Priručnik za kadete makine - ENG
Vasilije Mićanović
MANUAL FOR ENGINE
CADETS
CONTENT
2-9 DAILY DUTIES
10-18 WORKS AND RESPONSIBILITIES
19-24 BUNKERS AND TRANSFERS
24-25 END OF THE MONTH
26-28 MANEEVERING
28-31 BASICS OF SECURITY
DAILY DUTIES
Every officer on board has certain responsibilities that are daily and it goes without saying that they must be performed every day.
Daily duties consist of:
- Checking reefers
- Soundings
- Turbine flushing
- Inspection of oil in separators and compressors
- Draining tanks and air bottles
- Writing the Log Book
CHECKING THE REEFERS
Cooling containers, or so-called reefers, are used for goods that need cooling during transport. The cooling containers are equipped with a cooling unit that is connected to the power supply with broad.
This type of cargo needs to be inspected daily, for which the reefer man is otherwise in charge, however, if he is not present on the ship, the 4th Eng Officer takes over the responsibility for it.
The task is very simple, there is a list with the exact position and number of the reefer that needs to be checked, in case the position is not correct, it is necessary to report it to the Chief Eng in order to determine whether the reefer is on board at all.
NOTE!
THE REEFER HAS A MARK ON IT THAT CONSISTS OF NUMBERS AND LETTERS. THAT MARK IS LIKE A REEFER’S NAME.
In addition to the position that needs to be checked, it is also necessary to make sure that the reefer is working AND that there are no alarms present, which can be seen with the help of labels that indicate whether the reefer is in alarm or working normally (red light = Alarm). In case there is an alarm on the screen located on the reefer itself, it will be possible to see which alarm it is. Your duty is to write down the alarm and hand it over to the Chief Eng or Electrician.
At some companies today, a tablet has been introduced, with which the parameters of each reefer should be taken and a daily report sent to the company.
SOUNDING
Sounding is the process of measuring the height of liquid in tanks or certain spaces.
On a ship, you cannot fully depend on the automaticity of mechanical devices, especially when it comes to those substances, for which negligence can cause oil pollution and damage to machines. Therefore, manual sounding is always preferred in order to check the level in the tanks just in case, so that they do not overflow or dry out.
In addition to the daily sounding of the daily refuelling, it is usually performed after the transfer of a certain fluid, bunkering of fuel and lubricants or at the request of the Chief Eng.
The probing itself is performed with the help of a sounding tape and a sounding table.
A sounding tape is a tool that consists of a handle, a band that is usually made of metal, on top of which there is a weight. Centimetres or feet are written on the weight and on the tape.
Each tank has its own sounding table that serves to convert the centimetres obtained by sounding into a specific volume, for example if we sounded a tank and it showed us 10cm, in the table that 10cm is equal to 3 m³ (cubic meter)
There are two types of sounding on board:
- Ordinary sounding
- Sounding on ulage
Ordinary sounding is usually used for small tanks or tanks that are empty. In order to avoid dirtying the entire sounding tape, it is very simple, it is necessary to lower the tape until it touches the bottom of the tank. The tape will measure the exact height of the liquid which needs to be compared with the values on the sounding table.
When Sounding on ulage, the tape does not go down to the bottom of the tank, but only until it touches the surface of the liquid. Instead of measuring the entire depth of the tank, the empty proctor between the top of the tank and the surface of the liquid will be measured here. This method is usually used with large tanks such as fuel storage tanks.
For example, if we lower the tape by 600 cm and when we pull it out, it shows 100 cm, that means there is an empty space, that is, 500 cm. If we assume that the length of the sounding pipe is 1500 cm, then we could calculate the liquid level, which would be 1000 cm. As in the usual method, the value of the uliage should be compared with the sounding table in order to obtain the quantity in a certain volume.
1500 – 600 + 100 = 1000 (height of liquid in tank)
FLUSHING TURBINES
The turbines on the ship are a very important part of the system because they use the exhaust gases to bring the compressed air into the engine cylinder. However, due to this process, they come closer, in order to avoid the creation of back pressure or damage to the turbine, two types of turbine flushing are used. One for the exhaust gas side and the other for the compressor side.
For the exhaust gas side, a dry method is used, which is carried out with the help of a turbo blaster.
For the compressor side, which serves to supply the flushing air, the method of flushing with distilled water is used.
Note:
Turbine flushing is usually done every 48 hours, dry flushing is best done at the highest possible load. The flushing process and the most optimal flushing load can be found in the instruction books or on the turbine itself.
