COOLING WATER CIRCULATING SYSTEM OF A SHIP.

The heat produced must be removed for smooth functioning of machinaries. Cooling can be achieved by air, water or oil as abundance of seawater is available it is the normal preference for cooling of different machinaries. But this comes with several problems as sea water is rich in salts and other pollutants thus using sea water has a great potential of depositing scales and may also lead to galvanic corrosion.

Circulating system of a ship.

The older system of cooling would use sea water to cool lubricating oil , piston cooling, jacket water, charge air, turbocharger oil (if the turbocharger is provided with sleeve type bearing), fuel valve cooling, compressors and evaporators. Other auxillary machinary may also be provided with cooling directly from sea water as well.

Two sea water pumps are provided as main and standby units. There can also be a single sea water circulating pump and another pump which is used for other services like ballast pump. 

                   Ship side suction valve can be such that high or low sea chest can be used.

(High sunction is used for shallow water so that sediments from the sea/river can be avoided. Low suction is used during sea voyages so that chances of getting air into the system due to rolling can be eliminated.

Ship side valves are made of specialised metal such as steel or other ductile metal as normal cast iron holds risk of falling if had a direct impact.

Fresh water ciculating system which comprises of jacket water circulating pump, fresh water cooler, cylinder jackets, cylinder head ,exhaust valve(if fitted as in main engine), turbo blower is always under positive pressure head, and thus its a closed system with a header tank.

The engine systemm temperature is kept as high as practicable. The system has  salt water bypass valves on oil and water coolers for temperature control. These valves are controlled by thermo pneumatic controller. All system are provided with heating systen for jacket water for starting engine.

Sea water pipelines are prone to internal wastage from corrosion and errosion.

 

STARTING AIR LINE EXPLOSION AND ITS PREVENTIVE MEASURES

STARTING AIR LINE EXPLOSION

• MAIN AIR LINE CONTAIN 30 BAR AIR BUT THIS AIR IS NOT ALWAYS PURE. IT ALSO CONTAIN SOME TRACES OF OIL .
• THE OIL TRACES INSIDE THE 30 BAR AIR ACTS AS FUEL AND WE ALSO HAVE SUFFICIENT AIR SO FOR THE EXPLOSION TO TAKE PLACE WE ONLY NEED HEAT OR SPARK.
• THE LEAKY AIR STARTING VALVE ACTS AS HEAT SOURCE AND THUS LEAD TO STARTING AIR LINE EXPLOSION.

PREVENTIVE MEASURES

• AIR COMPRESSOR TO BE MAINTAINED IN GOOD CONDITION.
• AIR BOTTLE IS TO BE DRAINED REGULARLY IN EVERY WATCH.
• STARTING AIR LINE TO BE DRAINED ONCE ENGINE HAS STOPPED.
• MAKE SURE AIR STARTING VALVE ON EACH CYLINDER HEAD IS  INSPECTED AND OVERHAULED AT REGULAR INTERVALS.
• RELIEF VALVE: IT IS FITTED ON COMMON AIR MANIFOLD WHICH SUPPLIES AIR TO THE CYLINDER HEAD. NORMALLY FITTED AT THE END OF MANIFOLD AND IT LIFT THE VALVE IN CASE OF EXCESS PRESSURE BUILD INSIDE THE MANIFOLD. THE ADVANTAGE OF RELIEF VALVE IS IT WILL SIT BACK AFTER REMOVING THE EXCESS PRESSURE THUS CONTINUOUS AIR IS AVAILABLE TO ENGINE IN CASE OF MANOEUVERING OR TRAFFIC.
• BURSTING DISC: IT IS FITTED IN THE STARTING AIR LINE AND CONSIST OF A PERFORATED DISC PROTECTED BY A SHEET OF MATERIAL WHICH WILL BURN IN CASE OF EXCESSIVE PRESSURE CAUSED DUE TO AIR LINE EXPLOSION. IT ALSO CONSIST OF A PROTECTIVE CAP SUCH CONSTRUCTED THAT IF THE ENGINE IS REQUIRED TO RUN EVEN AFTER THE DISC HAS BEEN RUPTURED, THE CAP WILL COVER THE HOLE WHEN IT IS TURNED. THIS WILL ENSURE THAT MANEOUVERING OR TRAFFIC AIR  IS AVAILABLE TO TURN ENGINE.
• NON RETURN VALVE: POSITIONED IN BETWEEN AIR MANIFOLD AND AIR RECEIVER IT WILL NOT ALLOW THE EXPLOSION AND ITS MIXTURE REACH THE AIR BOTTLE BECAUSE OF UNIDIRECTIONAL PROPERTY OF NON RETURN VALVE.
• FLAME ARRESTOR: IT IS SMALL UNIT COMPRISING OF SEVERAL TUBES WHICH WILL ARREST ANY FLAME COMING OUT OF THE CYLINDER THROUGH LEAKING START AIR VALVE . IT IS FITTED ON EVERY CYLINDER BEFORE THE START AIR VALVE.

BUNKERING OPERATION : PREBUNKER, DURING BUNKERING, AFTER BUNKERING

PRE- BUNKER

• CHECK BUNKER IN EACH TANK AND ASCERTAIN THE TANK IN WHICH BUNKER HAS TO BE RECEIVED.
• ENSURE OVERFLOW TANK IS EMPTY AND ITS HIGH LEVEL ALARM IS FUNCTIONAL.
• ENSURE FUEL OIL TRANSFER PUMP IS SWITCHED OFF AND ITS VALVE SHUT.
• CHIEF ENGINEER WILL CONDUCT A PRE BUNKER MEETING WITH BUNKER TEAM WHERE ALL PERSONNEL ARE BRIEFED.
• CHECK LIST PROVIDED BY THE COMPANY MUST BE COMPLETED.
• ON DECK, CHECK AIR PIPE AND VENTS OF OIL TANK WHICH ARE TO RECEIVE BUNKER.
• ENSURE ALL SCUPPER AND DECK OPENING ARE PROPERLY PLUGGED.
• CHECK ALL FITTINGS ON DECK , BUNKER MANIFOLD, ARE IN PLACE AND OPERATIONAL.
• SPILL CONTAINMENT TRAY, MUST BE CLEAN AND DRY AND PLUG IS FITTED. SAFETY NOTICE , DUTIES OF PERSONNEL , TRANSFER PROCEDURE MUST BE DISPLAYED ON BUNKER MANIFOLD.
• S.O.P.E.P EQUIPMENT SHOULD BE KEPT READY AND PORTABLE FIRE EXTINGUISHER ARE READILY AVAILABLE AT BUNKER MANIFOLD.
• SOUNDING TAPE , CALIBRATION TABLE SHOULD BE READY AT HAND.
• SAMPLE BOTTLE IS KEPT READY

DURING BUNKERING

• CHECK COMMUNICATION BETWEEN BUNKER MANIFOLD, ENGINE ROOM & BUNKER BARGE.
• APPROPRIATE SIGNAL TO INDICATE BUNKER OPERATION IS GOING ON IS DISPLAYED. RED FLAG IN DAY AND RED LIGHT AT NIGHT.
• INITIAL, MAXIMUM, AND TOPPING OF RATE TO BE PRE DECIDED.
• MAX. ACCEPTABLE MANIFOLD PRESSURE TO BE DECIDED AND CONTINUOUSLY MONITOR.
• BUNKER TANK SOUNDING TO CHECKED CONTINUOUSLY.
• VISUALLY CHECK AND ASSES THE CONDITION OF BUNKER HOSE.
• CHECK CONNECTION IS PROPER BETWEEN BETWEEN BUNKER MANIFOLD AND HOSE.
• OPEN INLET VALVE AND START BUNKERING AT SLOW RATE.
• CHECK MANIFOLD PRESSURE AND CRACK OPEN SAMPLING VALVE.
• CHECK FOR LEAK AT OTHER BUNKER MANIFOLD THAT ARE NOT IN USE.
• CHECK SOUNDING OF OTHER TANK TO ENSURE THAT BUNKER IS BEING RECEIVED IN CORRECT TANK.
• DURING OPERATION UPDATE CHECKLIST.

AFTER BUNKERING

• SHUT THE INLET VALVE.
• AS SOON AS THE HOSE IS DISCONNECTED FIT THE FLANGE ON THE HOSE TO PREVENT ANY LEAKAGE.
• ALLOW OIL TO SETTLE BEFORE TAKING FINAL SOUNDING.
• THREE SAMPLE BOTTLE ARE TO BE FILLED WITH SAMPLING CONTAINER AND SEALED IN PRESENCE OF SURVEYOR.
• SAMPLE BOTTLE ARE SIGNED BY CHIEF ENGINEER AND SUPPLIER REPRESENTATIVE.
• ONE SAMPLE BOTTLE IS GIVEN TO SUPPLIER ONE TO SHORE LABORATORY AND ONE KEPT ON BOARD.

