CONTENTS
Acknowledgments 5
1. Work applications 7
2. Chief engineer's voyage reports 8
3. Chief engineer's reports concerning damage to
the main engine or other machinery 12
4. Chief engineer's reports on continuous survey 17
5. ,,Work to be done" or special survey specifications 21
6. Current repair reports 43
7. Survey reports 44
8. Accident reports 48
9. Bunkering requisition 49
10. Stores requisition 50
11. Spare parts orders 51
12. Letters to the owners 52
13. Testimonials 53
14. Letters to manufacturers asking for advice 60
15. Letters to Port Authority or Harbour Master's Office:
a) notifications about main engine repairs, 65
b) notifications about accidental pollution of port
waters, 66
c) notifications about engine trials ' 67
16. Engine log — book extracts 68
17. Personal letters 70
18. ..Work to be done" specification for the Electric
Equipment 71
19. ,,Work to be done" specification for the Deck
Department 75
20. Telegraphic abbreviations 89
21. Words and expressions 95
ACKNOWLEDGMENTS
Many tkanks to these kind people who have helped me in writing this
handbook.
I am especially grateful to Mr. W.Starkel whose guidance in
professional matters and many valuable suggestions let me overcome
all those points of which I have been doubtful.
Ewa Jakowczyk
WORK APPLICATION
The Date. The sender.
The person or firm the letter is sent to.
(The heading)
I am a thirty six year old engineer. I would like to work for your company. I have the Certificate of a Chief Engineer issued by Polish Ministry of Trade.
I have been working for Polish Ocean Lines on general cargo, container and ro—ro ships since 1970. Lately I have been a chief engineer on the ms. X.
I am waiting for your prompt answer.
Your faithfully
,,CHIEF ENGINEER'S REPORTS"
ms. X — Engine Department
CHIEF ENGINEER'S REPORT
on the state of machinery equipment in the Engine Department in voyage 53.
1) During the voyage the ME completed 6 636 750 revolutions in total. Full speed working hours were 887.53 and when manoevring 66.15 hours respectively. Average full speed revolutions rate was 118.3re/min. This drastic drop of speed in comparison to voyage no. 52 was caused by severe contamination of the ship's hull with seaweed and mussels. The underwater cleaning performed in Toyama was of much help but could not have great influence where ship speed was concerned.
2) Main Engine, generally in good condition. No spectacular troubles were observed. Fuel pipe from pump no. 4 was broken but successfully changed for spare without stopping the engine. Crankshaft deflection 0,12 the highest in crank no. 5 showed no change since the last check made during voyage no. 52. Due to lower ambient temperatures the exhaust temperatures from cylinders were also respectively lower with still the highest in cyl. no. I ranging up to 310°C. Despite repeatedly performed checking starting valves proved to create some obstacles in ME running regime.
3) Auxiliary Engines: condition good, fit for proper work, providing the fuels are of good quality. In this respect the fuel pump from AE no. I was dismantled, cleaned, and plunger no. 4 exchanged for new one.
4) Other auxiliary equipment in good condition.
5) In order to keep the ship in seaworthy condition all proposed repair works should be done during the forthcoming AR in Gdańska shipyard.
IMPORTANT REPAIR WORKS COMPLETED
IN THE ENGINE DEPARTMENT DURING VOY. 53
I. Main Engine:
a. Fuel valves 8 pcs exchanged. 12 pcs overhauled and repaired.
b. Starting valves 7 pcs exchanged. 9 pcs repaired.
c. Fuel pump no. 6 exchanged for new spare. 3 pcs checked and repaired.
d. Fuel pipes from pumps nos 4 and 6 exchanged, new pipes bent to sample.
e. Cyl. head joining no 4 exchanged for new spare.
f. Non-return inlet plate valves in inlet air manifold cleaned, checked, broken plates exchanged, inlet manifold and inlet ports to cyl. cleaned.
g. Under—piston non-return valves from scavenging pumps cleaned, corroded plates exchanged for new spares.
h. Exhaust gas ports, and manifold cleaned.
i. Air cooler of the 1 st stage cleaned, one cooling tube blanked off.
j. Turbo—blowers inlet filters cleaned twice, oil in sumps changed.
k. ASKANIA viscosity meter cleaned, checked, adjusted, pneumatic valve changed.
