how to synchronize generators on a ship

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How to Synchronize Generators on a Ship?

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OCTOBER 18, 2010 BYHITESHK18 COMMENTS

Synchronizing of an incoming generator or alternator is very important before paralleling it

with another generator. The synchronizing of the generator is done with the help of

synchroscope or with three bulb method in case of emergency. It is of utmost importance

that before paralleling the generators the frequency and voltage of the generators need to

be matched. In this article we will describe the method for synchronizing generators on a

ship.

There are two methods to synchronize generators on a shipone is the normal and other is

the emergency method.

Synchroscope method

1. The synchroscope consists of a small motor with coils on the two poles connected

across two phases. Lets say it is connected in red and yellow phases of the
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incoming machine and armature windings supplied from red and yellow phases from

the switchboard bus bars.

2. The bus bar circuit consists of an inductance and resistance connected in

parallel.

3. The inductor circuit has the delaying current effect by 90 degrees relative to

current in resistance.

4. These dual currents are fed into the synchroscope with the help of slip rings to the

armature windings which produces a rotating magnetic field.

5. The polarity of the poles will change alternatively in north/south direction with

changes in red and yellow phases of the incoming machine.

6.

The rotating field will react with the poles by turning the rotor either in clockwise oranticlockwise direction.

7. If the rotor is moving in clockwise direction this means that the incoming machine

is running faster than the bus bar and slower when running in anticlockwise

direction.

8. Generally, it is preferred to adjust the alternator speed slightly higher, which will

move the pointer on synchroscope is in clockwise direction.

9.

The breaker is closed just before the pointer reaches 12 o clock position, at whichthe incoming machine is in phase with the bus bar

Emergency synchronizing lamps or three bulb method
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This method is generally used when there is a failure of synchroscope. In case of failure a

standby method should be available to synchronize the alternator, and thus the emergency

lamp method is used.

Three lamps should be connected between three phases of the bus bar and the incoming

generator should be connected as shown in the diagram:-

1. The lamps are connected only in this manner because if they are connected

across, the same phase lamps will go on and off together when the incoming

machine is out of phase with the switchboard .

2. In this method as per the diagram the two lamps will be bright and one lamp will

be dark when incoming machine is coming in phase with the bus bar.

3.

The movement of these bright and dark lamps indicates whether the incoming

machine is running faster or slower.

4. For e.g. there is a moment when lamp A will be dark and lamp B & C will be

bright, similarly there will be instance when B is dark and others are bright and C is

dark and other two are bright. This example indicates that machine is running fast

and the movement of the lamps from dark and bright gives an clockwise movement

5.

Clockwise movement indicates fast and anti clockwise direction indicates slow

running of incoming generator.
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You may also like to read:Green source of power-Shaft generator.

How to Operate an Oily Water Separator

(OWS) on Ship?FacebookTwitterGoogle+LinkedInPinterest

NOVEMBER 18, 2010 BYMOHIT4 COMMENTS

An oily water separator clears the bilge water of oily content to bring it inside the acceptable

range to discharge it overboard. An oily water separator is machinery for such importance

that it is handled by only the 2nd or chief engineer. (However, the duty engineer might also

be asked to operate under supervision)

Operating an Oily Water Separator

Anoily water separator can only be operated when the ship is sailing and en route.

According to MARPOL, the oil content of the effluent must be less than 15 ppm andthe ship

has in operation an oil discharge monitoring and control system and oily-water

separating/filtering equipment.

In case of failure to follow any of the above mentioned rules, the ship will be fined and

stopped, and the chief or 2nd engineer can even be imprisoned.

Because of such high risks, operating an oily water separator should be done with utmost

precision to minimize the risks of marine pollution. Though a How to Operate? guide is

always posted near the oily water separator, there are few points to be kept in mind and

followed to prevent any mistake.
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Operating Procedure

The following points are to be followed while operating OWS.

1) OWS overboard manual discharge valve is to be kept locked and keys are to be kept with

the chief engineer. Open the lock and overboard valve. Open all the other valves of the

system.

