8.

Describe EIGHT actions to be taken by the relieving Engineer

Officer of the Watch before taking charge of the watch.

 Wear Proper PPE.

 Check Engine Room Log Book.
 Read C/E instruction and sign.
 Take round from top to bottom of the engine room.
 Take round of external machinery space ie. Steering Room, Battery
Room, Emergency Generator Room, A.C. Room.
 Check water level of Expansion Tank.
 Check temperature and pressure of all machinery.
 Check oil level of all the tank.
 Check FFA, EEBD. All should be at place and secured.
 Emergency escape route should be clear and lighting all in good
working condition.
 Check all bilge level empty.
 If any doubt, Discuss with handing over watch keeper,.

1. Describe the procedure for taking over an engine room watch.

 Check the funnel emissions. White smoke, black smoke, steam or

sparks.
 Check steering gear and fridge flats.
 Enter the engine room from the top. Do not use the lift.
 Check cooling water header tank.
 Check main engine cooling water returns and temperatures.
 Check piston cooling water returns and temperatures.
 Listen for any unusual noises.
  Check turbocharger oil levels
 Check observation tank for signs of oil.
 Check mist detector.
 Check condition of bilges.
 Check purifier flat and condition of the fuel oil tanks. i.e. full, empty
temperature, Drain of water.
 Enter control room. check log book and note any irregularities.
 Confirm the condition of the electrical supply equipment. .Hoy many
alternators on load, amount of load on the board, Earth faults, Stand by
machines.
 Read any current standing orders.
 The duty engineer should then inform the engineer taking over the
watch of any abnormal operating conditions which have occurred
during the watch. Any orders from the Bridge. Recorded in the log book
should be pointed out. Any repairs should be reported together with
information on any machinery that
 Has been dismantled. The presence of any other members of ship's
staff in the engine room e.g.
 Day workers should be reported.

33. Describe the procedure for preparing a main engine, from cold, for a
sea service.

1. Before a large diesel engine is started it must be warmed through by

circulating hot water through the jackets etc. This will enable the various
engine parts to expand in relation to one another and allow the engine
load to be increased sooner rather than later.
2. The lubricating oi1 should also be heated and circulated around the
bearings etc. and the piston if oil cooled. The various return pipes on
both the water and oil systems should be checked to ensure no blockages
and the return temperatures should be monitored.
 3. The various supply tanks, filter, valves and drains are all to be
checked and opened or closed as required.
4. All control equipment alarms etc. should be examined for correct
operation.
5. The indicator cocks should be open and the turning gear engaged and
started to ensure that there is no water present in the cylinders. If any
water issues further investigation can be carried out to ascertain the
cause.
6. All oil levels should be checked i.e. sump turbochargers governors
etc.
7. The fuel oil system can be lined up and circulated with hot fuel.
8. Any scavenge blowers if manually operated, should be started.
9. Manually operate the cylinder lubricators.
10. The turning gear should be removed and the engine blown over on air
before closing the indicator cocks.
11. The engine is now available for stand by.

36. List with reasons, EIGHT areas or items which should be checked by
the duty engineer before taking over the watch

1. Boiler spaces
2. Steering gear area
3. Generator area
4. Main engine
 5. Sewage plant
6. Purifier room
7. Bilges
8. All fire fighting equipments and emergency escape route.
9. Control room (the Log Book, Chief Engineer standing order book, any
abnormal duties discussed with reliving engineer.

109. With reference to the pre-sailing test on a ship’s steering gear, list
EIGHT functions of machinery or control system whose operation
should be tested.

1. Operation of main steering gear.

2. Operation of auxiliary steering gear or use of the second pump which
acts as an auxiliary.
3. Operation of the Remote Control system from the main bridge steering
positions.
4. Operation of steering gear using the emergency power supply.
5. Check rudder angel indicator reading with respect to the actual rudder
angle.
6. The alarms fitted to the remote control system.
7. Steering gear power unit failure alarm.
8. Steering gear header tank level.

