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ENGINE ROOM ROUND OR WALK THROUGH FOR EFFICIENT WATCHKEEPING<\/strong><\/p>\n When starting a round one should always be near the funnel so that one can check the exhaust smoke colour from outside the engine room. A transparent or slightly greyish smoke is desirable and shows good combustion. Blackish smoke is undesirable and is normally due to more supply of fuel than optimal in the air-fuel ratio, which results in incomplete combustion and carryover of unburnt or partially burnt carbon particles. Main causes to be checked are insufficient air, improper fuel injection and fuel related problems, turbocharger problems, scavenge fire, economiser fire, overloaded engine, unbalanced engine, abnormality in any unit, etc.<\/p>\n \u2022 One should also identify the source of the smoke<\/strong> ie. from which exhaust piping it is emerging. At the funnel, there are exhaust pipes for the Main Engine, each Generator, Boiler and Incinerator. Blackish smoke from the exhaust is an offence when the ship is at port. However, some blackish smoke may emerge initially when starting or maneuvering of the engine or the auxiliaries.<\/p>\n \u2022 Check to see if there are sparks emerging from the funnel.<\/strong> \u2022 All pumps are to be checked for the following: Motor current amperes should not be higher than the normal running amperes.<\/strong> \u2022 On the top platform, check the exhaust gas economizer for exhaust, steam, or water leaks<\/strong>. Check the condition of the “lagging’ on the pipes and any leakages. Check the engine room ventilation, position of sky lights and access doors 10 the engine room. There should be no restrictions so that they can be quickly closed in emergency situation.<\/p>\n \u2022 Check the main engine jacket water expansion tank level<\/strong> and condition, and monitor the loss in case jacket water level decreases.<\/p>\n \u2022 Check the presence and condition of portable fire fighting appliances, fire hoses and nozzles<\/strong> at their correct locations.<\/p>\n \u2022 On the upper platform, check the inert gas system, bubbler, fan and motor bearings, and fan leakages<\/strong>.<\/p>\n \u2022 \u00a0Check the boiler flame colour through the sight glass<\/strong> to see if the combustion is correct.<\/p>\n \u2022 Check the boiler water level in the gauge glass.<\/strong> Blow through the gauge glass if required.<\/p>\n \u2022 Check the generator expansion tank water level, loss and condition<\/strong>. Also check the exhaust gas economizer circulating pump.<\/p>\n \u2022 On the control room platform, check the temperature and level of the fuel oil tanks<\/strong>, drain them for water, and open steam heating if necessary.<\/p>\n \u2022 Check the steering gear room, oil level in steering gear tank<\/strong> and greasing of the rudder.<\/p>\n \u2022 Check the diesel generators for operating load, exhaust, temperatures, leakages, all pressures and temperatures,<\/strong> unusual noise, loose parts, exhaust bellows and sump levels.<\/p>\n \u2022 At the bottom platform, check all pumps and ascertain which sea water suction is in use.<\/strong> Check double bottom tanks; sludge tanks; bilges<\/strong> for oil or water leakages and trace the cause; cofferdam sounding; stern-tube oil levels and pressure; and the intermediate bearing and its lubrication.<\/p>\n \u2022 Check the oily water separator and sample the water being pumped overboard<\/strong>. All over board pumping procedures should be followed strictly according to the company’s policies and instructions. Ensure that weighted cocks on double bottom sounding pipes are in shut position and caps closed. The main engine is to be checked thoroughly from the crankcase platform upto the economizer platform. Feel the crank case and scavenge doors for any increase in temperatures. Listen to the engine sound and observe any unusual noise.<\/p>\n \u2022 Check the piston cooling flow<\/strong> from the sight glass.<\/p>\n \u2022 Check the scavenge drains<\/strong> to see quality and quantity of oil or water leaks.<\/p>\n \u2022 Check the air cooler air-side drains<\/strong> to make sure that the drained water is from condensation and not from sea water. \u2022 Check the hydraulic governor oil level<\/strong>. \u2022 For hearing machinery sounds, use a metal rod with one end to the ear and the other end touching the machinery.<\/p>\n \u2022 Drain all air bottles<\/strong> of water. \u2022 Check that the load is sufficient on the generators<\/strong>. It is preferable to run the generators at higher loads rather than at low loads which would cause fouling, especially when running on heavy fuel oil.