Category Archives: Safety and Emergency Systems

Reverse Power on Vessel’s Diesel Generators: Measures, Precautions, and Troubleshooting

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In the marine environment, it is essential to have a reliable source of power. Diesel generators are mainly used to provide power to ships and other marine vessels. During a vessel voyage, depending on power requirement (during maneuverings, canal transit, shallow waters, using bow/stern thrusters etc.) the engine crew need to run more than one generator. To run two or more generators in parallel, they need to be safely synchronized. To read and learn more about generator synchronizing, please follow THIS LINK.

Example of generator’s synchronizing panel

However, if not properly synchronized, these generators can create a dangerous condition known as reverse power. Reverse power on vessel diesel generators can pose significant risks to the overall electrical system and equipment onboard. Synchronization is crucial to ensure the smooth operation of generators, and taking appropriate measures and precautions can prevent reverse power situations. Further below, we will explore the concept of reverse power, discuss preventive measures, and outline the troubleshooting process to mitigate this issue effectively.

What is Reverse Power? 

Reverse power is a condition that occurs when a generator is operating at a higher frequency than the electrical system it is connected to. Reverse power occurs when the power flows from the bus bar or electrical network back into the generator. This situation arises during synchronization when the generator’s rotational speed, voltage, or phase sequence does not match the electrical network. Reverse power can cause damage to the generator, increase fuel consumption, and disrupt the operation of other connected generators.

Preventive Measures and Precautions

To avoid reverse power during synchronization, it is vital to implement the following measures and precautions:

    • Generator Preparation: Ensure that the generator is in good condition and properly maintained. Regular inspections and maintenance routines help identify potential issues beforehand.

    • Voltage and Frequency Matching: Prior to synchronization, verify that the generator’s voltage and frequency match the electrical network’s requirements. Use precision instruments to measure and adjust the generator’s parameters accordingly.

      Example of frequency matching

    • Phase Sequence Alignment: Confirm that the generator’s phase sequence matches that of the electrical network. Phase sequence meters or phase rotation indicators can be utilized for this purpose.

    • Protective Relays and Circuit Breakers: Install appropriate protective relays and circuit breakers to detect reverse power situations. These devices will trip and isolate the generator from the network if reverse power occurs.

Example of a reverse power protective relay

    • Synchronization Panel: Employ a synchronization panel equipped with synchroscopes, meters, and alarms. This panel provides visual and audible indications of synchronization status and alerts operators to potential reverse power conditions.

    • Engineer Training: Ensure that the engineers are well-trained in synchronization procedures and the potential risks associated with reverse power. Regular training sessions and refresher courses help enhance their understanding and vigilance.

Troubleshooting Reverse Power

In the event of reverse power occurring despite preventive measures, the following troubleshooting steps can be undertaken:

    • Immediate Isolation: When reverse power is detected, engineer should immediately disconnect the generator from the network by tripping the circuit breaker or activating protective relays

    • Fault Analysis: Examine the generator’s settings, synchronization panel readings, and any recorded alarms or indicators. Identify any potential causes such as incorrect phase sequence, voltage mismatch, or frequency deviation.

    • Corrective Actions: Depending on the fault analysis, take appropriate corrective actions. This may involve adjusting the generator’s voltage, frequency, or phase sequence to match the network requirements. Additionally, inspect and rectify any faulty relays, circuit breakers, or synchronization panel components.

    • Synchronization Retry: Once the corrective actions are completed, retry the synchronization process while closely monitoring the generator’s behavior and synchronization panel readings. Confirm that the reverse power condition has been resolved.

    • Post-Troubleshooting Inspection: Conduct a thorough inspection of the generator and associated equipment to ensure there are no hidden issues that could lead to future reverse power occurrences.

In conclusion, reverse power on vessel diesel generators can result in severe consequences, impacting both equipment and operational safety. By implementing preventive measures and precautions, vessel operators can significantly reduce the likelihood of reverse power incidents during synchronization. In cases where reverse power does occur, a systematic troubleshooting approach helps identify the root cause and rectify the issue promptly. Adhering to these best practices ensures reliable and efficient generator operation while safeguarding the vessel’s electrical system.

If you want to learn and get an “Introduction to Four Stroke and Auxiliary Engines”, please follow THIS LINK on Alison platform. The course is free and all you need to do is just to subscribe to their platform using the link above. This will be of a great help to me as well, as I will earn small commission. You can consider this as a reward for my effort to provide guidance and advices with regard to complex, challenging and rewarding marine engineering. 

