2E Mentoring 41770 PDF

MENTORING FILE FOR 2ND ENGINEER’S
RANK
PRAVEEN KUMAR SUTHAR
HK ID: 41770
FLEET MANMENT PVT.
TASK 1: JOB RESPONSIBILITY OF SECOND ENGINEER
Write brief notes on the 2nd Engineer's responsibility regarding:
1) MAINTENANCE ROUTINES OF ENGINE MACHINERY

The Second Engineer is responsible for carrying out all routine, long term, preventive maintenance in engine room in
accordance with the Chief Engineers requirements. He shall allocate duties to other engine room personnel for daily
maintenance, overhaul. The second engineer has to keep up to date the maintenance records and the expenditure of
materials. The Second Engineer is responsible for carrying out all routine, long term, preventive maintenance in engine
room in accordance with the Chief Engineers requirements. He shall allocate duties to other engine room personnel for
daily maintenance, overhaul. He will supervise work in progress and on completion, ensure that manpower is utilized to
the fullest extent, that work is safely and properly performed in accordance with the acceptable standards and that no
wastage of material takes place. He is required to carry out all maintenance in according to the work orders in PARIS
and also any such machinery that needs immediate attention or repair.
2) PREPARATION OF RUNNING REPAIR LIST

The Second Engineer should maintain a register in the engine room on which all defects found in the machineries,
pipelines, etc. are logged and deleted as and when remedial actions are taken. The other engineers should be
encouraged in making necessary entries and keeping the register up-to-date.
3) ER FIREFIGHTING EQUIPMENT’S AND LSA.

The Second Engineer is responsible for the condition and maintenance of fire-fighting and lifesaving equipment
assigned to the Engine Department. Equipment must be regularly tested in accordance with PMS to ensure it is in good
operating condition and proficient in its use. Testing of the engine room lifesaving and fire-fighting equipment during
certification periods shall be done in conjunction with the Deck Department's testing of lifesaving and firefighting
equipment.
4) REQUISITION OF SPARES AND STORES

The Second Engineer shall assist in the preparation of requisitions for Engine Department stores and spare parts and
submit them to the Chief Engineer for approval. He will maintain an inventory of materials on hand and on order. He
will receive and sign for materials delivered and see they are properly labeled, preserved, stowed and secured to avoid
loss from damage ordeterioration. He will maintain control over issuance and usage of tools and materials to prevent
waste.
5) DIRECTION TO ER FITTERS AND CREW

The Second Engineer must direct unlicensed personnel on his watch in the proper and efficient execution of their
duties. He must ensure that due diligence and adequate care to prevent waste and improper use of material and
supplies are observed, and unsafe working habits or conditions are corrected. He must see that areas and equipment
are maintained in a clean condition and that positive action is taken in all cases to ensure that operations conform to
Company and other authoritative regulations. He must take measures necessary in time of emergency for the safety
and preservation of personnel and property. The Second Engineer shall train his Engine Department work force to
follow safe working practices. He will attend to training of the engine room staff in firefighting and other emergency
and damage control duties.
6) DAILY REPORTING TO CHIEF ENGINEER
The correct and prompt supply of information to the Chief Engineer on the matter occurring which is not covered by a
standing order from the Chief Engineer or is not a generally accepted routine. The Second Engineer will, as far as
practicable, report to the Chief Engineer at about 0800 and 2000 hours daily.
TASK 2: RECORD KEEPING
RECORDS AND FILES TO BE MAINTAINED BY SECOND ENGINEER

Chief engineer's filing system
File No Name of file
1 Fleet Management Correspondence – In/ Out

2 Other Correspondence – In/ Out
3 Delivery Notes & Bills, Spare Parts
4 Delivery Notes & Bills, Consumables
5 Lube Oil Receipts/ Analysis Report
6 Bunker Delivery Notes
7 Monthly Engine Abstracts
8 Crank Webs Deflection Report / Bearing Measuring Report M.E.
9 Piston Measuring Report M.E/Liner Measuring Report M.E.
10 Aux Engine Decarb Report
11 Damage Report
12 Survey & Classification Report/Removal Report
13 Boiler/Cooling Water reports
14 Aux Equipment Report
15 Miscellaneous
16 Engine Stores/ Spares Inventory
17 Vessel Inspection Report
18 Dry-Docking Report
19 Machinery Casualty Report
2/E is responsible for maintaining the files as:-

➢ Lube Oil Receipts/ Analysis Report
➢ Crank Webs Deflection Report / Bearing Measuring Report M.E.
➢ Piston Measuring Report M.E/Liner Measuring Report M.E.
➢ Aux Equipment Report
➢ Engine Stores/ Spares Inventory
➢ Lifting appliance log
➢ EMS log
➢ NOx Emission control log.
➢ Environment Management System file
➢ Work done Register
➢ ER defect Register
➢ spares and store’s inventory list
➢ Pre UMS checklist & UMS checklist
➢ Arrival and departure checklist
➢ Marpol Equipment training
➢ Chemical checklist
➢ Chemical and LO MSDS file
➢ Tool Box meeting file
➢ Saturday Routines file
➢ Crew Overtime file
➢ Chief Engineer’s Log book
TASK 3: SHIP BOARD MANAGEMENT MANUAL
QMS questionnaire from PARIS
1.Section 2.9 in the SMS Manual deals with Third Engineer's responsibilities
2.Emergency equipments come under the purview of 3/Engr are-
➢ Emergency Air Compressors

➢ Emergency Generator
➢ Life Boat Engines
➢ Fixed Fire Fighting Extinguishers
➢ Fire Fighting Installations
3. Third Engineer’s responsibilities towards cargo handling equipments

aboard the vessel –
The Third Engineer must have an intimate knowledge of all cargo handling machinery, pipe line systems, deck
machinery and fire-fighting equipment aboard the vessel and should take part in repairs and maintenance in case there
is any fault and should also maintain these equipments as per PMS
TASK: CODE OF SAFE WORKING PRACTICES
8 elements of Risk Assessment enumerated in Sec 1.9 of COSWP.
Main elements of the risk assessment process are:

1. Classify work activities
2. Identify hazards and personnel at risk
3. Determine risk
4. Decide if risk is tolerable
5. Prepare action plan (if necessary)
6. Review adequacy of action plan
7. Controls in place
8. Administrative details e.g. name of assessor, date etc.
9 main Hazards in the Workplace as identified in Sec 2.2 of COSWP
Main Hazards in the Workplace are:

1. Slips/falls on the level.
2. Falls of person from a height.
3. Falls of tools, materials, etc. from a height.
4. Inadequate headroom.
5. Inadequate ventilation.
6. Hazards from plant and machinery associated with commissioning.
7. Hazards from plant and machinery associated with operation, maintenance.
8. Hazards from manual handling.
9. Hazards from plant and machinery associated with modification, repair and dismantling.
TASK 5: CODE OF SAFE WORKING PRACTICES
4 photographs which confirms the safe working practices on board related to Chapter 20
2) 11 steps that are recommended in section 6.4 of above code to reduce/eliminate risk in the workshop:
• Elimination,
• Substitution by something less hazardous and risky,
• Enclosure,
• Guarding/segregation of people,
• Safe system of work that reduces the risk to an acceptable level,
• Written procedures that are known and understood by those affected,
• Review the blend of technical and procedural control,
• Adequate supervision ,
• Identification of training needs,
• Information /instruction( sign , hand – out),
• Personal protective equipment (last resort) – cannot be controlled by any other means.
One hot work permit and one enclosed space entry permit application
4 photographs which confirms the safe working practices on board related to Chapter 22
TASK: STANDING INSTRUCTIONS
Read and sign the on board standing instruction

Standing instructions of CE read, signed and understood. Copy is attached.
TASK: LOCATION OF MANUALS
List of ships technical manuals and their location
ENGINE ROOM- LIST OF MANUALS

M.V. BERGE ISHIZUCHI
GENERAL
M101 LIST OF FINISHED DRAWINGS (MACHINERY PART)

M102 ARR'T OF MACHINERY SPACE
M103 SHAFTING ARR'T
M104 MEASUREMENT RESULT OF TORSIONAL VIBRATION
M105 PLANNING MANUAL OF STERN TUBE MONITORING SYSTEM
M106 PIPING DIAGRAMS IN ENGINE ROOM
M107-1 LIST OF SPARE PARTS AND TOOLS(1-3)(MACHINERY PART)
M108 ARANGEMENT AND DETAIL OF DISTANCE PIECE FOR HULL FITTING VALVE(MACH. PART)
M109 ARR'T OF TANK IN ENGINE ROOM
M110 PARTICULARS(MACHINERY PART)
M111 RESULT OF OFFICIAL SEA TRIAL(MACHINERY PART)
M112 CHECKLIST ON AUTOMATION AND ALARM SYSTEM
MACHINERY PART
M1-1 MAIN ENGINE- OPERATION AND DATA

M1-2 MAIN ENGINE- MAINTENANCE
M1-3 MAIN ENGINE- COMPONENT NO 1 (CODE BOOK)
M1-4 MAIN ENGINE- COMPONENT NO 2 (FITTINGS AND ACCESSORIES)
M1-5 MAIN ENGINE- MANOEUVRING SYSTEM
M2-1 AUX. BOILER- FINAL DRAWING
M2-2 AUX. BOILER- OPERATION MANUAL
M3-2 DIESEL GENERATOR ENGINE-INSTRUCTION BOOK
M4-1 MAIN AIR COMPRESSOR- FINAL DRAWING
M4-3 MAIN AIR COMPRESSOR- TEST RECORD
M5-1 EMERGENCY AIR COMPRESSOR- FINAL DRAWING
M5-2 EMERGENCY AIR COMPRESSOR- INSTRUCTION MANUAL
M6-1 GEAR-SCREW-PISTON PUMP- FINISHED DRAWINGS
M6-2 GEAR-SCREW-PISTON PUMP- INSTRUCTION MANUAL
M6-3 GEAR-SCREW-PISTON PUMP- INSPECTION REPORT
M7-1 CENTRIFUGAL PUMPS- FINISHED DRAWING
M7-2 CENTRIFUGAL PUMPS- INSTRUCTION MANUAL
M7-3 CENTRIFUGAL PUMPS- TEST RECORD
M8-1 SHIPBOARD INCINERATOR- FINAL DRAWING
M8-2 SHIPBOARD INCINERATOR- INSTRUCTION BOOK
M9-1 FRESH WATER GENERATOR- FINAL DRAWING
M9-2 FRESH WATER GENERATOR- INSTRUCTION BOOK
M10-1 OIL PURIFIER- FINAL DRAWING
M10-2 OIL PURIFIER- OPERATION AND MAINTENANCE MANUAL
M10-3 OIL PURIFIER- OPERATION MANUAL 3A
M10-4 OIL PURIFIER- MODEL SJ700 INSTRUCTION MANUAL
M10-5 OIL PURIFIER- TEST REPORT
M11-1 HEAT EXCHANGER- FINAL DRAWING (Inc. INSTRUCTION BOOK)
M12-1 PLATE TYPE HEAT EXCHANGER- FINAL DRAWING
M12-2 PLATE TYPE HEAT EXCHANGER- INSTRUCTION MANUAL
M13-1 CALORIFIER UNIT- FINAL DRAWING (Inc. INSTRUCTION BOOK)
M14-1 OIL HEATER- FINISHER PLAN (Inc. INSTRUCTION BOOK)
M15-1 BILGE SEPERATOR- FINISHED DRAWING
M15-2 BILGE SEPERATOR- INSTRUCTION MANUAL
M15-3 BILGE SEPERATOR- INSPECTION REPORT
M16-1 VARIOUS VALVE IN ENGINE ROOM- FINAL DRAWING(1-2)(Inc. INSTRUCTION BOOK)
M17-1 CONTROL ROOM PACKAGED AIR CONDITIONER- FINAL DRAWING(Inc. INSTRUCTION BOOK)
M18-1 ENGINE ROOM CRANE- FINAL DRAWING(Inc. INSTRUCTION BOOK)
M19-1 FLOW METER- FINAL DRAWING(Inc. INSTRUCTION BOOK)
M20-1 CONTROL AIR DRYER- FINAL DRAWING(Inc. INSTRUCTION BOOK)
M21-1 MAIN AIR RESERVOIR- FINAL DRAWING
M22-1 STERN TUBE SEALING
M23-1 MARINE PROPELLER- FINAL DRAWING
M23-2 MARINE PROPELLER- INSTRUCTION BOOK
M23-3 MARINE PROPELLER- INSPECTION REPORT
M24-1 ME L.O. FILTER- FINISHED PLAN(Inc. INSTRUCTION BOOK)
M25-1 ME F.O. 3RD FILTER- FINISHED PLAN(Inc. INSTRUCTION BOOK)
M26-1 DG F.O. 2ND FILTER- FINISHED PLAN(Inc. INSTRUCTION BOOK)
M28-1 HYPER-LP (WATER BASED LOCAL APPLICATION FIRE FIGHTING SYSTEM)
M29-1 ENGINE LATHE- FINAL DRAWING
M29-2 ENGINE LATHE- INSTRUCTION MANUAL
M30-1 GRINDING MACHINE- FINAL DRAWING
M30-2 J ELECTRIC BENCH GRINDER- INSTRUCTION MANUAL
M31-1 DRILLING MACHINE- FINAL DRAWING
M31-2 DRILLING MACHINE- INSTRUCTION MANUAL
M32-1 STEAM STAP UNIT(YARWAY)- FINAL DRAWING
M33-1 STEAM STAP UNIT(MOTOYAMA)- FINAL DRAWING(Inc. INSTRUCTION MANUAL)
M34-1 EXPANSION JOINT- FINAL DRAWING
M35-1 FLOAT TYPE LIQUID LEVEL INDICATOR- FINAL DRAWING(Inc. INSTRUCTION BOOK)
M36-1 EMERGENCY SHUT-OFF VALVE- FINAL DRAWING(Inc. INSTRUCTION BOOK)
M111 ME SEA TRAIL (MACHINERY PART)
TASK: OPERATION OF ALL CRITICAL EQUIPMENT
Procedure of operating emergency fire pump and emergency air compressor
Emergency air compressor:

1. Check oil level in the crankcase.
2. Open compressor compressed air outlet valve.
3. Open Emergency air bottle filling valve.
4. Open valve to the pressure switch.
5. Switch on the power supply.
6. Start the compressor.
Emergency Fire pump:
1. Open pump suction and discharge valves.

2. Check water level in the priming unit.
3. Switch on the power supply.
4. Open hydrant valve.
5. Start the pump.
How do you ensure that the emergency fire pump is operating at the right capacity?
Emergency fire pump should have a capacity of not less than 40% of the total capacity of the fire pumps and not less
than 25 m3/hr. The pressure at any hydrant shall be not less than 0.27 N/mm2 for ship of 6000GRt and above &
0.25N/mm2 for 1000-6000GRT.
Acceptable criteria for performance is that pressure developed by pump should to be at least 7 bar with 2 hydrants
open.
TASK: OPERATION OF ALL CRITICAL EQUIPMENT

Procedure for flooding CO2 in the engine room.
In the event of fire in engine room
Go to the release control cabinets located at fire control station or co2 room, follow instruction.
1) Key box
1. Push the acryl.
2. Take the key.
2) Release control cabinet
1. Open this door.
-alarms will be activated.
2. Ensure all personnel have vacated the protected space.
3. Close doors and hatches.
4. Stop oil pumps.
5. The ventilation fans for the relevant space are automatically stopped by limit switch on relevant main valve.
6. Open 1 pilot cylinder valve.
7. Open vale no.1 & no.2.
8. Now system is in operation. If not, follow the emergency operation.
In the event of fire in purifier room
Go to the release control cabinets located at entrance of purifier room, follow instruction.
1) Key box
1. Push the acryl
2. Take the key
2) Release control cabinet
1. Open this door
-alarms will be activated.
2. Ensure all personnel have vacated the protected space
3. Close doors and hatches
- stop oil pumps
- The ventilation fans for the relevant space are automatically stopped by limit switch on relevant main
valve.
4. Open 1 pilot cylinder valve.
5. Open valve no.1 & no.2
6. Now system is in operation. If not, follow the emergency operation.
Emergency operation
In case of failure in operation of system from control cabinet go to the co2 room.
1) Ensure all the personnel have been evacuated from the space to be protected.
2) Ensure all vent fan stopped, door and hatches closed
3) Open the relevant main valve.
A. Hand wheel type
- Open by rotating the wheel to anti clockwise.
B. Lever type
- Remove the safety pin.
- Pull down the operating lever.
4) Go to the cylinder and open the cylinder valve
- Remove the safety pin of actuator fitted on cylinder valve.
- Pull down the operating lever & the co2 gas is discharged.
5) Take the same action rapidly for required quantities of co2 cylinders.
6) Now the system is in operation.
After discharge
1) Allow enough time for co2 gas to extinguish the fire.

2) Do not reopen the space until all reasonable precautions have been taken to ascertain that the fire.
3) When the fire is out. Ventilate the space thoroughly.
4) Person re-entering the space must wear the compressed air breathing apparatus until the atmosphere has
been checked and verified in 21% of oxygen content.
Precautions to be taken prior commencement of flooding

Prior to flooding, all ventilation is to be closed and quick closing valves activated. All crew is to be mustered and head
count is to be taken. Only after making sure that all crew is present, shall CO2 be released with Master's permission.
TASK: FAMILIAR WITH CORRECT WAY OF USING ALL PRECISION INSTRUMENTS
Take the inventory of the precision equipment’s under 2/E charge.
LIST OF CALIBERATION TOOLS
No Name Of Instruments Used For Qty Location
01 Crankshaft Deflection Gauge Main Engine 1 Pc Deck”D”/Locker”E”
02 Crankshaft Deflection Gauge Aux Engine 1 Pc ECR
03 Stern Tube Wear Down Poker Gauge Tail Shaft 1 Pc Deck”D”/Ch.Engr Cabin
04 Liner Bore Measuring Gauge Main Engine 1 Pc Deck”D”/Locker”E”
05 Bore Meas.Gauge(100-160mm) Aux Engine 1 Pc Deck”D”/Locker”E”
06 Max Pressure Gauge for Main Engine Main Engine 1 Pc Eng. Control Room
07 Max Pressure Gauge for Aux Engine Aux Engine 1 Pc Eng. Control Room
08 Infra Red Temperature Sensor General Use 2 Pc Eng. Control Room
09 Inside micrometer[275-300mm] ME Exh v/v 1 Pc Deck”D”/Locker”E”
10 Inside micrometer[50-250mm] Aux Engine 1 Pc Deck”D”/Locker”E”
11 Inside micrometer[175-200mm] Aux Engine 1 Pc Deck”D”/Locker”E”
12 Bore Gauge(Carumer)[160-250mm] Aux Engine 1 Pc Deck”D”/Locker”E”
13 Outside Micrometer[175-200mm] ME 1 Pc Deck”D”/Locker”E”
14 Outside Micrometer[0-150mm] Aux Engine 3 Pc Deck”D”/Locker”E”
15 Outside Micrometer[75-100mm] ME 1 Pc Deck”D”/Locker”E”
16 Outside Micrometer [0-25mm] General Use 1 Pc Deck”D”/Locker”E”
17 Outside Micrometer [0-25mm] large General Use 1 Pc Deck”D”/Locker”E”
18 Ring Groove Caliper (5-30mm) General Use 1 Pc ECR
19 Telescopic Feeler Gauge(0.45-1.0mm) ME Brg 1 Set Deck”D”/Locker”E”
20 Feeler Gauge [0.02-3.0mm] General Use 1 Pc Deck”D”/Locker”E”
21 Feeler Gauge[0.05-1.00mm] 500x20mm General Use 1 Pcs Deck”D”/Locker”E”
22 Feeler Gauge[0.05-1.00mm] 1000mtr General Use 1 Pcs Deck”D”/Locker”E”
23 Feeler Gauge[0.25-1.00mm] General Use 1 Pcs Deck”D”/Locker”E”

24 Feeler gauge[0.03-0.30mm] General Use 1 Pc Workshop
25 Vernier Caliper[0-200mm] General Use 1 Pc Deck”D”/Locker”E”
26 Vernier Caliper[0-150mm] General Use 1 Pc Deck”D”/Locker”E”
27 Vernier Caliper[0-200mm] General Use 1 Pc Workshop
28 Depth Gauges(0-150mm) ME Use Deck”D”/Locker”E”
29 Dial Gauge Min. 1/100mm stroke General Use 1 Pc Deck”D”/Locker”E”
30 Holder with Magnetic Base General Use 1 Pc Workshop
31 Torque Spanner[28-210 Nm] General Use 2 Pc Deck”D”/Locker”E”
32 Torque Spanner[0-50 Nm] with dial gauge General Use 1 Pc Deck”D”/Locker”E”
33 Torque Spanner[160-680Nm] General Use 1 Pc Spare Rm Rack#D2-1
34 Torque Spanner[720-2000Nm] General Use 1 Pc Spare Rm Rack#D2-1
35 Torque Wrench[750 Nm] Aux Engine 1 Pc Spare Rm Rack#D2-1
36 Cleaning Tool for Fuel v/v complete Fuel Valve 1 Pc Deck”D”/ER Tool Stand
Calibrate the internal diameter of a main engine cylinder liner
1. Clean the cylinder liner and scavenge ports.

