What is the TMON?

TMON is the Tail shaft Monitering.

advantages as follows.

Purpose

To offer operators the opportunity to avoid withdrawing the tail shaft if indications show that the tail shaft and stern tube bearing and its systems are working satisfactorily.

Benefits

1. Avoids time-consuming operations during dry docking
2. Avoids the risk of damaging to the system during withdrawal
3. Reduces costs
4. Achieves an opportunity to monitor that the condition of the stern tube bearing and tail shaft are in good condition due to the system being followed up. When the system is properly implemented, the crew will be able to foresee possible damage and take preventive action

Features

This class notation is applicable to conventional propulsion systems. Tail shaft monitoring implies monitoring of the stern tube bearing, water content of the lub oil and litre lub oil refilled:

• The stern tube bearings are oil lubricated.
• A high-temperature alarm is fitted on the aft stern tube bearing.
• Where one interchangeable sensor is fitted, one spare sensor is to be stored on board.
• The setting of the stern tube high-temperature alarm should not exceed 65°C.
• The sealing rings in the stern tube sealing box must be replaceable without having to withdraw the shaft or remove the propeller.
• A system for measuring bearing wear must be fitted.
• Electrical grounding of the shafting is mandatory.
• The system must allow representative oil samples to be taken for an analysis of the oil quality under running conditions.

A written procedure for how to take oil samples is to be evaluated.

TMON gives the owner the opportunity to leave the tail shaft in position without pulling it out of the stern tube provided:

1. The technical requirements are met.
2. The TMON Record File is kept updated.
3. Oil samples are regularly analysed and found to be satisfactory by a recognised laboratory.
4. All stern tube bearing temperature values are within the manufacturer's recommended or limit values.

Reasons to fail the Tie Rods

1. Uneven  and not properly tight the tie rods.

2. Material failure.

3. Scavange fires

4. Over tight of the tie rods

5. Secondary forces are not properly balanced

6. Fluctuation of thermal load and compression loads due
    to bad weather or malfunction of fuel oil system.

What are the purposes of Tie Rods

1. It holds cylinder block, A frame and bed plate together

2. Transfer the firing and compression pressures (tensile  stresses) to the bed plate.

3.The tensile stresses which creating  during compression and firing may cause fatigue failure
    of engine component, which eliminate by the tie rods.

3. Because of  it fitted close to crank shaft, prevent bending of transverse girders.

SULZER BIGEST ENGINE

T he Colombo Dockyard launched a 400 Passenger cum 250 Ton Cargo Vessel 'MV Corals'

Friday, November 15, 2013

T he Colombo Dockyard launched a 400 Passenger cum 250 Ton Cargo Vessel 'MV Corals'

CREDIT- NEWS.LK
T he Colombo Dockyard launched a 400 Passenger cum 250 Ton Cargo Vessel 'MV Corals' Thursday, built for the Union Territory of Lakshadweep Administration, Government of India. Shri J. Ashok Kumar Secretary PSA — UTLA took part in the launch. This is the first of two vessels being built.

The launching ceremony was attended to by Shri P. Migdad, Director PSA-UTLA, Capt. Venunath PMS LDCL, Shri B.P. Rai Vice President SB-SCI, Shri. B. Chakravarty General Manager TS&SB-Sd, Ms. V. Lalitha Devi DM- Sd, Shri Manish Counselor - Economic & Commercial of the Indian High Commission.

The vessel is designed by world renowned ship design company, Global Maritime Brevik AS of Norway (formerly known as GL Noble Denton/ Brevik Engineering) and the detailed design engineering is performed by Neilsoft Ltd of India. This cooperation enabled the convergence of specialists in their respective fields to achieve the best design solutions and Colombo Dockyard performed the arduous task of product realization.

The vessel is dually classed meeting class rules of Lloyds Register of Shipping and Indian Register of Shipping and statutory rules applicable for a vessel of this type.

The Passengers will have different categories of accommodation. There will be 10 first class, 40 second class and 350 normal class passenger transportation facilities. All passenger compartments shall be fully air conditioned using an air conditioning system consisting of central air handling unit and refrigerating plant, designed on the basis of environment friendly refrigerant chilled water system.

The Vessel is to be manned by a crew of 69 who will also be provided with comfortable and elegant living quarters matching the world standards available on a vessel of this class.

To know about the wartsila

To know about the wartsila
visit


http://www.wartsila.com/en/Home

Ship control system leading supliers

Lyngsø Marine are one of the worlds leading suppliers of advanced marine automation equipment, marketed under the Stella® brand name. Founded in the 1950s, Lyngsø have installed over 6,800 systems worldwide and boast an impressive knowledge and expertise that is unrivalled in their market sector.
Lyngsø have an impressive in-house R&D department dedicated to ensuring that their Stella systems incorporate state of the art technologies to remain at the head of their field. Their extensive product range includes Stella 2100 automation systems that cover alarm and control systems, and main engine control systems. Lyngsø automation systems cover many different applications from fully integrated ship control systems to small stand-alone alarm systems.

Stella 2100 automation systems

Lyngsø's Stella automation systems are based upon modular units connected by a duplicated high-speed network which provides read out parameters and machinery control anywhere on a ship. Stella systems are flexible in their use and can be used with new installations and retrofits.

Alarm and control systems for shipping applications

Lyngsø have developed a range of alarm and control systems that can meet almost all needs, these include:

• UMS 2100 universal monitoring system: used for alarm monitoring of ship machinery and navigation instruments; UMS and Watch One notation is achieved through the use of intelligent alarm panels in the accommodation areas and on the bridge
• UCS 2100 universal monitoring and control system: combines alarm and control functions using distributed computers with several subsystems to meet the vessel requirements in a cost effective manner
• CMS 2100 reefer container monitoring system: monitoring and logging of reefer alarms and events is carried out through the electric power supply to the container onboard or ashore
• Naval platform control system: control and surveillance system for naval vessels enabling full control of the platform to be taken on the bridge or in the machinery control room through a fully duplicated set of operator stations with full colour graphic visual display units

Main engine control systems

• DMS 2100 diesel manoeuvring system: a complete bridge control system which supports two-stroke engines with fixed pitch propeller, including MAN B&W and Wärtsilä NSD; the system offers fully automatic remote control of the main engine from bridge and engine control room
• DPS 2100 diesel protection system: provides the stand-alone engine safety system for emergency shutdown or automatic power reduction to protect the propulsion system against damage
• EGS 2000 electronic governor system: for accurate control of the speed of large two-stroke diesel engines in a fuel efficient manner, even at low RPMs; provides automatic overspeed prevention in heavy seas through an automatic operating mode selection
• PCS 2100 propulsion control system: offers integrated machinery control and monitoring in a simple and easy-to-use fashion; the modular system is tailored to suit the vessel combinations of engines, propellers, clutches and control positions