“AZƏRBAYCAN XƏZƏR DƏNİZ GƏMİÇİLİYİ” QSC

AZƏRBAYCAN DÖVLƏT DƏNİZ AKADEMİYASI

Kafedra: “Gəmi energetik qurğuları”

Fənn: “Gəmi təmiri texnologiyası və texniki xidmət”

SHIP REPAIR TECHNOLOGY AND MAINTENANCE

LECTURES

Müəllim: Məmmədov S.

BAKI – 2024
 Lecture № 1
Ship repair technology and organization of [Link] for
repair.
The ship and its elements are subject to wear and tear, when wear reaches a
certain level the ship loses operational reliability.
The purpose of ship repair is to restore worn-out and corroded elements of hull
elements, ship mechanisms, systems and structures, and equipment, thus ensuring
reliable operation of the ship.
The subject of ship repair is the study of the causes of ship wear and prevention
methods, solving the problems of restoration of worn and corroded structures,
parts, components with minimum cost and time from the organizational and
technical point of view.

Maintenance - production, organizational and scientific and technical activities of

the crews, enterprises and structural subdivisions of "ASCO", providing effective
operation of the fleet and maintenance of vessels in normal technical condition
with minimum consumption of labor, funds, time and materials.

Technical operation consists of 3 parts: technical use, maintenance and

repair
Technical use- is the direct use of the vessel for its intended purpose and to
perform it according to the specifications of the project.
Technical maintenance - ensuring continuous technical preparation of the
ship for work during operation, at this time control of both individual technical
means and technical condition of the ship as a whole is carried out. For example,
checking the distance between connected parts and components, identifying and
eliminating defects in technical facilities and hull structures (if possible without
taking the ship out of operation, during operation), replacing extremely worn parts,
etc. If it is impossible to eliminate defects found during maintenance (not of great
volume) during operation of the ship, it should be taken out of service in a planned
manner and for a short period of time.
Repairs- should provide restoration of partially or completely lost repair and
construction qualities of a ship or its technical facilities.
The technical condition of ships, the amount of work to be done and the cost of this
repair, as well as the periodicity of ship stops for factory repair are to some extent
related to the level of technical use and maintenance. the ship sooner or later stops
maintenance costs will also go down.
 Control of the ship's technical condition.

Control of the technical condition of the ship is carried out by classification

societies. (This is the Russian Maritime Register of Shipping). This is the
organization that carries out technical control over the ship's building and operation
in Azerbaijan.
.
Then annual, unscheduled and Dock inspections are carried out for the
purpose of technical control of ships, after which the documents confirming the
vessel's suitability for operation are issued - the certificate of seaworthiness for one
year and the classification certificate for five years.

Regular (five-year), annual, unscheduled, dock surveys.

Ship (vessel) repair - a set of works to restore the serviceable or operational
condition of the ship, vessel or their components (equipment, mechanisms,
armament, etc.).

Contents:
1 Types of repairs.
1.1 Emergency repair
1.2 Warranty repair
1.3 Dock repairs
1.4 Inter-trip overhaul
1.5 Navigational repair
1.6 Preventive maintenance
1.7 Midlife repair
1.8 Running repair
2 Notes
3 References

Types of repair
Emergency repairs
Emergency repairs are carried out to remedy the cause and effect of damage caused
by an accident. The extent and complexity of the work depends on whether it can
be carried out by repair shops, a repair facility or the ship's personnel.

Warranty repair
The warranty repair is carried out by forces and means of the manufacturer or the
executor of the repair during the warranty period to restore the properties of the
ship to the values established in the normative and technical documentation for the
construction or repair.

Dock repairs
Dock repairs are performed on the underwater part of the ship in the dock or on the
slip, in this case the hull protectors against corrosion and fouling are restored, the
necessary inspections and inspections are made, and the defects of the underwater
part of the hull, propulsion/steering system, bottom/board equipment and other
parts of the underwater part of the hull which cannot be repaired afloat are
eliminated. Carried out by forces and means of shipyards, workshops with the
involvement of ship personnel.

Inter-trip overhaul
Inter-trip repairs are performed between long cruises to restore the combat
readiness of the ship, eliminate failures and damage detected during the trip, as
well as to conduct scheduled repairs. This type of repair, as a rule, is carried out by
ship workshops of the compounds and personnel of the ship with the involvement
of ship repair plants and repair enterprises of the fleet to carry out the most
complex work.

Navigational repair
Navigational repair involves routine inspections and repair or replacement of
worn-out or exhausted units and units. It is performed by the ship's personnel and
workshops with the involvement of ship-repair enterprises if necessary.

Preventive maintenance
Preventive maintenance is performed to prevent wear and tear, detect failures and
damage to the ship's components, and preventive maintenance provided for in the
operational documentation. This type of repair is performed by personnel with
involvement of ship-repair workshops for individual works.

Average repair
An average ship repair is performed to restore the ship's properties to the specified
values with the replacement and/or restoration of armament, technical means and
hull structures. It is carried out by ship repair enterprises with the involvement of
ship personnel to perform individual works.
Current repair
The purpose of current repair is to maintain the properties of the ship in the
specified limits with the replacement and (or) restoration of individual wear and
tear technical means and hull structures. Repairs are performed by ship-repair
enterprises; ship personnel may be involved in performing some work.

Preparation of ships for the factory repair is made by the customer in accordance
with the established provisions . Before the vessel is put into the shipyard, the
shipowner is obliged to put it into a condition that ensures the possibility of timely
repair start. The captain and chief engineer are responsible for the timely
preparation of the ship for repairs, quality and completeness of repair sheets. The
vessel's withdrawal from service for repair is executed by the order of the shipping
company, the vessel's delivery for repair - by the corresponding act.

Preparation of the vessel for repairs includes:

- preparation of technical documentation;
- execution of the established list of works for vessel preparation for repair.

Preparation of technical documentation begins with preparation of the primary

technical document for any type of repair - repair sheets. The sheets list the
numbers of the ship's sets and units to be repaired in accordance with the current
factory or unified price-lists of typical repair works with indication of quantity and
volume. For the works not provided for in the price lists, an ordinary list shall be
compiled. For all types of repairs separately make up sheet zero stage, docking and
repair work. Each sheet (except for the dock work sheet) contains sections of work
on hull, mechanical, electrical and radio navigation parts.

Main source materials for drawing up repair sheets are: hull and machinery
technical condition forms, certificates of inspection by Register, certificates of
inspection inspections, certificates, prescriptions and requirements of supervision
authorities, norms of allowable wear of hull elements, details of machinery, data of
inspections and observations during operation. In order to ensure that amount of
works declared in repair sheets corresponds to the necessary amount of works,
heads of departments must know the state of ship technical facilities and vessel's
hull, thoroughly register, systematize and summarize materials on wear, damages
and failures. Before drawing up a repair list on the vessel, the commanding officers
submit to the chief mechanic a list of works for their department. He makes
appropriate adjustments and compiles repair sheets for the ship as a whole.
There are the following repair methods:

1. Non-obstructed;
2. Aggregate;
3. Non-deployed;
4. Inline.

Non-unitized method of repair, which has the greatest prevalence - this is the
method in which the restored parts belong to their mechanisms. In this case, the
mechanism is disassembled, defective, repaired or replaced, kitted out and
assembled into units, and then the general assembly of the mechanism is
performed.

The advantage of this method is the minimum amount of fitting work, while the
disadvantage is its duration, since the ship is idle for repairs until all mechanisms
and systems are assembled, debugged and handed over for mooring and sea trials.

Non-aggregate repair is used for current repairs, when the scope of repair work is
small.

Aggregate repair is the method of repair, in which faulty units are replaced by new
or pre-repaired units. Under the unit is understood an assembly unit, which has the
properties of full interchangeability, such as an electric motor, gearbox, auxiliary
mechanism, the main engine of SPM, etc.
In order to implement the aggregate method, an exchange stock of appropriate
units for a group of ships of the same type is created. This is the most
advantageous repair method.

The depersonalized method is a method of repair, which does not retain affiliation
of restored component parts to a particular instance of a product (ICE).
By depersonalized repair of exchangeable stock, for example, internal combustion
engines are made in the following order, on a specialized site the engines are
disassembled, washed and defective. Part of the parts are rejected. Parts to be
repaired are anonymized and sent for repair according to established repair
dimensions. These parts include crankshafts, cylinder bushings, pistons, and
connecting rods. The crankcase and cylinder block are tried not to be dismantled.
After repair, the parts are assembled according to repair dimensions and submitted
for assembly. Thus, the engine can be repaired according to each repair dimension
(first, second, third, etc.). Further on, component and general assembly, testing
(usually bench testing) and preservation (packing) are performed.

With this method, shipboard machinery repair technology is close to engineering

plant technology. This makes it possible to change specialized repair methods,
mechanization, selective assembly. All this makes it possible to reduce labor-
intensiveness and prime cost at high quality of repair.
Flow repair is a method of repair, carried out on specialized conveyors with a
certain rhythm. Impersonal repair of ICE on specialized mechanized sites is a flow
repair method.

With regard to ship's hull structures, sectional-block repair can be distinguished.

The essence of repair is to remove the defective section of ship's hull shell with
adjacent kit by means of gas-cutting machine, and replace it with a section made in
advance according to drawings.
Application of the considered repair methods allows to significantly reduce
duration of ship's factory repair and increase efficiency of fleet operation.
 Lecture № 2
Wear and repair of hull elements, mechanisms and structures of ships.
Methods of defectoscopy

Hull service life and its good technical condition depend on operation
conditions, quality of maintenance and repair.
Deviation of technical condition of products, structures from technical conditions
as applied to ship's hull is considered as a defect.
Vessel wear and tear is determined by the degree of deterioration of its main
elements, and first of all, its hull. Wear resistance of ship component or hull
structure is their ability to resist abrasion under certain operation conditions.

Wear rate is characterized by the wear process of a part or structure and is

determined by the ratio of wear rate to the time during which this wear takes place
(for example, annual thinning of the thickness of the outer plating). Wear and
damage to hull structures occur due to: corrosion, erosion, and metal fatigue.

Metal corrosion is metal destruction caused by chemical or electrochemical

processes. As a result of corrosion, ship structures lose a number of their technical
properties. Therefore, preventive measures (painting, galvanizing, etc) are taken to
reduce chemical and electrochemical effects of corrosive environment on metal.

Ship hull structures are exposed to corrosive wear both from outside and inside.
Corrosion wear of hull structures is manifested both as uniform reduction of metal
thickness in relatively large areas and as separate shells which depth in some cases
reaches considerable part of metal thickness.

Metal of structures of all parts of the hull and superstructures to a greater or lesser
extent is exposed to conditions, which favorably influence on acceleration of
corrosion process. The most corrosive wear is exposed to: Cladding plates in the
area of variable waterline; deck decking plates in the areas of water stagnation;
bulkheads in the areas of their intersection with decks, where moisture
accumulates; bilge books; bulkheads in the bilges at the areas of intersection with
decks and platforms; boiler and engine-boiler compartments, cargo holds (when
cargoes with internal heat generation are transported), coal pits, which are exposed
not only to humid air but also to elevated temperatures, which contribute to metal
corrosion; cladding of propeller shaft tunnels, decks of liquid cargo ships (effect of
oil cargo vapors).
Metal erosion - process of destruction of metal surface under the impact action of
air-saturated stream of water in the form of droplets. Erosion also includes the
phenomenon of metal destruction in the cavitation zone, in which spaces with
reduced pressure are formed in the water flow. The most susceptible to erosion are
the outer plating at the stern of propeller ships, the after stem, propeller brackets,
nozzle guides, and propeller screws. Metal erosion can be mitigated by using high-
strength materials and heat treatment (hardening) of parts.

Ship structure damage is subdivided into permanent deformation and failure.

Residual deformations are: dents, bends, flanges, hull bends; destructions are
cracks, breaks, and blowholes. Ship structure failures result from severe
operation conditions, accidents, natural calamities, metal fatigue, as well as from
violation of ship operation rules and deviations from work drawings and technical
specifications made during hull construction and repair.

Dents (Fig. a, b) are local deformation of hull elements and are characterized by
dimensions and deflection arrow size. The dent in the sheets of the hull, which has
a smooth outline (within the spandrel), is called a cove.

During ship operation, overlap dents (boards, bottoms, decks, etc.) can occur as a
result of hull compression by ice, collision with other ships, cargo hitting the deck,
water freezing in cisterns, etc.

Corrugations (Fig., c) are a number of coils between bulkheads or longitudinal

beams, giving the ship's structure a ribbed appearance. Cuffs are formed more
often in the bow.

Figure 1. Deformations of hull structures:

a - plate dent (cove), b - dented board, c - corrugated board.
Surface or through cracks are damages in the structural elements. Places of cracks
are all sorts of cuts in the corners of floor slabs, welded seams, intersections of a
set with cross bulkheads, etc.

Fig. 2 shows cracks 2 in the flor 1 wall at the points of penetration of the
longitudinal bottom girders 3; Fig. 107 shows cracks 2 in the transverse bulkhead
at the points of connection with the longitudinal bulkhead 4 and at the points of
rigid connections with the bottom plates 5, installed between the bulkheads. In the
underwater part of the outer skin, cracks occur due to metal fatigue under the
influence of vibration.
Fig. 2 shows cracks 2 in the flor wall 1 at the places of passage of longitudinal
bottom beams 3; Fig. 3 - cracks 2 in the transverse bulkhead at the joints with the
longitudinal bulkhead 4 and at the hard joints with the bottoms 5, installed between
the bulkheads. In the underwater part of the outer skin, cracks occur due to metal
fatigue under the influence of vibration.

Fig. 2. Cracks in the flor wall in the places of passage of the longitudinal bottom
beams:
1 - flor, 2 - cracks, beam

Fig. 3. Cracks in the transverse bulkhead:

1 - transverse bulkhead, 2 - cracks in the points of "hard points" equipment, 3 -
bottom sheeting, 4 - longitudinal bulkhead, 5 - books connecting the bulkheads
Rupture (Fig. 108) - a failure in which the hull structure becomes divided into
parts.

Fig. 4. Destruction of the side plating (rupture) in the area of the fore end
Punctures are local destruction (rupture) of the overlaps. Fig. 109 shows a hole in
the side plating of a ship as a result of collision with other ships.

Fig. 109. Hull breach in the hull plating of a vessel resulting from a collision
Hull fracture is a residual deformation characterized by the change of the hull
elastic line and arises as a result of destruction and loss of stability of longitudinal
bonds.

Hulls are repaired at:

complete destruction (cracks, fractures, breaks) of metal in individual hull
structures;
partial destruction (corrosion wear, abrasion, scratches) of base metal or welds;
local mechanical damage of the decking of the hull structure together with the set
(dents) or separate sheets (coils);
residual deformation of the ship set (loss of stability, etc.), increased corrugation of
hull structure decks; appearance of leaks in riveted joints; metal thinning due to
corrosion wear; increased general deformation of the ship set; intensive erosion
wear of outer plating protruding parts in the underwater part of the stern extremity.

Hull structures damage and necessity of their repair appears as a consequence of:
compression of the hull by ice as a result of poor and untimely foxing of the vessel
during winter anchorage;
Working in ice conditions with the ship's hull unsupported; ship striking a berth or
another vessel;
uneven distribution of cargo during loading or unloading which causes local
bending of the vessel's hull;
Vibrations of separate parts of the hull which are exposed to dynamic alternating
loads during the operation of engines;
irregular operation of machinery due to unbalanced individual parts or poorly
adjusted parts.

Deformations of individual elements of the hull can occur as a result of insufficient

structural strength allowed in the process of designing the construction or repair of
the ship's hull.
 Methods of defectoscopy

Non-destructive methods of defectoscopy

Instrumental methods of ship mechanism parts flaw detection do not allow
determining the location and size of an internal flaw, therefore various
nondestructive (physical) methods of flaw detection are used

Depending on the production conditions, x-ray and gamma-ray, ultrasound

flaw detection, magnetic-powder, luminescent and color control methods are
used in ship repair.

X-ray imaging is used mainly in laboratories and workshops of factories for

detecting internal defects in welding seams of details, assemblies and sections of
ship hull, shafts, connecting rods, liners, etc. X-rays are used to detect defects in
steel with thickness less than 20 mm.

Gamma ray imaging is mostly used to detect internal defects in steel with
thickness over 50 mm as well as to inspect ship parts: large crankshafts and
propeller shafts, movement parts, mechanisms, cylinder blocks and ship hulls.
The disadvantage is less sharpness of the received images in comparison with X-
ray images and much more harmful effect of gamma-rays on people.

Ultrasonic flaw detection detects defects in welds, checks cylinder blocks, base
frames, crankshafts, thrust and propeller shafts, propellers, rudder ballers,
etc. The ultrasonic flaw detector can determine with sufficient accuracy the
location of defects, but the outlines of defects located inside the examined part, the
flaw detector does not catch.

Magnetic flaw detection is used to check the quality of welds of ship hulls,
steam boilers, etc. Crankshafts and propeller shafts, connecting rods, connecting
rod bolts, rods, ship deck gear shafts, etc. are tested by magnetic inspection.

Luminescent method of control is used to detect surface defects in parts made

of ferrous and non-ferrous metals and plastics - fatigue cracks resulting from
violation of technology of heat treatment or grinding.

