ORAL PREP QUESTIONS Flashcards

Question

statutory vs mandatory certificates

Answer 1

statutory : required by law--breaking law if you dont carry them onboard mandatory : mandatory to be carried on board. not breaking law without them but may be not entered into port or country without them.

Answer 2

1. International oil pollution prevention certificate IOPP certificate is issued to all the ships to which annex I of the MARPOL applies. gives the details of the equipments required as per MARPOL annex I that are fitted on board. These equipments may include Oil discharge monitoring equipment (Oily water separator) Incinerator details and capacity of engine room bilges Inert gas system or Inert gas generator The certificate also has maximum 5 years validity and is endorsed annually. The certificate is endorsed after class verifies: all the MARPOL equipments Operations of the Marpol equipments All the Marpol related records (orb)

Answer 3

Large Charter Yachts (Megayachts) Require the following certification--HERCULINA REQUIRES THEM ALL **• a Certificate of Registry** **• an International Tonnage Certificate** **• an International Load Line Certificate** **• a Declaration on Anti-Fouling Systems** • If certified for \> 15 persons and on international voyages, an **International Sewage Pollution Prevention Certificate** If over 300 GT also:- • **Ship Safety Radio Certificate** If over 400 GT also:- **• an International Oil Pollution Prevention Certificate** **• an International Air Pollution Prevention Certificate** **• an International Anti-Fouling Certificate (instead of the Declaration above)** **-an Engine International Air Pollution Prevention Certificate.** The EIAPPC is a requirement for vessels that have marine diesel engines fitted that have an output in excess of 130kW. whose engines were installed after 01 January 2000. • If on international voyages, an * **International Sewage Pollution Prevention Certificate** If over500 GT also:- **• Safety Equipment Certificate** **• Safety Construction Certificate** **• International Safety Management Certificate** **• International Ship Security Certificate** **• a Minimum Safe Manning Document** If over 1000 GT also:- • a **Certificate of Insurance or Other** **Financial Security in Respect of** **Civil Liability for Bunker Oil Pollution Damage** I

Answer 4

1. International loadline certificate This certificate gives the detail of the loadlines of the vessel. In simple words from this certificate we can get following information Draft corresponding to each loadline (for example Summer loadline draft, tropical loadline draft etc) Freeboard corresponding to each loadline (for example freeboard of the ship at summer loadline, tropical loadline etc). The certificate is issued after loadlines are assigned to the vessel. The loadline convention requires each ship to maintain a minimum freeboard. So it is in fact the freeboard that is assigned to the ship. “Freeboard assignment certificate” gives the entire calculation for freeboard assignment to the ship. The corresponding drafts are are then calculated by substracting the freeboard from the total depth of the ship. The assignment of freeboard depends upon a lots of factors. These are the factors that contributes to the reserve buoyancy of the ship. Some of these factors include Air pipes of the ballast tanks Water tightness of the water tight doors Mast houses & store rooms on deck drain plugs of the water tight compartments such as mast houses Checking and verification of all these factors becomes the basis of annual endorsement and renewal of loadline certificate. The certificate is valid for maximum 5 years and it requires annual endorsement on the certificate.

Answer 5

statutory if your flag has ratified solas convention (which it has!!) 1. CERT OF REGISTY 2. MIN. SAFE MANNING 3. INTERNATOINAL SHIP SAFETY EQUIP. CERT 4. INTERNATION SHIP SAFETY RADIO 5. INTERNATION SHIP CONSTRUCTION CERT 6. SAFETY MANAGEMENT SYSTEM CERT 1) Certificate of registry--statutory--no expiry date--but not SOLAS This is the trading certificate issued to the ship by the flag state. This is the certificate that defines the nationality of the ship. This certificate also has the port of registry information. 2. minimum safe manning certificate--SOLAS CERT --no expiry. As a general rule the number of crew required would depend upon The trade of the vessel If the engine room is manned or unmanned (UMS) Minimum safe manning certificate usually does not have any expiry except for some flags. The certificate is a statutory certificate as it is required by the flag states rules and SOLAS. 3.International ship safety equipments certificate--SOLAS CERT--max validity 5 years, endorsed yearly This certificate is issued after verifying the operational readiness of all the safety equipments on board. The certificate is valid maximum for 5 years. The class stamps the certificate for annual endorsement each year. 4.International ship construction certificate--SOLAS CERT This certificate is issued as per the requirements of SOLAS chapter II. The certificate is valid maximum for 5 years. The class stamps the certificate for annual endorsement each year. 5) International Ship safety radio certificate This certificate is issued as per the requirements of SOLAS chapter IV. The certificate is issued after verifying that all the radio equipments are in good working condition. The certificate is valid maximum for 5 years. The class stamps the certificate for annual endorsement each year after verifying each element. 6) Safety management system certificate Safety management system certificate is issued as per the requirements of SOLAS chapter IX and ISM code. The issuance of this certificate to a ship means that it complies with the ISM code and the requirements of SOLAS chapter IX. The certificate is valid for maximum 5 years. This certificate need to be endorsed for intermediate verification every 2.5 years. This intermediate endorsement is done after successful completion of external SMS audit which is done by the RSO (usually class) on behalf of the flag.

Answer 6

certifcates are statutory if ship has ratified MARPOL convention 1. IOPPC 2. ISPPC 3. IAPPC **1. International oil pollution prevention certificate** IOPP certificate is issued to all the ships to which annex I of the MARPOL applies. gives the details of the equipments required as per MARPOL annex I that are fitted on board. These equipments may include Oil discharge monitoring equipment Oily water separator Incinerator details and capacity of engine room bilges Inert gas system or Inert gas generator The certificate also has maximum 5 years validity and is endorsed annually. The certificate is endorsed after class verifies all the MARPOL equipments Operations of the Marpol equipments All the Marpol related records **2. International sewage pollution prevention certificat**e Issuance of this certificate certifies that ship is in compliant with the annex IV of the marpol. The certificate gives the details of Sewage treatment plant (if fitted) Sewage holding tank & its capacity (if fitted) number of persons the sewage treatment plant or sewage holding tank is certified for The certificate is valid for maximum 5 years. **3. International air pollution prevention certificate** This certificate certifies that ship complies with the Annex VI of the marpol. The certificate have the detail of the all the engines (main as well as auxilary). information if the vessel comes under tier I, II or III The certificate can have maximum validity of 5 years.

Answer 7

statutory : required by law--breaking law if you dont carry them onboard mandatory : mandatory to be carried on board. not breaking law without them but may be not entered into port or country without them.

Answer 8

The chief engineer of the ship is the head of the technical department of the ship. It is his duty to ensure that the engine room machinery works properly for a smooth voyage. According to the Safety of life at sea (SOLAS) convention, it is the responsibility of the chief engineer to look after the safety of maritime professionals working in the engine room. The duties of the chief engineer are clearly mentioned in STCW 95 section A- III /2. SOLAS states that the operation of the ship and its equipment should be properly taken care of by the chief engineer, satisfying all minimum standards of safety. Duties of the chief engineer in both general and emergency conditions on the ship are: 1. Chief engineer should ensure that all the ship’s machinery and equipment are working in an efficient manner in order to support safe navigation of the ship. 2. He should carry out all his duties while complying with the rules and regulations laid down by the flag state administration, IMO, and port state authorities. 3. Frequent inspections of equipment dealing with ship and personal safety must be carried out by him at regular intervals of time 4. All items used for pollution prevention should be frequently checked and tried out for proper operating condition 5. Chief engineer should lay down a set of standing orders for each crew member under his command 6. The standing orders should be given in accordance with the routine maintenance schedule as laid down by the Planned Maintenance System (PMS), which is prescribed by the manufactures 7. He should see that details of every operation and activity should be properly maintained in log and record books, which state the compliance of the system. 8. Life-saving and fire preventing equipment should be checked a regular basis for their operating condition. (Operating mechanism and linkages should be inspected and lubricated frequently) 9. In order to minimize sources of fire, chief engineer must ensure that proper operation and maintenance of fuel and lubricating oil and purifying equipment is carried out to minimize leakage. In case there are leakages, they should be rectified at the earliest. 10. He should also make sure that the amount of waste oil that is collected should be as less as possible. The collected oil should be burnt in an incinerator or given to shore-based collecting facilities. 12. It is imperative of him to check that from the effluent mixture, only clean water is pumped out of the ship only through an oily water separator. (According to few company rules, only the chief engineer should handle the Oily water separator) 13. In order to make sure the maintenance and repair procedures are carried out properly, necessary machine spare should be made available in the ships store by filing a proper requisition at the right time. 14. It is the duty of the chief engineer to motivate his crew to develop a “safety first” attitude in his work. 15. Chief engineer also makes sure that his crew attends all shipboard emergency drills and safety meetings. 16. Each and every crew member should know how to tackle every kind of situation on the ship. The chief engineer must provide guidance to his crew during drills so that they know how to get out of an emergency situation safely in the minimum time possible. 17. While tackling an emergency situation, the Chief Engineer must follow the company guidelines and procedures for dealing with emergencies. 18. At the sight of an emergency, response time matters a lot. Therefore, the chief engineer must be able to guide his crew in minimum time to attend and rectify the task. 19. Chief engineer must have the knowledge of equipment such as fixed fire fighting installation, the operation of quick closing valve etc. in order to deal with extreme emergency situations. 20. He must also have the knowledge of shipboard emergency equipment response machinery panel, along with other important emergency machinery 21. During an emergency situation, the chief engineer must maintain proper communication with the master regarding the situation of emergency, as the ship’s master is in touch with the local authorities and the shipping office. 22. He must be co-operative with the master so that both deck and engine departments function towards bringing the emergency situation under control in the quickest possible time 23. Last but not the least, the chief engineer should maintain a proper conduct with his crew members and address their queries and requirements to the best of his abilities.

Answer 9

-safety of: personal vessel environment - ensure that all the ship’s machinery and equipment are working in an efficient manner in order to support safe navigation of the ship. - comply with the rules and regulations laid down by the flag state administration, IMO, and port state authorities. --cooperate with the master, especially in emergency situations - be competent with the operation and maintenance of all life saving and fire fighting eqiupment especially in emergency situatations - Frequent inspections of equipment dealing with ship and personal safety must be carried out by him at regular intervals of time -- All items used for pollution prevention should be frequently checked and tried out for proper operating condition - Chief engineer should lay down a set of standing orders for each crew member under his command - He should see that details of every operation and activity should be properly maintained in log and record books, which state the compliance of the system. --keep necessary spares onboard --motivate his crew to develop a “safety first” attitude in his work. -- makes sure that his crew attends all shipboard emergency drills and safety meetings. --TRAIN his crew in emergency situation --Chief Engineer must follow the company guidelines and procedures for dealing with emergencies.

Answer 10

risk ass. permit to work ppe ## Footnote Chief engineer should ensure : that himself and all involved have adequate skill and training, complete understanding of machinery systems. are versed in COSWP. that he nor his workers take unecessary risk. that they are constant on lookout for hazards are risks \*\*chief engineer can maintain a safe working culture on board by emphasixzing and practiccing the following: clearly defined expectations; good communications; clear leadership; good planning; risk awareness; accountability; good safety culture; and effective knowledge management \*\*He can always conduct proper and Effective risk assessments: correctly and accurately identify all hazards; identify who may be harmed and how; determine the likelihood of harm arising; quantify the severity of the harm; identify and disregard inconsequential risks; record the significant findings; provide the basis for implementing or improving control measures; and provide a basis for regular review and updating

Answer 11

1. A serious failure of any survey 2. Failure to repair defects of a condition of class found during a survey 3. Infringement of the freeboard regulations (overloading) 4. Vessel is operated in an incorrect manner

Answer 12

a serious failure of any survey failure to repair defects of a condition of class infringemnt of freeboard regulations if survey date has expired

Answer 13

- It is an organization whose function is to ensure that a ship is soundly constructed and that the standard of construction is maintained. They also carry out research and publish papers.

Answer 14

1. class notation -- signify standards to which ship was built. ie to carry oil, ums, operate in ice.. etc 2. class survey status report --This class status report gives details of all the survey due and expiry date of all the statutory certificates. 3. class memorandum--info from class society to owners that dont require corrective action but that need to be highlited etc. 4. class reports file--order confirmation and survey statement given to master after survey. survey statement shows report of the outcomes of hte surveys carried out. the report gets filed in the class reports file and thus a history of the vessel is recorded for future and for reference 5. condition of class-- machinery defect or vessel damage that cant be immediately repaired. class surveyor comes aboard and issues a condition of classs--temporary measures to be followed by vessel until repair is possible. 6.

Answer 15

2. ABS - American Bureau of Shipping, USA 6. Lloyds of London 7. China Shipping Registry 9. Russian Shipping Registry 10. Polish Shipping Registry

Answer 16

? ## Footnote In order to retain this class notation the vessel and the machinery are subject to a series of inspections or surveys by a Class Surveyor. As far as the machinery is concerned these surveys are carried out as part of a five year programme where 20% of the machinery is surveyed each year with no single item having more than 60 months between surveys. Certain items are required to be surveyed more frequently for example steam generating boilers have a 2 year interval. The hull and all compartments of the vessel are subject to a continuous hull survey over a period of 5 years and in addition certain special surveys are carried out as the vessel gets older. Approved Maintenance systems When a ships planned maintenance system meets the requirements of the class society, application for approval can be made. by having the system approved, the majority of the requirements of the classification society's "continuous survey of machinery" can be met without physical inspection of the items at the time of survey.

Answer 17

1. raise alarm, inform crew/master...if in port inform local authorities. 2. attempt to extinguish fire by any means possible (or limit fire) shut off ventiation, shut er doors use portable extinguishers, shut off fuel, electricitu etc. If fire is electrial use co2. if fire is fuel related use DCP or Foam or Co2 3. if you cant fight or limit fire, inform master/bridge, then muster and do head count 4. master has final call, but consult with him as to possibility of releasing c02. If yes: 5. seal off engine room, shut doors, slow or stop vessel 6. inform coast guard 7. start emergency generator or diesel fire pump in laz for bounday cooling 8. repeat head count 9. open co2 cabinet door on main deck 10. operate all remote closing switches 11. make sure er is air tight 12. stop all machinery in ER including AC plant 13. co2 released by competent Eng. 14. If co2 does not release, follow manual for emergency operating procedures 15. once c02 is released begin boundary cooling do not enter ER. Check if bottles are empty (cold) check if valves opened. 16. c02 has little cooling effect, so danger of re-ignition if ventilation happens too soon. takes several hours 17. enter only if ventilated adequately and only competent persons wearing B.A. 18. Have backup teams ready in case of accidents inside or in case of reignition 19. clear comms 20. have attendant at door. he may not enter to save persons.

Answer 18

- 2 yearly, blow out pipes with compressed air - Check levels reg. basis. if loss is 10% or greater, need to replace or refill - 10 yearly, bottles to shore for hydro-static testing.

Answer 19

is ligher than air, so settles down and displaces air is nonconductive non corrosive no residue left after dishcarge highly asphyxiating very little cooling effect 85% discharge carried out in max 2 mins capacity of co2 in system must be 35% of gross volume of machinery space includeing engine casings

Answer 20

- Only re-enter after you have noted two distinct temperature drops (of over 10\*C) - These must be recorded

Answer 21

1. On outbreak of fire, the fire alarm will sound and the bridge officer will know the location of fire. If the fire is big enough to fight with portable extinguishers, all crew should be gathered in muster station for a head count. 2. Inform the wheel house about the situation of the fire. The chief engineer should take the decision in consent with the master to flood the engine room with CO2 for extinguishing the fire. 3. The Emergency generator should be started as CO2 flooding requires all engine room machinery, including the auxiliary power generator to be stopped. 4. Reduce ship speed and stop the main engine at a safe location. Captain should inform the nearest coastal authority if the ship is inside a coastal zone. 5. Open the cabinet of the CO2 operating system in the fire station with the “Key” provided nearby in the glass case. This will give an audible CO2 Alarm in the engine room. 6. Some systems and machinery like engine room blowers and fans etc. will trip with opening of CO2 cabinet. Counter check all the tripped system for surety. 8. Operate all remote closing switches for quick closing valve, funnel flaps, fire flaps, engine room pumps and machinery, water tight doors etc. 9. Air condition unit of ECR should be stopped. 10. Close all the entrance doors of the engine room and make sure the room is air tight. 10. 5 Make sure there is no one left inside the engine room by repeating the head count. 10. 5b boundary cooling because co2 does not really cool the fire and reignition could take place 10. 5c er cant be completely sealed, pressure needs to equalize when co2 is released, so make sure some vent in stack etc is open 11. Operate the control and master valve in the CO2 cabinet. This will sound another alarm and after 60 seconds time delay CO2 will be released for fire extinguishing. 12. If there is a need to enter the engine room for rescuing a person (which must be avoided), SCBA sets and life lines should be used. Safety of personnel should be of the highest priority during such incidences.

Answer 22

yes--because hot gases are trying to expand increase pressure--adiabiatic heating, power stroke diesel engine decrease--adiabatic cooling--dive compressor emptying

Answer 23

condition monitoring. --process of monitoring a parameter of condition in machinery (vibration, temperature etc.), in order to identify a significant change which is indicative of a developing fault. -It allows maintenance to be scheduled, or other actions to be taken to prevent consequential damages and avoid its consequences. --conditions that would shorten normal lifespan can be addressed before they develop into a major failure. allows avoidance of unnecessary early replacement of components and so maximise service life and minimise spares costs. --should be done at suitably frequent intervals is essential, if breakdowns are to be avoided. --Trend analysis based on one or other of the condition monitoring methods discussed earlier must be established if this base for planned maintenance is to be used. --The system should also allow for continuous updating, with regards to the maintenance requirements based on the experience gained by those operating the system. -In the early stages, it may be necessary to change the basis for the scheduling of maintenance from one base to another. --It is essential that full and accurate records of all scheduled and unscheduled maintenance is maintained so that a service history of the equipment is built up highlighting any problems that may re-occur.

Answer 24

condition monitoring. --process of monitoring a parameter of condition in machinery (vibration, temperature etc.), in order to identify a significant change which is indicative of a developing fault. -It allows maintenance to be scheduled, or other actions to be taken to prevent consequential damages and avoid its consequences. --conditions that would shorten normal lifespan can be addressed before they develop into a major failure. allows avoidance of unnecessary early replacement of components and so maximise service life and minimise spares costs. --should be done at suitably frequent intervals is essential, if breakdowns are to be avoided. --Trend analysis based on one or other of the condition monitoring methods discussed earlier must be established if this base for planned maintenance is to be used. --The system should also allow for continuous updating, with regards to the maintenance requirements based on the experience gained by those operating the system. -In the early stages, it may be necessary to change the basis for the scheduling of maintenance from one base to another. --It is essential that full and accurate records of all scheduled and unscheduled maintenance is maintained so that a service history of the equipment is built up highlighting any problems that may re-occur.

Answer 25

- Records of parameter values (Log book) - Periodical calibration (A good example of a component which can be usefully monitored in this manner is an engine cylinder liner or crankcase deflection) - Used oil analvsis (The oil is tested for its physical properties as well as contaminant levels.) Lubricating oil properties tested include: Viscosity Flash point Alkalinity (Total base number, TBN) Contaminants tested for include :- Suspended solids Water Acidity (Oxidation products) Wear particles (metal traces) Fuel dilution. From the level and type of wear particles found then probable areas of wear can be identified. The following are some of the tests which can easily be performed on board: Viscosity - Comparison of the flow time for an unused sample of oil against that of a used sample usually down an inclined surface. Viscosity increases with suspended solids and heavy fuel dilution and decreases with distillate fuel dilution. Water - Crackle test using a hot metal rod plunged into test sample. Water present crackles as it evaporates to form steam bubbles. Acidity/alkalinity - Indicated by litmus or pH paper. Wear particles - Shown up by rubbing two glass surfaces together with sample between. Any wear particles or abrasives will cause scratching of the glass. Suspended solids - Spot test on absorbent surface such as blotting paper leaves concentration of solids in centre. The darker the spot, the higher the contaminant level. -Vibration analysis Since the level of vibration changes with wear it is possible to monitor the condition of certain machinery by measuring the vibration characteristics. Usually an accelerometer is used to measure the above quantities and by recording successive readings then a trend of the change in the vibration can be obtained. By correct analysis of the readings, usually graphical, then deterioration in condition can be accurately monitored. The frequencies of vibration of the various parts of a machine vary according to the speed of operation and the number of elements in the component. By using a suitable filter, a harmonic analyzer for example, it is possible to identify which component of the machine is wearing and giving rise to the increased vibration. A ball bearing with eight balls in the race operating at 3000 revs/min will have a frequency of vibration of 400 cycles per second (Hz). Whereas a four bolt coupling on the same machine would have a frequency of 200 Hz. By filtering out the frequency of the bearing then vibration of the coupling can be analyzed with regards to wear and alignment. **other examples of condition monitoring;** Other examples of condition monitoring include the daily testing of boiler water for treatment and contaminant levels. Corrective action is then taken by adjustment of the dosing and make up rates. Diesel engine cylinder power output is assessed regularly by the use of indicator cards or combustion pressure readings. This in turn gives indication as to the condition of cylinder components and fuel injection equipment.

Answer 26

Only enter a confined space when a permit to enter has been issued and if you consider it is safe to do so, and then only remain in the inside for as long as it is necessary to carry out the work. It is the full responsibility of the owner of the confined space (i.e. ship, shipyard) to make and ensure that the confined space is safe to enter. \*consult authourized person and or have meeting to discuss task going over the following things:-- \*do risk assessment--as it is required by ISM code-- to identify hazards and reduce the risk of harm to an acceptable level; risk assessments cover: **What is a risk assessment? A risk assessment is simply an assessment of risk. It is an examination of a task or job that may be carried out on board to identify the presence of hazards that may cause harm to people, property or the environment.** **When should a risk assessment take place? Risk assessments should be routinely carried out and be reviewed every year or whenever there are significant changes to either the ship or associated working activities. Risk assessments can be used as a reference document when giving a tool box talk prior to carrying out a task.** - is there adequate means for ventilation - adequate exits/entrances - is space capable of occupation - can you do job without entering space? - can u minimize time in space - can u should you defer jobs to a better time - do you have proper tools, equipment, ppe to do the job now \*after risk ass. appoint person to carry out task. \*put in place permit to work. , rescue plan, ressucitation equipment. the permit to work will cover: **A permit-to-work will: ISM provides a permit to work — set out the work to be done, the location and the precautions to be taken; — predetermine safe methods of work; — provide a clear record that all foreseeable risks have been considered; — define the precautions to be taken and their sequence; — provide written authority for the confined space to be entered and the work to start and the time when the work must cease.** **-****Permit to work is to be valid only for a certain time period. If time period expires then again new permit is to be issued and checklist is to be filled out.** ** Permit to work has to be checked and permitted by the Master of the ship in order to work in confined space.** \*before entry and following permit to work: -A list of work to be done should be made -Potential hazards are to be identified such as presence of toxic gases. --All fire hazard possibilities should be minimized if hot work is to be carried out. This can be done by emptying the fuel tank or chemical tanknearby the hot work place. -The confined space has to be well ventilated before entering. The space has to be checked for oxygen content and other gas content with the help of oxygen analyzer and gas detector. The oxygen content should read 20% by volume. Percentage less than that is not acceptable and more time for ventilation should be given in such circumstances. -Enough lighting and illumination should be present in the enclosed space before entering. -Proper signs and Men at work sign boards should be provided at required places so that person should not start any equipment, machinery or any operation in the confined space endangering life of the people working. -Duty officer has to be informed before entering the enclosed space. -The checklist has to be signed by the person involved in entry and also by a competent officer. -The person may also carry a life line with him inside. The person should carry oxygen analyzer with him inside the enclosed space and it should be on all the time to monitor the oxygen content. As soon as level drops, the analyzer should sound alarm and the space should be evacuated quickly without any delay. -No source of ignition has to be taken inside unless the Master or competent officer is satisfied. -The number of persons entering should be constrained to the adequate number of persons who are actually needed inside for work. -The rescue and resuscitation equipment are to be present outside the confined space. Rescue equipment includes breathing air apparatus and spare charge bottles. -Means of hoisting an incapacitated person should be available. -After finishing the work and when the person is out of the enclosed space, the after work checklist has to be filled. -The permit to work has to be closed after this - is space ventilated thouroughly - has atmosphere been tested okay - has space been cordoned off, isolated, tagged out. -have adjacent spaces been considered - have valves in and out of tanks been isolated, tagged - is there an attendant at entrance permanently - is testing equipment available for duration of time in space (o2 at least 20% safe. Explosimeter up to 1% LEL - is ventilation available for duration - adequate access and lights - rescue and resusc gear at entrance - master been informed? - all comms including emergency been confirmed - emergency evac procedures in place - ppe--helmuts, boots -an emergency escape breathing set, − personal gas detector capable of monitoring at least hydrocarbon and oxygen, − portable radio, − emergency light source, − a retrieval harness, − an alternative means of attracting attention, e.g. a whistle. - Is BA gear okay, tested, demonstrated, understood? - record names, time in and time out \*upon completion - secure space is clean and safe - review risk assessment, amend if needed - sign off p. to w. --auth person.

Answer 27

confirmatory survey When a ships planned maintenance system meets the requirements of the class society, application for approval can be made. by having the system approved, the majority of the requirements of the classification society's "continuous survey of machinery" can be met without physical inspection of the items at the time of survey--instead just a confirmatory survey.

Answer 28

published by MCA. Is best practice guidance for improving health and safety on board ship. The Code is addressed to everyone on a ship regardless of rank or rating, and to those ashore responsible for safety, because the recommendations can be effective only if they are understood by all and if everyone coope rates in their implementation. Section 1 is largely concerned with safety management and the statutory duties underlying the advice in the remainder of the Code. All working onboard should be aware of these duties and of the principles governing the guidance on safe practice which they are required to f ollow. Section 2 begins with a chapter setting out the areas that should be covered in introducing a new recruit to the safety procedures on board. It goes on to explain what individuals can do to improve their personal health and safety. Section 3 is concerned with various working practices common to all ships. Section 4 covers safety for specialist ship operations.

Answer 29

This Code is published by the Maritime and Coastguard Agency Is a best practice guidance for improving health and safety on board ship and reduce accidents. It is addressed to everyone on a ship regardless of rank or rating, and to those ashore responsible for safety, because the recommendations can be effective only if theyare understood by all and if everyone cooperates in their implementation. - its a statutory requirement for it to be onboard - and in crew mess - it shows the duties of shipowners and crew in regards to their responsiblities in terms of health and safety onboard ships

Answer 30

This Code is published by the Maritime and Coastguard Agency Is a best practice guidance for improving health and safety on board ship and reduce accidents. It is addressed to everyone on a ship regardless of rank or rating, and to those ashore responsible for safety, because the recommendations can be effective only if theyare understood by all and if everyone cooperates in their implementation. - its a statutory requirement for it to be onboard - and in crew mess - it shows the duties of shipowners and crew in regards to their responsiblities in terms of health and safety onboard ships

Answer 31

What is Code Of Safe Working Practices For Merchant Seamen and its contents? This code provides a sound basis upon which the concerned can establish and maintain safe working conditions on board ships at sea and in port and designed to reduce the number of accidents. Published for the maritime and coastguard agency under licence from the controller of her majesties stationery office. CONTENTS SECTION1: SAFETY,RESPONSIBLITIES/SHIPBOARD MANAGEMENT CHAPTER 1: Risk assessment. CHAPTER 2: Health surveillance. CHAPTER 3: Safety officials. CHAPTER 4: Personal protective equipment. CHAPTER 5: Safety signs. CHAPTER 6: Means of access and safe movement. CHAPTER 7: Work equipment. SECTION 2: PERSONAL HEALTH AND SAFETY. CHAPTER 8: Safety Induction. CHAPTER 9: Fire Precautions. CHAPTER 10: Emergency Procedures. CHAPTER 11: Security On Board. CHAPTER 12: Living On Board. CHAPTER 13: Safe Movement. CHAPTER 14: Food Preperation And Handling. SECTION 3: WORK ACTIVITIES. CHAPTER 15: Safe Systems Of Work. CHAPTER 16: Permit To Work Systems. CHAPTER 17: Entering Enclosed And Confined Spaces. CHAPTER 18: Boarding Arrangements. CHAPTER 19: Manual Handling. CHAPTER 20: Use Of Work Equipment. CHAPTER 21: Lifting Plant. CHAPTER 22: Mantainence. CHAPTER 23: Hotwork. CHAPTER 24: Painting. CHAPTER 25: Anchoring, Mooring And Towing Operations. CHAPTER 26: Hatch Covers And Access Lids. CHAPTER 27: Hazardous Substances. CHAPTER 28: Use Of Safety Signs. SECTION 4: SPECIALIST SHIPS. CHAPTER 29: Dry Cargo Ships. CHAPTER 30: Tankers And Other Ships Carrying Bulk Liquid Cargoes. CHAPTER 31: Ships Serving Offshore Gas And Oil Installations. CHAPTER 32: Ro-Ro Ferries. CHAPTER 33: Port Towage Industry. SECTION 5: APPENDIXES Appendix 1: STANDARD SPECIFICATIONS REFERED TO IN THIS CODE. Appendix 2: Bibliography.

Answer 32

responsible for own health and safety and that of other crew responsible to operate equipment as per manufacturers instruction and ship procedures/guidelines responsible to environment

Answer 33

make sure RA and PtoW have been done be aware of all hazards follow all safety precautions dont deviate from standing orders, permit towork wear correct ppe

Answer 34

1. Take reasonable care of their own health and safety and that of others who may be affected by their actions 2. Cooperate with anyone else carrying out health and safety duties 3. Report any dangers/unsafe situations to the correct personnel 4. Make proper use of plant and machinery and treat any health and safety hazards with due caution

Answer 35

1. Breather pipe with flame trap 2. Crankcase exhaust fan 3. Oil mist detector 4. Crankcase relief doors 5. Bearing temperature sensor 6. L.O return temperature sensor

Answer 36

how does crankcase explosion happen? * caused by hot spot in crankcase which can be caused by: - high temperature due to the reciprocating movement of the piston, - increase in bearing temperatures, - sparks entering the crankcase due to leaky piston rings or piston blow past, - fires in the adjacent scavenge trunks. * when these hot spots come in contact with the oil in the crankcase, the oil gets vaporised. When these vaporised particles travel to the cooler part of the crankcase they get condensed into a white mist which has oil particles properly dispensed in it. The process that takes place is some what similar to atomization. This white mist when again travels to the hot spot area and exceeds the lower explosion limit can easily catch fire, which might also lead to an explosion. The fire or the explosion create immense pressure inside the crankcase and if this pressure crosses the permissible limit, crankcase explosion takes place. The explosion will rupture the crankcase doors and even cause heavy damage to the inside of the engine. * 1st explosion: pressure wave in crankcase. should be caught by crankcase door and flame arrestor. door closes immediatley to stop influx of oxygen * 2nd explosion: without crankcase door--broken, or didnt close-- influx of air will cause huge secondary explosion * \*the number of doors and size are determined by SOLAS regs flashpoint of oil? 200c _what causes a bearing hotspot and how do you detect it?_ oil mist detector Sudden increase in the exhaust temperature Sudden increase in the load on the engine--overloading, bearings worn out Irregular running of the engine incongruous noise of the engine smell of the white mist. In case of these indications, engine speed should be brought down immediately and the supply of fuel and air should be stopped. The system should then be allowed to cool down by opening the indicator cocks and turning on the internal cooling system. _what other safety devices are on the crankcase for protection from explosion?_ crankcase explosion doors pressure releif valves proper oil levels dont overload etc besides hotspots what else could cause a crankcase fire?