2. Before measuring the cylinder wear, ensure that the tool and cylinder liner are close to each other.
3. Position the cylinder liner measuring rod to the forward point of cylinder liner.
4. Using the liner calibration tool, measure the liner diameter in forward - aft direction at nine different points given in
the measuring rod and record the same.
5. Repeat the same process in Port – Stbd direction and note down the readings.
6. Correct the actual wear measurements by multiplying with the following factors, if the temperature of the cylinder
liner is higher than the temperature of the tool.
(T1 –T2) Factor
10 0.99988
20 0.99976
30 0.99964
40 0.99952
WHERE, T1 – 50 0.9994 TEMP. OF LINER & T2 – TEMP OF THE TOOL
7. Corrected Value = Measured value x Factor.

8. COmpare the fwd -aft & port-stbd values at each height. It should be same. If there is ovality, then change the liner.
9. If the liner wear comes to 0.4-0.8% of the bore diameter, then change the diameter.
10. Calculate Liner wear/1000hrs.
Liner wear/1000hrs = (Liner dia. at present – liner dia. At last decarb) x 1000
--- -----------------------------------------------------------------------------
running hour at present - running hour during last decarb
TASK: FAMILIAR WITH CORRECT WAY OF USING ALL PRECISION INSTRUMENTS
Carry out the zero correction of all micro meters under 2/E charge and record.
Attach the proof
On-board we have the micro meter of “0 to 25 mm” scale. And for the zero correction we have to classify the error first
in two categories.
Category of errors in measuring instruments (micro meter):

➢ Positive error:
In the positive error zero of the moving scale surpasses the zero of the main scale.
For zero correction the positive error that we will get is to be “SUBTRACTED” from the reading.
➢ Negative error:
In the negative error zero of the moving scale lags the zero of the main scale.
For zero correction the negative error that we will get is to be
“ADDED” from the reading.
Use of Internal and External Micrometer

The micrometre screw gauge
The micrometre screw gauge is used to measure even smaller dimensions than the Vernier callipers. The micrometre
screw gauge also uses an auxiliary scale (measuring hundredths of a millimetre) which is marked on a rotary thimble.
Basically it is a screw with an accurately constant pitch (the amount by which the thimble moves forward or backward
for one complete revolution). The micrometres in our laboratory have a pitch of 0.50 mm (two full turns are required
to close the jaws by 1.00 mm). The rotating thimble is subdivided into 50 equal divisions. The thimble passes through
a frame that carries a millimetre scale graduated to 0.5 mm. The jaws can be adjusted by rotating the thimble using
the small ratchet knob. This includes a friction clutch which prevents too much tension being applied. The thimble
must be rotated through two revolutions to open the jaws by 1 mm.
The micrometer screw gauge
In order to measure an object, the object is placed between the jaws and the thimble is rotated using the ratchet until
the object is secured. Note that the ratchet knob must be used to secure the object firmly between the jaws, otherwise
the instrument could be damaged or give an inconsistent reading. The manufacturer recommends 3 clicks of the
ratchet before taking the reading. The lock may be used to ensure that the thimble does not rotate while you take the
reading.
The first significant figure is taken from the last graduation showing on the sleeve directly to the left of the revolving
thimble. Note that an additional half scale division (0.5 mm) must be included if the mark below the main scale is
visible between the thimble and the main scale division on the sleeve. The remaining two significant figures
(hundredths of a millimetre) are taken directly from the thimble opposite the main scale.
Procedure of checking and correct use of internal and external micrometres:

• Before checking, first make sure that both the tool & the component are in same temperature or almost
same temperature.
• If both the tool & the component are not in same temperature, then use the temperature correction factor
given for the particular difference in temperature for that tool.
• When using internal micrometre for measuring liner wear, use the tool provided to take at prescribed place
as given in manual.
• Extension rods if used any has to be properly fitted & tightened to avoid any error.
The reading is 7.72 mm.

In figure the last graduation visible to the left of the thimble is 7.5 mm; therefore the reading is 7.5 mm plus the
thimble reading of 0.22 mm, giving 7.72 mm.
Both are same, since the micrometre having the screw and ratchet arrangement at the end it is often called as screw
gauge
• Zero Error: It is the difference in value (Error value) of measuring instrument obtained by measuring a known
value (mostly zero) & comparing with the reading shown in the device. It can be either a positive value or a
negative value. This value has to be added or subtracted with the actual reading during measurement.
• Least Count: It is the least possible value of a measuring instrument which it can measure. (0.01 mm)
TASK: VESSEL GARBAGE MANAGEMENT PLAN
Photograph of garbage drums which comply with companies' garbage management plan.
Designated persons in charge of carrying out the plan.
The Master is the designated persons in charge of carrying out the plan. He is assisted in this respect by the following staff that
will be responsible for their respective departments.
i) Chief Officer --- Deck Department

ii) 2nd Engineer --- Engine Department
iii) Chief Cook --- Catering Department
Collection and Storage:
Garbage generated on board should be separated and collected in accordance with procedures laid down in the garbage
management plan in nine distinctly marked receptacles as follows.
1) Plastics (RED color receptacle labeled “PLASTICS’)

2) Food – contaminated Plastics (RED color receptacle labeled “FOOD CONTAMINATED PLASTICS’)
3) Cargo residues (GREEN color receptacle marked “CARGO RESIDUES’)
4) Operational Wastes- Dunnage & other solid wastes not covered by other annexes that are collected on board during
normal maintenance or operations(YELLOW color receptacle marked “OPERATIONAL WASTES”) (YELLOW color receptacle
marked “OPERATIONAL WASTES”)
5) Domestic waste- Paper products, rags, glass, metal, bottles, crockery etc. Not contaminated with food. (YELLOW color
receptacle marked “DOMESTIC WASTES”)
6) Food contaminated domestic waste – all domestic waste generated in food handling areas like Galley, Pantries, Mess
rooms, Refreshment stations(YELLOW color receptacle marked “FOOD CONTAMINATED DOMESTIC WASTES”)
7) Food waste(BLUE color receptacle marked “FOOD WASTES”)
8) Incinerator Ash (GREY color receptacle marked “INCINERATOR ASH”)
9) Oily Rags(BLACK color receptacle marked “OILY RAGS”)
Processing equipment’s:
1) Comminuter: Ships operating primary beyond 3 nautical miles from the nearest land are encouraged to use comminute
to grind food wastes to a particle size capable of passing through a screen with openings no longer than 25 mm.
2) Incinerator: MARPOL Annex VI prohibits the incineration of MARPOL Annex I,II&III cargo residues, related contaminated
packing materials,PCBs, Garbage contaminated with more than traces of heavy metals and refined petroleum products
containing halogen compounds.
Plastics must never be incinerated on board even if the incinerator is certified to do so. And the use of shipboard garbage
incinerator in ports in or near urban areas is prohibited on our company’s vessels.
Disposal:
It is recommended that ships use port reception facilities as the primary means of discharge for all garbage.
Although disposal to sea is conditionally permitted by MARPOL Annex V for food wastes, cargo residues and certain types of
operational wastes.
1) Food waste:
In special areas: disposal of comminuted or ground food wastes at sea is permitted provided vessel is 12nm or more from the
nearest land and en route.
In other areas: comminuted food wastes may be discharged to sea provided vessel is 3nm or more from the nearest land and
en route.
2) Cargo residues:
In special areas: Cargo residues not contained in wash water are prohibited from discharge to sea in a special area. cargo
residues contained in wash water may be discharged to sea in special areas provided they are not harmful to the marine
environment, the vessel is 12nm or more from the nearest land and en route, both ports (departure & arrival) are within the
special area, the vessel will not transit outside the special area between those ports and there are no adequate reception
facilities available at either port.
In other areas: cargo residues contained or not contained in wash water may be discharged to sea provided they are not
harmful to the marine environment, the vessel is 12nm or more from the nearest land and en route.
3) Operational wastes:
In special areas :Cleaning agents and additives in cargo hold wash water, in deck and external surface wash water may be
discharged to sea provided they are not harmful to the marine environment and the vessel is not in a special area.
In other areas: Cleaning agents and additives in cargo hold wash water, in deck and external surface wash water may be
discharged to sea provided they are not harmful to the marine environment and the vessel is12nm or more from the nearest
land and en route, both ports (departure & arrival) are within the special area, the vessel will not transit outside the special
area between those ports and there are no adequate reception facilities available at either port.
Record keeping:
It is required to maintain a GARBAGE DISPOSAL BOOK (QMS-34) and relevant entries should be made. Vessel should get
receipt/ statement from garbage collecting service when delivering garbage ashore and this statement should be kept in the
log book and shown to authorities upon request. The statement should include a breakdown of the categories of garbage
disposed of ashore. When disposing hazardous waste materials should be specified on the receipt. Hazardous waste
manifest is to be maintained in EMS-02 for each port.
Describe how you would dispose off OWS Coalescer filters and oily soot water.
Used OWS Coalescer filters are to be dried and kept in garbage area, and land to the shore reception facility in the next
convenient port.
Oily soot water generated after the Boiler/ Economizer washing has to be stored in a soot collecting tank and can be
pump out in mid sea by diluting it with sea water and through the process of eduction.
TASK: PMS
Print out of the job due of the machineries from PMS for the machineries under the responsibility of 2nd engineer.
How will you deal with items that have fallen overdue?
Items fallen overdue will be requested for postponement with Chief Engineer's permission. Then, the overdue jobs
have to be prioritized in consultation with CE and Vessel Superintendent. The overdue jobs have to be then carried out
with proper planning and execution.
TASK: ME ON EMERGENCY CONTROL
Start and maneuver ME on emergency control.

Precautions need to be exercised before starting main engines on emergency control?
Procedure for transferring to emergency control.
Preparation
• Change over the hand wheel to clutch connection from remote to “emergency”. By turning counter clockwise.
• Change over the valve (100) from “remote” to “emergency”.
• Confirm the stop valve (102) to be in stop position.
Start and fuel running
Put the regulating wheel to “start” position. And push the start valve (101) down.
• The engine rpm can be controlled by turning the regulating wheel.
Stop
• Push the stop valve (102) down.
Reversing
• Put the regulating hand wheelto “start” position.(if the engine speed in the ahead direction is still high, the stop
valve to be pushed)
• Change over the reversing valve (105) to “astern”.
• Push the “start” valve down.
• Confirm that “fuel cam roller astern” lamp is turned on continuously.
Precautions:
- Control is on ME emergency control panel
- Communication established with Bridge
- Critical speed range is to be avoided
- Air bottles pressed up and one engineer monitoring parameters from Control room
Procedure for transferring to emergency control is as follows:

1. Take permission from bridge to run ME from emergency maneuvering station.
2. Keep ME in standby mode in ECR.
3. Put the blocking arm on the governor change over wheel to emergency control console.
4. Rotate the governor change over wheel (impact hand wheel) counter clock wise, so that fuel control will change
from governor to the fuel control wheel of emergency control station.
5. The impact hand wheel must be firmly tightened so as to ensure that it does not work itself loose.
6. Put the rotary valve in emergency control station from Remote to Emergency.
7. Now engine is ready to start from emergency control station.
8. Inform bridge that engine is ready to use.
9. Accept the telegraph as per bridge order.
10. Keep the rotary valve in ahead or astern position as per bridge request.
11. Rotate the fuel control wheel till the fuel indicator reaches ‘Start’ mark.
12. Press Start Button.
13. As soon as Engine starts adjust the fuel control wheel to get the required rpm.
14. To stop the engine press Stop button and keep the fuel indicator to ‘Minimum’ mark.
TASK: LIFEBOAT AND LIFE RAFT LAUNCHING PROCEDURES
Life boat and life raft lowering procedure.
Launching life boat:

- Remove all protection covers.
- Check and remove any obstruction.
- Tighten the boat fall by means of the hand crank on the winch.
- Relieve, if possible, the tensile force in the lashings, by twisting the turn buckles.
- Open the slip hooks in the lashings and remove the lashings. Make sure the wire ropes create no obstruction for
turning out procedure.
- Check whether the boat chocks do not obstruct the turning-out procedure.
- Embarkation.
- Open the COCK-VALVE of the hydraulic slewing system. After actuating of the valve, the turning-out procedure should
be continued as soon as possible.
- Lift the slewing control lever of the 4/3 HAND OPERATED DIRECTIONAL CONTROL VALVE, for which two options are
available:
1) From within the life boat: pull firmly on the YELLOW remote control grip. By actuating the lever, the slewing
continues up to the lowering position. The slewing stops as soon as the actuation is discontinued.
2) From the crane: lift the lever by hand, stopping remains possible. The turning out procedure is only allowed with a
crew in the rescue boat of maximum 6 persons.
- Start engine of the boat, following the instructions of the boat manual.
- Lift the brake lever on the winch, for which two options are available:
1) From within the boat: pull firmly to the RED remote control grip. By actuating the lever, the lowering continues until
the boat borne.
Stopping is still possible (Stop-Go-System).
2.) From the winch: lift the brake lever by hand; stopping is still possible.
- Release the boat release hook when the boat is waterborne.
- Drive away
Recovery of empty hook:
- Make sure the wire rope falls contain slack
- Retrieve the empty hook by using the manual quick-return device on winch
- End that step if the hook is in height of ship deck
Launching rescue rafts:

- Remove all protection covers.
- Check and remove any obstruction.
- Bring first raft container to the launching position on deck.
- Use the jockey pulley line of light hook recovery arrangement to pull the hook to the inboard position.
- engage the automatic release hook for rafts.
- drop the raft to outboard position
- Open the life raft container, while inflating the raft, following the instructions of the raft manual.
- Adjust raft to embarkation position.
- Embarkation. Assure that no people wearing sharp edged shoes or instruments enter the raft.
- Release all bowsing lines.
- Lift the brake lever on the winch, for which two options are available:
1.) From within the raft: pull firmly to the RED remote control grip. By actuating the lever, the lowering continues until
the boat borne.
Stopping is still possible (Stop-Go-System).
2.) From the winch: lift the brake lever by hand; stopping is still possible.
- When coming close to the water surface pull the lanyard of the hook.
- If the raft is waterborne the hook automatically opens and releases theraft
What precautions should be taken before lowering a lifeboat into the water?
Safety straps must be connected (fwd. & aft) prior to lowering the life boat. It must be un-hooked when the boat is
about half meter above the water (before releasing the boat).
TASK: E/R OPERATION AND WORK SCHEDULE
Draw out a daily work schedule in the E/R for 6 engine crew and 4 engineers for a period of 7 days.
Assuming 4 Engineers as: Chief Engineer, 2nd Engineer, 3rd Engineer, 4th Engineer
Assuming 6 Engine Crew as: 3 MTM, 1 POEN, 1 Wiper, 1 Tr. Fitter
Scheduled daily work Scheduled daily work Total daily Rest

RANK hours at Sea hours in Port Hours
watch Non-watch watch Non-watch At Sea At Port
keeping keeping keeping keeping
Chief engineer - 0800-1200 - 0800-1200 15 15
1300-1800 1300-1800
2nd Engineer 0400-0800 0900-1100 - 0800-1200 13 15
1600-2000 1300-1800
3rd Engineer 0000-0400 1600-1800 0000-0600 - 14 12
1200-1600 1200-1800
4th Engineer 0800-1200 1300-1500 1800-0000 - 14 12
2000-0000 0600-1200
MTM 1 0400-0800 0800-1000 0400-0800 0800-1000 14 14
1600-2000 1600-2000
MTM 2 0000-0400 1600-1800 0000-0400 1600-1800 14 14
1200-1600 1200-1600
MTM 3 0800-1200 1300-1500 0800-1200 1300-1500 14 14
2000-0000 2000-0000
POEN (FITTER) - 0800-1200 - 0800-1200 15 15
1300-1800 1300-1800
WIPER - 0800-1200 - 0800-1200 15 15
1300-1800 1300-1800
TR. FITTER - 0800-1200 - 0800-1200 15 15
1300-1800 1300-1800
What are the minimum rest hours that must be given to the crew in a day and over a week?
Minimum continuous rest in any 24 hours period: 6 hours

Minimum total rest in any 24 hours period : 10 hours
Minimum hours rest in any 7 days period : 77 hours
The minimum of 10 hours rest in any 24 hours period may be divided into no more than 2 periods, one of which shall
be at least 6 hours in length, and the interval between consecutive periods of rest shall not exceed 14 hours.
TASK: MANAGEMENT COMMITTEE MEETING
Produce the minutes of any Management Committee Meeting that you have attended on board?
Management committee meeting is been held once a week or sometimes twice a week
This meeting is been conducted to plan for imp forthcoming jobs, to decide upon safety culture on ship, to discuss
important messages from office and miscellaneous ship related matters.
VESSEL: MV BERGE ISHIZUCHI

Date: 31-05-2022
Time: 1700 Hrs.
Place: At anchorage
Persons present in the meeting are

• Master
• Chief Engineer
• Chief Officer
• Second Engineer
• Third Engineer
Point discussed:
1. Threat and precautions need to be taken against CORONA virus as vessel is moving towards china for
loading.
2. Regarding company policy related to insurance and medic lame.
3. Points discussed regarding hygiene that has to be made on china port,etc.
What is the significance of this Meeting and how often are they held?
Management committee meeting is being carried out at least once in a week but it can be held daily basis. In this
meeting work plan to be established for the week considering all safety measures and repeated checks. The good
communication and a nice collaboration between engine and deck staff manifested here. Any assistance required by
any side it will be discussed and get the solution regarding this topics.
Regarding Saturday routines and drills specially enclose space entry, oil spill, cargo manifold leaking, man overboard,
bob threat, firefighting, abandon drills to be discussed here and how to achieve better performance and high class of
communication to be established here.
TASK: LUB OIL INVENTORY
Complete list of all grades of lubricating oils held on board.
BRAND NAME USED FOR TOTAL Breakdow

