Marine Engineering Knowledge

USCG: Enhanced Examination Program (April-June 2024)

Mar 28, 2024 Bridge, , , , ,

Beginning on 1 April 2024 and continuing until 30 June 2024, USCG Port State Control (PSC) Officers have been directed to carry-out an enhanced exam to verify engine room fire safety.
The enhanced exam will take place during every USCG PSC A and PSC B exam conducted onboard cargo ships. This EEP apparently appears to be introduced after the recent Baltimore bridge collapse due to allision incident by MV Dali.

EEP is similar like Concentrated Inspection Campaign (CIC) by various PSC MOUs. USCG introduced the updated PSC targeting program as three PSC exam types (PSC A, PSC B and PSC C) which prescribe the scope of the exam in Jan 2020 replacing previous exam types, (e.g. PI, ISPS I) by
a. PSC A is a “more detailed” exam, in accordance with reference (c), with increased scope beyond a standard exam, to include operational tests of equipment and witnessing crew performance of drills.
b. PSC B is the standard exam, conducted in accordance with reference (c). It includes a document check with a deck and engine room walk to verify validity of the ship’s certificates. Limited operational tests of equipment and systems may also be conducted. However, the PSCO may expand the scope of the exam, to include additional equipment tests and/or witness drills. c. PSC C: Vessels scoring PSC C are not targeted for a standard exam, but are still eligible for a random exam, or an exam based upon reports or credible information regarding potential non-compliance. If selected for a random exam, the Coast Guard unit may conduct either a PSC A or PSC B exam.

The USCG PSC team is directed to:

Verify proper operation of at least one (1) fuel oil shutoff valve via remote operation. {SOLAS 11-2/4.2.2.3.4)
Verify proper operation of control of stopping power ventilation for machinery spaces from outside the machinery space. (SOLAS 11-2/5.2.1.2)
Verify presence and condition of protection against hot surfaces {i.e., lagging). {SOLAS 11-2/26.1)

PSCOs are instructed to not test operation of fuel oil shutoff valves which would affect current operation of a ship’s machinery, to ensure that engines are not starved of fuel. If available engine room fuel oil shutoff valves cannot be operationally tested without affecting engine or ship operations, PSCOs shall visually examine the material condition of each valve, but not instruct the ship’s crew to carry out operational testing.

USCG

Analysis of MV Dali Hitting Key Bridge in Baltimore

1️⃣ Dali had pilot onboard and made a normal departure from Seagrit.
2️⃣Ship Lost Power and began to drift toward the south lane.
3️⃣Black smoke from the stack after power resumed may indicate an attempt to back down
4️⃣ Ship did not lose much speed before impacting the southern Bridge structure.
5️⃣ Rescue ops underway; port closed with ships in Baltimore stuck and large number of vessels at anchorage in Chesapeake.

Photos CTTO

Mercogliano

SAFETY FIRST!!!
Breaking news:

Tragic Fatality at Mooring Station: Third Officer Fatally Injured in Vessel Incident at Qingdao Port

In a grievous incident that transpired at a mooring station in Qingdao, a third officer lost their life. The unfortunate mishap, which resulted in the officer's demise, involved a disconnection between the officer's head and body. The vessel in question, currently stationed at Qingdao, was the site of this harrowing occurrence.

Preliminary reports suggest that the Romanian third officer was ensnared in a dire situation when tail ropes became entangled with one another. This unfortunate entanglement led to the separation between the officer's head and body, ultimately resulting in their tragic demise.

Authorities and maritime experts are now examining the circumstances surrounding this distressing incident in order to prevent future occurrences and enhance safety measures within maritime operations.

Credits to: Ocean Mariner

Interview Questions Continuation is in our other page.

Please continue to like our page and share the knowledge.

INTERVIEW QUESTIONS (For Chief and 2nd Engrs)

Answer to Question No. 52 What is(are) the possible cause of Leaking Liner O-ring?

Several possible causes of a ship's engine leaking liner O-ring include:

1. Wear and Tear: Over time, the O-ring can degrade due to normal wear and tear, exposure to high temperatures, and chemical reactions with fluids. This can lead to a loss of its sealing properties and cause leaks.

2. Incorrect Installation: If the O-ring is not properly installed during engine assembly or maintenance, it might not create an effective seal. This can result in leaks around the cylinder liner.

3. Improper Material or Quality: If the O-ring is made from a material that is not suitable for the specific operating conditions of the engine, or if it is of poor quality, it can degrade quickly and fail to maintain a proper seal.

4. Overheating: Excessive heat generated during engine operation can cause the O-ring to deteriorate faster, leading to leaks. This can happen if the engine is operated at high temperatures for extended periods or if the cooling system is not functioning properly.

5. Pressure Fluctuations: Rapid changes in pressure within the engine can impact the integrity of the O-ring's seal, leading to leaks. This could be caused by irregular combustion, valve timing issues, or other factors affecting the pressure cycles.

6. Chemical Interaction: The fluids in the engine, such as coolant and lubricating oil, can chemically react with the O-ring material, causing it to weaken and lose its sealing capabilities.