Answer 37

The Designated Person Ashore (DPA) is the ‘keystone’ to provide the structure and support for an efficient and effective Safety Management System onboard a vessel. Required by ISM Code for all commercial vessels over 500gt, the DPA is especially designated to ensure a reliable connection between the company and the crew and to supervise the safe operation of the vessel. In layman’s terms, the DPA’s responsibilities are to (1) ensure the safe operation of each vessel, (2) monitor the safety and pollution-prevention aspects of the operation of the vessel and ensuring that adequate resources and shore-based support are applied, and (3) provide a link between the Managing Company and those on board, with direct access to the highest level of management. For example, if a crew member is injured carrying out their usual work routines, the DPA must be contacted as soon as possible as it is his responsibility is to ensure various organasations are notified i.e. Flag Administration, Insurance etc. The Safety Management Manual, which is vessel specific, contains instructions and information for safe and efficient operations of a specific vessel, and the DPA needs to oversee the operation of the vessel to ensure that proper provisions are made so that the requirements of the manual are complied with. The DPA needs to be accessible 24 hours a day, should be known by all crew and his contact details needs to be posted in an easily accessible and public place available to all crew, such as the crew notice board.

Answer 38

The Designated Person Ashore (DPA) is the ‘keystone’ to provide the structure and support for an efficient and effective Safety Management System onboard a vessel. Required by ISM Code for all commercial vessels over 500gt, the DPA is especially designated to ensure a reliable connection between the company and the crew and to supervise the safe operation of the vessel. In layman’s terms, the DPA’s responsibilities are to (1) ensure the safe operation of each vessel, (2) monitor the safety and pollution-prevention aspects of the operation of the vessel and ensuring that adequate resources and shore-based support are applied, and (3) provide a link between the Managing Company and those on board, with direct access to the highest level of management. For example, if a crew member is injured carrying out their usual work routines, the DPA must be contacted as soon as possible as it is his responsibility is to ensure various organasations are notified i.e. Flag Administration, Insurance etc. The Safety Management Manual, which is vessel specific, contains instructions and information for safe and efficient operations of a specific vessel, and the DPA needs to oversee the operation of the vessel to ensure that proper provisions are made so that the requirements of the manual are complied with. The DPA needs to be accessible 24 hours a day, should be known by all crew and his contact details needs to be posted in an easily accessible and public place available to all crew, such as the crew notice board.

Answer 39

**The Designated Person Ashore (DPA) is the ‘keystone’ to provide the _structure and support_ for an efficient and effective Safety Management System onboard a vessel. Required by ISM Code for all commercial vessels over 500gt, the DPA is especially designated to ensure a reliable connection between the company and the crew and to supervise the safe operation of the vessel.** **In layman’s terms, the DPA’s responsibilities are to (1) ensure the safe operation of each vessel, (2) monitor the safety and pollution-prevention aspects of the operation of the vessel and ensuring that adequate resources and shore-based support are applied, and (3) provide a link between the Managing Company and those on board, with direct access to the highest level of management.** acts as link between mgmt, company, owner and vessel - responsible to ensure vessel operates according to sms doc. - he has authourity from mgmt to be link between upper mgmt and vessel - flag state respresntative for our vessel in relation to sms - makes sure vessel operates according to sms and doc as stated by flag state - responsible for yearly audits of sms on vessel sms can be changed--youtell your dpa and theyll consult flag state for changes --access to the highest level of management --responsible for monitoring the safety and pollution prevention aspects of the operation of each ship is responsible for ensuring that adequate resources and shore-based support are applied, as required

Answer 40

(1) shall be responsible for monitoring the safe and efficient operation of each ship with particular regard to the safety and pollution prevention aspects. (2) shall take such steps as are necessary to ensure compliance with the company SMS on the basis of which the Document of Compliance was issued; and ensure that proper provision is made for each ship to be so manned, equipped and maintained that it is fit to operate in accordance with the **SMS and with statutory requirements.** (3) have appropriate knowledge and sufficient experience of the operation of ships at sea and in port, to enable him to comply with paragraphs (1) and (2) above.

Answer 41

**purpose:** remove marine growth on hull examine shell plating and underwater attachments and openings and ruddery and propellor and stem frame carry out class society surveys **frequency:** 2.5 year intervals -- twice in every 5 no more than three years if ship is less than 15 years old no more than two years if ship is more than 15 years unless special hull paint is used **prep for dry dock** Stability is the most important requirement for getting a ship safely into a dry dock. The three important parameters which must be ensured before entering the dry dock are: 1) Adequate Initial G.M: When the ship touches the blocks, there is a reaction at the point of contact which raises the centre of gravity “G” and reduces the metacentric height “G.M” so that adequate initial metacentric height is required to compensate the same. 2) Vessel to be Upright: While entering the dock the vessel needs to be upright which means there should be no port or starboard list when the ship touches the blocks, the point of contact will be outside the centre line of vessel, which may force the vessel to tip over. 3) Small or Moderate Trim Aft: The slight trim allows the accenting of stern and bow in tandem rather than simultaneously as it will reduce the load and pressure on hull and the keel of vessel. - non essential gear removed - supply dock superintendent with: docking plan tank plug plan and details of any uderwater fittings thatmay cause obstructions - have repair list ready and sent to dock superintendent and contractors. - have spares ready and at hand - have work plan ready for vessels staff - tank levels recorded - ensure surveyors are informed - rudders, stabs, retractable units--thrusters, transducers, speek logs in docking positions - cranes and davits stowed - anchor secured - moveable weights secured - tie down chains and strops in good condition and adequate - bollards and fairleads are clear and ready for use - adequate mooring lines are ready for use and winches windlasses tested - access to and from vessel in dock is arrnage and safe - copies of fire plans ready and ensure vessels fire prevention and control equip. is in good order. - international shore connection and water supply confirmed with dock - escape routes properly marked and emergency lighting (safety lamps not naked lamps) at hand and checked onboard - turn off auto pumping of grey and black water - electric shore supply confirmed -v, f, p, a - required services arranged--black and grey water disposal, cooling water for systems, shore side storage for food, ship shore comms, internet - ensure vessel is in a stable docking condition correct draft and upright. trimmed to stern--strongest part of ship. when docked vessel losses it GM--the vessels docking condition can be found in the stability book. tank transfers complete. tanks full or empty. no slack tanks for free surface effect Have numbers etc. for all emergency services ashore Fire Safety plan to be posted at every entrance point to the vessel **work to do and things to inspect once in dry dock** chief, surveyor, representative from yard and owners representative walk the hull and discuss findings, using camera if needed. look at: - check vessel hull for paint condition, water line condition, sea growth, known or unknown plate damage, corrosion etc - check sea suction gratings - check the bow for any damage from pounding corrosion etc. - check anchor and anchor chains. the anchors will be lowered to the dock bottom, together with chain. wastage in excess of 11 percent. defective links being replaced. joining shackles are parted and checked, then pins being sealed with lead upon re-assembly - check thruster tunels and props for damage, corrosion, pitting, erosion, cracks. - check condition of bilge keels - check condition of stabiliser fins, oil leaks etc. - if cpp, check seals for oil leakage, check blade holding nuts and bold and flanges for cracks - check propellor boss, lock nut, locking device, rope guard etc - check stern tube and seal oil condition. look for an signs of water contamination or leakage. change if required. - check stern tube bearing wear down, if above recommended value, rectify\ - check rudder condition for damage, corrosion, or misalighnemt - open rudder drain plug and check for leaks (check its not oil filled first! lol) - check external rudder stops if fitted - check ruder stock condition and rudder carrier bearing - check rudder pintles - check cathodic protection arrangement, sacrificial anodes or impnressed current system - check all drain plugs and their condition - check ship side valves, overhaul and repair as required. **other work in dry dock** - connect boat to shore fire main, charge system and check - connect electrical shore supply and ensure the cabling and carr out the required checks (voltage, freq., phasing, cabling, safety.) - install safe access--including required safet lines, nets etc. - transducers and impressed current anodes should be covered with grease and then masking tape. - remove drain (docking plugs) from required tanks, mark them for identification, write down the removed plugs, store in a safe location. - ensure all tanks, void spaces etc are opened vented and ready for inspection by surveyors at teh appropriate time. before anone is allowed to enter a tank, the atmosphere must be tested by an approved person/chemist. - keep a close watch on any hot work such as welding and gas cutting, stop any unsage practices. permits to work always done and at hand. - ensure that no machinery is run, or equipment moved without informing the dry dock superindent. - ensure proper observation of the regulations concerning the cleanliness of the dock and the dischage of water onto the dock.. - ensure correct and sufficient safety equipment is available for all crew..ppe etc - prepare equipment for removal for survey inspection as required. - note the removeal of an equipment or ballast/fuels for stabilit considerations, when refloating. -- -**replacing plating**. surveyor from class society should be at hand and work agreed upon with him before work commences Welding of hull structures is to be carried out by qualified welders, according to approved and qualified welding procedures and with welding consumables approved by the Classification Society, see Section 3. Welding operations are to be carried out under proper supervision of the repair yard. **rudder inspection and clearances** Inspect carrier bearing for looseness test bolts and nuts, check grease pathways check pintles and bushes measurements made in transvere and longitudinal directions remove drain plug check for water ingress and thus corrosion and damage inside, check for twinsting, bending of rudder stock from hitting somethingor from heavy seas after repairs test for water tight integritty by applying .15 bar air pressure pintle bush clearnance checked neck bush clearance checked jumper clearnance checked **prep for leaving dry dock and going in water** Following things must be checked by a responsible engineer and deck officers before water is filled up in the dock: All Departments in charge to confirm that repairs assigned under their departments are completed successful with tests and surveys are carried out Check rudder plug and vent and also check if anode are fitted back on rudder Check hull for proper coating of paint; make sure no TBT based paint is used. Check Impressed Current Cathodic Protection system (ICCP) anodes are fitted in position and cover removed Check Anodes are fitted properly on hull and cover removed (if ICCP is not installed) Check all double bottom tank plugs are secured Check all sea inlets and sea chests gratings are fitted Check echo sounder and logs are fitted and covers removed Check of propeller and rudder are clear from any obstruction Check if anchor and anchor chain is secured on board Check all external connection (shore water supply, shore power cables) are removed Check inside the ship all repaired overboard valve are in place Secure any moving item inside the ship Check sounding of all tank and match them with the value obtain prior entering the dry dock Check stability and trim of the ship. Positive GM should be maintained at all time If there is any load shift or change in stability, inform the dock master Go through the checklist again and satisfactory checklist to be signed by Master Master to sign authority for Flood Certificate When flooding reaches overboard valve level, stop it and check all valves and stern tube for leaks Instruction to every crew member to be vigilant while un-docking

Answer 42

loa beam bilge keel clearances through hull fittings underwater profile location of protrusions dimensions of boat underwater profile Location of the end of skeg. Frame spacing. Longitudinal clearance required for removal of shaft. Longitudinal clearance required for removal of rudder. #s3gt\_translate\_tooltip\_mini { display: none !important; }

Answer 43

tanks full or empty--record capacities non-essential gear removed trimmed to stern **watertight doors closed** send docking plan and tank plug plan to dock superinten repair list to dock superintendent stabilizer and trandsucers etc indocking mode cranes and davits stowed and secure essential services ready and agreed upon onhsore fire plan ready anchors secured mooring lines tank transfers complete. no slack tanks

Answer 44

1. All maintenance work orders on hull items are signed off/completed and checked 2. All sea chests closed 3. Engines (mains & generators) de-isolated and readied for re-commissioning 4. Bow thruster available 5. Ensure all tanks are still ballasted as per when the vessel arrived in dry dock 6. All water tight doors closed 7. A man in every compartment with communication to dry dock supervisor

Answer 45

**Leaving the Drydock.** When all repairs are completed, preparations are made for flooding the dock. ensure all water intake grills/grates have been replaced - drain plugs properlyfitted - all ships side fittings are re-installee - transducers are uncovered andclear - sac. anodes back in place - stern tube oil seals checked - tanks closed and checked - anchor secured --loose equpment secured - paints are dry - vessels loaded condidtion is simialr to haulout. if not stability checks should be made - sound all tanks and record findidngs - a sufficient number of staff are available to check shipside valves and fitting for leaks - each member of staffis designated part. valves ande fittings for which theyhave responsibility - ensure dock is aware of the levels when to stop flooding, so that checks for leaks can be made - agree on emerg. procedure withdock should anuything go wrong - ensure all ship staff are aware of any emerg. procedure in event of mishap. - which ship services are to be restored - who responsible for restoring each service - when these services will be required to be restored - who will disconnect dock services and when - test vessel power sources if possible--gens, batteries **During flooding:** - sea suction inlets are submerged, valves opened and lines bled of air - cooling arrangements for ME, Gens, Ref, are in order - carry out thorough inspection of vessel for leaks and all work successfully completed before leaving the dock - reg. rounds of all compartments for leakage - carry out reg. soundings of all tanks #s3gt\_translate\_tooltip\_mini { display: none !important; }

Answer 46

hull inspectioin tank plugs, rudder anodes through hull valves bowthruster tunnedl and prop checcked for cavitiatino , oil leak rudder, drain plug, corrosion, carrier bearing pintles

Answer 47

Visual --only be used for surface flaws of steelwork and welds. Interpretation of the test requires a skilled, experienced inspector. Radiography X rays and y rays are waves of electro-magnetic radiation. The rays are emitted from a source on one side of the structure and pass through the structure to expose a photographic film of the other side. Some of the rays are absorbed and different absorption rates occur through thinner material, slag inclusions, gas pockets, cracks etc. so that different degrees of exposure are experienced by the film. The process will thus show up sub-surface flaws. Ultrasonic Very high frequency sound waves are emitted from a piezzo electric crystal and reflected back from any surface, internal or external. The reflected signal may be received by the same, or a different piezzo electric crystal, and this signal is amplified onto an oscilloscope screen as peaks. The distance between the peaks can be used to gauge the material thickness, or to highlight the presence of sub-surface flaws. Interpretation of results requires a skilled operator.

Answer 48

Leaving the Drydock. When all repairs are completed, preparations are made for flooding the dock. ensure all water intake grills/grates have been replaced - drain plugs properlyfitted - all ships side fittings are re-installee - transducers are uncovered andclear - sac. anodes back in place - stern tube oil seals checked - tanks closed and checked - anchor secured --loose equpment secured - paints are dry - vessels loaded condidtion is simialr to haulout. if not stability checks should be made - sound all tanks and record findidngs - a sufficient number of staff are available to check shipside valves and fitting for leaks - each member of staffis designated part. valves ande fittings for which theyhave responsibility - ensure dock is aware of the levels when to stop flooding, so that checks for leaks can be made - agree on emerg. procedure withdock should anuything go wrong - ensure all ship staff are aware of any emerg. procedure in event of mishap. - which ship services are to be restored - who responsible for restoring each service - when these services will be required to be restored - who will disconnect dock services and when - test vessel power sources if possible--gens, batteries During flooding: - sea suction inlets are submerged, valves opened and lines bled of air - cooling arrangements for ME, Gens, Ref, are in order - carry out thorough inspection of vessel for leaks and all work successfully completed before leaving the dock - reg. rounds of all compartments for leakage - carry out reg. soundings of all tanks

Answer 49

- non essential gear removed - supply dock superintendent with: docking plan tank plug plan and details of any uderwater fittings thatmay cause obstructions - have repair list ready and sent to dock superintendent and contractors - have work plan ready for vessels staff - ensure surveyors are informed - rudders, stabs, retractable units--thrusters, transducers, speek logs in docking positions - cranes and davits stowed - anchor secured - moveable weights secured - tie down chains and strops in good condition and adequate - bollards and fairleads are clear and ready for use - adequate mooring lines are ready for use and winches windlasses tested - access to and from vessel in dock is arrnage and safe - copies of fire plans ready and ensure vessels fire prevention and control equip. is in good order. international shore connection and water supply confirmed with dock - electric shore supply confirmed -v, f, p, a - required services arranged--black and grey water disposal, cooling water for systems, shore side storage for food, ship shore comms, internet - ensure vessel is in a stable docking condition correct draft and upright. trimmed to stern. tank transfers complete. tanks full or empty. no slack tanks for free surface effect -

Answer 50

the surveyor examines the underwater shell plating including openings and attachments, also rudder and fittings, stern frame and propeller. should receive from cheif engineer, employer, a list of work to be completed and any plans for major modificatios or refit. he does so with chief eng. ships owner representiativeand yard representative the look at: - paint condition, water line condition, sea growth, unknown plate damage, corrosion - sea suction gratings - anchorand anchor chains -- corrosion/wastage excessive if over 11% - thruster tunnels - props--pitting, corrosion - prop cpppoil seals leakage, blade bolts/nuts - bilge keels - stabiliser fins, oil leaks - propellor boss , locking nut, rope guard - stern tube and seal - rudder condition, damage, corrosion, misalignment - rudder drain plug - rudder stops - rudder stock condition and rudder carrier bearing - rudder pintles - cathodic protection system and anodes - all drain plugs - ship side valves--overhaul and repair as required

Answer 51

1. Fresh water tanks filled to suffice the fire suppression sprinkler system and lessen free surface effect 2. All fuel transfers complete 3. Fuel & water tanks ballasted to allow for correct trim (vessel upright and trimmed slightly by stern), thus making for haul out, blocking etc. to be made easier. All the while considering free surface effect 4. Vessel must be empty of all cargo 5. All water tight doors closed 6. Anchors are secured 7. Retractable hull fittings in dry docking position 8. All movable weights secured (eg: deck cranes) 9. Docking lines readied, winches and windlasses on and tested 10. Shipyard has docking plan, tank plug plan, details of underwater fittings and understands vessels needs

Answer 52

Docking surveys are carried out by arrangement with the owner. Ships under 15 years old must be examined in dry-dock twice in any 5 year period; not more than 3 years may elapse between docking. Ships 15 or more years old must be examined in dry-dock at 2-yearly intervals with extension to 2.5 years when a suitable high-resistance paint is applied to the underwater portion of the hull.

Answer 53

hammer test - usesound to find dead/bad spots visual Radiography X rays and y rays are waves of electro-magnetic radiation whose wavelength is very short and thus can pass through the steel structure. The rays are emitted from a source on one side of the structure and pass through the structure to expose a photographic film of the other side. Some of the rays are absorbed and different absorption rates occur through thinner material, slag inclusions, gas pockets, cracks etc. so that different degrees of exposure are experienced by the film. The process will thus show up sub-surface flaws. Ultrasonic Very high frequency sound waves are emitted from a piezzo electric crystal and reflected back from any surface, internal or external. The reflected signal may be received by the same, or a different piezzo electric crystal, and this signal is amplified onto an oscilloscope screen as peaks. The distance between the peaks can be used to gauge the material thickness, or to highlight the presence of sub-surface flaws. Interpretation of results requires a skilled operator.

Answer 54

bowthruster - prop, tunnel, grates, anodes, check for oil leaks anodes bilge keels, weld runs, plates, dents, damage (esp. bow) inlets (through hulls) tank plugs speed logs, transducers propellor -- oil seals from stern tube, oil seals and leaks if cpp, propellor boss, nuts bolds for blades rudder pintles, carrier bearings, plug antifouling

Answer 55

neutral wire is connected to ground, so when you touch a neutral wire, your body is already in contact with ground , hence there exists no potential difference and no current flows (ohms law Va - Vb = IR ) . If you touch any phase wire there will be difference in potential across your body which results in flow of current. Current only flows when there is a loop and if potential difference exists in that loop across any element. So current dosent flow if you simply touch any wire unless there is a difference in potential. Current in neutral is never zero except for fully balanced load in three phase system. All single phase systems use phase and neutral, where whatever current enters from live wire, has to exit via neutral, and neural carries full load current. In 3 phase star connected unbalanced load, addition of all phase currents at neutral point is not zero, and neural thus carries the unbalanced amount of current

Answer 56

-notice of instructions on treatment of electrical shock posted in every place containing electrical equipment and switch gear -before commencing work on dead equip: fuses/cb open and locked or labelled do not close when fuse is removed should be held by person in charge of maintenance check that interlock or any other safety dives are operative addiotional safety for high voltage 1kv equipment is required. work carried out by or under supervision of a competent person with sufficient tech knowledge and a permit to work system should be operated. power off at mains no flammable material near switchboard when working near live equipment (if you have to) 2nd person in attendance versed in electrical shock treatment good working position to avoid accidental contact. gloves, safety shoes worn hand in pocket or behind back insulating matt dont work on bare deck no contact with bare metal avoid hand to hand shocks jewelry removed good insulated probes on meter

Answer 57

Emergency Power Supplies An emergency electrical power system must be provided on board so that in the event of a power failure, a supply will be available for emergency lighting, alarms, communications, watertight doors and other services necessary to maintain safety and to permit safe evacuation of the ship. Regulations require the power source to be either a generator, batteries or both, It --must be self contained and not dependent on any other engine room power supply. --The emergency generator must have an internal combustion engine as a prime mover and have its own fuel supply, starting equipment and switchboard. They are usually located together in a compartment above the waterline. --The emergency power source must come into action following a total power failure. Emergency batteries can be arranged to cut in on mains power failure. Starting of the emergency generator is often automatic. The start up is initiated by an electrical relay, which monitors the main power supply. Falling mains voltage or frequency causes the relay to operate the starting equipment. In normal operation the emergency board is supplied from the main board through a bus bar link. It is not normally possible to run the emergency and main generators in parallel. Special interlocks in the control circuit of the circuit breakers prevent the two power sources running in parallel. Although the regulations permit a battery as the sole source of power, this would only apply to very small ships. On passenger ships the primary source of emergency power must be provided by a diesel driven generator, but batteries must also be installed to supply emergency lighting for short period. It is obviously vital that the generator starts when required, **regular weekly testing of the emergency generator is required to comply with safety regulations.** These are no - load running tests at it should, when practicable, be supplemented by a proper load test. Only a proper load test will prove the performance of the system. Emergency Generator There are a number of ways in which emergency power can be supplied. The arrangement shown incorporates some common features: The emergency switchboard has two sections, one operating at 440 volts and the other at 220 volts. The 440-volt supply, under normal circumstances, is taken from the main engine room switchboard through a “Tie Line” circuit breaker. A loss of main power causes this breaker to be tripped and the supply is taken over directly by the emergency generator when started, an interlock prevents simultaneous closure of both breakers. THINGS ON EMERGENCY SWITCHBOARD AND GEN: 440V: Port Steering Gear Stbd Motors Emergency Bilge P/P Emergency Fire P/P Drencher/Sprinkler/Hi-Fog P/P Navigation Equipment Communication Equipment Watertight Doors Ballast/Bilge Valves Emergency Air Compressor BA Compressor Lifeboat Davits Various Engine Room Pumps Workshop Machinery 220V VIA 440 THROUGH TRANSFORMER Emergency Lights Battery Chargers Fire Detection LL Lighting E/R Alarms UPS Systems Various Control & Safety Circuits The essential services supplied from the 440 volt section of the emergency board depicted include the emergency bilge pump, the sprinkler pump and compressor, one of two steering gear circuits (the other being from the main board), and a 440/220 volt three-phase transformer through which the other section is fed. Circuits supplied from the 220-volt section include those for navigation equipment, radio communication and the transformed and rectified supplies to battery systems. Separate sets of batteries are fitted for temporary emergency power and for a lowpressure DC system. The former automatically supply emergency lights and other services not connected to the low-pressure system. Normal Situation The Emergency 440V switchboard is supplied from the Main Switchboard. Essential services for Navigation, Communication and Machinery Control are supplied via Uninterruptible Power Supplies (UPS). Some essential services (Fuel treatment, Radio Console etc.) have duplicated power supplies. In Event of Blackout The breaker for the Emergency Switchboard supply from the Main Switchboard trips on under voltage. The Emergency Generator control panel senses the power failure and starts the Generator, which then supplies the Emergency Switchboard. **During the period between loss of main power and connection of the Emergency Generator, essential services are maintained by the UPS units. These have sufficient capacity to maintain services in compliance with SOLAS** regulations. Testing The regulations require testing of the system at regular intervals. See attached MGN and extract from Lloyd’s Rules. The best way of testing the system is by simulating blackout by tripping the emergency switchboard supply breaker. Obviously this procedure can only be carried out safely after consultation with all parties affected. Blackout Procedures When the blackout occurs, the emergency generator should start up automatically and supply essential loads. These will include emergency steering, lighting, fire fighting, navigation, and communication equipment. If the emergency generator fails to start, or fails to connect to the emergency switchboard it is essential that the procedure for manual starting and connection is known to several persons on board. Written procedures should be posted in the Emergency Generator compartment giving full details of the procedure to be followed including any inhibit switches requiring operation. When the fault(s) that caused the blackout have been rectified main power must be restored in an orderly manner to prevent further problems. Main generators should be started and connected to the main switchboard. This may require automatic or check synchronising equipment to be switched off temporarily, or for equipment to be operated on local control until normal operation is restored. When the main generators are re-connected it must be ensured that all the auxiliary machinery does not start simultaneously as this would seriously overload both the switchboard and generator. Almost all motors will be prevented from starting by the no-volt-release characteristic of the main contactor in the starter. Normally sequential restarting of auxiliary pumps and machinery is achieved by an automatic system. When all services have been restored to normality the emergency generator can be stopped and the emergency switchboard once again powered from the main switchboard. Emergency Electrical Power For full details see SOLAS Consolidated Edition 2004 All Vessels Source of emergency power must operate with list of up to 22½ ° and trim of up to 10° by head or stern. May be batteries or generator but must be self-contained. Location Above the uppermost continuous deck, readily accessible from the open deck, not forward of the collision bulkhead. Must still be operable and accessible if space containing main source of power is inaccessible through fire, flood etc. Duration Passenger Vessels Cargo Vessels 36 hrs PASS. Emergency lighting 18 HRS CARGO 36 hrs Navigation lights and GMDSS radio equipment 18 hrs 36 hrs Internal communication equipment, navigational equipment, fire detection and fire alarm systems (including fire door holding/release system), external and internal signalling equipment 18 hrs 36 hrs Fire fighting pumps and bilge pumps as required by regulations 18 hrs ``` 30 mins Power operated watertight doors and lift motors (to bring cars to deck level) ----------- ``` ``` 30 mins (\>10,000 GRT) 10 mins (\<10,000 GRT) Steering gear 30 mins (\>10,000 GRT) 10 mins (\<10,000 GRT) ``` Starting Passenger Vessels Cargo Vessels On starting automatically the emergency generator must take it’s full rated load within 45s. A transitional source of power must be provided for essential items (emergency lighting, fire detection, radio equipment etc.). The set must be capable of starting at temperatures down to 0°C On starting automatically the emergency generator must take it’s full rated load within 45s. A transitional source of power must be provided for essential items (emergency lighting, fire detection, radio equipment etc.) The set must be capable of starting at temperatures down to 0°C Testing Provision is to be made for testing the emergency source of power including testing of automatic starting arrangements 121 Solas arrangement for the starting systems of emergency generators Regulation 44 Starting arrangements for emergency generating sets 1 Emergency generating sets shall be capable of being readily started in their cold condition at a temperature of 0°C. If this is impracticable, or if lower temperatures are likely to be encountered, provision acceptable to the Administration shall be made for the maintenance of heating arrangements, to ensure ready starting of the generating sets. 2 Each emergency generating set arranged to be automatically started shall be equipped with starting devices approved by the Administration with a stored energy capability of at least three consecutive starts. A second source of energy shall be provided for an additional three starts within 30 min unless manual starting can be demonstrated to be effective. 2.1 Ships constructed on or after 1 October 1994, in lieu of the provision of the second sentence of paragraph 2, shall comply with the following requirements: The source of stored energy shall be protected to preclude critical depletion by the automatic starting system, unless a second independent means of starting is provided. In addition, a second source of energy shall be provided for an additional three starts within 30 min unless manual starting can be demonstrated to be effective. 3 The stored energy shall be maintained at all times, as follows: .1 electrical and hydraulic starting systems shall be maintained from the emergency switchboard; .2 compressed air starting systems may be maintained by the main or auxiliary compressed air receivers through a suitable non-return valve or by an emergency air compressor which, if electrically driven, is supplied from the emergency switchboard; .3 all of these starting, charging and energy storing devices shall be located in the emergency generator space; these devices are not to be used for any purpose other than the operation of the emergency generating set. This does not preclude the supply to the air receiver of the emergency generating set from the main or auxiliary compressed air system through the non-return valve fitted in the emergency generator space. 4.1 Where automatic starting is not required, manual starting is permissible, such as manual cranking, inertia starters, manually charged hydraulic accumulators, or powder charge cartridges, where they can be demonstrated as being effective. 4.2 When manual starting is not practicable, the requirements of paragraphs 2 and 3 shall be complied with except that starting may be manually initiated. Approved starting systems • Battery • Inertia start • Air start • Hydraulic start • Hand start • Powder charge Emergency Lighting Must be provided for the above mentioned periods:- • At every muster station. • At every embarkation station and over the side as required by regulations • In alleyways, stairways and exits giving access to the muster and embarkation stations • In all service and accommodation alleyways, stairways and exits, personnel lift cars • In the machinery spaces and main generating stations including their control positions • In all control stations, machinery control rooms, and at each main and emergency switchboard • Navigation bridge or Wheelhouse. • At all stowage positions for fireman’s outfits • At the steering gear • At the fire pump, the sprinkler pump and the emergency fire pump AND the starting position for their motors

Answer 58

1) Permit to work, risk assessment, PPE 2) Ventilation is in place and running 3) Air sample taken, explosimeter/oxygen meter 4) Person entering is qualified to do so, has PPE, has been briefed and understands the emergency escape procedure 5) Person on standby at entrance is also all of the above 6) Communications have been checked between member in tank, the standby man and one other person (Exam tip: If you list too many examples (for a question) score two out, do not leave more than requested)

Answer 59

\*consult authourized person--appoint an authourixed person \*do task based risk ass. - consult sms \*do risk assessment to identify hazards and redude the risk of harm to an acceptable level; - is there adequate means for ventilation - adequate exits/entrances - is space capable of occupation - can you do job without entering space? - can u minimize time in space - can u should you defer jobs to a better time - do you have proper tools, equipment, ppe to do the job now \*after risk ass. appoint person to carry out task. \*put in place permit to work, rescue plan, ressucitation equipment. \*before entry and following permit to work: - is space ventilated thouroughly - has atmosphere been tested okay - has space been cordoned off, isolated, tagged out. - is there an attendant at entrance permanently - is testing equipment available for duration of time in space (o2 at least 20% safe. Explosimeter up to 1% LEL - is ventilation available for duration - adequate access and lights - rescue and resusc gear at entrance - master been informed? - all comms including emergency been confirmed - emergency evac procedures in place - ppe--helmuts, boots, and personal gas monitor? - Is BA gear okay, tested, demonstrated, understood? - record names, time in and time out \*upon completion - secure space is clean and safe - review risk assessment, amend if needed - sign off p. to w. --auth person.

Answer 60

1. Fuel tank lack of O2, explosive gases 2. Chain locker lack of O2, chain 3. Sewage tank ammonia, hydrogen sulfite 4. Large engine sump slippery, moving parts, sulfur 5. Battery compartment sulfur dioxide gas, HCL acid, electric shock

Answer 61

- Issued under international loadline convention - Validity: 5 years - Issued by classification society

Answer 62

Electromagnetic induction (or sometimes just induction) is a process where a conductor placed in a changing magnetic field (or a conductor moving through a stationary magnetic field) causes the production of a voltage across the conductor.

