Main Engine Oil Sump Level Rising?

What Action would you take in the event of the Main Engine Oil Sump Level Rising? 

  What could be the Problem and how would you fix it?

The action to be taken would depend on how fast the level was rising and what was causing it to rise.

It could be due to the Lub Oil Filling Valve being left open.

But, if it were due to Water or Fuel entering the Sump, the Engine would have to be Stopped as soon as it was Safe to do so.

Tests would be carried out to tell if it were Water or Fuel.

If it were Fuel, you can normally smell this in the Oil, but a Flow Stick Test can be done.

Water has a tendency to form the colour of the Oil, depending on extent of contamination.

If it were Fuel, the most likely cause would be a faulty Injector; therefore it would be changed.

If it were Water, it could be coming from a Cracked Liner or Liner 'O' Rings, therefore possible Liner change to solve the Problem.

The Oil may have to be changed, depending on extent of Contamination, but the Lub Oil Purifier may be able to cope with it. 

GENERAL SAFETY HINTS ON BOARD 

DO NOT DEVIATE FROM ANY WRITTEN PROCEDURE OR INSTRUCTION
AS THEY ARE IN ORDER TO IMPROVE SAFETY AND PROTECT
ENVIRONMENT FROM RISK OF POLLUTION.

THE MAJORITY OF ACCIDENTS ARISE BECAUSE RECOGNIZED SAFE WORKING PRACTICES OR COMPANY PROCEDURE ARE IGNORED.

UNI FUEL SYSTEM

Uni means one.
Uni fuel means one fuel system for both generators and for main engine

Fuel Oil System
- the ‘Unifuel’ system
MAN B&W Diesel’s two-stroke low speed diesel
engines and MAN B&W Holeby four-stroke diesel
GenSets are designed to operate in accordance with
the unifuel principle, i.e. with the same fuel for both
main and auxiliary diesels.
For guidance on purchase, reference is made to ISO
8217, BS6843 and to CIMAC recommendations
regarding requirements for heavy fuel for diesel
engines, edition 1990. From these, the maximum
accepted grades are RMH 55 and K55. The
mentioned ISO and BS standards supersede BS MA
100 in which the limit is M9.
Based on our general service experience, and as a
supplement to the above-mentioned standards, we
have prepared a guiding fuel oil specification, shown
in Fig. 8. Fig. 9. Heavy fuel oil treatment concept
Density 15°C kg/m³ 991 *
Kinematic viscosity
at 100°C cSt 55
at 50°C cSt 700
Flash point °C ³60
Pour point °C 30
Carbon residue %(m/m) 22
Ash %(m/m) 0.15
Total sediment after ageing %(m/m) 0.10
Water %(v/v) 1.0
Sulphur %(m/m) 5.0
Vanadium mg/kg 600
Aluminium+ silicon mg/kg 80
Equal to ISO 8217/CIMAC - H55
* 1010 provided automatic modern clarifiers are
installed
Fig. 8. Guiding fuel oil specification
On heavy fuel oil research we have, in Copenhagen
and on board ship, run several tests with modified
injection equipment to establish a basis for experience
and confirm development within injection
equipment, fuel treatment before injection, and
emission. In 1995, a representative from MAN B&W
Diesel has been elected chairman of the CIMAC
Heavy Fuel Oil working group.
The common system covers the entire fuel oil flow
from storage tank to injection into the engine cylinders.
With regard to centrifuge recommendations, fuel oils
should always be considered as contaminated upon
delivery and should therefore be thoroughly cleaned
to remove solid as well as liquid contaminants before
use. The solid contaminants in the fuel are mainly
rust, sand, dust and refinery catalysts. Liquid contaminants
are mainly water, i.e. either fresh water or
salt water.
Impurities in the fuel can cause damage to fuel
pumps and fuel valves, and can result in increased
cylinder liner wear and deterioration of the exhaust
valve seats. Also increased fouling of gasways and
turbocharger blades may result from the use of
inadequately cleaned fuel oil.
Effective cleaning can only be ensured by using a
centrifuge.
Results from experimental work on the centrifuge
treatment of today’s residual fuel qualities have
shown that the best cleaning effect, particularly in
regard to the removal of catalytic fines, is achieved
when the centrifuges are operated in series, i.e. in
purifier/clarifier mode.
This recommendation is valid for conventional centrifuges.
For more modern types, suitable for treating
fuels with densities higher than 991 kg/m3 at 15°C, it
is recommended to follow the maker’s specific
instructions.
In view of the fact that some fuel oil standards
incorporate fuel grades without a density limit, and
also the fact that the traditional limit of 991 kg/m3 at
15°C is occasionally exceeded on actual deliveries,
some improvements in the centrifuging treatment
have been introduced to enable the treatment of
fuels with higher density.
With such equipment, adequate separation of water
and fuel can be carried out in the centrifuge, for fuels
up to a density of 1010 kg/m3 at 15°C. Therefore, this
has been selected as the density limit for new high
density fuel grades.
Thus high density fuels are fully acceptable for our
engines provided that appropriate centrifuges are
installed. They should be operated in parallel or in
series according to the centrifuge maker’s instructions