OIL CHECK IN COMPRESSORS AND SEPARATORS
Even though the oil in the compressors and separators is not consumed in large quantities, it is necessary to check them every day so that they do not run out of oil, which would cause great damage to them.
The compressor and the separator have a small probe on them, which can be used to measure the oil level in the crankcase of both.
The oil level in the compressor can be checked while it is running, while the oil level in the separator can only be checked when the separator is turned off.
Number 2 in the picture is a small probe for checking the oil on the compressor. It has a random probe and a separator on it.
DRAINING OF TANKS AND AIR BOTTLE
Due to the large differences in the temperatures of the sea and the interior of the engine room, large condensation is created both in the engine and in the tanks and air bottles.
In the event that large amounts of condensation were mixed with the fuel or air, the devices that use them would simply not be able to work.
For this reason, on most tanks there is a drain line at the very bottom that serves to drain the water from the tanks.
Tanks and bottles must be drained at least once a day.
NOTE
In the period when the ship is in tropical areas or during high heat, condensation increases, so it is necessary to drain the tanks and air bottles more often.
LOG BOOK WRITING
The log book is a ship’s log that was created exclusively for the mechanical part of the broad. In order to keep a daily record of important parameters such as the temperature of the exhaust gases of the main engine and generator, the temperature of the cylinder liners of the main engine, the temperature of the cooling water, the sea and so on.
In the past, all these parameters were taken manually from the devices themselves, today most of these parameters can be taken from the computers located in the control room.
In addition to the parameters, the daily consumption of fuel, oil, and fresh water is entered in the log book.
WORKS AND RESPONSIBILITIES
The crew on the ship should work as a joint team, but in addition, depending on the rank, everyone on the ship has their own responsibilities and tasks that they are responsible for and are obliged to perform.
When I say jobs, I mean the machines and systems he is in charge of.
The fourth machine officer is in charge of the following machines:
- Separators
- Compressors
- Pumps
- Rudder
PURIFIERS
WORKING PRINCIPLE OF PURIFIERS
Separators on board have one purpose and that is to purify the given media.
The fuel that we bunker via barges or tankers contains dirt such as carbon, dust particles, and that accelerate the wear of cylinders, pistons, or fuel injectors.
Likewise, there are certain amounts of water in unrefined fuel that, if not cleaned, reduce the quality of the fuel and can cause damage to devices that use that fuel.
When fuel is bunkered, it is stored in storage tanks, from which it is transferred to settling tanks with a transfer pump. In the settling tank, the fuel is heated to a higher temperature, which helps in separating water and breaking down some major contaminations.
MAIN PURIFIERS PARTS
Figure 8 shows all the main parts of a separator, below we will explain them one by one.
- Handle – connects the centripetal pump and the cover, water enters through it for filling and rinsing the drum.
- Centripetal pump – has the task of ejecting the cleaned dirt from the separator under pressure.
- Cover – covers the drum.
- Block with sensors – contains the sensors needed to monitor the operation of the separator (pressure transmitter, Sladz detector, water detector, solenoid valves for water discharge and water circulation)
- Bowel – It and the parts in it serve to purify the fuel with the help of centrifugal force.
- Frame – Moving parts, cover and electric motor are attached to it.
- Glass – Used to check the oil level in the separator crankcase.
- Upper glass – Serves for checking the belt.
- Handbrake – To reduce the time required to decelerate the separator.
- Solenoid water valve – Opens and closes water as needed.
- Drive – Drives the separator shaft with the help of an electric motor via a belt.
- Motor – Increases the speed of the separator to the required number of revolutions, it is protected against overload.
PURIFIERS BOWL
The bowel itself is more complex than the other parts of the separator, so for that reason, I would separate it and explain the purpose of it and its internal parts.
The fuel is brought from the settling tank via the feed pump to the drum, where with the help of centrifugal force and the difference in the weights of the materials, dirt is separated.
The drum itself consists of moving (hydraulic) and fixed parts.
Picture number 9 shows the moving parts of the drum, namely:
- Working media – It is usually water that under pressure has the task of moving parts to open or close the drum.
- Ring piston – It is fixed in the bottom of the drum, it rotates at the same speed as all other parts of the separator.
- Sliding piston – It is fixed in the bottom of the drum, it rotates with the same pressure as other parts of the drum.
These parts have the task of opening and closing the drum with their movement so that it can expel impurities from itself.
