Section # 1 Watchkeeping Principals

1. Describe the normal ship board procedures in use for taking over and accepting a watch and handing
over a watch, at sea and in port.

Ans:
Handing over of the watch should be carried out according to the instructions provided by the chief
engineer and company’s standing orders.
The following things need to be informed to the relieving officer:
 Special orders related to any ship operation, control system, or maintenance work.
 Standing orders from the chief engineer or the company
 Level of important tanks such as bilges, ballast tank, sewage tank, reserve tank, slop tank,
fuel tank, or any other tank which requires attention
 Condition and state of fire extinguishing equipment and systems, in case any specific
section or fire alarm has been isolated
 Special mode of operation in case of emergency situation, damage, icy, or shallow water etc.
 In case there is any kind of maintenance work being carried out in the engine room by other
engineer officer and crew members, then following information must be provided:
1. work location,
2. details of machinery under maintenance,
3. Authorized person and crew members.
4. Any potential hazard because of the ongoing maintenance work.
 In case there is an equipment failure, details of the same should be informed
 All the checks already made when the ship leaves the port should be noted. In case any
check is pending, it should be conveyed to the reliving officer.
 All the checks that are made when the ship enters the port should be noted and informed in
case any is missing.
 Condition and important information regarding mode of operation of main engine, boiler,
and auxiliary engines should be informed.
 In case an equipment needs to be monitored manually, details of the same should be
provided, along with the condition of monitoring and control equipment.
 Any form of adverse ship condition needs to be informed.
 Information on the condition and modes of all the important auxiliary machinery such as
purifiers, fresh water generator, oily water separator, pumps, sewage treatment plant, etc.
should be provided.
 In case any important machinery failed to receive attention during the watch, the reliving
officer should be reported and asked to take care of the same.
 The condition and modes of automatic boiler controls and details of other equipment related
to the operation of the steam boiler should be provided.
 The engineer officer should ensure that all the important parameters regarding main and
auxiliary machines are suitably recorded in the engine room log book.
2. Describe the various duties undertaken during a watch, at sea, in port and at anchor.

Ans.:
During a watch following duties are carried out by watch keeping engineer.

1. ME or propulsion systems functioning and all units’ exhaust temp, piston cooling lub oil outlet
temp, JCW outlet temp, Lub inlet pressure & temp, Air Cooler temp, fuel temp &
pressure to be maintained.
2. Aux Engine system functioning and all units’ exhaust temp, piston cooling lub oil outlet temp,
JCW outlet temp, Lub inlet pressure & temp, Air Cooler temp, fuel temp & pressure
to be maintained.
3. Steering system functioning and tank oil level to be maintained. System to be greased or
lubricate.
4. Boiler pressure and water level maintaining.
5. Accommodation A/C and provision refrigeration plants to be checked and provision rooms temp
to be maintained.
6. EGE/EGB soot to be blown.
7. Bilge level to be checked and if necessary, bilge to be transferred in Bilge holding tank.
8. Sludge tanks level to be checked and if required, sludge to be transferred in BSO tank.
9. Purifier fuel temperature, pressure and de-sludging in time.
10. Air Compressor runs in auto and air bottles pressure maintaining.
11. Drain fuel oil settling and service tanks and maintain proper level and temperature.
12. Air Bottles to be drained and pressures to be maintained.
13. If the incinerator runs, waste oil service tank level and temperature and incinerator furnace
temperature to be monitored.
14. Sewage treatment plants to be check for proper functioning
15. Environmental protection in good order e.g. smoke etc is in acceptable level.
16. M/E rpm to be maintained according to C/E instructions.
17. Safety related items e.g. fire alarms and fire extinguishing system to be checked for proper
functioning.
18. Additionally check for any bad smell, abnormal sound, and look for any abnormality, leakage,
level etc.
19. In fact a good watch keeping helps keep aware of any changes and decision can be made out
accordingly.
20. Bridge/chief engineers any instruction.
21. Any pending repairs, bilge, ballast operations to be supervised carefully.
22. During any congested water navigation, bad weather, appropriate decision should be taken. For
any kind of problems with main/auxiliary machines, bridge/chief engineer officer to be
informed as appropriate, meanwhile preventive/corrective action to be taken.
23. Safety precautions to be observed during a watch and immediate actions in the event of a fire or
accident by informing bridge and chief engineer.