The essence of fluorescent inspection is the imposition of fluorescent solution on

some parts and detection of external defects in the areas when they are lit by
ultraviolet light. Mineral oils with addition of green-gold defectol are used as
fluorescent compositions (luminophores).
The color method of control is used to detect external, i.e. surface defects in
articles made of ferrous and non-ferrous metals, as well as plastics. This method is
based on the property of a mixture containing red pigment to penetrate into the
invisible by the eye of the internal small cracks on the surface of the part and
identify: their configuration after coating the surface with a showing composition.
After tapping, if the part has cracks, bright red or orange stripes will appear on the
white surface.

The hydraulic method is used to determine cracks in the body parts. The parts to
be tested are placed on the bench, the outer holes are closed with caps and plugs
and the inner cavity is filled with water, creating pressure inside the body and held
at this pressure for a specified time. A drop in pressure, monitored by a pressure
gauge, and leakage indicate the presence of cracks

Fig. 10. Magnetic defectoscopy. 1 - connection disk; 2 – defect; 3 –

detail.

Ultrasonic defectoscope.
1, 4, 5 and 6 – piezo elements; 2 – detail; 3 – defect.
 Lecture № 3

Methods of hull cleaning and defecting. Causes of wear of the hull of

[Link] defects.

Various mechanized means are used to clean the hull at shipyards. The most
reliable method is cleaning the ship's hull and other exposed surfaces by water-
sand blasting.

Hand tools (for example, brushes) are used for cleaning inside the hull and
closed compartments.

Pneumatic hammers are used to remove cement in sections inside the

compartments.

Hull deformation is performed by visual and instrumental measurements.

During the external inspection, the workshop technologist, foreman and a
representative of the ship's administration inspect the elements of the ship,
determine their wear, including the outer plating and deck layers, bulkheads in
compartments, and superstructure decks. The results of the inspection are recorded
in the defect report.
This report also indicates areas of the hull that need to be further clarified by
instrumental measurements. These are areas where it is difficult or impossible to
detect wear from the outside.

Also thickness gauges or instruments measure the residual thicknesses of the

structural elements of the hull . They are 2: ultrasonic thickness gauges and
mechanical gauges.

When measuring with an ultrasonic thickness gauge, it is enough to scrape

an area of 1.0-1.5 cm2 on the surface of the layer over the metal. If the
measurement is carried out with a mechanical tool, then in this place open a hole
with a diameter of 10-12 mm and in this hole measure the thickness of the layer.
According to the terms of the defection each sheet should be measured in at
least 3 places, evenly spaced.

The deformation of sheets and mounting beams is measured using a

template and ruler. At this time, determine the depth of deformation and the area
covered by it.
 The defect measurements and dimensions taken from the assembly are
transferred to the outside hull extension. This drawing is kept as an important
document of ship's hull defects.
The main causes of wear on the ship's hull are various manifestations of
rust. Corrosion on the cover platesas pitting and larger areas of corrosion sores.
After the ship is docked, the ship's hull is washed with fresh water to
remove the salt water. After the hull is cleaned, anti-corrosion paint is applied. If
salty water remains in the hull, it will damage the paint.

Technical instructions on repair methods and sequence of operations shall be

drawn up for the works specified in the defect report. For frequently recurring
works, the ship repairing yard shall have a standard album of flow charts. This
album is a reference book of accompanying documents agreed with the Register
and shipowner (shipping).
If there is a lot of hull wear, special technological charts for repairs should be
drawn up.

Determination of defects in the ship's hull, of the hull parts.

Control of technical condition of hull structures. Types and methods of

nondestructive testing and diagnostics of technical condition of vessel hull and
structures.

Technical condition of vessel hull is determined by periodic inspections of its

main parts. Hull structural certification is done visually, by tests and various
control methods. The survey of the vessel hull is called defectization in order to
determine its technical condition, necessity, scope and method of repair of main
hull structures which ensure required durability for safe navigation. The results of
defecting are used for assessing ship suitability for further operation. In order to
inspect hull structures, the surface is cleaned of old paint and corrosion products,
coatings and insulations. In areas where the coatings have deteriorated (decorative
plating insulation, deck coating with mastic, etc.), they are partially opened to
inspect the hull structures. If increased wear is detected, the coating is removed
completely. Testing certification is carried out to check the impermeability and
sometimes the strength of hull structures. Detection of defects in hull structures
such as cracks, dents, corrugations, fractures, thinning, etc. is performed using
different methods of measurement and defectoscopy.
Types and methods of nondestructive testing and diagnostics of technical condition
of vessel hull and structures. Defectoscopy is a combination of a number of
physical methods of control over materials, products or structures in order to
detect absence of defects in them inadmissible by technical conditions. Various
devices and apparatuses are used for detection of defects (measuring tools,
magnifiers, microscopes, x-ray units and other equipment). This method of metal
condition control is carried out without destruction or deterioration of hull
structures. To check the condition of hull structures, the most widely used
inspection methods are the ones discussed below. Residual thickness of hull
structural members is measured using a special indicator and thickness gauges:
mechanical, magnetic ultrasonic, ү-thickness gauge. Cracks in individual sections
of the hull are detected by external examination with a magnifying glass, flaw
detectors (ultrasonic and X-ray devices, etc.), as well as by wiping with kerosene.
In this method the sheets to be inspected are wiped with kerosene on one side and
with a semi-liquid chalk solution on the other. The kerosene, penetrating into the
cracks, is detected in the form of spots and stripes on the white background of the
chalk coating, reproducing the direction of the crack on the surface of the product.

Technological sequence of ship hull parts repair.

The main ship hull repair operations include the following:

- replacement of sheets and structural elements of the board plating ;
- replacement of second bottom, bulkhead and deck plates;
- repair of cracks in welding seams;
- repair of the underwater part of the ship, etc.

Replacing the sheets of the outboard sheeting and structural elements.

Technological scheme of repair in the following sequence:

- Wooden scaffolding are built both inside and outside the ship;
- According to the markings made in the process of defecting, the length and
height are marked the places of cuts of the replaced layers of sheets and beams;
- Sheets and beams to be replaced are cut out and removed by gas cutting;
- On the undamaged sections of the hull adjacent to the section being repaired, the
templates are removed on the spot and new beams are made in place of the cut
beams;
- New beams are installed, welded to each other and to the remaining beams on the
ship;
- Templates are removed for the newly laid beams, and new sheets are made on
their basis (an allowance for machining is made on the sheets);
- New sheets are put down, pressed against the beams, and fixed by the joints of
the structure;
- Is welded new sheets from the inside and outside;
- The quality of welds is checked by radiological(X-ray ) method;
- Hydraulic tests of the compartments to be repaired are carried out.
The second bottom, bulkhead and deck plates are also replaced using similar
technology.

The technology of repairing cracks in the weld seams involves cutting off
the excess weld metal, machining the edges for welding and rewelding.
If the crack in the seam passed into the sheet, you need to find the place of
the end of the crack and drill a hole with a diameter equal to the thickness of the
sheet, but not less than 8-10 mm.

The hole is counterbored on both sides. After machining the edges of the
crack for welding, they are welded from the edge of the sheet to the hole. At the
end, the hole is also welded and filled.

The underwater part of the hull is repaired in the DOCK. Organization and
technological sequence of repair works, carried out in the dock, does not differ
from the methods of repair of other parts of the ship. The first technological stages
at the shipyard are cleaning and defecting of the hull. Usually the underwater part
of the hull is cleaned by water-blasting method.

Typical defects of the underwater part are corrosion of welds from rust,
deformations and cracks of seams and sheets. Repair method and technological
sequence are selected depending on the features of detected wear or damage.
Repair of the underwater part of the hull is accompanied by hydraulic testing of the
compartments.

General notion of different hull repairs. Preparatory operations.

When repairing a ship, depending on the type of repair, different work is done on
the hull:
- new sheets have been laid ;
- doublers made and installed;
- hull leaks repaired;
 - dents in the hull are repaired;
- cracks in hull components repaired;
- hull forged and cast parts are repaired;
- the ship's hull is being painted at the end.

The following operations are performed before repairing hull components:

- the area of the damage is determined and the boundaries of the damage are
marked;
- the damaged part of the hull is cut off and removed using acetylene-propane-
oxygen;
- the edges of non-removable layers or components are cleaned for welding;
- templates are prepared on site for making new parts.
- cut corners are rounded so that no stress concentrations occur.
- the template is made on site.
 LECTURE №4

Method of the repair dents,cracks,leakage of [Link] and

painting of the hul in dry dock. Completion work on the ship.
The following straightening methods are used when repairing a hull with
permanent deformations:
- straightening in a cold condition;
- hot straightening (thermal straightening);
- combined straightening - combined action of heat (local heating) and
concentrated mechanical forces (thermal force method).

If there are residual deformations of a smooth character with a deflection

arrow of more than 60 mm, it is possible to straighten the structure in the cold state
by cutting out the deformed area. It is allowed to straighten in the shop when the
set is previously separated from the cladding:
- individual sheets on rollers or under the press;
- profile metal by stretching and reverse bending on a profile bending
machine;
- steel sheet structures by rolling in rolls.

It is technologically expedient to straighten with a ratio f/l ≤ 0.15; with f/l >
0.15 it is necessary to change the site.
Two methods are used for straightening, depending on the maximum
deflection and the area of the dent:

First method:

Small dent with a deflection arrow f ≤ 60 mm and the size of the dent does
not exceed the size of the frame spline. In this case the straightening is carried out
by heating the whole deformed area with gas burners to a temperature of 800°C.

Before heating, the frame deformed set is removed, the blank set is usually
not removed. It is forbidden to heat the cladding a second time, otherwise fatigue
cracks may occur during ship operation.

Second Method:

If the area of the dent is large, the straightening is performed in combination.

First, the area is heated along the bottom of the dent, and it is squeezed out with
jacks as much as possible. The next circular area closer to the center is heated, etc.
 In-situ thermal straightening (without cutting out) is used to remove smooth
bends and crimping in the sheets of the outer skin, decks, bulkheads with a
maximum deflection arrow not exceeding 3 sheet thickness (up to 20 mm), and
also to remove waviness of free edges of sheets adjacent to the replaced area
(sheet).

Depending on the nature of deformation, the hull structure shall be heated

during straightening: by spots - when straightening coils of thin-sheet construction,
by strips - when straightening coils of skin or corrugation on free edges. When
straightening a set, areas are heated in the form of a wedge, the wide part of which
faces the convexity of the curved part of the set. To prevent loss of stability of hull
elements in the heating zone the maximum width of the wedge with temperature
above 600°С, or width of the strip, shall not exceed 3-4 thicknesses of skins or
flanges of angles.

Removal of cracks on the vessel's hull.

Welding cracks Welding any cracks in critical structures is carried out only with
the approval of the Register inspection. Before welding works, the ends of cracks
are treated with a drill with diameter of 7...10 mm. If the thickness of the sheet is
6...15 mm the crack edges are cut for V-shaped joint, if the thickness is 12...30 mm
- for X-shaped joint. On the reverse side the seam is cleaned and welded.

When welding a crack in a closed circuit (hull shell), a complex biaxial stress state
occurs in the weld, caused by the temperature gradient between the cold and heated
parts and the metal shrinkage when the weld cools. The reduction of residual
stresses in the weld and the surrounding area is achieved by various technological
methods. Fig. 3 shows diagrams of crack wedging to create preliminary stresses
that reduce the magnitude of residual tensile welding stresses. In (Fig. 3, a) the
"heat jack" method is shown.

The surface of the sheet at the ends of the crack 2 is heated to 200°С, and from the
blocks 1 is cooled. As a result of thermal stresses, longitudinal elastic compression
and crack opening occur. Elastic deformation compensates the appearance of
tensile stresses due to metal shrinkage. The effect of mechanical stretching and
wedging of the weld is similar (see Fig. 3, 6, c, d). Fig. 3 Schemes of crack
wedging to create preliminary tension b - use temporary braces 3 of angle welded
on the sides of the crack, and bolts 4; c, d - widen the crack with wedges 5
Welding of corroded welds is made after their stripping with high corrosion
resistance electrodes type E50A E-138/50N.

Fig. Crack unbinding by heating (a) and wedges (b, c) : 1 - cold compression, 2 -
heating area, 3 - wedge

Repair of forged and cast parts of ship's hull

Depending on the nature and extent of damage to forged hull parts, they are
repaired by jacking with heating on site or in the shop. Cracks in pins and arms are
repaired by welding. At the same time, if the area of the crack (in pins and
brackets) is covered by the covering skin, it is preliminarily removed to enable
opening, cutting and welding of the crack. The crack in the pins and brackets after
determining its boundaries are cut out, forming corners of cutting, according to the
drawing or sketch, depending on the thickness of the forged or cast part, and then
welded.

With significant damage to large cross-section pins, it is advisable to cut out and
straighten in the shop using a hydraulic press or make a new insert with subsequent
installation in place. After installing the insert in place, the bent skin sheets are
fitted and welded to the stem. When repairing these parts, termite welding with the
gap cut at right angles is also used, the welding place is molded with refractory
mass and dried. The ends of the part to be welded are heated up to 900-1000°С.
After welding and cooling down, the mold is removed and the resulting flush faces
are cleaned.

Painting ship hulls after repairs

In order to protect metal from corrosion and make ships look good, hull
structures are periodically coated with paint materials. The protective coating films
are not completely waterproof. Water penetrates through the pores and the smallest
cracks in the paint film, as a result of which corrosion processes begin under the
paint coating. The formed corrosion products which are 7-13 times more by
volume than the corroded metal swell the film which leads to its separation .

Increasing the resistance of the paint coating can be achieved by increasing

the strength of its adhesion to the metal surface, the correct choice of the paint
material and application of several layers of the paint coating. The strength of
adhesion is largely determined by the quality of surface preparation for painting.
Cleaning removes old paint, corrosion products, dirt, oil, scale, moisture, etc.
from metal surfaces. As a usual, the coatings are removed up to the primer, and if
the primer is in poor condition, the coatings are removed down to the metal.

Mechanical methods consist of impact and shearing forces on the surface to

be cleaned. These forces are created by blasting, shot blasting, sandblasting,
hydraulic equipment, pneumatic or electric machines with working bodies in the
form of stars (sprockets), hammers, wire brushes, pneumatic chisels, etc.

High quality and high productivity of cleaning can be achieved by using

hydraulic and shot blasting methods.
 The hydraulic method consists of applying a jet of high pressure (25-80
MPa) produced by special pumps to the surface of the metal. Advantages of the
method are that it can be used when vessels are on the slipway and afloat (for
cleaning of above-water part of the hull), relatively high level of cleaning
mechanization and good quality of cleaning.

The difficulty of the method consists in necessity of high-pressure pumps

and special hoses. It is also required to provide the working place with special
devices, which facilitate the work of the worker and increase labor safety.

The shotblasting method is based on the influence on the metal surface of

cast-iron grit with a granularity of 0.8-1.5 mm. With the help of shotblasting
machines, steel shot is ejected in the form of a fan at a speed of 70 m/s and, hitting
the surface, removes scale and rust from it.
The method allows a good quality of cleaning. The cleaning capacity of the
blast machine is up to 80 m2/h.

However, the low reliability of blast machines significantly reduces the

efficiency of their use.

The most popular method for cleaning hulls, superstructures and interiors of
ships is based on the use of pneumatic and electric portable tools with fast-rotating
steel wire brushes. There are many different designs of brushes, differing in size
and how they are driven in a rotary motion. The most commonly used brushes are
brushes 100 to 200 mm in diameter with an electric drive through a flexible shaft
or with a pneumatic drive from a rotary machine.

The type of the paint materials used and the number of coats are determined
by the Rules of painting of ships of the Ministry of Transport of the Russian
Federation and the technical conditions for the paint and varnish materials of the
manufacturer.
 Lecture 5

Repair of marine internal combustion engines.

Preparation of engines for disassembly. Cleaning, inspection and sorting of

[Link] of block [Link] frame.

Disassembly, one of the responsible stages of engine repair. It is carried out after
careful preparation, detailed familiarization with the engine manufacturer's
instructions.

The procedure for disassembly of engines on the ship and in the workshop is the
same. Engine disassembly can be complete or partial and is performed in two
stages (section-by-section and detailed disassembly). The disassembly is a pre-
designed technological process.

Before disassembling the engine, the following preparatory work is performed:

remove air, oil, fuel from the systems; check the serviceability of the shaft turning
mechanism and turn it on; open the purging and indicator cocks; prepare for action
the lifting and transporting means and equipment; provide working places with low
voltage lighting means; prepare racks for the parts and mechanisms removed, as
well as measuring tools; prepare tags for the parts removed, etc.

Before disassembly and in the process of its check and write in the form of pre-
repair engine timing, gaps in the gas distribution mechanism, between the rollers
pushrods fuel pumps and cam washers in the gears, the height of the compression
chambers of all cylinders, races and clearances in the crankshaft bearings, its
sagging.

The sequence of disassembly depends on the type and design of the engine, and the
scope, on the category of repair. For current repairs, it is enough to remove the
individual parts that need repair.