Mobil Gard 570 M/E Cylinder Oil 2300ltrs 1x2300(in ta
Mobil Gard 540 M/E Cylinder Oil 10900ltrs 1x10900(in t
Mobil Gard 300C M/E System Oil 21489ltrs 1x21489(in t
Mobil Gard M430 D/G System Oil 1830ltrs 1x1830(in ta
Mobil DTE 10 EXCEL 68 Steering Gear 808 ltrs 1x208 + 600(in
Mobil DTE 10 EXCEL 15 Valve Remote Control System 40 ltrs 2x20
Mobil DTE 10 EXCEL 32 Pilot Ladder, Sludge Davit 208 ltrs 1x208
Mobil RARUS 827 Air Compressor Oil 18.9 ltrs 1x18.9
Mobil RARUS 427 Air Compressor Oil 30 ltrs 1x20 + 1x1
Mobil Gear 600 XP 220 Rudder Carrier, Accomadation Ladder 178 ltrs 8x20 + 1x1
Mobil Gear 600 XP 150 Purifer, Windlass Enclosed Gear 178 ltrs 6x20 + 3x18 +
Mobil EAL Arctic 68 Air condition, Refer Compressor 138.5 ltrs 5x18.9 + 2x18
Shell Super 2T two stroke Rescue boat engine 39 ltrs 1x20 + 1x1
Shell Gelco 5090 Rescue boat gear box oil 40 ltrs 2x20
Mobil Delcac-15W40 Life boat engine 70 ltrs 3x20 + 1x1
Mobil Grease XHP 222 Special Windlass Mooring Winch Clutch 64 kg 4x16
Mobil Grease XHP 222 General Grease points 32 kg 2x16
Mobil Grease XHP 220 Propeller bonnet, Rudder carrier(Bush) 127 kg 7x16 + 1x1
Mobil Grease XHP 221 Hatch cover jack 176 kg 11x16
Mobilux EP 0 Hatch cover 90 kg 5x18
MobilARMA 798 Wire Ropes 94.5 ltrs 5x18.9
Mobil TAC 375 NC Overhead Crane Open gears 68.8 kg 4x17.2
Shell Alvania EP RO Rudder Carrier 48 kg 3x16
Compile a Lube Oil inventory listing ROBs of each grade, approximate rate of Consumptions and make a requisition
for next 90 days supply
100% Dly ROB Arvl Rqrmnt Rqrmnt

Equipment/Machiner
Grade Tank Con Port Lubes for 90% for 3 Remarks
y
Capacity s Rqstd Top-up months
MAIN ENGINE CYL OIL

MOBIL GARD
1 85000 260 38100 35000 20000
540
AECC
MOBIL GARD
2 8000 30 4400 2800 2000
M430
MECC TOTAL CAPACITY

MOBIL GARD INCLUDES
3 68000 30 26000 40000 5000
300C SETTLING TANK
1&2
STEERING GEAR
MOBIL DTE 10
4 150 600 TASK:
EXCEL 68
HYDRAULICALLY
OPERATED
5 MOBILUX EP0 40 80 KG CARGO HATCH
MOBIL GREASE
Demonstrate
6 20 50 understanding of
XHP222
emergency
procedures of hatch
cover operation
TASK: TIME MANAGEMENT PLAN
Complete a time management plan for a large maintenance task as main engine unit decarbonisation. Reassess
completion times as work progresses and keep relevant Senior Officers updated
ME decarb is planned accordingly:
1. The day prior to the decarb maximum rest is to be given to the team to be involved in the decarb (2e, 3e or 4e,
fitter, 2 motormen).
2. Estimated time of a ME decarb is about 8 hrs. For the first 4 hrs. All ER staff can be called for the decarb so that
maximum output is received with participants still high on energy.
3. After the first half of the work is completed, CE to be consulted and updated about the situation. Keeping in
mind, port stay and watch schedule, one duty engineer is to be relieved so that they get minimum 6 hrs. Rest
before any further critical operation.
Total time required 8 hrs

- 0800-0830 preparation
- 0830-0900 dismantling all auxiliary connections, bellow, stuffing box holding bolts
- 0900-1000 open all cylinder head holding down bolts, piston rod palm bolts
- 1000-1030 tea break
- 1030-1200 remove fire ring and piston
- 1200-1300 lunch break
- 1300-1500 prepare piston and liner(cleaning)
- 1500-1530 tea break
- 1530-1600 place back piston and tight holding down bolts
- 1600-1800 connect all auxiliary connection removed
TASK: REMOVAL OR CARRYING IN OF A HEAVY ITEM
Describe the procedure of bringing in a new Main Engine cylinder liner from the engine room skylights to the cylinder
head platform and its safe stow.
Safeties to be followed :-
1. To be carried out by minimum 2 persons, when cover is open all safety pins must be deployed.
2. Keep work area clear of all obstructions, free from all trip hazards.
3. Rig Safety Railing / Guard where provided.
4. Proper posture to be maintained while performing the job.
5. Do not exceed safe working load of the crane or lifting appliances.
6. Do not allow wire to be pulled at an angle or dragged /chaffed against machinery or platforms of gratings.
7. Inspect the slings and chain blocks and confirm the condition and SWL prior use.
➢ Open the skylight and secure it

➢ Make sure lifting cleats of liner are in good condition
➢ Make sure Chain sling to be used is in good condition
➢ Make sure provision crane working ok
➢ Connect crane hook to liner lifting chain
➢ Lift liner slightly above deck and hold there to make sure brakes working fine
➢ Now tie painter line at bottom of liner and pass it to lower platform to guide the liner and to restrict its
swinging movements
➢ Now lower liner through skylight
➢ Keep bottom area clear. Don’t allow anyone to stand under liner
➢ Now slowly lower the liner to lower platform
➢ Now use ER EOT crane to lower further to cylinder head platform. use same precautions as of provision crane
while handling ER EOT crane
➢ Now stow it inside the cage made by welding brackets to platform
TASK: ENCLOSED SPACE
Describe the process and documentation to enter an Enclosed Space including Risk Assessment, Gas freeing and Entry
Permit.
- Prior to entry into enclosed space, enclosed space permit is to be completed and signed by the responsible officers.
- Bridge is to be informed prior making any such entry.
- Proper risk assessment is to be carried out and senior officers to brief the team involved about the procedures, risks
and actions to be taken in case of an incident.
- The enclosed space is to be properly ventilated with blowers for at least 1 hr or depending on the capacity of enclosed
space. Once, the senior officers are satisfied with the duration of ventilation, a gas meter is to be lowered to check the
percentage of oxygen and the presence of other toxic gases, if any.
- After satisfactory inspection, at least a 2 member team may proceed after establishing walkie talkie communication
with a person outside the entrance and with OOW.
- One person is to be always posted outside the enclosed space entry
- Man entry in tank to be posted in front of the entrance.
- After inspection or work is completed inside the enclosed space, the team is to evacuate from the enclosed space and
inform OOW immediately that the job is completed.
- Throughout the operation, at least one set of SCBA is to be kept at the entrance in case of any emergency.
Enclosed Space
An enclosed space is one that:
i) Has limited openings for entry and exit;
ii) Has inadequate ventilation; and
iii) Is not designed for continuous worker occupation.
Examples of such spaces are- cargo spaces, double bottoms, fuel tanks, ballast tanks, cargo pump rooms, cargo
compressor rooms, cofferdams, chain locker, void space, duct keels, inter-barrier spaces, boilers, engine crank cases,
engine scavenge air receivers, CO2 rooms, battery lockers, sewage tanks, air bottles, adjacent connected space, e.g.
cargo space access ways.
Risk Assessment
Risk assessment is very much essential before enclosed space entry permit issued. It is carry out for-
i) there is minimal risk to the life or health of person entering the space then or at any future time;
ii) there is no immediate risk to health and life but a risk could arise during the course of work in the space or;
iii) the risk to life or health is immediate.
Risk assessment is done to reduce all kind of hazards, human health and unknown dander. Risk assessment is very
crucial for safety of the crew, safety of the cargo and ship as well as safety of the environment.
Gas Freeing
Prior entering for checking atmosphere of the enclosed space it need to gas freeing, because enclosed space is oxygen
deficiency space along with carbon monoxide and toxic gases ( H2S,Benzene ) enrich, explosive atmosphere. So before
entering to this space gas freeing is very important to reduce risk. After gas freeing enclosed space entry for checking
the atmosphere must follow company policy and wear SCBA and carry portable gas detector which is calibrated before
using and take the readings at three different levels.
Entry permit
Pre entry checking is made after stopping gas free fan for 10 minutes. After checking the atmosphere authorised
officer report to Master and he also ensure whether the blanking, valve shut and locked, electrical isolation is done
prior to enclosed space entry. Master analysis all the safety measure he issued a enclosed space permit.
Atmosphere should be
➢ Oxygen (O2) > 20.
➢ Hydro Carbon(HC) < 1% (LEL)
➢ Carbon monoxide < 0 pp
➢ Hydrogen sulphide(H2S) < 0
➢ Benzene(C6H6) < 0 ppm
➢
This entry permit is only valid for 8 hours
TASK: STORAGE, HANDLING AND USE OF CHEMICALS AND GASES ON-BOARD
Write a safety briefing to all staff on the safety in storage, handling & use of chemicals & gases on-board
1. Third engineer is responsible for storage, handling and issuing for consumption of all Chemicals. Material safety data
sheet for chemical should be referred before handing for possible health, fire and explosion hazards, first aid measures,
physical and chemical properties, personal protection etc. Third engineer to record chemical consumption details in
chemical log sheet.
2. HANDLING AND STORAGE: Acids and alkali's should not be stored together. Chemicals should be stored in closed
containers only. Containers cap should be properly closed and sealed after use. Containers of chemicals may be
hazardous when emptied. Since empty containers retain product residue (vapor, liquid, solid), all hazard precautions
given in MSDS must be observed. All necessary precautions should be taken for accidental spill/release of chemicals
due to rough weather.
3. HEALTH HAZARDS: Read MSDS sheets for chemical carefully for potential health hazards. Use safety goggles/face
shield and skin protective gear before handling chemicals. Chemicals can cause permanent eye injury, skin
burn/damage, skin disease. Swallowing/inhalation of chemicals may be harmful or fatal. Eye and skin contact must be
avoided. Do not inhale vapors/mist of chemicals while mixing or using. In case of Inhalation/skin or eye contact, take
first aid measures as explained in MSDS. Move individual away from exposure and into fresh air. Flush eyes gently with
water/eye wash for atleast 15minutes. Remove contaminated clothing, wash exposed area with soap and water. Wash
clothing/shoes etc thoroughly before re-use or discard.
4. FIRE AND EXPLOSION HAZARD: Chemical vapors may be heavier than air and may travel along the ground. Chemical
vapors may be ignited by heat or ignition source. Never use welding or gas cutting torch on or near the chemical
containers. In case of fire, use extinguishing media as explained in MSDS sheet. Water may be used to keep fire
exposed container cool until fire is out. SCBA and chemical resistant personal protective equipment must be used.
5. ACCIDENTAL SPILL MEASURES: Small and large spills of chemicals to be handled as per MSDS details. Eliminate all
ignition sources from spill area. Person not wearing protective clothing/equipment should be excluded from the area of
spill. Stop spill at source and prevent spreading. Pump or vaccum transfer spilled product to clean empty container for
recovery. Provide sufficient ventilation to maintain exposure below TLV.
TASK: FIRST-AID
Give a safety briefing to all staff on rescue and first-aid to be given to a person who has suffered from electric shock/
asphyxiation
TREATMENT FOR ELECTRIC SHOCK
Electric Current
It can be from low or high voltage supply or from lightning. The higher the voltage of the current that flow through the
body the more extensive the burn at the entry and exit points and the internal damage. The electricity can cause the
heart to quiver or to stop- in which cause breathing will breathing will cause. Lightning may set alight and the casualty
may be stunned or killed.
Electric Injury
Often caused by faulty switches, frayed cables or defective appliances. Liquids, especially water, are conductors of
electricity so an electric appliance which is normally safe becomes dangerous if your hands are wet or you are standing
on a wet floor.
Low voltage
Office, light industrial and domestic locations
DO NOT TOUCH the casualty with hands until the electric contact has been broken.
Switch off the current at mains or meter if you can reach it quickly. If not, pull out the plug or wrench the cable free. If
you cannot brake the current, stand on dry insulating material (wood, rubber, plastic or thick layer of newspapers) and
push the casualty away from the source using a wooden stool, broom etc.
High Voltage
Power lines, overhead cables and heavy industrial locations. Contact with high voltage currents is generally instantly
fatal. Sever burnt are always present and fractures may occur if the casualty has been thrown by a muscular spasm
caused by the contact. If the casualty is still in contact or with 20 yards (18 meters) DO NOT APPROACH. The electricity
can 'arc' or jump up to 20 yards (18 meters) and kill you. Do not attempt to rescue until the power has been cut off.
Keep bystanders away.
ABC OF RESUSCITATION
SHOUT FOR HELP REMOVE FROM DANGER
A. CHECK RESPONSE:
If casualty appears to be unconscious, shake and shout 'WAKE UP'. If you get no response......Call help and continue.
OPEN THE AIRWAY-
1. Turn casualty on his back
2. Lift the jaw and till the hand to open the air way.
3. Carefully remove any obvious debris from inside mouth.
B.CHECK BREATHING:
1. Look to see if the chest rises and falls.

2. Listen for breaths.
3. Feel for breaths.
4. If casualty is breathing, turn into the Recovery Position.
If casualty is not breathing
START BREATHING (Mouth to Mouth)-
1. Pinch the casualty's nose shut with your thumb and forefinger.
2. Take a breath.
3. Seal your lips around the casualty's lips.
4. Breathe slowly into the casualty's mouth watching the chest rise.
5. Give two breaths.
C. CHECK PULSE:
1. Find the pulse by placing your fingers to the side of the voicebox and pressing gently downwards.
2. If you feel a pulse continue to breathe for the casualty at a normal rate; (12-16/min). Check the pulse at frequent
intervals.
3. If breathing starts, turn the casualty into Recovery Position.
4. If no pulse........
START CHEST COMPRESSIONS-

1. Find the place where the bottom of the ribcage meets the breast bone.
2. Two fingers' breadth above this, place the heel of one hand along the breast bone. Cover this hand with the heel of
the other hand, interlocking your fingers.
3. Keep your arms straight, and press the breast bone down 4 to 5 cm, 15 times at a little quicker than one second ;( a
rate of 80 times a minute).
4. REPEAT 2 mouth to mouth breaths and continue the sequence at the rate of two breaths to 15 compressions.
5. Check the pulse after 4 cycles, and then every 12 cycles until pulse returns.
6. If the heart beat resumes, continue breathing for casualty at a normal rate (12-16/min).
Unconscious casualty who is breathing must be returned into the Recovery Position. Continue to check the pulse and
breathing.
RECOVERY POSITION-
1. Turn the casualty, taking care to protect the face.
2. Less than half the chest should be in contact with the ground. The head should remain tilted with the jaw forward to
maintain the open airway.
3. Check that the casualty cannot roll backwards or forwards.
TASK: DRILL SCENARIO
Plan a drill scenario for the ingress of toxic fumes/gas into the ER causing two ER personnel to be absent from the
muster call. Take an active part in the drill and debriefing afterwards.
Discuss how this scenario may have been avoided and what improvements could be made on the performance of the
exercise
Drill scenario: Ingress of toxic fumes in ER casing.
• 2 ER staff missing from muster.

• Bridge to be informed and emergency team to prepare entry in ER with SCBA and life line.
• ER staff from emergency team preferable for this task as they are familiar with the layout of ER.
• SCBA set to checked by a designated senior officer prior to the team entering ER
- SCBA doing to be checked.
• Once the PPE is satisfactory, the team can enter the ER and search each deck.
• Continual communication through walkie-talkie is to be carried out updating emergency team and command
team of the scenario.
• Once the search is completed, the 2 members are to be evacuated from the emergency escape with support
from the back up team.
Debriefing:
On investigation it is found that some poisonous gas pocket was created in the tank though tank is ventilated for 24 hrs
and before entering we checked toxic gas content. After checking all safety measures master issued enclosed space
permit. The tank is HFO tank so it is very chance to form H2S gas along with benzene, methane which is very dangerous
for human beings. Both person entering with portable gas detector and its working fine but they did not get time to
escape.
The drill is discussed and debriefing is carried out. All crew members encouraged to give suggestions. Thorough analysis
of the drill carried out. Factors such as location of firefighting equipment, readiness of SCBA, time required from
donning SCBA to making entry to be noted and worked upon.
How to avoid this scenario:

Whenever work with enclosed space always bring portable gas detector and before using its calibration must be done.
One person always standby near entry point.
Enclosed space entry permit must be issued.
Take EEBD if found any abnormality use it and evacuate the enclose space.
TASK: SAFER+ AWARENESS

Explain crew regarding S.U.N and R.A.I.N behavior
Essential parameters of safer+
➢ S.U.N and R.A.I.N safety leadership model.

