MUKESH KUMAR SINGH

HKID: 57769

FOURTH ENGINEER TO THIRD

ENGINEER MENTORING

VESSEL: M.T. FPMC P HERO

Ref Code:- FPH/3/20437

Ref Code:- FPH/3/20438
Ref Code:- FPH/3/20439
JOB RESPONSIBILITY
Write brief notes on the 3rd Engineer's work responsibility regarding:

1. Main Engine and associated equipments.

The Third Engineer is the second of the watch-keeping Officers and shall be
responsible to the Chief Engineer Officer for looking after the machinery and its safe
and efficient operation during the middle watch at sea or otherwise when he is the ship-
keeping Officer.

For purposes of maintenance, overhauls, supervision of repairs, the Third engineer will
carry out all work, duties allotted to him by Second Engineer who is his immediate
superior / senior.

Regarding his duties to main Engine and associated equipments he will keep a vigilant watch on
all the concerned machineries parameters concerning for the safe operation of the machinery
and ship.

In case of any abnormalities he will immediately attend to his fullest capacity, and will
communicate with his senior officer. He should read, understand and comply with Chief
Engineer’s Standing Orders, Chief Engineer’s Night Orders.

He will assist in any maintenance job on the Main Engine or its associated equipments under
the instruction and guidance of Second Engineer, which might be decarb of m/e units,
overhauling of Fuel Valves and Fuel Pumps, Fuel Pumps pressure testing, Crankcase
inspection and deflection, Scavenge inspection or any other related jobs.

2. Electrical duties in absence of El/Off.

Third Engineer has to perform electrical duties in the absence of Electrical Officer as per the
guidance of his seniors.

3. Main Engine and Boiler water testing.

Main Engine Cooling water and Boiler Water testing has to be carried out once in a week basis.
The tests to be carried out for Main Engine cooling water are tests for Nitrite, Chloride and pH,
whereas for Boiler water test include [Link], Chloride, pH and Hydrazine PPM. The testing
procedures may vary as per the test kit manufacturer. All the steps instructed by the test kit
manufacturer has to be followed in strict compliance or it may result in deviation from the actual
supposed result.

4. Emergency equipments under his purview.

The Emergency equipments under Third Engineer are as

1. Emergency Fire Pump.

2. Emergency Generator.

3. Lifeboat Engines.

4. Breathing air Compressor.

He will regularly try out operations and will be doing any maintenance job as required. He is
responsible for the sound operation and up keeping the condition of the mentioned emergency
equipments and to continuously update Second Engineer regarding the status of all the
emergency equipments.

5. Cargo handling machinery on deck.

The Third Engineer must have an intimate knowledge of all cargo handling machinery, pipe line
systems, deck machinery and fire-fighting equipment aboard the vessel.

RECORD KEEPING

Task Description:

1. List out the files to be maintained by the 3rd Engineer as per C/E filing system.

The files to be maintained by 3rd Engineer as per C/E filing system are as:

1) Chemical inventory.

2) Cooling water and Boiler water test log.

3) Auxiliary engines running hours and maintenance schedule.

4) Auxiliary engines performance report.

5) EMS log specified sections.

6) Chemical consumption report.

 7) Boiler maintenance routine schedule.

rd
2. List out the records to be maintained by 3 Engineer regarding equipments under his
charge including all calibrations and clearances.

The various records maintained by third engineer are as:

1) Auxiliary engines running hours and maintenance schedule comprising of FO

filters, LO filters, air filters, tappet clearance, crankcase inspection, crankshaft deflection, fuel
valves, fuel pumps, air cooler, LO cooler, decarb routine starting air motor .

2) Auxiliary Boiler inspection and routine maintenance of burner assembly damper,

combustion chamber water level gauge and valve attachments.

3) Auxiliary Engine performance record to be taken on a monthly basis.

4) SCBA Compressor regular try outs, and maintenance including oil level inspection,
Cleaning air filter and renewal as required.

Shipboard Management Manual

Task Description:

1. Which section in the SMS Manual deals with Third Engineer's responsibilities.

The section in the SMS manual which deals with the Third Engineer’s responsibilities is 2.9,
further divided in parts as 2.9.1 for responsibilities, 2.9.2 for duties, 2.9.3 for paperwork, 2.9.4
for stores and spares, 2.9.5 for bunkering, 2.9.6 for deck work.

2. What Emergency equipments come under the purview of Third Engineer's?

The Emergency equipments which come under the purview of Third Engineer's are as:

1) Emergency air compressor.

2) Emergency generator.
3) Lifeboat engines.
4) All fixed fire extinguishers / fire-fighting installations.
3. What are Third Engineer's responsibilities towards cargo handling equipments aboard
the vessel?

The Third Engineer must have an intimate knowledge of all cargo handling machinery, pipe line
systems, deck machinery and fire-fighting equipment aboard the vessel

Code of Safe Working Practices

Task Description:

What are the 8 elements of Risk Assessment enumerated in Sec 1.9 Of Code of
Safe Working Practices?

The main elements of the risk assessment process are:

1) Classify work activities.

2) Identify hazards and personnel at risk.
3) Identify risk controls.
4) Estimate the risk.
5) Decide the tolerability of the risks.
6) Prepare risk control action plan ( if necessary).
7) Review adequacy of action plan.
8) Ensure risk assessment and controls are effective and up to date.

Task Description:
What are the 9 main Hazards in the workplace are as identified in Sec 2.2 of the
above code.

The 9 main Hazards in the workplace as identified in Sec 2.2 of the above code are as:

a) Mechanical.
b) Electrical.
c) Physical.
d) Radiation.
e) Substances.
f) Fire and explosion.
g) Chemical.
h) Biological.
i) Psychological.

Code of Safe Working Practices

Task Description: Read Chapter 20 and take 4 photographs which confirms the
safe working practices onboard related to this chapter.

PHOTO-1 PHOTO-2

PHOTO-3 PHOTO-4

Task Description: What are the 11 steps that are recommended in Sec 6.4 of the
above Code to reduce/eliminate risk in the workplace?
The steps that are recommended follow as:
1. Abrasive wheels should be selected, mounted and used only by competent persons
and in accordance with manufacturer’s instructions. They are relatively fragile and
should be stored and handled with care.

2. Manufacturer’s instructions should be followed on the selection of the correct type of

wheel for the job in hand. Generally soft wheels are more suitable for hard material
and hard wheels for soft material.

3. Before a wheel is mounted, it should be brushed clean and closely inspected to

ensure that it has not been damaged in storage or transit. The soundness of a
 vitrified wheel can be further checked by suspending it vertically and tapping it gently.
If the wheel sounds dead it is probably cracked, and should not be used.

4. A wheel should not be mounted on a machine for which it is unsuitable. It should fit
but not loosely to the spindle. If the fit is unduly tight, the wheel may crack as the heat
of the operation causes the spindle to expand.

5. The clamping nut should be tightened only sufficiently to hold the wheel firmly. When
the flanges are clamped by a series of screws, the screws should be first screwed
home with the fingers and diametrically opposite pairs tightened in sequence.

6. The speed of the spindle should not exceed the stated minimum permissible speed of
the wheel.

7. A strong guard, enclosing as much of the as possible should be provided and kept in
position at every abrasive wheel both to contain wheel parts in the event of a burst
and to prevent an operator having contact with the wheel.

8. Where a work rest is provided, it should be properly secured to the machine and
should be adjusted as close as practicable to the wheel, the gap normally being not
more than 1.5mm.

9. The side of the wheel should not be used for grinding. It is particularly dangerous
when the wheel is appreciably worn.

10. The work piece should never be held in a cloth or pliers.

11. When dry grinding operations are being carried on or when an abrasive wheel is
being trued or dressed, suitable transparent screens should be fitted in front of the
exposed part of the wheel or operators should wear properly fitting eye protectors.

Code of Safe Working Practices

Task Description: Complete one hot work permit and one enclosed space entry
permit.
One latest revised set of completed Hot Work Permit and One Enclosed Space Entry
Permit has filled and has been attached afterwards.
Standing Instructions
Task Description: Read and sign the on board standing instruction and exhibit a
copy of the same.

Chief Engineer’s standing orders which were read, understood and signed
onboard, and was on display in Engine Control Room has been photocopied and
attached here afterwards.

Location of Manuals
Task Description: Print out a complete list of ships technical manuals and their
location.

LOCATION OF MANUALS

List of manuals
[Link] TYPE SUBJECT CODE LOCATION
FINAL
1 DRAWING & AIR COMPRESSOR M26-2 Electrical w/s
INST MANUAL (SERVICE AIR)
FINAL
2 DRAWING AIR COMPRESSOR M26-1 Electrical w/s
FINAL
3 DRAWING LATHE M09 Electrical w/s
FINAL
4 DRAWING AUX. BOILER M43-1 Electrical w/s
FINAL
5 DRAWING AUX. BOILER M43-2 Electrical w/s
FINAL
6 DRAWING COMP. BOILER M42 Electrical w/s
FINAL
7 DRAWING & G/E (1/2) M24-2 Electrical w/s
INST MANUAL
FINAL
8 DRAWING & G/E (2/2) M24-3 Electrical w/s
INST MANUAL
 FINAL
9 DRAWING EMERGENCY GENERATOR M25 Electrical w/s
FINAL
10 DRAWING IGG P10 Electrical w/s
FINAL Electrical w/s
11 DRAWING BILGE WATER SEPARATOR M36
FINAL Electrical w/s
12 DRAWING AIR-CON PLANT A42
FINAL
13 DRAWING PURIFIER ( SAMGONG) M35 Electrical w/s
FINAL STEERING GEAR (ROLLS-
14 DRAWING ROYCE) M44 Electrical w/s
FINAL
15 DRAWING PUMPS M29 Electrical w/s
FINAL
16 DRAWING MARFLEX Electrical w/s
FINAL
17 DRAWING M/E1 FINAL PLAN DRAWING M23-1 ECR
FINAL ECR
18 DRAWING M/E2 INSTRUCTION MANUAL M23-2
VOL.1
FINAL ECR
19 DRAWING M/E3 INSTRUCTION MANUAL 2,3 M23-3

FINAL ECR
20 DRAWING GALLEY AND LAUNDRY A48
FINAL
21 DRAWING M/E4 ACCESSORY MANUAL M23-4 BOX 7-2
FINAL
22 DRAWING M/E5 ACCESSORY MANUAL M23-5 BOX 7-2
23 USER MANUAL OIL MIST DETECTOR
FINAL MARPOL
24 DRAWING WASTE OIL INCINERATOR M 39 BOX
FINAL A 45- MARPOL
25 DRAWING SEWAGE TREATEMENT PLANT 1 BOX
FINAL A 45- MARPOL
26 DRAWING SEWAGE TREATEMENT PLANT 2 BOX
FINAL Electrical w/s
27 DRAWING PROV REFRIGERATION PLANT A 43
FINAL BRIDGE MANOUVERING E 45- Electrical w/s
28 DRAWING SYSTEM 1
FINAL E 44- Electrical w/s
29 DRAWING ALARM MONITORING SYSTEM 1
FINAL Electrical w/s
30 DRAWING MARFLEX VSDS
FINAL VALVE REMOTE CONTROL Electrical w/s
31 DRAWING SYSTEM P 16
 FINAL SHIP PERFORMANCE Electrical w/s
32 DRAWING MONITORING E 64
FINAL CARGO/BALLAST HANDLING P 23- Electrical w/s
33 DRAWING SYSTEM 1
FINAL CARGO/BALLAST HANDLING P 23- Electrical w/s
34 DRAWING SYSTEM 1
FINAL Electrical w/s
35 DRAWING PUMPS M 29
FINAL Electrical w/s
36 DRAWING DECK MACHINERY HF 20
FINAL Electrical w/s
37 DRAWING REFRIGERATED AIR DRIER M 28
FINAL Electrical w/s
38 DRAWING COOLER(PLATE) M 32
FINAL Electrical w/s
39 DRAWING EM'CY SHOWER & EYE WASH P 32
FINAL BALLAST TANK LEVEL/ DRAFT Electrical w/s
40 DRAWING GAUGE P 25
FINAL Electrical w/s
41 DRAWING MANUAL HYD CONTROL VALVE P 26
FINAL Electrical w/s
42 DRAWING PROVISION CRANE A 51
FINAL Electrical w/s
43 DRAWING ENERGY SAVING SYSTEM M 49

Boiler and Exhaust Boiler

Task Description: Go through and summarize in your own words the procedure of boiler
operation in auto and manual mode

For operating Boiler in auto mode following steps are to be taken:

START/STOP OF BOILER

General
The following chapters of the instruction manual describe the operation and
maintenance
of the pressure part. As this is only a part of the complete boiler plant, it is
important to study the remaining chapters in this manual very thoroughly. It is especially
important that the operator of the boiler plant becomes familiar with the operation
instructions of the burner and the control panel.
Important: To ensure a safe and reliable operation of the boiler plant, all operation
and/or maintenance of the boiler should be carried out only by
skilled personnel.
Start-up
When the boiler is started, the lighten-up rate of the boiler must not be accelerated too
much as this might cause an unnecessary overstrain of the boiler material by quick and
uneven temperature rises. It might be necessary to perform a number of start/stop
sequences to reduce the lighten-up rate.
Attention: At the commissioning start-up of the boiler and after any repair work
of the refractory, it is very important to further reduce the lightingup
rate. This is because the new refractory still contains a small
amount of water. When heated the water vaporises and expands
which might cause fissures and cracks in the refractory. The burner
must therefore only be operated at minimum load and in intervals of
1-2 minutes for the first hours. Between each operation interval the
burner should remain stopped for approximately 8-10 minutes.
Before start-up of the boiler plant, some general work and check procedures must be
considered.
Step A: Check that the main steam valve, by-pass valve and circulation valves if
provided, scum valve, and blow-down valves are closed.
Step B: Open the feed water valves and the air valve. Fill the boiler with feed water
to approximately 50 mm below normal water level. The water level rises
due to expansion when the boiler is heated. If the temperature difference
between the boiler and feed water exceeds approximately 50ºC, the boiler
must be filled very [Link]/STOP OF THE BOILER OM9210_01#A.2
Step C: Check the water level in the water level gauges. Check frequently during the
complete start-up. The water level gauges should be blown down several
times to ensure a correct indication.
Step D: Check that the water level control system is connected and operational.
Step E: Check the oil system and start the fuel oil supply pump. Pre-heat the fuel oil
if the burner should operate on heavy fuel oil.
Step F: Check the burner and the safety functions according to the separate instruction.

Start and pressure rise

The following work procedures must be followed during start-up of the boiler.
Step A: Check that the gauge board valve and pressure gauge valves are opened.
Step B: Check that the air valve is open if the boiler pressure is below 1.0 bar.
Step C: Start the burner on manual control and on low load. Check that the water
level does not rise too high during the pressure rising period.
Step D: Drain via the blow down valves if the water level is too high.
Step E: If the air valve was opened close it when only steam blows out. A pressure
reading should be indicated on the boiler pressure gauge before the air valve
is closed.
Step F: Tighten all covers such as manholes, hand holes, inspection doors, etc. during
the pressure rising period. If required, check all flange joints on the plant.
Step G: Change to automatic control of the burner when the boiler pressure is 0.5
bar lower than the working pressure of the boiler.
Step H: Open the by-pass valve slowly to heat-up and pressurise the steam system.
If the boiler is not provided with a by-pass valve, the main steam valve
should be used to heat-up and pressurise the steam system.
Step I: Open the main steam valve and close the by-pass valve.
Step J: Open the valves to the steam consumers carefully in order to avoid water
chocks.
Step K: When the boiler is in normal operation, check that the water level control
system and the gauge board functions are fully operational.

Boiler stop
Normal boiler shut down
If necessary, the boiler can be shut down at any load without special preparations.
Note: When the boiler is stopped, sudden temperature and pressure drops should
be avoided as they might expose mountings, pipe lines, and the boiler plant
to inadmissible temperature gradients.
Step A: When minimum load is obtained, stop the burner.
Step B: Keep the water level at normal level until the boiler stops producing steam.
Step C: Stop the feed water pump and close the feed water valves.
Step D: Close the main steam valve.

Emergency shut down

The boiler must be taken out of service immediately if:
• parts of the heating surface have been glowing or the boiler shows recognisable
deformations. The supervising authorities must be informed, and the boiler must
not be used until approval from these authorities is available
• a substantial loss of water is noted
• the feed water system is unable to provide the necessary amount of feed water, e.g.
due to failure of parts
• the safety valve cannot function
• sudden cracks or damage are noted in the refractory, and if steam or moisture is
coming out of the refractory
• oil in the feed water is detected
• too high salinity level is detected
If an emergency shut down must be carried out, the fuel supply should be stopped. The
main steam valve should be closed gradually, and the boiler must be cooled. The safety
valves must not be operated. Parallel working boilers should be disconnected at once.

Stop for repair or inspection

The following describes the measures to be taken when the boiler is shut down for
repair or inspection.
Step A: Clean the boiler from soot with water.
Step B: Operate the burner for at least 15 minutes after the soot removal to dry out
the remaining water.
Step C: Stop the boiler as mentioned previously.
Step D: Check the furnace and the pin tubes with regard to cleanliness.
Step E: Empty the boiler from water and clean it. Check if lime stone appears.
Step F: Check and clean the outer fittings. Change gaskets where required.T/STOP OF
THE
Step G: Clean the feed water tank and feed water pipes.
Step H: Clean and grease the bearings of motor, pump, and fan.
Step I: Check and align the burner, if necessary.
Step J: If the boiler is shut down for a long period of time, the pin tubes must be
thoroughly cleaned.
Step K: Check that the necessary spare parts are available. Order complementary
parts in time.

Task Description: What is the maintenance routine for exhaust gas boiler?

Boiler maintenance
Exhaust Gas Boiler maintenance
The boiler maintenance should always be executed with skill and in accordance with
valid rules and regulations from the authorities. Below some recommendations are
given for periodical inspections and maintenance.

Daily operation
During normal operation of the boiler, some work and check procedures have to be
considered every day.
Step A: Check the boiler water condition and make necessary counter measures with
regard to the feed and boiler water treatment. If necessary, blow-down the
oil fired boiler(s).
Step B: Check that the circulation pumps are running smoothly without vibration or
noise.
Step C: It is recommended to soot-blow the heating surface of the boiler two or three
times every [Link], the frequency of soot-blowing should be determined
according to the actual operating conditions for the specific boiler
plant. Please also see the instruction “Cleaning of the heating surface”.
Step D: Check and record the exhaust gas inlet and outlet temperatures as well as
the exhaust gas pressure loss across the boiler at the actual main engine loads.
An outlet temperature or a pressure loss higher than expected indicate that
the heating surface may be fouled and need to be cleaned.

Weekly routine checks

Step A: Depending on the boiler water tests, blow-down the oil fired boiler(s). Open
the blow-down valves quickly for a few seconds, and then close and open
again for about five to ten [Link] this operation when required according
to the boiler water tests.

