Face to Face!!! Interviewer Vs You !!! --(For Junior Marine Engineers)

Nowadays almost all renowned companies are hiring their employees after an interview conducted by their specialist recruiters. Most of the times this type of interview is conducted by Technical Superintendent (For the Engineers) & Marine Superintendent (For the Officers). This is not only to avoid fake seaman but also to get the right person to serve their vessels. In the past normally manning agents used to select suitable candidate for their principles’ vessel and arrange their joining as required. But nowadays the scenario is changing very fast. Now company confirms their employees not the manning agent. After getting the confirmation agency just complete their joining formalities. The process looks like-----

1. Manning agent selects few candidates and submits their details to their principle.

2. Principle analyzes those candidates’ details & call for an interview (via Skype/Phone). 

3. After that principle send confirmation to their manning agent and you get your final smile.

Especially for the junior rank engineer and officer, it becomes a challenge. As in the market, we have plenty of junior rank officers/engineers, the company has the option to choose the best one. If you are planning to move to a world-class company or expecting a promotion then get ready for an interview. It is a must now. Let’s have a look. What kinds of questions are generally asked in this interview?

Question 1: Hi dear, I am Mark Xeon. I am a technical superintendent. I’ll have a conversation with you. Okay! Let’s start. Please Describe Yourself.

Answer:
Good day Sir. I am TH Khan. I have completed my graduation from Bangladesh Marine Academy on Marine Engineering and also completed my ‘Pre-sea Training’ from here. I have sailed with Bulk and tanker-type vessels. My rank experience as 3/E on Bulk/Tanker type vessel is about 20+ months. My total sea service experience is about 36+ months.

(The interviewer already knows your details. By this question, he just wants to test your English proficiency. However, you should answer in such a way that in every question you may hit some score. Don’t describe like- I am X. My father is Z. He is a W. Answer something which may draw interviewers’ attention.)

Question 2: Why do you want to change your previous company?
Answer:

You need to be very careful to answer this question. Never blame your previous company. Never say something bad about your previous company.
Sir, I have heard from my seniors those who are presently sailing with your good company that the overall standard of your company is very suitable for seafarers. Sir, if I am specific;
- Salary standard is comparatively high
- Have a rejoining bonus
- Rejoining schedule is also flexible
Sir, these are the reasons to join your company. It would be a great blessing for me if I get a chance to serve your good company. I wish to continue my career here.
(Or you may prepare a better answer)

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Professional Questions: 
To answer these questions you should start properly. The interviewer will stop you and go for the next question once he is satisfied. Here I am describing the answers in brief but during interview, you should try to hit the key points.

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Question 3: Okay dear! Let’s come to a professional discussion. What Is a Tool Box meeting?
Answer: 

A Toolbox talk is a group discussion that focuses on a particular safety issue. Toolbox meeting is used daily to promote our department’s safety culture. Toolbox talks are also intended to facilitate health and safety discussions on the job site.

Question 4: Tell me something important about ENCLOSE SPACE ENTRY.
Answer:

• Risk assessment is to be carried out by a competent officer (In-charge). 
• Entry permits must be approved by the SSO (Ship safety officer) (CE/CO) & finally signed by the Master. 
• The person should carry an oxygen analyzer with him inside the enclosed space and it should be on all the time to monitor the oxygen content. 
• The rescue team and resuscitation equipment are to be present outside the confined space. 
• Space must be thoroughly ventilated. 
• The atmosphere must be tested and found safe. 
• Space must be secured for entry.
• Testing equipment is available for regular checks. 
• Responsible person in attendance at the entrance.
• Communication arrangements are made between the person at the entrance and those entering. 
• Access and illumination should be adequate. 
• All equipment to be used in appropriate type. 
• Personal protective equipment to be used: Hard hat, safety harness as necessary 
• An attendant at the entrance to the space. 
• Personnel is available for a rescue party. 
• Entry permit issued. 

On completion of the work

• All personnel accounted for as having exited the space.
• All equipment confirmed removed.
• All openings are closed and secured.
• Permit closed.