Disassembly of the engine for the average repair is made in a slightly larger
volume. Thus, all instrumentation, fittings, tubes of oil, water, fuel, gas pipes are
removed; gas distribution mechanisms are dismantled; suspended mechanisms are
disconnected; cylinders are opened; crank and frame bearings are disassembled;
pistons are taken out of the cylinders.
For an overhaul, the engine is completely disassembled with prior disassembly on
the ship and delivery to the workshop for repair. Disassembly from beginning to
end should be carried out by the same crew, and all measurements should be made
by the same persons. Great attention must be paid to marking and labeling of parts
during disassembly.

Branding is the application on the surface of parts of their abbreviated designation

indicating from which ship and mechanism the part was removed.
Marking is the application of marks, letters, numbers and punch marks to the
surface of the mating parts. New parts are stamped and marked at the factory. If
brandings and markings have worn off, they must be restored, or if they are
missing, applied.

Disassembled parts and assemblies of engines are cleaned of oil, carbon deposits,
limescale (scale) and corrosion. Cleaning is done mechanically or chemically.
Defecting(defect identification) is a very responsible stage of repair. Its purpose,
identification and subsequent elimination of damage that can lead to a reduction in
the operational reliability of individual parts, components and the vessel as a
whole. Usually, most engine defects are identified in the visual inspection of parts,
measurements with measuring tools.
To detect internal damage and cracks in individual parts, special defectoscope
devices are used. The results of defectization for each unit are recorded in the
repair forms. For the repair of each part or unit a defect report (bill of quantities) is
prepared, which is a document for repairs and calculations.

Repair of foundation frame

The main fixed parts of the engine, which make up its skeleton, are exposed to
tensile forces during operation, resulting from the pressure of the working gases on
the cylinder head and piston, cooling water and other factors. This determines the
nature of the defects and repair methods for the skeleton.
The defects of foundation frames, pedestals (base frame) and cylinder blocks
include joint warping, cracks, corrosion shells, wear of frame bearing seat
connectors.
When repairing the base frame, it is recommended first to seal cracks, then repair
the deformation by machining the upper plane of the frame, reaming the bearing
seats, fix the threaded holes.
Cracks can occur in cylinders, their flanges, ribbing, feet and other parts of the
frame. The crack can be repaired by installing pins with subsequent welding. To do
this, holes are drilled at the ends of the crack with a diameter equal to the diameter
of the screw-in.

Then the same holes are drilled along the crack between the outermost holes at
intervals approximately equal to 1/3 of the diameter. Threads are cut in all the
holes. Screws are made from brass or copper rods, they are threaded with external
thread of the same pitch as the internal thread of the hole. Screws 1-6 (Fig.) are
screwed tightly into the holes.

After that, another group of holes of the same diameter is drilled along the crack,
their centers are located in the middle of the intervals (crosspieces). These holes
are threaded and screws 7-11 are screwed into them. Thus, the screws overlap each
other, firmly closing the crack. They are fastened, cut and welded.
Special cast iron electrodes are used when welding cast iron parts. If the crack is
welded with acetylene-oxygen flame, then cast iron rods are used, and as a flux,
borax.

Fig. Caulking cracks with

screws.

Electric arc welding of cast-iron frames is performed cold. Preparation is carried

out similarly to the above, by drilling the ends of the crack and cutting, and welded
with cast-iron electrodes.
All work related to welding shall be carried out according to a special technology,
agreed with a representative of the RMRS.
Epoxy compositions are widely used when repairing frames, cylinder blocks with
cracks, sinks or pores. They are prepared from epoxy resins of ED-5 or ED-6
grades, hardeners, plasticizers and fillers from cement, silica flours, cast iron, steel,
aluminum and other powders.

The damaged area is thoroughly cleaned, and the crack is cut in the same way as
for welding, its ends are drilled out. Then the area to be repaired is degreased. The
compound is applied with a stiff brush, and a fiberglass cloth can be placed on the
layer of the compound.

Water-cooled cylinder blocks have corrosion erosion on the walls, seating collars
and cylinder belts. After removing the bushing, the block cooling cavity is cleaned
and the size and nature of the corrosion erosion is determined. Corroded areas of
the block seating belts are bored to a permanent repair size or cast iron electrodes
with subsequent boring to the nominal post-production size. In some cases, instead
of surfacing, a cast-iron ring is put after boring the belt.

Frame bearing sockets are checked with a false shaft (caliber shaft), which is a cast
iron or steel tube. Condition of the seats of frame bearings is considered
satisfactory, if the necks of the false shaft evenly paint the surface of the seats with
an area of not less than 50%, and a feeler gauge 0.05 mm does not pass between
the neck of the false shaft and the socket.
 Lecture№6

Cylinder bushings head and valves repair.

Operating experience of field ship engines shows that the cylinder piston group
works in the most severe conditions and is subjected to increased wear. Cylinder
bushings get thinning of walls from prolonged operation, uneven abrasion on cone,
ellipse, scoring of cylinder surface. The water-washed surface and seating belts are
corroded.

Cylinder bushings wear unevenly in height and circle, which is explained by the
greatest abrasion of the piston rings in the upper part of the bushing from the high
pressure of the ring spreading gases, as well as from the higher temperature, which
sharply worsens the lubrication conditions.

Maximum wear usually corresponds to the position of the compression: rings at

UDP, and the bushing in the vertical plane wears to a cone. Ovality, is formed with
a large axis in the plane of motion of the connecting rod.

The bushings of two-stroke engines have excessive wear around the exhaust and
purge windows, which leads to vibration and piston ring failure. The working
surface of the bushings can get scuffed, which is the result of dry friction between
the piston and the bushing. assembly defects. This increases the temperature of the
rubbing parts, which can cause the piston to jam in the bushing.

Dry friction occurs when the cooling of the cylinder or piston is impaired and there
is insufficient lubrication. Dirt, sludge, ring debris between the piston and sleeve,
and the outer surface of the sleeve, which is washed by water, is subject to
corrosion-erosion wear also leads to scuffing.
 Cylinder bushings should be well washed, cleaned of fouling
and wiped dry before measurement. Bushing diameters are
checked with a microstihmass or an indicator in two mutually
perpendicular directions, port - port, forward - stern. At large
cylinder bushings measure every 100 mm, and at bushings
with a diameter of up to 300 mm, these distances are taken
equal to 50 mm.

The figure shows an example of measuring the cylinder

Fig. . Measurement bushing of a «Burmeister & Vine» engine.
of engine cylinder
bushing. Running-in, scoring and shallow risks on the cylinder mirror
are eliminated with grinding wheels or a scraper. Restoration
of the correct geometric shape of the bushing working
surfaces can be done by boring them to a certain limit, which
is usually specified by the factory.

Fig. Cylinder sleeve mirror strip head:

1-disk; 2- abrasive stones; 3- mandrel; 4- mandrel

pivot; 5-stopper; 6-spring; 7-head arms.
Boring of engine sleeves is very rare nowadays because it makes it necessary to
replace the piston in order to maintain the necessary clearance between the sleeve
and the piston. Since the replacement pistons differ in weight from the If you do
not replace them,
it will impair the dynamics of the engine
Cylinder bushings can be bored with a portable device directly on the ship. A self-
centering head with emery wheels is used to remove the wear in the bushings on
site (Fig.).

The device is lowered into the hole of the cylinder sleeve so that the disk 1 with
abrasive stones 2 was at a distance of 1 mm from the mirror of the cylinder. After
turning the stoppers 5, the springs 6 are released and the abrasive stones are
pressed to the walls of the sleeve.

Fig. Schematic diagram of the

electrolytic coating of the cylinder
bushing:
FIG. Pressing out and pressing in the 1-cylinder bushing; 2-electrolyte level;
bushings of high-power internal 3-internal electrode; 4-transformer; 5-
combustion engines: switching pluses;
6-selenium rectifier; 7-gasket; 8-grip;
9- sleeve window closing ring; 10- oil
1-Hydrocylinder; 2- thrust bushing. channel closing screws; 11- cage.
Pressing out cylinder bushings on low power engines is done manually with one tie
bolt, and on medium power engines - two or more bolts. On low-speed high-power
engines, hydraulic jacks or special devices are used (Fig. 132).

To reduce wear, the entire cylinder mirror is subjected to electrolytic chromium

plating (chromium layer 0.5-0.15 mm). The wear resistance of piston rings
working in conjunction with chromed bushings increases by 2-3 times.
exhaust windows and greatly reduce the chance of ring breakage.

Fig. 133 shows the scheme of the electrolytic coating of the cylinder bushing of the
"Sulzer" engine. Before pressing the cylinder bushings are subjected to hydraulic
test, the upper third of the length at one and a half working pressure for 5 min, and
the rest at 0.5 MPa. If water leakage or sweating, the bushing is
not allowed to be inserted into the cylinder.

Before pressing the cylinder bushings check the fit of the bearing surfaces of the
flange and notch in the cylinder block on the paint with a fixture shown in Fig.
134, and if necessary scraping. Between the thrust collar and notch in the cylinder
install an annealed red-copper ring.

The bushings installed in the unit are checked by hydraulic testing in accordance
with the manufacturer's instructions. If there are leaks or sweating, remove the
bushings and repair the defects.
 Lecture № 7

Repair of pistons,connecting rod,piston pin. Crankshaft repairs

Pistons are made of cast iron (Cr 30, Cr 50-1.5 etc), steel (25, 30CrMA etc) and
aluminium alloys (AK4, AL1 etc).

When disassembling pistons and piston rings, check for cracks, abnormal wear,
burning, fouling, scratches, scoring , corrosion, coking of the piston rings, warping,
loss of elasticity and signs of gas leaks by the piston rings.

Local rubbing on the working surface indicates that the piston has been operating
at a high misalignment due to incorrect fitting of the connecting rod bearing. The
piston misalignment is corrected during assembly.

In the case of cast iron pistons with operating temperatures above 400 °C and
aluminium pistons with operating temperatures above 200...250 °C, cracking can
be caused by metal growth, which is accompanied by a change in volume, resulting
in additional internal stresses.

Cast iron and aluminium pistons as well as their steel heads with cracks around the
corners of the piston grooves are rejected.

Wear on the sides of the piston grooves can be eliminated by turning or grinding to
a repair size for the piston rings. Thinning of the lintels between the grooves is
permitted up to a maximum of 0.8 of the construction thickness.

Steel piston heads can be restored by automatic overlaying submerged arc

surfacing followed by mechanical and heat treatment - annealing or normalising at
560...600°C. When overlaying it is recommended to heat up to 400 °C. Aluminium
piston heads can be restored by argon arc surfacing followed by heat treatment to
stabilise the structure.

Tronk wear (ellipticity, taper) can be eliminated by grinding. However, this

increases the clearance between the piston and the cylinder bushing. The piston
tronk can be electroplated using any material. For cast iron pistons, a casting
process is used.
Some piston designs are equipped with wear-resistant cast iron or steel rings
(inserts) in the piston grooves. Fig. 7 shows the design of such a ring 2, consisting
of two halves, riveted or rolled into the piston groove 1 with punch 3.

Fig. 7 Replacing the anti-wear ring on the piston

Bore defects (up to 100 mm diameter) in the piston pin bos are eliminated by
boring, grinding or reaming to the repair size of the piston pin dn.

The repaired piston must meet the geometric accuracy conditions of the new
piston. The piston groove height tolerance and the size of the piston boss bore are
within the accuracy of the H7 tolerance field with a roughness not exceeding Ra
0,63. The machining accuracy of the piston thrust must ensure that the piston fits in
the sleeve:

Deviation from perpendicularity of the boss axis to the piston axis is permitted not
more than 0.02 mm per 100 mm of the piston length, and the mismatch of the axes
in one plane is permitted in the range 0,2 ... 0,4 mm. The deviation of piston
weight after repair from the drawing is permitted not more than 0,5 ... 1 % for four-
stroke and 1,5 ... 3 % - for two-stroke diesel engines.

The repaired piston shall be hydraulically tested from the bottom side at 0.7 MPa.
 Repair of piston pins

For manufacturing of piston pins we use steels 15, 20 (cemented), steel 45 (case
hardened), as well as alloy steels such as 15KhA, 12KhNZA, 38Kh2MYA, etc.)
(cemented, Nitrided, case hardened)

When inspecting the piston pins, look for scoring, rubbing, dents, cracks and
pitting of the cemented layer. After measuring the piston pins and the inner
diameters of the piston bosses, determine whether the pin fit (clearance or
interference) in the piston is as recommended by the manufacturer's instructions.

Cracked pins are not repaired. Worn pins (up to 0,25 mm) are repaired by grinding
- chrome plating - grinding. In case of larger wear, it is possible to restore by
overlaying.

Compensation of wear of some piston pins can be carried out by plastic

deformation - crushing in a heated state at 850 ... 900 °C. Then chemical-thermal
hardening and grinding is carried out for the repair size of the piston bosses.

Cementation depth is in the range 0.8...2, nitriding 0.2...0.6, hardening h.p.h. 1.3...5
mm. The surface hardness is HRC, 54...56. The accuracy of surface treatment
should ensure the fit in the piston bosses:

Crankshaft repairs
To manufacture crankshafts of marine diesel engines, medium-carbon steels (35,
45, etc.), alloyed structural steels (40X1HVA, etc.), high-strength cast iron (hssi
42-12, etc.) are used. To increase the wear resistance of necks, they are hardened
by rolling (non-hardened shafts), surface hardening of h.p. (flanges are not
hardened, but hardened by rolling), nitriding (alloyed steel and high-strength cast
iron) and chrome plating.

Defects on crankshafts: wear and tear on necks, risks, scoring and cracks in the
area of lugs and lube holes and crank jaws, deflection of shaft axis and torsion,
loose fit of necks in assembled shaft jaws.

Crankshaft defects are detected visually, by measurement and by physical

inspection (to find the crack).
Figure 8 shows a schematic diagram of shaft necks measuring when checking the
amount of wear. The wear on the necks of slow-speed internal combustion engines
is relatively small and amounts to about 0.06 ... 0.07 mm for 30 thousand hours of
operation with ellipticity and taper of 0.02 ... 0.03 mm. The largest permissible
wear of necks on ellipticity and taper varies from 0.15 to 0.40 cm with shaft necks
diameters in the range 150 ... 600 mm.

Fig. 8 Crank necks measurement scheme:

A, B, C - measuring belts
Wear, nicks, scuffs and run-on necks are eliminated by grinding in the workshop.
The necks of large shafts are machined on special machines with a rotating slide
(the shafts are fixed in place).

During machining, the deflection of the necks from their own weight is eliminated
by placing lunettes 4 under the middle main necks 2 (Fig. 9). One end of the shaft
is mounted in the chuck 1 of the machine, the other end is mounted on the steady
rest at the tailstock 5. The runout indicator on the stand 3 is used to check the
position of the neck at the chuck.

To increase the stiffness of the shaft, screw shafts are mounted between the jaws of
the crank necks at a spacing of 0.015 ... the processing of the necks by resilient
spacers.
Fig. 9 Schematic installation of the crankshaft on the turning machine for recessing
the main necks

In ship applications, special fixtures are used for in-situ machining of shafts in the
base frame. Fig. 10 shows a fixture for grinding main necks. Centring rings 5,
consisting of two halves, which are fastened and assembled on the shaft neck, are
used for setting the shaft in zero slots. The rings are centred with screws against
the shaft neck axis and placed in the main bearing beds.
Fig. 10 Fixture for grinding crankshaft main necks in the foundation frame
bearings.

No ring is placed on the neck to be machined. During machining, the crankshaft is

rotated by the shaft turner at a frequency of 0.17...0.20 s-1. Feed grinding wheel 1
is carried out by the support slide 4 of the device. The support and the electric
motor 3 attached to it are reciprocating motion on the bed guide 2.

When sharpening the crank necks of medium and large crankshafts, cutter heads
are used. These are mounted on the carriage guide after the main necks have been
turned and centred on the crank neck. The crank neck is turned and fed lengthways
to the toolholder and the crank neck is sharpened.

In the absence of a crankshaft neck remedial device, manual calibration (sawing of

necks) is carried out.

Heat deformed necks for 4 ... 12 minutes to 200 ... 450 °C. If necessary, force is
applied. The heating period, temperature and force values are determined
according to the shaft size, neck diameter and material. After dressing, the shaft is
annealed at 500 ... 650 °C.

After any straightening process, the shafts must be checked for cracks.

Cracked, one-piece crankshafts are generally not repairable, while composite

crankshafts are replaced with defective necks or jaws.

After repairs, crankshafts are inspected for cracks. Shaft necks are machined to
tolerance field h6 with a roughness not exceeding Ra 0,63. Radial run-out of the
necks is permitted not more than 0,04-0,05 mm. Non-parallelism of shaping
surfaces of crank necks to the axis of the main shall be not more than 0.03 mm per
100 mm of the length of the neck. Run-out of the connecting flange shall not be
more than 0,005 mm per 100 mm of its diameter.

Repair of connecting rods

Connecting rods are made from forged and stamped from mild steel or alloy steel.
 Connecting rod defects:

- Worn bearings;

- Loose head bushings;

- Corrosion;

- Bending and twisting;

- Cracks and fractures.

