition of the steering gear and its proper functioning is checked as per
guidelines checklist for the purpose. (See sample of checklist given below)

Introduction: Safety Features of Marine Diesel Engines

Safety of diesel engines, the plant and the whole ship depends upon the design,
installation and operation of the machinery. No engine or a plant is completely
safe against breakdown and accidents. There is always a possibility of
malfunction of equipment and human error.
Keeping in mind situations that can lead to breakdowns or other serious damage
to the equipment, some form of protection is necessary. However, the extent of
protection depends upon the requirements of the owner, the classification society
and international regulations. For example, when a ship is to carry dangerous
cargo and is to have unattended machinery spaces, safety requirements will be
very stringent and lead to installation of sophisticated systems.
With the development of instrumentation technology, it has become possible to
control and monitor the operation of the machinery and to have warnings against
malfunction and deteriorating conditions.
In a modern control system, when the load and conditions are changing the
entire system adjusts to changes automatically, however, when correction is not
enough, warning as audio-visual alarm is activated at set limits. In addition to a
warning, safety measures are provided as 'safety devices' to protect the
machinery and components in the event of pressure, loads, speeds, vibrations,
etc. reaching dangerous limits.
1.1

Warning Devices (aural and visual alarms)

The following audio-visual alarms are commonly found on a modern engine for
propulsion:
(a) Low Pressure of lubricating oil (bearing, piston cooling, thrust bearing,
etc.)
(b) Low Pressure of cooling water.
(c) High Temperature of lubricating oil (bearing, piston cooling, thrust bearing,
etc.)
(d) High temperature of cooling water.
(e) High temperature of exhaust gas at cylinders, and at turbo-charger
(f) High temperature at the scavenge air manifold.
(g) Low level of lubricating oil
(h) Oil Mist in the crankcase
1.2

Crankcase Mist Detector (details given later)

A mist detector monitors atmosphere in the crankcase of an engine and gives a

warning when the oil mist reaches a concentration that may lead to an explosion
in the crankcase.
1.3

Safety devices on a diesel engine are listed below:

1.3.1

Prevention against wrong starting

(a) If turning gear is still engaged.

(b) If cooling and the lubrication system are not operating.
(c) If engine starts in a direction opposite to that required by the bridge.
1.3.2

Slow down (vary from ship to ship)

(a) High l.o. temperature

(b) High c.w. temperature
(c) Low l.o. pressure
(d) Low c.w. pressure
(e) High exhaust temperature either at individual unit or at T/C inlet
(f) Oil mist concentration in the crankcase
(g) Fire in scavenge space (high temperature)
1.3.3 Automatic stops devices (vary from ship to ship)
(a) Lubrication failure (low pressure)
(b) Cooling failure. (low pressure)
(c) Overloading or over-speeding.
1.3.4 Cylinder safety valves
For protection against excessive gas pressures inside the cylinders. This may
happen due to overloading, improper fuel injection or during starting of the
engine.
1.3.5 Air starting line safety valve or bursting disc
Protection against excessive pressures in the event of an explosion in starting
line due to accumulated oil and leaky air starting valve.
1.3.6 Crankcase safety valve
For protection of crankcase against pressure in the event of an explosion within
the crankcase.
1.3.7 Scavenge manifold safety valve
For protection against excessive pressure in the event of blow by through
pistons, or due to a fire within the space or due to malfunction of turbo-blower.
1.3.8 Fire extinguishing arrangement for scavenge space fire may consist of
CO2 smothering or a steam supply connection. Non-portable (mobile) fire
extinguishers are kept in close proximity to the scavenge manifold.