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II. Auxiliary Engines:
a. Average overhual of cyl. no. 5 in AE I with cyl. liner and piston changed.
b. Current overhaul of AE 111 after 2000 hours.
c. Governors in AE: I, II, III checked, adjusted, regulating plates put under governor springs.
d. Starting valve cyl. no. 3 and the main starting valve AE I repaired.
III. Scotch boiler:
a. Return feed valves 2 pcs checked, ground and set in order.
b. Connecting valve to LA boiler repaired.
c. Steam condenser copper cooling coil pressure tested, valves repaired.
IV. Pumps:
a. Sea water cooling pump for ME repaired, CHRS class obtained. b. Hydrofor reserve pump repaired, shaft and 0—rings changed.
c. Trium VLT pumps (for reefer compr.) 2 pcs overhauled.
V. Evaporator ..Nirex" cleaned.
Chief Engineer of the ms. X
CHIEF ENGINEER'S REPORTS
ms. X - Engine Department
On the state of machinery equipment in the Engine Department in voy. 54. During the voyage no 54 commenced in Shanghai and completed in Gdynia the ME completed 7.053 170 revolutions in total. Full speed working hours were 249.10 and 146.25 when manoeuvering respectively. Average revolution speed was 122.9 rev/min.
The Main Engine: its work was good and reliable, however it was stopped twice because of minor inconveniences. On the, 17th of April it was stopped for the first time because of a loose,nut on the scavenging pump piston in unit. no. 2. 1,5 mm steel washer was fitted and the nut properly secured and the ship proceeded after 2.50 hours stoppage. On the 12 of May a broken Discharge fuel pipe from the fuel pump no 6 was the cause of the next stoppage. New pipe was made to sample and fixed in place. After 45 min. of stoppage the voyage was continued. On the 15th of May, after the ship had just passed the Brunsbuettel locks in the Kiel Canal, water outflow from under the starting valve no 2 was observed. Owing to very poor visibility and heavy traffic in the canal the utmost manoeuverability of the ship was necessary and under these circumstances it was decided by the ship command and the canal authority to moore the ship to the dolphins and undertake thorough examination of the
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engine malfunction and eventual repair if necessary. After the starging valve was extracted only external water leakage between cylinder head body and valve sleeve was stated. The leakage was stopped with asbestos packing and rubber 0 ring, the broken valve stud was replaced by a new one and after 2.50 hours the canal passage was continued. I should inform you about another minor engine failure, which could however be followed by heavy consequences. On arrival in Tsamcong roads during anchorage manoeuvers the engine refused to start neither ahead nor astern. Minute examination of the starting air installation showed that the clearance between the starting valve piston and the valve body was too big.
By means of a thinner copper washer the proper clearance was set and the starting malfunction disappeard. The excess clearance in the main starting valve was due to natural wear of the valve piston. Auxiliary engines: their work was srrtbotri and generally troublefree. However much care had to be given to the governors. The governor springs are worn out and so their elasticity is decreased. When the load of the engine changes abruptly the governor refuses to react instantly
giving frequency oscillation. New springs were required by the ship and their change should take place immediately upon delivery on board. In order 'to compensate the governors poor flexibility fuel injection was increased and on AE no. 11 the injection was advanced by 2° on the fuel pumps.
Repair works to be done during stay in Gdynia: cyl. Units no 6 and 5 should be overhauled. During the last check up of the ME pistons, a broken piston ring was found on piston no. 5 and so the overhaul seems to be inevitable.