If you wish to learn about “Power Protection Schemes”, please follow THIS LINK.

If you have any questions regarding above, please feel free to use our existing forum Seafarer’s World, Telegram Chief Engineer’s Log Chat or Instagram and will try to answer to all your queries. You can use the feedback button as well!

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The Vessel Oil Record Book: Ensuring Accurate and Clear Records for Maritime Compliance

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The vessel Oil Record Book (ORB) serves as a crucial document in the maritime industry, detailing the management of oil-related activities onboard ships. Maintaining accurate and clear records within the ORB is not only essential for operational and safety purposes but also a legal obligation for vessel operators. In this article, we will look into the significance of keeping meticulous records in the ORB, outline the specific entries that need to be recorded, explore the responsibilities of the crew, shed light on the legal aspects surrounding the ORB, discuss inspections by different authorities, and explain why the vessel master’s countersignature is paramount.

Example of an Oil Record Book

Accurate and clear records within the vessel ORB play a vital role in maintaining safe operations and preventing environmental pollution. These records provide valuable insights into the consumption, transfer, and disposal of oil-related substances onboard, allowing operators to monitor and optimize their operations. Furthermore, maintaining comprehensive records demonstrates the commitment of vessel operators to comply with international regulations and guidelines, avoiding potential penalties and legal repercussions.

The ORB contains specific entries that need to be recorded in a timely and accurate manner. As per Regulation 17 – Oil Record Book, Part I (Machinery space operations):

    • Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and above other than an oil tanker shall be provided with an Oil Record Book Part I (Machinery space operations). The Oil Record Book, whether as a part of the ship’s official log-book or otherwise, shall be in the form specified in appendix III to this Annex.

    • The Oil Record Book Part I shall be completed on each occasion, on a tank-to-tank basis if appropriate, whenever any of the following machinery space operations takes place in the ship:

    1. Machinery space operations:
      • Details of oil transfers: This includes the quantity of oil transferred, the location (from/to), the date and time of transfer, and the equipment used for the transfer.
      • Bilge water operations: Any discharge or disposal of bilge water containing oil must be recorded, specifying the quantity discharged and the method used.
      • Sludge and oily residue disposal: Entries should be made for the discharge or incineration of sludge or oily residues, including the quantities disposed of and the location of disposal.
    2. Ballast and fuel oil tank operations:
      • Ballast or Fuel tank cleaning: Records should be maintained for tank cleaning operations, including the date and time of cleaning, the method used, and the tank(s) cleaned.
      • Discharge of dirty ballast or cleaning water from fuel oil tanks: Entries must be made for ballasting and deballasting operations, indicating the quantity of water transferred, the tanks involved, and the date and time of the operation.
    3. Accidental or exceptional discharges:
      • Accidental oil discharges: If any accidental or unauthorized discharge of oil or oily mixtures occurs, detailed entries must be made. This includes the circumstances leading to the discharge, actions taken to mitigate the discharge, and subsequent clean-up operations.
      • Exceptional discharges: Entries should also be made for any exceptional discharges, such as the release of oil due to necessary repairs or damage to equipment. The details of the discharge and the reasons behind it should be recorded.
    4. Bunkering operations:
      • Fuel bunkering: Entries must be made for bunkering operations, including the quantity and type of fuel received, the supplier’s name, the date and time of bunkering, and any issues encountered during the process.
      • Lubricating oil bunkering: Similar to fuel bunkering, records should be maintained for the quantity and type of lubricating oil received, the supplier’s details, and the date and time of bunkering.
    5. Any failure of the oil filtering equipment shall be recorded in the Oil Record Book Part I.

These entries are not exhaustive and may vary depending on the specific vessel and its operations. It is important to consult relevant regulations, such as MARPOL Annex I and II, as well as any additional requirements from flag states or port authorities, to ensure all necessary entries are included in the ORB. Each operation described above of this regulation shall be fully recorded without delay in the Oil Record Book Part I, so that all entries in the book appropriate to that operation are completed.

Example of recorded entries into Oil Record Book

Maintaining accurate recordings in the ORB is a shared responsibility among the crew members. Every individual involved in oil-related operations must understand their role in ensuring precise and comprehensive entries. Crew members should be trained on proper record-keeping procedures, emphasizing the importance of promptly and accurately documenting all relevant information. Effective communication among the crew is essential to ensure that the ORB reflects the true state of oil-related activities onboard.