Monthly routine checks

Step A: Test the function for automatic stand-by start of the non operational circulation
pump by throttling the outlet valve of the operational pump.
Step B: Check all boiler mountings for damage or leaks and repair/replace if necessary.
Step C: Inspect the boiler to determine the fouling of the boiler tubes and possible
adjustment of the frequency of soot-blowing.
BOILER MAINTENANCE OM9210_06#A.2
Auxiliary-Boiler maintenance
The boiler maintenance should always be executed with skill and in accordance with
valid rules and regulations from the authorities, and below are given some
recommendations
for periodical inspections and maintenance.
Daily operation
During normal operation of the boiler some work and check procedures have to be
considered every day.
Step A: Check the boiler steam pressure and the water level.
Step B: Check that the feed water control system is operational, see separate
instructions.
Step C: Check the boiler water condition and make necessary countermeasures with
regard to the feed and boiler water treatment. If necessary blow-down the
boiler.
Step D: Check the function of the oil burner at different capacities through the
inspection
holes on the boiler.
Step E: Check the flue gas temperature after and/or the draft loss across the boiler.
If either the temperature or the draft loss is too high, the pin-tube section
must be cleaned.

Weekly routine checks

Step A: Drain each water level glass for about 10-15 seconds.
In case of contaminated boiler water or insufficient water treatment, the draining of
the water level glasses must be done more often.
Step B: Check the safety water level device.
Step C: Depending on the boiler water tests blown-down the boiler. Open the blowdown
valves quickly for a few seconds, and then close and open again for
about 5-10 seconds.
Repeat this operation when required according to the boiler water tests.
Step D: Perform scum blow out by means of the scum valve when required. The
scum blow out must be carried out until the drained water is clean.

Monthly routine checks

Step A: Test all stand-by pumps.
Step B: Check all boiler mountings for damage or leaks and repair/replace if neces

Step C: Check the function of the high steam pressure switch by lowering the set
point or by raising the steam pressure, e.g. by closing the main steam valve
slowly.
The burner must stop automatically.

SAFETY CUT OUTS OF [Link]

 Water level low

 Water level high
 Fuel temperature low
 Fuel temperature high
 No fuel pumps available
 Standby fuel pump started
 Fuel oil pressure low
 Flame out
 Burner swing open

The maintenance routine for exhaust gas boiler includes the removal of soot deposited on tubes
by using water, which washes away the soot from the tubes and are collected in Soot collecting
tank, which is further disposed by discharging ashore facilities. Another way is by blowing
compressed air on the surface of tubes which removes soot by the air force, which is collected
downward.

Boiler and Exhaust Boiler

Task Description: Draw a line diagram of the Exh. Boiler plant with
procedure to bypass exhaust boiler if any.
A line diagram of the exh. boiler plant has been attached. There was no method to bypass
exhaust boiler onboard.

Task Description: What are the fittings and appendages on a [Link]

fired boiler and 2.. Exhaust gas boiler.

The fittings on an Oil Fired Boiler are as:

1. Safety valve 02 Nos.

2. Main steam stop valve 01 no.

3. Feed water stop valve 02 Nos.

4. Feed water stop check valve 02 Nos.

5. Bottom blow valve 01 No.

6. Surface blow valve 01 No.

7. Water level gauge cylinder shut off valve 04 Nos.

8. Water level gauge cylinder drain valve 04 Nos.

9. Steam pressure gauge shut off valve 01No.

10. Sample water valve 01 No.

11.. Steam heater root valve 01 No.

12. Air vent valve 01 No.

13. Remote water level gauge root valve 02 Nos.

14. Water level gauge 02Nos.

15. Pressure gauges.

The fittings on exhaust gas boiler are as:

1. Safety Valve 01No.

2. Drain Valve 01No.

3. Air vent Valve 01No.

4. Gauge Valve 01 No.

5. Circulating water pump suction valve 02 Nos.

6. Circulating water pump discharge valve 02 Nos.

7. Pressure gauges.

Task Description: What is the survey interval of oil fired and exhaust
gas boilers and write a note on how you would prepare them for
survey.

The survey interval of oil fired and exhausts gas boilers are of 03 years. To prepare them for survey one
must carry out overhauling and lapping of all valves prohibiting from leaking. All the boiler pressure
gauges must be calibrated. Boiler furnace to be thoroughly cleaned and refractory to be in good condition.
All water tubes should be scrapped of carbon deposits. Safety valves should be overhauled their relief
settings should be confirmed and adjusted if required and operation verified. All the safety alarms and
cutouts operation to be checked and operated. All the automatic operation should be verified for
operation. PLC battery to be renewed, all concerned motors especially FD Fan motor should be in good
condition and one spare motor available.

Incinerator
Task Description: Write down the procedure for the incinerator operation with
waste oil and name the safety cut outs in incinerator.
INCINERATOR

OPERATION

Selecting of programmes

MODE ( MD1) waste oil burning

MODE ( MD2) Solid waste burning

MODE ( MD3) Test and maintenance mode

STARTING

The incinerator operated via a control panel and the START/STOP switch

A green light indicates that the incinerator primary blower is in operation

A red light indicates that there are alarm activate on the incinerator

WASTE OIL BURNING ( MD 1 )

[Link] the main switch is turned on WASTE OIL MODE is settled automatically for
only

Solid waste burning the mode should be changed to SOLID WASTE MODE when the

WASTE OIL MODE is settled waste oil and solid waste can be burnt together.

[Link] sure the mode settled on MD 1

[Link] the alarm messages on display screen by touch panel.

[Link] START – STOP switch to START position on control panel.

[Link] is operated automatically by PLC

SOLID WASTE BURNING ( MD 2 )

[Link] sure mode is settled on MD2

[Link] the alarm messages on display screen by touch panel

3. activate START – STOP switch to START position on control panel.

4 .incinerator is operated automatically by PLC

SAFETY CUT OUTS

Alarm level for low sludge temperature.

Alarm level for high sludge temperature.

Alarm point for high combustion chamber temperature.

Alarm point for high flue gas temperature.

Alarm for the opening of chamber door during operation.

Task Description: What items of waste can be dealt with by the incinerator on
board?

ITEMS THAT CAN BE INCINERATED

Sludge

Solid waste (oil rags, papers, cardboards without plastics)

Strictly plastics should not burn in the incinerator. it should be segregated ,recorded and
hand over to shore.
TYPE APPROVAL CERTIFICATE

EC TYPE – EXAMINATION CERTIFICATE.

The certificate comply with the requirements of following regulations and standards as
per following

Annex A,1, item NO.A.1/2.7 and

Annex B, module B in the directive.

MARPOL (73/78) as amended and Annex

A VI regulation 16.
Auxiliary Engine

Task Description: Write down the procedure to start the auxiliary (local starting) and the
fuel change over procedure.

AUXILIARY ENGINE

STARTING PROCEDURE

 Check all valves in cooling and fuel lines for correct position.
 Check the level in the sump and pre lubricating pump running.
 Select switch to local starting.
 Open the indicator cocks and Press the start switch once FOR BLOW
THROUGH. Close the indicator cock’s.
 Put back the switch to local (for local starting) and remote (from ECR starting)
 For ECR starting from control room select AUTO button.
 Then select “FULL AUTO START” button. Generator will start and come on load.
 Check all the parameters.

For stopping press FULL AUTO STOP button from ECR panel. Generator will stop
automatically after few min.

FUEL CHANGE OVER PROCEDURE

 Change over from heavy oil to diesel oil.

 Start the diesel oil pump.
 Open the diesel oil inlet valve and close the heavy oil inlet valve.
 Wait for few minutes for proper flushing of oil in the lines.
 Open the diesel oil outlet valve and close the heavy oil outlet valve.
 Change over from diesel oil to heavy oil.
 Open the heavy oil outlet valve and close the diesel oil outlet valve.
 Open the heavy oil inlet valve and close the diesel oil inlet valve.
 Stop the diesel oil pump.
Task Description: What are safety trips and cut outs on a Auxiliary Engine?

SAFETY TRIPS AND CUT OUTS

 DG fuel oil inlet pressure low alarm.

 DG fuel oil inlet temperature high alarm.
 DG fuel oil inject pipe leakage alarm.
 DG lub oil inlet pressure low alarm.
 DG lub oil inlet temperature high alarm.
 DG lub oil filter differential pressure high alarm.
 DG sump lub oil level low alarm.
 DG starting air pressure low alarm.
 DG control air pressure low alarm.
 DG charge air inlet pressure high alarm.
 DG charge air inlet temperature high alarm.
 DG jacket HT water inlet pressure low alarm.
 DG jacket HT water inlet pressure high alarm.
 DG jacket inlet HT water temperature low alarm.
 DG CAC inlet LT water pressure low alarm.
 DG cylinder exhaust gas temperature high alarm.
 DG TC outlet exhaust gas temperature high alarm.
 DG engine speed high alarm.
 DG turbo speed high alarm.
 DG bearing temperature high alarm.
 Winding temperature high alarm.

SHUTDOWN

 Over speed auto shutdown.

 HT water temperature high auto shutdown.
 Lub oil pressure low auto shut down.
 Emergengency stop (external shutdown).

Task Description: What is the type of governor fitted on the Auxiliary Engine?

The type of governor fitted on the auxiliary engine is of constant speed type and of electro
hydraulic.
Vessel Garbage Management Plan
Task Description: List out the segregation of garbage drums which complies with companies
garbage management plan.

Grey. The segregation of garbage drums which complies with companies garbage management plan are
as:

1) Plastic Garbage Drums.

2) Food Contaminated Plastic Garbage Drums.

3) Domestic Waste Garbage Drums

4) Food Contaminated Domestic Waste Garbage Drums.

5) Food Waste Garbage Drums.

6) General Operational Waste Drums.

7) Oily Rags Garbage Drums.

8) Incinerator Ash Garbage Drum.

All these various garbage drums are color coded for further easy identification with Plastic type
Garbage Drums painted as Red, Domestic waste type Garbage drums Painted Yellow, Food Waste
garbage drums painted Blue, General Operational waste garbage drums painted in Yellow, Oily rags
Garbage drums painted Black and Incinerator ash Garbage drums painted

Photograph of garbage drums arranged according to Vessel Garbage Management Plan

The disposal of OWS coalescer filters to be landed to shore reception facilities and oily soot water also to
be landed to sludge barge.
Task Description: What are the items that cannot be thrown overboard and should be always
landed ashore.

As per revised regulation no other categories of garbage can be thrown overboard except Food
waste, that too with limitations. As if the vessel is in special are Vessel cannot discharge food waste if it is
within 12nm of shore, if it is more than 12 nm miles from shore it can discharge food waste only through
commutator (Food Disposer). If Vessel is in normal water without any garbage restriction then it can
discharge food waste directly in sea only if the vessel is outside the range of 12nm from shore. If it’s in
between 12nm and 3nm it will discharge food waste only through Food disposer, and it will not throw food
waste at all if it is within 3nm of shore.

However few types of garbage can be disposed onboard with the help of an incinerator which are Oily
rags, papers and sludge, however the ash generated from these has to be collected and stored to land
ashore. Rest all categories of Garbage has to be landed ashore for disposal.
 PMS
Task Description: Take the print out of the PMS machinery which are under the responsibility of
rd
3 Engineer.

The print out of the PMS machinery which are under the responsibility of 3rd Engineer has been attached,
please refer to it.
Task Description: How will you handle the PMS of items that have become overdue?

Overdue PMS items are to be given first preference during daily work plan. In case if the job could not be
requested in PARIS with appropriate reason and
done at that particular circumstance, a postpone may be requested
the date planned to carry out the job. Technical department will review the request and may approve
postpone, same will be updated in PARIS during next export.

calibration readings in the PMS records?

Task Description: How will you enter the calibration

For entering the calibration records in PMS we first open the main page of PMS, and then we go to the “
FORM AND CHECKLISTS” SECTION, and when that page opens, we need to scroll down and click next
to the section named “ TECHNICAL REPORTS”. On clicking that that link it opens the list of all the technical
report forms, and then we have to open the concerned technical report which we require and take out the
print out of that particular technical report. That print out form has to be filled up with all technical
calibration readings and that form has to be filed in onboard file system.
TASK NAME Auxiliary Turbines
TASK DESCRIPTION Write down the procedure to start auxiliary turbines from cold.
What is the significance of maintaining the dump condenser
temperatures?
What are the essential spares to be carried onboard for aux turbines?
The procedure to start auxiliary turbines from cold is as follows:
At 2 hrs notice for COP:

1. Two A/Es’ running in parallel, parameters confirmed.

2. Put boiler in AUTO mode.
3. Open SW to vacuum condenser & COPT LO cooler.
4. Start pre-lube pump for COPT.
5. Drain main steam line for COPT.
6. Open the drains provided on COPT.
7. Open COPT main steam v/v drain.
8. Open COPT main steam v/v bypass slowly.
9. When line is fully drained shut all the drain v/vs.
10. Open gland steam to COPT, maintain at 0.5bar.
11. Start condensate pump, monitor water level in condenser.
12. Open SW & steam to air ejector.
13. Change over dumping to vacuum condenser.
14. Start scrubber pump.
15. After 15 mins of opening gland steam, confirm with C/O & put COP on
warming.
16. Check & start oxygen analyzer.

At half hour notice for COP:

1. Open COPT main steam line.

2. Change over boiler to ‘tanker service’.
3. Change over feed water pumps from aux. to main.
4. Confirm with CCR & put COPT on rolling at 200rpm for 25 mins.
5. On order to give controls of COPT to CCR, slowly increase COPT rpm to
800 in about 5mins, till the governor takes over and open the steam
valves fully.
6. Confirm with CCR on COPT control.
7. Monitor and record all parameters.
The significance to maintain the temperature of Dump condenser is, as the
steam come to dump condenser after the work done at cargo oil pump
turbine in vapour state for condensation, so if the temperature of dump
condenser is high, the rate of condensation decreases which leads to high
back pressure (loss of vacuum) decreasing the efficiency of plant & can lead
to COPT trip. So it is important to maintain the temperature of dump
condenser.

The essential spares to be carried onboard for aux turbines are :-

  THROTLE BUSH
 BEARINGS
 FLINGER
 COUPLING BOLTS
 OIL SEALS
 MECHANICAL SEALS (L&R)

Two Stroke Engine and Four Stroke Engine.

Task Description : Write a note on the difference between the two stroke engine and
four stroke engine.

The main difference between the two engines is the power developed. The two stroke cycle
engine, with one power stroke every revolution theoretically develops twice the power of a four
stroke engine of the same swept volume.

In two stroke engine, the cycle is completed in one revolution of crankshaft, where as the four
stroke engine the cycle is completed in two revolutions of crankshaft.

In two stroke engine the cycle is completed in two strokes of piston, where as in four stroke
engines the cycle is completed in four strokes of piston.

In two stroke engines the inlet air port opening mechanism is controlled by the piston
movement, as when it goes to BDC, the ports in liner gets open and air rushes in from the
scavenge space, where as in four stroke engine for inlet air and exhaust valve operation a
separate opening mechanism is employed, as these valves are housed in cylinder head and
held shut by springs.

In two stroke engines the piston is solidly connected to piston rod which is attached to
crosshead bearing at the other end, and the top end of the connecting rod is connected to the
crosshead bearing. Where as in four stroke engine, the piston is connected to the connecting
rod by a gudgeon pin.

Lube oil consumption is more in two stroke engines when compared to four stroke engines.

Two stroke engines are low speed engines are low speed engine so they are used for main
propulsion as at this speed it does not requires no reduction gearbox between it and propeller,
where as the four stroke engine being a high speed machinery is used for auxiliaries such as
alternators, however they can be used for main propulsion with an additional gearbox for
reducing the propeller speed.
Task Description : Draw the 2 and 4 stroke engine cycles.

Two stroke engine and four engine cycles are drawn and attached afterwards.

Trouble Shooting Aux. Engine

Task Description : Explain the possible causes of excessive high exhaust temperature
on aux. engine and how each cause can be corrected.

The possible causes of excessive high exhaust temperature on aux. engine are as:

1) Scavenge air temperature: If the scavenge air temperature is too high, then it can lead to high
exhaust temperatures. Various reasons for scavenge air temperature high are:

a) Scavenge air cooler cooling water temperature too high – The cooling water system has to be
checked, and cooling water temperature has to be lowered to the specified range.

b) Shortage in the volume of air cooler cooling water – The cooler cooling water pump has to be
checked, or the line filters are to be cleaned.

c) Fouling of air cooler - In this case the air cooler has to be overhauled and cleaned.

d) Engine room temperature – If the engine room temperature is high, then also the scavenge
air temp. Will rise resulting in increase of exhaust gas temp. For this proper ventilation
arrangement has to be made near the generators.

2) Scavenge air pressure: If the scavenge air pressure is too low, then also it can lead to high
exhaust temperatures. Various reasons for scavenge pressure low are:

a) Clogging of turbocharger filter – If the turbocharger air filter is very dirty, then it can affect he
volume of air intake, thus increasing the temperature, for correcting either we can renew the
filter or wash it properly.

b) Clogging of Scavenge air cooler – Clogging of scavenge air cooler on the air side can also
lead to low scavenge air pressure and later on to high exhaust temperatures. For this we need
to overhaul and wash the cooler.
3) Fouling of Turbocharger – Fouling of turbocharger will also lead to rise in exhaust
temperatures, if found on turbine side & blower side, or if it is damaged somewhere, for this we
need to wash the blower side overhaul and wash the turbocharger.

4) Rise of back pressure at exhaust port – If there is increase in back pressure at exhaust ports,
then also it will cause in exhaust temperature rise, for this the exhaust pipes and the exhaust
manifold has to be cleaned.

5) Engine room air pressure not adequate – If the engine room pressure is negative, or air
passage near generator is not adequate, then also the scavenge air pressure will drop and will
cause rise in exhaust temperatures. For this reason proper ventilation arrangement should be
employed and the Engine room blowers are to be checked for proper functioning.

6) After burning – After burning is said to occur when the third phase of combustion extends
over a long period. It may be caused by incorrect fuel grade, incorrect temperature of fuel; bad
atomization of fuel, incorrect injection timing, and insufficient air supply can lead to after burning
which will further lead to rise in exhaust temperatures. These causes can be eliminated by
testing the fuel from lab and referring to its report prior use and taking proper preventive
measures, maintaining the required temperature of fuel to reduce the risk of high viscosity,
timely overhaul of fuel injectors for proper atomization of fuel, inspecting the injection timing and
changing it if required at regular intervals.

7) Overload – Exhaust temperatures will also rise if the generator is running overload, so the
load has also to be checked, and if found high should be reduced to a level for acquiring the
required range of exhaust temperatures.

8) High cooling water temperature – Jacket water temperature be high causing high exhaust
temperatures because of underperforming cooler, we need to adjust the temperature of
cooling water temperature.
9) Excessively large fuel injection – Exhaust temperatures might rise due to excessive
amount of fuel being injected for combustion for that we have to adjust the pump rack.
10) Improper valve end clearance – Improper suction and exhaust valve clearance can also
cause high exhaust temperatures for this we need to adjust the tappets with maker value.
11) Always need to check and confirm if thermometers are not faulty and that the indicator
valve is not clogged.

