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November 27, 2015 12:10 pm | 1 Comment | Frozee

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Questions and Answers for Marine Engineers – Part 1

Explain the term water hammer indicating possible e ects on the system ?

Water hammer occurs when steam is admitted into a cold pipeline. The steam condenses producing Subscribe
both water, and a vacuum (when the water seals the pipeline from the steam supply). This vacuum
causes the water plug to be drawn into the closed end of the pipe with increasing velocity producing
high impact forces on the pipework. This impact force can be high enough to rupture the pipeline.

State how the risk of water hammer may be avoided ? ***If you Like it, Share it

Water hammer is avoided by slowly admitting the steam into the cold line, and draining/venting the cold
line to minimise the vacuum forming, and assist in draining the condensate.

State with reasons why the testing and treatment of boiler water is essential ?

Testing of the boiler water is important to determine that:

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The level of chlorides is within acceptable limits (below 200 ppm) to prevent hard scale and pitting
The reserve of boiler chemicals within the boiler water is accepted (P Alk above 100 ppm, and Jab Froze
Phosphate above 20ppm)
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Treatment of the boiler water with chemicals will ensure:

Marine Engin…
Alkalinity reserve against boiler water space corrosion
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Scale build-up is minimised
Enough coagulant levels exist to minimise sludge build-up within the boiler
The strength of the boiler drum is maintained

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State with reasons how boiler problems may be minimised if no water treatment is immediately
available and a steam supply must be maintained ? High Voltage System on Ships

Boiler problems would be minimised by: Insulation Resistance Tests of High

Voltage Equipment

Reducing the steam load and demand on the auxiliary boiler to reduce firing temperatures
Earthing Down in High Voltage System
Ensuring hotwell feed temperatures are at the recommended 95°C to minimise oxygen levels in
the feed Life Boat Release Gear Mechanism on
Minimise blowdown of boiler water, whilst ensuring chloride level is not excessive, to avoid loss of Ships
the boiler chemicals
Lambda Controller and Jet Assist
System on Ships
Why wear down in main bearings is critical to the condition of the crankshaft and propeller shaft
system on ships ? Pneumatic Control Systems on Ships

The operational stresses present within the crankshaft is influenced by the bending stresses present. If
the crankshaft alignment is completely straight then the bending stresses are minimal, but should
uneven main bearing wear down occur, then these bending stresses will greatly increase. Tags

When the main bearings wear down, the alignment of the crankshaft to the propeller shaft will change. air compressors air conditioning
This wear down will increase the bending stress on the propeller shaft, and the external moment at the boiler boiler blow down boilers cargo cargo
engine / shaft interface, increasing the crankshaft stresses. pumps centrifugal pumps chemical tankers
circulation system cooling water system cross
When the crankshaft is subjected to these high stresses, the small defects present within the shaft head bearing oil system cylinder lube oil
could develop and propagate into cracks that could lead to shaft failure.
systemdiesel engines explosimeter
fire detectors fire fighting fire triangle
Why total reliance is placed on frictional grip in conventional built up crankshaft on main engine freshwater generator freshwater
? generator on ships heat exchangers

indicator diagrams inert gas system

Frictional grip is the usual method of crankshaft construction for built-up crankshaft. This grip is
invention of diesel engine lube oil system
subjected to the full torque of the engine output, and hence subjected to high torsional stresses. If
magnetic particle testing main bearing oil
there are any defects at this joint, then the resulting stress concentration would trigger a crack and
possible shaft failure.
marine
system main engine

engineering marine
To minimise the possibility of such defects, then only a frictional grip is permitted under Classification engineering
Rules for crankshaft construction, hence pins, keys, etc are not allowed. study materials
marine main switch board meo class
Why oil holes are given large llets in crankpins and journals ? exam questions panting pid
controller positive displacement pumps
Defect growth from a small surface defect into a crack that propagates through the shaft material pounding proportional control pumps
require high levels of stress. Such levels of stress are possible when the stress is concentrated at relief valve safeties in main switch board
section changes. The oil hole will inherently increase the local stress levels, and thus to minimise these sewage treatment plant smoke detectors
increases, the oil hole will have a significant radius at the surface. The size of this radius will stp systems of main engine types of chemical
significantly influence the local stress levels, and should be closely monitored during crankshaft tankers
construction, and possible crankpin surface repairs by grinding.

