Under MARPOL Annex 1, the definition of Heavy Grade Oil is given as:

 Crude oils having a density at 15ºC higher than 900 kg/m3;

 Fuel oils having either a density at 15ºC higher than 900 kg/ m3 or a kinematic viscosity at
50oC higher than 180 mm2/s; and
 Bitumen, tar, and their emulsions

The different between Density and Viscosity

 Density:

Every matter, whether solid, liquid or gas has a specific density. The “fuel oil density” is an essential
factor that indicates the ignition quality of a fuel and is also used for calculating the amount of fuel oil
quantity delivered during the bunkering procedure.

 Kinematic Viscosity:

Viscosity is the resistance within the fluid which acts against the flow. Kinematic viscosity
represents the dynamic viscosity of a fluid per unit density. The viscosity of fuel is a highly
significant parameter as it is used to determine the ease of atomization and convenience to
pump the fuel within the system.
  Flashpoint:

The temperature at which the vapour of the heated fuel ignites is known as the fuel’s flash point. This
is done under specified test conditions, using a test flame. As per SOLAS, The flashpoint for all heavy
fuel oil to be used onboard vessels is set at Pensky–Martens closed- cup 60°C minimum.

 Pour point:

The pour point is the temperature below which the fuel ceases to flow. Once the fuel oil temperature
goes below the pour point, it forms wax which can lead to blockage of the filter. The wax formation
will also build upon tank bottoms and heating coils, leading to a reduction in heat exchanging
capabilities.

 Sulphur:

Sulphur in the fuel is one of the main factors for sulphur oxide pollution from ships – a pollutant
which is currently under major scrutiny. As per MARPOL, the current sulphur value for HFO are:

 3.50% m/m on and after 1 January 2012

 0.50% m/m on and after 1 January 2020

Chemical Water Treatment

Chemical water treatment in a freshwater cooling system aims to prevent scaling, corrosion, and
microbial growth, ensuring efficient heat transfer and equipment longevity. The chemicals used
achieve this by modifying the water's chemistry, such as inhibiting scale formation, preventing
oxidation, and killing microorganisms.

Objective of the Treatment Plan:

The primary objective is to maintain the cooling system's operational efficiency by controlling factors
that hinder heat transfer and damage equipment. This includes:

 Preventing scaling:
Scale, which is the buildup of minerals like calcium carbonate, reduces heat transfer efficiency
and can obstruct pipes.
 Preventing corrosion:
Corrosion, which is the deterioration of metal surfaces, weakens the system and can lead to
leaks. And salt can made iron rusting and the pipe would be damage because of corrosion by
salt.
 Controlling microbial growth:
Microorganisms can clog the system, cause biofilm formation, and accelerate corrosion.
What the Chemicals Do:
 Scale inhibitors:

These chemicals prevent the formation of scale by modifying the chemical properties of the
water, such as inhibiting calcium carbonate precipitation.
 Corrosion inhibitors:
These chemicals form a protective layer on metal surfaces, preventing them from reacting with
the water and causing corrosion.
 Biocides:
These chemicals kill microorganisms, preventing their growth and the formation of biofilm.
 Other chemicals:
Some systems may also use chemicals to adjust pH, alkalinity, and other water parameters to
optimize the effectiveness of other treatments.

By effectively managing these factors, a well-designed chemical treatment plan can extend the life of
cooling equipment, reduce maintenance costs, and maintain optimal system performance.

 Overspeed Trip:
Prevents the engine from exceeding its maximum allowable speed, which could cause
damage to components.
 Low Lube Oil Pressure Trip:
Activates if the lubricating oil pressure drops below a safe level, preventing damage to
bearings and other moving parts.
 Low Cooling Water Pressure Trip:
Triggers if the jacket water or piston cooling water pressure drops too low, preventing
overheating and potential damage.
 High Pressure Trips:
Detect and shut down the engine if excessive pressure is detected in various areas, such as
the thrust bearing or main bearings.
 Oil Mist Detector:
Identifies oil mist within the crankcase, which can indicate a potential mechanical failure
and triggers an alarm or shutdown.
 Emergency Manual Trip:
Allows a manual shutdown of the engine in case of an emergency.
 Crankcase Relief Doors:
These are pressure relief valves that release excess pressure built up in the crankcase if the
engine experiences a malfunction or other issue, preventing the crankcase from rupturing.
 Scavenge Space Relief Valves:
Similar to crankcase relief doors, these valves release excess pressure in the scavenging space.
Reaction to a Steady Increase in Load:

1. Load Increases → Engine Speed Decreases:

o As more load is applied to the engine, it takes more effort to maintain the same speed.
o Initially, this causes the engine speed (RPM) to drop.
2. Governor Senses the Speed Drop:
o Mechanical governors (like centrifugal types) use rotating weights; as speed drops,
the centrifugal force on these weights decreases.
o In electronic governors, sensors detect the RPM drop.
3. Governor Responds:
o The governor reacts by increasing the fuel (or steam) supply to the engine.
o This provides more power to counter the increased load.
4. Speed is Restored:
o The engine gains power and the speed returns toward its setpoint (the desired
operating RPM).
5. New Equilibrium:
o A new balance is established where the engine runs at or near its set speed, but with
higher fuel consumption to match the higher load.

Summary:

When there is a steady increase in load, the governor detects the resulting decrease in engine speed
and compensates by increasing the fuel or steam supply, thus maintaining a near-constant engine
speed.
Step-by-Step Internal Actions in the Fuel Injection Pump:

1. Governor Detects Speed Drop:

o As the load increases, engine speed decreases.
o The governor senses this speed reduction mechanically (via flyweights) or
electronically (via sensors).
2. Governor Actuates the Control Mechanism:
o The governor moves a control rod (or lever) connected to the fuel injection pump.
o This control rod adjusts the position of the fuel control rack in an inline pump, or the
cam ring in a rotary pump.
3. Fuel Quantity Increases:
o The movement of the control rod causes longer plunger stroke engagement or
changes in spill port timing, allowing more fuel to be delivered per injection cycle.
o In simple terms, the fuel injection volume per cylinder increases.
4. Combustion Restores Engine Speed:
o With more fuel injected, combustion becomes more powerful.
o Engine torque increases, restoring or maintaining engine speed under the increased
load.
o Wartsila (7 Cyl, 2 stroke) in my vessel using a Common Rail Systems (Electronic
Control) to control the quantity when doing fuel injection in engine room :

o The governor (as part of the ECU) adjusts the injection duration and pressure via
electronic control of the injectors.