Hydrogen Fire

Task Description : What is hydrogen fire and how it can be avoided while fighting the
exhaust boiler fire?

When an engine is kept running at low speed, then the fuel does not have a proper combustion,
and it releases a good amount of unburned soot, this soot go up the exhaust trunking and they
stick to the economizer water tubes, because of their stickiness due to the presence of oil in
them. Over a long period of time, a substantial amount of unburned soot gets accumulated on
the economizer water tubes. These soot with the presence of heat of the exhaust gases, and
enough amount of oxygen present in exhaust gases catches fire and causes local ignition,
which can lead up to high temperatures of around 900-1000 deg C. At this much high
temperatures the water tubes begun to develop cracks in them, causing economizer water
leakage. The leaked water at this much high temperature then dissociates into hydrogen and
other elements. As hydrogen it is a combustible material, and in the presence of this
environment it catches fire, and causes in a substantial temperature rise in economizer up to
1900 – 2000 deg C. This kind of fire caused is known as Hydrogen fire. Due to this much high
temperature, there is then occurrence of metal fire, which later results into catastrophic results.

While fighting exhaust boiler fire hydrogen fire can be avoided, if we come to know if there is
presence of fire in the exhaust boiler, then first of all the main engine has to be slowed down
and then stopped, which will result in limiting the heat generation. Then we should stop the
Economizer circulating pump so that if there is any leakage in the water tubes, it will reduce the
chances of dissociation of water into hydrogen molecules, and in the meantime during this
entire boundary cooling has to be carried out, to reduce the temperature as much as we can.

Trouble shooting – Aux. Engine

Task Description : Reverse Power : Explain the term reverse power.

When the generators are running parallel, it sometimes happens that the direction of power flow
between the generator and load changes. If there is a failure in the prime mover due to loss of
oil pressure or any other cause, or if there is loss of synchronism, then there is reversal of
current flow, or power reversal, in which case the generator starts to act as a motor and starts to
draw current from the other generator on load, causing a high voltage surge. For protecting aux.
Engines there is a relay known as Reverse power relay is fitted, which opens the generator
breaker if it detects the power reversal for a definite time delay.

Task Description: Explain the different trips fitted on the main switch board of an aux.
Engine.

The different trips fitted on the main switch board of an auxiliary engine are as:

1) Reverse power protection.

2) Under voltage protection.
3) Negative phase sequence.
4) Over current trip.
 5) Under / over frequency trip.

Explosion Levels

Task Description : Write down the meaning of the terms LEL, LFL, UFL.

LOWER FLAMMABLE LIMIT: The concentration of a hydrocarbon gas in air below which there
is insufficient hydrocarbons to support and propagate combustion. Sometimes referred to as
LOWER EXPLOSIVE LIMIT.

UPPER FLAMMABLE LIMIT: The concentration of a hydrocarbon gas in air above which there
is insufficient Oxygen to support and propagate combustion. Sometimes referred to as UPPER
EXPLOSIVE LIMIT.

Safety Committee Meeting

Task Description: Describe the Agenda and discussions of the last Safety Committee Meeting on
board that you attended.

The agenda behind the safety committee meeting onboard is to make the crew aware of the various
safety aspects of work, doing a risk assessment prior commence of a work on their own level, think out a
plan for the work ahead and execute it in the best possible way, so that the work can be completed
without any incident and in the smoothest way possible. Safety meeting also emphasizes on tool box
meeting so that various crew involved in any work can get a picture of the work, and can formulate the
best possible way to carry out work without causing any personnel injury or harm to the machinery or
creating any environmental hazards. Safety Meeting also stresses on the “NEAR MISS” and “SAFER” by
making them aware that it’s very important to raise near misses if they see one, and creating a safe
working environment onboard.

The Discussions of the last safety Committee meeting was firstly related to the near misses which were
told to all crew so that everybody else can learn from other’s mistakes. Near misses raised were
discussed all the crew members, clearly pointing out what was wrong, and how it could have lead to a
potential risk involving a major accident which was avoided by timely intervention of other crew personnel.
The later all the safety alerts which were send by the company were discussed with crew to make them
aware of the situation so that they can avoid. Then general awareness was also discussed to the crew
regarding work, their social responsibilities onboard to other crew members, and encouraging them to
participate actively in the SAFER+ program initiated by the company.

Task Description: How often are Safety Committee Meeting are held onboard?

Safety Committee meeting is held onboard on a regular monthly basis, and sometimes in between if the
Master feels the requirement to conduct a safety meeting if the situation onboard requires so.

Cargo and ballasting operations

Task Description: Outline the Cargo Work and Ballasting
Operations of your last ship [Link] loading and 2. During
discharging.

The cargo and ballasting operation during loading and discharging is manned by officer
on watch during cargo operation from ECR. During loading and discharging operations
he will keep an eye on all parameters of the running machineries. Confirming that all the
fire fighting equipments are on standby. He will confirm that the gangway is manned all
the times. He has to maintain the safe mooring condition as per change in ship draft. He
will also be managing the ballasting operations and will ask Engine room the same as
per requirement for safe operation and stability of ship.
Task Description : What are the function of ER personnel
during these operations.

The function of ER personnel during these operations is that they should

shou ensure that
cargo machinery like deck cranes and grabs are fully and completely operational. All
the concerned machinery related to cargo and ballast operation are standby and ready
e power packs, extra generators, compressors for compressed air, fire
to operate, like
pumps for fire line and ballasting and deballasting operation of Fore peak tanks and
other concerned tanks and ER personnel will be adequately supporting in the
tion of Cargo loading and discharge and ballast operations.
requirement of safe operation
Familiarity of Safety Equipment under 3rd Engineer-s
Responsibility

Task Description: List out the safety equipments that are under the responsibility of the 3rd
Engr.

rd
The safety equipments under the responsibility of 3 Engineer are as:

 Emergency fire pump

 Breathing air compressor
 Emergency generator.
 Lifeboat Engines

Task Description: What is the procedure for starting the Emergency Generator under black out
conditions? How do you connect it to the ship’s power?

Onboard ship in normal condition the Emergency Generator is always on auto mode. When supposedly if
there is a black out, the power to the Emergency switch Board (ESB) from Main switch board (MSB) cuts
off which is detected by the control circuit of ESB, which then initiates the starting of Emergency
Generator automatically after a time delay set by timers, with the help of two set of starting batteries.
Once the generator has started and the breaker normally is always is in Closed position, but the supply of
the emergency generator is cut off from the ESB through a magnetic contactor. Once Emergency
Generator starts and it develops rated voltage and frequency which can be confirmed from the analog
meters on display on ESB. This power supply is detected by relays, and after a time delay the magnetic
contactor gets closed completing the circuit for the power from the Emergency Generator to the ESB
through a set of relays and timers.

Task Description: List out the equipments that should receive power from the Emergency
generator.

The equipments which receive power from the Emergency Generator are as:

440V
1) Steering Gear No.1 hydraulic pump.

2) Emergency fire pump.

3) Emergency air compressor.

4) E/R Foam fire extinguishing system foam liquid pump.

5) Air Compressor for air breathing apparatus.

6) Charger for general service battery.

7) Charger for Emergency Generator engine start battery.

8) Emergency lighting supply transformers.

9) G/E L.O. priming pump.

100V

1) Navigation light indication.

2) Boat deck light.

3) Emergency communication distribution panel.

4) Radio Console.

5) E/R foam fire extinguishing system control panel.

6) Accommodation emergency lighting.

7) E/R emergency lighting.

8) Accommodation out pass emergency lighting.

9) Boat deck light.

24V

1) BC-1 24V Communication distribution board.

2) Cargo tank monitoring system.

3) ODMCS Main control panel.

4) BCC Bridge control panel.

5) ECC Engine control console.

6) M/E Governor control system.

7) N2 Generator main control panel.

8) E/R foam fire extinguishing system control panel.

9) G/E Control panel.

Task Description: What are the routine maintenance required for the upkeep of
the motor boat engines?
The routine maintenance required for the upkeep of the motor boat engines are as:

Lifeboat Batteries – There are two sets of maintenance free batteries provided as the starting means of
the lifeboat engine. Both the batteries’ voltage has to be checked for their voltage prior and after the
engine start, to check if there is any significant voltage drop, and also to check the indication of proper
condition of battery if there is any. The lifeboat battery has to be always in a state of charge so that a
individual set of battery can provide three consecutive start of the engine.

V- Belt - The V- Belt has to be checked periodically for any cuts and detoriation. The belt has to be
checked for the tension and if it is found loose it has to be adjusted as required.

Lube Oil – The Lube Oil provided in the engine has to be checked periodically for any sort of
contamination, if there is required quantity present for efficient operation of the engine, and to inspect if
there is any leakage within the lube oil system. The filter provided inline has to be cleaned on regular
interval and has to be renewed if required based upon the maker’s recommendation.

Fuel Oil – The Fuel Oil provided for the lifeboat engine has to be checked for any sort of contamination,
leakage and the fuel oil tank is to be checked and it should be topped up at all situations. Fuel Oil inline
filter has to be cleaned and has to be renewed if required based on maker’s recommendation.

Cooling Medium – The cooling medium in this lifeboat is sea water, hence checks has to be carried out
regarding the cooling water pump, that if there is presence of any wear and cracking on the impeller.
Check for the wear plate and side cover for any sort of damage and mechanical seal for wear, damage
and leaks. The rubber impeller has to be checked if the engine is run dry on for long periods

Anti Freeze - The anti freeze element has to be checked for availability of sufficient quantity for aiding the
engine start in cold weather condition.

Task Description: Make a layout of the fixed fire extinguishing equipments on board.

A layout plan of the fixed fire extinguishing equipments on board has been attached.
Fire fighting and emergency
preparedness

Task Description: Plan a drill scenario for fighting a fire on a Diesel

Alternator caused by spraying of fuel from a leaky fuel pipe on a hot
exhaust manifold. Take an active part in the drill, give instructions to
Emergency Parties on where and how to shut off the fuel supply. Take
part in the debriefing and discuss how this fire could have been
avoided.

In the event of a fire in the engine room on a Diesel Generator, following action is to be taken:

 Raised alarm and note down date/time of occurrence.

 Determined location and extent of fire/explosion.
 Initiated primary firefighting measures using extinguishers as appropriate.
 Checked if any casualty or injury to personnel and evacuate all injured persons to safe
location on deck.
 Ascertained Geographic position of the vessel.
vess
 Ascertained weather condition.
 Tried to establish probable cause of the fire and/or explosion.
 When the cause of fire is identified, which is a leaky fuel pipe of generator in this case,
FO emergency shut off for that generator located at the entrance of engine control room
should be immediately activated after starting another auxiliary engine possible or
emergency generator,
 If vessel in port, inform agents and seek assistance of local fire brigade.
 Ascertained if in case of fire only is there any risk of explosion.
 All the crew accounted and quick briefing and plan laid out for firefighting while
mustering.
 Means of communication between emergency team and fire fighting party checked and
verified.
 Activated hyper mist for that specific diesel alternator till fire fighting with personnel with
charged fire hose is ready.
 Prepared to release CO2 or other fixed fire fighting medium provided.
 Prepared to shut off quick closing valves. Ascertain whether vessel's equipment and
machinery are operational.
 Supposed scenario if fire already extinguished, ascertain extent of damages to the
vessel and/or equipment.
 Noted down date/time fire extinguished.
 Supposed scenario, if fire has not been extinguished ascertains whether it is restricted or
spreading.
 If fire is spreading, evacuate all personnel, take head count, shut all ventilation and
openings to the engine room including funnel flaps.
 Start the emergency fire pump and emergency generator (if fitted).
 Shut off quick closing valves for all tanks in the engine room and release CO2 or other
fixed fire fighting medium.
 Commence boundary cooling.
 Ascertain whether any threat of oil pollution.
 Ascertain if safety of the vessel is endangered and evacuation of personnel necessary.
 Disposition of bunkers and cargo and whether cargo is affected and if dangerous goods
on board.
 If other ships are in the vicinity issue relevant warnings to them requesting for
assistance.
 Notify the nearest coastal station of incident.
 Check proximity to shore, possibility of dropping anchor and nearest port of refuge.
 Notify Head office, Vessel's agents, owners, charterers and other parties as appropriate
in accordance with Section 1.2 of this manual.
 Prepare lifeboats for launching.
 The relevant form for Fire enclosed in Appendix A has to be filled in.
 Check all notifications are made to concerned parties as per the current voyage
instructions.
 Save VDR / SVDR data as per maker's instructions.
 Later on after the drill during briefing it was discussed regarding cause of fire which was
a leaky fuel pipe, and was discussed to take precautions to avoid them by taking vigilant
rounds during watch of all engine room machineries, and all the FO pipes and connections
are to be regularly inspected and duly maintenance has to be carried out and no leakages
should be allowed.
Fire fighting and emergency
preparedness
Task Description: Give a demonstration to Ships Crew on all means
of starting the Lifeboat Engines. Explain what starting problems may
be experienced in
1. Very cold weather 2. Very rough weather.

A demonstration to ship’s crew was given on all means of starting the lifeboat engines
and it was also explained the problems which might be experienced in very cold
weather, where the engine experiences problem in starting. It was mentioned that
during cold weather conditions lifeboat engines should be tried on at regular intervals
and the lifeboat engine starting batteries should always be kept fully charged. In some
lifeboats there is option of a mode as Glow on which it is kept for 25 – 30 seconds prior
starting lifeboat engine as it aids in heating up of the system. In cold conditions it might
happen that 2 or 3 attempts might have to be made and a lifeboat engine anti freeze
spray should be kept standby for starting up the engine.
To start an engine, you have to initiate combustions which is possible only with a good
air fuel mixing rate. This rate depends on the fuel and temperature because they have
an influence on vaporization. As the temperature gets colder, the vaporization of the fuel
is harder and so the area where air and fuel are enough mixed to start combustion is
harder to find to propagate the flame. In some cases to solve those cold start problems,
a little more of fuel is injected to ensure that there is enough fuel mixed with air. As the
ambient temperatures in cold areas go down very low where the lubricating oil viscosity
breaks down and it might cause seize of engine, thus attention should be paid to lube oil
also.

In rough weather conditions it has to be completely made sure that lifeboat is properly
hooked up and if possible fall prevention device is used for that time being when the
personnel are entering to try out engine and everything in the engine compartment and
lifeboat is secured including connections and fuel tanks.

Safety Awareness
Task Description: Briefing to all ratings on hazards while grinding material with grinding
machine or by portable grinder, emphasizing the safety aspects.

Briefed all ratings regarding hazards while grinding material with grinding machine or by
portable grinding machine in front of Second Engineer about how proper PPE has to be always
taken account of. The personnel should be wearing eye goggles and if required a filter mask
should also be worn. The personnel should be wearing boiler suit whose sleeves should not be
folded and should make himself take proper position before starting grinding and most
importantly should always be attentive to grinding till it has not been done.

Task Description: Briefing to all ratings on the importance of protective covers on

flywheels and rotating machinery.

Briefed all ratings regarding on importance of protective covers on flywheels and rotating
machinery in front of Second Engineer that in case of rough weather conditions when ship is
rolling and pitching at that time a person may loose balance and thus may cause severe
hazards if the nearby rotator machinery or the flywheels don’t have protective covers. Even
while working if sometimes a tool slips out of hand or falls on the rotating machinery or flywheels
the protective cover will not let it go inside and causing machinery damage or further that tool
can even cause injury to any personnel nearby. .

Task Description: Write a note on the safety aspects to be observed while

decarbonising a main engine cylinder unit.

The safety aspects to be observed while decarbonising a main engine cylinder unit are as:

1) The weather condition has to be checked if it’s a calm sea or not, and should only
proceed if the weather permits.

2) A Tool Box meeting has to be conducted prior conducting decarbonising, a job plan has
to be made and has to be briefed all the involved crew, the way the job will be carried
out. They have to brief about all safety aspects involved and for the proper use of PPE
such as hard hats, Gloves, Safety gloves, safety shoes, Boiler suits and safety goggles
where applicable.

3) Checklists for Enclosed space entry and Cold Work Permit are to be filled and checks
has to be strictly carried out as per the points mentioned in the checklists and periodic
checks has to be carried out for confirming the maintaining of the situation.

4) Risk Assessment has to be filled up.

5) If the vessel is in port then clearance permission has to be taken from the port
authorities prior carrying out job.

6) Main Engine Turning gear has to be engaged.

7) All fuel oil lines, Lube Oil lines, cooling water lines are to be cut off as required for
complete isolation, the concerned pumps has to be switched off, circuit breaker at OFF
position and notice displayed at the location of “MEN AT WORK DO NOT START”.
 8) Bridge has to be informed prior commencing the job.

9) All the lifting tools are to be tested to their safe working limits as mentioned in their
certificates prior using them.

10) Hydraulic jacks to be used for opening the nuts of cylinder head are to be tested prior
use, and their hoses and connections has to be checked for any sort of leakages.

11) It has to be taken care that all times the right tools are in use, to avoid any sort of
mishap.

12) As the work progresses all the opened parts and tools should be secured properly.

13) Proper means of Illumination should be provided in the crankcase, and if electrical hand
lamps are used, then it has to be made sure the electric supply to those hand lamps
should be 24V DC.

14) While entering the crankcase safety harness has to be worn.

15) After completion of work all the lines which were cut off and switched off pumps should
be restored to normal operating condition and the main engine should be tried out.

Safety Awareness

Task Description: List ten instances where the working practices did
not meet the requirements of the Code of Safe Working Practices.
Detail what measures were taken and how bad practices may be
avoided in future.

Ten instances where the working practices did not met the requirements of the Code of
Safe Working Practices are as:

1. While working in Engine Room crew personnel not wearing safety harness while
working aloft, crew was immediately was called upon and all Engine room personnel
were explained the risks of not wearing safety harness while working aloft.
2. Few machineries were found not having safety guards on them thus exposing moving
parts in open, safety guards were immediately fabricated and put in place.

3. Display of high voltage shock hazards and recovery were not displayed at electrical
panel, same was put in place and crew was briefed.

4. Small remote platform garbage bucket of oily rags found in workshop, which was then
removed from there and kept outside and properly covered with lid, as exposing to fire
hazard while doing hot work in workshop.

5. While doing hot work the return cable not found at the hot work place but was at the
welding machine, hot work was stopped return cable was laid out properly till the work
place and crew was briefed regarding this.

6. Bunker tank alarms was tested 24 hours prior bunkering as per checklist but at the
instance when bunkering got delayed, same alarms were not tried out again, same was
advised to do so and to keep proper record of trying out the alarms before 24 hours of
actual bunkering time and importance of this alarms regarding bunkering operation was
explained to personnel.

7. All Engine room personnel were strictly advised to wear proper PPE while working as
safety helmets has to be worn at all times along with ear muffs in Engine room.

8. MSDS were not displayed at the LO tanks outlet in engine room and at the place
where chemicals were used, same were advised to put in place along with proper PPE
and eye wash at the respective place.

