SECOND ENGINEER’S RESPONSIBILITIES AND DUTIES

Second engineer is the Chief Executive Engine Officer and as such, is second in charge in the engine room department under the Chief Engineer. In the absence of the
Chief Engineer he/she assumes the responsibilities of the Chief Engineer.

Qualifications:
In all cases the minimum qualifications for this position will be in accordance with the relevant section of STCW as issued by IMO.

Responsibilities & Duties:

 The Second engineer is responsible for keeping an engine room watch at sea and in port if so required.
 The Second engineer is responsible for the safe and efficient operation of the engine room department in accordance with the directives and policy of the
Company and the requirements of the Chief Engineer. He/she is to control, train, and evaluate the engine crew’s performance and behaviour and make regular
reports to the Chief Engineer;
 The Second engineer is responsible for all maintenance work associated with the engine room department and repairs of the main engine, auxiliary engines, and
other machinery and equipment except certain items specifically assigned to the Third Engineer by the Chief Engineer. He/she is to keep records of running hours
for major machinery for scheduled maintenance purposes. He/she is to properly supervise all personnel engaged in such work;
 The Second engineer is responsible for ensuring that work related to the engine room department is performed in a safe and seaman like manner;
 The Second engineer is responsible for the total maintenance and performance of the main engine;
 The Second engineer is responsible for the control and management of consumable items, such as fuel, lubricating oils, fresh water, stores, and spare gear. He/she
is to provide the Chief Engineer with quantities of stocks consumed and remaining on board on a regular basis as required by the Company
 In case of emergency, for the handling or execution of urgent repairs in accordance with the Chief Engineer’s instructions. This includes the start-up and operation
of the life boat engines during boat drills;
 The Second engineer is responsible for the preparation of repair lists for major repairs or drydocking. This list shall include any items of work to be done by ship’s
personnel during that period.
 The Second engineer, upon joining a vessel shall report to the Chief Engineer. Handover from one Second engineer to the other is carried out as per QPRO-4.01
“Officer’s Handover Procedure”, which is located in the Quality Procedures Manual.

. The Second engineer is to maintain and test:

a) Fixed Fire Fighting Equipment.
b) Remote Fuel Isolation Equipment.
c) Emergency Stops.
d) Quick Closing Devices.

 The Second engineer is responsible for the maintenance and testing of all fire fighting appliances in the engine room and all machinery spaces.
 All crew members aboard the vessel are responsible for the identification of hazards. Where possible such hazards should be rectified immediately and in all cases
recorded in the hazard log. All incidents and near misses shall be recorded in the hazard log.
 The incumbent shall at all times comply with MT. SC 3’s (sample) requirement for minimum Personal Protective Equipment (PPE).
 All crew members shall actively participate in MT. SC 3’s Health and Safety Management and Environmental Protection programs.
 All crew shall participate in the vessel’s emergency gear testing rounds as required by the Master.
Authorities:
The incumbent is authorized to initiate action, identify and record problems, recommend and implement solutions to ensure non-conformances are corrected. This will
be achieved through document QPRO-1.06 “Corrective and Preventive Action”, which is located in MT. SC 3’s Quality Procedures Manual

Third Enginner Interview

THIRD or 4th ENGINEER INTERVIEW
01.) What is the responsibilities of Third Engineer ?
The responsibilities of Third Engineer are :
Generator engine included their alternator.
Fuel oil and lubrication oil purifier.
Boiler and accessories.
Air compressor.
All various pumps on board.
Incinerator ( if there ).
Bunkering, etc.

THIRD-ENGINEER’S RESPONSIBILITIES AND DUTIES

Reports To:
The Third Engineer is to assist the Second engineer in the operation and maintenance of the main engine and all machinery. He/she shall perform specific duties as
assigned and report any operational deficiencies to the Second engineer for any appropriate remedial action

Qualifications:
In all cases the minimum qualifications for this position will be in accordance with the relevant section of STCW as issued by IMO.

Responsibilities & Duties:

1.The Third Engineer is required to assist the Second engineer in routine administrative work such as reporting, inventories; repair lists the maintenance of engine logs.

2.The Third Engineer is responsible to the Chief Engineer for the following:
(a)For keeping an engine room watch at sea and in port, if so required.
(b)For the maintenance and operation of the ship’s generators, steering gear, boiler, etc.
©For the performance on any duty specifically assigned to him by the Chief Engineer.
(d)For the performance of such duties and maintenance work as may be directed by the Chief Engineer or Second engineer.

3.The Third Engineer shall report to the Chief Engineer upon joining a vessel and shall consult with the Officer being relieved regarding the condition of machinery and
equipment for which he/she is responsible. The Third Engineer shall in the company with the officer being relieved, if time permits, make an inspection of all items for
which he/she is responsible, and shall report any deficiencies found to the Chief Engineer.

4.Third Engineer is to maintain and test:

a)Emergency Power Generation;
b)Fire Pumps (Main and Emergency).

5.All crew members aboard the vessel are responsible for the identification of hazards. Where possible such hazards should be rectified immediately and in all cases
recorded in the hazard log. All incidents and near misses shall be recorded in the hazard log.

6.The incumbent shall at all times comply with MT. SC 3’s requirement for minimum Personal Protective Equipment (PPE).

7.All crew members shall actively participate in MT. SC 3’s Health and Safety Management and Environmental Protection programs.
8.All crew shall participate in the vessel’s emergency gear testing rounds as required by the Master.

Authorities:
The incumbent is authorized to initiate action, identify and record problems, recommend and implement solutions to ensure non-conformances are corrected. This will
be achieved through document QPRO-1.06 “Corrective and Preventive Action”, which is located in MT. SC 3’s Quality Procedures Manual.

FOURTH-ENGINEER’S RESPONSIBILITIES AND DUTIES

Reports To:
The Fourth Engineer is to assist the Second engineer in the operation and maintenance of the main engine and all machinery.
He/she shall perform specific duties as assigned and report any operational deficiencies to the Second engineer for any appropriate remedial action.

Qualifications:
In all cases the minimum qualifications for this position will be in accordance with the relevant section of STCW as issued by IMO.
Responsibilities & Duties:
1.The Fourth Engineer is required to assist the Second engineer in routine administrative work such as reporting, inventories; repair lists the maintenance of engine logs.
2.The Fourth Engineer is responsible to the Chief Engineer for the following:
 For keeping an engine room watch at sea and in port, if so required.
 For the maintenance and operation of the ship’s pumps, purifiers, oil separator, sewage plant, air compressors, etc.
 For the performance on any duty specifically assigned to him by the Chief Engineer.
 For the performance of such duties and maintenance work as may be directed by the Chief Engineer or Second engineer.
3.The Fourth Engineer shall report to the Chief Engineer upon joining a vessel and shall consult with the Officer being relieved regarding the condition of machinery
and equipment for which he/she is responsible.
4.The Fourth Engineer shall, in the company with the officer being relieved, if time permits, make an inspection of all items for which he/she is responsible, and shall
report any deficiencies found to the Chief Engineer.

4.The Fourth Engineer is to maintain and test:

a)CABA Compressor;
b)Semi Portable Fire Extinguishers.
c)Ventilation Equipment Fire Flaps.
d)Mechanical Emergency Trips;
e)Lifeboat Engines.

5.All crew members aboard the vessel are responsible for the identification of hazards. Where possible such hazards should be rectified immediately and in all cases
recorded in the hazard log. All incidents and near misses shall be recorded in the hazard log.
6.The incumbent shall at all times comply with MT. SC 3’s requirement for minimum Personal Protective Equipment (PPE).
7.All crew members shall actively participate in MT. SC 3’s Health and Safety Management and Environmental Protection programs.
8.All crew shall participate in the vessel’s emergency gear testing rounds as required by the Master.

Authorities:
The incumbent is authorized to initiate action, identify and record problems, recommend and implement solutions to ensure non-conformances are corrected

02.) How if your engine can not to starting ?

If our engine can not to starting may be :
Low voltages of battery ( if use battery ).
Insufficient pressure on air starting bottle ( if use air starting )
No fuel oil came to engine.
Low compression on cylinder room.
Piston ring broken.
Wrong or bad viscosity of lubrication oil, etc.

03.) What happen if your engine have high consumption of lubrication oil ?
If our engine have high consumption of lubrication oil may be :
There are leaking on pipe lines, packing or seals.
High pressure on crankcase.
Oil ring piston worn or broken.
Leaking on lubrication oil cooler tubes.
Retainer piston pin release or loose.
Scratched on cylinder liner, piston or oil piston ring, etc.

04.) How if there low pressure of lubrication oil on your engine ?

If there low pressure of lubrication oil on our engine may be :
There are leaking on suction or discharge lines.
Insufficient lubrication oil on sump tank or crankcase.
Plugged or restricted on filter or lubrication oil cooler.
By pass valve of lubrication oil cooler not in function.
Regulator valve not in properly function.
Lubrication oil pump worn or broken, etc.

05.) What chase if there too high temperature on fresh water cooler ?
High temperature on fresh water cooler usually cause :
Dirty or plugged on fresh water cooler.
Insufficient fresh water on expansion tank.
Leaking on gasket cylinder head.
Fresh water thermostat not in function.
Restricted at sea chest or strainer of sea water cooling pump.
Fresh water pump worn or broken, etc.

06.) Your auxiliary engine is knocking, what are you doing ?

When our engine is knocking, we shall check for :
Tap clearance of inlet and outlet valve.
Inlet or outlet valve broken or worn.
Piston ring broken.
Timing of fuel oil injection pump.
Detonation on one or more cylinder.
Circlip of piston pin broken or loose, etc.

07.) How do you know if one of the cylinder engine not in properly working ?
We have indication if one of the cylinder engine not in properly working are :
The colors of exhaust smoke are very black.
No burning on that cylinder if we check from compression valve.
Engine rpm less then normal condition.
Temperatures of exhaust and cooling water on that cylinder are too low.
Low Pmax on the mean cylinder, etc

08.) What are you daily work or maintenance ?

Our daily work are :
To make all machinery and equipment ready for operation.
To make maintenance and minor repair if necessary.
Checking for lubrication oil level of M/E, A/E, gearbox, Air Compressor, etc.
Checking for fresh water cooler level at expansion tank.
Checking any leakage to all pipe lines, pay more for fuel oil pipes.
Drain water from air starting bottle.
- Cleaning engine room, etc

09.) What are you weekly maintenance ?

Our weekly maintenance are :
Cleaning or change fuel oil filters.
Cleaning or change lubrication oil filters.
Cleaning all sea chests and strainers. Put a grease to all moving parts.
Checking battery voltage and top up water battery level, etc.

10.) What are you monthly maintenance ?

Our monthly maintenance are :
Cleaning lubrication oil cooler.
Cleaning fresh water cooler.
Checking for non return valves air compressor.
Changing lubrication oil crankcase if necessary ( following PMS )
Readjust tappet clearance inlet and outlet valves if necessary ( following PMS )
Cleaning intake air filters.
Checking carbon brushes of alternator.
Changing lubrication oil of governor, rocker arm, fuel pump, etc.

11.) What will you do, if the run generator suddenly on trouble ?
If the run generator suddenly on trouble, I will :
Starting the other generator or emergency generator.
Change the load to the normal generator.
Reduce rpm to the idle speed.
Checking and indicate what is the trouble.
Stop the generator that on trouble.
Repair it if necessary.
Inform it to Chief Engineer.

12.) If you on duty and there are the fire on engine room, what do you do ?
If the fire on engine room, my action are :
Press fire alarm.
Inform to Master and Chief Engineer if there are the fire on engine room.
Try to attack the fire by portable fire extinguisher ( dry chemical or foam ).
If the fire can not to be handle, prepare fire pump and emergency fire pump.
Attack the fire by according instruction from Master or Chief Engineer.
If the fire still can not to be handle, the last effort we use CO2 system. Before
starting CO2 system all ventilation and water tight door must be close and
ensure there are no body in engine room.

13.) What is the ISM Code ?

ISM Code means the International Management Code for the safe operation of Ships and for pollution prevention.
The objective of the Code are to ensure safety at sea, prevention of human injury or lose of life and avoidance of damage to the environment in particular to the marine
environment and to property.

14.) What kinds of engine department checklist ?

Engine department checklist are :
Main engine condition checklist.
Generator condition checklist.
Steering gear condition checklist.
Arrival / departure checklist.
Bunkering plan checklist.
Inert gas system checklist ( if there ), etc.

15.) How are to starting operation of diesel engine with the air start ?
To starting operation of diesel engine with the air start are :
Open the indicator valves and then blow the diesel engine by air star, once time.
Close the indicator valves.
Set up the fuel oil lever or governor level to ”start” position.
Supply air for starting engine.
Check for : lubrication oil pressure, fuel oil pressure, cooling water pressure
Engine rpm, vibration, abnormal noise or sound, etc.
Increase engine rpm as required and carry out normal checking

1. What is safety?
Safety is the state of being “safe” (from French sauf), the condition of being protected against physical, social, spiritual, financial, political, emotional, occupational,
psychological, educational or other types or consequences of failure, damage, error, accidents, harm or any other event which could be considered non-desirable.
Safety is ABC- Always Be Careful
Safety is free from the occurrence of danger or any kind of risk.

2. What is Marpol?
Marpol 73/78 is the International Convention for the Prevention of Pollution from Ships, 1973 as modified by the Protocol of 1978.

3. What are the annexes of Marpol? (O-NO-HA-SE-GA-A)

I – Oil, II- Noxious Liquid Substance, III – Packaged Form, IV- Sewage, V-Garbage, VI- Air

4. What are the four pillars of IMO?

STCW-Standards of Training, Certification and Watchkeeping(1995)
SOLAS- International Convention for the Safety of Life at Sea (SOLAS) is an international maritime safety treaty.
MARPOL- Marpol 73/78 is the International Convention for the Prevention of Pollution from Ships, 1973 as modified by the Protocol of 1978.
MLC- Maritime Labour Convention, 2006 was established in 2006 as the fourth pillar of international maritime law and embodies “all up-to-date standards of existing
international maritime labour Conventions and Recommendations, as well as the fundamental principles to be found in other international labour Conventions”.

5. How many miles can you throw garbage onboard?

Plastic – Prohibited
Floating dunnage, lining and packing materials – 25 nm
Paper, rags, glass – 3nm
Paper, rags, glass(ground) – 12 nm
Food waste – 12 nm
Food waste (ground) – 3 nm

6. What are the steps to be done when there is a fire inside the engine room?
Raise the alarm
Inform the bridge
Locate/use a fire extinguisher or fire hose

7. What are the fire triangle and its composition?

Heat, Fuel, Oxygen

8. What are the appropriate fire extinguishers to be used in case of fire (the interviewer will cite an example or situation)
A(Wood/Paper) –
B(Flammable Liquid)-
C(Electric)-
D(Metal)-

9. What is ORB?

•Oil record Book

The International Convention for the Prevention of Pollution from Ships (MARPOL) is the main international convention
covering prevention of pollution of the marine environment by ships from operational or accidental causes.
The MARPOL Convention was adopted on 2 November 1973 at IMO. The Protocol of 1978 was adopted in response to a spate of tanker accidents in 1976-1977. As
the 1973 MARPOL Convention had not yet entered into force, the 1978 MARPOL Protocol absorbed the parent Convention. The combined instrument entered into
force on 2 October 1983. In 1997, a Protocol was adopted to amend the Convention and a new Annex VI was added which entered into force on 19 May 2005.
MARPOL has been updated by amendments through the years.

The Convention includes regulations aimed at preventing and minimizing pollution from ships – both accidental pollution and that from routine operations – and
currently includes six technical Annexes. Special Areas with strict controls on operational discharges are included in most Annexes.

Annex I Regulations for the Prevention of Pollution by Oil (entered into force 2 October 1983)
Covers prevention of pollution by oil from operational measures as well as from accidental discharges; the 1992 amendments to Annex I made it mandatory for new oil
tankers to have double hulls and brought in a phase-in schedule for existing tankers to fit double hulls, which was subsequently revised in 2001 and 2003.
Annex II Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk (entered into force 2 October 1983)
Details the discharge criteria and measures for the control of pollution by noxious liquid substances carried in bulk; some 250 substances were evaluated and included in
the list appended to the Convention; the discharge of their residues is allowed only to reception facilities until certain concentrations and conditions (which vary with the
category of substances) are complied with.
In any case, no discharge of residues containing noxious substances is permitted within 12 miles of the nearest land.
Annex III Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form (entered into force 1 July 1992)
Contains general requirements for the issuing of detailed standards on packing, marking, labelling, documentation, stowage, quantity limitations, exceptions and
notifications.
For the purpose of this Annex, “harmful substances” are those substances which are identified as marine pollutants in the International Maritime Dangerous Goods
Code (IMDG Code) or which meet the criteria in the Appendix of Annex III.
Annex IV Prevention of Pollution by Sewage from Ships (entered into force 27 September 2003)
Contains requirements to control pollution of the sea by sewage; the discharge of sewage into the sea is prohibited, except when the ship has in operation an approved
sewage treatment plant or when the ship is discharging comminuted and disinfected sewage using an approved system at a distance of more than three nautical miles
from the nearest land; sewage which is not comminuted or disinfected has to be discharged at a distance of more than 12 nautical miles from the nearest land.
Annex V Prevention of Pollution by Garbage from Ships (entered into force 31 December 1988)
Deals with different types of garbage and specifies the distances from land and the manner in which they may be disposed of; the most important feature of the Annex
is the complete ban imposed on the disposal into the sea of all forms of plastics.
Annex VI Prevention of Air Pollution from Ships (entered into force 19 May 2005)
Sets limits on sulphur oxide and nitrogen oxide emissions from ship exhausts and prohibits deliberate emissions of ozone depleting substances; designated emission
control areas set more stringent standards for Sox, NOx and particulate matter. A chapter adopted in 2011 covers mandatory technical and operational energy efficiency
measures aimed at reducing greenhouse gas emissions from ships.
What is SOLAS Convention?
The word SOLAS is an abbreviation and SOLAS full form is “Safety Of Life At Sea”, an international maritime treaty, also known as SOLAS Convention or
International Convention for the Safety of Life at Sea (SOLAS), which establishes the least safety measures in the construction, equipment and operation of merchant
ships.