Answer 63

The simple answer is that ferrous metals contain iron and non-ferrous metals do not. The more in-depth answer is that ferrous metals and non-ferrous metals each have their own distinctive properties. These properties determine the applications they are most suited for. Non-ferrous metals have been used since the beginning of civilization. The discovery of copper in 5,000 BC marked the end of the Stone Age and the beginning of the Copper Age. The later invention of bronze, an alloy of copper and tin, started the Bronze Age. The use of ferrous metals started in around 1,200 BC when iron production started to become commonplace. This ushered in the Iron Age. Ferrous Metals Some common ferrous metals include alloy steel, carbon steel, cast iron and wrought iron. These metals are prized for their tensile strength and durability. Carbon Steel – also known as structure steel – is a staple in the construction industry and is used in the tallest skyscrapers and longest bridges. Ferrous metals are also used in shipping containers, industrial piping, automobiles, railroad tracks, and many commercial and domestic tools. Ferrous metals have a high carbon content which generally makes them vulnerable to rust when exposed to moisture. There are two exceptions to this rule: wrought iron resists rust due to its purity and stainless steel is protected from rust by the presence of chromium. Most ferrous metals are magnetic which makes them very useful for motor and electrical applications. The use of ferrous metals in your refrigerator door allows you to pin your shopping list on it with a magnet. Steel Steel is made by adding iron to carbon which hardens the iron. Alloy steel becomes even tougher as other elements like chromium and nickel are introduced. Steel is made by heating and melting iron ore in furnaces. The steel can is tapped from the furnaces and poured into molds to form steel bars. Steel is widely used in the construction and manufacturing industries. Carbon Steel Carbon steel has a higher carbon content in comparison to other types of steel making it exceptionally hard. It is commonly used in the manufacturing of machine tools, drills, blades, taps, and springs. It can keep a sharp cutting edge. Alloy Steel Alloy steels incorporate elements such as chromium, nickel and titanium to impart greater strength and durability without increasing weight. Stainless steel is an important alloy steel made using chromium. Alloy steels are used in construction, machine tools, and electrical components. Cast Iron Cast iron is an alloy made from iron, carbon, and silicon. Cast iron is brittle and hard and resistant to wear. It’s used in water pipes, machine tools, automobile engines and stoves. Wrought Iron Wrought iron is an alloy with so little carbon content it’s almost pure iron. During the manufacturing process, some slag is added which gives wrought iron excellent resistance to corrosion and oxidation, however, it is low in hardness and fatigue strength. Wrought iron is used for fencing and railings, agricultural implements, nails, barbed wire, chains, and various ornaments. Non-Ferrous Metals Non-ferrous metals include aluminum, copper, lead, zinc and tin, as well as precious metals like gold and silver. Their main advantage over ferrous materials is their malleability. They also have no iron content, giving them a higher resistance to rust and corrosion, and making them ideal for gutters, liquid pipes, roofing and outdoor signs. Lastly they are non-magnetic, which is important for many electronic and wiring applications. Aluminum Aluminum is lightweight, soft and low strength. Aluminum is easily cast, forged, machined and welded. It’s not suitable for high-temperature environments. Because aluminum is lightweight, it is a good choice for the manufacturing of aircraft and food cans. Aluminum is also used in castings, pistons, railways, cars, and kitchen utensils. Copper Copper is red in color, highly ductile, malleable and has high conductivity for electricity and heat. Copper is principally used in the electrical industry in the form of wire and other conductors. It’s also used in sheet roofing, cartridge cases, statutes, and bearings. Copper is also used to make brass, an alloy of copper and zinc. Lead Lead is a soft, heavy, malleable metal with a low melting point and low tensile strength. It can withstand corrosion from moisture and many acids. Lead is widely used in electrical power cables, batteries, building construction and soldering. Zinc Zinc is a medium to low strength metal with a very low melting point. It can be machined easily, but heating may be required to avoid cleavage of crystals. Zinc is most widely used in galvanizing, the process of applying a protective zinc coating to iron or steel to prevent rust. Tin Tin is very soft and malleable, ductile with low tensile strength. It’s often used to coat steel to prevent corrosion. Tinplate steel is used to make tin cans to hold food. In the late 19th century, tin foil was commonly used to wrap food products, but has since largely been replaced by aluminum foil. Tin is can also be alloyed with copper to produce tin brass and bronze.

Answer 64

visually inspection of everything check correct fitting of lung demand valve to facemask don the set and adjust to fit close bypass valve, operate first breath mechanism or put into negatie pressure--dependant on set being tested trun on cylinder valve fully there will be initial air flow from both lung demand vlave and low pressure warning whistle and then internal valve will close--this is normal check that cylinder contains at least 80% of nominal contents, ie 160 bar of 200bar cylinder--if less recharge. record cylinder pressure on tally and name of wearer if required close down valve on air cylinder and observe that intial pressure does not drop by more than 10 bar in one minute, if set passes release air from system turn air on fully once more. don gear and breath in to activate first breath mechanism (or change to positive pressure in older designs check bypass or supplementary air supply for correct operation (dependant upon set) insert finger between face and facemask seal, there should be an outflow of air confirming positive pressure, allow facemask to re-seal. turn off cylinder valve completely slowly breath down the set whilst observing pressure guage, low pressure warning whistle should sound at -+50bar inhale last air from mask, gently sucking facemask onto face, hold breath momentarily, confirming positive seal on face mask. remove facemask from face, re-setting first breath mechanism if fitted, clean facemask with wipe check correct operation of ancillary devices: distress signalling unit, torch and personal line record details in ba set record book and in any other place where a record of such tests are required.

Answer 65

A60 constructed of steel or other equivalent material; (b) suitably stiffened; (c) so constructed as to be capable of preventing the passage of smoke and flame to the end of the 60 minute standard fire test; and (d) so insulated where necessary with suitable non-combustible materials that if the division is exposed to a standard fire test the average temperature on the unexposed side of the division shall not increase more than 140°C above the initial temperature nor shall the temperature at anyone point, including any joint, rise more than 180°C above the initial temperature within the time listed below - (from malta): Class divisions are those divisions formed by bulkheads and decks which comply with the following criteria: 1. they are constructed of steel or other equivalent material; 2. they are suitably stiffened; 3. they are insulated with approved non-combustible materials such that the average temperature of the unexposed side will not rise more than 140 degrees C above the original temperature, nor will the temperature, at any one point, including any joint, rise more than 180 degrees C above the original temperature, within the time listed below: Class “A-60” - 60 min Class “A-30” - 30 min Class “A-15” - 15 min Class “A-0” - 0 min 4. they are constructed as to be capable of preventing the passage of smoke and flame to the end of the one-hour standard fire test;

Answer 66

water signal red foam. cream powder. french blue co2 carbon dioxide. black

Answer 67

isolate power use CO2 Carbon Dioxide fire extinguishers extinguish fire by taking away the oxygen element of the fire triangle and also be removing the heat with a very cold discharge can also use dry chemical powder to break down chemcial reaction in fire tetrahedron both dcp and co2 are non-conductive

Answer 68

smothering agents remove oxygen, such as foam or co2

Answer 69

water is best dcp and foam will work a bit too

Answer 70

crankcase explosion doors from air compressor to receiver high pressure air discharge to air start system main engine air start valves on fuel and sewage vents

Answer 71

- maintenance of clean conditions in machinery spaces - prevention and clean up of oil leakage - removable of combustibe materials from vulnerable positions - suitable metal container for storage of rags, cloths, --emptied regularluy pref. daily - wood, paints, spirits, tins of oil not be kept in ER, Boiler rooms, Steering gear spaces - all electrical wires well maintained and dry - rated load capacities of wires and fuses never exceeded - Lagging on exhaust kept in good condition--220C (SOLAS) on any exposed surface. - Generator sound cover insulation kept in good condition - double skinned fuel pipes with alarms metal bin with lid, for domestic wast, rags, towel, no combustible materials in er continued maintenance of a clean and organized er combustible materials away from vulnerable heat source routine checks of hot surface temperatures. exhaust pipework etc. check hoses and connections of fuel and oil pipes and connections risk assessments and permits to work for hot work or dangerous jobs properly rated fuses and breakers used and only approved lighitng and bulbs and covers. electrical equipment clean and routeinely inspected. understand the fire seperations in er and onboard, keep fire and watertight doors shut during operation or when in ums etc. engine room is made of steel for a reason emergency escapes and fire doors unobstructed at all times level sight glasses on day tank and stabilizers should not be locked open and jury-rigged by crew as the are vulnerable areas that are designed by SOLAS rules to be auto-closing so that in event of fire contents of day tank arent emptied into ER!! besides the megger tests done by class and engineer vessel really should check wiring and switchboard with infrared camera understand er air suppl and ventilation auto and manual closing appliances. make sure crew are aware of these and that the work correctly and capable of being shut in fire situation. electrical wiring maintained and dry no wood, paints spirits and tins of oil in machinery spaces inspect lagging on hot surfaces - Lagging on exhaust kept in good condition--220C (SOLAS) on any exposed surface. - Generator sound cover insulation kept in good condition - double skinned fuel pipes with alarms

Answer 72

fuel could atomize and mix with oxygen and when it touches a hot surface and is brought to its flash point it ignites auto ignition temperature could be reached in oxygen with atomized liquid new theory: atomized fuel could create static electricity that causes spark and ignites

Answer 73

hes responsible for safety of his team to do equipment checks: - expiry dates on equip (bottles?) - fitted correctly - all gear - enough air pressure - no leaks from mask - check low pressure alarm - be clear on route and escape route or alternative route. - what is the nature of the task/work? investigate, put out fire, save ssomeone

Answer 74

dry powder which smothers and absorbs heat

Answer 75

oily rags fuel oil electrical wiring/bad contacts overloaded circuits insulation/sound deadening material exhaust lagging saturated with oil or fuel flammable solvents aerosol cans paint methane, hydrogen sulphide from sewage system

Answer 76

It is important that the type of fire is identified first! Class A: Solids such as paper, wood, plastic and so on Class B: flammable liquids such as paraffin, petrol, oil and so on Class C: flammable gases such as propane, butane, methane and so on Class D: metals such as aluminium, magnesium, and titanium so on Class E: Fires involving electrical apparatus Class F: Cooking oil and fat and such like

Answer 77

A ordinary combustibles, wood, cloth paper, generally organic materials... B fires involving liquids or liquiefiable solids--oils, greases tars, paints, lacquers C electrical D fires involving metals, magnesium, sodium, lithium, potassium.. K cooking oils or fats

Answer 78

Advantages: * non-corrosive gas * avail. everywhere * non-conductive * leaves no residue Disadvantages * it's suffocating - removes 02 * smoothers but doesnt last long * chance of re-ignition is high

Answer 79

_What is scavenge fire ?_ Carbonized lube oil, unburnt fuel oil and carbon from the residual products of the combustion spaces are accumulated in the scavenge spaces with the running of the engine. Under certain faulty running condition of the engine, these may ignite causing a fire in the enclosed scavenge space, known as scavenge fire. _Causes of Scavenge Fire_ Blow past of combustion products caused by leaky, sticky or broken piston rings, worn out liner, faulty cylinder lubrication, or insufficient axial clearance of the piston rings. Overheated piston dissipates heat to the under piston area caused by faulty atomization and injection pressure, faulty fuel pump timing, loss of compression, engine overload, failure of coolant circulation or insufficient cooling due to formation of scale. Blow back of exhaust gases caused by exhaust back pressure or deposits on exhaust ports, fouling of grid before turbine inlet, fouling of turbine blades, choking of EGB or economiser gas outlet. Presence of fuel oil in the scavenge spaces due to defective fuel injectors, incorrect pressure setting of injectors or fuel particles landing on the cylinder liner due to excessive penetration. Excessive cylinder lubrication which is drained down to scavenge spaces. Oxygen is plenty during engine operation. Fouled scavenge manifold. _Indication of Scavenge Fire?_ Engine revolution drops as the power generation in the affected cylinder is reduced. Unstable operation of Turbo charger and may cause surging. Exhaust temperature of the affected cylinder increases, as the cylinder is not receiving fresh air. Black smoke with exhaust due to incomplete combustion in that unit. Discharging of spark, flame or smokes through drain cocks from scavenge air boxes. Rise of pressure and temperature of air in the air box below the piston. Visible evidence of fire if a transparent window is fitted. Cooling water outlet temperature of the affected unit is increased. _Action to be Taken in event of scavenge fire_ Inform bridge and reduce the speed. Cut of fuel supply to the affected unit and shut off valves. Cylinder lubrication is increased. Coolant flow through jacket and piston is maintained. Drains to be shut to prevent flow of spark in engine room. Keep clear of scavenge space relief valve to prevent human injury. Fire should be extinguished after some time. If the fire spread in the other scavenge spaces along with the scavenge manifold, then – Inform bridge and stop the engine Stop fuel oil booster pump Open indicator cocks, engage turning gear and turn engine to prevent engine seizure Normal engine cooling and lubrication are maintained Scavenge air duct flap valve before engine is to be shut Release the smothering gases (Steam or CO2) to extinguish fire Before opening scavenge door ventilate the space thoroughly if CO2 is released. _Inspection after Scavenge Fire_ Intense fire can cause distortion and may upset piston alignment Check by turning the engine and watch movement of piston in the liner, check for any occurrence of binding at part of stroke (Binding indicates misalignment of piston) Check spring on scavenge space relief device, if the device was near the set of fire Piston rod packing spring also should be checked, which may have become weakened by overheating Check piston rings and liner for any distortion or reddish burning mark Check diaphragm and frame near affected part Check guides and guide shoes Check tension of tie bolts _Prevention of Scavenge Fire_ Clean scavenge space and drain at regular intervals Keep scavenge space drain open at regular intervals Excess cylinder lubrication must be avoided In case of timed lubrication, the time has to be checked as per PMS Piston rings must be properly maintained and lubricated adequately Piston rod stuffing box must be maintained to prevent oil ingress in the scavenge space. Prolong engine or any cylinder over loading to be avoided Cylinder liner wear must be within admissible limits _Scavenge Space Protection Devices_ Electrical temperature sensing device fitted within the trunking, which will automatically sound an alarm in the event of excessive rise in local temperature. Pressure relief valves consisting of self closing spring loaded valves are fitted and should be examined and tested periodically. Fixed fire extinguishing system may be CO2, Dry Powder or Steam.

Answer 80

Effective enforcement, by the flag State, of the implementation of international agreements and national regulations that are in force on board the vessel wherever the vessel is Port state control (PSC) is an internationally agreed regime for the inspection by PSC inspectors of foreign ships in ports other those of the flag state. PSC officers are required to investigate compliance with the requirements of international conventions, such as SOLAS, MARPOL, STCW, and the MLC.

Answer 81

temp where liquied fuel gives off a vapor that when mixed with air can be ignited by external heat source . deisel solas req. 60c

Answer 82

raise alarm (inform master and crew) ensure watter tight tdoors are closed start bilge pumps -- get deck to get crash pump if required, bilge injection pumps on? isolate power start emergency generator try to ascertain where leak is from--shutting seacocks etc tag log book outta ER on way out

Answer 83

6 months--pumped out and where necessary hosed prior to refilling 12 months--opened up, emptied, ventilated, inpected, cleaned with 50ppm chorine, recoated if necessary, aired out and refilled with .2ppm chlorine refit or dry dock--entire system charged with 50ppm for 12 hours then flushed and refilled with .2ppm 5 years max--pressure tests, flushed after DISTRIBUTION SYSTEMS: filters--monthly, cleaned, changed, as per man. instructions uv exposure area--clean, according to manufacturers instructions calorifiers--opened, inspected, scaled and cleaned. before draining temps raised to above 70c for at least an hour to kill bacteria--periodically, general recommendation--yearly shower heads--3 monthly, particularily in accomodation that has been out of use for an extended period. clean in a 50ppm chlorine solution fw hoses--6 monthly minimum. one hour at least in 50ppm

Answer 84

ppe clean protective clothing footwear that has not been used for any other work area should not be suffering any skin infection or communicable disease

Answer 85

Flash point: the temperature at which the fuel will ignite with the presence of a flame Auto-ignition temperature: the temperature at which the fuel will ignite without the presence of a flame Upper Explosive Limit (UEL): the maximum concentration of a gas or vapor that will burn in air. Above this level the mixture is too ‘rich’ to burn Lower Explosive Limit (LEL): the minimum concentration of a particular combustible gas or vapor to support combustion Flammable Range: the range between the LEL and the UEL Vapor Density: The relative weight of a gas or vapor compared to air, which has an arbitrary value of one. (If a gas has a vapor density of less than one it will generally rise in air. If the vapor density is greater than one the gas will generally sink in air)

Answer 86

diesel self-ignites at 210c minimum flash point 60c

Answer 87

i.e annex 1 and annex 6. When oil is spilled it causes marine pollution under annex 1. When the bunkered oil doesn't meet certain specifications, it causes pollution of air which comes under annex 6.

Answer 88

Diesel Fuel Characteristics The following information describes the basic fuel characteristics and their relation to engine performance.  **Cetane Number:** Index of ignition quality determined by comparing with fuels used as Standards for high and low cetane numbers. The higher the cetane number is the shorter the ignition delay period which affects warm-up, combustion, cold start and exhaust smoke density.  **Sulfur**: Sulfur is an element that occurs naturally in all crude oils, and when burned in the combustion chamber, can form oxides of sulfur. These can react with water vapor to create sulfuric acid, which can cause severe engine damage. High sulfur content requires usage of high Total Base Number (TBN) oils or shortening of the oil change periods. **Gravity**: An index of weight of a measured volume of fuel. Lower American Petroleum Institute (API) ratings indicate heavier fuel containing greater heat content. **Viscosity**: A time measure to resistance of flow. High viscosities cause poor fuel atomization thereby decreasing combustion efficiency. Low viscosity may not provide adequate lubrication to fuel system components. **Distillation**: This involves heating crude to relatively high temperatures. Vapor drawn at various temperatures produce fuels of different types. Lighter fuels, such as gasoline, are drawn off first and heavier fuels last. It has an influence on viscosity of the fuel and the BTU content, which affects exhaust and smoke, starting and power output. **Flash Point**: Lowest temperature at which fuel will give off sufficient vapor to ignite when flame is applied. **Pour Point**: Is the temperature which is 3°C (5°F) above the temperature where the fuel just fails to flow or turns solid. **Cloud Point**: The temperature at which a cloud or a haze appears in the fuel. This will happen when the temperature falls below the melting point of waxes or paraffins that occur naturally in petroleum products.  **Water and Sediment**: Percentage by volume of water and foreign material Removed by centrifuging.  **Carbon Residue**: Percentage by weight of dry carbon remaining when fuel is burned until no liquid remains. **Ash**: Percentage by weight of dirt, dust, sand, and other foreign matter remaining after combustion. **Corrosion**: A polished copper strip is immersed in fuel for three hours at 50°C (122°F). Fuel imparting more than slight discoloration is rejected.

Answer 89

Functions and Properties of Lubricating oil on Ships **What are the functions of a lubricant?** reduce static and dynamic friction between parts to prevent wear and tear. Remove heat generated within the bearing. Protection of the working surfaces against corrosion. Removal of contaminants. Dampen noise produced. Act as a sealant. **What are the Properties of crankcase lubricating oil?** Viscosity: To be suitable for the purpose Viscosity index: To be high Pour Point: Must be low Flash point: Must be high Oxidation stability: To be high Carbon residues: To be low Total acid number or TAN: To be suitable for the purpose Total basic number or TBN: To be suitable for the purpose Detergency: For cleaning Dispersancy: To facilitate purification **What is viscosity?** It is a measure of internal resistance to flow between liquid layers. Viscosity of lube oil reduces when temperature rises and vice versa. For engine crankcase lube oil, viscosity is 130 to 240 Redwood No-1 seconds 60°C. For cylinder oil, viscosity is 12.5 – 22 Cst **What is viscosity index?** It is the rate of change of viscosity of an oil with respect to change in temperature. An oil with low viscosity index has greater change of viscosity with change in temperature. An oil with high viscosity index has very little change of viscosity with change in temperature, which is a desirable property for lubricating oil. For crankcase oil, viscosity index is 75 to 85. For cylinder oil, viscosity index is 85. Viscosity index of mineral oils is highest, about 115 and this may be raised to about 160 by adding special additives. Hydraulic oils should have high viscosity index for faster response of the system. It is usually around 110. **What is a pour point?** It is the lowest temperature below which an oil will stop flow. Pour point indicates that oil is suitable for cold weather or not. Pour point of engine crankcase should be -18°C. **What is the flash point?** It is the lowest temperature at which the oil will give off a sufficient inflammable vapour to produce a momentary flash when a small flame is brought into the surface of the oil. Close flash point for crankcase lubricating oil is around 220°C. **Why flash point is important?** Fuel oil flash point is to be high because if it is low, there would be a possibility of fire in storage. Engine crankcase lubricating oil flash point should be as high as possible to prevent crankcase explosion. For safe storage, oil storage tank heating temperature to be limited to at least 14°C lower than flash point to prevent fire. Average Closed Flash Points Petrol = -20°C lube oil = 220c Diesel Oil = 65°C **What is Total Acid Number or TAN and Total Base Number or TBN?** The ability of an oil to react with a base reagent which indicates the acidity is expressed as TAN. The ability of an oil to react with acidic reagent which indicate the alkalinity is expressed as TBN. TBN for an oil used for cross head type diesel engine crankcase is 8mg KOH/gram of oil. TBN for an oil used for trunk type engine using heavy oil is 30mg KOH/gram of oil. What type of engine are using high TBN and why? If blow pass occur in a trunk type engine using heavy fuel oil, incomplete combustion products reach directly into the crankcase and may cause the contamination of lube oil with acid. Thus in this type of engine to neutralize the acid contamination must be used high TBN oil. What is detergency and dispersancy ? It is a chemical additive called detergent which has a property of preventing the deposition of carbon deposits and wash away with the lube oil. Dispersant additive is added to divide the larger size deposits into tiny particles to be carried in a colloidal suspension evenly throughout the bulk of oil, which can be removed while filtration of the oil. **Explain the L O sampling procedure to send for LO test ?** The sample should be drawn with oil circulation with the system such as a test cock on the discharge side of the LO oil pump. Before taking the sample oil sufficient amount of oil should be drain out to clear the line. The sample is filled into the chemically cleaned container after it is rinsed with the sample oil and immediately closed. The container should be attached with information on engine type, engine running hours, LO running hours, fuel used, draw off point and date of sampling. Avoid sampling from places where the oil may be stagnant or have little or no flow, such as sumps, auxiliary smaller pipelines, purifier suction or discharge lines, drain cocks of filters, coolers etc. Also avoid sampling while engine is stopped. **Why magnetic fitter is fitted on LO system and where is it fitted ?** To prevent pump damage due to ferrous metal particles. Screw p/p used in LO oil system is working in very fine clearance thus to prevent entering the small ferrous particles into the p/p. Magnetic fitter is fitted prior to the main circulation LO p/p. **What are the contaminants in the lube oil ?** Contamination of fresh Water (JW leaking) Contamination of SW (Cooler leakage) Contamination of fuel (Poor Atomisation, Unburned Fuel) Oxidation products (High Exhaust Temperature, Burned Cyl Oil, Carbon from incomplete combustion) Products of fuel combustion Foreign mineral matters (Scale formation, Wear and tear) Biological contamination. **What are the effects of water contamination in lube oil ?** Causes Condensation of water vapour within the crankcase Leakage from the cooling water system for cylinder or piston Leakage from the sump tank heating steam coils. Effects Reduce cooling efficiency. Increase the acid formation in trunk type piston engine. Can cause corrosion on m/c parts. Microbial degradation, [Reduce centrifuging efficiency; promote local pitting and corrosion] Reduce load carrying capacity Reduce L.O properties, and TBN of oil Form sludge due to emulsification Remedies Proper purification with minimum throughput Batch purification if heavy contamination Maximum Allowable Amount of water in Lube oil? For crosshead type engine , \< 0.2 % is satisfactory If water content exceed 0.5 ~ 1.0 %, immediate action should be taken If \> 1%, engine can be damaged For trunk type engine , \< 0.1% is satisfactory If \> 0.5 %, immediate action should be taken and It is maximum permissible content **What are the effects of fuel dilution in lube oil ?** Causes Poor atomization of a fuel injector and back leak through the fuel injector p/p plunger and barrel. Effects Fuel dilution usually diesel oil. Lower viscosity and low fLash point Lower viscosity LO reduces this properties ( e.g load carrying capacity ) Lower flash point will case crankcase explosion. How to remove contaminants Filtering: Removes large oil insoluble matter Gravity separation: Removes heavy matters, sludge and water Adding special additives: Reduce acids, sludge, finer oil insoluble matter Centrifuging: Removes sludge, foreign matter and water Water washing: Only for straight mineral oil or oil without additives, can remove acids. **What will you do if LO is contaminated with FW or SW ?** Batch Purification must be done Renovating Tank heating and regular draining For SW contamination, Water Washing is required Sump to be opened and thoroughly wipe out. **What is meant by batch purification ?** Firstly take the immobilization permit from the port authority. The entire oil charge should be pumped by the purifier or by main circulation p/p into settling tank. It should be allowed to settle for at least for 24 hours with heating about 60° C . Water and sludge should be drained out periodically. Cleaned the interior of the sump tank and carefully examined. The oil should be passed through the purifier at its optimum efficiency and than pump back into the sump tank. When sump tank empty, its interior should be cleaned and examined. **Why viscosity of lube oil is important ?** Low viscosity is required for fuel oil in order to obtain good atomization at fuel. Lube oil must be chosen which has a suitable viscosity for the working temperature for efficient lubrication. **How to maintain lube oil on board ships?** L.O onboard test is carried out regularly. Regular cleaned L.O line filter. L.O purifier should be run during ship is in sea Maintain L.O purifier performance Periodic batch purification must be carried out & cleaned L.O sump tank once a year Maintain L.O temperature within limit Maintain good L.O cooler efficiency Keep good fuel combustion system **Why lubricating oil cooler is installed after lube oil filter ?** It is more effective to filter the hot oil, as pressure drop through the filter is less and filter is more efficient. **What will you do as 2/E, if main engine lubricating oil temperature abnormally high?** Inform bridge & reduce engine speed Check engine overload or not (Exhaust temp:, fuel rack,..) Check L.O sump & L.O cooler & L.O purifier temperature (set value) Check L.O sump tank heating valve. Shut L.O cooler by-pass totally after stopping (or) too high temperature not fall Clean L.O cooler Check sump tank heating coil leakage Make L.O onboard test (esp Viscosity) Check lubricating oil piping system leakage or blockage Make inspection & check bearing clearance & loosing attachment Check ampere (or) load when turn the turning gear **What will you do as 2/E, when increase sump lubricating oil level by marine engineer?** Check piston cooling system (water) Check L.O purifier (gravity disc is correct or not) [L.O purifier water outlet sight galss] Check filling valve from storage tank Check L.O cooler/although oil pressure is greater than sea water pressure. **What will you do as 2/E, when decrease in sump lubricating oil level by marine engineer?** Check rate of decreasing if slowly decrease, fill up L.O and find the leakage without stopping engine. If rapidly decrease, inform to bridge and stop the engine. Find the leakage and repair. Possible leakage points are: \* Bed plate crack (check engine room bilge) \* Piston cooling L.O system (check scavenge space & under piston space {entablature}) \* L.O cooler & L.O purifier \* All pipes and connection \* Check L.O return valve from crankcase to sump tank close or not \* Check oil scraper rings & stuffing box **What will you do as 2/E, when decrease in lubricating oil pressure observed?** Start stand by pump Change & clean L.O filter After engine stopping, check bearing clearance and L.O pipe connection Check L.O pump discharge & suction pressure Check L.O temperature **What is meant by hydrodynamic lubrication (full fluid film)?** Moving surfaces are separated completely by the pressure of a continuous unbroken film or a layer of lubricant, generated by the movement of the two surfaces relative to each other. Essential requirement is formation of a wedge of lubricants between surfaces. Thickness of film 0.025 – 0.10 mm. Happens in lubrication for Journal Bearing, Bottom End Bearing, Tilting Pad Thrust Bearing **What is meant by boundary lubrication?** It exists when a full-fluid film lubrication is not possible. The sliding surfaces are separated by only a thin film of lubricant. High friction between the surfaces and some degree of metal to metal contact occurs Lubricant oil film decreases, until asperities of mating surfaces touch **What is meant by hydrostatic lubrication?** A form of thick film lubrication, but instead of being self- generated, it is supplied from an external source by oil under pressure from a pump. Lubrication for Crosshead Bearings, with attached pump. **What is meant by elasto-hydrodynamic lubrication?** Applies to line contact or nominal point between rolling or sliding surfaces, such as rolling contact bearings and meshing gear teeth. Thin film or squeeze film lubrication limits metal to metal contact. Elastic deformation of the metals occurs, and there is effect of high pressure on the lubricant. **What will you do as 2/E, if lube oil is contaminated with sea water?** When sump oil is contaminated with SW, find sources of leakage (may be from LO cooler during ME stopped) stoppage and rectified. In port or while ME is stopped, transfer contaminated oil through purifier or transfer pump into settling tank, settled for at least 24 hours at about 60 C°, and water and sludge drained out periodically. Oil passed through purifier at 78° C with optimum efficiency, and pump back to settling tank. When sump tank is empty, interior cleaned and examined. Purified oil sent to laboratory and tested During this time, new oil should be used Oil should be reused, if lab results recommended that it is fit for further use. (Straight mineral oil 3% water washed. Additive oil 1% water washed). **What are the lube oil tests carried out on board Ships ?** Viscosity Determination The simplest method is three tube rolling ball viscometer Assuming the oil in the engine to be SAE 30 grade, one tube is filled with minimum safety viscosity (about SAE 20) and another one filled with maximum safety viscosity (about SAE 40). The last tube is to be filled with test sample. All tubes are placed in a bucket of warm water until the oils are at the same temperature. The three tubes then mounted on a tilted board and inverted. An internal hollow ball in each tube then rises to the surface. If the time taken in the test sample is between that of the lower and upper limit oils, the oil is fit for further use. If not, it must be replaced. I **Viscosity test**. An important property of any lubricating oil, viscosity is the measure of a fluid’s thickness or resistance to flow. Using a flow stick, the test is performed by letting the lubricant run into two paths, side by side. The first path contains fresh oil, and the other used oil. Both oils pass through reference points. The position of used oil is documented when fresh oil reaches the finish point. This test can determine contamination from sludge, or diesel. **Water contest test**. Using a digital water content meter, 5 ml of sample is taken and mixed with 15 ml of reagent. The container lid is then closed tight along with a sealed sachet of calcium hydride. The content meter is shaken by hand, until the water percentage is shown. **The pH test**. This is simply done using a pH paper and helps in determining the sample’s reserved alkalinity. Once in contact with oil, the paper changes its color. The result is compared to the pH standard values. **Flash point test.** The instrument used for this test is called a Pensky Martin closed-cup apparatus. Its main purpose is to measure the temperature at which the vapor will flash up once given an external ignitable source. **Spot test.** This test is performed in order to measure the insoluble components in the used lubricant. All you need is a blotter paper to put on the oil, leave it dry for a few hours, and compare the results with the standard spot. **Water crackle test**. Just like the digital water content meter, the instrument used for this test also determines the water presence in the sample. Drops of used oil are heated in an aluminum container over a flame. A crackling sound will be heard if water is present.

