1. DAY 1: MODULE 1

2. Terms used in machinery spaces and names of machinery and equipment:  LOW SPEED DIESEL ENGINE  The low-speed engine is characterized by rated speeds in the range of 80–200 revolutions per minute.  In all cases it is a two-stroke engine supercharged by exhaust-gas turbochargers.

3.  These extremely large two-stroke engines have power outputs up to approximately 85 MW (114,000 hp), operate in the range from approximately 80 to 200 rpm and are up to 15 m (50 ft) tall, and can weigh over 1,800 tons.

4. These engines typically use direct injection running on cheap low-grade heavy fuel, also known as Bunker C fuel, which requires heating in the ship for tanking and before injection due to the fuel's high viscosity. The heat for fuel heating is often provided by waste heat recovery boilers located in the exhaust ducting of the engine, which produce the steam required for fuel heating. Provided the heavy fuel system is kept warm and circulating, engines can be started and stopped on heavy fuel…

6. Medium speed engines are used in large electrical generators, ship propulsion and mechanical drive applications such as large compressors or pumps. Medium speed diesel engines operate on either diesel fuel or heavy fuel oil by direct injection in the same manner as low speed engines.

7. Medium Speed Diesel Engine are usually 4 stroke diesel engine that run at a speed or Crankshaft Revolution ranging from 300 to 1000 rpm.

8.  The modern steam turbine is an action turbine (no reaction turbine), i.e. the steam jet meets from a being certain nozzle the freely turning impeller.  There's a high pressure in front of the turbine, while behind it a low pressure is maintained, so there's a pressure gradient: Steam shoots through the turbine to the rear end.  It delivers kinetic energy to the impeller and cools down thereby the pressure sinks.

9.  The Dangers of Steam  Given the high pressures and temperatures of steam engines, it's not surprising that explosive accidents have peppered the technology's development. For this reason, boilers -- ranging from simple pressure cookers to power plants -- are equipped with some manner of safety valve.  When the pressure inside the boiler becomes too great, excess steam is released through the valve to prevent an explosion. These devises are typically weight or spring powered and require a set level of pressure to open the valve.  However, accidents still occur. Explosions due to the intentional or accidental deactivation of safety valves were fairly common in the 19th century. The bad press from such incidents proved a hurdle to steam pioneers and inventors of the day.

10.  A four-stroke engine, also known as four-cycle, is an internal combustion engine in which the piston completes four separate strokes—intake, compression, power, and exhaust—during two separate revolutions of the engine's crankshaft, and one single thermodynamic cycle.

11. Intake The intake valve opens, and fresh air (containing no fuel), is drawn into the cylinder. Compression As the piston rises, the air is compressed, causing its temperature to rise. At the end of the compression stroke, the air is hot enough to ignite fuel. Injection Near the top of the compression stroke, the fuel injector drives fuel into the cylinder. The fuel immediately ignites upon contact with the hot compressed air Power As the fuel burns, the gas in the cylinder heats and expands, driving the piston. Exhaust The exhaust valve opens, and the exhaust is driven out of the cylinder.

12. A two stroke engine, also known as two-cycle, is an internal combustion engine in which the piston completes two separate strokes—scavenging- compression & power – exhaust during one revolution of the engine's crankshaft, and one single thermodynamic cycle.

13.  The two-stroke diesel cycle goes like this:  When the piston is at the top of its travel, the cylinder contains a charge of highly compressed air. Diesel fuel is sprayed into the cylinder by the injector and immediately ignites because of the heat and pressure inside the cylinder.  The pressure created by the combustion of the fuel drives the piston downward. This is thepower stroke.  As the piston nears the bottom of its stroke, all of the exhaust valves open. Exhaust gases rush out of the cylinder, relieving the pressure.  As the piston bottoms out, it uncovers the air intake ports. Pressurized air fills the cylinder, forcing out the remainder of the exhaust gases.  The exhaust valves close and the piston starts traveling back upward, re-covering the intake ports and compressing the fresh charge of air. This is the compression stroke.  As the piston nears the top of the cylinder, the cycle repeats with step 1.

