Standing Orders
When watch engineers are to call the chief engineer
1. IF any fire, no matter how small, is discovered in any machinery space or in any other part of the ship.
2. IF the generator trips off (выключаться, отключаться) the line or any difficulty is experienced in maintaining constant frequency, voltage or load requirements.
3. IF the temperature of the generator stator or rotor increases suddenly or exceeds the prescribed limits.
4. IF any difficulty is experienced in maintaining a steady water level in boilers or any difficulty in maintaining satisfactory operation of the boiler feed pump or water level regulations.
5. IF there is any increase in consumption of make-up feedwater (питательная вода).
6. IF there is any seawater leak in main condenser, auxiliary condenser or other system that is contaminating the boiler feed system.
7. IF any difficulty is experienced with water in fuel or loss of fires.
8. IF pressure drop across generator, superheater or economizer tube banks (пучок трубок) exceeds limit marked on boiler front.
9. IF any local or general overheating of boiler casing is discovered.
10. IF superheat temperature should show abnormal increase that is not corrected by adjustment of excess air.
11. IF any difficulty is experienced in keeping bilges pumped dry.
12. IF any air, oil, fuel, water or steam leaks occur that are other than minor.
13. IF any difficulty is experienced with plugged or choked sea chest (кингстонная коробка).
14. IF any leak is discovered in any sea connection valve or fitting, especially in the body (корпус клапана), bonnet (крышка или колпак) or joint (соединение или разъем).
15. IF bridge requests speed increase requiring a greater steam flow to H.P. turbine than the limit set by chief engineer’s standing orders.
16. IF any unusual, concentration of dirt or foreign matter, especially particles, is discovered in the main lubricating oil strainers.
17. IF any abnormal temperature rise is noticed in the main turbine, reduction gear, line shaft or turbo generator bearing.
18. IF any unusual vibration is noticed, especially in the main propulsion system or turbo generators.
Exercise 6. Translate the sentences into Russian.
1.When taking over the underway watch the engineer is considered the oncoming watchkeeper and at such time he shall obtain all relevant information from the engineer that he is relieving and that is called the offgoing watchkeeper. 2. Both engineers shall make a joint inspection round of the machinery spaces, note the condition of machinery, equipment, piping and bilges, take fuel oil meter readings and standard entries in the engineer’s log. 3.The watchkeepers shall maintain cleanliness in machinery spaces, take precautions to avoid fire hazards, clean strainers and filters, discharge separators, change-over from running to stand-by machinery components. 4. During the watch watchkeeper will check operating pressures and temperatures, liquid levels and flows, running machinery bearing for overheating, piping for leakage, plant components for unusual (excessive) noise or vibration, alarms and automatic control devices for proper functioning, availability and operable condition of fire-fighting and safety equipment. 5. Are there any problems with fuel and lube oil pipes, tubes or hoses? – There are no leaks on piping, all joints are tight. 6. Have you taken the pressure gauge reading? – Yes, I have. Circulating oil pressure is 3.5 kg/cm2, which is above normal, valve gear lube oil pressure is 1 kg/cm2, it’s normal and cooling water pressure is 0.5 kg/cm2, I think it’s below normal. 7. What is the sounding in the port fresh water tank? – Fresh water sounding is 6.5 meters. 8. What does the order “Stand by engine” mean? – It means that engine-room personnel are fully ready to manoeuvre. 9. Do you know the standard engine orders? – They are Full/Half/Slow/Dead slow ahead or astern; Emergency full ahead or astern. 10. Is there any break down of machinery? – Blackout in boiler room
Exercise 7. Translate the sentences into English.
1. Вахтенный моторист подчиняется непосредственно вахтенному механику и выполняет распоряжения под его присмотром. 2. Моторист ведет контроль за работой порученных ему действующих технических средств, немедленно докладывает вахтенному механику о замеченных неполадках в работе технических средств и принимает меры к их устранению. 3. Вахтенный моторист поддерживает в машинном отделении чистоту и порядок. 4. Перед запуском любого механизма необходим его наружный визуальный осмотр. 5.Вахтенному мотористу без разрешения вахтенного механика категорически запрещается производить работы, связанные с вводом и выводом действующего технического средства, за исключением случаев, связанных с угрозой жизни. 6. Я еще не проверил те механизмы на правильность работы. 7. Он проверил рабочие давления и температуры, а также подшипники на перегрев. 8. Моторист действует в соответствии с распоряжениями вахтенного механика. 9. Вы можете заменить неисправное оборудование? – Да, но только в присутствии вахтенного механика. 10. Все произведенные замеры в топливных цистернах и снятые показания приборов должны быть занесены в журнал машинного отделения.