WHAT ARE THE THINGS TO INSPECT DURING SCAVENGE SPACE INSPECTION , ACTION TO BE TAKEN IN CASE OF SCAVENGE FIRE, INSPECTION AFTER SCAVENGE FIRE

SCAVENGE SPACE INSPECTION

• CHECK THE MAIN BLOWER INLET FLAP VALVES. THESE SHOULD BE FREE TO OPEN AND SHOULD CLOSE WHEN RELEASED.
• TURN THE ENGINE SO THAT PISTON IS VIEWABLE FROM THE  SCAVENGE PORTS.
• INSPECT THE PISTON SKIRT FOR THE SIGN OF SCUFFING OR ABRASION.
• INSPECT THE RINGS FOR DAMAGE AND RING GROOVES FOR EVIDENCE OF CARBON BUILD UP.
• PUSH THE PISTON RING WITH BRASS ROD TO CHECK THE ELASTICITY OF PISTON RING.IF IT FEEL HARD TO MOVE EITHER IT IS STUCK OR BROKE.
• TURN THE PISTON DOWN TO INSPECT THE PISTON CROWN FOR SIGNS OF DEPOSIT AND BURNING ALSO CHECK SIGN OF POOR INJECTION OR CRACKING.
• IF YOU NOTICE OIL DROPLET ON PISTON CROWN IT SIMPLY GIVES INDICATION THAT INJECTOR IS DRIPPING WHICH MAY LEAD TO CROWN FAILURE.
• USING MIRROR LOOK UP THE LINER FOR EVIDENCE OF CORROSION SCUFFING AND ABRASION CORROSION .
• CHECK ALL SCAVENGE DRAIN ARE CLEAR OR NOT 
• CHECK IF THE SLUDGE GENERATED HAVE PRESENCE OF VERY FINE METAL PARTICLES.
• CHECK CONDITION OF LOCKING WIRE BELOW PISTON RING BELOW PISTON WHICH HOLD SKIRT AND CROWN TOGETHER.
• CHECK RELIEF VALVE AT THE MANIFOLD OF THE SCAVENGE SPACE ENTRANCE, NORMALLY PRESSURE SETTING IS ABOUT 10 PERCENT OF NORMAL SCAVENGE PRESSURE.
• IF BLACK SPOT ARE TO BE FOUND ON PISTON RING THIS COULD INDICATE BLOW PAST FROM PARTICULAR UNIT.
• IF OIL IS TO BE FOUND DRIPPING FROM UNDERSIDE OF PISTON RING THIS MEANS THAT O-RING INSIDE THE PISTON COOLING SPACE IS LEAKING.

ACTION TO BE TAKEN IN CASE OF SCAVENGE FIRE.

ACTION TAKEN IN CASE OF SCAVENGE FIRE DEPENDS UPON TYPE OF FIRE , WETHER THE FIRE IS SMALL OR LARGE IN CASE OF LARGE FIRE SIGN SUCH AS PEELING AND BLISTERING OF PAINT LARGE REDUCTION IN ENGINE RPM AND SURGING OF TURBOCHARGER WILL BE NOTICED.

FOR SMALL FIRE

• START REDUCING ENGINE RPM TO SLOW OR DEAD SLOW.
• INCREASE THE CYLINDER LUBRICATION OF THE AFFECTED UNIT, SPECIAL CARE MUST BE TAKEN AS THE INCREASED LUBRICATION MUST NOT FEED THE FIRE, IF FIRE INCREASES DO NOT INCREASE LUBRICATION.
• THE FIRE CAN BE DUE TO LEAKY FUEL VALVE , SO LIFT UP THE PUMP OF AFFECTED UNIT.
• KEEP SCAVENGE DRAIN CLOSED.
• KEEP MONITORING SCAVENGE AND EXHAUST TEMPERATURE AND LET THE FIRE STARVE.
• AFTER FIRE IS OUT LOOK FOR THE CAUSE OF FIRE AND RECTIFY IT.
• AFTER RECTIFYING START INCREASING RPM.
• KEEP MONITORING SCAVENGE TEMPERATURE FOR ANY SIGN OF REIGNITION.

FOR LARGE FIRE

• STOP THE ENGINE IMMEDIATELY ENGAGE TURNING GEAR AND KEEP ENGINE ROTATING WITH THE HELP OF TURNING GEAR.
• EXTINGUISH FIRE WITH FIX FIRE FIGHTING SYSTEM FOR SCAVENGE SPACE . THIS MAY BE CO2 SYSTEM OR STEAM CONNECTION FOR SMOTHERING OF FIRE.
• ONCE AFTER CONFIRMING THAT THE FIRE IS EXTINGUISHED THE SCAVENGE SPACE IS ALLOWED TO COOL DOWN AND LATER OPENED FOR INSPECTION AND CLEANING OF SCAVENGE SPACE.

INSPECTION AFTER SCAVENGE FIRE

• INTENSE FIRE MAY CAUSE DISTORTION AND MAY AFFECT PISTON ALIGNMENT.
• CHECK BY TURNING THE ENGINE AND WATCH MOVEMENT OF PISTON IN LINER CHECK FOR ANY OCCURRENCE OF BINDING AT PART OF STOKE AS BINDING INDICATE MISALIGNMENT.
• CHECK SPRING ON SCAVENGE SPACE RELIEF DEVICE, IF THE DEVICE WAS NEAR THE FIRE.
• PISTON ROD PACKING SPRING ALSO SHOULD BE CHECKED WHICH MAY HAVE BECOME WEAKEN DUE TO OVERHEATING.
• CHECK THE LINER AND PISTON RINGS FOR THE SIGN OF DISTORTION OR BURNING MARKS.
• CHECK DIAPHRAGM AND FRAME OF THE AFFECTED PART.
• CHECK GUIDE AND GUIDE SHOES.
• CHECK TENSION OF THE BOLTS.

WHAT IS SCAVENGE FIRE, REASON AND INDICATION OF SCAVENGE FIRE

SCAVENGE FIRE

• FOR SCAVENGE FIRE TO TAKE PLACE WE NEED ALL THREE ELEMENT OF FIRE TRIANGLE AIR(OXYGEN) COMBUSTIBLE MATERIAL AND HEAT SOURCE OR TEMP HIGH ENOUGH TO INITIATE COMBUSTION.
• THE COMBUSTIBLE MATERIAL CAN BE CYLINDER OIL WHICH IS DRAINED FROM THE CYLINDER SPACES.
• THE COMBUSTIBLE MATERIAL CAN ALSO BE CRANK CASE OIL WHICH IS CARRIED UPWARD BY PISTON ROD DUE TO FAULTY STUFFING BOX.
• IN CERTAIN CASES CYLINDER OIL RESIDUES CAN ALSO BE MIXED WITH FUEL OIL WHICH MAY BE DUE TO FAULTY INJECTOR,INJECTOR WITH INCORRECT PRESSURE SETTING,FUEL PARTICLE STRIKING IN CYLINDER AND OTHER SUCH REASON.
• THE OXYGEN COMES FROM SCAVENGE AIR WHICH IS REQUIRED FOR FUNCTIONING OF ENGINE.
• THE HEAT SOURCE CAN BE ENGINE BLOW PAST OR SLOW IGNITION OR AFTER BURNING OR EXCESSIVE EXHAUST BACK PRESSURE.
• THIS WILL RESULT IN BLOW BACK FROM SCAVENGE PORTS.

REASON FOR SCAVENGE FIRE 

• BLOW PAST OF COMBUSTION PRODUCT WHICH COULD BE CAUSED DUE TO LEAKY, STICKY OR BROKEN PISTON RING, WORN OUT LINER, FAULTY CYLINDER LUBRICATION, INSUFFICIENT AXIAL CLEARANCE OF PISTON RINGS.
• OVER HEATED PISTON DISSIPATES HEAT TO THE UNDER PISTON HEAT TO UNDER PISTON AREA CAUSED BY FAULTY ATOMISATION AND INJECTION PRESSURE, FAULTY FUEL PUMP TIMING, LOSS OF COMPRESSION, ENGINE OVERLOAD, FAILURE OF COOLANT CIRCULATION OF INSUFFICIENT COOLING DUE TO FORMATION OF SCALE.
• BLOW BACK OF EXHAUST GASES CAUSED BY EXHAUST BACK PRESSURE OR DEPOSIT ON EXHAUST PORT, FOULING OF GRID BEFORE TURBINE INLET, FOULING OF TURBINE BLADES, CHOCKING OF EGB OR ECONOMISER GAS OUTLET.
• PRESENCE OF FUEL OIL IN THE SCAVENGE SPACES DUE TO DEFECTIVE FUEL INJECTORS OR FUEL PARTICLES LANDING ON THE CYLINDER LINER DUE TO EXCESSIVE PENETRATION.
• EXCESSIVE CYLINDER LUBRICATION WHICH IS DRAINED DOWN TO SCAVENGE SPACES.

INDICATION OF SCAVENGE FIRE

ONE SHOULD BE EXTREMELY CAUTIOUS IN CASE ANY OF THE BELOW MENTIONED CONDITION IS OBSERVED.

• SCAVENGE TEMPERATURE WILL START INCREASING.
• THE TURBOCHARGER WILL START SURGING.
• HIGH EXHAUST TEMPERATURE.
• LOSS OF ENGINE POWER AND REDUCTION IN RPM. THIS HAPPENS BECAUSE OF BACKPRESSURE IS CREATED UNDER PISTON SPACE DUE TO FIRE.
• SMOKE COMING OF THE SCAVENGE DRAINS.
• THE PAINT BLISTER WILL BE FORMED ON THE SCAVENGE DOORS DUE TO HIGH TEMPERATURE BUT THIS WILL OCCUR ONLY IN LARGE FIRES AND EXTREME CASES.

•  

WHAT IS CRANKCASE RELIEF VALVE, HOW TO PRESSURE TEST IT, REGULATION REGARDING RELIEF DOOR

CRANKCASE RELIEF VALVE

• AS A SAFE GUARD AGAINST CRANKCASE EXPLOSION CRANKCASE RELIEF VALVE AND DOORS ARE FITTED. THESE VALVE SERVE THREE FUNCTIONS

1. TO RELIEVE THE EXCESS PRESSURE FROM THE CRANKCASE AND THUS NORMALISING THE PRESSURE INSIDE THE CRANKCASE.
2. TO PREVENT FLAME INSIDE THE CRANKCASE FROM COMING OUT AND THUS PREVENTING ANY FURTHER DAMAGE.
3. IT ALSO WONT ALLOW FLAME FROM OUTSIDE TO COME IN BECAUSE OF FLAME ARRESTER.