14. An air compressor is a device that converts power (usually from an electric or diesel or gasoline engine) into kinetic energy by pressurizing and compressing air, which is then released in quick bursts. There are numerous methods of air compression, divided into either positive- displacement or negative- displacement types.

15. A heat exchanger is a component that allows the transfer of heat from one fluid (liquid or gas)to another fluid. Reasons for heat transfer include the following: 1.To heat a cooler fluid by means of a hotter fluid 2.To reduce the temperature of a hot fluid by means of a cooler fluid 3.To boil a liquid by means of a hotter fluid 4.To condense a gaseous fluid by means of a cooler fluid 5.To boil a liquid while condensing a hotter gaseous fluid. Regardless of the function the heat exchanger fulfills, in order to transfer heat the fluids involved must be at different temperatures and they must come into thermal contact. Heat can flow only from the hotter to the cooler fluid.

16. Shell and Tube Heat Exchanger  Shell and tube heat exchangers are comprised of multiple tubes through which liquid flows. The tubes are divided into two sets: the first set contains the liquid to be heated or cooled. The second set contains the liquid responsible for triggering the heat exchange, and either removes heat from the first set of tubes by absorbing and transmitting heat away—in essence, cooling the liquid—or warms the set by transmitting its own heat to the liquid inside. Plate Heat Exchanger  Plate heat exchangers consist of thin plates joined together, with a small amount of space between each plate, typically maintained by a small rubber gasket. The surface area is large, and the corners of each rectangular plate feature an opening through which fluid can flow between plates, extracting heat from the plates as it flows.

17. Regenerative Heat Exchanger  In a regenerative heat exchanger, the same fluid is passed along both sides of the exchanger, which can be either a plate heat exchanger or a shell and tube heat exchanger. Because the fluid can get very hot, the exiting fluid is used to warm the incoming fluid, maintaining a near constant temperature. A large amount of energy is saved in a regenerative heat exchanger because the process is cyclical, with almost all relative heat being transferred from the exiting fluid to the incoming fluid. To maintain a constant temperature, only a little extra energy is need to raise and lower the overall fluid temperature. Adiabatic Wheel Heat Exchanger  In this type of heat exchanger, an intermediate fluid is used to store heat, which is then transferred to the opposite side of the exchanger unit. An adiabatic wheel consists of a large wheel with threads that rotate through the fluids—both hot and cold—to extract or transfer heat.

18.  Steam heaters are used to pre-heat fuel oil.  Heaters are used to pre- heat or maintain the temperature of fluids and reduce its viscosity. For example heavy fuel oil and lubricating oil are heated to ensure that their viscosity is reduced thereby allowing them to flow more fluidly. Below is an example of an electric fuel oil pre- heater.

19. An oily water separator (OWS) is a piece of shipboard equipment that allows a vessel's crew to separate oil from bilge water before the bilge water is discharged overboard. Bilge water is an almost unavoidable product in ship operations. Bilge water that is generated in proximity to shipboard equipment (such as in the engine room) often contains oil and its direct discharge would result in undesirable transfer of waste oil to the marine environment. By international agreement under the MARPOL convention, most commercial vessels need to be fitted with an oily water separator to remove oil contaminants before bilge water is pumped overboard.

20.  This system minimises the collected sewage, treats it and retains it until it can be discharged in a decontrolled area, usually well out to sea. Shore receiving facilities may be available in some ports to take this retained sewage. This system must therefore collect and store sewage produced while the ship is in a controlled area. The liquid content of the system is reduced, where legislation permits, by discharging wash basins, bath and shower drains straight overboard. Any liquid from water closets is treated and used as flushing water for toilets. The liquid must be treated such that it is acceptable in terms of smell and appearance Various chemicals are added at different points for odour and colour removal and also to assist breakdown and sterilisation. A comminutor is used to physically break up the sewage and assist the chemical breakdown process.

