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Fuel Gas Auxiliary System for a ME-GI engine.( DUEL FUEL) This system is used on large marine engines that can run on both conventional liquid fuel and natural gas.
Here’s a breakdown of the key components and how they work together:
1. Fuel Gas Supply System
This is the starting point. It's where the liquified natural gas (LNG) is stored and processed. The diagram shows the Fuel Gas Supply System (FGSS), which is responsible for taking the cryogenic LNG and converting it into a usable gas at the correct pressure and temperature for the engine.
2. Gas Valve Train
This is the heart of the system's control. The Gas Valve Train regulates the flow of the processed fuel gas. It acts as a set of valves and control mechanisms to ensure that the precise amount of gas is delivered to the engine's main inlet. This system is crucial for safety and for controlling the engine's speed and power.
3. Outer Pipe Ventilation System
Safety is a huge concern with gas systems. The Outer Pipe Ventilation System is designed to prevent gas leaks from accumulating. The fuel gas lines are built with a double-wall (pipe-in-pipe) design. This system draws a vacuum or a slight negative pressure in the outer pipe to vent any potential gas leaks to a safe location, like the Venting Mast, which is away from the engine room. This is a critical safety feature to prevent explosions.
4. Inert Gas System
The Inert Gas System is another important safety feature. It's used to purge and inert the fuel gas lines and other parts of the system before and after operation. Inert gases, like nitrogen, are non-flammable and are used to remove any flammable fuel gas from the pipes, ensuring that no explosive mixture can form. The diagram shows a Nitrogen Booster Compressor which is used to increase the pressure of the nitrogen for this purpose.
In short, the diagram illustrates a comprehensive and highly regulated system for delivering natural gas to a ship's engine. It focuses on three main principles:
* Supply: Getting the gas ready for the engine.
* Control: Regulating the flow and pressure.
* Safety: Preventing leaks and explosions through venting and inerting.

Diffusion combustion is a type of combustion process where the fuel and oxidizer (usually air) are not premixed before burning. Instead, they mix with each other by molecular diffusion or turbulent mixing at the flame front, and the chemical reaction occurs in that zone.

🔹 Key points about diffusion combustion:
1. Mixing-controlled: The burning rate is governed by how fast fuel and air can diffuse into each other, not by the chemical reaction speed.
2. Examples:
• Candle flame
• Diesel engine combustion (fuel is injected into compressed hot air and burns as it mixes)
• Gas turbine diffusion flames
3. Flame characteristics:
• Visible yellowish flame (due to incomplete combustion & soot formation).
• Flame is usually thicker compared to premixed flames.
4. Efficiency:
• Can lead to incomplete combustion if mixing is poor, producing CO, soot, or unburned hydrocarbons.
• Higher NOx formation compared to premixed combustion, due to localized high temperatures.

👉 In short: Diffusion combustion = fuel and oxidizer meet and react only after being brought together at the flame front, controlled mainly by the mixing process.

What is an ME-GI Engine?( duel - fuel engine)

An ME-GI engine is a type of dual-fuel engine that burns high-pressure LNG (Liquefied Natural Gas). It uses a small amount of pilot fuel to ignite the gas. The "ME-GI" part of the name stands for "M-Type, Electronically Controlled, Gas Injection." This type of engine is commonly used in large ships.

How it Works (The Diesel Cycle)

four main steps:

* Scavenging/Compression: Air is drawn into the cylinder and then compressed. This compression increases the air's temperature and pressure.

* Pilot & HP Gas Injection: As the piston reaches the top of its stroke (Top Dead Center), two things happen:

* A small amount of pilot fuel (like diesel) is injected. This fuel acts as an ignition source.

* Immediately after, high-pressure natural gas is injected into the cylinder.

* Expansion: The pilot fuel ignites, which in turn causes the natural gas to combust. This combustion creates a rapid expansion of gas, pushing the piston down and generating power. The slide notes that the gas is "almost completely combusted" in this process.

* Exhaust: The hot, spent gases are pushed out of the cylinder, preparing it for the next cycle.

The engine uses a Pilot fuel injection valve and a Gas injection valve to precisely control when and how the fuels are delivered. The small pilot flame ignites the main gas fuel, making the engine efficient and powerful.

Marine fuel analysis report

The **DAZ Test** (Dynamic Alternator Zener Test) is a method used to check the health of the diodes in a ship's alternator or generator while the vessel is in **dry dock** (when the ship is not operating normally and the generator may not be under regular load conditions).

