UNIVERSITY OF SAINT ANTHONY

(Dr. Santiago G. Ortega Memorial)

Iriga City

SEAMANSHIP 1
(FINAL)

MODULE: 10 MODULE TOPIC Topic 7

Hand and Power Tools

Topic 8
Surface Preparation Techniques and Painting:
-Corrosion
-Surface Preparation Techniques
-Painting

Topic 9
Lubrication and Cleaning Materials:
-Lubrication Materials
-Cleaning Materials and Proper Waste

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Iriga City

COMPETENCE/S Competence: Contribute to the safe operation of deck equipment and

machinery
COURSE OUTCOME CO3: Describe the safe operation of mooring, anchoring and other deck
equipment
KNOWLEDGE KUP: KUP1. Knowledge e of deck equipment, including:
UNDERSTANDING .1 function and uses of valves and pumps, hoists, cranes, booms and related
PROFICIENCY equipment
.2 function and uses of winches, windlasses, capstans and related equipment
.3 hatches, watertight doors, ports and related equipment
.4 fibre and wire ropes, cables, and chains, including their construction, use,
markings, maintenance, and proper storage
.5 ability to use and understand basic signals for the operation of equipment,
including winches, windlasses, cranes, and hoists
.6 ability to operate anchoring equipment under various conditions, such as
anchoring, weighing anchor, securing for sea, and in emergencies
KUP: KUP1. Ability to use painting, lubrication, and cleaning materials and
equipment
KUP2. Ability to understand and execute routine maintenance and repair
procedures
KUP3. Knowledge of surface preparation techniques
KUP4. Understanding manufacturer’s safety guidelines and shipboard
instructions
Learning outcomes LO7.7.1
Identify the different hand and power tools and their uses
LO7.7.2
Demonstrate the proper and safe use of hand and power tools for deck works
LO7.7.3
Bind a fire hose to coupling using copper wire safely
LO8.8.1
Explain the causes of corrosion and the corresponding methods of its prevention
LO8.8.2
De-rust and prepare steel surface for painting safely
LO8.8.3
Apply paint to a cleaned steel surface safely and according to the manufacturer's
guidelines
LO9.9.1
Explain the need the conduct lubrication maintenance on deck equipment
LO9.9.2
Use a manual grease gun in lubricating deck equipment
LO9.9.3
Identify the requirements for the safe disposal of waste from deck maintenance
activities

WEEK 13

Tools and Equipment used on Board

Considering the ship’s situation, there are various tools, parts and materials that
are required to be always available onboard. It is important for every marine
engineer to have a clear and good understanding of tools, parts and materials to

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Iriga City

benefit the engineers for proper upkeep and inventory of tools. To give you a
deeper understanding, we will be looking at some of the common types of tools,
valves and equipment used by marine engineers during electrical maintenance.

1. Hand Spanner/Wrenches
 There are different types of hand spanner and wrenches available in the
workshop that could be selected depending on the type and condition of
maintenance work to be done.
 Some of the examples for hand spanner and wrenches include:
 Adjustable wrench is used as an easy tool for undetermined size of bolt and nut
when immediate tightening is required.
 Adjustable pipe wrench is suitable for fastening/loosening small sizes threaded
pipes and damage head bolt in an awkward position.
 Slogging spanner is used for loosening and tightening bolts that are big sizes by
using a hammer.
 Rather than an adjustable pipe wrench, hook spanner is used for threaded cap
connection with teeth to avoid damaging the cap.
 Offset spanners are used when working in awkward position jobs.
 Square drive wrench is specially used for square bolts or handles.

2. Pliers
 Pliers are designed mainly for gripping objects using leverage.
 Different types are available which can be also used for cutting wires, crimping
of wire connectors, removing of snap ring, and more.
 Some of the sub-types of pliers include:
 Hook Spanner
 T-Box Spanner
 Socket Wrench
 Ratchet Handle
 6 & 12 Points Socket Wrench
 Water Pump Pliers
 Side Cutting Pliers
 Combination Pliers
 End Cutting Pliers
 Long Nose Pliers

3. Scissors/Tin Snips
 Scissors are used to cut thin materials with a slight force, while tin snips or
metal shears are tools used to cut thin sheets of metal but are able to handle
thicker and hard material.
 There are three different types of tin snips available: the straight, left handed
and the right handed tin snips.
 Basically, cutting with ease depends on the direction of cut and the tool you are
going to use.
 Straight snips are for cutting straight line, left cutting snips will cut in curve to
the left and right cutting snips will cut curve to the right

4. Portable Hydraulic Devices

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Iriga City

 Portable hydraulic devices like the hydraulic hand pump and portable cylinders
are used for lifting heavy equipment.
 The portable cylinders are used specially for itching the cylinder liners for
facilitation of easy removal from the casing of a diesel engine.
 The hydraulic hand pump can also be used for torque tightening, manually
opening and closing of hydraulically valves in the ballast piping system and other
special purposes.
 Different types of sealant and adhesives are used for maintenance purposes
onboard.
 Some sealants need special applicators such as the gun applicator and others.
 The most commonly used sealant and adhesive is silicon.
 Cold chisels and pin punchers are used for cutting and driving metal pieces at
work.
 Allen wrench or sometimes called “hex key” are used to drive screws with inner
hexagonal heads in different sizes.
 Hand file is used to shape materials by cutting.
 There are different shapes available such as flat, round, triangle, oval, and more.
 The file’s teeth can differ from rough, course and bastard.

