Contents

ME / ref unit / oil separators.....................................................................................4

Purpose of the SMS................................................................................................... 4
Purpose of PMS......................................................................................................... 4
REF unit principle, freon type, Thermostatic valve....................................................4
State of freon at various points, TI diagram..............................................................5
Why suction side of compressor freezes...................................................................6
Priniciple of AC, at which pressure freon will be sucked into the compressor, what
the difference from a ref unit....................................................................................6
FO LO bunkering procedures, required points to be discussed. Checked high level
alarms, overflow, fo/lo valves free movement and so on.........................................6
Oil record book........................................................................................................10
Calculation of consumption of cylinder oil of the main engine in grams per 1 hp /
hour......................................................................................................................... 10
Variety of systems for supplying cylinder oil to the cylinder of a 2stroke engine...10
Elemental analysis of oil, how often it is sent and for what parameters if is
analyzed (from which mechanisms)........................................................................11
Emission control zones............................................................................................12
Lub oil cooler leakage - how to address?................................................................12
Cylinder oil TBN for low sulphur fuel oil?................................................................12
Principle of the oil mist detector.............................................................................12
OWS - principle of work, 15 ppm sensor failure – actions.......................................13
1. Separator unit..................................................................................................13
2. The Filter unit.................................................................................................. 13
3. Oil Content Monitor and Control Unit.............................................................14
Journal of oil operations, rules for filling it out.......................................................14
How far from the coast do you have to be allowed to discharge with a working 15
ppm sensor? What are the basic regulations for handling garbage onboard?........16
You have a broken 15 ppm sensor and the amount of bilge water is accumulating
on board. The alternative is to deviate the vessel at a very high cost. What do you
do?><.......................................................................................................................16
ME performance indicator cards - Pz, Pmax, SLOC, SFOC, power calculation.........16
Fuel additives in case of fuel viscosity less than 3 cst..............................................17
Fuel test - SI+Al high level - what affect, how to reduce.........................................17
What is charge air cooler for?.................................................................................17
Cooling system of ME (principle / HT / LT)..............................................................17
Types of high pressure fuel pump for adjusting fuel supply....................................17
Turbocharger - principle of operation, main breakdowns.......................................18
Types of diesel speed controllers............................................................................18
Laws of regulation and regulatory characteristics><...............................................18
Me breakdowns, Reasons for high exhaust gas temperature in all ME cylinders.
Safety trips of main engine......................................................................................18
How will sulphur content in fuel affect the feed rate of Cylinder oil.......................19
ME slow steaming ( cold corrosion turbocharger cut out, fuel valve slide type,
affect to exhaust gas economizer) - actions to mitigate associated risks................19
What is standard procedure for changing a ME cylinder liner................................21
What can cause an increased exhaust temperature...............................................22
Causes of ignition in the sub-piston space of the main engine. Actions of
maintenance personnel in case of fire and methods for minimizing the possible
consequences of prolonged combustion.................................................................23
Causes of scavenge fire....................................................................................... 23
Indications of scavenge fire.................................................................................24
Actions to be taken..............................................................................................24
From which parameters can you see that ME load is higher than normal..............25
Types of indicator diagrams of internal combustion engines. Key indicators,
methods for obtaining diagrams. Calculation of the power of the internal
combustion engine. Available deviations Pz, Pc, Pi, Tg according to the rule of the
internal combustions engine.><..............................................................................25
The concept of Advance angle of fuel supply, Zero fuel supply, definition,
verification, adjustment, purpose><.......................................................................25
Mechanisms, equipment, fuel system arrangement. Standarts and classification.><
.................................................................................................................................25
Viscometer conversion from heavy fuel to diesel. ><.............................................25
Compressed air system on a ship. How many consecutive starts and reverses of the
main engine should the system provide..................................................................25
The principle of operation of fuel, oil centrifugal separators. Scheme of the drum
of a non self-cleaning centrifugal separator. Fuel separation modes.....................26
Types and principle of operation of starting air compressors. Start and stop rules.
Requirements for lubricating oils for starting air compressors...............................26
The main elements and principle of operation of the electro-hydraulic steering
machines. SOLAS requirements for steer angle and turnaround time and rudder
testing. Switching to control of the steering machine in emergency mode............26
CO2 system, permit to work system (Hot work permit, Enclosed space permit,
Working aloft) - required Ras, permits and point to check (oxygen content, LEL and
so on).......................................................................................................................27
Explain briefly the Work and Rest hours process....................................................27
 ME / ref unit / oil separators
ME: MAN B&W 6S60 me-b
Ref unit: bitzer compressor
Purifiers: Westfalia

