Image hereabove is used for illustration purposes only the third engineer inspected the machinery running condition from the engine control room He observed that the main engines’ loads lubricating oil and cooling water temperatures and gearbox oil temperatures were normal After visually inspecting the running machinery while the oil mist detectors and separators were also working fine the engine-room visual inspection was carried out every 30 minutes the third engineer noticed an alarm in the engine control room A closer look revealed that it was one of the oil mist detectors’ alarm which activated due to a high lubricating oil mist in main engine no was soon followed by a low lubricating oil pressure alarm on the same engine 2 emergency stop button and reported the matter to the chief and second engineers The three engineers waited for 30 minutes in the engine-control room for the main engine to cool down The extent of the damage was immediately evident White metal particles were visible on the crankcase walls Main bearing shells were noticeably damaged and it was also suspected that the crankshaft’s main journal no 2 and the corresponding connecting rod journal were damaged Bearing shells were displaced and raised from their housing Oil mists are potentially hazardous conditions inside an engine in view of the created explosive conditions The presence of an oil mist is the result of oil vaporisation in the crankcase caused by either a hot spot or an overheated part within the crankcase The natural atmosphere inside the crankcase consists of large globules of oil dispersed through the air A hot spot (with a minimum temperature of about 360 °C) can vaporise these oil globules consisting of small globules of oil of approximately 2-10 nm in diameter an accumulation of this oil mist can cause a heavy explosion The safety investigation concluded that the oil mist alarm was triggered by a mist of oil following the failure of the bearing shells Probable cause of the shell bearing no.2 failure Microscopical examination of the bearing surfaces suggested that the failure of the bearings could be broadly attributed to two phenomena: It was also considered possible that the delamination of the babbitt material caused the other failure or at least facilitated its extensive occurrence It should be noted that galling is generally not a problem when there is lubrication there is generally an exposure to galling when there is no lubrication and is especially dominant when the tribopair is made of large surfaces sliding past one another for such devices to experience wide-spread galling out-of-round conditions or errors-inform (i.e. unintended high spots) are necessary since these create local highstresses A common manifestation of a galling problem is seizure of the mating parts Probable cause of the shell bearing no.3 failure The babbitt material was observed under optical and electron microscopes no foreign material was found embedded in it; instead a clean separation from the steel backing could be observed Large areas of the babbitt metal had spalled away from the backing and other areas could be readily lifted off with minimal force the analysis also showed extrusion of the lining material out of the bearing edges the failure of the overlay was only partly attributable to fatigue Fatigue damage overlay is usually visible in the form of a continuous network of cracks followed by partial flaking of the coatings the amount of cracks visible in the remaining lining material did not relate well to the large scale delamination observed for this bearing in the case of Al-based linings (such as this one) it was considered possible that any fatigue cracks formed on the surface and spread inside the lining had reached the steel back via propagation along the bond line between the lining and the steel Although stopping the main engine was by far the best thing to do the safety investigation had no evidence that the bridge was informed prior to this action although the second main engine would have ensured a degree of propulsion and manoeuvrability the engineering OOW was not aware as to whether there were navigational hazards in the area that could have compromised the safety of the vessel there was also no evidence to indicate that the flow of lubricating oil had been increased after the main engine had been stopped Increasing the flow of oil is necessary to help reduce thermal stresses caused by the stopping of the main engine and to gradually cool down of the failing parts and avoid welding of parts Comment * document.getElementById("comment").setAttribute( "id" "abf24014b049749eb1d66bcbb38b9b01" );document.getElementById("c08a1a06c7").setAttribute( "id" Patients seeking treatment for osteo-articular and muscular conditions at the district hospital in Chodzież now benefit from a broader range of services on site and in their homes and from an integrated model for the delivery of these services The project implemented in support of this upgrade also involved the acquisition of new equipment The project has enabled us to upgrade and integrate our orthopaedic and rehabilitation services and develop additional forms of support The project was dedicated to the expansion and seamless delivery of orthopaedic and rehabilitation services to support patients throughout their treatment It was launched by the Professor Roman Drews District Hospital in Chodzież to make such services more accessible to the region’s dependent or disabled residents and facilitate patients’ return to their homes their jobs and their communities following lengthier stays Close coordination between the various medical services involved in the treatment of osteo-articular and muscular conditions is a cornerstone of the comprehensive care model the hospital has introduced which emphasises the need to streamline processes for the patient It extends across the various services on site – such as medical and surgical wards inpatient rehabilitation and outpatient clinics – as well as support delivered at patients’ homes and reassignment to the family GP The service portfolio includes a number of new activities One of these is the hospital’s recently established online consultation service which enables patients to obtain specialised medical advice or interact with a physiotherapist without leaving their homes be used to help patients recovering from surgery to perform post-operative exercises correctly.  Other new services proposed by the hospital – in premises whose preparation was funded separately – include outpatient clinics for rehabilitation The project encompassed the acquisition of digital X-ray apparatus for rapid and precise diagnoses along with equipment for the hospital’s orthopaedic operating theatre an arthroscope and various surgical systems cryotherapy and thermolysis equipment was acquired for use in the treatment of pain extending the hospital’s possibilities to help boost patients’ quality of life As part of the hospital’s drive to make its services accessible to more patients the number of beds in the rehabilitation ward was increased from 40 to 50 along with measures taken to minimise the risk of complications during treatment has helped to shorten waiting times and hospital stays The adoption of less invasive methods for surgery has helped to reduce treatment periods as has the fact that decisions on treatment can be taken faster The hospital’s management notes that the project placed the institution in an even stronger position to support public health and help tackle conditions that are a significant cause of economic inactivity have generated keen interest from near and far: the hospital’s upgraded coordinated orthopaedic and rehabilitation services are attracting patients not just from Chodzież and the wider region Total investment for the project “Coordinated care in the field of orthopaedics and rehabilitation in the Chodzież district hospital” is EUR 1 476 346 with the EU’s European Regional Development Fund contributing EUR 1 013 926 through the “Wielkopolskie Voivodeship Regional” Operational Programme for the 2014-2020 programming period The investment falls under the priority “Social inclusion” Zarząd Województwa Wielkopolskiego obsługiwany przez Urząd Marszałkowski Wdrażania Europejskiego Funduszu Społecznego Map and DirectionsContact Us UMass System Terms of Use and Privacy Policy Accessibility Statement For an optimum web experience we recommend the latest version of Firefox Please use one of the links below to install a supported browser.