2) Open the desired bilge tank valve from which the oily water mixture is to be discharged

from OWS.

3) Open air if the control valves are air operated.

4) Switch on the power supply of the control panel and OCM unit.

5) Fill the separator and filter unit with fresh or sea water to clean up and prime the systemtill the water comes out from vent of second stage.

6) Start the OWS supply pump which is a laminar flow pump and one that will supply the

oily water mixture to OWS.
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7) Observe the OCM for ppm value and keep checking sounding of bilge tank from where

OWS is taking suction and of the OWS sludge tank.

8 ) A skin valve/sample valve is provided just before overboard valve and after the 3-way

valve. Keep a check on the sample for any effluent and clarity.

9) Keep a watch on the ship side at the overboard discharge valve.

10) After the operation, Switch off the power and shut and lock the overboard valve. Keys to

be handed over to the chief engineer.

11) Entry to be made by chief engineer in theOil Record Book (ORB)with signature of

operating officer, chief engineer and the master.

Boiler Mountings: A Comprehensive List

Just installing a boiler on a ship doesnt guarantee efficient working of a boiler. There are

several mountings and attachments required to be fitted on the boiler to ensure its safety

and quality performance. The article describes a comprehensive list of boiler mountings

without which a boiler cannot operate on a ship.

Boiler operation can be carried out safely and efficiently by only using the mountings

described below:
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1) Main steam Stop Valve:The steam generated in the boiler is supplied to the main

system through this v/v. It is normally non-return type of valve.

2) Auxiliary steam Stop Valve: If there is separate steam line provided for small

auxiliary system, it is supplied through this valve. The valve is smaller in size and usually of

a non-return type.

3) Safety valve: In the event of unsafe excessive pressure inside the boiler, the safety

valve comes in action to release the overpressure. The lifting pressure of the valve is set

prior to its installation and locked in the presence of a surveyor so that it not changed later

on. Safety valves are generally installed in pairs.

4) Water level gauge glass: Gauge glasses are also fitted in pairs for manually checking

the water level inside the boiler drum. It is on the basis of the boiler pressure that the

construction of the gauge glass is decided.

5) Air release valve or boiler vent: This valve is fitted in the headers, boiler drum etc, to

avoid imploding of boiler when it is depressurized or when initially raising the steam

pressure.

6) Feed check and control v/v: This valve controls the supply of steam supply as per

the demand and is fitted in both main and aux steam line after the stop valve. They are non-

return valves with a visible indication of open and close position.
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7) Pressure gauge connection: This pressure gauge can be fitted in super heater,

boiler drum and wherever it is necessary to read the pressure reading.

8) Blow down valve: It is used to empty the boiler completely for maintenance purpose

or for water treatment of boiler when the chloride level becomes very high.

9) Scum blow down valve: Its a shallow dish type arrangement fitted at the normal

water level which allows the blow down of floating impurities, oil foaming etc from the water

surface.

10) Sampling connection: Generally, a sampling water cock arrangement is also fitted

with cooler in series so that water sample can be collected at any time for feed wateranalysis.

11) Whistle valve: If there is a provision for steam whistle in the ship, then steam is

supplied directly from the boiler through a small bore type non-return valve known as

whistle valve.

12) Low Level alarm: A device used to initiate audible warning at low water level condition.

13) Soot blowers: Required to blow the soot and the combustion products from the tube

surfaces. It is operated by steam or compressed air.

14) Automatic feed water regulator: Device which is essential to ensure appropriate

water level in all load conditions and is fitted in the feed line. Multiple element feed water

control system is used in boilers with high evaporation rate.

Boiler Operation Made Easy : Procedure for

Starting and Stopping a Boiler

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OCTOBER 20, 2010 BYRAUNEK2 COMMENTS

A boiler is one of those machineries that gets the ship going. A boiler is something, which

though not required continuously in operating a ship, cannot be done away with. Moreover,

its a dangerous equipment which generates steam at extremely high pressure, and it is for

this reason that proper care should be taken while operating it.

In this article we have brought to you a step-by-step procedure for starting and stopping a

boiler on a ship. With this procedure you can never go wrong, as far as boilers are

concerned. Starting and stopping a boiler was never so easy.