Crankcase Explosions

Precaution is necessary to safeguard against a severe damage to the crankcase

structure and injury to personnel in a rare event of a 'crankcase explosion'.
A crankcase explosion can originate at any of the moving element in an enclosed
force-lubricated engine. More explicitly, crankcase explosions are known to have
originated at:

Pistons
Gudgeon pins
Cylinder liners
Fuel valves
Piston rods
Top end bearings and crossheads
Bottom end bearings
Main bearings
Camshaft bearings
Wheel bushes
Chain rollers
Roller bearings
Gear teeth

Many of the explosions which have occurred in trunk type engines could occur in
crosshead type engines. The converse is also true.
2.1
2.1.1

Causes and characteristics of a crankcase explosion

The 'hot spot'

All recorded occurrences have one factor in common, namely a hot spot. Without
a hot spot there can be no explosion. An occasional element in the case histories
of crankcase explosions is the incidence of starting and stopping.
Sometimes an explosion has occurred as an engine was stopping or had just
stopped, sometimes when it was starting or had just started; Sometimes an
explosion has followed the restarting of a heated engine on compressed air. In no
example known to experts has there been any suggestion of spontaneous
explosion in the absence of a hot spot.
An alternative to a hot spot can be the passage of flame along the piston of a
trunk engine into the crankcase. The sequence of events leading to an explosion
seems to be explicable on the basis that a mixture of a lubricating oil particles
and air can become converted, by a hot spot, into a combination which can
explode. The hot spot is thus both the cause of the crankcase contents becoming
explosive and the source of igniting.

It is impossible to guarantee that any engine will operate for the whole of its life
without, somewhere, at sometime, a hot spot appearing. Therefore, it is essential
that precautions should be taken so that if a hot spot does occur, and if it does
remain undetected, an explosion will not result.

2.1.2

Conditions that lead to a crankcase explosions

The sequence of event leading up to explosions is as follows:*

The natural atmosphere in a crankcase consists of large globules of oil (100300 mm in
diameter) dispersed through the air. These globules are relatively so large
that they will not ignite
explosively, though they may burn under correct conditions. A "hot spot'
(minimum temperature approximately 3600C) can vaporise these globules.
The vapour, rising to cooler parts of the crankcase, is then condensed into an
oil mist. This oil mist consists of small globules of oil
of approximately 2-10 mm in diameter. When ignited, an accumulation of
this oil mist can
cause a heavy explosion. The initial vapour created by the hot spot may
cause an explosion,
though in most cases there would not be sufficient to cause heavy explosion.
The oil mist may be ignited by coming in contact with the hot spot or spark at
a temperature of 2700C (self ignition temperature).
The amount of oil mist generated before ignition regulates the severity of the
explosion. A small amount will create a fire: a large amount an explosion. The
sooner the generation of oil mist is discovered, the smaller is the chance of
an explosion, provided that the correct procedures are
then followed.
The ratio of the oil mist to air also governs the severity of the explosion. A
weak mixture (2% or
3% by volume) will give a mild explosion causing little, if any, damage. A
mixture in the middle
range of the range 5 to 7% oil vapour in air will, if ignited, cause a heavy
explosion, probably blowing off crankcase doors, causing external damage
and engine room fires. A rich mixture (9
to 10 % oil fuel vapour by volume) may cause a mild explosion. It should be
appreciated that,
after initial explosion, a partial vacuum is created in the crankcase, and the
engine atmosphere

flows back into it. In case of the rich mixture, this inflow of fresh air into the
crankcase will lead to
a secondary explosion with severe force.
Crankcase safety doors have to be such that the effect of an internal
explosion will be minimum. They have to be able to withstand the force of the
explosion and the passage of high temperature gases without distortion.
Equally, they must close and seal quickly to stop the ingress of air that would
otherwise occur during the period of vacuum.
Large engines have pressure relief arrangements on crankcase door of each
crank unit.
Medium speed engines with cylinder bore less than 25 cm. only need
explosion doors at the
ends. Smaller engines with cylinders of less than 12.5 cm are not required to
have explosion
doors at all.
Area of the doors is set down by the various governing bodies, as are the
lifting pressures
(normally 0.5 bar).
*The above description is extracted from The Running & Maintenance of
Marine
th
Machinery, Edited by Dr. J Cowley, 1994, 6 Edition, (Institute of Marine
Engineers publication pp 151-152)