Deformation and cracks in connecting rods occur when the piston jams, hydraulic
shock in the cylinder and the bearing jams, broken connecting rod bolts and
significant misalignment of the driving group. Deformations of the connecting rod
are detected on the inspection plate by means of inspection rollers inserted in the
bearings and indicator fixtures, stiffeners and angle gauges.

Small deformations can be straightened by cold or heat treatment. If the deflection

is more than 5 mm per 1 m of length and the torsional angle exceeds 30°, it is not
advisable to straighten the connecting rod, as the endurance limit of the material
cannot be restored.

Axial bearing nonparallelism in the vertical plane is not more than 0,15 ... 0,2 mm,
in the horizontal plane 0,45 ... 0,5 mm per 1 m of the connecting rod length. Out of
perpendicularity of the axle bearings or the heel of the connecting rod to the axis is
not more than 0,01 mm per 100 mm of length. Cracked connecting rods must not
be repaired.

Worn main bearing bushes are rebuilt by sintering or overlaying or replaced.

Connecting rod bearing shells are re-filled, overcoated or replaced.

Worn crosshead rods in diesel engines are repaired by overlaying, boring and
grinding. The rest of the repair process is similar to that for connecting rods.

Defecting the connecting rod bolts

When inspecting the connecting rod bolts and nuts pay attention to possible
defects:
 - Thread damage;

- Dents;

- Chafing;

- Cracks;

- Twisting of the bolts;

- Loose threaded nuts and bolts in the holes in the connecting rod heads.

The presence of these defects shall be grounds for replacing the bolts. In addition,
the bolt must be replaced when it has reached or exceeded its residual elongation
as specified by the manufacturer.

The frequency of residual elongation measurements and defectoscopic inspection

of the connecting rod bolts is determined by the diesel operating instructions.

The approximate service life of connecting rod bolts, depending on the diesel
speed, is: at 2.5 s -1 40,000 hours, at 8.5 s -1 up to 12,000 hours and at 25.5 s -1 up to
4,000 hours.
 Lecture № 8
Gas turbine repair. Engine assembly. Engine testing.

Figure. 37. Measuring the clearances in the parts and connections of the
turbine (places with blowing).

Repair and preventive maintenance methods are carried out on the МЕ turbine.
When a МЕ turbine is received for overhaul it is completely disassembled, parts
are cleaned, measured and repaired. Worn and defective parts and parts are
replaced with new. The turbine defects are cracks and deformations in the
chambers.
The clearances in turbine parts and connections are measured during preventive
inspection and maintenance only in two different positions of the rotor in the
horizontal plane of 90 degrees. Both radial and tangential clearances are checked
with plastic feeler gauges for small clearances, with wedge-shaped feeler gauges
for clearances of several millimeters.

Before measuring, place the pressure gauge in the position indicated in the manual,
tangentially to the rotor (usually shifted backwards until the turbine cushion
clearance is eliminated). The locations where the clearances were measured are
shown in figures 4.4 and 4.5.

After measuring the clearances, check the displacements (axial displacements) in

the bearing and rotor parts. For this purpose an indicator is mounted on a tripod on
the turbine stator regulator. The tripod leg is attached to the upper surface of the
disc (drum). By means of a special device the rotor is pulled successively to the
rear and front sides and the displacement on the bearing pad is determined by the
difference of the indicator reading.

During the operation of the turbines the impeller blades can crack and break.
Centring is done after repairing the cracked impeller of the turbine by welding.
Depending on the number of cycles, blowers and inflated compressors are spiral
shaped.

In turbines, bearing wear can be detected without disassembling the covers by

placing an indicator on the axle. Excessive axle wear can lead to impeller failure.
The bearings in the turbine are roller and slide bearings. The turbine impellers are
mainly made of bronze.

The support bearing is then removed and the displacement in the rotor parts is
determined. After a turbine overhaul, the movements in the rotor and stator parts
are checked in the case with and without the cover. The purpose of these checks is
to detect minor clearances. During overhaul the radial clearances are measured
again in the vertical plane and for this purpose the lead wires are used which are
measured and determined with a caliper after the thickness has been measured.

Fig. 38. Measurement of radial clearances of lead wires in turbine parts:

a - placement of lead plates (I-XI); b - placement of lead wires, c - measurement of
radial clearance; d - condition of lead plates at the moment of compression;
1 - rotor; 2 - cover; 3 - conductor; 4 - lead plate.

Engine assembly.
After the repair, the engine is assembled according to the pre-designed scheme.
With the aggregate method of assembly, the engine is assembled on the stand in
the workshop.
The engine is assembled in 2 ways, in parts and as a whole. Individual parts from
the stand: cylinder, piston group, cylinder head, crankshaft, etc. are assembled.
These parts are then assembled either on the stand or on the ship during general
assembly.

Small engines are brought aboard assembled and secured to the hull. Larger
engines are delivered to the ship in parts. The main difference between onboard
and shipboard assembly is that the engine is assembled on a horizontal plate with
gravity control, i.e. plumb line, water level, etc. It is difficult to create such
conditions on a ship because there is always a certain amount of roll, differential,
and wind influence. Therefore, onboard stacking technology makes it impossible
to use gravity devices.

The procedure for assembly is the reverse of disassembly, i.e. the last
disassembled parts and components must be assembled first. Assembly is carried
out strictly according to the marks and stamps. All measurements made when
disassembling the engine are repeated during assembly and the results are recorded
in the form. Do not lengthen wrenches or use hammers when tightening nuts
during assembly. Cylinder heads, pads, piston heads, etc. must be tightened
evenly, from diametrically opposite sides, at least 3 times.

Only regular (standard) tools and fixtures should be used to fasten parts.
Parts that sit stationary are pressed with a press or a special design. One of the
parts must be lubricated before pressing. In addition, all threaded connections and
friction surfaces must be lubricated.
The engine room must be kept strictly clean during assembly. Grinded,
polished, polished rubbing surfaces must be specially protected from
contamination. Before assembly, parts should be washed in kerosene and precision
parts in gasoline.

Channels and internal cavities are flushed and dried with compressed air.
Piping is cleaned, rinsed, dried with compressed air and put back in place. Felt
glands should be clean, flexible and undamaged. They should also be soaked in
hot oil before being installed in place. The intermediate layers should be the same
thickness. They are not allowed to have any bends, wrinkles or tears. If the
removed copper aragats are useful, they can be replaced after heat treatment
(firing).
 Engine testing:

After repair, the engine is tested. The purpose is to check its ability to accumulate
normal power at normal speed and the quality of operation of individual parts and
systems. Engines that have been checked and adjusted under the supervision of the
technical control department of the plant are allowed to be tested. During
inspection (running-in) the rubbing parts fit together. In order to avoid excessive
heating and sticking of the rubbing surfaces the running-in is carried out in
conditions of strong lubrication and start with the minimum stable speed.

There are three types of engine tests: stand, mooring and sea trials.
Stand tests are carried out on the factory test stand and, in turn, are divided
into two parts: acceptance and control tests. Acceptance tests are carried out by
representatives of the technical control department. Control tests are the final tests
before the engine is installed on the ship. Representatives of the Registry(RMRS) ,
shipping department and technical control department participate in these tests.
All deficiencies are eliminated and noted by the control department of the
shipyard.
The engines installed on the ship undergo mooring and sea trials tests. The
first of these is performed when the ship is connected to the mooring ropes, and
the second is performed at sea.
In all tests the starting properties of the engine, operation in various regimes,
operation of suspension mechanisms, temperature regulation, operation of
automated control systems and emergency alarms are checked, engine power,
torque and other performance characteristics are measured.

The focus is on the operation of the device, equipment and mechanisms that
serve the engine during mooring and sea trials tests, the reversing device and the
speed control system in all tests except maneuvering tests, and during sea trials
tests the propeller characteristics of the engine during maneuvering are the focus.
The test regimes should be shown in Tables 1, 2 and 3.

In the course of sea trials check the operation of the engine and spare units for 30
minutes with stopped cylinders (up to 25%), as well as determine the crisis
(critical) zone of rotation speeds. Representatives of the Registry, shipping
department and factory technical control participate in the final sea trials tests.
Any part found to be defective may be removed at the request of the members of
the acceptance committee. Identified defects are recorded and eliminated.

When assembling the engines it is necessary to raise the water pressure to

normal and observe the tightness of the bushings gaskets . Observe through the
block windows and check for leaks between the cover and the block. During
assembly, by raising the pressure in the engine oil system, observe that the
crankshaft bearings are lubricated and filtered into the crankcase.

The complete motor assembly is accepted by the register. It is implemented

based on the requirements in the receiving technology. The booth inspection is
also accepted and monitored by the registry, allowing it to be delivered to the ship.
All engine readings are submitted to the registry and confirmed in the ship's
inspection at the mooring and in the sea trials.

The main and auxiliary engines are tested and monitored by the register in
100% operating regime, as well as in automatic regime. The test result is approved
by the members - chief mechanic of the ship, head of the technical department of
the plant, the executor of the work and the register on the basis of the act.

It is centered on the propeller shaft or generator shaft when the engines are
installed on the ship. These results are plotted on the graphic. After the signature
of the members of the commission, it is submitted to the register. After the tests,
the deflection is drawn. The results are carried out on request of the register. The
rigidity of all movable mechanisms is taken into account.
 Lecture № 9

Repair of camshaft. Repair and cleaning of fueil [Link] and

restoration of injectors (nozzles).

Among the engine parts, it is the camshaft that is a kind of "dispatcher" — it is

responsible for the order and duration of valve opening.
If the camshaft is severely worn, the engine will not develop its full power output.
If the camshaft fails, it usually leads to costly repairs, up to and including
replacement of the cylinder head, valves or even the engine block.
Correctly inspecting the camshaft will save a lot of time and effort during repair.

Defect 1: Heavy wear, scoring and scratches on the surfaces of the camshaft thrust
bearing necks.

Reasons:
• Engine operation with insufficient pressure in the lubrication system.
• Engine operation with insufficient oil level in the crankcase.
• Engine running on low-quality oil.
• Severe overheating, resulting in oil liquefaction.
• The ingress of fuel (gasoline or diesel fuel) into the oil, which leads to the
liquefaction of the oil.

- Operating the engine with a clogged oil filter.

- Operating the engine with dirty oil.
- High engine mileage.
Action:
-Engine overhaul. Replacement of the camshaft. In some cases, grind camshaft
necks to repair size and fit thicker (repair size) liners or bushings.
Check the camshaft seats in the cylinder head or cylinder block. In some cases the
camshaft seats can be repaired.
Check lubrication system, oil pump and if necessary repair or replace the oil pump.
Clean, flush and blow out the oil channels on the cylinder block and cylinder head.
Use engine oil of proper quality and change engine oil and filter at regular intervals
as prescribed by the manufacturer. Check the cooling system and repair it if
necessary. Check and, if necessary, repair the power supply system.
Defect 2: Heavy wear and scuffing on the cam surfaces of the camshaft.

Reasons:
- Engine operation with insufficient pressure in the lubrication system.
- Operation of the engine with insufficient oil level in the crankcase.
- Operation of the engine with poor quality oil.
- Severe overheating resulting in oil liquefaction.
- Fuel (petrol or diesel fuel) in the oil, causing oil to liquefy.
- Operation of the engine with a clogged oil filter.
- Running the engine on dirty oil.
- High mileage of the engine.
- Unregulated valve clearance in the valve mechanism.
- Defects in the hydraulic compensators.
- Defects and damage to valve drive components (tappets, rodsrocker arms,).
• Incorrectly installed gas distribution phases.
Action:
• Replacing the camshaft. Check, adjust and if necessary repair the valve
mechanism. Replace the hydro-compensators.
Check lubrication system, oil pump and if necessary repair or replace the oil pump.
Clean, flush and blow out the oil channels on the cylinder block and cylinder head.
Use engine oil of proper quality and change engine oil and filter at regular intervals
as prescribed by the manufacturer. Check the cooling system and repair it if
necessary. Check and, if necessary, repair the power supply system.
[Link]-deflection.
In all the above cases, be sure to check the camshaft bend. The camshaft is placed
on prisms mounted on a metal plate. Using an arrow indicator mounted on the
stand, check the deflection of the bearing necks by rotating the camshaft by hand.
The deflection should not exceed: for small engines 0.005 mm; for heavy engines
0.01 mm. If the deflection is higher, the camshaft must be replaced!

[Link] cracks.
Reasons:
• Ingress of foreign objects into the cylinder.
• Destruction of the belt or chain of the gas distribution mechanism drive.
• Incorrectly installed gas distribution phases.
Actions:
• If there are cracks, the camshaft cannot be repaired! Camshaft replacement.
Note: Pistons and valves usually collide as a result of the causes described. The
impact energy is transmitted to the camshaft via the valve drive components, which
can cause cracking. In most cases, cracks will cause the camshaft to break while
the engine is operating.

Defect 5: Wear and scratches on the surface for the camshaft oil glands.
Reasons:
- Prolonged engine operation.
- Entry of foreign particles into the engine oil.
- Careless handling of camshaft when replacing oil glands on the engine.
Recommended actions:
- If there are minor scratches, the surfaces for the oil seals may be polish. If there is
minor wear, new oil glands may be installed with a slight axial displacement.
Otherwise the camshaft is replaced.
Defect 6: Destruction of keyways and seats for dowel pins and camshaft drive
pulleys or gears.

Causes:
- Improper tightening of the bolts securing the pulleys or gears.
- Run-out of the pulleys or gears.
- Consequences of an accident in which the motor compartment was deformed.
Actions:
- Incorrect tightening of fixing bolts.
- Replace camshaft.
Defect 7: Thread breaks in the fixing holes.
Reason:
Action:
- Replace camshaft.

Repair and regulation of fuel apparatus

Materials of details
Pump housings and injectors are made of cast carbon steels (25, 50, etc.). Silumin
alloys of type AL 5 are also used for pump housings. For cam shafts, plungers,
plunger bushings, valves and their seats, carbon and alloy steels (20, HG, HVG,
SHX15, 18HNVA, etc.) are mainly used.

The housings of sprayers, needles and nozzle tips of nozzles are made of tool wear-
resistant steels (P18, 9XC, etc.).
For valve springs, steels such as 50XFA, 60X2HA, etc. are used. Structural carbon
steels are used for the manufacture of fittings, rails, cups, bushings, axles, levers.

Repair of fuel pump details

The main failures of fuel pumps are related to wear of the friction parts: plunger
pairs, valves, shaft necks, toothed racks and swivel cups, distortion of cam shape,
roller and pin surfaces, tappet, etc. Cracks and breaks can be found on pump
casings and other parts. Loss of elasticity, deformation and breakage (less
frequently) are characteristic defects for springs. In threaded parts, there is
crushing and thread breakage.

When repairing pumps, parts with cracks are discarded and replaced. Bent shafts
and toothed racks can be repaired by straightening. Defective springs, racks and
swivel sleeves with lateral clearance between teeth more than 0,25 mm, tappet
rollers and roller fingers with clearance more than 0,05 mm are replaced. The
camshaft journals are ground and chrome plated.

The main parts that determine the serviceability of pumps are the plunger and
valve pairs. Their wear and tear disrupt the normal operation of the injectors,
which ultimately leads to a violation of the operating regimes of the diesel engine.

In shipboard conditions, it is recommended to select worn bushings and plungers

according to the method of their recompletion and subsequent mutual lapping.

In shipyards, it is possible to refurbish the plunger pair by chrome plating, chrome

cadmium plating, oil bath annealing and cold treatment.

With the help of split lapping, the geometric shape of the holes of the plunger
sleeve is restored. The plunger is restored, then ground and pre-lapped. The
restored bushings and plunger are sorted into groups by size.

Paired parts are selected from the corresponding groups, which are finally
completed with mutual lapping. A properly selected plunger should enter the
bushing until they are lapped approximately 0.2 of the length of its working
surface.

The fixtures for pre-grinding the plunger and bush are shown in Fig. 12. The
lapping tools are made from cast iron. For rough lapping corundum abrasive pastes
M20, M10 are used, and for finishing - aluminum oxide pastes with grit size 7 and
3 microns. Finishing pastes are prepared with oleic acid, paraffin and bone oil. The
plunger is clamped in the collet chuck of the lapping machine. A thin layer of
lapping compound is applied to its surface.

Fig. 12 Device for pre-lapping the plunger.

1 - collet clamp; 2 - plunger; 3 - mandrel; 4 - lapper

The hydraulic tightness of the plunger pair is tested in the factory on a special test
bench with a filtered mixture of diesel fuel and oil with a viscosity of 9.9...10 cSt.
The test temperature is 15...20°C. The test pressure is 20 ±1 MPa. The pressure
drop time shall be at least 15...20 s.
After testing, the plunger pairs are sorted into groups with a difference in hydraulic
density within each group by a pressure drop of no more than 10% of the average
density of the plunger pairs of all pumps. Each engine shall be fitted with plunger
pairs from only one group.

The fuel pump valves are removed from the housing together with the seat for
lapping. The lapping is carried out with pastes. The width of the valve and seat
contact chamfer should be no more than 0,4 mm. The tightness of the valve couple
is tested on the bench with compressed air at three valve positions. The air pressure
of 0,4...0,5 MPa must not drop for 15 s.