Each completed operation shall be signed by the officer or officers in charge of the operations concerned and each completed page shall be signed by the Master of ship.

The entries in the Oil Record Book Part I, for ships holding an International Oil Pollution Prevention Certificate, shall be at least in English, French or Spanish. Where entries in an official national language of the State whose flag the ship is entitled to fly are also used, this shall prevail in case of a dispute or discrepancy.

The ORB holds significant legal weight, as it serves as evidence of compliance with international conventions and regulations. The International Convention for the Prevention of Pollution from Ships (MARPOL) mandates the maintenance of an ORB as part of Annex I (Prevention of Pollution by Oil) and Annex II (Control of Pollution by Noxious Liquid Substances). Vessel operators must adhere to the requirements outlined in MARPOL, as well as any additional regulations imposed by flag states and port authorities.

The Oil Record Book Part I shall be kept in such a place as to be readily available for inspection at all reasonable times and, except in the case of unmanned ships under tow, shall be kept on board the ship. It shall be preserved for a period of three years after the last entry has been made.

To ensure compliance and deter pollution, various authorities conduct inspections of vessels and their ORBs. Port state control authorities, classification societies, and flag state administrations may carry out routine or random inspections to verify the accuracy and completeness of the ORB entries. These inspections also serve as a means to detect any potential violations of environmental regulations and to take appropriate actions, such as imposing fines or detaining non-compliant vessels.

The competent authority of the Government of a Party to the present Convention may inspect the Oil Record Book Part I on board any ship to which this Annex applies while the ship is in its port or offshore terminals and may make a copy of any entry in that book and may require the master of the ship to certify that the copy is a true copy of such entry. Any copy so made which has been certified by the master of the ship as a true copy of an entry in the ship’s Oil Record Book Part I shall be made admissible in any judicial proceedings as evidence of the facts stated in the entry. The inspection of an Oil Record Book Part I and the taking of a certified copy by the competent authority under this paragraph shall be performed as expeditiously as possible without causing the ship to be unduly delayed.

The vessel master’s countersignature in the ORB holds great importance. By signing the ORB, the master attests to the accuracy and completeness of the recorded entries. This countersignature signifies the master’s responsibility for ensuring that all oil-related activities were properly documented and conducted in accordance with applicable regulations. The master’s involvement in the ORB highlights the gravity of maintaining meticulous records and reinforces the commitment to environmental stewardship.

In conclusion, the vessel Oil Record Book serves as a critical document in the maritime industry, enabling the management of oil-related activities while ensuring compliance with international regulations. Accurate and clear records within the ORB are essential for operational efficiency, environmental protection, and legal compliance. The crew’s responsibility in maintaining precise recordings cannot be overstated, as it contributes to safe operations and the prevention of pollution. Regular inspections by authorities help verify compliance, while the vessel master’s countersignature underscores the commitment to accurate record-keeping and environmental responsibility. By prioritizing the maintenance of an accurate and clear ORB, vessel operators demonstrate their dedication to a sustainable and compliant maritime industry.

If you want to learn and get a “Diploma in Prevention of Pollution by Oil from Ships”, please follow THIS LINK on Alison platform. The course is free and all you need to do is just to subscribe to their platform using the link above. This will be of a great help to me as well, as I will earn small commission. You can consider this as a reward for my effort to provide guidance and advices with regard to complex, challenging and rewarding marine engineering. 

If you wish to learn about “MARPOL – Annex on Oil”, please follow THIS LINK.

If you have any questions regarding above, please feel free to use our existing forum Seafarer’s World, Telegram Chief Engineer’s Log Chat or Instagram and will try to answer to all your queries. You can use the feedback button as well!

If you like my posts, please don’t forget to press Like and Share. You can also Subscribe to this blog and you will be informed every time when a new article is published.

Also you can buy me a coffee by donating to this website, so I will have the fuel I need to keep producing great content! Thank you!

Vessels’ Bridge Instrumentation: Operation, Maintenance, and Functionality Briefly Explained

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The nerve center where navigational decisions are made is the ship’s bridge. It is outfitted with a variety of sophisticated instruments that assist in the ship’s safe navigation. Understanding the operation, maintenance, and functionality of bridge instrumentation is essential for safe navigation and personnel protection. In this in-depth blog post, we will discuss the various instruments found on the bridge of a ship, their operation and maintenance, and the significance of each instrument in the navigational process.