# # # Simplified Explanation:

1. **Purpose**:
- It ensures the diodes in the alternator or generator's rectifier unit are functioning properly. These diodes convert the alternator’s AC output into DC for various ship systems.
- Faulty diodes can cause poor generator performance, overheating, or damage.

2. **Why Important in Dry Dock**:
- During dry dock, the generator is often run under reduced load, which makes detecting issues harder.
- The DAZ test helps to find diode faults without needing the generator to be fully loaded.

3. **How It Works (Simple)**:
- The generator is run at a controlled speed, and a special DAZ testing device is connected to measure the electrical signals.
- The test looks for irregularities in the waveform or output, which indicate if a diode is not working (open or short-circuited).
- Results are analyzed to confirm if all diodes are healthy or if repairs/replacements are needed.

4. **Outcome**:
- **Healthy Diodes**: Smooth and consistent electrical output.
- **Faulty Diodes**: Distorted or irregular signals that indicate a specific diode or diodes are malfunctioning.

This test ensures the generator is reliable and ready for normal operation once the ship leaves dry dock.

Variable Injection Timing (VIT) and Pmax Adjustment at 85% MCR

In marine main engines, Variable Injection Timing (VIT) is a system that adjusts the timing of fuel injection to optimize combustion and maintain Pmax (maximum cylinder pressure) under different engine loads. Here’s how it works, especially at 85% MCR (Maximum Continuous Rating):

What Happens at 85% MCR?
1. Purpose of Retarding Timing:
• At part loads like 85% MCR, the combustion process changes due to lower fuel quantity injected. If the injection timing remains advanced (early), the peak pressure (Pmax) could rise undesirably, causing stress on engine components.
2. VIT Action:
• The servo piston in the fuel pump adjusts the timing of the start of injection.
• At 85% MCR, the servo piston retards the timing (delays injection slightly) to prevent Pmax from increasing above the desired value.

How VIT Maintains Pmax?
• The VIT system dynamically adjusts the fuel pump’s injection timing based on load conditions:
• Higher Load (e.g., 100% MCR): Injection timing is advanced to achieve complete combustion and maximize efficiency.
• Lower Load (e.g., 85% MCR): Injection timing is re****ed to maintain a constant Pmax and avoid overloading engine components.

Key Benefits of VIT
1. Efficiency:
• Optimizes fuel combustion for all loads, reducing fuel consumption.
2. Pmax Control:
• Prevents excessive cylinder pressures that could damage the engine.
3. Reduced Wear:
• By maintaining optimal timing, it reduces wear and tear on critical components.
4. Compliance:
• Helps in meeting NOx emission regulations by optimizing combustion timing.

Summary of VIT Action at 85% MCR
• Servo Piston Action: Retards injection timing.
• Goal: Keeps Pmax constant to protect the engine while maintaining efficient combustion.
• Result: Smooth operation, lower stress on components, and better fuel economy.

This intelligent adjustment of injection timing through VIT is crucial for modern marine main engines operating efficiently across varying loads.

TAN (Total Acid Number) in Marine Engineering

Definition:
TAN (Total Acid Number) is a measure of the acidic constituents in lubricating oil or fuel. It is expressed in milligrams of potassium hydroxide (mg KOH) required to neutralize the acidic compounds in one gram of oil.

Significance of TAN in Marine Engineering
1. Indicator of Oil Degradation:
• TAN increases as oil oxidizes due to high temperatures, contamination, or prolonged use.
2. Corrosion Risk:
• High TAN indicates increased acidic components, which can cause corrosion of engine components.
3. Quality Check:
• Helps monitor the quality of lubricating oil and ensures it’s fit for use.
4. Condition Monitoring:
• A sudden rise in TAN suggests oil contamination or degradation, prompting corrective actions.

Acceptable TAN Values
• New Oil: Generally, TAN is low (below 1 mg KOH/g).
• Used Oil: A TAN value exceeding the manufacturer’s specified limits (often 2-3 mg KOH/g) indicates the need for oil replacement.

Causes of High TAN
1. Oil Oxidation:
• Prolonged exposure to high temperatures.
2. Contamination:
• By water, fuel, or acidic combustion products.
3. Additive Depletion:
• Wear and tear on oil additives over time.