Purpose of the SMS

A safety management system is a systematic approach to managing safety. By
following established policies, practices and procedures you ensure the safety of
vessels and the people on board. SMS is an important aspect of the International
safety management (ISM) code.

Purpose of PMS
A planned maintenance system allows shipowners and operators to plan, perform
and document vessel maintenance at intervals complying with Class and
manufacturer requirements. The objective is to ensure safe and reliable vessel
operations, including equipment, in addition to compliance with all applicable
regulations. A planned maintenance system on ships is mandatory according to the
International Safety Management Code (ISM). To ensure that all maintenance is
carried out with adequate intervals and under the planned maintenance system's
schedule.
To maintain and keep all engines, machinery, and technical components in good
working order at all times, avoid stoppages and maintain charter party speed and
consumption requirements.
To avoid interruption and oversight of work by covering all of the work.
To make clear demarcation between onboard and shore maintenance work."

REF unit principle, freon type, Thermostatic valve

The job of the refrigeration cycle is to remove unwanted heat from one place and
discharge it into another. To accomplish this, the refrigerant is pumped through a
closed refrigeration system. If the system was not closed, it would be using up the
refrigerant by dissipating it into the surrounding media; because it is closed, the
same refrigerant is used over and over again, as it passes through the cycle
removing some heat and discharging it. The closed cycle serves other purposes as
well; it keeps the refrigerant from becoming contaminated and controls its flow,
for it is a liquid in some parts of the cycle and a gas or vapor in other phases. /
404a / 134a / 407c
The expansion valve removes pressure from the liquid refrigerant to allow
expansion or change of state from a liquid to a vapor in the evaporator

State of freon at various points, TI diagram

 Why suction side of compressor freezes
A suction line can freeze when the temperature in the refrigeration system is too
low, causing the refrigerant to become too cold. This can happen if the refrigerant
charge is too low, or if there is a restriction in the suction line. Other possible
causes include a malfunctioning thermostat, a malfunctioning compressor, or a
dirty evaporator coil.

Priniciple of AC, at which pressure freon will be

sucked into the compressor, what the difference from
a ref unit
As the liquid refrigerant inside the evaporator coil converts to gas, heat from the
indoor air is absorbed into the refrigerant, thus cooling the air as it passes over the
coil. The indoor unit’s blower fan then pumps the chilled air back through the
home’s ductwork out into the various living areas.

FO LO bunkering procedures, required points to be

discussed. Checked high level alarms, overflow, fo/lo
valves free movement and so on
Bunker tanks and bunker plan should be prepared, checked by sounding.
Meeting should be held:
 Which tanks are to be filled
 Sequence order of tanks to be filled
 How much bunker oil is to be taken
 Bunkering safety procedures
 Emergency procedure in case oil spill occurs
 Responsibilities of each officer are explained
A checklist is to be filled so that nothing is missed
All deck scuppers and save all trays are plugged and lighting have on bunker st.
8. An overflow tank is provided in the engine room which is connected to the
bunker tank and bunker line. Ensure the overflow tank is kept empty to transfer
excess fuel from the bunker tanks
Communication established with barge (stop start reduce increase)
Red flag/light is presented on the masthead
Opposite side bunker manifold valves are closed and appropriately blanked
Vessel draught and trim is recorded before bunkering
All equipment in SOPEP(shipboard oil pollution emergency plan) locker are
checked and kept near the bunkering station
When bunker ship or barge is secured to the ship side, the person in charge on the
barge is also explained about the bunker plan
Bunker supplier’s paperwork is checked for the oil’s grade and the density if they
are as per the specification
The pumping rate of the bunker fuel is agreed with the bunker barge/ bunker truck
The hose is then connected to the manifold. The condition of the hose must be
checked properly by the ship staff and if it is not satisfactory, same to be notified
to the chief engineer
Most of the bunker supplier send there crew to connect the bunker oil pipeline
coming from bunker ship/ barge. The ship staff must recheck the flange
connection to eliminate the doubt of any leakage
Once the connection is made, the chief engineer will ensure all the line valves
which will lead the bunker fuel to the selected bunker tanks are open, keeping the
main manifold valve shut
Proper communication between the barge and the ship is to be established
Sign and signals are to be followed as discussed in case of communication during
an emergency
Once all the checks are done, the manifold valve is open for bunkering
 Oil record book
All cargo vessels where MARPOL Convention is applicable (400GT) must have an oil
record book in which the officer responsible will record all oil or sludge transfers
and discharges within the vessel. This is necessary for authorities to be able to
monitor if a vessel's crew has properly disposed of their oil discharges at sea