3. Describe the purpose of the machinery space log entries and the significance of the readings taken.

Ans.: Importance of maintaining log book records during a watch and vessels stay in port:

i) The log book serves as a legal document in the event of an incident to prove the
functioning of equipment.

ii) It serves as evidence of various requirements of different states regarding

tests/checks to be carried out prior arrival of their waters (These should be logged
accurately).

iii) Recording of various parameters of machinery helps in identifying a trend and

deviation. Thus normal parameters would point an impending breakdown of
machinery.
 iv) Logging of the parameters terms an important part of the condition monitoring
process and hence plays an important role in the preventive maintenance.

v) Last but not the least, it ensures that watch keepers take diligent care in checking the
equipment / condition of machinery as they sigh the entries in the log book for their
watch thereby taking responsibility of the watch.

4. Describe the shipboard emergency procedures and the actions to be taken, including the change-over
of remote/automatic to local control of all systems.

Ans.: Most of the important machineries on ship are always provided with emergency backup or
standby system which can be used in case of failure of the main unit. Even power supplies of the
essential machineries are provided with emergency generator. Marine engine is also provided with
emergency maneuvering control system in case the remote control system fails to operate.
Main engine is responsible for propulsion of the ship and its direction and rotation are controlled
from either bridge or Engine Control Room (ECR) through telegraph and fuel lever control. This
control system is a remote control type used for both sea voyage and maneuvering of vessel.
If the remote maneuvering system fails to operate from both the remote stations, i.e. bridge and
ECR, or the governor of the main marine engine goes faulty, additional safety is given to main
marine engine by providing a local maneuvering control system.
When the ship is in a narrow channel under maneuvering, then it is very important for all engine
room crew to know the changeover and operating procedure for local or emergency control. Failure
in knowing the remote control maneuvering system, can lead to accident like collisions and
groundings.
Procedure for Local or Emergency Maneuvering
The changeover and operating procedure differs from engine to engine as different control systems
are adopted for different engine types; however the basic remains the same. When there is
automation or remote control failure alarm then changeover of control is to be done from remote
(either wheelhouse or ECR) to Local control stand.
The local control stand is normally located in the engine room near the fuel pump platform of the
main marine engine.
Changeover Procedure
 The change over procedure can be done with marine engine in stopped as well as running
condition, but if the situation permits it is better to be done when the engine is stopped.
 First change control from wheel house to ECR and both the telegraph on wheel house and
ECR are to be in stopped position.
 Bring the fuel lever of wheel house and ECR in stop position.
 A changeover switch is provided in the ECR. Operate the switch from –“ECR to Local”.
 Go to the local control station and changeover the fuel pump control shaft from local to
manual.
 A cone clutch arrangement or a mechanical lever arrangement may be provided, depending
upon the engine type, which acts as manual control when attached to hand wheel for
operating fuel rack.
 A locking pin or clip may be provided for the above arrangement as an additional safety so
that it should not come out in normal operation.
Operating procedure
 After the fuel rack is attached to the manual hand wheel control, wait for the wheel house
order.
 Respond to the telegraph and give fuel and air to the engine via local control levers.
 If the engine fails to start, give extra amount of fuel and air as now it is controlled manually
and the linkage requires more push for the fuel supply.
 Once the marine engine starts, follow the telegraph and maintain the speed from local fuel
lever.
Checks and Maintenance
 The remote control failure alarm is to be checked regularly.
 Local telephone and communication system are also to be checked and maintained.
 Local Telegraph bell and indication light are to be checked and maintained.
 All the linkages to be oiled and greased at regular interval of time.
  The safety clips or pins in the cone clutch or any other type of arrangement is to be checked.
 Emergency maneuvering drills should to be conducted every month.

5. Describe the need to correctly interpret English language publications and operational manuals.

The operations manual is the documentation by which an organization provides guidance for
members and employees to perform their functions correctly and reasonably efficiently.

It documents the approved standard procedures for performing operations safely to produce goods
and provide services.

The operations manual helps the operators to reliably and efficiently carry out their tasks with
consistent results.

A good manual will reduce human error and inform everyone precisely what they need to do, who
they are responsible to and who they are responsible for.