➢ S.U.N behaviour safety in everything, Understands Fleet procedures and complies with them,
o Never walks by then see a problem;
➢ R.A.IN behaviour: Rushes into jobs, Attitude of ‘it’ll do’ and Injures self and others.
➢ Structured coaching conversations between ship senior team and the superintendent, resulting in greater trust,
collaboration and support.
➢ “Well done” cards for both crew and their families to reinforce positive behaviours, working practices and
loyalty.
➢ The first weeks are critical in setting standard and getting buy-in S.U.N behaviours. The monthly safety meetings
are led by the ships senior team.
➢ Crew observer colleagues for 10minutes and note safe/unsafe behaviours.
➢ Crew members who train others in one specified area of work.
➢ A simple tool for self-managing and self-evaluation.
➢ A ‘credit’ system where people get points for safe behaviour and debits for unsafe behaviours.
➢ Daily team meeting to communicate priorities and critical risks.
➢ 5 x 45 minute telephone coaching support for each group head and superintendent and follow-up works at
100,200,300 days to create a S.U.N culture.
S.U.N Behaviours
Safety first in everything

➢ Take pride in doing a god job.
➢ Wear the right safety gear for the job.
➢ Watches out for their colleagues.
➢ Stops colleagues undertaking unsafe practices.
➢ Coaches colleagues in the art of continuous improvement.
➢ Understands Fleet Management procedures and complies with them
➢ Understands the key risk and safety issues involved in their job.
➢ Understands the consequences of unsafe practices.
➢ Understands their role in taking control and accountability.
➢ Understands the Fleet Management safety codes and complies with them.
➢ Asks question and stays informed on anything they don’t understand.
➢ Never walks by, when they see something is not right
➢ Communicates unsafe behaviour when they see it.
➢ Spot potential danger and informs others- irrespective of their rank.
➢ Corrects others’ mistakes first and ask question later.
➢ Is observant and spots small details others miss.
➢ Raises issues to the right level and insists on corrective action being taken.
R.A.I.N Behaviour
➢ Rushes into jobs

➢ Uses the tools at hand, rather than the right tools.
➢ Has no appreciation of the right procedures and standard s to follow.
➢ Too single minded to ask for help or check with someone else.
➢ Starts jobs, but rarely completes them and does no tidy up after them.
➢ Jumps in, without completing g a risk assessment with peers/colleagues.
o Attitude of ‘it’ll do’
➢ Is happy with the ‘quick0fix’, if it’ll save them time.
➢ Leaves lingering problems for the next crew.
➢ Will report back that everything is a standard, when it clearly isn’t.
➢ Completes paper work after the event.
➢ Takes delight in blaming others and uses this card every single time.
Injures themselves and others

• Takes time-off injuries.
• Works without due care and attention.
• Complains hard hats too hard, protective suites too hot, safety glasses too uncomfortable, Safety boots too
heavy, gloves too big, too small, and too dirty- you get the picture.
• Put others at risk of injury, due to their unsafe practices.
• Damages Fleet Management’s reputation as a reliable and leading business.
TASK: DECARBONISATION OF AN AUXILIARY ENGINE
Carry out complete decarbonisation of an auxiliary engine with crew assistance and write out a report giving all
essential calibrations and clearances.
AE#2 CRANCKSHAFT DEFLECTION BEFORE DECARB DATE: 12/06/2022

POSITION/UNIT 1 2 3 4 5 6
A (AFTER BDC) 0.00 0.00 0.00 0.00 0.00 0.00
B (PORT) -2.00 -1.00 1.00 -0.50 0.50 2.00
C (TDC) -2.00 -2.00 3.50 -3.00 -1.00 8.00
D (STBD) -1.00 -1.00 1.50 -2.50 -0.50 1.50
E (BEFORE BDC) -0.50 0.00 -1.00 -0.50 0.00 -1.00
AVG @ BDC= (A+E)/2 -0.25 0.00 -0.50 -0.25 0.00 -0.50
DIFFERENCE (TDC-BDC) -1.75 -2.00 4.00 -2.75 -1.00 8.50

DIFFERENCE (STBD-PORT) 1.00 0.00 0.50 -2.00 -1.00 -0.50
CRANCASE TEMP: 49 DEG
AE#2 CRANCKSHAFT DEFLECTION AFTER DECARB DATE: 19/06/2022

A (AFTER BDC) 0.00 0.00 0.00 0.00 0.00 0.00
B (PORT) -1.00 -1.00 -1.00 -2.00 -0.50 1.00
C (TDC) -1.00 -1.50 -3.50 -5.00 -1.00 3.00
D (STBD) 0.50 -1.00 -3.00 -3.50 -1.00 0.50
E (BEFORE BDC) 1.00 1.00 -1.00 -1.00 -1.00 -0.50
AVG @ BDC= (A+E)/2 0.50 0.50 -0.50 -0.50 -0.50 -0.25
DIFFERENCE (TDC-BDC) -1.50 -2.00 -3.00 -4.50 -0.50 3.25

DIFFERENCE (STBD-PORT) 1.50 0.00 -2.00 -1.50 -0.50 -0.50

AE-2 CALIBRATION'S
Piston Groove Clearance after new Piston Rings (Unit: mm)
UNIT No.1 No.2 No.3 No.4 No.5 No.6
F 0.20 0.20 0.20 0.20 0.20 0.20
A 0.20 0.20 0.20 0.20 0.20 0.20
Top Ring
P 0.20 0.20 0.20 0.20 0.20 0.20
S 0.20 0.20 0.20 0.20 0.20 0.20
F 0.15 0.15 0.15 0.15 0.15 0.15
A 0.15 0.15 0.15 0.15 0.15 0.15
2nd Ring
P 0.15 0.15 0.15 0.15 0.15 0.15
S 0.15 0.15 0.15 0.15 0.15 0.15
F 0.05 0.05 0.05 0.05 0.05 0.05
A 0.05 0.05 0.05 0.05 0.05 0.05
Oil Ring
P 0.05 0.05 0.05 0.05 0.05 0.05
S 0.05 0.05 0.05 0.05 0.05 0.05
Width And Thickness Of previous Piston Ring (Unit: mm)

YANMAR THICK WIDTH THICK
b
Top Ring 6.50 4.50
2nd Ring 6.50 4.00 WIDTH
a c
Oil Ring 5.00 6.00
RING, PISTON TOP RING, PISTON 2ND RING, OIL

Unit Position
THICK WIDTH THICK WIDTH THICK WIDTH
a 6.4 4.4 6.4 3.9 4.9 5.9
No. 1 b 6.5 4.4 6.5 3.9 4.9 5.8
c 6.4 4.4 6.4 3.9 4.8 5.9
a 6.4 4.3 6.4 3.9 4.9 5.8
No. 2 b 6.5 4.4 6.3 3.9 5.0 5.9
c 6.4 4.5 6.4 3.9 4.9 5.9
a 6.4 4.4 6.4 3.8 4.9 5.8
No. 3 b 6.3 4.4 6.4 3.9 4.8 5.9
c 6.4 4.3 6.3 3.9 4.9 5.9
a 6.4 4.4 6.4 3.8 4.9 5.8
No. 4 b 6.5 4.4 6.4 3.9 4.9 5.9
c 6.4 4.4 6.3 3.9 4.9 5.9
a 6.4 4.4 6.4 3.9 4.9 5.9
No. 5 b 6.3 4.4 6.5 3.8 4.8 5.8
c 6.4 4.3 6.4 3.9 4.9 5.9
a 6.4 4.4 6.3 3.9 4.9 5.9
No.6 b 6.3 4.4 6.4 3.9 4.9 5.8
c 6.4 4.3 6.4 3.9 4.9 5.9
CYLINDER LINER CALIBRATION (Unit: mm)
F-A 180.40 180.24 180.10 180.25 180.23 180.29
A (top)
P-S 180.32 180.29 180.32 180.37 180.35 180.33
F-A 180.04 180.02 180.06 180.06 180.02 180.01
B (middle)
P-S 180.02 180.02 180.05 180.04 180.01 180.02
F-A 180.01 180.10 180.02 180.02 180.01 180.01
C (bottom)
P-S 180.01 180.01 180.03 180.03 180.01 180.01
GUDGEON PIN (Unit: mm)

GUDGEON PIN BEARING
75.1 75.1 75.1 75.1 75.1 75.1
(CON ROD)
GUDGEON PIN 75.0 75.0 75.0 75.0 75.0 75.0
CLEARENCE 0.1 0.1 0.1 0.1 0.1 0.1
CON ROD BOLT LENGTH (Unit: mm)

TOP 180.2 180.1 180.2 180.2 180.2 180.1
LENGTH
BOTTOM 180.2 180.1 180.1 180.2 180.1 180.2
SPARE PARTS USED IN AE-2 DECARB

SR NO PART NAME PART NUMBER QUANTITY USED
1 Piston ring set 146673-22501 6
2 Protection ring 146623-01120 6
3 O-Ring 152633-01810 6
4 O-Ring 24326-000400 6
5 O-Ring 128633-11880 2
6 O-Ring 23416-000240 30
7 O-Ring 24316-000350 12
8 Cylinder head Gasket (T=1.0) 146644-01340 6
9 Packing 146673-11602 6
10 Packing 146673-59020 6
11 Packing 146673-59220 6
12 Packing 146673-59250 6
13 Spring (fuel injector) 146623-53120 2
14 Gasket, Side cover 146673-01411 1
TASK: HYDRAULICALLY CONTROLLED VALVE
Overhaul / repair a pneumatically/ hydraulically controlled valve.

What are the precautions and procedures for overhauling above?
Precautions and procedure is as follows:

➢ Close the air connection
➢ Remove the actuator if opening and closing of valves not permitted due to tank condition
➢ Now remove the pneumatic 3/2 valve. Overhaul and clean
➢ These are spring loaded valve so keep in mind that it will shut once you shut air supply
➢ Now open the cover of actuator for which remove two bolts and put long length bolts
➢ Then after remove remaining bolts to counter spring force
➢ Clean the internal parts
➢ Apply little oil to moving parts and box back
TASK: PNEUMATIC OR ELECTRIC CONTROLLER/ TRANSMITTER
Overhaul / repair a pneumatic or electric controller/ transmitter.

What are the precautions and procedures tobe followed while overhauling?
Pneumatic transmitter
Make :-NAKAKITA
Location :- Boiler drum level controller for feed control
Trouble :-
Feedback needle of controller not responding, feed control valve remains full open.
Trouble shooting :-
1. Supply air pressure and valve control air pressure showing normal values.
2. Feedback pressure from the D.P Transmitter showing nil.
3. D.P.Transmitter purging and equalizing carried out. But still feedback pressure showing nil.
4. Checked pneumatic controller for air leakage.
5. Found Bouldon tube leaking.
Precautions and procedures :-
1. Stopped the air supply to the controller.

2. Boiler water filled manually by observing the water level gauge.
3. Stop the air supply to the controller.
4. Stop the feedback air to the controller from D.P.Transmitter.
5. Open the cover of the controller unit and remove the screws and dismount the scale plate.
6. Marked on the linkages connected to the Bouldon tube, removed two screws of the linkages, which isolated the
Bouldon tube from the other parts of the controller.
7. Take out the Bouldon tube and checked for any cracks.
8. Found crack, same rectified by soldering on the cracked portion of the tube.
9. Bouldon tube put back and all connections made.
10. Both supply air and feedback air opened.
11. Controller working satisfactory.
TASK: OVERHAUL A LARGE PUMP

Overhaul a large pump viz. Ballast, MSW, M/E L.O., Fire and G.S. or equivalent with crew assistance.
Write a report on the procedures and precautions to be followed. Make a table of the impeller and bush clearances
that you have maintained.
Main Cooling Sea water Pump:

➢ Carry out tool box meeting for the task
➢ Fill electrical isolation checklist
➢ Switch off the breaker and lock down and tag down
➢ Remove fuse
➢ Shut suction and discharge valve
➢ Remove motors electrical connections
➢ Check and make sure all lifting tools used are in good condition
➢ Dismantle the flexible coupling between motor shaft and impeller shaft
➢ Remove holding bolts of motor
➢ Lift up the motor and stow securely
➢ Now remove the casing bolts to remove the impeller from pump
➢ Great care to be taken while removing the mechanical seal from shaft as to avoid damage to the sealing face
of seal
➢ Now check clearance
➢ Clean the parts
➢ Check and examine condition of the pump parts
➢ If wear ring clearance is more than specified then replace the wear ring
➢ Box back
Pump dismantled, inspected and cleaned. Mechanical Seal was renewed.

Shaft Dimensions : Length = 490 mm
Dia = 76 mm
Dia at Impeller = 60 mm
Impeller Dimension : Outer Dia at Inlet = 245 mm
Mouth Ring & Wear Ring Dimensions : Dia 248 mm
Clearance Between Wear Ring & Impeller = 1.5 mm.
TASK: M/E EXHAUST VALVES
Carry out complete overhaul of at least 2 M/E exhaust valves and check relevant clearances/ and calculate wear
down rate / 1000 running hrs.
1) UNIT 4 EXHAUST VALVE OVERHAUL

DRIVING PISTON& PISTON RING
SYMBOL STANDARD VALUE NO.1 NO.2
FREE GAP L 13.0 +- 2.0 14.4 14.5
BREADTH B 3.0-0.012 TO 3.0 3.0
3.0-0.022
THICKNESS T 4.3 +- 0.12 4.3 4.3
GROOVE H 3.0 + 0.045 TO 3.0 3.0
3.0 + 0.020
AIR PISTON, VALVE SPINDLE & BUSH

PART SYMBOL POSITION STANDARD RECORDED VALUE
AIR PISTON PISTON OUTER DIAMETER 280 – 0.6 TO 279.5
280 – 0.8
CYLINDER INNER DIAMETER 280 + 0 TO 280.05
280 + 0.13
SPINDLE & SPINDLE OUTER DIAMETER 84 – 0.036 TO 84.0
BUSH 84 – 0.090
BUSH INNER DIAMETER 84 + 0.290 TO 84.25
84 + 0.255
VALVE SPINDLE & VALVE SEAT

NEW VALVE SPINDLE VALVE SEAT REMARKS
NEW MAX. D1 D2 TO BE MAX. D3 D4 MAX. BURN
(H) GRINDING KEPT GRINDING AWAY
(G1) (G3) (G2) (F1)
43 2 325 382 1 0 329 351 10
RECORDED 40.8 0.8 324 379 0.85 1.95 327 351 3.0
2) UNIT 6 EXHAUST VALVE OVERHAUL

DRIVING PISTON & PISTON RING
SYMBOL STANDARD VALUE NO.1 NO.2
FREE GAP L 13.0 +- 2.0 14.0 14.0
BREADTH B 3.0 - 0.012 TO 3.0 3.0
3.0 - 0.022
THICKNESS T 4.3 +- 0.12 4.3 4.3
GROOVE H 3.0 + 0.045 TO 3.0 3.0
3.0 + 0.020
AIR PISTON, VALVE SPINDLE & BUSH

PART SYMBOL POSITION STANDARD RECORDED VALUE
AIR PISTON PISTON OUTER DIAMETER 280 – 0.6 TO 279.2
280 – 0.8
CYLINDER INNER DIAMETER 280 + 0 TO 280.0
280 + 0.13
SPINDLE & SPINDLE OUTER DIAMETER 84 – 0.036 TO 84.0
BUSH 84 – 0.090
BUSH INNER DIAMETER 84 + 0.290 TO 84.3
84 + 0.255
VALVE SPINDLE & VALVE SEAT

NEW VALVE SPINDLE VALVE SEAT REMARKS
NEW MAX. D1 D2 TO BE MAX. D3 D4 MAX. BURN
(H) GRINDING KEPT GRINDING AWAY
(G1) (G3) (G2) (F1)
43 2 325 382 1 0 329 351 10
RECORDED 40 1.15 324 378 0.95 2.2 327 350 4.0
TASK: ME POWER AND MEAN INDICATED PRESSURE
Take full set of indicator cards and calculate ME power and Mean Indicated pressure.
Please make an interpretation of the engine performance from the indicator cards.
TASK: ME FUEL PUMP TIMINGS
Check and adjust ME fuel pump timings of your engine and compare same with shop trial data.
MEASUREMENT OF FUEL PUMP LEAD :-
1. Close the fuel oil inlet valve.

(a) Loosen the drain plug, drain out from the fuel pump.
(b) Remove the erosion plugs.
(c) Dismount the fuel oil index pointer.
2. To align the cross bore in the plunger with the lower cut-off holes in the barrel, pull the fuel oil index rod.
(a) Turn AHEAD until the cross bore in the plunger is aligned with the lower cut-off holes.
(b) The correct alignment can only be obtained when the plunger is in its delivery stroke.
NOTE : If the engine is of the reversible type, ensure that the roller guide is in AHEAD position.
Verify that the cross bore and the lower cut off hole are in alignment by shining a torch through the cut-off hole.
3. Turn until the upper edge of the cross bore in the plunger reaches the exact position at which it cross off the lower
edge of the lower cut-off hole.
4. Mount the measuring tool on top of the fuel pump top cover. Screw the measuring pin fully down into the threaded
hole in the top of the pump plunger. Adjust the bracket of the measuring tool until the plunger of the dial gauge is at its
middle position. Adjust the scale to ZERO.
5. Turn AHEAD until the piston is in TDC. When the exact position of the piston has been confirmed to be at TDC, either
by checking the position of the crank throw or the marks on the turning wheel, note down the reading on the dial
gauge and calculate deviation X between the ZERO position and the present position without + or – sign direct on the
scale of the measuring tool.
6. Turn the engine, while noting the position of the cam through the inspection hole. Stop turning when the roller is on
the lowest part of the cam where the roller guide, and thus the pump plunger, is in the lowest position.
(a) Read the measuring result “Y” without + or – sign direct on the scale of the measuring tool.
7. The fuel pump lead “A” and lead “B” is then calculated as follows:
A = X + K, B = Y – K
K = Adjustment factor, K = 6.8mm.
When number of shims is zero, increase one piece of shim K increases by 0.5mm.
TASK: REFRIGERANT COMPRESSOR

Carry out complete overhaul of a refrigerant compressor of an A.C. plant or reefer plant.
How did you collect the refrigerant in a separate container and avoided the escape of the refrigerant into the
atmosphere?
1. Pump Down:
Close the condenser refrigerant out let v/v and cooling water supply to the condenser maintained.
Start compressor short-circuit the low pressure switch of dual pressure switch in order to pump down as much as
possible
Stop compressor when the low pressure decrease to approx 0.02 mpa and is stabilized.
Close the discharge v/v of comp. completely and then charge the refrigerant in to condenser.
Stop the cold water supply to the condenser.
2. Purge the refrigerant:

Remaining refrigerant pump down to vacuum bottle by vacuum pump. Removed the gauge piping etc. comp. will be
atmospheric pr. with using the check joint of high and low pr. when move comp. removed wiring and piping as source
off when move comp.
Take the cover of terminal box off and remove the main wiring that is connected to terminal. Remove fasten receptacle
of start coil the thermostat.
Removed solenoid v/v for capacity control, loosen the joint and extract c/case heater.
Removed suction piping and discharge piping.
3. Disassemble of c/case:
Loosen the oil plug and purge the oil and wipe off the oil from bottom of the c/case.
Remove the access cover both side.
Remove the c/case check v/v which positioned under the motor side housing by using wrench.
Remove the oil strainer which positioned under the oil p/p side by using wrench.
4. Disassembly of cylinder cover:

Removed the unloader solenoid v/v on the cylinder cover.
The cylinder cover are spring loaded, loosen the bolt located on the top of the cylinder cover and remove these bolts
except four bolts which located symmetrical each other. If the cylinder cover does not separated than c/case, hit cover
with a soft hammer loosen the leaving four bolts slowly and opened cylinder cover. Never use chisel and screwdriver
they damage semi-material gasket.
Give a light shock with plastic hammer and opened v/v assembly.
5. Disassembly of piston connecting rod assembly:

Loosen the holding connecting rod cap to connecting rod with T-handle, universal joint and socket. The connecting rod
and caps are aluminium, with internal bearing great care must be used in opening time to prevent damage. The
connecting rod caps are not inter changeable rod to rod, so avoided mixing parts.
Removed the con rod cap from connecting rod, cap must be used not to drop the cup spring washer.
Cup spring washes can be used only one time, so when assembled the con rod cap they must be changed to new one.
Extract piston connecting rod assembly from cylinder to upwards.
6. Disassemble of piston:
Removed the blind cover of motor cover, (Right angle with shaft) removed suction piping from flange (shaft way)
Loosen and removed the suction strainer (Right angle with shaft).
Extract the suction strainer (shaft way)
Loosen the bolt (M-12) and removed the motor cover, fit two guide rods with right and left symmetry, the extract
cover.
Cover is 22 kg so great care should be taken to do work, be sure to be it with more than two people.
Coil end is sticking out of inside of cover so great care should take not to damage coil end when remove from guide
rods.
Loosen the sample bolt of retainer and remove it, lock the c/case then insert stopper in c/case and catch it arm of
c/shaft. After remove retainer, extract key (catch with pliers).
Drive rotor guide rod in to the end of c/shaft and fit it.
Removed the rotor by pulling straight out rotor is heavy, so care should be taken not to drop then. Then removed the
guide rod (rotor has no screws, so catch key in vase hole extract.
7. Extracts of c/shaft:
Loosen and remove the clamp bolt of oil p/p

Drive extracting screw in to and remove the p/p
Extract c/shaft to p/p side and removed it.
Hold bearing parts of p/p side (to prevent from being caught finger in)
Assembly of Compressor:
Assembled in the opposite orders of disassembly, care should be taken in the following respect when assembled.
Insert compressor must be free from rust foreign matters and burrs.
Clean new refrigerant oil applied to bearing parts, gasket and O-rings.
Be sure to tighten bolts and nuts, as for clamp torque, refer to the clamp torque table for MR Compressor. Contact care
should be taken to tighten the clamp bolts of connecting rod and rotor.
Assembly of motor guide housing - upside knock pin and kit if in c/case the fix with the bolt (care should be taken not
to make a mistake upside and down side)
Assemble of stator- this is so heavy, so great care should be taken when carryout the job, Terminals stud shall be fitted
with motor lead wire in advanced.
TASK: ME CONTROL SYSTEM

Follow and trace ME remote air start control system. Write a complete description of the air flow process mentioning
each component and its significance.
2P5W- two position five way valve