Picture number 10 shows all the fixed parts of the drum, they are as follows:
- Drum – Produces high centrifugal forces through rotation to make separation possible.
- Distributor – Accelerates the fluid that enters through the passage A and then through the pipes all the way to the discs inside the drum.
- Disks – They serve to divide the heavy and light materials of one of the wheels, each disk has its own teeth that divide them from each other in order to create a space between them.
- Space for matter – Collects the overflowing matter that the disks have separated
COMPRESSORS
COMPRESSOR WORKING PRINCIPLE
On the ship there are several types of compressors for different needs on the ship, the principle of operation and similar parts. The only difference is the number of cylinders, that is, the number of compression stage it needs to reach a certain pressure.
The compressor used for the starting air, which should be 30 bar, is three-stage and has a total of 4 cylinders, of which 2 are for the first stage and one for the second and one for third.
In the first stage, the compressor sucks air from the environment through two air filters and compresses it in the next two stages to a final pressure of 30 bar.
It is important to note that the air is cooled again after each stage of compression. In order to achieve the required pressure more easily.
MAIN PARTS OF THE COMPRESSOR
- First compression stage (cylinder no. 2)
- Second compression stage (cylinder no. 3)
- Third compression stage (cylinder no. 4)
- First stage safety valve
- The Safety valve of the second stage
- Third stage safety valve
- Cooler
- The Second stage condensate separator
- The Third stage condensate separator
- Condensate collection tank
- Solenoid valve 1. Compression stage
- Solenoid valve 2. Compression stage
- Solenoid valve 3. Compression stage
- Low oil pressure switch
- Oil probe
- Crankcase breather with insulated pipe
- Electric motor
It is important to note that the compressor has an attached oil pump, which has its own filter inside the crankcase, and serves to lubricate the cylinders and other moving parts of the compressor. The pressure of that oil is monitored with the help of a low oil pressure transmitter which, in the event of a drop in pressure, can turn off the compressor.
Also very important thing is the condensate that is created in the compressor, the condensate contains oil and water that is created during the operation of the compressor. This condensate is collected after each stage in a condensate collection tank.
Condensate is drained via the drain line. Solenoid and drain valves are installed in the drain line for each separator. The solenoid valves must be open when the compressor is not running. A few seconds after starting, the solenoid valves should close and the compressor should turn on.
PUMPS
The fourth engine officer is not in charge of overhauling the pumps, but of maintaining the filters of the pumps that have them.
Certain pumps on the ship have filters on the suction side so that the pumps are not damaged during their operation by some larger substances.
Pumps that usually have them:
- Transfer pump
- Purifier feed pump
- Supply pump
- Sludge pump
- Bilge pump
Filter cleaning process – It is necessary to close the suction and pressure valves that are located before and after the filter, drain the fluid from the filter, and then slowly remove the cover from the housing. Inside the housing there is a filter basket that needs to be washed and returned to the filter frame.
After the basket is returned to the frame, it is necessary to put the cover back, but at the same time ensure that the seal between the cover and the frame is in place. When everything is returned to its place, it is necessary to irradiate the filter in order to expel the air from the system.
Irradiation of the filter – Open the breather valve and inlet valve a little, while the outlet valve is closed, keep it until fuel flows through the breather valve, when the fuel starts, close the breather valve and then gradually open the inlet valve and after that open outlet valves.
STEERING GEAR
What is important for the fourth officer to know about the rudder is that there are four hydraulic cylinders attached to the two arms of the actuator disc, on either side. These cylinders are directly connected to electric hydraulic pumps that generate hydraulic pressure through the pipes.
This hydraulic pressure field present in the pumps gives movement to the hydraulic cylinders, which in turn corresponds to the actuator acting on the rudder.
All those moving parts and tracks need lubrication with grease, usually on new ships there is a pump that works automatically, so it should only be topped up, however, on some ships the rudder is still lubricated manually with the help of a grease gun.
BUNKERS AND TRANSFERS
BUNKERS
Bunkering is the process of filling fuel, oil, or water into the ship’s tanks. For the bunkering operation, there is a whole procedure that needs to be completed. These procedures mostly concern security.
The procedure consists of the following 3 operations:
- Operations before the start of the bunker.
- Operations during the bunker.
- Post-bunker operations.
As for the operation before the bunker, it refers to the preparation of the paper for the bunker, the preparation of the line for the bunker and the connection of the hose from the bunker barge or tanker to the boat connection.
