IAMI Revision answers

IAMI.s Auxiliary

EOOW Responsibility

1.

 Inform the bridge that you are now in command of the engine-room.
 Activate the dead-man alarm system and carry out a through engine-room walk around. Check and
drain off sludge from settling and service tanks, check all fuel treatment plant. Check the condition of
running plant, heat, pressures vibration.
 Check the sump levels of main engine, the flow of oil to turbochargers and main bearings as-well-as
intermediate shaft lubrication.
 Check the auxiliary plant, the aux engines for correct sump levels pressures, the boiler for water level
and steam pressure.
 Check the steering gear for correct operation, temperatures and sufficient hydraulic oil reserve. Check
all bilges and structural condition of machinery spaces, rectify any leaks if possible.
 Upon return to the ECR record and log all findings, reset the dead-man alarm system.
2.

 Engine Room Logs

 Alarm Record
 Planned Maintenance Schedule
 Chiefs Standing Orders
 Physical condition of outgoing watch keeper is he/she well
 Fuel oil storage tanks, level, temperature drain of water
 Lubrication sump levels and temperature
 Structural condition
 Fresh water supply, tank level and ensure enough being produced.

3.

 With the dead man alarm system activated a full tour of the engine-room and machinery spaces must
be conducted.
 All sump levels must be checked for correct level.
 All running plant must be checked for safe and correct condition. Fuel service tanks should be topped
off.
 Bilges and bilge wells should be inspected.
 All watertight doors closed.
 All standby plant, fire pumps and emergency generator must be placed in Auto, Remote or Standby
controls for immediate activation.
 All header tanks hydraulic, lubricating oil and water should be topped off.
4.
 Arrive at the watch 20 minutes prior to starting time.
 Talk with the outgoing engineer officer and discuss the happenings from his watch.
 Read through the engine-room log book identifying any abnormalities and the general
trend Check the standing orders for any special requirements.
 Check through the planned maintenance book identifying any tasks that could be
undertaken in your watch.
 Check all readings from the engine-control-room and the main-switchboard.
 Contact the bridge and check everything is ok, and inform them you are about to take a
walk round of the engine-room.
 Check the condition of all running plant, for abnormal noise and running conditions.
Check the levels of the settling and service tanks, drain sludge and water
accumulation.
5.
 Sound tanks fuel is being bunkered to.
 Establish communication with barge and choose a common language.
 Ensure the bunker plan is ready.
 Sound the tanks on the barge using water indicating paste.
 Have SOPEP equipment ready for fast action in case spill.
 Close the scuppers to prevent oil easily getting into the water.
 Secure and support inlet hose usually with deck crane.
 Establish a flow rate suitable.
 Erect bunker flag to ensure everyone knows you are in bunker operations.
 Receive permission from the port before starting operation and once received commence
bunkering.
 Ensure watch keeper knows what tanks are to be filled and opens the valves accordingly, keeping in
mind to leave room in the tanks for the final blow down.
 Conduct final soundings to ensure received the correct quantity.
 C/E signs final paper work and hose can be released.

6.
 Ensure that all bilge wells are emptied sufficiently.
 Ensure that all watertight doors are closed.
 Ensure that all heavy items are securely stowed and lashed.
 Ensure that any chemicals, noxious liquids, flammable or otherwise are stored correctly and
securely.
 Stop all maintenance work, stow all tools and parts securely.
 Ensure all tanks are sufficiently full.
 Sufficient water within boiler and boiler system to compensate for rolling.
 Sufficient lubricating oil within machinery sumps and service tanks.
 All tank vents on deck covered with water-proof hoods.
 Ensure that all external openings are securely closed.
 All non-essential over-side discharges stopped and valves closed.
7.
 Abnormality or drastic change in behaviour of main propulsion plant
 Oil mist detector alarm
 Main engine slow-down or shut-down t r i p
 Fire
 Any situation of which you are unsure of the correct action to take
 Electrical black-out
 Oil found in the boiler, gauge glass or hot-well
 Death or injury of any crewmember within the engine-room

8.
 Raise the nearest fire alarm call point.
 Inform the chief engineer, bridge and inform them of the situation.
 Request that the engine is stopped, once stopped turn off auxiliary blowers, fuel supply and ER fans
closing all flaps also.
 Start the emergency generator and fire pump, set up fire hoses around the area and start boundary
cooling on outside areas.
 Block all turbocharger air inlets, and remove lagging.
 Using flood quantities of water to cool the area and attack the fire.
 Start emergency bilge if levels increase beyond that of the bilge pump.