6. Describe a procedure to ensure successful use of internal communications, including walkie talkie
radio sets and telephone systems.
Section # 2 Engine Resource Management Principals
1. Describe why the ability to assume the role of leader in an emergency drill is necessary.

Ans.:

2. Describe procedures for the appropriate use of effective communication during practice drills.

3. Describe why the willingness to take notice of other team member suggestions during practise
exercises is considered to be important.

4. Describe how to analyse and maintaining situational awareness during shipboard drills and why this
is considered to be important.
Electrical and Electronic Control Systems Operation (942.475
Section # 1 The configuration and operating principals of generators and distribution
systems
1. Describe the principles of operation of the main & auxiliary power generators on-board the vessel.

Ans.:
When a coil of wire is rotated in a magnetic field an electric current is generated. This current is called
as alternating current as its direction and value keeps on fluctuating. The current can be collected from
the coil with the help of slip rings which are fitted with carbon brushes.

The same principle is used on board to generate electricity. The alternator can be attached to an
auxiliary engine or can even be attached to the main engine or the propeller shaft.

The main parts of an alternator are – a stator and a rotor. The arrangement can be of two types. One in
which either the rotor is stationary and the stator is moving or one with rotor moving and the stator is
stationary. We will consider an arrangement in which the rotor is moving.

As shown in the figure, the rotor is located in between the stator. The alternator is connected to an auxiliary
engine. The rotor shaft is attached with slip rings
and fan. The rotor houses the poles. The shaft fan
drives the air over a heat exchanger which is
water cooled. This air is used to remove the heat
generated in the windings. The stator surrounds
the rotor and is attached to the three phase
windings. In case, the alternator is connected to
main engine or propeller shaft, then there will be
too much variations in the speed. Thus in order to
provide a constant speed, a gear box arrangement
is provided.

The arrangement can be of two or more than

two electromagnets. More the number of
poles, more the current produced. The

electromagnets are so arranged that the adjacent poles have opposite polarity. These poles are
connected with an output arrangement to derive the current. Generally the coils are connected with
minimum three outputs which are arranged with a phase separation of 120 degrees to produce a
three-phase supply. The supplies are connected either in star or delta connection. Star connection
which is generally used requires four slip rings.

For heavy duty alternators the arrangement of stationary rotor and rotating stator is used. The field
current is supplied with the help of low voltage DC generator also known as an exciter. All the
modern alternators are high speed brushless types and don’t require an external exciter.
2. Identifying the various safety precautions provided on the generators together with a brief description
of their function.

Ans.:

Apart from direct temperature measurement of the stator windings and the internal air, the protection of
a generator is largely based on the sensing of current and voltage from CTs and VTs. The number and
type of protective relay functions increases with the generator kVA rating and voltage level.

Protective relays are electromagnetic (traditional) or electronic (increasingly more common) which are
mounted on the generator front panel of the main switchboard. Some protective functions may be
grouped together within a single relay case. Settings for level and time-delay must be periodically
checked by injecting currents and/or voltages directly into the relay (usually via a special multi-pole
socket adjacent to the relay and internally wired to it).

OCIT (Over Current Inverse Time) protection of ship generator

The Over Current Inverse Time relay function monitors general balanced overloading and has current /
time settings determined by the overall protective discrimination scheme.

OC(INST.) – “Instantaneous” trip protection of ship generator

“Instantaneous” trip to protect against extremely high overcurrent caused by a short-circuit fault.

NPS (Negative Phase Sequence relay) protection of ship generator

A Negative Phase Sequence relay determines the amount of unbalance in the stator currents which is an
indirect measure of the generator stator and rotor temperature.

A relatively small degree of unbalance causes a significantly increased temperature rise so the NPS
current setting is low at around 0.2.In.

DIFF (Differential Measurement) protection of ship generator

This is a differential measurement of current at each end of a stator phase winding.

This comparison of current is to detect an internal fault in the stator windings which may be caused by
partially short-circuited coil turns and/or earth faults.

EL (Earth Leakage) protection of ship generator

An Earth Leakage relay (sometimes called Zero Phase Sequence) detects an earth fault current returning
back through the earthed neutral connection.

UV/OV (Under Voltage and Over Voltage) protection

Under Voltage and Over Voltage functions are monitored by these relays.