Actions When TAN is High
1. Replace Oil:
• If TAN exceeds limits, replace with fresh oil.
2. Check for Contamination:
• Investigate sources of contamination (e.g., fuel leakage, water ingress).
3. Improve Maintenance:
• Maintain proper lubrication schedules and ensure good filtration.

Testing TAN
• TAN is measured using potentiometric titration, where the amount of KOH needed to neutralize the acid in the oil is quantified.

Importance in Marine Applications:
Monitoring TAN ensures the lubricating oil is in good condition, preventing corrosion, reducing wear, and extending the life of critical engine components. It is a vital part of a ship’s maintenance and condition monitoring program.

In a marine main engine, boundary lubrication occurs in areas where the lubricant film is not thick enough to completely separate the moving surfaces. This results in metal-to-metal contact and relies on the chemical properties of the lubricant and any additives to reduce wear and friction.

Areas in the Main Engine Where Boundary Lubrication Occurs
1. Crosshead Pin Bearings
• The high load and oscillatory motion at the crosshead pin make it prone to boundary lubrication conditions, especially at the end of strokes.
2. Piston Rings and Cylinder Liners
• During the engine’s start and stop phases or when the engine is running at low speed, the hydrodynamic film may break down, resulting in boundary lubrication between the piston rings and cylinder liner.
3. Main Bearings
• Temporary boundary lubrication can occur during start-up or stopping when the rotational speed is insufficient to maintain a full hydrodynamic oil film.
4. Crankpin Bearings
• High loads and potential oil starvation in certain conditions can lead to boundary lubrication here.
5. Camshaft and Roller Followers
• Due to the sliding and rolling motion with high loads, these parts often experience boundary lubrication.
6. Rubbing Surfaces of Valve Gear Mechanisms
• Valve stems, rocker arms, and push rods can encounter boundary lubrication, especially during dry starts or poor lubrication conditions.

When Boundary Lubrication Occurs
• Start-up and Shutdown: Before the engine reaches full operating speed, insufficient lubrication pressure may lead to boundary lubrication.
• Low Load Operation: At low loads, oil pressure and film thickness might reduce, causing boundary conditions.
• High Load and Stress Points: Extreme pressure and heat at certain points can cause the lubricant film to break down.

How to Minimize Boundary Lubrication
1. Use High-Quality Lubricants: Ensure lubricants contain extreme pressure (EP) additives, anti-wear agents, and detergents.
2. Maintain Proper Lubrication Systems: Regularly inspect and maintain the lubrication system to ensure proper flow and pressure.
3. Monitor and Maintain Running Conditions: Avoid excessive low-speed operation and ensure smooth engine transitions during start and stop.
4. Regular Inspections: Check for wear and tear in critical areas during planned maintenance.

Proper lubrication practices help minimize the adverse effects of boundary lubrication and extend the life of critical engine components.

Hydrodynamic Lubrication in Marine Main Engine

Hydrodynamic lubrication occurs when a full film of lubricant separates two moving surfaces, preventing direct metal-to-metal contact. This is achieved when the motion of the surfaces generates sufficient pressure in the lubricant film to support the load.

Areas in Marine Main Engine with Hydrodynamic Lubrication
1. Main Bearings
• Supports the crankshaft and maintains a full oil film under normal operating conditions.
2. Crankpin Bearings
• Found between the crankshaft and connecting rod. The rotating motion generates the oil film needed to support the high loads.
3. Crosshead Bearings
• Separates the connecting rod and crosshead pin, allowing smooth oscillating motion under heavy loads.
4. Piston Skirt and Cylinder Liner
• The lubricant film prevents metal-to-metal contact as the piston moves up and down within the cylinder liner.
5. Thrust Bearings
• Supports axial loads transmitted from the propeller shaft, ensuring smooth rotation of the crankshaft.
6. Camshaft Bearings
• The rotating camshaft rides on a full film of oil under hydrodynamic conditions.

Conditions for Hydrodynamic Lubrication
• Sufficient Speed: Moving parts must achieve a speed that generates enough pressure in the oil film.
• Proper Oil Viscosity: The lubricant must have the correct viscosity to maintain the film under varying loads and temperatures.
• Sufficient Lubrication Pressure: The lubrication system must supply oil at adequate pressure and flow.

Importance of Hydrodynamic Lubrication
• Prevents Wear: Eliminates metal-to-metal contact, significantly reducing wear and friction.
• Heat Dissipation: The oil film helps dissipate heat generated from moving parts.
• Smooth Operation: Ensures the smooth movement of engine components, improving efficiency and longevity.