9.
a) Raise the nearest Alarm call point.
Isolate all supplies of fuel and electrical supply.
Use a portable appliance to extinguish the fire if safe to do so.
b) Evacuate the machinery spaces and carry out a head count ensuring all persons are present. Start the
emergency generator, close all machinery fan flaps and stop mechanical ventilation.
Isolate all fuel supplies and stop running machinery within the space.
Set up boundary cooling outside the machinery space.
A second count should be carried out and once all persons are present, the entire CO2 system may be released.

10.
a) Using a portable foam extinguisher attack the fire.
Fully extinguish the fire and cool using water.
Inform the bridge and chief engineer of the event.
Logs should be made and the issue raised at the safety meeting
b)Regular bilge cleaning and the removal of combustible materials from these spaces
The use of drip trays under plant.
The correct maintenance of plant preventing fuel oil, oil leakage.
Regular inspection of machine positions adjoining or close to bilge areas and rectifying leaks promptly.
11.
a) Raise the alarm.
Open emergency bilge suction valve.
Close watertight doors.
Try to locate the problem.
Start other circulating system and isolate the leaking pipe, pump or cooler.
Close the inlet and outlet valves of affected system to stop the leak.
If leak doesn’t stop start emergency generator.
If tank leakage, transfer water from affected tank to minimise leakage.
b) The emergency suction valve is fitted in order to deal with engine room flooding. It is
suctioned onto the highest capacity pump which goes overboard, usually the seawater
system. It is a large non-return valve whose suction pipe draws from the tank tops with a
strum-box and pipes should be 2/3’s of the system pipe diameter.

12.
 Acknowledge the alarm and report it to the bridge and C/E.
 Activate dead man alarm and go to both port and starboard bilge wells to ensure no false alarm.
 Go back to ECR and sound alarm, letting bridge know engine room flooding.
 Start the emergency bilge suction valve, which is connected to the highest capacity pump in the
engine room.
 Close water tight doors.
 Once more personnel arrived, try and locate the source of flooding.
 Once located start the circulating system, isolating the leaking pipe, pump or cooler.
 Close the inlet and outlet of affected component to stop the leak, if it doesn’t stop, start the
emergency generator.

13a)
 Oil record book.
 Engine-room log book.
 Sewage Management l o g .
 Engine-room tank sounding log.
b)
 Inform the bridge and chief engineer that the person is not to be found inform them you are about
to search the engine-room.
 Check for log entries the last date and time.
 Tour the engine-room searching the regular spaces. Return to the control room and await further
instruction.
Heat exchanger/FWG/STP

1.

2.

A plate heat exchanger consists of a series of thin corrugated metal plates between which a number of
channels are formed, with the primary and secondary fluids flowing through alternate channels. Heat
transfer takes place from the primary fluid steam to the secondary process fluid in adjacent channels across
the plate. A corrugated pattern of ridges increases the rigidity of the plates and provides greater support
against differential pressures. This pattern also creates turbulent flow in the channels, improving heat
transfer efficiency, which tends to make the plate heat exchanger more compact than a traditional shell and
tube heat exchanger. The promotion of turbulent flow also eliminates the presence of stagnant areas and
thus reduces fouling. The plates will usually be coated on the primary side, in order to promote the drop
wise condensation of steam.
3.
a) At the evaporator outlet the water has been boiled, but it still isn’t safe to drink. This is due to it
being boiled at a much lower temperature than 100℃, usually 55℃, which doesn’t sterilise it.
This means bacteria dangerous to human health can still be present in this water, as it isn’t
tested before it enters the fresh water generator.
b) Ultra-Violet sterilisation.
Addition of mineral salts.
Chlorination.
Katadyn Silver Ion.

4.

5.
Advantages:
Larger surface area for heat exchange.
Smaller and more compact than a shell or tube type.
Allows turbulent flow.
Usually made of titanium which is strong, has hard wearing and has good thermal conductivity.

Disadvantages:
Expensive to manufacture and repair. Large
surface area means lower pressure.
Not enough head pressure on low pressure systems to push liquid through all plates.
Use special gaskets which can only be used at low temperatures and cannot be used with steam.
 Steering Gear

1.

 Inform bridge and C/E you’re going to test the SG.