As for the papers for the bunker, they include sounding before the bunker, safety checklists, and papers for sending fuel for analysis, which includes the preparation of bottles for taking samples.
Sounding before bunkering is mandatory in order to know the exact amount of fuel in order to finally calculate the exact amount of bunkered fuel.
The safety checklist is a list in which the quantities of fuel that will be poured into precisely given tanks determined by the manager are entered, and the crew members who will participate in the operation are also entered in it. At the end of that checklist there is a security procedure that is very important to fulfil.
Preparations for sending fuel for analysis are usually made by the Chief Eng, but it is important to note that for this it is necessary to prepare the BDN, Lending report, and fill out the papers for the laboratory you are sending to.
Fill in the label on the sample bottles and place the silos on them. Then put it all in the envelope provided by the company.
The 4th Engine Officer is in charge of preparing the line for the bunker, depending on the type of fluid the ship receives, it is necessary to open or close certain valves so that fluid can reach the bunker station to the tank we are filling.
Figures 14, and 15 show the diagrams of the bunker line for heavy fuel, the line along which the fuel should go is shown in red.
The valves marked in green are open on the copier, in addition to them it is necessary to open the valve on the bunker station. All other valves are closed including the transfer pump valves which should be closed for safety reasons.
As for the fuel bunker on board, there is a scheme for each system separately, so the bunkering procedure is similar.
During the bunkering operation, it is important to check both bunker stations, go around the line through which the fuel goes and periodically do sounding in order to avoid a disaster or pollution.
After the operation is completed, it is necessary to do a sounding of all tanks that have been filled in order to check whether the loaded quantity is correct, after which the Chief Eng will give permission to unsolder the hose. After the hose has been disconnected, it is necessary to return the line to its original state, as it was before the start of the operation.
TRANSFERS
All transfers within the engine section are the responsibility of the 4th Engine Officer. Some of them include:
- Santin transfers
- Heavy fuel transfers
- Diesel transfers
- Oil transfers
For all these transfers there are schemes like the one for fuel bunkering. What is important is to learn to read those schemes.
Each scheme consists of different symbols of pumps, devices, tanks, and valves. All devices, pumps and tanks are marked with a drawing, and next to the drawing is their name so that they know exactly what it is about. This is not the case with valves, therefore picture
Once you have learned to read schematics then making a transfer becomes simple, you need to find the valve inside the engine room open or close it, and then start the pump.
END OF THE MONTH
At the end of each month there are documents that must be completed, some of these documents are sent to the company while some of them are kept on board.
In order to have insight into the consumption of oil and chemicals on board, it is important to check their condition at the end of each month. All small oils and chemicals must be separated and stored in one place, which makes it easier to count them. The counted state is recorded and stored on board.
In addition to chemistry and oil, the temperature of the food refrigerator, the temperature of the bearings and the pressure of the stern tube system are monitored during the month.
Monitoring these parameters can be classified as a daily obligation because they are entered in the engine log book every day. All these parameters can be taken from the computer in the control room, except for the pressure in the stern tube system, which must be taken on site in the stern tube.
Apart from this, the 4th Engine Officer is responsible for recording the working hours of all devices on board at the end of each month.
MANEUVERING
Manoeuvring is an ongoing operation in which a ship enters or exits the coastal waters of a country, avoids several ships, and proceeds to a berth or port exit.
We can also count passages through canals and passing in traffic zones as a manoeuvre.
During the manoeuvring C/E, the duty officer and, in case the Chief Eng requires an electrician, must be in the engine room.
PROCEDURE:
One hour until the manoeuvre – One hour before the start of the manoeuvre, the officer on duty from the bridge calls the engine and gives one hour until the manoeuvre.
The officer on duty in the machine is obliged to inform the C/E and then record the order in the bell book.
Depending on whether the ship enters or leaves the port, there are slight differences in the preparation of the drive for manoeuvring.
When the ship enters the port from the bridge, it will reduce its speed, so it will be necessary to turn on the heating for the main engine and turn on the boiler, when the officer on duty from the bridge calls you to give you one hour until the manoeuvre, his duty was to tell you if he needs bow thruster. If they are, your duty is to heat up and connect three generators into the network, which on new ships serve as a prerequisite for starting the bow thruster.
After starting the auxiliary engines, boilers and turning on the heating, it is necessary to drain the air bottles and go around the complete engine room in order to make sure that the main engine is ready for manoeuvring.
Once the pilot has boarded the ship, from the bridge Master will give the standby engine command, which he will also write in the bell book.
