Marine Engineering and the Hydraulic Challenge.

Ramesh .S , FIMarE(India) , F 4498

I have had the privilege to travel to various countries like Singapore, Philipines ,China ,Bangladesh,
Myanmar to conduct Hydraulic Failure and Loss Prevention workshops for seafaring Marine Engineers
of various Ranks , inclusive of Senior Deck Officers and Superintendents.

Give this background I have developed some insights on the Topic in question with I will attempt to
share with fellow members.

Basis on my intense interactions with seafaring staff of various nationalities , I believe that irrespective
of the NATIONALITIES and their Ranks and seniorities , Hydraulics and Trouble shooting remains an
Elusive , Less understood and a overwhelming Topic.

Now trying to put things in perspective,

Hydraulics was limited to Deck Equipments and Cargo discharge. The nearest threat to Propulsion due to
hydraulics was the Steering Gear and CPPs.This explains as to why the Focus of the Examination System
for competencies in various countries touch upon a few questions on Steering Gear (Hunting Gear,
Safematic Steering gear??) and not get into the depth of the subject.( These topics can be left in Choice
as well)

The entire system of Maritime Administration ( Class, Port state , IMO,COC Exams conducted by Port
state countries , Vetting inspectors) who actually set the standards for competence and skill levels in
the industry, sadly miss out on the ensuring that the Core Principles of Hydraulics are properly
understood and applied by an aspiring Chief Engineer.( vis a vis Knowledge of Marine Diesel
Engines).So, it is obvious that a very intelligent and competent candidate can easily become and carry
out the duties of Chief Engineer with a very shallow working knowledge in Hydraulics. I can confidently
utter this profound statement, since I Myself am a living example ( Product) of this system.

I comfortably got my COC , got promoted as Chief Engineer and carried out the duties Efficiently (It is the
perception that matters) with a very shallow knowledge of Hydraulics ( Minimal or NO Knowledge
would be more appropriate, I feel , in hindsight) till a real life problem stares you in your face and shows
you your place .It opens up a can of worms and makes you realise where you stand in term of your
knowledge and ability to solve tricky Problems on Hydraulics Equipments when confronted with one.

( The issue was about a vessel unable to heave up anchor in Fujayrah incurring huge commercial losses)
Then, how did the industry survive??Ships have always been running!! This is a obvious question which
is bound to arise in peoples mind. There may be many who will be completely in disagreement with my
views and opinions.( Anyway , given the democratic setup we live in , I am entitled to hold a WRONG
opinion also ).

I will attempt to answer the above question

Steering Gear – Problems are few and the nature of possible problems are such that, they can be
identified relatively easily ( Parts broken, Electrical connections etc). Components are few and by Hit and
trial method , one can solve or tide over the crisis. The fact that we have two systems, makes sure that
we seldom get into a situation of Despair.

Cranes –Problems can be very tricky and challenging. But the availability of alternatives (like Other
crane, Shore assistance ) can see you through. Extreme stress is experienced when a ship might get
delayed because a Crane could not be parked in time before departure.

Windlass – This causes the maximum Stress. Imagine the Anchor not coming up . This would be a great
challenge for the onboard Engineer. However the workaround is The Master dragging the anchor to a
shallow Patch, lift up the anchor and continue with the voyage. This is followed by the usual
interchanging of suspected parts with the Always available Spare parts ( Yes, The Mooring and Mid ship
winches, are ever ready to be cannibalized for this Trial and Error operation)

Amidst all this chaos, the owner and Tech manager absorbs all the stresses and losses.The Good News
was that, Hydraulics NEVER affected Propulsion ( And thereby every Engineer escaped the ruthless
enforcement of understanding of Hydraulics by statutory bodies and COC Examiners)

ALL that Is CHANGING NOW. The Future of propulsion is shifting to Electronic Engines ( ME Engines
from MAN B&W or Wartsila). These Engines Use Hydraulics to a great Extent .A thorough understanding
of Hydraulics and principles will become necessary in future for the smooth Propulsion and Safety of
the vessel. The stakes are now Higher.The game is changing.

I agree that there may be many who will quickly counter my observations with the fact that Many
Reputed Institutes and Training establishments offer Hydraulic courses.( Value added courses). The
quality of course contents and the Transfer of knowledge may vary with each of these institutes. I leave
it to the judgement of the Candidates and the Technical Managers as to the effectiveness of these
courses in equipping a persons to understand, troubleshoot and solve complicated Hydraulic system
problems in the field. Some may be very Good whilst some may be average which is perfectly
understandable.