9. Operating procedures of all the machineries including critical equipments and fire
fighting appliances were put in place.

10. reviewed the knowledge of personnel regarding fire fighting appliances and
equipments and emergency scenarios and were adequately explained regarding the
action to be taken in need and these were also displayed in Engine control room.
Marpol
Task Description : Name the special areas under Marpol Annex 1.

The special areas under Marpol Annex 1 are as:

1) Mediterranean Sea – This includes the Mediterranean Sea proper including the gulfs
and sea therein with he boundary between the Mediterranean and the Black Sea
constitutes by the 41N parallel and bounded to the west by the Straits of Gibraltar at the
meridian of 5* 36’W.
2) The Baltic Sea - This area means the Baltic Sea proper with the Gulf of Bothnia, the
Gulf of Finland and the entrance to the Baltic Sea bounded by the parallel of the Skaw in
the Skagerrak at 57* 44.8’N.
3) The Black Sea – This area means the Black Sea proper with the boundary between the
Mediterranean and the Black Sea constituted by the parallel 41*N.
4) The Red Sea – This area means the Red Sea proper including the Gulf of Suez and
Aqaba bounded at the south by the rhumb line between Ras si Ane ( 12*28.5’N, 43*
19.6’E) and Husn Murad ( 12* 40.4’N, 61*25’E).
5) The Gulfs – This area means the sea area located north west of the rhumb line between
Ras al Had (22*30’N, 59*48’E) and Ras al Fasteh ( 25*04’N, 61*25’E).
6) The Gulf of Aden – This area means that part of the Gulf of Aden between the Red Sea
and the Arabian Sea bounded to the west by the rhumb line between Ras si Ane (
12*28.5’N, 43*19.6’E) and Husn Murad (12*40.4’N, 43*30.2’E) and to the east by the
rhumb line between Ras Asir (11*50’N, 51*16.9’E) and Ras Fartak ( 15*35’N, 52*13.8’E)
7) The Antarctic – This area means the sea area south of latitude 60*S.
8) The North West European Waters – This 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 the North – East Atlantic immediately to the west of Ireland. The area is
bounded by lines joining the following points:
a) 48*27’N on the French coast.
b) 48*27’N, 6*25’W.
c) 49*52’N, 7*44’W
d) 50*30’N, 12*W.
e) 56*30’N, 12*W
f) 62*N, 3*W
g) 62*N on the Norwegian coast.
h) 57*44.8’N on the Danish and Swedish coasts.

Task Description: What is the Company Policy regarding discharge of oily sludge?
The Company Policy regarding discharge of oily sludge is that oily sludge can’t be discharged
overboard directly into the sea under any circumstances. The onboard generated oil sludge has
to be retained onboard and has to be incinerated using the onboard Incinerator or it can be
discharged to any shore facilities using Standard Oil and Sludge discharge connection on deck.

On many occasions ship’s staff face difficulty in landing sludge, bilge water and other
operational wastes to shore reception facilities.

In view of the above the company has established a centralized system with a single point of
contact for assisting vessels with shore disposal.

Vessels are encouraged to freely use this service in order to comply with the company’s EMS
requirements.

Landing of Sludge to shore reception facilities is the primary means of sludge disposal while the
use of the shipboard incinerator the secondary means. However, if the shipboard incinerator is
in good order and easy to operate the use of the same may be continued by the ship staff.

The ship’s staff should also land bilge water if required due to operational reasons or an in-
operational OWS.

Ports where shore reception facilities are available are divided into 4 zones (0, 1, 2 & 3) based
on the amount charged for disposal of 10 m3 of sludge at a pumping rate of 2.5m3 per hour.

ZONE 0: 10 m3 Sludge landing is Free

Zone 1: 10 m3 of Sludge landing for ≤ USD 1000

Zone 2: 10 m3 of Sludge landing for > USD 1000 but ≤ USD 2000

Zone 3: 10 m3 of Sludge landing for > USD 2000

Vessels are encouraged to land the maximum amount of sludge possible at Zones 0 and
1.

When a vessel requires shore disposal of sludge / bilge water / other wastes, the master shall
send a message to the sludge landing cell at fleet-hk-sludge@[Link] keeping the
respective tech group in copy. As far as possible the sludge landing cell should be informed of
the intention to land sludge at least 3 days in advance.

The message shall contain the following information:

1. Name of the Vessel -

2. Name of the Port where disposal is required -
3. Jetty and berth (if known) -
4. ETA / ETD
5. Details of the waste:
a. Sludge
i. Maximum storage capacity -
 ii. Present ROB –
iii. Quantity to discharge –
iv. Date & port of last landing –
v. Average daily production -
b. Bilge water
i. Maximum storage capacity -
ii. Present ROB –
iii. Quantity to discharge –
iv. Date & port of last landing –
v. Average daily production –
c. Plastics
i. Present ROB –
ii. Quantity to discharge –
iii. Date & port of last landing -
d. Other waste (give details)
i. Present ROB –
ii. Quantity to discharge –
iii. Date & port of last landing –

Task Description: Give the location and dimensions of the standard oil and sludge
discharge connection on deck.

The location of the Standard Oil and Sludge discharge connections on both the Port and
Starboard side of the vessel on the Poop Deck, with provision of Emergency stop for the motor
given locally near the connection.

The dimension of the Standard Oil and Sludge discharge connection onboard has been
measured and are as:

Flange Outer Dia. – 218mm.

Flange Inner Dia. – 80mm.

Flange PCD – 185mm.

Bolt hole Dia. – 20mm.

Flange Thickness – 20mm

Marpol
Task Description: Name the flanges and connections where the ETS tags will be fitted
as part of ECP requirements

The flanges and connections where the ETS tags will be fitted as part of ECP requirements are
as:

1. OWS line and flanges.

2. Bilge pump suction discharge line flanges.
3. Sludge pump suction and discharge line flanges
4. Sludge shore discharge line flanges and connections.
5. Sewage discharge pump suction and discharge line flanges
6. Bilge tank manhole cover.
7. Sludge tank manhole cover.
8. Sewage holding tank manhole cover.
9. Emergency bilge suction valve.
10. Direct bilge suction valve.
11. Sewage shore facility discharge line flanges.
12. OCM connections.
13. Soot collecting tank discharge line.

Task Description : What is the maximum size of the piping’s where these tags will be
used?

The maximum size of the piping’s where these tags will be used are 80mm dia.

Task Description : What are the steps to be taken in case of inadvertent breakage of this
tag on a designated flange?
In case of inadvertent breakage of this tag on a designated flange, the old tag number has to be
noted down and the tag has to be physically kept if possible, and it should be informed to Chief
Engineer and the Master, who upon physical verification and confirmation of cause will issue a
new tag which has to be used at that very flange. In the ETS log the new tag number for that
flange has to be mentioned alongside the old tag number and the reason has to be mentioned
for breakage. After logging all this down in the log it has to be signed by the designated
authority onboard.

PSC
Task Description : Fill up a PSC checklist ( available from any class website or
handbook) and report on the current status of non-conformities onboard. Carry out a
rectification exercise on those NCs that are related to the ER and submit a report
summary.

Checks were carried out in the Engine Room as per the PSC checklist of USCG examination
book for Chemical tankers, and few non-conformities were found at that time of checking, which
were rectified.

 Found PMS is maintained but not up to date. Same rectified by updating PMS.
 Found H.P oil pipes joints on M/E and boiler are not properly sealed with anti-splashing
tapes which leads to oil mist in case of rupture of those pipes.. Same rectified with
sealing joints with anti-splashing tapes.
 Self-closing arrangements of Double bottom tanks are kept open. Same rectified by
closing them and briefing crew about the dangers involved with it.
 E/R machineries do not have proper and clean eye protection wear. Same rectified by
changing the existing gear with new one.
Task name: OCIMF Inspection

Task Description: Obtain a OCIMF checklist and prepare a list of current

nonconformities on board.
Task Description : Carry out a rectification exercises of the NCs related to the engine
room and prepare a report summary.

The first non conformity about a self closing fire retarding

retarding door was that the door was not
working properly and was not closing oneself and was getting stuck on the door frame. On
inspection it was found that the top hinge fitted on the door and frame was a bit loose, due to
which the door was a bit inclined
inclined on one side, and it was not able to close as it was colliding
with the frame while self closing. The door was lifted a little to its normal lateral position and the
hinge was tightened, resulting in the proper closing of the door.
The second non conformity ity in which it was observed that the fire system sensors test schedule
was not covering at least 1 sensor from each zone in a week’s test schedule. Same was
rectified by preparing a new fire system sensor testing schedule, in which at least one sensor or
manual call point from each zone was included in a single week’s test, covering the whole
number of sensors and manual call points in a span of 2 months as per company policy
mentioned in PARIS. Same schedule was then displayed in Bridge, Engine room and was w
attached to the QMS-56B (record of test of LSA / FFA).

The third non conformity in which an insulation mat was found torn from one side, same was
replaced with a cut piece of insulation mat roll, whose certificate was displayed in Engine room,
and a thorough
rough check was carried out on all other insulation mats.

Record Keeping

Task Description : Maintain a work book or record of work done by self for the last 3
months. Supplement with calibration readings and actual photos of repairs.

The work done by self for three months are as:

1. Assisted in A/E No.1 full decarb.

2. M/E LO Purifier bowl cleaned and pilot valve O-ring

O renewed.

3. No.2 HFO purifier bowl cleaned.

4. FO and DO bunker manifold pressure tested.

5. Engine room fire hoses pressure tested and the leaky ones were repaired.

6. Bunkering for HFO, DO .

7. Sludge discharged to shore facility.

8. OWS alarms tried out and operation tested.

9. ME all unit under piston and Scavenge cleaning and inspection done.

10. FO backwash filter changeover unit O rings renewed.

11. LO Purifier No.1 vertical shaft and horizontal shaft taken out to renew bearing case.

12. Incinerator routines for main and pilot burner done.

13. Incinerator refractory patch up work done.

14. LO tests were carried out for ME and AE system Lube oils.

15. ME unit fuel valve replaced and spare fuel valves prepared.

16. Assisted in FWG routine cleaning.

17. Inventory of Purifier and Compressor spares taken.

18. Sea chest filters cleaned.

19. ME spare piston ring groove clearances taken.

20. Emergency generator on load test carried out.

21. Hyper mist system tried out with spare nozzle.

22. Quick closing valves operated found satisfactory.

23. Main air compressor LP and HP suction and discharge valves opened for maintenance.

24. E/R ETS tags and seals inspected and renewed where necessary.

25. HFO Purifier NO.2 opened up and bowl cleaned.

26. E/R pumps non working pressure gauges renewed.

27. MAC LO low pressure switch tried and adjusted for proper setting.

28. Bunkers received.

29. Assisted in A/E-3 unit No.2 & 4 decarb.

30. ME LO Purifier heater cleaned.

31. DO bunker manifold tank inlet valves opened and cleaned and operation checked.

32. Engine room vent fan closing flaps studs cleaned greased freed and operation checked.
33.
3. M/E LO purifier bowl and water chamber cleaned.

34.. MAC No.2 valves changed with overhauled ones.

35. Sewage treatment plant routines carried out.

36.. STP back flush carried out.

37. A/E #1 unit #1 fuel pump overhauled and fuel rack adjusted.

38. All A/E tappet clearances taken.

taken..

39. All A/E performance taken.

40. MAC-1
1 Cyl head taken out and LP v/v replaced with spare one.

Record Keeping
Task Description : Complete an overhaul report for a main engine crankcase inspection.
What were the important
mportant issues faced during this inspection. What safety precaution was
taken before entering the crankcase?

An overhaul report for a main engine crankcase inspection has been attached. The main job
carried out was of taking crankshaft deflection and thereafter a crankcase inspection, this job
was carried under the supervision of Second Engineer and by assisting him. A crankcase
deflection is taken for determining the eccentricity of the crank journal due to the wear of the
main bearing metal. This deflection measurement is also taken when the main bearing metal is
replaced with a new one, and when there is any abnormality is observed in the main bearing
metal. A dial gauge is used as a measuring instrument for the crankshaft deflection. The dial
gauge is fitted at the crank web marked positions. Measurement values are taken at five
positions which are one at TDC, second and third reading are taken at 90deg on either side,
and then the next reading has to be taken at BDC, but at this position the marked position on
crank web is obstructed by connecting rod. For this two readings are taken at a fixed angle
from the BDC position on either side, then their average is taken and that result is considered as
the fourth reading which is of BDC. The engine condition, the condition of ship, if it is fully
loaded or empty, the draft position and the crankcase temperature shall be simultaneously
recorded. Further few checks are also carried out, when carrying out a crankcase inspection
such as:

The lube oil is checked for carbon residue and main bearing soft metal worn residues.

Tightness of all the nut bolts in the crankcase are also checked.

It is also checked if there is any deformation in the soft metal of the main bearing.

The safety precautions taken before entering the crankcase are:

1) The Main Engine has to be cooled down for sufficient amount of time and keep on
running the M/E L.O. Pump for at least 1 hour, if the main engine has been stopped
moments ago.

2) Bridge has to be informed prior carrying out crankcase inspection and deflection.

3) Checklist for Enclosed space entry has to be filled up and all checks has to be carried
out strictly as per the checklist.

4) Risk Assessment has to be filled up and checked.

5) Main Engine L.O. Pump has to be stopped, MCB to be at OFF position and a display
notice of “DO NOT START MEN AT WORK”.

6) Main Engine turning gear has to be engaged.

7) The crankcase doors are to be opened and means of ventilation has to be arranged and
has to be carried out for at least 1 hour before entering the crankcase, and the
ventilation has to be carried out for the entire duration.

8) Proper PPE has to be worn such as oil suits, hard hat, and safety gloves.

9) Safety harness has to be worn while entering the crankcase.

10) One person should always be standby at all time when a person is in the crankcase.

11) Proper means of communication should be decided prior carrying out inspection.

12) A portable gas detector should always be with the person entering the crankcase.
 13) Proper means of Illumination should be provided in the crankcase, and if electrical hand
lamps are used, then it has to be made sure the electric supply to those
thos hand lamps
should be 24V DC.

14) The person entering the crankcase should empty his/her pockets to avoid any accidental
drops of unwanted objects in the crankcase.

Record Keeping
Task Description : Complete Boiler water test log for two months.

ater test were carried out for two months and the received results were logged
Boiler water
down. A copy of same has been attached here.
Record Keeping

Task Description : Complete ME cooling water chem

chemical
ical test log for two months.
Main Engine cooling water chemical test were carried out for two months and the received
results were logged down. A copy of same has been attached here.
Record Keeping

Task Description : Complete cathodic protection log for two months.

This was present

esent onboard thus its log for
fo two months
ths have been attached
Record Keeping

Task Description : Correctly enter the disposal of ER bilge water and incineration of
waste into the Official Oil Record Book

Entry of disposal of ER bilge water and incineration of waste into the Official Oil Record book
page has been done as mentoring purpose only and a copy of same has been attached.
Record Keeping

Task Description : Complete a Vessel Requisition Form for Spare Parts using PARIS
system

A vessel
sel requisition form for spare p
parts using PARIS system were raised and copies of same
has been attached.

Record Keeping

Task Description : Check the safety passport of the crew and conduct a training session
with them on safety awareness.

The safety passport of the crew were checked if they were being maintained properly, and a
training session was conducted under the supervision of senior engineer. In the session each
firstt hand and planning
crew was explained the importance of safety how to analyse the work firs
rather than jumping onto it. However little but a risk assessment should be done on their own
trying to identify the risks involved or potential hazards.
They were explained to apply these on day to day work, not to succumb to pressure but to
prioritise safety above all. They were also explained the importance of promoting a safe working
culture as encouraging others as it will lead to a thriving working atmosphere onboard. It was
explained that whenever they notice any unsafe practice they have been fully authorised to stop
that work and to explain the fellow colleague about the potential risks and to take steps to
eliminate them, even if the concerned person is a senior officer. They were also explained to
keep a complete track of the safety passport as it will enable them to understand the process,
understand the company’s firm position on safety first, how the company wants to promote a
risk free working environment, and will do good to themselves making them concerned about
their own, fellow colleagues, ship and environment.

Safer+ Awareness

Task Description : Describe the essential parameters of SafeR+ and how they can be
applied onboard.

The essential parameters of SafeR+ are as:

Tool Box Meeting – A tool box meeting should be carried out at all times prior carrying out a
day’s work or any important work such as bunkering, fuel transfers, Decarbonising. In this
meeting all aspects of the work are to be discussed, such as the nature of work. A job plan has
to laid out and explained to all personnel involved in the job. General safety precautions should
be discussed and special measure also to be discussed if there are any related to the job and
strict emphasis should be laid on wearing proper PPE and using of correct tools, and having a
proper communication, and stopping work if any suspicious situation or any unsafe work are
observed.

Hazard of Identification – The nature of hazard involved in the work has to identified, so that
proper countermeasures and precautions can be considered for the job, to reduce any potential
hazards to minimum.

PPE – Wearing proper PPE is a must at all situations and this should never be compromised, as
a proper PPE can avoid any untoward accident, eliminating the risk of personal injury or any
fatal results, further improving the quality of work, environment onboard.

Work Permits – Work Permits should always be filled as per the nature of work. These permits
are to be needed on a very serious note, as they serve as a reminder of all the safety checks
carried out prior carrying out a job, which we may forget at times due to various reasons. Filling
work permits and following all their checks honestly, helps us carrying out a work without a
personnel injury, or any environmental pollution hazard or to any damage to ship’s equipment.

These all points can and should always be applied on all the jobs carried out onboard, thus
improving the work standard of a ship. It also helps us to extract the most of our time in a very
efficient way by pre planning the job. It also increases the knowledge of a personnel towards
safety and also of the job. Most importantly it induces a sense of safe work practice which
makes crew identify potential risk elements and avoiding any injuries, accidents, thus improving
the overall efficiency and morale of the work team onboard.

Task Description : Describe the main points of S.U.N and R.A.I.N behaviour.

The main points of S.U.N behaviour are as:

1) Safety first in everything.

2) Understands Fleet Management procedures and complies with them
3) Never walks by, when they can see something is not right.

The main points of [Link] behaviour are as:

1) Rushes into jobs.

2) Attitude of “it” will do.
3) Injure themselves and others.

Alignment check of coupling of a pump

Task Description : Describe how would you carry out the vertical and axial alignment of
a small motor driven centrifugal pump.