Peculiarities of fuel pump assembly and regulation

When assembling the pumps, the plunger bush must have a gap of 0.05...0.1 mm in
the housing. The mating of the swivel ring and the plug sleeve has a clearance of
0.05...0.1 mm. The plunger shall rotate smoothly around its axis without seizing
when pressed through the bottom of the turning sleeve. The movement of the rack
should be free with a stroke of no more than 0.25 mm and the clearance between
the rack and the bore in the pump casing no greater than 0.2 mm.

The relative positions of the toothed rack, swivelling sleeve and plunger during
assembly are determined by the marks on the parts (points, from). The assembled
pump is run-in and tested on the stands (uniformity of fuel delivery, pressure). The
test data is recorded on the test form.

Repair, regulation and testing of injectors (Nozzles)

The main faults in the injectors are: wear and tear of needles and
nozzles(Sprayers), coking of nozzle orifices, increased clearance between the guide
surface of the nozzle housing and the needle rod, violation of the seal between the
ends of the nozzle(Sprayers) housing and the nozzle, cracks in the nozzle housing
and the nozzle, Crumpling at the end surfaces of the piston rod, spacer and needle
contact, risks, scratches and corrosion on the working surface of the needle and the
atomiser housing, run-out on the needle lock cone and atomiser bevel, needle
hang-up and nozzle burn-out.
If the needle shaft is stuck, it can be lapped with clean oil or aluminium oxide paste
(1 μm). After lapping, the needle, which has been pulled out of the housing by 1/3
of its length, must be lowered smoothly by its own weight when tilted at an angle
of 45°.

Seal faces of the atomiser housing can be repaired by lapping with pastes on the
lapping plate. To avoid misalignment, the atomiser housing is inserted into the
bore of the mandrel disc and moved along the platen with it.

Sprayers are tested for hydraulic tightness on a special test bench after lapping.
The working pressure must drop from 35 to 30 MPa in at least 15 seconds. The test
is carried out on a mixture of diesel fuel and paraffin with a viscosity of 9.9...10.9
cSt. The test bench is pre-tested with reference injectors.

Repair of the gas distribution mechanism

If any defects are detected, it must be checked:

• the condition of the working surface of the cam washers for the absence of
potholes, dents, ridges, scratches, cracking and lagging of the cementation
layer;

• drawdown and deflection of the camshaft;

• the fit density of cam washers on the camshaft;

• the amount of oil gaps in the camshaft bearings, in the valve timing
mechanism and in the valve guide bushings;

• valve lapping quality;

• the presence of cracks on the water-cooled exhaust valve housings, as well as

damage to the gaskets;

• elasticity of valve springs.

 Lecture№ 10

Repair of shaft line and propellers

Disassembling the shaft line for repair

Depending on the operating life of the propeller shaft and the condition of the
individual components, repairs can be either running or overhauled. Overhauls
include complete disassembly of the propeller shaft with delivery of parts to the
workshop for repair, repair of intermediate shafts and propeller shafts, re-filling
and boring of bearings with subsequent alignment and stacking of shafts, repair of
the stern gear, repair of propellers, etc.

There are two stages of overhaul disassembly; the first when the ship is afloat and
the second when the ship is in dock.

Before disassembling the propeller shaft line, check the oil slack in the bearings as
well as the fit of the shaft necks to the bottom liner. In addition, prior to complete
disassembly of the propeller shaft line and docking, the misalignment of the
propeller shafts shall be checked in two ways: by measuring the axis alignment of
the propeller shaft and the main engine shaft optically (intermediate shafts shall be
removed or moved aside) and by measuring the fractures and offsets at the split
flange joints of the shafts.

Fig. 131. Checking misalignment of propeller shaft and main engine shaft.
When disassembling the shaft line afloat, first remove the shaft line covers, stairs,
piping and associated fittings; check that the markings on the shaft line parts are
present (renew the markings if missing).

After making the L-shaped dowel 3 (Fig. 132) from 6-8 mm steel wire, fix the
position of the propeller shaft. To do this on the propeller shaft 2 and on the
bulkhead 1 punch shallow wells, which conclude in rectangles, carefully applied
chisel. The pointed ends of the chisel are aligned with the holes. The dimension
from the bulkhead to the well on the shaft is recorded in the appropriate document
for fitting the propeller shaft after the repair. This dimension also allows the actual
clearance between the propeller shaft hub and the end of the bracket or stern tube
to be checked.

Fig. 132. Fixing the position of the propeller shaft before disassembly.

Next disassemble all the shaft line flange connections. Connecting bolts are
knocked out with a lead sledgehammer or pressed out with the device shown in
Fig. 133. It consists of a bracket 1, one end of which is designed as a fork to allow
the bolt to pass through during pressing out.

The other end of the bracket has a thickened part with a tapped hole; the pressure
screw 2 is screwed into it and the ratchet mechanism 5 with lever 4 is mounted on
its square. The attachment is placed on the shaft flange connections against the bolt
6 to be pressed out. The crowbar 3 is used to act on the ratchet mechanism,
screwing in the screw 2, which with its end resting on the end of the bolt, presses it
out.
Fig. 133. Device for pressing out the connecting bolts of the shaft flanges.
If the bolts cannot be pressed out, they are drilled out or burned out with an
autogenous tool. After removing the bolts, disassemble the thrust and support
bearings (remove the covers and take out the thrust segments). After spreading the
shafts, they are lifted and placed on wooden cages, then unloaded and transported
to the workshop for repair. After unloading the shafts, the bearing covers with
housings are assembled, the bearings are disconnected from the ship's foundation
and transported to the workshop.

Disassemble the propeller shaft in the dock in the following sequence: disassemble
the stern gland and remove the packing; remove the propeller cowling; jam the
propeller shaft so it does not bend when the propeller is removed and remove the
propeller; measure clearances between the propeller shaft, bracket bushings and
stern tube on both sides (bow, stern) in four positions (top, bottom, starboard,
portside).

After removing the propeller, remove the propeller shaft and press out the sleeves
of the bracket and deadwood tube.

Repair of the main parts of the shaft line

Propeller shafts may have mechanical damage, loose sleeves (liners), damaged
threads and keyways on the cones.
The main defects in babbitted bearing liners are wear of the babbitted material,
sinks, cracks and lagging of the babbitted material, scuffing and burrs. Wear on the
bulkhead glands is evident in the wear of the gland bushes and gland bushings. The
pressure bushes in the pressure packing glands are subject to wear and may have
bent flanges, cracks, burrs and wear on the glandbuds of the packing glands.

Ellipticity, tapered, barrel-shaped, running-in of thrust shafts, intermediate shafts

and propeller shafts are removed by boring and grinding. Roughness, chafing and
run-out of the shafts, if exceeding the permissible limits, are also removed by the
same method. Flange faces are ground at the same time as the necks.

Sometimes the groove of the propeller shaft cone is used. If there are thread
defects, local damage to individual threads can be repaired by grinding by hand. If
the damage is significant, the thread is rethreaded to the next smallest size, and the
nut is made new.

For the restoration of worn and corroded shaft necks, surfacing and
electrometallisation are used. To do this, the shaft is turned, clad, heat-treated, then
turned and ground again. The bending of the shaft is eliminated by turning,
straightening with countersinking, straightening with electrofusion and turning.
Dressing is carried out mechanically, thermally or in combination. Minor dents and
burrs on the sides and edges of the keyways can be eliminated by deburring. If the
keyway has significant defects, the keyway is machined to a larger width and a
new keyway is produced. Electrofusion of the keyway with subsequent machining
to the drawing dimension is also used.

In case of ellipticity, conicity, scoring, scratches, and wear on cladding, propeller

and deadwood shafts shall be reamed; reduction in wall thickness after reaming
shall not exceed 50% of the drawing size. If there are defects concentrated over 1/3
of the liner length on the side where the nozzle can be made, the damaged part can
be replaced. The cladding is also replaced if the fit is loose on the shaft, casting
defects and cracks are detected. To replace it, cut off the defective liner and check
the place on the shaft for the new one. The new liner is pre-treated, tested with
hydraulic pressure to make sure it does not leak, then the inner diameter is
finalized for hot fit, heated to 300-350° C, fitted on the shaft and the outer diameter
is finalized.

Having eliminated the defects of all shafts, they are connected. First, taking the
propeller shaft for the base, connect it with the first intermediate one. To do this,
the propeller shaft is mounted on a lathe, the cylindrical part of the cone is clamped
with a centering chuck of the machine, and a lunette (stand) is placed under the
neck of the other end.

Checking the jointed shafts involves determining the runout of the necks and the
flange face: it must not exceed 0,05 mm. A larger runout of the necks indicates a
misalignment of the shafts at the flange joint. The misalignment is eliminated by
turning (turning) the shaft to be centred in the flange joint in relation to the base
shaft. If this fails, the end face of the flange of the shaft to be centred is scraped.

The main defects of bearing housings and caps are cracks, sinks and spalling of
cast iron housings. Minor cracks and shells can be repaired by welding, while
major cracks require bearing replacement. The bearing housing paw surfaces, as
well as the bearing slots are calibrated. The main defects of the bearing shells are
the same as those of the bearing shells of engine crankshafts, turbine rotor shafts,
etc., cast in babbitt and the repair methods are the same.

The main types of wear of deadwood bushings include the production of

antifriction material of the liners and the weakening of the fit of the bushings in the
deadwood pipe as a result of repeated pressing and pressing, as well as corrosive
corrosion of the seats. These defects are eliminated by applying a metallization
coating to the seats with subsequent machining for a stressed fit.

Repair of worn-out antifriction coating is mainly reduced to its replacement. As an

antifriction material, the following are used: bakout — hard wood of deciduous
tropical wood; wood—layered plastic (chipboard) obtained by impregnating birch
veneer with a thickness of 0.4—0.5 mm with resin under pressure of 16-20
thousand kN/m2 (160-200 kgf/cm2) at 145-160 ° C (418-433 K); textolite - layered
plastic material obtained by pressing cotton fabric impregnated with artificial
resins; babbit (for shafts without bronze linings); special grades of rubber.
Bacaut, chipboard or textolite is used to make strips which are fastened to the inner
surface of the bush and bored out according to the shaft diameter and the clearance
size. Babbitt is poured into the bushings and then bored out. If rubber is used, the
inner surface of the bush is covered with a layer of rubber by vulcanisation with
longitudinal grooving or the rubber-metal strips are screwed into the bush.

The repair of deadwood pipes consists in the elimination of corrosive

disconnections and cracks by welding and surfacing.

Repair of propellers

When the blades of the propellers corrode up to 10-15% of the area, they are
corrected by surfacing. The surfacing of steel propellers is performed by electric
welding, and the surfacing of cast—iron propellers is performed by electric
welding with preheating of the blade to 650-700 ° C (923-973 K) or gas welding,
also heated. The surfacing of bronze or brass propellers is usually carried out by
gas welding. Good results are obtained by electric welding in an argon medium.
The coloring of the edges of the blades is corrected by surfacing. Cracks in the
propeller blades are brewed with preliminary cutting.

The curved blades of steel propellers are adjusted mechanically or hydraulically

with the blade heated to 850-900 ° C (1123-1173 K). A reliable way is to edit the
blades in a special rigid conductor. After straightening, the blades are annealed at a
temperature of 850-950 ° C (1123-1223 K). Bronze and brass propellers rule in a
cold state with the use of hydraulic jacks.

If the erosion of the blades is considerable or if the blades are broken off, the
propellers can be repaired by welding on a insert to replace the unusable part of the
blade. If the keyway is crushed, it is cut to a larger width and a new key is fitted, or
the faces of the keyway are melted and machined to the faces of the keyway are
machined to the drawing size.

When assembling propellers with removable blades pay attention to the fit of the
blade base to the hub as well as the correct tightening and cottering of the bolts.
After eliminating the defects, fit the propeller hub to the propeller shaft cone or a
special gauge.
When assembling propellers with removable blades pay attention to the fit of the
blade base to the hub as well as the correct tightening and cottering of the bolts.
After eliminating the defects, fit the propeller hub to the propeller shaft cone or a
special gauge.

Figure 134 shows a diagram of a balancing machine. A propeller 3 is mounted on

the knuckle ball 2 using a tapered mandrel 1. The ball is positioned on the vertical
spindle.

Fig. 134. Schematic diagram of a propeller balancing machine.

There is a socket in the machine for the ball. Turning crank 4 with pressure screw 5
and lever 6 raises the propeller 8 over the stand housing 7. This tilts the propeller
towards the heavier blade.

Balancing of the propeller is achieved by removing or adding metal. This

balancing method provides greater accuracy than balancing on knives, and also
requires less time and space. Dynamic balancing is performed in cases when the
propellers operate at a high rotational speed.

Adjustable pitch propellers (APP) have wear of various parts of the mechanisms of
the power cylinder, piston rings, bearings, spools and their bushings, rocker stones
and rubber seals. There may also be a bend of the blades, breakage of the central
trunnions and the finger of the disk eccentric, wear of the oil pump housing, etc.
Servomotor cylinder wear is eliminated by filling with babbitt and boring to the
nominal size. The servomotor piston rings are replaced, the spool sleeves are
reamed to a larger size, and the spools are made new and lapped together with the
sleeve.

The blade washers are cleaned of corrosion at the points of contact with the blades
and the rubber seals and chromed with a 0.2 mm layer. Newly made rocker stones
are scraped against the slider. Trunnions and disk eccentrics in the process of
repair are scraped against the mating parts with paint and replaced in case of heavy
wear.

The blades are straightened in special beds heated to 400° C (673 K). If the edges
are significantly damaged, they are cut off and new ones are welded and machined
instead. The hub with the assembled blades is balanced statically.

A very time consuming operation is the final tune-up of the entire system after
repair and assembly. Normally the test of the АРР is performed on the test bench
in the following sequence: running-in of pumps, resetting of servomotor, checking
of hydraulic system for tightness, checking of reversing duration.

After the propeller shaft with the pitch change mechanism (PСМ) is fitted and the
piping is connected to it, the system is finally checked for leaks and the setting of
the forward to reverse turning time is adjusted.
 Lecture № 11

Repair of the ship's steering gear

The survey of the steering gear shall be carried out in accordance with the
Register’s Rules, once a 5 years and annual. The annual inspection shall be carried
out by external inspection in accessible areas, i.e. the above-water part. If any
defects are found in the underwater part, the latter shall be inspected by divers.

If the results of the inspection show that the defects cannot be repaired afloat, the
ship shall be docked. During docking the rudders and their centreline will be
inspected and checked in more detail. The steering gear is also checked in
operation to ensure that it meets the requirements of the Register.

Fig. 1 Clearances measured during rudder defecting

The transfer from side to side must be carried out (at least 32-35 ° from the middle
position) for a time of no more than 30 seconds during full forward travel.
When the rudder blade deviates from the average position on either side, the
difference in the axiometer reading and the actual rudder blade position shall be no
more than 2° and 1° for steam, hydraulic and electric machines respectively

The presence of faults resulting in loss of steering reliability entitles the Register
Inspector to restrict the sailing area and time or prohibit the vessel from sailing.

Defecting and disassembling. Defective inspection is carried out before and after
disassembly of the steering device. Prior to disassembly, the following clearances
are measured to determine the condition of the device and, to a large extent, the
scope of the repair (Fig. 1):

• - clearance a – between the rudderpice hinges and the aftstem rudderpost,

они must be at least 7% of the nominal diameter (maximum permissible) –
or constitute from 7.0 to 21.0 mm depending on baller diameter – 100-300
mm (and installation 15-30 mm for a baller diameter of 100-300 mm);

• - clearances b – between the pins and hinges of the aftstem.

Maximum permissible:

- the clearances b must be at least 10 % of the nominal diameter of the pins, and
the installation ones from 0.4-0.6 to 1.8-2.7 mm depending on pin diameter from
40 to 175 mm or 1-1.5 % of pin diameter;
- clearances в – between the rudder hinges and rudderposts;
-clearances g – between the hinges of the achterstem and the ruderpis,

Disassembly of the steering device is usually carried out in the following sequence:
disassemble the manual steering wheel drive, the steering brake device, the main
steering wheel drive, dismantle the steering machine, remove the transverse tiller
or the manual drive sector. Since their landing is made with tension, the shooting is
carried out with the help of special devices, for example, a hydraulic jack.
If the tiller cannot be removed from the baller, heat the tiller head or, in an extreme
case, cut the head with a gas cutter. If the toothed sector is connected to the tiller
by springs, disconnect it before removing the freely seated sector:

- springs;

- deck gland;

- the baller’s bearing and remove the Gelmport tube visor;

- disconnect the lock or flange connection of the baller to the ruderpiece.

The baller is lowered through the helm tube and the sleeves are then pressed out of
the hinges of the achterstem and the pins out of the hinges of the rudderposts. Their
position shall be secured with marks and scuffing. The lentils are knocked out
through the hole in the heel of the achterstem.

The bending of the baller is checked on a centre lathe by turning it slowly with an
indicator every 500 mm. The curvature of the baller is determined on a marking
board by drawing axial lines on the ends and formations of the baller. The cracks
in the beamer and pins are checked by colour inspection as well as by petroleum
chalk sampling, nitric acid solution and drilling to determine the crack depth.