Radars

Vessel radars are vital navigational tools that provide critical information about the surrounding environment to ensure safe navigation at sea. Radars emit radio waves and receive their reflections to provide information about the surrounding environment, including the presence of other vessels, landmasses, and navigation hazards.

Maintenance of ship’s radars is crucial for their reliable performance. Regular tasks include:

    • Cleaning the radar antenna, dome, and connections to ensure clear signal transmission and reception.
    • Verifying the power supply and connections for any faults or loose connections.
    • Calibrating the radar settings, such as gain, sea clutter, and range, to optimize target detection and reduce false echoes.

By utilizing ship’s radars effectively and maintaining them properly, seafarers can enhance situational awareness, improve navigation safety, and ensure efficient vessel operations.

Gyrocompass

A vessel gyrocompass is a navigational instrument used on ships to determine the true north reference direction. Unlike a magnetic compass, which relies on Earth’s magnetic field, a gyrocompass uses the principles of gyroscopic stability to provide accurate heading information.

The gyrocompass consists of a gyroscope, which is a spinning wheel or rotor, mounted in a gimbal system that allows it to rotate freely in all directions. The gyroscopic effect, caused by the rotor’s high-speed rotation, creates a stable axis of rotation aligned with Earth’s rotational axis.

When the vessel is stationary, the gyrocompass aligns itself with true north, indicating the vessel’s heading. As the ship moves, the gyrocompass remains unaffected by magnetic disturbances, such as variations in the Earth’s magnetic field or nearby magnetic objects, providing accurate and reliable heading information.

Routine maintenance includes:

    • checking and adjusting the gyrocompass’s sensitivity
    • inspecting the power supply, and verifying the alignment of the gyro repeaters.

Voice Data Recorder (VDR)

A vessel’s Voice Data Recorder (VDR), also known as a Voyage Data Recorder, is a crucial piece of equipment installed on ships to record and store important audio and data signals from various bridge instruments and sensors. It is designed to provide valuable information for accident investigation, analysis, and improving safety measures in the maritime industry.

As  part of maintenance:

    • Regular checks for proper recording, ensuring sufficient storage capacity, and verifying the functionality of playback systems are essential for the VDR’s effectiveness.

The data recorded by the VDR is typically stored in a protected and secure manner, and its retrieval is possible even in the event of an accident or sinking. The recorded data is often retained for a specified period, depending on regulatory requirements.

Overall, the Voice Data Recorder is a vital tool that contributes to the safety and accountability of maritime operations. It serves as a valuable source of information for accident investigations, promotes safety awareness, and helps in continuous improvement in the shipping industry.

SAT C (Satellite Communication)

Vessel SAT C, also known as SATCOM C, refers to a satellite communication system used on ships for various purposes, including ship-to-shore communication, vessel tracking, weather updates, and emergency communications. It utilizes satellites in the C-band frequency to establish reliable and global communication links.

SAT C enables communication with shore-based authorities and other vessels via satellite, providing a vital link for important messages, weather updates, and emergency communication.

As part of maintenance:

    • Regular checks of antenna integrity and alignment to ensure optimal signal reception.
    • Verification of signal strength and quality for reliable communication.
    • Configuration and updating of system parameters and software as required.

It is important to note that vessel SAT C systems operate within a regulated framework governed by international maritime satellite communication standards, ensuring interoperability and reliability across different maritime service providers.

GMDSS Console

Vessel GMDSS stands for Global Maritime Distress and Safety System. It is an internationally recognized communication system that ensures the safety and security of ships and mariners worldwide. GMDSS is regulated by the International Maritime Organization (IMO) and is mandatory for most commercial vessels and certain types of non-commercial vessels.

The Global Maritime Distress and Safety System (GMDSS) console is a central hub for communication and distress signaling, allowing seafarers to send and receive distress messages and navigational safety information.

Maintenance of vessel GMDSS equipment involves:

    • Regular checks and testing of GMDSS equipment to ensure operational readiness.
    • Updating and verifying radio licenses, certificates, and required documentation.
    • Proper training of crew members to operate GMDSS equipment effectively.
    • Regular checks for proper functioning of distress alert systems, battery capacity, and backup power sources are crucial for the GMDSS console’s reliability.

Compliance with GMDSS regulations is essential for vessels to meet safety standards and ensure effective communication during emergencies. By implementing and maintaining GMDSS equipment, vessels can significantly enhance their safety, security, and ability to respond to distress situations at sea.

