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1. Lubrication of Main Engine: Start pre-lubrication of the engine well before starting the
marine engine. For the main engine it should be started before 1 hour and for auxiliary 4-
stroke engines at least 15 minutes in advance.
2. Check All Important Parameters: After starting the lubrication pump, check lube oil levels
and all other running pump parameters such as cooling water pressure, fuel oil temp and
pressure, control and starting air pressure etc. to ensure that all are in the accepted range.
3. Open Indicator Cocks and Blow Through: All the indicator cocks of the marine engine must
be opened up for blow through of combustion chamber prior starting in order to avoid
hydraulic damage because of water leakage
4. Rotate the Crankshaft: Rotate the crankshaft of the marine engine by means of turning gear
so that all the parts are thoroughly lubricated before starting.
5. Manually Check Turning Gear: Ensure that the turning gear is properly disengaged by
checking it locally even when the remote signal is showing-“disengaged” sign. Some auxiliary
engines are provided with tommy bar for rotation, ensure that it is removed from the
flywheel before the engine is started.
6. Check Jacket Cooling Water Temperature: The jacket cooling water temperature of the
engine should be maintained at least 60 deg C for the main engine and 40 deg C for the
auxiliary engine (it may vary depending upon the KW rating of the engine).
7. . Warm up the Engine: The incoming ship generator should be run at no load for at least 5
mins to allow warming up of the system.
8. . Put Load Sharing Switch to Manual: When 2nd generator is started, it will try to come on
load as soon as possible due to the autoload automation provided for sharing the equal load
(if same rated capacity).
9. . Avoid Excessive Opening of Exhaust Valve: When starting the main engine with hydraulic oil
operated exhaust valves, open the spring air first and then start the hydraulic oil to the
exhaust valve. This will avoid excessive opening of valves.
10. Examine the Engine: Responsible engineers of the ships to be present near the engine when
it is started from a remote position. Auxiliary engine to be started from a local position
(avoid using remote start if possible).
NAVIGATIONAL EQUIPMENT
1. ARPA Automatic Radar Plotting Aid An ARPA or an Automatic Radar Plotting Aid is a
system that is used for creating tracks with the use of radar contacts. This system can
calculate the course, speed and the closest point of approach (CPA) of a tracked object.
This helps to determine if the ship is in danger of colliding with another large object like
an iceberg, another ship or a landmass.
2.
3. ATA or an Automatic Tracking Aid is quite similar to an Automatic Radar Plotting Aid.
This navigation instrument is also used for creating tracks with the use of radar contacts
. 3. Speed and Distance Log Device Speed and distance log device is a piece of
navigation equipment used for measuring the speed and distance that the ship travels
from a particular reference point. In this manner, it becomes easy to calculate the
estimated time of arrival of the ship at a particular place and this time is conveyed to the
port authority.
4. Pilot Card A pilot card is a booklet of information provided to the pilot of the ship. It
consists of information about the ship such as dimension, draught maneuvering,
propulsion equipment, turning circle, etc.
5. Echo Sounder As the name suggests, an echo sounder is a device used for echo
sounding. Echo sounding is a process which is used to measure the depth of water
below a ship by the transmission of sound waves into the water
6. Electronic chart display and information system An Electronic Chart Display and
Information System or an ECDIS is a geographic system of information. It is used for
nautical navigation.
During Pilot’s stay onboard, the effective coordination between him, Master and the other
members of the bridge team is necessary.
“Pilot is a member of Bridge team and when on board Master is not relieved by his
Responsibilities for Safety of Navigation.”
All the records that are relevant to pilotage procedures must be completed. The interaction
sheet between vessel’s bridge team and Pilot is the Pilot Card.
Several machinery and electronic equipment in Engine and Deck department, has to be
tested, synchronized and ready to be used before departure. This equipment should include
(but not limited to) anchors, cables and winches, GMDSS, BNWAS, communication
equipment, gyro and magnetic compasses, ARPA, steering gear, navigational lights, Global
positioning systems, VDR etc.
Also, doors, openings, cargo and handling equipment should be secured in order to avoid
water ingress and to ensure vessel’s stability.