Calculation of consumption of cylinder oil of the main

engine in grams per 1 hp / hour
( LOconsumed −purifier −leakages)× LOdensity
SLOC = time× Power
/ density =D-0.00064*(T-15)

Variety of systems for supplying cylinder oil to the

cylinder of a 2stroke engine

Traditional - Common for these systems has been the injection of CLO in drops to
be distributed over the surface of the liner through a circumferential zigzag
groove, as the pressure difference over the piston rings presses the oil to move in
the groove, and vertically distributed by the movement of the piston rings as
illustrated in fig. 1.
SIP - swirl injection principle lubrication. The principle is not tied to the technology
of timing and dosing the CLO, but to how the oil is distributed on the cylinder liner
wall, in order to give a good circumferential distribution and an adequate (alkaline)
oil film with as little oil as possible.
Pulse Lubricating System - deliver metered quantities of cylinder lubricating oil, at
precise timing under pressure directly into the piston ring package from where it is
evenly distributed around the circumference of the cylinder liner.
Alpha lubricator - based on a lubricator which injects a specific volume of oil into
each cylinder for each (or for every second, third, etc.) revolution. The oil fed to
the injectors is pressurized by means of Alpha lubricator on each cylinder,
equipped with small multi-piston pumps.

Elemental analysis of oil, how often it is sent and for

what parameters if is analyzed (from which
mechanisms)
Lube oil samples are normally tested by specialized laboratories to determine the
following characteristics:
 The viscosity, as a main factor of lubricating oil to provide sufficient film
thickness between the relative motion of the machinery parts;
 The closed flash point, as an indicator of oil contamination, blowby and
dilution of engine fuels;
 Infrared spectroscopy, to determine the presence and concentrations of
insoluble solid contaminants such as combustion soot, dirt, oxidation
products and metal wear debris;
 The Total Base Number (TBN) as a measure of the reserve alkalinity of the oil
and its ability to neutralize harmful acids;
 The Acid Number that shows the acidity of the oil, identifying its potential to
cause varnish and harmful deposits on the machinery and indicating the
presence of organic acids generated by oil oxidation;
 The level of oxidation that has occurred during the oil’s ageing process by an
Infrared test to assess the change in the molecular structure of the lube.
 The water percentage (by volume) defining the total amount of water
contamination;
 The PQ Index that measures the total ferrous (iron) particles present;
  The presence of asphaltenes, as an indication of heavy fuel derived
components from raw fuel ingress and/or the products of combustion from
blow-by;
 levels of various metals in the oil sample determined through Elemental
Analysis that may indicate accelerated wear and tear in certain components
of machinery."

Emission control zones

There are four existing SECAs: the Baltic Sea, the North Sea, plus the North
American ‘East’ and ‘Western’ seas, i.e. most of US and Canadian coast and the US
Caribbean (click here for the exact coordinates). + china + korea

Lub oil cooler leakage - how to address?

In case plate cooler, oil or water should leak outside if rubber gasket failure, in
case plate failure, oil will go into water or water into oil. Water contamination of
oil is a major threat, and should be quickly eliminated. Oil cooler should be
pressure tested and oil purified.