UF/OF (Under and Over Frequency) protection of ship generator

LO (Lock Out) protection of ship generator

This is the master Lock Out or trip / hand-reset relay responsible for tripping the generator circuit
breaker. Its action is instantaneous when triggered by protective relay. It can also be used to trip the
generator prime-mover and initiate generator field suppression together with the signalling of an alarm.

ARP (Reverse Power Protection) of ship generator

Generators intended to operate in parallel must have reverse power protection (RP).
A reverse power relay monitors the direction of power flowing between the generator and the load.
If a prime-mover failure occurred the generator would act as a motor.
The reverse power relay detects this fault and acts to trip the generator circuit-breaker.
The pick-up power level setting and time-delay setting are adjustable and are pre-set to suit the prime-
mover.

The RP (Reverse Power) relay operation is easily checked during a generator changeover.

The outgoing generator is gradually throttled down so that it motors causing the reverse power relay to
trip its generator circuit-breaker.

Reverse Power Relay is a directional protective relay that prevents/protect the generator from motoring
effect (going to reverse direction). It is used where generator runs in parallel with other utility or
generator. The relay monitors the power supply from the generator and in case the generator output falls
below a certain value.

A ship's electrical distribution scheme generally follows shore practice. This allows normal industrial
equipment to be used on board ship after being tested, where necessary, to withstand the rigours of a
sea-life (e.g. it must withstand the vibration, humidity, high temperature / ozone, sea-water, etc.

An undervoltage (U/V) release mechanism is fitted to all generator breakers and some main feeder
circuit-breakers. Its main function is to trip the breaker when a severe voltage dip (around 50%) occurs.
This is achieved by lifting the mechanical latch (which keeps the contacts closed) to allow the trip
spring.

3. Draw a diagrammatic arrangement, showing the main electrical consumers, of the ships electrical
distribution system from generator to final outlets.
4. Include on the electrical distribution diagram the position of:
main circuit breakers

emergency switchboard connection

safety trips (over current, reverse power, low frequency)

transformers

main distribution sub-boards

fuses

supply voltages

shore connection

loads to each item of equipment

Stability and Structure (942.547)
Section # 1 Stability, Trim, & Stress
1. Describe why ships are required to have on board an Approved Stability Book under the SOLAS
Load Line Convention. Including why an approved Loading Computer is a legal requirement.

2. Graphically represent a loading computer screen from your ship.

3. Describe the potential fee surface effect issues on the vessel with reference to the ship’s stability book
and specific tank lay out.

Section # 2 Ship Construction

1. Describe the weathertight doors on the ship and also the watertight doors on the ship. Describe how
the doors form a weathertight or watertight seal.

Ans.:

Weathertight Doors are primarily located above the waterline of the vessel. They are designed to
prevent ingress of water from outside to inside. This generally includes a small head of water. Their
main use is to prevent ingress of green seas into the space of the ship they are designed to protect.
Most of the doors on deck / accommodation on tanker ships are weathertight doors. These doors are
designed to open outwards thereby ensuring a positive pressure should there be a draught of water
acting on them.

Weathertight Doors

Watertight doors on the other hand are designed to prevent water ingress from both sides, thereby
ensuring that watertight integrity of the neighboring compartment of the ship is not lost. Watertight
doors are located below deck level and are designed to open and close upwards or side wards
(usually by automatic means). Most of the doors on car carrier vessels and Ro-Ro decks are
watertight. A remote indication on the status (open / close) of watertight doors is required by
regulations.
Watertight Doors

Hydraulic Watertight Door closing arrangement

2. Describe the details of a ballast tank air pipe approved closing appliance as fitted on the ship.

Ans.:

The openings of air pipes should be provided with a permanently attached effective closing appliance in
two positions I & II.
Position I : Upon exposed freeboard and raised quarter decks and exposed superstructure decks
within the foward 0. 25 Lf
Position II : Upon exposed superstructure decks abaft the foreward 0.25 Lf

In ships intended to carry timber deck cargo on the weather decks, the closing means is to be of an
automatic type such as the float ball type or float disk type. This is because the crew cannot access the
air pipes to close them when in rough sea.
How does it work:
The initial air inside the piping is continuously keep purging in and vent out due to ship’s
movement and ballasting-deballasting.
The float remains in the lower part of the air vent, allowing the valve to remain open and
continuously discharge air.
When liquid tries to get inside the vent, the float rises with the rising liquid and closes the valve.