1. Overview of the Boiler System (Aalborg Drum Boiler)

 Type: Water-tube, drum-type boiler

 Main components:
o Steam drum (upper drum)
o Downcomers
o Risers (or evaporator tubes)
o Economizer
 o Superheater (in some designs)
o Feed water inlet and distribution pipe

2. Process of Feed Water Distribution

a. Feed Water Entry

 Feed water enters the system from a feed pump (usually via an economizer to preheat the
water).
 Enters the steam drum (also called the upper drum).

b. Internal Distribution Pipe

 The feed water enters through an internal distribution pipe, usually made of corrosion-
resistant material.
 This pipe is mounted horizontally inside the steam drum and is perforated along its length.

c. Spray Head or Perforations

 The perforated distribution pipe evenly sprays or distributes water throughout the drum’s
length.
 This helps avoid thermal shock and ensures even temperature distribution.

d. Water Circulation

 Water from the steam drum flows down through downcomer pipes to the lower parts of the
boiler (the headers).
 It then rises through evaporator tubes (risers) as it gets heated, generating steam bubbles that
cause natural circulation.

e. Steam Separation

 Inside the steam drum, steam separates from the water.

 Cyclone separators, baffle plates, or demister pads are used to ensure only dry steam exits the
top of the drum.
 1. List the advantages and disadvantages of using alumunium

Advantages of Using Aluminum

1. Lightweight
o Aluminum is about one-third the weight of steel, making it ideal for transportation
and aerospace industries.
2. Corrosion Resistant
o Forms a natural oxide layer that protects it from rust, especially useful in outdoor and
marine environments.
3. Recyclable
o 100% recyclable without loss of properties, and recycling uses only ~5% of the
energy needed to produce new aluminum.
4. Ductile and Malleable
o Easily formed into a variety of shapes, making it versatile for manufacturing.
5. Non-Magnetic
o Useful in electrical and electronic applications where magnetism could cause
problems.
6. Good Thermal and Electrical Conductivity
o Commonly used in heat sinks and electrical transmission lines (though less
conductive than copper per volume, it’s lighter).
7. Aesthetic Appeal
o Has a modern, clean look; often used in architecture and consumer electronics.
8. Non-toxic
o Safe for food packaging and kitchenware when appropriately coated or treated.

Disadvantages of Using Aluminum

1. Lower Strength Compared to Steel

o Not suitable for some heavy-duty structural applications without alloying.
2. More Expensive than Steel or Plastic
 o Higher material cost can limit its use in cost-sensitive projects.
3. Requires Surface Treatment
o Though corrosion-resistant, aluminum can still suffer in acidic or basic environments
without coatings or anodization.
4. Can Be Difficult to Weld
o Aluminum requires special techniques (e.g. TIG welding), and is harder to weld than
steel.
5. Fatigue Failure Risk
o Aluminum does not have a fatigue limit like steel and can fail after repeated stress
cycles, even if the stress is below the yield point.
6. Thermal Expansion
o Has a high coefficient of thermal expansion, which can be an issue in precise
applications or when joined with other materials.
7. Softness
o More prone to dents and scratches, especially in pure or thin forms.

2. Alumunium used in the construction of the hull or deck houses), or in the

outfitting of your ship if so. Where ? if not. Why not

My vessel not using alumunium for the construction or even the superstructure

o Strength: Steel is stronger and more durable for the high stresses on large ships.
o Cost: Aluminum is significantly more expensive.
o Galvanic Corrosion: Aluminum in contact with steel in seawater can corrode quickly
unless carefully insulated.
o Fire Resistance: Aluminum melts at lower temperatures (~660°C) than steel
(~1370°C), which is a safety concern for large ships.

3. What type of ships would you expect to see allumunium used? Why?

Passenger Ferries

Examples:

 Island ferries
 River ferries
 Tourist boat

Why aluminum?

 Reduces fuel consumption per trip.

 Lower draft allows operation in shallow waters.
 Easier and faster construction = cost-effective for commercial use.
 And increasing the speed because loosing more weight using alumunium as a material used
on vessel
Types of Corrosion in the Marine Environment

1. Uniform Corrosion

 Description: A general, even attack over the surface of metal.

 Cause: Continuous exposure to seawater and oxygen.
 Damage to Hull: ✅ Yes — leads to thinning of hull plating over time.
 Source: DNV (Det Norske Veritas), Corrosion Protection of Ships.

2. Galvanic Corrosion

 Description: Occurs when two dissimilar metals are electrically connected in seawater.
 Cause: Electrochemical reaction, where the less noble metal corrodes.
 Damage to Hull: ✅ Yes — especially when hull fittings or fasteners use different metals (e.g.,
aluminum hull with bronze propeller).
 Source: American Bureau of Shipping (ABS), Marine Vessel Rules - Corrosion Control.

3. Pitting Corrosion

 Description: Highly localized corrosion that causes small but deep holes (pits).
 Cause: Breakdown of protective coatings or presence of chloride ions in seawater.
 Damage to Hull: ✅ Yes — pits can perforate the hull, leading to leaks.
 Source: IMO (International Maritime Organization), Guidelines for Hull Inspection and
Maintenance.

4. Crevice Corrosion

 Description: Occurs in confined spaces where seawater is stagnant (e.g., under seals, gaskets,
or fasteners).
 Cause: Oxygen depletion inside the crevice, causing acidic conditions.
  Damage to Hull: ✅ Yes — leads to hidden localized attack, weakening hull structures.
 Source: ASTM International, G48 Standard Test Methods for Pitting and Crevice Corrosion
Resistance.

5. Microbiologically Influenced Corrosion (MIC)

 Description: Caused by microbial activity (e.g., sulfate-reducing bacteria).

 Cause: Bacteria produce corrosive byproducts (e.g., hydrogen sulfide) under coating or
sediment layers.
 Damage to Hull: ✅ Yes — can accelerate pitting and structural damage.
 Source: NACE International (National Association of Corrosion Engineers), Corrosion
Basics: An Introduction.

6. Stress Corrosion Cracking (SCC)

 Description: Cracking caused by the combination of tensile stress and a corrosive

environment.
 Cause: Common in high-strength alloys (e.g., aluminum or stainless steel) exposed to
seawater.
 Damage to Hull: ⚠️Sometimes — more common in non-ferrous metals; not typical in mild
steel hulls.
 Source: U.S. Navy Corrosion Center, Stress Corrosion Cracking Manual.
a. Continuous Blowdown of a Boiler to Control Water Chemistry

Purpose: To control the concentration of dissolved solids and prevent scale formation and corrosion in
the boiler.