104. Describe the procedure to be observed when taking over the

responsibility for the engine room on a ship that is operating under
Unmanned Machinery Space conditions.
  Ensure all FO, LO and fresh water tanks, Sump are adequately full.
 Bilges are dry and high level alarms operational.
 Smoke and fire sensors are operational.
 Emergency generator is on standby.
 Stopped diesel generators are on standby.
 All standby pumps and machinery systems are on auto start position.
 All strainers and filters of running and standby machinery are cleaned.
 All parameters are within normal range.
 All alarms and safety cut-outs are operational.
 All drain tanks are empty.
 Loose tens are secured.
 All piping systems are tight and not temporarily repaired.
 Workshop welding machine plug is removed.
 Acetylene and Oxygen cylinder valves closed and hoses are
disconnected.
 Engine room and Steering Gear compartment watertight doors are shut.
 All fire fighting appliances and EEBD are in proper place and good
working condition.
 Watch keeper control switched to Duty Engineer’s cabin.
 Main Engine on Bridge control and Duty Officer is informed of
commencement time of UMS.
 Duty Officer should be aware of location of Duty Engineer.

89. As an Engineer Officer of the Watch list EIGHT (8) reasons for
calling the Chief Engineer Officer.

1. Main Engine Problem.

2. Scavenge Fire.
3. Flooding.
4. Major Oil Spill.
5. Governor Heating.
6. Black Out.
 7. Engine Room Fire.
8. Oil Mist Detector Alarm.
9. Boiler Low Water Trip.
10. Any casualty due to accident.
11. Steering Gear System Failure.
12. Black Out

93. A. State four legal documents which are found in the Engine Room.

Legal document which are found in the engine room:

1. Oil Record Book Part - I.
2. Engine Log Book.
3. Chief Engineer’s Night Order Book.
4. Engine Room Tank’s Sounding Book.
5. ISM Check List File.
6. Engine Room Safety Routine file.
7. Work Permit File.
8. Lifting Gear Record File.
9. Machinery Running Hours Record File.
10. Work and Rest Hour File.
11. PMS (Planned Maintenance Schedule) and Spare Inventory file.

99. A. State the different engine room records that are kept.

 Log Book.
 Bell Book.
 Oil Record Book.
 Saturday Routine Record Book.
 C/E Standing Order Book.
 C/E Night Order Book.
 Work and Rest Hours Record Book.
  Safety Equipments Record Book.
 LSA and FFA Records Book.

B. Explain the reasons for the important of these records.

i. For maintaining the machinery in proper working condition at all the

time.
ii. To reduce the break down maintenance.
iii. To provide correct reports to the port state control and vetting inspector.
iv. For the safe operation of the ship, machinery and personnel.
v. To provide information of the events occurred in past to the next joining
crew.
vi. To save the marine environment from any accidental pollution.

C. State the frequency with which the records are updated.

 All tank sounding, Engine Room Log Book, Oil Record Book, Work
and Rest Hours should be updated daily.
 Safety equipments records should be updated weekly.
 Alarm and trips records of the machinery should be updated monthly.
 FFA and LSA equipments records should be maintained monthly.
 Some typical LSA equipments like Life Boat, Rescue Boat operation
records should maintain quarterly.

B. State the procedure to be carried out if you found no one in the

engine room when taking over a watch.

Before Entering in the Engine Room

  Inform Bridge.
 Activate Dead man Alarm.

After Entering the Engine Room

 Inform C/E about the present situation.

 Read the C/E standing order.
 Check the engine room log book parameters of previous watch.
 Check for notice left by the previous duty engineer of the watch on
notice board, if any.
 Take proper round of the engine room checking of any leakages and
machinery parameters.
 Keep on resetting the dead man alarm before its preset time.
 Once all is OK, inform C/E.

34. Describe the routine watch keeping duties carried out in the steering
flat.

Watch keeping duties in Steering Flat:

 Check the direct communication between bridge and steering room.

 Check oil level in tanks.
 Check grease on rudder carrier bearing.
 Check standby motor on ‘Auto’ mode.
 Check for any oil or water leakage.
 Check steering gear room bilge well.
 Check fire extinguisher and EEBD are at place and secure.
 Check floor gratings are on its place.
 Check for any abnormal noise and vibration.
  Check steering gear exhaust blower on.

15. A. State FOUR actions the Engineer Officer of the Watch would take
on discovering a small oil fire in the engine room bilge.

 Raise the alarm.

 Inform bridge.
 Use the nearest fire extinguisher and try to extinguish the fire.
 Find out the cause and rectify it.
 Make sure that the fire will not reignite again.

B. State Four good watch keeping practices that can help prevent such
fires mentioned in question A from occurring.

 Make sure that no oily rags left over the day and keep the bilges free
from oil.
 Make sure that no naked lights on bilges and intrinsically safe.
 All sounding pipes from DB tank inside the machinery space should
be always capped and it should have automatically closed system (either
spring loader or weight lifted).