Starting a Boiler

It is to note that the following steps may not apply to all types of boilers and each boiler

requires some additional steps to be followed as per its system design. However, the basic

steps remain the same:

1. Ensure that the vent valve on the boiler is open and check there is no pressure in

the boiler.

2. Check that the steam stop valve is closed.
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3. Check that all the valves for fuel are open, and let the fuel circulate through the

system until it comes to the temperature required by the manufacturer

recommendation.

4.

Check and open the feed water valves to the boiler and fill the water inside the

boiler drum to just above the low water level. This is done because it is not possible

to start the boiler below the low water level due to safety feature which prevent boiler

from starting. Also, the level is not filled much because if filled too much, the water

inside the boiler might expand and over pressurize the boiler.

5. Start the boiler in automatic mode. The burner fan will start the purging cycle

which will remove any gases present in the furnace by forcing it out through the

funnel.

6.

After the pre-set purge time the pilot burner will ignite. The pilot burner consists of

two electrodes, through which a large current is passed, via the transformer,

producing the spark between the electrodes. The pilot burner is supplied with diesel

oil and when the oil passes over, the former ignites.

7. The main burner which is supplied by heavy oil catches fire with the help of pilot

burner.

8.

Check the combustion chamber from the sight glass to ensure the burner has litand the flame is satisfactory.

9. Keep a close eye on the water level as the pressure increases and open the feed

water when the level of water inside the gauge glass is stable.

10. Close the vent valve after the steam starts coming outside.

11. Open the steam stop valve.

12. Once the working steam pressure is reached, blow down the gauge glass and

float chambers to check for the alarms.

Stopping a boiler

1. If the boiler is needed to be stopped for longer duration for maintenance or

opened up for survey, change the fuel to distillate fuel.


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2. If separate heating arrangement for heavy oil is present then theres is no need to

change over to distillate fuel and the oil is kept on circulation mode.

3. Stop the boiler automatic cycle.

4.

Close the steam stop valves.

5. Close the boiler feed water valves.

6.

When the boiler pressure is just reduced to over atmospheric pressure the vent

valve is kept open to prevent vacuum formation inside the boiler.

Image Credits: hurstboiler

Procedure for Starting and Stopping

Generators on a Ship

A generator on a ship is known as the heart of the ship. It is that life-line which supports

each and every function of the ship. Generator of the ship requires special care, attention,

and maintenance for its effective and economic running. Moreover, when it comes to

operating a generator on a ship, its a totally different ball game.

Unlike the conventional generators that we use on land, a ships generator requires a

special procedure for starting and stopping it. Though not a very complex one, the process

demands a step-by-step system to be followed. Missing even a single step might lead to

failure in starting or stopping the generator and can even lead to black-out, a situation

which everyone on ship tries their best to stay away from. In this article, we bring to you an

accurate, step by step procedure for starting and stopping a generator on a ship.


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Generator starting procedure

Automatic Start

1. This method is only possible if sufficient amount of starting air is available. The air

valves and interlocks are operated like in the turning gear operation.

2. In this method the operator has nothing to do, for the generator starts itself

depending on the load requirement.

3. However during the Maneuvering process and in restricted areas, the operator

has to start by going into the computer based Power Management System (pms).

Once inside the system, the operator needs to go to the generator page and click

start.

4.

In PMS system, the automation follows sequence of starting, matching voltage

and frequency of the incoming generator and the generator comes on load

automatically.

5. In case of a blackout condition or a dead ship condition, the operator might have

to start the generator manually.

Manual start

The manual process is totally different from the automatic start system. The following steps

need to be followed:
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1. Check that all the necessary valves and lines are open and no interlock is active

on the generator before operating.

2. Generally before starting the generator the indicator cocks are opened and small

air kick is given with the help of the starting lever. After this, the lever is brought back

to the zero position, which ensures there is no water leakage in the generator. The

leakage can be from cylinder head, liner or from the turbocharger .

3. The step is performed by putting the control to local position and then the

generator is started locally.