5. Plasma Cutting Equipment

 Plasma Arc Cutting is a process in which an open arc can be constricted by
passing through a small nozzle, or orifice, from the electrode to the work piece.
 The gas used is typically air and it combines with an electrical current to create
a high temperature plasma arc.
 When placed in contact with an electrically conductive material, the arc passes
through the metal, melting a thin area.
 The force of the arc pushes the molten metal through the work piece and severs
the material.
 For the cutting process first a pilot arch between nozzle and cathode is ignited
by means of high tension. This low energy pilot arch will prepare the distance
between plasma burner and workpiece by partial ionization.
 As soon as the pilot arch touches the work piece (flying start of cutting or
piercing), the main arch is induced by an increase in performance automatically.

6. Oxy-Acetylene Welding and Cutting Equipment

 Oxyacetylene welding, also commonly referred to as gas welding, is a process
which relies on combustion of oxygen and acetylene.
 When oxygen and acetylene are mixed together in correct proportions within a
hand-held torch or blowpipe, this will produce a hot flame with a temperature of
about 3,200 Celsius.
 The chemical action of the oxyacetylene flame can be adjusted by changing the
ratio of the volume of oxygen to acetylene.
 The three distinct flame settings include:neutral, oxidising and carburizing.

7. Windlass is a machine used on ships that is used to let-out and heave-up equipment such as a
ship's anchor or a fishing trawl. On some ships, it may be located in a specific room called the
windlass room.
 anchor windlass is a machine that restrains and manipulates the anchor chain on a boat, allowing
the anchor to be raised and lowered by means of chain cable. A notched wheel engages the
links of the chain or the rope.

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Iriga City

 trawl windlass is a similar machine that restrains or manipulates the trawl on a commercial fishing
vessel. The trawl is a sort of big fishing net that is wound on the windlass. The fishermen either let-
out the trawl or heave-up the trawl during fishing operations. A brake is provided for additional
control. The windlass is usually powered by an electric or hydraulic motor operating via a gear train.

11 Safety Tips When Handling Hand and Power Tools

1. Use Personal Protective Equipment

If you can’t engineer out the threat, then using personal protective equipment (PPE) should be
your first precaution. If you haven’t already, purchase a pair of safety glasses. These will protect
your eyes from debris, dust, fiberglass, and shavings. In the same manner, a pair of earplugs will
protect your hearing. Don’t forget, even the best power tools can still be loud.

Keeping your hands safe is just as important. Use a pair of gloves that fit your hands and the
environment well. They shouldn’t inhibit your movement and impair dexterity. If you’re working
at heights or in confined spaces, you’ll also need a proper safety helmet.
2. Dress Right
When handling hand and power tools, you also need to dress for the job.

Avoid wearing loose-fitting clothing, jewelry, and neckties. Remove dangling objects of any kind
before you start working. If you have long hair, tie it behind your head so that it doesn’t get in
your way. When it comes to footwear, non-slip boots are recommended.

3. Educate Yourself
All hand and power tools come with instruction manuals, and these exist for good reasons. Even
a split second of improper operation can cause a life-threatening injury. For that matter, reading
the manual thoroughly is non-negotiable.

Demonstrating how to use a tool isn’t the manual’s only value. Most of them also provide
information on increasing the user’s safety and troubleshooting problems. Get to know your tool
to help reduce the risk of an injury.

4. Regularly Inspect Your Tools

All tools require periodic checks. Constant use causes wear and tear. Don’t take any chances,
even if your tools are brand new. Routine inspections are the key to staying safe.

Check your devices for loose cracks, breakage, damaged plugs, and exposed wires. If you’re at
work, ask the boss to replace the damaged tool with a proper one. Never forget that using a
damaged tool is a recipe for disaster.

5. Keep Your Work Area Clean

Another thing that can result in an injury is a hazardous working area. Your environment itself
can pose a major risk to your safety. Keeping the workspace clean is vital to staying out of
harm’s way.

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Iriga City

Clean up the clutter — a floor with tangled cords can be extremely dangerous. Keep your power
tools away from flammable liquids. If you’re at home, ensure that the place is child-proof.
Remove all starter keys and master switches, and use padlocks wherever possible.

6. Be Extra Cautious With Power Tools

Unlike hand tools, power tools use electricity and are much more powerful. Having a quality
circular saw, for example, may allow you to finish a project quicker and easier. Due to their
power, however, these tools are also much more dangerous.

Corded tools should never be carried by their cords. These wires need to be kept away from sharp
edges and heat sources. Accidental starting is another hazard. When carrying a plugged-in tool,
avoid holding your finger on the trigger.

7. Turn the Tools Off After Use

Leaving your tools plugged in and in “stand by” mode should be avoided at all costs. It can
create serious problems for people who don’t realize that the tool is powered. To prevent future
injuries and accidents, always turn them off after each use.

Make sure that your device is shut down, unplugged, and properly stored. Once unplugged, store
the tool into its original casing. Again, if you’re working at home, be sure to place it somewhere
out of children’s reach.

8. Use Proper Lighting

Another workplace situation that causes injuries is the lack of proper lighting. People often
overlook the importance of having a properly lit working environment. When used in dimly lit
conditions, power tools can be deadly.

If your work area’s light isn’t bright enough, make sure to use or bring in additional lights.
You’ll need lots of bright, shadow-free light. If you can’t see what you’re doing, you’re asking
for trouble.

9. Ground All Tools

Is your tool equipped with a three-prong, grounding-type plug or an approved three-conductor
cord? If it is, you’ll have to plug it into a three-hole electrical receptacle. If you’re using an
adapter to connect to a two-hole receptacle, you’ll have to attach the wire to a known ground.

