EOOW Watchkeeping Responsibility Flashcards
Describe the procedures to be observed when taking over the responsibility for the engine room on a ship that is operating under UMS conditions.
Inform the bridge on way to the E/R. and tell them you are now in command of the engine room. the duty officer on the bridge should always know your location so in addtion to informing the officer before going down to take control of engine room you should also inform them when you are leaving the engine room.
Once your in the E/R, switch engine room control mode from UMS mode to manned mode. As well as carry out a thorough engine room safety walk around. before carrying out a safety walk around activate the dead man alarm and keep resetting at set intervals. dead man alarm system provides a safeguard for the duty engineer who enters the machinery space during periods of UMS operation. Should that engineer get into difficulty whilst alone in the machinery space, the dead man alarm system provides an indication by activating an alarm if not reset at set intervals so that others are made aware that the engineer is in the engine room but unable to respond at which point other crew members will need to find out where the duty engineer is and if he or she is in any danger.
Once dead man alarm is activated its reset at set intervals of 24mins dependent on the design. then proceed to conduct a safety round in accordance with SMS and UMS company checklist to check the status of all the machinery and equipment
the safety round will include doing the following;
Check and drain off sludge from settling and service tanks to check for the presence of water and to clear the settiling and service tank of sludge to ensure that tanks and fuel system remain in good condition,
Check all fuel treatment plant equipment. so FO and LO puifier, FO and LO pumps and heaters.
Check the condition of running plant, heat, pressures and vibration.
all engine room tanks such as FW expansion tank, ME Cylinder oil day tank, Generators sump tank, FW tanks, Cascade tank, FO tanks, MGO tanks, Stern Tube LO tanks
, the sump level tank of main engine, the flow of oil to turbochargers and main bearings
the aux engines for correct sump levels and pressures, the boiler for water level and steam pressure.
Check the steering gear for correct operation, temperatures, and sufficient hydraulic oil reserve.
Check all bilges and structural condition of machinery spaces, rectify any leaks if possible. Make sure all engine room bilge wells are empty or much below the high alarm level. Make sure high-level alarms are operational
The air bottles should be fully charged up to 30 bar. The pressure switches of the main air compressors ensure air bottles have sufficient pressure all the times. also check and drain any oil moisture from air compressors
All watertight doors and hatches closed.
All standby plant, fire pumps and emergency generator must be placed in Auto, Remote or Standby controls for immediate activation.
All fire detectors and fire fighting equipment must be checked for correct operation and must be put in auto
Upon arrival at the ECR inform the bridge youve conducted the safety round and let them know any significant details of the machinery and or if everything is functioning normally and then record and log all findings,
Establish whether the “UMS mode” performed to expectations. and when appropriate report to the Chief Engineer and submit the completed report of findings.
State, with reasons, eight areas or items that should be checked by the duty engineer before taking over the watch.
- Any special modes of operation dictated by conditions such as weather, ice, contaminated water, shallow water, etc. – This helps establishing the best counteracting actions.
- The exhaust smoke colour leaving from the funnel – This helps establishing the proper air/fuel ratio is being maintained.
- The condition of the bilges and tanks (slop, reserve, sewage, etc.) – This makes the engineer aware of the present condition and helps him plan for future actions.
- The condition and level of fuel in the tanks – for ensuring enough fuel for the voyage.
- The condition of monitoring and control console equipment – For establishing which equipment is being operated manually.
- The availability of fire-fighting appliances – Ensuring a state of readiness should an emergency arise.
- Any special modes of operation dictated by equipment failure or adverse ship conditions – This helps establishing the best counteracting actions.
- The condition and mode of operation of the various main and auxiliary systems – This helps making the duty engineer aware of the machinery status.
Outline a safe procedure for final daily watch-keeping checks of an engine room which is designated UMS.
Inform the bridge on way to the E/R. and tell them you are now in command of the engine room. the duty officer on the bridge should always know your location so in addtion to informing the officer before going down to take control of engine room you should also inform them when you are leaving the engine room.
Once your in the E/R, switch engine room control mode from UMS mode to manned mode. As well as carry out a thorough engine room safety walk around. before carrying out a safety walk around activate the dead man alarm and keep resetting at set intervals. dead man alarm system provides a safeguard for the duty engineer who enters the machinery space during periods of UMS operation. Should that engineer get into difficulty whilst alone in the machinery space, the dead man alarm system provides an indication by activating an alarm if not reset at set intervals so that others are made aware that the engineer is in the engine room but unable to respond at which point other crew members will need to find out where the duty engineer is and if he or she is in any danger.