Having said that I may also add , basis my interactions with the persons who have attended such courses
in various countries that the focus seems to be on dismantling and assembling of Pumps, Motors,
showing cutouts of Direction Control valves and a few Pressure control valves and some practical “
hands on “ time on a hydraulic Trainer which is no bigger than a Cargo/ Ballast valve system Power Pack.
I wonder if that will equip you to react correctly when an anchor does not come up.
What seemed to be lacking in a majority of the courses was a systematic approach to equip a person to
Read / understand Hydraulic circuits ( specially involving Cranes, Framo , Steering, Windlass ,etc).Second
was the systematic exposure to equip a person to Trouble shoot , based on various symptoms and
observations.

The result of this weakness manifests on board in persons OPENING up various components
unnecessarily ( we call it LOOK SEE ,in the ship slang) in the absolute hope to find SOMETHING BROKEN.
This approach results in commercial losses. I also INJECTS CREATED PROBLEMS, to the already existing
one ( Which remain unresolved).The Opening up Process is generally never preceded by a systematic
OBSERVING and ANALYSING exercise

.A thorough understanding of the symptoms and analysis of the Various Gauges is a MUST before
jumping to conclusions and OPENING UP. . This is a must and cannot be debated upon.Inspite of all this,
one may be on the wrong track and arrive at wrong conclusions, but that is part of the game

The closest example I can think off to stress this point is – Imagine a doctor who performs a surgery,
opens up your stomach (LOOK SEE) on a complaint of Stomach Ache , only to tell you that he found
nothing and finally arriving at the conclusion ,MAYBE it was a GAS PROBLEM. Most of the times, this is
exactly what happens on board . I leave it for your introspection.

Now with your kind permission , let me set the agenda / purpose for the remaining segment of this
article.

 To highlight a few of the BASIC principle of hydraulics and to make aware how wrong application
of these could lead to Wrong conclusions resulting in operational problems( These are derived
from real incidents)
 To highlight and make aware the Basics of Trouble shooting
 To introduce the symbols and introduce certain techniques used to trace circuit diagrams

As the esteemed members will appreciate that , this journal is neither the appropriate platform nor
vehicle to get into serious Discussion on a reasonably complex topic . I will attempt to keep it very
simple . We can at best create an awareness or Orientation.

Lets begin the Game (of Thorns).

Statutory warnings:

A small slip up in application of the principles will result in a very LOGICALLY ARRIVED at WRONG
conclusion.

Overconfidence is Injurious to Trouble shooting.(nobody can ever become an expert. Atleast , I am not .
The only way is to keep learning, be aware of your limitations and never presume that you are now on
top of the subject.)
BASIC Principles:

1)PRINCIPLE 1

Force = Pressure x Area

Elementary stuff. We know it since secondary school and are infact are tired of listening to it again.

Case study 1)

Fitter and 2E are trying to extract a shaft from its place using a Hydraulic jack.( Renewal of Crane sheave
bearing).He pumps in almost 900 bar pressure and looses hope. The shaft has not moved a millimeter.
They loose hope and almost decide to gas cut the shaft .Had they gone ahead, the Crane would have
been unavailable for quite some time.

Insight—Pins of Rams, Crane Sheave shafts, Jacking up a ME Liner and other such jobs have a fair chance
to succeed only when the applied FORCE exceeds 50 Tons minimum.( You need to be extremely lucky to
finish the job with lesser Force).

2E and Fitter were using a Hydraulic Jack which was rated for 10 Tons at 600 bar.It implies that the
Piston diameter on which the 900 Bar oil Pressure was acting was able to produce a forec of leass than
15 Tons which is not enough to commence movement. Once a jack of bigger diameter was procured,
the job went ahead smoothly with a lesser Pressure.

A classic example of non application of elementary bookish knowledge on the field , when it really
mattered.

2)PRINCIPLE 2

This is very important for us to understand. It appears very easy and elementary superficially but has a
deeper meaning.

Pressure in a circuit is developed IF and only IF the flow of oil is RESTRICTED. The Pressure developed is
directly a Function of the Quantum of Restriction.

Now the Restrictions to Flow can be : a Spring Loaded check Valve, Viscocity of Oil,Orifices and physical
restrictions due to reduction in dimensions and finally THE LOAD.