1. Check boiler operating pressure and water level

Ensure the boiler is at normal operating conditions before performing blowdown.

2. Verify blowdown valve is functional

Inspect valves for leaks or signs of wear.

3. Open the continuous blowdown valve slowly

This allows a controlled amount of water with high TDS (total dissolved solids) to exit the
boiler.

4. Monitor blowdown flow rate

Typically adjusted with a flow orifice or valve to maintain target TDS levels.

5. Analyze water chemistry regularly

Check boiler water and feedwater TDS and adjust blowdown rate as needed to maintain target
limits.

6. Close the valve if abnormal conditions occur

E.g., sudden drop in boiler pressure or water level.

b. Change and Clean a Burner

Purpose: Maintain proper combustion, improve efficiency, and ensure safe operation.

1. Shut down the burner and isolate the fuel supply

Prevent accidental ignition or fuel leaks.

2. Ventilate the furnace and purge with air

Remove any combustible gases before opening the burner.

3. Disconnect fuel lines, electrical connections, and air supply

Label wires and connections for reassembly.

4. Remove the burner from the mounting

Use appropriate tools; avoid damaging sealing surfaces.

5. Inspect burner components

Check tips, nozzles, diffusers, and igniters for wear, carbon buildup, or cracks.

6. Clean components using suitable solvents or brushes

Remove soot, slag, and debris.

7. Replace damaged or worn parts as needed

Ensure compatibility with manufacturer specs.

8. Reinstall the burner and reconnect lines and wiring

 Ensure tight seals and correct orientation.

9. Test for leaks (fuel and air)

Use soap solution or electronic detectors.

10. Restart burner and monitor flame stability and emissions

Ensure proper operation post-maintenance.

c. Operate the Soot Blowers (With Routine Maintenance)

Purpose: Remove soot and ash from heat transfer surfaces to maintain efficiency.

1. Check boiler load and steam pressure

Perform soot blowing when load is moderate and steam is available.

2. Verify soot blower air or steam supply is open

Required for effective cleaning.

3. Engage interlocks and safety systems

Prevent operation if unsafe conditions exist.

4. Operate soot blowers sequentially

Prevent excessive draft pressure fluctuations.

5. Listen and monitor during operation

Unusual noise can indicate fouling or mechanical failure.

6. Wait for boiler pressure and combustion to stabilize

Post-blowdown equilibrium is necessary.

Routine Maintenance:

 Inspect steam nozzles for erosion or blockage

 Lubricate mechanical moving parts (e.g., rotary lances, carriages)
 Check for air leaks in the blower lines
  Inspect seals and bellows for steam leakage

d. Manually Control Boiler Firing Rate Using the Combustion Control System

Purpose: To control the firing rate manually when automatic controls are not optimal or during
testing.

1. Check current boiler load, steam pressure, and water level

Establish baseline before switching modes.

2. Switch combustion control system from “Auto” to “Manual” mode

Usually done on the control panel/HMI.

3. Gradually adjust firing rate using the manual potentiometer or control knob

Avoid sudden changes to maintain stable combustion.

4. Monitor steam pressure, oxygen levels, and flame condition closely

Manual control lacks real-time feedback adjustments.

5. If needed, adjust fuel and air ratio manually

Ensure proper combustion and avoid CO buildup.

6. Return control to “Auto” by selecting Auto mode on the controller

Controller resumes managing firing rate based on load demand.

7. Observe system for several minutes

 Ensure automatic control is functioning properly again.

e. Manually Light-Off and Secure a Burner When Automatic System is Not Functioning

Purpose: Safe ignition of burner when the automatic burner management system (BMS) fails.

1. Ensure the boiler is purged thoroughly (min. 5 minutes)

Removes any residual flammable gases from furnace.

2. Verify fuel and air supplies are available and at correct pressures

Manual ignition should not occur with imbalanced flows.

3. Open the air damper to provide combustion air

Prevent fuel-rich condition during ignition.

4. Use a portable torch or manual ignitor rod to introduce a flame

Stand clear and follow safety guidelines; use view port.

5. Slowly open the fuel valve while flame is applied

Watch for stable ignition. Do not overfuel.

6. Monitor flame visually and via local sensors (if available)

Ensure flame is steady and stable.

7. Once flame is stable, gradually increase fuel and air to desired level
 Avoid flame-out due to sudden changes.

8. Log the manual start and notify supervisory control

Manual starts must be documented.

9. To secure the burner:

o Slowly close the fuel valve.
o Let the combustion air run for post-purge (3–5 min).
o Shut off air and ignitor once cooled.

1. Propeller Revolutions and Distance Travelled

a. Calculate the total propeller revolutions (REV):

Formula:

Total REV= Final Counter Reading - Initial Counter Reading

b. Calculate Theoretical Distance Travelled:

  Pitch = distance the propeller would move forward in one revolution (feet)
 6076 ft = 1 nautical mi

a. Slip and Its Explanation

Slip (%) Formula:

 Positive slip: Actual distance is less than theoretical → due to hull resistance, current, wind,
etc.
 Negative slip: Actual distance > theoretical → may happen with following current or
inaccurate pitch measurement.

b. Importance of Recording in Logbook

1. Legal Record – Official documentation for audits, incidents, and regulatory compliance.
2. Performance Tracking – Helps in analyzing engine and hull performance over time.
3. Operational Coordination – Ensures bridge, engine room, and deck are aligned.
4. Maintenance Planning – Helps schedule preventive actions based on operating hours.
5. Accident Investigation – Supports investigation with accurate data and event timelines.

c. The Bell Book

Purpose:

 To record orders to the engine room, especially during maneuvering, emergency, or port
operations.
 Provides a legal record of propulsion commands and engine responses.
 Explain what a third engineer on watch is to do in the following emergency situations, including

possible causes the mishap, sequences of events that may actuate, and the corrective actions :

a. Loss of main condenser vacuum

b. Low level in lube oil gravity tank

c. Loss of all fires in both boilers

d. Loss of forced draft fan for one boiler

e. Man feed pump trips of line

f. Boiler smoking

g. Water in the settler during change over

h. Action to be taken in the event of fire or accident, with particular reference to oil systems

i. High water level in the boiler (include procedures to follow when you can observe the level in
the

gage glass, and when the level is out of sight)

j. Low water level in the boiler (include procedures to follow when you can observe the level in
the

gage glass, and when the levels out of sight)

a. Loss of Main Condenser Vacuum

Possible Causes:

 Air leakage into the condenser

 Cooling water pump failure
 Tube leakage or fouling
 Steam leak into air side

Sequence:

 Vacuum drops → backpressure increases → turbine efficiency decreases or trips

Actions:

1. Check condenser vacuum gauge and alarms.

 2. Inform Chief Engineer and Bridge.
3. Check for cooling water pump operation and pressure.
4. Inspect air ejector or vacuum pump operation.
5. Check for signs of air ingress (open valves, flange leaks).
6. Switch to standby cooling water or ejector if available.
7. Prepare for turbine shutdown if vacuum cannot be restored.
8. Log incident and record readings.

b. Low Level in Lube Oil Gravity Tank

Possible Causes:

 Pump failure
 Leakage in system
 Blockage in supply line

Sequence:

 Low level → alarm → danger of losing lubrication to main engine/turbines

Actions:

1. Acknowledge alarm and verify level on sight glass.

2. Switch to standby lube oil pump if running one only.
3. Check for leaks in system (drain, pipe flanges, equipment).
4. Start transfer pump to refill gravity tank if needed.
5. Monitor bearing temperatures and pressure.
6. If problem persists, inform Chief Engineer.
7. Log the event and action taken.

c. Loss of All Fires in Both Boilers

Possible Causes:

 Fuel system failure

 Air supply failure
 Automation or control failure

Sequence:

 Fire trips → steam pressure drops → turbine load drops or fails

Actions:

1. Raise alarm, notify bridge and engine team immediately.

2. Check fuel pressure, burner air pressure, and fuel temperature.
 3. Check burner management system (BMS) status and alarms.
4. Attempt manual re-light (if safe and procedures permit).
5. Check forced draft fan and safety interlocks.
6. Switch to standby boiler if available.
7. Prepare for auxiliary steam system or reduce load.
8. Log incident and reset BMS after identifying the cause.

d. Loss of Forced Draft Fan for One Boiler

Possible Causes:

 Electrical failure
 Mechanical failure (fan bearing or belt)
 Overload or high temperature trip

Sequence:

 Loss of air → burner trip → steam pressure drops

Actions:

1. Acknowledge alarm, notify control room.

2. Start standby fan immediately.
3. If no standby available, reduce steam demand.
4. Investigate cause (breaker trip, motor overload).
5. Ventilate fan housing and inspect before restart.
6. Switch loads to other boiler if needed.
7. Log incident and inform senior engineers.

e. Main Feed Pump Trips Off Line

Possible Causes:

 Loss of suction pressure

 Electrical fault
 Overheating or mechanical issue

Sequence:

 Pump trips → feedwater stops → boiler level drops

Actions:

1. Acknowledge alarm and verify boiler water levels.

2. Start standby feed pump immediately.
3. Check suction and discharge pressures.
4. Inspect motor panel for trip cause.
5. Check suction filters for blockage.
 6. If both pumps fail, secure the burner to prevent dry-out.
7. Inform Chief and record in log.

f. Boiler Smoking

Possible Causes:

 Incorrect fuel-air ratio

 Poor atomization
 Dirty burners or flame instability

Sequence:

 Smoke observed (usually black) → risk of unburned fuel → potential fire or pollution

Actions:

1. Observe color of smoke and note conditions.

2. Adjust fuel/air ratio via registers or control.
3. Check burner tips and atomization (steam or pressure).
4. Change over to clean burner if necessary.
5. Check fuel temperature and viscosity.
6. Report to senior officer and log the incident.

g. Water in the Settler During Changeover

Possible Causes:

 Condensation
 Ingress from tank bottoms
 Incomplete drainage before changeover

Sequence:

 Water gets into fuel line → poor combustion → burner trip or damage

Actions:

1. Stop fuel transfer and secure line.

2. Open drain from settler and drain water.
3. Check other fuel tanks for water contamination.
4. Ensure purifier is functioning and temperature adequate.
5. Notify senior engineer and test fuel samples.
6. Log details of contamination and action taken.
h. Fire or Accident – Especially in Oil Systems

Possible Causes:

 Oil leak on hot surface

 Flange failure
 Pump seal leak

Actions:

1. Raise alarm and shut affected system.

2. Isolate fuel supply using quick-closing valves.
3. Use fixed or portable CO₂/fire extinguishers.
4. Activate ventilation shutdown for affected area.
5. Report to bridge and muster team if needed.
6. Do not restart system until inspected and cleared.
7. Record event in logbook with all actions taken.

i. High Water Level in Boiler

When level visible in gauge:

1. Stop or reduce feedwater supply.

2. Check control system and level transmitter.
3. Blow down water level if necessary.
4. Resume normal feed once stabilized.

When out of sight (top of glass):

1. Assume high level — avoid opening gauge too fast.

2. Secure feed pump.
3. Slowly open gauge drain to bring level down.
4. Resume normal operation once level in sight.

Causes:

 Faulty level controller

 Overfeeding
 Sudden pressure drop
j. Low Water Level in Boiler

When level visible:

1. Start feed pump or switch to standby.

2. Check for control failure or blockages.
3. Watch drum pressure and feed flow.

When level out of sight (bottom of glass):

1. Trip burner immediately.

2. Do not attempt to add water until boiler is cool.
3. Notify Chief Engineer.
4. Inspect for damage once safe.

Causes:

 Pump trip
 Leaks
 Faulty level control

a. Distributing Feed Water within the Drum (Aalborg Mission OL)

Process:
  The feedwater enters the steam drum through the feed pipe located near the water level.
 Even distribution is critical to avoid thermal shock and help separation.

Equipment:

1. Feedwater Inlet Nozzle with Distribution Header:

o Delivers water evenly into the steam drum through perforated pipes.
2. Internal Baffles & Deflectors:
o Direct flow away from the steam space to prevent disturbance.
3. Level Control Valve (automatic or manual):
o Regulates water entry based on drum level.

b. Steam and Water Separation inside the Boiler Steam Drum

Process:

 Steam-water mixture enters the drum from riser tubes.

 Steam is separated and leaves via the steam outlet; water flows back to the bottom of the
boiler.

