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Ship?
Oil tankers carry different types of oil cargo in their cargo tanks and it often happens that after discharging the oil cargo in some port,
the ship sails without any cargo to some other destination. In order to do so, it has to take ballast from the sea to get better draught
and stability.
For this reason, ballast water is taken into cargo tanks wherein generally oil cargo would have been carried. It is to note that the
ballast water carried in cargo tanks has to be discharged out at sea before the next cargo loading. Therefore, Oil Discharge
monitoring and control system (ODMCS) is used to prevent the pollution of ocean by oil due to the discharge from ballast and bilge
spaces.
As per MARPOL 73/78 Annex I, all the oil tankers of 150 GT and above must have an approved Oil Discharge Monitoring System.
The system must have provision to work in manual operating mode if the auto system is not working.
As per the regulation, the following inputs must be recorded by the system:
1. Discharge rate of the pump which is discharging the oily water mixture overboard.
2. The location of the ship in latitude and longitude.
3. Date and time of the discharge.
4. The total quantity that has been discharge overboard.
5. Oil content of the discharged mixture in PPM.
All the records of ODMCS must be stored on board ships for not less than 3 years.
You may also like to read-How to Operate an Oily Water Separator (OWS) on Ship?
Because of such high risks, operating an oily water separator should be done with utmost precision to minimize the risks of marine
pollution. Though a How to Operate? guide is always posted near the oily water separator, there are few points to be kept in mind
and followed to prevent any mistake.
Operating Procedure
The following points are to be followed while operating OWS.
1) OWS overboard manual discharge valve is to be kept locked and keys are to be kept with the chief engineer. Open the lock and
overboard valve. Open all the other valves of the system.
2) Open the desired bilge tank valve from which the oily water mixture is to be discharged from OWS.
3) Open air if the control valves are air operated.
4) Switch on the power supply of the control panel and OCM unit.
5) Fill the separator and filter unit with fresh or sea water to clean up and prime the system till the water comes out from vent of
second stage.
6) Start the OWS supply pump which is a laminar flow pump and one that will supply the oily water mixture to OWS.
7) Observe the OCM for ppm value and keep checking sounding of bilge tank from where OWS is taking suction and of the OWS
sludge tank.
8 ) A skin valve/sample valve is provided just before overboard valve and after the 3-way valve. Keep a check on the sample for any
effluent and clarity.
9) Keep a watch on the ship side at the overboard discharge valve.
10) After the operation, Switch off the power and shut and lock the overboard valve. Keys to be handed over to the chief engineer.
11) Entry to be made by chief engineer in the Oil Record Book (ORB) with signature of operating officer, chief engineer and the
master.
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In this article we will discuss the importance of entire documentation along with the important documents which comes under engine
department of the ship.
Engine Room Log Book
The Engine room log book is used to record all the parameters of running machineries which includes main propulsion
plant, power generation system, boiler, purifier, refrigeration plant, air conditioning plant etc. with signature of the duty officer.
Any abnormal finding is noted by the duty engineer during his watch.
Any major maintenance for machineries is recorded with date and remarks by the work carrying officer.
Voyage number and from and to ports is written in the log book.
Running hours of different machineries for every watch is recorded.
Quantity of fuel, diesel and lube oil retained onboard is recorded by the chief engineer.
Quantity of waste water retain onboard is recorded by the chief engineer.
Special operation like bunkering of fuel, diesel and lube oil is noted with starting and finish time.
Special operation including operation of 15 ppm equipment is recorded with operational time.
Remarks and signature of chief engineer for each day is also noted.
Oil record book
It is one of the most important documents onboard with a written record for compliance of annex I of MARPOL.
When operating oily water separator, 15 ppm equipment for discharging treated bilge water overboard, the operation is
recorded with time, position of ship, quantity discharged and retention.
Maintenance operation of MARPOL equipments like OWS, Sewage treatment plant and incinerator to be recorded with the
type of maintenance, date and time.
Bunkering operation to be recorded including date, time, bunkering grade, quantity bunkered, port of bunkering, and retention
of tank used in bunkered operation.
Weekly retention of waste water that includes bilge and sludge system to be recorded.
Any internal bilge or sludge transfer to be recorded with date and time and quantity transferred.
Any maintenance on OWS is recorded and acknowledged by engineering officer carrying out the operation.
It should always be accompanied with IOPP certificates and all the receipts of bunker (BDN) and sludge/bilge disposal
operation.
All the operation and records are acknowledged by officer carrying the job along with chief engineer signature.
At the end of every page, master will sign the oil record book.