 Start additional Generator for manoeuvring power supply.
 Check oil levels.
 Check SG for oil leaks.
 Check SG system alarm.
 Check SG rudder carrier bearing is well lubricated.
 Check hunting gear/lever are in good condition.
 Check communication between SG and bridge is OK.
 Test movement of SG from bridge 35°P to 30°S and then time to ensure within 28 seconds.
 Test emergency steering from 15°P to 15°S within 60 seconds.
 Oil filter checked.
 SG floor must be clean and tidy.
 Handrail secured.
2.

 SG motor and pump.

 Emergency power.
 SG alarm tested.
 Automatic failure changeover of steering gear pumps.
 Hydraulic oil low level alarm.
 Position repeaters to bridge.
 Fixed communication systems.
 Rudder bearing grease or lubrication system.
 Rudder stock cooling system.
 35°P to 30°S in 28 seconds.
 15°P to 15°S in 60 seconds.

3.
 Check the electrical load of the steering gear motors.
 Check the oil level of hydraulic header tanks, top up as required.
 Check the temperature of the hydraulic oil.
 Check the pumps and motors for excess noise, vibration and heat.
 Check the grease pump for operation, that sufficient reserve of grease is available.
 Check all bilge wells for oil/water accumulation.
 Check the carrier bearing (rudder stock) for excess leakage.
 Check the condition of all linkages, pipe brackets for security and damage.
 Check pump pressure.
4.

 Inform bridge and C/E you’re going to test the SG.

 Start additional Generator for manoeuvring power supply.
 Check oil levels.
 Check SG for oil leaks.
 Check SG system alarm.
 Check SG rudder carrier bearing is well lubricated.
 Check hunting gear/lever are in good condition.
 Check communication between SG and bridge is OK.
 Test movement of SG from bridge 35°P to 30°S and then time to ensure within 28 seconds.
 Test emergency steering from 15°P to 15°S within 60 seconds.
 Oil filter checked.
 SG floor must be clean and tidy.
 Handrail secured.
Centrifugal separator

1.
a) The gravity disc is required to create sufficient back pressure on the water seal to maintain the oil
water interface as close to the edge of the bowl as possible without losing the water seal. This
results in the oil which has to be purified having a longer dwell time in the bowl in order for
centrifugal forces to separate the water which then leaves through the water outlet.
b)
i) The oil water interface is displaced too near to the bowl periphery. Resulting in a collapse
of the liquid seal, oil may now pass out the water outlet. Escaping oil via the water outlet
could potentially drain the sump of a machine, overfill the sludge tank or cause substantial
damage within the machinery spaces.
ii) The oil water interface is too near the bowl centre, not creating an effective water-oil seal
and poor solids removal. Water seal may therefore pass out via the oil outlet risking extreme
contamination of the oil. Water within oil reduces and inhibits its ability to lubricate
efficiently, causing machinery damage; or in the case of fuel oil emulsification of the fuel
resulting in poor injection and combustion.
2.
a) The oil density.
The oil temperature. The
oil viscosity.
b) Shaft misalignment.
Damaged motor.
3.
a) To remove solid particulate and water from the fuel.
b) To remove solid particulate only, slower throughput due to longer dwell time.
c) No gravity disc in clarifiers as there’s no oil water interface to maintain, larger discs and bowl size
than purifiers for a longer dwell time. A clarifier also has a blind disc and a purifier doesn’t.
4.
a) When a fluid such as oil is subjected to gravity, substance of different densities separates. Before the
process beings a small amount of water is needed to prime the machine and prevent the oil carrying
over into the water discharge. Centrifuging amplifies the effects of gravity using centrifugal force to
make the separation happen much quicker, this is due to the gravitational force being increased.
When oil is inside the bowl, the high-speed rotation causes impurities such as water to be forced to
outside of the bowl leaving the much clearer oil near the centre. This is due to the water and solids
being less dense than the oil. Separation is aided by the addition of a disk stack which enlarges the
bowls surface area. Within the oil outlet there is a gravity disc which controls the oil water interface
during operation which help prevent cross contamination. Periodically the purifier will automatically
de-sludge to discharge any solids that are collected and the bowl.
b) For fuel of a lower density, a smaller gravity disc will be needed in order to maintain the oil-water
interface. If the gravity disc wasn’t changed oil would be lost in the water outlet, which could drain a
sump, fill the bilge sludge tank or even cause damage to a machine.
5.
a) Using the correct size of gravity disc in a fuel oil purifier is important in several ways. If the disc
was too large the oil water interface is displaced too near to the bowl periphery. Resulting in a
collapse of the liquid seal, oil may now pass out the water outlet. Escaping oil via the water
outlet could potentially overfill the sludge tank or cause substantial damage within the
machinery spaces. If the disc was too small the oil water interface is too near the bowl centre,
not creating an effective water-oil seal and poor solids removal. Water seal may therefore pass
out via the oil outlet risking extreme contamination of the oil. Water within fuel oil causes
emulsification of the fuel resulting in poor injection and combustion. It can also cause corrosion
and etching; corrosion is the most common cause of fuel injector failure, water in the fuel rapidly
speeds the corrosion process resulting in significantly shorter life of a fuel injector. Etching is
caused by a water-induced fuel which produces sulphuric acid that eats the metal surfaces.
b) The fuel oil separation temperature. The
fuel oil density.
The feed rate required for the fuel oil.
 Refrigeration