SOLAS 74
SOLAS CONTENT:
The SOLAS 1974 international maritime treaty comprises of 13 chapters and each chapter has its own set of regulations. The Following are the list of SOLAS all 14
chapters and the regulations they contain:

The International Convention for the Safety of Life at Sea (SOLAS), 1974 describes the requirement for all merchant ship of any flag state to comply with the
minimum safety norms laid down in the chapters which are as follows:
 Chapter I – General Provisions: Surveys and certification of all the safety items etc are included.
 Chapter II-1 – Construction – Subdivision and stability, machinery and electrical installations: Deals with watertight integrity of the ship, especially for passenger
vessel.
 Chapter II-2 – Fire protection, fire detection and fire extinction: This chapter elaborates the means and measure for fire protection in accommodation, cargo
spaces and engine room for the passenger, cargo and tanker ship.
 Chapter III – Life-saving appliances and arrangements: All the life-saving appliances and there use in different situations is described.
 Chapter IV – Radio communications: Includes requirements of GMDSS, SART, EPIRB etc for cargo and passenger vessel.
 Chapter V – Safety of navigation: This chapter deals with all the seagoing vessels of all sizes, from boats to VLCCs, and includes passage
planning, navigation, distress signal etc.
 Chapter VI – Carriage of Cargoes: This chapter defines storage and securing of different types of cargo and containers, but does not include oil and gas cargo.
 Chapter VII – Carriage of dangerous goods: Defines the International Maritime Goods Code for storage and transportation of dangerous goods.
 Chapter VIII – Nuclear ships: The code of safety for a nuclear-propelled ship is stated in this chapter.
 Chapter IX – Management for the Safe Operation of Ships: The International Safety Management code for ship owner and the operator is described clearly.
 Chapter X – Safety measures for high-speed craft: safety code for the high-speed craft is explained.
 Chapter XI-1 & 2– Special measures to enhance maritime safety: Special and enhanced survey for safe operation, other operational requirements and ISPS
code is briefed in this chapter.
 Chapter XII – Additional safety measures for bulk carriers: Includes safety requirement for above 150 meters length bulk carrier.
 Chapter XIII – Verification of Compliance
 Chapter XIV -Safety Measures for Ships Operating in Polar Waters
Paling sering di tayakan Engineer
SOLAS Chapter II-1
Construction – Subdivision and stability, machinery and electrical installations: This chapter of SOLAS Deals with watertight integrity of the ship, including the
passenger’s vessel and comprises of 7 parts, explaining the requirement for structural, machinery, electrical, stability and other criteria for a safe ship.
SOLAS Chapter II-2
Fire protection, fire detection and fire extinction: This chapter elaborates the means and measure for fire protection in accommodation, cargo spaces and engine room
for the passenger, cargo and tanker ship. This chapter is divided into 7 parts, explaining the various requirement for fire safety system installed on a ship.

10 Important Safety Drills and Training Procedures for Ship’s Engine Room
Drills on board ships play an important role in preparing the crew for emergency situations. The ship’s engine room is a hazardous place where a variety of accidents
can take place. Engine room crew members are therefore required to carry out all important drills and training procedures on regular basis to ensure safety of the ship
and its crew

Mentioned below are ten important drills and training procedures for the ship’s engine room.

Engine Room Fire Drills: Accidents as a result of fire are the most common in the ship’s engine room. Fire drills, which must include fire fighters from both deck and
engine sides, are to be carried out frequently to ensure that the ship’s crew to well prepared for any such adverse condition. Fire drills must be performed at various
levels and machinery of engine room i.e. Boiler, Generator, Purifier, Main Engine etc. Read more about fire drills here.

Engine Room Flooding Drill: A delayed action during engine room flooding can lead to loss of important machinery such as generators, main engine etc., leading to
complete blackout of the ship. Engine room flooding response training and immediate repair actions must be taught to engine crew. The flooding training must include
response actions to different emergency situations such as grounding, collision etc. which can lead to structural damage and flooding of water in the engine room. Read
more about flooding here.

Safety drill
Image Credits: U.S. Navy photo by Mass Communication Specialist 3rd Class Daniel Viramontes/Released

Enclosed Space Drill: Engine room comprises of several tanks and confined spaces which are unsafe to enter without preparation and permission. Enclosed space
training with risk assessment and dedicated checklists must be carried out for all ship’s crew. Read more about enclosed space entry here.

Scavenge Fire Drill: All engine room crew members must know engine scavenge fire fighting procedure. The crew must know about the system that is to be employed
for scavenge fire fighting along with the precautions that are to be taken before implementing particular method to the engine. (For e.g. if steam is used to suppress the
fire, the line should be drained before steam insertion as water in the line may lead to thermal cracks of engine parts). Read more about scavenge fire here.
Crankcase Explosion Drill: Crankcase explosion in the ship’s engine can lead to fatal situations and heavy loss of ship’s property. The crew should be prepared for
taking the right action when the engine’s oil mist detector gives an alarm. Read more about crankcase explosion here.
Uptake Fire Drill: Engine crew to be well trained by frequent drills on how to fight boiler uptake fire. Crew should be trained n various stages of uptake fire and
different procedures to fight these fires. Learn more about boiler fire here.
Oil Spill Drill: Oil carried on ship as a cargo or for use of ships machinery is handled by engine crew. It is important to know the correct oil transfer procedure. Read
more about oil pollution from ships here.
Bunker Training: Bunkering is one of the most critical operations, which always involve risk of oil spill and fire. 24 hrs before every bunkering, all ship’s crew must be
called for meeting and complete bunkering operation should be discussed. Crew to be trained for safety signals, oil spill reporting procedure etc. Read more on oil
bunkering procedure on board ships here.
Pollution Prevention Appliances Training: Port State Control (PSC) and other governmental authorities are very strict when it comes to compliance with pollution
prevention norms. It is therefore important for the ship’s crew to know all pollution preventive measures when at sea. This includes crew’s knowledge of all the
pollution prevention equipment present onboard (OWS, Incinerator, Sewage Treatment Plant etc.). Ships crew must be trained for operation of all these equipment
along with the regulation to discharge from the equipment. Read more on pollution from ships here.
Blackout Training: Once the ship looses its power source i.e. the generator, the ship’s fate depends on the forces of the sea and wind. Blackout condition leads to dead
ship and it’s the responsibility of the engine crew to bring back the ship’s power so that it can sail again on its determined course. The blackout emergency situation
training must be given to all engine room crew members and must be considered extremely important. Read more on blackout situation here.
These are some of the most important safety drills and training procedures in the ship’s engine room. Do you know any other important drill that should be added to this
list? Let us know in the comments below.
>>>Your Guide to Tackle Emergency Situations On Board Ships
An emergency situation on ship must be handled with confidence and calmness, for haste decisions and “jumping to conclusions” can make the matters even worse.
Efficient tackling of emergency situations can be achieved by continuous training and by practical drills onboard vessel. However, it has been seen that in spite of
adequate training, people get panic attacks and eventually do not do what they should in an emergency situation.

As far as the seafarer is concerned, first and foremost, he or she must be aware of the different types of emergency situations that can arise on board ship. This would
help in understanding the real scenario in a better way, and would also lead to taking correct actions to save life, property, and environment.

Emergency on board
Photograph by Karun Yimyong

We have prepared a brief instruction guide that must be given to all the seafarer onboard to tackle different emergency situations.

Emergency Situation Guide

Officers and crew should familiarize themselves thoroughly with the Fire Training Manual and the training manual on Life Saving Appliances of the ship.

General Alarm
In case of a general alarm:

Rush to muster station with life jacket, immersion suit, and act according to the vessel’s Muster Lists.
Act as per the emergency explained by the in charge officer.
Fire alarm
In case of a fire alarm:

Inform Officer On Watch.

Check if it is a false or true alarm.
Report back of findings.
In case of fire, raise the Fire/General alarm as soon as possible. Try to stop fire and if it is not possible, muster according to the Fire Muster List.
Man Overboard signal
In case of Man Overboard Signal:

Rush to the deck and try to locate the crew member fallen in the water
Throw lifebuoy and inform deck. Read more here.
Abandon Ship Signal
In case of Abandon Ship Signal:

Rush to the muster station

Carry as much ration, water, and warm clothing as you can carry
Act according to the vessel’s Muster Lists.

Engineers Call
In case of engineers call:

All Ship Engineers Should assemble in the Engine Control Room

CO2 alarm
In case of CO2 alarm, leave the Engine Room immediately.
Engine Room Flooding
In case of engine room flooding, Chief Engineer should be called immediately and general alarm should be raised.
Immediate action should be taken in preventing more sea water to enter the engine room and Emergency bilging from the Engine Room should be established in
accordance with the Chief Engineer.
Cargo Hold Flooding
In case of cargo hold flooding, Master must be informed immediately.
All precaution must be taken to contain the flooding to that hold.
General alarm must be raised.
Pollution prevention
In case of any oil spill/pollution immediate action should be taken according to the vessel’s “Shipboard Oil Pollution Prevention Plan”.
Emergency Plan (SOPEP) and Onboard SOPEP Equipment located in Deck Stores should be used in case of Oil Spill.
In case of any other emergency situations, call for help either by using the phone or by activating the EMERGENCY CALL. Whatever might be the situation, keep the
Master, Chief Engineer and Officer on Watch informed of the situation all the time.

Bunkering Operation Procedure

The bunkering procedure on a ship can be divided into three important stages:
Preparation– Preparing for the bunkering operation which will involve the readiness of bunkering equipment, storage tanks and bunkering safety
Perform– Performing the bunkering operation in real time as per the pre-decided procedure and receiving the marine fuel according to the bunker plan
Wrap-up– Wrapping up the bunkering operation with utmost safety and ensuring the correct amount and quality of bunker fuel has been received onboard from the
bunkering facilities (bunker ship or shore truck etc.)
Before Bunkering Operation
1. The chief engineer should calculate and check which bunker oil tanks are to be filled after he/she receives confirmation from the shore office about the amount of fuel
to be accepted.
2. It might be required to empty some tanks and transfer the oil from one tank to other. This is required to prevent the mixing of two oils and prevent incompatibility
between the previous oil and the new oil.
3. The sounding of other fuel storage tank (not be used in bunkering operation) should also be taken to keep a record of fuel already present onboard. This will help the
ship’s officer in case any valve is leaking, and the bunker oil is being transferred to the unwanted tank.
4. A meeting should be held between the members that will take part in the bunkering process, and they should be explained about the following:-
Which tanks are to be filled
Sequence order of tanks to be filled
How much bunker oil is to be taken
Bunkering safety procedures
Emergency procedure in case oil spill occurs
Responsibilities of each officer are explained
5. Sounding is taken before bunkering and record is made
6. A checklist is to be filled so that nothing is missed
7. All deck scuppers and save all trays are plugged
8. An overflow tank is provided in the engine room which is connected to the bunker tank and bunker line. Ensure the overflow tank is kept empty to transfer excess
fuel from the bunker tanks
9. Adequate lighting at the bunker and sounding position are to be provided
10. No smoking notice should be positioned near the bunkering station
11. Onboard communication, signs, and signals to stop the operation between the people involved in bunkering are to be understood by all the crew involved in the
operation.
12. Red flag/light is presented on the masthead
13. Opposite side bunker manifold valves are closed and appropriately blanked
14. Vessel draught and trim is recorded before bunkering
15. All equipment in SOPEP(shipboard oil pollution emergency plan) locker are checked and kept near the bunkering station
16. When bunker ship or barge is secured to the ship side, the person in charge on the barge is also explained about the bunker plan
17. Bunker supplier’s paperwork is checked for the oil’s grade and the density if they are as per the specification
18. The pumping rate of the bunker fuel is agreed with the bunker barge/ bunker truck
19. The hose is then connected to the manifold. The condition of the hose must be checked properly by the ship staff and if it is not satisfactory, same to be notified to
the chief engineer
20. Most of the bunker supplier send there crew to connect the bunker oil pipeline coming from bunker ship/ barge. The ship staff must recheck the flange connection to
eliminate the doubt of any leakage

21. Once the connection is made, the chief engineer will ensure all the line valves which will lead the bunker fuel to the selected bunker tanks are open, keeping the
main manifold valve shut
22. Proper communication between the barge and the ship is to be established
23. Sign and signals are to be followed as discussed in case of communication during an emergency
24. Most bunkering facilities (ship/ barge/ terminal/ truck etc.) provide an emergency stop switch which controls the bunkering supply pump. Ensure to check its
working before commencing the operation
25. Once all the checks are done, the manifold valve is open for bunkering
Before Bunkering Operation Checklist
During Bunkering Procedure
1. During the start of the bunker, the pumping rate is kept low; this is done to check that the oil is coming to the tank to which the valve is opened
2. The ship staff must track the sounding of selected bunkering tank and other tanks which are not involved in the operation to ensure oil is only going to the selected
tank
3. After confirming the oil is coming to the proper tank, the pumping rate is increased as agreed before
4. Generally, only one tank filling is preferred because gauging of more than one tank at a time increases the chances of overflow
5. The max allowable to which tank is filled is 90 %, and when the tank level reaches about to maximum level, the barge is told to pump at low pumping rate to top up
the tank, and then the valve of other tank is opened
6. During bunkering, sounding is taken regularly and the frequency of sounding is more when the tank is near to full. Many vessels have tank gauges which show tank
level in the control room, but this is only to be relied upon if the system is working correctly.
7. The temperature of the bunker oil is also to be checked; generally, the barge or supplier will provide the bunker temperature. Temperature is a critical parameter,
especially for bunker fuel such as heavy fuel oil, and any deviation in the provided temperature value may lead to a shortfall in bunker supply
8. A continuous sample is taken during bunkering with the help of sampling cock at the manifold
9. The crew needs to switch (open and close the valves) the internal storage tanks to accommodate the quantity of the bunker oil being supplied. Utmost precaution
needs to be taken when opening the other storage tank valve and closing the valve of the tank which is reaching the maximum fill limit.
DuringDuring Bunkering Operation Checklist
After Bunkering Procedure: Wrap-up
1. Once the bunker is finished, it is a general practice to air blow the bunkering supply line for discharging all the oil trapped in the pipelines. At this stage, ensure all
sounding pipe caps are closed and keep a watch on those storage tank vents which are at its maximum limit.
2. Avoid opening the bunkering supply line connecting between bunker ship and receiving manifold. In case of any discrepancy, the supplier may agree to compensate
the shortfall and may resume bunkering operation
3. Draught and trim of the ship is checked
4. Take sounding of all the tanks bunkered
5. The volume bunkered should be corrected for trim, heel and temperature correction
6. In general, for each degree of increase in temperature the density should be reduced by 0.64 kg/m3.
7. Four samples are taken during bunkering. One is kept onboard, one for the bunker ship or barge, one for analysis, one for port state or IMO
8. The chief engineer will sign the bunker receipt (BDN) and the amount of bunker received
9. If there is any shortfall of bunker received the chief engineer can issue a note of protest against the barge/supplier (in case the deficit is not agreed by the bunker
supplier)
10. After everything is settled, the hose connection is removed
11. The sample is sent for laboratory analysis
12. The chief engineer will make the entry of the operation in oil record book along with received BDN
12. The new bunker should not be used until the report from the lab
After Bunkering Procedure Checklist
Marine Engine Operations – Starting, Running, Stopping
For various types of main engines of ships, it is important to carry out proper checks, take necessary precautions and maintain parameters for trouble-free
operation. Good watchkeeping and maintenance results in higher efficiency, fewer breakdowns, and smooth operation. In this article, we will go through some
generalised and most important points for all types of main engines.
Preparing To Start Ship’s Main Engine
Before starting the main engine, the following checks and procedures are to be undertaken.
All components that have been overhauled are to be checked and wherever possible “function tested”. All equipment, tools, and rags used during overhaul are to be
removed from the engine.
1. Air systems
a) Drain any water present in the starting air system
b) Drain any water present from the control air system at the receivers
c) Pressurise the air systems and ensure that the pressures are correct
d) Ensure compressed air is available at the exhaust valve ‘air spring’ closing cylinders
2. Lubricating oil systems
a) Check the oil level in the main engine sump and replenish if necessary
b) Start main engine LO pump and a turbocharger LO pump
c) Ensure all of the oil pressures are correct
d) Ensure there is adequate oil flow for piston cooling and turbochargers
e) Check the oil level in the cylinder LO tank and that the supply to the lubricator is open. Check cylinder oil flowmeter is properly functioning and note the counter of
the flowmeter

3. Cooling water systems

a) Ensure Main Engine Jackets are under normal circumstances, the main engine jacket water is continuously circulated through a preheater during the stay in port and
are never allowed to cool down
b) Ensure that the cooling water system pressures are correct and that the systems are not leaking. Checks should be made again when the engine is at its correct
operating temperature
c) Check the level of the expansion tank. An evident decrease in the water level of the expansion
tank indicates leakage.