Lesson 2. DERANGEMENTS LIKELY TO OCCUR IN OPERATION OF ENGINES
Upon first sight the Diesel engine is apt to create the impression that it is a very complicated mechanism, but a little analysis will reveal that it is actually more simple than the steam plant. Comparing the two it should be born in mind that the steam engine alone is not a usable machine; to be able to use it we must have a boiler and all the attendant mechanisms, including pumps, piping, water tanks, condenser, etc., and the complete steam plant becomes quite a complicated thing. The Diesel engine, on the other hand, may be arranged so that all of the apparatus required in its operation as a power plant may be attached directly to the engine itself.
Perhaps the most striking difference in the problem of maintenance of the Diesel engine as compared to steam engine maintenance arises from the fact that the steam engine can be allowed to fall, more or less gradually, into a very bad state of disrepair and will continue to run but the Diesel engine must be pretty nearly right or it will not run at all.
The derangements likely to occur in operation and the adjustments required to correct them may be grouped into the following general classes:
a) Wrong fits and clearances, looseness and tightness of parts.
b) Mechanical defects.
c) Fuel system defects.
d) Combustion defects.
e) Cooling water system defects.
f) Lubricating system defects.
g) Air system defects.
Starting difficulties.
Operating troubles in general.
Exercise 1. Answer the following questions.
1) What impression is the Diesel engine apt to create upon first sight?
2) What should be borne in mind when comparing the Diesel engine and the steam engine?
3) What is the most striking difference in the problem of maintenance of the Diesel as compared to steam engine maintenance?
4) What conditions are necessary to make the Diesel run at all?
Exercise 2. Translate into English.
1. На первый взгляд дизель может показаться очень сложным механизмом, но небольшой анализ покажет, что в действительности он значительно проще, чем паровая машина с котлом, вспомогательными механизмами, конденсаторами и т. д. 2. Неисправности, которые чаще всего встречаются в эксплуатации, могут быть классифицированы следующим образом: а) механические дефекты; b) неправильные зазоры; с) плохая пригонка и т. д. 3. Если возникнут неисправности во время эксплуатации, следует принять необходимые меры по их устранению.
Exercise 3. Make up a dialogue of your own based on the one given below.
A.: What is the power available at the shaft called and how is it measured?
В.: Shaft horsepower, or brake horsepower. It is usually measured by attaching some form of brake to the shaft and measuring the amount of power absorbed by the brake when the engine is running. A second method is to attach an electric generator to the shaft and measure the electrical output of the generator.
A.: Is the mechanical efficiency, or the ratio between brake horsepower and indicated horsepower, the same at all loads?
В.: No. The power absorbed in friction in the engine is the same at all loads and as the engine load decreases the ratio of B.H.P. to I.H.P. decreases.
A.: What auxiliary machinery is usually found in the engine-room of a motorship?
В.: Jacket cooling water pumps, raw water pump, piston cooling pumps, lubricating oil pumps, fuel oil service pumps, bilge and ballast pumps, engine-room bilge pumps, fresh water pump, auxiliary air compressor. Diesel electric generating sets, donkey boiler, evaporator and distiller, boiler and evaporator feed pumps, emergency compressor, ice machine and oil separator.
A.: What auxiliary machinery is used on deck?
В.: Deck winches, anchor windlass, capstans, steering engine, air whistle and lighting system.
A.: How are Diesel engines started?
В.: By running as air motors, on compressed air at medium pressure, until ignition of fuel occurs and operation as a combustion motor starts,
A.: How is the starting air obtained and where is it stored?
В.: By means of a compressor attached to the engine or an auxiliary air compressor driven by a Diesel engine, electric motor or steam engine. It is stored in large tanks, usually suspended under the deck in the engine-room.
A.: From what other source can air for filling the starting tanks be obtained?
В.: On engines of the air injection type the injection air compressor attached to the engine usually has a capacity greater than that required for supplying injection air. The excess air may be by-passed to the starting tanks through a connection provided for that purpose.
Lesson 3. WRONG FITS AND CLEARANCES
The principal source of trouble from this cause is the large bearings of the main shaft, cranks and crossheads. In general the bearing pressures are higher in the Diesel than in the steam engine and more careful and accurate fitting is required, so that the maximum bearing surface will be obtained. All bearings must be relieved at the sides enough to prevent gripping and to assist the spread of the lubricating oil around the bearing but not enough to reduce the bearing surface too much when they expand with the heat. All of the bearings, large and small, about the engine are subject to wear and looseness may develop in any of them in service but the large bearings just mentioned have the most severe duty to perform and require adjustment more often than the others.
Mechanical defects resulting in failure of parts in service may be due to errors in design, errors in machining or defects in the material itself. Errors in design have been too numerous to catalog but in the case of most well established builders such errors have been eliminated by experience in operation. Errors in machining are not the rule in any engine, if the manufacturer has an efficient inspection department, but they do occur and sometimes cause a great deal of trouble. Such errors are usually difficult to discover because they are not expected and the troubles resulting are assigned to other causes.