Hydrodynamic lubrication is crucial for maintaining the reliability and efficiency of the marine main engine, especially in high-load components.

Causes and Actions for Low Scavenge Pressure in Marine Main Engine

Low scavenge air pressure can result in inefficient engine performance, incomplete combustion, and increased exhaust temperatures. Here’s an explanation of causes, effects, and remedies.

Causes of Low Scavenge Pressure
1. Turbocharger Issues
• Turbocharger fouling (turbine or compressor side).
• Turbocharger RPM lower than expected due to mechanical issues.
• Damaged turbocharger components (blades, bearings, or nozzle rings).
2. Scavenge Air Cooler Issues
• Blockage or fouling in the air cooler (due to salt deposits, dirt, or oil mist).
• Air cooler malfunction causing insufficient cooling of scavenge air.
3. Scavenge Air Leaks
• Leakage in scavenge air ducts, bellows, or gasket joints.
• Cracks in the scavenge air manifold.
4. Blocked Scavenge Ports
• Carbon deposits or sludge accumulation in the scavenge ports, restricting airflow to the cylinders.
5. Air Intake Blockage
• Fouling of air filters or intake silencers.
• Restricted air entry into the engine room.
6. High Back Pressure
• Exhaust gas backpressure due to fouling in the exhaust gas system or economizer.
• Exhaust gas leakage causing pressure imbalance.
7. Operating Condition Issues
• Engine running at low load (lower exhaust energy).
• Inconsistent load on the engine causing reduced turbocharger efficiency.

Effects of Low Scavenge Pressure
• Incomplete Combustion: Leads to low Pmax and high exhaust temperatures.
• Loss of Power: Engine output is reduced as cylinders are starved of sufficient air for combustion.
• Increased Smoke: Black smoke from the funnel due to poor combustion.
• Turbocharger Overloading: Turbocharger efficiency drops, causing overheating or further damage.
• Carbon Deposits: Fouling in the scavenge ports, piston rings, and exhaust valves due to incomplete combustion.
• Increased Wear: Components like piston rings and liners wear out faster due to high-temperature operation.

Immediate Actions
1. Check Turbocharger RPM
• Confirm turbocharger RPM matches engine load. Low RPM indicates a turbocharger issue.
2. Inspect Scavenge Air Cooler
• Check for fouling or blockages in the cooler and clean if necessary.
3. Inspect Scavenge Manifold
• Check for air leaks in the scavenge trunking, bellows, and connections.
4. Inspect Air Filters and Intake
• Clean air filters and ensure unobstructed air entry to the system.
5. Monitor Exhaust Parameters
• Look for any imbalance in exhaust temperatures that might indicate an issue with specific cylinders.

Planned Maintenance Actions
1. Turbocharger Maintenance
• Clean compressor and turbine sides regularly.
• Check nozzle rings, blades, and bearings during overhauls.
2. Scavenge Air Cooler Cleaning
• Descale and clean the cooler to prevent fouling.
3. Scavenge Port Cleaning
• Regularly clean the ports during engine overhauls or as part of running maintenance.
4. Exhaust System Cleaning
• Inspect and clean economizers and exhaust ducts to prevent high backpressure.
5. Leak Inspection
• Perform pressure tests on the scavenge air system to detect leaks.

What You Can Do as a 2nd Engineer
• Monitor Scavenge Pressure: Continuously check scavenge pressure against normal values in the engine log.
• Inspect Turbocharger: If turbocharger RPM is low, plan for immediate cleaning or repair.
• Document the Issue: Record all abnormalities and corrective actions in the logbook.
• Coordinate with Chief Engineer: Decide whether to carry out repairs immediately or wait for scheduled maintenance.

By addressing the root causes promptly, you can prevent major issues and ensure efficient engine operation

When one unit in a marine main engine shows low Pmax (maximum pressure) and low exhaust temperature, it typically indicates issues related to the combustion process in that cylinder. Here’s a breakdown of the causes, effects, and actions you can take as a 2nd Engineer:

Possible Causes
1. Fuel Supply Issues
• Faulty or dirty fuel injector.
• Incorrect injection timing.
• Insufficient fuel delivery to the unit.
• Poor fuel atomization.
2. Compression Issues
• Leaking cylinder head gasket.
• Worn piston rings leading to blow-by.
• Worn or damaged cylinder liner.
3. Scavenge Air Supply Issues
• Blocked scavenge ports.
• Turbocharger or air cooler performance issues.
• Air leak in the scavenge air system.
4. Exhaust Valve Issues
• Sticking exhaust valve causing improper opening/closing.
• Leakage through the exhaust valve seat.
5. Other Mechanical Problems
• Faulty or stuck piston rings.
• Excessive liner wear causing loss of compression.
• Incorrect valve timing.