2P3W- two position three way valve
For ME starting system, 30 bar air from air bottle is reduced to 6-7 bar using pressure reducing valve. A relief valve is
given in the line to keep the pneumatic components to be safe. This 7 bar pneumatic line is mainly divided in to two A)
control air and B) safety air.
CONTROL AIR
1. Control air line is divided in to two branches

One branch will pass through valve 139 and sub divided in to six branches. This air is termed as spring air. Before
entering in exhaust valve, this air will pass through valve 137.
139- Ball valve to shut the exhaust valve spring air.
137- Non-return v/v to prevent the back flow of air from exhaust valve
2. Second branch will flow through valve 1 and divides in to two branches.
3. First branch will lead to valve 100 inlet. This valve shifts control air from emergency control system to remote control
system and vice versa.
Ball valve for ON/OFF of the control air.
4. 100- 2P5W valve. Remote control and the Engine side control shift is made by this valve.
5. Second branch will goes to the control air reservoir 20 with a capacity of 40L to reduce the time lag. Control air
reservoir outlet divides in to five branches.
(a) Two of the above 5 branches will be operating the air cylinders of fuel pump and distributor through valves
10 & 11.
(b) Third branch will lead to valve 115 inlet.
(c) Fourth branch will lead to valve 27 inlet through valve 111, which controls the opening & closing of main air
starting valve.
(d) Fifth branch will lead to valve 25 inlet.
10 & 11- 2P3W valve. Under ‘stop’ or ‘start’ period, these valves lead the AH or AS air to the air cylinders.
115- 2P3W valve which blocks the starting possibility when turning gear is engaged.
27- 2P5W valve controls the air to the main starting valve actuator
111- 3 way ball valve. At manual open and close of the main starting air valve, this valve is used to blow air in the
actuator of the main starting valve.
25- 2P3W valve. It leads the air to the puncture valve at the top of each fuel injection pump during ‘stop’ and ‘start’
period to prevent the fuel injection.
When valve 100 keeps on Remote mode, the control air will lead to the inlet of valves 84 (stop), 86 (ahead), 88 (astern),
90 (start).
84, 86, 88 & 90- 3 way solenoid valves which converts electric signal to pneumatic signal.
When Telegraph is in Stop position
Valve 84 get activated and control air will lead to valve 34 and outlet of valve 34 divided in to two branches.
(a) Air in the first branch will activate valve 25 which allows control air to flow through it and through valve 128 &
124. This air will keep the puncture valves of fuel pumps in open position
(b) Air in the second branch will pass through valve 23 and activates valve 117 which keeps starting air distributor to
be ready for the movement.
34- Double check valve
128- Double check valve. It combines the emergency shutdown air and the fuel injection stop air.
124- Quick release valve, which prevents the delay of air-run to fuel-run change timing.
23- Check choke valve. Normally its needle should be fully opened so that it does not delay, the cutting of the air
running. Just in case a little longer air running is necessary it is adjusted only slightly.
117- 2P3W valve. When engine starts fuel running, the air going to the starting air distributor is cut by this valve to
stop the air running.
When Telegraph in ‘Ahead’ position
When telegraph accepts for Ahead movement, valve 86 will get activated. Valve 86 out will pass through valve 29 and
it activates valve 10. Control air which is already present at the inlet of the v/v will pass through it. Valve 10 out let
divided in to two branches
(a) Air in the first branch will pass through valve 6 & operate fuel cam reversing air cylinder 13 for ahead movement
(b) Air in the second branch will operate the air cylinder 57 of starting air distributor for ahead movement.
29- Double check valve.
6- Ball valve. Normally this valve should be kept open. When abnormal air leakage inside the air cylinder 13 is
observed, it should be closed as emergency measure/
When Manoeuvring handle in ‘Start’ position
Valve 90 will get activated and control air will pass through valve 36 and activates valve 31.
If turning gear is disengaged, then control air will be allowed to pass through valve 115 and cross the activated valve 31
and valve 32.
Out let of valve 32 divided in to two branches.
1. Air in the first branch will activates valve 27. Control air passes through the the manual shut off valve 111 will
activate the air cylinder and main air starting valve will open. 30bar air in the starting air line will pass through the main
air starting valve divided in to two branch
(a) 30 bar air passes through cock 118, filter 114 and reach the inlet of valve 26.
(b) 30 bar air in the other branch will pass through non return valve and comes to the inlet of starting valve.
2. Air in the second branch will activate valve 26, air (30 bar) already at the inlet of valve 26 will pass through it and
divided in to two branch.
(a) Air in the first branch will come to starting air distributor.
(b) Air in the second branch will pass through the valve 117 which is already activated by the control air from valve
84 (STOP). 30 bar air from the air distributor will pass to the starting valve of the particular unit and valve will open and
air enters the engine.
Fly wheel starts rotating in Anti Clockwise direction
31- 2P3W valve leads the ‘start’ signal to the valve 27.
32- Check choke valve. It extends the period of main starting valve being open in order to assure the starting of the
engine.
26- 2P3W valve sends the start air to the starting air distributor when starting.
When Maneuvering handle moves to DS AHD
1. Valve 84(STOP) shuts and air drain off from the line. Valve 25(to puncture valve) and valve 117 (to distributor) will
get this activated. Hence starting air to the engine will stop and fuel pumps will build up pressure to open the fuel
valves.
2. Valve 90 (START) shuts. Valve 31 will get this activated and thereby control air to activate valve 27 (to main air
starting v/v opening) and valve 26 (to air distributor) will stop. Hence main air starting valve will shut and 30 bar line
will completely isolate from the engine.
3. Valve 86(AHD) shuts. Valve 10 will get this activated and control air to the air cylinder 57 and 13 will stop. Hence the
position of the fuel cam and distributor will remain in AHEAD direction.
Fly wheel rotates at a speed of 39 RPM in Anti Clockwise direction
When Telegraph is in Stop position
Valve 84 (STOP) get activated and control air will lead to valve 34 and outlet of valve 34 divided in to two branches.
(a) Air in the first branch will activate valve 25 which allows control air to flow through it and through valves 128 &
124. This air will keep the puncture valves of fuel pumps in open position.
(b) Air in the second branch will pass through valve 23 and activates valve 117 which keeps starting air distributor to
be ready for the movement.
When Telegraph in ‘Astern’ position

When telegraph accepts for Ahead movement, valve 88 will get activated. Valve 88 out will pass through valve 30 and it
activates valve 11. Control air which is already present at the inlet of the valve will pass through it. Valve 11 out let
divided in to two branches
(a) Air in the first branch will operate fuel cam reversing cylinder 13 for astern movement
(b) Air in the second branch will operate the air cylinder for starting air distributor 57 for astern movement.
When Manoeuvring handle in ‘Start’ position
Valve 90 will get activated and control air will pass through valve 36 and activates valve 31.
If turning gear is disengaged, then control air will be allowed to pass through valve 115 and cross the activated valve 31
and valve 32.
Out let of valve 32 divided in to two branches.
1. Air in the first branch will activates valve 27. Control air passes through the manual shut off valve 111 will activate
the air cylinder and main air starting valve will open. 30bar air in the starting air line will pass through the main air
starting valve divided in to two branch
(a) 30 bar air passes through cock 116, filter 114 and reach the inlet of 2P3W valve26.
(b) 30 bar air in the other branch will pass through NR valve and comes to the inlet of starting valve.
2. Air in the second branch will activate valve 26, air (30 bar) already at the inlet of valve 26 will pass through it and
divided in to two branch.
(a) Air in the first branch will come to starting air distributor.
(b) Air in the second branch will pass through the valve 117 which is already activated by the control air from valve
84 (STOP). 30 bar air from the air distributor will pass to the starting valve of the particular unit and valve will open and
air enters the engine.
Fly wheel starts rotating in Clockwise direction
When Manoeuvring handle moves to DS AST
1. Valve 84(STOP) shuts and air drain off from the line. Valve 25(to puncture valve) and valve 117 (to distributor) will
get this activated. Hence starting air to the engine will stop and fuel pumps will build up pressure to open the fuel
valves.
2. Valve 90 (START) shuts. Valve 31 will get this activated and thereby control air to activate valve 27 (to main air
starting v/v opening) and valve 26 (to air distributor) will stop. Hence main air starting valve will shut and 30 bar line
will completely isolate from the engine.
3. Valve 88(AST) shuts. Valve 11 will get this activated and control air to the air cylinder 57 and 13 will stop. Hence the
position of the fuel cam and distributor will remain in ATERN direction.
Fly wheel rotates at a speed of 39 RPM in Clockwise direction.
SAFETY AIR
Safety air of 7 bar will pass through valve 16, filter 15 and reaches safety air reservoir 125 with a capacity of 20L. Out let
of the reservoir will lead to a valve 127(Emergency Stop). When valve 127 will get activated safety air will pass through
it and through valves 128 & 124. This air will keep the puncture valves of fuel pumps in open position and fuel pumps
stops pumping and Engine will stop.
16- 3 way ball valve. For ON/OFF of the safety air
127- 2P3W Solenoid Valve. In case of emergency shutdown, it leads the safety air to each puncture valve.
TASK: SCAVENGE FIRE

Give the possible causes of a Scavenge Fire, detailing the procedure for extinguishing the fire and describe how to
prevent the likelihood of such a fire
Indications of a scavenge fire are loss in power and irregular running of the engine, high exhaust temperatures of
corresponding units, high local temperature in scavenge trunk, surging of turbocharger, and sparks and smoke
emitted from scavenge drains. External indications will be given by a smoky exhaust and the discharge of sooty smuts
or carbon particles. If the scavenge trunk is oily the fire may spread back-from the space around or adjacent to the
cylinders where the fire started and will show itself as very hot spots or areas of the scavenge trunk surfaces. In ships
where the engine room is designed as UMS, temperature sensors are fitted at critical points within the scavenge
spaces. Activation would cause automatic slow down of the engine.
If a scavenge fire starts two immediate objectives arise- they are to contain the fire within the scavenge space of the
engine and to prevent or minimize damage to the engine. The engine must be put to dead slow ahead and the fuel
must be taken off the cylinders affected by the fire. The lubrication to these cylinders must be increased to prevent
seizure and all scavenge drains must be shut to prevent the discharge of sparks and burning oil from the drains into
the engine room. A minor fire may shortly burn out without damage, and conditions will gradually return to normal.
The affected units should be run on reduced power until inspection of the scavenge trunking and overhaul of the
cylinder and piston can be carried out at the earliest safe opportunity. Once navigational circumstances allow it, the
engine should be stopped and the whole of the scavenge trunk examined and any oil residues found round other
cylinders removed. The actual cause of the initiation of the fire should be investigated
Carbon dioxide- will put out a fire but supply is limited. Susceptible to loss if dampers do not effective prevent air flow
Dry powder- will cover the burning carbon and oil but is messy. As the fire may still smoulder below the powder care
must be taken when the scavenge doors are removed as the powder layer may be blown away.
Steam-plentiful and effective
Water spray- perhaps the ideal solution giving quick effective cooling effect to the fire.
Indications that a fire is imminent are a reduction in flow through the drains and a temperature rise in the scavenge.
This temperature rise can be detected by temperature wires or mats.
When a fire is in progress there is a slow down of the engine with the blowers surging as the fire consumes the oxygen.
Sparks are seen issuing from the drains and there is a temperature rise in the scavenge space.
To prevent scavenge fires good maintenance and correct adjustment must be carried out. Scavenge trunking must be
periodically inspected and cleaned and any buildup of contamination noted and remedied. The drain pockets should
also be cleaned regularly to remove the thicker carbonized oil sludges which do not drain down so easily and which
are a common cause of choked drain pipes. Scavenge drains should be blown regularly and any passage of oil from
them noted. The piston rings must be properly maintained and lubricated adequately so that ring blow-by is
prevented. At the same time one must guard against excess cylinder oil usage. With timed cylinder oil injection the
timing should be periodically checked. Scavenge ports must be kept cleared
TASK: TROUBLE SHOOTING - AUX ENGINE
Explain the possible causes of excessive high exhaust temperature on aux. engine and how each cause can be
corrected.What is the effect of early fuel injection on cylinder pressure and exhaust temperature?
Possible cause of excessive high Exhaust temp of Aux engine:

➢ Faulty fuel valve may cause after burning which can lead to high exhaust temp to cater this overhaul the fuel
valve
➢ Leaky exhaust valve may cause hot exhaust to enter exhaust manifold which will raise the exhaust temp. To
cater this lap or replace exhaust valve.
➢ Low air cooler efficiency can cause increase in scavenge air temp which ultimately increases the exhaust gas
temp
o Or air cooler cooling water valve not set properly which leading to low efficiency of the air cooler.
o To cater this clean the air cooler and set the valves properly
➢ T/C exhaust in take nozzle ring dirty or has too much carbon deposits can cause back pressure in exhaust
manifold which can lead to increase in exhaust temp.
o To cater this clean the T/C exhaust nozzle ring.
Early fuel injection will cause cylinder pressure and exhaust temperature to reduce.
As per manufacturer manual following actions to be taken:
NO CAUSE COUNTER MEASURE

I BOOST AIR TEMPERATURE TOO HIGH
1 Check the cooling water system and
Boost air cooler cooling water temperature too
lower the cooling water temperature to
high
the specified range
2 Shortage of boost air cooler cooling water Check and repair the cooling water
volume pump
3 Fouling of boost air cooler(water side & air side) Overhaul and wash the cooler
Check and service the engine room
4 Engine room internal temperature too high
ventilation equipment
I BOOST AIR PRESSURE TOO LOW
1 Clogging of turbo charger filter Wash the filter
2 Clogging of boost air cooler air side Overhaul and wash the cooler
3 Fouling of turbocharger (turbine side & blower Wash the blower side or overhaul and
side) or its damage wash the turbocharger, or replace it
Check and clean the exhaust manifold
4 Rise of back pressure at exhaust port
and exhaust pipe
Check and service the engine room
5 Engine room put under a negative pressure
ventilation equipment
Judging from the property analysis
II UNSUITABLE PROPERTIES OF FUEL OIL
results, change the fuel if necessary
V OVERLOAD Reduce the load
TASK: M/E H.P. FUEL PIPE LEAK
Write a Safety Briefing on the causes, hazards and remedial action to be taken in the event of M/E H.P. fuel pipe leak
to all E/R Personnel
Causes :-
1. If mating face of the pipe is not having the proper face contact, then lead to leakage. This oil will go to leak off tank.
2. If any crack on the inner sheathing of the pipe, then the leaking oil will go to leak off tank.
3. If external sheathing get damaged due to mishandling of the pipe, then pressurized oil will spray outside.
Hazards :-
1. The high pressure oil spraying out of the double sheathing pipe will fall on the exhaust manifold, it will lead to fire.
2. If high pressurized hot oil will come in contact with the human body, it may lead to burning of skin.
3. Penetration of oil in to human body is poisonous.
Remedial Action :-
1. If oil will leak from the inner sheathing, then leak off tank alarm will come, locate the leaking pipe and change the
pipe in the next convenient time.
2. If oil spraying out of the pipe, then immediately inform the bridge, stop main engine, change the pipe.
3. If ship unable to stop the engine due to traffic or weather condition, run the engine in Slow Ahead and isolate the
unit. Change the pipe after the emergency.
TASK: EMERGENCY BATTERIES
Carry out routine checks & maintenance of vessel emergency batteries for a period of one month.Write a report on
the above.
Specification: FB SS 200AH/10 hr. 24V

Type: Lead Acid
1. Visual inspection to be carried out every week. Petroleum jelly to be applied on all terminals.
2. Every week check the level of electrolyte in the battery. After several charging and discharging the electrolyte level
will reduce. If it is low, then top up with distilled water.
3. Every week check the voltage of battery and record the same. A good battery will always show voltage above its
rated voltage. Keep the battery in trickle charging mode.
4. Every month check the tightness of the terminal connections on the battery. Loose connections may lead to short
circuiting and discharging of the batteries.
5. Every month check the performance of the batteries by keeping the batteries on load without charging. Note
down the starting time, voltage, specific gravity & stopping time, voltage and specific gravity. Calculate the voltage &
specific gravity dip for a fixed time. Compare it with previous performances
Date: 25.10.12 1500 hrs 1700hrs Remark

voltage 25.4 v 23.4 v Satisfactory
Specific gravity 1260 1250
6. Every month measure the specific gravity of the electrolyte using hydro meter and record the same. The specific
gravity of the electrolyte for a fully charged battery is 1260-1280 and for a fully discharged cell, it is 1220. If specific
gravity is 1180 or below, then it is considered as a dead cell. To increase the specific gravity, add dilute H2SO4. For
diluting the concentrated H2SO4, pour Acid in water. Do not pour water in to acid.
Note :-
Load connected with Emergency Battery are,
Communication equipments
Common battery telephone
Navigation light panel
Engine telegraph console
Engine control console
Fire detecting system
General emergency alarm panel
Co2 discharge alarm panel.
TASK: DECK HYDRAULIC SYSTEMS
Describe the layout plan of the deck machinery systems on board and explain their hydraulic operations.
Two hydraulic systems are provided onboard. One in forward (forepeak store) and the other in aft (steering gear room)
of the ship. Each system consists of two hydraulic pumps, driven by electric motors.
Forward hydraulic system :-
In forward hydraulic system one hydraulic pump operates one windlass (WL2) and the mooring winch (MW1), the
second pump operates the hose handling crane and the second windlass (WL2). The system pressure is 22.6Mpa.
Aft Hydraulic system :-
In aft hydraulic system one hydraulic pump operates only one mooring winch (MW4), where as the other pump
operates the remaining three mooring winches (MW2, MW3, MW5). The system pressure is 24.0Mpa.
Each hydraulic motors direction of rotation and speed of rotation is controlled by the flow control valve connected to
the motor.
For the operation of drums, keep the flow control valve in neutral position; engage the clutch of the particular drum,
then release the brake. Move the flow control valve handle in the required direction. Drum will start rotate. Winding of
the rope should be done as per the maker’s instruction.
TASK: DECK HYDRAULIC SYSTEMS

Demonstrate the operation of windlass and mooring winches, including their safety features
TASK: MAIN ENGINE BEARINGS AND PIN
Assess the condition of any main engine bearings and pin (at least 2), which are opened up for survey. State in detail
your comments on its condition.
Crank Pin bearing # 3

1. Measured bearing clearance before opening. Within normal range.
2. Measured bearing thickness using screw gauge. Satisfactory.
3. Checked the ovality of the crank pin. Within range.
4. Checked the condition of the bearing. Light scoring was found on both bearing and pin. Same cleared by
polishing using oil stone.
5. Checked the bearing thickness and crank pin ovality after polishing. Found satisfactory
Measured bearing clearance after box up. Within normal range
Crank Pin Bearing # 5

1. Measured bearing clearance before opening. Within normal range.
2. Measured bearing thickness using screw gauge. Satisfactory.
3. Checked the ovality of the crank pin. Within range.
4. Checked the condition of the bearing. Found satisfactory
5. Measured bearing clearance after box up. Within normal range
After starting L.O. pump, checked the oil flow. Found satisfactory.
TASK: REFRIGERATION SYSTEM

In a refrigeration system, state effects of following: a) undercharge, b) overcharge, c) air,
d) moisture, e) oil in system, f) Flooding.
The effects of the following are explained below:
A. Undercharging:
➢ Low discharge pressure readings.
➢ Frequent L.P. Cut gets activated.
➢ Lengthy running time (cooling efficiency reduced).
➢ Evaporator temperature is high.
B. Overcharging:
➢ High discharge pressure reading.
➢ Receiver gauge glass always full.
➢ Chances of compressor frosting.
➢ Frequent H.P. cut out activated.
C. Air on the system:

➢ High discharge pressure gauge reading, with fluctuating of gauge pointer.
➢ Cooling efficiency less (running time increase).
D. Moisture on system:
➢ System malfunctioning due to chocking of expansion valve by dirt or freeze up by water.
➢ Give starving of evaporator and rapid condenser pressure rise.
➢ Cooling efficiency reduced.
➢ Expansion valve not working properly (may be chocked due to frosting).
➢ Starvations of refrigerant in the system, leads to L P cut out.
E. Oil in the system:

➢ Oil acts as an insulator so in the evaporator coil heat transfer is restricted.
➢ Cooling efficiency reduced.
F. Flooding:
➢ It is happen due to incorrect superheat setting of expansion valve.
➢ Chances of liquid comeback to the suction side.
➢ Frosting of evaporator coil.
TASK: OIL DISCHARGE REGULATIONS

Write a note on the MARPOL regulations for handling oily waste from engine room and cargo space.
What is Fleet Policy on the discharge of sludge?
ENGINE ROOM
• Regulation 12 Tanks for oil residues (sludge).