Cylinder oil TBN for low sulphur fuel oil?

the excess base neutralises all the formed acid, leading to a closed liner surface
which may eventually result in bore polishing. Using 70 BN oil with a low sulphur
content fuel for long periods is therefore to be avoided.
The lowest point feed rate to maintain safe operation has been determined to be
0.68-0.6 g/kWh at maximum continuous rating,

Principle of the oil mist detector

The oil-mist-detector (OMD) is used to prevent engine explosions by checking the
density of the oil mist in the diesel engine. Current OMDs use the light scatter
method and an absorption method. The first detects the oil mist by checking the
quantity of light scattered due to oil mist and the absorption method detects the
density by sensing the quantity of light penetrated through oil mist from a
transmitter to a receiver.
 OWS - principle of work, 15 ppm sensor failure –
actions
1. Separator unit
This unit consists of catch plates which are inside a coarse separating
compartment and an oil collecting chamber.
Here the oil has a density which is lower than that of the water, which makes the
former rise into the oil collecting compartment and the rest of the non-flowing oil
mixture settles down into a fine settling compartment after passing between the
catch plates.
After a period of time, more oil will separate and collect in the oil collecting
chamber. The oil content of water which passes through this unit is around 100
parts per million oil.
A control valve (pneumatic or electronic) releases the separated oil into the
designated OWS sludge tank.
The heater may be incorporated into this unit for smooth flow and separation of
oil and water.
A heater may be incorporated in this unit either in the middle or sometimes in the
bottom part of the unit (depending upon the area of operation and capacity of the
separator equipment) for smooth flow and separation of oil and water.

2. The Filter unit

This is a separate unit whose input comes from the discharge of the first unit.
This unit consists of three stages – filter stage, coalescer stage and collecting
chamber.
The impurities and particles are separated by the filter and are settled at the
bottom for removal.
In the second stage, the coalescer induces a coalescence process in which oil
droplets are joined to increase their size by breaking down the surface tension
between oil droplets in the mixture.
These large oil molecules rise above the mixture in the collecting chamber and are
removed when required.
The output from this unit should be less than 15 ppm to fulfil legal discharge
criteria.
If the oil content in water is more than 15 ppm, then maintenance work such as
filter cleaning or renewal of filters is to be done as required.
3. Oil Content Monitor and Control Unit
This unit functions together in two parts – monitoring and controlling.
The ppm of oil is continuously monitored by Oil Content Monitor (OCM); if the
ppm is high, it will give an alarm and feed data to the control unit.
The control unit continuously monitors the output signal of OCM, and if an alarm
arises, it will not allow the oily water to go overboard by operating a 3-way
solenoid valve.
There usually are three solenoid valves commanded by the control unit. These are
located in the first unit oil collecting chamber, second unit oil collecting chamber
and one on the discharge side of the oily water separator, which is a 3-way valve.
The 3-way valve inlet is from the OWS discharge, where one outlet is overboard
and the second outlet is to the OWS sludge tank.
When OCM gives an alarm, the 3-way valve discharges the oily mixture in the
sludge tank.