Effects of Low Pmax and Exhaust Temperature
1. Reduced Efficiency
• The affected cylinder will produce less power, leading to overall engine performance issues.
2. Unbalanced Engine Operation
• Mechanical stress due to uneven power distribution across cylinders.
• Increased vibration levels.
3. Incomplete Combustion
• Low exhaust temperature indicates incomplete combustion, leading to carbon deposits in the cylinder and exhaust system.
4. Possible Overloading of Other Cylinders
• To maintain engine load, other units may be overworked, increasing wear and tear.

Immediate Actions
1. Monitor Engine Parameters
• Check cylinder pressure, scavenge air pressure, and turbocharger RPM.
• Compare the affected cylinder’s parameters with other units.
2. Inspect the Fuel Injector
• Stop the engine, remove the injector, and inspect it for clogging, carbon deposits, or wear.
• Clean or replace the injector as needed.
3. Check for Compression Leaks
• Perform a cylinder compression test to identify leaks through piston rings, liner, or head gasket.
4. Inspect Scavenge Ports
• Ensure that scavenge air passages are clear of any deposits or blockages.
5. Inspect Exhaust Valve
• Remove and inspect the exhaust valve for proper seating, carbon buildup, or sticking.
• Repair or replace if necessary.

Preventive Measures
1. Regular Fuel Injector Maintenance
• Clean and calibrate injectors periodically to ensure proper fuel atomization and delivery.
2. Monitor Cylinder Lubrication
• Ensure the correct amount of cylinder oil is being supplied to prevent excessive wear.
3. Regular Scavenge Air System Cleaning
• Clean scavenge ports, turbocharger, and air cooler to maintain efficient air supply.
4. Cylinder Condition Monitoring
• Regularly check piston rings, liners, and exhaust valves during overhauls.
5. Engine Balancing
• Conduct power balancing to ensure uniform power output across all units.

What You Can Do as a 2nd Engineer
• Investigate the issue thoroughly using onboard tools like indicator diagrams, power cards, or diagnostic software.
• Work closely with the Chief Engineer to determine whether to adjust operating parameters or carry out immediate repairs.
• Ensure proper documentation of the issue in the engine logbook for reference and compliance with inspection requirements.

By addressing the issue promptly, you can minimize downtime and maintain efficient engine operation.

Cyclic Test of Exhaust Valve in a Marine Main Engine

The cyclic test of the exhaust valve in a marine main engine involves checking the functionality, reliability, and proper operation of the exhaust valve over repeated cycles. It ensures that the valve can handle continuous operation under various conditions.

Purpose of the Cyclic Test
1. To Check Functionality
• Ensures the exhaust valve opens and closes correctly during the engine cycle.
2. To Verify Durability
• Confirms the valve can withstand repeated operations under high temperature, pressure, and stress.
3. To Detect Faults
• Identifies issues such as wear, sticking, or failure in the hydraulic, pneumatic, or mechanical components.
4. To Ensure Tightness
• Confirms that the valve seals properly to avoid gas leakage during the compression or power stroke.

Procedure for Cyclic Test of Exhaust Valve
1. Preparation
• Stop the engine and isolate the cylinder under test.
• Ensure that all safety precautions are in place.
2. Manual Operation Check
• Manually operate the exhaust valve using hydraulic or pneumatic actuators.
• Observe if the valve opens and closes smoothly without resistance or delay.
3. Cycle Test
• Use the hydraulic/pneumatic system to simulate multiple engine cycles (around 15–30 cycles).
• Monitor the valve’s behavior during the cycles.
4. Parameters to Check
• Opening Pressure: Ensure the hydraulic oil pressure is adequate for opening.
• Timing: Verify the valve opens and closes at the correct timing relative to the crankshaft position.
• Leakage: Check for gas leakage when the valve is closed (using soapy water or similar methods).
• Seating: Ensure proper seating of the valve during closure.
5. Inspection After Test
• Inspect the valve spindle, seat, and actuator for any abnormal wear, deformation, or damage.
• Check the condition of the hydraulic oil or pneumatic system for contamination or leaks.

