机舱维修保养课件

Wallem Maritime Training Centre,QingdaoThis course has been prepared by WMTCQ for training,instruction and briefing of ships crew and office staff and is approved as part of its ISO 9001 quality accredited systemCourse TitleEngine Room Maintenance-HandoutDate June 08Prepared ByJPReviewed ByJSApproved ByJPNo.of Slides46Engine Room Maintenance&Inspections Maintenance requirementsLegal/SafetyISM CodeIACS/FlagSOLASSBM I,II&IIISMMSSMSHague RulesHague-Visby RulesCharterpartyManufacturerOperationManualsMaintenanceCompanyCommercialSOLASISM CodeIACS/FlagLegal/SafetyISM Code,Section 10 (Maintenance of ship&equipment)10.1-The company should establish procedures to ensure the ship is Maintained in conformity with all relevant rules and regulations,as well as any company requirementsSOLASISM CodeIACS/FlagLegal/SafetyIn meeting this requirement the company should ensure10.2.1 That inspections are held at appropriate intervals10.2.2 That any non-conformity is reported,with its cause if known*10.2.3 Appropriate corrective action is taken as necessary 10.2.4 And records of all these activities are properly maintained*This also relates to ISM Code,Section 9 Reports&Analysis of Non-Conformities,Accidents&Hazardous OccurrencesSOLASISM CodeIACS/FlagLegal/Safety10.3 The company should establish procedures in its SMS to identify any equipment or technical systems,that the sudden failure of which may result in a Hazardous OccurrencePromoting reliability of such equipment or systemsRegular testing of stand-by equipment or systems that are not in regular use Items of Critical EquipmentSummary&UnderstandingISM CodeSection 10(Maintenance)DocumentedPlannedControlledPersonnelRecordedNon-conformitiesTrainedReportedRectifiedRecordedA Non-Conformity is an observed situation where objective evidence indicates a non-fulfilment of a specified requirement basically it may be the result of not following a procedureWhen&By WhoIf an incident or accident happens that is the result of a defective piece of equipment or a lack of maintenance,then an audit trail should lead back to the maintenance history of the piece of equipmentToolsManualsFor example during an auditor inspectionThe inspector may require to see theemergency fire pump running and providingthe required water Pressure on the fire main.If the pump fails to start or the pressure isInadequate thenHe may require To see the ManufacturersmanualsThe companys Own maintenanceProceduresmanualChecking that Personnel Responsible for the Maintenance Can read and Understand the manualsThat both sets of manuals are controlled documentsProcedures for updating and correcting these manualsProcedures for carrying out reviews andverificationsDetails of any Non-conformitiesthat have been raisedThe reporting procedures&any subsequent corrective actionLegalSOLASISM CodeIACS/FlagSOLAS Chap.II-1(Part A-1,Structure of ships)In addition to other requirements in SOLAS,ships shall be designed,constructed and Maintained in compliance with the structural,mechanical and electrical requirements of a classification society as recognised by the Flag Administration of the vesselCompanySMSSBM I,II&IIISMMSSBM ISBM IISBM IIISection 11 Engine Procedures,Section 14 Maintenance System&Section 15-PurchasingSection 3 Critical equipment,Section 4 Inspections&Surveys&Section 5 Bunkers&Lub oilsSBM III Part 2 Ship specific Engine Procedures&Requirements CompanySMSSBM ISMMSSBM I,Section 14SMMS this is a Windows based Planned maintenance system.Instructions for use are contained in the vessels SMMS manual.A quick guide reference is also provided(Version 1.3).The Chief Engineer is in charge of the upkeep of the system.The Master&Chief Eng.Are to ensure that the planned maintenance system is implemented.Data exports are to be sent every two weeksCommercialCharterpartyHague RulesHague-Visby RulesFrom NYPE CharterpartyMaintain her class and keep the vessel in a thoroughly efficient state in hull,Machinery and equipment for and during the service(Period of Charter)ISM Clause The requirements of the ISM code are hereby incorporated into the terms of the Charterparty Hague-Visby rules(Contracts of carriage)Article III states The Carrier is obliged to Make the ship Seaworthy and toProperly Man,Equip and Supply the ship CommercialChartererVetting InspectionsMain EnginesThe engine must operate satisfactorily.Any Safety devices fitted must function properly.Remote controls function properly.There should be no leakage of oil or water.Jacketed High Pressure Fuel Oil pipes