Answer 90

oil cooking oil incinerator waste domestic waste electronic waste fishing gear animal carcasses cargo residues (harmful and non-harmful) plastic nylon operational waste whole foods

Answer 91

when not in special area and greater than 12nm from shore and enroute

Answer 92

the Mediterranean Sea area the Baltic Sea area the Black Sea area the Red Sea area the Gulfs area the North Sea area the Wider Caribbean Region and the Antarctic area.

Answer 93

· Over speed trip · L.O low pressure alarm AND SHUT · Low level sump trip · F.O low pressure alarm jacket water low level sea water no flow · Jacket water high temperature alarm AND SHUT · Thermometer · Pressure gauge · L.O high temperature alarm · Dip stick · Crankcase relief valve

Answer 94

Generic Procedure for Manual Paralleling AC Generators 1. Ensure the Prime Mover is in stand-by condition – check oil/fuel/water etc. 2. Run up the prime mover 3. Check the operation of the prime mover to confirm correct systems operation 4. Switch on the excitation (if appropriate) and check the incoming machine voltage 5. Check the voltage & frequency of the “in line” and incoming machine, making sure they are exactly the same. 6. Switch on the synchroscope and ensure that the “check synchroniser” is engaged 7. Adjust the speed of the prime mover, using the speeder (slow-fast) switch, until the synchroscope is indicating a slow rotation in the clockwise direction. (so that the incoming machine is going slightly faster than the ones on line) 8. When the incoming machine is exactly in phase with the busbars, the synchroscope will be passing through the 12 o’clock position. 9. Close the main breaker just before the synchroscope reaches the 12 o’clock position 10. Adjust the speeder switches of the incoming & in line machines until their share of the load is equal 11. Adjust the busbar frequency if necessary 12. Check that the power factors of each machine are equal (compare Kilowatts & Amps are equal on each machine if a power factor meter is not fitted) 13. Adjust the excitation of each machine to achieve equal power factors on each machine 14. Finally check the operation of the incoming prime mover AGAIN.

Answer 95

1. Time and location 2. Officers signature 3. Quantity and type of garbage 4. What method of disposal

Answer 96

Entries in the Garbage Record Book Entries in the Garbage Record Book, as regards the particulars stated, shall be made on each of the following occasions: (a) When garbage is discharged into the sea Date and time of discharge Position of ship (latitude and longitude) Category of garbage discharged Estimated amount discharged for each category in m3 Signature of the officer in charge of the operation (b) When garbage is discharged to reception facilities ashore or to other ships: Date and time of discharge Port facility, or name of the receiving ship. Category of garbage discharged Estimated amount discharged for each category in m3 Signature of the officer in charge of the operation (c) When garbage is incinerated: Date and time of start and stop of incineration Position of the ship (latitude and longitude) Estimated amount incinerated in m3 Signature of the officer in charge of the incineration (d) Accidental or other exceptional discharge of garbage Time of occurrence Port or position of the ship at time of occurrence Estimated amount. in m3 and category of garbage Circumstances of disposal, escape or loss, the reason therefore and general remarks.

Answer 97

The date, time, position of the ship, description of the garbage and the estimated amount incinerated or discharged must be logged and signed. The Garbage Record Book must be kept for a period of two years after the date of the last entry.

Answer 98

dma or distillate fuel. just slightly less sulfur and cleaner than mgo ## Footnote Unfortunately (or fortunately), it’s not always possible to use low-grade fuels such as heavy fuel oil or HFO in regulated areas known as ECAs or Emission Control Areas. Marine Gas Oil Fuel or MGO is one of the most prominently used clean fuel in such cases. Related Read: Download FREE eBook – A Guide to ECA Compliance For Ships + 4 Bonuses The shipping industry is amongst the “early-adapters” in the transportation sector to develop and follow stringent environmental laws in order to move cargo worldwide. Fighting air pollution from ships has been the top agenda for the Marine Environmental Protection Committee, and hence several regulations have been enforced to curtail the harmful emissions from ships such as Sox and NOx. Related Read: Marine Pollution by Ships -Tips for Reducing & Recycling Waste at Sea With the ever-changing technology on ships, the fuel that is used to run marine engines is also changing rapidly. Recently, LNG is being seen as the “future fuel” for the shipping industry, however, the industry as a whole is yet to adapt to this change, and thus Marine Gas Oil is still one of the most preferred clean fuel used on ships. Ship Operating Cost Percentage Sulfur Content in Marine Gas Oil: Marine Gas Oil used on ships is a blend component of light cycle (gas) oil (LCGO) that contains about 60% aromatics. Due to the high aromatic nature, the density of a marine gas oil blended with LCGO will be higher than the gas oil from an atmospheric distillation refinery. The density of MGO will usually be closet to 860 kg/m3 (at 15°C). Sulfur Content and Cetane Index: The marine gas oil is also considered as low sulfur fuel oil or LSFO because it has sulphur content between approx. 0.10 and 1.50 m/m %. Related Read: FAQs: Sulphur Limits In Emission Control Areas Types of clean fuel oil for the maritime industry available in the market: Residual marine or RM fuel oil is a type of diesel oil which needs heating for usage Distillate marine or DM fuel oil, which does not require any pre-heating for usage. It can further be classified as DMA fuel which is clear and brighter in appearance; DMB and DMC marine diesel oil grades which are not required to be clear and bright. The RM and DM are types of marine oils, which can be further divided into groups, depending upon the sulphur content in the marine fuel oil. – LSFO: Products that are above 0.10% but meeting a 0.50% sulphur limit – ULSFO: Product with maximum 0.10% sulphur content Nowadays, the new age ULSFOs in the market typically have only 10 to 15 parts per million (ppm) sulphur or 0.001% to 0.0015%. Cetane index is one of the essential marine fuel oil properties only applicable to marine gas oil and distillate fuels. It defines the ignition quality during the combustion process in a diesel engine. The cetane index is calculated from the Cetane number of the fuel which is provided in the “property of marine fuel details” in bunker delivery note. Related Read: Ways to Achieve Efficient Combustion in Marine Engines In general, the higher rpm engine requires high cetane index fuel. A low cloud point gas oil may only be stored onboard in drums because of its low flash point. Sulphur Limit Inside and Outside ECA General Problems Associated with MGO Microbial contamination, caused by bacteria and fungi, occurs in a fuel having water quantity. Due to bacterial presence, the fuel systems will generate problems such as chocked fuel filters and erratic engine operation. Possible microbiological contamination indicators are: – Hazy appearance on the oil surface – Suspended impurities in the oil – Presence of the emulsion or a slimy interface layer between water and gas oil – Foul smell from the tank drain with slight sludge discharge during draining operation Fuel pumps of marine engines are designed for a minimum viscosity. The viscosity of Marine Gas Oil is very low as compared to the pump design factor which leads to inadequate hydrodynamic lubrication, causing wear and scuffing. Related Read: Viscosity Meter and Viscosity Controller Used on Ships A decrease in fuel viscosity may cause an increase in fuel leakage between the pump plunger and barrel. The leakage can lead to hot start, and low fuel setting starts difficulties, especially in worn fuel pumps. Due to the low viscosity of the marine gas oil, the external and attached fuel pumps may not deliver the fuel at the required pressure, which will eventually hamper the designed power output of the engine. Generator Fuel Pumps Burning MGO in 4 stroke engine The diesel generator installed on ships these days operate on both residual and distillate fuel. The valve seat deposits (on the inlet valve) is significantly less when using distillate fuel as compared to using residual fuel oil. This is because the distillate fuels such as Marine Gas Oil produces fewer combustion deposits. The 4 stroke marine engine efficiency on the ship is measured on the basis of residual oil, and the design of the engine is done focusing on the use of residual fuel. Most of the 4 stroke engines are installed with water-cooled injection nozzles to reduce the injector tip temperature (for avoiding coking of the fuel which would cause deposits known as trumpets on the nozzle tip). When using distillate fuel, the nozzle cooling arrangement will further reduce the temperature of the distillate fuel, already having very low viscosity. The additional cooling with water may also cause overcooling of nozzle, leading to falling of temperature below the dew point of the sulphuric acid in the combustion gas and cause corrosion of the nozzle. To tackle this, the engineer must ensure to turn off nozzle cooling during distillate marine fuel oil operation. Another problem associated with usage of marine gas oil is leakage. As the viscosity of the fuel is much lower than the regular fuel of the engine, it accelerates the fuel leakage from pumps and also contaminates the lubrication. To tackle this problem, most of the 4 stroke engines comes with lubricating sealing oil at the fuel pump. This oil seals the passage of distillate fuel to minimise the leakage. Most of the residual fuels are not compatible with sealing lubricating oil, hence the engineer must ensure to switch off the sealing oil to avoid compatibility issues, else it will lead to problems like fuel pump sticking etc. During the burning of low sulphur fuel oil or LSFO, lacquering in liner may also be observed. Marine gas oil produces deposits which stick on the liner surface and disturbs the oil film lubrication in the liner. The engine design and use of aromatic fuels as the primary burning fuel are important factors that can contribute to increasing the lacquer formation. The BN of the lube oil used in 4 stroke engines that operate majorly on distillate marine fuel oil is in the range of 10 to 16 mg KOH/g. When the engine is operated with residual fuels, the BN of the lubricating oil is kept between 30-55 mgKOH/g. When using distillate fuel for a more extended run (more than 1000 hours), it is always advisable to switch the lube oil with lower Total Base Number (TBN) with value as stated above. For shorter operation, it is not critical for the engine to keep using lubricating oil with BN of 30-55 mg KOH/g. Related Read: Fuel Oil Change Over Procedure for Ship’s Main and Auxiliary Engines Burning MGO in 2 Stroke Engine: The 2 stroke engines operate typically under heavy fuel oil outside the ECAs and before entering the Emission Control Areas they switch over fuel from HFO to LSFO. During the switchover process, there is a mixing of heavy fuel oil with a low aromatic hydrocarbon distillate fuel. This increases the risk of two incompatible fuels burning inside the engine cylinder, causing the asphalt of the heavy fuel to precipitate as heavy sludge and leading to filter clogging Related Read: Why 2-stroke Engines are Used More commonly than 4-stroke on Ships? As the names suggest, LSFO produces a negligible amount of sulphuric acid, and hence if the correct TBN lubricating oil is not used, the alkaline components produced in the cylinder will not be neutralised. This will potentially harm the liner and other parts of the combustion chamber. These alkaline deposits will lead to the removal of cylinder oil film causing contact of metal to metal parts between liner and piston rings and resulting in scuffing and seizure of the engine. The engineer operating the marine engine must ensure to switch to lubricating oil of LOW TBN when switching to LSFO and vice versa when using heavy fuel oil Leakages during the running operation of MGO or LSFO is another problem experienced in 2 stroke marine engines. This is because of the viscosity of MGO is lower than that of HFO. Related Read: Understanding Hot And Cold Corrosion In Marine Engines For new marine engines running on heavy fuel oil, the engineer officers have to evaluate the cylinder conditions and report to the engine maker after changing the fuel to LSFO to check the deposits and scuffing on combustion chamber parts such as piston, crown, liner, and ring. Responsibilities of ship staff While receiving Marine Gas Oil While receiving the LSFO during bunker operation, check the bunker delivery note to ensure the quality of the oil meets the main and auxiliary engine manufacturers’ fuel oil specifications During the bunkering operation, the ship’s staff has to ensure to set the bunker line carefully so as not to mix the receiving marine gas oil with different grades present onboard It is always advisable to use an empty tank to receive marine gas oil or receive the MGO in a tank which is filled with a similar grade. Ensure the ship management office works with bunker supply staff when ordering correct grade and ISO standard fuel with required sulphur content for ECA use A de-aerating arrangement during bunker operation will remove the airwaves entering the bunker tank which may affect the bunker quantity Related Read: 13 Malpractices In Bunkering Operations Seafarers Should Be Aware Of The contamination of fuel can happen at any part of the supply chain, i.e. at Fuel-producing companies, when the fuel is with dealers, or at the end- users. It’s a collective responsibility of all to avoid contamination. Hence the sample must be sent to shore laboratory as soon as the bunker is received on the ship Onboard Care: Ensure the gas oil storage does not contaminate from water ingress. Thus, it is important to maintain good water draining and housekeeping. Check filters of the fuel line when distillate fuel is in use Check the water content of the fuel and ensure the sample is sent to shore lab to check for lube oil and microbial contamination etc. at regular intervals of time Whenever necessary, drain the tanks which are filled with MGO When using distillate fuel in the marine generator, ensure to switch off nozzle cooling water to avoid overcooling of injector nozzle. The crew should have excellent knowledge on the changing-over procedure from HFO to LSFO when entering ECA and vice versa with minimum possibility of mixing of fuels to avoid non-compatibility issues During the changeover process, care must be taken to monitor the temperature of the fuel system and when the HFO is changed to LSFO and vice versa, the viscosity within the system must not drop below 2 CST or exceed 20 CST. The company has to ensure all the technical requirements are in place when using LSFO or marine gas oil. If the ship is plying the first time into the ECA, the company should revise fuel oil management procedures to ensure the crew has prior knowledge of HFO to LSFO changeover and low TBN lube oil for the main engine etc. The bunker storage tanks used for marine Gas oil or low sulphur fuel oil should be cleaned regularly to keep them free from sludge, which cannot be drained during normal operation. Related Read: Important Points To Consider While Cleaning Tanks On Ships The engineer must ensure correct fuel oil viscosity, and fuel pump pressure is maintained when the engine is running on marine gas oil. Most of the diesel fuel does not require pre-heating (Distillate Marine fuel). Maintain correct temperature if Residual Marine fuel is used. For the marine engine efficiency, it is essential to maintain the fuel viscosity when running on marine gas oil. A marine gas oil or MGO Cooler/ chiller can be installed in the FO feed pipeline to control the viscosity. Related Read: Ways to Monitor and Measure Marine Engine Performance Even with the advantage of low emission from ship’s engine, LSFO or ULSFO has few disadvantages i.e. not compatible with the current engines the ships are using. The problems arising due to marine gas oil may lead to severe catastrophes such as engine failure (due to fuel pump problem or seizure of combustion chamber parts), resulting in vessel collision, grounding and marine pollution. It is therefore important for the ship’s crew to know the pros and cons of these fuels and follow the correct procedure when handling such fuels on board ships.

Answer 99

* 50m feadship * 656 gross tons * fire fighting equipment: - firemain, two bilge/fire pumps, one emergency diesel fire pump - co2 in galley laz and er - portable fire extinguishers - SCBA two full sets * life saving appliances: - life rings, four life rafts, rescue tender * fuel capacity: 92000L * cruising range: 4700nm at 12 knots * water capacity; 58000L * water maker capacity: * Main Engines: two cat 3512B DITA 1370hp / 1008kW twin screw, 12 cylinder * 2 reintjes reversing gearboxes * black water: chlorinated, macerated

Answer 100

hi fog ## Footnote Cooling effect (quick cooling by evaporation latent heat) Oxygen replacement effect (replacement of air with water vapor generated in a large quantity, and absorption of radiation heat) Shut-off effect (the floating fog forming walls of water) Smoke eliminating effect (the floating smoke particles being adsorbed and settled by the fog) Sufficient water level must be retained in the fresh water tank Make sure the power supply is available. The fire alarm system must be in operation. Drain and test valves must be closed. The area around the Hyper mist water pump must be clear of any obstructions. the systems operate off a high pressure pump that has a pressure of 4-10mpa (1 megapascal is 1 million pascals, a million pascals is 1 bar). so 40-100bar is the pressure at the nozzle for hi fog. normal atmospheric pressure is 1 bar or 14.7psi or approx. 101,000pascals

Answer 101

**Minumum hours of rest** A minimum of 10 hours of rest in any 24-hour period 77 working hours in any 7-day period The hours of rest may be divided into no more than two periods, one of which shall be at least 6 hours in length, and the intervals between consecutive periods of rest shall not exceed 14 hours. **do you get comensated for for being on call during rest hours?** yes **should operations like lifeboat drills, fire fighting drills, and drills prescribed by national laws and regulations be conducted in a manner to ensure minimum disruption of rest period?** yes **should number of ship working hours and hours of rest for crew members in all positions be displayed in a place of easy accessibility for purpose of informing the seafarers in due time?** yes **should a log recording number of hours of work and rest for every crew member be maintained at all times?** yes **can exceptions be made to all the above mentioned clauses in case the master of the ship deems it necessary to require services of a seafarer in lieu of of rules in order to maintain safety of ship, especially on emergency basis?** yes **can master suspend the schedule of work hours and hours of rest in situations of vessels distress and require a seafarer to perform necessary duties until normal conditions are restored?** yes **On return to normal conditions, should seafarers involved in work during the period of distress be granted a rest period to prevent build up of fatigue on ship?** yes **if Deck and engineer officers, along with apprentices and cadets, are required to work in excess of the above mentioned limits, should this be considered as overtime?** yes -- For each hour of overtime work, the officer would be entitled to compensatory hours of rest and overtime remuneration.

Answer 102

May be carried out in lieu of anyone of the two dockings required in a 5 year period on ships less than 15 years old. Beam of vessel to be greater than 30m (or less as agreed in special cases) and a suitable high resistance paint must have been applied. To be carried out under the surveillance of a surveyor with the ship at a suitable draught in sheltered waters, the in water visibility is to be good and the underwater hull clean. In water equipment A self propelled, steerable survey vehicle fitted with a long range TV camera to aid steering and check for hull distortion, also a close up high resolution TV colour camera to give a true picture of the state of coatings and for inspection of wild seams. In some cases a 35mm still camera is fitted. An ultrasonic probe is provided to measure plate thickness and other equipment includes a depth meter and speed indicator. Power is supplied and information relayed by means of an umbilical from the vehicle to the survey boat.

Answer 103

- 10 hours per day (minimum), with a minimum of 6 hours straight uninterrupted - 77 hours per week in total, minimum SO 10 A DAY AND 17 ON SUNDAY SORTA

Answer 104

IMO – the International Maritime Organization – is the United Nations specialized agency with responsibility for the safety and security of shipping and the prevention of marine and atmospheric pollution by ships. IMO's work supports the UN SDGs.

Answer 105

- A country comes up with a proposal (idea) - It is presented to the Assembly - They put it to the relevant committee or they form a committee for this proposal - Who then makes a draft convention - The committee brings it to a conference - It is then adopted by the countries - This then needs to be ratified by a designated minimum number of countries - It is then entered into law A: Assembly C: Committee D: Draft Convention C: Conference A: Adopt R: Ratified E: Entered into law

Answer 106

IMO – the International Maritime Organization – is the United Nations specialized agency with responsibility for the safety and security of shipping and the prevention of marine pollution by ships.

Answer 107

The International Maritime Organization (IMO) is aUnited Nations agency that sets **global standards for the safety, security and environmental performance of international shipping**. Its main role is to create a **regulatory framework** for the shipping industry. ## Footnote --ensures cooperation among maritime governments around the world

Answer 108

- MARPOL: Marine Pollution - STCW: Standards of Training Certification & Watch-keeping - COLREGS: Collision Regulations - ISM: International Safety Maritime - ILO: International Labor Organization - SOLAS: Safety Of Life At Sea

Answer 109

- weld runs - sea-water inlets/hull openings - tank plugs. - stem frame - rudder - plating - propeller - bilge keels - stem bearing wear - pintle clearances and rudder stock couplings - stem seals - anodes

Answer 110

YES! Tungsten lights (incandescent and halogen) are purely resistive, hence neither inductive nor capacitive. Gas discharge lights (fluorescent, vapour lamps [sodium, neon] may be inductive when they use an inductive ballast. If they use an electronic ballast, the power factor is nearly 1, so nearly the same as resistive. For LED lamps, the current limiter may be via a series capacitor, hence the load may be slightly capacitive.

Answer 111

1. International oil pollution prevention certificate IOPP certificate is issued to all the ships to which annex I of the MARPOL applies. gives the details of the equipments required as per MARPOL annex I that are fitted on board. These equipments may include Oil discharge monitoring equipment (Oily water separator) Incinerator details and capacity of engine room bilges Inert gas system or Inert gas generator The certificate also has maximum 5 years validity and is endorsed annually. The certificate is endorsed after class verifies: all the MARPOL equipments Operations of the Marpol equipments All the Marpol related records (orb)

Answer 112

can be caught in audit and a non comformity issued. class society on behalf of flag state etc. Such NC can be closed by training of "filling up and use of bunker checklist" for all engine room staff. Training may be given by the master. Corrective actions need to be monitored after next bunkering and correctly filled next bunkering checklist along with training record will act as the supporting documents for close out of this NC.

Answer 113

So far we have discussed that two audits are carried out on ships to fulfill the requirements of the ISM code. 1--External audit by the Class on behalf of flag of the ship 2--Internal audit by the company During these audits, the auditor may find some deficiencies and shortcomings. ISM code categorises these shortcomings as **Observation** **Minor Non-conformity** **Major Non-conformity** Let us see what is the difference between these findings. _Observation_ Observation means a statement of fact made during a safety management audit and substantiated by objective evidence What does this means ? It shows an area of concern that is conforming with the ISM code now but if it is not improved it may lead to the non-conformance with the ISM code. Need examples ?? Ship’s SMS requires that certain critical spares need to be on board all the time. Ship’s SMS also require that charts and publications need to be kept update and maintained in good condition. The observation on this can be Two A/E critical spare parts were not on board as these were recently consumed. The requisition for same was in place. One of the chart was torn at the end and was found with a tape Both of these are observations because the ship is complying with the requirement of SMS. But if these situations are not corrected, it may lead to a non-conformity. _Minor non-conformity_ Non-conformity means an observed situation where objective evidence indicates the non-fulfilment of a specified requirement. This is different from an observation because in this case a specific requirement of the ISM code was not met. In the example we discussed under “Observation”, “non-conformity” will be Two A/E critical spare parts were not on board as these were recently consumed. The requisition for same was not in place. On random checking, one permanent correction on one of the voyage chart was missing. The SMS requires that minimum inventory of the critical spares need to be maintained at all times. In this case as the requirement under Section 10 of the ISM code (maintenance of ship and equipments) were not met. Major non-conformity As per ISM code Major non-conformity means an identifiable deviation that poses a serious threat to the safety of personnel or the ship or a serious risk to the environment that requires immediate corrective action and includes the lack of effective and systematic implementation of a requirement of this Code. If we dissect the definition, we have few elements of a major non-conformity. These are Deviation that pose a serious threat Require immediate corrective action Lack of effective and systematic implementation of ISM code One point that a major non-conformity highlights is that there is a systematic failure of one or more parts of the SMS. A major non-conformity can be because of one single major deficiency or incident. Or it can be because of number of small deficiencies from one area. For example, a single deficiency on Marpol equipments or Life saving appliances can be a major non conformity. Also a number of small deficiencies on record keeping can be considered as a major non conformity. If I have to differentiate between a Minor Non conformity and a major non conformity, I will do that with one point: A minor non conformity may be an error, something someone forgot to do or a non-compliance on a single instance. A major non compliance is a system failure. It just indicates that the SMS is not effectively implemented. Actions in case a major non conformity is issued IMO in its MSC circ 1059 and MEPC circ 401 has given the detailed guidelines on the procedure to handle major non-conformities identified during ISM audits. Few quick points about handling major conformities Ship’s cannot sail with a major non-conformity. Ship can only sail once it has been downgraded to a minor non conformity A major non conformity will be downgraded once flag is satisfied that the effective corrective actions are being taken Corrective actions to close this non conformity need to be completed in less than three months If the nature of major non conformity is very serious, the Safety management certificate of the ship may be withdrawn. In this case even the interim Safety management certificate will not be issued. Ship need to go through the initial process of obtaining the SMC which would include initial verification of the SMS.

Answer 114

4. Certificates as per ISM Code There are two statutory certificates that are required as per ISM code. 1. Document of compliance for company 2. Safety management system certificate for ship _Document of compliance_ DOC is issued to the company by the flag state or by the classification society on behalf of the flag state. The certificate is **valid for five years and it requires to be endorsed annually.** DOC is issued to the company **after a successful audit to verify that company complies with the requirements of ISM code.** _Safety Management Certificate_ Safety management certificate is issued after verifying two elements required as per ISM code 1--That the safety management system is in place and complies with the ISM code requirements 2--That the safety management system is being implemented and followed on board This verification process is called “external audit” of the SMS and is usually done by the class on behalf of the flag of the ship. Safety management certificate is also issued by the flag of the ship or by its classification society on behalf of the flag. **The certificate is valid for five years and require intermediate (between 2-3 years from date of issue) verification.** Safety management certificate co-exists with the DOC We must understand that the issuance of safety management certificate is conditional to the validity of the DOC. If for some reason the DOC is revoked or if it becomes invalid, the safety management certificate will also be invalid.

Answer 115

doc. doc of compliance, and smc safety mgmt cert

Answer 116

doc. doc of compliance, and smc safety mgmt cert

Answer 117

ISM stands for International Safety Management Code. It provides an i**nternational standard** for the safe management and operation of ships at sea. it was adopted by **SOLAS-so procedures outlined there** **it helps to ensure safety at sea****, the prevention of human injury or loss of life****, too avoid damage to the environment, in particular to the marine environment, to the ship and other property** it ensures that all the regulations, both national and international, such as SOLAS, MARPOL, Union and Labor laws are followed. **Creating awareness to carry out safe procedures and efficient working practices on ship and on shore.** Making and implementing safe **procedures to tackle emergency situations.** **Ensuring technical planned maintenance is carried out on schedule and in an efficient way**. **Ensuring safety at sea and prevention of marine pollution.** **Conducting training of Ship's Personnel .** **_how do you comply and who does it apply to?_** all vessels over 500gt In order to comply with the ISM Code, the Company operating the vessel has to submit their Safety Management System manual (sms) and have it approved by flag state and then they will be audited. -Once a Company is Audited, the Document of Compliance (DOC) will be issued which has a validity of 5 years but is reviewed annually). Every Company is subject to auditing every year (three months before and after anniversary date and before DOC expiration date). Upon issuing DOC to Company (or Managing Company) each vessel can be audited to verify vessel compliance with ISM Code. Each vessel will be issued SMC (Safety Management Certificate) valid for 5 years and subject to verification of Compliance with ISM Code between second and third years of certificate validity (external audit) Certificates as per ISM Code There are two statutory certificates that are required as per ISM code. 1. Document of compliance for company 2. Safety management system certificate for ship Document of compliance DOC is issued to the company by the flag state or by the classification society on behalf of the flag state. The certificate is valid for five years and it requires to be endorsed annually. DOC is issued to the company after a successful audit to verify that company complies with the requirements of ISM code. Safety Management Certificate Safety management certificate is issued after verifying two elements required as per ISM code 1--That the safety management system is in place and complies with the ISM code requirements 2--That the safety management system is being implemented and followed on board This verification process is called “external audit” of the SMS and is usually done by the class on behalf of the flag of the ship. Safety management certificate is also issued by the flag of the ship or by its classification society on behalf of the flag. The certificate is valid for five years and require intermediate (between 2-3 years from date of issue) verification. Safety management certificate co-exists with the DOC We must understand that the issuance of safety management certificate is conditional to the validity of the DOC. If for some reason the DOC is revoked or if it becomes invalid, the safety management certificate will also be invalid. Safety Management System Manual consists of the following elements: Commitment from top management A top tier policy manual A procedures manual that documents what is done on board the ship, during normal operations and in emergency situations Procedures for conducting both internal and external audits to ensure the ship is doing what is documented in the procedures manual A designated person ashore to serve as the link between the ships and shore staff and to verify the SMS implementation A system for identifying where actual practices do not meet those that are documented and for implementing associated corrective action Regular management reviews Also, the ship must be maintained in conformity with the provisions of relevant rules and regulations and with any additional requirements which may be established by the company. Comments from the auditor and/or audit body and from the ship are incorporated into the SMS by headquarters. The ISM Code is a chapter in SOLAS. If SOLAS does not apply then ISM is not mandatory.

Answer 118

initial ship security assessment security plan on board security officer on the ship and security officer in company person onboard with ISPS certificate certain onboard equipment

Answer 119

1. Initial assessment 2. Security plan 3. Security officer 4. Certain onboard equipment

Answer 120

vessels of at least 30m beam can be done in leiu of one of the two drydockings required in 5 years. so, alternate, dry, inwater, dry... ship must be less than 15 years old (or sometimes with special consideration, could be done for older) approved suitible ablative paint must have been used during the last drydock inspection must take place on a clean hull, in a non-tidal, low traffic area where water visibility is good. \*inlets must be capable of being blanked off and drained to bilges, shell gratings hinged if practicable and anodes easily changed .

Answer 121

check class notations: ie was it built to navigate in ice, is it UMS, can it carry passengers. For example, a ship may have all the elements required for operating the engines on UMS mode. But if there is no UMS notation in the “certificate of class”, it would be a crime to leave the engine room unmanned get breifing of the ISM practices and policies onboard. go through company instructions and policies. standing orders become familiar with the lsa's and ffa's asap and no later than two weeks after joining. fire and safety plan, muster stations make sure within 24 hours and two weeks you get safety induction become aware of: Status of surveys and certificates Condition of class if any read the letter/handover notes prepared by the outgoing chief engineer. He should then verify/discuss the following with other engineeers: Fuel oil, diesel oil, and lube oil soundings – by comparing actual figures with the logged figures forthcoming Voyage requirements Oil record book Overdue certificates and surveys, if any Previous pending requisition Spare parts list for critical spares of Main Engine. Different external and internal audit reports (ISM, ISPS etc) Spare for OWS Overboard key for OWS and Sewage plant. Records of previous trainings and drills Schedule of forthcoming training and drills Pressure testing dates of various system and pipelines Last Dry dock Report Sea Trial report Dry dock files for pending job to be done in next dry-dock Last checked dates of safety systems Last checked dates of main engine emergency appliances safety and alarm systems and their conditions what machiner is in auto and what manual, what machinery is in standby or offline. when critical equipment was last tested Last testing dates of shore analysis of lube oil from different systems The chief engineer should also get information about company’s action plans regarding Maintenance status of main auxiliary machinery Spares Stores Vessel sailing programme Random check of alarms and instrumentations Special tools required on board Readiness for port state inspections – LSA/ FFA All important checklists and forms maintenance records statutory certificates other documentation --er log, orb physical plant condition--take all FO and LO tank soundings, calculate reserves on board and verify with logs. check which equipment is in standby and what is tagged off or being worked on check all running machinery, marpol equipment, ows, incincerator, sewarge plant, ffa, emergency diesel generator, quick closing arrangements and lifeboat engines check standard spares and stores, special tools and measuring equipment safety emergency equipment, procedures, duties check other personnel--watches and qualifications

Answer 122

1. check class notations: ie was it built to navigate in ice, is it UMS, can it carry passengers. For example, a ship may have all the elements required for operating the engines on UMS mode. But if there is no UMS notation in the “certificate of class”, it would be a crime to leave the engine room unmanned 2. standing orders 3. fire and safety plan, muster stations 4. make sure within 24 hours and two weeks you get.. safety 5. maintenance records 6. statutory certificates 7. other documentation --er log, orb 8. physical plant condition--take all FO and LO tank soundings, calculate reserves on board and verify with logs. 9. check which equipment is in standby and what is tagged off or being worked on 10. check all running machinery, marpol equipment, ows, incincerator, sewarge plant, ffa, emergency diesel generator, quick closing arrangements and lifeboat engines 11. check standard spares and stores, special tools and measuring equipment 12. safety emergency equipment, procedures, duties 13. check other personnel--watches and qualifications

Answer 123

resistive loads use current for things like heat in a boiler element and create very little to no KVAR inductive loads hold back current and cause KVAR KW is active power KVAR is reactive power--the power the magnetic equipment, motors, relays, welding sets, transformers, require to produce the magnetising flux KVA is apparent power--total power consumed power factor - a power factor of one means you have used all the power KW, unfortunately this is impossible becuase of the inducted loads in a system power factor + kw/kva kva + kvar + kw Reactive/Inductive Load – An inductive load converts current into a magnetic field. Inductive reactance resists the change to current, causing the circuit current to lag voltage. Examples of devices producing reactive/inductive loads include motors, transformers and chokes. Reactive/Capacitive Load – A capacitive load charges and releases energy. Capacitive reactance resists the change to voltage, causing the circuit current to lead voltage.