7. Vibration and Movement: The constant vibration and movement of the engine can cause the O-ring to shift or become misaligned, compromising its seal and leading to leaks.

8. Corrosion: If the engine block or the cylinder liner develops corrosion or pitting, it can affect the surface where the O-ring seals, leading to leaks.

9. Manufacturing Defects: If the O-ring itself has manufacturing defects like irregularities in shape, size, or material composition, it can result in a compromised seal and leaks.

10. Age and Service Life: Even if the O-ring is made of high-quality material, it has a limited service life. If it's not replaced within the recommended interval, it can become brittle and fail, resulting in leaks.

Guys this will be our new page please like and share the page so that we can still share the knowledge and information about our profession

THIS IS THE PAGE LINK
https://www.facebook.com/profile.php?id=100090219458472&mibextid=ZbWKwL

INTERVIEW QUESTIONS (for 2nd and Chief Engineers)

Answer for No. 51 - Points to consider on M/E Under Piston Inspection

(Also included screenshots of pages from Main Engine Instruction Manual , credits: Mitsui E&S)

When inspecting a ship's main engine under the piston, there are several crucial points to consider. This inspection is vital to ensure the engine's proper functioning, identify potential issues, and maintain the engine's overall health. Here are the key points to consider during the inspection:

Safety Precautions: Before starting the inspection, ensure that all safety protocols are followed. This includes wearing appropriate personal protective equipment (PPE), ensuring the engine is shut down and locked out, and that all potentially hazardous systems are depressurized.

Inspection Schedule: Adhere to the manufacturer's recommended inspection schedule for the main engine. Regular inspections help prevent major breakdowns and extend the engine's lifespan.

Cleanliness: Ensure the area around the piston is clean and free of debris. Any foreign material can damage the piston, cylinder liner, or other engine components.

Piston Rings: Check the condition of the piston rings. They should be free of excessive wear, breakage, or signs of sticking. Damaged piston rings can result in poor combustion, decreased efficiency, and increased oil consumption.

Cylinder Liner: Inspect the cylinder liner for signs of wear, scoring, or pitting. These issues can adversely affect the engine's performance and may require maintenance or replacement.

Piston Crown: Examine the piston crown for signs of damage, cracks, or overheating. Any irregularities on the piston crown can impact combustion and lead to engine malfunctions.

Piston Skirt: Inspect the piston skirt for signs of wear or scuffing. Excessive wear can cause the piston to seize or become misaligned.

Connecting Rod: Check the piston pin and connecting rod for wear or any signs of misalignment. A loose or damaged connecting rod can lead to catastrophic engine failure.

Lubrication: Verify that the piston and cylinder liner are adequately lubricated. Insufficient lubrication can cause friction and heat buildup, leading to severe damage to engine components.

Combustion Deposits: Check for carbon deposits on the piston crown and inside the combustion chamber. Excessive deposits can cause knocking, pre-ignition, and reduced engine efficiency.

Clearance Measurements: Measure piston-to-cylinder clearance and piston ring end gaps as per the manufacturer's specifications. Incorrect clearances can lead to poor performance and potential engine damage.

Record Keeping: Maintain detailed records of all inspection findings, measurements, and any maintenance or repairs performed. These records will be helpful for future reference and in monitoring the engine's health over time.

Qualified Personnel: Ensure that the inspection is conducted by qualified personnel with experience in main engine maintenance and troubleshooting.

INTERVIEW QUESTIONS

Answer for No. 50 - Allowable limits of M/E output BHP and thermal load

This question is quite broad but here is a quick answer below and a link to explain these limits.

The allowable limit of a ship's main engine output in terms of brake horsepower (BHP) and thermal load depends on several factors, including the ship's design, classification society requirements, and international regulations.

1. Classification Society Rules: Classification societies, such as the American Bureau of Shipping (ABS), Bureau Veritas (BV), or Det Norske Veritas Germanischer Lloyd (DNV GL), establish rules and regulations for the construction and operation of ships. These rules often set limits on the maximum allowable engine power output and thermal load based on factors such as the ship's size, intended service, and propulsion system.

2. Engine Manufacturer Guidelines: Engine manufacturers also provide guidelines for the maximum allowable engine output and thermal load. These guidelines take into account the specific engine model, design, and construction materials. They often prescribe operating parameters and maintenance procedures to ensure safe and reliable engine operation.

3. International Maritime Organization (IMO) Regulations: The IMO sets global standards and regulations for maritime safety, security, and environmental protection. The IMO's Marine Environment Protection Committee (MEPC) addresses issues related to ship emissions, including engine power output and thermal load. IMO regulations, such as MARPOL Annex VI, impose limits on ship emissions, including nitrogen oxides (NOx) and sulfur oxides (SOx), which are directly related to engine power output and thermal load.

It is important to note that the allowable limit of a ship's main engine output varies depending on the ship's specific circumstances and applicable regulations. Shipowners and operators are responsible for complying with these regulations and ensuring that their engines operate within the prescribed limits to ensure safety, environmental protection, and compliance with international standards.

Link for the deeper answer :
https://dieselnet.com/standards/inter/imo.php