Journal of oil operations, rules for filling it out

When making entries in the Oil Record Book Part I, the date, operational Code and
item number shall be inserted in the appropriate Columns and the required
particulars shall be recorded chronologically in the blank spaces.
Each completed operation shall be signed for and dated by the officer or officers in
charge. The master of the Ship shall sign each completed page.
All operations described in the instructions are to be clearly and accurately
recorded. Entries should be made by the individual primarily responsible for the
operation directly upon completion of the operation. At the earliest opportunity,
each entry should then be reviewed for completeness by the Chief Engineer, Chief
Mate or other person clearly identified in the ship’s Safety Management System,
such as the ship’s Environmental Officer. Each completed operation is to be signed
and dated by the officer or officers in charge. As each page in the book is
completed, it must be reviewed and countersigned by the Master.
Operations should be recorded in chronological order as they have been executed
on board.
 Dates should be entered in dd-MONTH-yyyy format, e.g. 16-MAR-2009.
 Incineration or landing ashore of oily garbage and used filters should be
recorded in the Garbage Record Book only.
 All Entries are to be made and signed by the officer or officers in charge of the
operations concerned and each completed page shall be signed by the master of
the ship.
 Do not leave any full lines empty between successive entries.
 If a wrong entry has been recorded in the Oil Record Book (ORB), it should
immediately be struck through with a single line in such a way that the wrong
entry is still legible.
The wrong entry should be signed and dated, with the new corrected entry
following.
 Tank nomenclature should be recorded as per the format noted within the
International Oil Pollution Prevention Certificate (IOPPC).
 Recording of quantities retained in bilge water holding tanks listed under section
3.3 of the IOPPC is voluntary and not required by the Convention.
 The recording of general maintenance of items pertaining to the OWS remains
voluntary and is not required to be recorded in the ORB.
 How far from the coast do you have to be allowed to
discharge with a working 15 ppm sensor? What are
the basic regulations for handling garbage onboard?
Marpol states that ship is en route, but many regulations states 12 mile.
Moreover, it is mandatory that every ship of 400 GWT and above must carry a
Garbage Management Plan (GMP) and a Garbage Record Book.
Garbage is classified by:
 Plastics
 Floating dunnage, lining, and packing material
 Ground down paper products, glass, metal bottles, and crockery.
 Domestic waste
 Incinerator ash
 Normal paper products, rags, oily rags, glass, and metal scrap
 Operational waste
 Animal Carcasses onboard livestock carrier
 E-Waste
 Cooking oil waste produced in the galley
 Cargo residues onboard ships carrying solid cargo in bulk which are not
harmful to the marine environment (Non-HME)
 Cargo residues onboard ships carrying solid cargo in bulk which are harmful
to the marine environment (HME)

You have a broken 15 ppm sensor and the amount of

bilge water is accumulating on board. The alternative
is to deviate the vessel at a very high cost. What do
you do?><
ME performance indicator cards - Pz, Pmax, SLOC,
SFOC, power calculation.
Power = PLAN
Fuel additives in case of fuel viscosity less than 3 cst
Lubricity additives

Fuel test - SI+Al high level - what affect, how to

reduce.
As we described above, cat fines are a by-product of cracking and sulphur removal.
The more that oils are cracked and sulphur is removed, the higher the cat fine
level.
Where possible, run two purifiers in parallel with minimum flow and keep the HFO
inlet temperature at the optimal temperature of 98ºC to ensure efficient
purification.

What is charge air cooler for?

A heat exchanger used to cool and, therefore, increase the specific density of air
prior to combustion in an engine.

Cooling system of ME (principle / HT / LT)

The low-temperature circuit is used for low-temperature zone machinery and this
circuit is directly connected to the main seawater central cooler; hence its
temperature is lower than that of high temperature (H.T circuit). The L.T circuit
comprises all auxiliary systems.
The H.T circuit in the central cooling system mainly comprises of the jacket water
system of the main engine where the temperature is quite high. The H.T water
temperature is maintained by low-temperature fresh water and the system
normally comprises of the jacket water system of the main engine, FW generator,
DG during standby condition, Lube oil filter for stuffing box drain tank.

Types of high pressure fuel pump for adjusting fuel

supply
Bosh (helix) fuel pump, sulzer fuel pump (with spill and delivery valves),
 Turbocharger - principle of operation, main
breakdowns
The turbocharger is an integral part of the ship's. marine engine as it reuses the
exhaust gases in order. to increase the overall efficiency of the engine.
Late maintenance and overhauls.
Non-manufacturer parts used in place of manufacturers parts
Oil starvation
oil contamination
foreign object damage
Dirt on compressor and turbine blades
Improper lubricating oil
Turbocharger over-speed

Types of diesel speed controllers

Hydraulic (mechanical), electro-hydraulic, electronic

Laws of regulation and regulatory characteristics><

Me breakdowns, Reasons for high exhaust gas
temperature in all ME cylinders. Safety trips of main
engine
Fuel problems (incorrect fuel treatment), oil problems (treatment), oil starvation,
poor maintenance, incorrect operation.
Parts: injector, exhaust valve, fuel pump, piston rings, liners, bearings.