REPAIR WORKS COMPLETED
IN THE ENGINE DEPARTMENT DURING VOYAGE No. 54
Main Engine:
1. Starting valves no. 3 and 5 exchanged (No. 3 twice).
2. Starting valves 3 pcs repaired and regenerated.
3. Indicator valve no. 3 exchanged and repaired.
4. Fuel pipes from fuel pumps no. 4 and 6 exchanged.
5. Fuel valves 6 pcs repaired, grounded and prepared as reserve.
Auxiliary Engines:
1. Cylinder heads AE no. I after 2000 hours exchanged.
2. Cyl. heads no. 3 and 4 in AE no. Ill exchanged.
3. Fuel valves 18 pcs repaired.
4. Fuel pump from AE no. 1 dismantled, overhauled, plunger no. 4 exchanged.
5. Rubber joints of cyl. liners no. 1, 2, 3 in AE no. I exchanged.
6. Safety valves 18 pcs repaired.
7. Reserve oil cooler overhauled, pressure tested, and stored as spare.
15
Auxiliary scotch boiler:
1. Boiler opened up, cleaned, all valves grounded and repaired, tested under working conditions. CHRS class obtained.
Main air compressors:
1. Suction and discharge valves in no. 1 and 2 twice changed. The valves cleaned, ground, repaired.
2. Upper end of interstage cooler repaired with Vecom E—12.
Hi—press installation:
1. Compressors SMC—4—100 and SMC-8-65 overhauled, cleaned, repaired, oil in oil sumps changed.
2. Condensers 2 pcs 6,3 m2 and 10 m2 cleaned and repaired, zinc anodes exchanged.
Heavy fuel oil separators:
1. Couplings from separators no. I and II overhauled, ball bearings and ferrodes exchanged. Additionally in No. I new shaft machined and installed.
2. Fuel oil heaters from both separators procure tested,
cleaned, stop valves repaired.
Miscellanous:
1. Fresh water piping in crew's cabins and on main deck repaired.
2. Ballast water pipe in pump room midships repaired (welded).
3. Steam valves from double bottom heating tank repaired.
4. Steel line from galley winch changed.
5. Ejector pump from evaporator overhauled.
6. Broken filtering sleeve from oil filter soldered.
7. Bilge in pump room cleaned and preserved.
8. Engine room washed, painted.
CHIEF ENGINEER'S REPORT ON CONTINUOUS SURVEY
on Annual Repair maintenance work in the Gdariska Ship Repair Yard
1) TIMING; The repair period commenced on the 11th of November 1500 hours, after completion of discharging of the cargo and cleaning the ship holds. The ship preceded to the shipyard on the same day at about 1800 hours and entered directly the floating dock in the Gdariska Ship Repair - Yard on the 12th of November. The docking was finished at ab. 0500 hours in the morning. The undocking was scheduled for the 22nd of November 2200 hours, but actually started on the 24 after 0100 a.m. and finished ab. 0400 a.m. After all the main and auxiliary double bottom valves had been checked and found tight and in good condition the undocking operation continued and finished -including shifting to the wharf-at 0500 a.m. The repair finished on 26th of Novemver 2400 hours. On 27th close after midnight the ship moved to Gdynia.
2) The MAIN REPAIR WORK IN THE ENG.DEPT.:
a) overhaul of cyl. no. 2 including the scavenging pump. The crosshead bearing was checked without repair. Piston alignement was taken.
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b) Crankshaft deflection was taken twice—before and after the repair—with the greatest differance in webs no. 5 = 0,20 mm which is still in norm. Thrust bearing normal 0.55/0,45 mm.
c) Corroded and broken fuel—and sea water pipes were exchanged for new sets. ^
d) The safety device was installed on both exsisting circulating oil separators in order to prevent future loss of the ME oil through the faulty operation of separators.