4. In case any water leakage is found, it is to be reported to a senior officer or chief

engineer and further actions are to be taken.

5.

It is to note that this manual starting procedure is not followed generally on Umsships, but it is a common procedure on manned engine room.

6. In engine rooms, which have water mist fire fighting system installed, this

procedure is not followed because when the engine is given a manual kick with open

indicator cocks, small amount of smoke comes out of the heads which can lead to

false fire alarm, resulting in release of water mist in the specified area.

7. After checking the leakage, in case of any, the indicator cocks are closed and

generator is started again from the local panel.8. The generator is then allowed to run on zero or no load condition for some time

for about 5 minutes.

9. After this the generator control is put to the remote mode.

10. If the automation of the ship is in working after putting in remote mode

thegenerator will come on load automatically after checking voltage and frequency

parameters.

11.

If this doesnt happen automatically, then one has to go to the generator panel inEngine control room and check the parameters.

12. The parameters checked are voltage and the frequency of the incoming

generator.
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13. The frequency can be increased or decreased by the frequency controller or

governor control on the panel.

14. The incoming generator is checked in synchroscope to see if its running fast or

slow, which means if frequency is high or low.

15. In synchroscope, it is checked that the needle moves in clockwise and

anticlockwise direction.

16. Clockwise direction means it is running fast and anti-clockwise means it is running

slow.

17. Generally the breaker is pressed when the needle moves in clockwise direction

very slowly and when it comes in 11o clock position.

18.

This process is to be done in supervision of experienced officer if someone isdoing for the first time, for if this is done incorrectly the blackout can happen which

can lead to accidents, if the ship is operating in restricted areas.

19. Once this is done, the generator load will be shared almost equally by the number

of generators running.

20.After this the parameters of the generator are checked for any abnormalities.

Stopping procedure

Automatic Procedure

In this procedure the generator is stopped by going into the PMS system in the computer

and pressing the stop button to bring stop the generator.

1. This is to be followed only when two or more generators are running.

2. Even if you trying to stop the only running generator it will not stop due to inbuilt

safety. The safety system thus prevents a blackout.

3.

When the stop button is pressed the load is gradually reduced by the PMS and

after following the procedure the generator is stopped.

Manual Procedure


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1. In this procedure the generator to be stopped, is put off load from the generator

panel in the Engine control room.

2. The load is reduced slowly by the governor control on the panel.

3.

The load is reduced until the load comes on the panel below 100 kw.

4. When the load is below 100kw the breaker is pressed and the generator is taken

off-load.

5. The generator is allowed to run for 5 minutes in idle condition and the stop button

is pressed on the panel.

6. The generator is then stopped .

Ways of starting and testing emergency

generator


JUNE 6, 2011 BYMOHIT5 COMMENTS

Emergency generator on ship provides power in case the main generators of the ship fails

and creates a dead or blackout condition. According to general requirement, at least two

modes of starting an emergency generator should be available. The two modes should be

battery start and hydraulic or pneumatic start.

ThePort state control (PSC) might detain a ship or provide some time to correct any kind of

deficiency found if the second mode of starting is not operating.
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Testing of Emergency Generator

The testing of ships emergency generator is done every week (as part of weekly checks) by

running it unloaded to check if it starts on battery mode. The hydraulic start is done every

month to ensure that it is working fine. Also every month automatic start of generator is also

done to check its automatic operation and to see whether it comes on load.

Procedure for Battery Start
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1 Go to the emergency generator room and find the panel for emergency generator.

2 Put the switch on the test mode from automatic mode. The generator will start

automatically but will not come on load.

3 Check voltage and frequency in the meter.

4 Keep the generator running for 10-15 min and check the exhaust temp and other

parameters.

5 Check the sump level.

6 For stopping the generator, put the switch in manual and then stop the generator.

Procedure for Hydraulic Start

1 Out the switch in manual mode as stated above and check the pressure gauge for

sufficient oil pressure.

2 Open the valve from accumulator to generator.

3 Push the spring loaded valve and the generator should start.

4 Check voltage and frequency.

5 Keep the generator running for 10-15 min and check the exhaust temp and other

parameters.