16. With reference to the testing of a ship’s steering gear prior to

departure, list Eight items of machinery or control systems whose
operation must be tested.
 1. Operation of main steering gear.
2. Operation of auxiliary steering gear or use of the second pump which
acts as an auxiliary.
3. Operation of the Remote Control system from the main bridge steering
positions.
4. Operation of steering gear using the emergency power supply.
5. Check rudder angel indicator reading with respect to the actual rudder
angle.
6. The alarms fitted to the remote control system.
7. Steering gear power unit failure alarm.
8. Steering gear header tank level.

42. Describe the procedure for testing the ship’s steering gear and
associated equipment prior to departure from port.

Procedure for testing the ship’s steering gear and associated equipment
prior to departure from port:

 Check for oil leaks.

 Check for loose linkages, pins etc.
 Run pump individually 30-35 degree in 28 second.
 Check standby pump power supply.
 Standby pump should be on when running power failure.
 Check lubricating oil tank level and low level alarm.
 Steering gear angle and helmsman angle should be matched.
 Check communication between bridge and steering gear room.
 Check emergency steering.

19. List EIGHT action to be taken by the Engineer Officer of the Watch to
ensure safe passage of the vessel through an area of heavy weather.
  Make sure that no loose items in the engine room, every thing should
be secured.
 Maintain the oil tanks level and make sure that no water or sludge of
service tanks.
 Air bottle must be pressurised.
 Deck plating must be clean and free from oil .
 Check the standby machinery should be ready and in auto mode.
 M/E and A/E sumps level should not be minimum.
 Check that low sea suction should be open.
 Keep standby filter for all F.O. and L.O. line.
 Check that water tight doors are kept closed.

22. The water level in the engine room bilge is rising faster than can be
contained by the bilge pump
A. Describe the immediate action that the Engineer Officer of the
Watch should take.

 Inform the bridge, Chief Engineer, raise the general alarm and summon
for assistance.
 Set the line for Emergency Bilge Injection System.
 Start the pump and check whether level of bilges is reducing or not.
 Once make sure that bilge injection system is working effectively, try
to locate the leakage and temporarily arrest it to minimise or stop
increasing of water.
 Monitor the level of water and as the water is reducing in bilges, open
the sea suction valve, so that pump will not loose suction.
 Once confirm that all water has been removed and there is no further
leakage, stop the pump and close the valve.
  Enter in Oil Record Book the operation carried out stating the reasons,
Start and End Time.

B. What features are provided in the engine room pumping systems to

deal with the situation outlined in question (a).

There is provision of Emergency Bilge Injection System to pump out

Engine Room bilges directly overboard in event of emergency such as
flooding.

25. With reference to the disposal of bilge water from the machinery
spaces:

A. Explain when it is not permissible to discharge the bilge water

overboard, even via an oily water separator.

It is not permissible to discharge the bilge water overboard, even via an oily
water separator

 When the vessel is not en-route.

 If oil content in water is more then 15 PPM.
 In special area (Antarctic).
 Bilges should not originate from cargo pump room.

B. State the maximum permissible oil content of the overboard

discharge.
 15 PPM.
C. Identify the document to be completed and state by whom, follow
such an operation.
Every operation should be entered in Oil Record Book.
Completed operation should be filled by officer or officers in charge of the
operation concern and each completed page shall be signed by the Master..

30. As the Engineer Officer of the watch, explain how to safety carry out
the complete bunkering operation of the ship.

 Bunker plan complete.

 Check onboard communication satisfactory.
 Overflow tank empty.
 Deck scupper and drip tray plugged.
 No smoking notice and SOPEP equipment positioned.
 Barge mooring secured.
 Hose connected and sealed securely.
 Red flag or light at mast head.
 Check communication with barge satisfactory.
 Check barge paper work for grade, temperature and density.
 Confirm the pumping rate.
 All appropriate filling valves are opened.
 Open manifold valve.
 Take sounding periodically.
 Once bunker is completed, take final sounding and keep the bunker
sample at designated place.
47. As Engineer Officer of the Watch, state the precaution to be taken
against spillage, when taking bunkers.

 All scupper on main deck and oil drip tray should be closed.
 All F.O. Tanks vent should be cleared (should not struck of non return
valve).
 Should keep SOPEP nearest to the bunker point.
 Communication between ship and bunker barge should be clear.
 Bunker hose should be lashed properly.
 Should be maintain the bunker filling pressure.
 Frequently check the sounding of the bunker tanks.
 All personnel should know their duties in case of oil spillage.
 Emergency stop signal between ship and bunker barge should be know
in case of oil spillage.