21.  The biological system utilises bacteria to completely break down the sewage into an acceptable substance for discharge into any waters. The extended aeration process provides a climate in which oxygen-loving bacteria multiply and digest the sewage, converting it into a sludge. These oxygen-loving bacteria are known as aerobic.  The treatment plant uses a tank which is divided into three watertight compartments: an aeration compartment, settling compartment and a chlorine contact compartment  The sewage enters the aeration compartment where it is digested by aerobic bacteria and micro-organisms, whose existence is aided by atmospheric oxygen which is pumped in. The sewage then flows into the settling compartment where the activated sludge is settled out. The clear liquid flows to the chlorinator and after treatment to kill any remaining bacteria it is discharged.  Tablets are placed in the chlorinator and require replacement as they are used up. The activated sludge in the settling tank is continuously recycled and builds up, so that every two to three months it must be partially removed. This sludge must be discharged only in a decontrolled area.

22. Main features of the Incinerator Intuitional man-machine conversation interface convenient for operation Continuous solid waste loading device with Pneumatic control, as an option Oil sludge agitation to get mixing and emulsion by a recirculation pump Three kinds of sludge heating source available for choose: elec. elements; steam coil or thermal coil Timely working condition tracing record helpful for malfunction analysis

23. The incinerator is designed to burn solid waste and oil sludge produced onboard, in accordance with following rules and regulation: MARPOL73/78 Annex V, type approval and operating limits for shipboard incinerators IMO resolution MEPC76(40), adopted on 25 Sept. 1997 IMO Resolution MEPC93(45), adopted on 5 Oct. 2000 MARPOL 73/78 Annex VI, Resolution for the Prevention of Air Pollution from ship, adopted on 26 Sept. 1997 and into force on 19 May 2005 A complete incinerator system consists of three main parts: Combustion body Sludge tank with heating elements Exhaust gas fan In which, the combustion body includes: Combustion chamber, Burner, Control panel and built-in accessories; the Sludge tank includes heating elements either elec. heater or steam, thermal oil coil; circulating pump, level switches etc; the Exhaust gas fan includes flue gas fan, flue gas damper, Expansion bellows.

24.  Centrifugal and positive-displacement (i.e., reciprocating) pumps are used to move hydrocarbons, process water, fire water, and wastewater through piping within the SHIP.  Pumps are driven by electric motors, steam turbines, or internal combustion engines.  The pump type, capacity, and construction materials depend on the service for which it is used.

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26. . GATE / GLOBE / NON RETURN VALVES, BALL VALVES, SAFETY VALVES, BUTTERFLY VALVES, SIMPLEX STRAINER, NEEDLE VALVES Gate valves are used when a straight-line flow of fluid and minimum restric­tion is desired. Gate valves are so named because the part that either stops or allows flow through the valve acts somewhat like the opening or closing of a gate and is called, appropriately, the gate. The butterfly valve, one type of which is shown in figure 9-21 may be used in a variety of systems aboard ship. These valves can be used effectively in freshwater, saltwater, JP-5, F-76 (naval distillate), lube oil, and chill water systems aboard ship.

27. Check valve Check valves are those piping valves that prevent backflow. Lets say a running pump malfunctions and stops giving flow. The fluid which has been pumped upstream would try to flow back towards the pump. In order to stop this from happening a check valve is used. A check valve allows flow in one direction only i.e. towards upstream only. Foot Valve Pumps need to be primed before they can be run. A pump would never take suction until and unless it is primed. Priming the pump is simply filling the suction piping of the pump with process fluid. In order to keep the suction of a pump filled e.g. of any pump that "lifts" the flow i.e. which takes the flow from a pit or tank, a foot valve is used. Its a type of an NRV or non-return valve..