2.2

Precautions against explosions

In general, the following factors of design and operations will minimise the
causes and consequences of crankcase explosion.
(a) Prevention of the start and growth of explosion conditions;
(b) Provision of sensors to warn against the the conditions that may lead to
explosion. (Lube oil temperature sensors for all bearings, high temperature
alarms, and mist detector);
(c) Automatic preventive action in case of a risk of explosion (slowing down of
engine);
(d) Provision of device to relieve pressure if an explosion occurs;
(e) Prevent ejection of flame in case an explosion occurs.
The common features for achieving safety against a crankcase explosion are:

1. Provision of a large number of relief doors with automatic relief of pressure in

the event of an explosion wave reaching the door. These are placed at
various points along the crankcase. The pressure relief devices are fitted
with a metallic gauzes on the inner side to prevent flame coming out of the
crankcase. They are also provided with external guards to deflect flame
away from operating localities if the gauze fails.
The necessity of the valve to be self-closing is to prevent a secondary
explosion. The self-closing action of the valve is to prevent ingress of air to
the crankcase. If there was some oxygen deficiency following the first
pressure-rise, ingress of air could trigger off a secondary explosion by
supplying the air for combustion. These safety doors are often referred to as
crankcase relief valves.
2. The scantlings enclosing the crank chamber are made sufficiently strong to
withstand an explosion pressure in the event of a safety door failing to open.
The doors are rigidly bolted on or screwed by such positive means that
under a live pressure they are not to be pulled out.
3. A detection system, which will continuously monitor the oily mist level in the
atmosphere of crankcase. The detector will measure and display a warning if
the oil mist density is increased beyond a safe level. Some of the modern
engine's detector will also stop the engine if oil mist density goes beyond
safe level.
Should the level of mist density reach 50 mg/l of air, its lower explosive
limit, a potentially catastrophic explosion can take place.
Typically the oil mist detector will respond to arise in oil mist density of 0.05
mg/l in a background of around 0.15 mg/l. This represents 0.1% of lower
explosive limit of oil mist in air, thus giving a large safety margin before
explosive conditions are reached and fast response to component failure.

2.2.1

Crankcase safety valve

Should an explosion occur, the subsequent damage could be greatly reduced if

explosion relief doors are fitted to the engine. The fitting of such doors is now
compulsory on all but the smallest engines and the number of doors must be
sufficient to provide a suitably large escape area for the explosion gases.

The relief door shown in Figure was designed by the British Combustion
Engineering Research Institute and incorporates many desirable features that
include: (a) A flame trap, consisting of a gauze filter and which reduces the gas
temperature to prevent the emission of flames.
(b) A lightweight aluminum-alloy door, which will open quickly and easily. The
door acts as a non-return valve thus preventing an inrush of air after an
explosion.
(c) A deflector shield that prevents injury to personnel.
The regulations for the size, number of doors, and lifting pressure for relief
doors are given by different classification societies, and generally depend upon
the volume of the crankcase.
The lifting pressure may range between 0.1 to 0.5 bar. Notice that all Main
Engines will have one crankcase relief valves for each unit, while a auxiliary
engine will have two or three relief doors for a six-cylinder engine.

2.2.2

Oil mist detector

The detector operates on the photocell obscuration principle. For instance, if

the oil film for lubrication of a bearing is lost due to any reason, excessive
friction will causes the bearing surfaces to run hot. The lubricating oil splashing
at the hot surfaces will generate oil vapour and will collect as mist within at a
cooler location.