Electrical alarm system — both optical and acustic—was installed simultaneously with the said device.
e) The clearances in the stern tube were checked Z 4.80 mm and the tailshaft gland was repacked.
f) Rudder proved to be the main obstacle in repair, due to excess wear = 1,90 mm in the lower rudderstock bearing. On PRS advice the whole installation was dismounted, lower rudderstock pin turned, and so were both ruddershaft bronze sleeves, new lignum vitae bushes were provided.
3) REPAIR WORK DONE BY THE CREW: In spite of the limited repair period and permanent crew fluctuation several important repairs were completed. They are:
a) ME—starting valves—7pcs—overhauled and repaired, fuel injectors—6pcs—changed for spares, turbocharger air filters were cleaned, the main starting valve was checked, new valve body and bush were put in the housing, automatic starting air control valve was dismantled, new manchette stuffing rings were put in, starting air pilot valves—6pcs—were overhauled. AE: cutoff sea and fresh water valves—16 pcs in all—were opened up, cleaned, ground and repacked, fuel pump clutch in AE no. 3 was repaired and set in operation, reserve cyl. heads 2 pcs were set in order.
b) LA boiler: was prepared for PRS inspection, safety valves and section valves were opened up, checked, ground and fixed after inspection.
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Closely before the ship departure from the shipyard, when the ME cylinders were to be blown through, it was found out that the engine could not be set in motion by the starting air. Prompt examination of the main starting valve and others taking part in the starting process indicated faulty starting valve in cyl. no. 3. After fast temporary but effective repair the engine was able to start. Due to this ME malfunction the departure previously scheduled for 1900 hours had to be postponed for later. The ship was ready to leave the shipyard at 2100 hours, however the tugs and the pilot were not able to assist the manoeuvring not before the midnight.
4) Remarks on cooperation with PRS authorities: The works supervision on the shipyard side was represented by Mr. ................
............... a deputy production manager and Mr.............................
as a chief foreman. This team worked efficiently and competently to achieve the best results, however the foreman's organization mishandling was the reason of the extention of the settled 14 days repair dead—line.
5) Closing remarks: In the ship's management opinion the repair was well done and therefore we hope to keep the ship in good and seaworthy condition until the next repair.
ms. X May 8th 1982
Re: damage of camshaft drive of marine engine
MAN type V8V 40/54 No. 603119 building 1973
On April 24.82 during overhauling ME crankcase I observed (white metal and pieces of metal in a part of the camshaft drive) excess backlash in toothed gear and bush bearing. I called PRS inspector from PSAL. The continuation of this voyage was not possible. PSAL shipyard Marcantile — Beliard which has MAN service in Antwerp was chosen for repair works. ,,WARTA" insp. had superintendence works. 26.04.82 the shipyard started the works. On 08.05.82 they finished the works.
The camshaft was inspected (all parts) on 20.02.82 after 28053 hrs. The camshaft drive was in good condition.
,,WORK TO BE DONE-SPECIFICATIONS OR SPECIAL SURVEY
ms. X
ENGINE DEPARTMENT
39. Main engine, Mitsubishi-Sulzer, 10RND90 type, PRS Survey, 29000 hp, 122 rpm, manuf. no. 2815,1975 year built:
a) Measure crankshaft deflection before and after ME repairs, issue measurement certificate,
b) cylinders no. 1, 3, 4,10:
— remove crankcase covers, disconnect and remove water, tub — oil, fuel and compressed air pipings. Take off cylinder covers, lift up pistons together with piston rods, remove piston rings, clean all above parts together with scavenging air spaces. Grind off thresholds in top parts of cylinder liners, dismantle pistons no 1,3 and 10, clean, inspect, renew sealings, reassemble afterwards, carry out tightness test p = 20 kg/cm2. Pistons, liners, rings and piston rods present to PRS and Owner's representatives for inspection, take measurements, issue certificates.
Remove top and bottom stuffing—boxes, clean and measure the segments, replace worn ones, issue measurement certificates,
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