Low Temperature Circuit Expansion Tank

4. Slow turning the engine with the turning gear
Slow turning of the engine must be carried out to prevent damage caused by fluid leaking into any
of the cylinders. Permission from the bridge must be sought before turning the engine. Pre-
lubrication should be carried out. Always carry out the slow turning operation at the latest possible
moment before starting.
a) Ensure the regulating handles are in the FINISHED WITH ENGINES position
b) Ensure all of the cylinder indicator cocks are open
c) Turn the engine one revolution with the turning gear. Check to see if fluid flows out of any of the
indicator valves
d) Disengage the turning gear and ensure it is locked in the OUT position
e) Check that the indicator lamp for TURNING GEAR ENGAGED extinguishes

5. Slow turning the engine on starting air (blow through)

Permission must be sought from the bridge before turning the engine. The bridge should be asked for propeller clearance. Always carry out the slow turning at the latest
possible moment before starting and within the last 30 minutes. Bring Main Engine to standby mode.
a) Select SLOW TURNING on the main engine operating panel if present or give a kick from engine control room by moving the regulating handle to dead slow
momentarily. When operating telegraph from engine control, communicate with the bridge, they should follow your command on the telegraph. As the engine turns,
check to see if any fluid flows out of the indicator cocks
b) When the engine has turned one revolution, move the regulating handle back to the STOP position
c) Close all of the indicator cocks. Also, close the turbocharger drains
6. Fuel oil system
a) Check fuel oil supply pump and fuel oil circulating pump. If the engine was running on heavy fuel oil when stopped, the circulating pump and fuel heaters should
still be running
b) Check the fuel oil pressures and temperatures. Check fuel oil flowmeters are properly functioning and note the counter of the flowmeter
7. Miscellaneous
a) Check that all of the engine instrumentation is reading correctly. If not, check the instruments and replace as necessary
b) Check that all scavenge air receiver and box drains are open and that the test cocks are closed
c) Check that the engine top bracing system is in service
d) Check the thrust bearing temperature and lube oil pressure is in range. Check axial vibration damper and torsional vibration damper lube oil pressure is in range
e) Check the fuel leak off alarm is functional. Check the level of fuel leak off tank to notice any rise in level later due to leakage
f) Check the level of scavenge drain tank, the tank should not be full or else will lead to overflow of scavenge spaces of Main Engine
g) Check the governor is responding efficiently
Normal Operation Checks
During normal running, regular checks have to be made and precautions are to be taken
Regular checks of the system and engine pressures and temperatures
The values read off the instruments compared with those given in the commissioning records, taking into account engine speed and/or engine power, provide an
excellent datum for estimating the engine performance. Compare temperatures by feeling the pipes. The essential readings are the load indicator position, turbocharger
speed, charge air pressure and exhaust gas temperature before the turbine. A valuable criterion is also the daily fuel consumption, considering the lower calorific value
Check and compare between cylinders the mean indicated pressure, compression pressure and maximum combustion pressures
Check the operation of the oil mist detector
Check all of the shut-off valves in the cooling and lubricating systems for correct position. The valves for the cooling inlets and outlets on each engine must always be
fully open in service. They serve only to cut off individual cylinders from the cooling water circuit during overhauls
When abnormally high or low temperatures are detected at a water outlet, the temperature must be brought to the prescribed normal value very gradually. Abrupt
temperature changes can cause damage
The maximum permissible exhaust gas temperature at the turbocharger inlet must not be exceeded
Check the combustion by observing the colour of the exhaust gases
Maintain the correct charge air temperature after the air cooler with the normal water flow. In general, higher charge air temperatures will result in less oxygen in the
cylinder, which in turn will result in a higher fuel consumption and higher exhaust gas temperatures
Check the charge air pressure drop across the air filters and air coolers. Excessive resistance will lead to a lack of air to the engines
The fuel oil has to be carefully filtered before being used. Open the drain cocks of all fuel tanks and fuel oil filters regularly for a short period to drain off any water or
sludge which may have collected there. Maintain the correct fuel oil pressure at the inlet to the fuel injection pumps. Adjust the pressure at the injection pump supply
manifold with the pressure-regulating valve in the fuel oil return pipe, so that the fuel oil circulates within the system at the normal delivery capacity of the fuel oil
circulating pump
The heavy fuel oil has to be sufficiently heated to ensure that its viscosity before the inlet to the fuel injection pumps lies within the specified limits
Determine the cylinder lubricating oil consumption. Extended service experience will determine the optimum cylinder lubricating oil consumption
The cooling fresh water pumps should be run at their normal operating point, ie, the actual delivery head corresponds with the designed value. If the pressure difference
between inlet and outlet exceeds the desired value, the pump overhaul should be considered
The vents at the uppermost points of the cooling water spaces must be kept closed
Check the level in all water and oil tanks as well as all the drainage tanks of the leakage piping. Investigate any abnormal changes
Observe the condition of the cooling fresh water. Check for oil contamination
Check the charge air receiver drain manifold’s sight glass to see if any water is draining away and if so, how much
Check the scavenge space test cocks to see if any liquid is flowing out with the charge air
Check the pressure drop across the oil filters. Clean them if necessary
The temperature of the running gear should be checked where possible by listening and observing the crankcase externally and monitoring the oil mist detector
readings. Bearings which have been overhauled or replaced must be given special attention for some time after being put into normal service
Listening to the noise of the engine will reveal any irregularities
The power being developed by the cylinders should be checked regularly and adjustments made via the control system to preserve cylinder power balance
Centrifuge the lubricating oil. Lube oil samples should be taken at frequent intervals and sent ashore for analysis
Check the exhaust valves are rotating and operating smoothly. If not, the valve not rotating normally has to be overhauled at the next opportunity
Securing After Stopping
After Bridge has given Finish with Engines, switch the engine control to engine control room
Check that the auxiliary blowers switch off automatically at Finish with engines(FEW) if they are in AUTO mode or else switch them off manually
Close the starting air valve of the main engine and vent control air system. A good practice is to lock the main starting valve in its lowest position by means of the
locking plate
Close the valve for starting air distribution system
Engage the turning gear and check the indicator lamp
After stopping the engine, wait a minimum of 15 minutes before stopping the main engine LO pump if work is to be undertaken in the crankcase. This prevents
overheating of cooled surfaces in the combustion chambers and counteracts the formation of carbon deposits in the piston crowns
Keep the engine preheated to a minimum of 50°C or according to main engine manual requirement
If the engine was operating on HFO, do not stop the FO circulating and supply pumps. If the engine was operating on MDO, both the FO circulating and supply pumps
may be stopped
Switch off any equipment which is not required during the engine standstill period

How to Operate an Oily Water Separator (OWS) on Ship?

An oily water separator clears the bilge water of oily content to bring it inside the acceptable range to discharge
it overboard. An oily water separator is a machinery for such importance that it is handled by only the 2nd or
chief engineer. (However, the duty engineer might also be asked to operate under supervision)
Operating an Oily Water Separator
An oily water separator can only be operated when the ship is sailing and en route. According to
MARPOL, the oil content of the effluent must be less than 15 ppm and the ship has in operation an
oil discharge monitoring and control system and oily-water separating/filtering equipment.
In case of failure to follow any of the above mentioned rules, the ship will be fined and stopped, and the chief or 2nd engineer can even be imprisoned.
Because of such high risks, operating an oily water separator should be done with utmost precision to minimize the risks of marine pollution. Though a “How to
Operate?” guide is always posted near the oily water separator, there are few points to be kept in mind and followed to prevent any mistake.
Operating Procedure
The following points are to be followed while operating OWS.
1) OWS overboard manual discharge valve is to be kept locked and keys are to be kept with the chief engineer. Open the lock and overboard valve. Open all the other
valves of the system.
2) Open the desired bilge tank valve from which the oily water mixture is to be discharged from OWS.
3) Open air if the control valves are air operated.
4) Switch on the power supply of the control panel and OCM unit.
5) Fill the separator and filter unit with fresh or sea water to clean up and prime the system till the water comes out from vent of second stage.
6) Start the OWS supply pump which is a laminar flow pump and one that will supply the oily water mixture to OWS.
7) Observe the OCM for ppm value and keep checking sounding of bilge tank from where OWS is taking suction and of the OWS sludge tank.
8 ) A skin valve/sample valve is provided just before overboard valve and after the 3-way valve. Keep a check on the sample for any effluent and clarity.
9) Keep a watch on the ship side at the overboard discharge valve.
10) After the operation, Switch off the power and shut and lock the overboard valve. Keys to be handed over to the chief engineer.
11) Entry to be made by chief engineer in the Oil Record Book (ORB) with signature of operating officer, chief engineer and the master
Pertanyaan-pertanyaan external audit untuk KKM & Masinis lanjutan

Sebutkan apa saja yang termasuk peralatan penting itu?

✔️Mesin induk, mesin bantu, steering gear dan otomat pilot steering.

2. Bagaimana tindakan khususnya untuk peralatan penting itu, termasuk pemeliharaan nya.
1) overhaul pemeriksaan dan pemeliharaan harus dilakukan secara teratur sesuai standar pemeliharaan.
2) pengecekan operasional setiap kapal meninggalkan pelabuhan dari hari ke 10 sejak permulaan suatu perjalanan dan setiap kapal masuk pelabuhan.
3) pengecekan sederhana misalnya meraba, mendengarkan dan inspeksi visual dll.
4) kalau ada tanda-tanda kelainan seperti bau, getaran, suara dan perubahan pada temperatur adakan pengecekan Investigasi segera.
5) mesin-mesin yang tidak digunakan harus dicek setiap 10 hari untuk verifikasi.

Stand by arrangement apa saja untuk beroperasinya perjalanan penting itu?

✔️Pompa bahan bakar, pompa air laut, pompa oli dan pompa air tawar.

Sebutkan penunjang peralatan penting beroperasi yang jarang digunakan?

✔️Ialah emergency stop dan otomat bahan bakar.

5. Class mau survey, prosedurnya bagaimana (contoh mau survey cofferdam) memasuki ruang tertutup?
1) diberi tanda orang tidak boleh masuk.
2) harus dengan izin nahkoda.
3) harus freegas dengan di yakinkan dengan alat gas detector.
4) selalu diberi peranginan.
5) harus ada orang yang mengawasi.

6) isi form check list dan daftar orang yang masuk.

6. Sebutkan definisi dari deficiency?

Ialah suatu keadaan kelainan dari / keadaan tidak wajar dari suatu peralatan tertentu.

7. Bagaimana prosedur penanganan nya?

✔️Berusaha diatasi sendiri.

✔️Dicari sebab-sebab nya.

✔️Tidak dapat diatasi sendiri segera lapor ke GMDD.

✔️Isi form deficiency dan work order untuk meminta teknisi /perbaikan.

8. Bagaimana usaha-usaha khusus untuk mendeteksi awal dari kelalaian peralatan penting?

✔️Dengan cara menggambar /membuat sketsa kurva kecenderungan temperatur gas buang dan temperatur pendukung serta arus beban dll.

9. Prosedur bunkering /persiapan bunkering?

1) lubang-lubang keluar kapal semua ditutup.
2) dibawah manifold dipasang bak penampung.
3) peralatan pemadam kebakaran jinjing dan selang pemadam di stand by kan.
4) fire pump stand by.
5) siapkan serbuk Gergaji dan majun-majun untuk menghapus.
6) Pasang bendera merah dan beritahu perwira dek yang jaga.
7) isi check list bunkering.

Coba jelaskan pembatasan pembuangan sampah?

✔️Pada prinsipnya sampah dalam bentuk apapun tidak boleh di buang kelaut dalam keadaan utuh. Sampah kapal harus ditampung ditempat sampah dikapal. Satu
tempat sampah untuk organik /semua sampah yang bukan plastik dan satu tempat lagi untuk sampah plastik.

⚪Sampah sisa makanan /sayur dihancurkan dalam bentuk bubur dan dibuang kelaut diluar 3 mil dari laut teritorial.

⚪Sampah plastik dibakar dengan Incenerator dan dibuang dalam bentuk abu diluar 12 mil dari laut teritorial.

⚪Sampah kaleng-kaleng dan gelas dihancurkan menjadi kecil dengan diameter 25 mm dibuang kelaut diluar 12 mil dari laut teritorial.

⚪Bisa juga semua sampah2 didarat kan /dibuang didarat dengan minta tanda bukti penerimaan. Untuk kapal carter Pertamina sampah2 dimasukkan dalam karung dan
didarat kan ditempat penampungan Pertamina

Man Over Board

Vital action on rescue of a man over board.

1. Immediate actions - deck

Man Over
Board

Throw nearest lifebuoy towards casualty.

Notify bridge / raise the alarm.
Summon assistance.
Keep casualty in sight.
Advise action party of situation.

2. Immediate actions - bridge


Helm hard to casualty side.

Stop Main Engine.
Sound man over board alarm (three long blasts on ships siren).
Advise action party of situation.
Release bridge wing lifebuoy, check for light and /or smoke.
Inform galley to cease discharge of foodstuffs.

3. Initial response - at sea



Commence ships turn.

Post extra look - outs with binoculars.
Ready and launch rescue boat when casualty visible.
Rig ladders and scramble nets.
Prepare first aid station, equip for resuscitation.

4. Initial response - at anchor or in harbour.



If close to ship side, use lifebuoy and line, otherwise throw lifebuoy.
Muster rescue boat crew and establish communication with rescue boat.
Inform shore side authorities.
Post extra look-outs.
Rig ladders and scramble nets.
Prepare first aid station, equip for resuscitation.

5. Secondary response if casualty not

Located

Increase look-outs.
Advise nearest RCC and other ships in the area.

Maintain log, reporting situation as it develops.

Abandon ship
Vital action preparing to abandon ship.

On hearing the emergency signal.

✔️put on

⚫warm clothing, immersion suits and life jackets.

✔️Go to your master/assembly station

Preparation of survival craft

Prepare lifeboats and liferafts

⚫Detailed crew prepare lifeboats and liferafts.

⚫collect life jackets, SART and portable radio’s.

Boarding from deck.

Boarding from deck

DO NOT ABANDON SHIP UNTIL ORDERED TO DO SO.

✔️Detailed crew will instruct personnel on embarkation Procedures and launch survival craft.

Boarding from water.

DO NOT JUMP INTO THE WATER UNLESS ABSOLUTELY NECESSARY.

✔️Board the survival craft using ropes and fire hoses when normal access is unavailable.

✔️If you do have to jump into the water then ensure the following :

⚫life jackets is securely fastened and area bellow is checked for obstructions.

⚫Arms are crossed over chest and nose is pinched.

⚫Feet are kept together.

Then ;

⚫Look straight ahead and jump feet first with legs together and toes pointing down.

⚫Make for the nearest survival craft.

⚫DO NOT stay in the water longer than necessary.

⚫If no survival craft is close, keep clear of the ship and let the life jacket support you.

⚫Use the light and whistle to attract attention.

⚫DO NOT swim aimlessly about, try and join up with others.

SAFETY PROCEDURE FOR BUNKERING

Before bunkering

Action :
Establish communication between ship and bunkering station / barge.
Rig fire fighting equipment.4yoi
Position drip trays and save all.
Plug scuppers.
Post “No Smoking” and “No Naked Light” signs.
Closes scuttles, Windows and air conditioning intakes.
Tie off hose to prevent strain on end fitting.

Check

✔️Vessel and barge are moored securely.

✔️Safe access between ship and bunker barge.

✔️The deck watch is fully briefed.

✔️Emergency shut down procedure is discussed and agreed.

✔️Torches, radios and all other electrical equipment is suitable for Hazardous area operation.

✔️Suitable protective clothing is available and being used.

✔️All personnel involved in the operation are aware of designated escape routes.

✔️Sufficient personnel are retained on board to deal with an emergency.

✔️Bunkering area is adequately lit.

During bunkering

Action
Take periodic witnessed oil samples.
Reduce loading rate before topping off.
Close valves as each tank is loaded.
Notify bunker station / barge when final tank is being filled.
Allow sufficient ullage to drain hoses and lines.
Baca juga : Cara Mudah Menghitung Konsumsi BBM

Check

✔️Supply line pressure and temperature.

✔️Tank levels, and that adjacent tanks are not being filled.

✔️Loading rate.

✔️Bunker tank vent systems.

After Bunkering

Action
Close and blank off manifold.
Blank off hose before lifting it over the side.
Unplug scuppers and open drain.
Drain and stow drip trays.
Mop up any drips and minor spills.
Send bunker samples for analysis.

Check

✔️All filling valves are closed.

✔️All lines and hoses have been drained and blanked.

✔️All bunker tank vents, sounding tubes, etc., are secured.

✔️All areas are free from oil and all equipment is stowed correctly.

PPE
INGGRIS MARITIM, ISM CODE
Personal Protective Equipment
Head Protection
Hard hat.
Hard
hat.
Protects from :falling object, swinging blocks and lines, chemical, paint and hot water drips.
Do not paint or affix stickers on items not recommended by the manufacturer.
Discard after heavy blow or when date specified by the manufacturer has expired (usually about 2 years, if well cared for)

Arc welding helmet

Welding helmet

Protects from :arc welding light, radiation and splatter.

Select correct shade of inner glass for the job in hand and ensure outer glass is clean and free of welding splatter.
A flame retardant scraf should always be worn when arc welding.

Respiratory protection

Dusk mask
Dusk
mask
Protects from : nontoxic, heavy dust particles such some cargo dusts and abraded paint dust.
Should be discarded if torn or whenever signs of discolouration are observed.

Half Face Mask.

Half face
Mask
Protects from : fine dusts, and some fumes but relies on a good seal to the face.
Most types are supplied with interchangeable filter pads or canisters.
Select the correct filter for the job in hand according to the manufacturers instructions and replace the filter when necessary.
Discard masks with damaged face pieces or straps.

Full face mask

Full face
mask
Protects from: fine dusts and some fumes and affords protection to eyes and face.
Maintenance should be as for the half face mask, but should include correct selection and replacement of the face screen.

Masks and Respirators do not protect against oxigen depleted atmospheres or toxic gases.

Skin protection

Boiler suit.
Boiler
suit
Protects from: general dirt and grime and entrapment in moving machinery.
Should be flame retardant.
Short sleeves should be avoided.
Should be washed regularly to avoid possibility of dermatitis.

PVC wet suit.

PVC wet
suit
Protects from: rain and salt water, some mild chemical and oils.
Should be a high visibility colour for deck and tank operations.
Can be washed with mild detergent.
Discard when heavily soiled.