28.  Refrigeration is a process in which work is done to move heat from one location to another. This work is traditionally done by mechanical work, but can also be done by magnetism, laser or other means. Refrigeration has many applications, including, but not limited to: household refrigerators, industrial freezers, cryogenics, air conditioning, and heat pumps..

29. . Air conditioning is the removal of heat from indoor air for thermal comfort. air conditioning, mechanical process for controlling the humidity, temperature, cleanliness, and circulation of air in buildings and rooms. Indoor air is conditioned and regulated to maintain the temperature-humidity ratio that is most comfortable and healthful. In the process, dust, soot, and pollen are filtered out, and the air may be sterilized, as is sometimes done in hospitals and public places.

30. The Fuel Oil System is divided into two (2) systems: the Filling & Transfer System and the Service System. The filling and transfer system is arranged to accomplish the following functions: 1. The transfer system is to transfer diesel oil from any storage tank to another via the transfer pump. 2. The transfer of diesel oil from any storage tank to the service tanks via the purifier. 3. The transfer of diesel oil from any storage tank to the deck filling connections for discharge to shore or to another ship via the transfer pump. 4. The transfer of diesel oil from the service tank to any storage tanks via the transfer pump. The purification of a service tank via the purifier..

31.  Fuel Oil Transfer Pump - The Fuel Oil Transfer Pump is driven by a 440 volt, 3-phase, 60 Hertz, 5 horsepower, 1800 RPM motor. It is a rotary type pump with a reduction gear to reduce its speed to 545 RPM. The pump has an approximate discharge pressure of 100 psig. The motor controller is located on the motor control center 2A, which is powered via the ship’s service switchboard. The pump is located in the main motor room, lower level, outboard of the port main motor..

32.  Fuel Oil Purifier -The Fuel Oil Purifier is located in the main diesel generator room, upper level, in the aft port corner. It is located on a common sub-base with the lube oil purifier, which is usually set up for diesel oil operation. The purifiers are supplied with potable water to the bowl closing head tank and to each individual unit. The units are also supplied with ship's service air for valve operation..

33.  Function of lubrication The lubrication system of an engine provides a supply of lubricating oil to the various moving parts in the engine. Its main function is to enable the formation of a film of oil between the moving parts, which reduces friction and wear. The lubricating oil is also used as a cleaner and in some engines as a coolant.  Lubricating oil for an engine is stored in the bottom of the crankcase, known as the sump, or in a drain tank located beneath the engine. The oil is drawn from this tank through a strainer, one of a pair of pumps, into one of a pair of fine filters. It is then passed through a cooler before entering the engine and being distributed to the various branch pipes. The branch pipe for a particular cylinder may feed the main bearing, for instance. Some of this oil will pass along a drilled passage in the crankshaft to the bottom end bearing and then up a drilled passage in the connecting rod to the gudgeon pin or crosshead bearing.

34.  Cylinder lubrication Large slow-speed diesei engines are provided with a separate lubrication system for the cylinder liners. Oil is injected between the liner and the piston by mechanical lubricators which supply their individual cylinder, A special type of oil is used which is not recovered. As well as lubricating, it assists in forming a gas seal and contains additives which clean the cylinder liner.

35.  Domestic Water Systems And Fresh Water Generating Plants  A considerable amount of fresh water is consumed in a ship. The crew consumes an average 100 liter/head/day. In a steam ship (a ship whose main propulsion unit is steam turbine or a ship which is a large tanker having steam turbine driven cargo oil pumps) the consumption for the boiler can be as high as 30 tonnes/day.

36.  Sufficient potable water may be taken on in port to meet crew and passenger requirement but the quality of this water will be too poor for use in water tube boilers. It is common practice to take on only a minimum supply of potable water and make up the rest by distillation of seawater. is statutory requirement to have a distillation plant for emergency use if otherwise ship has carried sufficient potable water.