GPS (Global Positioning System)

A vessel GPS (Global Positioning System) refers to the navigational system used on ships to determine their precise position, speed, and course using signals received from a network of satellites orbiting the Earth. GPS technology has revolutionized maritime navigation by providing accurate and reliable positioning information in real-time.

Maintenance of vessel GPS systems includes:

    • Regular checks for proper functioning of the GPS receiver, antenna, and associated cabling.
    • Updating GPS software and firmware to ensure compatibility with satellite systems and accuracy of position calculations.
    • Verifying the integrity of the GPS signal reception and monitoring for any signal interference or degradation.

Overall, vessel GPS plays a vital role in modern maritime navigation, providing accurate positioning, speed, and course information to seafarers.

AIS (Automatic Identification System)

Vessel AIS (Automatic Identification System) is a tracking and information system used in the maritime industry to enhance vessel safety, improve situational awareness, and facilitate efficient vessel traffic management. It is a global standard for automatic, real-time exchange of vessel information between ships and shore-based authorities.

Maintenance of vessel AIS systems includes:

    • Regular checks for proper functioning of the AIS transponder, including power supply, antenna, and connections.
    • Ensuring the accuracy and integrity of the AIS data transmitted, including vessel identification and position information.
    • Updating AIS software and firmware to ensure compliance with the latest standards and regulations.

It is important to note that vessel AIS operates on specific frequencies and has defined transmission intervals and power levels to ensure efficient and reliable data exchange

Engine Telegraph, Steering Gear, Main Engine, Thrusters Controls

The steering gear control system allows seafarers to control the vessel’s rudder, ensuring precise steering and course corrections.

The main engine control system regulates the propulsion system’s speed and direction, while the telegraph relays the commands from the bridge to the engine room.

Thrusters provide additional maneuvering capabilities to the vessel, enabling precise movements in confined areas, such as ports and narrow waterways.

Maintenance of these systems, includes but not limited to:

    • Routine checks for proper hydraulic pressure, mechanical integrity, and responsiveness of the steering gear system are essential for safe navigation.
    • Regular checks for smooth engine control operation, proper communication between the bridge and engine room, and calibration of telegraph instruments are necessary for efficient propulsion control.
    • Regular inspection and maintenance of thruster control systems, including hydraulic systems, electrical connections, and propeller condition, are crucial for optimal thruster performance.

ECDIS (Electronic Chart Display and Information System)

Vessel ECDIS (Electronic Chart Display and Information System) is an advanced electronic navigational system used on ships for chart display, route planning, and navigation assistance. ECDIS replaces traditional paper charts by providing digital chart data that is displayed on a monitor or display unit. It is designed to enhance navigational safety, improve efficiency, and aid in voyage planning and execution.

ECDIS displays electronic navigational charts, providing real-time vessel position, route planning, and information on nearby navigational hazards.

Maintenance of vessel ECDIS systems includes:

    • Regular updates of electronic chart data to ensure the most current and accurate information is available.
    • Verifying the integrity of the ECDIS equipment, including the display unit, sensors, and connectivity.
    • Training crew members on ECDIS operation, functions, and interpretation of electronic charts.

Vessel ECDIS has become a vital tool in modern maritime navigation, providing mariners with a powerful tool for safe and efficient passage planning and execution.

In conclusion, the bridge instrumentation on vessels plays a critical role in safe and efficient navigation. Understanding the operation, maintenance, and functionality of each instrument is vital for seafarers to make informed decisions and ensure the safety of the vessel, crew, and cargo. Regular maintenance, calibration checks, and adherence to best practices are necessary to optimize the performance and reliability of bridge instrumentation, allowing for smooth and secure passage at sea.

If you want to learn and get a “Diploma in Marine Electronics”, please follow THIS LINK on Alison platform. The course is free and all you need to do is just to subscribe to their platform using the link above. This will be of a great help to me as well, as I will earn small commission. You can consider this as a reward for my effort to provide guidance and advices with regard to complex, challenging and rewarding marine engineering. 

If you wish to learn about “Marine Electronics – Electric Circuits and Components”, please follow THIS LINK.

If you have any questions regarding above, please feel free to use our existing forum Seafarer’s World, Telegram Chief Engineer’s Log Chat or Instagram and will try to answer to all your queries. You can use the feedback button as well!

If you like my posts, please don’t forget to press Like and Share. You can also Subscribe to this blog and you will be informed every time when a new article is published. Also you can buy me a coffee by donating to this website, so I will have the fuel I need to keep producing great content! Thank you!