Be extra careful when you have to work in wet or damp locations. Keep your feet and hands dry.
Put a rubber mat on the ground, place a wooden stool on it, and sit on the stool while working.
By doing this, you’ll reduce the risk of electrical shocks.

10. Maintain a Firm Grip and Balance

As their name suggests, power tools are powerful. For that matter, it is of paramount importance
to stay in control of them at all times. Besides using non-slip footwear, you also need to plant
your feet and maintain a good balance.

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Iriga City

Keeping a firm grip is just as important, especially with handheld tools. Losing control is
guaranteed to create a hazardous situation. If you feel that a tool may be too heavy for you, do
not use it.

11. Stay Calm and Confident

Keeping your cool while handling these devices is the key to staying safe. This is especially true
for power tools. They need to be handled with care and respect.

Don’t get reckless if things aren’t going the way you’d like. Take a break, calm down, and only
then resume working on the project. Stay away from power tools if you’re under the influence of
alcohol or drugs, feeling unwell, in pain, distracted, or tired. Staying safe is easy when you think
ahead!

CORROSION CAUSES AND PREVENTION

What is corrosion?
Corrosion is the deterioration of an exposed
material (usually a metal) due to chemical,
electrochemical, and other reactions with its
surrounding environment. Numerous factors
add complexity to the equation, it is, however,
a controllable process. Often moisture in the
air and the gases are the biggest culprits.
These elements combine to create acids that
corrode the metal, leading to rust and other
forms of degradation of the metals. Rust is one of the most familiar examples of
corrosion that causes irreversible damage to a variety of metals and affects almost
every industry.

The most effective way of corrosion prevention in materials is to understand the causes
of corrosion and how they work to create rust on surfaces. There are many different
factors that can come into play in the process of corrosion. Once you understand the
types of corrosion and what causes them, you are in a better position to begin trying to
make the material corrosion-resistant.

so many different causes for corrosion of materials, it is important to understand that

rust inhibitors will no work for every situation. A vapor or water barrier material will
obviously not protect the metal from exposure to continued electric currents or bacteria.

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Causes of Corrosion

Metal corrodes when it reacts with another substance such as oxygen, hydrogen, an
electrical current or even dirt and bacteria. Corrosion can also happen when metals like
steel are placed under too much stress causing the material to crack.

Corrosion of Iron

The most common type of iron corrosion occurs when it is exposed to oxygen and the
presence of water, which creates a red iron oxide commonly called rust. Rust can also
effect iron alloys such as steel. The rusting of iron can also occur when iron reacts with
chloride in an oxygen-deprived environment, while green rust, which is another type of
corrosion, can be formed directly from metallic iron or iron hydroxide.

Types of Corrosion

Uniform Corrosion

This is the most common form of corrosion which usually takes place evenly over large
areas of a material's surface.

Pitting Corrosion

One of the most aggressive forms of corrosion, pitting can be hard to predict, detect or
characterise. This localised type of corrosion happens when a local anodic or cathodic
point forms a corrosion cell with the surrounding surface. This pitt can create a hole or
cavity which typically penetrates the material in a vertical direction down from the
surface.

Pitting corrosion can be caused by damage or a break in the oxide film or a protective
coating and can also be caused through non-uniformities in the structure of the metal.
This dangerous form of corrosion can cause a structure to fail despite a relatively low
loss of metal.

Crevice Corrosion

This form of corrosion occurs in areas where oxygen is restricted such as under
washers or bolt heads. This localised corrosion usually results from a difference in the
ion concentration between two areas of metal. The stagnant microenvironment prevents
circulation of oxygen, which stops re-passivation and causes a buuild-up of stagnant
solution moving the pH balance away from neutral.

The imbalance between the crevice and the rest of the material contributes to the high
rates of corrosion. Crevice corrosion can take place ar lower temperatures than pitting
corrosion, but can be minimised by proper joint design.

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Intergranular Corrosion

Intergranular corrosion occurs when impuraties are present at the grain boundaries
which form during solidification of an alloy. It can also be caused by the enrichment or
depletion of an alloying element at the grain boundaries. This type of corrosion occurs
along or adjacent to the grains, affecting the mechanical properties of the metal despite
the bulk of the material being unaffected.

Stress Corrosion Cracking (SCC)

Stress corrosion cracking refers to the growth of cracks due to a corrosive environment
which can lead to the failure of ductile metals when subjected to tensile stress,
particularly at high temperatures. This type of corrosion is more common among alloys
than with pure metals and is dependant on the specific chemical environment whereby
only small concentrations of active chemicals are required for catastrophic cracking.

Galvanic Corrosion

This form of corrosion occurs when two different metals with physical or electrical
contact are immersed in a common electrolyte (such as salt water) or when a metal is
exposed to different concentrations of electrolyte. Where two metals are immersed
together, known as a galvanic couple the more active metal (the anode) corrodes fast
than the more noble metal (the cathode). The galvanic series determines which metals
corrode faster, which is useful when using a sacrificial anode to protect a structure from
corrosion.

Effects of Corrosion

The annual worldwide cost of metalic corrosion is estimated to be over $2 trillion, yet
experts believe 25 - 30% could be prevented with proper corrosion protection. Poorly
planned construction projects can lead to a corroded structure needing to be replaced,
which is a waste of natural resources and contradictory to global concerns over
sustainability. In addition corrosion can lead to safety concerns, loss of life, additional
indirect costs and damage to reputation.