Equipment:

1. Cyclone Separators (Primary separation):

o Located in the drum; spin the mixture to separate steam from water.
2. Demister Screens / Drying Plates (Secondary separation):
o Remove remaining moisture from steam.
3. Downcomers:
o Guide the separated water back to the furnace tube walls.

c. Fuel Oil Atomization (Aalborg Mission OL)

Process:

 Aalborg Mission OL uses steam atomizing burners for Heavy Fuel Oil (HFO) and sometimes
pressure jet for MDO.

Equipment:

1. Steam-Atomizing Burners (e.g., Aalborg KBSD or KBE):

o Mix steam and oil at the burner nozzle.
o Create fine fuel mist for efficient combustion.
2. Fuel Oil Service Unit:
o Preheats and pressurizes fuel oil (especially HFO).
3. Steam Control Valve:
 o Regulates atomizing steam flow.

Proper atensurclean combustion and prevents fouling of furnace surfaces.

d. Delivery of Air for Combustion

Process:

 Forced Draft Fan provides combustion air through a preheater, then to the burner.

Equipment:

1. Forced Draft Fan (integrated in boiler):

o Provides pressurized combustion air.
2. Air Register & Swirlers:
o Distribute air to the burner evenly and induce swirl for mixing.
3. Air Preheater (Optional in exhaust gas section):
o Recovers heat from flue gases to preheat combustion air.
4. Combustion Chamber/Furnace:
o Where air mixes with fuel and ignition occurs.

e. Heat Recovery from the Exhaust Gases

Process:

 Aalborg Mission OL can include a composite design (oil-fired + exhaust gas).

Equipment:

1. Economizer (Optional or separate):

o Heats feedwater using hot exhaust gases from engines.
2. Exhaust Gas Section (in Composite Boiler):
o Captures waste heat when engine is running; bypass damper may be installed.
 3. Boiler Control System:
o Coordinates fuel burner and exhaust operation for efficiency.

f. Relief of Excess Boiler Steam Pressure

Process:

 If steam pressure exceeds design limits, safety valves lift to discharge excess pressure.

Equipment:

1. Spring-Loaded Safety Valves (typically 2 units):

o Installed on the steam drum.
o One valve set at working pressure, the second slightly higher.
2. Silencer or Exhaust Pipe:
o Discharges steam safely to open air.
3. Test Lever:
o Allows manual lift test of valve.

1. Describe how orders are given, confirmed and executed and the interaction with the
engine room and other parts of the vessel.

1. Order-Giving Process

a. Bridge to Engine Room (Engine Orders)

 Navigating Officer (often the Officer of the Watch or Master) gives commands from the
bridge to control the ship’s speed and propulsion.

 These are typically given via:

 o Engine Order Telegraph (EOT): A mechanical/electrical device showing the
required engine speed and direction (e.g., "Full Ahead", "Stop", "Half Astern").

o Bridge Control System (in modern ships): Direct digital control of engines.

 In critical operations (e.g., maneuvering in port), verbal communication using VHF or

sound-powered phone may supplement orders.

b. Bridge to Deck Department

 Instructions for navigation, lookout, mooring, anchoring, cargo operations, etc., are issued by
the Master or Officer of the Watch to Bosun and deck crew.

c. Chief Officer to Cargo Crew

 For cargo operations, orders are relayed from the Chief Officer to crane operators or
stevedores.

2. Confirmation Process

 Engine Room Response:

o When an EOT signal is received, the Duty Engineer or Engine Control Room
(ECR) team acknowledges and executes it.

o On traditional ships, the EOT must be manually acknowledged.

o On modern vessels with UMS (Unattended Machinery Space), the system may
automatically execute commands.

 Deck Response:

o Deck officers confirm verbal instructions by repeating the order (standard maritime
practice) — "Closed-loop communication."

o Example:

 Officer: “Heave up anchor.”

 Crew: “Heaving up anchor, sir!”

3. Execution Process

 Engine Room:
 o Adjusts engine RPM, direction, or prepares auxiliary systems based on command.

o Monitors fuel, temperatures, pressures, and alarms during execution.

 Deck Department:

o Carries out tasks like adjusting lines, operating winches, steering manually (if
autopilot is off), or monitoring navigation equipment.

4. Interaction Between Departments

 Bridge–Engine Room Coordination:

o Critical during maneuvering, emergencies, and arrival/departure from port.

o Engine team may be stationed in ECR or machinery space for direct control.

o Bridge and ECR maintain open comms via internal phone or VHF.

 Bridge–Deck Coordination:

o Lookouts update the bridge with visual and radar observations.

o Orders regarding helm or lookout duties are constantly updated.

 Engine Room–Deck Coordination:

o For operations like ballasting/deballasting or fire drills, coordination is essential.

o Handheld radios or PA system may be used for communication.

2. Describe very briefly the purpose and function of the main items of bridge equipment.
Observe procedure and assist on the bridge during manoeuvering operation.
a. Entering port
b. Leaving port
c. When anchoring or weighing anchor
d. During one watch at sea

Main Bridge Equipment: Purpose & Function (Brief)

1. Radar – Detects and displays nearby ships, landmasses, and obstacles, especially in poor
visibility.

2. ECDIS (Electronic Chart Display and Information System) – Displays vessel’s position
and planned route using electronic navigation charts.
 3. Gyrocompass – Provides the ship’s true heading (used for navigation).

4. Magnetic Compass – Backup for heading; works independently of electrical systems.

5. AIS (Automatic Identification System) – Shows other vessels’ identity, position, course, and
speed.

6. GPS (Global Positioning System) – Gives real-time location data.

7. VHF Radio – Used for communication with port authorities, tugs, pilots, and other ships.

8. Engine Order Telegraph (EOT) – Sends engine commands between the bridge and engine
room.

9. Steering Console (Helm) – Controls the rudder for turning the ship.

10. Autopilot – Maintains a set course automatically (used at sea).

11. Bridge Wing Consoles – Located on port and starboard bridge wings; give better view for
berthing/unberthing.

Bridge Procedure & Assistance During Manoeuvring:

a. Entering Port

 Focus: Precise navigation, slowing down, preparing for berth.

 Bridge Actions:

o Monitor radar, ECDIS, and AIS for traffic and hazards.

o Communicate via VHF with port control and pilot.

o Use bridge wing consoles for visibility.

o Adjust speed using EOT or direct engine control.

o Steer manually if needed for fine movements.

o Officer assists with logging events and monitoring surroundings.

b. Leaving Port

 Focus: Safe departure, establishing heading and speed.