23. Describe the conditions that must be satisfied before paralleling an a.c.
generator with the main electrical switchboard. For each condition
described explain how it is achieved.

For paralleling an a.c. generator three condition has to be satisfied:

Frequency of generator same as bus bar frequency.
Frequency of the generator is controlled by speed control lever which
controls the governor thus maintaining equal frequency with the bus bar
frequency.

Voltage has to be same.

 Voltage is controlled by AVR ie. Automatic Voltage Regulator is
automatically regulates the exciter field current thus comparing the
generator terminal set voltage ie. 440 V.

In phase.
To ensure machines are in same phase, Synchroscope is a device which
monitors the incoming machine phase and breaker is closed as needle
reaches 5 min before 12’O clock.

38. Describe the procedure for running up and paralleling an alternator

onto the board.

 Change the switch from auto to manual mode on switchboard for

generator that is to be run.
 Check all oil levels, expansion tank level, and drain the starting air line.
 Open the indicator cocks and bar the engine with starting air line v/v
shut and lubricating oil priming pump running.
 Change the position of lever from run to stop and keep turning bar in
proper position.
 Open air starting line v/v and blow through the engine on air. Make sure
no fluids are coming from indicator cocks.
 Close the indicator cocks, move the lever to run position and start the
engine.
 Check all parameters for correct pressure and temperature.

80. Describe how to manually couple a second auxiliary generator to the

main switchboard and balance out the load.
  Check All parameters of incoming generator are adequate.
 Put the selector switch to incoming generator.
 Check the frequency should be same as bus-bar frequency.
 Check the voltage should be same as bus-bar voltage.
 Use synchroscope to see that voltage are in phase.
 Synchroscope pointer should rotate slowly in clockwise direction.
 When the pointer is five minute to twelve, close the ACB of incoming
generator.
 Switch off the synchroscope.
 To share the lode equally, raise the governor (Speed Control) of
incoming generator and lower the running generator simultaneously
until both the generators are sharing equal load.
 Check again all parameters for both generators.

3. Describe how to manually couple a second auxiliary generator to the

main switchboard and balance out the load.

 Check that all parameters of incoming generator are adequate.

 Put the selector switch to incoming generator.
 Check the frequency should be same as bus bar frequency.
 Check the voltage should be same as bus bar voltage.
 Use synchroscope to see that voltage are in phase.
 Synchroscope pointer should rotate slowly in clockwise direction.
 when the pointer is five minute to twelve, close the ACB of incoming
generator.
 Switch off the synchroscope.
 To share the load equally, raise the governor (speed control) of incoming
generator and lower the running generator simultaneously until both the
generators are share the equal load.
 Check again all the parameters for both the generator.
87. A large diesel a.c. generator currently in service is due for a routine
overhaul. As Engineer Officer of the Watch, explain the precautions to
be taken:

A. When taking the a.c. generator off electrical load.

When taking the a.c. generator off electrical load:

 Inform the Bridge, C/E and officer of the watch.

 Make sure that running generator has adequate load capacity to take load
from that generator which is to be off load, or,
 Start the other standby generator and take it on load.
 If possible try to reduce loads by switching off the machine whine are
not essentials and put a notice.
 Once sure that loads are being shared equally by generators.
 Off the generator and open the ACB.

B. When isolating the machine in order that work may be carried out.

When isolating the machine in order that work may be safety carried out:

 Do risk assessment and follow isolation procedure by checklist.

 At the switchboard take out the generator from standby mode.
 Tag and lock the system and display warning notice.
 At the generator platform, put the fuel lever to stop position.
 Shut the air starting line v/v and keep the drain v/v open.
43. Describe the procedure for starting an air compressor in the manual
mode.

 Change switch to manual mode.

 Check the L.O. Sump Level.
 Ensure that the inter stage drains and unloader are open.
 Open Compressor discharge valve.
 Open Air bottle filling valve.
 Open cooling water system.
 Turn the compressor flywheel by hand ( check for its freeness).
 Start the motor, after draining close the Drain and Unloader valve.
 Check the pressure and temperature readings.
 Once air bottle will full with required pressure, open Drain and
Unloader valve.
 Stop the compressor.

46. A. Outline the information which should be entered in the Oil

Record Book.

Following information should be entered after any operation has been

carried out:

 Date of operation.
 Operational code.
 Item Number.
 Position of ship.
 Start and finished time.
 Total quantity discharge or disposal off in cubic meter.
 Identification of tank.
 Capacity of tank.
 Operation should be entered:

 Oily water separator operation.