6 Check the sump level

7 For stopping, use the manual stop button from the panel.

8 After stopping the generator, pressurize the hydraulic accumulator to desired pressure.


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9 Close the valve from accumulator to generator.

Procedure for Automatic Start

1 For automatic start, we know that there is a breaker which connects Emergency Switch

Board (ESB) andMain Switch Board(MSB); and there is also an interlock provided due towhich the emergency generator and Main power of the ship cannot be supplied together.

2 Therefore, we simulate by opening the breaker from the tie line, which can be done from

the MSB or the ESB panel.
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3 After opening the breaker, the emergency generator starts automatically with the help of

batteries and will supply essential power to machinery and pumps connected to ESB.

4 For stopping the generator, the breaker is closed again and due to the interlock the

generator becomes off load.

5 Now again put the switch to manual mode to stop the generator.

6 Press stop and the generator will stop.

What is Crash Manoeuvring of Ship inEmergency Situation and whats its

Procedure?


AUGUST 15, 2011 BYKARANC1 COMMENT

Crash word is generally used to describe some kind of accident or damage when one

object slams into another. However, in the shipping world, when the word is combined with
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the term manoeuvring; it becomes a procedure which is performed to avoid any kind of

collision or accident.

Why Crash Manoeuvring?

In a sea going vessel, unlike land transport, there are no brakes that are provided to stop

the ship when needed. The stopping of the vessel is done by reversing the rotational

direction of the Main engine and thereby thepropeller.This stops or reduces the speed of

the vessel heading towards the collision course

The crash manoeuvring is usually done to avoid any type ofcollisionor crashing of ship to

any other ship or structure (Jetty, land, Iceberg etc). In this type of manoeuvring the main

engine is subjected to severe stress and loading, but the safety of ship and life is assured.
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How to Perform Crash Manoeuvring?

Crash manoeuvring is turning the engine in opposite direction to reduce the heading speed

of the ship. After certain time, the ship stops and starts streaming in astern direction. This is

done by supplying starting air at about 30 bars from theair receiverto the engine. The

stopping air is known as the brake air.

The brake air when sudden injected inside the engine cylinder, will try to resist the motion of

the piston and the rotation of the crankshaft and propeller.

Procedure

Following Procedure is to be followed when a navigational officer calls engine room and

says that we have to stop immediately to avoid collision

When there is an emergency like collision, grounding etc. the controls are

transferred immediately in to the Engine room controls

The bridge will give astern direction in thetelegraph,acknowledge the same
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When the telegraph is acknowledged only the starting air cam will reverse its

direction but the fuel cam will remain in its running position due to running direction

interlock since engine is still running in the ahead direction

The fuel lever in the engine control room is brought to 0

As soon as the RPM of the engine drops below 40 % of the Maximum Continuous

Rating or MCR rpm of the engine, give break air few times in short time frame

The break air will inject with astern timing setting inside the ahead moving piston

which will resist thepistonmotion

Since fuel will not inject until running direction interlock opens, as soon as the rpm

drops near to Zero, give fuel and air kick by bringing fuel lever to minimum start

setting

When carrying out Crash Manoeuvring, some safeties need to be bypassed to avoid

tripping of engine in mid of emergency

When the ship stops and situation is under control, a detailed Main engine inspectionis to be carried out when there is a chance.

How Good Bilge Management Practices Help

Improve OWS Performance?


APRIL 9, 2013 BYCHIEF ENGINEER MOHIT SANGURI3 COMMENTS
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As learnt in earlier articlesFactors affecting OWS on shipsand20 Important Factors for

OWS Operation,the optimal performance of the Oily Water Separator (OWS) depends on

various factors, namely design factors, operational factors, bilge management etc. In this

article we shall discuss some good bilge management practices that help in optimizing the

performance of the Oily Water Separator. No matter what equipment is installed onboard

ships, if the bilge management is not proper the Oily Water Separator (OWS) is bound to

malfunction.