 Bridge Actions:

o Follow pilot’s instructions.

 o Communicate with tugs/port via VHF.

o Monitor GPS/ECDIS to stay on departure track.

o Engine and rudder responses checked.

o Officer assists by standing by bridge wing, checking clearances, confirming lines off.

c. Anchoring or Weighing Anchor

 Focus: Positioning the vessel accurately, coordination with forecastle (forward station).

 Bridge Actions:

o Position the vessel using ECDIS/GPS.

o Communicate with anchor team via VHF/intercom.

o Confirm water depth and position on radar/ECDIS.

o Reduce speed ahead of anchoring.

o Log anchoring time/position.

o Officer assists by relaying commands and monitoring nearby traffic.

d. One Watch at Sea

 Focus: Safe navigation, collision avoidance, log keeping.

 Bridge Actions:

o Monitor radar, AIS, and ECDIS.

o Keep regular lookout visually and using instruments.

o Keep in contact with other vessels via VHF if needed.

o Record position hourly in the logbook.

o Adjust course/speed as needed.

o Officer assists in lookout duties, logging, and communicating with engine room or
other vessels.
 NORMAL STARTING PROCEDURE AND COLD WEATHER ENGINE OPERATION
PROCEDURE

 Normal Starting Procedures (Above 0 Degree Celcius [32 Degree Fahrenheit])

1. Disengage the driven unit or, if equipped, put the transmission in neutral
2. Start the engine with the throttle in the idle posisition

To prevent Damage to the Starting motor to the starting motor, do not engage the starting motor more
than 30 seconds. Wait 2 minutes between attempt to start (electrical starting motors only).

o Air type starting motors require a minimum of 480 kPa [70 psi] air pressure to function
correctly.

 Engine oil pressure must be indicated on the gauge within 15 second after starting
 When starting a cold engine, increase the engine speed (RPM) slowly to provide adequate
lubrication to the bearings and to allow the oil pressure to stabilize.

Do not idle the engine for excessively long periods. Long periods of idling (more than 10 minutes)
can damage an engine because combustion chamber temperatures drop so low the fuel will not burn
completely. This will cause carbon to clog the injector spray holes and piston rings, and can cause the
valves to stick. If the engine coolant temperatures become too low (60 C), raw fuel will wash the
lubricating oil off the cylinder walls and dilute the crankcase oil. Therefore, all moving parts of the
engine will not receive the correct amount of lubrication which can reduce engine life.

o Idle the engine 3 to 5 minutes at approximately 1000 RPM before operating with a load.

When using jumper cables to start the engine, make sure to connect the cables in parallel; positive (+)
to positive (+) And negative (-) to negative (-). When using an external electrical source to start the
engine, turn the disconnect switch to the “OFF” position. Remove the key before attaching the jumper
cables.

 Cold Weather Engine Operation

Satisfactory performance of a diesel engine operating in low ambient temperature conditions requires
modification of the engine, surrounding equipment, operating practices and maintenance procedures.
The colder the temperatures encountered, the greater the amount of modification required and yet with
the modification required and yet with the modifications applied, the engines must still capable of
operation in warmer climates without extensive changes. The following information is provided to
engine owners, operators and maintenance personnel on how the modifications can be applied to get
satisfactory performance from their diesel engines.

a. Plug and Replace Boiler Tube

Plugging (Temporary Repair)

1. Isolate boiler: Stop burner, allow to cool, close fuel valves, close water inlet / feed water, and
drain boiler.

2. Open manhole and identify the leaking/damaged tube.

3. Clean tube ends and insert tapered steel plugs (one at each end).

4. Hammer gently until tight fit is achieved.

5. Mark the tube and record it for permanent repair later.

Replacing (Permanent Repair)

1. Follow steps above until damaged tube is accessed.

2. Cut the tube using pipe cutter or grinder.

3. Clean seating areas (tube sheet holes).

4. Insert new tube, expand with tube expander or weld (depending on design).

5. Conduct hydrostatic test before returning to service.

b. Replace Boiler Water Gauge Glass

1. Isolate glass: Shut steam and water cocks; open drain to depressurize.

2. Remove old glass carefully; clean gauge body and sealing surfaces.

3. Install new gauge glass with new gaskets or packing.

4. Tighten clamps evenly to avoid stress fractures.

5. Close drain, open cocks slowly to check for leaks.

6. Check water level response during boiler operation.

c. Check Position and Alignment (e.g., Burner Motor/Fan Motor)

