Our experience working with ship owners and managers gives us the ability to understand the challenges you face with tight schedules, potential contract penalties and rising costs, whilst conforming to the latest regulations issued by Lloyds and SOLAS to those issued by IMO, MCA, and other regulators.
With our team of time served – highly trained and experienced engineers, we can be there when you need us, for breakdown responses 24/7 or scheduled maintenance worldwide.
Below are examples of the various projects we have carried out across the marine sector.View services
We were called to attend the vessel in the Netherlands to investigate problems with broken pushrods.
Upon investigation, it was found on cylinder A3 that the pushrod exhaust valve was completely cracked, and the push rod inlet valve was bent.
All rocker covers were removed in order to inspect the valve operating gear and the remaining pushrods.
It was found that more push rods were bent.
The inlet valve push rod on cylinder A6 was extremely bent - it was unable to completely rotate in the aperture.
To avoid major failure with catastrophic damage, the engine was shut down and was sent to us for a complete overhaul.
As approved service dealers for MTU UK, we have carried out extensive work supporting the 2000 series engines including 6000hr services, which incorporate:
Following the service work, the engines are tested using the MDEC system and diagnostic software.
On arrival at the vessel the old Woodward 3161 governor from number 2 main engine, a Wartsila 5L20 ready for the upgrade to a UG25+ model.
Once installed it was connected up to the engine fuel racks, all linkages were checked and the governor was set at dead rack.
To support the new style governor, a new control panel was installed and wired into the vessels original wiring.
Following the governor upgrade on number two engine, we then installed a new control box to number 4 main engine.
On completion of both workscopes, all running checks were carried out tot customer satisfaction before sign off and full report issued.
The main issue for this service was the timing.
We had to meet the vessel on docking, fully service the turbocharger, take it back and install it before the vessel was due back out.
The time scale was 48 hours.
Very tight time frame but we completed the service with time to spare.
Again a full-colour report was issued for the class certification on the vessel.
This merchant container vessel berthed at Tilbury and had reported an issue with generator number 4 governor speed and load sharing issues.
A Bartech engineer was asked to attend the vessel.
An initial visual inspection was carried out, which indicated the clutch for the governor motor was slipping.
This would cause the reported problem of load balancing with the other engines.
Our engineer rectified this issue and, because there are 4 of the same governors installed on the vessel, recommended a ships spare is made available.
We were contacted by the Technical Superintendent who was a little stuck.
He had been using the OEM for his servicing and maintenance, however, on the previous service the OEM did not supply a detailed report and he found it difficult to get the classification sign off on the vessel because he could not prove the work.
We serviced the 3 CAT C32 engines using OEM spares and Bartech CAT trained engineers, produced an in-depth report and saved the client money as our labour was cheaper.
He had no issue getting the class classification sign off!
Once our engineers arrived on board the private yacht in Italy, they continued the engine dismantle which the vessel engineers had already begun.
Further dismantling of the exhaust system and other items was carried out to enable easy packing and return to Bartech Marine for rectification work that could not be carried out ashore.
During the fitting of the cylinder heads and after checking piston bumper clearances, cylinder head gaskets of 0.045 thou inch were fitted.
Upon completion of the overhaul, the engine underwent sea trials for a total of thirty hours at full sea speed and varying ship’s load.
As standard, all MTU 10V2000M94 engines require this modification in order to eliminate a fault.
We attended this lifeboat to carry out the modification.
Firstly, the following items were replaced on both engines:1. Ram 2. Linkage 3. Lever 4. Bracket 5. Two oil pipes connected to the ram
Once this had been completed, the new parameter settings were uploaded onto both of the ECU’s from the MTU laptop and an engine test was carried out with the Diasys connected to take a recording on both engines to confirm the ram was operating correctly.
This was completed whilst the vessel was in dry dock as part of its planned schedule of maintenance.
The dismantled components were sent to Bartech for overhaul, including the governor and turbocharger.
After completion and reinstallation, a sea trial was run, the procedure was as follows:• One hour and a half with 20% load • One hour and a half with 40% load • One hour and a half with 60% load • 30 mins with 30% load whilst the dredge was dropped • One hour and a half with 100% load
“A genuine open and honest customer focused approach.
A willingness to evolve and support ongoing learning (both ways) when things may not quite go as planned or expected. Whilst the whole Bartech team are focused and engaged Rob Lee has proved to be a pivotal contact point for EDF addressing and resolving concerns that may arise.”
“We were impressed with the standard of communication throughout the work scope and having a dedicated project manager was invaluable.
Bartech’s engineering capabilities, along with the communication and overall management of the job were faultless.”
“Bartech helped maintain & achieve our recovery plan in a safe manner & also implementing the improvements required to prevent similar incidents.
They were very adaptable to our urgent requirements and used all of their resources possible to expedite the safe return of P-7230 fire water pump.
Bartech exceeded our expectations during this intervention.”
“When a fault was found with the water cooler adaptor plate, a new part was sourced and sent out to the platform the following day. This meant the crane could be returned to service as planned and therefore no downtime experienced.”
“The technical knowledge and speed of sourcing the required part. The platform also commented positively on the work ethic of the engineer on the job.”
The site report and the overhaul at site have been conducted to a high standard.
“We have a long term service agreement with Bartech so putting together the work scope was made easy as we have worked with them in the past and know how they work in a professional matter.
All the organisation and spares were taken care of by the project engineer, once this was ready Bartech and CNR had a conference call with the platform to discuss the scope and iron out any issues that may arise during the scope and controls were put in place to prevent issues arising.”
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