Slowdown:
Lube oil pressure falls to 1.5 bar
There is no flow of piston cooling media (water or oil)
Oil mist detector or Main bearing sensors has been activated
Lube oil temperature at the inlet of engine is high > 60 deg C
Piston Cooling temperature is high > 75 deg C
Jacket water Temperature is high > 88 deg c
Engine cylinder exhaust temperature is high > 450 deg C
Scavenge air temperature is high > 65 deg C
Thrust block temperature is high > 75 deg C
Low flow of Cylinder lube oil
Control air pressure is low < 5.5 bar

Shutdown:
Lube oil inlet pressure to engine is very low <1 bar
Very high Jacket cooling water temperature >95 deg C
Low Jacket cooling water pressure < 0.1 bar
No flow of Cylinder lube oil
Thrust block temperature very high > 90 deg C
Lube oil inlet pressure for turbocharger is low < 0.8 bar
Over speed of the engine which activates shut down at 107 % of Max. continuous
rating MCR

How will sulphur content in fuel affect the feed rate

of Cylinder oil
Higher sulfur content - higher feed rate

ME slow steaming ( cold corrosion turbocharger cut

out, fuel valve slide type, affect to exhaust gas
economizer) - actions to mitigate associated risks
Slow steaming is a process of deliberately reducing the speed of cargo ships to cut
down fuel consumption and carbon emissions.
Frequent and thorough scavenge and under piston inspections must be carried out
 Over lubrication of the cylinder liners is as dangerous as under lubrication.
Unless the engine has a load dependent cylinder lubrication system which is suited
for slow steaming, the cylinder lubrication rate must be adjusted to optimal value
as per manufacturer’s advice
 Slow steaming causes fouling of the turbochargers and loss of efficiency
 Turbochargers operating outside their designed range produce less air flow
leading to more deposits
 Increased carbon deposits on the injectors compromises with their performance
 Causes fouling of the exhaust gas economizer resulting in reduction of capacity
as well as increased danger of soot fire
 Causes reduction in scavenge air pressure resulting in improper combustion
 Leads to improper atomization of the fuel as well as leads to impingement
Causes increased carbon deposits and maintenance intervals have to be modified
likewise
 Causes low exhaust gas temperatures. Running the engine with exhaust gas
temperatures below 250 deg C can cause low temperature corrosion
 Causes reduced peak compression pressure
 Damage occurs and becomes imminent when engine is run at full load after long
period of slow steaming
 Compromises the piston ring pack efficiency, leading to increased under piston
and scavenge deposits
 Increases the risk of scavenge fires and needs extra scavenge and under piston
area draining
 Cause loss of heat transfer due to carbon deposits and failure of components
due to thermal stresses
 Leads to reduction in the efficiency of the economizer, causing the need of oil
fired boiler to operate and adding to extra cost and maintenance
In the combustion chamber Sulphur comes in contact with water or water vapour
present in the scavenge air, it will react and form H2SO4.
If the engine is running inefficiently at low RPM, the liner temperature is on the
lower side and below the dew point of sulphuric acid and water (120-160 deg C).
Corrosive mixtures will condense on the linear walls causing cold corrosion of
cylinder liner.