This command means that the manoeuvre begins and it is necessary to take counters in order to write a report.
From that moment on, the officer on duty monitors parameters such as the temperature of the liners, exhaust gases, oil on the generators, etc.
Once the manoeuvre is finished, the command from the bridge is FWE or finish with the engine, which means that the manoeuvre is finished, so it is necessary to take the counters again and prepare the engine.
Prepare the engine means turning off the auxiliary engines that are not needed, engage the turning gear, closing the starting air and opening the taps on the main engine.
And when the ship leaves the port, the procedure is as follows, one hour before the manoeuvre, the officer on duty informs the C/E and then takes the next steps. He starts the necessary auxiliary engines and inserts them into the network, blows the M/E and disengages the turning gear, then opens the starting air.
As with the port entry manoeuvre, it is necessary to drain the air bottles and go around the entire facility.
Once the machine is ready, the C/E asks for permission to blow the main engine, once it has been blown, the officer on duty closes the taps on the main engine and everything is ready for the manoeuvre.
As with any manoeuvre, each command given from the bridge must be written in the bell book in the correct order.
Once the ship leaves the port and starts navigation, the temperatures will stabilize, so it is necessary to close the heating of the main engine and then turn off the boiler.
BASICS OF SECURITY
Safety on board means all those things that are taken to protect the people working on the mountain. All that is included in the protection on board is:
- Protective equipment at work.
- Alarms on board.
- Duties in the event of an accident.
- Rescue boats
- Other equipment.
Each of these items is individually included in the muster list.
PROTECTIVE EQUIPMENT AT WORK
Protective equipment at work is actually the clothing that is worn when performing one’s duties on board. Given that this is the ENGINE DEPARTMENT; your protective equipment consists of:
- Helmet
- Combination
- Glove
- Safety shoes
In addition to this equipment, there are different types of masks, gloves, and safety goggles on board, which are used depending on the duty you perform.
ALARMS ON SHIP
When I talk about alarms on board, I mean those alarms that concern security. On the company I sail there are 4 basic alarms. Those are:
- Fire alarm.
- General alarm.
- Abandon ship. (abandon ship)
- Man overboard. (man in the sea)
Each of the mentioned alarms has a signal that is performed by the ship’s siren, so the signals are as follows.
- Fire alarm – Constant sounding of the ship’s siren or bell.
- General alarm – Seven or more short announcements followed by one long announcement of the ship’s siren.
- Abandon ship – This order can only be issued by the captain of the ship personally.
- Man overboard – Three long announcements of the ship’s siren or bell.
DUTIES IN CASE OF AN ACCIDENT
In the event of an accident, each member of the crew on board has a duty to fulfil.
In the event of a fire on board, the crew is divided into 5 teams, 2 of which are emergency fire teams, one each for engine support, a bridge management team, and a first aid team. As a cadet, your duty will be in the machine support team. Your duty will be to be close to the ship manager (cap) in the control room.
LIFEBOAT
On ships with two superstructures, there are two lifeboats, one of which is always a rescue boat. The only difference between the two ships is that the speed of raising and lowering the rescue boat is faster than that of the evacuation boat.
Both boats contain food and water that is prescribed for a certain period. (7 days?)
Both boats have accompanying equipment such as axes, torches, smoke signals, etc.
The correctness of both boats is tested on a weekly basis.
OTHER EQUIPMENT
In addition to everything mentioned above, the ship also contains a lot of equipment for the protection of the crew and the ship, such as:
- CO2 system.
- Life raft.
- Thermal suits.
- Life vest.
- Breathing apparatus.
- Lifebuoy
– CO2 system is a system that uses carbon dioxide as a fire extinguishing agent. In order for this system to function, the proctor in which the fire is located must be completely closed so that air does not enter it.
– A life raft is a floating object that can be activated manually or in case the ship sinks at a certain depth, it will activate itself. Used for leaving the ship.
– A thermal suit and a life jacket are essential items for personal safety on board. Each crew member has them in the cabin, they are required to be worn in case of leaving the ship. A thermal breastplate serves to protect against low sea temperatures, and a life jacket so that you can float on the surface of the sea.
– The Breathing apparatus is a breathing mask that, when activated, has a duration of 15 minutes. They serve in emergency cases to leave a place full of smoke or a room filled with carbon dioxide.
– A lifebuoy is a rope that is used to be thrown into the sea and provide an object for a person in the sea to hold on to in order not to drown.
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