Thermal suit.
Thermal
suit
 Protects from: cold.
Use when working in refrigerated compartments or on deck in cold climates.
Can be worn under a PVC wet suit where weather conditions dictate.

Barrier cream.
Barrier
cream
Protects from: light soiling from non Hazardous Substances.
Helps prevent dermatitis.

Hand protection

Riggers Gloves
Riggers
gloves
Protects from: soiling and abrasion.
Use for manual handling of ropes and machinery.
Discard when soiled and torn.

Thermal gloves.
Thermal
gloves
Protects from: cold.
Use for work in refrigerated compartments or on deck in cold climate.
Can be worn under other work gloves.

Welding gauntlets.
Welding gauntlets
Protects from: heat, welding splatter and abrasions.
Use for arc and gas welding, flame cutting and grinding.
Discard if holed or when lining is thin.

PVC gloves.
PVC
gloves
Protects from: abrasion, oil and mild chemicals.
Use for bunkering, oil cargo operations and appropriate engine room work.
Discard if holed.

Latex gauntlets.
Latex
gauntlets
Protects from: abrasion, oil and many chemicals.
Use for chemical handling, chemical cargo operations and sand blasting work.
Discard if holed.

Impact gloves.
Impact
gloves
Protects from: Vibration.
Use when operating needle guns, jack hammers and impact tools.
Discard if pads wear.

Eye protection

Safety glasses.
Safety
glasses
Protects from: low energy projectiles such as swarf etc.
Discard when lenses become scratched.

Safety goggles.
Safety
goggles
Protects from: high energy projectiles and dust.
Can be prone to misting up.
Replace insert when scratched, Discard if other parts are damaged.

Face shield.
Face
shield
Protects from: high energy projectiles over the whole face area.
Can be clipped to hard hat if designed for that purpose.
Replace visor if scratched, Discard if other parts damaged.

Gas welding goggles.

Gas welding
goggles
Protects from: welding sparks and light intensity of gas torches etc.
Ensure outer glass is free from welding splatter and that tinted glass is the correct shade for the job in hand.

Hearing protection

Ear plugs.
Ear
plugs
Protects from: low level sound energy.
Available in many materials but all suffer from hygiene problems as they are inserted directly into the ear canal.
Ear plugs should be renewed on a frequent basis to maintain hygiene.
Do not use other peoples ear plugs.

Ear defenders.
Ear defenders
Protects from: a higher level of sound energy, but not all possible sound dangers.
Only effective if a tight seal to the head is maintained and for this reason,hats, long hair and glasses etc.
Must be adjusted to ensure the correct fit.
Can be clipped to hard hats if designed for that purpose.

Foot protection

Safety shoes.
Safety
shoes
Protects from: light impact and minor sole penetration.
Shoes do not offer ankle protection and may not have steel toe caps.

Safety boots.
Safety
boat
Protects from: heavy impact and sole penetration, ankles protected from impact.
Boots usually have steel toe caps, steel sole plates and oil resistant soles.

Wellington boots.
Wellington boots
Protects from: water, oils and many chemical.
Should have steel toe caps and steel sole plates.
Discard if holed.

Specialized equipment

Safety harness.
Safety
harness
Protects from: falls.
Use when working more that 2m above deck level or when working out board.
Use in conjunction with approved lanyard or fall arrester.
Ensure height of fall is always limited to an absolute minimum and that the safety line is attached to a secure point.
Inspect after a fall and replace if any damage.

Personal gas monitor.

Personal gas monitor
Warning of : oxygen depletion and toxic or explosive gasses.
Ensure suitability for expected hazards before use.
Check correct function, battery life and calibration etc.
Prior to each enclosed space entry.
PERSIAPAN EXTERNAL AUDIT ISM CODE
ISM CODE

KISI - KISI YANG DI PERSIAPKAN UNTUK EXTERNAL AUDIT ISM CODE

Sesuai judulnya dibawah ini saya tulis Perihal persiapan untuk menghadapi External Audit yang pernah saya ikuti dan tulisan ini hanya sebagai referensi saja , jika ada
yang belum tertulis silahkan pembaca bisa mencari referensi lain sesuai keaadan kapal masing masing.

A. RECORD – RECORD ( BRIDGE & NAVIGATION SYSTEM )

1. Log Book Deck : di isi sampai akhir terakhir saat tanggal pelaksanaan audit dan sudah di tandatangani C/O dan Nakhoda .Jangan lupa juga catat semua drill yang
telah di laksanakan.
2. Master Standing Order : Sudah di tanda tangani oleh semua Mualim dan sudah di tempel dan di laksanakan .
3. Master Night Order : Di buat oleh Nakhoda setiap malam saat dalam pelayaran dan selalu di tandatangani oleh semua mualim jaga .
4. Turning Circle Diagram : Diagram lingkaran putar harus ada dan tertempel di anjungan .
5. Kemudi : Harus ada prosedur untuk mengubah “ kemudi manual ke Auto “ dan sebaliknya Serta prosedur jika ada kegagalan pada streering sytem di anjungan .
6. Arrival & Dept Check List / Pilot Card : Check list tiba dan berangkat serta pilot card ( kartu pandu ) harus di isi secara kontinyu dan komplit .
7. Kartu Deviasi ( Deviation Card ) : pastikan bahwa di anjungan terpasang daftar deviasi untuk kompas magnit.
8. Echo Saunder : pastikan bahwa echo sounder di kapal dalam keadaan siap untuk di gunakan .
9. Emergency Drill Schedule (Schedule latihan darurat untuk 1 Thn) : pastikan bahwa di kapal sudah di buat jadwal latihan darurat yang berlaku untuk Tahun 2015 –
2016
10. Inventaris Buku Publikasi : pastikan bahwa daftar inventaris buku publikasi untuk navigasi sudah tersedia di atas kapal .
11. Peta peta laut dan publikasi : pastikan di kapal ada peta peta edisi baru sesuai dengan daerah pelayaran serta sudah di koreksi s/d BPI terakhir dan sudah di periksa
oleh Nakhoda
12. Rancangan pelayaran ( Passage Plan) : Pastikan bahwa mualim II sudah mempersiapkan “Passage planning “untuk setiap pelayaran yang meliputi dari kade ke
kade.

13. Posisi kapal diplot : secara terus menerus oleh mualim jaga dan jangan langsung di hapus saat hendak masuk suatu pelabuhan sampai dengan sandar di kade .

14. Pastikan bahwa radar kapal : dalam keadaan siap di operasikan ( Jika sandar harus di matikan )
15. Pastikan bahwa VHF & AIS : dalam power 1 W serta AIS pada kondisi labuh jangkar atau sandar serta up date pelabuhan tujuan .
16. EPIRB : periksa expire battery EPIRB / Record test dan bersih kan di up date sampai tgl external audit di laksanakan serta hydrostatic release dalam terikat dengan
baik.
17. Rudder Indicator : Pastikan bahwa indikator untuk menunjukkan putaran daun kemudi dalam keadaan dapat berfungsi baik .
18. Pyrotechnic & Line Throwing : Pastikan bahwa parachute signal , Smoke signal , Red Hand flare serta alat pelempar tali dalam kondisi baik dan tidak expire .
19. SART : Periksa expire battery SART / Record test dan bersih kan di update sampai tgl external audit di laksanakan serta hydrostatic release dalam terikat dengan
baik.
20. General Alarm : Semua alarm pada tiap posisi berfungsi dengan baik .
21. Portable Gas Detector : Pastikan bahwa hasil kalibrasi gas detector ada di atas kapal( hasil Kalibrasi dari darat ).
22. Span Gas : Untuk kalibrasi gas detector di atas kapal ( minimal per 3 bulan di laksanakan dan di record ) serta tabung untuk deteksi gas .
23. Gyro Compas : pastikan dalam keadaan baik dan beroperasi , serta gyro repeater yang berada pada center / port dan starboard bekerja sesuai dengan master gyro.
24. Magnetic / Standard Compas : pastikan dalam keadaan baik dan bersih ( tidak ada gelembung udara ) serta lampu indikator menyala .
25. Kompas Error Log : pastikan terisi setiap hari ( jika dalam keadaan yang mengijinkan dan bebas)
26. Alat alat bantu navigasi ( Navigation Shape) untuk dalam keadaan emergensi : seperti 2 bola – bola / belah ketupat dalam keadaan baik dan lengkap
27. Two Way Radio Telephoni( Untuk Sekoci ) : Minimal 3 di atas kapal harus dalam keadaan ter- charge dan siap di pakai dalam keadaan darurat

B. POLLUTION PREVENTION MATTER

1. ODM ( Oil Discharge Monitoring ) : apakah ODM berfungsi dengan baik .
2. SOPEP : apakah buku SOPEP sudah di approved oleh DEPERLA ( Sopep Contact List – Annex II sudah di update – Jika belum dapat di infokan ke kantor).
3. Peraturan Perlindungan Lingkungan ( Company Environtment Policy ): pastikan bahwa kebijakan ini telah di tempel di dinding anjungan , mess room dan Engine
Control Room .
4. Oil Record Book Part 1 dan 2 : pastikan bahwa oil record book sudah di isi sampai kegiatan terakhir dan telah di tandatangani oleh Nakhoda .
5. Record pemeliharaan alat – alat Pollution Prevention : harus sudah di update dan dalam keadaan lengkap (seperti saw dust ,oil dispersant , sapu , sekop dan drum
penampung).
6. Wilden Pump : Terpasang kiri dan kanan di main deck kapal dan siap di pakai untuk penanggulangan tumpahan minyak ( slang pembuangan ke Drum kosong atau
ke Slop Tank )
7. Scupper Hole ( Lubang Pembuangan air di deck ) : di tutup oleh sumbat – sumbat ( dari kayu atau karet – scupper plug)
8. Dripp Tray ( Box penampungan tumpahan ) : di tutup oleh sumbat ( scupper plug )
9. Pump Room Entry Permit : harus ber ada di depan pintu pump room ( konten dari gas – gas ; seperti oksigen 20.9 % / Hydrocarbon 0 ppm / H2S 0 ppm
C. SAFETY MANAGEMENT ( GENERAL )
1. Semua latihan sudah di catat dalam Log Book resmi dan record lain-nya
2. Apakah ruang merokok sudah di beri tanda
3. Apakah safety meeting sudah di laksanakan secara teratur ? Periksa Notulen rapat terakhir apa masih ada yang out standing .
4. Apakah dokumen dan sertifikat semua ABK dalam keadaan lengkap dan up date ( sudah tersijil ,surat kesehatan / medical masih valid )
5. Apakah ada daftar tentang pemeriksaan alkohol bagi semua ABK ( yang di buat oleh kapal dengan memakai breath alcohol test .
6. Apakah di kapal tersedia “ Un-announce Drug & Alcohol Test “ bagi seluruh ABK yang di keluarkan oleh dinas kesehatan pelabuhan .
7. Apakah SK Perwira sudah di update dan sesuai dengan keadaan di atas kapal .
8. Apakah Perwira dan ABK sudah familiar dengan pengunaan Breathing Apparatus , coba salah seorang crew mempraktek-kan cara pemakaian nya .
9. Apakah semua Perwira dan ABK sudah Familiar dengan cara pengoperasian : Emergency Fire Pump dan Emergency steering gear .
10. Apakah semua Muster List sudah sesuai dengan ABK dan sudah di tanda tangani oleh Nakhoda . ( Muster List yang update harus di buat copy dan di masuk-kan
kedalam Fire Plan – Kiri dan Kanan di luar akomodasi )
11. Apakah Diagram Fire Control Plan yang tertempel di dinding sudah di approval oleh Class BKI
12. Apakah ada inventaris bulanan tentang live Saving Appliances dan Fire Fighting Appliances

D. LIVE SAVING APPLIANCES

1. Apakah semua ABK dapat menghidupkan ( starting ) Mesin Sekoci
2. Apakah kondisi Life Boat dan Dewi – dewi nya dalam keadaan baik , di grease dan dapat di operasikan
3. Apakah cara menurunkan Life Boat ke air telah ter pasang di dekat life boat ( di bawah lampu emergensi ) dan sudah dalam bahasa indonesia .
4. Apakah cara menurunkan Life Raft dalam bahasa Indonesia dan terpasang di dekat lampu emergensi ( di dekat Life Raft )
5. Apakah Hydrostatic Release Unit untuk Life Raft masih dalam keadaan baik dan masih valid .
6. Apakah Man Over Board ( 2 Buah ) di anjungan masih dalam keadan baik dan masih valid 7. Periksa juga Self Ignating Light ( Pada Life Ring ) apakah semua nya
berfungsi dengan baik.
8. Apakah semua Life Jacket ABK dan spare lengkap dengan nama kapal, pelabuhan pendaftaran serta lampu dan pluit ? periksa tiap – tiap kelengkapan crew di atas
kapal

E. FIRE FIGHTING APPLIANCES

1. Periksa Slang – Slang ( Hose ) kebakaran apakah tidak bocor dan semua di lengkapi dengan kopling dan Nozle
2. Periksa Breathing Apparatus apakah dalam keadaan baik dan botol – botol cadangan oksigen-nya terisi penuh
3. Apakah International Shore Connection tersedia di atas kapal dalam keadaan baik
4. Apakah botol – botol pemadam kebakaran dalam keadaan baik dan tekanan nya tidak kurang.
5. Apakah EEBD ber ada pada tempatnya serta tekanan dalam keadaan bertekanan penuh .
6. Periksa Sertifikat untuk FIRE FIGHTING APPLIANCES apakah masih valid dan cocok dengan jumlah alat alat yang ada di kapal .

F. LAIN LAIN
1. Apakah Log book mesin sudah di isi sampai laporan terakhir dan sudah di tanda tangani oleh Nakhoda .
2. Apakah di kapal ter sedia PMS ( Plan Maintenance System )
3. Apakah alarm alarm yang berada di kamar mesin semuanya berfungsi dengan baik
4. Apakah ada record saat di adakan pengetesan terhadap alarm – alarm tersebut .
5. Apakah ada poster NO HOT WORK telah terpasang pada tempat – tempat yang dianggap perlu ( jika ada pengerjaan HOT WORK , maka harus di adakan HOT
WORK PERMIT )
6. Apakah GOT – GOT kamar mesin dan Pump Room serta Stearing Gear Room dalam keadaan bersih dari minyak – miyak / kering dan rapi
7. Periksa Battery Emergency ( Accu ) dirawat dengan baik dan tidak kering serta sudah dalam keadaan charge.
8. Apakah ruangan store deck dan mesin dalam keadaan bersih dan rapi
9. Apakah lampu lampu navigasi yang terdapat di atas tiang anjungan / tinag belakang dan tiang depan dalam kedaan baik dan masih berfungsi
10. Apakah rantai jangkar dalam keadaan terikat dan kopling dari winches drum terlepas
11. Apakah ruangan store makanan kering dan basah dalam keadaan bebas dari kotoran dan kecoa / tikus
12. Apakah ada daftar obat – obatan di atas kapal dan tidak ada obat – obatan yang expire ( catat pemakaian obat – obatan di atas kapal )
13. Periksa file kapal tentang FAMILIARISASI CREW BARU baik perwira maupun ABK dan cocokan dengan tanggal naiknya kapal .
14. Apakah nama DPA dan peran DPA di ketahui oleh kru kapal
G. PERSIAPAN DALAM KEADAAN BAHAYA
1. Periksa mengenai kontak list / nomor telepon yang dapat di hubungi jika dalam keadaan bahaya
2. Pastikan bahwa perwira radio dapat mengirimkan distress alert jika dalam keadaan bahaya

Marine Diesel Engines

Trouble Shooting

Engine Fails to Turn on Air?

Possible causes?
Low air pressure.
Sticking start air valves.
Starting valve leaking.
Pilot valve closed.
Starting air to distributor valve shut.
Distributor failure.

Engine Fails to Fire?

Possible causes?
Air in fuel system.
Blocked filters.
Blocked pipes.
Fuel injection pump incorrectly set.
Fuel bypass open.
Booster pump failure.
Air compression too low.
Fuel tank empty.
Water in fuel.
Fuel
circulation
Compression Pressure Low? Engine Stops Unexpectedly? Water in the fuel.
Causes? Possible causes? Blocked filters or fuel lines.
Worn or broken piston rings Air in fuel system. Engine seizure.
Leaking cylinder valves No fuel.
Leaking cylinder head gasket Failed fuel supply pumps.
Possible causes? Cold engine.
Engine RPM Drops? Insufficient fuel. Water in cylinder.
Possible causes? Early injection. Excess air.
Engine overload. High injector opening pressure. Insufficient fuel.
Faults in fuel supply system. Water in fuel. Low compression.
Air in the fuel. Abnormally High Exhaust Temperature All Lub Oil Pressure Falling?
Fuel restriction. Cylinders? Possible causes?
Auto initiated slow downs. Possible causes? Low sump level.
Turbo charger filter clogged. Engine overload. Blocked filters.
Valve clearances. Late injection. Internal leakage.
Engine Knocking High charge air temperature. Damaged bearing.
Possible causes? Low charge air pressure. High oil temperature.
Injection too early. Blocked air intake filter. Sticking pressure control / relief valve.
Faulty injectors. Blocked exhaust. Lub oil dilution.
Metal to metal contact. Black Exhaust Gas? Overheated Bearings?
Worn bearings. Possible causes? Possible causes?
Worn liner. Engine overload. Reduced oil supply.
Overload. Reduced scavenge air. Reduced bearing clearance.
Abnormally High Exhaust Temperature One Faulty injection system. High lub oil temperature.
Cylinder? Late injection. Dirty cooler.
Possible causes? High fuel temperature. High Jacket Water Temperature?
Late injection. Poor quality fuel. Possible causes?
Low injector opening pressure. Blue Exhaust Gas? Dirty heat exchanger.
Leaky injection valve. Possible cause? Engine overload.
Exhaust blockage. Excessive cylinder lubrication. Air in system.
Abnormally Low Exhaust Temperature One White Smoke? High sea water temperature.
Cylinder? Possible cause?