On completing installation or any maintenance, alignment has to be checked and care has to be
taken that no misalignment occurs

In case of axial centrifugal pump – First of all the motor and the pump has to be on the same
bed plate, thus giving them the same level. Then the motor and the pump are to be brought
together and in same line. Then to check the alignment of the coupling we use a dial gauge, it is
fixed by putting the magnet part on one of the coupling taking the pump end coupling. Then the
dial portion has to be put on the motor end coupling so that its pin is touching the surface of the
motor coupling. Initially as the dial gauge indicator shows a reading of 0, now the motor side of
the coupling has to be rotated one complete rotation in one direction, and at all times the
reading on the indicator should be 0. If it is found in the same way then, then to measure the
required gap in between the both coupling ends, we use a clearance gauge, which is inserted in
the gap and one of the coupling end is rotated for one complete rotation in one direction gently,
and then either the motor or the pump is adjusted accordingly if it is required, If everything is
found in according after these two checks, then the both the coupling ends are tightened
together, and the gap between the coupling ends are checked once again using the clearance
gauge, for rechecking if there is any alteration and thus this how the alignment is determined.
In case of vertical centrifugal pump – In vertical centrifugal pump, the motor is mounted on
the motor stool, which is fixed on the pump body. So in this case there will not be any serious
deviation, but to check the alignment, here also we will use a dial gauge, in the same way which
is mentioned above, the magnet part of the dial gauge is fixed on the pump end coupling, and
the dial pin is fixed on the motor end coupling, and then the motor is hand rotated for one
rotation in one direction, and the reading on the dial should be 0 at all times, if it is not then the
motor has to be adjusted accordingly to get a 0 reading on dial gauge indicator. As the motor is
mounted vertically on the pump, so there will not be any clearance in between the both end
couplings. This is how alignment is determined in case of Vertical Centrifugal Pump.

Task Description : What is the effect of running a misaligned centrifugal pump?

If we run a centrifugal pump which is misaligned then there will be adverse effect on the impeller
and mouth ring and they even may get damaged.

A/E Valve Tappet Clearance

Task Description: What is tappet clearance and why it is provided on engines with
spindle type valves?

It is provided because the valve mechanism of the engine is designed to use two intake (or
exhaust) valves by means of a T-shaped valve bridge. This bridge will be distorted and will
cause abnormal wear on the valve bridge guide and/or valve guide unless it is adjusted for the
operation of two valves simultaneously.

Task Description: How would you measure tappet clearances on an auxiliary engine on
board?

The following steps are to be undertaken for measuring tappet clearances on an auxiliary
engine:

1) Prepare the special tool feeler gauge provided by the maker.

2) Turn the flywheel to bring the relevant unit cylinder to T.D.C on the compression stroke.
 3) Then loosen the lock nuts provided and then loosen the rocker arm adjusting screw and
valve bridge adjusting screw.

4) Press down the centre of the valve bridge from above so that clearance A becomes
zero. Gradually tighten the valve bridge adjusting screw so that clearance becomes
zero. After making the adjustment, lock the adjusting screw so that it cannot turn and
tighten the lock nut securely.

5) Put the feeler gauge into the clearance between the rocker arm adjusting screw and the
valve bridge, and gradually tighten the rocker arm adjusting screw until the clearance is
narrow enough to just allow the feeler gauge to be inserted smoothly. Then lock the
adjusting screw and tighten the lock nut.

6) After the lock nut has been tightened securely, make sure that the feeler gauge can still
be inserted and drawn out smoothly.

The above mentioned steps are for measuring tappet clearances for both the suction valves and
the exhaust valves. It has to be kept in mind that the tappet clearance or valve head clearance
for both the valve sets are different, so it should not be mistaken for one valve to that of the
other.

Task Description: Give a set of tappet clearances for a 700KW four stroke type diesel
engine.

A set of tappet clearances measured onboard for one of the auxiliary engines are as:

Suction Valve: 0.4mm.

Exhaust Valve: 0.9mm.

Overhaul and set A/E fuel valve lift pressure

Task Description: Describe the operation of overhauling A/E fuel valves and
setting/adjusting the fuel valve lift pressure.

For overhauling A/E fuel valves:

1) Prepare the required tools

2) Clean the exterior of the fuel injector, the carbon adhered to the nozzle exterior.
3) Firstly slacken the lock nut and then the pressure adjusting nut, as if it is not loosened,
and if the injector is under pressure, and opening the injector in that state can cause the
making surface of nozzle and spacer and the straight pin to get damaged.
4) Then remove the fuel injector guard, by removing two Allen bolts.
5) Now fix the fuel injector on vice by fuel injector holder.
6) Then open the case nut, as we open it we remove the periphery of nozzle holding the
nozzle valve.
7) We then take out the spring seat, spring, spring shoe and spring shoe guide.
 8) After all this has been disassembled, keep all the parts separate from the other valve’s
parts to avoid mixing.
9) Clean thoroughly all the spare parts disassembled.
10) Check for sulphuric acid corrosion on the periphery of nozzle, if found noticeable
corroded, replace the nozzle with new one.
11) If the nozzle valve is found stuck and does not move smoothly, then also it has to be
replaced.
12) Replace all the O-rings depending on the running hours interval given for fuel valve
overhaul provided by the makers.
13) Then all the parts can assembled back in the sequence reverse to disassembly, and
torque wrenches should be used as excessive tightening may cause the nozzle to
malfunction and the straight pin to be broken.

For setting/adjusting the fuel valve lift pressure or the injection process:

1) First of all things be very careful while operating the nozzle tester, as to not expose any
part of body to spray from the injector, as it can cause serious injury at a very high
pressure of 34Mpa.
2) Prepare the tools required like Nozzle tester, Injection pie for nozzle tester, socket for
case nut, and wrenches as required.
3) Attach the injector to the nozzle tester, set the injector facing downwards.
4) Attach the fuel injecting pipe from the nozzle tester to the injector, and pour down diesel
oil into the holding can of the nozzle tester.
5) Check that both the lock nuts and the pressure adjusting nuts are slackened.
6) While slowly operating the hand lever of the tester, adjust the screwing in of the pressure
adjusting nut to attain the specified injection.
7) The hand lever of the tester has to be operated quickly, and the state of spray has to be
checked.
8) The nozzle can be used continually if the oil tightness of the seat part maintains a
pressure of 2.0Mpa lower than the specified injection pressure and allows the fuel oil to
such an extent of oozing out from the nozzle tip
9) When the injection test and adjustment of injection pressure are finished, then tighten
the lock nut, to prevent the adjusting nut from being turned together lock it with an
another wrench.

Task Description: How do you diagnose the spray pattern of the fuel valve injectors?

For diagnosing the spray pattern, the fuel used should be uniformly atomized, it means when
there is spray, the fuel oil is discharged in such a manner that it should form a mist, and the
most importantly there should not be any dripping.

Overhaul and set ME Fuel Valve lift pressure

Task Description: How do you overhaul an M/E fuel injector on the test stand?

To overhaul a fuel injector valve on test stand we will:

1) Place the fuel injection valve on the valve holder and fix it with nut and bolts.

2) Remove all the O-Rings.

3) Unscrew the two socket head cap screws while retaining the valve at the stand.

4) Pull the valve head clear of the valve holder and take out the non return valve / spindle
guide and fuel nozzle from the valve holder.

5) Carefully clean and examine the parts and if required grind the seating surface by using
fine grain abrasive manually.

6) Clean the central bore of the fuel nozzle as well as the spray holes and test the spray
holes with the test pin; if the test pin is entering in any off the holes then the fuel nozzle
must be discarded.

7) Now disassemble the non return valve / spindle by mounting tool over thrust piece and
remove it out by means of screw from the valve housing.

8) All parts like spindle, guide, slide, housing should be well cleaned with washing oil and
dried by dry compressed air and should be thoroughly visually inspected.

9) Now assemble the non return valve parts and guide them into the spindle guide and
press them together with a hammer and will change the required O-rings.

10) Mount the fuel nozzle in the valve holder, making sure it engages correctly with guide pin
and it can be ascertained by attempting to turn nozzle after fitting and mount the
overhauled non return valve / spindle in the valve holder.

11) Mount the valve head and press the valve head down into valve holder and make sure
that guide pin in between them is intact and engages correctly and assemble valve by
means of two socket head screws.

Task Description: What is the fuel valve opening set pressure of your engine?

The fuel valve opening set pressure of the main engine onboard “STX - MAN B & W 6S60-MC-
C” is 275 – 325 bar.

Task Description: At what crank angle of the flywheel is the fuel valve set to fire?

The fuel valves are set to fire at 3-5 Degrees of crank angle of the flywheel.
Overhaul a Gear Pump

Task Description : What is the operational attribute of a gear pump?

Gear pumps are positive displacement pumps (or fixed displacement), which means that they
pump a constant amount of fluid for each revolution. A gear pump uses meshing of gears to
pump fluid by displacement. As the gears rotate they separate on the intake side of the pump,
creating a void and suction which is filled by fluid. The fluid is carried by the gears to the
discharge side of the pump, where the meshing of the gears displaces the fluid. The mechanical
clearances are small— in the order of 10 μm. The tight clearances, along with the speed of
rotation, effectively prevent the fluid from leaking backwards. Suction and pressure ports need
to interface where the gears mesh. The rigid design of the gears and houses allow for very high
pressures and the ability to pump highly viscous fluids. The working principle of the gear pump
is that a drive gear (that is driven by a motor) rotates an idler gear in the opposite direction.
When the gears rotate, the liquid, which is trapped in the gear teeth spaces between the
housing bore and the outside of the gears, is transferred from the inlet side of the pump to the
outlet side. It is important to note that the pumped liquid moves around the gears and not
between the gears. The rotating gears continue to deliver a fresh supply of liquid from the
suction (inlet) side of the pump to the discharge (outlet) side of the pump, with virtually no
pulsations.
The operational attribute of a gear pump is that the direction of rotation of the drive gear
determines the direction of flow through the pump, and which side of the pump is the inlet and
which side is the outlet. If the direction of rotation of the motor is reversed, the direction of flow
through the pump will also reverse. This bi-directional flow characteristic is one of the many
advantages inherent to gear pumps. Another important advantage of the gear pump is its self-
priming capability. Gear pumps are capable of self-priming because the rotating gears evacuate
air in the suction line. This produces a partial vacuum that allows the atmospheric pressure to
force the liquid into the inlet side of the pump. This ability of the gear pump makes it an ideal
choice when the application requires that the pump be located above the liquid level, and the
liquid must be lifted to the pump.

Task Description : Where are gear pumps usually fitted in an Engine room?

Gear pumps in engine room are usually fitted normally for oil pumping. Onboard gear pumps
were used in , H.O. transfer pump, D.O. transfer pump, Boiler FO Circulating Pump, Lube oil
transfer pump

Task Description : Describe the process of overhauling a gear pump and mention the
critical clearances.

Firstly we will switch off the motor and the breaker and will electrically isolate the motor and will
display a notice for the ongoing work, all the pipeline valves to be shut or isolated as
appropriate. Firstly we should refer to the assembly drawing for full understanding the
construction of the pump. We will then open up inlet and outlet pipe connections to the pump
and will open up the pump casing. When separating fit and flange faces, we will use jack bolts,
and wooden hammers. Then we will remove the rotating elements, proper care should be taken
to avoid creating flaws on sliding faces and machined surfaces. Then we will remove the
mechanical seal and proper care should be taken not to damage the mechanical seal mating
faces. Then we will remove the bearings, and then we will remove the rotating parts after that
from the shaft, for this we will remove the locking device and will draw each one off carefully.
Proper care should be taken while handling them, to prevent them for any damage. While
opening proper marking should be done to avoid mistake while assembling back. All the parts
removed should be properly cleaned. While assembling back sliding surfaces of bearings, tooth
faces and mating faces of mechanical seal should be sufficiently lubricated by clean oil. While
installing bearings and side cover we should check the course of oil way to bearings for service
and return oil is correct in regard to suction and discharge. All the clearances should be taken
and proper alignment should be done. There are two clearances two be taken while overhauling
a gear pump, which are 1) Maximum clearance between shaft and bearing which is measured in
μm, and 2) Maximum clearance of side face for high pressure and low pressure which is also
measured in μm.

Task Description : Why does the performance of a gear pump deteriorate?

The performance of a gear may deteriorate due to some reasons which are as :

1) Increase in the clearance between the drive gear and idler gear.

2) Misalignment between the drive gear and idler gear.

3) If the clearance between the gears and the casing increases.

4) If the liquid being pumped is of low viscosity, then also performance will deteriorate.

5) If the liquid being transferred is having impurities then it will also damage the gears eventually
and decrease its performance.

6) If the speed provided by the prime mover is not enough, then also the performance of gear
pump will deteriorate.
Take set of Crankshaft Deflections for M/E and
A/E.

Task Description: What is the significance of taking crankshaft deflections in a M/E and
A/E?

The crankshaft deflection means the gap between open and close of the crank arms, it is useful
to check the installing alignment and judge the influence on main metal damages. If the
crankshaft deflection becomes too large, the crankshaft may be broken, resulting in an accident.
The crankshaft deflection has to be taken at regular intervals, and if the deflection increases
every time it is periodically measured, this is probably caused by wear in the crankshaft and/or
in the main bearings. If the deflection readings increases suddenly in just one cylinder, then it
has to be suspected that the corresponding main bearing is worn abnormally. The Crankshaft
deflection has to be measured when the engine is cold, otherwise the measured deflection
when the engine is hot will be depending largely on the engine temperatures at the time when it
was taken, which cannot be relied upon. The measurement of the crankshaft deflection shall be
made for determining the eccentricity of the crank journal due to the wear of the main bearing
metal. When the main bearing metal is replaced with new one, the measurement of deflection
should be carried out, and even when any abnormality is observed in the main bearing metal,
then also crankshaft deflection has to be taken.

Task Description: Take a set of crankshaft deflections under the guidance of 3/E and
compare them with the last set of readings.

These are the following procedures for measuring deflection:

1) Gather the special tools which are required like Deflection gauge and Deflection gauge
mirror.

2) The pressure indicator cocks on all cylinders are to be opened.

3) Now the flywheel has to be turned to bring the crankshaft to “EB” position which is 30
degrees after B.D.C (Bottom Dead Centre).

4) Then the deflection gauge has to be attached and the dial gauge needle has to be set to read
zero.

5) Now the flywheel has to be turned slowly in the rotational direction of engine, and take the
readings from the deflection gauge at the crank pin position E, T, P and PB, which are as:
EB: 30 degrees after BDC.

E: 90 degrees before TDC

T: Top Dead Centre (T.D.C)

P: 90 degrees after TDC.

PB: 30 degrees before B.D.C.

Calculation for Deflection: Vertical deflection = T – EB and T – PB as well.

Horizontal Deflection = P – E.

Deflection readings are recorded of dial gauge at each crank pin position with the reference to
the position EB or PB. Here a set of crankshaft deflection was taken under the supervision of
3/E and that report has been attached.

Task Descriptions: What external parameters should remain constant whilst taking
engine deflections?

The external parameters which should remain constant while taking engine deflections are as :

1) Engine temperature – The engine should be in a cold state as its temp. should be low, as on
high temp. readings are not reliable, and during the course of taking deflections the temperature
of the engine should remain the same.

2) Vessel’s trim and list – The vessel should maintain the same trim through out the whole
procedure of taking crankshaft deflection, it should not change or it may cause deviation from
the actual readings.

4) State of the sea – The sea should be calm while taking crankshaft deflection, or a rough
sea may aid in a faulty reading of deflections.

Attached report of ME and AE deflection taken On-board attached.

Use of internal and external micrometers.

Task Description: Write the right procedure of checking and correct use of internal and
external micrometers.

Accuracy of the instrument has to be checked positively prior using it, and for checking accuracy
these steps are to be followed:

ny checks or using the instrument, proper sufficient thermal stabilization

Before carrying out any
has to be done at atmospheric temperature which is Engine room temperature in this case as it
may differ from the temperature where it was previously stored.

The reference gauge in this case a calibrated Vernier calliper has to be set under the same
conditions as those at the time of measurement.

The measuring face of the instrument and the Vernier calliper has to be wiped cleanly.
Then we set the micrometer at 175mm which is the minimum length it can measure and then we
compare it to the Vernier calliper which is also set at same length 175mm.

If the micrometer reading is different from the Vernier reading then micrometer has to be
adjusted as per difference.

For aligning the graduation we will lose the anvil with the wrench provided in the micrometer box
and unlocking it, and then by turning the thimble.

When the desired 175mm length is adjusted on micrometer as per the reference measuring
instrument the anvil has to be tightened, and has to be confirmed if the zero mark is coinciding
with the reference mark given for reading.

Thus this is how the accuracy of a micrometer can be adjudged and adjusted as per
requirement.

For correct use of micrometer first we will insert the micrometer inside the work piece incase on
internal micrometer for measuring inside diameter, or we will put the micrometer outside like
clamping in case external micrometer for measuring outside diameter of the work piece then we
will turn the thimble to bring the measuring faces with the position to be measured. To measure
the work piece diameter accurately we will swing the micrometer left and right slowly to obtain
the maximum point and then we read the indicated value.

The reading of the graduations is as taken

Sleeve: 182.5, Thimble: 0.37, then the total final reading will be sum of these two as 182.87.

If an extension rod has been added, then for final reading we will add up the length of main
body and extension rod and the readings of the sleeve and thimble.

Main Body: 50, Extension rod: 100, Sleeve: 8.0 and Thimble: 0.15, then the total reading will be
158.15.

Task Description: What is the difference between a screw gauge and a micrometer?

A Screw gauge’s measuring length is fixed, as its range of measuring is fixed as its jaws cannot
be replaced, and it can only measure outside diameter of objects, where as micrometers are
classified into two groups as internal micrometer and external micrometer for measuring internal
and external diameters respectively, where as its measuring range can also be changed by
changing the jaws in case of external micrometers.

Task Description: What is 1. Zero Error 2. Least Count of a measuring instrument?

It is the state of measuring instrument when the instrument is adjusted to the non measuring
position, and if the zero mark of the main scale coincides with the zero of the mini scale given,
then it is said as Zero error, which also means that the measuring instrument has no errors in its
scale to be taken in account while measuring.

Least count of any measuring instrument is defined as the least measurement which can be
measured by that instrument.
AE Bearing Clearance Measurement

Task Description: Carry out the bearing measurements of A/E under the supervision of
2/E and compare them with the last readings on board.

The bearing measurements of A/E were taken during the decarbonisation and compared with
the last readings, and a copy of it has been attached.

Task Description: Explain any major difference found.

No major difference was found when the previous reading was compared to the present taken
reading after carrying out decarbonisation.

Task Description: What factors can affect the outcome of these readings?

The factors which can affect the outcome of these readings while taking them are as:

1) Temperature - The temperature of the crankcase has to be ambient temperature of the

engine room, which actually means that the generator has to be stopped at least 6-8 hours prior
taking readings so that the generator gets enough time to cool down, otherwise the readings
taken in hot temperature conditions or in varying temperature conditions can’t be relied upon.

2) Human Error – A personal error while taking bearing readings can also affect the outcome of
the readings.

3) Calibration of the measuring Instrument – Proper calibration method should be applied for the
measuring instrument prior carrying out the readings as an uncalibrated instrument or a faulty
instrument can alter the readings very much from the actual supposed readings.

4) Foundation Bolt Chokes – The engine foundation bolt chokes has to be in good condition and
there should not be situation where any of them are in poor condition as it may lead to
misalignment of the engine and further affect the reading.
ME Bearing Clearance Measurement.