How to Prevent Corrosion

There are several cost effective ways to prevent corrosion including:

 Use non-corrosive metals, such as stainless steel or aluminium

 Make sure the metal surface stays clean and dry
 Use drying agents
 Use a coating or barrier product such as grease, oil, paint or carbon fibre coating
 Lay a layer of backfill, for example limestone, with underground piping
 Use a sacrificial anode to provide a cathodic protection system

How to prevent ships corrosion by Application of Marine paints

Protection by Means of Paints : It is often assumed that all paint coatings prevent
attack on the metal covered simply by excluding the corrosive agency, whether air or

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water. This is often the main and sometimes the only form of protection; however there
are many paints which afford protection even though they present a porous surface or
contain various discontinuities.

For example certain pigments in paints confer protection on steel even where it is
exposed at a discontinuity. If the reactions at the anode and cathode of the corrosion
cell which form positive and negative ions respectively, are inhibited, protection is
afforded. Good examples of pigments of this type are red lead and zinc chromate, red
lead being an anodic inhibitor, and zinc chromate a cathodic inhibitor. A second mode of
protection occurs at gaps where the paint is richly pigmented with a metal anodic to the
basis metal. Zinc dust is a commercially available pigment which fulfils this requirement
for coating steel in a salt water environment. The zinc dust is the sacrificial anode with
respect to the steel.

Anti-fouling paints offer protection against vegetable and animal growth which can lead
to increased resistance requiring additional power, hence fuel, to maintain the same
speed. The greater the time spent at sea the less the fouling; but areas of operation and
seasons also decide the amount of fouling, and with modern anti-fouling compounds the
problem today is less important.

Marine Paints

The paint system applied to any part of a ship will be dictated by the environment to
which that part of the structure is exposed. Traditionally the painting of the external ship
structure was divided into three regions.

(i) Below the water-line where the plates are continually immersed in sea water.

(ii) The water-line or boot topping region where immersion is intermittent and a lot of
abrasion occurs.

(iii) The topsides and superstructure exposed to an atmosphere laden with salt spray,
and subject to damage through cargo handling.

However now that tougher paints are used for the ship’s bottom the distinction between
regions need not be so well defined, one scheme covering the bottom and water-line
regions.

Internally by far the greatest problem is the provision of coatings for various liquid cargo
and salt water ballast tanks.

(a) Below the Water-line The ship’s bottom has priming coats of corrosioninhibiting paint
applied which are followed by an anti-fouling paint. Paints used for steels immersed in

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sea water are required to resist alkaline conditions. The reason for this is that an iron
alloy immersed in a sodium chloride solution having the necessary supply of dissolved
oxygen gives rise to corrosion cells with caustic soda produced at the cathodes.

Further the paint should have a good electrical resistance so that the flow of corrosion
currents between the steel and sea water is limited. These requirements make the
standard non-marine structural steel primer red lead in linseed oil unsuitable for ship use
below the water-line. Suitable corrosion-inhibiting paints for ships’ bottoms are pitch or
bitumen types, chlorinated rubber, coal tar/ epoxy resin, or vinyl resin paints. The anti-
fouling paints may be applied after the corrosion-inhibiting coatings and should not
come into direct contact with the steel hull, since the toxic compounds present may
cause corrosion.

(b) Water-line or Boot Topping Region Generally modern practice requires a complete
paint system for the hull above the water-line. This may be based on vinyl and alkyd
resins or on polyurethane resin paints.

(c) Superstructures Red lead or zinc chromate based primers are commonly used.
White finishing paints are then used extensively for superstructures. These are usually
oleo-resinous or alkyd paints which may be based on ‘nonyellowing’ oils, linseed oil-
based paints which yellow on exposure being avoided on modern ships.

Where aluminium superstructures are fitted, under no circumstance should lead based
paints be applied; zinc chromate paints are generally supplied for application to
aluminium.

Temporary paint application during shipbuilding

After the steel is blast cleaned it may be several months before it is built into the ship
and finally painted. It is desirable to protect the material against rusting in this period as
the final paint will offer the best protection when applied over perfectly clean steel.

The formulation of a prefabrication primer for immediate application after blasting must
meet a number of requirements. It should dry rapidly to permit handling of the plates
within a few minutes, it should be non-toxic, and it should not produce harmful porosity
in welds nor give off obnoxious fumes during welding or cutting. It must also be
compatible with any subsequent paint finishes to be applied. Satisfactory formulations
are available, for example a primer consisting of zinc dust in an epoxy resin.

Protection by Means of Paints

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Good surface preparation is essential to successful painting, the primary cause of many
paint failures being the inadequacy of the initial material preparation. It is particularly
important before painting new steel that any millscale should be removed. Millscale is a
thin layer of iron oxides which forms on the steel surface during hot rolling of the plates
and sections. Not only does the non-uniform millscale set up corrosion cells as
illustrated previously, but it may also come away from the surface removing any paint
film applied over it.

The most common methods employed to prepare steel surfaces for painting are:

i) Blast cleaning

ii) Pickling

iii) Flame cleaning

iv) Preparation by hand

Blast cleaning is the most efficient method for preparing the surface. Following the
blast cleaning it is desirable to brush the surface, and apply a coat of priming paint as
soon as possible since the metal is liable to rust rapidly.

There are two main types of blasting equipment available, an impeller wheel plant where
the abrasive is thrown at high velocity against the metal surface, and a nozzle type
where a jet of abrasive impinges on the metal surface. The latter type should preferably
be fitted with vacuum recovery equipment, rather than allow the spent abrasive and dust
to be discharged to atmosphere, as is often the case in ship repair work. Impeller wheel
plants which are self-contained and collect the dust and re-circulate the clean abrasive
are generally fitted within the shipbuilding shops. Cast iron and steel grit, or steel shot
which is preferred, may be used for the abrasive, but non-metallic abrasives are also
available. The use of sand is prohibited in the United Kingdom because the fine dust
produced may cause silicosis.