Answer 124

its flag state. the laws of the country whose flag it is flying. thus mandatory for international trading thus a convention is not a law unless it is ratified and accepted as law by that country. is it statutory (required by law) to have the SOLAS certificates (safety equipments, safety construction etc) on board my ship ? No, these will not be statutory certificates. But these certificates would become mandatory if the ship need to go to a country that has ratified SOLAS convention. In this case SOLAS certificates will be mandatory but not statutory. But with more that 99% of the world tonnage retified the SOLAS convention, we can safely say that certificates required as per SOLAS convention are statutory certificates.

Answer 125

The upper explosive limit (UEL) is the highest concentration of a gas in air capable of producing a flash of fire when met with a source of ignition. Concentrations above the UEL will not fuel or continue an explosion, these concentrations are considered too “rich”. The lower explosive level (LEL) is the lowest concentration of a gas in air capable of producing a flash of fire when met with a source of ignition. Concentrations below the LEL will not fuel or continue an explosion, these concentrations are considered too “lean”.

Answer 126

in the ships chain register COSWP annex 7.2

Answer 127

emplower and master are responsible to ensure that no lifting plant is used without first being tested by a competent person: 1. after substantial repair/mod. or installation 2. if it has not been tested by a competent person in last 5 years 3. if it has not been thouroughly examined by a competent person in 12 months Tests(after substantial repair/mod and installation) a proof load test and examination must be done. if successful a certificate is issued. the certificate states: identify test and item tested identify competent person who tested and examined safe working load state proof load test applied \*before first use and after substantial repair: while in operation: periodic **examination** by competent person takes place at least every 6 months for lifting gear 12 months for appliances a **test** by a competent person at least every 5 years

Answer 128

emplower and master are responsible to ensure that no lifting plant is used without first being tested by a competent person: 1. after substantial repair/mod. or installation 2. if it has not been tested by a competent person in last 5 years 3. if it has not been thouroughly examined by a competent person in 12 months Tests(after substantial repair/mod and installation) a proof load test and examination must be done. if successful a certificate is issued. the certificate states: identify test and item tested identify competent person who tested and examined safe working load state proof load test applied \*before first use and after substantial repair: while in operation: periodic **examination** by competent person takes place at least every 6 months for lifting gear 12 months for appliances a **test** by a competent person at least every 5 years

Answer 129

In register of lifting appliances and loose gear in the bridge and verified on the "certificate of test and examination of lifting appliance" certificate 1. load test certificate valid 2. swl marked on equipment and not to be exceeded 3. operated by competentent person and 18 yrs old 4. lifting gear suitable for the job and checked within 6 months 5. weather checked before operation _List the insp. periods for tender launching lifting equip_ all equipment **tested, examined and certified** upon comissioning by competent person **examined** visually before use by competent person **thouroughly examined** anually by competent person and results recorded in register of loose gear and lifting appliances. must be throughly **tested** within 5 years by competent person **thouroughly tested** **(incl. load test)** and results recorded when commissioned, modified, repaired, or accidnet have occured All the lifting appliances and loose gear should be maintained in accordance with the manufacturers' instructions. Subsequent to any examination or testing of the lifting appliances and loose gear, a record duly signed by the competent person carrying out such examination or test should be kept on board. Any record of maintenance, alternation and damage repair should also be maintained. The competent person undertaking the thorough examination and testing of the lifting appliances and loose gear should be a person possessing the knowledge and experience required for the performance of such examination and test, who may be the senior officers on board or surveyors from the recognized classification societies.

Answer 130

- Lifting appliances must be checked annually BUT 6 monthly if it is use to lift people by a qualified person over the age of 18 years of age - Lifting gear include your strops, D shackles - Visual check every time it is used - Monthly checks

Answer 131

must be 18 years or older theoretical instructions by competent person--so that trainee understands working principles and dangers spervised practical instructions employers may issue certificates to trainees who pass, specifying equipment they are qualified for for non-powered equipment standard sea-farer certificates will suffice. for non-seafarers on lifting equipment a written undertaking from the employer will suffice at the masters discretion employer should keep records of training and testing undertaken and should ensure routine monitoring of those operating lifting appliances

Answer 132

- Use a micrometer that is calibrated to a bridge gauge, which has also been recently calibrated - Measure the liner in 7 positions (fore & aft) - Measure the temperature of the liner

Answer 133

Liner Calibration Cylinder liner has to be gauged at regular intervals as specified in the maintenance manual. The records of gauging are kept for each cylinder and wear rate is calculated. The liner has to be cleaned and inspected before the gauging. Generally while taking the measurements, the temperature of the liner and micrometer should be same. If the temperature exceeds than that of the liner or vice versa, then the readings have to be corrected by multiplying the value with the correction factor and deducting the value obtained from the readings taken. The reading obtained at the end will be the correct reading. correct reading. The cylinder liner wear is measured by a standard template, which consists of strategically positioned holes, wherein the micrometer is placed and the readings are taken. The readings are taken for both portstarboard and forward-aft positions. If the wear is not same in both directions, the ovality of liner is checked The wear rate will be different along the length of the liner. The wear will be more in the top one-third part because of high combustion temperature and pressure. An approximate normal wear rate of the liner is about 0.1 mm/ 1000 running hours. The wear rate increases if the engine is overloaded. Generally the liner has to be replaced when the wear is about 0.6-0.8% of the bore diameter or as per the manufacturer’s recommendation.

Answer 134

solas, ism, stcw, marpol, colregs, ilo

Answer 135

solas, ism, stcw, marpol, colregs, ilo

Answer 136

Load Line Survey Think of this as a survey that will inspect for anything that will let water enter the hull, or stop it from getting out CONDITION OF ASSIGNMENT: These are the conditions which must be met before free board is assigned to a ship and load line certificate is issued following a load line survey. Free boards are computed assuming ship to be a completely enclosed and watertight/ weather tight envelop. The convention then goes onto recognize the practical need for opening in the ship and prescribes means of protection and closure of such openings. These are called condition of assignment, since the assignment of computed free board is conditional upon the prescribed means of protection and closure of openings such as hatchways, doorways, ventilation, air pipes, scuppers etc. Following are the conditions which must be met before assigning the load line : 1) Enough structural strength should be possessed. 2) Enough reserve buoyancy should be possessed 3) Safety and protection of crew. 4) Prevent entry of water into hull Ships are to surveyed annually to ensure that they fulfil the condition of assignment. Most of the condition of assignment are concerned with the water tight integrity of the ship. Hull construction should meet the highest standard laid down by the classification society. This ensures protection against flooding of the ship. The superstructure and the bulkheads must be strengthened sufficiently. Some of the condition of assignment which contribute towards water tight integrity are:- 1) Hatchways 2) Machinery space openings 3) Details of opening in free board 4) Details of opening in super structure deck 5) ventilators 6) Cargo ports 7) Air pipes 8) Scuppers 9) Side scuttles 10) Inlets and discharges All of the above parameters ensures watertight integrity and protection against flooding of compartment. If above are not watertight then during rough weather water can enter into the areas below main deck causing to reduce the free board. So, condition of assignment very much contributes towards water integrity of the ship. Also if green sea effect is not reduced and water is being accumulated on the deck, it can cause free board to reduce and add free surface effect. In rough weather if any longitudinal or transverse girder give way it can cause structural failure and water can enter area below main deck. Because of this coaming height of hatchways, height of sound pipes and vent pipes are prescribed in M.S. load line rules. Condition of assignment needs periodic inspection to ensure that ship condition are such that above mentioned items are maintained in good order. During periodic inspection surveyor shall assume that no material alterations have been made to the hull or superstructure that would affect the calculation determining the position of load line. This can be found out by reviewing the records of condition of assignment. Examples of items which may no longer fulfil the conditions could be:- 1) Coaming of hatches, ventilators, air pipes -- corrosion especially at weather deck level 2) Gangways, rails, bulwarks --- damaged or not properly secured, will hamper the safety of crew 3) In engine room ship side valves and stub pieces can get corroded and thinned down with time. 4) Sealing arrangements of closing devices are become hard with time and needs renewal. 5) Corrosion reduces resilience of locking arrangement. So, they need to be inspected.

Answer 137

- Overloaded - Over ballasted - Incorrectly trimmed - Sailing into fresh water after loading in sea water

Answer 138

is it an offence to load vessel below max load line? *It is a criminal offence for the Master and/or shipowner to allow a vessel to be operated in a zone, when in the upright condition, the relevant amidships zone load line would be below the still load waterline. Such an action would immediately invalidate all Classification Society and Load Line certification and will lead to criminal prosecution.* warm water is less dense than cold water and thus it provides less bouancy and floats above cold water. TF - TROPICAL FRESH F - FRESH T - TROPICAL S - SUMMER W - WINTER WNA - WINTER NORTH ATLANTIC winter north atlantic is densest becauseCooling a substance causes molecules to slow down and get slightly closer together, occupying a smaller volume that results in an increase in density. Hot water is less dense and will float on room-temperature water. Cold water is more dense and will sink in room-temperature water.

Answer 139

What are the items checked in a load line survey? - Stability booklet - Weather tightness of hatch ways and hatch openings - Machinery space openings - All openings on the weather deck - All ventilators on deck and their coamings - All airpipes and their coamings - All cargo ports and similar openings - All scupper inlets and discharges from enclosed spaces - Side scuttles, freeing ports - Construction of deckhouses, superstructures and their bulwark and railings on the freeboard deck - Condition of walkway - Structural alteration that could effect strength of the ship - Record of particulars issued with loadline certificate

Answer 140

All Records Must Be Ready For Inspection: The load line certificate and relevant records should be kept ready for inspection The stability information should also be kept ready to show adherence to the rules access to all areas onboard Company's ISM manual provides guidance and checklist for loadline survey ensure the hull is watertight below the freeboard and weather tight above it. For a loadline survey, information for preparation may be found from "Condition of assignment" issued along with loadline certificate - Stability booklets available and endorsed by surveyor - Vessel's structural strength is sufficient: - The decks or hulls are not badly corroded. - There is no crack on deck or hull. - Check Access Points: Access points at enclosed structures should be checked. All movable parts (clamps, dogs etc.) should be well greased. Gaskets and watertight packings should be checked for cracks and repaired accordingly. Rubber packings are integral in maintaining the watertight integrity of an enclosed structure. - Hatch ways and hatch openings are weather tight. - Machinery space openings weather tight. - All ventilators on deck and their coamings are in good condition. - All openings on the weather deck are weather tight. - Cargo ports and other similar openings below freeboard deck are watertight. - Non-return valves, overboard discharging valves are operational. - Pumping arrangements in steering flat and forepeak tanks are in good condition. - Portholes, funnel flaps, sky lights in good condition and operational. - Bulwarks, railings are in good condition. - Deck line, loadline and draft markings are well painted - scuppers and drains unclogged

Answer 141

MSN. Merchant shipping notcie. law mandatory ifformation tht must be complied with under uk leg MGN. Marine guidance notes. give significant advice and guidance to the safety of shipping and life at sea and the marine environment MIN. Marine Information Notes. limited time. relay info like class dates etc. they are numbered in sequence and have cancellation date

Answer 142

Must carry MSN's onboard, and be up to date

Answer 143

d/st v/ir p/iv so 10milesx 10 hours= 100miles(d) s=100/10 =10miles t=100/10=10hours v=i x r 5amspx 10ohms = 50volts i=50/10 =5amps r=50/5=10 p=i x v 5ampsx 10v= 50kw i=50/105=5amps v=50/5 -=10v

Answer 144

marine accident and investigation brancch - has no legal powers - its goals are to investigate accidents and come up with rules and regulations to prevent accidents from occuring again.

Answer 145

1. Explosion 2. Fire 3. Death 4. Serious Injury 5. Capsize of power-driven craft or boat 6. Severe Pollution

Answer 146

fire running aground serious personal injury to personel collision

Answer 147

help? oil samples etc, could show cause to adjust shedule maintenance it shows trends that over time you can use to adjust scheduled maintenanced continuous monitoring could show a fault somewhere else in the system. can help to amend the scheduled maintenance and thus minimise the frequency of breakdown, down time and operating cost of the machinery. It should also ensure that the correct spares and materials are available when required and that excess stock is not carried. #s3gt\_translate\_tooltip\_mini { display: none !important; }

Answer 148

help? oil samples etc, could show cause to adjust shedule maintenance it shows trends that over time you can use to adjust scheduled maintenanced continuous monitoring could show a fault somewhere else in the system. can help to amend the scheduled maintenance and thus minimise the frequency of breakdown, down time and operating cost of the machinery. It should also ensure that the correct spares and materials are available when required and that excess stock is not carried. #s3gt\_translate\_tooltip\_mini { display: none !important; }

Answer 149

badly manufactured components poor materials operating with poor quality fuel operating outside of the design range of machinery badly carried out maintenance procedures

Answer 150

planned and unplanned planned (scheduled, preventative) -- running hours, calendar intervals, condition monitoring unplanned (unscheduled, emergency)

Answer 151

what? ## Footnote marpol annexes are convention of IMO. they are constantly being revised and updated the are monitored by annual surveys of equipment onboard by class and by flag and port states. governments that are parties to the convention are on constant lookout for offendors at sea and in ports they check discharge records in the orb grb and vessels must comply with their regulations and provide proof of compliance through certification: IOPPC oil poll prev ISPPC sew poll prev IAPPC air poll prev EIAPPC engine air poll prev IEEC Int. energy effic. cert Antifouling systm cert.

Answer 152

1. Mediterranean 2. Baltic Sea 3. Black Sea 4. Red Sea 5. The Gulfs Area 6. Gulf of Aden 7. Antarctic Area 8. Oman Area of the Arabian Sea 9. Southern South African waters others: **Annex II: Noxious Liquid Substances** Antarctic area **Annex IV: Sewage** Baltic Sea **Annex V: Garbage** Mediterranean Sea Baltic Sea Black Sea Red Sea "Gulfs" area North Sea Antarctic area Wider Caribbean region including the Gulf of Mexico and the Caribbean Sea

Answer 153

NO OIL IN THE SEA UNLESS: the ship is proceeding en route; the oil content of the effluent without dilution does not exceed 15 parts per million; and the ship has in operation equipment as required by this Annex. --alarm and stopping device when over 15ppm - bilge water not mixed with oil cargo residues - bilge water does not originate from pump room bilges - discharge does not contain chemicals harmful to marine environment pumping operations are recorded in the ORB date. code (d) item no. m3 of bilge water from tank.how much retained, start, stop time through 15ppm equipment position start and stop signed by officer in charge

Answer 154

There are no limits. Though, some nations have special rules, check first. yes proceeding enroute but no speed limits!

Answer 155

1. Baltic Sea

Answer 156

1. Baltic Sea

Answer 157

not permitted to discharge sewage within 4nm of land UNLESS they have an approved sewage plant (biologic, comminute and disinfect) and are travelling at 4 knts between 4 and 12 nm from land ship must have a plant that both comminutes and disinfects (.5%) and must be proceeding at at least 4knt over 12 miles provided ship is travelling at over 4 kts \*all done at approved discharge rates

Answer 158

1. Baltic Sea 2. North Sea 3. North American 4. United States Caribbean Sea

Answer 159

vessels over 400gt 1. No discharge of oil unless: (state ows rules) 2. ORB 3. SOPEP (ALL OF THESE ARE NEEDED FOR THE IOPPC) **1. RULES FOR OWS AND OIL DISHCARGE MONITORING EQUIPMENT** 1. Discharges outside special areas Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above shall be prohibited except when all the following conditions are satisfied: .1 the ship is proceeding en route; .2 the oily mixture is processed through an oil filtering equipment meeting the requirements of this Annex; .3 the oil content of the effluent without dilution does not exceed 15 parts per millio n; .4 the oily mixture does not originate from cargo pump room bilges on oil tankers; .5 the oily mixture, in case of oil tankers, is not mixed with oil cargo residues. 2. Discharges in special areas Any discharge into the sea of oil or oily mixtur es from ships of 400 gross tonnage and above shall be prohibited except when all of the following conditions are satisfied: .1 the ship is proceeding en route; .2 the oily mixture is processed through an oil filtering equipment meeting the requirements of this Annex; .3 the oil content of the effluent without dilution does not exceed 15 parts per million; .4 the oily mixture does not originate from cargo pump room bilges on oil tankers; .5 the oily mixture, in case of oil tankers, is not mixed with oil cargo residues. 2. **WHATS RECORDED IN ORB** Oil Record Book Part I-Machinery Space Operations Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and above other than an oil tanker shall be provided with an Oil Record Book Part I (Machinery SpaceOperations). The Oil Record Book Part I shall be completed on each occasion, on a tank-to-tank basis ifappropriate, whenever any of the following machinery space operations takes place in the ship: OIL RECORD BOOK (ORB) PART I – (MACHINERY SPACE OPERATION- ALL SHIP) **c** Collection and disposal of oil residue (sludge) **d** Non-automatic discharge over board or disposal otherwise of bilge water which has accumulate in machinery space. **e** Automatic discharge over board or disposal otherwise of bilge water which has accumulate in machinery space. **f** Condition of oil discharge monitoring and control system. **g** Accidental or other exceptional discharge. **h** Bunkering fuel or bulk in lubricating oil. **i** Additional operational procedure or general remarks The Oil Record Book Part I, shall be kept in such a place as to be readily available for Inspection at all reasonable times and, except in the case of unmanned ships under tow, shall be kept on board the ship. It shall be preserved for a period of three years after the last entry has been made **3. WHATS IN SOPEP?** Shipboard Oil Pollution Emergency Plan (SOPEP) Every oil tanker of 150 gross tonnage and above and every ship other than an oil tanker of 400 gross tonnage and above shall carry on board a shipboard oil pollution emergency plan approved by the Administration. The plan shall consist at least of: .1 the procedure to be followed by the master or other persons having charge of the ship to report an oil pollution incident; .2 the list of authorities or persons to be contacted in the event of an oil pollution incident; .3 a detailed description of the action to be taken immediately by persons on board to reduce or control the discharge of oil following the incident; .4 the procedures and point of contact on the ship for coordinating shipboard action with national and local authorities in combating the pollution. **WHAT ARE THE SPECIAL AREAS IN ANNEX 1?** .1 the Mediterranean Sea area; .2 the Baltic Sea area; .3 the Black Sea area; .4 the Red Sea area; .5 the Gulfs area; .6 the Gulf of Aden area; .7 the Antarctic area; .8 the North West European waters .9 the Oman area of the Arabian Sea. .10 Southern South African waters

Answer 160

The Mediterranean sea area The Baltic sea area The Black sea area The Red sea area The Gulf area The Gulf of Aden area The Antarctic Area The North-West European Waters Oman area of the Arabian Sea Southern South African Water

Answer 161

The Antarctic Sea Area

Answer 162

The Baltic Sea

Answer 163

The Mediterranean sea area The Baltic sea area The Black sea area The Red sea area The Gulf area The North Sea area The Antarctic Area The Wider Caribbean Region

Answer 164

food wastes animal waste cleaning agents found in deck washwater any mixture of the wastes listed above plastic has a universal disposal prohibition

Answer 165

2 yrs after last entry

Answer 166

MARPOL Annex VI, first adopted in 1997, limits the main air pollutants contained in **ships exhaust gas**, including **sulphur oxides (SOx) and nitrous oxides (NOx)**, and prohibits deliberate emissions of **ozone depleting substances (ODS**). MARPOL Annex VI also regulates **shipboard incineration**, and the **emissions of volatile organic compounds (VOC) from tankers.**

Answer 167

Baltic Sea (SOx) North Sea (SOx) North American ECA (NOx, SOx and PM) United States Caribbean Sea ECA (NOx, SOx and PM)

Answer 168

Sewage means: Drainage and other wastes from any form of toilets and urinals. Drainage from medical premises via wash basins, wash tubs and scuppers located in such premises. Drainage from space containing living animals. Other waste waters when mixed with the drainages defined above. Holding tank: means a tank used for the collection and storage of sewage. International voyage : means a voyage from a country to which the present convention applies to a port outside such country or conversely. Anniversary date: means the day and the month of each year which will correspond to the date of expiry of the international sewage pollution prevention certificate. Applicability of Annex IV Annex IV will apply to following ships on international voyages- New ships of 400 GRT & above New ships of less than 400 GRT which are certified to carry more than 15 persons. Existing ships of 400 GRT & above, 5 years after the date of entry into force of this annex. (27 Sept, 2003) Existing ships of less than 400 GRT which are certified to carry more than 15 persons, 5 years after the date of entry into force of this annex. Special Area: Baltic Sea Sewage discharge Regulations : The ship is to discharge commentated and disinfected sewage using an approved system at a distance of more than 3NM from the nearest land or sewage which is not comminuted or disinfected at a distance of more than 12NM. Sewage from holding tank should not be discharged instantaneously but a moderate rate when the ship is en route and proceeding at not less than 4 Knots. The ship has in operation an approved sewage treatment plant which has been certified by the administrations. The test results of the plant are laid down in the ships international sewage pollution prevention (ISPP) certificate. and Additionally the effluent shall not produce visible floating solids nor cause discoloration of the surrounding water. Comminutor : It is to cut the sewage materials at a size of less than 25 mm. Surveys: Initial Survey Renewal Survey Additional survey. ISPP: International sewage prevention pollution certificate. Valid for more than 5 years. Given after the complete survey. Operational aspects: Only approved toilet cleaning agents should be used, the use of excessive quantities of bleach should be avoided as this may kill the bacteria. . Complaints of foul or musty smells should be dealt with immediately as these may indicate anaerobic action. The dangers of these gasses should be explained to all crew. Suspended solids The quantity of solid waste in the effluent is weighed. After drying on an asbestos mat filter element. Biological Oxygen demand (B.O.D.) Aerobic bacteria use Oxygen in the process of breaking down the sewage. At the end of the process the action of the bacteria reduces and so does the Oxygen demand. The effectiveness of a sewage treatment plant may be gauged by taking a one litre sample and incubating it for 5 days at 20oC. The amount of Oxygen consumed in milligrams per litre or ppm is termed the B.O.D. Coliform count It is possible that the effluent contain bacteria and viruses hazardous to health if it has not been properly treated at the final stage. An indication of this is a count of the Coliform bacteria which are found in the intestine. A coliform count in a 100ml sample incubated for 48 hrs at 35oC. Another test at the same temperature but over a 24 hour period produces a colony of bacteria. Regulations Annex IV of MARPOL 73/78 (IMO) regulates the disposal of waste from ships internationally. In addition certain countries have their own national and regional controls. In general this means that untreated sewage can only be dumped outside 12 miles offshore, and treated disinfected waste outside 4 miles.

Answer 169

International regulations for the prevention of pollution by: 1. oil 2. noxious liquid substances carried in bulk 3. harmful substances carried by sea in packaged form 4. sewage 5. garbage 6. air pollution by emissions from ships. freon, nox and sox

Answer 170

1. IOPPC - oil 2. ISPPC - sewage 3. IAPPC - air 4. EIAPPC - engine air 5. IEEC - energy efficiency 6. Anti-fouling cert

Answer 171

certifcates are statutory if ship has ratified MARPOL convention 1. **IOPPC International oil pollution prevention certificate** IOPP certificate is issued to all the ships to which annex I of the MARPOL applies. gives the details of the equipments required as per MARPOL annex I that are fitted on board. These equipments may include Oil discharge monitoring equipment Oily water separator Incinerator details and capacity of engine room bilges Inert gas system or Inert gas generator The certificate also has maximum 5 years validity and is endorsed annually. The certificate is endorsed after class verifies all the MARPOL equipments Operations of the Marpol equipments All the Marpol related records 2. **ISPPC** **International sewage pollution prevention certificate** Issuance of this certificate certifies that ship is in compliant with the annex IV of the marpol. The certificate gives the details of Sewage treatment plant (if fitted) Sewage holding tank & its capacity (if fitted) number of persons the sewage treatment plant or sewage holding tank is certified for The certificate is valid for maximum 5 years. 3. **IAPPC International air pollution prevention certificate** This certificate certifies that ship complies with the Annex VI of the marpol. The certificate have the detail of the all the engines (main as well as auxilary). information if the vessel comes under tier I, II or III The certificate can have maximum validity of 5 years. 4. **IEEC -** NEED A SEEMP TO GET AN IEEC **5. EIAPPC**

Answer 172

1. Mediterranean 2. Baltic Sea 3. Black Sea 4. Red Sea 5. The Gulfs Area 6. The North Sea 7. Antarctic Area 8. Wider Caribbean including Gulf of Mexico and Caribbean Sea

Answer 173

1. Human waste 2. Medical waste 3. Animal waste 4. Other water waste mixed with any of the above

Answer 174

1. Human waste 2. Medical waste 3. Animal waste 4. Other water waste mixed with any of the above

Answer 175

**Sewage means:** Drainage and other wastes from any form of toilets and urinals. Drainage from medical premises via wash basins, wash tubs and scuppers located in such premises. Drainage from space containing living animals. Other waste waters when mixed with the drainages defined above. **Holding tank:** means a tank used for the collection and storage of sewage. International voyage : means a voyage from a country to which the present convention applies to a port outside such country or conversely. Anniversary date: means the day and the month of each year which will correspond to the date of expiry of the international sewage pollution prevention certificate. Applicability of Annex IV Annex IV will apply to following ships on international voyages- New ships of 400 GRT & above New ships of less than 400 GRT which are certified to carry more than 15 persons. Existing ships of 400 GRT & above, 5 years after the date of entry into force of this annex. (27 Sept, 2003) Existing ships of less than 400 GRT which are certified to carry more than 15 persons, 5 years after the date of entry into force of this annex. ***Special Area: Baltic Sea*** Sewage discharge Regulations : The ship is to discharge commentated and disinfected sewage using an approved system at a distance of more than 3NM from the nearest land or sewage which is not comminuted or disinfected at a distance of more than 12NM. Sewage from holding tank should not be discharged instantaneously but a moderate rate when the ship is en route and proceeding at not less than 4 Knots. The ship has in operation an approved sewage treatment plant which has been certified by the administrations. The test results of the plant are laid down in the ships international sewage pollution prevention (ISPP) certificate. and Additionally the effluent shall not produce visible floating solids nor cause discoloration of the surrounding water. Comminutor : It is to cut the sewage materials at a size of less than 25 mm. Surveys: Initial Survey Renewal Survey Additional survey. ISPP: International sewage prevention pollution certificate. Valid for more than 5 years. Given after the complete survey. Operational aspects: Only approved toilet cleaning agents should be used, the use of excessive quantities of bleach should be avoided as this may kill the bacteria. . Complaints of foul or musty smells should be dealt with immediately as these may indicate anaerobic action. The dangers of these gasses should be explained to all crew. Suspended solids The quantity of solid waste in the effluent is weighed. After drying on an asbestos mat filter element. Biological Oxygen demand (B.O.D.) Aerobic bacteria use Oxygen in the process of breaking down the sewage. At the end of the process the action of the bacteria reduces and so does the Oxygen demand. The effectiveness of a sewage treatment plant may be gauged by taking a one litre sample and incubating it for 5 days at 20oC. The amount of Oxygen consumed in milligrams per litre or ppm is termed the B.O.D. Coliform count It is possible that the effluent contain bacteria and viruses hazardous to health if it has not been properly treated at the final stage. An indication of this is a count of the Coliform bacteria which are found in the intestine. A coliform count in a 100ml sample incubated for 48 hrs at 35oC. Another test at the same temperature but over a 24 hour period produces a colony of bacteria. Regulations Annex IV of MARPOL 73/78 (IMO) regulates the disposal of waste from ships internationally. In addition certain countries have their own national and regional controls. In general this means that untreated sewage can only be dumped outside 12 miles offshore, and treated disinfected waste outside 4 miles.

Answer 176

- regulatory body within the UK department of Transport - acts as a contributory to the IMO for the implentation of a framework on HEalth and Saftey, managment, statutoruy duties and qualificatoins on board ships - responsible for the implementaion and regulation of national and international statutory conventions and codes as demanded by the IMO, which includes MARPOL SOLAS, ISM, STCW COLREG IMO

Answer 177

The crankshaft is built up of crank webs, crank pins and journals along its length and its weight is supported by the main bearings at the journals. Over a period of time as the engine keeps running, the wear in the bearings may not be uniform across the entire length of the crankshaft. That means that the crankshaft will not remain in the initial straight line but will get bent either upward or downwards to a slight degree which may not be visible with the naked eye but could be sufficient to cause dangerous levels of fatigue in the crank webs. Compression ignition engine crankshaft breakage or over bending, for example, may be the result of excessive bearing clearances. Excessive clearance in one main bearing may place practically the entire load on another main bearing and may be brought about by the same factors that cause journal bearing failure. Flexing of the crankshaft under load may result in fatigue and eventual fracture of the crank journal. ## Footnote The Diagnostic Engineer should also be aware that off centre and oval journals tend to scrape off bearing material which leads to excessive wear and to the increase of the clearance between the shaft and bearing. Excessive bearing wear usually shows up as some form of fretting corrosion of the bearing surface or scoring of the shaft journals. The possibility of journal ovality can be minimized by taking measures to prevent improper lubrication, journal bearing failure, overspeeding or overloading of the engine, excessive crankshaft deflection and misalignment of parts. Crankshaft bending breakage may also result from excessive crankshaft deflection and which is usually caused by an improper alignment between the driven unit and the engine and can result in a broken or bent shaft along with considerable other damage to bearings, connecting rods and other parts. Overspeeding an engine may also cause excessive crankshaft deflection. Hence there is a good maintenance requirement of measuring the crankshaft deflections at regular intervals to ensure that the alignment of the shaft remains within permissible limits and those deflections can be measured as described in the next sections. Crankshaft deflection readings are an excellent method of determining engine to drive alignment and main bearing wear. They should be taken in accordance with any planned maintenance system when an engine survey is conducted. In a marine installation, for example, the measurment is usually done when a problem is suspected, say, following an accidental grounding or collision or after a prolonged dry docking period. On the smaller engines i.e., those with a bore of under, say, 250 mm (10”) it is not practical to take crankshaft deflection measurements. With engines over such a size it is always advisable and should be carried out regularly. The measurements should be recorded and analysed and the results of the analysis also recorded. The amount of deflection of a crankshaft may be determined by the use of a straight gauge which is simple to apply. The straight gauge is merely a dial reading inside micrometer used to measure the variation in the distance between adjacent crank webs when the engine shaft is rotated by barring the engine over. Figure 1 gives an idea of which measurement is taken to find the deflections of the crankshaft. The sketch indicates the aftermost cylinder unit (No. 1) looking forward. The solid line shows the top dead centre (T.D.C.) position (3) and the dotted lines the 3 o’clock and 9 o’clock positions (respectively 4 and 2) and the position either side of the bottom dead centre (B.D.C.) (1 and 5). The various views of the webs have been omitted for clarity reasons. The latter two readings are taken with the connecting rod swung as close to the gauge as is practical. As can be seen from the sketch a dial gauge is inserted between the crank webs to find out the distance between them. If the deflection is measured after an interval of time, it is both important and necessary that it is taken at the same point otherwise the reading will not give a real reflection about the degree of deflection. The ends of the indicator should rest in the punch marks in the crank webs. If these marks are not present, they must be made so that the indicator may be placed in its correct position. Normally a centre punch is used to make markings so that each time the deflection is taken at the same point. Ideally the deflection needs to be taken at four points of the crank namely top, bottom and the two sides. In actual practice however the bottom reading is not taken due to chances of fouling by the connecting rod and instead reading is taken on either side of the bottom position, thereby in total five readings are taken from each crank web at the positions stated. Having taken crankshaft deflections the practical work might be considered to be finished but a theoretical analysis and interpretation of those results is certainly required in order to be able to make any meaningful decisions regarding the shimming of the main bearings based on the lifted and recorded data. The actual method of measurement is easy. With a right hand turning engine, the engine is barred over so that the number 1 unit is just past bottom dead centre (BDC) to port and the micrometer is inserted on the centreline of the shaft and set to zero. The engine is then barred over 90° to in the normal direction of rotation and a reading of the micrometer taken. The process is then repeated with the pin at top dead centre (TDC) and again with the crank pin at 270°. Finally the engine is barred over to as close to bottom dead centre as the micrometer will allow and a final reading taken. The final reading should also be zero. The micrometer is then moved to the next crank and the process repeated. The repetition should be carried out at each unit until all have been measured. The readings are then set down in a table and analysed. A typical set of readings (1/100 mm) for a six cylinder 300 mm bore marine compression ignition engine is shown in the table below. A little thought will show that, as the crank is turned, the aspect of the gauge also turns making it difficult to read in the confined space inside the crankcase. A mirror and a torch will be found of invaluable use in such circumstances and the Diagnostic Engineer must not forget the five P rule.