Task Description: Carry out the crankpin and main bearing measurements of ME under
the supervision of 2/E and compare them with the last readings on board.

The bearing measurements of M/E ompared with the last readings, and a copy
M were taken and compared
of it has been attached.
Task Description: Please explain any major differences found.

There were no major differences found when compared with previous reading.

Task Description: What factors affect the bearing clearances in an engine?

The factors which can affect the outcome of these readings while taking them are as:

1) Temperature - The temperature of the crankcase has to be ambient temperature of the

engine room, which actually means that the generator has to be stopped at least 6-8 hours prior
taking readings so that the generator gets enough time to cool down, otherwise the readings
taken in hot temperature conditions or in varying temperature conditions can’t be relied upon.

2) Human Error – A personal error while taking bearing readings can also affect the outcome of
the readings.

3) Calibration of the measuring Instrument – Proper calibration method should be applied for the
measuring instrument prior carrying out the readings as an uncalibrated instrument or a faulty
instrument can alter the readings very much from the actual supposed readings.

4) Foundation Bolt Chokes – The engine foundation bolt chokes has to be in good condition and
there should not be situation where any of them are in poor condition as it may lead to
misalignment of the engine and further affect the reading.

Task Description: What are the correct sets of clearances in your present engine?

The correct sets of clearances in my present engine has also been mentioned in the attached
bearing clearance measurement report.
Overhaul of Main Air Compressor

Task Description : Read the instruction manual and carry out the air compressor
overhaul under the supervision of a senior engineer. Please attach the clearance
measurement readings and compare with the last set of readings onboard.

Read the manual and understood the process for overhauling air compressor, and overhauling
was carried out, under the guidance of a senior engineer. All related precautions taken and
checklists filed and followed. A copy of set of clearance measurement report has been attached.

Task Description : What are the precautions to be taken prior opening up a main air
compressor for overhaul?

The precautions to be taken prior opening a main air compressor for overhaul are as:

1) A tool box meeting has to be carried out prior job and all personnel have to be briefed
regarding the job and all its related aspects and probable risks associated.

2) Checklist for Cold work permit has to be filled and all the points mentioned in it are to be
strictly complied with.

3) Electrical power for the motor for main air compressor has to be shut by switching off the
Circuit breaker and taking out fuses and displaying a notice at the switchboard of “MEN
AT WORK DO NOT START”.

4) Cooling water line has to be shut by closing the valve and draining the remaining water
in the system.

5) Discharge valve of the air compressor has to be shut.

6) Depressurizing of the air compressor has to be checked, as normally it will depressurize

through the breather cap, but in case, a separator cock valve is provided in the same
line, which is also to be opened, to release pressure if there is any.

7) Proper lifting tools should be used.

8) All the dismantled parts should be handled carefully including bearings, valve
components.

9) Torque wrench should be used while assembling and tightening of various parts.
Task Description : Make a chart of typical air compressor overhaul clearances.

A chart of typical air compressor overhaul clearances has been made and has been attached.
been
Overhaul of Separator

Task Description : Read instruction manual and carry out the complete overhaul of the
separator under the supervision of a senior engineer. Please make a complete report and
add two photographs taken during the overhaul
Read and understood the instruction manual of separator and carried out complete overhaul of
separator under supervision of second engineer.

Firstly a tool box meeting was held in which it was discussed regarding the job, and how it has
to deal with, proper PPE to be worn and proper safety measure to be taken were explained to
the team members by the senior engineer. Then all the related pipelines for the separator were
isolated.

We then removed the plug mounted in the piping to remove the oil from inside the pipe.

Then we loosened the cap nuts at the top and bottom of the sealing water, and removed the top
of the tube.

Then we removed the cap nuts of both the connecting pipes with hook spanner, the union nuts
were loosened at the bottom of the connection pipes and tubes with hook spanner and were
directed sideways to make sure that when the cover was removed they did not have in the way.
Then the cover nut was removed with a spanner. Then we removed the nut using spanner
which is tightening the inlet pipe. Then the socket set screw was loosened with an Allen key.
Then we hammered the top of the inlet pipe with a wooden hammer lightly to detach the tightly
held tapper position. Then we opened the bolts holding the frame and sludge cover. We then
used the jack (6) provided by maker into the threaded portion of the upper hood and mounted
the handle, attached a chain block with aid of sling wire and pulled out the sludge cover.

Then we took the disc nut handle and put it on the disc nut and hold it down by hand and striked
it with hammer in anti-clockwise direction to open it. As we loosened the disc nut, and then we
removed the heavy liquid chamber, then impeller, a packing and the gravity disc. Then we
mounted the light liquid chamber handle to the light liquid chamber and strike it with hammer to
loosen it and then it was removed. Then the impeller and the inlet pipe were also taken out by
pipe. Then we removed the cap nut tightening the bowl on the vertical shaft using the cap nut
spanner. Then we mounted a jack (4) provided by maker, by threading it into the threaded
portion of the distributor and turned down the handle of jack until the bowl was slightly raised,
then we lifted the bowl using lifting tools on the jack. The lifted bowl was then placed on the
dismantling stand, for removing bowl nut firstly we threaded the disc clamp plate into the
distributor and tightened it with the nut, by striking hammer onto it, this was done for easy
removal of the bowl. Then we opened the bowl nut by using bowl nut handle over it and striking
it with a hammer to rotate it, after that we also removed the disc clamp plate

Then we used another jack (1) provided by maker on the bowl hood, secured it with disc nut,
and turned the handle of jack to raise the bowl hood, and removed it. After that we mounted jack
(4) in the distributor and lifted it, with which all the discs came up. Then for removing main
cylinder of bowl, we first put a protective plate in the cap nut installing portion of the bowl, we
secured Jack 1 on the main cylinder, and we turned down the jack with push bolt and handle to
remove the main cylinder, proper care has to be taken as the clearance between the main
cylinder and bowl body is very less, so while rotating handle, if it resists then it has to be strike
with a hammer on the top, or temporarily backed and then again tried.

Then we removed the pilot valve for that, firstly we removed the valve nut on the bowl body
covering the pilot valve, and then used jack (3) against the pilot valve portion, threaded the
dismantling bolt into the pilot valve, and turned down the nut to remove it.
For horizontal shaft:

Firstly we drained all the lube oil from inside the gear case. Then we disconnected the motor
electrically, took out its wiring connection and dismantled the motor from the purifier by
supporting it with a chain block and then removing the bolts, we took out the motor. All the
friction pads were taken out from the motor’s friction boss and secured.

Then we removed the gear pump, firstly we removed the cap nuts of all the connecting tubes,
and then we removed the bolts tightening the gear pump, and took out the gear pump from the
main body. Then we removed the gear cover and then opened up the bearing retainer which
was secured to bearing house by some bolts and then we removed the bearing housing. After
this we removed the friction pulley by removing the lock nut and the lock washer securing it, and
by using jack (5) with bolt, push bolt and handle assembly. Then we pulled out the horizontal
shaft through the pump side by holding a wooden piece against the friction pulley side of the
horizontal shaft and lightly strike it. Then we removed the bolt securing the spiral gear on the
gear boss to remove the spiral gear, and we removed the socket set screw for removing the
safety which was secured by it. Then we loosened up the screw securing the collar and used
jack (5 & 8) to remove the pump side bearing. After that we removed the pulley side key, and
strike the gear boss with brass hammer from the friction pulley side of the shaft to remove the
pulley side bearing, collar and gear boss from the shaft.

For water supplying device:

To remove the water supplying device we first removed the bowl bush mounted in the tapered
portion of the upper part of the vertical shaft, using jack (5 & 10), then we loosened an allen
screw which was securing the chamber cover, and removed operating water tube connection
mounted on operating water disc. Then we opened the allen bolts of the operating water disc,
and placed a jack (5) on the head of the vertical shaft, and then threaded the jack push bolt and
the whole of the water supplying device came up and we took it out from the vertical shaft. Then
we dismantled the water supplying device for opening and separating out the operating water
chamber, the operating water chamber, and the operating water nozzle from the chamber.

For Vertical Shaft:

As the water supplying device is already removed, we firstly opened three bolts on the bearing
cover, and took out the bearing cover along with bearing cap, and the O-ring. Then we took out
another bearing cap, flat spring and spacer as well. We also removed the bearing housing. After
that we fixed jack (7) on top thread of the vertical shaft, and slowly pulled out the shaft upward
using a chain block, the shaft came out along with the bearing and the bearing case attached
with it. We then removed out the bearing case by striking it gently with a brass hammer. We
then took out the steel ball, spring seat and lower spring from inside the second bearing
housing. Then we put two bolts into the bearing case and withdrew the case by jacking the
bolts, and then we removed the spacer. For taking out the bearings then we used jack (7 & 5)
and withdrew the bearing case, bearing cover, collar and both the ball bearings. We then
removed the lock nut using hook spanner and removed the ball bearing at the top by striking it.

After disassembling all the above parts, all the relevant O rings were renewed, main seal ring
was renewed, the packing in between the heavy liquid chamber and the gravity disc, and all
the ball bearings on the horizontal and vertical shaft were renewed, as the bearings are only to
be removed from the shaft if they are to be renewed, or they are to be left like that. All the parts
were cleaned thoroughly and checked.

While assembling back the vertical shaft was installed before the horizontal shaft, and care was
taken that the flat spring and ball bearings were in correct up and down sides facing. While
putting new bearing are was taken that it is not tilted, as it might damage the bearing, the
bearing was heated in oil to 80degC, and after installing the new bearing, it was rotated by hand
for checking smooth rotation. While assembling vertical shaft care has to be taken while
installing spacer, there were two spacers provided of 0.5mm and 1mm thickness, the one
spacer selected as per that the total clearance between the bearing housing and flat spring is
between 0.5 ~ 1.0 mm. After installing the shaft it was checked to ensure that the vertical shaft
could be lightly turned by hand.

While assembling the water supplying device all the O rings should be properly installed to
avoid any damage to them, and after its installation on vertical shaft and tightening, it was
checked that the water supplying device was rotating with the vertical shaft as a unit. After
assembling till now the horizontal shaft was installed, while installing horizontal shaft proper
care was taken to prevent damage the lip surface of the oil seal, the mounting surfaces of the
spiral gear and gear boss were in tight contact. After assembling the horizontal shaft it was
checked if it could be rotated lightly by hand.

While assembling bowl proper care was taken while putting main seal ring, initially it was
pressed in the groove by hand, and then it was put in the place by placing a flat plate over it and
striking it with hammer, The sheet plane of the main seal ring was checked, if it was flat or not, if
it was found wavy then oil leakage would result. While installing pilot valve, it was well lubricated
on its surface, and was slowly pressed inside with hand and not by hammer as it might have
damaged the O ring. While installing the main cylinder in the bowl body, oil was applied to the
sliding surface of main cylinder, for smooth installation. While installing proper care was taken if
all the screw coupled parts were thoroughly tightened, especially for Bowl nut, Disc nut, Cap nut
of vertical shaft, Frame cover tightening bolt, Inlet pipe tightening nut. It was also thoroughly
checked if all the tally marks were in alignment for Bowl body, Bowl nut, Light liquid chamber,
Heavy liquid chamber. While connecting back the inlet pipe, care was taken for the direction of
the orifice, or as the flow rate would not be correct. All these checks were done while
assembling the purifier parts.

Task Description : How does the separator pick up speed?

The separator picks up speed employing assembly of an electrical motor, friction clutch,
horizontal shaft and vertical shaft. When the motor is started, it instantly turns at critical speed,
the motor shaft has a part which is provided with a friction clutch and the horizontal shaft has a
friction pulley. The friction clutch lining is pressed against the internal surface of the friction
pulley via centrifugal force and the power is transmitted to the friction pulley (horizontal shaft
side) as the friction pulley and lining slip with each other. A friction clutch is used for gentle
starting and acceleration, thereby preventing the motor from being overload. Thus the power is
transmitted from the motor through the friction clutch to the horizontal shaft and is further
increased in speed and transmitted to the vertical shaft through gear and pinion arrangement of
horizontal shaft and vertical shaft. The vertical shaft is supported by upper and lower bearings.
The bowl is mounted on the top of the vertical shaft rotates at the speed of the vertical shaft.

Task Description : How will you reduce excessive vibration during separator operation?

Excessive vibration in separators can be occurring from various reasons such as:

Unbalance in the bowl

If there is an unevenly accumulated sludge in the bowl, then there will be unbalance in bowl
which will lead to separator vibration. This factor can be reduced by cleaning the inside of bowl
regularly. We can also adjust the discharge intervals properly, so that the time gap does not
exceeds the upper limit for smooth operation, and then we will also check for low valve opening
operating water pressure which should be within the limits prescribed in the manual.

If the number of discs is insufficient which occurs due to the seating phenomenon as over a long
period of service time, the seating of the disc will create a gap between the disc and top disc, for
this purpose additional discs are to be employed as required.

If any major part of the bowl has been replaced such as the bowl body, bowl hood, distributor,
main cylinder, heavy liquid chamber or light liquid chamber, then balance adjustment is absolute
necessary.
While reassembling the tallying marks of the bowl nut, light liquid chamber and heavy liquid
chamber should not be out of alignment, as their tally marks should match with the mark of the
bowl nut.

The condition of bowl bush should be in good contact and in proper condition. If there is an even
a fine scratch, it should be either repaired or replaced.

Due to defects in Vertical shaft system

While assembling we should check the upper spring, lower spring and flat spring for any
deformation and we should also measure the dimensions. If they are out of the specified values,
then they have to be replaced.

The bearing should be checked for wear and if found it should be replaced.

We should check the vertical shaft and bearing case fitting portions for wear and if found it
should be replaced.

We should also check the portions with which the steel balls of the ball bearing case make
contact, the spring seat and the steel ball for wear and deformation and if found defective, they
should be replaced.

Due to defects in horizontal shaft system

We should check the bearing for wear, and if found it should be replaced.

We should check the friction clutch for uneven wear, if the wear of any of the block crosses the
specified limit mentioned in manual, and then all the friction clutches are to be renewed. Wes
should also check if the adequate number of friction clutches are in use, it should not be less or
more, and if they are in the correct position of friction clutches.

By considering and applying these methods we can minimize the risk of vibration while the
separator is in operation.
Liner calibrations for M/E.

Task Description: Take a set of liner readings under the supervision of 2/E and
compare them with the last set of readings on board.

A set of liner readings were taken for M/E spare liner unit When compared with previous report
wear was found at various positions which have been mentioned in the attached report and
nothing major difference was found between the present and previous regarding except as per
normal wear rate.

Task Description: Calculate the rate of liner wear / 1000 hrs.

The rate of liner wear calculated as:

Initial
al Liner measurement (New) – 500mm.
Maximum liner measurement recorded – 500.66mm.
Running hours – 36560
Wear – 500.66 – 500 = 0.66mm.
.66mm.
Wear Rate – 0.66/36560 = 0.0000180mm/hr.
0.0000180
= 0.018mm/1000hr.
0.018
Task Description: Is the rate of liner wear uniform in all cylinders?

Previous all liner measurement records were checked for all units and was confirmed that the
liner wear was more or less same when compared with each other.

Task Description: How do you ensure correct micrometer reading of the curved surface
of a cylinder liner?

1. Before calibrating the internal diameter of the liner, clean the surface of the liner.

2. Before calibration, Main engine liner calibration tool with dial gauge should be calibrated for
zero correction to prevent error readings, and then the liner is gauged by measuring the
diameter of liner at fixed points down its length. It is measured from port to stbd and fwd to aft.

[Link] ensure that the liner is always measured in the same place, so that accurate comparison
may be made, a flat bar is hung down the sides of the liner with holes drilled through where the
measurements are to be taken.

4. Measurements are taken more frequent intervals at the top of the liner where wear rate is
expected to be highest.
5. To ensure the accuracy of the micrometer, it is checked against a standard diameter or in an
unused liner.

6. The temperature of the micrometer and liner should be same during taking reading.

Liner Calibration of A/E

Task Description : Take a set of liner readings under the supervision of 2/E and
compare with the last set of readings of the same cylinder.

A set of liner readings for Auxiliary Engine were taken during decarbonisation under the
supervision of a senior engineer, and same has been attached. Same report has been
compared with the old readings and there has been slight increase, in the liner clearance, an old
report has also been attached.
Task Description : How do you explain any major difference?

When the recent taken readings were compared with the previous one, there was slight
increase. The current readings were still in working limits, so the same liner was put into
operation. If in any case if there is any major difference found, it can first be noticed by noticing
the surface of the liner if it seems polished and the butt clearance of piston rings, and the
recent liner readings has to be compared if they are still in the working limit, if not then it means
there has been scuffing, and if there has crossed the working limit, then the particular liner has
to be changed.

Task Description : How do you check the accuracy of the measuring instrument?

The measuring instrument used in measuring liner calibration is an inside micrometer. Accuracy
of the instrument has to be checked positively prior using it , and for checking accuracy these
steps are to be followed:

Before carrying out any checks or using the instrument, proper sufficient thermal stabilization
has to be done at atmospheric temp which is Engine Room temperature in this case, as it may
differ from the temperature where it was stored which was Engine Control Room

The reference gauge in this case a calibrated Vernier Calliper has to be set under the same
orientation and conditions as those at the time of measurement.

The measuring face of the instrument and the Vernier calliper has to be wiped cleanly.

Then we set the micrometer at 175mm which is the minimum length it can measure and then we
compare it to the Vernier Calliper which is also set at same length 175mm.

If the micrometer reading is different from the Vernier reading then micrometer has to be
adjusted as per difference.

For aligning the graduation we will lose the anvil with the wrench provided in the micrometer box
and unlocking it, and then by turning the thimble.

When the desired 175mm length is adjusted on micrometer as per the reference measuring
instrument the anvil has to be tightened.

Thus this is how the accuracy of a micrometer can be adjudged and adjusted as per
requirement.
Set Torque Wrench

Task Description: Check the instruction manual and set the torque wrench for
connecting rod bolt tightening and the main bearing bolt tightening procedure.

Checked the instruction manual of main engine for tightening of connecting rod bolt and main
bearing bolt, both were to be tightened with aid of a hydraulic tool, which should create a
pressure of 900 – 990 bar for dismantling and 900 bar for tightening. However for auxiliary
engine connecting rod bolt the tightening torque was 49 Nm, which was set on the torque
wrench and was used to tighten it. In case of main bearing bolt of the auxiliary engine it was
tightened using hydraulic tool at a pressure of 196Nm.

Task Description: What is the advantage of using a set torque wrench over conventional
spanner tightening method?

The problem while tightening using a conventional spanner is that we very often cross the
prescribed torque limit for that particular nut and bolt, which later on results as greater amount
of stress and strain, sometimes it also leads to bolt elongation, combining all these which can
later result into bolt fracture. If we are using a set torque wrench, then the wrench locks itself as
soon as we reach the set torque prohibiting from further tightening.

Lathe Machine Usage

Task Description : Machine a MS rod to 22.5 mm dia. and 100 mm length.