1.
a) Pump the system down until the condenser is full.
Using an approved service vessel and pump, the refrigerant may be extracted. Re-charge with fresh
refrigerant.
Fill out the log book for the system recording type of gas and quantities.
b) Attach the filling line to the suction side of the compressor tightly.
Invert the refrigerant canister and start the compressor. Observe the condenser sight-glass for the correct
level. Log how much and type of gas added.

2.
a) Bubbles seen within condenser sight glass
Compressor knocking
Icing of pipe-work
Fluctuating pressures
b) Compressor Over-running
In-effective cooling
No liquid visible within condenser sight-glass
Low suction pressure

3.

b)

Evaporator – compressor (Superheated vapour)

Compressor – condenser (Superheated vapour)

Condenser – Thermostatic expansion valve (Sub cooled liquid)

Thermostatic expansion valve – evaporator (Liquid & vapour mix)

4.

a) The gas in the system is compressed in the compressor, raising its temperature and pressure to a
superheated vapour. The vapour is then led to the condenser where its cooled by seawater and
changes to a sub cooled liquid, due to it remaining at high pressure at this stage. A thermostatic
expansion valve then dramatically drops the pressure of the sub cooled liquid which causes the
saturation temperature to fall. As it crossed the valve the saturation temperature falls below its
actual temperature causing some liquid to flash off before reaching the evaporator where latent
heat in the surrounding are boils off remaining liquid meaning a superheated gas leaves ready to
re-enter the compressor.
b) To stop liquid returning to the compressor, a solenoid is connected to a thermostat inside the
evaporator. As the room is cooled to the pre-determined temperature, the solenoid shuts off the
expansion valve, stopping the flow of refrigerant in the system. The compressor will continue to
run briefly but will be stopped once drop in pressure.
 Pumps

1.
 Strainer or filter fouled.
 Pump damaged or obstructed.
 Insufficient level within bilge to maintain
suction. Pipeline damaged inducting air.
 Pump Discharge Valve Closed.
 Fluid too viscous for the pump to handle.
 Other bilge suction valve open or damaged on the
line. Electrical supply isolated.
 Empty bilges.
2.

b) The sketch above shows a gear pump suitable for use with fuel or lubricating oil on a small 4 stroke engine.
One shaft is motor driven and is fitted to the gear (the driver gear), this drives the other gear (the driven gear).
During rotation, oil is carried around the casing trapped in the space between the gear teeth. When the teeth of
both wheels squeeze together the oil is directed towards the discharge ports. The pump id s type of positive
displacement pump and should have a pressure relief valve on the casing that can’t be isolated by valves.

3.

a) As the impeller of the pump rotates at high speed, a centrifugal force is created. The force gives
kinetic energy to the fluid as its thrown from the eye of the impeller to the outer part. The impeller
rotates inside a volute casing; whose cross-sectional area increases as it nears the pump outlet. This acts
as a diverging nozzle that converts the kinetic energy in the fluid to pressure energy. As energy cannot be
created or destroyed, the rise in pressure energy is limited to the amount of velocity in the fluid.
Therefore, it is perfectly safe to start the pump with the discharge valve closed, without causing over
pressure in the system.

b) Strainer or filter blocked.

Insufficient level within tank.
Pump wear-rings and seals damaged.
Pipe-work damaged inducting air.
Hole in suction pipes.
Impeller coupling failure.
Control system

1.

The 3-way valve senses the temperature going to the M/E, it then adjusts the flow through the
cooler to achieve the required temperature.

2.

Pressure head is measured by a displacement diaphragm, altering resistance, which is measured and
displayed as a tank level reading.