Engine Room Tank Sounding Log
It is used to keep a written record of soundings of all the engine room tanks including waste water tank, fuel oil and diesel oil
service settling and bunker tanks.
A responsible engineer officer (fourth engineer) will take and record sounding for all the tanks.
Frequency of sounding is normally twice a day once in the morning and second in the evening.
Record of sounding is acknowledged by the engineer officer taking the sounding.
Every day sounding log is counter checked and acknowledged by the chief engineer.
Sewage Management Log
The sewage management log consists of ISPP certificate, operating procedure of sewage plant, and maintenance procedure of
the sewage plant.
Second engineer is responsible for maintaining the sewage management plan log.
Any discharge of sewage overboard at sea is recorded in this log along with date, time, position of ship, and quantity
discharged.
All the records are acknowledged by the engineering officer carrying the operation.
Any maintenance in sewage plant (chlorine tablet dosing etc) is recorded and acknowledged by the engineering officer carrying
out the maintenance.
Sample testing of sewage is also recorded and acknowledge.
Oil to Sea Interface Log
It is used to record working of those systems which has direct interface of oil with sea water.
Chief engineer is responsible to maintain this log.
It normally includes- Stern tube system and Lube oil coolers cooled by sea water system.
Normally the level or quantity of oil in the system is recorded to check for any leaks. All reading is acknowledged by the chief
engineer.
Entry is to be done once in on a daily basis.
Any abnormality is recorded and acknowledged by the chief engineer.
Seal log
Normally most of the shipping companies have a system for sealing all the MARPOL systems which include overboard lines for
OWS, sewage system overboard and lines, bilge system and lines etc. with the help of seals.
All the seals placed onboard have an individual number, which is logged in the seal log.
The date and place where the seal is to be fitted is recorded in the log.
Chief engineer is responsible to maintain and acknowledge all the records in the book.
The date when the seal is removed, the purpose of removal is also logged in the seal log.
Saturday/Monday Routine Log
All the emergency equipments such as LSA, FFA equipments and systems on board ship, which are tried out in weekly,
monthly or yearly basis, depending upon equipment operation and company requirement for satisfactory operation, are
recorded in this log.
It includes emergency generator, emergency fire pump, emergency compressor, life boat engine, emergency stops of pumps
and ventilation fans, fire dampers and other equipment and systems as per company requirement.
All officers onboard are designated with particular equipment for carrying out trial operation and procedure, which are to be
entered in this log.
Every entry is to be acknowledged by the officer carrying out the operation with remarks and brief description of the same.
Chief Engineer Night Order Book
Only Chief engineer is responsible for maintaining this log.
Chief engineers instructions are written for night watch officers in this book.
All engineer officers and trainee engineer officers have to read and acknowledge the order written by the chief engineer.
(a) Nothing in these rules shall exonerate any vessel, or the owner, master or crew thereof, from the
consequences of any neglect to comply with these Rules or of the neglect of any precaution which may be
required by the ordinary practice of seamen, or by special circumstances of the case.
(b) In construing and complying with these Rules due regard shall be had to all dangers to navigation and to
any special circumstances, including the limitations of the vessels involved, which may make a departure from
these Rules necessary to avoid immediate danger.
A new danger is a newly discovered hazard to navigation that is not yet indicated on charts or Sailing Directions
and has not been sufficiently published in Notices to Mariners. This situation arises with newly discovered
natural dangers such as rocks or banks but is mainly used to mark recent wrecks.
The new buoys will be blue and yellow vertical stripes with an alternating blue and yellow occulting light.
Shape
Colour
Between 4 and 8 vertical blue and yellow stripes, these stripes will be of
Light
An alternating blue and yellow flashing light with a nominal range of 4 nautical miles, the blue and yellow 1
second flashes are alternated with an interval of 0.5 seconds. Bu1.0s+0.5s+Y1.0s+0.5s= 3.0s
Topmark
The top mark, if fitted, is to be a standing/upright yellow cross. (This shape is new for the IALA Buoyage
System.)
The wreck is well known and has been promulgated in nautical publications;
The wreck has been fully surveyed and exact details such as position and least depth
above the wreck are known;
A permanent form of marking of the wreck has been carried out.
New danger. Attention is being drawn to the fact that a new danger that has not yet been announced in
nautical documents may be indicated with a duplicating mark being identical (in all details) with the principal
mark. The duplicating mark should stay until the news about the new danger has been adequately announced.
The new danger mark should be equipped with a Racon sending out the letter D in the Morse Code
Internal audits are carried out within the company preferably by suitably qualified personnel not from the
department or ship being audited.