Answer 178

Insulation Resistance testing The standard tool for insulation testing is the megohmmeter. The generator produces high DC voltage which causes a small current flow through and over the insulation surface. The resistance values are then read on the display of the meter. What really matters are trends in these readings over a period of time, and the location and importance of the equipment being tested. Run all of your tests under consistent environmental conditions, and keep good records, comparing results carefully. Lessening resistance values are your warning that problems are developing and that maintenance should be scheduled. Persistent downward trends in insulation resistance should be considered a warning even though readings are higher than the suggested minimum safe values. Procedure for Testing a Motor • The motor must be fully isolated and tagged out according to the vessels safety procedures. • The supply cables and connecting links must be removed, leaving the six terminal connections isolated. • It is a very important safety feature that the motor casing is securely earth bonded to the hull. This is therefore the first reading to take; it also ensures that you have a good earth point for the subsequent tests. • Regulations state that the maximum value for this test is 0.1 Ohms! Any reading higher than this will require remedial action, maybe the fitting of additional earth boding strip(s) • It is good practice to take the first set of readings on the motor using the lower 250 Volt setting, in case the resistance is very low, the mega will not cause further damage to the windings. • A reading between each phase winding and earth is taken (3 in total). The minimum acceptable value for this is 1 Megohm; a good reading will be 50+ Megohms. • The next set or readings are between each of the three phases, again a minimum acceptable value for this is 1 Megohm; a good reading will be 50+ Megohms. • Finally the continuity of each winding is tested, expect a reading of around 20 to 50 Ohms, all three readings should be the same. The above procedure is the basic minimum to be carried out on small motors. With larger machines the following may be considered appropriate: • Temperature compensation • Step testing • Polarisation index.

Answer 179

SALT WATER IS MORE CONDUCTIVE THAN FRESH, IT HAS SODIUM AND CHLORINE IONS--IONS ARE ATOMS AND IONS HAVE ELECTRICAL CHARGE some engines use lead bronxe bearings for gudgeon pins and some smaller engines also use lead bronze bearings for main bearings. they consist of a tin and lead flash layer and then a nickel overlay but the main bearing component metal is lead bronze and as always a steaL back. 4 stroke main bearings -aluminum and tin first layer, aluminum second bonding layer, steel back 2 stroke main bearings: flash layer--tin and lead first layer, white metal-- tin antimony, copper second lead and bronze steeel backing layer

Answer 180

MIN Marine information notes (MINs) tend to give information that’s valid for a short period of time, such as timetables for MCA exams relevant to a small group of people, such as training establishments or equipment manufacturers. EXAMPLE MIN 442 Training for ECDIS as primary means of navigation MIN have a limited life, the expiry date is shown in the notice. MGN Marine Guidance Notes give advice on how to comply with MSN or other safety advice. EXAMPLE MGN 315 Keeping a safe navigational watch on merchant vessels MGN remain in force until replaced. MSN MSNs contain the technical detail of regulations called ‘statutory instruments’ (SIs). This is mandatory information, and must be complied with under UK legislation. EXAMPLE MSN 1802 Certificates of competency: yacht deck officers training and certification guidance – part A7 MSN remain in force until repealed. The letter suffix after the M-notice number tells you if it relates to merchant ships and/or fishing vessels: (M) for merchant ship (F) for fishing vessels (M+F) for both merchant ships and fishing vessels

Answer 181

Motor protection and safeties: 1. Overcurrent and single phasing protection relays 2. under voltage relay 3. Short circuit relay (Trigger fuses for HV systems) 4. Temperature sensor for motor insulation

Answer 182

The Important safety devices fitted on main switch board are: MAIN SWITCH BOARD (MSB) SAFETIES: Electrical safeties: Dead front type switchboard, Fuses, Relays, Circuit breakers, Earth fault indicators, Under voltage relay, Reverse power trip, Preferential trip, Over current trip, Short circuit trip, Arc chute, Ebonite Rod ( to remove static charge). General safeties: Insulated hand gloves, dry boiler suits, shoes without metallic part, Rubber pad in front of switchboard, 0.6m gap behind switchboard, Panel doors to be earthed, interlocked handles for opening doors. ·No water, oil, or steam pipeline in its vicinity. **Circuit breakers**: A circuit breaker is an auto shut down device which activates during an abnormality in the electrical circuit. Especially during overloading or short circuit, the circuit breaker opens the supplied circuit from MSB and thus protects the same. Different circuit breakers are strategically installed at various locations. **Fuses**: Fuses are mainly used for short circuit protection and comes in various ratings. If the current passing through the circuit exceeds the safe value, the fuse material melts and isolates the MSB from the default system. Normally fuses are used with 1.5 times of full load current. **Over current relay**: OCR is used mainly on the local panel and MSB for protection from high current. They are installed where a low power signal is a controller. Normally relays are set equivalent to full load current with time delay. **Dead front panel**: It is another safety device provided on the Main switch board individual panels wherein you cannot open the panel until the power of that panel is switched off. Apart from this, maintenance and operational safety plays an important part for the safety of main switch board.

Answer 183

- STOP all operations - Follow all steps laid out in the SOPEP manual Steps to Take in Case of an Oil Spill 1) If any body sees oil on deck immediately close the ship side scuppers and alarm the ship staff by shouting and contacting duty officer on bridge and engine room. 2) Stop all the transfer immediately and locate the effected tank and its sounding pipe and vent position. 3) Emergency muster to be called up by the master and everybody must carry out their duty as listed in the muster list for oil spill. 4) Use of SOPEP equipment and other means to be done to contain the spill within the ship. 5) Lower the quantity of spilled tank to a safer level in any other permissible tank. 6) Putting saw dust over the scupper plug will give an additional barrier for oil to go overboard. 7) Collect the spread oil in a 200 litre SOPEP drum and clear the effected area. 8 ) Master to enter the whole scenario in the ship’s incident report form and call up for meeting to discuss the accident so such accidents can be avoided in near future. Actions to be Taken in Case Oil Goes Overboard 1) If the oil spill goes overboard, the Master will immediately inform the coastal authority like port state control and owner or office management. 2) Measures to be taken to limit the area of spill in the water with use of oil booms and other effective SOPEP items and all efforts to be made not to allow further oil to go overboard. 3) Use of Oil spill dispersant chemical can be done to contain the spill but with prior permission from port state authorities. 4) Contact with 24 hr Oil Spill Response Organization to be done by master for further cleaning up operation by shore team. 5) Entry to be made in Bridge log book, Engine room log book and Oil Record Book about the spill.

Answer 184

- STOP all operations - Follow all steps laid out in the SOPEP manual Steps to Take in Case of an Oil Spill 1) If any body sees oil on deck immediately close the ship side scuppers and alarm the ship staff by shouting and contacting duty officer on bridge and engine room. 2) Stop all the transfer immediately and locate the effected tank and its sounding pipe and vent position. 3) Emergency muster to be called up by the master and everybody must carry out their duty as listed in the muster list for oil spill. 4) Use of SOPEP equipment and other means to be done to contain the spill within the ship. 5) Lower the quantity of spilled tank to a safer level in any other permissible tank. 6) Putting saw dust over the scupper plug will give an additional barrier for oil to go overboard. 7) Collect the spread oil in a 200 litre SOPEP drum and clear the effected area. 8 ) Master to enter the whole scenario in the ship’s incident report form and call up for meeting to discuss the accident so such accidents can be avoided in near future. Actions to be Taken in Case Oil Goes Overboard 1) If the oil spill goes overboard, the Master will immediately inform the coastal authority like port state control and owner or office management. 2) Measures to be taken to limit the area of spill in the water with use of oil booms and other effective SOPEP items and all efforts to be made not to allow further oil to go overboard. 3) Use of Oil spill dispersant chemical can be done to contain the spill but with prior permission from port state authorities. 4) Contact with 24 hr Oil Spill Response Organization to be done by master for further cleaning up operation by shore team. 5) Entry to be made in Bridge log book, Engine room log book and Oil Record Book about the spill.

Answer 185

THREE YEARS AFTER LAST ENTRY what is recorded? OIL RECORD BOOK (ORB) PART I – (MACHINERY SPACE OPERATION- ALL SHIP) **c** Collection and disposal of oil residue (sludge) **d** Non-automatic discharge over board or disposal otherwise of bilge water which has accumulate in machinery space. **e** Automatic discharge over board or disposal otherwise of bilge water which has accumulate in machinery space. **f** Condition of oil discharge monitoring and control system. **g** Accidental or other exceptional discharge. **h** Bunkering fuel or bulk in lubricating oil. **i** Additional operational procedure or general remarks.

Answer 186

3 yrs after last entry

Answer 187

date, code, item no to and from locations start stop times signature and date lat and lon if using OWS

Answer 188

certificate invalid alarm is not audible on ppm meter ppm meter not functioning ppm meter does not close three way valve when 15ppm alarm goes off

Answer 189

NO OIL IN THE SEA UNLESS: the ship is proceeding en route; the oil content of the effluent without dilution does not exceed 15 parts per million; and the ship has in operation equipment as required by this Annex. --alarm and stopping device when over 15ppm - bilge water not mixed with oil cargo residues - bilge water does not originate from pump room bilges - discharge does not contain chemicals harmful to marine environment pumping operations are recorded in the ORB date. code (d) item no. m3 of bilge water from tank.how much retained, start, stop time through 15ppm equipment position start and stop signed by officer in charge

Answer 190

* removes fine solids * small drops of oil coalesce to form larger drops--that rise up to oil collecting space

Answer 191

certificate invalid alarm is not audible on ppm meter ppm meter not functioning ppm meter does not close three way valve when 15ppm alarm goes off

Answer 192

**The main things that are kept in check for synchronizing a generator are** : Frequency Voltage Load Phase Let’s have a look how the synchronization of generators is done manually **Manual Generator Synchronization Procedure- Before starting** notify bridge Start the generator that has to be synchronized. (check, prime fuel, turn off block heater, etc) START ENGINE Once the engine starts, check if the oil pressure and cooling water pressure is adequate. Check if the cooling water pump is working properly by feeling the pipes. Once the check is done, close the air valves. Synchronizing procedure Once the engine starts running properly, synchronization is carried out. In the Engine control room, Check the pressure gauges. On the generator control panel, check if all the ground lights are working properly with adequate brightness. Also check the synchronizing relays for open position. Bring the running or the lead generator to the desired optimum parameters: 480 volts and 60 hertz Bring the generator that is to be synchronized(0n-coming) to the desired parameters. Now turn on the synchronizing relay and keep a close look at the needle. The needle in the synchroscope will move at a varying speed initially. Adjust the speed of the generator by obtaining a steady slow motion of the needle in the clock wise direction. Once the needle is moving at a steady speed, depress the breaker close button when the needle has traveled three-fourth of its way. Energize the breakers when the needle reaches a position similar to the 11′ o clock position of a clock. After doing this, check the parameters of the on-coming generator. They should be same as those of the leading generator. i.e 480 Volts and 60 hertz **After synchronizing** After the main job of synchronizing, the following steps are to be carried out. Change the governor control to the off-going generator. Now the load shown in the gauges by this generator should be removed off the system as soon as possible before it starts acting as load(reverse power). This can be done by quickly pulling the trip breaker as soon as the generator goes off-line. Once the generator is offline, stop the engine using a toggle switch. After turning off the engine, turn on the engine block heater. At the end, take a proper look at the control panel gauges for adequate pressure and even distrubution of load. It must also be noted that load distribution can be adjusted by varying the fuel supply to the generator via its governor but for current sharing to be equal you would need to vary the excitation current which changes the power factor of the generator.

Answer 193

Permit to Work System ensure that work is done safely and efficiently. These are used in hazardous and risky situations and involve procedures to request, review, authorise, document and importantly, de-conflict tasks to be carried out by front line workers. Based on the of the risk assessment, permits to work, are suggested control measures for particular operations. They are a method of establishing that tasks are done safely in regard to the vessel, crew and environment. they detail precaustions before during and after a risky task is done. -They are used to recognize the hazards and then to ensure that they are eliminated or effectively controlled. Ultimate, responsibility rests with the employer to see that this is done, Though an authourized person is responsible for over seeing the permit to work. The permit to work system consists of an organised and predefined safety procedure. A permit to work does not in itself make the job safe, but contributes to measures for safe working.

Answer 194

Permit to Work System ensure that work is done safely and efficiently. These are used in hazardous and risky situations and involve procedures to request, review, authorise, document and importantly, de-conflict tasks to be carried out by front line workers. Based on the of the risk assessment, permits to work, are suggested control measures for particular operations. They are a method of establishing that tasks are done safely in regard to the vessel, crew and environment. they detail precaustions before during and after a risky task is done. -They are used to recognize the hazards and then to ensure that they are eliminated or effectively controlled. Ultimate, responsibility rests with the employer to see that this is done, Though an authourized person is responsible for over seeing the permit to work. The permit to work system consists of an organised and predefined safety procedure. A permit to work does not in itself make the job safe, but contributes to measures for safe working.

Answer 195

proper records kept ISM its law to be prepared for surveys so u know when to book contractors so you can provide captain with budget A greater plant availability, fewer breakdowns maintenance carried out when it is most convenient, regular simple maintenance cheaper than ad hoc maintenance excessive downtime reduced, spare parts requirement known in advance and in stock. Cheaper than sudden expensive stop gap repairs. Maintains continuously high level of plant, output, efficiency, and performance. Greater and more effective labour utilization and therefore work load spread more evenly and better staff moral. Servicing and adjustment of equipment not overlooked.

Answer 196

A PLANNED MAINTENANCE SYSTEM INCLUDES: A schedule of all plant and equipment to be maintained A complete schedule of all the individual tasks that must be carried out on each item of plant A programme of events indicating when each task must be carried out A method of ensuring that the work listed in the programme is carried out A method of recording the results and assessing the effectiveness of the programme. Documentation To control planned maintenance effectively, a well organized, permanent system of documentation is essential. The system should be easy to operate, involve the maintenance staff in the minimum of paper handling and recording but must be capable of indicating clearly: WHAT is to be maintained HOW it is to be maintained WHEN it is to be maintained IS the maintenance effective.

Answer 197

1. Records of parameter values (Log book) gives trend analysis. This form of monitoring is well suited to diesel engine temperatures and pressures. 2. Periodical calibration Most engine components are subject to wear and follow a predictable wear path. An initial high running in rate followed by a period of constant wear rate. As the component approaches the limit of its service life the wear rate accelerates rapidly. By taking periodical calibrations then the wear rate can be monitored and any increasing trend detected. This is the point at which renewal is necessary to avoid failure in service. A good example of a component which can be usefully monitored in this manner is an engine cylinder liner. 3. Used oil analvsis gives an indication as to the suitability of the oil for further service. The oil is tested for its physical properties as well as contaminant levels. Lubricating oil properties tested include: Viscosity Flash point Alkalinity (Total base number, TBN) Contaminants tested for include :- Suspended solids Water Acidity (Oxidation products) Wear particles (metal traces) Fuel dilution.

Answer 198

why, what, requirements, where, when, limitations **why?** (what type of maintenance) **what?** (based on answer condsider the followingwhen deciding what works to be done. Running hours and record of past work, Replacements required,Cleaning requirements, Inspection & checks,Specialist maintenance tasks) **requirements**? (time, manpower, spare gear, tools and equip) **where?** (port, anchor, sea) **when?** (sched of ship, port times, other operations.) **limitations** (Cooling / Shutdown times, Re-commissioning times, Unforeseen consequences of re-commissioning not going to plan, Bunker completion completed earlier than previously estimated and consequently, sailing time brought forward. **why?** - is it routine planned maintenance? (including class survey work) - condition based maintenance? (fall off in performance.. vibration, bearing..) - unplanned breakdown maintenance? Based on your answer, **what** is the work to be done considering: - Running hours and record of past work - Replacements required - Cleaning requirements - Inspection & checks - Specialist maintenance tasks Having identified the work requisite, the requirements for that work can be identified. **Requirements** to be considered: - Time - Manpower - Spare gear - Tools and equipment. - Consumables Taking these requirements into account, we can identify **where** the work will be done. - Where - In Port. Good opportunity for surveys or when specialist facilities are required. - At anchor - At sea Permission is required, from port authority, to immobilise ships in some ports or at anchor. Permission may be refused in busy ports or in stormy weather forecast, hurricane seasons, etc. Having identified where the work can be done, the work requirement can be decided. **When** This will include consideration of the following - Schedule of the ship - Best port times, to include total hours and actual time available. - Other operations on going. Bunkering, other survey work etc.The final consideration when planning the work will be any limitations that arIse or are necessary. **Limitations** The total time available for the work will be restricted by: - Cooling / Shutdown times - Re-commissioning times - Unforeseen consequences of re-commissioning not going to plan. - Bunker completion completed earlier than previously estimated and consequently, sailing time brought forward.

Answer 199

The prime reason for maintenance is to ensure the availability and efficiency of existing plant, and equipment. Inadequate maintenance can lead to damage or malfunction, which is extremely costly in terms of not only repairs and time off charter for the ship, but also in terms of the possible injury or death caused by it.

Answer 200

- A PMS ensures for a safer, more efficient running of the department, along with allowing for a methodical recording of events (a flag state legal requirement), maintenance procedures and history of the vessel. When in place it reduces unplanned maintenance and breakdown situations. This all works in favor of passing information to future crew. - Reduces risks to the environment - Makes for a safer work environment - Setting up a PMS is something that needs to be undertaken in a timely manner. A base system chosen, static data entered, then rolled out into accepting live data from the vessel. Crew training is important. - Use Manufacturers requirements - Running hours and calendar days as guides to when items need to be addressed - Incorporates a breakdown maintenance provision (must be dynamic)

Answer 201

Calendar based Using a calendar based system, means that components are maintained or replaced automatically after a fixed period in service regardless of the condition. This is often to coincide with surveyor docking periods where the machinery is out of commission anyway. Typical examples are ship side valves, shaft and thruster seals, etc. The actual time between overhauls will be decided on by using experience and manufacturers advice as well as owners standard policies. Runninq hours based This method is based on actual operating hours of components rather than fixed calendar periods and is dictated by operating experience with similar machinery as well as designed service life. Ball and roller bearings are typically replaced on a running hour’s base. Other components such as diesel engine fuel injectors, cylinder covers, starting air valves, etc. are also maintained in this way. Condition based By basing the maintenance programme on the machinery condition will avoid unnecessary early replacement of components and so maximise service life and minimise spares costs. However, adequate condition monitoring at suitably frequent intervals is essential, if breakdowns are to be avoided. Trend analysis based on one or other of the condition monitoring methods discussed earlier must be established if this base for planned maintenance is to be used. The system should also allow for continuous updating, with regards to the maintenance requirements based on the experience gained by those operating the system. In the early stages, it may be necessary to change the basis for the scheduling of maintenance from one base to another. It is essential that full and accurate records of all scheduled and unscheduled maintenance is maintained so that a service history of the equipment is built up highlighting any problems that may re-occur.

Answer 202

Reciprocating Pump--compressors? Screw pump--ows Gear pump--oil pump engine Piston pump--water maker, high pressure Ram type pump semi-rotary--pump to day tank herculina Vane pump diaphragm--bilge pump peristaltic pumps--electrolux dishwasher

Answer 203

- you avoid unnecessary early replacement of components (this is downfall of planned/preventative maintenance) which maximises service life and minimises spares costs. - By monitoring the condition of the machinery the maintenance and spares requirements can be estimated. monitoring is getting easier with all the technology improvements Ship staff would be well prepared to plan their maintenance schedule in order to curtail or even eliminate overheads Inventories for stocks and spares will be minimised as the parts need not be asked for ‘in-advance’ that would otherwise be called for during machinery breakdowns The technique will ensure that machinery or the equipment operates at an optimal operational level that would in turn save energy consumption and thereby the working costs Intend increasing shelf life of the components, lasting longer and performing better Reduction in unexpected machinery failures Cut back in maintenance costs, repair costs, etc. Increases marine plant capability Prevents additional work load for the ship’s crew. Such techniques, in fact, raise the working morale among the crew members, as the crew becomes aware of the equipment status and its subsequent condition in the future Promotes and consequently improves safe working culture on board due to the maintenance plan’s look ahead technique. Ensures an Eco-friendly work environment with low energy consumption and high environmental safety Whether we like it or not, PMS or Preventive Maintenance has to be carried out as per the program’s schedule even if the condition of the equipment is such that it does not require any frequent care. For example, frequently greasing / lubricating mooring winches on a large tanker that rarely berths alongside, isn’t going to increase the efficiency of its moving parts any better than it already is. The only thing it (lubricating the winches) reflects is that our PMS work sheets are completed and sent to the office for a revival of the same work order for the next cycle. Predictive maintenance changes this. When the equipment is ‘in-service’, an analysis will be taken of its current or actual condition with a goal to predict the equipment’s future condition than having to work like robots to have the predetermined job schedule completed. On ships that employ a limited crew, time management, utilizing available resources and prioritising important tasks is imperative to the proper functioning of the vessel. Condition Based Monitoring makes the job even simpler since the task is carried out with minimal intervention while the machinery is in its normal operating mode. If worked upon, a well engineered condition based maintenance program will without question prove successful to optimally manage a time bound work culture on board ships. Following the same example as above, on a large tanker where mooring winches are rarely in use, the best predictive maintenance one could carry out would be to simply rotate the drums on its power every once a while and ensure its integrity is intact (no oil leaks found, cracks located, etc.), the bearings move freely, gears lock-in correctly, no squeaks are audible while it rotates and likewise. This method would then determine, whether additionally, it may be necessary to carry out any further preventive or be satisfied with the planned maintenance for the upkeep of the machinery. Changing Lube Oil in a critical machinery may sometimes fall under condition based (predictive) monitoring or may be at times be followed as a planned or periodic technique depending on the machinery’s requirements. Purging oil pumps before putting them in service is again a good example of condition based maintenance. Nonetheless, we can conclude that a well organised maintenance program (predictive maintenance used in tandem to preventive maintenance) can prove to be substantially beneficial to the shipping company as well as the vessel’s staff. One should also understand that although predictive upkeep is a derivative of preventive maintenance and that it has a different role within the system itself. The aim should be to provide effective tools and instruments that are capable to analyse trends and help us in making early and better decisions for the well being of the machinery or equipment when out there, at sea.

Answer 204

risk ass permit to work ppe tell, speak with bridge, captain tag out equipment tell port/marina if you have to and neighbourig vessels if necessary that some of your machinery is inoperable refer to manufacturers manual, coswp, and check ism if there is a safety procedure in place

Answer 205

\*\*remember SCCED. Scope of work, Checklist, Certificate of checks, Entry, Cancellation 1. SCOPE OF WORK (location, work to be done, permit issued to who? permit validity period) 2. CHECKLISTS (risk ass. toolbox talk, any other ptoW open?) and then thourough checklist; ventilation, emergency escape, o2 meter etc. BA gear, ppe. tools, precautions, procedures., additional precautions etc. 3. CERTIFICATE OF CHECKS (counter signatures that all is understood, precautions and ptow) even signed by all going in space 4 ENTRY/commencement. (name, time in and time out--dont forget frequent checks on person inside agreed upon) 5 CANCELLATION OF CERT. (confirmation that work is done or cancelled and that all materials and equipment have been withdrawn and site is SECURED againsigned by both competent person and auth.person) section 1--SCOPE OF WORK --Location --work to be done --permit issused to (name of competent person) --permit validity period section 2. CHECKLISTS --has risk assessment been carried out? --has toolbox talk been carried out? --any conflict with other p.to.w currently in place? 2.1 authourized person completes pre-entry checklist 2.2 competent person completes pre-entry checklist confirming his knowledge of his task, its dangers etc --all persons entering space sign 2.3 BA gear competent person does checklist of BA gear 2.4. OTHER work Additional prec. to be completed by authourized person Section 3. CERTIFICATE OF CHECKS counter signatures by competent person and authourized person verifying the permit to work and the precautions taken and understood Section 4 PERSONEL ENTRY name, time in and time out Section 5 CANCELLATION OF CERT. confirmation that work has been completed or cancelled and that all materials and equipment have been withdrawn and site is SECURED again signed by both competent person and auth. person

Answer 206

Centrifugal pumps Axial flow pumps Submersible pump Centrifugal-axial (mixed) pump.

Answer 207

- Brief crew - Sound alarm - Inventory equipment by bringing it all to the muster station - Flake out two hoses, they should produce 12m streams - Emergency fire pump should be run on its own to test stream - Fire dampers should be exercises & fan stops - CO2 cabinet opened and alarm tested - Different type of drill each time, a different fire extinguisher talked about each time - Fire drills should precede Abandon Ship Drill why? familiarize crew with equipment to take away fear in real event by having practiced all scenarios.

Answer 208

- Brief crew - Sound alarm - Inventory equipment by bringing it all to the muster station - Flake out two hoses, they should produce 12m streams - Emergency fire pump should be run on its own to test stream - Fire dampers should be exercises & fan stops - CO2 cabinet opened and alarm tested - Different type of drill each time, a different fire extinguisher talked about each time - Fire drills should precede Abandon Ship Drill why? familiarize crew with equipment to take away fear in real event by having practiced all scenarios.

Answer 209

Safety Precautions When Working On Equipment Dead Equipment (1) Isolate the supply and affix warning label. (2) Obtain an approved voltage tester and check it against a known good power supply. Test the equipment circuits across all lines and between each line and earth to ensure that it has been completely isolated from all possible power supplies before you touch it. Check the tester again after use. (3) Ensure that any capacitors associated with the equipment are fully discharged, fitting shorting straps if necessary. Consult makers manual for approved discharging procedure Live Equipment 22.11.6 Work on or near live equipment should be avoided if possible but when it is essential for the safety of the ship or for testing purposes, the following precautions should be taken: COSWP/Ch22/Rev1.03/Page 10 1. A second person, who should be competent in the treatment of electric shock, should be continually in attendance. 2. The working position adopted should be safe and secure to avoid accidental contact with the live parts. 3. Insulated gloves should be worn where practicable. 4. Contact with the deck, particularly if it is wet, should be avoided. 5. Footwear may give inadequate insulation if it is damp or has metal studs or rivets. The use of a dry insulating mat at all times is recommended. 6. Contact with bare metal should be avoided. A hand-to-hand shock is especially dangerous. To minimise the risk of a second contact should the working hand accidentally touch a live part, one hand should be kept in a trouser pocket whenever practicable. 7. Wrist watches, metal identity bracelets and rings should be removed. They provide low resistance contacts with the skin. Metal fittings on clothing or footwear are also dangerous. Meter probes should have only minimum amounts of metal exposed and insulation of both probes should be in good condition. Care should be taken that the probes do not short circuit adjacent connections. 134 Testing for Voltage (safe isolation) 1. Any meter used should be of the correct voltage for the circuit. 2. The meter must be of the correct CAT rating for the potential fault current 3. The condition of meter must be checked before use, it should be calibrated annually to ensure safety. 4. Flexible leads and probes must be inspected for damage & suitability for the application. 5. The leads must be inserted into the correct sockets on the meter. 6. Voltage test equipment should be checked against a known good power supply both before And After Use. 7. It is essential that any portable meter is set to the correct range before use to prevent damage to either the equipment or the operator. If in doubt set to the highest range and work down. Earthing of Equipment a. To protect personnel all electrical equipment whether fixed, transportable or portable, is to be properly bonded to the ship’s hull. The only exception to this is double insulated, Class II equipment without metal cases. Since the hull is at ‘earth’ (zero) potential all equipment thus connected will be at zero potential. This ensures that in the event of an equipment casing becoming ‘live’, for whatever reason, personnel coming into contact with the equipment will not receive a shock. This will also ensure that the earth leakage detection/indication equipment fitted on the vessel detects any earth fault. b. The maximum resistance between equipment framework and the ship’s hull for all fixed electrical equipment should be 0.1 ohms. c. Although certain electronic equipment may use a “chassis return” path for economy and simplicity, these only carry dedicated equipment supplies and do not affect the hull potential. The ship’s hull is never used as a return path for large voltages for reasons of both safety and to prevent interference with cathodic protection. Live-Line testers When testing for the presence of a voltage it is preferable to use a Live-Line tester rather than a multi-meter. A Live-Line tester will indicate the presence of almost any voltage safely; remember that what is required at this point is confirmation that the circuit is dead, not information as to the exact voltage present! 135 Live-Line testers may give audible indication that a voltage is present, may have a simple lamp indication, or a strip of LED indicators giving an approximation of the voltage. It is important that testers are proved operational both before and after use.

Answer 210

annually lifeboat winches and motors remote controls for fans, machinery and fuel oil supply to ER closing arrangements for ventilators, funnel spaces, skylights, doorways and tunnel fire and smoke detector systems fire main and fire pumps fire hoses and nozzles fixed fire fightint systems fire extinguishers firemans outfirt including BA gear

Answer 211

annually lifeboat winches and motors remote controls for fans, machinery and fuel oil supply to ER closing arrangements for ventilators, funnel spaces, skylights, doorways and tunnel fire and smoke detector systems fire main and fire pumps fire hoses and nozzles fixed fire fightint systems fire extinguishers firemans outfirt including BA gear

Answer 212

1) Electrical temperature sensing device fitted within the trunking, which will automatically sound an alarm the event of an excessive rise in local temperature (above 200°C) 2) Pressure relief valves consisting of self-closing spring loaded valves are fitted and should be examined and tested periodically. 3) Fixed fire extinguishing system may be CO2, Dry Powder or Steam.