Permit Includes/meaning
Complete an enclosed space entry permit to work, confirming that:
• The hazards of the job and of the space have been dealt with
• The atmosphere in the space is safe and ventilated
• The space will be adequately illuminated
• The attendant at the entrance has been appointed
• Communications have been established between the bridge and entry point, and entry
point and entry party
• Emergency rescue equipment is available at the entrance and there are sufficient
personnel on board to form a rescue party
• All personnel involved are aware of the task and the hazards and are competent
in their role.

Rescue equipment checklist
1. Breathing apparatus
2. Stretcher
3. Rescue tripod
4. Rescue party

Question 5: Tell me a few examples of Enclosed Space.
Answer:
1. Boilers
2. Pressure vessels
3. Cargo holds
4. Ballast tanks
5. Fuel oil tanks
6. Lube oil tanks
7. Pump-rooms
8. Cofferdams
9. Void spaces
10. Engine crankcases

==== The permit should specify the period of its validity (which should not exceed 24 hours) and any time limits applicable to the work which it authorities. =====

Question 6: What is Risk Assessment?
Answer: 
It is the procedure of identifying the risk/hazards, analyzing that, making a plan to control that and finally evaluating that risk.


Question 7: What do you know about MARPOL?
Answer: 
International Convention for the Prevention of Pollution from Ships. It has 6 Annexes. They are-----
Annex I         Prevention of pollution by oil & oily water
Annex II        Prevention of pollution by noxious liquid substances in bulk
Annex III       Prevention of pollution by harmful substances carried by sea in packaged form.
Annex IV       Prevention of pollution by SEWAGE from ships 

Annex V        Prevention of pollution by garbage from ships

Annex VI       Prevention of air pollution from ships

Question 8: Tell me something about the Incineration process.
Answer:

• It is prohibited to incinerate garbage in port limits/terminals.
• Residues of cargoes subject to MARPOL Annex I, II, and III should not be incinerated.
• Plastic incineration is strictly prohibited.
• Incineration of garbage containing heavy metals, defined in Annex V is prohibited.
• Incineration of Refined petroleum products containing halogens is prohibited.
• Incineration of Sewage sludge and sludge oil either of which are not generated on board the ship.
• Incineration of exhaust gas cleaning system residues.
• Oily rags, E/R used oil, papers & sludge can be burned in an incinerator.
• Incinerator ash must be collected for shore disposal.

Question 9: Do you know the rules for sewage discharge?
Answer:

Question 10: Do you know the rules for Garbage discharge? 

Answer:

Question 11: Can you tell me the names of Special areas Under Annex V?
Answer:
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The special areas established under Annex V are:

• Baltic Sea 
• Black Sea 
• Caribbean Region
• Red Sea
• North Sea area
• Antarctic area
• Gulfs area
• Mediterranean Sea area

Question 12: What is SOPEP?
Answer:
Shipboard Oil Pollution Emergency Plans (SOPEP)
Question 13: What is the MARPOL Annex 1?
Answer:
Marpol Annex 1 -Regulations for preventing oil pollution from ships
=========================================
Discharge into the sea of oil or oily mixtures, as defined in an Appendix to the Convention, is prohibited by the regulations of Annex 1 except when all the following conditions are satisfied.
From the machinery space bilges of all ships, except from those of tankers where the discharge is mixed with oil cargo residue.
The ship is not within a Special Area.

• The ship is more than 12 nautical miles from the nearest land. 
• The ship is en route.
• The oil content of the effluent is less than 15 parts per million. 
• The ship has in operation an oil discharge monitoring and control system, oily-water separating equipment, oil filtering system, or other installation required by this Annex.
• These restrictions do not apply to discharges of oily mixtures which without dilution have an oil content not exceeding 15 ppm.

========================================
From the cargo area of an oil tanker (discharges from cargo tanks, including cargo pump rooms; and from machinery space bilges mixed with cargo oil residue):
The tanker is not within a Special Area;
========================================

• The tanker is more than 50 nautical miles from the nearest land;
• The tanker is proceeding en route;
• The instantaneous rate of discharge of oil content does not exceed 30 liters per nautical mile;
• The total quantity of oil discharged into the sea does not exceed for existing tankers 1/15000 of the total quantity of the particular cargo of which the residue formed a part, and for new tankers (as defined in the Annex) 1/30000 of the total quantity of the particular cargo of which the residue formed a part; and
• The tanker is in operation, except where provided for in the Annex, an oil discharge monitoring and control system and a slop tank arrangement. Special and Particularly Sensitive Sea Areas. Annex I applies to all such areas.