1. Shut down system, isolate and tag out.

 2. Use dial indicator or straight edge to check shaft alignment of the burner fan/motor coupling.

3. Check axial and radial alignment tolerances per manufacturer spec.

4. Adjust shims or reposition as needed.

5. Recheck alignment after tightening all bolts.

d. Clean Fire Side of Boiler

1. Shut down boiler, cool completely, isolate.

2. Open inspection/firing doors.

3. Use wire brush, soot blower, or vacuum to remove soot and unburned deposits.

4. Clean tube banks and refractory area.

5. For heavy deposits, use chemical soot remover (as per OEM guidelines).

6. Inspect refractory condition and burner tile.

7. Close and secure all doors properly.

e. Test and Adjust Safety Valve

1. Isolate boiler and ensure safety.

2. Conduct a pop test (raise boiler pressure gradually until valve lifts).

3. Observe lifting pressure and compare with set pressure.

4. Adjust compression spring using top nut if set point needs correction.

5. Check blowdown margin (difference between lift and reseat pressure).

6. After testing, seal valve with wire and lead seal.

7. Record results in maintenance log.

f. Hydro Test the Boiler

1. Cool and drain the boiler fully.

2. Blank off safety valve connections and steam outlets.

3. Fill boiler with treated water, vent all air.

4. Use hydrostatic pump to raise pressure to 1.5 x design pressure.

5. Inspect all joints, welds, and fittings for leaks.

6. Hold pressure for 10–30 minutes.

 7. Depressurize, drain, dry, and prepare for operation.

g. Inspect the Internal

1. Cool and isolate boiler, drain all water.

2. Open manholes/handholes.

3. Use flashlight and mirror or boroscope to inspect:

o Drum internals

o Tube walls for scaling, pitting, or cracks

o Separators, baffles, and steam dryer condition

4. Check for corrosion, sludge or scale.

5. Clean internally if needed before closing and sealing.

h. Periodic Fireside Cleaning

1. Every 500–1000 running hours or when stack temperature increases.

2. Same steps as (d) above.

3. Emphasis on thorough soot removal from:

o Furnace

o 1st and 2nd pass tubes

o Refractory area

4. Use soot blowers (manual or automatic) if installed.

5. Clean burner nozzle tip, wind box, and air damper areas.

i. Flame Scanner and Ignition Actuator Periodic Maintenance

1. Shut off boiler and isolate power supply.

2. Remove flame scanner; clean lens with alcohol-based cloth.

3. Inspect sensor wiring, housing, and lens clarity.

4. Test sensor function (simulate flame or use test lamp).

5. Ignition actuator:

o Remove and inspect electrode

o Check and clean spark gap

o Inspect insulation and wiring

 6. Reinstall components, do test run and ensure proper flame detection and ignition.

3. Write a detailed description of how each of the folowing critical engine functions are controlled:

a. Gas Turbine fuel manifold pressure

b. Variable Stat Or vane Position

c. Gas Generator speed

d. Power Turbine speed

a. Gas Turbine Fuel Manifold Pressure (on vessel)

Function Overview:

The fuel manifold pressure directly affects the fuel atomization quality and combustion intensity
inside the combustor. In a marine gas turbine system, fuel control is critical for engine performance,
safety, and power response.

How It’s Controlled:

  Managed by the Fuel Control System, usually part of a Full Authority Digital Engine Control
(FADEC) system on modern vessels.

 The FADEC receives inputs such as:

o Power demand (from the bridge or engine control room)

o Gas generator speed (N1)

o Combustion chamber pressure and temperature

o Load conditions (propeller or generator)

 Based on this data, FADEC regulates the Fuel Metering Valve (FMV) to achieve the correct
fuel manifold pressure.

 Pressure sensors provide real-time feedback to maintain desired pressure and prevent
overpressure or flameout.

 During startup or shutdown, the system carefully ramps fuel pressure to avoid thermal shock.

Safety Considerations:

 High-pressure cutouts

 Flame detection failure interlocks

 Emergency shutoff valves (ESD)

b. Variable Stator Vane (VSV) Position (on vessel)

Function Overview:

VSVs are adjustable guide vanes at the inlet stages of the compressor. Their purpose is to optimize
airflow angle into downstream compressor blades at varying speeds and loads.

How It’s Controlled:

 Actuated via servo actuators, controlled by FADEC.

 FADEC calculates optimum vane angle based on:

o Gas generator speed (N1)

o Ambient air temperature and pressure (taken from sensors near air intake)

o Engine load and throttle position

 VSVs rotate together via linkages to maintain even airflow.

 This maintains compressor efficiency, prevents stall/surge, and allows better part-load
operation.
Onboard Monitoring:

 VSV position sensors

 Actuator position feedback

 Integrated into PMS (Planned Maintenance System)

c. Gas Generator Speed (N1) (on vessel)

Function Overview:

The gas generator (compressor + combustor + high-pressure turbine) produces the high-energy gas
stream that drives the power turbine. N1 speed is a core parameter indicating engine health and power
output capability.

How It’s Controlled:

 Controlled indirectly by adjusting fuel flow through FADEC.

 Based on desired ship speed/load demand, FADEC adjusts fuel metering to change N1 speed.

 N1 is measured using a tachometer or speed sensor on the high-pressure shaft.

 The system monitors:

o Rate of change (acceleration/deceleration)

o Over-speed limits

o Coupling with power turbine requirements

Onboard Integration:

 N1 values are displayed on engine monitoring panels on the bridge and engine control room.

 Alarms are set for N1 over-speed or abnormal acceleration.

d. Power Turbine Speed (N2 or LP Shaft) (on vessel)

Function Overview:

The power turbine drives the reduction gearbox which turns the propeller shaft (for propulsion) or
generator (for electric drive vessels). Power turbine speed (N2) must be matched to load demands
without stressing the gas generator.

How It’s Controlled:

 The power turbine is usually free-running, not mechanically connected to the gas generator.
  N2 speed is controlled by modulating the energy provided by the gas generator, i.e., fuel flow.

 Load demand (e.g., ship’s throttle or propulsion control lever) is sent to FADEC, which
adjusts N1 to maintain desired N2.

 On ships with controllable pitch propellers (CPP), propeller pitch is also adjusted in
coordination with N2 to maintain smooth propulsion.

Monitoring:

 N2 tachometers (LP shaft RPM sensors)

 Torque meters (calculate power output)

 Connected to Engine Control System for:

o Alarm system

o Shaft speed logs

o Maneuvering control (e.g., reversing)

a. Classification

The Ship’s Service Diesel Generator (SSDG) with a MAN B&W 7-cylinder, 2-stroke engine can be
classified as follows:

 Engine Type: Reciprocating, Internal Combustion Engine

 Cycle: Two-Stroke

 Number of Cylinders: 7 (inline or V-type depending on model)

 Fuel Type: Heavy Fuel Oil (HFO) or Marine Diesel Oil (MDO) depending on setup

 Cooling System: Freshwater cooling with seawater heat exchanger

 Lubrication: Forced lubrication system with oil mist detection

 Starting System: Air-start for each cylinder or electric starter motor

 Classification Society: Certified by class societies such as DNV, Lloyd’s Register, or ABS for
marine use

b. Governor Control

The governor in this engine is a key component for controlling engine speed and load-sharing. It
works as follows:

 Type: Electronic-hydraulic or fully electronic governor (e.g., Woodward, Heinzmann)

 Function:

o Maintains constant engine speed regardless of varying electrical load.

o Adjusts the fuel rack to control the amount of fuel injected per cycle.
 o In load-sharing operation (multiple generators), ensures equal distribution of load.

 Features:

o Over-speed protection

o Remote control capability via Engine Control Room (ECR)

o Load limit and droop setting for parallel operation

c. Rated Output

The rated output of a 7-cylinder MAN B&W 2-stroke engine used for power generation but output is:

 Output Power: ~6,000 to 9,000 kW (approximate depending on engine model and tuning)

 Rated Speed: ~90 to 105 rpm (for two-stroke marine engines)

 Generator Output:

o Voltage: 440V or 6.6kV (depending on generator size and system design)

o Frequency: 60 Hz or 50 Hz

o Phase: 3-phase AC

d. Collect Operating Data Over an Hour (Hypothetical Example)

Let’s say you collect the following operating data over 1 hour during steady-state operation:

Manufacturer’s Figure (Typical)

MAN B&W two-stroke engines generally have an

SFC around 170–190 g/kWh under optimized conditions.