The presence of cracks in rudder plates, plating and welds, ruderpise and
Ruderpost shall be determined by the same methods. Using ultrasonic thickness
gauges or by test drilling check rudder skin thickness and tightness of rudders
(hollow) by hydraulic pressure. Check the condition of keyways, their runs, etc.

Ship’s rudder devices. Baller, rudder blade and their assembly.

Repair of baller (rudder stock) .

If it is necessary to manufacture a new baller (rudder stock), steel grades St4, St5,
St6, 25, 30, 35, 35, 40, 45, 35Kh, 40KhM, 40KhMFA, 35KhV and others are used.
To repair baller necks, they are mounted on a lathe and sharpening until the
minimum permissible diameter is reached or corroded, but not less than the
minimum diameter.

After preheating from 150 to 400°C (depending on carbon content and steel grade)
using inductors from current transformers TCD-1 000 or STE32-C (temperature is
controlled with instruments), necks are cladded with welding wire in carbon
dioxide, followed by surfacing, taking secondary claddings with stainless steel
wire in carbon dioxide.

Preheating reduces the rate of cooling and the resulting risk of hardening
structures, while double surfacing prevents hardening of the transition layer from
the base metal and cracking in the surfacing area. The second cladding increases
the service life between repairs. It is recommended that a hardening run-in with a
single, double or triple roller fixture is carried out after machining.

Many shipyards rebuild necks by fitting stainless or carbon steel sleeves, the latter
are cladded with stainless steel, which saves scarce stainless steel metal. Once the
facings have been fitted, they are machined on large lathes. If large lathes are not
available, machining is carried out in the centre of the machine using a “Mole”
fixture, which is used to grind the necks of fixed shafts.

Fig. 2 Template and counter-template for making pins.

1 – Template; 2 – Counter-template; 3 – Roughness.

Cracks on the baller are welded mainly by electric arc method only with electrodes
of type E42A, followed by heat treatment with high tempering or normalization in
order to remove residual stresses and improve the structure of the cladding metal.

The bending of the baller is eliminated by threading the necks until the “run-out” is
removed, but no more, with subsequent restoration by electric melting to the
construction size, as well as by straightening the baller “cold” or with preheating,
followed by threading the necks and flange. At twisting angles from 5 to 15 °, the
dowels on the baller are rearranged.

Repair of the baller flange is mainly reduced to eliminating the misalignment of its
working surface by processing it with grinding machines, by boring on a boring or
lathe, and in case of large misalignments — by surfacing with subsequent
processing.

The rudder blade blades are repaired.

Cracked welds are cut out and re-welded. Dents and dents in skins and plates are
repaired by preheating to 550 °C or in case of difficulty in repairing the defective
places are cut out, the edges are machined and replaced by welding in a new insert.
In the case of replacing skins or individual sections, the pitch is preliminarily
removed through a hole cut into the bottom of the skins (hollow rudders).

Upon completion of these works perform a hydraulic test with pressure of 0.06-
0.08 Mpa, then fill the inner cavity with sand and weld the hole. The kit, rudder
blade ribs rendered unusable by cracks and corrosion damage shall be replaced.
After all the work is done, the outer skin is primed with one layer of VL-02 primer
and painted with three coats of EP-71 paint.

Blade and baller assembly.

It is convenient and more productive to assemble on special stands where repairs

and alignment are carried out. This 65inimizes rigging and eliminates repositioning
and other labour-intensive auxiliary operations. If during assembly and alignment
the wheel flange becomes misaligned, i.e. not perpendicular to the axle, it is
corrected in the same way as a baller flange misalignment.
Assemble and test the steering device.

Assemble in the reverse order of disassembly. The assembled rudder stock (baller)
with rudder blade and fitted with its pins in the hinges of the rudderpost may not be
centred with the rudder stock(baller) bearings. Centering the bearing at the new
baller position makes the work much easier. To do this, the bearing is removed, the
old deck bolt holes are carefully welded, the rudder is hinged and the rudder stock
is set in working position, followed by checking all clearances.

The bearing will automatically snap into place when it is assembled to the baller.
The bearing shells or sleeves of the ball bearings are cleaned with a scraper in the
event of minor damage (minor grooves, burrs, etc.). After checking the clearance
between the bearing sleeve and the baller, mark in place and drill new holes in the
deck for bearing mounting. If there is significant wear or looseness in the bushings,
they shall be replaced with new ones. After that continue with assembly of above
deck parts and assemblies. After completing the repair, check the operation of the
steering units.

The ship’s steering gear is tested in conjunction with the steering motor. The
factory test is followed by a mooring test, which reveals any errors made during
the repair process. They are corrected before the sea trials, which are carried out in
the presence of the Register Inspector. If during the sea trials the steering unit fully
complies with the requirements of the Register, it shall be deemed fit for service.
 Lecture №12

Repair and restoration of basic defects of anchor-mooring [Link]

of towing and mooring devices.

Anchor device is a set of appliances and mechanisms used for anchoring, lifting,
hauling and anchorage of a vessel. Anchor gear includes anchors, anchor chains,
anchor and deck clews, screw locks for securing anchor and chain, hoisting
mechanism - anchor winch (windlass or capstan with brakes and reel length
meters), chain box with anchor chain fastening and kickback devices ( gwak-gals
and hook tack).

A vessel's mooring device is a set of devices and mechanisms for holding the
vessel at the berth or at the side of another vessel. Mooring devices include
mooring rods, bollards, cleats, mooring tongs, gulls, mooring winches or capstans.

The main types of anchor-mooring mechanisms are the anchor-mooring windlass

or anchor-mooring capstans.

Schematics of the windlass and capstan are shown in the pictures:

Kinematic diagram of the windlass:

1. Foundation frame
[Link]

3. Loading shaft

[Link] transmission

[Link] clutch

[Link] Drum

[Link] drum

[Link] brake

[Link] gear

[Link] motor
Сapstan kinematic diagram

1. foundation frame

[Link]

3. capstan baller

[Link] gear

[Link] drum

[Link] transmission

[Link] clutch

[Link] motor
Maintenance of the windlass and capstan includes:

- external inspection of the windlass and capstan;

- checking the oil level in the gearboxes;

- Rotate the windlass and capstan for 1-2 minutes at full speed to prevent contact
damage to the gears and ball bearings;

- lubricating the anchor chain stoppers, anchor chain brake actuators and
disengaging devices. The inner bushings of the chain sprockets must be lubricated
particularly carefully through the oil caps installed on their upper shafts;

- Drain the oil sludge from the gearboxes and replenish it to the operating level (if
there are metal particles in the sludge, open the gearbox of the respective
mechanism, find and eliminate the cause of excessive wear of the parts);

- checking the condition of the threaded joints;

- changing the oil in the windlass and capstan gearboxes every two years.

Anchor device defectoscopy and repair.

Determining defects in the anchor device are: mechanical and corrosion wear of
anchors, chains, chain box, gudgeon, glag-gaug, side clews, stoppers. Anchor
device defects are determined by external inspection and measurement.
An anchor shall be replaced if its original weight due to corrosion and wear is
reduced by more than 20%. Anchor repair is allowed upon agreement with Russian
Maritime Register of Shipping to use welding when repairing cracks in welded
seams (welded structures). Repaired anchors are tested by dropping them onto 100
mm thick steel plate from 3,5 to 4,5 m height depending on anchor weight. After
the tests the anchor is suspended, tapped and the presence of cracks determined by
the sound.

Chain links and other chain elements with cracks and wear exceeding 10% of the
chain gauge must be replaced with new ones. Repaired chains are tested on bows
with a test load on chain test mills. The load depends on the gauge and chain
category (according to GOST 228-79).

Chain category: normal, heavy-duty and special strength.

Chain box, deck fairleads should be periodically cleaned of dirt and rust and
painted.

The special device for the quick release of the anchor chain root end must be well
loosened and lubricated in the rubbing parts.

Worn or damaged parts of the anchor chain (gum-gals, glag-gaug, swivel,

brackets) are either repaired by electric welding or replaced.

Defectoscopy and repair of the mooring device.

Typical defects in the mooring device include: wear and tear on mooring clews,
bollards, bale laths and guide rods, as well as cracks and breakages. Steel bollards,
bale laths and fairleads shall be repaired by electric welding, while cast iron ones
shall be replaced.

Steel ropes shall be replaced if the number of broken wires is more than 10% of the
number of wires in the rope over a length of eight rope diameters.
Defectoscopy and repair of the windlass and capstan.

The foundation frame of the windlass and the cast steel stanchions are virtually
wear-free if well maintained. For the foundation frame legs, the surfaces on which
the bearing posts are mounted may be subject to wear.

These support surfaces, due to the loosening of the bearings in their seats, cause
burrs and indentations. These defects can be remedied by calibrating the bearing
beds.

If the dents and riveting are small, manual calibration is sufficient. The load shafts
are removed and the props are firmly secured to the frame. Fabricate a false shaft
similar to the load shaft and fit it into the bearings.

Painted false shaft necks leave marks on the bearing surfaces. These irregularities
are scraped at the same time on all bearings. The operation is repeated until the
hollow false shaft rests in the bearings.

This arrangement of the raised false shaft ensures correct geometric shape and
alignment of the beds on all uprights. In the case of large deformations, the frame
with the firmly bonded uprights is mounted on a boring plate and the surfaces are
reworked from one setting and the bearing beds are then calibrated using the false
shaft. The manual labour involved is considerably reduced in this case.

Bearings with inner surface wear, if the shafts are repaired by shell surfacing, can
be bored (if the wall thickness of the liner allows it) and the shaft can be surfaced
and turned to suit the diameter of the bored bearing. If the shaft is in good
condition, replace the bearing shells with new ones. Bearings loosened in the
bearing housing are to be replaced.

In marine engineering, rolling bearings are increasingly being introduced instead of

friction bearings, making it easier to repair them by replacing them.

.
To repair a shaft that has worn necks and a bend, proceed as follows. Place the
shaft on the machine in the centres, rotate it and use an indicator and ruler to
determine the amount of bending.

If the bend is so great that the shaft cannot be set in the centres, the shaft is placed
on the platen prisms, heated in the area of the bend and hydraulically pressed to
remove the bend. Then, by turning the shaft in the centres on the machine, the
results of the straightening are monitored.

A bent shaft is considered straightened if the runout does not exceed 1 mm. After
straightening, the worn necks are ground by 10-12 mm for an arc surfacing,
preferably automatic, which is carried out in three layers.

This is followed by a heat treatment, the regime of which is determined by

determining the chemical composition of the steel. The shaft is then re-mounted on
the machine and the run-out checked; if it is deformed, the shaft is straightened
again and the turning and milling of the keyways is commenced.

The following maximum permissible wear tolerances must be observed during

detection: ovality 0.25 mm for load shaft necks, taper 0.15 mm for intermediate
shaft necks, ovality 0.30 mm, taper 0.15 mm for gear shaft necks, ovality and taper
0.06-0.8 mm for gear shaft necks.

Scratches, and dents detected on gear shafts are ground on a lathe or by hand using
an emery cloth soaked in oil and then finished with GOI paste.

Gears and pinions with significant damage (cracks, heavy wear on the teeth) are to
be replaced with new ones.

Defects of the couplings: jamming, scoring, wear on the cam, sprocket and tooth
surfaces, loose fit of the coupling halves on the shafts, broken cams and teeth etc.
The cams and teeth are scored and creased by filing and scraping.

If there is significant wear on the cams, the thickness of the cams is restored by
electrofusion followed by machining on a planer. Then the working surfaces of the
cams are fitted to the paint by the cams of the half-couplings with an accuracy of
two or three spots per 1 [Link] lateral clearance between the cams on the non-
working side of the repaired couplings should be between 1.5 and 2 mm.
Loose fit of the coupling halves on the shafts is eliminated by electrofusion
followed by boring to the correct fit. Sprockets and coupling halves with
significant wear, cracks, broken cams and teeth are replaced with new ones. When
assembling the couplings, keep the coupling halves parallel and perpendicular to
the shafts to an accuracy of 0.02 mm per 1 m of length.

In the case of elastic couplings, wear on the elastic rings, bent pins and pin bores
may occur. Wear on the elastic rings and pin bores are permissible up to 2 mm per
diameter.

The clearance between the elastic element and the bore must not exceed 1-2 mm.
When replacing the elastic rings, they must be fitted tightly on the pins without any
clearance.

The bent pins are replaced. The developed pin holes are reamed to a larger
diameter or the holes are electrically welded and new holes are drilled. To extend
the service life of the elastic coupling pins, they can be rotated periodically.
 Lecture № 13
Defective inspection and repair of shipboard steam boilers and heat
exchangers
Shipboard steam boilers are a complex control object consisting of several energy
accumulators and material media. Shipboard steam boilers operate under difficult
conditions under the influence of high temperatures, mechanical, thermal and
cyclic loads caused by non-stationary operation modes caused by the specific
nature of field ships' activities. Boiler structural elements are under active
influence of electrochemical, gas and steam corrosion.

Main defects and wear and tear in boilers

When inspecting the boiler from the outside without putting it out of operation,
check for leaks and leakages, defects in insulation, furnace cladding and other
faults.

During the inspection, it is necessary to check:

- the quality of combustion in the furnace;

- operation of the safety valves by manual detonation;

- action of remote control drives;

- Condition of boiler fittings and cladding;

- The fixing of the boiler on the foundation;

- quality of boiler and feed water.

When inspecting the boiler after it has been taken out of operation (before
cleaning)it is necessary to

- a) When inspecting the heating surfaces on the steam space side, determine
the thickness and composition of sediments, check the condition of the internal
drums, oil traces, corrosion, cracks;
- b) when inspecting the heating surfaces from the side of the fire and gas
spaces, check the presence of:
-steaming traces;

- soot deposits;

- subsidence of fire pipes and bulging walls of fire chambers;

- burns at the ends of smoke and fire pipes;

c) when inspecting the boiler furnace and flues, check:

- the presence of destroyed parts of the brickwork;

- the presence of burnt mounting parts, dampers, shields;

-condition of superheater pipe mounting;

- presence of sooty deposits on heating surfaces;

- condition of boiler skin shields.

When inspecting the boiler after cleaning, in addition to the above, make sure that
there is no

a) on the side of the steam space:

-cracks in pipes of heating surfaces, flame tubes, collectors, connections of pipes

with collectors, tube plates;

-metal delamination;

-corrosion spalling.

The degree of intensity of corrosion corrosion is established by control drilling

(followed by welding) and measurement or other methods.
For fire-tube and combined boilers, it is necessary to measure the deformation of
the heat pipes in accordance with the regulations of the Register and the scheme
given in the boiler manuals.

Ship steam boilers, preparations for inspection and repair

Preparation work
When a boiler is submitted for inspection by the Register, the following work
shall be carried out:

- remove water from the boiler;

- open all manholes and necks;

- Remove insulation and clean the metal around the throat, valves, fittings and
flange connections

Internal assemblies are removed from the boiler manifolds. When carrying out this
work, follow the requirements of the operating instructions for the given boiler
system and the Rules of technical operation of steam boilers

Mechanical cleaning of boilers

Prior to mechanical cleaning, all pipelines connecting to the boiler are sealed off
with stopping plugs between the connection flanges. Scrapers, brushes, chains,
scrapers and boiler reamers are used for mechanical cleaning of boilers.

Hot water pipes are cleaned with special balls with a flexible cable from a
pneumatic or electric drive. At the same time, water is supplied to remove the
sludge. Cleaning of smoke pipes from carbon deposits and soot is carried out by
balls or boiler sweeps.

The mechanical cleaning ends with flushing the boiler with a water jet at a pressure
of 0.2...0.3 MPa.
 Technological processes for chemical cleaning

In the chemical cleaning of the surfaces of boilers and other apparatuses, special
measures are taken to reduce the corrosion processes of the metal.

Cleaning of apparatuses and boilers from alkaline earth deposits (CaCO3, CaSO4,
Caco3, Ca3(PO4)2, etc.) is produced by solutions of organic acids:

- hydrochloric;

- sulphuric;

- sulphamine (NH2SO3H);

- and citric;

- acetic acid and maleic anhydride.

Repair of metal parts of boilers

Boiler steels
Carbon and alloy steels with low carbon content, having high ductility and good
weldability are used for the manufacture of steam boilers.

Steels 10 and 20 are used for pipes in steam boilers operating at temperatures up to
450°C.

At higher working pressures, steels of the 20PV type are used, at temperatures
above 450°C alloy steels of the 15XM, 12X1MF type and chromium-nickel steels
of the 08X18H10T type with increased heat and corrosion resistance.

Carbon steel 15K, 20K, 22K (at pressures not exceeding 1.5 MPa and temperatures
up to 300°C) are used for manifolds of auxiliary ship steam boilers.

Frame and boiler shell parts are made of steels St3, St.4. For fasteners working at
temperatures up to 425°C, structural steels 30, 40 are used and for higher
temperatures alloy steels are used.
 Welding applications for boiler repairs

For manual welding and surfacing of carbon boiler steels the electrodes of grade
UONI 13/55 are used, for pearlitic alloy steels - TSL-38, TSL-20M etc., and for
austenitic steels - TsT-15 etc. In the repair of boilers can be used argon arc welding
and submerged arc welding. In the latter case, an appropriate filler material shall be
selected.

