However, what we are also seeing is a larger proportion of turbocharger system problems. The main parts of this segment have come about through a spate of turbocharger bearing failures which fortunately seems to be stabilising. More recently, turbocharger explosions have appeared, these increasing in number, and many of the WG members have reported such failures though not all are recorded in the database yet.
One new member has reported that, out of 9 ships, no less than seven of these had experienced turbocharger explosions. Fortunately, because of the unmanned engine room status, there has been no injury or loss of life. Never the less, 27 turbochargers had to be modified in those ships, at great expense. Such occurrences have been recounted by many members of the WG and when these are put into the database the "turbocharger system" percentage will certainly grow.
Additionally, within the "turbocharger system", it should be noted that the number of air coolers giving problems is increasing. Water leakage after only two or three years in operation has been reported while poor air distribution across the cooler is another problem. Production quality certainly comes into this but the WG also wonders if there is a lack of good charge air designers in the engine designers and builders today.
Also increasing are the number of failures concerning the crankshaft and main bearings, the latter components being one of the largest portions of faults being recorded now. The answers to this problem seem to be many and various but, many members of the "Engine Users" WG think that the ship's structure should be included in the search for a real answer.
Sub-standard quality of materials seems to be becoming more prevalent as producers seek ways to cut costs today. There have been a number of cases reported where the quality of materials used has not been up to the standard originally specified by the engine designer. Such practices are costly to everyone concerned and on occasions have proved to be extremely dangerous with crank case explosions occuring in at least two cases with subsequent severe injuries to engine room staff.
Apart from the human misery caused, the financial losses can be huge with the ship operator losing voyage time and the claims are considerable, going back to the engine designer, engine builder and parts suppliers. Closer quality control is the only answer to this.
There are many cases where cost cutting brings operational problems, all of them costly to the engine user, and dangerous to the engine room staff. Knowledge from the CIMACUSE database should certainly lead to safer operation and savings in costs.
REFERENCES
[l] Dragsted, J., Storegaard Jensen, P., Hansen, N., and Wilson, K., "Service Experience and Operational Experience as Discussed and Compiled by CIMAC WG "Engine Users". 22nd CIMAC Congress, Copenhagen, (1998), p291-293.