Under the normal condition, the output from the photocells of the reference,
and the measuring tubes is balanced in the external circuit as the intensity of
light reaching on them is same. However, when oil mist from the crankcase
reaches the measuring cell the circuit becomes unbalanced because of the
change in the intancity of light falling on the photo cell. This imbalance will
trigger an alarm to indicate presence of dangerous conditions inside the
crankcase.
An early detection of the presence of oil mist will give sufficient time to prevent
a very serious damage that will occur due to an explosion if the condition goes
un-noticed.
Two variants of the mist detector are available for different applications.
(a) The "comparator" type is to monitor the crankcase mist condition of
crosshead type marine diesel engine.
(b) The "level" type is intended for use in smaller medium speed trunk type
engines where the mist density is high.
A mist detector of comparator type is described below.
2.2.2.1

Comparator type mist detector

Oil mist is continuously drawn by a motor driven fan through pipes connecting
the detector to different sections of the crankcase. A rotary sampling valve joins
each sampling pipe in turn to the measuring tube.
Another sampling of oil mist from the remaining tubes (average value) is passed
to the reference tube. The measuring tube thus receives a sample of oil mist from
each crank position in turn and compares the density of that with the reference
tube which receives the average oil mist sample from all the remaining crank
chambers.
In addition, once during each scanning cycle the rotary valve passes the average
sample to the reference tube and compares with a sample of clean air drawn
through the measuring tube.

2.2.2

Procedure for checking oil mist detector and action to be taken

in the event of an alarm

Note: The following is to be used as a guide since instruction for action

to be taken in the event of an alarm will vary from ship to ship.

Stage 1: Verification of alarm and the affected unit

1. Note the location of crank chamber giving the alarm by the position of the
sampling valve knob, which gets locked at one position.
2. Reset alarm and check zero setting of the detector and confirm
satisfactory.
3. Adjust if required.
4. Check span setting of Detector if required.
5. Bring back sampling point to the chamber where alarm previously
occurred and recheck. Incase of no alarm, closely monitor the crankcase
and bearing temperatures and inspect mist detector at first opportunity.
6. In case alarm persists carry out following:
7. Check temperatures of bearings and piston outlets to detect deviation in
temp from other units.
Stage 2 Emergency action When Oil Mist Detection Alarm is Confirmed
1. Inform Chief Engineer and the Bridge.
2. Change over from bridge control to engine controls and reduce load on
the engine and prepare for stoppage.
3. Increase cooling of bearing by increasing lube oil circulation.
By this time, if not earlier, the Chief Engineer would reach the engine room
and take charge of the situation. The following will be the action to be carried
under the instructions of the chief engineer in such circumstances.
4. Cutting out fuel supply to affected unit if stopping the engine is not
permitted.
5. Stopping the engine. Engaging turning gear and keeping the engine
turning to prevent seizure of hot components.
6. Opening of skylights, full ventilation of the engine room and keeping clear
of crankcase door. Keeping fire-fighting appliances in readiness.
7. Continuing with lubrication for 30 minutes. Do not open crankcase doors
for at least 30 minutes after stopping.
8. Stopping lube oil pump. Opening all lower most doors on one side.
Inspecting the crankcase to locate a hot spot by looking for discoloration
of components, squeezed out bearing metal, high temperature at sliding
surfaces, etc. It may be necessary to restart the lube oil pump to check
the flow of oil at each location. Once the defect has been identified the
action for restoration can be decided.
After the fault has been rectified, the procedure may be as follows:
9. Starting lube oil pump and checking oil flow through each bearing, while
turning the engine on turning gear.
10. Resetting the oil mist detector.
11. Starting the engine and gradually increase the speed.

12. Stopping the engine after about 20 minutes of operation to reinspecting

the crankcase and in particular the affected parts.
13. Restarting the engine and gradually bringing it to the normal operating
load over a period of twenty four hours while closely monitoring the
operating parameters.

3 Scavenge Fire
The underside of a two-stroke engine piston is frequently utilized as an air
pump either to supply air or to boost pressure of air before it enters the
cylinder. The space is enclosed for this purpose and is also in communication
with the scavenge air box common to all cylinders. Accumulation of carbonised
accessive cylinder oil, unburnt fuel and carbon from the residual products of
combustion does occur in the under-piston space. The dry carbonaceous
deposits at the upper part of the scavenge space and the wet deposits at lower
part may ignite if there is a blow by of hot gases from the compression space
due to broken or excessively worn out piston rings..
3.1