What is standard procedure for changing a ME

cylinder liner.
1) Inform company and take permission.
2) Take immobilisation certificate from port state control.
3) Read the manual and have a tool box meeting with everyone involved in the
job. Discuss the complete procedure.
4) Prepare important tools and spares required for overhauling liner as given in the
manual
5) Prepare risk assessment and make sure all personal safety equipment are used
6) Shut starting air for Main Engine and display placards
7) Engage turning gear
8) Open indicator cocks for all the cylinders
9) Stop main lube oil pump and switch off the breaker
10) Once the engine jacket temperature comes down, shut the inlet water valve
for the unit to be overhauled
11) Keep other units in Jacket preheating system to maintain the jacket
temperature
12) Drain the jacket water of the concerned unit from exhaust v/v and liner.
13) Shut the fuel oil to the particular unit whose liner is to be removed
14) Dismount the cylinder head using dedicated lifting tools
13) Discard the sealing ring from the top of the cylinder liner.
14) Turn the piston down far enough to make it possible to grind away the wear
ridges at the top of the liner with a hand grinder
15) Dismount the piston by following the procedure given in Manual
16) Ensure the Liner lifting tool is well maintained. Two lifting screws are used with
a lifting hook connected via chain. Ensure chain, screw and lifting hook are
fastened together with no deformation.
17) Ensure the safety strap in the lifting hook is working properly.
18) Tighten the two lifting tool screws in the liner as per the rated torque is given
in the manual on both sides.
19) Measure that there is no gap between liner surface and screw landing surface
after tightening, using a 0.05mm feeler gauge.
20) Disconnect the cylinder oil pipe connections. And screw of the non-return
valves.
21) Dismount the four cooling water pipes between the cooling jacket and cylinder
cover and clean them carefully.
22) Remove the screws of cooling water inlet pipe.
23) Attach the crossbar to engine room crane. This completes the lifting
arrangement for cylinder liner.
24) Hook the chain from the lifting cross bar on the lifting screws and lift the
cylinder liner with the cooling jacket out of the cylinder frame.
A common way to remove a stuck cylinder liner is to use hydraulic jacks on the
bottom of the cylinder liner and apply hydraulic pressure. Once the liner is slightly
moved out of the stuck engine structure, it may be then lifted with the help of
engine room crane and lifting tool
 What can cause an increased exhaust temperature
– Fuel valve/ Injectors
– Fuel Pump and Delivery valve: If high pressure fuel supply pump or it delivery
valve have problems, there maybe a chance of force excess fuel into the fuel
valve, which will result to high exhaust temperature or excess smoke from
the funnel.
– Engine Timing setting: if engine timing settings are incorrect, the it working
condition will also be wrong. Therefore, setting a proper or recommended
timing is very important.
– Increase in load: For main ship propulsion engine or main auxiliary engine,
the higher the load, the more fuel supply, combustion and higher the exhaust
outlet. If all mechanisms are in good condition, while loads increases, the
temperature will still remain as recommended.
– Valve seat damage: when you have a leakage on your valve seats or head,
then you will have blow-by during compression and combustion.
– Air Supply to T/C insufficient: But when installed additional blower to supply
air to turbocharger, then it will be more easy for it to maintain air flow.
– Clogged turbocharger: when there’s more carbon build up on your nozzles
rings, the combusted gas might find it difficult to flow through.
– Scavenge and exhaust manifold clogged: always maintain cleaning routines
on either T/C air cooler and manifold inspection. This will allow you have
more booster air inlet and if exhaust is clear too, then flow out.
– Scavenge Air leakage: when you have leakage after T/C, then air delivery to
the main manifold might be less, creating less out flow and high temperature
comes in.

Causes of ignition in the sub-piston space of the main

engine. Actions of maintenance personnel in case of
fire and methods for minimizing the possible
consequences of prolonged combustion
Causes of scavenge fire
1. Excessive wear of the liner.
2. The piston rings might be worn out or have loose ring grooves.
 3. Broken piston rings or rings seized in the grooves.
4. Dirty scavenge space.
5. Poor combustion due to leaking fuel valves or improper timing.
6. Insufficient or excess cylinder lubrication.
Indications of scavenge fire
1. Scavenge temperature will start increasing.
2. The turbochargers will start surging.
3. High exhaust temperature.
4. Loss of engine power and reduction in rpm. This happens because a backp
ressure is created under the piston space due to fire.
5. Smoke coming out of the scavenge drains.
6. The paint blisters will be formed on the scavenge doors due to high
temperature but this will occur only in large fires and extreme cases.
Actions to be taken
For small fires
1. Start reducing the engine rpm and reduce it to slow or dead slow.
2. Increase the cylinder lubrication of the affected unit. Special attention to be
given for this as this does not feed the fire. In case of increase of fire do not
increase the lubrication.
3. The fire can be due to leaky fuel valves, so lift up the pump of the affected
unit.
4. Keep scavenge drain closed.
5. Keep monitoring the scavenge and exhaust temperatures and let the fire
starve and wait for it to burn itself out.
6. After confirming that the fire is out start increasing the rpm slowly.
7. Keep monitoring the scavenge temperature for any signs of re-ignition.