How the autonomous ships will affect the future of seafarers and what they can do to mitigate the impact of such development?

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The feasibility of autonomous vessels in the maritime environment is a topic of ongoing discussion and evaluation and the widespread deployment of autonomous vessels across the oceans is a complex process that depends on several factors. While autonomous ships are already being tested and implemented in various pilot projects and short-distance operations, achieving large-scale deployment will require overcoming significant challenges. Here are some key factors that influence the timeline for the deployment of autonomous vessels:

    • Technological Advancements: Autonomous vessels must navigate complex maritime environments, including varying weather conditions, congested shipping lanes, and unpredictable obstacles such as floating debris. Advanced sensor systems, including radar, lidar, and cameras, combined with robust collision avoidance algorithms, are being developed to ensure safe navigation. However, the development and refinement of autonomous ship technologies are ongoing. Continued advancements in areas such as artificial intelligence, sensor systems, communication infrastructure, and cybersecurity are crucial for ensuring the safety, reliability, and efficiency of autonomous operations. As these technologies mature, the timeline for large-scale deployment becomes more attainable.

      Technology development. Source and credit: kassproject.org

    • Regulatory Framework: In emergency situations, the absence of human presence onboard autonomous vessels raises concerns about the effectiveness of emergency response and search and rescue operations. Developing protocols for remote assistance, coordination with rescue services, and the integration of emergency systems are essential to ensure the safety of autonomous ships and their crewless operations. Establishing comprehensive regulatory frameworks specific to autonomous ships is essential before large-scale deployment can occur. These frameworks will address safety standards, cybersecurity protocols, collision avoidance, communication requirements, and the interaction between autonomous and crewed vessels. Regulatory bodies, such as the International Maritime Organization (IMO), are actively working on guidelines and regulations to ensure safe and responsible implementation.
    • Public Acceptance: The maritime environment can present challenging weather conditions, including storms, rough seas, and extreme temperatures. Autonomous vessels need to be equipped with the capability to withstand and adapt to these conditions. Design considerations, such as hull strength, stability systems, and weather forecasting capabilities, play a crucial role in ensuring the safe operation of autonomous ships. Widespread acceptance and trust from the public, shipping companies, and maritime stakeholders are critical for the large-scale deployment of autonomous vessels. Demonstrating the safety, efficiency, and environmental benefits of autonomous ships through successful pilot projects and clear communication of their advantages will help build public confidence in this technology.
    • Infrastructure and Support Services: Ensuring redundancy and fail-safe mechanisms are critical for autonomous vessels operating in harsh maritime environments. Backup systems, redundant sensors, power supply redundancy, and robust communication networks are essential to maintain the vessel’s operation and respond effectively to emergencies or system failures. The necessary infrastructure and support services, including ports, communication networks, remote monitoring systems, and maintenance facilities, need to be in place to support the deployment of autonomous ships. Upgrading existing infrastructure and developing new infrastructure to cater to the specific needs of autonomous operations will take time and investment.

      Infrastructure development. Source and credit: Port Technology International

    • Collaboration and Industry Engagement: Collaboration between industry stakeholders, technology developers, shipbuilders, regulatory bodies, and research institutions is crucial for driving the large-scale deployment of autonomous vessels. The collective efforts of these parties will shape the future of autonomous shipping, including the development of standards, protocols, and best practices.

Considering these factors, it is difficult to provide an exact timeline for large-scale deployment of autonomous vessels. However, industry experts anticipate that it could take several more years to overcome technological, regulatory, and operational challenges and achieve widespread adoption. The pace of deployment will likely vary across different regions and sectors of the maritime industry, with short-distance operations and specialized applications being early adopters, followed by longer and more complex voyages. Also, the timeline for large-scale deployment will be influenced by the successful resolution of technical, regulatory, and societal challenges, as well as the collective efforts and collaboration of industry stakeholders to ensure safe, efficient, and sustainable autonomous operations.