Sometimes careful investigation and analysis will reveal that a breakage that was apparently caused by a mechanical defect was due to bad work or neglect on the part of the engineers.
Exercise 1. Answer the following questions.
1) What is the principal source of trouble from wrong fits and clearances?
2) Why may looseness develop in any of the bearings in service?
3) What are the sources of mechanical defects?
4) What errors are usually difficult to discover?
5) What will sometimes careful investigation and analysis reveal?
Exercise 2. Translate into English.
1. Большие подшипники главного вала, кривошипов, крейцкопфов являются основными источниками аварий. 2. Все подшипники подвержены износу в процессе эксплуатации двигателя и поэтому требуют периодической пригонки. 3. Механические дефекты возникают вследствие конструктивных ошибок, погрешности при механической обработке деталей, дефектов в самом материале. 4. Это следует иметь в виду во время работы двигателя. 5. Такие погрешности трудно обнаружить, потому что на них не рассчитывают, и возникшие неисправности приписывают другим причинам. 6. Иногда тщательное расследование и анализ аварии показывает, что она произошла вследствие небрежной эксплуатации, хотя на первый взгляд кажется, что авария была вызвана конструктивным дефектом.
Exercise 3. Make up a dialogue of your own based on the one given below.
A.: If all the stored air is lost how can the engines be started?
В.: In most cases a small emergency compressor is provided, driven by a very small oil engine that can be started by hand After a small amount of air is pumped up an auxiliary engine can be started and air pumped up to start the main engine.
A.: How much starting air capacity should the tanks have?
В.: The usual requirement is enough to start the engine 12 times. A better rule is to provide at least 35 times the volume swept through by one piston for each main engine.
A.: Describe the preparations for starting the engine.
В.: Jack the engine to see that it is clear for running, start lubricating oil pump and see that oil reaches all bearings, open by-pass valves in fuel oil lines to injection valves and pump oil through by hand to clear out all air and fill the pipes with oil, open stop valves in starting air and injection air lines, give cylinder lubricators a number of turns by hand to get some oil into the cylinders, start jacket cooling water pump and see that the propellers are clear. If means for heating the cylinders are available and the weather is cold, warming up should be started in time to have all the cylinders hot before starting.
A.: Why should the bearings of a new engine be gone over after 800 to 900 hours of running?
В.: То take up looseness due to the initial wearing in.
A.: Why will a piston sometimes run without trouble at normal load and drag or stick if the load is increased?
В.: Because the clearance in the cylinder may be sufficient at normal load but when overload causes all parts to become hotter the increased temperature of the piston causes it to expand more and reduce the clearance.
A.: What is the effect of too much or too little clearance between a cam and its roller?
В.: Too much clearance causes late valve opening, early closure, decreased lift and noisy operation. Too little clearance causes early opening, late closure, increased valve lift and may prevent complete closure.
A.: What are some of the common troubles experienced with fuel measuring pumps?
В.: Leaky suction and discharge valves, due to grit in the oil or to particles of dirt or lint becoming caught under the valves; pump becoming air bound; incorrect clearance between suction valve stems and tappets; leaky plungers, and change in timing, due to looseness in the operating gear.
A.: Why is it desirable to have thermometers so located that separate temperature readings of the cooling water discharge from the cylinders can be taken?
В.: If merely the temperature of the common discharge from all cylinders is taken, a single cylinder jacket may become air bound and the flow of cooling water through it stopped altogether without giving any indication at the common outlet.
A.: What are the effects of too many or incorrectly placed oil grooves in a bearing?
В.: The bearing surface is reduced and the oil escapes from the bearing without spreading over its surface.
A.: What is a common trouble with the cylinder lubricating system?
В.: Excessive feed of lubricating oil into the system, causing collection of gum and carbon in the ring slots and leakage of black oil into the crank pits.
Lesson 4. FUEL SYSTEM DEFECTS
Derangements in the fuel system are most likely to occur at the fuel measuring pumps. These pumps must handle a very small amount of oil at high pressure on each stroke and in order to do this the suction and discharge valves must be kept in perfect condition. A frequent source of trouble with these valves is dirt or grit in the oil. A small particle of sand or a thread qf waste under a valve will cause it to leak. Good strainers should be provided in the fuel oil supply line to the pumps and the strainers should be cleaned frequently. The pump plungers should be very carefully packed to prevent leakage of oil outward and air inward. Accumulation of air in the pumps will cause either irregular supply of fuel to the engine or stoppage. Stoppage of fuel supply to any one cylinder throws extra load on the other cylinders when the governor acts to increase the pumps discharge. Repeated regrinding of the pump suction valves will require careful checking of the pump timing.