• Every ship of 400 gross tonnages and above shall be provided with a tank or tanks of adequate capacity, having
regard to the type of machinery and length of voyage, to receive the oil residue.
• The oil residue tanks shall be provided with a designated pump for disposal that is capable of taking suction
from the oil residue tanks and shall have no discharge connections to the bilge system except that the tanks
may be fitted with drains, with manually operated self closing valves and arrangements for subsequent visual
monitoring of the settled water, that lead to an oily bilge water holding tank or bilge well, or an alternative
arrangement, provided such arrangement does not connect directly to the bilge piping system.
Regulation 13 Standard discharge connection
• To enable pipes of reception facilities to be connected with the ship’s discharge pipeline for residues from
machinery bilges and from oil residue tanks, both lines shall be fitted with a standard discharge connection.
Regulation 14 Oil Filtering Equipment
• Ships, such as hotel ships, storage vessels etc., which are stationary except for non cargo carrying relocation
voyages, need not be provided with oil filtering equipment. Such ships shall be there provided with a holding
tank having a volume adequate, to the satisfaction of the administration, for the total retention on board of the
oily bilge water. All oily bilge water shall be retained on board for subsequent discharge to reception facilities.
• Any ship of 400 gross tonnage and above but less than 10,000 gross tonnage shall be fitted with oil filtering
equipment approved by the Administration and shall be such as will ensure that any oily mixture discharged
into the sea after passing through the system has an oil content not exceeding 15 ppm.
• Any ship of 10,000 gross tonnage and above shall be fitted with oil filtering equipment complying the above
condition. In addition, it shall be provided with alarm arrangements to indicate when this level cannot be
maintained. The system shall also be provided with arrangements to ensure that any discharge of oily mixture is
automatically stopped when the oil content of the effluent exceeds 15 ppm.
Regulation 15 Control of discharge of oil
Discharge outside special areas
• Any discharge into the sea of oily or oily mixtures from ships of 400 gross tonnage and above shall be prohibited
except when all the following conditions are satisfied:
• The ship is proceeding en route.
• The oily mixture is processed through an oil filtering equipment meeting the requirements of regulation 14.
• The oil content of the effluent without dilution does not exceed 15 ppm.
• The oily mixture does not originate from cargo pump-room bilges on oil tankers.
• The oily mixture, in case of oil tankers, is not mixed with oil cargo residues.
Discharge in special areas
• Any discharge into the sea of oily or oily mixtures from ships of 400 gross tonnage and above shall be prohibited
except when all the following conditions are satisfied:
• The oily mixture is processed through an oil filtering equipment provided with alarm arrangements and the
system shall also be provided with arrangements to ensure that any discharge of oily mixture is automatically
stopped when the oil content of the effluent exceeds 15 ppm.
• The oil content of the effluent without dilution does not exceed 15 ppm.
• The oily mixture does not originate from cargo pump-room bilges on oil tankers.
Ships less than 400 gross tonnage
• Ships less than 400 gross tonnage , oil and oily mixtures shall either be retained on board for subsequent
discharge to reception facilities or discharged into the sea in accordance with the following provisions:
• The ship has in operation equipment of a design approved by the Administration that ensures that the oil
content of the effluent without dilution does not exceed 15 ppm.
• The oily mixture does not originate from cargo pump-room bilges on oil tankers; and
• In respect of the Antarctic area, any discharge into the sea of oil or oily mixtures from any ship shall be
prohibited.
• The oil residues which cannot be discharged in to the sea in compliance with this regulation shall be retained on
board for subsequent discharge to reception facilities.
Regulation 17 Oil Record Book Part 1- Machinery space operations
• Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and above shall be
provided with an oil record book part 1.
• The oil record book shall be completed on each occasion, on tank to tank basis if appropriate.
• In the event of an accidental or other exceptional discharge of oil not excepted by the regulation, a statement
shall be made in the in oil record book part 1 of the circumstance of, and the reason for, the discharge.
• Any failure of the oil filtering equipment shall be recorded in the Oil Record Book Part 1.
• Each completed operation shall be signed by the officer or officers in charge of the operations concerned and
each completed page shall be signed by the master of ship.
CARGO SPACE
Regulation 29 Slop Tanks

• Adequate means shall be provided for cleaning the cargo tanks and transferring the dirty ballast residue and
tank washing from the cargo tanks into a slop tank approved by the administration.
• The arrangement of slop tank or combination of slop tanks shall have a capacity necessary to retain the slop
generated by tank washings, oil residues and dirty ballast residues. The total capacity of the slop tank or tanks
shall not be less than 3% of the oil carrying capacity of the ship. Under different conditions approved by
administration, the capacity of slop tank can be reduced to 2%, 1.5%, 1% or 0.8% of the oil carrying capacity of
the ship.
• Slop tanks shall be so designed, particularly in respect of the position of inlets, outlets, baffles or weirs where
fitted, so as to avoid excessive turbulence and entrainment of oil or emulsion with the water.
Regulation 30 Pumping, piping and discharge arrangement
• In every oil tanker, a discharge manifold for connection to reception facilities for the discharge of dirty ballast
water or oil-contaminated water shall be located on the open deck on both sides of the ship.
• In every oil tanker of 150 gross tonnage and above, pipe lines for the discharge to the sea of ballast water or oil
contaminated water from cargo tank areas shall be lead to the open deck or to the ship’s side above the water
line in the deepest ballast condition.
• On every oil tanker at sea, dirty ballast water or oil contaminated water from tanks, in the cargo area, other
than slop tanks, may be discharged by gravity below the water line, provided that sufficient time has elapsed in
order to allow oil/water separation to have taken place and the ballast water has been examined immediately
before the discharge with an oil/water interface detector, in order to ensure that the height of the interface is
such that the discharge does not involve any increased risk of harm to the marine environment.
Regulation 31 Oil discharge monitoring and control system
• The system shall be fitted with a recording device to provide a continuous record of the discharge in liters per
nautical mile and total quantity discharged, or the oil content and rate of discharge. This record shall be
identifiable as to time and date and shall be kept for at least three years.
• The oil discharge monitoring and control system shall come in to operation when there is any discharge of
effluent in to the sea and shall be such as will ensure that any discharge of oily mixture is automatically stopped
when the instantaneous rate of discharge of oil exceeds that permitted regulation 34. Any failure of this
monitoring and control system shall stop the discharge.
• In the event of failure of the oil discharge monitoring and control system a manually operated alternative
method may be used, but the defective unit shall be made operable as soon as possible.
• A tanker with a defective oil discharge monitoring and control system may undertake one ballast voyage before
proceeding to a repair port.
Regulation 32 Oil/Water interface detector
• Oil tankers of 150 gross tonnage and above shall be provided with effective oil/water interface detectors
approved by the administration for a rapid and accurate determination of the oil/water interface in slop tanks
and shall be available for use in other tanks where the separation of oil and water is effected and from which it
is intended to discharge effluent direct in to the sea.
Regulation 34 Control of discharge of oil
Discharges outside special areas

• Any discharge into the sea of oil or oily mixtures from the cargo area of an oil tanker of 150 gross tonnage and
above shall be prohibited except when all the following conditions are satisfied:
• The tanker is not within a special area.
• The tanker is more than 50 nautical miles from the nearest land.
• The tanker is proceeding en route.
• The instantaneous rate of discharge of oil contents does not exceed 30 liters per nautical mile.
• The total quantity of oil discharged into sea does not exceed for tankers delivered on or before 31 December
1979, 1/15,000 of the total quantity of the particular cargo of which the residue formed a part, and for tankers
delivered after 31 December 1979, 1/30,000 of the total quantity of the particular cargo of which the residue
formed a part.
• The tanker has in operation an oil discharge monitoring and control system and a slop tank arrangement as
required by regulations.
Discharge in special areas

• Any discharge into the sea of oil or oily mixtures from the cargo area of an oil tanker shall be prohibited while in
special area.
• This regulation shall not apply to the discharge of clean or segregated ballast.
• Requirements for oil tankers of less than 150 gross tonnage.
• For oil tankers of less than 150 gross tonnage, for which the control of discharge of oil under this regulation
shall be effected by the retention of oil on board with subsequent discharge of all contaminated washings to
reception facilities.
• The total quantity of oil and water used for washing and returned to a storage tank shall be discharged to
reception facilities unless adequate arrangements are made to ensure that any effluent which is allowed to be
discharged into the sea is effectively monitored to ensure that the provisions of this regulation are compiled
with.
Regulation 36 Oil Record Book Part 2- Cargo/ballast operations
• Every oil tanker of 150 gross tonnage and above shall be provided with an Oil Record Book Part2.. The oil record
book shall be completed on each occasion, on tank to tank basis if appropriate, whenever any cargo/ballast
operations take place in the ship.
• For oil tankers, the quantity of oil and water used for washing and returned to a storage tank shall record in the
Oil Record Book Part 2.
• In the event of accidental or other exceptional discharge of oil not excepted by the regulation, a statement shall
be made in the Oil Record book Part 2 of the circumstances of, and the reason for, the discharge.
• Any failure of the oil discharge monitoring and control system shall be noted in the Oil Record book part 2.
• Each completed operation shall be signed by the officer or officers in charge of the operations concerned and
each completed page shall be signed by the master of ship.
TASK DESCRIPTION: WHAT IS THE FLEET POLICY ON THE DISCHARGE OF SLUDGE
Landing of sludge to shore reception facilities is the primary means of sludge disposal while the use of the ship board
incinerator the secondary means. If the ship board incinerator is in good order and easy to operate, the use of the same
may be continued by the ship staff.
TASK: BALLAST WATER MANAGEMENT SYSTEM

Read and make notes on ballast water exchange regulations and the variousprimary and secondary methods that
are available for treatment of ballastwater.
Why are the ballast exchange and flow through methods not consideredsuitable?
When exchanging ballast at sea, the safety and operational information and restrictions must be taken into account at
all times.
When pre planning the Ballast exchange, the appointed officer should take into account all safety and operational
criteria and restrictions as detailed in this ballast water management plan and ensure that strength and stability will be
maintained within the allowable limits stated in the ship’s approved loading manuals and trim and stability booklets,
the loading instrument onboard could be used to verify compliance for the aspects (Longitudinal strength and Intact
stability) for which approved by the vessel’s classification.
The appointed officer should also ensure that the fore and aft draft, trim and propeller immersion are adequate for the
voyage taking into account expected weather, proximity of land, expected traffic and other navigational issues.
Bridge visibility is to be maintained in compliance with SOLAS V/22.
Full ballast water exchange at sea

- Sequential exchange (empty/refill) method
- Flow through method
- Dilution method.
Each of these methods has been tested and has demonstrated results of achieving the necessary 95% (or better)
volumetric exchange of high-risk ballast water. Ballast exchanges must be conducted outside the Australian territorial
sea. It is also recommended that ballast exchanges be conducted as far away as possible from any land mass and in
water at least 200m deep.
Sequential Exchange (empty / refill):

This method involves emptying tanks (one or two or a few at a time) of high-risk ballast water at sea before refilling
them with clean water from the deep ocean. It is important to ensure that the ballast mix achieved by this method
contains no more than 5% of high-risk ballast water.
Not all ships are able to empty ballast tanks at sea due to considerations of stability, stress and
sloshing1. Masters should verify that their ships’ design parameters for stress, stability and sloshing will not be
compromised at any stage of a planned sequential exchange operation.
The reduction in positive stability caused by free surface effect in slack tanks during sequential exchanges must be
taken into account by mariners using this method.
Flow-Through Method:
At least 300% of a tank’s maximum capacity2 of clean water from the deep ocean must be pumped into each tank to
achieve an acceptable 95% volumetric exchange. Even when, at the start of a flow through operation, a tank is only
partially filled with high-riskballast water, at least 300% of the tank’s maximum capacity must still be pumped into the
tank to comply with Australian requirements. The 300% capacity is measured from when water begins to flow into a
tank. In the case of a tank that is not completely full at the commencement of a flow through operation, 300% of the
tank’s full capacity still starts to be measured from when pumping starts – not from when the tank starts to overflow.
Dilution Method:
Some vessels (mainly tankers) are fitted with extra piping / pumping arrangements. On some of these vessels, ballast
may be pumped in through one side of a tank and out through the other side simultaneously (pumping in / pumping
out - as opposed to pumping in / simply overflowing out).
This type of flushing - using two pumps - is acceptable. As for “flow-through”, at least 300% of each tank’s maximum
capacity must be flushed through for an acceptable exchange.
Pay attention to the following when conducting Sequential Exchange Operations:

Soundings of tanks (and corresponding residual volumes) must be recorded at the end of the ‘emptying phase’ so that
the makeup of the ballast mixture to be discharged in Australian waters may be verified by AQIS on arrival at an
Australian port. The acceptable criterion for ballast water discharge is at least 95% managed water to a maximum of 5%
unmanaged water in any mixture to be discharged.
Pay attention to the following when conducting Flow-Through ballast exchanges:

Tanks may be flushed one at a time or in similar pairs. For example: Double Bottom Tanks 1 Port and Starboard may be
pumped simultaneously using a single pressure source.
It is not acceptable to flush dissimilar pairs of tanks (e.g. DBT1 P and DBT 2S) together (see examples below). The
reason for this is that dissimilar tanks being flushed together using a single pressure source receive unequal quantities
of water from the pump. It is no simple matter to determine how much each different tank receives under these
circumstances.
Flushing dissimilar tanks together does not comply with Australian requirements
Estimating the quantity of water flushed through each tank involves estimating the delivery rate of ballast pumps and
timing the hours of running of those pumps. It should be noted that pumps do not deliver their rated capacity. The
actual delivery rate of a ship’s ballast pump depends on the following factors:
-Wear and tear on pumps / pipes etc.
-Depth underwater of sea inlet (ship’s draught)
-Horizontal and vertical distance of each tank from the pump (friction / gravity)
-Vessel trim (trim by stern = pump uphill = gravity to overcome)
-Variations in ballast main diameter
TASK: AIR POLLUTION REGULATIONS

Enumerate the latest SECA zones and the Sulfur regulations in Bunker oil andLight Distillate oils that are currently in
force.
SOx and particulate matter emission control apply to the fuel oil ,as defined in regulation 2.9, combustion equipment
and devices on board and therefore include both main engine aux. Engine together with the items such as aux boiler
and inert gas generators these controls divide between those applicable inside Emission Controlled Areas (ECA)
established to limit the emission of SOx and particulate matter and those applicable outside such areas are primarily by
limiting the maximum sulphur content of the fuel oils as loaded, bunkered and subsequently used on board. These fuel
oil sulphur limits (expressed in the terms of % m/m) are subjected to series of step changes over the years, regulation
14.1 and 14.4:
Outside an ECA established to limit SOx and Inside an ECA established to limit SOx and
particulate matter emissions particulate matter emissions
4.50% m/m prior to 1st January 2012 1.50% m/m prior to 1st July 2010
3.50% m/m on and after 1st January 2012 1.00% m/m on and after 1st July 2010
0.50% m/m on and after 1st January 2020 0.10% m/m on and after 1st January 2015
As required under the regulation 14, a review as to the availability of the required fuel oil was undertaken. MEPC 70
(October 2016) considered as an assessment of fuel oil availability and it was decided as fuel oil standard (0.50% m/m)
shall become effective on 1st January 2020 (resolution MEPC.280(70)).
The ECA established are:
➢ Baltic Sea area- As defined in annex 1 of MARPOL (SOx only).
➢ North Sea area- As defined in Annex V of MARPOL (SOx only)
➢ North American area (entered into effect 1st August 2012)- As defined in Appendix VII of Annex VI of MARPOL
(SOx, NOx, PM).
➢ United States Caribbean Sea area (entered into effect 1st January 2014)- As defined in Appendix VII of Annex VI
of MARPOL (SOx, NOx and PM).
TASK: PSC INSPECTIONS
Download a PSC Checklist from any Flag or Class website and carry out acheck of engine room as per the list. Suggest
how each deficiency can berectified on board.
-The intent of this checklist is to facilitate the ship staff in ensuring compliance with statutory requirements which are
the subject of Port State Control Inspections.
-This checklist has been developed based on an analysis of our records of the past PSC Inspections and detentions. This
analysis has been further augmented by the experiences of our Task Force during their Extra‐ordinary surveys of ships,
necessitated, primarily, by their reported condition.
-This checklist is generic in nature and not intended for any particular ship type. Therefore, some elements may be
missing or not applicable to specific ships.
-The checklist is not intended to replace the maintenance procedures of the ship, but merely to act as an
‘aide‐memoire’ for quick checks.
-Our analysis of the past two years’ data reveals the following to top the list of PSC Inspection findings:
Categories Items
Fire safety measures 18.00% Nautical publications and 20.67

charts %
Propulsion and auxiliary machinery 16.00% Cleanliness of engine room 11.72
%
Safety of navigation 14.00% Main engines and generators 11.57
%
Life‐saving appliances 11.00% Lights, batteries and switches 10.97
%
Stability, Structure and related 9.00% Fire dampers 10.9%
equipment
ISM‐related 7.00% OWS and equipment 8.13%
Load lines 6.00% Fire doors 7.91%
Marpol ‐ Annex I 6.00% Emergency generator 6.42%
Ship's certificates and documents 4.00% Lifeboats and inventory 5.97%
Radio communications 4.00% Ventilators and air pipes 5.75%
OTHER 6.00%
The analysis further reveals the following to top the list of items relating to Maritime Labour Convention requirements:
STCW Crew and Accomodation
1. Records of rest 1. Sanitary facilities
2. Endorsement by Flag State 2. Medical equipment
3. Rest period 3. Ventilation, heating
4. Certificate for master and officers 4. Lighting
5. Minimum Manning 5. Other
Food/catering Working Spaces

1. Cold room temperature 1. Electrical
2. Provisions quantity 2. Lighting
3. Cold room 3. Safe means of access
4. Water, pipes and tanks 4. Obstruction/slipping, etc.
5. Galley, handling room (maintenance) 5. Ventilation, heating
Accident prevention
1. Protection
2. Machines/parts
3. Personal equipment
4. Pipes, wires(insulation)
GL recommends that the ship staff pay more and frequent attention to the above items to prevent PSC detentions of
their ship.
The use of the data above and the following checklist by ship staff is governed by our liability limitation clauses.
TASK: CLASS REQUIREMENTS
Detail minimum ten Class requirements for vessels maintaining an UnmannedMachinery Space.
1. Arrangement should be provided on UMS ships to detect and give alarm in case of fire
(a) In the boiler air supply casing and uptake.
(b) In scavenge space of propulsion machinery.
2. In Engine of power 2250 KW and above or with a cylinder bore diameter of 300mm and above should have an oil
mist detector on the crank case.
3.Bilge well should be located & provide in such a manner that the accumulation of liquid is detected at normal angle
off heel and trim and should also have enough space to accommodate the drainage of liquid during UMS period.
4. Bilge pump long run alarm should be provided, if bilge pump start and stop automatically.
5. Control of propulsion machinery from navigational bridge.