Question 14: What should be recorded in ORB Part 1? (For senior Engineers)
Answer: 
1. loading / Cleaning Fuel Tanks
2. Discharge of dirty ballast or cleaning water from fuel tanks
3. Collection and disposal of oil residues
4. Discharge overboard / disposal of bilge water accumulated in machinery space
5. Condition of oil filtering equipment
6. Accidental or exceptional discharges
7. Bunkering of Fuel / Lube Oil
8. Additional operating procedures and general remarks
Question 15: Can you produce FW anytime by your FWG?
Answer:

No sir.

• FWG must not be used within 12  nautical miles of the coast/nearest land.
• Not used in Shallow water.
• Clean fresh water tank every after 6 months.
• Clean with 50 ppm chloride.
• Maintain salinity upto 4 PPM.

Question 16: What is Oily Water Separator? Why you should operate at daylight.
Answer:
An oily water separator clears the bilge water of oily content to bring it inside the acceptable range to discharge it overboard.
Normally it is operated at daylight keeping one person outside with communication system so that if there is any oil stain visible outside due to malfunction of the system can be stopped immediately.
Question 17:How you start a maintenance or overhauling job in E/R?

Answer:

1. We always start with a toolbox meeting.
2. Also perform a risk assessment and according to that we wear proper PPE.
3. If that maintenance job require any permit then we follow them.
4. Lock out/ Tag out.
5. Follow the manuals instruction.
Question 18:How you perform hot work?Tell me something about hot work procedure.
Answer:

• Obtain the permit.
• Fire hoses and portable extinguishers are to be ready and in service.
• Hot work equipment has been verified and is in good condition. 
• Combustible materials are removed from hot work area, moved away or protected by proper screen, shields or non combustible tarpaulins.
• Flammable liquids, dust and oily residues are eliminated.
• Enclosed vessels and piping are purged of all flammable materials (vaporous and gases). 
• Equipment is checked with an approved portable oxygen analyzer.
• Continuous fire watch is maintained during hot work activity .

Question 19: What is MARPOL ANNEX 6? Describe SECA.
Answer:

Prevention of air pollution from ships.
Sulphur Emission Control Areas (SECAs) designated under MARPOL Annex VI. Sulphur emission from ship does not exceed 0.1% m/m in sulphur emission control area.

Sulphur limits for fuel in SECA

• Before 1 July 2010 1.50% m/m
• Between 1 July 2010 and 1 January 2015 1.00% m/m
• After 1 January 2015 0.10% m/m

General sulphur limits in other sea areas

• Before 1 January 2012 4.50% m/m
• Between 1 January 2012 and 1 January 2020 3.50% m/m
• After 1 January 2020 0.50% m/m

ANNEX-6 Special Areas

• Baltic sea area.
• North sea area.
• Port areas, designated by the organization.

Have a Look.

• IAPP International Air Pollution Prevention Certificate 
• IOPP International Oil Pollution Prevention Certificate 
• SECA Sulphur Emission Control Area
• ISPS International Ships & Port facilities Security code 
• STCW Standards of Training Certification and Watch keeping
• EEBD Emergency Escape Breathing Device
• SOLAS Safety Of Life At Sea
• SOPEP Shipboard Oil pollution Emergency Plan
• MEPC Marine Environment Protection Committee 

Question 20: What is ISM and Objectives?
Answer:
The Ism code means international safety management code for the safe operation of ships and for pollution Prevention adopted By the IMO.
Objectives:

1. Prevention of human injury & loss of life
2. Prevention of damage to the marine environment 
3. Prevention of damage to the marine property
4. To ensure safety of life at sea and safe operation of ships 

Question 21: What is ISPS? Details about it.
Answer:International Ship & port facilities security code. This code is adopted after a few incidents of hijacking and acts of terrorism.
Security level :- 1 Normal
Minimum appropriate protective Security measures maintenance.
Security level :- 2 Heightened
Appropriate protective Security measures will be maintained for a period of time.
Security level :- 3 Exceptional
For this period of time further specific protective Security measures will be maintained.
Question 22: What is limit of PH, Chloride, Phosphate, P-Alkalinity in boiler water?Answer:
All these depends upon boiler pressure, design & type.