37. Working principle:  Working principle of the low pressure evaporator is that, boiling point of water can be reduced by reducing the pressure of the atmosphere surrounding it. By maintaining a low pressure, water can be boiled at low temperatures say 50 degree Celsius. The source of heat could be waste heat rejected by main engine jacket cooling water.  Hence using energy from a heating coil, and by reducing pressure in the evaporator shell, boiling can takes place at about 40 to 60 degree Celsius. This type of single effect plant is designed to give better economy than obsolete Boiling Evaporators..

38. SUCH PLANTS ARE WIDELY USED BECAUSE:  Control over type of scale formed.  Heating medium can be at relatively low temperature. (e.g. diesel engine jacket water or waste steam)  Improved heat transfer across the heating element. This is due to higher temperature difference for lower pressures..

39.  Using the simulator, the instructor shall explain the operational aspect of this system and ensure to elaborate the significance of monitoring the temperatures, pressures and water level in this system. Likewise, in lining up, the trainees should understand the importance of proper procedures of lining up and start up..

40.  WATCHKEEPING DEFINED  Basically watchkeeping is what is says - keeping a watch. The watch has to be kept on hundreds of machineries and equipment that are there on the ship, especially in the engine room and bridge.  Watchkeeping means that for a specific time interval (normally 4 hours) one (or more) certified engineer and one or more ratings are responsible for the engine room operations and maintenance.  Read about the important points to be kept in mind by the engineer taking over watch, and the one handing it over on a ship.

41. Following points must be kept in mind Type of the ship  Type and condition of the machinery  Adequate supervision at all times  Operation of the ship at bad weather, ice, and in contaminated/traffic watersship at bad weather  Qualification and experience of engineer on the watch  Safety of life, ship and cargo  Protection of environment  Observant of international, national & local regulations  Maintaining the normal operation of the ship.

42. Handing over of watch  The watch of an engineer (even it applies to navigating watches) is certainly tiring so when the time for change comes, the person getting relieved should not rush out but should keep certain points in mind  Handing over Watch keeper should judge the relieving watch keeper whether the relieving engineer is in the state of taking over the watch and capable of carrying out the duties; if not he has to inform to the chief engineer immediately  The handing over watch keeper should satisfy himself that the person who is taking over the watch will do his duty properly and effectively..

43. Taking over of watch  Any standing orders and the special instruction of the chief engineer relating to the operation of the ship systems and the machinery have to be carried out during the watch.  Nature of all work being performed on the machinery, in the engine room and in the system, personal involved and note any potential hazards.  The level of the bilges, ballast and the deballast works, sounding of slop tanks, sewage tanks and special requirements for the disposal of the above contents  Level of fuel oil, diesel oil in storage tank, service tank & daily tanks  Condition of operation of the main and auxiliary engine and the power distribution system.

44. Taking over of watch  Condition of the monitoring and the control console equipments  Boiler control system, flame and combustion control, fuel supply and other safety trips in boiler  Bad weather, ice, other contaminated water or shallow water ready to face adverse condition  Alternative operation if some equipment fails  Engine room rating duties to be assigned  Fire fighting appliance availability  Engine room log book, checking for oil measurements and all necessary entries has to be checked.

45. Taking over of watch  Any malfunction of machinery or loss of steering and in the event of fire to be informed immediately to bridge.  Chief engineer to be informed in case of engine damage or malfunction and break down of propulsion machinery, monitoring and governing system and any emergency.  He should make sure air or steam pressure is available for sound signals.  In coastal or congested waters he should make sure adequate reserve of power for steering and manoeuvring equipments.  Emergency steering and other auxiliary equipments should be kept ready for immediate operation..

46. Things to know for a watch keeper  The watch keeping engineer should make use of internal communication equipments.  Escape route from machinery spaces.  Alarm system and distinguish the various alarm special reference to fire alarm.  Location of fire fighting equipments and damage control gears in the machinery spaces and their use and safety precautions to be observed.  Any machinery not functioning or expected to be noted.  Plans to be made for the finest action.If manned, watch keeping engineer should be able to operate propulsion equipments if there is any need to change direction or speed..