Pickling involves the immersion of the metal in an acid solution, usually hydrochloric or

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sulphuric acid in order to remove the millscale and rust from the surface. After
immersion in these acids the metal will require a thorough hot water rinse. It is
preferable that the treatment is followed by application of a priming coat.

Using an oxy-acetylene flame the millscale and rust may be removed from a steel
surface. The process does not entirely remove the millscale and rust, but it can be quite
useful for cleaning plates under inclement weather conditions, the flame drying out the
plate.

Hand cleaning by various forms of wire brush is often not very satisfactory, and would
only be used where the millscale has been loosened by weathering, i.e. exposure to
atmosphere over a long period.

Blast cleaning is preferred for best results and economy in shipbuilding; pickling which
also gives good results can be expensive and less applicable to production schemes;
flame cleaning is much less effective; and hand cleaning gives the worst results.

Paint hazards

Marine Paints may contain toxic or irritant substances, and the solvents may give rise to
flammable and potentially explosive vapours, which may also be toxic. Personnel using
such paints should be warned of the particular risks arising from their use. Paints
containing organic pesticides can be particularly dangerous. If the manufacturer's
instructions are not given on the container, information should be obtained at the time of
supply about any special hazards, and also whether special methods of application
should be followed. Such advice should be readily available at the time of use but the
following precautions should always be taken.

Preparation and Precautions

Painted surfaces should always be rubbed down wet to reduce dust from the old paint,
which may be toxic if inhaled. Where the dust is known to contain lead, other dust
treating methods should be used. Dust masks should be worn as protection against
other dusts.

If the surface to be rubbed down is known to contain lead, then methods that do not
create dust should be adopted. It is safer to avoid or minimise dust creation than to try to
clean up the dust afterwards. Sanding or abrasive blasting should be avoided. Lead
based paint should never be burnt off as fumes will contain metallic lead in a readily
absorbed form.

Rust removers are acids and contact with unprotected skin should be avoided. Eye

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protection should be worn against splashes . If painting aloft or otherwise near ropes,
care should be taken to avoid splashes on ropes, safety harness, lines etc.

Interior and enclosed spaces should be well ventilated, both while painting is in progress
and until the paint has dried.

There should be no smoking or use of naked lights in interior spaces during painting or
until the paint has dried hard. Some vapours even in low concentrations may
decompose into more harmful substances when passing through burning tobacco.

When painting is done in the vicinity of machinery or from an overhead crane gantry, the
power supply should be isolated and the machine immobilised in such a way that it
cannot be moved or started up inadvertently. Appropriate warning notices should be
posted . Close-fitting clothing should be worn.

Use of Paint Spraying Equipment

As there are many different types of paint spraying equipment in use, operatives should
comply with the manufacturer's instructions for use.

Airless spray-painting equipment is particularly hazardous since the paint is ejected at a

very high pressure and can penetrate the skin or cause serious eye injuries. Spray
should not be allowed to come into contact with the face or unprotected skin.

Suitable protective clothing such as a combination suit, gloves, cloth hood, and eye
protection should be worn during spraying.

Paints containing lead, mercury or similarly toxic compounds should not be sprayed in
interiors.

A suitable respirator should be worn according to the nature of the paint being sprayed.
In exceptional circumstances it may be necessary to use breathing apparatus .

If a spray nozzle clogs, the trigger of the gun should be locked in a closed position
before any attempt is made to clear the blockage.

Before a blocked spray nozzle is removed or any other dismantling is attempted,

pressure should be relieved from the system.

When blowing through a reversible nozzle to remove a blockage, all parts of the body
should be kept clear of the nozzle mouth.

The pressure in the system should not exceed the recommended working pressure of
the hose. The system should be regularly inspected for defects.

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Iriga City

As an additional precaution against the hazards of a hose bursting, a loose sleeve, for
example a length of 2 to 3 meters (6 to 10 feet) of old air hose, may be slipped over that
portion of the line adjacent to the gun and paint container.

To minimise risk of fire and to a lesser extent pollution, paint lockers are supposed to be
kept clean. Areas of spilled paint must be cleaned immediately and shelves should be
neatly stacked. Insofar as is possible, similar paint-types should be stored together with
bars firmly in place, to prevent drums from jumping in bad weather.

Lubrication Schedule and Orders for a Marine Lubricating Oil System

The lubrication system of an engine provides a supply of lubricating oil to the various
moving parts in the engine. Its main function is to enable the formation of a film of oil
between the moving parts, which reduces friction and wear. The lubricating oil is also
used as a cleaner and in some engines as a coolant.

Lubrication Schedule and Orders: The Chief Engineer is responsible to establish a list
of machinery requiring periodic lubrication onboard the vessel. The Fleet Superintendent
is responsible for agreeing the specifications and grades of oil for this list of machinery
with the nominated lubrication oil supplier. A copy of the lubricating oil schedule shall be
made available onboard the vessel and in the office.

The Chief Engineer shall ascertain the location of all the lubricating oil storage tanks and
establish the safe-filling capacities of these. This information shall be made available to
the office.

Some grades of oil may be taken and stored in drums on board at safe locations agreed
with the Master and lashed safely for bad weather conditions. When an order for
lubricating oil supply is made, the Chief Engineer shall specify whether it is in bulk or in
drums. The choice of lubricating oil for air compressors is to be discussed with the
Management Office. When agreed, synthetic oil is to be used.