IN SULZER ENGINE OPENING PRESSURE IS 0.2 BAR ABOVE ATMOSPHERE PRESSURE AND IN MAN B&W OPENING PRESSURE IS 0.05 BAR ABOVE THE ATMOSPHERE PRESSURE.

OPENING PRESSURE OF CRANKCASE RELIEF DOOR

• TO MEASURE THE OPENING PRESSURE WE HAVE A SPRING SCALE AND ROD WHICH ARE FITTED ON THE CRANKCASE DOOR PULLING THE ROD WE WILL GET A READING ON SPRING SCALE THAT INDICATE AT WHAT FORCE IT WILL OPEN.
• AS WE GET READING FROM SPRING SCALE IN KGS TO OBTAIN THE PRESSURE 

PRESSURE= FORCE/ AREA                

                                                  FORCE= VALUE OF FORCE FROM SPRING SCALE

                                                  AREA= AREA OF DOOR GIVEN IN MANUAL.

A DEFLECTOR IS FITTED OUTSIDE THE ENGINE TO SAFEGUARD PERSONNEL FROM THE OUT FLOWING GASES AND INSIDE ENGINE OVER THE VALVE OPENING AN OIL WETTED GUAZE OR FLAME ARRESTER ACTS AS A FLAME TRAP TO STOP ANY FLAMES LEAVING THE CRANKCASE. AFTER OPERATION THE VALVE WILL CLOSE AUTOMATICALLY UNDER ACTION OF SPRING.

REGULATION REGARDING RELIEF DOOR

• THE INTERNAL COMBUSTION ENGINE OF A CYLINDER DIAMETER OF 200 MM OR A CRANKCASE VOLUME OF 0.6 METER CUBE AND ABOVE SHALL BE PROVIDED WITH CRANKCASE RELIEF VALVE OF SUITABLE TYPE AND WITH SUFFICIENT RELIEF AREA.
• IN SMALL ENGINE WHERE DIAMETER DOES NOT EXCEED 300 MM THE CRANKCASE DOOR ARE USUALLY STRONG AND THUS IT HAVE RELIVE VALVE AT ITS END.
• IN LARGE ENGINE WHERE CYLINDER DIAMETER IS OVER 30 CM, IT IS REQUIRED TO HAVE ONE RELIEVE  VALVE  PLACED ON EACH CRANKCASE DOOR.
• ITS FREE AREA SHOULD NOT BE SMALLER THAN 45 CM SQUARE AND SHOULD BE MINIMUM 115 CM SQUARE PER METER CUBE OF GROSS CRANKCASE VOLUME.
• SPRING SETTING FOR OPENING PRESSURE IS 0.07 BAR AT AN INTERNAL PRESSURE AND WILL CLOSE WHEN THE PRESSURE HAS BEEN RELIEVED.

OIL MIST DETECTOR : CONSTRUCTION WORKING AND MAINTENANCE

OIL MIST DETECTOR

AN OVERHEATED DIESEL ENGINE CAN BECOME A SOURCE OF FIRE AS IT CONTAIN ALL THE ELEMENT OF FIRE TRIANGLE. TO ENSURE ITS OPERATIONAL STABILITY PERIODIC MAINTENANCE AND PROPER PRACTICES HAVE TO BE FOLLOWED ON BOARD. OIL MIST IS CREATED IN THE CRANKCASE WHEN THE LUBRICATING OIL IS SPLASHED BY MOVING AND ROTATING POINT. THE MIST INSIDE CRANK CASE HAVE A LOWER FLASH POINT WHICH WHEN COMES IN CONTACT WITH HOTSPOT MAY RESULT IN FIRE. THUS IT IS IMPORTANT TO MONITOR THE CONCENTRATION OF OIL AND INCASE PRESENCE OF OIL MIST IS DETECTED THE ENGINE SHOULD BE STOPPED OR ITS SPEED LOWERED.

                                                                   OIL MIST DETECTOR ARE USED TO MEASURE THE AMOUNT OF MIST PRESENT IN THE CRANK CASE. EACH CYLINDER CRANKCASE IS CONNECTED TO AN OIL MIST DETECTOR WHICH CONTINUOUSLY CHECK THE AMOUNT OF MIST FROM EACH DETECTOR. THIS WILL GIVE ALARM IN CASE THE CONCENTRATION OF MIST IS FOUND TO BE INCREASED.

CONSTRUCTION

• OMD IS CONNECTED TO EACH CYLINDER IT HELPS IN DETECTION OF OIL MIST IF FORMED AND HAS NO ROLE IN REDUCTION OR PREVENTION OF MIST FORMATION.
• THE MOST COMMON ARRANGEMENT OF OIL MIST DETECTOR CONSIST OF TWO PARALLEL TUBES OF EQUAL SIZE. ONE IS REFERENCE TUBE AND THE OTHER IS SAMPLING TUBE.
• AT ONE END OF EACH TUBE A PHOTO ELECTRIC CELL IS PLACED.THIS PHOTO ELECTRIC CELL GENERATES A ELECTRIC CURRENT WHEN LIGHT FALLS ON THE SURFACE.
• THE AMOUNT OF CURRENT GENERATED IS DIRECTLY PROPORTIONAL TO AMOUNT OF LIGHT FALLING ON THE SURFACE.
• THE OTHER END OF EACH TUBE IS FITTED WITH A LENS THAT ALLOW LIGHT TO PASS THROUGH THEM.
• ONE OF THE TUBE HAS INLET AND OUTLET CONNECTION FOR INTRODUCTION OF OIL MIST.
• FAN IS PROVIDED FOR COLLECTION OF SAMPLE.

WORKING

• IF THE MIST IS FOUND IN SAMPLING TUBE THEN REFERENCE TUBE  WILL GENERATE MORE CURRENT ON PHOTO ELECTRIC CELL AS COMPARED TO SAMPLING TUBE THIS WILL RESULT IN TRIGGERING OF ALARM.
• SAMPLING TUBE HAS CONNECTION FOR OIL MIST, WHICH IS EXTRACTED FROM THE CRANK CASE WITH THE HELP OF EXTRACTOR FAN.
• THE REFERENCE TUBE IS FILLED WITH CLEANED AIR AND IS USED AS A REFERENCE FOR MEASURING THE LEVEL OF MIST.
• SAMPLE FOR EACH CYLINDER IS MONITORED BY USING A ROTATING SENSOR VALVE WHICH CONNECTS EACH CYLINDER IN SEQUENCE OF OMD.
• IF THE CONCENTRATION OF OIL MIST IS MEASURED IN TUBE RISES THE INTENSITY OF LIGHT REACHING THE PHOTO ELECTRIC CELL REDUCES.
• AS BOTH TUBE ARE ELECTRICALLY CONNECTED THE IMBALANCE OF GENERATION OF ELECTRIC CURRENT WHICH WILL LEAD TO TRIGGERING OF ALARM.
• WHEN OIL MIST IS DETECTED THE ROTATING SELECTOR VALVE IMMEDIATELY STOPS TO INDICATE THE CYLINDER WITH HIGHER CONCENTRATION.
• ON INDICATION OF ALARM ENGINE SHOULD SLOW DOWN OR STOP TO PREVENT FURTHER DAMAGE.

MAINTENANCE

• IT IS IMPORTANT TO CARRY OUT ROUTINE MAINTENANCE OF OMD TO PREVENT ANY FALSE ALARM.
• THE SENSITIVITY OF OMD MUST BE CHECKED ON REGULAR BASIS.
•  AS ALL SAMPLE CONTAIN A SMALL AMOUNT OF MIST, THE LENS MIRROR TENDS TO GET DIRTY AND THUS SHOULD BE REGULARLY CLEANED.
• THE EXTRACTOR FAN AND ROTATING VALVE SHOULD BE CHECKED TO AVOID CHOCKING OF A PARTICULAR TUBE.
• THE SAMPLING TUBES THAT CONNECT CYLINDER TO THE OMD SHOULD NOT HAVE ANY LOOPS AND ALSO SHOULD NOT BE OF LENGTH MORE THAN 12.5 METERS.

ACTION ON BOARD OF A FOURTH ENGINEER IF OIL MIST DETECTOR (OMD) ACTIVATES.