Welding and inspection of welded joints shall be carried out in accordance with the
requirements of the Register.

Boiler parts whose material structure may be distorted after welding must be heat-
treated.

Crack repair and surfacing

The location of the crack is cleaned. The crack is detected by etching with 4%
nitric acid solution, ultrasonic or other methods. The ends of the crack are drilled
out. The crack is cut to make a weld of a certain type and welded. The holes are
countersinked and welded as well.

When surfacing worn areas, the surface is marked in squares with sides of
100...150 mm. Welding is carried out in squares with the weld rolls in adjacent
squares rotated by 90°.

Defective sections of the boilers with metal delamination are cut out. New
inserts are welded with butt welds. The thickness of the insert for cylindrical
boiler walls must be at least

S = Da P2σφP + C,

- where Da is the outer diameter of the cylindrical wall, mm;

- P - design pressure; MPa;

- σ - allowable stress, MPa;

- φ - strength factor (φ-0.6...1);

 - C - increment (C=1 mm).

Elimination of deformations
Flame tube subsidence in flame tube boilers and auxiliary boiler furnace spheres
can be eliminated by flame tube straightening. Fig. 1, a diagram of flame tube
straightening using a hydraulic jack is shown. Jack 2 is placed on the wooden
spacer 3, and on it - the cast iron die 1, made in the shape of the wave of the flame
tube. A soft sheet material (copper or lead) is placed between the die and the flame
tube. The vessel is filled with water heated to 90 ... 100°C. Dressing is carried out
in sections from the maximum deflection arrow. The lifting is done slowly up to 25
mm in height, with stops and dwell time of 3 to 5 min.

Fig. 1 Flame tube straightening

To support straightened flame tubes, weld half rings with cut-outs (Fig. 1, b).

If the flame tubes squat significantly, cut out the defective ring section and weld a
new one or replace the flame tube.

The thickness of the flame tube insert for corrugated flame tubes must be at least
S = PD2σ + C,

- where D is the smallest internal diameter of the flame tube in the corrugated part,
mm.

If the spheres of the auxiliary boiler furnaces are significantly sagging, they are cut
out piecemeal. New stamped parts are made and welded on.

Lining repair

Minor damage to the liner (burning, cracks, surface discolouration of the bricks) is
repaired. The defective areas are brushed, moistened with water and coated with a
coating consisting of fireclay powder and sand (35% each), refractory clay and
graphite powder (15% each). The mortar is mixed with clean fresh water. The
thickness of the layer is allowed to be up to 15 mm.

In case of partial replacement of masonry, defective bricks must be removed.

Chamotte, chamotte lightweight, high alumina and carborundum bricks are used
for masonry of ship boilers. Carborundum bricks are used for lining the most
critical units and highly stressed boilers.

The bricks are made, shaped, of different shapes and with holes for bolting them in
or with slots for fixing them in the T-beams. The way of fixing the bricks of
different shapes to the boiler frame is shown in Fig. 3.
Fig. 3 Methods of fastening refractory bricks of various shapes to the boiler frame
.

Repair of thermal insulation

The insulation on boilers is fixed in various ways:

- by means of bands;

- rods;

- wires;

- meshes;

- brackets, etc.

Thermal insulation materials include sowelite boards and mattresses, asbestos cloth
and cardboard, asbestos magnesia cord, sowelite and newelite blankets, etc.
Before insulating, the metal surfaces are cleaned of rust and painted. Insulation
materials are softened in hot water and applied on hot surfaces of boilers in layers
of 10 ... 30 mm. The next layer is applied after the previous one has dried.

The total thickness of the thermal insulation layer is 60 ... 100 mm. The layers are
fastened to the surface in a certain way. The outside of the insulation is covered
with galvanised iron or aluminium sheets.

The walls of flue gas ducts, furnace chamber of water tube boilers are protected by
volumetric steel shields with thermal insulation materials.

Repair of heat exchangers

In heat exchangers for the manufacture of parts, in addition to cast iron and carbon
steels, alloy steels, non—ferrous and special alloys are widely used (for example,
nickel silver MNZHMC 30-1-1 and brass L070—1 — for pipes in steam
condensers, brass L62 and copper MZS - for pipes in oil refrigerators.

Typical malfunctions of heat exchangers are manifested in violation of the density

of joints and tightness of parts (cracks, corrosion fistulas, etc.), as well as in the
deformation of parts.

The permissible wear and tolerances of the mating parts are determined by the
requirements of the drawings and the purpose of the apparatus. A typical
malfunction of heat exchangers is fouling by deposits and process media.

The cleaning methods are similar to those for shipboard boilers. Specialised
stationary areas for chemical cleaning of heat-exchange apparatus are established
at Shipyard .

The main damages in heat exchangers are caused by corrosion, especially on parts
of condensers, oil and water coolers, refrigerators and evaporators which have
contact with sea water. The greatest corrosion damage is caused by heat exchange
tubes.

In batteries and apparatus sections the tubes are fixed in the tube boards by
welding, rolling, a combination of rolling and welding, as well as through movable
gland seals (Fig. 4). Leakage through sealing rings 2, installed between tube board
1 and tube 3, is eliminated by screwing pressure threaded sleeve 4.
Fig. 4 Gland packing of the tube in the condenser battery

The replacement of rolled and welded tubes is carried out in the same way as for
boilers.

Welding, epoxy compounds, linings, screeds, soldering, etc. are used to restore
parts in the apparatus. Thermal insulation of heat exchangers is carried out in the
same way as boilers.

When repairing apparatuses, various devices are used for dismantling and
installation work.

Repaired heat exchangers are subjected to hydraulic tests for tightness and
strength.
 Testing of boilers and heat exchangers after repairs
Inspections of boilers and heat exchangers
Boilers are subject to annual inspections with an operational check in accordance
with the regulations of the Register. Once every 2 years the boiler is inspected
internally and externally and checked in operation. After 4 years and 6 years of
operation the boiler is inspected, measured for wear and tear and inspected in
operation. After 8 years of operation, the boiler shall be inspected, measured for
wear and tear, hydraulically tested and checked for correct operation. Every
following year the boiler is inspected, measured for wear and tear and checked for
correct operation.

For heat exchangers, an inspection and pressure test is set every 4 years. Air
balloons and safety valves are tested in operation annually.

Hydraulic testing of boilers is carried out after all welding work has been
completed and before the insulation is installed and protective coatings are applied.

During hydraulic tests with strength and density testing, cranes and valves (spring)
are stopped or silenced. The boiler is filled with water at a temperature not lower
than plus 7 ° C and not higher than 40 ... 50 ° C. The temperature in the boiler
room should be at least plus 5 ° C. The pressure is created by a hand pump with a
check on the control pressure gauge. The pressure rise time is not less than 10...15
min. The inspection is carried out at operating pressure (10 min exposure), at trial
(5 min) and again at operating pressure. If no leaks, weld breaks, residual
deformations and other defects are found during inspections, then the boiler is
recognized as serviceable. The test results are recorded in the boiler logbook.

The value of the test pressure Rtp for boilers is set for two cases: during
manufacture or repair and assembled together with fittings. The value of the test
pressures depends on the type of boiler and its operating conditions.

Boiler fittings are tested for double working pressure, and when tested for sealing
the closure — at a pressure of 1.25 Pw.

The boiler feed valves are tested at 2,5Pw and the gas cavities of the utilisation
boilers are tested with air at 0,01 MPa.
After the hydraulic test, a steam test of the boiler at operating pressure is carried
out.

Safety valves must be adjusted to the following opening pressures (in MPa):

Pw at PpPo ⩽ 1.05 Pw at Pw ⩽ 1

Pw at Pw Po ⩽ 1.03Pw at Pw ⩽ 1.

The maximum opening pressure must not exceed 1,1Pw.

During the steam test, the pressure is raised in stages and with stops during which
intermediate inspections are carried out. At operating pressure, the boiler is tested
for at least 30 minutes.

Mooring tests of the boiler are carried out after the steam sample. Their purpose is
to adjust and test in operation on a working boiler all systems, devices and
automation equipment. During mooring tests, the reliability of the boiler plant is
evaluated and the operating parameters are determined, as well as the thermal
expansion of the boiler on the supports is controlled.

The final stage is the sea trials. This determines the reliability and safety of the
entire boiler system under certain operating conditions and includes comprehensive
heat tests.

The results of any type of test are entered in the boiler's logbook.

When repairing boilers, a complete test programme is determined by the Register.

The scope of the programme depends on the category of repair being carried out.
 Lecture № 14

Repairs and refurbishment of ship systems. Fabrication and installation of

ship ventilation

The piping and fittings of the ship's systems shall undergo annual and periodic
inspections by the Register during the operation of the ship. During annual
inspections by the Register, the systems are subjected to an external inspection.

During periodic inspections they are inspected and tested in operation. Pipelines
are divided into three groups of defects: deposits, mechanical damage, corrosion
and erosion wear and tear. Deposits in pipelines include fouling and fouling by
microorganisms as well as salt deposits.

Mechanical damage includes: ruptures, cracks and dents. A rupture -is damage
resulting from short term (accidental) impact in the form of a hydraulic shock,
defrosting of a pipeline; a crack- is damage characterised by metal separation; a
dent- is damage in the form of a smooth depression on the pipe surface. Fissures -
are local metal fractures in the form of through holes in the pipework.

Corrosion and erosion wear refers to metal degradation from both the internal and
external surfaces of pipelines, which is general and local in character.

The technical condition of the pipelines is determined by visual inspection and

identification of the character and extent of any damage, by measuring external
damage and residual wall thickness, by carrying out hydraulic tests where
necessary and by comparing the results of the inspection with the relevant
standards.

The residual thickness of the pipework should be measured at least at three points,
as far apart as possible and not lying on the same generating line (if the wall wear
does not exceed 30% of the nominal wall thickness of the pipe).
Permissible wall thicknesses of pipeline elements corresponding to the limit
condition:

a - of steel grade 10; b - of copper grade MZp.

The prediction of the remaining lifetime of a pipeline is based on a linear
relationship between its corrosion-erosion wear and its lifetime since construction
or replacement.
Knowing the residual wall thickness of the pipeline at the time of defectoscopy S1,
(mm) and the permissible [S1] (mm), the predicted residual service life of the
pipeline Tres (years) can be determined by the formula

where V is the rate of corrosion-erosion wear, mm/year.

The average wear rate for straight sections of pipelines is given in the table:
 Dismantling, cleaning and defecting pipework
Pipes after dismantling are cleaned mechanically with metal brushes, shot blasting
or chemically (for pipe diameters smaller than 40 mm only the chemical method is
used). Piping cleaning does not differ from cleaning of ship's parts.

In most cases at the Shipyard, defect inspections, which clarify the repair list,
begin with a visual inspection to identify visible defects. The pipe wall is knocked
on with a hammer in suspicious areas to detect significant wall thinning, and
without visible defects the pipe is hydraulically tested to Hydraulic [Link] main
damages to the pipes are: leakage at joints, cracks and fissures, tears, dents, breaks
at flange joints, especially if they are poorly fastened or loosened, corrosion of
flange and union connections, damaged threads, loss of flange flatness, damage
and contamination of sealing grooves on flange surfaces, etc.

Repair of pipelines
Copper pipes
Cracks and fissures are most often repaired by soldering, while dents are
straightened.

When straightening hydraulically, one end of the pipe is plugged and the other end
is connected to a hydraulic press. Increase the pressure to a test pressure, hold for 5
minutes, reduce to working pressure and tap the defective area with a wooden
hammer until the dent is fully repaired. This method gives good results.

Dents in thick-walled copper pipes are repaired with cast iron or steel balls. To do
this, a ball with a diameter 2-3 mm smaller than the inside diameter of the pipe is
inserted into the top of the suspended pipe.
If there are several dents and cracks in the same area, the latter are cut out and the
area is connected as shown in Fig. 1, a, followed by brazing with hard solder.

Fig. 1 Methods of repairing copper pipes

Steel pipes
Cracks and fissures are welded by electric arc or gas welding.

The sections with many defects are cut out and new pipe sections are welded into
the joint as shown in Fig. 1, b. Corroded or broken flanges are replaced with new
ones. Flanges 2 are welded into the joint instead of flat flanges 1 (Fig. 1, c) in order
to keep the same dimensions.

Repair of steel pipes in ship's condition is mainly confined to welding and

hydraulic testing for strength and tightness. For a good repair, the pipe must be
removed from its original location, the welding area must be thoroughly cleaned
and care must be taken not to allow any build-up on the inner surfaces to avoid
increased resistance to media movement. After welding, the pipes are thoroughly
cleaned, blown out and tested with hydraulic pressure.
 Manufacturing new pipelines
In order to make new pipes, the following basic operations must be carried out:
Prepare the pipes for bending and assembly, i.e. fit and weld flanges, spigots,
fittings and other parts, perform a pressure test. The first step is to make a template
according to the defective pipe or on site.

A 4 to 15 mm diameter wire is used as a template (depending on the pipe

diameter), which is bent along the axis of the culled pipe in one or more planes
depending on the nature of the failure. The ends of the template are cut to allow for
an allowance for welding, e.g. a flange.

The checked template is run over the fabricated pipe to determine the length of the
billet, taking into account the process allowances. The workpiece is then cut using
hacksaw machines, semi-automatic and automatic machines with hydraulic pipe
clamping or machines where the cutting tool is a smooth, thin steel disc.

Pipes are bent both cold and hot. Steel pipes with an outer diameter of up to 25-28
mm and copper pipes with an outer diameter of up to 38 mm can be bent by hand-
operated bending devices, and copper pipes with a diameter of up to 14 mm can be
bent manually on board. Larger diameter pipes are bent on electric, hydraulic or
pneumatic bending machines.

Before cold bending, to increase ductility, general or local annealing is

recommended by heating steel pipes to 800-900°C and holding them for 2-3
minutes per 1 mm of thickness followed by slow cooling, and red-copper and brass
pipes to 550-650°C, holding them for up to 1 minute per 1 mm of thickness
followed by cooling in water.

Define the length of the bend according to the formula

L=πRα180,

where:

- Ra - radius, cm, and bend angle.

In the recent past, pipe bending machines that bend pipes automatically according
to a punch card or semi-automatically according to a sketch have been used.
Hot bending of pipes is done in two ways: by heating with high frequency currents
(HF) and by heating in hammers, ovens, but first they are filled with sand or rosin.
Tubes are heated with HFI when complex shapes with radii smaller than unified,
e.g. less than 1.5dn, are to be obtained.

Bending pipes in a hot state with pre-bending with sand or rosin is an old,
uneconomical and unproductive method, as a number of time-consuming
operations of sand preparation, filling and heating of the pipes have to be
performed. It is used in places where modern cold tube bending machines are not
available. The pipes are filled with sand to prevent ovality and crimping at the
bend. Regardless of the bending radius and pipe diameter, the ovality at the bend
location must not exceed 8% dn, the height of the crease on the inside and the depth
of the indentation must not exceed 3% dn.

Pipe assembly and corrosion protection

Attach spigots, flanges, fittings, sockets and other parts to the pipes. The size of the
cut hole for the spigots shall be equal to its inside diameter with a deviation of not
more than +1 mm, the edges shall be deburred and the inside edge shall be rounded
off.

The final operations are necessary to avoid a sudden increase in local resistance.
After the parts are prefabricated, the assembly is started. There are several ways to
assemble the pipes:

- with fitting parts in place on the vessel;

- in special positioners using dismantled or standard pipes;

- on fixtures according to template layouts.

The first method is the most common in shipyards. The first method is to take the
pipe with loose flanges and spigots to the ship, where all the parts are fitted to the
pipe on site and then tack welded together.

The flanges are tacking after they have been correctly oriented in relation to the
flanges of the pipes to be joined, e.g. the bolt holes are aligned and the various
spigots are correctly positioned. The pipe is then taken to the workshop, where all
the parts welded on the ship are welded to it.
Welding and tacking shall be carried out with the same electrodes. Pipe assembly
in positioners using reference pipes is used for serial ships. This method eliminates
unnecessary transport of pipes to the ship and back to the workshop.

The third type of pipe assembly is performed mainly when building a series of the
same type vessels. Among many methods of pipe protection against corrosion
damage, zinc and non-metallic coatings are the most effective in ship conditions.
Zinc coatings are made by the following methods: thermodiffusion, hot and
galvanic.

The most common method of galvanising is hot-dipping, placing it in molten zinc

or in zinc alloyed with aluminium, magnesium and titanium, and then
thermodiffusion annealing.

After fabrication and repair in accordance with the Register Rules, the pipes shall
be hydraulically tested to check their strength and tightness. The pipe (or several
pipes connected) with plugs shall be filled with water and a hand pump shall be
used to increase the pressure to the test pressure.

The pipes to be tested shall be held under test pressure up to working pressure,
tapped lightly with a hand tap in the vicinity of the seams. No leaks or drips
indicate that the pipe has passed the hydraulic test.

The defective areas can be cut out and welded once and hydraulically tested again.
A variety of test benches are used for hydraulic testing of pipes, the design of
which allows to create pressure of 4-25 MPa.