For large fires

1. Stop the engine immediately and engage turning gear, and keep engine
rotating with turning gear.
 2. Extinguish the fire with fixed fighting system for scavenge fire. This may be
co2 system or a steam connection for smothering the fire.
3. In case fixed system is not available on very old ships an external cooling is
provided to prevent distortion due to heat.
4. Once after confirming that the fire is extinguished. The scavenge space is
allowed to cool down and later opened for inspection and cleaning of the
scavenge space.

From which parameters can you see that ME load is

higher than normal
fuel index, tc speed
 Types of indicator diagrams of internal combustion
engines. Key indicators, methods for obtaining
diagrams. Calculation of the power of the internal
combustion engine. Available deviations Pz, Pc, Pi, Tg
according to the rule of the internal combustions
engine.><
The concept of Advance angle of fuel supply, Zero
fuel supply, definition, verification, adjustment,
purpose><
Mechanisms, equipment, fuel system arrangement.
Standarts and classification.><
Viscometer conversion from heavy fuel to diesel. ><
Compressed air system on a ship. How many
consecutive starts and reverses of the main engine
should the system provide
The regulation says that the starting air reservoirs should be able to provide 12
consecutive starts without replenishment.

The principle of operation of fuel, oil centrifugal

separators. Scheme of the drum of a non self-
cleaning centrifugal separator. Fuel separation
modes.
Purifier – separates dirt and water through the gravity disc.
Clarifier – separates only dirt particles.
Now used smart clarifiers which can discharge water through additional sensors
and solenoids.
 Types and principle of operation of starting air
compressors. Start and stop rules. Requirements for
lubricating oils for starting air compressors.
Usually used reciprocating air compressors with pressure up to 30 bar. Can be
water cooled and air cooled.

The main elements and principle of operation of the

electro-hydraulic steering machines. SOLAS
requirements for steer angle and turnaround time
and rudder testing. Switching to control of the
steering machine in emergency mode.
As per standard requirements, the steering gear should be capable of steering the
ship from 35 degrees port to 35 degrees starboard and vice-versa with the vessel
plying forwards at a steady head-on speed for maximum continuous rated shaft
rpm. and summer load waterline within a time frame of a maximum of 28 seconds
With one of the power units inoperative, the rudder shall be capable of turning 15
degrees port to 15 degrees starboard (and vice-versa) within a time frame of 1
minute with the vessel moving at half its rated maximum speed of 7 knots
(whichever is greater) at summer load line
Rotary Vane Steering Gear
Ram Type Steering Gear System

CO2 system, permit to work system (Hot work

permit, Enclosed space permit, Working aloft) -
required Ras, permits and point to check (oxygen
content, LEL and so on)
Work permits as instituted in the Safety Management System are a systematic
process used to authorize work/jobs onboard with potentially hazardous
conditions. The process includes risk assessment, the establishment of safety
protocol, communication, and oversight to minimize or eliminate environmental,
health, and safety risks.

Risk assessments are an integral part of a work permit. It allows the crew to
identify the potential hazard and creates situational awareness as the work
progress. The officer and crew can examine the area and situation to prevent harm
to workers, property, and the environment.

Hot Work permit Welding, metal cutting Risk of fire, burns

Enclosed space permit Tank maintenance, tank cleaning Asphyxiation
Electrical work permit Radar maintenance Electrocution
Working Aloft permit Superstructure painting Fall/injury
Working outboard permit Anchor maintenance, hull painting Fall/drowning
Cold work permit Fire pump maintenance Body injury

Risk = consequences x frequency

Explain briefly the Work and Rest hours process

The minimum hours of rest, as per the ILO maritime convention should be: A
minimum of ten hours in any 24 hour period A minimum of 77 hours in any seven
day period

Work
Eight hours a day, under normal circumstances, with one day as a rest day
A maximum of 14 hours in any 24 hour period
A maximum of 72 hours in any seven day period
Provided with a minimum of 10 hours of rest in any 24 hours period
Managing ER team, ER equipment maintenance, scavenge inspections, perf,
deflection, paperwork, oil and chemicals management.
Planning of important maintenances.