Bilge Management

In the engine room the bilges and bilge wells are located at the very bottom of the engine

room for collecting oil and water from leakages, condensate and wastes so that they can be

pumped to the bilge holding tank. Clean bilges are the first line of defense againstmarine

pollution.All seasoned marine engineers know that if the bilges are clean and dry almost all

the worries concerningPort State inspections are over. Dirty engine room bilges are one of

thebiggest detainable deficienciesin port state inspections.
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Mentioned below are some of the good practices and tips for efficient bilge management:

Used or waste oil should not be intentionally put in the bilges or bilge tank. All oil

should be collected and put in the separated oil tank or dirty oil tank. Thereafter it

can either be burnt in theincinerator or landed ashore

Discarded chemicals should not be disposed off in the Bilge tank as pH of water

above 10 and below 4 can cause chemical emulsification of the bilge water and lead

to difficulty in separation
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Put drip trays where there are leakages and thereafter rectify and stop the leakages

Primary bilge tank is provided in new ships and these should be used properly and

not bypassed. Use of the primary bilge tank increases the effectiveness of theOily

Water Separator as most of the oil is removed here. The primary bilge tank helps in

separation of the oil from the water and the oil can be visually seen and put in dirty

oil tank and the cleaner bilge water can be put to the bilge tank. Steam coils are

provided in the primary bilge tank and they can be used for effective separation

Use cleandrain tank effectively. In tropical climates there is condensation of more

than 1-2 cubic meters per day and this water if allowed to go to the bilge tank will

increase the load of the oily water separator. As this is mostly clean water, it should

not be allowed to go to the bilge tank; instead it should be put to the clean drain tank

and thereafter properly disposed. The leakages from the fresh water and sea water

pumps should also be put in the clean drain tank
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Use mechanical seals where possible. Mechanical seals though expensive lead to

cleaner engine rooms as there is minimal or no leakages from the glands

In conventional gland type pumps though the dripping water may appear

insignificant, the small leakages can lead to build up of large amounts of water

During new building, repair and retrofitting it must be remembered that, inlet piping

should be smooth and without much undue bends to cause turbulence

Inlet piping should have the least amount of valves, bends and other fittings. Where

possible straight line valves like gate valves should be used over angle valves

andglobe valves to avoid turbulence

The inlet piping just before the entry to the Oily Water Separator should be straight

for a length equal to ten times the diameter of the piping and should be sufficiently

sized to avoid pressure drop

Vertical pipelines cause the shearing of the upcoming water and should be avoided

as much as possible

Small diameter inlet pipelines cause shearing of water and make the oil droplets

smaller. These droplets are difficult to remove later therefore the inlet pipeline should

be of proper diameter

Sometimes there is some ingress of air which is generally unnoticed as the positive

displacement pumps can handle some amount of air. Any fall in vacuum should be
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investigated as these air pockets can make the capacitance oil probes give wrong

feedback and falsely activate the oil release valves

Bilge cleaning chemicals must be oily water separator compatible. Wrong chemicals

will make the oil soluble in water and could never be separated

Dust and cargo residue should be picked up with a broom and scoop and not blown

by air into the bilges. These particulate matters can cause stabilization of the

emulsions

Soot from the boilers and economizers should be put in a separate tank and

disposed off. They should not be drained to the bilges

When boiler blow down is to be done it should be done overboard and not in the

bilges. As the conditioning chemicals can cause chemical emulsions

Condensate from accommodation AC and ECR AC should not be put in the bilges,

but should be put in separate tank or directly overboard

Mopping water containing detergents as well as hand wash water should not be put

in the bilge tanks

If care is taken in controlling entry of water and waste in the bilges there will not be any

problem in running the Oily Water Separator as the later operates in its designed range.

Image Credits:nauticexpo,wikimedia

What is an Entablature in Ships Engine?


SEPTEMBER 8, 2012 BYKARANCLEAVE A COMMENT

An entablature is a part of the ships main engine. It is the housing which holds the cylinder

liner, along with the scavenge air space and cooling water spaces. The entablature is

usually made of cast iron.
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Installing and Assembling an Entablature

While assembling or installing an engine in the ship, entablature can be fitted either by

making casting for each cylinder of the engine and then bolting the mating surfaces

together, or by casting in multi-cylinder units and then bolting them together.