 Bunker of Fuel or Lubricating oil.
 Incinerated sludge.
 Sludge disposal to shore connection.
 Tank to tank transfer.

B. Outline the conditions which must be complied with for the

discharge of oily water from machinery spaces.

 Vessel should be reroute.

 Overboard water should be 15 PPM.
 Should not be in special area (Antarctic Sea).
 Should have certify Oily Water Separator.

50. State EIGHT actions the Engineer Officer of the Watch would take on
discovering unexpected high level bilge in both port and starboard
bilge wells.

 Take initial sounding of bilge tank.

 Start the bilge pump and pump into the bilge holding tank.
 Check the cause for raising the bilges.
 If it is small leakage, try to rectify it.
 If it is major leakage, Inform the bridge, Chief Engineer, raise the
general alarm and summon for assistance.
 Set the line for Emergency Bilge Injection System.
 Start the pump and check whether level of bilges is reducing or not.
  Once make sure that bilge injection system is working effectively,
try to locate the leakage and temporarily arrest it to minimise or stop
increasing of water.
 Monitor the level of water and as the water is reducing in bilges,
open the sea suction valve, so that pump will not loose suction.
 Once confirm that all water has been removed and there is no
further leakage, stop the pump and close the valve.
 Enter in Oil Record Book the operation carried out stating the
reasons, Start and End Time.

58. A. As Engineer Officer of the Watch explain the safety issues to be

considered when large quantities of fuel oil are transferred from the
double bottoms to storage tanks at a higher level in the ship.

 Inform Bridge, Chief Engineer and Chief Officer

 Make sure, ships stability is not going to be affected adversely due to
transfer of oil.
 It doesn’t produce a negative GM.
 Use Walkie Talkies and maintain communication between Bridge duty
Officer, Chief Engineer and Chief Officer.
 Plan the quantity of fuel oil that is to be transfer.
 Take Sounding of the tanks and check all save all and trays are plugged.
 Keep SOPEP equipments and fire fighting appliances ready.
 Set the line and see that only suction valve of double bottom tank and
discharge valve of the respective tank which is to be filled is open and
rest all valves are closed and place a tag on them.
 Double check the all valve and check that every thing is ok.
 Before starting the transfer pump, inform Duty Officer, C/E and C/O
that transfer is going to be started.
 Once order are received, start the transfer pump and check the pump
pressure.
 Check the sounding of double bottom tank as well the tank which is
filling.
 Once sure that oil is being transfer to the right tank, inform C/E.
 B. State who should be informed before commencement of the fuel oil
transfer.
Chief Engineer and Chief Officer.

C. State the document to be used after the transfer of fuel oil in Q (a).
Oil Record Book.
60. A. State four conditions to be complied with before the discharge of oily
water from machinery spaces.

 Inform bridge, C/E, asked permission, position of vessel.

 Vessel should be en-route.
 Oily water should be passed through approved oily water separator and
oil content monitor with 15 PPM.
 If oil content exceeds 15 PPM there should be an alarm system and
discharge overboard should be automatically stopped.
 Discharge is prohibited in special areas ( Antarctica).
 Bilges should not originate from cargo pump rooms.

116. A. If no testing equipment was available. Explain how the

condition of lubricating oil could be assessed onboard.

If no test equipment is available onboard, lubricating oil conditions can be

determined by few simple tests:
  Crackle Test For Water: This is where a simple of lub oil is taken and
place in test tube, the test tube is then heated, any water droplets will
make a crackling noise due to the formation of bubbles. This will detect
only small amount of water. For large amount of water, a simple settling
test can be used.

 TBN: TBN can be tested by placing a drop of indicator solution on to

blotting paper. This being followed by drop of sample lub oil in the
contact of blotting paper. A colour change should take place around the
surrounding area of the drop ie. The colour red shows acid in present,
green/blue show alkaline presence.

B. Describe three tests for lubricating oil.

Three types of onboard test for lubricating oil are

 The flow stick test – To test viscosity of lub oil.

 % water in oil test – To test water in oil.
 Microbiological degradation of oil test – To test any infestation of
Microbiological organism in
lub oil
1. Enumerate the important action to be taken by the engineer officer of
the watch in the event of an alarm condition activated on the oil mist
detector.

1. Inform bridge and C/E.

2. Reduce speed and stop (stop aux blower)
3. Evacuate from the engine room
4. Let them cool down it self at least 30 mints
 5. Keep fire fighting equipments ready
6. Open indicator cock and engage the turning gear
7. increase the cylinder lubrication (to prevent the piston seizer)
8. Open crankcase door, follow the safe entry procedure.
9. Check any white metal or hot spot from the crankcase.