Causes of scavenge fires

The following are the commonly known causes leading to scavenge fires.
(a) A prolonged Blow-by owing to ineffective sealing of combustion space:
Leaky piston rings,
Sticky piston ring,
Broken ring,
Worn out liner,
Scoring and scuffing at the liner surface,
Faulty cylinder lubrication,
Insufficient ring axial clearance,
Accumulation of soot deposits around the scavenge ports and oil in the
scavenge space.
(b) An overheated piston arising out of continued slow burning in the cylinder.
Faulty atomisation, faulty fuel timing, failure of piston cooling are some of
the reasons leading to overheating of the piston. The heat will be dissipated
to the underside and can ignite the accumulated soot and oil.
(c) A blow back of the exhaust gases through the scavenge ports is possible
due to high back pressure of exhaust due to the following:
Faulty exhaust valves,
Fouling of the turbo-charger grid in the exhaust trunking,
Choking of silencer/exhaust gas economiser.

3.2

Detection of scavenge fire

A scavenge fire will show signs of overheating in the vicinity of the affected
space. The other indications can be:
(a)
(b)
(c)
(d)

An increase in exhaust temperature of the affected cylinder

A drop in the RPM of the engine
Black smoke at the funnel
Discharge of sparks, flame or smoke through drain cocks from scavenge
air box,
(e) Unstable operation of turbocharger,
(f) Evidence of local heating of scavenge air box,
(g) Visible evidence of fire if a transparent window is provided,
(h) High temperatures of cooling water outlet temperature of the affected
cylinder and the piston,
(i) If preventive measures are not taken, the fire will spread and conditions
stated earlier will get worse.
The engines are being fitted with high temperature alarm for scavenge space
and it is normally set to operate if the temperature reaches around 120 0C, and
it can be linked with slowing down of the engine.
3.3

Action to be taken in case of a scavenge fire

If the fire is localised, the affected cylinder will have to be isolated. Prompt
action should extinguish the fire.
The following steps should be taken: (a) Inform the bridge
(b) Reduce engine speed.
(c) The fuel to the affected unit is cut off by lifting the pump plunger or any
other means suited for the engine.
(d) The coolant flow rate through the piston and jacket to be increased.
(e) The rate of cylinder lubrication to the affected cylinder may be
increased.
(f) Scavenge drains are to be kept shut to prevent release of sparks and hot
gases.
(g) Nobody should be allowed near the scavenge space relief door.
After the fire is extinguished an investigation should follow to ascertain the
cause of fire. Crankcase or scavenge doors must not be opened until the
engine has cooled down.

3.4

If the fire spreads

Inform the bridge and stop the engine.

Keep turning the engine on turning gear.
Maintain bearing lubrication, cylinder/piston cooling continuously.
Cover the air filter of the turbocharger and introduce smothering gas.

Fire will thus be extinguished, however, cooling water circulation, lubrication

and turning should go on till the engine sufficiently cools down.
3.3.2

Probable damage to parts due to scavenge fire

(a)
(b)
(c)
(d)
(e)
(f)
(g)

Piston rod stuffing box gland,

Piston rod and cylinder liner surfaces,
Alignment of piston and straightness of piston rods,
Scoring and crack on liner,
Cracks in the diaphragm below the piston,
Engine frame in the vicinity of the fire,
Tension of tie rods.

4 Air Starting Line Explosion

Excess cylinder oil supply to air compressors will gradually accumulate in
coolers, air receivers and starting-air lines. The oil may vapourise and mix with
the air in the system and may form an explosive mixture. In case an air-starting
valve on the cylinder leaks the hot gases and flames will pass into the starting
airline and can cause an explosion.
Such explosions occur during early stages of manoeuvring. Therefore, the air
bottle should be drained before letting air into the starting system and the starting
air line should be drained to rid of any oil/gases that may have accumulated.
Regular inspection and cleaning of air receivers and starting-air pipes is
essential, and compressor cylinders should fed only the exact amount oil
necessary for efficient lubrication. Air receivers and intercoolers should be
drained frequently. Finally, the starting-air valves at each cylinder must not leaky.
(A leaking valve can be detected by feeling the air pipe adjacent to the valve
when the engine is running.)
Flame arresters and bursting caps are fitted to limit the effects of an explosion
should it occur in the air starting line.

