Correctly explain what safety measures should be taken with regards to the main

propulsion system during

Reducing speed due to rough seas
Altering course
Providing additional power supply
Auxiliary steering on standby
Checking of LO and FO tank levels
Checking of operational parameters
State all the safety measures to be carried on the steering system before
departure
Correctly state what safety measures are taken in the engine room during normal
operation and during rough seas
Explain what routine checks and maintenance are carried out on the main
propulsion system during normal operation
Correctly state how the periodic checking shall be carried out on the following
emergency machinery;
Emergency generator
Emergency fire pump
Emergency compressor
Lifeboat engines
All aspects of seafaring has been modified and improved to
incorporate safety. The reason for this is that accidents may cause loss
of life, destruction of property, and pollution to the environment.
Are a set of procedures to be carried out in particular
situations. The measures aid in the continual efficient
operation of the machinery in question and oftentimes reduce
the occurrence of unsafe acts and decrease the factor for
human error. Proper maintenance constitutes the crucial point
in obtaining optimum safety in the engine room.
The engine room should be kept clean and above
and below the floor plates. If grit or sand blows into the
engine room when ship is in port, the ventilation should be
stopped and ventilating ducts, skylights and doors in the
engine room should be closed.
Welding or work which causes spreading of grit and
chips must not be carried out near the engine unless this
closed or covered and the turbocharger air intake filters are
covered
The exterior of the engine should be kept clean and
the paintwork maintained so that leakages can be easily
detected.
If the crankcase is opened before the engine is cold,
welding and the use of naked lights will involve the risk of
explosions and fire.
Attention is furthermore drawn to the danger of fire
when using paint and solvents with a low flash point.
Porous insulating material drenched with oil from
leakages is easily flammable and should be renewed.
Hand tools should be placed easily accessible on
tool boards. Special tools should be fastened in the engine
room close to the area of application. No major objects
must be left unfastened and the floor passages should be
kept clear.
Large spare parts should be placed well strapped near the
area of application and accessible by crane. The spare parts
should be well preserved against corrosion and protected against
mechanical damage. The stock should be checked at intervals and
replenished in time.
Ample working light should be permanently installed
at appropriate places in the engine room and portable
working lights should be obtainable everywhere. Special
lamps for entering the scavenge ports should also be
available.

If there is a risk of damage due to freezing, engines,
pumps, coolers, and pipe systems should be emptied of cooling
water.
The opening of cocks may cause discharge of hot liquids
and gases. The dismantling parts may cause springs to be
released. The removal of fuel valves may cause oil to run down
the piston crown.
If the piston is hot, an explosion may then blow out the
valve. When testing fuel valves with hand pump, do not touch the
spray holes as the fuel may pierce the skin.
Check beforehand that the air starting air supply to
the engine and also the starting air distributor is shut off
and that the turning gear is engaged. Even at the quay, the
wake from other ships may turn the propeller and, thus, the
engine.
Before engaging the turning gear, check that the
starting air supply is shut off, indicator valves are open, and
that there is indication of Turning Gear Engaged.
Queen Mary Turning
Gear
Whenever repairs or alterations have been made to
the running gear, feel over the machinery until satisfied that
there is no undue heating, oil mist formation, blow-by, or
failure of cooling water or lubricating oil systems.
Working on a split casing pump inside a ship's
engine room
While the engine is running, it is important to
constantly monitor the operational parameters and observe
the engine and associated auxiliaries for any deviations. In
unmanned engine rooms, care should be given to ensure
that all parameters are within normal operating levels before
leaving the engine room. This is usually done with the
checklist to verify that everything is in place and functioning
properly. Any alarms which indicates abnormalities especially
in the main engine ancillary systems should immediately
responded to and rectified as soon as possible.
During rough seas, the engine load may undergo sudden
changes. This may cause the propeller to race and consequently,
the turbocharger to surge. It is advisable to reduce speed during
rough seas to minimize the possibility of surging turbochargers
and the possible damage they could do.
The main engine lubricating oil sump tank has a low level
alarm which may also trigger the automatic emergency slowdown
or emergency stop function.
If the vessel undergoes extreme rolling motions, it is best
to change the main engine lubricating oil sump tank with
additional lubricating oil to ensure that the low level alarm will not
be triggered due to temporarily displaced tank contents.
In most cases, the lubricating oil sump tank of the
auxiliary generator engines are considered to be more
delicate than the main engine sump tank.
A low level alarm of the auxiliary engine sump tank
will cause the generator to trip and if things go from bad to
worse, a blackout or electric power failure may result
Fuel oil filters may need be cleaned more frequently
in bad weather due to agitation of sediments in the tank.
Clogging of filters result in low pressure alarms especially in
purifier supply pump section line.
During passage through rough seas, all items must
be secured and fastened if necessary. Unsecured items
may fall and may even cause damage to adjacent
equipment.
As for the steering gear system, the standby
steering gear hydraulic pump is normally run in parallel to
the one in service during rough seas. This is to provide
additional power and faster response for the steering
system and in case of failure of one pump, the other pump
will already be online to avoid the ship being exposed to
hazardous situation.
When altering the ships course to a few degrees,
there wont be much of an effect even when the engine is
running at full speed.
For emergency alteration, it is advisable to reduce
the speed to maneuvering full to avoid heavy rolling of the
ship.
Crash top - is the reversal of the engine when speed
of the ship is high. In that case, the engine will continue to
run at slowly decreasing speed when the regulating handle
is moved to STOP due to propeller and, thus, the engine
being driven by ships wake.
When starting machinery, one should always bear in
mind the electric power requirements of the motor.
Before starting any electrically powered machinery,
especially the ones powered by big motors, check the
generator load first. If the generator becomes overloaded,
preferential trip will usually be activated causing non-critical
machinery to be shutdown to reduce the load.
If the load on the generator is not sufficient, for starting
additional machinery, additional power supply should be
provided by starting another auxiliary engine. It is always better
to start the generator engines manually to provide additional
power.
The auxiliary steering gear need only be capable of
steering the ship at navigable speed, but it must be capable of
being brought speedily in to action in an emergency.
The auxiliary steering gear must be operated type if the
rudder stock exceed 230 mm. for passenger ships and 250 mm.
for cargo vessels.
The steering gear system has strict requirements to be
checked especially prior to maneuvering operations. These
requirements are implemented by international regulations as well
as classification societies.
2. The checks and tests shall include as follows:
a. Full movement of the rudder according to the required
capabilities of the steering gear
b. Visual inspection of the steering gear and its
connecting linkage
c. Operation of the means of communication between the
navigation bridge and steering gear equipment