Thermal insulation of pipelines

Pipelines operating at temperatures above 50°C or below 10°C are insulated to
reduce heat loss, prevent pipes from sweating and protect people from burns.
Mineral insulation materials are used to insulate pipes operating at high
temperatures:

• Asbestos, asbestos cloth, asbestos cord, newel, sovelite and others;

for pipes operating at low temperatures - organic insulating materials:

• sheet and crumbled cork, felt and synthetic materials.

The technological process of insulation depends on the purpose of the pipes, the
type of insulation and the location conditions. When insulating pipes, in addition to
the basic insulation, the following elements are used:

- a framework in the form of steel mesh or bandage wire for mechanical

strength of the insulation;

- Pergamum (paper impregnated with bitumen resins) to protect the insulation

against moisture and decay;

- Cloth and muslin for sheathing the insulation;

- Paints, etc.

Installation and testing of pipelines on board ship

The installation technology for pipelines depends on the scope of the repair. For
small repairs, pipes are installed on site and according to dismantling diagrams in
accordance with the markings made during dismantling. In the case of repairs,
especially those with modernisation elements, pipelines are installed according to
drawings or working diagrams, where the location of fittings, hangers, flanges and
other connections, spurs and parts are indicated.

Before installation on a ship, the factory's Technical control Department shall

check the pipe and fittings documentation, markings and stamps to confirm
acceptance after manufacture or repair. There are two main stages in pipe
installation:

- pre-installation of the pipes to check their alignment and the correct

positioning of fittings and plug-in connections, which must not be positioned
above the appliances. They must be accessible for assembly and maintenance.
 If necessary, the length of the "downpipe" shall be determined;

• Assembly of connections, hanger fittings and tests. Gaskets between flanges

are gradually crimped crosswise. After the first crimping, the final crimping
is carried out in the same way. As a result of this double operation, the
gaskets are compressed evenly and the required flatness is achieved. On
completion of the assembly, the distinguishing strips are placed on the
fittings of all ship systems.

The assembled system shall be presented to the Technical control Department

inspector , who shall check the pipes for secure fastening in the hangers, absence
of sagging, vibrations, presence of fittings and smooth operation of its moving
parts, completeness of the system and its compliance with the drawing or diagram
and the Register Rules.

After that, hydraulic testing of the system for density at test pressure is started in
accordance with the Register Rules. For example, all water pipes for fire, ballast,
drainage and other systems are tested with a test pressure equal to 1.25p, where p is
the operating pressure of the pump; steam pipelines with operating pressure from
0.5 to 2 MPa - test pressure equal to p + 0.5 MPa.

Keep the pipeline under test pressure for 10 minutes, then reduce the pressure to
working pressure and check the tightness of all connections. If the repair requires
disassembly rather than tightening the joints and glands, a new hydraulic test is
carried out afterwards.
 Fabrication and installation of ship ventilation
The ship's ventilation systems comprise:

- Air ducts (ventilation pipes);

- Equipment;

- Fittings;

- Fans;

- Deflectors;

- Air heaters or air coolers

The ducting is manufactured in the shipbuilding plant, and the other ventilation
system components are supplied as prefabricated products by interplantation
cooperation. The air ducts consist of pipes, ventilation ducts and shafts. All the
above elements are made of 0.5-3.0 mm thick sheets, steel or light alloys.
Depending on the placement of the duct routes, the cross-section of the ventilation
pipes can be round or rectangular, and the pipes themselves are rectilinear, curved
or curly (elbows, bends, indents) and transitional (tees, transitions). The listed pipe
options are shown in Fig. 1.

Fabrication of ventilation pipes includes:

• Operations of tracing air ducts and developing sketches of individual pipes

(Fig. 2);

• Marking of workpieces;

- Bending;

- Assembly and welding;

- Flange and spur mounting and welding;

• Tests for the strength and density of the joint;

 • Application of protective coatings.

For an air conditioning system, it is also necessary to apply thermal insulation to

the pipes.
The air ducts are placed under the basement of rooms and corridors and after
installation they are closed with decorative stitching from easily removable shields.
Pipes are attached to housing
structures on suspensions.

Piping sketches are assembled into albums grouped by assembly drawings and
process kits which define the ventilation pipe installation sequence on the ship.
Ventilation pipes for production ships shall be manufactured in the workshop on
the basis of the sketch album.

Fig. 1 Ventilation duct elements:

a, b - circular and rectangular straight pipe; c - knee; d - offset; e - tee; f - transition
The workpieces are determined by the construction of pipe unfolds. The most
complex pipes and downhole sections are made according to their full-scale
models or frames made in the place in the room where the section of the ventilation
route should pass.

For cutting pipe blanks , use:

- Guillotine shears;

- Press shears;
 - Disc and vibrating shears.

Straight pipe billets with a circular cross-section are bent on sheet bending rollers.
Elbows with a circular cross-section can be made by punching their halves (half-
elbows), which are then welded together. Straight pipe billets of rectangular cross-
section are bent on an edge bending press or a flange bending machine.

After bending, the pipe or spigot is welded to the flanges and then assembled into
a single duct assembly. The form is checked using a template or by measuring
from a sketch.
Ventilation pipes are welded:

- Electric arc;

- Contact welding;

- Seam or gas welding.

Fig. 2 Example sketch when coordinating the duct route.

1 - bulkhead; 2 - sleeve; 3 - ventilation pipe
The prefabricated pipes are tested for leaks with air pressure. To perform the test,
plugs are placed on the flanges, the pipe is placed on the test stand and pressurised
with air.

After testing, steel pipes are phosphated and primed, and aluminum alloy pipes are
oxidized. The pipes of the air conditioning system are insulated after applying an
anticorrosive coating.
The installation of the ventilation system shall be carried out in stages, both
after the premises have been isolated and when they are equipped and during
the ship's mooring trials.
After the rooms have been insulated, the equipment is installed and the pipework is
pre-assembled. The installation starts with the bulkheads, fans and other fixed
elements of the system. The flanges of adjacent pipes are connected with
temporary bolts with a gap of 2-4 mm, taking into account the subsequent
installation of standard gaskets between the flanges

While the shop is being equipped, it continues to process parts and assemblies,
manufacture gaskets for flange connections, fabricate downhole pipes on the vessel
and carry out final assembly.

During the ship's mooring trials, the ventilation system is tested and checked for
proper operation and tightness of air ducts. Air duct leaks are detected by smearing
soapy emulsion on pipe joints.

All parameters are checked for the lead vessels of the series:

- Ventilation systems - pressure generated by fans;

- Supply and exhaust air volumes and purity;

- Temperature and humidity.

 Lecture № 15

Vessel testing for [Link] testing and handing [Link]

for testing.

An obligatory technological process during the building and shiprepair of any

vessel is the testing of its hull for impermeability and tightness. Impermeability in
shipbuilding and shiprepair is commonly understood as the ability of structures to
keep out water and other liquids, and tightness is the ability to keep out gases and
aerosols.

Impermeability and tightness requirements are imposed both on ship compartments

and rooms, as well as on individual structures and their connections. The
complexity of the work of these tests is 8-10% of the complexity of the hull work
at the construction and repair site.

The impermeability and tightness tests shall be carried out in accordance with
special drawings, which shall include a list and arrangement of all tanks,
compartments, rooms and individual structures to be tested, as well as the
sequence, methods and standards for their testing. Such drawings shall be prepared
by the ship designer.

Depending on the purpose and operating conditions, all compartments and hull
structures subject to impermeability requirements are divided into two groups:

[Link] - compartments and tanks which temporarily or permanently contain

liquid when the ship is in operation, as well as forepeaks, afterpeaks,
Kingston boxes, etc. On the lead ships the compartments of this group are
tested by pressure water pouring, and on serial ships - by pressure water
pouring or air blowing, on tankers all compartments and structures of the 1-st
group regardless of the ship number in the series are tested by pressure water
pouring only;

[Link] - all other compartments and constructions which, under operating

conditions, must be impermeable. Such structures, depending on their
function, may be tested by pouring water at no pressure, by pressure or
diffused water jets, by wetting with petroleum, by blowing with compressed
air.
Impermeability tests are divided into preliminary, main ( constructional) and
control tests. Preliminary tests are usually carried out by wetting individual welds
with petroleum when fabricating hull components and sections. Such tests help to
reduce the work involved in subsequent main tests of a given construction. If the
methods of preliminary and main tests are the same, preliminary tests may be
considered as main tests.

The main tests shall be carried out after all assembly and welding work in the
compartment, tank or construction in question has been completed. The method of
testing is predetermined by whether the constructions belong to Group 1 or Group
2. Only compartments and tanks of Group 1 are to be subjected to control tests by
blowing with compressed air.

Fig. 1 Schematics of the 2nd bottom tank impermeability tests:

a - pressure water pouring; b - pressure air blowing;
1 - tank; 2 - air pipe; 3 - air spout; 4 - neck; 5 - plug; 6 - compressed air line; 7 -
operating manometer; 8 - control manometer; 9 - safety valve
Preparation of compartments and structures for the water pressure test includes the
installation of temporary closing plugs for openings, the drilling of 8-10 mm
diameter air holes in the upper floor decks to vent the compartment during the test,
the drilling of 20 mm diameter drain holes in the lowest parts of the compartment
to drain water after the test (the air and drain holes are welded shut at the end of
the test).
The duration of the compartment under pressure is determined by the time required
for inspection, but should be at least 1 hour. If air pipes are present, water shall be
poured to the top of the pipe. Some constructions require a head of at least 2,4 m
from the deck bounding the compartment from above

If the ambient temperature is negative, the tests may be carried out only with
heated water. The water temperature is set in such a way that during the entire time
of testing, the outer surfaces of the tested structures have a positive temperature, do
not sweat, and the water penetrating through the leaks does not freeze.

When tested by pouring water without pressure, the compartment is filled

with water to a certain level and for a set holding time.
Tests of compounds by water pressure are carried out using a fire hose with an
outlet diameter of at least 16 mm. The pressure of the water in the hose must be
such that the height of the jet ejected upwards from the hose at the test point is at
least 10 metres. The water jet is directed perpendicularly to the surface of the weld
at a distance of no more than 3 m from the nozzle to the tested area. When testing
with a diffused jet, it is directed from above onto the structure to be tested.

Air testing

pressurized compressed air— through a hose through a pressure reducing valve,

air under pressure of 0.2—0.3 kgf / cm2 is fed into a hermetically sealed
compartment;

by blowing with compressed air - air at a pressure of at least 4 kgf/cm2 is blown

to the weld seam using a hose with a nipple on the end. Control is carried out with
two pressure gauges recording the pressure in the compartment or by smearing the
back side of the welds with a foam-forming soap or polymer compound that leaves
permanent foam traces. Preservation of pressure in the compartment during the 1
hour test at least 95% of the initial pressure and the absence of bubbles in the
solution is evidence of the good quality of the construction.
 Testing with petroleum(kerosene)

The kerosene test is used to check the tightness of the welds. A cleaned weld is
coated on one side with a chalk liquor, and after it has dried, the other side of the
weld is smeared with kerosene. If there is a crack in the weld, the kerosene will
cause the chalk coating to become dark coloured when it passes through.

Testing with vacuum.

With this method, welded joints are tested with portable vacuum chambers. The
sections to be tested are coated with a foaming solution on the installation side of
the chamber. The joint is considered impermeable if there are no air bubbles in the
foaming solution along the entire length of the section.

The purpose of the trials is to check that the technical and performance
characteristics of the ship are in accordance with those specified in the project
documentation.
Before testing the vessel, the work shall be completed:

- on the installation of all pipelines,

- systems of the main and auxiliary mechanisms;

- room equipment;

- impermeability tests;

- installation of the ship's facilities and useful things

All the works performed in the process of organization, included in the list of
mandatory acceptance, are issued with the appropriate documents - certificates
signed by the Technical Control Department and representatives of the customer.
For the delivery of the vessel to the customer, a delivery commission, a test batch
and a responsible deliverer are appointed. The composition of the delivery
commission includes assistants of the responsible deliverer for hull and electrical
parts, a delivery mechanic, craftsmen and workers from highly qualified
specialists-installers for main and auxiliary mechanisms, ship devices, systems,
electrical equipment.
The test party consists of specialists who observe the work of the individual units
during the tests.

All deviations from normal operating conditions recorded by the test team shall be
reported to the commissioning agent or the chief mechanic. At the same time, a test
book is kept in which the test results are recorded.

The scope and sequence of the tests shall be laid down in a special programme,
which shall be the governing document for the tests.
Acceptance of the vessel shall be carried out by an acceptance committee
consisting of representatives of the customer and the Register.

Before the start of the tests, the admissions committee must be presented with a
repair contract, a set of drawings of the general location of the vessel, a book of
installation certificates, a log of the ship's weight load, a log of alterations and
approvals, acts of stand tests of main and auxiliary mechanisms and other
mechanical equipment, as well as instructions, diagrams, descriptions, equipment
forms and passports of control and measuring devices . After reviewing all the
submitted documents, the commission makes a decision on the readiness to
perform the acceptance tests.
In addition to preparation for trials, the trial period of the vessels includes the
following stages:
- mooring trials;
- sea trials;
- inspection;
- inspection trials;
- control trials.
 Мooring trials

Ship Mooring Trials (SMT) are the technological stage of the acceptance tests
comprising Preparing for Tests, Mooring trials, Sea trials, Revision Tests, Control
Leave, Control Tests.
Mooring trials shall be carried out in sufficient water depth of the yard at the dock
quay equipped with shore mooring devices, without going to sea.
The purpose of mooring trials is to check the quality of the vessel's construction,
installation and adjustment of equipment, preliminary testing under load of the
main power plant at idle running, auxiliary mechanisms, systems and devices
ensuring the vessel's survivability and safety, preparing the vessel to put to sea for
sea trials.
By the beginning of the Mooring trials the repairs to the vessel shall be completed
to the extent specified in the manufacturer's certificates.
Checking of the main indicators of equipment performance during Mooring trials
and sea trials shall be carried out in accordance with the methods developed by the
designer for lead vessels and by the shipyard for production vessels.
The methodology provides for the use of non-standard instrumentation and devices
with defined scales of measurement and the necessary accuracy grades to verify
parameters and create the required operating conditions for the equipment.

Mooring trials shall be carried out separately for mechanical, electrical and hull
parts:
- testing of the mechanical part, starting with emergency systems and mechanisms
that ensure the safety of the vessel during the testing process (fire system, flooding
system and water pumping).
- tests of auxiliary power facilities: turbogenerators and diesel generators, auxiliary
boilers, evaporators, desalinators, etc.
- tests of the main power plant shall be carried out last. Ship systems, pipelines,
electrical systems, power and survivability stations are tested at the same time as
the main machinery.
 Sea trials and handover of the vessel

The sea trials are the technological stage of the delivery trials, the purpose of
which is to check the performance of the equipment and its parameters in
navigation regimes as well as to check the navigability of the vessel (buoyancy,
stability, controllability, manoeuvrability, wave endurance). The sea trials are
divided into factory and delivery tests.
During factory sea trials, adjustments and preparation of equipment for sea trials
are carried out. The specification of the main marine engines in terms of power,
fuel and oil consumption and full power development time are checked during the
factory sea trials.
This check is carried out in various operating modes: economic running, cruising,
full throttle andvery full throttle with all engines running, and reverse running.
The speed and manoeuvrability of the vessel are determined at the same time as the
power plant test.
The speed is determined when passing the measured line (measured mile) indicated
by the yard signals.

Sectioning marks are 2 coastal wooden boards with a vertical black stripe painted
on them. When, to the ship's observer, the stripes merge into one, the ship is in the
line. One gate marks the beginning and the other the end of the measuring section.
The ship's direction of travel is given either by directional marks or by the course
indicated on the map.

At a speed of 18 knots, the vessel shall pass the measuring line at 1 mile, at 18 to
36 knots at 2 miles and at speeds in excess of 36 knots at 3 miles.
Thus, sufficient accuracy of speed determination is achieved. The speed is defined
as the average value from measurements on several tacks.
The sea trials programme will determine the turning ability of the vessel at slow,
economic, cruising and full speed.
Turning ability is characterized by elements of circulation:
- the circulation diameter (the distance between the reverse course lines when the
direction is changed by 180°);
- duration of circulation;
- roll angle during circulation, loss of speed.
The circulation diameter is determined in the lengths of the ship's hull. The
circulation diameter is measured by the ship's regular radar stations or by special
apparatus.
The hull lengths also determine the coasting of the boat by inertia. The inertia
check also determines the time from the time the command is given until the vessel
comes to a complete stop or reaches a certain speed.
Checking and final acceptance of equipment for sea trials shall be carried out while
the vessel is in motion and under conditions which ensure that nominal parameters
are obtained.
The equipment must be tested in normal climatic conditions (atmospheric pressure
1.01 - 105 Pa, temperature 293 K, relative humidity 70%), with a wind force of no
more than 3 on the Beaufort scale, taking into account the depth and speed of the
flow in the trial area, as required by the regulations.
At the end of the delivery sea trials, the main and auxiliary machinery and
equipment shall be inspected according to the list drawn up by the commission.
The list shall include those mechanisms and devices which are found to be
defective. The inspection consists in opening the mechanisms and correcting the
deficiencies noted by the commission.
After the inspection, the vessel goes for a test run. If the commission has no further
observations, a ship's handover and acceptance certificate shall be signed.