47. Things to know for a watch keeper  In UMS ships, the watch keeping engineer should be available if there is a call.  All bridge orders should be executed.  On going maintenance of all machinery to be carried out on all electrical, hydraulic, pneumatic mechanical works. Should know the isolation and by passing the machine when call for stand by he should be in state of readiness.  Watch keeping engineer should not take any duties other than watch keeping adequate rounds should be taken in steering gear compartments.  Watch keeping engineer should not leave the machinery space Un-supervised, he should make subsume if necessary..

48. Things to know for a watch keeper  Watch keeping engineer should take action to contain the effects of damages resulting from break down, fire, flooding, rupture and collision.  All events related to main and auxiliary machinery suitably recorded before off duty. He should co-operate with the preventive maintenance work.  Any malfunction of machinery or loss of steering and in the event of fire to be informed immediately to bridge.  Chief engineer to be informed in case of engine damage or malfunction and break down of propulsion machinery, monitoring and governing system and any emergency..

49. Things to know for a watch keeper  He should make sure air or steam pressure is available for sound signals.  In coastal or congested waters he should make sure adequate reserve of power for steering and manoeuvring equipments.  Emergency steering and other auxiliary equipments should be kept ready for immediate operation. Watch-keepers must be familiar not only with the main engine components, but also with the location of all the engine room auxiliaries; switchboard, lube oil, jacket and seawater circ pumps and relevant coolers, generators, air compressors and vessels, shaft tunnel bearings, and stern gland..

50. Engine room watch requires adequate number of watch keepers. STCW as amended specifically requires that the Chief Engineer must ensure provision of adequate watch keepers to ensure proper monitoring of engine room conditions and maintain safe operation of machinery. Engine Room Layout Familiarization  Watch-keepers must be familiar not only with the main engine components, but also with the location of all the engine room auxiliaries; switchboard, lube oil, jacket and seawater circ pumps and relevant coolers, generators, air compressors and vessels, shaft tunnel bearings, and stern gland..

51. Duties and responsibilities  Licensed Officers: Chief Engineer -- In charge of and responsible for all of the machinery aboard ship. First Assistant Engineer -- In charge of maintaining machinery in fireroom and engine room. Stands 4-8 watch. Second Assistant Engineer -- Responsible for fuel oil, fresh water and care of the boilers. Stands 12-4 watch..

52. Duties and responsibilities  Third Assistant Engineer -- Maintains electrical equipment and auxiliaries under direction of the first assistant. Stands 8-12 watch.  Junior Engineer -- (May or may not be licensed.) Stands engine room or fireroom watch under regular watch engineer on larger ships..

53. Duties and responsibilities Unlicensed Qualified Members of the Crew: ◦ Deck Engineer -- Keeps in repair all deck machinery, such as cargo winches, anchor windlass, etc. Works day work. ◦ Oiler -- Oils the bearings of the main engine and auxiliaries. Stands watch in engine room. Maintains proper water level in boilers and has charge of firemen. Stands watch in fireroom. Operates oil burning system to generate steam in boilers and on small and medium sized vessels also acts as watertender. Stands watch in fireroom; Unlicensed and Unqualified Member of the Crew: ◦ Wiper -- Performs manual labor in engine department, such as cleaning and painting and assists in repair work. Works day work..

54. Duties and responsibilities  Unlicensed Members Carried on Some Vessels in Addition to Earlier Mentioned Positions:  Machinist -- Performs necessary machine repair work. Works day work.  Refrigerating Engineer -- Operates and maintains refrigeration systems on refrigerator vessels.  Electrician -- Carried on vessels which have considerable electrical equipment.  Pumpman -- Always carried on tanker vessels. Operates and maintains cargo pumps and valves.  Storekeeper -- Keeps check on supplies and spare parts on large vessels..