Bunkering of lubricating oils shall be handled with the same care as the previous
chapter due to the risk of pollution. In addition, it must be borne in mind that the auto-
ignition temperature of lubricating oils is much lower than fuels therefore utmost safety
precautions must be taken.

Regular inventory of lubricating oils shall be kept under the responsibility of the Chief
Engineer, separating broached and unbroached oils. These shall be recorded in a lube
oil soundings book and corrected for trim/list similar to the fuel soundings book.

The Chief Engineer is responsible for placing orders for all lubricating oils and greases
for a period of time and/or the forthcoming voyage, as applicable. The calculations for

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the lubricating oil consumption and next voyage requirements should be done by a
senior Engineer and checked by the Chief Engineer. Each requirement for lubricating oil
must be done by a Requisition Form in the purchasing system, using the lubricating oil
account code, specifying the grades, quantities and whether in bulk or in drums.

Losses of Lubricating Oils

All possible preventative action must be taken, to ensure that lubricating oil losses are
kept to a minimum. There are to be no discrepancies between the quantity of lubricants
on board, and the totals entered in the Engine Room Log Book and the regular returns
made to the relevant Management Office. Accurate entries must always be recorded,
and any indication of abnormal losses or consumptions advised immediately, to the
relevant Management Office.

Regular and vigilant tours of the Engine Room by watchkeepers, or duty engineers are
essential to check for oil leaks. Lubricating oil coolers using sea or fresh water as the
cooling medium, must also be periodically checked for oil leakage.

Lubricating Oils Treatment

Contamination of lubricating oil can lead to severe damage and corrosion of machinery
components, and it is essential that the instructions and recommendations of the
supplier are followed, and that purification and filtration equipment is maintained to the
highest standards. Care must be exercised in the purification of lubricating oils,
particularly in respect of the temperature.

Lubricating Oil Inventory and Analysis

The company requires the vessel to maintain one complete spare running charge of
Main Engine Crankcase oil as unbroached spare for any emergency at any time. The
maintenance of safe reserves, and the frequency and method of sampling must be
adhered to by all Masters and Chief Engineers. Lubricating oil quantities and reserves in
respect of specialised vessels, or those with restricted storage capacity, is to be in
accordance with instructions issued by the Company.

Lubricating Oil Sampling & Analysis Further Instructions

When taking large quantities of lubricating oil on board a sample should be taken from
the original containers before it is introduced into the system.

When sampling oil in service, the sampling cock and pipe must be flushed through
before filling the sampling container. A representative sample can only be obtained
when the oil charge is in circulation.

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Iriga City

The sample container must always be washed out with the oil being sampled.

The lubricating oil sample containers, labels and packaging must always be used. The
Company contracted suppliers of lubricating oil have provided this service and their
sampling, labelling and despatch instructions are to be followed. The Chief Engineer
must ensure that adequate reserve supplies of sample containers are ordered in time.

Specialised Lubricants

The contracted suppliers of lubricating oils and greases provide technical specifications
of their products for your vessel. These technical specifications are to be studied by the
Chief Engineer Officer and his Senior Engineer Officers to ensure that they understand
the capabilities and properties of the various products. For example certain grades of oil
are hydroscopic i.e. they absorb moisture if exposed to the atmosphere, and can no
longer comply with the design specification.

Waste management and disposal

6.1. Background
This chapter deals with the management of solid waste (e.g. garbage) and liquid waste
(e.g. sewage and greywater) on board ship, including their storage and safe disposal.

6.1.1. Health risks associated with wastes on ships

Unsafe management and disposal of ship wastes can readily lead to adverse health consequences.
Humans can become exposed directly, both on ship and at port, as a result of contact with waste
that is not being managed in a safe manner. Exposure can also occur via the environmental
transfer of disease-causing organisms or harmful substances due to unsafe disposal. However,
waste can be managed and disposed of in ways that prevent harm from occurring.
Waste can contain hazardous microbial, chemical or physical agents. For example, sharp objects
are in themselves dangerous and may harbour infectious agents. Used syringes are a good
example and can transmit disease-causing agents, such as hepatitis C virus and human
immunodeficiency virus.
Risks of harm arising as a result of improperly managed ship waste are increasing with the
greater number of ships in service and the increase in habitation in port areas. Waste streams on
ships include sewage, greywater and garbage, as well as effluent from oil/water separators,
cooling water, boiler and steam generator blow-down, medical wastes (e.g. health-care wastes,
laboratory wastes and veterinary-care wastes), industrial wastewater (e.g. from photo processing)
and hazardous waste (radioactive, chemical and biological wastes and unwanted
pharmaceuticals).
Food wastes and refuse readily attract rodents, flies and cockroaches, for example, which are
reservoirs and vectors of etiological agents of many diseases (see chapter 7).

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Restrictions on depositing hazardous wastes into water bodies mean that ships need to capture
and retain those wastes on board for periods of time. The process of packaging and storing
hazardous wastes is in itself hazardous to the crew, and the storage of hazardous wastes leads to
the risk of harm arising should spills or leaks occur. Waste needs to be appropriately disposed of
in accordance with the rules and regulations applicable at the point of disposal.