Signs of Fault During the Test
1. Delayed or incomplete opening/closing.
2. Abnormal noises during operation.
3. Visible leakage of gas or oil.
4. Excessive wear on the valve seat or spindle.

What a 2nd Engineer Should Do
1. Investigate Issues
• If any faults are detected, inspect the actuator, hydraulic lines, or spindle for damage.
2. Replace Components
• Replace worn-out valve spindles, seats, or damaged hydraulic components.
3. Verify Proper Settings
• Check and adjust the timing and pressure settings for the valve operation.
4. Consult Manuals
• Follow the engine maker’s manual for specific troubleshooting and maintenance procedures.
5. Report Findings
• Document the test results and inform the chief engineer of any abnormalities.

Importance of Cyclic Test
• Prevents exhaust valve failure during operation, which could lead to:
• Loss of engine power.
• Damage to the cylinder head.
• Increased risk of scavenge or exhaust gas fires.
• Ensures efficient combustion and safe operation of the engine.

Dry Docking:
Required Plans and Arrangements for Docking:
1.
Docking plan.
2.
General arrangement plan.
3.
Capacity plan.
4.
Shell expansion plan.
5.
Shell painting area plan.
6.
Mid ship section plan.
7.
Longitudinal section plan.
8.
Anode plan.
9.
Shafting and propeller arrangement.
10.
Rudder, to check.
Docking plan:
▭ Provides the positions of frame spacing, watertight bulkheads, docking plugs, etc.
▭ Determine the positioning of keel blocks, bilge blocks, bilge shore, breast shore
when the ship is on dock.
Preparation for Dry Docking: [As a CE.]
1.
2.
3.
4.
5.
Take all information from HO and dockyard.
Sent Docking Plan to Dockyard.
Prepare dockyard and ship staff repair lists and survey items.
Prepare necessary spares and store, drawings, Manuals, Certificates, special tools and
measuring equipment.
2/E should be instructed to perform the followings:
a) Label all sea valves, all shipside valves and c***s. Mark the positions of items to
be repaired, with tags or colour code.
b) Keep Emergency Fire Pump, Emergency Generator, Air Compressors,
Emergency Air Bottle, and portable Fire Extinguishers in good order.
c) d) e) f) g) h) Lock Fixed Fire Fighting Installation, as per shipyard rules.
Shut down Boiler, OWS, Sewage Plant if dockyard does not allow.
Lock overboard discharge valve in closed position.
Fill up Settling and Service Tanks.
Press up Air Bottles and Emergency Air Bottle, and shut the valves tightly.
ME crankshaft deflections to be taken and recorded.
20
i) Hose down tank tops, and empty Bilge Holding Tank, Sludge Tank, Waste Oil
j) k) l) m) Tank.
Prepare for receiving of Shore Power Supply, International Shore Connection,
cooling arrangement for Air Conditioning and Provision Plants.
Provide fire watch in ER at all times, and follow Dockyard Fire and Safety
Regulations.
Adjust required trim and draught, with deck officer.
Take soundings of DB tanks and cofferdam.
During Docking:
1.
Discuss with the superintendent and dockyard repair manager about repair jobs.
2.
Assist Surveyor and record the survey items.
3.
Witness all alignment works and clearance measurements.
4.
Take and record propeller shaft wear down, rudder wear down and jumping
clearance.
5.
Check oil tightness of stern tube.
6.
Check all completed underwater jobs, done by dockyard.
7.
Check all sea valves, shipside valves and c***s, after overhauling.
8.
Check all repaired jobs done by ship staff, and used spares and store.
9.
Make daily records.
Undocking:
1.
2.
3.
4.
5.
6.
7.
8.
9.
Check all repair and underwater jobs in accordance with repair list.
Check all measurement data are correct and completed.
Make price negotiation.
When sea water level covers the sea chest, each sea valve should be opened and
checked for any leakage.
Purge air from cooling seawater pumps, run the pumps and check pressure.
Test run the ship generators, until satisfactory, and cut out shore supply, cut in
ship generator, disconnect the shore connection, restart seawater pump, record the
time and read watt meter.
All sea valves, shipside valves, repaired pipes, repaired jobs must be finally
checked, before leaving the dock.
Prepared for ME.
All DB tank soundings checked.
After Leaving the Dock.
1.
2.
Checked ME crankshaft deflection and compare with former record.
Prepare for Docking Report.