Procedure for working in an enclosed space in a cargo ship

An Enclosed Space is defined as a space that has the following characteristics, where is an unsafe oxygen level and/or toxic gas or other vapor, limited openings for entry and
exit, unfavorable natural ventilation, and not designated for continuous worker occupancy. It would include Oil and water tanks, Closed cargo holds, Cofferdams, Duct keels,
Void spaces, Pump rooms in Oil tankers and the like.

Works In Cargo And Ballast Tanks

The shipboard safety management rules requirements for Enclosed Spaces Entry must be complied with in all respects when the crew must work in cargo or ballast tanks.
The initial entry must be made by a responsible officer to carry out further testing before allowing the crew to enter the tank. During the time the crew is working in the tank,
a Responsible Officer must be in attendance. When any cleaning, repairs, or maintenance work has been carried out in a cargo or ballast tank, space must be carefully
inspected by a responsible Officer after all work is completed. He is to ensure that all tools, equipment, materials, and debris have been removed and that no damage has been
caused to coatings and fittings.

Permit To Enter

Entry is only permitted when the atmosphere has been proved to contain
Oxygen content 21% by volume
Hydrocarbon vapor concentration less than 1% LEL
No toxic or other contaminants

Always keep adequate lighting

Masters permission

The Master should ensure the Chief Engineer or Chief Officer complete a checklist for Enclosed Space Entry
Permit as follows:
Have valves on all pipelines serving the space been secured to prevent their accidental opening?
Has the space been cleaned?
Has the space been thoroughly ventilated?
Pre-entry atmosphere tests: Oxygen:
% vol, Hydrocarbon: % LEL, Toxic Gas: Yes / No
Have arrangements been made for frequent atmosphere checks during the occupation and work breaks?
Have arrangements been made for continuous ventilation during the occupation and work breaks?
Is adequate illumination provided?
Is a rescue and resuscitation equipment available for immediate use by the entrance to space?
Has a responsible person been designated to standby the entrance to space?
Has the officer of the watch been advised of the planned entry?
Has a system of communication between the person at the entrance and those entering been agreed & tested?
Are emergency and evacuation procedures established and understood?
Is there a system for keeping track of and recording who is in the space?
Is all equipment used of an approved type?

Confirm oxygen level prior entry

Always keep rescue equipment ready

Pre-Entry Checks (to be completed by team leader entering the enclosed space):
All above pre-entry precautions have been taken.
I am aware that space must be evacuated immediately in case of ventilation or atmosphere test failure.
I have agreed to the communication procedure.
I have agreed to a reporting interval ------of mins.
Emergency and evacuation procedures have been agreed upon and are understood.

Note: EEBD should not be used in place of the SCBA, in an emergency condition.

Closing Procedure: After confirming all is secured, and all persons who had been entered the enclosed space
are evacuated, the master should enter the time of closure of permit and retain onboard for onboard filing
purpose.

Permits duration of the validity : The Entry permit should be issued immediately before the work is to be
performed. The duration of their validity should not exceed 24 hrs.

Overhauling procedure of Diesel engine fuel valve.(injector)

Safety Precautions:-

a. Check whether all tools and spares are available or not.

b. If so, then start the Stand by generator.

c. Check all parameters are normal.

d. Now share the load with the help of synchroscope.

e. Again check all the parameters are within normal range.

f. Put full load on the Stand by generator.

g. Stop the generator on which work has to be carried out.

h. Put MEN AT WORK tag.

i. Shut the air starting valve, fuel oil inlet & outlet valves and isolate the system.

j. Let lube oil priming pump run for half hour after then stop it.

k. Remove the lock nut of the high pressure pipe.

l. Now, remove the high pressure pipe.

m. Take out the fuel injector using it tool.

n. Put it on the testing kit.

o. Check the lifting pressure, atomization, pressure falling steadily, dripping of oil.

p. Now, take out the injector from the testing kit, put in a diesel oil & clean it.

q. Make sure the workshop table should be clean, no rags or jute to be there.

r. Put the injector on the vice and tighten it.

s. Loosen the lock nut of the injector.

t. Now loosen the compression nut to release the spring pressure, then take out the spring.

u. Open the cap nut and take out the needle and guide.

v. Put the parts on the cleaned table.

w. Check the condition of spring by dropping on the floor plate, it should jump and also check it by tightening in the vice and then releasing. The
difference in the length,no cracks to be there.

x. Check visually needle, there shouldn’t be any scoring marks because it is made of Nitrite material.

y. Try to insert the needle inside the guide at angle of 45degree, the needle should on its own weight.

z. Check the size of injecting holes by using Go or No go gauge.

i. If go gauge is going then hole size is OK.

ii. If no go gauge going, then it means the size has increased, then nozzle needs to be changed.

iii. Now assemble the injector and do the lifting pressure setting on test kit by adjusting the compression nut.

iv. After this check the injector again for its lifting pressure, atomization, steady fall of pressure and dripping.

PROSEDURE STAR BOILER

1. Ÿ Ensure that the vent valve on the boiler is open and check there is no pressure in the boiler.
2. Ÿ Check that the steam stop valve is closed.
3. Ÿ Check that all the valves for fuel are open, and let the fuel circulate through the system until it comes
to the temperature required by the manufacturer recommendation.
4. Ÿ Check and open the feed water valves to the boiler and fill the water inside the boiler drum to just
above the low water level. This is done because it is not possible to start the boiler below the low water
level due to safety feature which prevent boiler from starting. Also, the level is not filled much because if
filled too much, the water inside the boiler might expand and over pressurize the boiler.
5. Ÿ Start the boiler in automatic mode. The burner fan will start the purging cycle which will remove any
gases present in the furnace by forcing it out through the funnel.
6. Ÿ After the pre-set purge time the pilot burner will ignite. The pilot burner consists of two electrodes,
through which a large current is passed, via the transformer, producing the spark between the
electrodes. The pilot burner is supplied with diesel oil and when the oil passes over, the former ignites.
7. Ÿ The main burner which is supplied by heavy oil catches fire with the help of pilot burner.
8. Ÿ Check the combustion chamber from the sight glass to ensure the burner has lit and the flame is
satisfactory.
9. Ÿ Keep a close eye on the water level as the pressure increases and open the feed water when the level
of water inside the gauge glass is stable.
10. Ÿ Close the vent valve after the steam starts coming outside.
11. Ÿ Open the steam stop valve.
12. Ÿ Once the working steam pressure is reached, blow down the gauge glass and float chambers to check
for the alarms

Procedure for Starting and Stopping Generators on a Ship

Automatic Start

1. Ÿ This method is only possible if sufficient amount of starting air is available. The air valves and
interlocks are operated like in the turning gear operation.
 2. Ÿ In this method the operator has nothing to do, for the generator starts itself depending on the load
requirement.
3. Ÿ However during the Maneuvering process and in restricted areas, the operator has to start by going
into the computer based Power Management System (pms). Once inside the system, the operator needs
to go to the generator page and click start.
4. Ÿ In PMS system, the automation follows sequence of starting, matching voltage and frequency of the
incoming generator and the generator comes on load automatically.
5. Ÿ In case of a blackout condition or a dead ship condition, the operator might have to start the
generator manually.

Manual start
The manual process is totally different from the automatic start system. The following steps need to
be followed:

1. Ÿ Check that all the necessary valves and lines are open and no interlock is active on the generator
before operating.
2. Ÿ Generally before starting the generator the indicator cocks are opened and small air kick is given with
the help of the starting lever. After this, the lever is brought back to the zero position, which ensures
there is no water leakage in the generator. The leakage can be from cylinder head, liner or from the
turbocharger .
3. Ÿ The step is performed by putting the control to local position and then the generator is started
locally.
4. Ÿ In case any water leakage is found, it is to be reported to a senior officer or chief engineer and further
actions are to be taken.
5. Ÿ It is to note that this manual starting procedure is not followed generally on Ums ships, but it is a
common procedure on manned engine room.
6. Ÿ In engine rooms, which have water mist fire fighting system installed, this procedure is not followed
because when the engine is given a manual kick with open indicator cocks, small amount of smoke
comes out of the heads which can lead to false fire alarm, resulting in release of water mist in the
specified area.
7. Ÿ After checking the leakage, in case of any, the indicator cocks are closed and generator is started
again from the local panel.
8. Ÿ The generator is then allowed to run on zero or no load condition for some time for about 5 minutes.
9. Ÿ After this the generator control is put to the remote mode.
10. Ÿ If the automation of the ship is in working after putting in remote mode the generator will come on
load automatically after checking voltage and frequency parameters.
 11. Ÿ If this doesn’t happen automatically, then one has to go to the generator panel in Engine control
room and check the parameters.
12. Ÿ The parameters checked are voltage and the frequency of the incoming generator.
13. Ÿ The frequency can be increased or decreased by the frequency controller or governor control on the
panel.
14. Ÿ The incoming generator is checked in synchroscope to see if it’s running fast or slow, which means if
frequency is high or low.
15. Ÿ In synchroscope, it is checked that the needle moves in clockwise and anticlockwise direction.
16. Ÿ Clockwise direction means it is running fast and anti-clockwise means it is running slow.
17. Ÿ Generally the breaker is pressed when the needle moves in clockwise direction very slowly and when
it comes in 11’o clock position.
18. Ÿ This process is to be done in supervision of experienced officer if someone is doing for the first time,
for if this is done incorrectly the blackout can happen which can lead to accidents, if the ship is
operating in restricted areas.
19. Ÿ Once this is done, the generator load will be shared almost equally by the number of generators
running.
20. After this the parameters of the generator are checked for any abnormalities.

Stopping procedure
Automatic Procedure
Ÿ In this procedure the generator is stopped by going into the PMS system in the computer and
pressing the stop button to bring stop the generator.

1. Ÿ This is to be followed only when two or more generators are running.

2. Ÿ Even if you trying to stop the only running generator it will not stop due to inbuilt safety. The safety
system thus prevents a blackout.
3. Ÿ When the stop button is pressed the load is gradually reduced by the PMS and after following the
procedure the generator is stopped.

Manual Procedure

1. Ÿ In this procedure the generator to be stopped, is put off load from the generator panel in the Engine
control room.
2. Ÿ The load is reduced slowly by the governor control on the panel.
3. Ÿ The load is reduced until the load comes on the panel below 100 kw.
4. Ÿ When the load is below 100kw the breaker is pressed and the generator is taken off-load.
 5. Ÿ The generator is allowed to run for 5 minutes in idle condition and the stop button is pressed on the
panel.
6. Ÿ The generator is then stopped .

How to Synchronize Generators on a Ship?

Sinkronisasi dari sebuah generator atau alternator yang masuk adalah sangat penting
sebelum paralel dengan generator yang lain. Para sinkronisasi generator dilakukan dengan
bantuan synchroscope atau dengan tiga metode bola dalam keadaan darurat. Ini sangat penting bahwa
sebelum paralel generator frekuensi dan tegangan generator perlu dicocokkan. Dalam artikel ini kita akan
menjelaskan metode untuk sinkronisasi generator di kapal.

Ada dua metode

untuk sinkronisasi generator di kapal - satu adalah normal dan lainnya adalah metode darurat.

Synchroscope method
1. Synchroscope terdiri dari sebuah motor kecil dengan gulungan pada dua kutub terhubung di dua
tahap. Mari kita mengatakan itu terhubung dalam fase merah dan kuning dari mesin masuk dan gulungan
angker dipasok dari fase merah dan kuning dari operator bus bar.
2. Rangkaian bus bar terdiri dari sebuah induktansi dan resistansi dihubungkan secara paralel.
3. Rangkaian induktor memiliki efek menunda saat ini sebesar 90 derajat relatif terhadap saat ini dalam
perlawanan.
4. Ini arus ganda dimasukkan ke synchroscope dengan bantuan cincin slip ke gulungan dinamo yang
menghasilkan medan magnet berputar.
5. Polaritas kutub akan berubah alternatif di utara / selatan arah dengan perubahan fase merah
dan kuning dari mesin yang masuk.
6. Bidang berputar akan bereaksi dengan kutub dengan memutar rotor baik dalam arah searah jarum jam
atau berlawanan arah jarum jam.
7. Jika rotor bergerak dalam searah jarum jam ini berarti bahwa mesin yang masuk berjalan lebih cepat
dari bus bar dan lebih lambat ketika menjalankan dalam arah berlawanan arah jarum jam.
8. Umumnya, lebih disukai untuk menyesuaikan kecepatan alternator sedikit lebih tinggi, yang akan
memindahkan pointer pada synchroscope adalah searah jarum jam.
9. Pemutus ditutup sebelum pointer mencapai 12 o posisi jam, di mana mesin yang masuk dalam
fase dengan bus bar
Darurat sinkronisasi lampu atau tiga metode bola

Metode ini umumnya digunakan ketika ada kegagalan synchroscope. Dalam kasus
kegagalan metode siaga harus tersedia untuk menyinkronkan alternator, dan dengan
demikian metode lampu darurat digunakan.

Tiga lampu harus dihubungkan antara tiga fase bar bus dan masuk generator harus dihubungkan seperti
ditunjukkan dalam diagram: -

1. Lampu yang terhubung hanya dengan

cara ini karena jika mereka terhubung di seluruh, lampu fase yang sama akan pergi dan mematikan bersama-
sama ketika masuk mesin keluar dari fase dengan switchboard
2. Dalam metode ini sesuai diagram dua lampu akan cerah dan satu lampu akan gelap saat
mesin masuk datang dalam fase dengan bus bar
3. Gerakan ini lampu terang dan gelap menunjukkan apakah mesin yang masuk berjalan lebih cepat atau lebih
lambat
4. Untuk mis ada saat ketika lampu A akan menjadi gelap dan lampu B & C akan terang, sama ada akan contoh
ketika B adalah gelap dan lain-lain yang cerah dan C adalah dua gelap dan lainnya yang cerah. Contoh
ini menunjukkan mesin yang berjalan cepat dan gerakan lampu dari gelap dan
terang memberikan gerakan searah jarum jam
5. Searah jarum jam menunjukkan gerakan searah jarum jam cepat dan anti menunjukkan generator berjalan
lambat masuk

Translate
How to Synchronize Generators on a Ship?
Synchronizing of an incoming generator or alternator is very important before paralleling it with
another generator. The synchronizing of the generator is done with the help of synchroscope or with
three bulb method in case of emergency. It is of utmost importance that before paralleling the
generators the frequency and voltage of the generators need to be matched. In this article we will
describe the method for synchronizing generators on a ship.
There are two methods to synchronize generators on a ship – one is the normal and other is the
emergency method.

Synchroscope method

1. The synchroscope consists of a small motor with coils on the two poles connected across two phases.
Let’s say it is connected in red and yellow phases of the incoming machine and armature windings
supplied from red and yellow phases from the switchboard bus bars.
2. The bus bar circuit consists of an inductance and resistance connected in parallel.
3. The inductor circuit has the delaying current effect by 90 degrees relative to current in resistance.
4. These dual currents are fed into the synchroscope with the help of slip rings to the armature windings
which produces a rotating magnetic field.
5. The polarity of the poles will change alternatively in north/south direction with changes in red and
yellow phases of the incoming machine.
6. The rotating field will react with the poles by turning the rotor either in clockwise or anticlockwise
direction.
 7. If the rotor is moving in clockwise direction this means that the incoming machine is running faster
than the bus bar and slower when running in anticlockwise direction.
8. Generally, it is preferred to adjust the alternator speed slightly higher, which will move the pointer on
synchroscope is in clockwise direction.
9. The breaker is closed just before the pointer reaches 12 o clock position, at which the incoming machine
is in phase with the bus bar

Emergency synchronizing lamps or three bulb method

This method is generally used when there is a failure of synchroscope. In case of failure a standby
method should be available to synchronize the alternator, and thus the emergency lamp method is
used.
Three lamps should be connected between three phases of the bus bar and the incoming generator
should be connected as shown in the diagram:-

1. The lamps are connected only in this manner because if they are connected across, the same phase
lamps will go on and off together when the incoming machine is out of phase with the switchboard .
2. In this method as per the diagram the two lamps will be bright and one lamp will be dark when
incoming machine is coming in phase with the bus bar.
3. The movement of these bright and dark lamps indicates whether the incoming machine is running
faster or slower.
4. For e.g. there is a moment when lamp A will be dark and lamp B & C will be bright, similarly there will
be instance when B is dark and others are bright and C is dark and other two are bright. This example
indicates that machine is running fast and the movement of the lamps from dark and bright gives an
clockwise movement
5. Clockwise movement indicates fast and anti clockwise direction indicates slow running of incoming
generator.

Jenis-Jenis dan Macam-macam Pompa pada kapal

in January 06, 2011

Kapal terdiri dari berbagai jenis cairan yang bergerak di dalam ruang mesin yang berbeda dan sistem di
antaranya untuk tujuan pendinginan, pemanasan, pelumasan, dan sebagai bahan bakar. Cairan ini diedarkan
oleh berbagai jenis pompa, yang dapat bekerja sendiri maupun didorong oleh power supply kapal atau melekat
pada mesin itu sendiri. Semua sistem di kapal memerlukan pompa operasional dan kompatibel yang tepat dan
sistem pompa sehingga kapal yang dapat berjalan di perjalanan yang mulus.

Pemilihan jenis pompa untuk sistem tergantung pada karakteristik dari Zat yang akan dipompa atau diedarkan.
Karakteristik seperti viskositas, densitas, tegangan permukaan dan kompresibilitas, bersama dengan
karakteristik sistem seperti tingkat cairan yang berbeda di antaranya ,cairan yang akan dipompa, suhu yang
ditemui di sistem, dan tekanan ditangani oleh fluida dalam sistem , diperhitungkan.