3.

a) Voltage. Frequency. Temperature. Pressure.

b) There are only two methods of operation, i.e. start and stop. It will start at a set point and stop at a set
point.
c) There will be a master and slave control and the master control will monitor the input and the slave will
monitor the output. The output signal is controlled against the input variable; the process is altered to achieve
a constant output proportionally between full on and full off conditions
Oily Water Separator

1.

2.

a) When the vessel is alongside, anchored or at rest.

If the bilge water originates from cargo pump rooms.
If less than 12 miles off-shore.
If in a special area and no automated stop and logging controls are fitted.
This is to comply with MARPOL: Annex 1.
b) 15ppm.
c) Engine Room Log by watch-keeper and chief engineer.
Oil record book by watch-keeper, chief engineer and captain.
Vessel movements log and ships log by the captain.
3.
a) Inform the bridge and C/E that you wish to discharge bilge water.
Fill the OWS with fresh water to flush, test the alarm ensuring the discharge stops during
alarm state.
Sound bilge holding tank and record results.
Start drawing from bilge holding tank and record result, the separator must be in full auto
control.
Log the time when the discharge commenced, the starting volume of tank and position of
vessel.
After discharge quantity is reached, stop discharge and close discharge valve.
Flush OWS with clean water.
Sound bilge holding tank and record in ER log book and oil record book.
Inform bridge and C/E operation finished.
b) Heat the bilge water to ait in the oil separation.
Auto logging and tracking in the OWS control system.
4.
a) The main principle of operation works on gravity differential between oil and water. Generally, in
an oily water mixture oil exists as a collection of small globules of varying size, the larger the
higher rate of separation. The first stage is a coarse separating chamber, where oily water
mixture flows over a series of baffle plates. Due to the movement of the fluid larger oil globules
are filtered out and rise to the top where they collect and are discharged. Depending on the type
of oil being separated, there will be heating coils in the first stage. The mixture leaves at around
100ppm and slows into the second chamber, where coalescent filters are used, which encourage
the smaller remaining globules to join and increase the size. They rise to the top of the second
chamber where they’re discharged, meanwhile the remaining oily water mixture is going through
the second set of filters ready to be discharged at 15ppm or lower.
b)
i) Heat added will increase the specific density differential of the oil and water and
reduces the viscosity of the oil, which would aid in the separation.
ii) The larger the oil globules, the faster rate of separation. Agitating it will mix the water and
oil making the globules smaller, making separation more difficult.
Machinery Space Safety

1.
a) A space with restricted or limited points of entry and exit, with an atmosphere that is
questionable of its condition, its oxygen level may be less than 21%.
b) Chain locker.
Cofferdams.
Fuel tanks.
c) Space should be tested for oxygen content of a minimum 21%, and explosive fume content
measured. The space must be ventilated by an approved ventilation fan and trunk for a
minimum of 24hours or 3 times air volume exchange.
Job details should be briefed with all persons involved with the works, all tools and
equipment’s to be checked-catalogued and checked prior to entry. Suitable lighting and
standby lighting inside the space.
Communication systems must be set up and tested with all persons involved, a backup
means of communication must also be established. An alarm and evacuation procedure
must be set up and practiced (enclosed space drill) prior to entry.
A competent officer must remain at the point of entry recording the persons within the space,
times of entry and work practices. The atmosphere must be tested during working operations
and the forced ventilation maintained at all times. Emergency and escape equipment must be
readily available for immediate use at the point of entry.

2.

a) A space with restricted or limited points of entry and exit, with an atmosphere that is
questionable of its condition, its oxygen level may be less than 21%.
b) Following a through risk assessment, job brief and permit to work the space must be
thoroughly force-ventilated for a minimum of 24 hours.
All servicing pipelines to be sealed, locked and tagged.
The atmosphere within the space tested with a calibrated and approved atmosphere testing
device the space shall not be entered if the O2 is less than 21%.
Rescue equipment, standby lighting to be gathered and assembled for immediate use. An alarm
and escape procedure to be established and understood by all persons involved within and
outside the space.
The communication systems set up and tested between all working parties, and persons in
command.
Ventilation should continue at all times, all persons within to wear personal O2 meters, H2S
meters and be familiar with their operation, the atmosphere should be test regularly during
works.
3.

a) That the appliance has been tested, no visible signs of damage and is correctly rated.
b) Tested, operates in both directions, does not slip, no visible damage and is correct size.
c) Tested, threads not damaged and correct size, correct weight rating, no visible damage.
d) Tested, of correct load rating, no visible damage.
4.

a) Boiler pressure loss.