3. Examine the ship’s Shell Expansion drawing and describe what detailed information can be obtained
from it.
Ans.:
It is a two dimensional drawing of a three dimensional surface of the ship’s hull form.
It is developed from the ship’s line plan with the contour lines erected straight on the base line
representing the ship’s length.
The contour lines on the lines plan are located at corresponding stations indicated by corresponding
frame numbers on the length of the base line.
When the ends of the vertical lines on the baseline are joined by a continuous line , the shell expansion
outline is obtained.
The represented surface is then properly marked by parallel lines both vertical and horizontal lines so
that they correspond exactly to the number of strakes forming one half of the hull surface.
The strakes are marked with letters A,B,C ,etc vertically starting from sheer strake as strake A and
ending with keel as strake R eg.
The strake numbers are staring from 1 at the stern end to any ending number at the forward bow. Each
strake is there fore indicated by a letter to show its level , a number to show its position.

This plan is very useful for the following information:

(a) It is used for marking the location of a hull Damage on this plan by identifying the strake number ,
letter and frame number so that the exact location of the damage and also suggested repairs are marked
in a localised copy.
(b)The shell expansion can be used for finding areas of painting surfaces such as topside, boot topping
and bottom areas by applying Simpsons rules directly. In the shell expansion the vertical scale used is
different from the horizontal scale and a suitable adjustment has to be made when calculating areas.This
becomes useful in solving disputes concerning areas of preparation and painting.
(c) It gives information on the thickness of the original strake which is indicated by the number in the
circle shown in the strake. The quality of steel used is also shown by letters A,B,D E and AH, BH,DH,
EH.
Maintenance & Repair of Machinery & Equipment (942.550)
Section # 1 Knowledge of Repair and Maintenance
1. Describe the philosophy and use of the International Safety Management Code (ISM) with particular
reference to safety related items and repair and maintenance items found on board the ship.

Ans.:
The ISM Code establishes safety management objectives which are:
1. to provide for safe practices in ship operation and a safe working environment;
2. to establish safeguards against all identified risks;
3. to continuously improve safety management skills of personnel, including preparing for
emergencies.

The Code requires a safety management system (SMS) to be established by "the Company", which is
defined as the shipowner or any person, such as the manager or bareboat charterer, who has assumed
responsibility for operating the ship. This system should be designed to ensure compliance with all
mandatory regulations and that codes, guidelines and standards recommended by IMO and others are
taken into account.

The SMS in turn should include a number of functional requirements:

a. Safety and environmental protection policy; instructions and procedures to ensure safety and
environmental protection;
b. Defined levels of authority and lines of communication between and amongst shore and shipboard
personnel;
c. procedures for reporting accidents, etc.;
d. procedures for responding to emergencies;
e. procedures for internal audits and management review.

The Company is then required to establish and implement a policy for achieving these objectives. This
includes providing the necessary resources and shore-based support. Every company is expected "to
designate a person or persons ashore having direct access to the highest level of management".

The Code then goes on to outline the responsibility and authority of the master of the ship. It states that
the SMS should make it clear that "the master has the overriding authority and the responsibility to
make decisions ..." The Code then deals with other seagoing personnel and emphasizes the importance
of training.

Companies are required to prepare plans and instructions for key shipboard operations and to make
preparations for dealing with any emergencies which might arise. The importance of maintenance is
stressed and companies are required to ensure that regular inspections are held and corrective measures
taken where necessary.

The procedures required by the Code should be documented and compiled in a Safety Management
Manual, a copy of which should be kept on board. Regular checks and audits should be held by the
company to ensure that the SMS is being complied with and the system itself should be reviewed
periodically to evaluate its efficiency.

After outlining the responsibilities of the company, the Code then stresses that the responsibility for
ensuring that the Code is complied with rests with the Government. Companies which comply with the
Code should be issued with a document of compliance, a copy of which should be kept on board.
Administrations should also issue a Safety Management Certificate to indicate that the company
operates in accordance with the SMS and periodic checks should be carried out to verify that the ship's
SMS is functioning properly.
2. Describe the ships Machinery Maintenance System, indicating the maintenance system used (time
based, condition based, record keeping, and Classification Society involvement).