Once dead man alarm is activated its reset at set intervals of 24mins dependent on the design. then proceed to conduct a safety round in accordance with SMS and UMS company checklist to check the status of all the machinery and equipment
the safety round will include doing the following;
Check and drain off sludge from settling and service tanks to check for the presence of water and to clear the settiling and service tank of sludge to ensure that tanks and fuel system remain in good condition,
Check all fuel treatment plant equipment. so FO and LO puifier, FO and LO pumps and heaters.
Check the condition of running plant, heat, pressures and vibration.
all engine room tanks such as FW expansion tank, ME Cylinder oil day tank, Generators sump tank, FW tanks, Cascade tank, FO tanks, MGO tanks, Stern Tube LO tanks
, the sump level tank of main engine, the flow of oil to turbochargers and main bearings
the aux engines for correct sump levels and pressures, the boiler for water level and steam pressure.
Check the steering gear for correct operation, temperatures, and sufficient hydraulic oil reserve.
Check all bilges and structural condition of machinery spaces, rectify any leaks if possible. Make sure all engine room bilge wells are empty or much below the high alarm level. Make sure high-level alarms are operational
The air bottles should be fully charged up to 30 bar. The pressure switches of the main air compressors ensure air bottles have sufficient pressure all the times. also check and drain any oil moisture from air compressors
All watertight doors and hatches closed.
All standby plant, fire pumps and emergency generator must be placed in Auto, Remote or Standby controls for immediate activation.
All fire detectors and fire fighting equipment must be checked for correct operation and must be put in auto
Upon arrival at the ECR inform the bridge youve conducted the safety round and let them know any significant details of the machinery and or if everything is functioning normally and then record and log all findings,
Establish whether the “UMS mode” performed to expectations. and when appropriate report to the Chief Engineer and submit the completed report of findings
Describe the procedure for taking over an engine room watch.
Arrive at the watch 20 minutes prior to starting time.
Talk with the outgoing engineer officer and discuss the happenings from his watch.
Read through the engine-room logbook identifying any abnormalities and the general trend.
Check the standing orders for any special requirements.
Check through the planned maintenance book identifying any tasks that could be undertaken in your watch.
Check all readings from the engine-control-room and the main-switchboard.
Contact the bridge and check everything is ok and inform them you are about to take a walk round of the engine-room.
Check the condition of all running plant, for abnormal noise and running conditions.
Check the levels of the settling and service tanks, drain sludge and water accumulation.
As EOOW, explain how to safely carry out the complete bunkering operation of a ship.
Assumption: Pre-bunkering plan and meeting has already been carried out:
- Ensure everyone involved is fully aware of their responsibilities. Ensure watch keeper knows what tanks are to be filled and opens the valves, accordingly, keeping in mind to leave room in the tanks for the final blow down.
- Make sure SOPEP equipment is in place. Close any scuppers to prevent oil getting into the water and vice versa.
- Empty or take soundings on overflow tanks and the fuel tanks fuel is being put into.
- Establish/identify emergency stop stations.
- Check on-board communication is satisfactory.
- Ensure barge moorings are secured.
- Agree a means of communication with the bunker barge (agree on start/stop signals, etc.).
- Check for paperwork (fuel grade, density, etc.).
Secure and support the inlet hose with a deck crane. Establish suitable flow rate
Receive permission from the port before starting operation and once received commence bunkering.
- Once completed, make entry in the appropriate logbook.
Conduct final soundings to ensure you received the correct quantity.
C/E signs final paperwork and hose can be released.
List eight actions to be taken by the EOOW to ensure the safe passage of the vessel through an area of heavy weather.
- Inform the C/E of conditions ahead.
- Secure pieces of equipment and/or any loose items.
- Drain fuel tanks, as water that might have settled in the bottom could mix again with fuel.
- Ensure engine sump tank lube oil level is high enough to avoid engine lube oil starvation.
- Ensure low sea suction is used.
- Empty the bilges.
- Reduce engine speed if applicable to help ensure propeller remains underwater throughout. Consult the bridge first.
- If engine is slowed down, prepare another generator to be put on load as it might become advisable to take the shaft generator off load (due to the reduction in engine rpm).
Ensure that all bilge wells are emptied sufficiently.
Ensure that all watertight doors are closed.
Ensure that all heavy items are securely stowed and lashed.
Ensure that any chemicals, noxious liquids, flammable or otherwise are stored correctly and securely.
Stop all maintenance work, stow all tools and parts securely.
Ensure all tanks are sufficiently full.