Comparison:

 Measured SFC: 196.7 g/kWh

 Manufacturer’s SFC: ~180 g/kWh (typical)

 Deviation: Higher consumption, possibly due to:

 o Fuel quality

o Engine tuning

o Fouling of turbocharger or air filters

o Higher ambient temperatures

1. Steam Pressure Control (Waste Heat &

Auxiliary Operation)

🔹 Equipment Used:

 Steam Pressure Transmitter

 Pressure Controller (PID)

 Burner Management System (BMS) (for oil-fired operation)

 Steam Dump Valve or Safety Valve (as a protection device)

🔹 Function:

 The steam pressure transmitter continuously measures the boiler steam pressure.

 This signal is sent to a PID controller, which adjusts the fuel oil flow (burner firing rate) in
auxiliary boiler mode or may open/close steam dump valves in waste heat mode to maintain
desired pressure.

 If exhaust gas temperature is insufficient (low main engine load), the oil burner automatically
cuts in to maintain required steam pressure.

🔹 Operating Modes:

 Automatic Control: PID logic modulates the burner to maintain setpoint pressure (example 7-
11 bar based on my vessel)

 Manual Override: Available during troubleshooting or maintenance.

🔹 Setpoint:
Typically maintained around 7–11 bar

2. Water Level Control (Common for Both Modes)

🔹 Equipment Used:

 Conductivity or Differential Pressure Level Transmitter

 Water Level Controller (PID)

 Modulating Feedwater Control Valve

 Low Water Level Alarm and Cut-out Switches

 High Water Level Alarm

🔹 Function:

 A level sensor (typically conductivity probe or DP transmitter) detects actual water level in
the boiler drum.

 Signal is processed by a PID controller, which controls a modulating feedwater valve to

maintain water level at a safe and efficient setpoint.

 In the event of abnormal water levels:

o Low level triggers alarms and automatic burner shutdown to prevent overheating.

o High level triggers alarm and stops feedwater pump to prevent carryover of water into
the steam system.

🔹 Control Mode:

 Automatic (Normal Operation): Ensures stable drum level, especially critical during
fluctuating steam demand.

 Manual: Used during testing or if automatic system fails.

🔹 Alarm/Trip Setpoints

(typical, varies by system config):

 Normal level: ~50–60% of sight glass

 Low water level trip: ~30%

 High water level alarm: ~80–90%

a. Changing a Burner

The burner in an Aalborg Mission OL boiler is typically a pressure-atomizing, automatic oil burner
(e.g., Aalborg KBSA). Burner replacement may be required due to clogging, poor atomization, or
flame failure.

✅ Steps to Change the Burner:

1. Secure Boiler Operation:

o Ensure the boiler is shut down from the control panel.

o Confirm burner is off and flame is extinguished.

o Isolate fuel oil supply to the burner.

o Depressurize the fuel oil line if necessary.

2. Vent and Cool the Furnace:

o Open furnace inspection doors and allow the boiler furnace to cool down.
 o Use forced ventilation (blower) to remove any residual fumes.

3. Disconnect the Burner:

o Disconnect electrical cables, air lines, and fuel pipes.

o Remove the burner mounting bolts.

4. Remove the Burner Assembly:

o Carefully withdraw the burner from the furnace front plate.

5. Install Replacement Burner:

o Insert new or overhauled burner into mounting.

o Tighten mounting bolts securely.

o Reconnect all electrical, fuel, and air lines.

6. Leak Check and Pre-Checks:

o Check for leaks in fuel and air lines.

o Verify flame detector, spark igniter, and fuel nozzle are in place and properly aligned.

7. Start-Up and Test:

o Restore fuel oil supply and purge air from the line.

o Carry out burner purge cycle before ignition.

o Ignite burner and monitor flame condition.

o Verify stable combustion, proper atomization, and no alarms.

🧯 b. Operating the Soot Blowers

The Aalborg Mission OL boiler is equipped with steam-operated rotary soot blowers to clean
combustion gas-side surfaces (especially the tubes) of soot and deposits.

✅ Steps to Operate Soot Blowers:

1. Check Steam Availability:

o Ensure sufficient steam pressure is available (usually >6 bar).

o Ensure boiler load is stable and combustion is good.

2. Notify Engine Room and Post Watch:

o Inform watchkeeping personnel.

o Post a warning that soot blowing is in progress.

3. Open Soot Blower Steam Valve Slowly:

o Open the main steam isolating valve gradually to avoid thermal shock.
 o Then, open the individual soot blower valve (or via solenoid if automated).

4. Operate One Soot Blower at a Time:

o Activate each blower sequentially to prevent pressure drop and loss of combustion.

o Allow each blower to rotate for 15–30 seconds depending on boiler condition.

5. Observe Furnace Pressure and Flame Stability:

o Monitor for flameout, backfiring, or abnormal furnace pressure.

o Watch for alarms and exhaust gas temperature changes.

6. Close Valves:

o After each blower has run, close its steam valve.

o After last blower, close main steam valve.

7. Log Operation:

o Record time, boiler load, and any abnormalities in the engine room logbook.

c. Switching and Cleaning a Fuel Oil Strainer

Fuel oil strainers (duplex type) protect the burner and atomizer from clogging by removing solid
particles from the fuel.

Steps to Switch and Clean Fuel Oil Strainer

1. Identify Duplex Strainer Unit:

o Duplex strainers have two filter chambers with a changeover handle.

2. Switch Over to Standby Chamber:

o Slowly turn the changeover valve handle to divert fuel to the clean side.

o Confirm pressure remains stable and burner operation is unaffected.

3. Isolate the Dirty Chamber:

o Once switched, close inlet and outlet valves of the chamber to be cleaned.

4. Drain and Open Chamber:

o Drain residual fuel from the chamber into a sludge tank.

 o Open the top cover using appropriate tools.

5. Remove and Clean Strainer Basket:

o Take out the strainer element.

o Clean it using diesel oil and compressed air or soak in cleaning solution.

6. Inspect for Damage:

o Check mesh for tears or wear.

o Replace if necessary.

7. Reassemble and Pressure Test:

o Replace the cleaned element.

o Close the cover and open valves slightly to allow venting and filling.

o Check for leaks.

8. Log the Activity:

o Record the cleaning time and any findings in the maintenance log.