3. Simple operating instructions with a block diagram
showing the changeover procedures for remote steering
gear control systems and steering gear power units shall be
permanently displayed on the navigation bridge and in the
steering gear compartment.
a. All ships officers concerned with the operation or
maintenance of steering gear shall be familiar with the
operation of the steering systems fitted on the ship and
with the procedures for changing from one system to
another.

4. In addition to the routine checks and tests, emergency
steering drills shall take place at least once every three
month in order to practice emergency steering procedures.
5. The administration may waive the requirement to carry
out the checks and test for ships which regularly engage on
voyages of short duration.
6. The date upon which the checks and tests are carried out,
and the date and details of the emergency steering drills
carried out shall be recorded in the logbook.
Emergency equipments are installed on board a
ship to serve a purpose. That purpose is for them to use
in emergency.
One important aspect of preparation, besides
drills, is the maintenance of emergency equipments. Even
though these equipments are never actually used for their
intended purpose, it doesnt mean that they do not need
attention. Regular checks and trials should be made to
make sure that they are in optimal condition and ready to
start anytime.
It can be used to provide emergency electric power
to machinery which is vital to restart the electric power
generation system. It also provides power to emergency
lighting, one steering gear motor, navigation equipment, and
communication systems.
It is designed to start automatically (usually within 30
mins.) in case of electrical power failure.

Weekly checks should include the following:

1. Draining of water from the fuel tank
2. Drain moisture from emergency air receiver
3. Checking the fuel tank level
4. Checking the lubricating oil level
5. Checking the radiator water level
6. Check the starting system:
a. if air started, check for adequate starting pressure in air
bottle
b. if started by hydraulic power, check for adequate hydraulic
oil pressure
c. if battery operated, check for sufficient battery load.
7. Manually start the engine and keep it running without load
until warmed up.
The emergency air compressor is fitted specifically
for the emergency starting air system. It charges the
emergency air receiver with compressed air to be used for
starting the emergency generator engine.
The emergency air compressor is require to be
started independent for the electrical system, meaning, it is
usually started by other means.
Hand-Cranked motor- most common type of driving
mechanism for the emergency air compressor which is built-
in fuel tank.
Weekly checks include the following items:
a. Check the fuel tank level
b. Check the cooling water level
c. Check lubricating oil level
d. Start the engine and top-up the emergency air receiver
It is a centrifugal type and should be fitted with a
priming pump to assist in starting and attaining suction. The
location of emergency fire pump is near the steering gear
compartment and usually on lower floor. This is because the
suction line of emergency fire pump is independent of the
engine rooms seawater system arrangements.
Starting Procedures:
a. Check that there is power supply to the emergency fire
pump panel.
b. Open the suction valve, keep the delivery valve closed.
c. Make sure the valve to the main fire line is open.
d. Make sure that the water level in the priming pump tank
is full.
e. Start the pump.
f. The priming pump should engage upon starting and
generate vacuum on the suction line.
g. When seawater is finally suctions (the priming pump will
automatically disengage) and the delivery pressure rise,
open the delivery valve.
Lifeboat engines are typically diesel engines.
Depending on the type, they could either be hand cranked
engines or battery started engines. It is important to carry out
engine trial every week to confirm that the lifeboat engines
are in optimal condition.