Sufficient water within boiler and boiler system to compensate for rolling.
Sufficient lubricating oil within machinery sumps and service tanks.
All tank vents on deck covered with water-proof hoods.
Ensure that all external openings are securely closed.
All non-essential over-side discharges stopped, and valves closed.
Close forecastle vents, flaps to prevent water ingress.
Check that the 2nd steering gear motor is switched on to give quicker steering response.
As the EOOW list eight reasons for calling the Chief Engineer Officer.
- Oil mist detector alarm indication.
- Blackout/power failure.
- Malfunction of main and auxiliary engines control systems.
- Flooding of Engine Room.
- Manoeuvring or state of readiness.
- Scavenge space fire situation.
- Steering gear equipment failure.
- Problem during bunkering/internal fuel transfer
Abnormality or drastic change in behaviour of main propulsion plant
Main engine slow-down or shut-down trip.
Any situation of which you are unsure of the correct action to take.
Electrical black-out
Oil found in the boiler, gauge glass or hot-well.
Death or injury of any crewmember within the engine-room
Explain the actions that the EOOW should take on discovering the lagging on the main engine exhaust, within the funnel spaces, was on fire.
sound the nearest fire alarm call point.
Inform the chief engineer, bridge, and inform them of the situation and report to the muster station
Ensure the main engine is slowed down and stopped when navigationally safe to do so to reduce heat being generated
once stopped turn off auxiliary blowers if its 2 stroke engine, isolate fuel supply using isolation valves and stopping fuel pump and ER fans and closing all flaps to to prevent air supply.
Prepare the firefighting gear and Start the emergency generator and fire pump, set up fire hoses around the area and start boundary cooling on outside areas using flood quantities of water to cool the area and attack the fire.
Block all turbocharger air inlets and remove lagging.
Start emergency bilge if levels increase beyond that of the bilge pump.
Once the fire is extinguished, carry out investigation to find out the causes of fire.
- a) State FOUR legal documents which are found in the engine room. (8)
b) State the procedure to be carried out if you found no one in the engine room
when taking over a watch (8)
a.) oil record book
engine room log book
machinery running hours record book
Planned maintenance system records
ER sounding record book
work and rest hours record book
permit to work records
b.) upon finding no one present in ER inform bridge and C/E about situation and get assistance
activate dead man alarm
check C/E standing orders to see if there’s any indication as to where the duty officer might be
check notice board in ER for same reason as point above
call previous duty officers cabin and when assistance arrives one person to check the cabin
conduct a search of the engine room and accommodation areas
ensure to reset dead man alarm system before pre set time
once person has been found inform bridge and C/E
a) Define the term “enclosed space” (2)
b) State three areas on board a ship that would be designated as an enclosed
space; (6)
c) Describe the procedure for the entry into an enclosed space. (8)
a.) any space with limited openings and entry, inadequate ventilation, inadequate lighting and or unsafe to occupy for a long period of time due to toxic gases and limited amount of oxygen
b.) The following areas would be designated as an enclosed space on ships:
* Fuel tanks;
* Chain lockers;
* Cargo and ballast tanks;
* Cofferdams;
* Paint lockers;
* Pump rooms;
* Engine crankcase
- clean drain tank
- scavenge space
c.) Prior to entry, the following procedure should be followed.
- A safety meeting should be held prior to the entry to discuss all aspects of safety and operational measures.
only competent personnel to assist with the job and ensure all necessary equipment is prepared outside of the enclosed space beforehand. - An enclosed space entry permit should be obtained for authorization Enclosed space permit should only be issued after tests have been carried out to ensure that the atmosphere can
sustain life. - Possible hazards associated with the entry should be identified and the risks assessed by completing a risk assessment
- Proper ventilation of the space should be carried out. This can be done by using a portable fan for example. if entering scavenge space auxiliary blower can be used if its a 2 stroke engine.
Ventilation should be carried out for a period of 24hours prior to entry to remove all toxic gases like nitrogen , carbon monoxide and sulphur and to ensure oxygen level is increased to 20.9% to ensure the space is survivable and for anyone entering to able to continuously occupy the space. the minimum oxygen needed is 20.9% and if below continuously keep ventilating the space until level is reached.
Space should be isolated from fuel or starting air and any other appropriate isolation devices used.
- A standby and/or rescue person/team should be in place outside the space for safety.