What are the causes and e ects of torsional vibrations in crankshaft ?

Torsional vibrations are inherent within diesel engines, due to the varying torque produced by the piston
and crank arrangement from each cylinder. This torque variation is further compounded by the
arrangement of the firing order of the crankshaft.

The effects of such vibrations is to increase the shear stress and hence total stress levels carried by
the crankshaft in service, when other stresses such as bending and combustion loads are present.

What is meant by the term critical speed and why it can be a problem on ships ?

The critical speed of a shaft occurs when the shaft rotational speed is at or close to resonant
conditions. In this condition the torsional vibration of the shaft increases greatly, and will impose very
high shear stress on the crankshaft. These levels of stress could even cause crankshaft failure.

What is the term fatigue cracking and state with reasons two factors of crankshaft operation
which have the
greatest in uence on the likelihood of fatigue cracking ?

Fatigue cracking occurs when the primary cause of crack propagation is due to the fluctuating nature of
the stress applied to the component. The following factors could produce fatigue cracking:

High combustion pressures, increasing the bending stress applied to each crankshaft throw
Excessive crankshaft bending due to a main bearing failure, which increases the crankshaft
bending stresses.

How a detuner or torsional vibration damper can reduce the e ects of torsional vibration ?

The fitting of either a detuner or vibration damper will reduce the vibration levels of the crankshaft when
operating in areas of high torsional vibration, such as close or within a critical speed range. The
detuner will change the stiffness of the shaft and hence the natural frequency, thus separating the
excitation frequency from the component’s natural frequency, whereas the damper will absorb the
vibration within the shaft, reducing the effects of the torsional vibration.

Explain how a fatigue failure is identi ed ?

Fatigue failure is identified as starting at a stress raiser or defect, then the crack generates through the
material before causing sudden failure. The crack progress is shown as smooth, rippled formation
known as striations or beach marks, whilst the sudden failure is a classic brittle fracture with rough
appearance.

Describe how a fatigue crack may be initiated ?

The initiation site will be where the local stress is high enough to increase the minute cracks which
occur on the metal surface. The stress can be increased locally by a surface defect, or even an
extreme stress concentration caused by high applied stress.

The main causes of fatigue cracks are:

Stress raisers

These can be reduced by ensuring a smooth surface finish to all area where high stress is applied
especially in the web/pin radii area

Oil holes

These should be minimised whenever possible, and the oil hole opening have wide and smooth radii

Tensile stresses

Fatigue strength is reduced when tensile stress are present, so the radii areas are often cold rolled to
ensure that the fatigue strength in these areas are increased.

Stress applied on hardened materials

Fatigue cracks can grow faster when the material is harder, as the dislocations in the metal concentrate
the stress on a smaller area of the material structure, hence any hardening of the crank pins must not
be applied to the highly stressed radii areas.

Describe the events leading to a crankcase explosion on a main engine ?

The atmosphere inside a crankcase is stable and will not allow combustion or an explosion to occur as
there is no ignition or fuel source.

Hence the first event is the production of an explosive mixture. This will occur when the lube oil in the
crankcase is heated by a “hot spot” and lube oil coming into contact with this will be evaporated. The
evaporated oil then rises within the crankcase, and then condenses in a cooler part of the crankcase.
The resultant white mist is within the explosive range, and is thus flammable.

The second event is the ignition of this white mist by either the same or another hot spot within the
crankcase. When the oil mist is ignited, a crankcase explosion will occur, which will raise the pressure
within the crankcase.

State how overheating might be indicated other than by mist detector ?