1. Chloride level 0-200 pppm
2. Phosphate 10 ppm
3. Hot well temp 90-95C
4. pH value Hot well 8·5 to 9·5
5. pH value Boiler 10 to 11
6. Alkalinity 300-500 ppm
7. Hydrazine Less than 0.4 ppm

Question 23: Describe Bunkering Procedure.
Answer:
Bunkering
For a safe bunkering we should follow 3 steps method.

1. Before Bunkering:

• Make a Bunker plan discussing with C/E (HOW MUCH, WHICH TANK, WHAT GRADE)
• Follow Pre-bunkering checklist strictly.
• Arrange a pre bunkering meeting (Discuss the plan.\ and detail the manpower as required). Which oil to be taken first (In case of more than one grade of oil is to be taken) discuss with burge stuff  regarding filling rate & pressure, communication means. Sequence order of tanks to be filled. Duties of involved person should be clearly understood.
• Keep standby SOPEP.
• Before starting bunker please check the line and valves once again, (re-check) and do not forget to open the valve at the bunker flange.
• Meaning of emergency stop signals (to be mutually well understood)
• Sounding is taken before bunkering and record is made.
• All deck scuppers and save all trays are plugged
• No smoking notice should be positioned.

2. During Bunkering

• During starting the pumping rate is kept low, this is done so as to check that the oil is coming to the tank to which the valve is opened.
• After confirming the oil is coming to the proper tank the pumping rate is increased as agreed before.
• Generally only one tank filling is preferred because gauging of more than one tank at a time increases the chances of overflow.
• While the bunkering is in progress, one must keep checking and noting down the sounding (ullage). This will give an idea of the filling rate along with the quantity in each tank.
• Keep checking the sampling pot and adjust filling to get representative sample.

3. After Bunkering

• Take sounding of all the tanks bunkered..
• The volume bunkered should be corrected for trim, heel and temperature correction.
• Four samples are taken during bunkering. One is kept on board, one for barge, one for analysis, one for port state or IMO. One sample is given to barge.
• The chief engineer will sign the bunker receipt and the amount of bunker received. If there is any shortfall of bunker received the chief engineer can issue a note of protest against the barge/supplier.
• Keep Marpol sample safely and record the seal number and sulphur content.
• Keep the legible copy of the bunker delivery note safely and give one copy to Master. (One copy is sent along with the sample to the Lab. Keep a copy of BDN with it and Material safety data sheet in outer pouch.)
• After everything is settled the hose connection is removed.

Question 24: What is the purpose of ISM code and what ISM covers?
Answer:
ISM is made to ensure safety at sea and to prevent human injury or less of life. It also emphasis on avoiding damage to the environment and to the ship.
ISM covers following things----

• Construction part related to the ships and related machinery.
• Equipment that are related to the shipping industry.
• Stability of the vessel and proper cargo loading.
• Operating limits.
• The operating parameters.
• Qualifications and training of vessels crew.
• Vessel Maintenance emergency procedure.
• Health and safety consideration.

Question 25: How will you face a fire on board? 
Answer:
Steps or methods to stop a fire
Three Steps:
1. Restrict fire getting oxygen
2. Starvation : combustible material is removed
3. Cooling
Classes of fire:

Class A: Solid Fire : Water is used to extinguish the fire. CO2

Class B: Liquid Fire : Foam is used to extinguish the fire.

Class C : Gas Fire : Dry Chemical Powder types of fire extinguishers are used to put off these types of fires and these processes are called as ‘Inhibition’.

Class D: Metal fire : Dry Chemical Powder

Class E: Electrical fires : Dry Chemical Powder, CO2

Question 26: What is LFL?(Tanker)
Answer:

Question 27: What is TLV? (Tanker)
Answer: 

Question 28: What extra has come in STCW 2010?
Answer:
Rest hour on board has been increased from 70 hours to 77 hours per week for decent working of seafarer on board. At least 10 hour rest period within 24 hours which must not be divided into more then two period and one of the period must be at least 6 hours.