Operators should consider the importance of the vessel’s proper preparation for departure
and supply vessels with the appropriate bridge procedures checklist, taking into account
national and international guidance.This checklist has to be completed by the Officer on the
Watch and it may be used after vessel’s preparation, to ensure that all mentioned actions
have been performed before the working phases.
A useful checklist aiming to provide the necessary steps is required to achieve vessel’s
proper preparation for voyage, may be employed e.g. like the one provided by SQE MARINE
herebelow, containing the following sections:
Passage Plan
Equipment Checks (Tested, Synchronized and Ready for Use)
Ports and Pilotage
Securing for Sea
Before sailing
Bridge Procedures: Preparations for arrival at port
Arrival at port is an important part of a ship’s voyage and there are actions to be taken
aiming to ensure the smooth sail and safe approach of the ship at port. Failure in carrying
out the appropriate procedures might lead to unfavorable situations both for vessel and
port.
Operators should understand that there are some important preparations to be done when
a ship arrives at port. Such procedures are considered critical as there are a number of
complexities involved, and require both engine and deck departments to be prepared in
order to enable safety for ship and crew.
Step1: The crew should focus on key issues related to safe entrance, berthing and cargo
operations of ship at the port, and subsequently complete the pilot card.
Step2: The passage plan should be updated and approved by the Master, who should also be
in constant communication with the Chief Officer and the Chief Engineer in order to keep
them informed well in advance for the “time of arrival”.
Step3: A meeting attended by senior officers and the officers, is crucial in order to discuss
and clarify all necessary issues before arrival.
It is important to note that any action related to this kind of operations should be checked
by the officer in charge with the use of a “Preparations for arrival” checklist, which may
contain all the items that the crew should concentrate on. This checklist should be placed in
the bridge and be complete and signed prior arrival. Then, the results of the checking
procedures should be mentioned in the deck log book.
During the berthing of the ship, all crew members are assigned duties according to Master’s
orders. Therefore, the arrival meeting should also include discussion for Mooring Plan so as
each crew member to be informed for his duties and the requirements and targets as set by
the Master for mooring.
The main engine of the ship should always be tested; the testing is generally done before the
pilot board the ship. Additionally, a careful testing of all important machinery systems is
needed such as steering gear, generators, important navigation equipment (ECDIS,
compasses etc.), thrusters and mooring winches before the maneuvering process starts.
Also, anchors maintenance and clean before use should always take place prior arrival.
Bunkering Procedure
A bunkering operation includes from deciding the grade of oil ( DMA / DMB / DMX / DMC /
RME24 / RMG35 / RMF25 etc or in simple words heavy fuel oil, diesel oil and gas oil ) to the
securing SOPEP Equipments and sampling. It is a complex set of process that can be
classified into following simple categories:
1 ) Ordering
The bunkering process starts not from the transfer of fuel but right with the chief engineer
calculating the mount of fuel needed for the voyage. He make sure the oil to be produced
not only approved / recommended by the engine manufacturer; but also specified by the
charter party taking into consideration of ISO regulation 8217.
The amount of normal and low sulphur grade fuel is calculated based on the planned route
of voyage. Marpol Annex VI ( 6 ) states that the bunker fuel must not contain any chemical
or additives; which can adversely affects the safety and working of a ship, contribute / leads
to air pollution and is harmful to the crew.
It is the duty of the chief engineer to ensure that the oil being ordered follows regulation 14
and 18 of Marpol Annex VI ( 6 ). Once all the calculations are done. The chief engineer must
consult and agreed upon with the master on the quality and quantity of fuel considering
possibility of bad weather.
Then the order must be sent to the head office with the time of delivery, Quantity, type of
fuel and delivery location.
2 ) Preparation
The key for a safe and successful bunkering operation is planning! Plans are made during the
pre-bunkering meeting about the details of the process, safety measures, communication
medium and role of each individuals. Such meetings are done way before the real bunkering
procedure with all individuals involved in the process to identify risks, discuss plans and
agreed upon a fixed set of operating procedure.
Tanks and pipelines used to be prepared before the actual transfer of the bunker fuel.
Watch schedule be put at the manifold at deck to monitor accidental oil spill and at the
control room. local rules and the time of bunkering must be discussed with all during the
pre-bunkering meeting.