BELOW IS A STANDARD PROCEDURE OF WHAT TO DO IN THIS KIND OF SCENARIO

1. INFORM THE WHEEL HOUSE OF THE SITUATION.
2. PRESS ENGINEERS CALL ALARM TO CALL ALL ENGINEERS ON BOARD.
3. AS SOON AS POSSIBLE STOP THE ENGINE.
4. MAKE SURE NOT TO STOP LUBRICATING OIL PUMP.
5. IF FUEL PUMP FOR THE MAIN AND AUXILIARY ENGINE ARE SEPARATE THEN STOP THE FUEL OIL PUMP.
6. OPEN VENTILATION TO RUN WHICH CREATES A VACUUM INSIDE CRANK CASE.
7. DO NOT STAND IN FRONT OF CRANK CASE DOOR
8. CONNECT ALL FIRE HOSES AND MAKE SURE ALL FIRE FIGHTING EQUIPMENT ARE READY.
9. LEAVE ENGINE ROOM FOR SOME TIME.
10. COME DOWN TO ENGINE ROOM AFTER ABOUT 1 HOUR SO THAT ENGINE HAVE ENOUGH TIME TO BE ABLE TO COOL DOWN.
11. AS YOU ENTER ENGINE ROOM CHECK THE CONDITION OF CRANK CASE DOOR IF THE CRANK CASE DOOR IS STILL TOO HOT IT IS ADVISED NOT TO OPEN THE DOOR AT THAT INSTANT.
12. IF CRANK CASE DOOR IS NOT TOO HOT OPEN THE DOOR BUT MAKE SURE YOU CRACK OPEN THE DOOR JUST TO CONFIRM THERE IS NO PRESSURE INSIDE CRANK CASE AND TAKE EXTREME CAUTION BECAUSE THERE IS CHANCES OF SECONDARY EXPLOSION.
13. IF THERE SEEMS TO BE NO PROBLEM AFTER OPENING OF CRANK CASE DOOR AND THEN VENTILATE THE CRANK CASE FULLY BEFORE MAN ENTRY INTO THE CRANK CASE.
14. IF ANY BEARING TEMPERATURE IS HIGH IT GIVES OUT SOME WHITE METAL WHICH GIVES YOU THE INDICATION OF HOT SPOT.
15. ENTER INTO CRANKCASE BY TAKING TORCH WITH YOU, IF YOU FIND BLUISH TINT ON THE SURFACE THAT WAS THE HOT SPOT AND DUE TO LUBE OIL QUENCHING ACTION IT HAS CHANGED ITS COLOR.
16. AFTER COMPLETION OF INSPECTION IF YOU DID NOT FIND ANY ABNORMALITY, CHECK WHETHER ALL OIL MIST DETECTOR ALARM  ARE WORKING SATISFACTORY AND WHETHER THE GENERATED ALARM WAS FALSE ALARM OR NOT.
17. START THE ENGINE AND SLOWLY INCREASE THE SPEED AND DO CONTINUOUS MONITORING

POSSIBLE CAUSES OF GENERATION OF HOT SPOT

• TOO MUCH CLEARANCE BETWEEN THE BEARING SO OIL FILM MAY BREAKDOWN.
• CRANKSHAFT IS NOT PROPERLY ALIGNED.
• STUFFING BOX NOT ABLE TO SEAL PROPERLY.
• IF PISTON CROWN CRACK THEN EXHAUST GAS MAY LEAK TO THE CRANKCASE.
• IN MAN B&W IF CHAIN IS TOO LOOSE OR TOO TIGHT THEN CHAIN MAY RUN HOT WHICH MAY ACT AS A HOT SPOT.
• IF MATCHING GEAR DOES NOT HAVE A PROPER BACKLASH THEN LUBRICATION IS NOT SO EFFECTIVE AND GENERATE A HOT SPOT.
• CIRCULATION OF LUBE OIL IS NOT PROPER.

WHAT IS CRANKCASE EXPLOSION AND HOW IT OCCUR

CRANK CASE EXPLOSION

• THERE ARE LARGE AMOUNT OF OIL DROPLETS WHICH ARE PRESENT EVERYWHERE IN THE CRANKCASE THE AVERAGE SIZE OF OIL DROPLET IS ABOUT 200 MICRONS WHICH IS NOT AN ISSUE AS REGARD TO CRANKCASE EXPLOSION.
• MAJOR REASON FOR CRANKCASE EXPLOSION IS BECAUSE OF OCCURRENCE OF HOTSPOT WHICH MAY BE DUE TO

1. TOO MUCH CLEARANCE BETWEEN THE BEARING SO OIL FILM MAY BREAKDOWN.
2. CRANKSHAFT IS NOT PROPERLY ALIGNED.
3. STUFFING BOX NOT ABLE TO SEAL PROPERLY.
4. IF PISTON CROWN CRACK THEN EXHAUST GAS MAY LEAK TO THE CRANKCASE.
5. IN MAN B&W IF CHAIN IS TOO LOOSE OR TOO TIGHT THEN CHAIN MAY RUN HOT WHICH MAY ACT AS A HOT SPOT.
6. IF MATCHING GEAR DOES NOT HAVE A PROPER BACKLASH THEN LUBRICATION IS NOT SO EFFECTIVE AND GENERATE A HOT SPOT.
7. CIRCULATION OF LUBE OIL IS NOT PROPER.

• THE ABOVE GIVEN REASON CREATE A HOTSPOT. THIS HOTSPOT WHEN COMES IN CONTACT WITH LUBE OIL MAKES THE OIL TO VAPORISE WHICH FURTHER REDUCE THE DROPLET SIZE TO ABOUT 10 MICRONS. THE CONTINUATION OF THIS PROCESS CREATES A WHITE CLOUD JUST BELOW THE STUFFING BOX.
• THIS CLOUD WHEN AGAIN COMES IN CONTACT OF THE HOT SPOT RESULT IN PRIMARY CRANKCASE EXPLOSION.
• AFTER PRIMARY EXPLOSION OCCUR THE PRESSURE INSIDE THE CRANKCASE INCREASES ALL OF A SUDDEN THIS RESULT IN ACTIVATION OF RELIEF VALVE WHICH INTURN RELEASES ALL THE GASES TO ENGINE ROOM.
• IF WE ARE UNABLE TO CONTAIN FRESH AIR TO REACH THE CRANKCASE THIS WILL RESULT IN SECONDARY EXPLOSION WHICH WOULD A BIG DISASTER TO HANDLE.

ON BOARD WE HAVE TO SEE THAT PRIMARY EXPLOSION IS CONTAINED BUT IN CASE IT OCCUR WE HAVE TO MAKE SURE THAT SECONDARY EXPLOSION SHOULD NOT OCCUR

HOW TO AVOID SECONDARY EXPLOSION

• ALL THE MAIN BEARING AND TRUST BEARING HAVE HIGH TEMPERATURE ALARMS  THESE ALARMS WILL INDICATE US INCREASE IN TEMPERATURE INSIDE CRANK SHAFT.
• WE HAVE TO MEASURE WEAR DOWN OF MAIN BEARING IF UNEQUAL WEARDOWN TAKE PLACE IT MEANS OIL FLOW IS NOT SAME IN ALL THE BEARING.
• WE HAVE NON RETURN TYPE OF RELIEF VALVE WHICH RELIEF ALL PRESSURE GENERATED DURING THE PRIMARY EXPLOSION INSIDE THE CRANKCASE.

LIFE SAVING APPLIANCE: Life jacket and immersion suit thermal protective aid

LIFE SAVING APPLIANCE

LIFE JACKET

• NON FLAMMABLE MATERIAL, VISIBLE COLOR, RETRO REFLECTIVE TAPE.
• WORN WITHIN ONE MINUTE.
• WHISTLE
• WEARER CAN JUMP FROM A HEIGHT OF 4.5 METERS WITHOUT INJURY.
• WITHSTAND FIRE FOR 2 SECONDS
• SURVIVOR KEEP FLOATING- MOUTH 120 MM CLEAR OF WATER,BODY INCLINED 20 TO 50 DEGREE BACKWARD FROM VERTICAL POSITION
• FLASH LIGHT - 0.75 CD FOR 8 HOURS GIVING 50 FLASHES PER MINUTE
• CAPABLE OF SUPPORTING 82.5 KG OF MASS
• NUMBER OF LIFE JACKET 

1. ONE FOR EACH PERSON
2. TEN PERCENT OF TOTAL PASSENGER - FOR CHILDREN
3. SUFFICIENT NUMBER FOR PERSON ON WATCH.
4. FIVE PERCENT FOR OVERWEIGHT PERSON -140 KGS

• BUOYANCY NOT REDUCED BY MORE THAN 5% AFTER 24 HRS SUBMERGING
• MARKING ON LIFE JACKET

1. MANUFACTURER NAME
2. SERIAL NUMBER
3. DATE OF MANUFACTURE 
4. IMO NUMBER
5. PORT OF REGISTRY
6. FRONT
7. CHILD
8. WEIGHT

IMMERSION SUITS

• VISIBLE RETRO REFLECTIVE TAPE
• INSULATED MATERIAL SHOULD NOT ALLOW BODY TEMPERATURE TO FALL MORE THAN TWO DEGREE CELCIUS AFTER 6 HOUR WHEN SEA WATER TEMP IS 0-2 DEGREE CELCIUS.
• DONNED WITHIN 2 MINUTES
• WITH STAND FIRE FOR TWO SECONDS
• ONE FOR EACH PERSON AND THREE IN OPEN LIFEBOAT
• FACE DOWN TO UP IN 5 SECONDS

THERMAL PROTECTIVE AID

• ISULATING MATERIAL WITHSTAND STOWAGE TEMPERATURE OF 30 DEGREE CELSIUS TO 65 DEGREE CELSIUS AND SEA WATER TEMPERATURE -1 DEGREE CELSIUS TO + 30 DEGREE CELSIUS
• WITHSTAND CORROSION , ACTION OF OIL , FUNGUS, SUNLIGHT AND SEAWATER
• HIGHLY VISIBLE COLOUR
• FUNCTIONING TEMP - 30° C TO +20 ° C
• PERMIT REMOVAL IN WATER IN 2 MINUTES

Main engine TROUBLE SHOOTING

REDUCED COMPRESSION PRESSURE

• Defective or worn out piston rings
• Worn or oval cylinder liner
• Incorrect exhaust valve timing.
• Burnt piston crown
• Damaged or burnt exhaust valve.
• Insufficient scavenging

LOSS OF POWER

• Fuel rack setting incorrect.
• Faulty injector.
• Loss of compression
• Fouling of hull 
• Change in VIT rack setting
• Insufficient air.
• Faulty fuel pumps
• Governor malfunctioning
• Change in fuel timings

OVERSPEED

• Fuel rack stuck
• Fault in governor
• Racing of propeller

ENGINE FAILS TO TURN ON AIR

• Pressure in air bottle too low
• Isolating valve on air distributor closed
• Low control air pressure
• Turning gear interlock
• Bursting diaphragm of air starting line damage
• Valve for operating auto start valve not opening.
• Valve for operating air to distributor not operating.
• Isolating valve in air bottle closed
• Control valve for air distributor stucking.
• Main starting air valve jammed.
• Reversing not taken place.