<\/p>\n \u2022 Check the engine room log book requirements for any cargo or maneuvering operations<\/strong>; requirements for adverse conditions; and any problems encountered during the previous watches.Ensure proper knowledge of procedures to be followed in the event of a failure of any equipment. Read the Standing orders and Chief Engineer’s instructions.<\/p>\n \u2022 Check if any operations are being carried out like fuel transfers; fresh water tank filling;<\/strong> and disposal of oil residues, bilges, sewage or garbage.<\/p>\n \u2022 Check all auxiliaries like air compressors and purifiers<\/strong>.<\/p>\n \u2022 Check the compressor running temperatures<\/strong>; time to press up the air receiver; lubricator operation and level; sump oil level; and running current amperes.<\/p>\n \u2022 Check the purifier inlet oil temperature<\/strong>; overflow pipe for oil overflow; running current amperes; back pressure, filter pressure; and leakages.<\/p>\n \u2022 Check all objects in the engine room in case they have to be lashed, especially during bad weather conditions.<\/p>\n \u2022 Check the nature and location of all work being carried out on various machineries.<\/p>\n \u2022 Check the work being done by all engine room personnel and hazards involved.<\/p>\n \u2022 Check if any system has been isolated or whether any abnormalities are present with the machinery.<\/p>\n \u2022 Check proper working of the communication system.<\/p>\n \u2022 Some companies now require both watch-keepers to sign a hand over form listing all checks and abnormalities.<\/p>\n \u2022 Only after the incoming watch-keeper is fully satisfied with the hand-over, will he take over charge from the outgoing watch-keeper.<\/p>\n","protected":false},"excerpt":{"rendered":" ENGINE ROOM ROUND OR WALK THROUGH FOR EFFICIENT WATCHKEEPING When starting a round one should always be near the funnel so that one can check the exhaust smoke colour from outside the engine room. A transparent or slightly greyish smoke is desirable and shows good combustion. Blackish smoke is undesirable and is normally due to […]<\/p>\n","protected":false},"author":1,"featured_media":5692,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[79],"tags":[],"class_list":["post-5689","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-marine-engineering-competency-exams-study-blogs"],"_links":{"self":[{"href":"https:\/\/seadonna.com\/blog\/wp-json\/wp\/v2\/posts\/5689","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/seadonna.com\/blog\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/seadonna.com\/blog\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/seadonna.com\/blog\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/seadonna.com\/blog\/wp-json\/wp\/v2\/comments?post=5689"}],"version-history":[{"count":1,"href":"https:\/\/seadonna.com\/blog\/wp-json\/wp\/v2\/posts\/5689\/revisions"}],"predecessor-version":[{"id":5691,"href":"https:\/\/seadonna.com\/blog\/wp-json\/wp\/v2\/posts\/5689\/revisions\/5691"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/seadonna.com\/blog\/wp-json\/wp\/v2\/media\/5692"}],"wp:attachment":[{"href":"https:\/\/seadonna.com\/blog\/wp-json\/wp\/v2\/media?parent=5689"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/seadonna.com\/blog\/wp-json\/wp\/v2\/categories?post=5689"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/seadonna.com\/blog\/wp-json\/wp\/v2\/tags?post=5689"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
\nThis is due to minute hydro-carbon deposits which self-ignite at the economizer. This happens either when soot-blowing the economizer or the boiler, or due to water in the fuel, or due to a very dirty economizer, or due to running the engine at low loads for a long time especially during maneuvering, or due to poor combustion. It is dangerous if the wind direction is blowing the sparks to a hazardous cargo zone at the forward side of the ship.<\/p>\n
\nNo overheating of the motor or the pump body. Bearing temperatures and all temperature and pressure gauges should be showing normal values. No unusual noise or vibrations.
\nSlight leakage of the gland that is required for cooling, but excessive leakage requires tightening of the gland packing.<\/p>\n
\nScavenge temperature must not be too low.<\/p>\n
\nFeel air starting pipes to see if they are hot and touch the high pressure pipe to feel the pressure pulses of injection.<\/p>\n
\nCheck all parameters and gauges in the engine control room.<\/p>\n