6. Emergency stop for propulsion machinery should be provided on Navigation Bridge, independent of bridge control
system.
7. Number of consecutive automatic attempt which fails to start the propulsion machinery shall be limited to safe
guard sufficient starting air pressure.
8. Centralized control system should be there so that engineers may be called to the machinery space during
emergencies from wherever they are.
9. Alarm and detection should be operating very rapidly and effectively. It should be placed at numerous well sited
places for quick response of the detectors.
10. Fire extinguishing system other than hand extinguishers which can be operated remotely from machinery space.
The station must give control of fire pumps, fuel pumps, engine room blowers, valves etc.
11. A comprehensive alarm system must be provided for control and accommodation areas.
TASK: BUNKERING IN US WATERS
Write a note about CFR requirements while bunkering in US and makearrangements for bunkers as per US
requirements
Please find attached file of US bunkering procedures with CFR requirements

TASK: WORK DONE BOOK
Maintain a daily Work Done Book, for one month, as maintained by secondengineer
Work done book maintained daily and jobs carried out listed with respective running hours of machinery. The purpose
of maintaining a detailed work done book is to record a history of maintenance carried out on the machinery and also
to enable a reference or guide for future breakdown/PMS.
ER WORKDONE
MAY'2022
01.05.2022 AE#3 all alarms and trips tried out, working satisfactory.
ER fixed foam system monthly routines carried out.
Saturday routines carried out.
Emerg generator all alarms and trips tested.
02.05.2022 ME & AE LO spot test carried out.
Boiler water and Jacket CW test carried out
03.05.2022 Manoeuvring duties carried out@ arrival china
FWG condensor cleaned and inspection carried out.
FWG evaporator chemical cleaning carried out.
ME all units Exhaust valve sealing test carried out.
ME all units underpiston space cleaning carried out.
04.05.2022 ME Scavenge space cleaning and inspection carried out.
ME control air, spring air line Y filter cleaned.
ME crankcase inspection and all bearing calibration carried out.
ME crankshaft deflection taken and recorded.
FWG ejector pump discharge valve gland packing renewed.
05.05.2022 HFO purifier #2 supply pump gland packing renewed.
ME F.O. auto backwash filter candles cleaned.
Ballasting operation carried out.
AE F.O. auto backwash filter candles cleaned.
ME JCW cooler SW filter cleaning carried out.
Exh gas boiler cleaning carried out.
06.05.2022 Ballasting operation carried out.
sludge disposal to shore facility.
ME LO cooler SW filter cleaning carried out.
AE JCW cooler SW filter cleaning carried out.
Bunkering of LSFO carried out.
07.05.2022 Manoeuvring duties carried out@ departure china
ME turbocharger felt filter renewed.
WO incinerator damaged refractory repair done.
08.05.2022 Saturday routines carried out.
HFO purifier suplly pump suction filter cleaned.
AE#1 FO fiiter cleaning carried out.
ME boost pump suction filter cleaned.
BWMS post treatment carried out.
10.05.2022 HFO transfer pump suction filter cleaning and inspection carried out.
MAC # 1 and #2 alarms and trips tried out, working satisfactory.
Boiler burner routine maintenance and filters cleaning routines carried out.
AE#3 FO filter cleaning routine carried out.
11.05.2022 ME spare Exhaust valve overhauling in progress.
AE#3 performance checked and recorded.
AE#2 L.O. backflushing filter cleaning carried out.
12.05.2022 ME spare Exhaust valve overhauled and all measurement checked.
MAC #2 auto drain valve overhauled.
AE#1 alternator monthly routine carried out.
Garbage incineration carried out.
13.05.2022 ME performance checked and recorded.
AE#1, unit-5 HP pipe found leaking, same renewed.
ME spare fuel injector overhauled.
Deck main fire line found leaking, same renewed.
14.05.2022 AE#2 FO filter cleaning routine carried out.
MGPS monthly backflushing routine carried out.
Ballast pump#1 gland packing renewed.
Deck main fire line section renewed, tried out found ok.
17.05.2022 AE#3 FO filter cleaning routine carried out.
AE#3 alternator monthly routine carried out.
ME LO purifier opened up for bowl cleaning.
ER all stub pieces stencilling carried out.
18.05.2022 ME LO purifier bowl assembled back with new o-rings and seal ring.
AE #3 governer oil drained, and renwed.
AE #3 Air cooler cleaning and inspection carried out.
19.05.2022 Manoeuvring duties carried out @ arrival whyalla, australia.
ME emerg. manoeuverning from local control tried out in both direction.
Emerg. Generator On-load test carried out, found satisfactory.
ME all units underpiston space cleaning carried out.
20.05.2022 AE FO backwash filter cleaning carried out.
FWG condensor cleaned and inspection carried out.
FWG anodes in condensor cover renewed.
FWG ejector pump suction pipe leakage repaired.
ME Scavenge space cleaning and inspection carried out.
21.05.2022 ME F.O. auto backwash filter candles cleaned.
AE JCW cooler SW filter cleaning carried out.
ME LO cooler SW filter cleaning carried out.
22.05.2022 Manoeuvring duties carried out @ departure whyalla, australia.
Saturday routines carried out.
24.05.2022 AE #2 alternator monthly routine carried out.
AE #2 all alarms and trips tried out, working satisfactory.
ECR AC condensor cleaning and inspection carried out.
25.05.2022 AE #1 FO filter cleaning routine carried out.
Deck air compressor monthly maintenance routine carried out.
AE #1 all alarms and trips tried out, working satisfactory.
AE #1 crankcase inspection carried out.
BWMS post treatment carried out.
26.05.2022 Garbage incineration carried out.
Steam leakage from Waste oil tank#1 inlet valve rectified.
Boiler burner routine maintenance and filters cleaning routines carried out.
AE #3 FO filter cleaning routine carried out.
27.05.2022 AE spare fuel injector overhauling carried out.
MSW pump Suction filter cleaned and inspected.
All LSA, FFA items monthly checks carried out.
Deck hydroblaster foundation repaired.
28.05.2022 AE #2 FO filter cleaning routine carried out.
WO incinerator pilot and main burner cleaning routine carried out.
WO incinerator all alarms and trips tried out.
31.05.2022 ME LO settling tank #2 opened up for cleaning and inspection.
AE#1 emerg FO shut off valve tried out, found satisfactory.
MAC#1 crankcase oil renewed and inspection carried out.
MAC#1 2nd stage valves replaced with overhauled valves.
TASK: ME UNIT OVERHAUL
Complete a ME Unit Overhaul Report, complete with all readings and calibrations.
Compare with the last Report for the same M/E unit and compute the liner wearrate / 1000 running hrs.
MAIN ENGINE UNIT: 4 OVERHAUL

Fleet Ship Management Pte Limited
Main Engine Piston And Piston Calibration Report

Grooves Chrome Plated Grooves Equipped With Wear Rings All Measurements in mm
MV/MT BERGE ISHIZUCHI Main Engine Type MAN B&W 6S70MC-C Cylinder No. (From Ford) 4
Date of Calibration 6-May-22 Port of Calibration SON DOUNG, VIETNAM Total Engine Oper. Hrs 57523
Piston Stamp 1730 Date Pitson Installed MAY 20.2011 Service Hrs of Piston 57523
Hrs Since Last Overhaul 15879 Crown Burning 0.6 Reason for Overhaul ROUTINE
Piston
Crown and lands SATISFACTORY CONDITION Date renewed SINCE DELIVERY
Guide ring SATISFACTORY CONDITION Date renewed SINCE DELIVERY
Skirt SATISFACTORY CONDITION Date renewed SINCE DELIVERY
Rubbing butt SATISFACTORY CONDITION Date renewed SINCE DELIVERY

Measurement 'H'
Groove No Condition
Present Maximum Original
1 16.45 16 GOOD
2 12.43 12 GOOD
3 12.44 12 GOOD
4 12.42 12 GOOD
7
Piston Rings
Rings Radial tickness Vertical thickness
Butt clearance Rings new order Axial Clr. w ith rings
Old Order Now Now in liner placed in new order
New New
No LH/RH A B C A B C No LH/RH
1 R/H 23 23 23 23 16 16 16 16 1 R/H 0.45
2 L/H 23 23 23 23 12 12 12 12 2 L/H 0.43
3 R/H 23 23 23 23 12 12 12 12 3 R/H 0.44
4 L/H 23 23 23 23 12 12 12 12 4 L/H 0.42
General All ring found intact and sealing on first ring

remarks on
cond of
piston rings
Piston rod, stuffing-box and studs
Condition of rod SATISFACTORY

Condition of piston
SATISFACTORY
studs and nuts
Overhauled
Yes Segment clearance - max 11 min m 8.3 No Reason
Stuffing GOOD CONDITION
Box
Condition
Date last overhauled 06.05.2022
Parts now
Scrapper ring lamellas renewed with new ones.
renew ed
Chief Enginner
Main engine Cylinder no.
MV/MT/ST BERGE ISHIZUCHI 6S70MC-C 4
type (from Ford)
Calibration position Present Previous Initial
no: mm from top F/A P/S F/A P/S F/A P/S
1 35 701.56 701.6 700.95 700.98 700 700
2 80 701.5 701.55 700.92 700.94 700 700
3 110 701.35 701.37 700.8 700.84 700 700
4 145 701.1 701.18 700.7 700.65 700 700
5 250 700.63 700.73 700.42 700.48 700 700
6 670 700.45 700.48 700.38 700.42 700 700
7 1090 700.35 700.3 700.28 700.27 700 700
8 1500 700.3 700.3 700.25 700.25 700 700
Liner temperature°C 45 DEG.C liner stamp and name of

liner manufacturer
Cylinder oil in use at
MOBILGARD 540VS
date of calibration
Date liner
Date of calibration 6-May-22 MAY 20.2011
installed:
M/E running hours on date
Post of calibration
l i ner i ns ta l l ed 0
Present cyl. oil consumption
Total On liner 57523
Grms/bhp/hr Lts/day
running
hours On engine 57523 1.01 200
Running hours Running hours

57523 15879
(since new) (since previous calibration)
Wear since new Wear since previous calibration

Maxium wear rate Maximum wear rate
Maxium wear (mm) Maximum wear (mm)
(mm/1000hrs) (mm/100hrus)
1.6 0.028 0.62 0.039
Description of Liner Parts (deposits and condition)
Walls SATISFACTORY Ports SATISFACTORY
Oil quills GOOD CONDITION Oil grooves SATISFACTORY
Reson for
Rem arks ROUTINE MENTAINANCE
opening-up cylinder
Same Piston used. All piston rings & cylinder head
gasket & cooling water o'rings renewed. All stuffing box
segments calibrated & recorded, found within limit
(bottom four scrapper ring lamellas renewed). Cylinder
liner condition & lubrication spary pettern checked.
Redges (near quills area) checked. Redges removed at
cylinder liner top part. All conditions found satisfactory.
Chief Enginner
TASK: AUXILIARY ENGINE DECARBONISATION
Complete an auxiliary engine decarbonisation report complete with all readingsand calibrations.
AE#2 CRANCKSHAFT DEFLECTION BEFORE DECARB DATE: 12/06/2022

A (AFTER BDC) 0.00 0.00 0.00 0.00 0.00 0.00
B (PORT) -2.00 -1.00 1.00 -0.50 0.50 2.00
C (TDC) -2.00 -2.00 3.50 -3.00 -1.00 8.00
D (STBD) -1.00 -1.00 1.50 -2.50 -0.50 1.50
E (BEFORE BDC) -0.50 0.00 -1.00 -0.50 0.00 -1.00
AVG @ BDC= (A+E)/2 -0.25 0.00 -0.50 -0.25 0.00 -0.50
DIFFERENCE (TDC-BDC) -1.75 -2.00 4.00 -2.75 -1.00 8.50

DIFFERENCE (STBD-PORT) 1.00 0.00 0.50 -2.00 -1.00 -0.50
AE#2 CRANCKSHAFT DEFLECTION AFTER DECARB DATE: 19/06/2022

A (AFTER BDC) 0.00 0.00 0.00 0.00 0.00 0.00
B (PORT) -1.00 -1.00 -1.00 -2.00 -0.50 1.00
C (TDC) -1.00 -1.50 -3.50 -5.00 -1.00 3.00
D (STBD) 0.50 -1.00 -3.00 -3.50 -1.00 0.50
E (BEFORE BDC) 1.00 1.00 -1.00 -1.00 -1.00 -0.50
AVG @ BDC= (A+E)/2 0.50 0.50 -0.50 -0.50 -0.50 -0.25
DIFFERENCE (TDC-BDC) -1.50 -2.00 -3.00 -4.50 -0.50 3.25

DIFFERENCE (STBD-PORT) 1.50 0.00 -2.00 -1.50 -0.50 -0.50
AE-2 CALIBRATION'S
Piston Groove Clearance after new Piston Rings (Unit: mm)
F 0.20 0.20 0.20 0.20 0.20 0.20
A 0.20 0.20 0.20 0.20 0.20 0.20
Top Ring
P 0.20 0.20 0.20 0.20 0.20 0.20
S 0.20 0.20 0.20 0.20 0.20 0.20
F 0.15 0.15 0.15 0.15 0.15 0.15
A 0.15 0.15 0.15 0.15 0.15 0.15
2nd Ring
P 0.15 0.15 0.15 0.15 0.15 0.15
S 0.15 0.15 0.15 0.15 0.15 0.15
F 0.05 0.05 0.05 0.05 0.05 0.05
A 0.05 0.05 0.05 0.05 0.05 0.05
Oil Ring
P 0.05 0.05 0.05 0.05 0.05 0.05
S 0.05 0.05 0.05 0.05 0.05 0.05
Width And Thickness Of previous Piston Ring (Unit: mm)

YANMAR THICK WIDTH THICK
b
Top Ring 6.50 4.50
2nd Ring 6.50 4.00 WIDTH
a c
Oil Ring 5.00 6.00
RING, PISTON TOP RING, PISTON 2ND RING, OIL

Unit Position
THICK WIDTH THICK WIDTH THICK WIDTH
a 6.4 4.4 6.4 3.9 4.9 5.9
No. 1 b 6.5 4.4 6.5 3.9 4.9 5.8
c 6.4 4.4 6.4 3.9 4.8 5.9
a 6.4 4.3 6.4 3.9 4.9 5.8
No. 2 b 6.5 4.4 6.3 3.9 5.0 5.9
c 6.4 4.5 6.4 3.9 4.9 5.9
a 6.4 4.4 6.4 3.8 4.9 5.8
No. 3 b 6.3 4.4 6.4 3.9 4.8 5.9
c 6.4 4.3 6.3 3.9 4.9 5.9
a 6.4 4.4 6.4 3.8 4.9 5.8
No. 4 b 6.5 4.4 6.4 3.9 4.9 5.9
c 6.4 4.4 6.3 3.9 4.9 5.9
a 6.4 4.4 6.4 3.9 4.9 5.9
No. 5 b 6.3 4.4 6.5 3.8 4.8 5.8
c 6.4 4.3 6.4 3.9 4.9 5.9
a 6.4 4.4 6.3 3.9 4.9 5.9
No.6 b 6.3 4.4 6.4 3.9 4.9 5.8
c 6.4 4.3 6.4 3.9 4.9 5.9
CYLINDER LINER CALIBRATION (Unit: mm)
F-A 180.40 180.24 180.10 180.25 180.23 180.29
A (top)
P-S 180.32 180.29 180.32 180.37 180.35 180.33
F-A 180.04 180.02 180.06 180.06 180.02 180.01
B (middle)
P-S 180.02 180.02 180.05 180.04 180.01 180.02
F-A 180.01 180.10 180.02 180.02 180.01 180.01
C (bottom)
P-S 180.01 180.01 180.03 180.03 180.01 180.01
GUDGEON PIN (Unit: mm)

GUDGEON PIN BEARING
75.1 75.1 75.1 75.1 75.1 75.1
(CON ROD)
GUDGEON PIN 75.0 75.0 75.0 75.0 75.0 75.0
CLEARENCE 0.1 0.1 0.1 0.1 0.1 0.1
CON ROD BOLT LENGTH (Unit: mm)

TOP 180.2 180.1 180.2 180.2 180.2 180.1
LENGTH
BOTTOM 180.2 180.1 180.1 180.2 180.1 180.2
SPARE PARTS USED IN AE-2 DECARB
SR NO PART NAME PART NUMBER QUANTITY USED

1 Piston ring set 146673-22501 6
2 Protection ring 146623-01120 6
3 O-Ring 152633-01810 6
4 O-Ring 24326-000400 6
5 O-Ring 128633-11880 2
6 O-Ring 23416-000240 30
7 O-Ring 24316-000350 12
8 Cylinder head Gasket (T=1.0) 146644-01340 6
9 Packing 146673-11602 6
10 Packing 146673-59020 6
11 Packing 146673-59220 6
12 Packing 146673-59250 6
13 Spring (fuel injector) 146623-53120 2
14 Gasket, Side cover 146673-01411 1
LOAD: IDLE PRESSURE (bar) TEMP ('C)
UNIT TEMP('C) RACK (mm) JCW 2.4 73/74

1 180 18.0 LUB OIL 4.7 58/60
2 180 18.0 BOOST AIR 0.1 52
3 190 18.5 PD BEARING 50
4 235 19.0
5 195 18.5 T/C (LOCAL) 195 / 205
6 200 18.5
LOAD: 100 KW PRESSURE (bar) TEMP ('C)

1 275 19.0 LO 4.6 59/63
2 295 19.0 BOOST AIR 0.3 54
3 310 19.5 PD BEARING 52
4 310 20.0
5 290 19.5 T/C (LOCAL) 315 / 315
6 305 19.5

1 365 22.0 LO 4.6 61/66
2 385 22.0 BOOST AIR 0.65 58
3 375 22.5 PD BEARING 55
4 390 23.0
5 380 22.5 T/C (LOCAL) 435 / 430
6 370 22.5

1 395 24.0 LO 4.5 65/69
2 410 24.0 BOOST AIR 1.1 60
3 415 24.5 PD BEARING 53
4 420 25.0
5 410 24.0 T/C (LOCAL) 480 / 470
6 415 24.0
TEMP
PERFORMANCE @ 400 KW PRESSURE (bar)
('C)
PMAX
(Mpa)
1 415 25.5 13.4 LO 4.5 66/72

2 420 25.5 13.6 BOOST AIR 1.6 62
3 435 26 13.7 PD BEARING 58
4 425 26.5 13.6
5 420 26 13.5 T/C (LOCAL) 500 / 490
6 440 26 13.6 E/R TEMP 40'C
AMP: 550 A
LOAD: 400KW FO PRES. 5.1
AUX ENGINE NO: 2 (PERFORMANCE AT 450 KW)

ENGINE TYPE: YANMAR-6EY18AL RUN HRS 41084 HOURS
OAD/AMP 450 KW 640 AMP ER TEMP 40 deg C
S.W TEMP 30 deg C FO PRESS. 5.7 kg/cm2
ALT BRG T C 57 deg C L.O PRESS 4.6 kg/cm2
LO T C
INLET 60 deg C SCAV PRESS. 2.1 kg/cm2
T/C OUTLET - deg C JCW PRESS 2.5 kg/cm2
T/C INLET 525/485 deg C SCAV. TEMP 49 deg C
FUEL P/P P MAX JCW IN/OUT