Rapid temperature change.
Excess from settling tank water.
Steam from tank vents.
Fuel in hot well.
Oil sensor in the condensate return.
b) Divert the returns.
Take samples from boiler.
Call C/E.
c) Check ER log to see if any of the steam heating coils have been turned on recently. Close both valves
and allow the tank to cool down. Open the condensate drain valve and open the inlet valve to steam
coil, if oil is seen in the drain valve then you found the correct tank.
5.

a) Check ER log to see if any of the steam heating coils have been turned on recently. Close both valves
and allow the tank to cool down. Open the condensate drain valve and open the inlet valve to steam
coil, if oil is seen in the drain valve then you found the correct tank.

b) Shut down the purifiers.

Empty the fuel tank via the transfer pump.
All servicing pipelines to be sealed, locked and tagged.
Vent the tanks with the portholes open.
The atmosphere within the space tested with a calibrated and approved atmosphere testing device
the space shall not be entered if the O2 is less than 21%.
Inform bridge about tank entry.
Ensue everyone has correct PPE and tank entry gear.
Risk assessment and permit to work are completed.
Ventilation should continue at all times, all persons within to wear personal O2 meters, H2S meters
and be familiar with their operation, the atmosphere should be test regularly during works.

6.

 The facemask and seal should be checked to ensure in good condition.

 The supply pipe should be in good condition.
 The pressure gauge lens must be clear and easy to read.
 The whistle should be attached.
 Check the certification on the back plate to ensure OK.
 The bottle should be working at correct pressure, shouldn’t fall to 0 within 30 seconds.
 Ensure no leaks by sound.
 Do pressure down test and ensure whistle sounds.
 All straps are secure and in good condition.
7.

a) Use of water grade diesel.

Use of engine sump and jacket heaters.
Keeping the engine enclosed so that it isn’t exposed to the elements.
The instillation of battery chargers with a constant trickle charge.
b) There is a hand operated break, which comprises of a weighted lever. The lever must be lifted by a
member of personnel before the boat will move. A centrifugal brake uses centrifugal force to connect
two centric shafts, the driver and driven. As the lifeboat is lowered and the revolutions increase,
weighted arms swing outwards to engage with friction pads mounted on the inside rim of the housing,
the friction slows the rate of fall.
8.

a) Foam, in the event of oil based fire.

CO2, in the event of a fire with live electrical equipment.
b) Water, in the event of a combustible materials fire.
Dry Powder, in the event of a fire involving live electrical equipment.
c) Foam in the event of an oil based electrical fire.
Dry Powder in the event of a fire involving live electrical equipment non-critical.
d) CO2 in the event of a fire involving live electrical systems that are critical.
Dry Powder in the event of a fire involving live electrical equipment non-critical.

10.

a) Dry powder
Foam Water
CO2
b) A – Wood/paper textiles.
B – Flammable liquids and solids.
C – Fires involving gases.
D – Fires involving metals.
↯ – All electrical fires.
F – High temperature cooking oils.
11.

a)
i) Check the hoses are not perished.
Check the weight of the bottle within 10% of stated volume.
Check the bottle for visible damage.
ii) Weigh the appliance for stated weight.
Check the CO2 canister for damage.
Rotate the canister 180O and shake to free powder.
b) Fire detector heads and call points should be tested on a rotation weekly, with different
sensors and call points every week. All detectors and call points should be tested over a
month.
12.

a) Sound the alarm, state the location of the fire, the type and if any casualties. Close all doors, windows
and vents leading to the location of fire if possible. Isolate the electrical supply and close dampers to
reduce risk of spreading. If possible, use a portable fire extinguisher to tackle the fire. If not, go to
muster station and tackle the fire.
b) The Chief Officer will brief all parties and remain in command at the scene.
The 2nd Engineer is in charge of the fire party; their role is to extinguish and prevent the spread of the
fire. The 2nd Officer is in charge of the stand-by team, their role is to take care of first aid
responsibilities and be on hand to help anywhere needed.
13.

a) Heat detector.
Optical smoke detector.
IR flame detector.
Rate of rise.
b) Heat detector, a thermistor is fitted within the device, once heat is applied its electrical
resistance changes beyond a pre-determined value, creating an alarm.
Optical smoke detectors relay on the smoke particles to obstruct an IR or other light source
within the device, obstructing the light sensor thus causing an alarm.
IR flame detectors work by sensing a flame, flickering at less than 25Hz and after a time
delay of 5-20 seconds an alarm sounds.
14.
a) A – Wood/paper textiles. Water, foam, dry powder and wet chemical.
B – Flammable liquids and solids. Foam, dry powder and CO2.
C – Fires involving gases. Dry powder.
D – Fires involving metals. Special powder.
↯ – All electrical fires. CO2 and dry powder.
F – High temperature cooking oils. Wet chemical.
b) Ship fire plan.
c) The Bridge. The ECR. Accommodation.