A rod was taken and used lathe to machine it to the required dimensions of 22.5 mm dia. and
100 mm length.

Lathe Machine Usage

Task Description : Use a lathe machine to make a stud M15X55mm and describe the
procedure.
Valve Grinding Machine

Task Description : Explain the procedure to machine an engine exhaust valve.

After the exhaust valve is overhauled, then grinding of the valve has to be done if on visual
inspection it is found of presence of pitting on the exhaust valve seat face.

Tools required: a) Gauge for valve stem seat using limit.

b) Thickness gauge

c) Exhaust valve stem and seat grinding machine.

First of all it has to be judged whether grinding needs to be done or not for that:

Thickness measuring of built up material – The thickness of built up materia

material of seat area by
means of valve stem and seat using limit gauges (a) has to be measured, and if the built up
material of the valve stem or the valve seat worn over using limit, then it should not be used.
Then the valve stem seating part has to be measured, for this the surface of the valve stem and
the limit gauge are to be made in contact surface to surface, and the clearance found at the
valve stem has to be measured using thickness gauge (b). If the clearance between the valve
stem and the limit gauge crosses 2mm, then the valve stem cannot be used.

After we have to measure the valve seat seating part, by pushing the other side surface of the
thickness gauge to the valve sea. If the face of the valve seat crosses a line marked as “LIMIT”
on the gauge then, it cannot be used.

Certain precautions to be considered while grinding such as:

Grinding should always be carried out while the ship is in port, to avoid vibration.

Grinding speed should not be very high, as at places where the part ground at a time is too
much, then hair cracks can develop in the ground part.

The deflection at the time of centering the valve stem and valve seat on the grinding machine,
should not exceed 0.02mm.

Grinding should always be directed in the direction from valve seat inside to outside.

While grinding the person should wear proper PPE, including face shield.

The grinding angle should be formed as same angle for the valve stem and the valve seat,
which is 30degree in this case.

The valve stem is to be rounded off on all the outer side making contact at all width of seat.

After all the checks done centering of valve stem and seat done, and precautions taken, the
grinding is started by starting the exhaust valve grinding machine, which rotates the exhaust
valve stem, and also rotates the grinding wheel as well. The lateral movement for covering the
whole face of seat is done manually. Regular measurements for clearances should be taken in
between the grinding procedure and when visually seems that the pitting on the exhaust valve
seat has been removed, then we have to carry out the facing up procedure of the seat face.

For facing up the valve seat has to be fixed with the valve seat fixing piece, the fixing plate,
which is holed with bolts.

Then a spring which is provided by the maker is placed in the exhaust valve at the valve stem
place, after that valve stem is inserted in that area through the spring. Then the facing up tool is
attached with the valve stem and seat with bolts. After that a suitable facing agent or say
lapping compound is applied on the valve seat area, and the facing up tool attached with valve
stem is rotated right and left with both hands and moved vertically also like tapping to face up.

Task Description : How do you carry out the centering of this valve.
The centering process of the valve before grinding is a very essential job, or if properly not done
it can damage the exhaust valve seat surface. The procedure for centering the valve spindle are
as:

Firstly we have to make sure that all the tightening bolts are loosened and removed for easy
passing of the valve spindle.

Then we will insert he valve spindle and lower it down till to the lower stopper, where the
spindle rests.

Then we will slightly tighten the three bolts given at the top of spindle for holding it slightly by
using the spanner given by maker, which when tightened by one hand generates a torque of (5
~ 10 kgf), while tightening we should check the length of the three bolts outside should be
approximately same on visual check, and should be adjusted accordingly.

Then we will set a dial gauge at right angle to the valve spindle seat surface, and will make sure
that dial gauge pin is touching the seat surface at all times, by rotating the spindle with hand,
and will set the needle position as zero.

After the spindle has been set we will rotate the spindle with hand and will read the maximum
(A) and minmum (B) readings, and will mark those two positions on the valve spindle, the
maximum reading on dial gauge comes when the spindle is inclined little towards the dial gauge
more as compared to other position, and the minimum (B) reading means the spindle is bit more
away compared to other position of valve. We will take these two readings take out the
difference in between them (C) and will divide by two, reducing it to half, as (C/2).

Now we will rotate the the work spindle for positioning, so that the contact of dial gauge comes
to the position (B).

Then we slightly loosen the centering bolts which are in the direction of the contact (B), and will
tighten the other bolt, for displacing the spindle a little in the direction of (B) by distance (C/2),
after this we will then tighten the bolts in the direction (B) which we had loosened a bit.

We will continue this process for sufficient amount of times , so that the deflection indicated on
the dial gauge is less than 0.04mm.

Valve Grinding Machine

Task Description : Grind one valve under the supervision of 2/E.

Grinding of one valve under 2/E supervision done.

Brazing
Task Description : Braze two copper pieces of equal diameter and length into one single
piece. Describe the procedure.

Procedure :

1. A copper tube was taken and was marked into two equal lengths.

using a tube cutter, precautions

2. Then the copper tube was cut down into two equal length pieces by using
was taken so that while tightening and cutting the tube does not bends.

3. Then the metal burrs were cleaned inside the copper tubes where it was cut.

4. The end points of one pipe section was cleaned and rubbed with emery clot h, till its diameter at end
cloth,
was little less than previous.

5. Then the two sections were attached together with snug fit as much as possible.
6. Then the whole joint was heated by using gas torch and it was heated uniformly through out the joint.

7. Then the brazing rod was held on the pipe joint at opposite side of flame till it melts and flows into the
joint and was left a little while for brazing material to solidify.

8. Like this the brazing rod was moved around the pipe joint and the filler metal was applied and brazing
was done, precautions was taken that the flame does not comes in contact with filler metal, as flame will
only heat up the pipe and pipe temperature should be enough to melt the filler metal brazing rod.

9. Proper precautions were taken while doing this task like confirming of no oily rags or buckets with any
residue oil nearby, a fire extinguisher kept nearby and handling the gas torch cautiously and switching it
off when not in use for a bit long period of time.

Electric Welding Equipment

Task Description : Carry out arc welding of two plates with correct vee grooving.
Describe the vee grinding procedure.

As for the vee grinding procedure :

When two pieces of metals are to be joined by welding and they are in the same plane , a little
preparations has to be done with the metal sheets. Single vee joint welds are similar to a bevel
joint, but instead of only one side having the beveled edge, both sides of the weld joint are
beveled. In thick metals, and when welding can be performed from both sides of the work piece,
a double-V joint is used. When welding thicker metals, a double-V joint requires less filler
material because there are two narrower V-joints compared to a wider single-V joint. Also the
double-V joint helps compensate for warping forces. With a single-V joint, stress tends to warp
the piece in one direction when the V-joint is filled, but with a double-V-joint, there are welds on
both sides of the material, having opposing stresses, straightening the material. In this case we
used single vee joint.
The two metal pieces were marked at 22.5 degrees on their sides so that when the metal pieces
were brought together then the grinded sides of both pieces will make an angle of 45 degrees.
Though the angle can be varied from 45 degrees to 70 degrees. Then the metal pieces were
grinded through the grinding machine till the marking, and then those surface were cleaned for
any sorts of metal burr with emery cloth, and thus the metal pieces were prepared for welding
by using single vee joint.

Auxiliary Engine Turbocharger

Task Description : Explain the technical function of an auxiliary engine turbocharger.

A turbocharger is a device that utilizes the energy contained in exhaust gas from the engine in
order to produce compressed air, which it returns to the engine for use in the combustion of fuel.
Exhaust gas released from the engine is channeled to the turbocharger gas inlet casing, and
after being expanded and accelerated by means of a nozzle ring, it comes in contact with the
radial turbine. This results for efficient conversion of the energy into rotational motive force. A
radial turbine and compressor impeller are positioned at either end of the rotor and the motive
force of the turbine directly drives the compressor impeller. As the compressor impeller rotates,
external air is channeled to the impeller and is accelerated to obtain high velocity and pressure.
The high level of energy contained in the air exiting the impeller is recovered in the form of
pressure as it passes through the diffuser. Then after passing through the casing or scroll, air
having the required pressure and flow volume is sent to the engine.

In case of an auxiliary engine turbocharger “ Pulse systems” are widely used. The main
advantage of this system over the constant pressure system is that, constant pressure system’s
poor performance at part load conditions and it does needs an additional pressure charging
system at initial stages. Pulse type system has a high efficiency ratio when compared to the
constant pressure system at the initial stage or part load condition. As the minimum acceptable
firing order separation for cylinders exhausting to a common manifold is about 120deg. The
sudden drop in manifold pressure, which allows each successive exhaust pulse results in a
greater pressure differential across the cylinder during the scavenge period making for better
scavenging as compared to constant pressure systems. However in pulse system the engine
exhaust system should be so designed that it is impossible for gases from one cylinder to
contaminate the charge air in another cylinder, either by blowing back or by interfering with the
discharge of gases from the cylinder which leads to making of separate exhaust gas passages
leading to the turbine nozzles.

Task Description : Make a list of all tools needed to dismantle and fix back an A/E
turbocharger.

The various tools needed to dismantle and fix back an A/E turbocharger are as :

Hexagonal Bolt ( M6 x 65).

Starting Bolt for draw out tube ( M10 x 50).

Locking Box.

Puller.
Slinging Device.

Starting Bolt.

Spanners.

Allen Wrench.

Screw Drive

Task Description : Assist in auxiliary engine turbocharger overhaul and measure all
required clearances / tolerances.

The various clearances / tolerances in auxiliary engine turbocharger are as:

1) Clearance (A) between the air inlet guide and the impeller

2) Clearance (W) between the gas inlet casing and the turbine wheel.

3) Distance (S) from the edge of the nut to the end of the shaft.

4) Measuring of the deflection of the end of rotor shaft using a dial gauge. Deflection of 0.05mm
or more indicates the inclusion of foreign matter.

5) Thrust Clearance, for this apply dial gauge in axial direction and measure the axial movement
of the rotor when pushed by hand. Confirm that the clearance is the same as before
disassembly. It should be normally be in the range of 0.10~0.16mm.

ME Performance

Task Description : Take a set of peak pressures of M/E and compare

them with the last taken readings.

M/E peak pressures were taken onboard under the supervision of senior engineer. Indicator
diagrams are used to assess the performance of each unit of the ship’s main engine. It is based
on the indicator diagram that the overall performance of the engine is assessed. Indicator
diagrams are taken at regular intervals of time and matched with that of the ship’s sea trial
diagrams to check if there is any significant difference in performance. If there is any difference,
it is important that the problem is rectified before starting the engine. The taken set of readings
were compared with the previous ones and were found accordingly.

There are four types of indicator diagrams:

diagr

1 Power card

2 Draw card

3 Compression diagram

4 Light spring diagram

Pcom – Compression Pressure

Pmax – Maximum Pressure

There are 4 types of indicator diagrams that can be taken from the engine cylinder to know the
condition and performance of the engine.

1 Power card / Power indicator diagram

2 Compression diagram

3 Draw card / Out of phase diagram

4 Light spring diagram

The area of indicator diagram is calculated by

▪ Planimeter (Usually used on board)

▪ Mid Ordinate Method

Power Card

Power card is taken with the indicator drum rotating in phase with the piston

movement

▪ The area within this diagram represents the work done during

one complete cycle to scale

▪ Mean Indicated Pressure (MIP) is obtained from this diagram to calculate power

produced in the cylinder.

Compression Diagram

▪ Compression diagram is taken in similar manner to the power card but the fuel

shut off in the cylinder.

▪ The height of this curve shows maximum compression pressure.

▪ If the compression and expansion line coincide, it indicates that indicator is

correctly synchronized with the engine.

▪ Reduction in height of this diagram shows low compression which may be due

to worn cylinder liner, faulty piston rings, insufficient scavenge air or leaky

exhaust valve.

Draw Card / Out of Phase Diagram

▪ Draw card is taken in a similar manner to power card with fuel pump engaged

but with the indicator drum 90 degree out of phase with the piston stroke.

▪ This diagram illustrates more clearly the pressure changes during fuel

combustion. Fuel timings or injector faults may be detected from its shape.

Light Spring Diagram

▪ Light spring diagram is taken similar to the power card and in phase with the

engine and with a light compression spring fitted to the indicator.

▪ This diagram shows pressure changes during exhaust and scavenge to an

enlarged scale

▪ It can be used to detect faults in these operations.

With the help of these diagrams, we can determine and interpret the following:

The compression pressure inside the cylinder.

Peak pressure generated inside the cylinder.

The actual power generated.

Faulty combustion chamber parts (worn out piston, liner, rings, etc.) of the

particular unit.

Faulty injection parts and wrong fuel timing.

Exhausting and scavenging process.

In earlier days, the indicator diagram was taken with the help of mechanical indicator which was
to be fitted on top of the indicator cocks. But nowadays digital pressure indicator instrument is
used which is a compact handheld unit. A pressure transducer is mounted on the indicator
cocks and connected to the hand held unit know as data acquisition unit with the help of which
the indicator

diagram can be taken at any moment and displayed on the computer. An incremental encoder
is fitted on the engine and plugged into the data acquisition unit during the time of operation,
which provides accurate data about the position of the top dead centre, or of the crankshaft
angle.

Procedure for taking indicator diagram using mechanical engine indicator

instrument:

• Do proper PPE, especially high-temperature gloves and eye protection.

• Take the reading of all the relevant engine parameters.

• Ensure the ship, and its engine is running at a constant speed in open sea.

• ensure the weather is calm.

• Use correct tool to open the indicator cock valve.

• Take the paper provided with the instrument and fix it firmly over the drum.

• Carefully open the indicator cock of the cylinder for few seconds and blow out the cylinder. It is
done to remove any stuck impurity (soot and other combustion

particles) inside the cock.

• Fix the instrument on the indicator cock so that the cord is firm.

• Draw the atmospheric line with the cock shut.

• Slowly open the indicator cock and press the stylus against the paper lightly.

Make straight vertical lines as the piston moves up and down and then pull the

roller string, till the cycle is drawn on the paper.

Preparation and procedure for taking indicator diagram:

• Check the battery of Data Acquisition unit and change/ charge if needed.

• Prepare the Digital Pressure indicator instrument and check all the wires/sensors are visually
ok.

• Do proper PPE, especially high-temperature gloves and eye protection.

• Take the reading of all the relevant engine parameters.

• Ensure the ship, and its engine is running at a constant speed in open sea.

• ensure the weather is calm.

• Use correct tool to open the indicator cock valve.

• Connect the probe from incremental encoder to data acquisition unit.

• Connect the pressure transducer probe to hand held data acquisition unit.

• Carefully open the indicator cock of the cylinder for few seconds and blow out the cylinder. It is
done to remove any stuck impurity (soot and other combustion

particles) inside the cock.

• Fix the pressure transducer unit on indicator cock and open the cock to register

the cylinder data.

• Repeat the procedure for all the cylinders.

• After finishing the process, disconnect the pressure transducer probe and keep it aside for
cooling it down.

• Disconnect the incremental encoder probe from hand held data acquisition unit.

• Fill the required data in the Digital Pressure Indicator software and wait for result to be
generated.

Power calculations:

Measuring indicated power of diesel engine

– The area can be measured by an instrument known as ‘Planimeter’ or by the use of the mid
ordinates rule. [On modern engines this diagram can be continuously taken by employing two
transducers, one pressure transducer in the combustion space and other transducer on the
shaft. Through the computer we can thus get on line indicated diagram and power of all
cylinders.]

– The area is then divided by the length of the diagram in order to obtain mean

height. This mean height, when multiplied by the spring scale of the indicator

mechanism, gives the indicated mean effective pressure for the cylinder. The mean effective or
average pressure [Pm] can now be used to determine the work done in the cylinder.

Calculations
Area of the indicator diagram = a [mm2]

Length of the diagram = l mm

Average height of the diagram = a [mm2] / l [mm]

Average mean indicator pressure = a [mm2] / l [mm] X k [bar / mm]; Where k = spring scale in
bar per mm or

Pm = ( a / l) x k [bar]

Work done in one cycle = Mean Indicated Pressure x Area of the Piston x Length of stroke.

= [Pm] x [a] x [l]

To obtain the power of this unit, it is necessary to determine the rate at which work is done.

Now, Indicated Power of Unit [ip] =Mean Indicated Pressure [Pm] x Area of Piston [A] x Length
of Stroke [L] x Number of Power Strokes per Second [N]

Or

Indicated Power of Unit = Pm L A N

Unit of Final Result

Indicated Power = Pm L A N

= (A / L) X k [bar] x L [m] x A [m2] x N [1/s]

= [bar] x [m] x [m2] x [1/s]

= 105 N/m2 x m x m2 x 1/s

= 105 Nm/s

= 105 Joules/s

= 105 Watts

Hence, multiply the result obtained from calculating indicated power with 105 and

the final unit will be in Watts.

Task Description : What does high peak pressure of any cylinder

indicate?

When abnormally high peak pressure of any cylinder is recorded at the top of the piston stroke,
then there will be a knocking sound coming out of the engine due to heavy loads passed to
bearings via running gear. This high peak pressure is resulted due to early ignition which in
turn increases thermal efficiency of the engine. The exhaust temperature of that particular unit
reduces since combustion starts long before it is supposed to. But the shock loads and
vibrations results in damage of the engine.

Causes behind early ignition and high peak pressure :

Incorrectly adjusted or accidentally changed fuel pump timing

Damaged or incorrectly set fuel valve or fuel injector

Undesired fuel quality

Parts inside the cylinder are overheated.

Task Description : What does high exhaust temp of any cylinder

indicate?

High temperature of any cylinder indicates that there is a defective fuel valve, defective fuel
system or Scavenge fire, though there are various reasons attributed to rise in exhaust
temperature of any cylinder and any of these can be a possible indication.

Fuel valve supply - Exhaust gas temperature rises due to the enlarged nozzle hole of
the fuel injection valve due to poor maintenance or inferior HFO supply.
 Exhaust Valve Passing - Valve head or seat badly damaged/worn causing blow-by of
exhaust gasses on combustion.

Fouling of the Scavenge Air Passageways - Fouling of the air-side due to oil mist on
suction casing and the diffuser of the turbocharger. Clogging of cylinder liner scavenge
port by combustion products.

Scavenge Fire - A fire occurs in scavenge space due to build-up of lube-oil being ignited
by a spark from a blow-by of piston rings

Exhaust Valve Timing Problem - This can be caused by timing gear slipping of
hydraulic/pneumatic supply to operating components

Boiler and Cooling water test

Task Description : Make detailed summary of the ME and Boiler water treatment and
testing that need to be carried out on board.

For ME cooling water and boiler water we conduct tests regularly and following precautions are
taken that, water is always taken from the same place, and initially we let water flow out of the
sample cock before taking sample to ensure the line is clear of sediment, and cool down the
water samples to 20-25 deg C separately before using test content, and all test equipment
container are first rinsed with the sample water.