The explosion can also occur if the master valve at the air receiver is opened too
fast. If there is oil or water accumulated in the airline, it will move at high speed
due the force of incoming air and will damage the line.
As precaution against the above-mentioned occurrences the following need to be
observed.
Drain air compressors frequently,
Drain air bottles regularly,
Inspect and clean air starting pipes regularly,
Maintain cylinder air starting valve and make sure that it is not leaking,
Open the valves at the air receiver slowly,
Shut main starting air valve and drain the line after manoeuvring is finished.
4.1

Safety device on the air line

To safeguard the air starting lines against serious damage, safety devices are
fitted on the starting air valves or on the branch pipe. The most commonly used
safety device is the bursting cartridge or disc.
In the arrangement shown above, each starting line is provided with a safety cap.
The safety cap consists of a bursting disc enclosed in a mantle in order to protect
any person standing near that space. Furthermore, the mantle is provided with a
check plate, which indicates if the disc has been damaged. In the event of
rupture of busting disc, the mantle can be turned to close the holes so that the
engine can be started till such time the bursting disc is replaced.

Introduction - meaning and purpose of bilge

water system
The bilge water system is provided to remove loose water from machinery, boiler
and cargo spaces. Loose water means oil/water leakage and residues from
machinery spaces, from cargo spaces, and other spaces like coffer dams,
steering compartment, fore castle, etc. The bilge water system also provides
emergency pumping capacity for other systems like the ballast water system.
In the UMS operation, remote bilge alarms are provided. Float or electronically
operated pumps are provided for removal of water from the E.R. bilges. In some
ships large bilge wells may be provided to allow retention for a longer period
before pumping.
The marine pollution regulations regarding the discharge of oily water from
machinery spaces of ships is briefly described below:
Pollution Prevention Regulations and requirements
for ships other than tankers (over 400 GRT) for machinery space bilges:
For pumping out engine room bilges the following conditions must be
satisfied :

The oily mixture does not originate from the cargo pump room bilges;
The oily mixture is not mixed with oil cargo residue;
The ship is not within a special area (special areas are mentioned below)
The ship is proceeding en route - that is, the ship is moving from one
destination to another in the route planned.
The oil content of the effluent (oil water mixture) without dilution (diluting
the oily mixture with sea water or otherwise is not allowed) does not
exceed 15 parts per million (ppm).

The ship has in operation a filtering equipment (oily water separator) which
will ensure that any oily mixture discharged into the sea after passing through
the equipment has an oil content not exceeding 15 parts per million.
In special areas, bilge discharge is permitted only when the oil content of
the effluent discharge is below 15 ppm and the bilge discharge monitoring
and control equipment with alarm and automatically stopping device is
fitted and in use.
15 ppm (parts per million) means 15 parts of oil contained in a million parts of the
mixture - for example one millilitre of oil in 1000 litres of the oil water mixture.

In addition Oil Record Book is to be maintained, which will record all machinery
space related discharge. The entries in this book will contain - discharge of
bilges, oil discharges accidental or exceptional, sludge/oil disposal, oily water
separator system failure details, all bunkering operation etc. The entries in the oil
record book are to be made with date, operational code and item number in
appropriate columns.
Civil/Criminal Liability:
Pollution of the sea, particularly by oil, is a serious crime leading to arrest of the
ship, and personnel (Master/Chief Engineer/Duty Officer). Ship can be fined very
heavily if there is a deliberate or even an accidental discharge of pollutants from
the ship. Therefore, you must be very cautious in your work and habits. You are
likely to find several warnings (oral and written) on board at different places.
Follow instructions to the line. Ask for help when in doubt because 'ignorance is
not an excuse'. Therefore, you must be thoroughly familiar with pollution control
equipment and practices on your ship. Read ship's manual for prevention of
pollution. Our advise to you is to restrict yourself from an action of discharging
anything into the sea without permission and with clear understanding.
General advice regarding bilge pumping and transfer:
Please do not:
Transfer bilge water in ports without the permission of Chief Engineer.
Use eductor for pumping out bilges.
Run the bilge pump dry (in case of screw type bilge pump).