UNIT NO RACK (Mpa) EXH.TEMP TEMP REMARKS
1 27.5 14.8 390
2 28.0 15.0 420
3 28.0 15.1 400
78/84
4 28.5 14.7 425
5 28.0 14.9 380
6 27.5 15.0 400
TASK: REPAIR SPECIFICATION

Complete a repair specification form for an actual repair; complete alldimensions,material specifications and
drawings.
SHIP:CHEMICAL MARKETERDATE:03.08.2016 TO BE INCLUDED: (Put ‘X’ mark on items to be
included)
JOB DESCRIPTION: Gas free Certificate
IG INLET TO SCRUBBER VENTURI. CRACK TO BE RECTIFIED NEAR THE
POCKET OF THE SPRAY NOZZLES FOR VENTURI
X Light
ACCOUNT NO: Ventilation
Make,Type,Rating,Weight,Volume,RPM, Voltage,etc.: Cleaning before
MAKER: KASHIWA CO.LTD. Cleaning after
DRWNG NO.-IAS-6261
CAPACITY: 3000-5000 M3/HR Staging
LOCATION: ENGINE ROOM, ECONOMISER PLATFORM X Crane
Detailed specification incl. size, amount, dimension, material etc. X Internal transportation
WORK SCOPEFOR ENGINE STAFF : X Transportation outside yard

1. SCRUBBER TOWER FLUE GAS INLET PIPE HAVING VENTURI X Access work
2. GASKET TO RENEW Corrosion protection
3. CRACK TO BE ARRESTED & RECTIFIED NEAR THE POCKET OF THE Paintwork
SPRAY NOZZLES FOR VENTURI.
X Pressure testing
X Function testing
Please give lumps ump cost for above job including all items
marked in right hand column Correction drawings
MATERIALS
X Yards supply
Owners supply
THE WORK TO BE SURVEYED ALSO BY:
Class representative
Maritime authorities
Manufacturers representative
X Owners representative
ENCLOSED:
Photo
X Drawing
Sketch
Sample
TASK: MONTHLY OVERTIME FOR ER RATINGS

Complete and calculate the monthly overtime for ER Ratings keeping in viewthe relevant STCW and MLC regulations.
TASK: STORES REQUISITION

Make up a three month stores requisition for consumables after takinginventory of existing stores.
Sr.No. Name Received Consumed R.O.B Unit

1 Spring Dial Hoist Scale NIL NIL 1 pcs
2 hand Drilling m/c NIL NIL 3 pcs
3 Sounding tape 20 m NIL NIL 1 pcs
4 Sounding tape 30 m NIL NIL 2 pcs
5 Cloth Mask NIL NIL 1 pkt
6 Face mask NIL NIL 21 pcs
7 Face mask filter NIL NIL 48 pcs
8 Dust filter mask NIL NIL 1 Pkt
9 Tape NIL NIL 3 Pcs
10 Oil indicating paste NIL NIL 3 Pcs
11 Water finding Paste NIL NIL 11 Pcs
12 Feeler gauge NIL NIL 1 Pcs
13 Teflon Tape (Thread Seal) NIL 2 12 Pcs
14 Cu pipe cutting tool NIL NIL 1 Pcs
15 Cu pipe cuttng blade NIL NIL 4
16 Grease Gun NIL NIL 4 Pcs
17 Air Hose Connector (Male -Female) NIL NIL 22 Pcs
18 Lapping Paste NIL NIL 13 Pcs
19 Letter punch NIL NIL 3 Pcs
20 Number punch NIL NIL 3 Pcs
21 Cu ring kit NIL NIL 3 Pcs
22 O-ring Kit NIL NIL 2 Pcs
23 Devcon steel putty NIL NIL 2 Pcs
24 Cup Wire Brush (Buffing Wheel) NIL NIL 15 Pcs
25 Wire brush NIL NIL 8 Pcs
26 Bearing Puller NIL NIL 2 Pcs
27 Brass Union NIL NIL Pcs
28 Gland Packing remover NIL NIL 4+2 Pcs
29 Circlip remover NIL NIL 2 Pcs
30 Safety Belt NIL NIL 12 Pcs
31 Hammer NIL NIL 2 Pcs
32 Sledge Hammer (Without Handle) NIL NIL 2 Pcs
33 Screw Driver NIL NIL 1 Pcs
34 Rain coat NIL NIL 4 Pcs
35 Helmet NIL NIL 1 Pcs
36 Water hose NIL NIL 1 Set
37 Chain Block (2 ton) NIL NIL 2 Pcs
38 Chain Block (0.5 ton) NIL NIL 2 Pcs
39 Mop Head NIL NIL 20 Pcs
40 Locks NIL NIL 3 Pcs
41 White Board marker NIL NIL 3 Pkt
42 Chalk NIL NIL 1 Bag
43 Pneumatic Spanner NIL NIL 1 Pcs
44 chain block(1 ton) NIL NIL 2 Pcs
45 O2 and acetelyne regulator NIL NIL 2 Pcs
46 Minipaint roller handle NIL NIL 33 Pcs
47 Paint roller NIL NIL 4 Pcs
48 Painting Hand brush NIL NIL 7 Pcs
49 Painting large brush NIL NIL 8 Pcs
50 Painting small hand brush NIL NIL 5 Pcs
51 Painting pencil brush NIL NIL 3 Pcs
52 D-shackles (small & big) NIL NIL 8 Pcs
53 silicon NIL 1 24 Pcs
54 W-D 40 NIL NIL 4 Pcs
55 Floor brush NIL NIL 1 Pcs
56 Metal funnel NIL NIL 1 Pcs
57 Plastic funnel NIL NIL 2 Pcs
58 Spray molykote NIL NIL 2 Pcs
59 Hand brush NIL NIL 5 Pcs
60 Wiper NIL NIL 3 Pcs
61 Macromolecule Liquid sealent NIL NIL 2 Pcs
62 Point Hammer NIL NIL 1 Pcs
63 Oil can NIL NIL Set
64 Ear muff NIL NIL 5 Pcs
65 Knife NIL NIL 1 Pcs
66 Small valve NIL 1 0 Pcs
67 Chipping goggles NIL NIL 5 Pcs
68 Sciscor NIL NIL 1 Pcs
69 Box Spanner set(21-50mm) NIL NIL 2 Sets
70 Hacksaw Blade NIL NIL 23+15 Pcs
71 Hacksaw Frame NIL NIL 1 Pcs
72 Wood Hacksaw NIL NIL 1
73 Torch NIL NIL 7 Pcs
74 Chipping hammer NIL NIL 3 Pcs
75 Welding Holder NIL NIL 1 Pcs
76 Welding Connector NIL NIL 3 Pcs
77 welding torch lighter NIL NIL 1 Pcs
78 welding return contactor NIL NIL 2 Pcs
79 Pipe wrench NIL NIL 3 Pcs
80 welding gloves NIL NIL 9 Pairs
81 Small hand pump NIL NIL 2 Pcs
82 Mop with handle NIL 2 22 Pcs
83 Grinding Wheel NIL 2 4 Pcs
84 Cutting wheel NIL 2 4 Pcs
85 Bucket NIL NIL 5 Pcs
86 Epoxy Adhesive NIL NIL 1 Pcs
87 Hole punch NIL NIL 1 Set
88 Small C-clamp NIL NIL 4 Pcs
89 Allen key NIL NIL 1 Set
90 Measuring scale NIL NIL 1 Pcs
91 Screw extracter NIL NIL 1 Pkt
92 Spring Divider NIL NIL 1 Pcs
93 Thread gauge NIL NIL 1 Pcs
94 Electric Driller NIL NIL 1 Pcs
95 Abrasive paper roll NIL NIL 3 Pcs
96 Hand brush NIL NIL Pcs
97 Hand taps 14 NIL NIL 4 Pcs
98 Gasket Sealent NIL NIL 4 Pcs
99 circlip remover curved nose NIL NIL 1 Pcs
100 surface Gauge NIL NIL 2 Pcs
101 Gland Packing NIL NIL 1 Pkt
102 Quick Adhesive NIL NIL 2 Pcs
103 Hose Clips NIL NIL Sets
104 Hand cleaner NIL 1 4 Cane
105 Dye Check NIL NIL 2 Box
106 Wrap seal NIL NIL Boxes
107 Nylone tape NIL NIL Role
108 Welding goggle NIL NIL 1 Pcs
109 Big Paint roller with handle NIL NIL 1 Pcs
110 Scissor NIL NIL Pcs
111 Aerosol paint NIL 1 3 Pcs
112 Cu wire brush NIL NIL 3 Pcs
113 Dial gauge NIL NIL 3 Pcs
114 Molykote paste NIL NIL 1 Pcs
115 Leather gloves NIL NIL 211 Pairs
116 Bettery 1.5v (big) NIL NIL 84 Pcs
117 Battery 1.5v (small) NIL NIL 16 Pcs
118 Hand snips curved edges NIL NIL Pcs
119 Anti seize compound NIL NIL 2 Pcs
120 Valve seat cutter sheet NIL NIL Pcs
121 Grease nipple( various type) NIL NIL 24 Pkt
122 Plastic Bags NIL NIL 4 Pkt
123 Lathe Centre NIL NIL
124 Heavy Duty pump oilers NIL NIL Pcs
125 Protecting goggles NIL NIL 20 Pcs
126 Marine Refuse sack NIL NIL 31 Pcs
127 Brass flared reducing unions NIL NIL Pcs
128 Ferrules NIL NIL 24 Pcs
129 Floor cleaner NIL NIL 1 Bottle
130 floor stripper NIL NIL 1 Bottle
131 Joint cutter NIL NIL 1 Pcs
132 Cycle Tube NIL NIL 8 Pcs
133 Propane (Welding gas) NIL NIL 2 Btl
134 welding eye shield NIL NIL 1 Pcs
135 Cloth Gloves NIL NIL 48 Pairs
136 Chemical gloves (Short Sleeve-yellow) NIL NIL 12 Pairs
137 Chemical gloves (long sleeve-black) NIL NIL 2 Pairs
138 Cotton gloves plain NIL NIL 96 Pairs
139 Cotton gloves dotted NIL NIL 43 Pairs
140 Tap & Dye Set NIL NIL 1 Set
141 Pipe repair kit NIL NIL 2 Set
142 Sprey painter NIL NIL 1 Pcs
143 Crane hook NIL NIL 2 Pcs
144 Lathe cutting tool NIL NIL 4 Pcs
145 Thermometer (0-160°C) NIL NIL 5 Pcs
146 Pressure Guage NIL NIL 4 Pcs
147 pressure vaccumguage NIL NIL 2 Pcs
148 Emery Paper NIL NIL 20 Pcs
149 File triangular NIL NIL 3 Pcs
150 File Bastard NIL NIL 1 Pcs
151 File Round NIL NIL 1 Pcs
152 Chisel NIL NIL 3 Pcs
153 Wood Chisel NIL NIL 2 Pcs
154 Floor Wire Brush NIL NIL 4 Pcs
155 Mop bucket NIL 1 1 Pcs
156 Mop handle NIL 1 3 Pcs
157 Broom NIL NIL 5 Pcs
158 Rivet NIL NIL 4 Pkt
159 Welding Rod (Steel) NIL NIL 1 Pkt
160 Bunker Sample Kit NIL NIL 2 Box
161 Hose band (Jubilee Clip) NIL 6 72 Pcs
162 Nut & Bolt M-17 NIL 10 14 Pcs
163 Nut & Bolt M-19 NIL 10 40 Pcs
After taking a detailed inventory, stores requisition for a three monthly use can be predicted from previous usage trend of stores.
Requisition is to be raised accordingly.
TASK: STRUCTURAL CONDITION REPORT FOR AN ER DOUBLE BOTTOM TANK
Complete a Structural Condition report for an ER double bottom tank or voidspace.
Tank Condition Report

MV BERGE ISHIZUCHI BILGE TANK 11/08/2022
Vessel: Tank No. Date:
Upper deck plate

Over rating of GOOD
coating condition
VERY LESS
Spot / light Rust
Condition of Edges GOOD

and welds
NONE
Forward Hard scale
NONE
General breakdown
Foreward bulkhead
Over rating of GOOD
coating condition
VERY LESS
Spot / light Rust
GOOD
Edges and welds
NONE
Hard scale
General breakdown
NONE
Port bulkhead Bottom plate Stbd bulkhead

Over rating of GOOD Over rating of GOOD Over rating of GOOD
coating condition coating condition coating condition
VERY LESS VERY LESS VERY LESS
Spot / light Rust Spot / light Rust Spot / light Rust
Edges and welds

GOOD Edges and welds
GOOD Edges and welds
GOOD
Hard scale
NONE Hard scale
NONE Hard scale
NONE
NONE NONE NONE

General breakdown General breakdown General breakdown
Aft bulkhead
Over rating of GOOD
coating condition
Spot / light Rust
VERY LESS
Edges and welds

GOOD
Aft
NONE
Hard scale
NONE
General breakdown
Following are the guidelines for determining overall rating of the coating condition
1) GOOD condition, with only minor spot rusting. Afffecting local breakdown at edges of stiffeners and weld
connections and or light rust less than 20%.
2) FAIR condition with local breakdown at edges of stiffeners and weld connections and/or light rusting over 20% or more of
areas under consideration, but less than as defined for POOR condition.
3) POOR condition with general breakdown of coating over 20% or more of areas or hard scale at 10% or more of areas under
consideration. In ase of stainless steel cargo tanks without coatings please enter "NA" for tank coating condition column
Remarks
1) General tank cleanliness including sludge/cargo/mud residue (as applicable):

Amount of accumulated sludge / cargo deposit in Cargo Tanks : NIL CBM, Area
Amount of accumulated mud deposits in ballast tank: CBM, Area
Discolouration of bulkheads, if any:
2) Condition of cargo and / or ballast lines:

Condition of pipe line flanges and dressor couplings Condition of paint in case of coated pipelines
Percentage of rust on pipelines
3) Condition of hydraulic pipelines (if applicable):
4) Condition of cargo tank valves including actuator , Reach Rods, Universal Couplings,etc
5) Condition of bellmouth and underneath area (if applicable):
6) Condition of submersible cargo pumps any visible damage (if applicable):
7) Condition of heating coils (if applicable): Any leaks in heating coils:
8) Average percentage of anodes wasted:
9) Condition of ladders, railings and landing platform:
10) Condition of butterworth ports and manhole covers: Condition of gasket/packing and securing arrangement:
11) Condition of floats of remote tank guaging system (if applicable): Condition of float wires, if applicable:
12) Condition of fixed tank cleaning machines (if applicable): Are all fixed tank cleaning machines operating satisfactory:
13) Condition of inspection ports, including the glass (if applicable): Condition of gasket / packing:
14) Condition of cargo tank domes including the packing (if applicable): Condition of securing arrangement:
15) Miscellaneous:
Tank inspected by:

Signature:
Name: PRAVEEN KUMAR SUTHAR
Rank: 3RD ENGINEER
1) Instructions for filling remarks column:

2) All columns are to be completed.
3) Please give details of any damages and work done in side the tank or on tank fittings.
4) Additional pages may be used if required.
5) Proper repair specifications are to be made for defects which are to be deferred to dry dock.
6) Represeentative Photographs are to be attached.
PRAVEEN SUTHAR
49534
Master

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MENTORING FILE FOR 2ND ENGINEER’S

1) MAINTENANCE ROUTINES OF ENGINE MACHINERY

2) PREPARATION OF RUNNING REPAIR LIST

3) ER FIREFIGHTING EQUIPMENT’S AND LSA.

4) REQUISITION OF SPARES AND STORES

5) DIRECTION TO ER FITTERS AND CREW

TASK 2: RECORD KEEPING

RECORDS AND FILES TO BE MAINTAINED BY SECOND ENGINEER

File No Name of file

1 Fleet Management Correspondence – In/ Out

2/E is responsible for maintaining the files as:-

TASK 3: SHIP BOARD MANAGEMENT MANUAL

QMS questionnaire from PARIS

2.Emergency equipments come under the purview of 3/Engr are-

➢ Emergency Air Compressors

3. Third Engineer’s responsibilities towards cargo handling equipments

TASK: CODE OF SAFE WORKING PRACTICES

8 elements of Risk Assessment enumerated in Sec 1.9 of COSWP.

Main elements of the risk assessment process are:

9 main Hazards in the Workplace as identified in Sec 2.2 of COSWP

Main Hazards in the Workplace are:

TASK 5: CODE OF SAFE WORKING PRACTICES

TASK: CODE OF SAFE WORKING PRACTICES

TASK: STANDING INSTRUCTIONS

Read and sign the on board standing instruction

List of ships technical manuals and their location

ENGINE ROOM- LIST OF MANUALS

M101 LIST OF FINISHED DRAWINGS (MACHINERY PART)

M1-1 MAIN ENGINE- OPERATION AND DATA

TASK: OPERATION OF ALL CRITICAL EQUIPMENT

Procedure of operating emergency fire pump and emergency air compressor

Emergency air compressor:

Emergency Fire pump:

1. Open pump suction and discharge valves.

TASK: OPERATION OF ALL CRITICAL EQUIPMENT

In the event of fire in engine room

1) Allow enough time for co2 gas to extinguish the fire.

Precautions to be taken prior commencement of flooding

TASK: FAMILIAR WITH CORRECT WAY OF USING ALL PRECISION INSTRUMENTS

Take the inventory of the precision equipment’s under 2/E charge.

LIST OF CALIBERATION TOOLS

No Name Of Instruments Used For Qty Location

01 Crankshaft Deflection Gauge Main Engine 1 Pc Deck”D”/Locker”E”

02 Crankshaft Deflection Gauge Aux Engine 1 Pc ECR

04 Liner Bore Measuring Gauge Main Engine 1 Pc Deck”D”/Locker”E”

05 Bore Meas.Gauge(100-160mm) Aux Engine 1 Pc Deck”D”/Locker”E”

08 Infra Red Temperature Sensor General Use 2 Pc Eng. Control Room

09 Inside micrometer[275-300mm] ME Exh v/v 1 Pc Deck”D”/Locker”E”

10 Inside micrometer[50-250mm] Aux Engine 1 Pc Deck”D”/Locker”E”

11 Inside micrometer[175-200mm] Aux Engine 1 Pc Deck”D”/Locker”E”

12 Bore Gauge(Carumer)[160-250mm] Aux Engine 1 Pc Deck”D”/Locker”E”

13 Outside Micrometer[175-200mm] ME 1 Pc Deck”D”/Locker”E”

14 Outside Micrometer[0-150mm] Aux Engine 3 Pc Deck”D”/Locker”E”

15 Outside Micrometer[75-100mm] ME 1 Pc Deck”D”/Locker”E”

16 Outside Micrometer [0-25mm] General Use 1 Pc Deck”D”/Locker”E”

17 Outside Micrometer [0-25mm] large General Use 1 Pc Deck”D”/Locker”E”

18 Ring Groove Caliper (5-30mm) General Use 1 Pc ECR

19 Telescopic Feeler Gauge(0.45-1.0mm) ME Brg 1 Set Deck”D”/Locker”E”

20 Feeler Gauge [0.02-3.0mm] General Use 1 Pc Deck”D”/Locker”E”

21 Feeler Gauge[0.05-1.00mm] 500x20mm General Use 1 Pcs Deck”D”/Locker”E”

22 Feeler Gauge[0.05-1.00mm] 1000mtr General Use 1 Pcs Deck”D”/Locker”E”

23 Feeler Gauge[0.25-1.00mm] General Use 1 Pcs Deck”D”/Locker”E”