15.
Weekly, at least one manual-call-point break glass should be activated, as well as smoke and or heat
detectors. The same points should not be tested each week. The number and the condition of the
detector or call point should be logged and a sounder should not operate for longer than 10 seconds.
The smoke detectors are tested with simulating a fire by using a canister of smoke.
16.
 Receive conformation CO2 system is being used from the Master &
C/E. Evacuate the engine room and carry out a head count.
 Start the emergency generator.
 Close and seal all engine room doors and engine room
hatch. Isolate the fuel supply.
 Stop all forced ventilation and close dampers.
 Set up boundary cooling outside the engine room space.
 Only the C/E, Master or highest personnel available can discharge the CO2 system.

17.

c) Fire drills can reduce panic and take pressure off in the event of a real-life emergency by teaching crew
members what their duties are and how they can be safely executed. All personnel are familiar with the location
and operation of firefighting equipment reducing the likelihood of panic. Procedures are put in place which work
in real life situations. Everyone is familiar with the fire functions such as correct flow rate and procedure.

d) Fire support parties know their roles and positions of all firefighting equipment and escape routes. The dangers
associated with large quantities of fuel, the requirement for extra cooling and careful application of water must
be followed to ensure no flooding. The use of B.A. sets and teams, the possibility for extreme heat, structural
damage and poor visibility. Stand-by teams know how to replenish B.A. set bottles, from solution and how to set
up and maintain firefighting foam supply.

18.

a) When the thrust block bearing temperature exceeds 75OC you would slow down the main engine. If still
rising, Request Bridge & C/E to stop M/E if safe to do so.
If diesel generator not started automatically, start and put on load.
Check L.O. level and water level for bearing cooling; if required top it up.
b) Thrust block bearings are made of white metals. White metals start losing their tensile strength about
120 OC, and starts melting about 180 OC. If thrust block temperature isn’t controlled by adequate cooling
system such as L.O. or water the damages could be extensive.
 IMO % Regulations

1.
a) Abrasive Wheels Regulations 1970.
Use only manufacture stated grinding wheels, use machinery only if trained and use all guards
and protective equipment.
b) PUWER regulations 1998.
The Supply of Machinery (safety) Regulations 1992.
Use only well-maintained equipment, use of protective guards, report all deficiencies within plant and
only use if trained to do so.
c) PPE at work regulations 1992.
Wear all equipment as directed, use of approved and serviceable items only.
d) COSHH regulations 2002.
Use of protective clothing, limiting exposure and use of barrier creams.
2.

The regulations under MARPOL: Annex 1 state:

 The vessel must be underway at a speed of more than 4
knots.
 The oil content must not exceed 15ppm.
 The bilge water must pass through an approved oil water separator with an oil
content monitor and alarm.
 Only engine room bilges are allowed to be pumped.
 The OWS must automatically stop discharge upon 15ppm or more alarm sounding and
re-circulate.
 Automatic logging of the vessel position and stop of the OWS via vessel
GPS.
 The oil record book must be filled in with the correct details.
3.

a) MARPOL: Annex 1
b) Oily Water Separator
c) The main principle of operation works on gravity differential between oil and water. Generally, in
an oily water mixture oil exists as a collection of small globules of varying size, the larger the
higher rate of separation. The first stage is a coarse separating chamber, where oily water
mixture flows over a series of baffle plates. Due to the movement of the fluid larger oil globules
are filtered out and rise to the top where they collect and are discharged. Depending on the type
of oil being separated, there will be heating coils in the first stage. The mixture leaves at around
100ppm and slows into the second chamber, where coalescent filters are used, which encourage
the smaller remaining globules to join and increase the size. They rise to the top of the second
chamber where they’re discharged, meanwhile the remaining oily water mixture is going through
the second set of filters ready to be discharged at 15ppm or lower.
4.