The rise of autonomous ships undoubtedly brings significant implications for seafarers, raising concerns about the future of their employment and roles within the maritime industry. While it is likely that the adoption of autonomous ships will reduce the demand for traditional crewed vessels, seafarers can take proactive steps to mitigate the impact of this development. Here are some considerations:

    • Adaptation and Reskilling: Seafarers should be open to acquiring new skills and adapting to emerging technologies. Upskilling and reskilling programs can help seafarers transition into roles that complement autonomous systems, such as operating and maintaining the advanced technologies onboard autonomous ships. This could involve learning about robotics, data analysis, remote monitoring, or other fields that align with the evolving needs of the industry.
    • Embrace Technological Literacy: Seafarers can benefit from gaining a strong understanding of the technologies driving autonomous ships. This includes learning about artificial intelligence, sensor systems, data analytics, and other relevant technological domains. By becoming technologically literate, seafarers can position themselves as valuable assets who can bridge the gap between the human and autonomous aspects of future maritime operations.
    • Focus on Specialized Roles: While the number of traditional seafaring positions may decline with the introduction of autonomous ships, there will still be a need for specialized roles that require human expertise. Seafarers can consider focusing on areas that complement autonomous systems, such as vessel maintenance, cybersecurity, emergency response, or supervisory roles overseeing autonomous operations. Specializing in these domains can provide seafarers with unique career opportunities in the evolving maritime landscape.
    • Diversify Skill Sets: Seafarers can explore opportunities to diversify their skill sets beyond the traditional maritime roles. They can consider careers in related fields such as maritime logistics, port operations, marine consultancy, or even transitioning to shore-based positions in maritime technology companies. Diversifying skill sets can broaden employment prospects and offer alternative pathways within the maritime sector.
    • Collaborate and Advocate: Seafarers can collaborate with industry organizations, unions, and policymakers to ensure their voices are heard during the transition to autonomous ships. By actively participating in discussions and negotiations, seafarers can advocate for fair employment practices, retraining programs, and adequate support during the industry’s transformation. Building strong networks and staying informed about industry developments is crucial to effectively navigate these changes.
    • Emphasize Soft Skills: While technology plays an integral role in the maritime industry’s future, human skills remain valuable. Seafarers can focus on developing and highlighting their soft skills, such as leadership, communication, problem-solving, and adaptability. These skills are difficult to replicate with automation and can position seafarers for roles that require human interaction, decision-making, and collaboration.

In conclusion, seafarers can take proactive steps to mitigate the impact of autonomous ships on their future employment. By adapting their skill sets, embracing technology, focusing on specialized roles, diversifying their expertise, collaborating with stakeholders, and emphasizing soft skills, seafarers can position themselves for success in the evolving maritime industry. It is crucial for industry stakeholders to support seafarers’ transition and ensure a fair and inclusive approach to the integration of autonomous ships.

If you want to learn and get a Diploma in Marine Electronics, please follow THIS LINK on Alison platform. The course is free and all you need to do is just to subscribe to their platform using the link above. This will be of a great help to me as well, as I will earn small commission. You can consider this as a reward for my effort to provide guidance and advices with regard to complex, challenging and rewarding marine engineering. 

If you wish to learn about “Electronic Circuits in Maritime Communication Systems”, please follow THIS LINK.

If you have any questions regarding above, please feel free to use our existing forum Seafarer’s World, Telegram Chief Engineer’s Log Chat or Instagram and will try to answer to all your queries. You can use the feedback button as well!

If you like my posts, please don’t forget to press Like and Share. You can also Subscribe to this blog and you will be informed every time when a new article is published. Also you can buy me a coffee by donating to this website, so I will have the fuel I need to keep producing great content! Thank you!

What you need to know about the Engineer of Watch responsibilities

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I have received lately a lot of questions about the Engineer of Watch (EOW) responsibilities and have decided to write a guide about what they need to know and do once they are onboard vessel and all responsibilities have been handed over to them.

When deciding the composition of the engineering watch, the following, but not limited to, shall be taken into account:

      • the type of vessel and condition of the machinery
      • the adequate supervision, at all times, of machinery affecting the safe operation of the vessel
      • any special modes of operation dictated by conditions such as weather, ice, contaminated water, shallow water, emergency conditions, damage containment or pollution
      • the qualifications and experience of the engineering team
      • the safety, vessel, cargo, port and protection of the environment
      • follow the PMS and updating the system with required jobs
      • the observance of international, national and local regulations
      • maintaining the normal operation of the vessel.