- atmosphere should be checked and evaluated. The testing should include:
o Checking for oxygen levels ( 20.9%);
o Checking for flammable gases in atmosphere (ideally less than 1% of the LFL or LEL);
o Checking the presence of toxic/poisonous gases (ideally bellow TLV – might vary for different gases).
a gas analyser or atmosphere monitor is used at different levels to check for toxic gases.
- Need for precaution against extreme temperature, lighting arrangement and special clothing and/or equipment should be evaluated; EEBD might be used in extreme cases
use an extension hose and pump unit in order to check specific areas in large double bottom tanks. attach a gas analyser to the hose and then throw line inside tank space. line is attached to a pump unit, this can test the atmosphere at different areas/levels.
(CO2 heavier than air (test at top))
(CH4 (methane) lighter than air test at bottom of tank)
a) State the meaning of the term enclosed space. (4)
b) Explain the procedure for preparation for entry into a cofferdam prior to an inspection. (12)
a.) any space with limited openings and entry, inadequate ventilation, inadequate lighting and or unsafe to occupy for a long period of time due to toxic gases and limited amount of oxygen
b.) Prior to entry the following prerequisites must be completed.
- Enclosed Space Entry permit and all other permits to be made.
- Briefing with the Officer in charge for the planned work to be carried out
- Permission from the master obtained.
- LOTO (lock out tag out to be completed if necessary).
- All rescue equipment to be brought to the entrance of the enclosed space and rescue plan to be made.
- Work Area to be secured to prevent entry to the workspace.
- Once Space has been opened up, thorough and continuous forced ventilation to be maintained.
- After sufficient period atmosphere inside the space to be tested and verified safe for entry.
- Adequate lighting to be provided.
- Once all prerequisites completed Permit to be signed by all entrance and a tank sentry assigned.
- Entrants will be issued with their own atmosphere monitoring equipment and emergency breathing device.
- Ensure all entrants are wearing adequate PPE for the task in hand.
- Means of communication (radios) to be tested * On entry Engine control room/Bridge to be informed.
- Periodic communication from entrants and sentry to be maintained.
- On completion of entry all personnel to be accounted for and equipment to be verified removed, Enclosed entry can now be closed.
- Engine control room/Bridge to be informed and permits complete.
- Atmosphere monitoring equipment
- Rescue equipment
- Emergency breathing device
- Intrinsically safe lighting
- Means of forced ventilation
With reference to a steam heating coil in a fuel storage tank developing a leak:
a) State how the leak would be detected; (4)
b) State the immediate action to be taken when the leak is detected; (4)
c) Explain how the leak may be traced; (8)
a.) The first indication of a leak in such a line would be noted in the condensate return line to the “observation/inspection tank” leading to the hotwell. That would be a general indication of a leak in any of the contaminated systems. Further investigation could be carried out using one of the following basic methods for detecting leaks:
* Inventory review.
* Tank leak testing.
* Monitoring leak effects (pressure/flow monitoring).
Boiler pressure loss.
Rapid temperature change.
Excess from settling tank water.
Steam from tank vents.
Fuel in hot well.
Oil sensor in the condensate return.
b) After detecting the leak, a senior officer should be informed, and the concerned line should be immediately isolated. Further actions for line repair/renewal should then be discussed. Divert the returns. Take samples from boiler. Call C/E.
c) Steam heating lines outlet from oil tanks are normally fitted with “test cocks”. Any traces of fuel coming out from the test cock would be an indication of a leak in the line. Alternatively, the leak may also be traced using one or a combination of the basic methods mentioned above in Q4 a). Check ER log to see if any of the steam heating coils have been turned on recently. Close both valves and allow the tank to cool down. Open the condensate drain valve and open the inlet valve to steam coil, if oil is seen in the drain valve, then you found the correct tank.
The steam heating coil in a heavy fuel oil service tank has a suspected leak.
a) Explain how the fault may be detected. (8)
b) Outline a safe tank preparation and entry procedure to make a repair. (8)
a.) Steam heating lines outlet from oil tanks are normally fitted with “test cocks”. Any traces of fuel coming out from the test cock would be an indication of a leak in the line. Alternatively, the leak may also be traced using one or a combination of the basic methods mentioned above in Q4 a). Check ER log to see if any of the steam heating coils have been turned on recently. Close both valves and allow the tank to cool down. Open the condensate drain valve and open the inlet valve to steam coil, if oil is seen in the drain valve, then you found the correct tank.
b.) Shut down the purifiers.
Empty the fuel tank by using the transfer pump. All servicing pipelines to be sealed, locked and tagged.