The tests which are done for ME cooling water are as:

CWT NITRATE test :

1) Fill the Sample Cup to the 25ml mark with treated cooling water sample
2) Slide the flexible rubber end of the Valve Assembly over the tapered tip of the Titret to the
white Reference Line for a snug fit.
3) Snap the tip of the Titret (ampoule) at the Score Mark.
4) Lift the control bar and insert the Titret assembly into the body of the Titrettor.
5) With the tip of the Valve Assembly immersed in the sample, press the control bar firmly, but
briefly, to pull in a small amount of sample. The contents will turn a GREEN color. CAUTION:
Do not press the control bar unless the tip of the Valve Assembly is immersed below the surface
of the liquid.
6) Press the control bar again briefly to allow another small amount of sample to be drawn into
the Titret.
7) After each addition, rock the entire assembly to mix the contents of the Titret. Watch for color
to change from GREEN to BRIGHT ORANGE. NOTE: Immediately before the contents turn
BRIGHT ORANGE, they will briefly turn BLUE. Make further additions with care.
8) Repeat steps 5 thru 7 until a permanent color change occurs.
9) When the color of the liquid in the Titret remains BRIGHT ORANGE, remove the Titret from
the Titrettor. Hold in a vertical position and carefully read the depth scale on the Titret that
corresponds to the liquid level at the bottom of the concave meniscus, and then we refer to the
chart given to decide the condition of treated water and for further action.

Chloride test :

1) Add one scoop (0.5g) of Sample Pretreatment to approximately 70ml of cooling water,
collected in Beaker 100ml – Clear Plastic, and stir until granules dissolve into solution.
2) Wait 2 minutes to allow precipitates to settle.
3) Filter the sample by folding Filter Paper in quarters and overlapping three sections to form a
funnel. Pour water through the Filter Paper and Funnel – Plastic. Proceed with the chloride
determination using the Chloride LMP Test Kit.
4) For samples < 100 ppm chlorides: Rinse the Plastic Vial and fill to the mark (10ml) with the
sample to be tested.
For samples > 100 ppm chloride: Rinse the tall Glass Vial (test tube) and fill to the mark (2ml)
with the sample to be tested.
5) Neutralize the sample by adding 3 drops of Phenolphthalein Indicator to the sample. Swirl to
mix. If the sample turns pink add Sulfuric Acid N/10 drop by drop while swirling until the sample
turns clear. Afterwards, add one more drop.
6) Adjust the color of the sample by adding 6 drops of Potassium Chromate. The sample will be
yellow.
7) Counting the drops, add Silver Nitrate N/10 drop by drop. Swirl between drops until the
sample turns orange.
8) Calculate the chloride concentration:
If plastic vial ( <100ppm ) was used in Step4 :-Number of drops of Silver Nitrate N/10*10 = ppm
chloride
If glass test tube ( >100ppm )was used in Step4:-Number of drops of Silver Nitrate N/10*50 =
ppm chloride.

Makeup Water Hardness test :

1) Rinse and fill the Sample Cup to the 25ml mark with makeup water sample.
2) Slide the flexible rubber end of the Valve Assembly over the tapered tip of the Titret to the
white reference line for a snug fit.
3) Snap the tip of the Titret ( ampoule ) at the Score Mark.
4) With the tip of the valve assembly immersed in the sample, squeeze the bead valve briefly to
add a small amount of sample to the Titret. The red indicator in the Valve Assembly will also be
added to the Titret.
NOTE: Do not squeeze the bead value unless the tip of the Valve Assembly is immersed
below the surface of the liquid.
5) Rock the Titret to mix the contents. The contents of the Titret will turn a blue color.
6) Continue to add small amounts of sample until the liquid in the Titret turns from blue to pink.
Be sure to rock the Titret to mix the contents after each addition of sample. When the color of
the liquid in the Titret changes to pink, the end point has been reached. Stop the test, hold the
Titret in a vertical position and carefully read the depth scale on the Titret that corresponds to
the liquid level at the bottom of the concave meniscus. Results are in ppm total hardness as
calcium carbonate CaCO3.

Maximum Limit – 170ppm.

For Boiler water test we conduct the following tests:

Hydrate Alkalinity Test:

1) Rinse and fill the plastic titration vial to the line (12 ml) with cooled boiler water sample.

2) Add 2 ml of Barium Chloride 10% into the vial and swirl to mix.

3) Add 2 drops of Phenolphthalein Indicator and swirl. If the sample does not turn pink, the
Hydrate Alkalinity level is zero. Record zero on the Onboard Graphing Log and adjust dosage to
increase hydrate alkalinity. If the sample turns pink, counting the drops, add Sulfuric Acid N/10
until the sample is colorless (disregard the eventual reappearance of a pink color). Swirl the vial
between drops.

4) Calculate the Hydrate Alkalinity concentration as follows: No. of drops of Sulfuric Acid N/10 x
5 = ppm Hydrate Alkalinity as OH. 5.

Neutralized Conductivity test:

1) Press the power switch and allow the meter to warm up for one minute.
2) Connect the conductivity cell for the appropriate testing range. • White band (inner scale) for
condensate and low conductivity waters. • Black band (outer scale) for boiler water and other
high conductivity solutions.

3) For a boiler water sample, add two drops of Phenolphthalein Indicator to the sample and stir.
If the sample remains clear, go to Step 5.

4) (a). If the sample turns pink, neutralize by adding Gallic Acid, one level spoonful at a time,
stirring after each spoonful, until the pink color just disappears. NOTE: Do not add excess Gallic
Acid, Failure to neutralize sample or addition of excess acid beyond the end point will cause
erroneously high conductivity readings. (b) If Liquid Neutralizing solution is being used, the first
drops will turn the solution pink. Continue to add solution drop wise until the pink color
disappears.

5) Submerge the cell in the water sample to a depth to cover the vent holes. Agitate the cell to
vent all trapped air bubbles from the cell interior.

6) Measure the temperature of the sample and set the temperature knob to this value.

7) Rotate the conductivity knob until both the red and the green indicator lamps are lighted at
the same time.

8) Read the conductivity value on the appropriate scale.

9) Record the test result on the Onboard Graphing Log (μmhos).

10) Remove the cell from the sample and rinse it with clean water.

11) Press the power switch to shut off the meter.

12) Compare results to the Control and Dosing charts and adjust blow down schedule as
required.

Chloride Test:

1) For samples less than 100 ppm chloride: Rinse the plastic vial and fill to the mark (10 ml)
with sample to be tested.

For samples greater than 100 ppm chloride: Rinse the tall glass test tube and fill to the mark
(2 ml) with sample to be tested.

2) Neutralize the sample by adding 3 drops of Phenolphthalein Indicator to the sample. Swirl to
mix. If the sample turns pink, add Sulfuric Acid N/10 drop wise with swirling until the sample
turns clear, add 1 more drop. If the sample does not turn pink, add 1 drop of Sulfuric Acid N/10.

3) Adjust the color of the sample by adding 6 drops of Potassium Chromate. The sample will be
yellow.
4) Counting the drops, add Silver Nitrate N/10 drop wise. Swirl between drops until the sample
turns orange.

5) Calculate the Chloride Concentration

If the plastic vial was used in Step 1: Number of drops of Silver Nitrate x 10 = ppm chloride.

If the glass test tube was used in Step 1: Number of drops of Silver Nitrate x 50 = ppm chloride.

Hydrazine Test:

1) To insure accurate results, the sample should be collected with minimum contact to air and
tested promptly. A sample cooler should be used for sampling boiler water.

2) Fill the sample cup to the 25ml mark with sample.

3) Place the AMERZINE corrosion inhibitor ampoule’s tapered tip into one of the four
depressions in the bottom of the sample cup. Snap the tip by squeezing the ampoule toward the
side of the cup. Keep the tip immersed in the water while drawing sample. The sample will fill
the ampoule and begin to mix with the reagent.

4) Remove the AMERZINE corrosion inhibitor ampoule from the cup. Mix the contents of the
ampoule by inverting it several times, allowing the bubble to travel from end to end each time.

5) Wipe all liquid from the exterior of the ampoule and wait 10 minutes for full color
development.

6) Place the AMERZINE corrosion inhibitor ampoule, flat end downward into the center tube of
the comparator. Direct the comparator toward a source of bright white light while viewing from
the bottom. Hold the comparator in a nearly horizontal position and rotate it until the color
standard below the AMERZINE corrosion inhibitor ampoule shows the closest match.

7) Record the AMERZINE level on the Onboard Graphing Log. Results are expressed as ppm
hydrazine.

Phosphate Test:

1) Fill the sample cup to 25ml mark with sample and should be filtered regardless of color.

2) Place the boiler phosphate ampoule’s tapered tip into one of the depressions in the bottom of
the sample cup. Snap the tip by moving the ampoule toward the cup side. NOTE : Keep the tip
immersed in the water while drawing the sample. Within a few seconds the ampoule will fill with
sample and begin to mix with reagent.
3) Remove the boiler phosphate ampoule from the sample cup. Mix the contents of the ampoule
by inverting it several times, allowing the bubble to travel from end to end each time.

4) Wipe all liquid from the exterior of the ampoule and WAIT 5 MINUTES for full color
development.

5) The flat Comparator should be illuminated by a source of bright white (not fluorescent) light
from above the comparator. The filled Boiler phosphate ampoule should be placed between the
color standards for viewing. It is important that the ampoule be compared by placing it on both
sides of the standard tube before concluding that it is darker, lighter, or equal to the standard.
Results are recorded as pp, of the best matching color standard.

Condensate pH Test:

1) Collect 50ml cooled condensate sample and pour into evaporating dish.

2) Add 3 drops phenolphthalein indicator. Sample should turn pink.

3) Add sulfuric acid N/10 drop by drop until pink color disappears.

4) Record the result which is the number of drops of Sulphuric acid N/10.

Task Description : How do you reduce the chloride content in boiler water?

The chloride content in the boiler water can only be reduced by performing blow down of boiler,
by draining boiler water in small quantities or completely draining by de pressurizing the boiler
and taking new water, having low chloride content, as per convenience and availability of water
onboard.

Task Description : What is the interval of 1) ME Cooling water test.

2) Boiler water testing.

The test of ME cooling water tests are carried out on weekly basis and boiler water is done
every day basis and logged down in the record sheet.

Earth Fault
Task Description : How will you locate an earth fault in the ship’s 440V distribution
system. Once the faulty equipment is located, how will you isolate it?

Any earth fault found should be promptly attended and rectified, as if in the same time another
earth fault occurs onboard on another line, the two earth faults together would be equivalent to a
short circuit via the ship’s hull, and the resulting large current would operate protective devices
and cause probable disconnection of essential services creating a risk to the safety of the ship.
Earth fault onboard are monitored by earth fault indicators which may be a set of lamps, or an
instrument calibrated in K ohm to show the system’s insulation resistance value with respect to
the earth. These earth fault indicators are fitted on Man switchboard in order to indicate the
presence of an earth fault on each isolated section of a distribution system.

If earth fault indicator on the 440V switchboard shows the presence of an earth fault on the
distribution system, then an apparent method is to open the circuit breakers feeding the loads
one at a time and monitoring the earth fault indicator simultaneously to see if there is any
change in the calibrated reading of the indicator. This process has to be continued till we find
the desired circuit breaker of the faulty distribution circuit. When that particular circuit breaker
has been found, as when that particular breaker is switched off, then the indication on the earth
fault indicator will show infinity as compared to previous value. Thus it will confirm that earth
fault will be present in that very particular circuit. One major problem regarding this step is that
circuits cannot be disconnected at will in this way, as it may hamper the ship’s daily operation
and even critical operation. It would be preferable to start with users such as galley, laundry and
such other places where faults are common. Tracing the earth fault must be co-ordinated with
the operational requirements of the ship.

If the faulty circuit is found by using the above mentioned steps, then firstly the equipment
should be cut off from the main supply and if there is any provision of a standby machinery it
should be operated. Firstly carry out a visual check around the machinery and its electrical
panel, if there is any abnormality is found, such as ingress of water or any fluid in the motor
terminal box, or the electrical panel. If all is found normal on visual check, then we should
remove all the respective fuses and switches, as it will break the circuit into several isolated
conductor sections. Then firstly check the insulation of the motor or the equipment by carrying
out a megger test, and it should be as high as possible but not less than 1 MOhm . If insulation
value of the equipment is found adequate then we should carry out insulation test of the
conductors which are already broken into several parts. A part of the circuit system which has
been isolated from the rest of the circuit has to be taken, and each line has to be tested for
insulation by connecting one terminal of Megger to the line conductor and other terminal of
Megger to earth (ship’s hull). Like this all the line conductors are to be checked for insulation
and this process has to be carried out till we find the location of the earth fault, which when
found should be promptly rectified and the system should be put in operation.
Once the faulty equipment is located then it has to be disconnected from the ship’s main supply
and isolate. The main circuit breaker has to be switched off, and then take out all the line fuses.
The line conductors should also be opened and secured properly. Then a display notice should
be put at remote and local operation sight of the equipment, so that all personnel are well
informed about the faulty machinery and its ongoing rectification job.

Electric Contactor

Task Description : What are the maintenance routines to be carried out on electrical
contactors?

Electrical contactors provides maximum trouble free service if given the benefit of inspection,
preventive maintenance and periodic cleaning. It is very important that a definite inspection
schedule is maintained, the frequency of inspection period will depend upon the operating
conditions. Contact life depends on the severity of service required for the device. A contactor
should be thoroughly inspected annually.

The various maintenance routines to be carried out on electrical contactors are as:

1) Loose screws, nuts and bolts – a contactor should be periodically checked for looseness
in its terminals because of loose screws, nuts and bolts which arises because of the
vibration. All the screws, nuts and bolts tightness should be checked with screwdrivers
and spanners and should be tightened if found loose.
2) Dust removal – Accumulation of dust and foreign particles must be periodically blown off
the contactor if inspection shows any accumulation. The blowout base must be wiped
clean at regular intervals, as dust collects moisture and can cause a voltage breakdown.
3) Contact Wear – There is electrical wear of contacts in which the contact material
scatters in fine particle form due to the current switching, and mechanical wear of
contacts in which the contact deformed due to hitting or friction, most contact wear
however is electrical wear. This happens due to few reasons which are:
a) Normal Operations – In this case the starting current of 3 phase motors on, and
then the current decreases after the full speed state is reached and then the
contact opens. The unevenness of the contact surface arises due to this, however
it is low and wear deformation is also low.
b) Inching – This operation refers to shutting off the starting current before motor
reaches the full speed by frequently repeating the motor’s start and stop operation.
During Inching, a current six times the rated operational current is shut off, causing
the contact wear to be extremely large. The unevenness of the contact surface is
remarkable and the contact material scatters in particle form.
c) Chattering – The phenomenon in which switching is repeated at an extremely high
frequency due to drop in the circuit voltage or bouncing of the operation contact is
called chattering. During this the motor’s starting current will repeatedly switch,
 and the contact temperature will rapidly rise due to the arc generated between the
contacts, this will cause the contact life to be shortened remarkably.
d) Switching of abnormal current – Switching that is 13 times or more of the rated
current caused by short circuit is usage that exceeds the capacity of the contactor,
and the surface will be remarkable deformed.
e) Oil in contact – When switching is done when there is oil on the contact surface,
as at this time the oil will decompose by the switching arc, and a large amount of
hydrogen gas is generated, which results in formation of carbon and remarkable
detoriation in the contactor.

For all this reasons the contactor should be visually examined for any black deposits
around, and if found then it should be cleaned, and the contacts should be filed for creating
even surface.

4) Discolouration of contacts – Black discolouration of contacts is caused by sulphurization

and the adherence of foreign matter. The sulphurization of the contact is the silver
sulphide caused by the gas in air. This is not a severe problem, but can cause contact
defect when the current is small or the voltage is low, and the switching frequency is low.
This can be countered by regularly cleaning the contacts at regular intervals.
5) Maintenance of Coils – Regular inspection and maintenance of contactor coil is very
essential, as prolonged negligence can cause fire risks. Normally the coil’s voltage
fluctuation range is 85 to 110%, but if a voltage not in that range is applied for a long
time, burning or fires could occur due to an increase in current and drop in insulation. So
care should be taken to use the contactor at 95-100% of the rated voltage. Even when a
low voltage is applied, so that the magnetic contactor does not operate, a current higher
than the rating flows to the coil which might lead to coil burning or fire within a short
period of time. If the coil is used in a circuit having a high harmonics or surge, the coil
may burn or fires may occur. So proper care should be taken in supplying the rated
voltage to the contactor for safe operation of the contactor coil.

Task Description : How do you renew arc pads on the contactors?

In a starter circuit contactor there are moving contacts and stationary contacts, which when the
contactor gets energized, makes or breaks contact. In contactors there are arc pads, whose
function is to confine the spark or the arc. For renewing arc pads on the contactors following
steps are taken:

1) Firstly the electrical isolation checklist to be filled out and work should be commenced
and progressed as per the checklist.
2) First isolate the circuit of whose contactor arc pads are to be renewed, by switching off
the circuit breaker and taking out fuses, and then it should be confirmed if the circuit is
dead or not by multimeter.
3) After isolating the circuit a notice should be displayed about the ongoing work.
4) Then we will take out front arc cover by unscrewing the screws.
5) Then we can directly remove the arc pads as they are fitted in line with moving contacts,
these arc pads can be taken out by hand, but sometimes tool has to be used like pliers.
 6) After taking out the old arc pads, the new ones can be put in their place directly, and
then we close the front arc cover, and will switch on the power for putting the
th contactor
in use.

Megger Test
Task Description : Carry out megger test of all motors & take set of readings. Make a
report. What value of insulation readings indicate that the motor needs a rewinding?

Megger test of all motors were carried out and a set of reading of the motors have been
attached. A copy of Lock out tag out permit which was filled prior carrying out megger test has
also been attached.

If a motor’s insulation dips below 1Mohm and even after taking all rectification measures like
washingg the motor windings with Electro solve solution and drying it at a warm temperature and
keeping it dry, the insulation value does not increases then the motor needs a rewinding.
Electrical Multimeter

Task Description : Assist Electrical Officer or a senior engineer to measure the

electrical resistance using multi meter during any trouble shooting.

Electrical Multimeter was used onboard for measuring electrical resistance of a circuit along with
A.C Voltage, D.C Voltage, current during trouble shooting.

Task Description : What precautions need to be taken in handling of a multimeter?

Proper care should be taken while handling a multimeter as otherwise it may cause personnel
injury or damage to the multimeter, and these are as:

1) While measuring any unit, make sure that fingers are not touching the naked part of the
test probes.
2) The test probes have proper insulation sheathing and no ruptures.
3) Before measuring resistance of a component it is essential that the circuit is switched off
and any capacitor if present is discharged, otherwise the instrument might get damaged.
4) While measuring voltage utmost care should be taken that the multimeter is not set to
the current or resistance measuring range, as in these modes the multimeter acts as a
low resistance across the live supply. The resulting short circuit current may easily
damage the instrument and to explode and might cause a local fire, which may result in
a serious personnel injury.
5) While measuring current care should be taken that high currents should not be
measured using Multimeters, as most of them have range only till 10Amps, and high
currents will damage the instrument.