2. State the action to be taken by the engineer officer of the watch, to

prepare a main propulsion diesel engine plant from cold condition to
that of a condition ready for manoeuvring.

1. Start L.O. Purifier warm up the system.

2. Start ME L.O PUMP circulation warm up the lubricating parts.
3. Line up J.W system; start me JCW pump circulation through the pre
Heater to warm up at 60* cent for minimum 6hrs.
4. Start F.O system, maintained the temp to warm up.
5. Check all F.O., L.O. tanks level and drain water.
6. Open indicator cocks and engage turning gear.
7. Turn the engine on turning gear while operating cylinder lubricator
manually.
8. Disengage the turning gear.
9. Ensure air compressor on auto mode and drain the air bottle.
10. Open air starting valve, and auto air starting valve.
11. Inform bridge and telegraph test carried out.
12. Blow through the engine ensure there is any fluids coming from the
Indicator cock and close the indicator cock.
13. Try out engine both ahead and astern direction.
14. Inform bride that the engine is ready for manoeuvring.

6. With reference to Shutting down a main propulsion diesel engine

plant, after a deep voyage:
A. State the action to be taken by the Engineer Officer of the
Watch when transferring from Bridge Control to Engine Room
Control just prior to shut down.

 Communicate the charge of command intensions with the ECR, then

set the telegraph handle in the ECR to match the engine rpm.
 Press the command push button then engine room from the bridge.
The lamp flashes and buzzer sounds.
 The command position Bridge control lamp continues with a steady
light.
 In the ECR console, change the control position switch from Bridge
control to Engine Room control.
 The Engine Room control lamp will turn to a steady light and the
bridge control lamp will extinguish.
 The engine now can be control from the Engine Room.

B. State FOUR precaution to be taken after shutdown, in order to

ready the main engine for maintenance,

 Open indicator cocks.

 Shut the starting air valve to distributor, control air, spring air and
safety air valve.
 Engage the turning gear.
 Engine crankcase door should not be opened for 30 minutes after
shutdown and let the lubricating oil pump to be kept running to cool
down the engine.
 After 30 minutes, stop the LO pump and if all is ok, main engine is
ready for maintenance.
41. With reference to shutting down a main propulsion diesel engine plant,
after a deep sea voyage
A. State the actions to be taken by the Engineer Officer of the Watch
when transferring from Bridge Control to Engine Room Control
just prior to shut down.

1. The speed setting lever can take to 0 positions.

2. When finish with engine is given from bridge (beep sound is indication
in control room).
3. It is acknowledge in the engine control room (finish with engine push
button)
4. When the selector switch is changed from bridge control to engine
control room (indication in engine control room)
5. Note down in the bell book along with the time and date.

63. Describe the procedure to change the fuel supply of the main propulsion
engine from high viscosity fuel to low viscosity fuel such as gas oil for
manoeuvring purposes.

The method of changing over from HFO to DO will vary from vessel to vessel but a
common method is the use of a mixing chamber where-by the viscosity of the fuel is
"sensed" by the viscometer and the heat is automatically removed from the heater as
the DO filters through the system on its wav to the fuel oil rail to cool gradually and
prevent the shock to the materials of the engine block etc.
Fuel supplied to motor vessels is usually of the high viscosity type. This kind of fuel is
a blend of low-viscosity distillate and high viscosity residual oils. The bunker supplier
has tables which give the proportional amounts of each kind of oil required to obtain
some specified viscosity. After the proportions have been established the blend is
produced by using two pumps arranged to discharge into a common pipe. The size of
the pipe is such that turbulent flow takes place and the two types of oil become will
mixed. The speed of the two pumps is set so that the proportion of each kind of oil
passing into the common discharge is maintained correctly. Distillates from one crude
stock type do not always blend well with residuals from another. This occurs when the
smaller part is not soluble in the larger part. If incompatible oils are used to produce a
blended fuel precipitation will occur. This shows itself in the operation of the
centrifugal purifiers which quickly fill with asphaltic material and extreme difficulty
may be experienced in maintaining an adequate throughput of fuel through the purifier
for the requirements of the engine. This problem is well known to fuel oil suppliers
and they take every care to blend compatible types of fuel. Normally fuels from
different sources should not be mixed aboard ship. A blend that is compatible in itself
may not be compatible with a blend from another origin and precipitation may occur.