While pumping out bilge water through oily water separator at sea, be careful
while priming the bilge pump with seawater or running the bilge pump sea to sea.
While using the oily water separator:

Test the alarm and carry out function test on the 15-ppm equipment.
Always check the pressure developed inside the separator.
In cold weather, use steam heating for better separation of oil and water at
the separator. For the reason of better flow and better separation, it is also
preferable to use steam heating for the bilge tank and steam tracing line
for the pipe lines carrying bilge water.

Regulations specify that cargo pump room or cargo space bilges should not be
processed through the engine room bilge pumping system and pumped
overboard. Hence for petroleum tanker/chemical tanker pump room bilges are to
be totally isolated from engine room bilges.

Special areas
"Special area" means a sea area where for recognised technical reasons in
relation to its oceanographical and ecological condition and to the particular
character of its traffic the adoption of special mandatory methods for the
prevention of sea pollution by oil is required.
The special areas are as follows:

The Mediterranean Sea area

The Baltic Sea area

The Black Sea area

The Red Sea area

The Gulfs area

The Gulf of Aden area

The Antarctic area

The North-West European waters, which includes the North Sea and its
approaches, the Irish Sea and its approaches, the Celtic Sea, The English
Channel and its approaches and part of North-East Atlantic immediately to
the west of Ireland.

A detailed definition and boundaries of each of these designated special areas

are described in the regulation 10 of Annex I of MARPOL 73/78.
Other regulations for prevention of pollution are explained in module ME
7.2.14

Bilge Water System

'Bilge Water System' is the complete arrangement of pipelines, strainers valves,

pumps, instruments and controls provided for bilge pumping purposes.
The basic arrangement of bilge water system is as shown in the line diagram
given below:
2.1

Bilge Main

Bilge system consists of a line termed as bilge main passing along the length of
the engine room. The bilge main has connections from dry cargo holds, tunnel
and from corners of machinery spaces.
The bilge main has branches, which connect to various pumps provided for bilge
pumping.

Types of valves used on bilge system

Each bilge suction branch has a screw down non-return valve. The non return
valves are necessary as a safety measure to prevent water flowing back into and
flooding the spaces connected to common lines.
These valves are normally manually operated.
Bilge level alarm system
Bilge wells are fitted with high level alarms. The alarm is activated by sensors
fitted in the bilge well. The location of bilge well sensor is such that the alarm is
triggered before the level of bilge water reaches the tank top.

Procedure to plan and pump out engine room

and hold bilges.
Plan for Bilge Pumping Operation:
On joining a ship you must familiarise yourself with the pipe line diagram and
study the locations of the strainers provided on the line and at bilge wells. The
strainer is situated at a convenient location for ease of maintenance.

Bilge Tank or Holding Tank:

A separate tank is provided for collection of
water drawn from the E.R. bilge wells. The bilge pump has suction from the bilge
tank and the water is pumped over board through the oily water separator.
Direct Bilge Suction
Direct bilge suction is used when bilge main or the branch lines are not available
for operation due to leakage in the lines or rupture of lines or blockage of valves
or lines.
This arrangement of pumping out bilges can also be considered to be an
emergency situation, though of a lesser importance or magnitude.
Bilge Operation (an example)
Consider that Port forward bilge well in the engine room is to be emptied into the
bilge tank.
1. Open
suction valve of the bilge well,
suction valve at the pump, and
pump discharge valve to the bilge tank.