Jenis-jenis Pompa:
Pompa yang digunakan pada papan secara luas diklasifikasikan menjadi dua jenis:

 Pemindahan Positif Pompa

Pompa perpindahan positif adalah pompa priming diri dan biasanya digunakan sebagai cat dasar perangkat.
pompa ini terdiri dari satu atau lebih ruangan, tergantung pada konstruksi, dan ruang adalah alternatif diisi dan
dikosongkan.
Pompa perpindahan positif biasanya digunakan dimana tingkat debit kecil sampai menengah.
Digunakan di mana bil ada cairan viskositas tinggi.
Umumnya digunakan untuk menghasilkan tekanan tinggi dalam sistem pemompaan.
Tekanan dinamis atau Pompa Roto-Dinamis.

Pada pompa tekanan dinamis, selama memompa tindakan, gaya centrifugal yaitu untuk mempercepat cairan berpindah
biasanya menggunakan putaran impeller.
Beberapa sistem yang berisi pompa dinamis mungkin memerlukan pompa perpindahan positif bagi priming.
Biasanya digunakan untuk moderat untuk memompa cairan tekanan tinggi
Perbedaan tekanan kisaran untuk jenis pompa berada dalam kisaran rendah sampai sedang.
Digunakan dalam sistem dimana cairan viskositas rendah digunakan.

Macam-macam pompa pada Kapal :

1. Reciprocating Pompa
2. Screw pompa
3. Gear pompa
4. Piston pompa
5. Ram jenis pompa
6. Vane pompa
7. Pompa Centrifugal
8. Pompa aliran aksial
9. Submersible pump
10. Centrifugal-aksial
Sumber gambar :
 Hydraulicpumpsmotors
 Wikimedia
penjelasan yang spesifik nanti saja...heheheh semoga pada belajar

COMMON INTERVIEW QUESTIONS FOR MARITIME STUDENTS

GENERAL:
A guide para sa mga mag Aapprentice Ship Training.
1. Tell me about yourself?
A pleasant day to you sir!
The person in front of you is a fresh graduate of (Name of School), with a Degree of Bachelor of Science in Marine
Engineering/Transportation, who joined different clubs and organizations.
2. Why should we hire you?
You should hire me because I strongly believe that I am competent graduate of __________ and I am very confident with my
skill and knowledge for my apprenticeship training. I also have the necessary training certificates and documents that are
required for my Cadetship.
3. What are your strengths and weaknesses?
I believe that my greatest strength in life is my determination to strive hard in order to fulfill my dreams and my family.
My greatest weakness is that I am afraid to fail. But as I fail, I learn from my mistakes.
4. Why do want to be an officer onboard?
I want to be an officer onboard because I believe that I can use my leadership skills in order to motivate and inspire my fellow
seafarers to make them also a leader.
5. What can you say about your course?
I can say that my course is a challenge to me. Every day I learn new thing. It makes me to become a better person.
6. How many years do you want to be a Chief Engr. or Captain?
7. How long will you work in our company?
I believe that is a give and take, and an opportunity to be in this company. So I will stay in this company as long as the company
needs my service.
8. What is a seaman?
Seaman is what we all known as seafarer. Seafarer is a person who navigates waterborne vessels or assists as a crewmember in
their operation and maintenance. I call seaman as a hero of modern time because their sacrifice their life every day.
9. What is the reason why do you want to be a seaman?
The main reason why I became a seaman is not by to travel around the world but to be a successful chief engineer.
I want to work onboard the vessel and help my family.
10. What are the prons and cons of being a seafarer?
11. What motivates you to become a seafarer?
My greatest motivation is my dream to become a world class chief engineer.
12. How will you surpass the challenges and difficulties of being a seafarer?
Hardwork and Prayer. You need to work hard in order to become a competent marine engineer and Pray to God Almighty for
guidance and strength.
13. What is leadership?
Leadership is the ability to inspire or influence others towards the leader's goal. Leaders have followers. If someone has
followers, he or she is a leader.
14. What is your favorite subject?
15. Tell me about your favorite subject.
SAFETY:
1. What is safety?
Safety is the state of being "safe" (from French sauf), the condition of being protected against physical, social, spiritual,
financial, political, emotional, occupational, psychological, educational or other types or consequences of failure, damage, error,
accidents, harm or any other event which could be considered non-desirable.
Safety is ABC- Always Be Careful
Safety is free from the occurrence of danger or any kind of risk.
2. What is Marpol?
Marpol 73/78 is the International Convention for the Prevention of Pollution from Ships, 1973 as modified by the Protocol of
1978.
3. What are the annexes of Marpol?
I – Oil
II- Noxious Liquid Substance
III – Packaged Form
IV- Sewage
V-Garbage
VI- Air
4. What are the four pilars of IMO?
STCW-Standards of Training, Certification and Watchkeeping(1995)
SOLAS- International Convention for the Safety of Life at Sea (SOLAS) is an international maritime safety treaty.
MARPOL- Marpol 73/78 is the International Convention for the Prevention of Pollution from Ships, 1973 as modified by the
Protocol of 1978.
MLC- Maritime Labour Convention, 2006 was established in 2006 as the fourth pillar of international maritime law and
embodies "all up-to-date standards of existing international maritime labour Conventions and Recommendations, as well as the
fundamental principles to be found in other international labour Conventions".
5. How many miles can you throw garbage onboard?
Plastic – Prohibited
Floating dunnage, lining and packing materials – 25 nm
Paper, rags, glass – 3nm
Paper, rags, glass(ground) – 12 nm
Foodwaste – 12 nm
Foodwaste(ground) – 3 nm
6. What are the steps to be done when there is fire inside the engine room?
Raise the alarm
Inform the bridge
Locate/use a fire extinguisher or fire hose
7. What is fire triangle and its composition?
Heat
Fuel
Oxygen
8. What are the appropriate fire extinguishers to be used in case of fire (the interviewer will cite an example or situation)
A(Wood/Paper) –
B(Flammable Liquid)-
C(Electric)-
D(Metal)-
9. How will you encourage your team to follow safety precautionary measures and best working practices onboard?
10. How will you maintain safe working practices onboard?
11. What is ECA and SECA?
12. What is ORB?
13. The minimum amount of oxgen a human need when entering an enclosed spaces?
TECHNICAL (ENGINE)
1. What is Marine Engineering?
The Bachelor of Science in Marine Engineering is a 4 year degree program that centers on the construction, operation, and
maintenance of different kinds of marine vessels such as cargo ships, cruise ships, fishing boats, battleships and submarines.
This program aims to provide students with the knowledge and skills that will enable them to operate and maintain the vvhy the
machineries installed in marine vessels, including the propulsion plant, adjunct and auxiliary machinery, electrical and
refrigeration systems.
2. What are the duties and responsibilities of an engine cadet on board?
Chief Engineer- is responsible to the master for the satisfactory operation of all machinery and equipment.
2nd Engineer- Is responsible for the practical upkeep for the Chief Engineer to keep a watch. Under
incharge/instruction/supervise of the Chief Engineer. Like Planning of works, Repair and maintenance, and incharge of the
engine room.
3rd and 4th Engineer- are usually senior watchkeepers or engineers in charge of the watch. Follow instruction of the 2nd
Engineer. Repair and maintenance. Watchkeeping engineers.
Engine Cadet-is the most junior personnel in Engine department. He is responsible to take a Job order to 2nd Engineer
3. Differentiate diesel and gas engine.
They are both internal combustion engines designed to convert the chemical energy into mechanical energy
Diesel Engine-Mixed with air
-with fuel injector that produce combustion. To burn, heat of compression must be applied
Gas Engine- Using spark plug to produce heat.
4. What is Four Stroke Diesel Engine?
4 cycles 2 revolution
5. What is Two Stroke Diesel Engine?
2 cycles 1 revolution
6. What is the difference of Four Stroke from a Two Stroke and vice verse?
4 stroke- 4 cycles 2 revolution
2 stroke- 2 cycles 1 revolution
7. Explain the cycles of four stroke and two stroke.
8. The advantages and disadvantages of Four-Stroke and Two-Stroke.
A two stroke engine can produce twice the amount of power (and makes twice as much noise).Two stroke engines are simpler
and cheaper to manufacture compared to four stroke engines because of their simpler design.
Four stroke engines are longer lasting than two stroke engines that don't have a dedicated lubricating system. Four stroke
engines are more fuel efficient and environmentally friendly when compared to two stroke engines that also create an
unpleasant smell.
9. What is Refrigeration?
Refrigeration is a process of moving heat from one location to another.
10. Draw and explain the refrigeration cycle.
Compressor-compresses the refrigerant
Oil water separator-remove oil and water
Receiver (optional)
Evaporator-place where absorption of heat occurs
Condenser-cools refrigerant after compressing
Expansion valve-controls the flow of refrigerants to the evaporator
11. What is the difference between a purifier and clarifier?
Both are used in a separation process
Purifier- two liquids of different densities are separated using a centrifuge
Clarifier-when the same centrifuge is used to separate solid impurities from the fuel.
12. What are pumps and cite the types of pumps and their use?
A pump is a device that moves fluids (liquids or gases), or sometimes slurries, by mechanical action. Pumps can be classified
into three major groups according to the method they use to move the fluid: direct lift, displacement, and gravity pumps.
Positive displacement pump- No more priming ex. Gear pump, screw pump, reciprocating pump.
Rotor dynamic pump- Needs Priming ex. Centrifugal Pump.
13. Parts of the Main Engine.
Camshaft, Crankshaft, Piston, Inlet and outlet valve, combustion space, Connecting Rod, Cylinder Liner, Cylinder Case.
14. Define the parts of the main engine and their functions.
15. What is series?
A series circuit has more than one resistor (anything that uses electricity to do work) and gets its name from only having one
path for the charges to move along. It is that components are connected end-to-end in a line to form a single path for electrons to
flow
16. What is parallel?
A parallel circuit has more than one resistor (anything that uses electricity to do work) and gets its name from having multiple
(parallel) paths to move along. There are many paths for electrons to flow, but only one voltage across all components.
17. The difference between a series and parallel?
18. Is a Christmas lights a series connection? Series
19. What the difference between a direct current and alternating current?
DC is defined as the “unidirectional” flow of current; current only flows in one direction.
Alternating current describes the flow of charge that changes direction periodically.
20. Cite examples of direct and alternating current?
Your Refrigerator, washer and dryer, oven, lights, use AC.
Your cell-phone, wireless phone, flashlight use DC.
21. Examples of machine shop tools and their functions
Drilling- is a cutting process that uses a drill bit to cut or enlarge a hole of circular cross-section in solid materials.
Welding- used to join to two metals.
Lathe- is a machine tool that rotates the workpiece on its axis to perform various operations such as cutting, sanding, knurling,
drilling, or deformation, facing, turning, with tools that are applied to the workpiece to create an object with symmetry about an
axis of rotation.
Grinder- is a grinding tool with abrasive wheel
22. What is welding?
Welding is a fabrication or sculptural process that joins materials, usually metals or thermoplastics, by causing fusion, which is
distinct from lower temperature metal-joining techniques such as brazing and soldering, which do not melt the base metal.
Boiler-is a device used to create steam by applying heat energy to water. Produce steam used also for heating fuel oil, lube oil,
and other plants to maintain the viscosity for combustion.
Types of boiler
Fire tube - consist of large tubes for low pressure heating plants and the product of combustion pass through the inside of the
tubes, and outside the tubes is surrounded by water.
Water tube - constructed with small tubes and efficient production of higher steam pressure, where the water is contained inside
the tubes, with product of combustion passing around the outside of the tubes.
Hand Tool - hand tool is any tool that is not a power tool – that is, one powered by hand rather than by an engine.
Ex. Hammer, Pliers, screwdrivers, Chisel, Star screw, hacksaw, wrenches
Power Tool is a tool that is actuated by an additional power source and mechanism other than the solely manual labour used
with hand tools
Ex. Grinder, drills, chainsaw, joiners, jointers, lathes, chainsaw, Impact wrench, Pneumatic wrire brush, jet chisels, chainblock,
nail gun
Basic Conversion
1 foot (ft) – 12 inches
1 Inch=2.54cm
1 yard (yd)-3 feet
1 Kg=2.2 lbs
1 mile- 1.6km
1 knot =1 nm/hr
1 nm = 1.852km
Parts of the Piston- piston, piston rod, piston ring.
Propeller- A mechanical device for propelling a vessel consist of revolving shaft
Ballasting- pumps sea water into empty storage tanks when the ship is very light.
ENGINEERING MATERIALS
Metals and Non-metals
METALS-are having high thermal and electrical conductivity
2 Groups
Ferrous Metals-are having IRON as common element. High Permeability
Ex. Cast Iron, Steel, Silicon Steel
Non Ferrous-Having low permeability.. Support the formation of magnetic field.
Ex. Silver, Copper, Gold, Aluminum
NON-METALS-are non crystalline in nature. Bad conductor of heat and electricity
Ex. Rubber, Plastic, Leathers
Metals and Alloys
METALS-are polycrystalline bodies which have number of differentially oriented fine crystals
ALLOYS-Composition two or more metal or metal and non-metal (ex. Steel, brass, bronze)
CERAMIC MATERIALS-are nonmetallic solids made of inorganic compounds(oxide, nitrides, silicides)
(ex.glass,cement,silica)
ORGANIC MATERIALS- having carbon as a common element.(ex. Plastic, synthetic rubbers)
MECHANICAL PROPERTIES
Hardness-resist wear, abrasion and cutting
Plasticity-it is plastic if it is very soft and easily deformed and does not return to original shape after deformin
Brittleness-permits no permanent deformation before breaking(break instantly)
Ductility-ability to deform under tensile stress
Malleability-ability to deform under compressive stress
Toughness- a material will break under a sudden impact

Procedure for Cleaning Fuel Oil Tanks on a Ship

Ships use heavy fuel oil which has a very high viscosity. When stored in fuel tanks, this oil tends to
stick inside the tanks forming layers of semi-solid substance. Moreover, many impurities of the oil
settle down and stick to the surface of the tanks. It is therefore imperative that the fuel oil tanks are
cleaned on a regular basis on ships.
Generally, fuel oil tanks cleaning on the ship is done during dry dock and whenever the inspection of
the fuel tanks is due. Cleaning is done for surveyor inspection or if there is any work to be done inside
the tanks such as crack in fuel tank, leaking steam lines etc.
For cleaning a tank various safety precautions are to be considered as it contains flammable gases and
oil inside it.
Preparations Done before Cleaning
The following steps are to be followed before starting the cleaning process:
1) Empty the tank as much as possible; strip the tank by trimming the ship forward or aft depending
on the suction valve location.
2) When the ship is going for dry-dock the keel plan is to be sent to the shore facility so that they
should not put any keel block in the way of the plug present in the bottom shell plating.
3) The tank has to be properly ventilated as it is an enclosed space and might contain flammable
gases.
4) It is to be made sure that the steam connections are closed and proper signs and placards are
displayed so that during cleaning nobody opens the valve and gets burnt or hurt.
5) The tank has to be checked for flammable gases.
6) The tank has to be checked for oxygen content with the help of oxygen analyser.
7) The tank is drained off left over oil with the help of plugs.
8 ) The location of plug can be found out in shell plating diagrams.
9) Generally this plug is covered with cement and made streamlined with the shell plating.
10) Enclosed space entry checklist is filled out so that no safety issues are compromised or left.
During cleaning
1) Entry is only to be made inside the tank if the oxygen level is 21% by volume and flammable gases
are vented out.
2) One person should always standby outside the manhole door and should be in communication with
the person inside.
3) The person outside should continuously communicate with person inside and with the duty officer.
4) In case of hot work to be carried out, a fire line is to be carried inside. Also, a small fire extinguisher
for small fire should be there. Inform Port state authority before commencing hot work.
5) The tank is cleaned manually with the help of brushes, rags etc.
6) The oxygen content is continuously monitored and in case the alarm indicates low level, the space
has to be evacuated immediately without any delay.
After cleaning
1) Make sure no tool are left inside which may get stuck in the valve or damage the transfer pump
2) The place where crack repair is done should be checked for leaks.
3) If it was a steam leak repair, the coils needs to be checked for steam leak inside.

4) In case of crack or plate renewal the tank has to be pressure tested and checked for leak. If the repair is
major it has to be inspected by class surveyor before putting my breaking) and effective mainly against fires in
flammable liquid, gases and electrical equipment.

How CO2 extinguishes fire ?

The extinguishing effect is smothering and inhibiting.

CO2 is heavier than air, the best condition for extinguishing is in closed spaces.

CO2 give no secondary damage.

It is electrically non-conductor and therefore suitable against electrical equipment fire.

How halon extinguishes fire ?

Extinguishing effect is nearly exclusively inhibition.

Halons are suitable against fires in liquid and electrical equipment.

All Halons are consider to be toxic to some degree because with hot surfaces and flame causes them to break down
yielding toxic substances.

How many kinds of extinguishers are there in E/R ?

There are 3-kinds of extinguishers in E/R.

There are foam, CO2 and dry power types.

How to operate chemical foam extinguisher ?

It can be operated by releasing the cap by means of operating handle and turning it up side down.

Aim to near the fire (base or wall).

Shake the bottle and foam will come out.

How to operate and extinguish the CO2 extinguisher ?

Remove the safety pin and then the valve-operating lever is squeezed to pierce the disc.

The liquid CO2 leaves into the discharge horn and emerge as a cloud of CO2.

What are the portable fire extinguisher used for ? Where are they located ?

Portable fire extinguishers are the first line of defence.

It can be deal with an emergency as prompt action

All extinguishers should be located in an easily accessible position

The correct type to deal with the class of fire expected in that area

Painted in the appropriate color code.

Regularly inspected and tested.

How to extinguish small control room electrical fire ?

When E/R control room electrical fire breaks out, we must use CO2 portable fire extinguisher, because CO2 is electrical
non-conductor.

First give the fire alarm signal.