Vent the tanks with the portholes open. The atmosphere within the space tested with a calibrated and approved atmosphere testing device, the space shall not be entered if the O2 is less than 20.9 %. Inform bridge about tank entry. Ensue everyone has correct PPE and tank entry gear. Risk assessment and enclosed space permit to work are completed. Ventilation should continue at all times, all persons within to wear personal O2 meters, H2S meters and be familiar with their operation, the atmosphere should be tested regularly during works
With respect to main propulsion engine, state the immediate action to be taken as an EOOW in the event of the following, stating one reason for each:
a.) turbocharger repeatedly surging
b) Air start manifold/branch pipe overheating local to one unit; (4)
c) Low scavenge air temperature alarm; (4)
d) Engine misfires “fuel rail pressure low” alarm activates booster pump pressure high. (4)
a.) turbo charger surging causes high vibration and abnormal noise coming from the compressor side of the T/C. actions to be taken when this happens is to contact the bridge and chief engineer to make a request for engine load to be reduced. then look for indication of fire on exhaust and scavenge air side of engine. engine is load is reduced to lower vibrations caused. carry out level check for coolant and temp and pressure parameter checks. if surging persists engine should be stopped so turbo charger can be fully inspected. it might also be necessary to change the route so weather isn’t as rough.
b.) contact C/E and bridge and request for engine to stopped when its safe to do so. shut of fuel supply to the affected unit. inspect the air manifold branch pipe for signs of damage, if its overheating then its likely there is paint deformation and in severe cases the pipe will be glowing red in colour. this must be dealt with as signs like this indicate a possible starting air line explosion. air compressors must also be drained of oil and water moisture to avoid oil carry over to not provide a fuel source for a possible fire or explosion. check for a leaky air start valve and ensure valve is seated correctly to not allow hot gases produced to leak past and cause air branch pipe to overheat. Determine which air start valve is leaking.
c.) Reduce the cooling water flow rate/increase the temperature of the cooling water to prevent water moisture condensing on the liner and washing off the lubricating oil, which then prevents scuffing and corrosion caused by the removal of lubrication oil. This can be done by first adjusting the engine operating parameters, such as the fuel injection timing and the scavenge air pressure and temperature. followed by the reduction of scavenge air temperature by the charge air cooler to adjust cooling water use the outlet valve on the air cooler.
d.) contact chief engineer and bridge and request for engine to be slowed down to reduce speed. change the fuel system line (line up the valves) so that the secondary fuel filters are used for the booster pump as this alarm could be caused by blocked filters. then clean any dirty filters and drain any water from the fuel oil service tank and settling tank. fuel rail pressure low means fuel booster pump is varying its speed of delivery of fuel to the main engine rather than running at normal constant speed. check the fuel pressure regulator isn’t faulty and preform a fuel pump overhaul if required. Adjust the FO purifier feed as well.
Enumerate the important actions to be taken by the EOOW in the event of an alarm condition activated on the oil mist detector.
- Acknowledge the oil mist detector alarm then contact the bridge and chief engineer to inform them of situation and get assistance, also to request for engine to be stopped when its safe navigationally safe to do so minimise the amount of damage caused to engine components by the amount of heat generated due to fire. By stopping the engine load the amount of heat generated is reduced.
- When engine has stopped ensure pre lubrication pump is running to increase lubrication to running surfaces
- open indicator cocks and engage turning gear to continuously rotate engine with lube oil circulation to prevent engine seizure.
- Keep clear off crankcase relief door to prevent personnel injury, keep fire extinguisher ready
- Stop auxiliary blowers and engine room fans and open skylight to relieve pressure.
- All crew to evacuate engine room for at least half hour whilst engine is coming to a stop and cooling down, do not enter crankcase at this point in time. if no explosion occurs after about an hour of engine turning renter the engine room
- After about 30 minutes when the engine is sufficiently cooled down, stop lube oil pumps and open crankcase door. if a fire spreads from the crankcase immediately evacuate engine room again and seal it
- carefully enter the crankcase space and if the fire hasn’t burnt out use the correct type of fire extinguisher and extinguish the fire depending on if the fire is small or large.
- if its a large fire instead start emergency generator and emergency fire pump and set up fire hoses outside of engine room space and prepare for firefighting or CO2 flooding.
- then locate hotspot by observing for any colour change and using a temperature monitoring device check all bearings and inspect the bottom of the crankcase for any metal shards
- ensure to make a thorough inspection of any hot bearing’s, piston bottom end bolts, guides and piston rods.
- once inspection is complete and all problems have been rectified inform bridge and start engine again and gradually increase speed and ensure parameters such as exhaust gas temperatures are normal.