Auditors should not be directly involved in area, deptt or activity being audited
Master being principal authority on ship, should not audit the vessel, he is in command of but may do so on
his appointment prior taking over the command
Yes, if written in SMS
(I really need to check ISM reg this, I dont think that person working on board the same ship can audit, found
this answer somewhere so it should suffice for the moment. Pls do remind me if I have not removed this
comment-it means I havent checked ISM yet !)
The PMS - Planned Maintenance System is a paper/software-based system which allows ship owners
or operators to carry out maintenance in intervals according to manufacturers and class/Classification
society requirements. The maintenance, primarily supervised by the on board personnel, is then credited
towards inspections required by periodic surveys. The planning and scheduling of the maintenance, as
well as its documentation, must be made according to a system that is approved by classification
societies like Germanischer Lloyd, Lloyd's Register, Bureau Veritas or Det Norske Veritas, etc. All these
[1]
classification societies are members of IACS (International Association Of Classification Societies Ltd).
Having a planned maintenance system on ships is now mandatory as per ISM (International Safety
Management Code).
Contents
[hide]
1 History
o 3.1 Maintenance
5 External links
[edit]History
The first mention of Planned maintenance was in the Christensen whaling fleet in 1915, which, at the
time, was biggest whaling fleet in the world. Although it is not clear who actually invented the system,
[2]
credit goes to Christensen and Arnesen Christensen & Co. Early systems were written on paper and
included only a few of the most important items on board. In time the system grew and improved. During
1950 the same company presented the first comprehensive Planned maintenance program for shipping.
The Planned Maintenance system for the U.S. Navy was established by Anthony J Ruffini in
[3]
1963. Development of computers give a new boost to Planned Maintenance programs in shipping. In
1984 the first Planned Maintenance software specially designed for ships use was marketed.
Named Asset Management Operating System (AMOS-D) it ran in DOS, but the development of
Windows software gave new boost and today there are a variety of Planned Maintenance programs for
shipping use.
Today, there is a minimum requirement that one Planned Maintenance system must contain:
The description and documentation of the Planned Maintenance system are to be in the English
language.
Raports in Planned Maintenance system should be in English, except when not suitable for the crew.
In that case a brief English summary is required.
Planned Maintenance program must include equipment manufacturer requirements.
Inventory content, i.e. items/systems have to be included in the maintenance program.
Maintenance time intervals, i.e. time intervals at which the maintenance jobs are to take place.
Maintenance instructions, i.e. maintenance procedures to be followed.
Maintenance documentation and history, i.e. documents specifying maintenance jobs carried out and
their results.
Reference documentation, i.e. performance results and measurements taken at certain intervals for
trend investigations from delivery stage.
Document flow chart, i.e. chart showing flow and filling of maintenance documents as planning cards,
job cards etc.
Signing instructions, i.e. who signs documents for verification of maintenance work carried out.
For computerised Planned Maintenance systems there are several additional requirements:
Each person working on system must have unique loginID and password.
Computerised system must have adequate backup, either backup copy on board or a regular
exchange of data between ship and office.
Documentation on maintenance of the category "Classification Surveys" carried out on items/systems
covered by the rules is to be signed by the Chief engineer. With computerised systems, access to update
the related maintenance documentation and the maintenance program should only be granted to the
Chief engineer.
For ships trading in specific areas, e.g. ferries, planned maintenance systems using other languages than
English may be accepted. This arrangement is automatically cancelled in case of change of trade.
[edit]Maintenance
This module should meet requirements listed in ISM (International Safety Management Code), chapter 5,
section 10. The database should be constructed according to the manufacturer's recommendations, and
good seamanship practice. The database should include all shipboard vital equipment, and all equipment
should have a clearly defined maintenance plan. Performed tasks should be kept in the system as well as
notes from crew members performing the task.
Access to various aspects in the system must be selective and programs must have ability to individually
recognize users (login ID and password). Best example of this practice is Class requirement that
only Chief Engineer have access to jobs linked with Surveys.
Class societies allow special status to ships with well implemented PMS. Survey of various machinery
components is performed usually with regular Class surveyor inspection, and it is based on schedule
given inContinous Machinery Survey. Surveyor comes to ship several times per year and inspects various
machinery components, determining their condition. Inspection is scheduled every five years and the
system is intended to assure good functionality of ship's machinery and therefore safety of the ship. As
PMS is increasing overall safety and reliability of the ship, Class societies allow another form of Survey to
be performed on the ships with well established PMS. Most of CSM inspections (all except steering gear
and pressure vessels) is carried out by Chief Engineer, based on regular PMS jobs, and Class surveyor is
coming on board the ship only once a year to inspect items Chief Engineer is not entitled to and to check
what items were inspected since last Class inspection.