Check the condition of fire and cut out the power if is possible.

Shut off E/R ventilator and close the E/R entrance door but one exit door must be opened behind me.

Take CO2 portable extinguisher and fight the fire by staying up stream of air and the distance about 3-4 ft from fire.

Move back to the exit door.

Leave the extinguisher and close the exit door.

What are the effects of chemical foam ?

The extinguishing effect of the foam is a combination of smothering and cooling.

When burning surface is covered with foam, it will insulate the flame from the liquid surface, there by the heat radiation
against the liquid is decreased and the gas generation decreased and fire stops.

Foam is used against fires in oil surface.

What is chemical foam safety device ? Its function ?

Small radial hole at cap

Atmosphere valve
The cap has small holes in the threads or also has in the middle of bottle thread so that any internal pressure must be
released before the cap is fully removed.

Firstly, unscrew slowly foam will emit, so it cannot injure.

What is fixed installation ?

It is a fixed fire extinguishing equipment fitted for engine room and cargo hold to extinguish the immerse fire controlled
by remote station, (Eg. usually mechanical foam or CO2 )

How to take action for cabin fire on ships ?

Give the fire alarm signal.

Check the condition of fire and remove the combustible material near vicinity.

Isolate electrical supply to that cabin.

Take the nearest portable extinguisher.

Remove the safety guard and strike the knob smartly.

Then release the extinguishing media to the fire spaces.

Give the boundary cooling to it adjacent spaces, if the fire is great.

The fire will stop by cooling effect.

Where do you use a CO2 fire extinguisher ?

CO2 fire extinguisher is used in electrical equipment fires.

It is electrically nonconductor.

CO2 is heavier than air but it can be carried away by combustion gases and flame, if it is used out door.

The best condition for extinguishing is in enclosed space.

CO2 is a clean medium and give no residue, therefore it has no secondary damages.

What is the fire control plan ?

It is a general arrangement plan which shall be permanently exhibited on board for the guidance of ship personal and
also exhibited outside the deck house with water tight enclosure for the guidance of shore fire brigade.

It consists of details of:

Fire control stations

Location of various portable fire extinguishers & FFA.

Fire detecting and alarming system.

Means of escape.

Ventilation system.

Fixed fire fighting instillation system.

What is the principle of fire fighting ?

Cooling to reduce the temperature.

Smothering to reduce emission of vapour.

Cutting off combustion material.

Cutting off oxygen.

Interrupting chain reaction by chemical.

What is the difference between mechanical foam and chemical foam ?

Mechanical Foam

Bubble filled with air.

Foam produced by mechanically mixing of foam concentrate , water & air (Special nozzle required).

Expansion ratio is higher 30:1, 200:1

Mostly used fixed installation & non portable fire extinguisher.

Chemical Foam

Bubble filled with CO2.

Foam produced chemical reaction of Al2(SO4)3 ,Na2HCO3 and foam stabilizer

Lower expansion ratio

Mostly Used as portable fire extinguisher.

What are the properties of mechanical foam ?

Mechanical foam is smothering agent.

The production of this foam is mainly a process of agitation of a mixture of water, air and single foam compound,
resulting in which is a vast and continuous bubble formation.

Foam compound is an aqueous solution of partially hydrolyzed keratin, stabilized with iron salts.

With modern foam making nozzles, the mechanical foam constituency can be varied from sloppy to stiff.

Stiff foam has only blanketing quality.

Sloppy foam has smothering and additional cooling properties.

The expansion ratio is 30:1 water to foam compound, producing 200:1 foam to compound.

Quantity of the foam to give about six inches depth over the areas to be protected.

The duration for the whole capacity discharge should be less than 5 minutes.

The foam should not be disturbed too early since reignition may occur from the residual heat.

What is Davy’s safety lamp ?

Employed for detection of the tank atmosphere whether explosive or containing fatal gases.

If the flame in the lamp burn clearly, the tank atmosphere is free from any fatal or explosive gases.

If it is develops a faint blue cap above, it is the sign of an explosive gas present.

If the lamp burns black or goes out, foul gas such as carbon dioxide is present.
The lamp will not burn in an atmosphere containing less than 16% of oxygen.

How will you test smoke detecting system for cargo holds ?

Smoke test- by applying smoke to the detector head, alarm will activate and light up the indicator lamp.

Check the line cleanliness between cargo hold and smoke detector.

Any blockage can be clear by using compressed air.

Open the 3-ways valve fully, it will contact the CO main and cargo hold line and blow with compressed air.

How to extinguish E/R bilge fire ?

First check the condition of fire; it is small oil fire in the bilge well.

Then raise the fire alarm signal.

Remove the combustible material near vicinity.

It is a small fire, extinguish by foam portable extinguisher.

Release the foam direct to the fire by deflecting it from another surface.

Foam is lower specific gravity than oil or water that it will flows across the surface of oil and cover.

The fire will stop by blanking with foam.

Differentiate between explosimeter and Davy’s safety lamp ?

Explosimeter

To measure the consideration of inflammable gas and vapour in the atmosphere

Quickly and accurately.

It can measure remote from required tank.

It is necessary to skill full for operation.

Based on Wheatstone bridge principle.

No need to handle with care.

Davy’s safety lamp

To detect the tank atmospheres, whether it is explosive gas or fatal gas.

It can get verify roughly the tank is gas free or not.

It is required to apply directly into the required tank.

Based on the ordinary fire process.

No need to highly skill.

But it required careful handling.

What are LFL and HFL ?

Lower flammable limit (LFL)

The concentration of hydrocarbon gas, 1% by volume in air below which there is insufficient hydrocarbon gas to support
and propagate combustion is Lower Flammable Limit.

Higher flammable limit (HFL)

The concentration of hydrocarbon gas in air 10% by volume, above which there is insufficient air to support and
propagate combustion.

It is a highest concentration of hydrocarbon gas in air for explosion.

What are the E/R fire fighting / detecting equipments ?

2 number of fire hydrants at each floor.

3 types of portable extinguisher.(CO2, foam, Dry powder) located in easily accessible position (2 nos. of within 10 m) and
correct type to deal with expected class of fire in that area.

Non-portable fire extinguisher (136 Liters foam extinguisher for boiler space.)

Sand box with shovel.

Smoke detector and alarm system.

Fixed fire fighting installation system.

What are the safety devices on life boat ?

Mechanical brake (to prevent accident falling)

Centrifugal brake (to control life boat falling speed between 20 to 40 m/min)

Limit switch (to prevent over tightening of rope) (it is fitted arm of davit just before in limit)

Harbour safety pin (for davit)

What are the windlass safety devices ?

Cable stopper (chain stopper, bow stopper)

Overload trip

Hand brake

Slipping clutch for overload prevents any undesirable damage such hull damage due to anchor and rope broke out.

What will you do for cargo hold fire ?

If cargo hold (C/H) fire broken out. While the ship is at sea.

Smoke detector will give alarm and signal on the bridge. Duty officer will check which cargo holds is broken out of fire.

Give the fire alarm

To extinguish the fire. Following procedure must be done

Check any person left in the cargo hold (Head count all crew). Totally isolate the cargo hold.

Shut cargo hold ventilation, blower and damper, hatch cover.

Fully open the three way valve to that cargo hold, the line to smoke detector is closed and connect the CO2 main line
and cargo hold.
Then go to CO2 room and open master valve for cargo hold.

CO2 alarm will sound in the cargo hold.

Check the required amount of CO2 bottle to use for that cargo hold.

Then release required CO2 to cargo hold by manual actuation of CO2 bottles.

Fire will stop because room atmosphere is smothering by CO2 gas.

What is the composition of inert gas in ships ?

N2 – 85%

CO2 – 14%

O2 – 1%

CLASSIFICATION OF FIRE – FIRE FIGHTING ON SHIPS

The classification of fire helps in selecting the appropriate extinguishing media according to the nature of the material
undergoing combustion. The four classes of fire are given below.

Class A

Fires in ordinary combustible materials such as wood, cloth, paper, rubber and many plastics are classified under this. In
general fires involving solid materials, usually of an organic nature, in which combustion normally takes place with the
formation of glowing embers.

Water is the best extinguishing medium for Class A fires. Some Dry Chemical Powder (DCP) are also used.

Class B

Include fires involving liquids or liquefiable solids. Fires in flammable liquids, oils, greases, tars, oil based paints, lacquers,
etc.

Foam is the best extinguishing medium for Class B fires. But its reactivity should be ensured in case of Chemical fires.

Class C

Fires involving gases. Flammable gases such as methane, natural gas, acetylene, etc.

Dry Chemical Powder is widely used for extinguishing gaseous fires. Its ability to cut the chain reaction in the combustion
process makes it suitable for the purpose.

Class D

Fires involving metals, including magnesium, zirconium, sodium, lithium, potassium, etc.

Steam, Dry Chemical Powder can be used against meal fires.

The classification of fire tells us which fire extinguisher to be used for efficient extinction of fire.

PREVENTION AND FIRE FIGHTING ARRANGEMENT ON SHIPS

Since fire on board is very dangerous and Shore Professional Fire Brigade can not be call at sea, fire prevention is vital on
ships. Fire fighting arrangement to be well maintained on ships. Fire prevention included regular fire drills on board with
proper training.

Prevention of Fire on Ships

Cleanliness

No oils, oily rags and wastes should allow in the vicinity of the heat source such as the places of (Boiler, Heaters and M/E
exhaust system). They are liable to ignite spontaneously.

No oil leak should be tolerated such as from oil tank’s trays and drip pan, fuel and lube oil separator’s trays, fuel and
lube oil valves, oil burners and piping connection.

Tank top and bilges should be cleaned and hose down frequently. Cleaning could be done with some chemical if oil is
accumulated considerably.

Tank tops and bilges should be painted white and these place illuminations to be provided.

Heat Sources

No naked lights and smoking should be allowed inside the engine room and near the bunker.

Paint should be stored in special well ventilated stored away from machinery space or heat source and automatic water
sprinkler system to be provided as per regulation.

Welding practice should be done only in workshop and away from combustible material storing spaces carefully, then all
the protective cloths to be put on and earthing should be ensured.

Fire Fighting Appliances

Should be kept in working order:

All portable extinguishers and semi portable one to be ensured in good working order and properly placed inside the
machinery space and always made handy.

Fixed fire fighting installation should be test once a week and it’s maintenance to be done periodically such as compress
air blowing of lines and discharge nozzle and alarm testing and function testing. The contents inside the unit to be
weighed or checked periodically.

Emergency fire pump should be kept in good working order and test run to be done weekly without any failure.

Fire detection, monitoring alarm system to be tested to weekly without any failure.

All fire hydrants and their connection should be kept in very good order also to the sandboxes and scoop.

Fire men outfits two numbers should be also kept in good order and handy at all time.

International shore connection should be placed at proper location and to be in good order.

All engine room members should be properly educated about fire fighting appliances and their operation.

Fire drill should be carried out at least once a month.

Action When Fire Break Out on Ships

Small Fire
Find the origin of fire, inform to chief engineer and all engine room member, restrict fire to prevent spread out if
possible and extinct it on the spot with portable extinguisher or by another means. (In practice, as soon as, noticing of
the break out of fire, the fire alarm or emergency alarm must be activated before taking any action.)

Big Fire

Sound fire alarm system.

Evacuate all ship crew, count them and assign as per muster list.

Remote stopping of all fuel pump to be done.

Remote closing of all quick closing valves to be done.

Remote closing of skylight door and engine all watertight door to be done.

Remote closing of all engine room ventilation damper to be done.

Prime mover and all machinery to be stopped.

All engine room entry and exit door to be closed perfectly.

All ventilation fan in engine room to be stopped manually.

Fixed fire fighting installation system to be operated by C/E or 2/E in a very proper manner. See Operation of CO2
Flooding System.

Prevention and Fire Fighting Arrangement on Ships

November 22, 2015 10:53 pm | Leave a Comment | Frozee

Since fire on board is very dangerous and Shore Professional Fire Brigade can not be call at sea, fire prevention is vital on
ships. Fire fighting arrangement to be well maintained on ships. Fire prevention included regular fire drills on board with
proper training.

Prevention of Fire on Ships

Cleanliness

No oils, oily rags and wastes should allow in the vicinity of the heat source such as the places of (Boiler, Heaters and M/E
exhaust system). They are liable to ignite spontaneously.

No oil leak should be tolerated such as from oil tank’s trays and drip pan, fuel and lube oil separator’s trays, fuel and
lube oil valves, oil burners and piping connection.

Tank top and bilges should be cleaned and hose down frequently. Cleaning could be done with some chemical if oil is
accumulated considerably.

Tank tops and bilges should be painted white and these place illuminations to be provided.

Heat Sources

No naked lights and smoking should be allowed inside the engine room and near the bunker.

Paint should be stored in special well ventilated stored away from machinery space or heat source and automatic water
sprinkler system to be provided as per regulation.

Welding practice should be done only in workshop and away from combustible material storing spaces carefully, then all
the protective cloths to be put on and earthing should be ensured.
Fire Fighting Appliances

Should be kept in working order:

All portable extinguishers and semi portable one to be ensured in good working order and properly placed inside the
machinery space and always made handy.

Fixed fire fighting installation should be test once a week and it’s maintenance to be done periodically such as compress
air blowing of lines and discharge nozzle and alarm testing and function testing. The contents inside the unit to be
weighed or checked periodically.

Emergency fire pump should be kept in good working order and test run to be done weekly without any failure.

Fire detection, monitoring alarm system to be tested to weekly without any failure.

All fire hydrants and their connection should be kept in very good order also to the sandboxes and scoop.

Fire men outfits two numbers should be also kept in good order and handy at all time.

International shore connection should be placed at proper location and to be in good order.

All engine room members should be properly educated about fire fighting appliances and their operation.

Fire drill should be carried out at least once a month.

Action When Fire Break Out on Ships

Small Fire

Find the origin of fire, inform to chief engineer and all engine room member, restrict fire to prevent spread out if
possible and extinct it on the spot with portable extinguisher or by another means. (In practice, as soon as, noticing of
the break out of fire, the fire alarm or emergency alarm must be activated before taking any action.)

Big Fire
1. Sound fire alarm system.
2. Evacuate all ship crew, count them and assign as per muster list.
3. Remote stopping of all fuel pump to be done.
4. Remote closing of all quick closing valves to be done.
5. Remote closing of skylight door and engine all watertight door to be done.
6. Remote closing of all engine room ventilation damper to be done.
7. Prime mover and all machinery to be stopped.
8. All engine room entry and exit door to be closed perfectly.
9. All ventilation fan in engine room to be stopped manually.
10. Fixed fire fighting installation system to be operated by C/E or 2/E in a very
proper manner. See Operation of CO2 Flooding System.

Automatic Water Sprinkler System – Marine Engineering

The automatic water sprinkler system is an automatic fire detecting, alarm and
extinguishing system which can deal quickly and effectively with any outbreak of fire that
may occur in accommodation or other spaces on ships.
The system consists of several sections comprising a number of sprinkler heads
mounted on the pipes, each section being connected through a section control valve to a
sprinkler main which in turn is connected to a pressure tank and a pump. Number of
sprinkler heads per section to be not more than 200. Each section has an alarm system.

The entire system is initially charged with fresh water at a pressure of about 8 bar by a
tank (tank is half filled with fresh water), maintained under pressure by compressed air.
This should be such that the pressure at the highest sprinkler head in the system is not
less than 4.8 bar. It is also connected to an independent sea water pump with its own sea
water suction. Each sprinkler head has a quartzoid bulb which retains a diaphragm seal
in the outlet of the water pipe. This bulb is partially filled with a special fluid so arranged
that a rise in temperature in the compartment concerned will cause the liquid to expand
and entirely filled the space, the bulb burst, the water pressure forces the diaphragm out
and water flow out from the sprinkler. Under the specific pressure maintained in the
tank by air pressure, the water from the sprinkler is deflected outwards and broken into
a fine spray by the serrated edge of the sprinkler base and will adequately cover a floor
area of about 16 square meters at a rate of 5 L / m2 / minute.
When the sprinkler head comes into operation, the non return alarm valve for the
section opens and water flows to the sprinkler head. This non return valve also uncovers
the small bore alarm pipe lead and water passes through this small bore alarm pipe to a
rubber diaphragm. The water pressure acts on this diaphragm and this operates a switch
which causes a break in the continuously live circuit. Alarms both visible and audible,
fitted in engine room, bridge and crew space are then automatically operated.
Thus the pressure drop at the release of the water causes an alarm to sound on the
bridge and indicates on the board, the zone in which the ruptured sprinkler heads are
situated. When the system pressure dropped to 5 bar, the sea water pump will start
automatically and continue supply with sea water. A hose connection is also provided so
that water can be supplied to the system from shore when ship is in dry dock. The
sprinkler heads are spaced not more than 4 meters apart and 2 meter from any
bulkhead or part of the ship’s side which forms a boundary of the protected space.
Stop valves ‘A’ and ‘B’ are locked open and if either of these valves are inadvertently
closed, a switch will be operated that brings the alarms into operation. The alarm system
can be tried by opening valve ‘C’ which follows delivery of water similar to that of one
sprinkler head to flow to drain. At least two sources of power must be provided to
operate the sea water pump and automatic alarms. The component should be tested
weekly.

What are the requirements of automatic water sprinkler system on

ships ?
1. Each sprinkler head must be capable of delivering water at a rate of 5 L / m2 /
minute.
2. Each sprinkler head is sufficient to cover the area of about 16 square meters.
3. One section is permitted to contain maximum 200 heads.
4. The pressure at the highest sprinkler head in the system is not less than 4.8 bar.
5. Sprinkler heads are spaced not more than 4 meter apart and 2 meter from the
vertical wall.
6. There must be at least two powers source for the sea water pump, alarm system
and FW pump.
7. This system consists of independent sea water pump with its own sea water
suction.
8. Section alarm can be tested individually by test cock on each section.
What is the principle of shattering quartzoid bulb in sprinkler
head ?
Principle is ‘Boiling Liquid Expanding Vapor Explosion’ (BLEVE). It is an explosion caused
by the rupture of a vessel containing a pressurized liquid above its boiling point.