ENGINE TURNS ON AIR BUT DOES NOT FIRE

• Shut down piston of fuel pumps.
• Valve supplying air to puncture valve not cut off.
• Boost air not supplied to governor.
• Governor air booster does not supply adequate oil pressure.
• Pre set control air signal to governor too low
• Fuel pump index too low.
• Fuel filter blocked.
• Auxiliary blower not functioning
• Service tank valve shut.
• Faulty piston ring , liner wear down may lead to insufficient compression pressure.

HYDROPHORE: TROUBLE SHOOTING AND MANUAL STARTING

Hydrophore manual starting: 

• Close the outlet valve .
• Fill the tank with water to half guage glass level.
• Open charging air valve and charge the air so that the pressure inside become slightly more than cut off pressure. 
• By this time motor starting should be in manual mode 
• Change the motor to auto and open discharge valve 
• When valve is opened the water will rush to pipeline and the pressure inside the tank will drop. Now Check that pump cuts in, the water starts filling in the tank and air compresses and pressure inside the tank increases. Now check whether the pump cuts out on required pressure or not. 

 TROUBLE SHOOTING

• No water coming in taps

Either there is no water in tank . This may be because the fresh water tank have become empety. In this case change over the tank.

Secondly air valve might be leaking. This will cause the air to push out all the water in tank since pressure will also not come down since air pressure is higher so the pump will also not cut in. So when taps are open air will come out with sound. Also air bottle will be empty and pressure of tank will be higher than normal.

• Short cycling and is frequent cutting in and cutting out.

This shows that the air in the tank is less because if less air is there then this air pressure will fall more for less level drop of water . So pump will cut in early . Again pump will fill that less amount of water early so cuts out early

REASON FOR LESS AMOUNT OF AIR.

• Any air leakage 
• During charging the air was charged after filling the tank to high level
• Less gap between cut in and cut off point.

Pump running continuously 

If pressure inside the tank is not getting  up which will be due to complete loss of air in tank.

STRESSES IN SHIP

STRESSES IN SHIP

STRESSES

I) TENSILE , II) COMPRESSIVE, III) SHEAR

GLOBAL STRESSES AFFECT THE WHOLE SHIP

LOCAL STRESSES AFFECTING PARTICULAR PART OF SHIP

• A SHIP AT SEA IS SUBJECTED TO A NUMBER OF FORCES CAUSING THE STRUCTURE TO DISTORT

1. STATIC FORCES: SHIP FLOATING AT REST IN STILL WATER WILL HAVE ITS WEIGHT ACTING VERTICALLY DOWNWARD AND WATER PRESSURE ACTING PERPENDICULAR TO OUTSIDE SURFACE OF HULL.
2. DYNAMIC FORCES: DUE TO MOTION OF SHIP THAT IS HAMMERING OF WATER ON SHIP ,PASSAGE OF WAVE ALONG THE SHIP, MOVING MACHINERY PART.

• STRUCTURAL STRESSES CAUSED BY ABOVE FORCES TO WHICH SHIP STRUCTURE  IS SUBJECTED

1. LONGITUDINAL STRESSES ( HOGGING AND SAGGING)
2. TRANSVERSE STRESSES (RAKING AND EFFECT OF WATER PRESSURE)
3. LOCAL DYNAMIC STRESSES (PANTING AND POUNDING)
4. OTHER STRESSES ARE CAUSED BY DRY DOCKING, LOCAL WEIGHT AND VIBRATION.

• LONGITUDINAL STRESSES: SHIP MAY BE REGARDED AS A NON UNIFORM BEAM, CARRYING NON UNIFORMLY DISTRIBUTED WEIGHTS AND HAVING VARYING DEGREE OF SUPPORT ALONG ITS LENGTH.

• LONGITUDINAL STRESSES IN STILL WATER

1. HOGGING- IF SHIP IS LOADED HEAVILY AT FORWARD AND AFT COMPARED TO MID SHIP . HERE BUOYANCY AT MIDSHIP EXEEDS WEIGHT OF SHIP. EFFECT COULD BE WORST IF WAVE CREST AT MID SHIP WITH WAVE LENGTH EQUAL TO SHIP LENGTH. IN THIS CASE UPPER DECK IS UNDER TENSION AND BOTTOM SHELL EXPERIENCE COMPRESSION.
2. SAGGING- CONSIDER A SHIP LOADED HEAVILY AT MIDSHIP COMPARED TO STEM AND STERN , HERE WEIGHT OF MIDSHIP WILL EXEEDS THE BUOYANCY AND SHIP WILL SAG. THIS IS WORST WHEN WAVE REST ARE AT THE END OF SHIP WITH WAVE LENGTH SIMILAR TO SHIP LENGTH

• LONGITUDINAL  STRESSES IN SEA WAY CAUSING HOGGING AND SAGGING

1. WHEN A SHIP PASSES THROUGH WAVES , ALTERATION IN THE DISTRIBUTION OF BUOYANCY AMIDSHIP IS GREATER WHILE AT THE END IT IS SMALLER. THIS TENDS TO CAUSE THE SHIP TO HOG. A FEW SECOND LATER THE WAVE THROUGH LIES AMIDSHIP . THE BUOYANCY AMID SHIP IS REDUCED WHILE AT THE END IT IS INCREASED CAUSING VESSEL TO SAG.
2. THE EFFECT OF THIS FLUCTUATION IN STRESSES IN EXTREME CASES COMPLETE REVERSAL OF STRESS EVERY FEW SECOND. FORTUNATELY SUCH REVERSAL ARE NOT SUFFICIENTLY NUMEROUS TO CAUSE FATIGUE, BUT WILL CAUSE DAMAGE TO ANY FAULTY PART OF STRUCTURE.

• EFFECT OF HOGGING SAGGING:

FLUCTUATION OF STRESSES MAY DAMAGE BOTTOM SHELL IN SAGGING CONDITION OR REVERSAL OF STRESSES IN FEW SECOND MAY DAMAGE SHIP DECK DUE TO HOGGING. IT MAY ALSO CAUSE SHIP TO BREAK.

• MINIMIZING EFFECT OF LONGITUDINAL  STRESSES

1. JOINING SHEER STRAKE AND STRINGER PLATE TO FORM A ROUNDED GUNWALE.
2. ALL CONTINUOUS LONGITUDINAL MATERIAL RESIST LONGITUDINAL  BENDING ESPECIALLY THOSE PARTS FARTHEST FROM AXIS OF BENDING CENTRAL  AXIS. EXAMPLE CENTER GIRDER . SIDE GIRDER, INNER BOTTOM, INNER BOTTOM LONGITUDINALS, KEEL AND BOTTOM SHELL, TANK TOP PLATING ETC.
3. AT TOP DECK STRINGER AND SHEER STRAKE  ARE THICKENED TO MAKE STRONG "L" SHAPED JOINT.
4. HULL AT ABOUT HALF DEPTH OF SHIP AND ONE FOURTH LENGTH OF SHIP FROM EACH SIDE IS STRENGTHENED.
5.  FILLING LONGITUDINAL GIRDER AND DECK LONGITUDINALS TO RESIST STRESSES
6. UNEVEN LOAFING OF SHIP IS AVOIDED.
7. IN TANKERS LONGITUDINAL BULKHEAD GIVE GREAT STRENGTH.
8. SPECIAL STEEL FOR HIGH STRESSES ARE NOW USED ESPECIALLY IN LARGE SHIPS.

• SHEARING STRESSES

LONGITUDINAL STRESSES CAUSED BY WEIGHT AND BUOYANCY DISTRIBUTION CAN GIVE RISE TO LONGITUDINAL SHEARING STRESSES . MAXIMUM LONGITUDINAL SHEARING STRESSES OCCURS AT NEUTRAL AXIS AND DECREASE O MINIMUM AT DECK AND KEEL. VERTICAL SHEARING STRESSES ALSO OCCUR  AS A RESULT  OF NON UNIFORM LONGITUDINAL  DISTRIBUTION OF WEIGHT AND BUOYANCY. 

• TRANSVERSE STRESSES: TRANSVERSE STRUCTURE OF SHIP IS SUBJECTED TO

1. FORCE DUE TO WEIGHT OF SHIP STRUCTURE, MACHINERY, FUEL, WATER AND CARGO.
2. WATER PRESSURE
3. FORCE CREATED BY LONGITUDINAL BENDING.

• MINIMIZING EFFECT OF FORCE DUE TO WEIGHT OF SHIP STRUCTURE, MACHINERY, FUEL WATER, CARGO.

1. DECK MUST BE DESIGNED TO SUPPORT THE WEIGHT OF ACCOMODATION, WINCHES, AND CARGO WHILE EXPOSED DECK MAY HAVE TO WITHSTAND A TREMENDOUS WEIGHT OF WATER SHIPPED IN HEAVY WEATHER
2. DECK PLATING IS CONNECTED TO BEAM WHICH TRANSMIT LOADS TO LONGITUDINAL GIRDER AND SIDE FRAME.
3. IN WAY OF HEAVY LOCAL LOAD SUCH AS WINCHES ADDITIONAL STIFFING IS ARRANGED.
4. SHELL PLATING AND FRAMES FROM PILLARS WHICH SUPPORT WEIGHTS FROM DECK
5. TANK TOP TO BE ABLE TO CARRY WEIGHT OF THE HOLD CARGO OR UPTHRUST BY LIQUID IN TANKS.
6. MACHINERY SEAT EXTREMELY WELL SUPPORTED  TO PREVENT ANY MOVEMENT OF MACHINERY 
7. ADDITIONAL GIRDER IN DOUBLE BOTTOM AND THICKNESS OF TANK TOP OF ENGINE TO BE GREATER.