Question 29: What do you know about Scavenge Fire? How will you deal with it?
Answer:

Causes of scavenge fire:

• Excessive wear of the liner.
• The piston rings might be worn out or have loose ring grooves.
• Broken piston rings or rings seized in the grooves.
• Dirty scavenge space.
• Poor combustion due to leaking fuel valves or improper timing.
• Insufficient or excess cylinder lubrication.

Indications of scavenge fire:

• Scavenge temperature will start increasing.
• The turbochargers will start surging.
• High exhaust temperature.
• Loss of engine power and reduction in rpm. This happens because a back pressure is created under the piston space due to fire.
• Smoke coming out of the scavenge drains.
• The paint blisters will be formed on the scavenge doors due to high temperature but this will occur only in large fires and extreme cases.

Actions to be taken:

• Inform the bridge, call C/E, start slow down the Engine followed by stopped the Engine. engage turning gear, and keep engine rotating with turning gear.
• Extinguish the fire with fixed fighting system for scavenge fire. This may be co2 system or a steam connection for smothering the fire. (If the fire is big)
• Once after confirming that the fire is extinguished. The scavenge space is allowed to cool down and later opened for inspection and cleaning of the scavenge space.

Question 30: How Crankcase Explosion may happen? What is a Hot Spot?
Answer:
Hot spot is the heat source produced as a result of rubbing between two metal surfaces or friction between two metals parts such as piston rod and gland, cross head guides, chain and gear drive etc. The hot spot is generally caused by improper maintenance and insufficient or less clearance. From here oil mist produced when this fume again come close to this hot spots it creates fire. (Primary Explosion)
Secondary Explosion:
The primary explosion produces a shock wave which propagates inside the crankcase with increasing speed and distance traveled. This shock wave has a breaking effect which further reduces the size of oil droplets, producing more fuel for ignition. Now the pressure front is followed with a low pressure area which tries to suck in more air from outside. This allows the air to enter in the scavenge space through leaky piston gland or leaky relief valves.

This new air and new supply of fuel produced after first explosion comes in contact with hot spot, causing another explosion, which is extremely severe as the amount of fuel is high now. This explosion is known as secondary explosion and it causes very severe damage to engine plating.

Indication Of Crankcase Explosion:

• Oil mist detector will give alarm
• Bearing sensor temperature will rise
• L.O temperature will rise & Pressure will drop.
• Smoky smell near Crankcase doors.
• Irregular Running Of Engine
• Abnormal noise in crankcase

Question 31: What are crankcase safety devices ?
Answer:

• Breather pipe with flame trap
• Crankcase exhaust fan
• Oil mist detector
• Crankcase relief doors
• Bearing temperature sensor
• L.O return temperature sensor

Question 32: Why is breather pipe fitted in the crankcase ?
Answer: 
It is fitted to prevent crankcase explosion and to reduce pressure build up in it.
It maintains the pressure level in the crankcase about 25 mm of water below the atmospheric pressure.
Question 33: What should you practice to prevent crankcase explosion?

Answer:
Prevention of crankcase explosion can be done by preventing the generation of hot spots. It can also be prevented by the following ways:

• By providing proper lubrication to the reciprocating parts,thus avoiding high temperatures.
• Avoiding overloading of the engine.
• Using oil mist detector in the crankcase with proper visual and audible alarm.Oil mist detectors raise an alarm if the concentration of oil mist rises above the permissible limit.
• Pressure relief valves should be fixed on the crankcase for the instant release of pressure. They should be periodically pressure tested.
• Vent pipes shouldn't be too large and should be checked for any choke up
• Proper purification and analysis of lube oil.
• Clean scavenge space as per schedule & drain scavenges space regularly.
• Maintain the stuffing box gland sealing in good condition.
• All running gears maintenance & checks to be carried out as per PMS.
• All safety trips & alarms fitted on M/E to be tried out for satisfactory.
• Check for oil leakage at crankcase explosion relief doors & check for the operation by hand.

Causes Of Crankcase Explosion:
1. Mainly due to Hot Spot.
2. Blow by from piston ring followed by piston rod due to bad gland packing.