How the sprinkler head operates in automatic water sprinkler

system on ships ?
Each sprinkler head is made up of steel cage fitted with a water deflector. A quartzoid
bulb, which contains a highly expansible liquid, is retained by the cage. The upper end of
the bulb presses against a valve assembly which incorporates a soft metal seal. Refer to
the diagram below.

When quartzoid bulbs are manufactured, a small gas space is left inside the bulb so that,
if the bulb is subjected to heat, the liquid expands and the gas space diminishes. This will
generate pressure inside the bulb and the bulb will shatter once a predetermined
temperature is reached.
Once the bulb shatters the valve assembly falls permitting water to be discharged from
the head which strikes the deflector plate and sprays over a considerable area.
Generally the operating temperature range of quartzoid bulbs is 68 °C to 93 °C but the
upper limit of temperature can be increased. Quartzoid bulbs are manufactured in
different colours which indicate the temperature rating of the bulb.
RATING
COLOUR
68 °C
RED
 80 °C
YELLOW
93 °C
GREEN
141 °C
BLUE
182 °C
VIOLET

REGULATIONS ON EMERGENCY FIRE PUMP –

MARINE ENGINEERING

What is emergency fire pump ?

 It is a fixed emergency fire pump independently driven by self cooled compression
ignition engine or an electric motor which power is supply from emergency
generator.
 When all the fire pumps are out of action either by disabling the pumps or their
source of power, emergency fire pump can still be used.

Where emergency fire pump is fitted in your ship ?

 It is fitted at steering flat, shaft tunnel, forward part of the ship.
 The pump to be located remote from machinery space.

Why emergency fire pump on board ship ?

 It is fitted as alternative means of providing water for fire fighting if a fire in any
one compartment could put all the fire pumps out of action either by disabling the
pumps of their source of power.

What are the requirements / regulations for emergency fire pump ?

 Passenger ships of 1000 grt and upwards and in cargo ships of 2000 grt and
upwards must have fixed emergency fire pump independently driven by a self
cooled compression ignition engine or an electric motor driven by electric power
from emergency generator.
 It must be located outside the E/R room, in the steering flat, shaft tunnel or in

forward part of the ship.

 It must have own suction, total suction head should not exceed 4.5 meters under
all conditions of list or trim.
  Pump capacity must not less than 25m3/hr and must be able to deliver two ½ inches
bore jet of water having a horizontal throw not less than 40 ft.
 Fuel tank for engine shall contain sufficient fuel to run on full load for at least 3 hrs

and reserve fuel for 15hrs, store outside the machinery space.
 The prime mover engine at that unit must be hand started and able to start by one

man.
 If the pump is fitted above the water level, priming arrangement must be fitted.
 If diesel engine driven, (a) Easily started in cold condition (zero degree C by hand

cranking ), (b) Fuel tank for engine shall contain sufficient to run on full load for at
least 3 hrs and (c) Sufficient reserve fuel for 15 hrs, store outside the machinery
space.
 If motor driven: emergency power supply heating arrangement to be provided.

What are the requirements / regulations for number of fire pumps

on ships ?
 Passenger ship of 4000 GRT and upward at least 3 pumps.
 Passenger ship of < 4000 GRT at least 2.
 Cargo ship of 1000 GRT & above at least 2.
 Cargo ship of < 1000 GRT according to administration.

Testing of Water Mist Fire Fighting System onboard Ships

Operation Test

Operation test is carried out on water mist fire fighting system onboard ships for the
verification of pump condition and pump discharge pressure.
The testing procedure is as follows.
1. All section solenoid valves must be in closed position and water supply valve to be
kept open.
2. Open the pump drain valve.
3. Turn the select switch to manual in pump starter panel.
4. Start the pump.
5. Check the pump and discharge pressure.
6. Stop the pump.
7. Drain out the water from pump unit.

Automatic Release Test (Without Flooding)

1. Close water supply valve.
2. Disconnect motor power cables.
 3. Open air valve at the pump discharge. (For providing air to the nozzles instead of
water).
4. Actuate both flame and smoke detectors in the relevant area.
5. Check the alarm at the control panel and repeater panel.
6. Check visual and audible alarm in the protected space (Engine Room).
7. Check the release of air from nozzles at the relevant area.
8. Push stop button from control panel.
9. Follow same testing for other sections.

Manual Release Test (Without Flooding)

1. Close water supply valve.
2. Disconnect motor power cables.
3. Open air valve at the pump discharge. (For providing air to the nozzles instead of
water).
4. Press start button from control panel for the area to be tested.
5. Check the alarm at the control panel and repeater panel.
6. Check visual and audible alarm in the protected space (Engine Room).
7. Check the release of air from nozzles at the relevant area.
8. Push stop button from control panel.
9. Follow same testing for other sections.

Alarm Test

Freshwater tank low level alarm can be tried out by manually lowering the float.
Electric source failure can be tested by removing fuse from the control panel.

Air Blow Test

The whole piping system to be blown through with compressed air at a pressure of 7 to 8
bar.
Check the free passage of air from the nozzles.

Treatment after Testing

Drain out the water from all piping and make sure piping, wiring, and equipment is
installed properly and ready for service.

Rules and Regulations

Water mist discharge of 30 seconds is to be carried out for at least one section (as per
DNV).
Pressure testing of water piping system to be done for at least 1.5 times maximum
working pressure (as per DNV and KR).
 International Shore Connection for Fire Fighting

Cleanliness, Vigilance and Common sense are the principal weapons to prevent fire. Tank
top should be kept clean and well lighted, it is recommended that the tank top be
painted white so that any oil leakages from drip trays, pipes, joints, filters and valves may
be easily spotted and leakage dealt with promptly before any dangerous accumulation of
oil arises.
Bilges must be kept clean and the pumps and strainers for the bilges maintained in good
working order.
International shore connection shown above is a standard sized flange with nuts, bolts
and washers and a coupling for ship’s fittings. The dimensions are shown. The fitting and
joining must be suitable for a working pressure of 10.5 bar. Four bolts are required of
16mm diameter and 50mm length, also eight washers.
FIRE MAIN SYSTEM ONBOARD SHIPS FOR FIRE
FIGHTING
Water is the chief fire fighting medium on a ship and the fire main is the basic installation
for fighting fires. The system shown below has two independently powered pumps which
are also used for general service and ballast. These pumps supply two engine room
hydrants and the deck main through the isolating valve.

The later is required in the fire main system to prevent loss of water through damaged
pipe work in the engine room if, to maintain the deck supply, the emergency fire pumps
has to be used. The emergency fire pump is shown as being situated in the tunnel, with a
supply to deck fire main through tunnel escape and also to both hydrants in the shaft
tunnel by engine room water tight door. The deck main has a drain at the lowest position
so that the pipe can be emptied (particularly of freshwater) in cold weather. If this is not
done, the pipe can be damaged by water freezing, but more important he pipe will be
blocked by the ice and not stable.

AUTOMATIC FOAM COMPOUND INDUCTION

SYSTEM

Automatic Foam Compound Induction System

A flexible automatic foam compound induction system used in many tankers used to
supply deck foam monitor equipment is shown in figure below. The automatic inductor
on the suction side of the pump maintains the appropriate foam liquid quantity in the
water stream. Water pressure of foam liquid suction ports are provided at the side of the
automatic foam inductor unit. Water under pressure from the discharge side of the
pump enters the pressure port inducing foam liquid from the tank through the foam
liquid suction port.
A swing paddle fitted in the body of the inductor, in the main water flow, moves
backward and forward, according to the rate of flow. The paddle rotates a water
metering vane in the water pressure port, bypassing water into the foam liquid port, thus
diluting the foam liquid entering the water stream at the correct concentration to meet
all flow conditions. The atmospheric type foam liquid tank enables the system to be
replenished during operation.

PORTABLE WATER FIRE EXTINGUISHER

Portable fire extinguishers are very much helpful in dealing with small fires. They can
prevent fire from spreading, which prevents an uncontrolled fire. Different types of fire
extinguishers are used in ships. It may be water, foam, dry chemical powder, carbon
dioxide, etc. They are kept in a place from where it can be easily taken out and used if
necessary. Portable fire extinguishers are normally painted with red colour. In additional
they have a colour band around them, which represent the type of extinguisher or its
content inside, thereby anybody can identify the type of extinguisher from far away. Also
there must be clear instructions posted on them including its quantity, name and year of
manufacture, details of approval, classes of fire where it can be applied, last service date,
test pressure details, temperature range of effective use, etc.

Water Fire Extinguisher

Water fire extinguishers are of the most simplest design. A 9 liter capacity portable water
fire extinguisher is shown above. This extinguisher can be used for class A fires (or in
other words, fires on solid materials such as wood, plastics, furniture, paper, cloth, etc.).
The extinguisher contains fresh water with added salts to reduce freezing point and a
CO2 bottle inside. The extinguisher is not pressurized when not in use. It must be stowed
and operated in upright position.

For operating the extinguisher, remove the safety pin, un-clip the hose, point the hose
towards seat of the fire, and squeeze the handle. While squeezing the CO2 bottle top seal
is pierced and releasing CO2which can pressurize the container to expel the water out
through the hose with high pressure. This pressurized water comes out through the
nozzle and extinguishes fire. For stopping water discharge, handle can be released. Once
used, depressurize the container and extinguisher to be recharged.

Characteristics of Portable Water Extinguisher

 Simple extinguisher where extinguishing medium is water with added salts to
reduce freezing point.
  Expellent used is carbon dioxide bottle which is used as a cartridge. It can be easily
replaced with the spare while recharging. Used bottles can be recharged from
shore.
 Since discharge contains only fresh water, no cleaning up is required.
 Water extinguisher extinguishes fire in two ways. One is by cooling property of the
water, by which it takes away the heat. Second is by covering the material on fire
with a blanket of steam, formed by evaporation of the water, which helps to cut the
oxygen supply for firing (Smothering)
 It cannot be used on live electric equipment since water is a good conductor of
electricity.
 Do not to keep the extinguisher in high temperature areas, since increase in
temperature causes pressure of carbon dioxide gas to increase and it may result in
accidental release of the gas to the container.

HAVE A GREAT DAY AHEAD.

Marine Insight

Anish in Marine SafetyOn February 10, 2019

10 Important Safety Drills and Training Procedures for Ship’s Engine Room

Drills on board ships play an important role in preparing the crew for emergency situations. The ship’s engine room is a
hazardous place where a variety of accidents can take place. Engine room crew members are therefore required to carry
out all important drills and training procedures on regular basis to ensure safety of the ship and its crew

Mentioned below are ten important drills and training procedures for the ship’s engine room.

1. Engine Room Fire Drills: Accidents as a result of fire are the most common in the ship’s engine room.
Fire drills, which must include fire fighters from both deck and engine sides, are to be carried out
frequently to ensure that the ship’s crew to well prepared for any such adverse condition. Fire drills
must be performed at various levels and machinery of engine room i.e. Boiler, Generator, Purifier, Main
Engine etc. Read more about fire drills here.

2. Engine Room Flooding Drill: A delayed action during engine room flooding can lead to loss of important
machinery such as generators, main engine etc., leading to complete blackout of the ship. Engine room
 flooding response training and immediate repair actions must be taught to engine crew. The flooding
training must include response actions to different emergency situations such as grounding, collision etc.
which can lead to structural damage and flooding of water in the engine room. Read more about
flooding here.

Safety drill

Image Credits: U.S. Navy photo by Mass Communication Specialist 3rd Class Daniel Viramontes/Released

3. Enclosed Space Drill: Engine room comprises of several tanks and confined spaces which are unsafe to
enter without preparation and permission. Enclosed space training with risk assessment and dedicated
checklists must be carried out for all ship’s crew. Read more about enclosed space entry here.

4. Scavenge Fire Drill: All engine room crew members must know engine scavenge fire fighting procedure.
The crew must know about the system that is to be employed for scavenge fire fighting along with the
precautions that are to be taken before implementing particular method to the engine. (For e.g. if steam
is used to suppress the fire, the line should be drained before steam insertion as water in the line may
lead to thermal cracks of engine parts). Read more about scavenge fire here.

5. Crankcase Explosion Drill: Crankcase explosion in the ship’s engine can lead to fatal situations and heavy
loss of ship’s property. The crew should be prepared for taking the right action when the engine’s oil
mist detector gives an alarm. Read more about crankcase explosion here.

6. Uptake Fire Drill: Engine crew to be well trained by frequent drills on how to fight boiler uptake fire.
Crew should be trained n various stages of uptake fire and different procedures to fight these fires.
Learn more about boiler fire here.

7. Oil Spill Drill: Oil carried on ship as a cargo or for use of ships machinery is handled by engine crew. It is
important to know the correct oil transfer procedure. Read more about oil pollution from ships here.

8. Bunker Training: Bunkering is one of the most critical operations, which always involve risk of oil spill
and fire. 24 hrs before every bunkering, all ship’s crew must be called for meeting and complete
bunkering operation should be discussed. Crew to be trained for safety signals, oil spill reporting
procedure etc. Read more on oil bunkering procedure on board ships here.
 9. Pollution Prevention Appliances Training: Port State Control (PSC) and other governmental authorities
are very strict when it comes to compliance with pollution prevention norms. It is therefore important
for the ship’s crew to know all pollution preventive measures when at sea. This includes crew’s
knowledge of all the pollution prevention equipment present onboard (OWS, Incinerator, Sewage
Treatment Plant etc.). Ships crew must be trained for operation of all these equipment along with the
regulation to discharge from the equipment. Read more on pollution from ships here.

10. Blackout Training: Once the ship looses its power source i.e. the generator, the ship’s fate depends on
the forces of the sea and wind. Blackout condition leads to dead ship and it’s the responsibility of the
engine crew to bring back the ship’s power so that it can sail again on its determined course. The
blackout emergency situation training must be given to all engine room crew members and must be
considered extremely important. Read more on blackout situation here.

These are some of the most important safety drills and training procedures in the ship’s engine room. Do you know any
other important drill that should be added to this list? Let us know in the comments below

CRITICAL EQUIPMENT

What is critical equipment onboard ship?

If a sudden operational failure of equipment or technical systems on board may result in a hazardous situation, that equipment
or system is considered critical.

What is critical equipment?

Critical equipment is any piece of equipment or machinery that could do any of the following: Significantly impair the
ability to safely meet business objectives. Adversely affect quality levels. Violate environmental standards of the business
organization.

What is a critical spares list?

Critical spare parts are the parts within critical equipment that, should they fail, will badly reduce or stop production, or harm
our business, or a person, or our community, or our world. I call such components the 'working parts' .
 OILY WATER SEPARATOR- STARTING,
STOPPING
An oily water separator can only be operated when the ship is sailing and en route.
According to MARPOL, the oily water separator can be operated only when the ship
is 50 nautical miles away from the shore and is en route.
In case of failure to follow any of the above mentioned rules, the ship can be fined
and stopped, and the chief or 2nd engineer might also be imprisoned.

Because of such high risks, operating an oily water separator should be done with
utmost precision to minimize the risks of marine pollution.
Though a “How to Operate” guide is always posted near the oily water separator,
there are few points to be kept in mind to prevent any mistake during starting and
stopping the system.
STARTING
The following points are to be followed while operating the OWS:
 Open the lock and overboard valve
 Open all the other valves of the system
 Open the desired bilge tank valve from which the oily water mixture is to be
discharged from OWS
 Open air if the control valves are air operated
 Switch on the power supply of the control panel and OCM unit
 Fill the separator and filter unit with fresh or sea water to clean up and prime
the system until the water comes out from the vent of the second stage
 Start the OWS supply pump, which is a laminar flow pump, and also the one
that will supply the oily water mixture to OWS
 Observe the OCM for ppm value and keep checking sounding of bilge tank
from where the OWS is taking suction
 Also check the sounding of the OWS sludge tank
 A skin valve/sample valve is provided just before the overboard valve and
after the 3-way valve. Keep a check on the sample for any effluent and clarity
 Keep a watch on the ship side at the overboard discharge valve
 After the operation, switch off the power and shut and lock the overboard
valve
 Keys should be handed over to the chief engineer
 Entry is to be made by the chief engineer in the oil record book, along with the
signature of the operating officer, the chief engineer and the master
“If it is noted over an extended period that the water mixture to be separated
contains a considerable proportion of solid particles, then a pre filter/strainer
can be fitted between the OWS and the supply pump.”
STOPPING
 When the operation of bilge water overboard is finished, flush the OWS with
sea/fresh water for at least 10 minutes
 This is done to ensure that the oil mixture which resides in the separator may
be prevented from getting decomposed
 Open the oil drain valve manually and discharge the separated oil from the
separator as much as possible
 Turn off the electric/ pneumatic supply for 3 ways and also of the drain valves
 Turn off the power supply of oil content monitor
 Flush the oil content monitor with fresh water and clean the same
 Turn off the electrical supply to the bilge pump and shut its valves
 Shut all the valves in the bilge pipe line going to the OWS

Procedure for pumping out pump room bilge:

 Ensure the sipper pump automatic lubricator is at required level

 Open the discharge valve of stripper pump to slop tanks
 Open the drain valves on the steam chests of the stripper pump
 Open the stripper pump suction valve from pump room bilge wells to be
emptied
 Ensure all other suction to pump are closed
 The eductorby pass valve must be in open condition
 Open the steam inlet to the pump for warming up
 Ensure the speed setting is set to minimum
 Start the pump from local and check pressure, once all ok, increase the speed
setting from cargo control room
 Monitor the level of slop tank being filled

REFERENCES

The Ultimate Guide to Operating Procedures of Engine Room Machinery. Anish

Wankhede [2014]