must be in good order.Fuel Oil leak alarm must be in good order.Engine Room RequirementsSOLAS Ch.II-1,Part CSOLAS Ch.II-2/15.2&SOLAS Ch.II-2/4Combustion problems over the last 20 years have changed Before 1985 engines suffered from corrosion,carbon deposits and black sludge.Between 1985 and 1992 liner lacquering and bore polishing were the main problems.From 1992 bore polishing and undercrown deposits became significant.Today the new design of engines may suffer from extremely low oil consumption,BN(base number)depletion,undercrown deposits,increased oil stress and liner lacquering as well as faults in design and manufacturing of some engine types.Combustion ProblemsFor environmental purposes,more modern engines are equipped with crank case Deaeration with is led to the inlet air,immediately before the exhaust gas turbochargers.Some engines suffer with problems caused by insufficient separation of the oil moisture.This results in an unacceptable amount of unclean oil entering the inlet air system,causing poor combustion and fouling with serious consequencesOf course the fuel can be the cause of many problems if it is not in accordance with the manufacturers required specs When the maximum allowable amount of water has been exceeded this will cause poor combustion,corrosion of the liner wall,breaking of the piston rings and abnormal wear of the high pressure fuel pumps and injectors causing insufficient injection pressure and poor combustion.During combustion,sulphur in the fuel combines with water to form sulphuric acid,most of the acid disappears with the exhaust gas,but some condenses on the cylinder liner surface.The acid should be neutralised by the alkaline additives in the Lub oil which must be of a high alkaline type to combat acids.Influence of Fuel OilInsufficient cooling water and charge air temperatures increase the amount of acid condensation so it is important that the wall temperature of the cylinder liner is above the dew point of the sulphuric acid.Charge air temperature should therefore be run at 50-60C and recorded in the engine room logbook.If too much dirt enters the engine together with the fuel,this will also result in abnormal wear of the high pressure fuel pump and injectors.High soot levels will mix with the the lubricating oil on the liner also containing some acid use high detergent oils to hold the acid until the next oil change.Contaminated Lub oil might indicate a lack of maintenance or faulty purification process.Generators&Emergency GeneratorThe generators should operate satisfactorily.All safety devices must function properly and are tested(Records).Remote and automatic controls function properly(Fuel stops).No leakage of oil or water.Nothing stowed in the emergency generator compartment that should not be there.Emergency generator should be started at each drill and load tested Jacketed High Pressure Fuel Oil pipes are in good order.Fuel Oil leak alarm must be in good order.Engine Room RequirementsSOLAS Ch.II-1,Part CSOLAS Ch.II-2/15.2&SOLAS Ch.II-2/4BoilersMust operate satisfactorily.All safety devices must function properly.Pressure gauge should be in good order and calibrated every year(Records kept to reflect this).No leakage of steam,oil or water.Water level gauges in good order.Engine Room RequirementsSOLAS Ch.II-1,Part CThis area should not be used as a laundry drying roomStern Tube SealNo leakage of oil or sea water(In or Out).Engine Room Piping(Including fire main)No heavy corrosion or leakage.No soft patches,doublers or cement boxes.All valves must operate satisfactorily.Engine Room RequirementsSOLAS Ch.II-1,Part CSOLAS Ch.II-1,Part COther Essential MachineryOperate satisfactorily.Safety devices function properly.Remote and automatic controls function properly.No leakage from pump glands.Meters and gauges should be in good working order.Bilge linesBilge pumps and piping are in good order.The emergency bilge suction Valve must operate satisfactorily.Engine Room RequirementsSOLAS Ch.II-1,Part CSOLAS Ch.II-1,Part COverall Condition of the E/RCleanliness of the E/R-Must be clean without rubbish or waste oil.Guards,fencing and Protective covers in place.All meters and gauges must be in good order.Self-closing devices for sounding pipe of FO&DO tanks operate.Means to prevent oil spray provided on flanges&joints in oil piping.Insulation for all surfaces of machinery with high temp.above 220C.Engine Room RequirementsSOLAS Ch.II-1,Part CSOLAS Ch.II-2/4SOLAS Ch.II-2/15.2&SOLAS Ch.II-2/4Electrical-Lighting in