1.

Explain in detail about the Anchor trials, Main Engine trials & Auxiliary machineries done in
ships.

Anchor Trials:

1. Purpose

The test is carried out to prove the performance of the windlass. It is performed when the vessel is
out in sea trials.

2. Test Condition:

This test is conducted at a minimum sea depth of 82.5 m (three shackles or shots of 27.5 m each)
and ship is at standstill and headed in to the wind. It is conduced under calm conditions of the sea.

3. Preparation:

 Ensure all moving parts of the windlass and chain compressor has been lubricated.
 Make sure that the motive power (electric / engine) of the windlass is available.

4. Procedure:
 Lower the port side anchor to water level by controlling the windlass drive.

 Let go by free-fall three (3) shots of port anchor chain to water. During this operation, test
the windlass brake by holding it every half (1/2) shot.
 Check whether there are three (3) shots anchor chain between chain compressor and
anchor.
 Hoist the port side anchor until the anchor is stowed at its home position.
 During this process measure the time and calculate the average speed in meters per minute.
Normal windlass is designed for 9 m/min.
 Also during this process measure the amperage, voltage drop in case of electric drive and
engine power otherwise. Apart from this check the oil pressure.
 Repeat the above steps for starboard windlass

5. Check Point:
 Confirm if the hauling speed is above 9 m/min
 Verify that the anchor chain water wash in the hawse pipe is functioning correctly and that
the nozzles are directed for effective chain wash.
 Check if the tongue of the chain stopper can be put in place and secured
 Ensure that the chain cover can be closed and bolted in place (ILLC requirement)
 Confirm if the anchor windlass is aligned with chain stopper and hawsepipe. Once can
check the rubbing of the chain to verify this.
 Verify if the white paint on the chain at every shot (shackle) denoting the shackle (shot)
number is not erased.
 Engine Trials:

In most cases it may be seen that it would not be possible to load the engine even to its CSR rating
even though the propeller is run at its maximum RPM, due to freshly painted and smooth hull
condition and polished propeller. In some cases, such as on bulk carriers the draft and trim limitations
under ballasting may also be a restricting factor. Sea conditions also would not be steady due to
wave and wind conditions and would not render ensuring steady load conditions of the engine as is
possible in the shop conditions.

The marine engines test is divided into 3 stages, Stage A, Stage B and Stage C,
 Internal tests (Stage A) - This includes some of the testing made during the engine development,
function testing, and collection of measured parameters and records of testing hours. The results of
testing required by the Society or stipulated by the designer are to be presented to the Society before
starting stage B.
 Witnessed tests (Stage B) - This is the testing made in the presence of Classification Society
personnel.
 Component Inspection (Stage C) - This is the inspection of engine parts to the extent as required by
the Society.

High speed engines for marine use are normally to be subjected to an endurance test of 100 hours at
full load. Omission or simplification of the type test may be considered for the type approval of
engines with long service experience from non-marine fields or for the extension of type approval
of engines of a well-known type.

Propulsion engines for high speed vessels that may be used for frequent load changes from idle to
full are normally to be tested with at least 500 cycles (idle - full load - idle) using the steepest load
ramp that the control system (or operation manual if not automatically controlled) permits. The
duration at each end is to be sufficient for reaching stable temperatures of the hot parts.

The measurements and recordings collected during the testing are follows,

i. During all testing the ambient conditions (air temperature, air pressure and humidity) are to be
recorded.
ii. As a minimum, the following engine data are to be measured and recorded:
- Engine r.p.m.
- Torque
- Maximum combustion pressure for each cylinder 1
- Mean indicated pressure for each cylinder 1
- Charging air pressure and temperature
- Exhaust gas temperature
- Fuel rack position or similar parameter related to engine load
- Turbocharger speed
- All engine parameters that are required for control and monitoring for the intended use (propulsion,
auxiliary, emergency).

The JIS suggest a method for calculating main diesel engine output at sea trials. To ensure accuracy
of these calculations the following precautions are to be observed:

 Adjusted condition of components at sea trial should be as close to shop conditions as possible.
 In order to minimize measurement errors, the main engine should be in a settled load condition with
the least fluctuation.
− Sea state should be as good as possible.
− Ship shall be run as straight as possible with no rudder movement.
− After increasing load or changing course, sufficient time will be allowed to settle the load.
 Measurements of various items shall be taken simultaneously when possible.

Measured values shall be averaged except those of large deviations.

Auxiliary Machinery Trials:

Auxiliary machinery test are carried out before sea trials of the ship, this comes under in dock test
or harbour trial. The dock test is used to demonstrate proper operation of the main and auxiliary
machinery, including monitoring, alarm and safety systems, under realistic conditions. The trials
are also to demonstrate that any vibration which may occur within the operating speed range is
acceptable. Marine machinery is designed to ensure the proper functioning of a ship’s main
engines, piping systems, and equipment.
Auxiliary marine machinery includes pumps, compressors, and blowers for circulating fuel and
the fresh water and seawater used in cooling systems, for supplying air to the starting system of
the main engine, for cooling refrigerated holds, and for air-conditioning various parts of the ship
and for refrigeration machinery.
Auxiliary marine machinery also includes separators for removing water and other contaminants
from fuel and oil, steering machinery, capstans, windlasses, winches for anchoring, mooring, and
cargo loading, and cranes.
Other items include heat exchangers used to condense vapours and to heat and cool working
fluids, such as water, oil, and air, filters for the seawater and fuel supplies, and separators for bilge
water.
2. Shaft Alignment methods

The four most popular methods of controlling shaft alignment are:

 the gap and sag method

These methods can be used either singly or in combination.