To ensure that all maintenance is carried out with adequate intervals, and in
accordance with the schedule in the planned maintenance system.
To maintain and keep all engines, machinery and technical components in good
working order at all times, to avoid stoppages and to maintain charter party speed
and consumption requirements.
How To Use
The Chief Engineer, Chief Officer or First Engineer shall record the results of
maintenance and inspection .
The maintenance intervals of each article in the system can be adjusted when
necessary; the vessel shall request the Technical Superintendent in charge with the
established form.
The system is composed of deck department and engine department. The deck
department covers cargo related, radio related and catering related equipment.
dern shipping industry recognizes safety is the prime concern for all shipboard activities. Summarized
ow are some basic check items ensuring safe working environment onboard vessel.
se procedures are only indicative, not exhaustive in nature and one must always be guided by practic
ood seamanship .
ommodation -Safety checklist
All emergency lights operational, color coded and marked with "E"
All portable fire extinguishers & stowage locations numbered, in place & inspection dated
ife jackets, immersion suits & EEBDs correctly stowed & marked
Adequate number of ashtrays provided and correctly placed. (On Tankers-Safety ash trays)
ymnasium
aundry
hanging rooms
All garbage bins & lids in common spaces, color coded, labeled and made of non-combustible materia
abins, 2 bins available (1 for plastic)
Approved First Aid supplies are readily available, accessible and clearly marked
Escape routes, ladders and emergency exits unobstructed and clearly marked
All handrails, guard-rails and safety guards correctly fitted and secured to protect against fall
Spare life-jackets marked and in good order, emergency equipment accessible and operational
All lights operational, stairways and work areas adequately lit, emergency lighting in E/R checked
No Hot Work stenciled on all fuel and lub oil tanks in E/R
Switchboard area clear and free of obstructions and rubber mats in position
All portable fire extinguishers correctly stowed, accessible and inspection dated
Steering gear space free from oil, gratings or non-slip surfaces in place around the steering gear
Shielding of high pressure fuel pipes in place, steam pipes properly insulated
Self-closing device on sounding pipes and glass level gauges functional & not tied in open posn
Area free of spilt oil, grease, combustible rubbish, tools and equipment not in use
Walkways, stairways and ladders are clean, dry and have non-skid surfaces where appropriate
Oil soaked rags and other flammable materials kept in covered non-combustible bins
Chemicals properly labelled and stored, acids & alkalis segregated, MSDS & PPE available at site
Approved First Aid supplies readily available, accessible and clearly marked
Is the engine room workshop tidy with equipment protected as required & safety instructions posted
Escape routes and embarking areas marked, unobstructed and no slipping and tripping hazards
Danger-Enclosed Space marked outside all such spaces having access other than via manholes
All hand-rails and guard-rails correctly fitted and secure, all ladderways guarded by railings
All safety & hazard zone identification signs posted & readable, fire plan wallets updated
HRU's for life rafts and EPIRB's correctly fitted (incl. weak link) and within expiry date
All lifebuoys correctly stowed, life buoy lights and smoke markers valid & in good condition
Decks and walkways free form oil / grease and is there anti-slip paint at mooring areas
Piping systems on deck are properly clamped
All weather tight hatches closing properly with packing in good condition
Is the oil pollution clean-up equipment in good condition and are the storage locations clearly marked
Deck cranes, mooring winches & windlasses are free from oil leakages
Area free of combustible rubbish and tools and equipment which are not in use
All cans in paint store are closed, cargo & bunker samples on tankers are stowed in paint store
MSDS provided and readily accessible. (Paints, chemicals & Tanker Cargos)
Drip trays are in good condition empty and clean with capacity clearly marked
Pump room-Cargo pump glands visually inspected for leaks and marked
Pump room- Area free of leaking pipes and fittings, bilges free of oil & water
No unsafe camera, cell phones, torch, walky-talkie or other electronic equipment in use on deck
Electrical conductivity arrangement at flanges of cargo,COW & electric cable pipes in good order
Result : PASSED
Reached early at Fort Matilda around 0815.Got to the MCA building gate at 0845.Went through the formalities and was escorted to MCA
office.
Mr. Fletcher called me to the exam room at 09:05. He introduced himself and said he would conduct the orals as per MGN 69.He went
through my CDC and asked about the type of ships I had been on. He then started the session.