55. . The experienced watch-keeping engineer will be familiar with all the engine room auxiliaries, including their location, function and operating parameters in particular their optimum working temperatures and pressures. The following passage shows the location of these auxiliaries such as the flywheel, generator engines and so forth, noting their purpose and what the watch-keepers duties are in relation to their efficient running.

56. . PROPER USE OF TOOLS AND USE OF COMMON SENSE…

57. USE PROPER SIGNAGE & TAGS

58. MOST OF THESE INJURIES USUALLY INVOLVE THE HEAD, EYES, EARS, RESPIRATORY SYSTEM, HANDS, OR FEET

59. IN EVERY JOB THAT WE HAVE TO DO WE NEED TO CHOOSE THE RIGHT PPE

60. WHEN WORKING AT HEIGHTS WE NEED TO SECURE OURSELF

61. SECURE STAGING, LADDERS WHEN USING THEM… SLIPPAGE CAN CAUSE LIFE…

62. SPARES, TOOLS AND OTHER EQUIPMENT MUST BE PROPERLY SECURED TO PREVENT THEM FROM INJURING ANYBODY FALLING OR ROLLING TOOLS OR SPARE CAN HARM ANYBODY

63. MARINE POLLUTANTS SUCH AS OIL HAS DEADLY EFFECTS TO THE MARINE ENVIRONMENT

64. MARINE LIFE WILL SUCCUMB TO THE DREADFUL EFFECTS OF LIFE.

65. MARPOL 73/78 REQUIRES THAT VESSELS SHOULD REPORT TO THE NEAREST COASTAL STATE OR AUTHORITY ANY INCIDENT OR IDENTIFICATION OF AN OIL SPILL. THE REPORT SHOULD CONTAIN THE FOLLOWING INFORMATION: Identity of ship involved Time, type and location of incident Quantity and type of harmful substances involved; Assistance and salvage necessary

66. Ways of Disposing of Fuel Oil Sludge: By on board incinerator By stowage on board for eventual discharge ashore On other vessels there may be arrangements by which the sludge can be burnt in an auxiliary boiler.

67. . Bunkering is the process of refuelling the ship or it is the process of transferring fuel oil from a Barge or a Jetty going to the ship’s bunker tanks. This operation is very critical and prone to incidents resulting to Oil Spill. It is then very important to watchkeeping personnel to ensure that necessary preparations, precautions and alertness during watch to ensure that this operation is successfully completed. Ships bunker operation involves many hazards and careful consideration will need to be made for safe planning and execution.

68. . Bunkering is one of the main responsibilities of a Chief Engineer. He is the overall in charge in the bunkering operation and must ensure that all necessary plans and preparations are undertaken and shall be well implemented without any undue delays. The following items should be considered first to establish the point of preparation needed for the bunkering operation: 1.Has the Pre-loading plan been prepared? 2.And has the plan been included followings? 3.Identification, location, capacity of tanks receiving oil Level, type of liquid in each bunker tank prior to scheduled bunkering 4.Planned final ullage/innage, and planned final percent of each to be filled. 5.Sequence for tanks to be filled 6.Procedures to monitor all bunker tank levels and valve alignments 7.Also is Pre-bunkering Plan copy posted at a place where the plan is easily seen by vessel personnel engaged in bunkering?

69. . CONFIRMATION AT BEGINNING OF BUNKERING a)Has bunker requisition form given by supplier had all information? (Specific gravity, Sulphur Content, Viscosity, Grade and Quantity etc.); b) Has the commence of the bunkering been notified to the watch keeping personnel in Deck department and announced on board? c) Is there any leakage from the hose connection? d) Is there any leakage from the bunkering-related line and valves? e) Has oil flow through the planned line been confirmed by listening to with the ear on the pipe? f) Is oil flowing into the prescribed tank? (Confirm the inflow by air blow, inflow noise, level change, and so on). g) Check the respective tank sounding manually and confirm. h) Has air blow through an air vent for the tank into which oil is to be supplied been confirmed? i) Is not there any change in level in the other tanks? j) Is continuous measurement kept until the inflow to the prescribed tank and the inflow rate are confirmed? k) Is oil supply rate proper? l) Has the time when the bunkering started been recorded?