2. Start the pump after priming. The pump draws water from the port forward
bilge well and delivers it to the bilge tank.
3. The level of water in the bilge well can be watched from the floor plate level.
The bilge tank is pumped out through the oily water separator. This procedure
will be explained later.
For emptying hold bilges, Fire & Bilge pump or General Service pump can be
used as follows:
1. Open the valve for the bilge well to be pumped out.
2. Open the fire and bilge pump sea suction valve.
3. Check that the over board discharge valve is open
4. Start the pump with the pump discharge valve slightly open. Gradually open
the discharge valve to full open. The pump is now said to be running 'sea to
sea'.
5. Gradually throttle the sea suction valve at the pump to raise the vacuum and
gradually open the valve from the bilge main to the pump. Pump will now be
drawing water from the hold bilge to overboard.

Procedure to use emergency bilge injection in the event of flooding

of engine room.
Emergency bilge suction (with reference to ballast line diagram in ME 7.1.1)
The emergency bilge suction valve is as shown in the line diagram. The wheel of
this valve is prominently marked in red colour to denote the emergency function.
This emergency bilge suction valve is to be used in an emergency only when
large amount of water has to be emptied from the tank top of the engine room
bilges.
In case of large scale flooding of the engine room, this emergency bilge suction
valve is opened full and the sea suction valve is closed down until water is taken
off from the bilges and the situation is under control.

Procedure to use an oily water separator

Preparation
Before pumping out bilge water through the oily water separator, please bear in
mind the pollution control regulations and requirements as explained in this
module and will be explained in details under the unit ME 7.2.14.
The oily water separator unit is first filled with clean seawater. The oily water
mixture (collected from bilge wells) is then pumped through the separator inlet
pipe into the first stage separating compartment. Here coarse separation and
then fine separation of oil and water takes place.
The water leaves the first stage and enters the second stage filtering unit. After
the first stage the purity of oily water is less than 100 ppm (100 parts of oil in a
million part of the oil water mixture).
Then the oily water enters second stage, which has a filtration unit that reduces
the oil content further to 15 ppm.
Please refer to the line diagram of bilge water system in the engine room. Lets
take an operation to pump out bilge water collected in the bilge tank.
Starting
1.
2.
3.
4.
5.
6.

Switch on the bilge alarm monitor power switch.

Open the sea suction valve at the bilge pump.
Open the discharge valve of the bilge pump to the oily water separator.
Open the valves of the oily water separator.
Open the overboard discharge valve after the oily water separator.
Start the bilge pump and run the separator sea to sea.

7. Vent air from the first and second stages.

8. Open the suction valve from the bilge tank and shut the sea suction valve.
Monitoring
1. Observe 'power on' LED is lit on the monitor.
2. Note that the monitoring equipment will not operate unless the sample water
pressure to monitor is above a certain pressure (say above 0.3 bar).
3. While in operation, when oil is detected by the interface probe in the first
stage, the solenoid valve opens to direct oil to the waste oil-collecting tank.
4. For the second stage, the oil from the collecting spaces is drained manually,
occasionally.
5. During running, if 15 ppm alarm is triggered, open the bilge tank valve and
shut overboard discharge valve. In the automatic control system, the bilge
tank valve is opened and the overboard valve is shut automatically once 15
ppm condition is detected.
Stopping
1. Open the sea suction valve of the bilge pump.
2. Shut the suction valve from the bilge tank.
3. Run the oil water separator sea to sea for about 15 minutes.
4. Drain any oil left in the two stages.
5. Stop the bilge pump, oil content monitor and all the valves in the line.
6 Operation of Oil Discharge Monitoring System
The oil discharge monitor is provided to detect and monitor the oil content in the
oily water that is discharged overboard after passing through the separator.
The overboard discharge line of the oily water separator has a sample line from
where a sample is drawn off. This sample is fed to the oil content monitoring
system.
An ultra violet light is directed at the sample and the fluorescence is monitored by
a photo electric cell. The measured value is compared with the maximum
desired value in the controller/recorder. When the photo electric cell detects a
higher level of contamination, an alarm is sounded. Simultaneously, overboard
discharge is stopped and the oily water is directed to bilge tank.