Answer 213

**sulphur limits for fuel in seca post 2015 are: max .1%** **sulphur limits for fuel in other areas: 3.5% now and .5% by jan 1 2020** Sulphur Emission Control Areas (SECAs) or Emission Control Areas (ECAs) are sea areas in which stricter controls were established to minimize airborne emissions (SOx - Sulphur Oxide, NOx - Nitrogen Oxides, ODS - Ozone Depleting substances, VOC - Volatile Organic Compounds) from ships as defined by Annex VI of the 1997 MARPOL 2005 the Baltic Sea (SOx only), the North Sea (SOx only); the North American ECA, including most of US and Canadian coast (SOx, NOx and PM - Particulate Matters); And the US Caribbean ECA (SOx, NOx and PM). Most ships which operate both outside and inside these ECA will therefore operate on different fuel oils in order to comply with the respective limits. In such cases, prior to entry into the ECA, it is required to have fully changed-over to using the ECA compliant fuel oil, and to have on board implemented written procedures as to how this is to be undertaken. Similarly change-over from using the ECA compliant fuel oil is not to commence until after exiting the ECA. At each change-over it is required that the quantities of the ECA compliant fuel oils on board are recorded, together with the date, time and position of the ship when either completing the change-over prior to entry or commencing change-over after exit from such areas. These records are to be made in a logbook as prescribed by the ship’s flag State, in the absence of any specific requirement in this regard the record could be made, for example, in the ship’s Annex I Oil Record Book. 38 The 1st level of control in this respect is therefore on the actual sulphur content of the fuel oils as bunkered (known as MGO - Marine Gas Oil. This value is to be stated by the fuel oil supplier on the bunker delivery note and hence this, together with other related aspects, is directly linked to the fuel oil quality requirements. Thereafter it is for the ship’s crew to ensure, in respect of the ECA compliant fuel oils, that through avoiding loading into otherwise part filled storage, settling or service tanks, or in the course of transfer operations, that such fuel oils do not become mixed with other, higher sulphur content fuel oils, so that the fuel oil as actually used within an ECA exceeds the applicable limit.

Answer 214

The aerobic bacteria survive on this fresh air and decompose the raw sewage which can be disposed of in the sea. Air is a very important criterion in the functioning of the biological sewage plant because if air is not present, it will lead to the growth of anaerobic bacteria, which produces toxic gasses that are hazardous to health.

Answer 215

no discharge at sea in baltic sea unless approved type

Answer 216

1. ppe 2. inform master 3. confirm shore power voltage and freq 4. earth ships hull 5. check capacity of circuit breaker 6. plug in ship side first 7. have 2nd in ppe go to shore pedestal 8. make sure shore power is off 9. plug in 10. turn on breaker 11. check input freq, voltage on convertor 12. check phase rotation

Answer 217

Connection Of Shore Supply Where arrangements are made for the supply of electricity from an external source on shore or elsewhere, a suitable connection box having terminals of ample size and suitable shape to facilitate satisfactory connection and convenient reception of the supply should be installed in a position in the ship such as to minimize the length of flexible cables from the external source. Permanently installed cables should be provided between connection box and main switchboard. The connection box must have; 1 suitable terminals to accept the shore power cable, including an earthing terminal to earth the ship’s hull to the shore earth. 2 circuit-breaker or switch and fuses to protect the cable linking the connection box to the switchboard. 3 data plate giving details of the ship’s electrical system (voltage and frequency) 4 phase sequence indicator to indicate correct supply phase sequence. At the switchboard is usually provided; 1 an indicator, usually a lamp, to show that shore power is available for connection to the bus bars. NOTE: it is not normally possible for the ship generators to be paralleled to the shore power. 2 an interlock to prevent circuit-breakers being closed if the generators are still connected. FREQUENCY Two most common frequencies are 50 Hz and 60 Hz. The frequency selected for the ship will often be determined by the trading pattern of the vessel Power output of a motor is proportional to its speed, therefore a 60 Hz machine will generally be more compact and have a greater power to weight ratio than its 50 Hz equivalent. When shore power is taken it is permissible to supply a 440V - 60 Hz system at 50 Hz, provided the voltage is reduced to around 380V. It may be permissible to run the same motors at 415 V / 50 Hz, provided the ambient temperature is not too high, since the motors will run at a higher temperature. The induction motor will run about 20% slower. Heating and incandescent lighting are not frequency sensitive, but at the lower voltage their output will be slightly lower. The operation of a 50 Hz system from a 60 Hz supply is not recommended. The motors will run faster, produce more torque, and in doing so will demand more than their rated current. This could lead to the motor being overloaded. 52 It should be noted: • The shore power connection usually has limited capacity and will not normally be capable of running the entire ship. Various consumers will need to be isolated before the bus bars are energized from shore power. • A risk assessment should be carried out before connecting to shore power • A secure route should be planned for the cable run to avoid damaging the cables or causing a trip hazard. • If alongside arrangements should be in place for tidal movement. • An inspection of the cables for damage and the connections for suitability • The cables should be of the correct rated voltage and be able to handle the required current • The shore power supply box should be proven dead before connection After the cables have been connected, the phase rotation should be checked. The phase sequence indicator will be marked to show which sequence the ship has. If the shore power is different, then swapping any two cables round will change it.

Answer 218

within 24 hours of leaving port if 25% of crew have not taken part in drills in previous month max 2 weeks of joing training should be given to use of lifesaving apliances onboard

Answer 219

Shipboard Oil Pollution Emergency Plan (SOPEP) Every oil tanker of 150 gross tonnage and above and every ship other than an oil tanker of 400 gross tonnage and above shall carry on board a shipboard oil pollution emergency plan approved by the Administration. The plan shall consist at least of: .1 the procedure to be followed by the master or other persons having charge of the ship to report an oil pollution incident; .2 the list of authorities or persons to be contacted in the event of an oil pollution incident; .3 a detailed description of the action to be taken immediately by persons on board to reduce or control the discharge of oil following the incident; .4 the procedures and point of contact on the ship for co-ordinating shipboard action with national and local authorities in combating the pollution.

Answer 220

Sopep stands for Ship oil pollution emergency plan and as per the MARPOL 73/78 requirement under Annex I, all ships with 400 GT and above must carry an oil prevention plan as per the norms and guidelines laid down by International Maritime Organization under MEPC (Marine Environmental Protection Committee) act. The action plan contains the duty of each crew member at the time of the spill, including emergency muster and actions. SOPEP contains the general information about the ship and the owner of the ship etc. Steps and procedure to contain the discharge of oil into the sea using SOPEP equipment It contains the inventory of the SOPEP material provided for pollution prevention such as an oil absorbent pads, sawdust bags, booms etc. Onboard reporting procedure and requirement in case of an oil spill is described Authorities to contact and reporting requirements in case of an oil spill are listed in SOPEP. Authorities like port state control, oil clean up team etc are to be notified Authorities to contact and reporting requirements in case of an oil spill are listed in SOPEP. Authorities like port state control, oil clean up team etc. are to be notified. SOPEP includes drawing of various fuel lines, along with other oil lines on board vessel with the positioning of vents, save all trays etc. The general arrangement of the ship is also listed in SOPEP, which includes the location of all the oil tanks with capacity, content etc. The location of the SOPEP locker and contents of the locker with a list of inventory Guidance to keep the records of the pollution incident (for liability, compensation and insurance purpose) Material for Reference from essential organisations Procedures for testing various plan described in the SOPEP Procedure to maintain the record as required by the authorities Details of when and how to review the plan

Answer 221

The action plan contains duty of each crew member at the time of spill, including emergency muster and actions. SOPEP contains the general information about the ship and the owner of the ship etc. Steps and procedure to contain the discharge of oil into the sea using SOPEP equipments. On board Reporting procedure and requirement in case of oil spill is described. Authorities to contact and reporting requirements in case of oil spill are listed in SOPEP. Authorities like port state control, oil clean up team etc are to be notified.

Answer 222

stop transfer and pumps immediateluy master to call emergency muster so crew can follow emergency plan use of sopep material to containa and reducde the spill effort to stop spill--ie drain fuel tank to another tank if it is overflowing. lower quant. of spilled tank sawdust on scuppers collect oil in drums contact dpa

Answer 223

ISM and SMS have all of this info and crew should know and review it! SOPEP manual

Answer 224

legal requirement--traceable document in consultation with master as he has overall respons. signed by workers initialled written in language of the crew read coswp and sign it general health and safety procedures tell what to do in emergencies--instructions, responsibilities how to operate equipment only authourized personal in er procedures for bunkering ppe to be worn no drugs alcohol procedures for leaving and returning to port confidentiality clause--about owner boat, guests

Answer 225

- in event of fire your muster station is: - zero drugs - log book must be filled in (procedures, times) - do not operate ows - do not dump garbage - wear ppe, hearing, shoes etc

Answer 226

- To ensure the safety of the vessel and its crew - Aid in the transfer of important information regarding the running of the vessel in its current state as safely as possible - Provide for safeguard of the senior officers in case of future litigation. To instruct junior officers in duties made by the senior crew.

Answer 227

be alert sober and well rested. if your releif is not contact chief engineer Complete half hour walk through checks of the ER and complete hourly records logged in ER logbook No alarms to be left unacknowledged No bilge alarms to left active overnight Procedures in the event of an emergency Call Chief Engineer when in doubt No smoking Engine room floor plates to be oil free and dry at all times/Arrange for cleaning Engine room floor plates to be oil free and dry at all times/Arrange for cleaning All tank top including purifier room to be oil free. All traces of fuel oil stains to be cleaned off. All containment trays with oil to be emptied. Containment trays/tins or buckets, exterior to be cleaned without traces of stained fuel oil. Fuel oil system & pumps with oil stained to clean. All save all to be oil free especially for Engine room bilge pumps (Reciprocation) No empty cans should stay loose any way in engine room All telephone boots in engine room to be well lighted up. Oil trays on main engine entablatures to clean. NO HOT WORK IS PERMITTED IN ENGINE ROOM. PERMIT TO WORK AND ACTION PLAN TO BE UPDATED AND SIGHTED BY AUTHORIZED OFFICER. ALL REST HOURS PERIOD TO BE UPDATED. ALL WATER TIGHT DOORS - IN SHUT POSITION AT ALL TIME. ALL FIRE DOORS - IN SHUT POSITION AT ALL TIME. Sounding pipes of tanks shall always be properly closed. Self closing cocks of tanks should be free to exactly that - close positively. Oily rags and waste to be stored in metal bins which should be kept closed at all times and emptied at regular intervals for incineration. Safety data sheets for all chemicals must be read and understood before hazardous products are used. Follow Company safety instructions and recommendations at all times. Prior commencement of any job, a proper and extensive Risk Assessment to be done. If you have any doubt about something, speak to somebody or check the manuals. Think Safety Always.

Answer 228

instructions for the following; **all standing orders should be issued in consultation with the master** **they are a traceable doc. and better than verbal** **all should be signed by workers, watchkeepers** no smoking suitable ppe in ER only authourized personel in er un-authourized people require permission from cheif or duty engineer Watches Start and stopping of the main propulsion plant Port arrival Port departure Power failure Breakdown Fire in engine room Flooding Scavenging fire Air and sea pollution Bunkering Bilge and sludge handling Reefer plant Engine room cleanliness Workshop and changing room Emergency devices

Answer 229

instructions for the following; **all standing orders should be issued in consultation with the master** **they are a traceable doc. and better than verbal** **all should be signed by workers, watchkeepers** no smoking suitable ppe in ER only authourized personel in er un-authourized people require permission from cheif or duty engineer Watches Start and stopping of the main propulsion plant Port arrival Port departure Power failure Breakdown Fire in engine room Flooding Scavenging fire Air and sea pollution Bunkering Bilge and sludge handling Reefer plant Engine room cleanliness Workshop and changing room Emergency devices

Answer 230

- To ensure the safety of the vessel and its crew - Aid in the transfer of important information regarding the running of the vessel in its current state as safely as possible - Provide for safeguard of the senior officers in case of future litigation. - To instruct junior officers in duties made by the senior crew.

Answer 231

1. be alert, sober and well rested. if releif is not report to cheif engineer. 1. 5 actions necessary to contain the effects of damage resulting from equipment breakdown, fire, flooding, rupture, collision, stranding, or other cause. 2. record all levels, pressures, data in ER log hourly, walk throughs half hour 3. familiarize self with Procedures in the event of an emergency, including all fire fighting equipment, pollution control equipment, 4. No alarms to be left unacknowledged 5. No bilge alarms to left active overnight 6. Engine room floor plates to be oil free and dry at all times/Arrange for cleaning 7. All tank top including purifier room to be oil free. 8. ER oil free 9. Everything stowed. especially oil cans Oil trays on main engine entablatures to clean.. ALL REST HOURS PERIOD TO BE UPDATED. ALL WATER TIGHT DOORS - IN SHUT POSITION AT ALL TIME. ALL FIRE DOORS - IN SHUT POSITION AT ALL TIME. Sounding pipes of tanks shall always be properly closed. Self closing cocks of tanks should be free to exactly that - close positively. Oily rags and waste to be stored in metal bins which should be kept closed at all times and emptied at regular intervals for incineration. Safety data sheets for all chemicals must be read and understood before hazardous products are used. Follow Company safety instructions and recommendations at all times. Prior commencement of any job, a proper and extensive Risk Assessment to be done. If you have any doubt about something, speak to somebody or check the manuals. Think Safety Always.

Answer 232

watchkeepers to be rested, alert and sober at all times. if your releif does not appear to be the above notify the chief engineer. 01. All Engine Room Personnel are to read Company’s Manuals and follow Instructions Therein 02. All Engineers to note that all the Instruction Manual/Drawings are to be referred to and read before Carrying Out any Maintenance Work/Repair Work on any Machinery or any Other Equipment in Engine Room, Accommodation on Deck. 03. These Standing Order Instructions are to be followed out at All Times. Read and Complete List and to be thorough with Procedures, within one of Month of Joining the Ship. 04. In Case of Doubt Clarify from C/E or 2/E. 05. All Engineer to be Fully Aware of Their Duties/Responsibilities as per ISM Code. 06. Read and understand all ISM Code Manuals and acknowledge the same by signing the Manuals. 07. Familiarize with Duties of Emergency Contingency Plan Boat, Fire, And Emergency Muster Station. 08. Any Untoward Incident to be bought to The Notice of C/E and 2/E. 09. Contravention of the Drugs and Alcohol Policy will lead to Instant Dismissal. 10. On Hearing co2 Alarm, All Are Evacuated E/R at once and Assembly at the Emergency Muster Station. 11. Prior Departure Port, Stowaway Search to be Carried Out. 12. Engine Log Book is to be Maintenance Clean, Entries to be Legible and Log Book to be Complete in All Respect. If any Corrections are to be made, The Wrong Entry Must be Cut With a Single Line and Initiated. Any Page from The Log Book must to be removed. Duty Engineer to be Ensure that All Data required in the Log Book Must to be Entered Accurately. 13. Arrival and Departure Checklist must be Filled Carefully for Every Port. 14. All Staff are to Record Their Work and Rest Hours in The Prescribed from The Submit to C/E at End of Every Month. 15. Run All Machinery with Odd Months and Even Numbers on Even Months. 16. All Engine Room Personnel are to be Aware of The Emergency/Lifeboat Positions and Signals Sounded for Each Emergency. 17. It is Imperative that All Concerned are to be also Familiar with The Location, Use, and Operation of All Portable Fire Extinguishers, SCBA set, Protective Clothing and Gear, Location of Fans/Pumps stops, Damper Shut Off and Procedures.

Answer 233

Ship: - Certificate of registry - Tonnage certificate - Load line certificate Safety: - Safety equipment certificate - Safety construction certificate - Safety radio certificate Pollution: - International oil pollution prevention certificate - International sewage pollution prevention certificate - International air pollution prevention certificate - Engine International air pollution prevention certificate - \>1000GT Bunker convention certificate IMO: - Document of compliance (copy) - Safe management certificate - Safe manning certificate - International security certificate - International sanitation certificate - Certificate of class \*Certificates valid for 5 years subject to revalidation through survey.

Answer 234

Ship: - Certificate of registry - Tonnage certificate - Load line certificate Safety: - Safety equipment certificate - Safety construction certificate - Safety radio certificate Pollution: - International oil pollution prevention certificate - International sewage pollution prevention certificate - International air pollution prevention certificate - Engine International air pollution prevention certificate - \>1000GT Bunker convention certificate IMO: - Document of compliance (copy) - Safe management certificate - Safe manning certificate - International security certificate - International sanitation certificate - Certificate of class \*Certificates valid for 5 years subject to revalidation through survey.

Answer 235

IOPPC ISPPC IEAPP IEEC SMC safety mgmt cert LLC certificate of test and examination of lifting appliances

Answer 236

purpose of the staturory codes and conventions is to ensure smooth safe operations at sea on ships. with emphasis on safty of crew ships and protection of marine environment ## Footnote conventions and codes act as a treaty between the IMO and member states. It is imperative that every member state abides by the rules and regulations put forth by the IMO. and then ships then operate under the regulations set out by these codes and conventions the conventions have sub-sections detailing how ships must operate. some conventions and codes are as foolows MARPOL - pollution requirements ISM - safety management COLREGS - collision regulations STCW - standards for training and watchkeeping for seafarers SOLAS - specify minimum standards for the construction, equipment and operation of ships, compatible with their safety. LL conventions - loadline LSA code under SOLAS- minimim requirements for safety onboard COSWP - FFS - international fire safety systems code

Answer 237

Chromium and steel

Answer 238

Steering gear SOLAS requirement **Machinery Installation** Every ship shall be provided with a main steering gear and an auxiliary steering gear. The main steering gear and auxiliary steering gear shall be so arranged that the failure of one of them will not render the other one inoperative. In case of failure of main steering gear, the second one should start within 45 seconds. Relief valve installed and should function in case of maladjustment of hunting gear in case rudder coming in contact with some foreign objects or rudder movement gets restricted. The design pressure of steering gear component hydraulic pressure shall be tested at least 1.25 times of the maximum working pressure to be expected. The main steering gear and rudder stock shall be-  Of adequate strength and capable of steering the ship at maximum ahead service speed which shall be demonstrated.  Capable of steering 35° on one side to 35° on the other side with the ship at its deepest seagoing draught and running ahead at maximum ahead service speed and under the same condition, from 35° on either side to 30° on the other side in not more than 28 seconds.  Rudder so designed that they will not damage at maximum astern speed. The auxiliary steering gear shall be-  Of adequate strength and capable of steering the ship at navigable speed and of being brought speedily into action in an emergency.  Capable of steering from 15° on one side to 15° on the other side in not more than 60 seconds with the ship at its deepest seagoing draught and running ahead at one half of the maximum ahead service speed or 7 knots, whichever is the greater. The main and auxiliary steering gear power unit shall be-  Arranged to restart automatically when power is restored after a power failure.  Failure of any one power unit an audible and visual alarm shall be given on the navigation bridge.  Where the main steering gear comprises two or more identical power unit, an auxiliary steering gear need not be fitted, provided that the main steering gear is so arranged that after a single failure in its piping system or in one of the power units the defect can be isolated so that steering capability can be maintained or speedily regained. The steering gear control for main steering gear shall be provided both on the navigation bridge and in the steering compartment. The steering gear control for auxiliary steering gear shall be provided in the steering compartment and, if power operated, it shall also be operable from the navigation bridge and shall be independent of the control system for the main steering gear. At bridge control of steering gear, it should be in the position to operate under manual mode (Follow up and Non-Follow up) and autopilot mode. Change over the switch to be provided in wheelhouse so that in case of the emergency operator can change over control to steering room if necessary. **Safeties of the Steering gear** Relief valve for excess pressure Short circuit trip Hunting Gear Buffer spring for as shock observer Angle adjusting stop (Hand over position limit switch) Double shock valve Relief valve Hydraulic oil tank level alarm Overload alarm 200% insulation Testing and drills Within 12 h before departure, the ship's steering gear shall be checked and tested by the ship's crew. The test procedure shall include, where applicable, the operation of the following: the main steering gear; the auxiliary steering gear; the remote steering gear control systems; the steering positions located on the navigation bridge; the emergency power supply; the rudder angle indicators in relation to the actual position of the rudder; the remote steering gear control system power failure alarms; the steering gear power unit failure alarms; and automatic isolating arrangements and other automatic equipment. The checks and tests shall include: the full movement of the rudder according to the required capabilities of the steering gear; a visual inspection of the steering gear and its connecting linkage; and the operation of the means of communication between the navigation bridge and steering gear compartment. Simple operating instructions with a block diagram showing the change-over procedures for remote steering gear control systems and steering gear power units shall be permanently displayed on the navigation bridge and in the steering gear compartment. All ships' officers concerned with the operation or maintenance of steering gear shall be familiar with the operation of the steering systems fitted on the ship and with the procedures for changing from one system to another. In addition to the routine checks and tests prescribed in paragraphs (a) and (b), emergency steering drills shall take place at least once every three months in order to practise emergency steering procedures. These drills shall include direct control from within the steering gear compartment, the communications procedure with the navigation bridge and, where applicable, the operation of alternative power supplies. The Administration may waive the requirement to carry out the checks and tests prescribed in paragraphs (a) and (b) for ships which regularly engage on voyages of short duration. Such ships shall carry out these checks and tests at least once every week. The date upon which the checks and tests prescribed in paragraphs (a) and (b) are carried out and the date and details of emergency steering drills carried out under paragraph (d), shall be recorded in the log-book as may be prescribed by the Administration.

Answer 239

STEERING GEAR SAFETIES Hydraulic safeties: · Level switch, low level, low low level alarm for hydraulic oil tank. · Relief valve. · Manual bypass valve. · Low pressure valve. · High lub oil temp. Cut out. · Low level cut out Electrical safeties: · Electrical and mechanical stopper for rudder. · Electrical motor overload alarm. · Power failure alarm. · High temp. Alarm. · Self starting after power failure. · Short-circuit trip. · Phase failure alarm. · 200% insulation in motor @Hunting gear @Buffer spring @ Angle adjusting stop (Hand over position limit switch) @ Double shock valve @Relief valve @ Tank level alarm (oil) @ Over load alarm

Answer 240

solas requirement 12 hours before consult master. do visual inspection inspection-- check linkages, hoses, fuel levels, pressures, vis inspection, obstructions comms with bridge to start pump check rudder angle compass repeater commms with bridge from each station shup off pump and check that standbypump starts and that audible and visual alarm go off check that placard/istructions are ready for emergency steering and changeover every to months check emergency/manual steering every test entered into bridge and er log

Answer 241

steering gear system fire protection systems bilge pumping systems co2 systems and associated fuel and ventilation shutdowns rescue boat lifting appliances ows sensor

Answer 242

Vessels are required to be surveyed every five years. A continuous MACHINERY survey is when 20% of the items are surveyed each year, ensuring that no one item has gone more than 60 months since it was last inspected. Classification Societies with International Association of Classification Societies or IACS such as LR, ABS, GL, DnV, BV, etc require that all machinery under their rules must be surveyed every five years. This heavy work load is reduced if all surveys were done at one time, all Classification Societies will allow some items to be surveyed in rotation, over a number of annual cycles. Here surveys are continuous over the five year cycle of surveys, so it is called as Continuous Survey of Machinery or CSM. To reduce the costs to Owners/Operators, Class will allow the Chief Engineer to survey most items under his supervision. Once surveyed by the Chief Engineer, the items would still require the Class Surveyor to credit the surveys at an annual audit. The Chief Engineer will be instructed by Class that he is eligible to undertake these surveys on Class’s behalf, and the specific items he can and cannot survey. To fully utilise the manpower on-board ships, it would be prudent to ensure that when items are due for survey, that they are also required to be overhauled. Thus as the time when overhauls are due can be modified by operational practices, the Chief Engineer should endeavor to ensure that both the overhaul or planned maintenance routine and the survey are due within the same time period. Programmes for which Opening Machinery not Required Two programmes briefed below are approved by the Class in order that physical opening up machinery is not necessary on every occasion. Lubricating oil analysis This programme could be used on the steering gear machinery. Samples of the lubricant within the system would be sent for analysis on a regular, three monthly basis to detect contaminants, wear particles, and oil characteristics, such as viscosity. These results will indicate the quality of the oil, and the presence of any internal wear. Based on these results, an internal inspection of the steering gear should be wavered, and only an operational test be required at the survey date. Performance monitoring This programme could be used on auxiliary diesel engines. The operational parameters of the engine, such as exhaust temperatures, lubricating oil pressures, engine load, boost air pressure, etc, etc, would be recorded under steady state conditions. These sets of recent readings would be compared with those taken when the machine was new, or in a known good operating condition. Based on these results the internal inspection of the engine components would be wavered.

Answer 243

cancel class give condition of class lift condition ofclass delay boat from sailing reduce survey periods (ie herc grounding)

Answer 244

While synchronising an alternator to a grid, the frequency of alternator is kept slightly higher than the grid because as soon as the alternator is synchronised, it will pick up some load which will tend to decrease its speed. If the frequency of the incoming alternator is exactly equal or slightly lower than the grid, then after synchronisation ,that tendency of lowering of speed can cause reverse power to flow in the alternator which will either trip the alternator or damage both the alternator and the turbine.

Answer 245

1. attach 500v voltmeter across same phase of bus bar and incoming generator 2. when voltmeter indicate4s 0--\>maximum slowly and when voltmeter shows at 0, close breaker. 3. this is the point when they are in correct phase sequence

Answer 246

The basic steps in ascertaining the health of a three-phase AC motor are given below: (a) General Inspections (b) Earth Continuity and Resistance Test (c) Power Supply Test (d) AC Motor Winding Continuity Test (e) AC Motor Winding Resistance Test (f) Insulation Resistance Test (g) Running Amps Test General Inspections For the three-phase motor, do the following: SAFETY, PPE, CAPTAIN, TAG, ISOLATE ETC..COSWP (1) Check the appearance of the motor. Check for burnt, damage to body or cooling fan or shaft. (2) Manually rotate motor shaft to examine bearing condition. Look out for smooth and free shaft rotation. If shaft rotation is free and smooth, bearing is possibly in good condition, otherwise consider replacing, repair or carry out further diagnosis. (3) As with all testing and inspections, the motor name plate provides valuable information that will help to ascertain the true health of the motor. Examine the name plate thoroughly and compare values of running amps test (see below) with name plate value Earth Continuity and Resistance Test With a multimeter, measure the resistance between motor frame (body) and earth. A good motor should read less than 0.5 ohms. Any value greater 0.5 ohms indicate trouble with the motor. Further troubleshooting maybe required Power Supply Test For three phase motors, the expected voltage for a 230/400V system is 230V phase to neutral and 400V between each of the three phase supply lines. Check that the correct voltage is applied to the motor using a multimeter. Ensure the terminal for power supply is in good condition. Check the connection bar for terminal (U, V, and W). For three phase motors, connection type is either Star (Y) or Delta AC Motor Winding Continuity Test Using a multimeter, check the continuity of motor winding from phase to phase ( U to V, V to W , W to U ).Each phase to phase must have a continuity if winding is OK. If any particular phase fails the continuity test, your motor is probably burnt. Please see how to identify three phase windings for proper winding identification. U, V, W is a European winding designation. AC Motor Winding Resistance Test Check the motor winding resistance or ohms reading using a multimeter or ohmmeter for phase to phase terminal ( U to V,V to W ,W to U ).The ohms reading for each winding must be the same (or nearly the same). Remember that the three phases have identical windings or nearly so! Insulation Resistance Test Insulation resistance failure of an electric motor is one of the first signs that the motor is about to fail. For a three phase motor, insulation resistance is usually measured between each motor winding or phase and between each motor phase and motor frame (earth) using an insulation tester or megger. Set the voltage setting of the insulation resistance tester to 500V. Check from phase to phase (U to V, V to W, W to U). Check from phase to motor frame (earth) (U to E, V to E , W to E ). Minimum test value of motor insulation resistance is 1 Meg Ohm (1 MΩ). See how to measure insulation resistance of Electric Motor Running Amps Test With the motor running, check the full load amps (FLA) with a suitable meter or preferably a clamp on meter and compare with the name plate FLA. Deviations from rated FLA could signify problems with the motor under test.

Answer 247

force applied at a distance. force mulitiplied by distance. ie longer the spanner the more torque you get power is the rate at which work is done

Answer 248

Low oil pressure A vessel does not have to be fitted with a low oil pressure alarm unless it is over 25 metres in length, however, most vessels are fitted with them. --Insufficient level of oil in the sump May cause a fluctuation of the oil pressure, as the vessel rolls the pump loses suction and air enters it. --LO pump strainer clogged Not much of a problem these days as the additives in the oil keep the foreign matter and sludge in suspension for the filter to remove. Faulty LO pump If the drive to the pump has sheared, there would be no oil pressure at all. The engine must be stopped immediately otherwise severe damage could occur. Should the gears or rotors of the pump be worn or have too much clearance between them and the backing plate, there will be a drop in oil pressure, usually a gradual drop will occur. --Faulty relief valve The pressure relief valve may be stuck in the open position or its spring may have broken. Should the relief valve stick in the open position or the spring break, the oil pressure will drop below normal. --Filter partially clogged With the filter being partially clogged, the flow of oil will gradually be restricted. Lower oil pressure will occur and be indicated on the pressure gauge until the filter by pass valve opens. --Oil temperature too high A high oil temperature will thin the oil out causing it to flow more easily with a resulting drop in oil pressure. Could be caused by a worn engine that would have fresh water overheating as well. Alternately, it could be caused by a dirty oil cooler. --Faulty oil pressure gauge A faulty oil pressure gauge could indicate a low oil pressure where in fact the actual pressure is correct. If the oil pressure gauge is suspected, try another one. --Fractured LO pipes Will result in a gradual or sudden drop in pressure if the pipe splits. --Excessive clearance in a bearing(s) In a main or bottom end bearing the clearance is very small. This small clearance places a restriction on the flow of oil which causes the oil pressure. If the bearing clearance is excessive, the oil is less restricted and its pressure will drop below normal. Usually, a bottom end bearing will be the problem.