Question 34: What point to be checked during crankcase inspection ?

Answer:

• Appearance of all parts inside the crankcase
• Hot spot
• Corrosion
• Wear and tear
• Locking arrangement
• Bolts tightness
• Chain inspection
• Lube oil system
• Metal chip in the crankcase
• Bearing clearances
• Crankcase relief valves, flame trap
• Crankcase door joints
• Crankshaft deflection

Question 35: Why oil mist detector is fitted ?
Answer:
It is fitted to detect the oil mist concentration in the crankcase and to give early warning. Moreover,---

• To prevent the primary explosion.
• Alarm setting is 2.5% of the lower flammable limit.

Question 36: What are oil mist detector maintenance ?
Answer:

1. Daily check alarm system.
2. Check for any abnormal alarms in the panel.
3. Detector head cleaning.
4. Make sure fans is working.

Question 37: How will you take action when oil mist detector alarm is on ?

Answer:

• Inform to chief engineer.
• Inform bridge, take the permission to stop the engine.
• Gradually reduce the engine and then stop.
• Cool down the engine.
• Check the inside parts of the crankcase inspection.
• Make necessary repair.
• Reset OMD and start engine.

Question 38: What will be your action after detecting a hot spot ?(Senior Engineers)

Answer:

• Inform chief engineer & bridge
• Reduce the engine speed to reduce the heat generation
• Increase lubrication to the running surfaces
• Keep clear off crankcase relief door to prevent personnel injury, keep fire extinguisher ready and open skylight.
• Inform bridge, stop engine, open indicator cocks, engage turning gear and turn engine with lube oil circulation continuing to prevent engine seizure.
• After about 30 minutes when the engine is sufficiently cooled down, stop lube oil pumps and open crankcase door.
• Try to locate the hot spot by hand feeling over and by observation like change in colour.
• If the hot spot is located, prevent re-occurrence by making permanent repair.
• Make thorough inspection of crankcase.
• Pay particular attention to hot bearings, piston, bottom end bolts, guides and piston rod around stuffing box.
• Start lube oil pumps and check for proper flow of oil from every lubrication point.
• If everything is found normal, inform bridge, start the engine and gradually increase speed.

Question 39: What is Draw Card / Out of Phase Diagram?

Answer:
Draw card is taken in a similar manner to power card with fuel pump engaged but with the indicator drum 90 degree out of phase with the piston stroke
This diagram illustrates more clearly the pressure changes during fuel combustion. Fuel timings or injector faults may be detected from its shape

Power Card
Power card is taken with the indicator drum rotating in phase with the piston movement. The area within this diagram represents the work done during one complete cycle to scale. Mean Indicated Pressure (MIP) is obtained from this diagram to calculate power produced in the cylinder.

Light Spring Diagram
Light spring diagram is taken similar to the power card and in phase with the engine and with a light compression spring fitted to the indicator. This diagram shows pressure changes during exhaust and scavenge to an enlarged scale.It can be used to detect faults in these operations.

Specific Fuel Consumption:

Question 40: Why steam traps are installed in the steam lines?

Answer:
Ans: Steam traps are installed in the line to remove any condensate present tin the line and also to avoid water hammer problems.

Question 41: What is Ph scale ?
Answer:

It indicates the acidic, neutral and alkaline nature of liquid. 1-6 is
acidic, 7 is neutral and 7-14 is alkaline.

Question 42: Name type of chemical that are added in the cooling water ?
Answer:

Sodium Borate and Chromate. They prevent corrosion of cooling spaces

Question 43: What is the pressure of oil film used in the turbo charger bearing?
Answer:

 Around 4-5 bar

Question 44: How you will start the main engine?