the E/R,Control stations working rooms and steering gear roomAll lights should be in good working order.Protective covers or guards in good order,not cracked or broken Emergency cablesGood Condition and in good order.No exposed wires or heavy corrosion,especially on weather decks.Engine Room RequirementsSOLAS Ch.II-1,Part DSOLAS Ch.II-1,Part DLighting including Emergency LightingAll lights must be in good order without any damage.The lights must function from the emergency power sourceThe lights should be marked as emergency lightingLights should be tested at each emergency drill Anti-explosion lights in dangerous spaces such as the battery room or paint lockers.All lights in good order.No broken covers and guards.Tightening handle available on board.Engine Room RequirementsSOLAS Ch.II-1,Part DSOLAS Ch.II-1,Part DThe importance of reporting defects to the company and port authorities as requiredReporting DefectsWhen a defect exists it must be reported to the company by the quickest means available telephone/email(Time difference).Logbook entries must reflect the true state of all machinery.Do not try and hide defects.The logbook entries may be required to support a future insurance claim.Copies should be sent to the main office on request.Any defects should be reported to Port State Control when boarding or to authorities before arrival at a port.The report(Statement of facts)must contain sufficient detail for the Superintendent to assess the damage and report to the Technical Manager and the Owner.The report should contain the reasons for the damage and any immediate corrective action taken by the vessel.Pictures should be taken of any damage and passed to the company.Proper description of any spare parts,if not already held onboard,including diagrams where necessary See SBM I,section 15.The Owners will want to discuss the situation if the machinery is considered beyond repair or if a replacement is required,this will include 1.Availability of spare parts Onboard or requisition needed 2.Extent of normal wear and tear Maintenance Records 3.Extent of expected repair work Crew or shore contractors4.Running performance(History)including fuel consumption5.Depreciated value of the machinery,if applicable6.Age and running hours(Maintenance History&Records)Other information needed may include make,type,serial number,capacity&other technical data,date of construction,date of installation,date of first operation and details of any major and/or any recent overhaul or repairs.Any damaged parts should be photographed and preserved onboard as possible evidence.If a surveyor needs to attend the vessel to inspect any damage,he may request that the machinery is dismantled in his presence to avoid losing important evidence.If machinery needs to be dismantled without a surveyor present,then photographic evidence should be taken before dismantling and at various stages throughout.A Fatality during Routine maintenanceEngine Room Fatal AccidentThe Scenario Routine maintenance job to overhaul M/E exhaust valveMaintenance Team consisted of The C/E,2/E and a Fitter Vessel is in a shipyard,expected time of stay-2 days.Present time is 0900hrsC/E is handling the pneumatic E/R crane controlsHe lifts one of the exhaust valves up so that the Fitter can commence the overhaul2/E instructs the Fitter&moves away to a platform aboveC/E leaves the controls on top of one valve&stands between the other valve&A/E No.2.Suddenly the crane moves uncontrollably from port to stbd.The C/E is crushed to death between the valve and the A/EThere should be nothing Routine about maintenance!A/E#2PLATFORM 3ECR3.41m2.19m1.77mPLATFROM 21.00m1.30m3.25m(S)(P)0.40m1.67mValve lifted for overhaulCrane moves uncontrollably The Valve hits the second valve and pivots aroundPosition of the C/E when hit Why do experienced mariners who know better make these mistakes?What do you think was the cause of this accident.(latent and active)The most important question now is-How would You prevent such an accident from happening again?Other Common Lifting ProblemsNotes A collection of various deficiencies found in the engine roomEngine Room Port State Control DeficienciesNotes Upon taking over a vessel or during the period of observation prior to take over,the machinery maintenance history must be verified by the new Chief EngineerEngine Maintenance HistoryNotes When shore contractors are employed onboard the vessel they come under the company H&S procedures SBM I Engine Room Working With Shore Contractors Notes