Fitted bolts are used to align and bolt the A frame to the entablature. It is to note that the

fitted bolts that are used to bolt entablature, A frames and bedplate together are only for

alignment purpose and not to resist stresses generated as a result of firing forces. This work

is done bytie rods.

Damage to entablature can lead to loss of engine power and may also cause damage to

crankshaft and other components.

The Entablature of the engine comprises of the cooling jacket for the cylinder liner where

the high temperature combustion takes place. The water is passed around the liner trough

this jacket which absorbs the heat of the liner and avoids thermal stresses.
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The liner fitted in the entablature is provided with Orings, which avoid leakage of jacket

water in to the under piston space. Cylinder water in the entablature jacket enters from the

bottom and leaves from the top to avoid formation of air pockets or air lock.

How to do Inspection of Entablature?

The entablature is additionally fitted with the liner and the cylinder head on the top.

Therefore when the head and liner is removed, thorough inspection of the entablature must

be carried out.

Check the upper surface where liner face lands for cracks and deformation

Check the condition of the inside of jacket for mud formation. Clean whenever the

liner is removed.

Check and clean the portion where o rings of the liner sits on the entablature jacket.

Check for corrosion signs inside the water space.

Check for salt deposits

Check the mating surface of entablature and A frame for fretting.

Check for cracks.

Check for oil or water leakages near the mating surface.

If there is fretting between A frame and entablature, tightness of the tie rods must

be checked.


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The entablature jacket inspection can be carried out without removing the liner and

inspecting through the cover provided at the bottom of the jacket. Prior to opening the

cover, the engine must be stopped along with the cooling water supply, inlet and outlet

valve for cooling water supply should be shut and drain for the unit to be inspected must be

open (air vent to be open to facilitate draining).

How Spark Erosion Can Damage the Main

Propulsion Engine of a Ship?


SEPTEMBER 6, 2011 BYANISHLEAVE A COMMENT

There are several automation systems utilized onboard ship to ensure efficient and smooth

running of the Machinery. However, machines still fail, mainly because of the lack of

knowledge of the crew on that particular system. For this reason it is is very important to

install and maintain the system in correct order to avoid any damage to the machinery.
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What is Spark Erosion?

Technically, when two current carrying dissimilar metals are in contact, a sparks travels at

the point of contact which erodes the small metal by making a cavity.

In a Vessel, different metals are used to building propeller, hull, bedplate, crankshaft,

bearing etc. The current from the cathodic protection system is generally present in these

parts, which eventually creates the perfect situation for spark erosion.

Even aships hullmade up of steel which is immersed in sea water, small galvanic current

flows through anodic area leading to corrosion and erosion.

Effects of spark erosion

To suppress the effect of galvanic corrosion, especially at the stern part of the ship wherethepropelleris present, an Impressed Current Cathodic Protection system is used. The

propeller shafting is earthed to achieve continuous circuit and to avoid malfunction of the

same.
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When the propeller is at rest, the stern tube, propeller shaft and bearings are in contact with

each other. Similarly main engine bearing and journal are in contact with each other,

maintaining continuity of the circuit. When the ship is running, due to the rotation of the

propeller and lubricating oil film the shaft becomes partially electrical insulated. It may also

happen on the tail shaft using non metallic bearing which acts as an insulation.

The propeller at the aft is a large area of exposed metal which attracts protective cathodic

current which produces an arc while discharging from the lubricating film. This results in

spark erosion of bearings, which can lead to worse situation if lube oil is contaminated with

sea water.

If this effects continue for a considerable amount of time, it may lead to overheating of Main

engine bearingscaused by improper lubrication resulted by cavities from spark erosion. It

may also lead to formation of oil mist, emergency shutdown of the engine or in extreme

casescrank case explosion.
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Reasons for Spark Erosion

Some of the main reasons which results in Spark erosion related problems on ship are

The shaft earthing arrangement is not working or improperly fitted

The Cathodic protection current system setting is wrong

Thehull coatingis excessive than required which will increase the galvanic corrosion

of the shaft

Slip rings and brushes in the earthing device are worn out

The contact between shaft and earth device is not clean
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It is advisable to use two earthing devices for the shaft of the main engine. One for earthing

purpose and the other to connect with the voltmeter for measuring the potential difference

between the shaft and the hull of the ship.