Answer: 

• Upon ME prepare notice from Bridge we should follow ME Starting procedure as per Manual as well as follow any special instruction from chief engineer.
• Start another standby generator to cover up the additional power if required.
• Check Sump level & FO Service tank level.
• Start Main Engine LO & Cross head/piston cooling pump.
• Start Economizer Circulating pump.
• Check All Parameters.
• Open starting air valve and drain the line.
• Obtain propeller clearance from the bridge and engage the turning gear and turn the engine by means of turning gear with indicator cocks open to ascertain that nothing obstructs the movement of the running gear, at the same time operate the hand cranks of the cylinder lubricators for about 20-25 turns so as to ensure satisfactory lubrication of the cylinders from the very beginning. It must be noted that the hand cranks can be operated without applying any abnormal force.
• Blow through all the indicator cocks of the marine engine must be opened up for blow through of combustion chamber prior starting to avoid hydraulic damage because of water leakage
• Manual Check Turning Gear: Ensure that the turning gear is properly disengaged by checking it locally even when the remote signal is showing-“disengaged” sign.
• Check Jacket Cooling Water Temperature: The jacket cooling water temperature of the engine should be maintained at at least 60 deg C for the main engine and 40 deg C for the auxiliary engine (it may vary depending upon the KW rating of the engine).
• Close the indicator cock.
• Keep the blowers on.
• Communicate with bridge to test the engine ahead and astern and keep the control position as required bridge/ER.

STOPPING

• After Finish with engine keep the control position in E/R.
• Stop SW cooling pump .
• Open the indicator cock and blow through the engine. (Take propeller clearance from bridge )
• Close starting air valve and drain the system. 
• Start JW Preheating system.
• Engage the Turning gear.
• Keep the L.O Pump running as per makers instruction normally 30 minutes.
• Stop cross head pump followed by LO Pump.
• keep circulating pump running for at least 12 hours.

Question 45: What is procedure for Starting and Stopping Generators on a Ship.
Answer:

• Check that all the necessary valves and lines are opened and no interlock is active on the generator before operating.
• Confirmed that LO Priming pump is running
• Generally before starting the generator the indicator cocks are opened and small air kick is given with the help of the starting lever. After this, the lever is brought back to the zero position, which ensures there is no water leakage in the generator. The leakage can be from cylinder head, liner or from the turbocharger.
• The step is performed by putting the control to local position and then the generator is started locally.
• In case any water leakage is found, it is to be reported to a senior officer or chief engineer and further actions are to be taken.
• It is to note that this manual starting procedure is not followed generally on Ums ships, but it is a common procedure on manned engine room.
• In engine rooms, which have water mist fire fighting system installed, this procedure is not followed because when the engine is given a manual kick with open indicator cocks, small amount of smoke comes out of the heads which can lead to false fire alarm, resulting in release of water mist in the specified area.
• After checking the leakage, in case of any, the indicator cocks are closed and generator is started again from the local panel.
• The generator is then allowed to run on zero or no load condition for some time for about 5 minutes.
• After this the generator control is put to the remote mode.
• If the automation of the ship is in working after putting in remote mode the generator will come on load automatically after checking voltage and frequency parameters.
• If this doesn’t happen automatically, then one has to go to the generator panel in Engine control room and check the parameters.
• The parameters checked are voltage and the frequency of the incoming generator.
• The frequency can be increased or decreased by the frequency controller or governor control on the panel.
• The incoming generator is checked in synchroscope to see if it’s running fast or slow, which means if frequency is high or low.
• In synchroscope, it is checked that the needle moves in clockwise and anticlockwise direction.
• Clockwise direction means it is running fast and anti-clockwise means it is running slow.
• Generally the breaker is pressed when the needle moves in clockwise direction very slowly and when it comes in 11’o clock position.
•  This process is to be done in supervision of experienced officer if someone is doing for the first time, for if this is done incorrectly the blackout can happen which can lead to accidents, if the ship is operating in restricted areas.
• Once this is done, the generator load will be shared almost equally by the number of generators running.
• After this the parameters of the generator are checked for any abnormalities.

STOPPING

• In this procedure the generator to be stopped, is put off load from the generator panel in the Engine control room.
• The load is reduced slowly by the governor control on the panel.
• The load is reduced until the load comes on the panel below 100 kw.
• When the load is below 100 kw the breaker is pressed and the generator is taken off-load.
• The generator is allowed to run for 5 minutes in idle condition and the stop button is pressed on the panel.
• The generator is then stopped .
• Confirm that Lo priming pump is running

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I am neither a Specialist nor a Boss. I am also a learner like you. If you found anything wrong in my writings, please let me know. I'll correct it at my first opportunity.

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