• FORCES DUE TO WATER PRESSURE:

1. FORCES EXERTED ON BOTTOM AND SIDE SHELL BY WATER SURROUNDING THE SHIP
2. WATER PRESSURE ACTS PERPENDICULAR TO SHELL OF SHIP AND INCREASES WITH INCREASE IN DEPTH.
3. EFFECT IS TO PUSH THE SHIP SIDE IN AND BOTTOM UP.
4. DOUBLE BOTTOM FORCE AND SIDE FRAME ARE DESIGNED TO WITHSTAND TO WITHSTAND THESE FORCES . WHILE SHELL PLATING THICKNESS IS GREATER TO PREVENT BUCKLING BETWEEN FLOOR AND FRAMES. BOTTOM SHELL THICKER THAN SIDE SHELL.

• RACKING

1. WHEN A SHIP ROLL THERE IS A TENDENCY FOR SHIP TO DISTORT TRANSVERSELY IN A SIMILAR WAY TO THAT IN WHICH A PICTURE FRAME MAY COLLAPSE.THIS IS CALLED RACKING.
2. THIS IS PREVENTED BY BEAM KNEE AND TANK SIDE BRAKET CONNECTION TOGETHER WITH TRANSVERSE BULKHEAD.
3. ITS GREATEST AFFECT IS UNDER LIGHT WEIGHT CONDITION.

• FORCE CREATED BY LONGITUDINAL BENDING

EFFICIENCY OF SHIP STRUCTURE IN WITHSTAND LONGITUDINAL BENDING DEPENDS TO A LARGE LARGE EXTENT O THE ABILITY  OF TRANSVERSE STRUCTURE TO PREVENT COLLAPSE OF THE SHELL PLATING AND DECK.

LOCAL DYNAMIC STRESSES

PANTING:

1. AS THE WAVES PASSES ALONG THE SHIP THEY CAUSES FLUCTUATION IN WATER PRESSURE WHICH TENDS TO CREATE AN IN AND OUT MOVEMENT OF SHELL PLATING SUCH A MOVEMENT IS TERMED AS PANTING.
2. EFFECT OF THIS IS TO BE FOUND GREATEST AT THE ENDS OF SHIP ESPECIALLY AT THE FORE END WHERE THE SHELL IS RELATIVELY PLAT 
3. IF UNRESTRICTED COULD EVENTUALLY LEAD TO FATIGUE OF MATERIAL.
4. PITCHING MOTION OF SHIP PRODUCES ADDITIONAL VARIATION IN WATER PRESSURE PARTICULARLY AT THE LOW AND STERN WHICH COULD CAUSE PAINTING

• PANTING ARRANGEMENT IN FORE PEAK 

1. FORWARD OF COLLISION BULKHEAD PAINTING STRINGERS ARE FITTED NOT MOTE THAN 2 METER APART VERTICALLY.
2. STRINGERS ARE BRACKETED TO SHELL FRAMES AND PANTING BEAM IS FIXED ON ALTERNATE FRAME UNDER EACH PANTING STRINGER
3. PILLARS ARE FITTED ON SHIP CENTER LINE (USUALLY TO WASH BULK HEAD TO TIE THE PAINTING BEAM TOGETHER)
4. TO STIFFEN THE JOINT BETWEEN EACH BEAM AND INNER EDGE OF STRINGER , THE PLATE MAY BE SHAPED OR GUSSETS FITTED.
5. AT FORE END STRINGER ARE JOINED BY FLAT PLATES CALLED BREAST HOOK.

• PANTING ARRANGEMENTS AT AFT OF THE COLLISION BULKHEAD

1. DEEP FRAMING: 20% STRONGER THAN NORMAL, MUST BE FITTED BELOW THE LOWEST DECK . BETWEEN COLLISION BULKHEAD AND A POINT 15% OF THE SHIP LENGTH 
2. FRAMES AND TANK SIDE BRACKET CONNECTION MUST HAVE STRONGER WELDING THAN NORMAL.
3. SIDE STRINGER IN THE LINE WITH WITH PANTING STRINGER MUST BE FITTED THROUGHOUT THE DEEP FRAMING REGION OR THE SHELL PLATING THICKENED.

• COLLISION BULK HEAD

STIFFENED BY VERTICAL BULB ANGLE SPACED ABOUT 600 MM APART INSIDE THE PEAK.

• PANTING ARRANGEMENT IN AFT PEAK

1. SAME AS FORE PEAK STRINGER AND BEAM MAY BE FITTED 2.5 METER APART
2. FRAME ABOVE THE STERN TUBE MUST BE STIFFENED BY FLANGED TIE PLATES TO REDUCE THE POSSIBILITY OF VIBRATION OR FLOOR SHOULD EXTEND ABOVE THE STERN TUBE.

• POUNDING

1. WHEN A SHIP MEETS HEAVY WEATHER AND COMMENCES HEAVING AND PITCHING THE RISE OF THE SHIP OCCASIONALLY SYNCHRONISES WITH THE TROUGH OF A WAVE THE FORE END THEN EMERGES FROM THE WATER AND RE ENTERS WITH TREMENDOUS SLAMMING EFFECT KNOWN AS POUNDING.
2. DOES NOT OCCUR WITH GREAT REGULARITY.
3. CAUSE DAMAGE TO BOTTOM OF SHIP FORWARD.

• ARRANGEMENT TO RESIST POUNDING

1. STRUCTURE TO RESIST THE EFFECT OF POUNDING FROM COLLISION BULKHEAD TO 25% OF SHIP LENGTH FROM FORWARD.
2. FLAT BOTTOM SHELL PLATING ADJACENT TO THE KEEL ON EACH SIDE IS INCREASED  TO THICKNESS BY 15% TO 30% DEPENDING UPON SHIP LENGTH.
3. TRANSVERSE FRAME IN POUNDING REGION IS REDUCED TO 700 MM COMPARED TO 750 TO 900 MM AMIDSHIP
4. PLATE FLOORS ARE FITTED AT EVERY FRAME SPACE AND ARE CONNECTED TO OTHER BOTTOM PLATING BY CONTINUOUS WELDS.
5. EXTRA INTERCOASTAL SIDE GIRDER FITTED SO THAT DISTANCE BETWEEN SIDE GIRDER DOES NOT EXEED 2.2 MM.
6. IN LONGITUDINALLY FRAMED  BOTTOM PLATE FLOORS ARE FITTED AT ALTERNATE FRAME.
7. LONGITUDINAL STRONGER THAN NORMAL
8. LONGITUDINAL GIRDER FITTED 2.2 M APART EXTENDING VERTICALLY FROM TANK TOP.
9. INTERMEDIATE HALF HEIGHT GIRDER ARE FITTED TO SHELL,REDUCING THE UNSUPPORTED WIDTH TO 1.1 MM   

OTHER STRESSES

DRY DOCKING STRESSES

1. A SHIP USUALLY ENTER A DRY DOCK WITH SLIGHT TRIM BY AFT. WHEN VESSEL IS ALLOWED TO SETTLE ON THE KEEL BLOCKS, BEFORE SIDE BLOCKS ARE POSITIONED TRANSVERSE STRESSES WILL BE INDUCED AND IT WILL HAVE SOME SAG IN THE BILGES. THESE STRESSES ARE RESISTED BY DOUBLE BOTTOM STRUCTURE, TRANSVERSE WEBS AND BULKHEADS
2. LONGITUDINAL STRESSES ARE CREATED SINCE VESSEL GENERALLY GROUNDS AFT FIRST AND THIS CREATE LONGITUDINAL BENDING. RESISTANCE TO THE STRESSES WILL BE BY ALL LONGITUDINALLY CONTINUOUS MATERIAL.
3. SHIP STRUCTURE IN WAY OF THE KEEL MUST BE STRONG ENOUGH TO WITHSTAND THIS LOAD. IN MOST SHIPS THE NORMAL ARRANGEMENT OF KEEL AND CENTER GIRDER TOGETHER WITH TRANSVERSE FLOOR IS QUITE SUFFICIENT FOR THIS PURPOSE.
4. BILGE BLOCK ARE FITTED TO SUPPORT THE SIDES OF THE SHIP. IN SOME CASES THEY ARE FITTED AFTER THE WATER IS ART OF THE DOCK, WHILE SOME DOCKS HAVE BLOCKS WHICH MAY SLID INTO PLACE WHILE WATER IS STILL IN DOCK.
5. AS SOON AS THE AFT END TOUCHES THE BLOCKS, SHORES ARE INSERTED BETWEEN STERN AND DOCK SIDE, TO CENTRALIZE THE SHIP IN DOCK AND TO PREVENT THE SHIP SLIPPING OF THE BLOCKS. WHEN THE SHIP GROUNDS ALONG ITS WHOLE LENGTH ADDITIONAL SHORES ARE FITTED ON BOTH ON BOTH SIDES, HOLDING THE SHIP IN POSITION AND PREVENTING TIPPING. THESE SHORES ARE KNOWN AS BREAST SHORES AND HAVE SOME SLIGHT EFFECT I PREVENTING THE SIDE SHEEL BULGING. THEY ARE PREFERABLY  PLACED IN WAY OF TRANSVERSE BULKHEADS OR SIDE FRAME.