a) An approved code of practice, for the instruction of ships crew, officers and master of the
methods to prevent the escape of oil and minimise the damaging effects caused by an escape
of oil within the marine environment.
The safe and effective collection and recovery of escaped oil.
The procedures and practices to be followed to contain and prevent the spread of an oil spill.
The procedures and bodies that should be informed including the details which should be
given them relating to the disaster.
b) A document that may be used in the court of law, for the accurate record keeping of oil and oil
products on board ship including bilge water discharges.
To be filled out after every fuel transfer operation including bunkering, the disposal of waste oil
to a shore facility.
The discharge of bilge water via an oily water separator and the incineration of oily wastes and
sludge.
To be maintained regularly, fully up to date, accurate and signed by both master and chief
engineer
5.

a) To record all fuel oil transfers.

To record all bilge water discharge, quantities and locations.
To ensure vessel complies with MARPOL: Annex 1.
b) Stop all pumping operations and sound all tanks.
Stop the vessel and report spill to authorities.
Maintain and contain the spill to the best of your ability with the aid of floating booms.
Collect and as much oil as possible.
c) Through an oil content meter fitted on an approved oil water separator.
6.

a) MARPOL: Annex 1
b) The main principle of operation works on gravity differential between oil and water. Generally, in
an oily water mixture oil exists as a collection of small globules of varying size, the larger the
higher rate of separation. The first stage is a coarse separating chamber, where oily water
mixture flows over a series of baffle plates. Due to the movement of the fluid larger oil globules
are filtered out and rise to the top where they collect and are discharged. Depending on the type
of oil being separated, there will be heating coils in the first stage. The mixture leaves at around
100ppm and slows into the second chamber, where coalescent filters are used, which encourage
the smaller remaining globules to join and increase the size. They rise to the top of the second
chamber where they’re discharged, meanwhile the remaining oily water mixture is going through
the second set of filters ready to be discharged at 15ppm or lower.
c) Oil Record Book.
7.

a) All oil transfers on board ship.

All oil bunker operations.
All discharges of bilge water.
All discharges of oily waste to shore facilities.
All disposal operations of waste oil via incineration.
ROB figures at the end of each day.
b) The vessel must be underway at more than 4 knots on-passage and more than 12 miles off-
shore.
The bilge water oil content must be less than 15PPM and be passed through an approved oily
water separator.

9.

 Ensuring Legal Compliance with Flag, Class and maritime legislations.

 Developing trend, in order to spot unsafe change.
 Ensuring that all practices carried out follow approved methods.
 Record building for reference of company and ships staff.
10.

a) To develop and maintain a comprehensive regulatory frame work for shipping

internationally.
b) Setting minimum standards throughout shipping flag-states in order to ensure safety at sea, to
prevent human injury or loss of life and avoid damage to the environment and ships.
c) Setting the requirement of flag-states to ensure that all vessels meet the minimum safe
standards; within construction, equipment and operation
d) Setting an internationally harmonised minimum standard of safety training for all officers, crew
and watch keeping persons of commercial ships.
11.

a) MINs – for a more limited receptor, offering information such as timetables of MCA
examinations.
MGNs – Gives significant advice and guidance leading to the importance of safety of shipping
and life at sea.
MSNs – Convey mandatory information that must be complied with under UK legislation.
b) All safety measures should be based on an assessment of the risks involved in a particular
task, and the identification of the most effective measures to limit the risks.
All new personnel should be informed of their employer’s duties in respect to health and safety.
Remind new employees they are to follow any training; oral or written instructions they have
been given. They should also know who they should report any deficiency’s in equipment or
unsafe practices they notice to.
12.

a)
i) Marine Information Notices are the least importance, relating to companies, training
companies, overall.
ii) Merchant Shipping Notices must be complied with under UK law.
iii) Marine Guidance Notices provide significant detailed information related to the
improvement of safety at sea.
b) By the release of a M notice via email or other means.
13.

a) Oil record book.

Engine room log book.
Rest and work hours.
Engine room sounding logs.
b) ORB – to comply with MARPOL: Annex 1 and to track and keep record of all oil discharge or transfers.
ERLB – to comply with SOLAS and to track and monitor behaviour patterns in engine and auxiliaries.
R&WH – to comply with SOLAS and to ensure crew are getting sufficient rest.
ERSL – To keep track of levels of engine room tanks.
c) Any time oil is transferred or bilge water is discharged overboard. Completed twice daily.
Completed at the end of each day. Completed twice daily.