MAN B&W ENGINE

Controlled benefits

The ME engine is characterised by Low SFOC and superior perform-

ance parameters thanks to variable,electronically controlled timing of fuel

injection and exhaust valves at any engine speed and load

Appropiate fuel injection pressure and rate shaping at any engine speed

load

Flexible emission characteristics with low NOx and smokeless operation

Perfect engine balance with equalised thermal load in and between cylinders

Better acceleration in ahead and astern operation and crash stop situations

Wider operating margins in terms of speed and power combustions

Longer time between overhauls

Very low speed possible even for extended duration and Super Dead

Slow operation manoeuvring

Individually tailored operating modes during operation

Fully integrated Alpha Cylinder Lubricators, with lower cylinder oil comsumption

The ME engine design is lighter than its mechanical counterpart

MARITIME NEWS

ABS Releases Chemical Tanker e-Learning Package                                                    



ABS, a provider of maritime classification services, launched Chem-eL, a specialized training package designed to support safety and competence in chemical tanker operations. Chem-eL is a sector-specific e-learning marine product developed in accordance with the requirements stated in the International Maritime Organization's International Convention on Standards of Training, Certification and Watchkeeping for Seafarers and the relevant IMO Model Course.

Developed by ABS in cooperation with Malaysian Maritime Academy (ALAM), a subsidiary of the MISC Bhd. (MISC), Chem-eL is designed to enable shipowners in this highly specialized sector to optimize their training programs for shipboard and shore-based staff.

"MISC identified a need for an e-learning program that could be used within the MISC and Group company fleet, as well as for students at its own training facilities. Drawing on technical knowledge from within ABS, we were able to develop a curriculum that could additionally serve the wider industry," said ABS Chief Learning Officer Mark McGrath.

The package was made available to MISC headquarters in October 2012 for use across the fleet and at its maritime training institution, ALAM, to enable eight months' shipboard and shore-based testing.

David Fredrick, Malaysian Maritime Academy Chief Executive Officer, noted that, "Ensuring the required level of safety in chemical tanker operations requires a very high standard of training to support crew competence. When MISC wanted to develop a training package for use at ALAM and across the company, we knew that ABS had the technical and education expertise to support our aims and deliver a package that fulfilled our needs."

Chem-eL supports safe and compliant shipboard operations by making the necessary training resources available in a highly flexible way. Accessible online, it requires no specialized software installation. Responsive customer support, user-friendly interface and high quality graphics all enhance the learning experience.

Course topics include an introduction to chemical tank practice, chemical and physical cargo properties, hazards and hazard control design, cargo containment and handling systems, safe working practices, pollution prevention and ballast operations. Also covered are tank cleaning operations, risk management, the ship/shore interface, emergency, security and custody transfer aspects relating to carriage of liquid chemicals in bulk.

Capt. Loo Eng Chuan, MISC Senior Manager, Operations, Chemical Business Unit, said, "Chem-eL is the first program that provides step-by-step guidance to learners from basic understanding to advanced stages of chemical tanker operations and it also covers commercial aspects of chemical business."