Ans.:

The Planned Maintenance System

Used by the United States Navy, this planned maintenance system is one of the best and most reliable
ship maintenance systems available. It is preventative in nature, allowing ship engineers to identify
problems with machinery and equipment before it reaches acute levels. In this system, maintenance is
carried out based on a specific calendar or running-hour intervals. For example, depending on the type
of ship, equipment is examined or replaced every 4,000 or 8,000 running hours or every six months.
Machinery and equipment is examined, regardless of whether or not there are any identifiable problems.
The schedule is followed without question to ensure that everything is in proper working order.

The Corrective Maintenance System

This system could also be called the “Breakdown Maintenance System,” because maintenance is only
carried out when and if equipment or machinery breaks down. While there’s an advantage to employing
this system—parts and equipment recognize their entire usable lifespan—it can also result in
emergencies while at sea and increased repair costs in the long run. If equipment or machinery breaks
down at sea the consequences could be dire. The ship could be stranded, the cost of having replacement
parts delivered can be exorbitant, or the safety and security of the ship and crew could be put at risk
while awaiting rescuers.

The Condition Maintenance System

Technology is increasingly playing a critical role in ensuring that ship maintenance is effective. The
condition maintenance system relies on sensors, which regularly scan equipment and machinery,
checking for problems. When the sensors identify a potential issue with a specific piece of equipment or
machinery, the ship’s engineers are notified and maintenance is performed. While the condition
maintenance system is efficient, it is not without its challenges. Technology glitches can lead to
problems that are missed or false reports, both of which lead to wasted time and increased maintenance
costs. It also requires a team of highly trained engineers to properly interpret the data delivered by the
sensors. These are three maintenance approaches that can work for different ships, depending on their
crews and budgets. It is important to note that ongoing, routine maintenance is equally important to
ensure that ships are running properly and that crews and cargo make it to their destinations safely.

Maintenance and overhaul of machinery and equipment in accordance with manufacturer’s

recommended procedures and established marine practice does not require the Classification
Society’s approval; however, any repair as a result of such maintenance and overhauls which
affects or may affect classification is to be noted in the ship’s log and submitted to the attending
Surveyor for use in determining further survey requirements.
3. Describe the maintenance carried out on two items of machinery whilst on board the ship including
why any repairs were necessary, list any parts renewed, and identify why replacement was necessary
and any tests carried out. Include how the Maintenance Record System was updated.

Ans.:
Engine details:
Problems: Main propulsion engine of a tug boat.
At 1200 rpm engine runs without any problem. But when rpm increases to 1500 rpm exhaust gas
temperature after turbocharger is too high and exhaust manifold becomes red hot.
Solution:
Checked tappet clearance of the v/vs and made proper adjustments.
Intake air cooler was dirty. Air cooler cleaned.
Checked fuel injectors. All found satisfactory.
Tests carried out:
Engine tried out. Checked pressure, temperature etc. of the engine. All found satisfactory.
Condition of engine while running at 1500 rpm was good.

Problems: General service p/p leakage.

Solution:
First isolated the subject p/p from the system.
Electrical isolation of the p/p’s motor carried out.
Double checked whether the p/p is isolated or not.
Then drained water from the p/p.
Dismantled the p/p.
Found mechanical seal is damaged.
Renewed the mechanical seal.
Thoroughly checked p/p casing, shafts, bolts and nuts, wear ring and measurement was taken.
Reassembled the p/p.
Tests carried out:
After reassembling, p/p is again commissioned in the system.
Purged air from the system.
Checked the suction and discharge side of the p/p.
P/p motor connected to the ship’s electrical system.
P/p tried out.
Checked pressure, temperature and motor amp. and voltage and rpm.
Checked for leakage.
All found satisfactory.
Engineering Watchkeeping 1 (942.586)
Section # 1 Watchkeeping Principals
1. Describe the correct procedures to change over automatic temperature controlled systems from
automatic to manual operation
2. Describe the differences between normal and abnormal observed temperatures and pressures during a
watch at sea, in port and at anchor
3. Describe how to identify variations in the machinery space log entries and the possible significance
of any reading variations
4. Describe how to identify and analyze possible shipboard emergency procedures and list the correct
actions that should be taken in each case.
5. Where observed, describe any incorrectly specified English language publications and operational
manuals concerning the ships machinery and procedures. (translation problems)
6. Describe the routine machinery operational tasks you perform to assist the Watchkeeper in charge.