• LOCALIZED LOADING

1. LOCALIZED WEIGHT EXAMPLE MACHINERY OR LOCALISED  LOADING OF HEAVY CARGO MAY GIVE RISE TO LOCALIZED DISTORTION OF STRUCTURE.
2. DECKS MUST BE DESIGNED TO SUPPORT THESE WEIGHTS.
3. DECK OPENING HOLES CUT IN DECK PLATING THAT IS HATCH WAY ETC, CREATE AREA OF HIGH LOCAL STRESSES DUE TO THE LACK OF  CONTINUITY  CREATED BY OPENING
4. END OF SUGAR STRUCTURE MAY GIVE MAJOR DISCONTINUITIES IN THE SHIP STRUCTURE GIVING RISE TO LOCALIZED STRESSES WHICH MAY RESULT IN CRACKS

• VIBRATION

1. VIBRATION FROM ENGINE, PROPELLERS ETC TENDS TO CAUSE STRESSES IN THE AFT END OF SHIP.
2. THE MACHINERY SEATS MUST BE EXTREMELY WELL SUPPORTED TO PREVENT MOVEMENT OF MACHINERY.
3. ADDITIONAL GIRDER ARE FITTED ON DOUBLE BOTTOM AND THICKNESS OF THE TANK TOP MUST BE GREATER UNDER THE ENGINE.

 

SHIP TERMINOLOGY

• LENGTH OVERALL (LOA): DISTANCE FROM EXTREME FORE PART OF SHIP TO SIMILAR POINT AFT. GREATEST LENGTH OF SHIP.
• AFT PERPENDICULAR(AP): PERPENDICULAR AT A POINT WHERE THE AFT SIDE OF THE RUDDER POST MEETS THE SUMMER LOAD LINES OR THE CENTER OF RUDDER STOCK IF NO RUDDER POST.
• FORWARD PERPENDICULAR: PERPENDICULAR AT A POINT WHERE SUMMER LOAD LINE CUTS STEM
• LENGTH BETWEEN PERPENDICULAR: DISTANCE BETWEEN FORWARD PERPENDICULAR AND AFT PERPENDICULAR.
• LENGTH ON WATER LINE: LARGEST LENGTH ON WATER LINE.
• MIDSHIP: POINT MIDWAY BETWEEN AFT PERPENDICULAR AND FORWARD PERPENDICULAR.
• BREADTH(EXTREME): GREATEST BREADTH OF SHIP (MEASURED OUTSIDE THE SHELL PLATING).
• BREADTH(MOULDED): GREATEST LENGTH OF SHIP AS MEASURED TO INSIDE STRAKES OF SHELL PLATING
• DEPTH(EXTREME): DEPTH OF SHIP FROM UNDERSIDE OF KEEL TO TOP OF THE DECK BEAM AT THE SIDE OF UPPERMOST CONTINUOUS DECK AMIDSHIP.
• DEPTH(MOULDED): DEPTH MEASURED FROM TOP OF KEEL TO UNDERSIDE OF DECK AT SHIP SIDE.
• DRAUGHT(EXTREME): DISTANCE FROM BOTTOM OF KEEL TO WATERLINE (LOADED DRAUGHT IS MAXIMUM DRAUGHT TO WHICH A VESSEL CAN BE LOADED).
• DRAUGHT (MOULDED): DISTANCE FROM TOP OF KEEL TO WATERLINE.
• FREE BOARD:  DISTANCE FROM WATERLINE TO TOP OF DECK PLATING AT THE SIDE OF DECK AMIDSHIP.
• CAMBER/ROUND OF BEAM:TRANSVERSE CURVATURE OF DECK FROM CENTER LINE DOWN TO SIDE. HEIGHT OF DECK AT CENTER LINE ABOVE HEIGHT OF DECK SIDE. HELPS OF SHED WATER FROM DECK AND ADDS TO ITS LONG STRENGTH
• SHEER: RISE OF DECK FORWARD AND AFT (CURVATURE OF DECK FORE AND AFT RISING FROM MIDSHIP TO MAXIMUM AT ENDS). FORWARD SHEER IS TWICE THAT AT AFT. MAKE SHIP MORE SEA WORTHY BY RAISING THE DECK AT FORE AND AFT END FURTHER FROM WATER AND BY REDUCING VOLUME OF WATER COMING ON DECK)
• RISE OF FLOOR: RISE OF BOTTOM SHELL PLATING ABOVE HORIZONTAL BASE LINE MEASURED AT SHIP SIDE. FACILITATE DRAINAGE OF LIQUID TO SHIP CENTER LINE
• BILGE RADIUS : RADIUS OF ARC CONNECTING THE SIDE OF SHIP TO BOTTOM AT MIDSHIP. THE OUTSIDE OF THE MIDSHIP SECTION OF EVERY SHIP IS VERY NEARLY  A RECTANGLE WITH ITS LOWER CORNER ROUNDED. THE LOWER CORNER IS CALLED BILGES.
• TUMBLE HOME: INWARD CURVATURE OF SIDE PLATING FROM VERTICAL  AS IT EXTEND UPWARD TOWARD DECK EDGE.
• FLARE : OUTWARD CURVATURE OF SIDE SHELL PLATING ABOVE THE WATER LINE AT FORWARD END OF SHIP.
• CUT UP : CURVATURE AT FWD AND AFT PART OF SHIP.
• BUTTOCK LINE: REGULARLY SPACED REFERENCE PLANE CUTTING THE SHIP HULL PARALLEL TO THE CENTER LINE. GENERALLY SPACED ONE, TWO, FOUR FEET APART.
• MARGIN LINE: AN IMAGINARY LINE 16 MM BELOW THE BULKHEAD DECK AT SIDE . IT IS ASSUMED IF ANY SINKAGE, HEEL OR TRIM CAUSES THE MARGIN LINE TO BE IMMERSED, THE VESSEL HAS FOUNDERED.
• DISPLACEMENT: MASS OF SHIP AND EVERYTHING IT CONTAINS. A SHIP HAS DIFFERENT VALUE OF DISPLACEMENT AT DIFFERENT DRAUGHTS.
• LIGHT WEIGHT: MASS OF EMPTY SHIP WITHOUT STORES ,FUEL, WATER, CREW OR THEIR EFFECTS.
• DEADWEIGHT: MASS OF CARGO , STORES, BALLAST, FRESH WATER, FUEL OIL, CREW, PASSENGER, AND THEIR EFFECT ON BOARD.                                                               (DEADWEIGHT= DISPLACEMENT- LIGHTSHIP WEIGHT)
• TONNAGE: MEASURE OF ENCLOSE VOLUME OF VESSEL. ONE REGISTERED TON IS 100 CUBIC FEET VOLUME
• GROSS TONNAGE: MEASURE OF VOLUME INSIDE A VESSEL WHICH INCLUDE ALL AREA FROM KELL TO FUNNEL AND BOW TO STERN. GRT IS THE VOLUME OF SPACE ABOVE THE DECK OF A MERCHANT SHIP WHICH IS AVAILABLE FOR CARGO, STORES, FUEL, PASSANGER,AND CREW                                                                      1 GRT = 100 CUBIC FEET OF CAPACITY.
• NET TONNAGE: GROSS TONNAGE- TONNAGE OF SPACES WHICH ARE REQUIRED FOR THE SAFE WORKING OF SHIP THAT IS ACCOMODATION , NAVIGATION, MACHINERY SPACES , FUEL ETC.

SEWAGE TREATMENT PLANT : STARTING, MAINTENANCE, BACK FLUSH AND CLEANING.

SEWAGE TREATMENT PLANT

STARTING PROCEDURE

• APPLY POWER TO CONTROL PANEL AND CONFIRM SOURCE LAMP IS ON.
• CONFIRM THE DIRECTION OF ROTATION OF DISCHARGE PUMP, TURN PUMP SWITCH TO MANUAL.
• SHUT STOP VALVE AND OPEN DRAIN VALVE FOR BIO FILTER TANK.
• INTRODUCE CLEANING WATER WHEN INDICATOR LAMP SHOWS HIGH LEVEL SHUT CLEANING WATER.
• OPEN TREATMENT WATER OUTLET VALVE, PUMP DISCHARGE VALVE AND OVERBOARD DISCHARGE VALVE
• TURN THE DISCHARGE PUMP TO AUTO ,PUMP SHOULD START AUTOMATICALLY AND WHEN WATER LEVEL DROPS PUMP SHOULD SHUT DOWN.
• CHECK QUANTITY OF OIL IN BLOWER , CONFIRM ITS DIRECTION OF ROTATION.
• OPEN AIR LIFT VALVE AND SHUT AIR SCOUR VALVE.
• START THE AERATION BLOWER.
• CHECK THE DISINFECTANT QUANTITY.OPEN SEWAGE SUPPLY VALVE TO THE PLANT

MAINTENANCE

• WEEKLY: CHECK QUANTITY OF DISINFECTANT (HYPOCHLORITE)
• BIWEEKLY: CHECK QUANTITY OF OIL AND CLEAN AIR FILTER OF BLOWER,CHECK CONDITION OF V- BELT.
• MONTHLY: CLEAN BIO FILTER TANK SCREEN.BACK FLUSH AND REMOVE SLUDGE.
• BIYEARLY: CHECK INSIDE COATING FIX CORRODED PART.

BACK FLUSH

• SHUT DISCHARGE PUMP.
• STOP BLOWER.
• OPEN AIR SCOUR VALVE AND SHUT AIR LIFT VALVE,
• TURN LOWER SWITCH ON AND LET IT RUN CONTINUOUSLY FOR ABOUT 30 MINUTES.
• OPEN AIR LIFT VALVE AND SHUT AIR SCOUR VALVE AND RESTART THE PLANT.