One of the common areas of overheating is the various bearings within the crankcase. Hence bearing
temperature monitors could be used to indicate that a bearing is overheating and could be oil mist
generation site.

State how the severity of a crankcase explosion is limited ?

The rapid pressure rise within the crankcase can cause the engine structure to be blown apart, causing
physical damage, and the resultant flame travelling across the engine room space causing personnel
injury. This pressure rise is limited by the statutory use of relief doors fitted to the crankcase. These
doors will open when the pressure rises above 0.02 – 0.1 bar, and prevent the over-pressure of the
engine structure. The doors also perform the added function of preventing fresh air ingress into the
crankcase where hot burning gases are present, by the quick closing action of the relief door.

Emission of ame has in the past caused severe burns to personnel during a crankcase explosion,
despite the addition of ame traps. Discuss the procedure in the event of overheating being
indicated ?

As the explosion is an uncontrolled event, then great care must be taken to ensure the safety of the
engineers within the engine room. MAN B&W recommend that:

1. Move away from the crankcase doors immediately

2. Reduce speed to slow, and ask the bridge to stop
3. When the engine has stopped, close the fuel supply
4. Stop the auxiliary blowers
5. Open the skylight and/or stores hatch
6. Leave the engine room
7. Lock engine room entry doors and keep away from them
8. Prepare the fire fighting equipment.
9. Do not open the crankcase for at least 20 minutes after stopping the engine, and ensure that the
oil mist detector alarm (or bearing temperature monitor) has reset
10. Stop the LO circulating pump. Shut the starting air, and engage the turning gear.
11. Locate the “hot spot” (source of the oil overheating)
12. Make a permanent repair to the fault

What are the problems associated with e ective lubrication of the liner and piston assembly of a
large slow speed engine ?

The effective lubrication of the cylinder liner and piston assembly requires a constant lubricant feed
over the whole liner surface, and that piston movement will generate the oil pressures required to
separate the surfaces.

However in the real situation the following problems occur:

The oil is injected at defined points which can lead to an oversupply at the feed points, and an
under supply away from these points
The residual fuel normally used contains acids and abrasives that will reduce the lubrication
properties of the oil
The normal operation of the piston will cause the piston movement to stop at top dead centre,
causing any oil pressure developed between the ring and liner to collapse
The high temperatures present at top dead centre reduce the effectiveness of the lubricant
The feed rate of the lubricant is regulated usually by the speed of the engine, which will cause a
mismatch between actual lube oil requirements over a wide range of engine operation, with
usually too little an amount of oil injected at low loads and during engine load changes.

Describe the appearance and state the causes of cloverlea ng and microseizure on cylinder liners
?

Cloverleafing will be caused when the supply of lube oil is not uniform around the radial bore of the
liner. The normal effect is for the oil to reduce in alkalinity away from the injection point, thus if the oil
becomes acidic then high corrosive wear rates will result. This will cause uneven bore wear rates, with
heavy wear in the areas furthest away from the oil injection points.

Microseizure is caused when the liner and piston ring material is pressed together causing localised
welding of the material in the absence of sufficient lube oil. The causes are insufficient oil and/or
excessive cylinder pressures causes heavy ring/liner contact forces. The appearance is heavy
scratching/tearing in the vertical direction, together with a localised hardening of the ring and liner
material.

Describe the composition of a cylinder oil suitable for a main engine operating on residual fuel ?

The cylinder oil will require:

Ample viscosity to separate the surfaces under high loading conditions

Sufficient alkaline reserve to neutralise the acids formed by combustion of residual fuel oil
High levels of detergent to maintain piston ring cleanliness and free ring movement
A level of anti wear properties to minimise micro seizure
The ability to burn without residue

With reference to bridge control of a large MAN B&W slow speed propulsion engine explain how
starting and reversal are achieved ?

