Marine Engineering

As per IBC code, ships carrying chemical in bulk are classified under three category: A type 1 ship is a chemical tanker intended to transport chapter 17 products with very severe environmental and safety hazards which require maximum preventive measures to preclude an escape of such cargo. A type 2 ship is a chemical tanker intended to transport chapter 17 products with appreciably severe environmental and safety hazards which require significant preventive measures to preclude an escape of such cargo. A type 3 ship is a chemical tanker intended to transport chapter 17 products with sufficiently severe environmental and safety hazards which require a moderate degree of containment to increase survival capability in a damaged condition. Thus a type 1 ship is a chemical tanker intended for the transportation or products considered to present the greatest overall hazard and type 2 and type 3 for products of progressively ...

First check engine oil levels such as L.O sump, turbocharger oil level, governor oil level, rocker arm bank oil level (if fitted). Check jacket cooling water header tank level. Ensure indicator cocks are open, startup L.O priming pump then bar engine over( ensure turning bar is removed) Blow through engine on air and close indicator cocks. Start the engine. Check all parameter are correct- lube oil temperature and pressure, exhaust temp, JCW pressure and temperature, S.W cooling pressure. Allow the engine to warm up and when satisfied that everything is ok. Engine can be paralleled as follows Ensure the voltage of the machine to be parallel is the same as the bus bar voltage. Ensure the frequencies of both machines are same, the frequency of incoming generator can be adjusted using the speed control. Select the machine to be paralleled on the synchroscope selector. The synchroscope should then start to rotate, it should be rotating in a clockwise direction slowly. ...

When the alarm sounds, the engine speed must be reduced to slow and permission obtained from the bridge to stop the engine. Inform Chief Engineer. When an engine has stopped under alarm conditions under no circumstances must any doors or inspection windows be opened. Oil should continue to be circulated and sufficient time allowed for the hot spot to cool. The early opening of doors could cause an explosion due to the ingress of air. During cooling down period the engine room staff must keep clear of the side of the engine fitted with explosion doors. After a period of at least 20 minutes, stop L.O pump, cut off all air and engage turning gear. The access doors should then be opened and personal must keep clear of possible flames. Under no circumstances should naked lights be used nor should anyone be permitted to smoke. Examination should then take place for any squeezed out bearing metal or loose bearing metal in the crankcase. Heat disco...

The action to be taken would depend on how fast the level was rising and what was causing it to rise.  It could be due to water or fuel entering the sump, the engine would have to be stopped as soon as it was safe to do so. Tests should be carried out to tell if it were water or fuel. If it were fuel, you can normally smell this in the oil, but a flow stick test can be done. Water has a tendency to form the colour of the oil, depending on the extent of contamination. If it were fuel the most likely cause would be a faulty injector, therefore, it would be changed. It were water it could be coming from the cracked liner or liner O-rings, therefore possible liner change to solve the problem. The oil may have to be changed depending on the extent of contamination but the L.O purifier may be able to cope with it. If the decision was to replenish the full lube oil of the ME sump tank it would be better to clean the tank as well. ...

Regularly check and record all pressure and temperature in the engine room. Pay attention to readings for deviation from normal particular attention being made to exhaust temperature, scavenge temperature and pressure and turbocharger r.p.m. Adjustment should be made for S.W temperature, changes to keep correct temp and pressures. Checks should be made on the pressure drops across fuel and lube oil filters to see that they are operating within required limits. Check all oil levels in auxiliary machinery, main engine sump levels, cylinder lubricators, turbocharger and governors. Check around all bearing and crankcase doors using palm of your hand to feel for any increasing temperature. Ensure that fuel in the daily service tanks is at correct levels and that is sludged and drained of water. Check purifiers drain, oil level, any signs of vibration, desuldge once in your watch to see correct operation and clean if required. Carry out all routine assignment as per UMS ...

Date: 24.10.2018 Training Circular No.30of 2018 Subject: Onboard training, an integral part of the approved training program for pre-SeaCourses. 1 . The Directorate is in receipt of complaints from candidates of various Pre-Sea courses that they are not being provided with onboard training, which is an integral part of their approved training programme, by theMaritime Institutes. The candidates have also expressed concerns that such incomplete training is serving no purpose and also there are no takers even in any other industry. In many cases, they are being made to wait endlessly to even start their onboard training and once started there is no support from the Maritime Institutes towards monitoring and achievement of the required approved seagoing service.  2. Since the IMO convention on Standards of Training, Certification andWatchkeeping requires mandatory on-shore and onboard education and training for a student to be eligible for Certificate of Competency certi...

Bilge Injection is a valve that enables the engine room bilges to be pumped out directly overboard in the event of an emergency such as flooding. The valve is normally fitted to the end of a branch connection with the main sea water suction line. This enables large main seawater cooling pumps to be used as a bilge pump in an emergency. Emergencies like fire and flooding involve the use of seawater. If there is a fire, seawater is the biggest resource of water available in the sea. Similarly, if it involves flooding of the engine room, cargo spaces or any other place on the ship for that matter; you would again require pumping the sea water out of the ship. In both these cases, you require pumps.  There are two valves in close proximity namely main injection valve and bilge injection valve. Both of them have their own independent controls. The diameter of the bilge injection valve is kept nearly 66% of the main valve diameter which draws water directly from the sea th...