SEWAGE PLANT CLEANING.

• CLOSE THE INLET VALVE AND DRAIN THE TANK,
• FILL THE TANK AND FLUSH 3-4 TIMES
• OPEN THE MANHOLE.
• VENTILATE FOR 24 TO 48 HOURS.
• CHECK THE OXYGEN CONTENT AND PRESENCE OF POISONOUS AND EXPLOSIVE GASES.
• MAKE RISK ASSESMENT.
• PREPARE ENCLOSED SPACE PERMIT.
• 2 PERSON - 1 WILL ENTER WITH SCBA AND FRESH WATER HOSE.
• FLUSH THE INSIDE WALL AND DRAIN.
• CHECK THE INSIDE COATING AND CORRODED PARTS ETC.

  DRY DOCKING

FEW MONTHS BEFORE

• ESTIMATED TIME AND DURATION,
• PRELIMINARY REPAIR LIST COLLECTED AND ARRANGED.
• REPAIR WORK DIVIDED INTO TWO CATEGORIES  

                            *FOR DOCKYARD, *FOR SHIP STAFF

• REPAIR LIST MUST CONTAIN :

1. NUMBER OF SEA SUCTION CHESTS AND GRIDS AND SIZES.
2. NUMBER OF SEA SUCTION VALVE AND THEIR SIZES.
3. NUMBER OF SHIP SIDE DISCHARGE VALVE AND THEIR SIZES.
4. NUMBER OF SCUPPER VALVES AND THEIR SIZES.
5. NUMBER OF PIPING TO BE REPAIRED INCLUDING THEIR LENGTH INSIDE/OUTSIDE DIAMETER, BENDS,NUMBER OF FLANGES AND THEIR PCD INCLUDING DETAIL DRAWINGS
6. NUMBER OF ENGINE ROOM VALVES TO BE RENEWED /REPAIRED AND THEIR SPECIFICATION.
7. MAIN ENGINE OVERHAULING PREPARATION - SPARES, TOOLS, MEASUREMENT,INSTRUCTION MANUALS.AUX. ENGINE ,BOILERS,PUMPS AND OTHER MACHINERY PREPARATION FOR OVERHAULING

• EXACT LOCATION OF ITEM TO BE REPAIRED/OVERHAULED MUST BE MARKED WITH TAG LABEL ACCORDING TO REPAIR CODE.
• TOOLS, SPARES AND STORES SHOULD BE CHECKED.
• STORES AND SPARES REQUISITION MUST BE ORDERED.
• TOOLS MARKED TO PREVENT MIXING WITH SHIPYARD TOOLS.
• ORGANISATION OF ENGINE ROOM STAFF ASSIGN WORK , SAFETY.
• MAKERS INSTRUCTION MANUAL MUST BE KEPT READY FOR PROMPT WORK.

FEW DAYS BEFORE DRY DOCK

• BALLASTING AND TRANSFERRING CARRIED OUT IN CO-OPERATION WITH CHIEF OFFICER TO ACHIEVE REQUIRED TRIM AND DRAUGHT.
• ENGINE ROOM BILGE WELL AND TANK TOP TO BE CLEANED.
• ALL TANK SOUNDING TO BE TAKEN AND RECORDED.
• ALL PORTABLE FIRE EXTINGUISHER TO BE READY AT REQUIRED PLACE
• FIXED FIRE FIGHTING INSTALLATION TO BE KEPT READY AS PER SHIP YARD RULES.

• SHORE COOLING SEA WATER SUPPLY FOR REFRIGERATION AND AIR CONDITIONING PLANT MUST BE READY TO RECEIVE.
• SHORE SUPPLY CONNECTION BOX MUST BE CHECKED.
• MAIN ENGINE CRANK SHAFT DEFLECTION MUST BE TAKEN AND RECORDED

FEW HOURS BEFORE DRY DOCK

• BOILER SHOULD BE SHUT DOWN AND STEAM PRESSURE RELEASED BY EASING GEAR.
• MAIN AIR BOTTLE AND EMERGENCY AIR BOTTLE PRESSED UPTO FULL AND CLOSED TIGHTLY
• SETTLING AND SERVICE TANK TOP UP.
• READY TO STOP GENERATOR AND CONNECT SHORE SUPPLY.
• ALL CREW INFORMED ABOUT THEIR DUTIES AND PRECAUTION TO BE TAKEN AND EMERGENCY PROCEDURE.

ON DOCK

• TAKE DAILY RECORD OF WORK DONE BY SHIP STAFF AND DRY DOCK WORKER
• DAILY REPORT GIVEN TO CHIEF ENGINEER.
• EXAMINE WORK GOING ON IN ENGINE ROOM.
• SURVEY BEING CARRIED OUT.

AFTER DRY DOCK

• DOCK CHARGE DAMAGE CLAIM
• REPORTS ON VARIOUS MAINTENANCE.
• PERFORMANCE OF REQUIRED MACHINERY,
• TAKE MAIN ENGINE CRANK SHAFT DEFLECTION.

DUTIES OF FOURTH ENGINEER

DUTIES OF FOURTH ENGINEER

#ON JOINING

*REPORT TO CHIEF ENGINEER OR IN ABSENCE TO SECOND ENGINEER.

*TAKE A VERY THOROUGH ROUND WITH SIGNING OFF ENGINEER AND DO A PROPER TAKING OVER DUTIES.

*CHECK INVENTORY AND LOCATION OF MACHINERY SPARES FOURTH ENGINEER HAVE TO DEAL WITH.

* CHECK GENERAL CONDITION OF MACHINERY AND PROCEDURE FOR OPERATION.

*CONDITION AND LAYOUT OF BUNKERING SYSTEM INCLUDING VALVE OPERATION AND TANK SOUNDING CAPACITY ETC.

*CONDITION AND LAYOUT OF SLUDGE AND BILGE DISCHARGE SYSTEM.

* DAILY CONSUMPTION OF LUBE OIL, FUEL OIL AND CYLINDER OIL.

*DAILY PRODUCTION OF BILGE WATER AND SLUDGE.

ON COMPLETION HE SHOULD REPORT DISCREPANCIES OBSERVED (IF ANY)

FOURTH ENGINEER IS RESPONSIBLE FOR PURIFIER, COMPRESSOR, PUMPS AND ALL OTHER MACHINERY EXCEPT MAIN ENGINE, AUX ENGINE AND BOILER.

*KEEP RECORD OF RUNNING HOURS OF MACHINERIES.

*CARRY OUT PMS ROUTINE UNDER SUPERVISION OF CHIEF ENGINEER AND SECOND ENGINEER

*FUEL OIL AND LUBE OIL BUNKER TANK SOUNDING.

*KEEP RECORD OF SLUDGE AND BILGE.

*COMPLETE MONTH END OFFICIAL PAPER.

*COMPLIANCE OF ENVIRONMENT POLICY AND MARPOL REQUIREMENT

*ENTRIES IN ENGINE ROOM LOGBOOK.

*TRAINING OF SUBORDINATES.

#DURING BUNKERING

*ACTS AS ASSISTANT IN CHARGE TO CHIEF ENGINEER FOR OPERATION DURING BUNKERKING. 

*BEFORE BUNKER ORDER IS PLACED, TAKE TANK SOUNDING AND CALCULATE FUEL OIL QUANTITY REQUIRED TO BE BUNKERED FOR THE VOYAGE.

*ONCE BUNKER QUANTITY IS FIXED , PREPARE BUNKER PLAN.

*BUNKER MEETING HELD NOT MORE THAN 24 HOURS BEFORE THE BUNKER.

*STOP TANK HEATING FUEL OIL TRANSFER PUMP BEFORE BUNKERING.

*ENSURE SERVICE TANK IS FULL BEFORE STOPPING THE PUMP.

*SETUP BUNKER LINE THAT IS ALL VALVE MUST BE CORRECTLY CHECKED.

*CO-ORDINATE WITH BUNKER SURVEYOR IN TAKING INITIAL SOUNDING OF TANKS OF SHIP AND BUNKER BARGE.

*AGREE UPON COMMUNICATION METHOD AND EMERGENCY STOPPING PROCEDURE.

*ENSURE ALL SOPEP AND FIRE FIGHTING EQUIPMENT READY FOR USE.

*CHECK PROPER CONNECTION OF HOSE AT MANIFOLD.

* NOTE THE TIME OF HOSE CONNECTION AND START OF PUMPING.

*OPEN BUNKER VALVE AS PER CHIEF ENGINEER ORDER.

*CHECK THE TANK VENT TO ENSURE OIL IS GOING IN PROPER TANK.

*CHECK THE REMAINING MANIFOLDS FOR ANY LEAKAGE.

*REGULATE THE FLOW IN TANKS BY OPENING AND CLOSING THE TANKS VALVE AS PER CHIEF ENGINEER ORDER.

*TAKE TANK SOUNDING.

*ASSIST IN MAKING OUT THE FINAL QUANTITY OF OIL RECEIVED.

#IF BUNKER PIPE BURSTS.

1. IMMEDIATELY ASK BARGE TO STOP PUMPING AS PER THE AGREED COMMUNICATION METHOD.

2.SHUT MANIFOLD VALVE

3.INFORM CHIEF ENGINEER AND DUTY OFFICER

4.SHOUT FOR HELP AND TRY TO CONTAIN OIL SPILL USING SOPEP EQUIPMENT.

CERTIFICATION OF OFFICER IN CHARGE OF AN ENGINEER WATCH AT OPERATIONAL LEVEL