Answer 249

1. Fuel oil pressure too low: The fuel oil pressure is lower than requirement, which can be due to faulty fuel oil attached pump or the fuel oil viscosity is very low 2. Type of Fuel Burned: The fuel oil pressure will also drop when the fuel grade is changed from HFO to MDO/ MGO/LSFO. This will lead to decrease in engine performance 3. Fuel leakage: If the fuel pump parts i.e plunger and barrels are worn out, the fuel will leak out and the fuel pressure will drop at the discharge point 4. Fuel Temperature: If the fuel temperature is inadmissibly high (\>60 deg C), the fuel viscosity will reduce and it will affect the fuel pressure 5. Firing Pressure Difference: If there is high difference firing pressure in between individual cylinders, it will lead to reduction in overall output of the engine 6. Blocked Filter: Blocked or dirty line filters in the fuel oil system will reduce the oil pressure and hence the performance 7. Wrong Valve Clearance: The clearance between intake/ exhaust valve and its guides is of extreme importance. If the clearance is more than required, the combustion mixture will leak out from this gap and reduce the engine performance 8. Damaged Exhaust Valve: A damaged exhaust valve or seat will not seal properly causing blow-by of exhaust gasses on combustion. This will increase the exhaust temperature and reduce engine output 9. High Exhaust Back Pressure: If there is a flaw in the exhaust piping installation or the silencer is fouled, it will lead to high exhaust gas pressure and increase in exhaust temperature of all units 10. Contaminated Passages: A contaminated exhaust manifold will lead to hindrance in the exhaust gas flow and increase the exhaust temperature 11. Insufficient Fresh Air Supply: Correct amount of fresh air supply is a must for efficient combustion, if there is reduction in the scavenge air supply, the combustion will be incomplete, which will reduce the engine output 12. High Suction Air Temperature to T/C: When a ship plies in hotter temperature regions (For e.g near equator or Gulf regions in summers) the atmospheric air sucked by T/C compressor is already at higher temperature. If this air is not cooled properly, it will decrease the performance of the engine 13. Charge Air Pressure Too Low: If the scavenge air pressure is low, the amount of air required for combustion to each the cylinder will not be sufficient, which will lead to incomplete combustion 14. Wrong Charge Air temperature: If the cooler controller is set at higher temperature, the temperature of the output air supplied to the engine will be higher, which is not good for engine performance. Similarly, if the setting is on the lower side, the resulting combustion will not be efficient 15. Charge Air Cooler Contaminated: A contaminated and dirty charge air cooler will not allow seawater to cool the air properly, leading to increase in exhaust temperature 16. Air Cooler S.W Temp High: If the sea water temperature is on the higher side, the air cooled by it in the air cooler will be warmer than normal which will lead to high exhaust temperature 17. Air Cooler S.W Bypass Open: The air coolers provided with S.W bypass valve controls the cooling medium i.e seawater. If the bypass is open more than required, then the air supplied to the engine will have higher temperature 18. Blower, Turbine or Nozzle Ring Worn/ damage: Fouled or damaged part of turbocharger will lead to either problem in the passage of exhaust gas or less amount of fresh air supply. These will lead to sudden reduction in the output of the engine 19. Scavenge Air Leakage: Leaking scavenge air from the inlet pipe to the cylinder will result in less supply of air and incomplete combustion 20. Wrong Tappet Clearance Setting: Wrong tappet clearance will allow inlet/ exhaust valves to open more or less than required. This will result in either inappropriate combustion or the combustion mixture drawing out of the chamber at an earlier stage

Answer 250

eul--the maximum air fuel ratio which the vapours will ignite. above this the miture is considered too rich to burn lel--the minumum air fuel ratio at which the vapour will ignite below this level the mixture is considered too lean to burn area between uel and lel is the flammable zone

Answer 251

RULES and signs FOR ENTRY -ums adequately illimunated at all times --chief. engineer must have posted standing orders of the ums system during unmanned period. - no authourized personel are allowed in machinery space outside of working hours except duty engineer or someone authourized by the chief engineer. - never alone, unless permission from or been instructed by engineer officer in charge at the time --ppe - only to do specific task and expected to complete it in short time - before entry method of comms, reporting should be clearly explained and before, during and after entry must report through comms to duty deck officer and dead man alarm system on on entering and off on exiting. if no deadman every 15 minutes must report to bridge to verify his safety. - upon alarm duty engineer needs to verify the cause, take necessary measures to rectify the cause, and if necessary contact another - if very serious problem, fire, flooding, electrical problem, duty engineer must contact bridge and chief engineer. - two log entries for er--ever 8 hours when manned, every 16 or once in an unmanned period. - before bridge or er change status or control of machinery comms has to be made to each other--officers in charge. - permit to works should be considered in some cases - even if engineer officer in charge enters, he has to report to duty deck officer - notice of safety precaution to be observed by personel working in UMS should be clearly displayed at all entrances to the space. with warning sign that there is likelihood of machinery suddenly starting up and entry prohibited sign stating times when special restrictions are applicable - when ums under bridge control, bridge should always be advised when a change in machinery setting is contemplated by er staff. and before er staff decide to take control of machinery again - Whenever the duty engineer is required to enter the machinery spaces during UMS periods, including attendance for evening rounds and to respond to alarms, the “Deadman” alarm system is to be operated, where fitted. On vessels without a “Deadman” alarm system, the duty engineer must contact the bridge every 15 minutes to verify his safety. - In the case of an alarm, the Duty Engineer Officer must verify the cause of the alarm, and take necessary measures to rectify the cause. If necessary he is to call another Engineer Officer. - In the case of fire, flooding, serious machinery or electrical generation malfunction or similar threat to safety, the Duty Engineer Officer must call the Bridge and the Chief Engineer. - Two full log entries of the engine room machinery parameters are to be made during the 8 hr manned period, and one log entry for the unmanned period. - The Chief Engineer is to issue standing instructions specific to the vessel detailing the operation of the machinery during the unmanned period. Means are to be adopted to ensure that entry into unmanned machinery spaces outside normal working hours is restricted to the Duty Engineer and any other persons as authorised by the Chief Engineer. **REQUIREMENTS FOR A UMS SHIP** fire precaution with alarms including boiler intake and casing and scavenge air spaces and oil mist detector in vessels 2250 kw or more proteection against flooding-- that high level goes off at normal heel angle and that pump alarms when capacity of liquid throughpump is more than pump can handle control of propulsion machinery from navigation bridge, emergency stop on bridge. automatic fire detection fire extinguishing system alarm system automatic start of emergency generator within 45 seconds **ACTIONS TAKEN BEFORE PUTTING SHIP UMS** Before Going UMS A Critical Operations Checklist, is to be developed, (in sms) maintained and used for ensuring all necessary checks are made prior to going unmanned. Once the checklist has been completed, the engine room alarms should be set to “UMS Mode” and the Bridge notified of the engine room status and engineer on duty. An entry should be made in the engine room log book. Before going UMS, the Duty Engineer must ensure that all day service tanks for fuel, cylinder oil and header tanks for cooling water, lubricating oil, etc are full. An inspection of all active and operational machinery and systems in all the machinery spaces, particularly for fuel and lubricating oil leakage, is to be carried out. That the main engine is on bridge Control Check that all bilges and seawalls are empty. Test Oil Mist Detector alarm on M.E , test bilge wells High Levels Alarms , test Boiler High/Low/Cut out alarms where applicable all ventilation fans on Check that bilge pump is in auto position, that bilges are empty and that high level alarms work. Check that Stand-by DG is on auto-start. Check that steering gear motors are in stand-by position. Check that all stand-by pumps are on auto-start. Check that OWS overboard valve is secured (**OWS stopped when E/R unmanned and if not automatic discharge**). Check that all fire loops are activated. Check whether all watertight and weather doors/openings are closed. Check that the Purifier Room and Steering Gear door is closed that chief and second know the er is going ums. standing orders should say this all alarms and safety cutouts are operational. Check cabin / public rooms alarms prior to the engine room being unmanned. Inform bridge and confirm UMS before leaving E/R Check that all flammable liquids are in sealed canisters. Check that all oil spills etc have been cleaned up. Check that all waste, rags and other cleaning materials are stowed away. Check that all Engine Room gear, spare parts etc are properly secured. Check that all alarms are active. Test the “Deadman” alarm and Engineer’s Call Alarms, ensuring they are sounding in public rooms, Bridge, Cargo Offices and appropriate cabins. **Actions of engineer when alarm goes off** - Alarm goes off in the engineer’s cabin - Engineer silences it - Engineer goes to ER - You must de-activate the ‘Dead Man Switch’ before entering the ER - Acknowledges the alarm in the ER - Calls the bridge to explain the scenario - Deals with the problem - Upon leaving the ER engineer re-activates the dead man switch - Engineer returns to their cabin and calls the bridge to confirm that they are safe **how long can ship stay in UMS mode and when can it not be in ums mode** On any ship certified for unmanned operation, the machinery spaces may be unattended for a maximum period of 16 consecutive hours. No vessel is to operate with the machinery spaces unmanned in the following circumstances: During preparation for departure . During manoeuvring/standby operation. At sea or at anchor when the Master or the Chief Engineer requires the Engine Room to be manned due to adverse weather, traffic etc. When the cargo handling plant places a high and variable load on the electrical or steam generating plant. When port regulations prohibit any unmanned engine room. With any fire, major alarm, or safety system inoperative, including any fire detection system zones isolated. If any propulsion equipment back up provision is inoperative. With any major control or communication system inoperative. If the bridge console is inoperative. Before the Chief Engineers specific instructions/standing orders/ for operating in the unmanned condition have been complied with.

Answer 252

1. Alarm system that sounds externally from the ER 2. Alarm panels in the chief engineers cabin as well as the bridge 3. Dead man alarm 4. Double skinned fuel lines 5. Fuel leak tank with alarm 6. UMS Certificate 7. Smoke AND heat alarms

Answer 253

Before Going UMS Before going UMS, the Duty Engineer must ensure that all day service tanks for fuel, cylinder oil and header tanks for cooling water, lubricating oil, etc are full. An inspection of all active and operational machinery and systems in all the machinery spaces, particularly for fuel and lubricating oil leakage, is to be carried out. A Critical Operations Checklist, is to be developed, (in sms) maintained and used for ensuring all necessary checks are made prior to going unmanned. Once the checklist has been completed, the engine room alarms should be set to “UMS Mode” and the Bridge notified of the engine room status and engineer on duty. An entry should be made in the engine room log book. That the main engine is on bridge Control Check that all bilges and seawalls are empty. Test Oil Mist Detector alarm on M.E , test bilge wells High Levels Alarms , test Boiler High/Low/Cut out alarms where applicable all ventilation fans on Check that bilge pump is in auto position, that bilges are empty and that high level alarms work. Check that Emergency DG is in stand-by position. Check that Stand-by DG is on auto-start. Check that steering gear motors are in stand-by position. Check that all stand-by pumps are on auto-start. Check that OWS overboard valve is secured (OWS stopped when E/R unmanned and if not automatic discharge). Check that all fire loops are activated. Check whether all watertight and weather doors/openings are closed. Check that the Purifier Room and Steering Gear door is closed that chief and second now the er is going ums. standing orders should say this all alarms and safety cutouts are operational. Check cabin / public rooms alarms prior to the engine room being unmanned. Inform bridge and confirm UMS before leaving E/R Check that all flammable liquids are in sealed canisters. Check that all oil spills etc have been cleaned up. Check that all waste, rags and other cleaning materials are stowed away. Check that all Engine Room gear, spare parts etc are properly secured. Check that all alarms are active. Check that all fire detection sensors are active. Check that all fire doors are closed. Test the “Deadman” alarm and Engineer’s Call Alarms, ensuring they are sounding in public rooms, Bridge, Cargo Offices and appropriate cabins.

Answer 254

1. prep for departure 2. manuevering/standby operation 3. at sea or at anchor when master or chief eng deem it necessary--traffic, weather etc 4. when port regulations prohibit 5. with any fire major alarm or safety system inoperative, including an fire detection zones isolated 6. if any back up propulsion equipment provision is inoperative 7. with any major control or comm. system inoperative 8. if bridge consol is inoperatvie 9. if the chief eng.s instructions for operating in UMS have not been complied with

Answer 255

speed distancce tank capacity amount of fuel onboard

Answer 256

- 20nm from shore - water making capacity - tank capacity crew and passenger use per day wash downs required water to grey water

Answer 257

Always have two days running onboard or 15%, whichever is greater. Use +15% when doing fuel calculations.

Answer 258

fuel calculations if you have data: ie specific fuel consumption, speed, distance, kw power, vessel displacement, fuel coefficient. to ascertain fuel and oil bunkers he can do fuel calcuations based on data onboard or he may use info from previous voyages in the log. he can calculate consumptions based on maximum continuois rating vs. optimim speed. if ship is new he can use trial figures, or perhaps data from a sister ship. also personal experience. typically he would bring a fuel oil reserve of 15% of required voyage amount

Answer 259

amount of fuel remaining in good tanks figure out far it is back to bunker station you would need this info: displacement 2/3 x speed3 divided fuel coeff or specific fuel consumption x power x hours

Answer 260

fuel consumption= SFCxPOWERXHOURS _Displacement2/3 x Speed3_ divided by Fuel Coeff

Answer 261

fuel consumption = SFC x KW if sfc is in kg you need to divide answer by 1000 to convert to tonnes this will give you tonnes per hour to then get daily consumption multiply by 24 if you then know how many tonnes a day you are consuming at that speek and kw and you are told voyage duration you can divided distance by speed in kts (noting that kts are measured in nm per hour). this gives you voyage total hours. to then convert hours to days divide by 24. this gives you exact number of days of voyage. then multiply daily consumptio by days of voyage to get total fuel consumption. then add 15% reserve

Answer 262

change/inspect filters suck from tanks thathave pre-bunker fuel bleed bad fuel out --back to bad tank get systems running again check how much good old fuel youhave redo calculations to see if you can get with 15% back to fuel supplier. submit letter of intent to fuel supplier run engines at optimum fuel consumption if requred

Answer 263

check manual steering (off auto) every 24 hours fire fighting equipment bilge alarms smoke detectors 24 hours after leaving port--full on fire drill if 25% crew change

Answer 264

The chief engineer officer shall, in consultation with the master, determine in advance the needs of the intended voyage, taking into consideration the requirements for fuel, water, lubricants, chemicals, expendable and other spare parts, tools, supplies and any other requirements. the ch. eng. would need to determine the following so he could determine realistic values for the consumption of consumables. ports enroiute distance of voyage (for fuel and oil calcs) speed to be maintanained (fuel and oil calcs) FUEL-SECA AREAS? PREP FOR PORT STATE INSPECTION ANY SPECIAL RULES IN COUNTRIES YOU ARE TRAVELLING TOO REGARDING ANY MARPOL REGS length of pilotages, stays in port or at anchor number of people on board (for water calc) local availability in dest. port or ports enroute to stock up on or purchase emergency consumables With all this info. he can calculate fuel and oil (hydraulic etc) required for trip. freshwater required. refrigerant required. chemicals for maintenance, cleaning. spare gear for planned and unplaned maint. including surveuy work. cleaning materials to ascertain fuel and oil bunkers he can do fuel calcuations based on data onboard or he may use info from previous voyages in the log. he can calculate consumptions based on maximum continuois rating vs. optimim speed. if ship is new he can use trial figures, or perhaps data from a sister ship. also personal experience. typically he would bring a fuel oil reserve of 15% of required voyage amount lub oil he would carry sufficient oil for a complete change on one main engine plus what is requried for day to day operations freshwater depends on capacity of water makers onboard. and production rate vs consumption rate of crew-200L PER PERSON PER DAY?. also take into account not being able to make water in coastal waters. he can not forget spares for waterplant and that water is consumed for cleaning etc. refrigerant. carry onboard, but know the systems before hand. do they loose refrigerant. if so the leaks should be rectified in port and safely disposed off old refrigerenat. chemicals. check ports. generally carrry 3-4 months spare onboard . cleaning materials consumables. stock up sufficiently before hand. consider accidents and spills. go over your planned maintenance to help get amounts needed. spare gear. go over worklist for voyage carry additional spares for emergency breakdowns, liners, cylinder head, injectors etc. estimate based on voyage for basic maintenanceconsumables filters etc. bring spares for pllaned and survey work if so. check itinerary to confirm shipping of spares before during or after including customs clearance in future ports etc. and make plan accordingly. maintenance and survey planning consult the master as major work will affect safety of ship. consult master for weather to see if this work is even possible. prior to doing survey work find out first if it is possible to find and plan a surveyor in the future port. and check with the port and local authourities whether it is even possible to immobilise propulsion etc in the futureberth. contact thesurveyor before hand. machinery checks -check critical systems, steering gear, emergency alternator, fire detectors, fire and bilge pumps, ows, status of sea strainers/suction, alarm system checks, etc. main engines gens.

Answer 265

**FIVE RESPONSIBILITIES OF A WATCHKEEPER** 1. make sure all safety equip. is available for immediate use if required 2. make sure all equipment is ready for use and is operated as per man. instructions 3. operate machinery according to man. requirements follow all standing orders 4. be aware of all risks affecting the vessel and maritime environment 5. its a legal requirement to maintain a watch **TAKING OVER A WATCH** For taking over a watch get ready with proper PPE at least 20 minutes before the watch. Then if not restricted area go outside the accommodation to see the M/E and Aux Engines exhaust gas colour from the funnel. Then Come down to the engine room in time, take a good round to feel for any abnormality in sound, smell etc.; check for any leak, contamination, level, pressures and temperatures of all running machineries: ME or propulsion systems functioning and all units’ exhaust temp, piston cooling lub oil outlet temp, JCW outlet temp, Lub inlet pressure & temp, Air Cooler temp, fuel temp & pressure to be checked. Aux Engine system functioning and all units’ exhaust temp, piston cooling lub oil outlet temp, JCW outlet temp, Lub inlet pressure & temp, Air Cooler temp, fuel temp & pressure to be checked. Steering system functioning and tank oil level to be checked. Boiler pressure and water level to be checked. Also check the hotwell water level. Accommodation A/C and provision refrigeration plants to be checked and provision rooms temp to be checked too. EGE/EGB inlet & outlet exh temp to be checked. Bilge level in all bilge wells and bilge holding tank to be checked. Sludge tanks and BSO tanks level to be checked. Purifier fuel temperature, pressure and gear oil level to be checked. Air Compressor runs in auto and air bottles pressure maintaining. Air Compressor oil level to be checked. Drain fuel oil settling and service tanks and check the level & temperature. Air Bottles to be drained and pressures to be maintained. If the incinerator runs, waste oil service tank level and temperature and incinerator furnace temperature to be monitored. Sewage treatment plants to be check for proper functioning Environmental protection in good order e.g. smoke etc is in acceptable level. Safety related items e.g. fire alarms and fire extinguishing system to be checked for proper functioning or any abnormality. 3. Then after coming back to the control room, check the control panel for any abnormal alarms or parameters. 4. Check the main electrical switch board for running D/G load, volt and amp and stand-by mode of other idle D/G. Also check the megger readings and lamp indications for earth faults in 440Volt or 220 Volt feeder panel. 5. Then check M/E rpm, and M/E load indicator and ask about C/E and bridge instruction for M/E rpm. 6. Ask the following information from relieving engineer before taking over the watch: check for: availability, status of safety equipment. (fire systems, bilge/fire pumps. any loops out, anything changed? any special modes of operation such as entering port, shallow water, icy, bad weather, etc Any special orders related to any ship operation from bridge any permits to work that are open what works been done, whos in er any changes to standing orders from master, chief engineer or company (from chief or master) any transferiing of fuels, liquids status of alarms, alarm history any equipment faults or problems during watch what equipment is operatiing, what in standby control system or manual operation of any machinery in engine room & deck if any Standing orders from the chief engineer Special order from the company or master Level of important tanks such as bilges, ballast tank, sewage tank, or any other tank which requires attention Any ongoing maintenance jobs in E/R and any potential hazard associated with ongoing maintenance works. Any condition and important information regarding mode of operation of main engine, boiler, and auxiliary engines Any important machinery failed to receive attention during the watch, 7. Before taking over, the log book should be checked and ensured that all the important parameters regarding main and auxiliary machines has been recorded and updated in the engine room log book by outgoing watch keeping engineer and signed. **Accepting Watch** If all above check points are covered satisfactorily, watch is taken over smoothly. If in doubt – may inform and consult with chief engineer Compilation of machinery space log book & understanding significance of readings taken In general while taking over/handing over a watch, considering a smooth running operation, all parameters – pressure, temperature, level, flow meter reading etc. are normal and logged down in the log book accordingly. Should there be any abnormality following significant difference will appear: In brief any change in log book parameters will help to make out difference between condition monitoring and easily detects some fault with relevant machineries and indicate their performance. **Duties of a watch keeping engineer during an engine room watch:** During the engine room watch, the following machineries to be monitor regularly: ME or propulsion systems functioning and all units’ exhaust temp, piston cooling lub oil outlet temp, JCW outlet temp, Lub inlet pressure & temp, Air Cooler temp, fuel temp & pressure to be maintained. Aux Engine system functioning and all units’ exhaust temp, piston cooling lub oil outlet temp, JCW outlet temp, Lub inlet pressure & temp, Air Cooler temp, fuel temp & pressure to be maintained. Steering system functioning and tank oil level to be maintained. System to be greased or lubricate. Boiler pressure and water level maintaining. Accommodation A/C and provision refrigeration plants to be checked and provision rooms temp to be maintained. EGE/EGB soot to be blown. Bilge level to be checked and if necessary, bilge to be transferred in Bilge holding tank. Sludge tanks level to be checked and if required, sludge to be transferred in BSO tank. Purifier fuel temperature, pressure and de-sludging in time. Air Compressor runs in auto and air bottles pressure maintaining Drain fuel oil settling and service tanks and maintain proper level and temperature. Air Bottles to be drained and pressures to be maintained. If the incinerator runs, waste oil service tank level and temperature and incinerator furnace temperature to be monitored. Sewage treatment plants to be check for proper functioning Environmental protection in good order e.g. smoke etc is in acceptable level. M/E rpm to be maintained according to C/E instructions. Safety related items e.g. fire alarms and fire extinguishing system to be checked for proper functioning. Additionally check for any bad smell, abnormal sound, and look for any abnormality, leakage, level etc. In fact a good watch keeping helps keep aware of any changes and decision can be made out accordingly. Bridge/chief engineers any instruction should be completed with Any pending repairs, bilge, ballast operations to be supervised carefully. During any congested water navigation, bad weather, appropriate decision should be taken. For any kind of problems with main/auxiliary machines, bridge/chief engineer officer to be informed as appropriate, meanwhile preventive/corrective action to be taken. Safety precautions to be observed during a watch and immediate actions in the event of a fire or accident by informing bridge and chief engineer. **What precautions to be observed during a watch?** Regular rounds to observe for bad smell, abnormal sound/noise,leakage,level etc. Main, auxiliary machinery, steering gear etc. pressure temperature, level maintained normal, main engine RPM, vessel speed normal Boiler, pressure, level, A/C, refrigeration, pumps etc in order Exhaust/smoke checked clear, bilge level, normal, fire duties, active No undue bilge level, ballast, transfer operation taking place. Take corrective actions to change in parameters and inform chief engineer/bridge when appropriate. **What immediate action you are going to take in the event of a fire or accident?** Ans: The Abbreviation of Fire: F – Find or Find I – Inform Isolate R – Restrict Report E – Extinguish Extinguish Hence on viewing a fire isolate the source of combustion and inform the bridge and Chief Engineer, raise fire alarm, so that others will remain aware of the situation, will muster & come to help. Meanwhile try to extinguish the fire with appropriate means. Should there be any accident inside E/R, inform bridge, Chief Engineer and raise emergency alarm so that other crew members will muster and come to help/rescue as appropriate. Meanwhile take corrective actions as deemed necessary. **HANDING OVER A WATCH** A watch keeping engineer should take extra care while handing over the watch to the incoming watch keeping engineer to make sure that the ship runs safely and smoothly. It is necessary that the right information is passed to the incoming engineer by the engineer on watch so that he can concentrate on his watch and perform more demanding and important jobs. Handing over of the watch should be carried out according to the instructions provided by the chief engineer’s standing orders and company’s instructional manual. It should be done very sincerely and honestly so that the watch keeping becomes smoother and continuation of any kind of work is not affected on the ship. The following things need to be informed to the reliving officer: Special orders related to any ship operation from bridge or the company Standing orders from the chief engineer Special mode of navigational operation of ship in case of emergency situation, damage, icy, or shallow water etc In case there is any kind of maintenance work being carried out in the engine room by other engineers and crew members then their work location, details of machinery under maintenance, and information of authorized person and crew members should be provided. Any potential hazard because of the ongoing maintenance work should also be informed. In case there is any equipment failure, details of the same should be informed All the checks already made when the ship leaves the port should be noted. In case any check is pending, it should be conveyed to the incoming watch keeping engineer All the checks that are made when the ship enters the port should be noted and informed in case any is missing. Condition and important information regarding mode of operation of main engine, boiler, and auxiliary engines should be informed Level of important tanks such as bilges, ballast tank, sewage tank, reserve tank, slop tank, fuel tank, or any other tank which requires attention Condition and state of fire extinguishing equipment and systems, in case any specific section or fire alarm has been isolated In case an equipment needs to be monitored manually, details of the same should be provided, along with the condition of monitoring and control equipment Any form of adverse ship condition needs to be informed Information on the condition and modes of all the important auxiliary machinery such as purifiers, fresh water generator, oily water separator, pumps, sewage treatment plant, should be provided Stand by machinery are at Standby mode and emergency equipments are at ready mode. If any machinery runs in manual mode for special precaution need to be informed (for example F.O. Transfer pump or boiler feed pump etc) In case any important machinery failed to receive attention during the watch, the reliving officer should be reported and asked to take care of the same The condition and modes of automatic boiler controls and details of other equipment related to the operation of the steam boiler should be provided The engineer officer should ensure that all the important parameters regarding main and auxiliary machines are suitably recorded in the engine room log book. Main and Auxiliary machineries, boiler, A/C, refrigeration, steering, electrical motors, alternators etc. in good order or any changes from normal, abnormality to be informed. Status of communication with bridge to be informed. Environmental protection in good order e.g. smoke etc is in acceptable level and ppm & alarm of OWS if it is running M/E rpm/ ship speed status Log Book updated in time, all parameters logged down, meter readings recorded as appropriate For and UMS ship alarm record book and equipment check lists to be verified If you are satisfied that the incoming watch keeping engineer is in fit/good condition; not drunk etc. and mentally and physically prepare to take over the watch then hand over the watch to him by signing company form. if in doubt, inform and consult with the chief engineer officer.

Answer 266

availability, status of safety equipment. (fire systems, bilge/fire pumps. tell him what open permits to work are open what works been done, whos in er any changes to standing orders (from chief or master) any transferiing of fuels, liquids status of alarms, alarm history any equipment faults or problems during watch what equipment is operatiing, what in standby

Answer 267

when maneuvering congested traffic areas - unsheltered cove, english channel bad weather any emergencies--flood, breakdown, run aground

Answer 268

FIVE RESPONSIBILITIES OF A WATCHKEEPER 1. make sure all safety equip. is available for immediate use if required 2. make sure all equipment is ready for use and is operated as per man. instructions 3. operate machinery according to man. requirements follow all standing orders 4. be aware of all risks affecting the vessel and maritime environment 5. its a legal requirement to maintain a watch

Answer 269

that all equipment is (prop. gens) are ready for use immmediateluy. full engineer personal on standby--double watchkeepers environmental stuff--sewage dishcharge, ows, watermaker availability, status of safety equipment--fire systems, bilge/fire pumps tell him what permits to work are open what works been done--whos in er any changes to standing orders (from chief or master) any transferring of fuels, liquids, status of alarms, alarm history any equipment faults or problems during watch what equipment is operating, what is in standby

Answer 270

that all equipment is (prop. gens) are ready for use immmediateluy. full engineer personal on standby--double watchkeepers environmental stuff--sewage dishcharge, ows, watermaker availability, status of safety equipment--fire systems, bilge/fire pumps tell him what permits to work are open what works been done--whos in er any changes to standing orders (from chief or master) any transferring of fuels, liquids, status of alarms, alarm history any equipment faults or problems during watch what equipment is operating, what is in standby

Answer 271

When you believe the relieving watch keeper is not capable of carrying out the watch keeping duties effectively. Due to, but not limited to, being impaired by alcohol, drugs or other substances, when they are fatigued or you deem them unqualified for the task at hand. \*Never handover watch when any fuel transfers are in progress.

Answer 272

When you believe the relieving watch keeper is not capable of carrying out the watch keeping duties effectively. Due to, but not limited to, being impaired by alcohol, drugs or other substances, when they are fatigued or you deem them unqualified for the task at hand. \*Never handover watch when any fuel transfers are in progress.

Answer 273

maintain established arrangements/procedures have knowledge of navigational operation of ship, nearness to land, ports, depth, sea state etc. have knowledge of comms system, espcape routes, alarms systems, fire and bilge systems and emergency and damage control gear. be capable of operating all main systems in both manual and auto. ie emerg. steering be sure systems in standby are always ready to go. if not master informed be capable of taking the actions necessary to contain the effects of damage resulting from equipment failure, fire, flooding, collision, or blackout. coperate with other engineers and contractors and be responsible for keeping ship safe and functioning as best as possible during repairs--record all work done, the people involved, the safety steps taken prior, during and after. do permit to works as needed - be soBer and fit for work - before going off-duty be certain that all events related to machinery are logged--ORB, stores and spares. - when systems are operated in manual officer in charge must continuously attend operate ships main propulsion plant and power distribution system do their duties in an effort to ensure safety of life and property at sea and protection of the marine environment 1. Log all routine Musters of Safety Equipment, Tests of Machinery Shut Down Devices and Alarms 2. Start and Stop the Plant in a safe manner in accordance with the manufactures Instructions. 3. If Locally Controlled, operate the Plant in accordance with the instructions of the Command Obeying Telegraphs 4. If Bridge Controlled Monitoring Plant Performance whilst Command carries out Manoeuvres the Vessel 5. Whilst Machinery is in use monitor the performance of the Engines Gearboxes and Propeller 6. Shaft Bearings and Stem Seals. 7. Transfer fuel and use the fuel preparation system to Replenish Ready use Fuel Tanks 8. Operate Ship's Water Making Machinery and recharge Fresh Water Tanks an a regular basis 9. Operate Ship's Hydraulic System iffitted and maintain constant pressure for upper deck hydraulic machinery when required. 10. Carry out routine maintenance of the Propulsion Unit and its Auxiliaries on a regular basis changing over filter bodies and cleaning fuel separators as necessary to maintain efficiency 11. Monitor the performance of the Ship's Refrigeration system and record temperature of Cold, Cool and Fruit and Vegetable Rooms. 12. Monitor the performance of the Ship's Air Conditioning Systems. 13. Pump the Ships Bilge's in order to maintain maximum stability. 14. Record machinery running data for inclusion in the Master Engineering Log 15. Act as a point of contact for the management of defects and breakdowns that may become a nuisance to Owners and passengers. 16. Keep the Machinery Spaces Clean by following a simple Watch Cleaning Programme.

Answer 274

risk assessment

Answer 275

- Risk assessment - Permit to work - PPE

Answer 276

statutory if your flag has ratified solas convention (which it has!!) 1) Certificate of registry--statutory--no expiry date--but not SOLAS This is the trading certificate issued to the ship by the flag state. This is the certificate that defines the nationality of the ship. This certificate also has the port of registry information. 2. **minimum safe manning certificate**--SOLAS CERT --no expiry. As a general rule the number of crew required would depend upon The trade of the vessel If the engine room is manned or unmanned (UMS) Minimum safe manning certificate usually does not have any expiry except for some flags. The certificate is a statutory certificate as it is required by the flag states rules and SOLAS. 3.International **ship safety equipments certificate**--SOLAS CERT--max validity 5 years, endorsed yearly This certificate is issued after verifying the operational readiness of all the safety equipments on board. The certificate is valid maximum for 5 years. The class stamps the certificate for annual endorsement each year. 4.International **ship construction certificate**--SOLAS CERT This certificate is issued as per the requirements of SOLAS chapter II. The certificate is valid maximum for 5 years. The class stamps the certificate for annual endorsement each year. 5) International **Ship safety radio certificate** This certificate is issued as per the requirements of SOLAS chapter IV. The certificate is issued after verifying that all the radio equipments are in good working condition. The certificate is valid maximum for 5 years. The class stamps the certificate for annual endorsement each year after verifying each element. 6) **Safety management system** certificate Safety management system certificate is issued as per the requirements of SOLAS chapter IX and ISM code. The issuance of this certificate to a ship means that it complies with the ISM code and the requirements of SOLAS chapter IX. The certificate is valid for maximum 5 years. This certificate need to be endorsed for intermediate verification every 2.5 years. This intermediate endorsement is done after successful completion of external SMS audit which is done by the RSO (usually class) on behalf of the flag.

ORAL PREP QUESTIONS Flashcards

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