The gap and sag method uses precalculated flange measurements to establish the alignment, to be
carried out whilst the flange couplings are disconnected. The advantages of this method include
the simplicity of the measuring equipment and the ease of control in both the horizontal and vertical
directions. The disadvantages are limited accuracy and the lack of applicability in the service
condition. The latter is significant, as it is advisable to check the alignment of the shafting system
whilst the machinery is hot.

The optical sighting or laser sighting method is more accurate than the gap and sag method. It uses
high-quality sighting equipment and is generally used before the shafts are installed and coupled
up. Optical sighting is often used to establish the reference line and the position of the engine
supports and for determining how to bore the stern tube. Alignment and verification follows by
means of the gap and sag method and final alignment control by the jacking and/or strain gauge
method.

The jacking method lifts the shaft line clear of each bearing in turn by means of a hydraulic jack
and calibrated load cell. The shaft is lifted in steps, whilst deflections are recorded on a dial gauge
and plotted against the applied load. This method uses simple equipment and is employed when
the shaft line is coupled up, ready for operation. However, it is not suitable for the control of
horizontal alignment and the yard may need to arrange for special supports for the jacks. Finally,
as the jacks have to be positioned beside the bearings, adjustments have to be made to the relevant
calculations to evaluate the true bearing load.

The strain gauge method requires a combination of computation and strain measurements. If a shaft
line rests on a number of bearings, a theoretical distribution of bending stress may be calculated.
If the bending stresses, determined from the measured strains at an appropriate number of stations,
deviate from the theoretical, this is taken to be caused by an alignment that differs from the
theoretical straight-line case. Using the strain gauge method, both the horizontal and the vertical
direction may be controlled. Loads on normally inaccessible bearings can sometimes be
determined. Readings can easily be taken after the gauges are fitted, and the effects of oil film
 formation and propeller thrust may be studied. The disadvantages are that the method requires the
skilled fitting and operation of strain gauges and suitable data acquisition and analysis software
and time is required for calculations after taking the strain readings.

3. Engine Foundation

The main engine seating are in general integral with this double bottom structure, and
the inner bottom in way of the engine foundation has a substantially increased thickness
of about 40mm and is continuous to the thrust block seating.– In the machinery spaces,
forces of pulsating nature are transmitted through the structure due to the general out of
balance forces of machinery parts, so additional transverse flows and longitudinal
intercostal side girder are provided to support the machinery effectively and to ensure
rigidity of the structure.

Often the machinery is built up on seating forming longitudinal bearers which are
supported transverse by tripping brackets in line with the double bottom floors, the
longitudinal bearers being in line with the double bottom side girders. Boiler bearers are
similarly fabricated with support from transverse bracket and longitudinal members.

In motor ships, where a drain tank is required under the machinery, a cofferdam is fitted
giving access to the holding down bolts and isolating the drain tank from the remainder of
the double bottom tanks. Additional longitudinal girders are fitted in way of heavy
auxiliary machinery such as generator.
 Transverse members include frames, floors and web frames. The important parameters
which define frames are spacing and scantlings (web thickness and depth, flange thickness
and depth). The side shell can be assumed to be attached to each frame providing an
effective breadth based on any acceptable. Web frames can have a rather complex
geometry, particularly towards the ship ends, and as such cannot easily be defined by a
small set of parameters. Floors can essentially be defined by the average thickness and the
location, or the number if of frame spacing’s separating them, assuming a uniform spacing
is used throughout the machinery spaces.

Longitudinal members essentially include the bottom centre girder, bottom side girders
and stringers. The centre girder can be defined by the depth d and thickness tc. The side
girders have in general the same depth as the centre girder, so that the main parameters are
the number, location and thickness of its. In addition, bottom girders can be stiffened in
order to prevent side way or instabilities, and this obviously makes the structure’s
description more complex.

The inner bottom is also a fairly complex structure if all the structural details and
stiffening members are taken into account. The problem is simplified here by defining it
only in terms of the thickness it, and assuming that the stiffening members such as beams
and longitudinal can be associated to frames and bottom girders, respectively. Intermediate
decks and bulkheads cannot be treated in detailing any simple mode. The intermediate
decks essentially provide lateral support to the side shell, so that the important factor are
the number and location in the vertical direction, say height above the inner bottom.
Similarly, the longitudinal bulkheads provide support to the bottom shell and decks and as
such can be characterized in tens Of number and 10cationin the horizontal direction, say
distance to the centerline. Transverse bulkheads need not be considered here since, in
general, they are only used at the forward and after ends of the machinery space.