Forum Home > Mates orals > Kiran Mulari - Bulk Carrier - Chemical Tanker - Jan 2010
Name : KiranMurali
Result : PASSED
Reached far too early at Fort Matildaalong with Bhupinder was giving the orals before me. I sat down at the parknearby the MC
building reading through the notes and trying hard to findwhat type of clouds.
Got to the MCA building gate at 14:50.Went through theformalities, was issued with the visitor pass and was escorted to exam
hall. Isat down on the chairs nearby waiting for the examiner to call me.
Mr. Fletcher called me to the exam room at 15:10. Heintroduced himself and said he would conduct the orals as per MGN 69.H
wentthrough my CDC and asked about the type of ships I had been on. He then startedthe session.
Vsl laid up for last 6 months, you are joining as Master. Explain the checks on magnetic compass.Vsl to undergo ISM audit next
port, explain the preparations you would make as a chief officer.Explain how the auditor will carry out an ISPS audit?Preparatio
for load line survey.Explain about planned maintenance system? System onboard your last vsl.Instructions you as Chief officer
would give newly joined 3/O on passage planning as instructed by the Master.Give a description on Marpol Annex-IIDischarge
criteria for category X,Y,Z Vsl about to arrive at a port for discharge. Explain the pre discharge preparations and checks.What a
the checks to be carried out on cranes ? How often and by whom? Where are the certificates of these inspections kept?Who is
competent person? All about Mandatory Expanded Inspection(MEI)What does Marpol Annex-VI talk about?Latest amendment t
Marpol Annex-VIVsl approaching SECA area. What are the onboard preparations?5 yearly load testing of life boat davits and
winches (MGN 1803)Vsl entering Dover straits with dangerous goods onboard. What are the reporting procedures?Explain the
need for a Ballast Management Plan? Why is ballast water exchange carried out? Methods of doing an exchange?How is ballast
tank sediment controlling carried out?What is the difference between an Angle of Loll and a List? Can you have them both at th
same time? Which will you treat first and how ? What are the contents of a Cargo securing manual?
Berthing vsl stbd side along side with
Off shore wind- 15 kts
Tide from ahead 2 kts
Restricted visibility
Target on stbd bow and stbd quarter
ROR situations
Open sea
You are on PDV Tug and tow crossing from port to stbd ,
Tug and tow with a diamond each on both vsl crossing from port to stbdTug and tow displaying RAM day signal crossing from
port to stbd
Open sea
RAM crossing from port to stbd NUC crossing from stbd to port
Fishing vsl crossing from stbd to port Lights He used large laminated cards and not smarty board
Tug and tow more than 200m seen from port side.
Buoyage
Vsl heading 180 deg, placed an East cardinal mark and how to pass it? Top mark,light and rhythm
Buoyedchannel, vsl against the direction of buoyage, take the vsl through as explainthe characteristics of the buoy when passin
each one
SITUATIONS:
U PDV TUG & TOW PORT BOW crossing ACTION?
U PDV TUG & TOW RAM PORT BOW crossing ACTION? Diamond FWD & AFT what does it mean & what do u mean by TOW
More than 200 Mts.
Showed me fishing Vessel and asked me what is day signal for This? Then he said this is vessel engaged in Fishing overtaking
Sailing whos action to keep clear?
Is sailing vessel overtaking then?
U CBD in TSS and ferry crossing from STBD to PORT who is Give way & ACTION? NO Change is Bearing and Range decreasing
then?
U CBD in TSS Vessel engaged in Fishing port to STBD Crossing? Your action?
Where all can Vessel engaged in Fishing do Fishing?
U PDV in TSS Following Lane , Ferry Overtakes & then crosses your Bow? What will you do?
RADAR PLOT:
HEADING North Target on STBD Bow and STBD QTR? What is your action?
What will other vessels action be?
What can the vessel in STBD QTR do apart from Going to STBD if no Target on his STBD BOW?
LIGHTS: (He wants Only to Identify the DAY signal and FOG Signal no actions)
NUC Stopped
Pilot Vessel Seen Port Side
F/V seen on port side Underway
Sailing Vessel seen End ON
Vessel Aground > 50 Mts
F/V with Purse Seine Gear Underway, Stopped Or @ Anchor
Then He took my NOE & Said U Have PASSED ,But Make sure when u come for your MASTERS Orals Learn more about ECDIS
and SAFE MANNING DOCUMENTS. ALL THE BEST.
I would like to THANK ALL THE LECTURERS & MY FLAT MATES who helped me for this Orals Preps.
Special Thanks to Mr. Derrick Robbie , Mr. Vinil Gupta, Mr.John Mac ( for His Compass Classes).
ALL THE BEST FOR YOUR ORALS