6.1.2. Standards
Waste management from ships is covered in the IHR 2005 and in more detail in the International
Convention for the Prevention of Pollution from Ships (MARPOL 73/78, as
amended).1 MARPOL was adopted by the International Conference on Marine Pollution in 1973
and has been subject to numerous amendments as it is updated, including the 1978 protocol and
amendments collated into a consolidated version in 2002. Regulations covering the various
sources of ship-generated pollution are contained in the six annexes of the Convention:
 Annex I. Regulations for the Prevention of Pollution by Oil;
 Annex II. Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk;
 Annex III. Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form;
 Annex IV. Prevention of Pollution by Sewage from Ships (date of entry into force, 27 September
2003);
 Annex V. Prevention of Pollution by Garbage from Ships;
 Annex VI. Prevention of Air Pollution from Ships (adopted September 1997).

Medical waste requires special management. Specifically, details of health-care waste

management can be found at http://www.healthcarewaste.org/en/115_overview.html and in
the Guidelines for safe disposal of unwanted pharmaceuticals in and after emergencies (WHO,
1999).
Go to:

6.2. Guidelines
This section provides user-targeted information and guidance, identifying responsibilities and
providing examples of practices that can control risks. Three specific guidelines (situations to
aim for and maintain) are presented, each of which is accompanied by a set
of indicators (measures for whether the guidelines are met) and guidance notes (advice on
applying the guidelines and indicators in practice, highlighting the most important aspects that
need to be considered when setting priorities for action).
Outbreaks and harm associated with waste have been linked to poor storage and disposal
practices. Once generated, stored waste becomes a potential source of harm. Therefore, the first
disease prevention strategy should be to minimize the amount of hazardous waste generated as
far as practicable. It is also necessary to ensure that the systems for collecting and storing waste
are adequate given the extent and nature of waste generated on board ship.
In some cases, waste-management treatment systems have failed to perform as required, resulting
in unsafe situations. Therefore, reliance should not be placed on treatment and management
systems alone. Multiple waste-management barriers should be actively maintained, including:

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Iriga City

 considering how waste is generated on board, and choosing activities and practices that produce
the least hazardous waste in the first place;
 matching waste-management treatment facilities to their required capacities;
 maintaining sound practices in collecting and storing waste.

Staff at ports and ship crews need to be adequately trained in the protection of the environment,
safe operation and relevant legislation. People involved in the collection, handling and disposal
of wastes need to be trained in the relevant legislation and the risks posed by wastes.

6.2.1. Guideline 6.1: Sewage and greywater management

Guideline 6.1—Sewage and greywater are safely treated and disposed of.

Indicators for Guideline 6.1

1. The sanitary system adequately contains the liquid waste, and sewage and greywater are
disposed of safely within permitted bounds.
2. Grease traps are used to manage greasy liquid wastes.
3. Appropriate treatment is applied, where required, before storage or discharge
of sewage and greywater.

Guidance notes for Guideline 6.1

1. Disposal of sewage and liquid wastes

Ships are not generally permitted to discharge sewage or any other liquid containing
contaminating or toxic wastes within an area from which a water supply is drawn or in any area
restricted for the discharge of wastes by any national or local authority. Overboard discharge in
harbours, ports and coastal waters is subject to the regulations of the governing authorities in
these areas. Sewage, food particles, putrescible matter and toxic substances must not be
discharged to the bilge.
Any country may provide special barges for the receipt of these wastes or shore connections that
input to the sewer system. Where the shore servicing area or barge does not provide a hose or
connections to receive these wastes, the ship must provide a special hose and connections large
enough to allow rapid discharge of wastes. This hose must be durable and impervious, have a
smooth interior surface, be of a size different from that of the potable water hose or other water-
filling hoses and be labelled “FOR WASTE DISCHARGE ONLY”. After use, the hose must be
cleaned by thorough flushing with clear water and stored in a convenient place labelled “WASTE
DISCHARGE HOSE”.
The prohibition against discharge of wastes near a water supply intake or in any body of water
where measures for the prevention and control of pollution are in force will require the provision
of retention tanks or sewage-treatment equipment on board.
Systems need to be designed and constructed so as not to leak wastes and need to be amenable to
ready inspection to check for leaks or bursts. Approved backflow preventers (vacuum breakers)
or acceptable air gaps must be installed in the water supply lines to the grinders. All piping
should be colour coded and labelled (e.g. according to ISO 14726:2006) at least every 5 m to

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Iriga City

avoid confusion and possible cross-connection to potable water. Drain, soil and waste pipes need
to be maintained frequently to prevent clogging and the backflow of sewage, greywater or
contaminated wastes into the fixtures and spaces served by the collection system.

2. Grease traps
All galley wastes, exclusive of ground refuse, that may contain grease must be made to flow
through grease interceptors (grease traps) to a retaining box before discharge or treatment on
board ship. The design of the interceptors may need to be approved by the appropriate authority
of the country of registration. The grease collected may be disposed of by incineration, by
storage for shore disposal or by overboard discharge on the high seas. Overboard discharge may
occur after a suitable separation distance with the closest line of land, such as 3 nautical miles (12
nautical miles in territorial sea), in compliance with other national rules.

3. Treatment
All ships must be equipped with facilities for managing wastes from toilets and urinals, hospital
facilities and medical-care areas, and food refuse grinders. These facilities include treatment
systems and/or safe holding tanks, properly equipped with pumps and piping. Wastes from safe
holding tanks may be discharged to port connections or to special barges or trucks. The design of
treatment systems and waste-holding tanks needs to be based on a suitable volume (e.g. 114 litres
of liquid waste per capita per day) and may need to be approved by the appropriate authority of
the country of registration.
For ships where the normal wastewater flow to be treated is quite large, exceeding 4750 litres per
day, treatment must be designed to produce effluent of a suitable quality, such as biochemical
oxygen demand of 50 mg/l or less, a suspended solids content of 150 mg/l or less and a coliform
count of 1000 or less per 100 ml.
Excess sludge must be stored for appropriate disposal to land-based facilities or when on the high
seas. For ships with a daily flow of wastewater to be treated that is quite small, less than 4750
litres, treatment may be limited to passing the wastes through grinders, followed by disinfection
to produce an effluent with a coliform count of 1000 or less per 100 ml.
Chlorination, or an equally effective method of disinfection, may need to be installed, as
recommended by the manufacturer, to produce an effluent meeting the coliform requirements set
by the relevant authorities.