It must be ensured before the actual transfer of bunker fuel; that all the associated
individuals are adequately prepared and been allocated to their designated jobs. One
individual from the team must be given single most important job to provide safe access /
passage to and from the barge.
Proper discussion must be done during the meeting to avoid accidents and damage to life
and ship. Whole crew must be aware and trained to use the SOPEP equipments in need.
Special emphasis must be given at personal protection and effective communication
between the ship and the barge during the meeting.
Read Further information about SOPEP
3 ) Pre-Bunkering
The ship must be ready for any fuel transfer before the actual bunkering process. All
associated tanks and pipes should be lined up, sounded and prepared. No smoke and
warning signs be placed, ship personnel to be briefed, code B Red flag be hosted or red light
be turned on during night.
Both the bunker station and its trays must be cleaned and deck scupper be plugged. close all
necessary overboard valves and place oil absorbing material at different strategic / key
locations. Check all the pipes for tank ventilation and sounding for being open and closed
respectively. Ensure that the high level alarms on each tank is functional.
Check for the weight and length of the hose with condition of its coupling for damage.
Discuss the bunkering plan and transfer process with the barge and agreed upon the
signaling procedure, sampling process, and response in time of emergency. A ship crew from
the engine side be present at the barge to take soundings during the start and end of the
transfer process.
Irrespective of the place and mode of bunkering; proper procedures must be followed from
calculating the volume of fuel needed to the last check point in the checklist to follow.
Although risk associated and bunkering procedures are almost similar; there are both
advantages and disadvantages in bunkering at sea.
Advantages:
No longer needed to turn the ship off course for bunkering.
It saves lots of time that takes to go to a particular port for the purpose none other than
bunkering.
No need to wait in those long lines to berth and bunker.
Quick and easy bunkering procedure at sea.
Less traffic at port avoiding unnecessary ships for bunkering increasing the waiting process
at loading or discharging.
No need to pay those port charges at sea.
Disadvantages:
Difficulty maintaining the position of both the ship and the bunker barge with respect to
each other.
The whole process at sea is not much safer in comparison with bunkering at port.
Not available at all places across the world.
Less and late support in event of some emergency in respect to pots where more and quick
help is available.
High risks of oil pollution due to collisions, unwanted spill and accidents.
Procedure for Emergency steering Operation
The procedure and diagram for operating emergency steering should be displayed in
steering gear room and bridge.
Even in emergency situation we cannot turn the massive rudder by hand or any other
means, and that’s why a hydraulic motor is given a supply from the emergency generator
directly through emergency switch board (SOLAS regulation). It should also be displayed in
the steering room.
Ensure a clear communication for emergency operation via VHF or ships telephone system.
Normally a switch is given in the power supply panel of steering gear for tele motor; switch
off the supply from the panel.
Change the mode of operation by selecting the switch for the motor which is supplied
emergency power.
There is a safety pin at the manual operation helms wheel so that during normal operation
the manual operation always remains in cut-off mode. Remove that pin.
A helms wheel is provided which controls the flow of oil to the rams with a rudder angle
indicator. Wheel can be turned clockwise or anti clockwise for going port or starboard or
vice versa.
If there is a power failure, through sound power telephone receive orders from the bridge
for the rudder angle. As soon as you get the orders, turn the wheel and check the rudder
angle indicator.
A routine check should always be done for proper working of manual emergency system and
steering gear system. An emergency steering drill should be carried out every month
(prescribed duration – 3 months) in the steering gear room with proper communication with
bridge to train all the ship’s staff for proper operation of the system so that in emergency
situation ships control can be regained as soon as possible, avoiding collision or grounding.
An electric system consists of all of the elements needed to distribute electrical power,
including overhead and underground lines, poles, transformers, and other equipment. The
electric system in a small industrial unit will normally be powered by a three-phase supply.
Generator cannot deliver power to electric power system unless its voltage, frequency and
other parameters are exactly matched with the network. Synchronization is accomplished by
controlling the exciter current and the engine speed of the generator.
The need for synchronization arrives, particularly when two or more alternators are working
together to supply the power to the load. This is because electrical loads are not constant
and they vary with time and hence they necessitate the interconnection of two or more
alternators operating in parallel to supply larger loads.