The effect of spark erosion will be minimum if the potential difference is below 50 mv.

Maintenance and Checks for Sewage

Treatment Plant on Ship


OCTOBER 24, 2010 BYRAUNEK1 COMMENT

An efficient running of a sewage treatment plant on a ship requires periodic maintenance

and daily checks of the system. Failure to do so can lead to an output that cannot be

discharged into the sea, blockage of pipelines, and even failure of some parts.

There are several factors that results in smooth working of a sewage treatment plant on a

ship and this article enumerates all the maintenance and checks for that smooth running.

Routine Checks

1. During daily rounds the pressure of the system should be checked and should be within

the limits.

2.The air lift return should be checked to make sure the system is working properly. This is

usually checked by the flow through the clear plastic pipe present on the installation. A clear

sludge can be seen flowing through the tubes back to the aeration chamber.
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3.Over a period of time, the sludge content in the aeration tank due to the recycling of the

sludge from settling tank and fresh sewage increases. This sludge content or suspended

solid particle is measured in mg/liter. The method of checking it is to take sample in a

conical flask provided by the manufacturer and filling it up to 1000ml mark. The sample is

then allowed to be settled and reading of sludge content is checked.

The sludge content should not be above the 200 mark, but if it is above the 200 mark, the

tank has to be emptied for increasing the performance. In some ships this is checked by

filtering the sample through a pre-weighed pad which is dried and re-weighed. This also

depends from manufacturer to manufacturer, but is done every week.

4.Also the bio-pac is added every week to the plant to increase efficiency. The bio-pac

contains aerobic bacteria which get activated when mixed with hot water.

5.The chlorination of the sample should be between 1-5 ppm and accordingly the dosing

has to be increased or decreased.

6.The level of biological oxygen demand (BOD) is also checked and it should not be above

50 mg/liter. The sample is checked by incubating the sample at 20 degrees and well

oxygenating the same. The amount of oxygen absorbed over a period of five days is

measured. This is done to check the oxygen required for full breakdown of sewage after it

has been treated by aerobic bacteria.

7.The internal coating of the sewage treatment plant should be checked for cracking and

blistering. If any kind of damage is found then we first need to empty the tanks and then

necessary repairs to be performed. Special precautions should be taken before entering the

tank as it may contain toxic gases that cause suffocation. The gases should be checked by

dragor tube, a special tube in which samples of various gases are taken before entering.

When it is made sure of the absence of toxic gases, entry is made with the mask and

gloves. After completion of work the area has to be disinfected. Later, hands should be

properly scrubbed and overalls be thoroughly washed.


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8.If the sewage treatment plant is fitted with UV disinfectant system instead of the

chlorination system, the UV lamp has to be changed as recommended by the manufacturer.

9.High and low level limit switches should be checked for auto cut-in and cut-out of the

discharge to over-board pump.

10.Make sure the stand-by sewage discharge pump is put on auto during the working of

the sewage treatment plant.

Maintenance

In case of a blockage of the sewage line there is a connection for back flushing which uses

sea water. This is to be used to unclog the sewage pipelines; however, it is to note that all

valves are closed and only the necessary valves are open, for it might back flush from WC

of the cabins.

Generally, stewards are instructed for using chemicals provided by various manufacturers

such as Drew Marine and Unitor during washing so that no blockages of lines are caused.

However, there shouldnt be any overuse of these chemical as it would lead to killing of
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aerobic bacteria which will decrease the efficiency of the plant and other problems. The

amount of chemicals is to be as per manufacturer recommendation.

Procedure for Starting and Stopping ofSewage Treatment Plant on a Ship


OCTOBER 24, 2010 BYMOHITLEAVE A COMMENT

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