6.2.2. Guideline 6.2: Solid waste management

Guideline 6.2—Solid waste is safely treated and disposed of.

Indicators for Guideline 6.2

1. Garbage is safely stored in appropriately designed facilities.
2. Excess sludge is stored safely prior to appropriate disposal.

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Guidance notes for Guideline 6.2

1. Facilities for waste storage

To prevent corrosion, the interiors of food and garbage lifts may need to be constructed of
stainless steel and meet the same standards required for the storage, preparation and service of
food. Decks need to be constructed of a durable, non-absorbent, non-corroding material and have
a suitable internal cove, at least 10 mm along all sides. Bulkhead-mounted air vents must be
positioned in the upper portion of the panels or in the deckhead. To help with cleaning and
removal of spills, a drain at the bottom of all lift shafts must be provided, including the provision
of platform lifts and dumbwaiters.
If used to transport waste, the interiors of dumbwaiters must be readily cleanable and constructed
of stainless steel or similar and meet the same standards as other food service areas. The bottom
of the dumbwaiter should include a suitable cover.
Garbage chutes, if installed, need to be constructed of stainless steel or similar and have an
automatic cleaning system.
In waste-management equipment wash rooms, bulkheads, deckheads and decks need to be
constructed to meet the same standards required for the storage, preparation and service of food.
A bulkhead-mounted pressure washing system could be provided with a deck sink and drain. An
enclosed automatic equipment washing machine or room may be used in place of the pressure
washing system and deck sink. Adequate ventilation is required for extraction of steam and heat.
The garbage storage room should be well ventilated, and the temperature and humidity
controlled. A sealed, refrigerated space must be used for storing wet garbage. The space needs to
meet the same criteria for cold storage facilities for food. The room must be of adequate size to
hold unprocessed waste for the longest expected period when off-loading of waste is not possible
and must be separated from all food preparation and storage areas.
In all the garbage holding and processing facilities, there need to be easily accessible hand-
washing stations with potable hot and cold water, hose connections and a sufficient number of
deck drains to prevent any pooling of water. The sorting tables in garbage processing areas must
be constructed from stainless steel or similar and have coved corners and rounded edges. Deck
coaming, if provided, needs to be adequate, at least 8 cm, and coved. If the tables have drains,
they should be directed to the deck drain, which requires a strainer. A storage locker must be
provided for cleaning materials to keep them away from foods. Adequate lighting, at least 220
lux, is required at work-surface levels, and light fixtures need to be recessed or fitted with
stainless-steel or similar guards to prevent breakage.
To facilitate storage, tops and bottoms must be removed from all empty metal containers or
containers with metal ends, and the remaining parts flattened. Containers of paper, wood, plastic
and similar materials should also be flattened for convenient space-saving storage. Dry refuse
must be stored in tightly covered bins or in closed compartments, protected against weather,
wash and the entry of rodents and vermin. The containers must be thoroughly cleaned after
emptying and treated with insecticides or pesticides, if necessary, to discourage harbourage of
rodents and vermin.

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2. Excess sludge
Excess sludge is typically stored appropriately for appropriate disposal to land-based facilities or
when on the high seas.

6.2.3. Guideline 6.3: Health-care and pharmaceutical waste management

Guideline 6.3—Health-care and pharmaceutical waste is safely treated and disposed of.

Indicator for Guideline 6.3

1. Health-care and pharmaceutical waste is safely treated and disposed of.

Guidance notes for Guideline 6.3

Pharmaceutical wastes produced on board must be managed appropriately in order to prevent
harm to the environment and human health. Specific considerations for pharmaceutical wastes
include avoiding disposal of non-biodegradable products or products that might harm bacteria
involved in wastewater treatment into the sewage system and avoiding burning pharmaceuticals
at low temperatures or in open containers.
Health-care waste is any waste generated during patient diagnosis, treatment or immunization.
Health-care waste is of two categories: infectious and non-infectious. Infectious health-care
waste is liquid or solid waste that contains pathogens in sufficient numbers and with sufficient
virulence to cause infectious disease in susceptible hosts exposed to the waste. Non-infectious
health-care waste includes disposable health-care supplies and materials that do not fall into the
category of infectious health-care waste.
All ships should be equipped with facilities for treating and/or safely storing health-care wastes.
Infectious waste must be safely stored or sterilized (e.g. by steam) and suitably packaged for
ultimate disposal ashore. Health-care waste should be clearly labelled. Ships properly equipped
may incinerate paper- and cloth-based health-care waste, but not plastic and wet materials.
Sharps must be collected in plastic autoclavable sharps containers and retained on board for
ultimate disposal ashore. Unused sharps must be disposed of ashore in the same manner as
health-care waste.
Liquid health-care wastes may be disposed of by discharging them into the sewage system. Non-
infectious health-care waste may be disposed of as garbage if it does not require steam sterilizing
or special handling. Staff dealing with health-care wastes must be immunized against hepatitis B
virus.

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