Section # 2 Engine Resource Management

1. Create an ERM checklist to assist in the training of new crew members.

2. Describe the benefits of assertiveness and appropriate use of effective communication during practice
drills.

3. Describe ways to assess and make the best use of available team resources for best outcomes.

4. Describe ways to maintain situational awareness during shipboard drills and operations.

5. Describe the effectiveness of measures adopted to control identified hazards on the ship.
Electrical & electronic control systems (942.588)
Section # 1 Electrical Generators
1. Describe the preparation for starting a generator in the manual and remote modes.
2. Describe the start-up of generators, running up to speed, use of paralleling procedures and putting on
load, including shaft generators and emergency generators.
3. Describe the adjustment of load sharing of generators running in parallel.
4. Describe the removal of load from a generator running in parallel, and the stopping and securing of
the machine.

Section # 2 Electric motors and starters

1. Describe the working principals of a 3-phase induction motor.
2. Describe a 3 phase squirrel cage induction motor, identifying the different parts of the rotor and
stator.
3. Illustrate with a sketch a 3 phase direct on line starter and explain the working of the starter.
4. Sketch a star-delta starter and explain the working of the starter.

Section # 3. High Voltage Installations (Over 1000v)

1. Describe the functional requirements of marine high-voltage applications, as compared with 440v
applications.

2. Describe the operational requirements of marine high-voltage applications.

3. Describe the required safety requirements of marine high-voltage applications.

Electrical & electronic control systems maintenance and repair (942.591)
Section # 1 Safety Requirements
1. Compile a list of the safety precautions necessary prior and during maintenance, repair and testing of
electrical equipment.

2. Write a check-list showing an understanding of the requirements for electrical isolation of equipment
before commencement of any work.

Section # 2 Equipment maintenance

1. Describe the routine overhaul of an electric motor including replacement of bearings.

2. Describe the routine maintenance of an electric starter.

3. Describe the routine maintenance of alternators.

4. Describe the possible results of an earth fault and measures to take to eliminate and avoid earth faults.

Section # 3. Detection of electrical faults

1. Formulate a procedure for the location of typical electrical faults. (Motors, Starters, Contactors,
Circuit Breakers, Fuses, Earth Fault)

2. Create a check-list of measures to assist in the prevention of damage due to electrical faults.
(Electrical Planned Maintenance)
Main and Auxiliary Machinery (942.596)
Section # 1 Overview of Ship's Main & Auxiliary Machinery
1. Compile a list, including the main details, of the main and auxiliary machinery and equipment on
your ship. Include items such as:
 main propulsion engines
 auxiliary engines
 electrical generators
 auxiliary steam boilers
 steering gear
 pumps
 propeller
 deck machinery
 main heat exchangers
 refrigeration machinery
 bow and stern thrusters
 machinery automation
 fire protection systems fitted
Fuel, Lube, Ballast and other pumping systems (942.598)
Section # 1 Pump Characteristics
1. Draw a characteristic curve or curves of a centrifugal pump at fixed rpm:

2. Show the flow quantity versus power absorbed.

3. Show the flow quantity versus total head.

4. Show the flow quantity versus net positive suction head (npsh).

5. Show the flow quantity versus efficiency.

Section # 2 The Operation of the pumping systems

1. Draw a line diagram of the main sea water pipeline systems on board the ship incorporating all
relevant valves, and safety devices and control equipment.

Ans.:

2. Draw a line diagram of the main fresh water cooling pipeline systems on board the ship incorporating
all relevant valves and safety devices and control equipment.

3. Draw a line diagram of the main and auxiliary engine fuel oil pipeline systems on board the ship
incorporating all relevant valves and safety devices and control equipment.

4. Draw a line diagram of the main engine lub oil pipeline systems on the ship incorporating all relevant
valves, safety devices and control equipment.

5. Compose a set of instructions describing how fuel oil is to be transferred from the bunker tanks to the
settling tank.

6. Compose a set of instructions, for a new engine room team member, describing how to put the main
fire pumps and fire main into operation.
Ans.:

Starting the pump:

 Fully open the suction v/v.

 Close the discharge valve and open the air vent on the volute casing
 Close the vent once water comes out
 Start the pump and open the discharge valve gradually