70. . Pre-Bunker Checklist 1. State of adjacent waters noticed 2. Vessel properly secured to dock 3. Check suppliers product corresponds to ordered product 4. Agree quantity to be supplied 5. Check valves open 6. Day tanks full and supply valves closed 7. Warning signs in position e.g. No Smoking 8. SOPEP plan available 9. Clean up material in place 10. Oil Boom in place 11. Foam fire extinguisher placed at bunker station 12. Alfa Laval and transfer pumps off 13. Fuel tank supply valves open 14. Agree stop/start signals between vessel and barge/truck

71. . Pre-Bunker Checklist 15. Bravo flag flying/red light showing 16. Agree pumping/transfer rate 17. Agree emergency shut down procedure 18. Specification sheet received 19. Check hose and couplings are secure and in good order 20. Fuel nozzle and hose secured to vessel 21. Check barge/truck meters Reading: 22. Check on board meters Reading: 23. Bunker Valve open 24. Unused manifold connections blanked off 25. Master informed 26. Signal pumping to commence The above checklist has to be completely filled religiously by both the ship & barge personnel. Please move on to the next page by clicking below

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73. . SOPEP - Shipboard Oil Pollution Emergency Plan SOPEP Equipment: The SOPEP Locker must have minimum of the below specified items: 1. absorbent roll 2. absorbent pads 3. absorbent granules 4. absorbent materials 5. brooms 6. shovels 7. mops 8. scoops 9. empty receptacles (200 ltrs capacity) 10. portable air driven pumps 11. oil boom 12. oil spill dispersants.

74.  During start of the bunker the pumping rate is kept low, this is done so as to check that the oil is coming to the tank to which the valve is opened.  After confirming the oil is coming to the proper tank the pumping rate is increased as agreed before.  Generally only one tank filling is preferred because gauging of more than one tank at a time increases the chances of overflow.  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 so as to top up the tank, and then the valve of other tank is opened.

75.  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 control room but this is only to be relied if the system is working properly.  The temperature of bunker is also to be checked; generally the barge or supplier will provide the bunker temperature. Temperature above this may lead to shortfall in bunker.  A continuous sample is taken during bunkering with the help of sampling cock at the manifold.

76.  Draught and trim of the ship is checked.  Take sounding of all the tanks bunkered.  The volume bunkered should be corrected for trim, heel and temperature correction.  In general for each degree of increase in temperature the density should be reduced by 0.64 kg/m3.  Four samples are taken during bunkering. One is kept onboard, one for barge, one for analysis, one for port state or IMO. One sample is given to barge.  The chief engineer will sign the bunker receipt and the amount of bunker received.  If there is any shortfall of bunker received the chief engineer can issue a note of protest against the barge/supplier.  After everything is settled the hose connection is removed.  The sample is sent for laboratory analysis.  The new bunker should not be used until the report from the lab. After Bunker Checklist

77. Sounding of Tanks  The process of quantifying the quantity of liquid present inside a tank is called "sounding". We all are aware of storing water in head/gravity tank in our house.

78. Sounding of Tanks  Responsible personnel should ensure that sounding of all tanks is done prior to bunkering to make sure that contents are verified & minimize the possibilities of overflow. Likewise, sounding must be conducted to the barge tanks to verify the contents of the barge and that the possibilities of deceit is minimized..

79. Sounding of Tanks  As we are aware, bunker tanks are used to carry the entire volume of fuel required for the safe sea passage. When a ship sails from a port to other, the fuel is getting consumed everyday and subsequent transfer which has to be done from various fuel oil bunker tanks to ships settling & service tanks for the use of propulsion.

80. Bunkering Communication  The following are communicati on guides between the ship and the barge during Bunkering Operations as recommende d by the Washington State Department of Ecology

81. . END OF DAY 1…