For large propulsion engines the Bridge Control is achieved by using the telegraph to select the desired
speed and direction. When the bridge telegraph is placed in Stop, the fuel is prevented from injecting
as the fuel pump puncture valves are energised. When the bridge telegraph is moved to an ahead
command, the air start and fuel cams are placed in the required direction, and the start command is
given. This will admit starting air to the engine. Once the engine is turning above the starting speed, the
air is closed and fuel is admitted. The quantity of fuel admitted will depend on the position of the
telegraph handle, i.e. slow ahead, full ahead, etc. When the bridge telegraph is moved to an astern
direction, the air start and fuel cams
are reversed. Once the air start is reversed, the engine will start as detailed for the ahead start.

Describe the investigation and remedial action required if the engine fails to turn on air ?

If the engine fails to start on air the following points would be investigated, and remedial action taken.

No air pressure at engine manifold. The valves from the air receiver would be checked, and
opened if found shut.
Low air pressure at engine manifold. This could indicate that the air compressors are either not
working or excess air is being used. All air compressors would be started, and air usage restricted
to engine manoeuvring only.
Turning gear engaged. The turning gear position and the interlock switch would be visually
checked. The gear would be removed if found engaged.

Describe the investigation and remedial action required if the engine turns on air but fails to re
on fuel ?

If the engine fails to fire on fuel the following points would be investigated, and remedial action taken.

Check for any shut-downs still active. The shut down panel would be examined, and if a trip is
active the cause would be investigated and system made operational. Following this the trip reset
button would be pressed.
Low fuel pressure at the engine manifold. The fuel system would be investigated, and all valves
checked to be opened, and all booster and supply pumps checked for running.
Sticking fuel linkage. The action of the fuel linkage would be checked during the start sequence.
The fuel linkage should admit a “starting level” of fuel after the engine start sequence has been
completed. The physical movement of the fuel linkage would be checked, and any mechanical
friction reduced by lubrication.

Describe the investigation and remedial action required if the engine fails to reverse ?

If the engine fails to reverse the following points would be investigated, and remedial action taken.

Air start distributor not reversing. The engine controls would be moved ahead and astern whilst
observing the movement of the air start distributor. If the distributor is not moving, then the air
servo cylinder would be checked to ensure that it is free to move, and that air is being admitted
and vented as required to achieve the movement required.
Air start valve not opening. It is possible that the air distributor does reverse as expected, but that
the required air start valve would not open to rotate the engine in the new direction. This would be
investigated by turning the engine in the ahead direction so that it stops in a new position. The
engine would again be tested in the astern direction to test if a starting air valve has failed to open.
Any valve found faulty would be removed, freed and refitted.

Questions and Answers for Marine Engineers – Part 1

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Posted in: General Engineering Knowledge, MEO Examination Study Materials, Motor Engineering Knowledge |
Tagged: cloverleafing, composition of a cylinder oil, Describe how a fatigue crack may be initiated, Describe the events
leading to a crankcase explosion on a main engine, engine fails to reverse, engine fails to run on fuel, engine fails to
stop, engine fails to turn on air, Explain how a fatigue failure is identified, Explain the term water hammer, fatigue
cracking, How a detuner or torsional vibration damper can reduce the effects of torsional vibration, how the risk of water
hammer may be avoided, microseizure, possible effects of water hammering, problems associated with effective
lubrication of the liner and piston assembly, State how overheating might be indicated other than by mist detector, State
how the severity of a crankcase explosion is limited, Stress raisers, Tensile stresses, wear down in main bearings is
critical to the condition of the crankshaft, What are the causes and effects of torsional vibrations in crankshaft, What is
meant by the term critical speed and why it can be a problem on ships, Why oil holes are given large fillets in crankpins
and journals, why the testing and treatment of boiler water is essential, Why total reliance is placed on frictional grip in
conventional built up crankshaft on main engine

One Thought on “Questions and Answers for Marine Engineers – Part 1”

Nand Nandan Kishore

on January 3, 2017 at 10:50 pm said:

It’s best material for revise.

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