Prior to taking over the engineering watch the relieving EOW shall familiarize themselves regarding following but not limited to:

      • standing orders and special instructions from the chief engineer
      • the nature of all work being performed on machinery and other systems
      • the level and condition of all tanks
      • the condition and level of fuel in the different tanks
      • any special Environmental requirements
      • condition and mode of various machinery and systems
      • which mode different machinery and equipment is operated in and which equipment is being operated manually.
      • any issues which can arise from bad weather, ice, contaminated water, shallow water, or any other adverse condition
      • any special modes of operation dictated by equipment failure or adverse vessel conditions
      • the reports of engine room ratings relating to their assigned duties
      • the condition of safety equipment
      • the state of completion of the different engine room log books.

Firstly, the EOW must understand that is the chief engineer’s representative and is primarily responsible, at all times, for the safe and efficient operation of all machinery and equipment under the responsibility of the engineering department. There is always a confusion, when most of junior engineers tend to wrongly believe that only Chief Engineer is responsible for the above mentioned. Once you have been appointed as EOW you become fully responsible, in charge of the watch and you are only relived if the chief engineer clearly states this.

The EOW shall not be assigned or undertake any duties which would interfere with their supervisory duties in respect of the main propulsion system and ancillary equipment. This doesn’t mean that you don’t suppose to do anything during your watch, but to ensure that you keep the main propulsion plant and auxiliary systems under constant supervision and ensure that adequate rounds of the machinery and steering gear spaces are made for observing and reporting equipment malfunctions or breakdowns, performing or directing routine adjustments, required upkeep and any other necessary tasks until properly relieved.

You shall ensure that environmental areas are complied with as per MARPOL, SECA, flag state, port state, or other local regulations, to be aware when discharge is allowed or not and any other applicable regulations for the current trading area and follow manufacturer’s suggestions when changing between different fuel types in SECA regions.

You shall cooperate with any engineer carrying out maintenance work or repairs. This shall include, but not necessarily be limited to:

      • isolating and bypassing machinery to be worked on
      • adjusting the remaining plant to function adequately and safely during the maintenance period
      • recording, in the engine room log or other suitable document, the equipment worked on and the personnel involved, which safety steps have been taken and by whom, testing of the equipment, when the equipment was repaired.

During your watch  you are responsible for inspections, operation, and testing of
all machinery and equipment. Complying with the PMS, following weekly routines, greasing routines, alarm tests and analyses. You will be involved in the planning of detailed repair maintenance involving repairs to electrical, mechanical, hydraulic, pneumatic or applicable electronic equipment.

You shall give all engine room crew appropriate instructions and information which will ensure the keeping of a safe engineering watch and direct any other engine room crew and inform them of potentially hazardous conditions which may adversely affect the machinery or jeopardize safety or the environment.

As EOW you shall follow risk assessments and work permits and have sufficient knowledge about all emergency duties and emergency equipment. You shall bear in mind that changes in speed, resulting from machinery malfunction, or any loss of steering, may affect safety. The bridge shall be immediately notified, in the event of fire and of any impending action in machinery spaces that may cause reduction in the vessel’s speed. This notification, where possible, shall be done before changes are made, in order to afford the bridge the maximum available time to take whatever action is possible to avoid a potential marine casualty and shall promptly execute bridge orders.

In the same time shall take the necessary precautions to contain the effects of damage resulting from equipment breakdown, fire, flooding, rupture, collision, stranding, or any other emergency and shall not hesitate to take immediate action for the safety of the vessel, its machinery, crew and the environment where circumstances require, despite the requirement to notify the chief engineer. You must ensure that any engine room ratings carrying out maintenance duties are available to assist in the manual operation of the machinery in the event of equipment failure.

As an EOW you shall notify the chief engineer without delay but not limited to:

      • when engine damage or malfunction occurs which may affect safety or the environment
      • when any malfunction occurs which may cause damage or breakdown of critical machinery
      • in any emergency situation or if there is any doubt as to what decisions or measures to take in accordance with the chief engineer’s standing orders or SMS.

You must ensure that the bridge is informed when the engine control will be operating under UMS and which EOW is responsible, ensure that the dead man alarm is used when working in the engine room operating under UMS and that SMS procedures and Chief Engineer’s Standing orders regarding UMS are followed.

In case of any machinery failure that will impede with the condition of engine room to go unmanned, the EOW shall ensure that established watchkeeping arrangements are maintained and is responsible, at all time, for the safe and efficient operation of the vessel and protection of the environment.

The last, but not the least important, the EOW shall not hand over the watch to the relieving EOW if there is reason to believe that the latter is obviously not capable of carrying out the watchkeeping duties effectively, in which case the chief engineer shall be immediately notified.

If you have any questions regarding above, please feel free to use our existing forum Seafarer’s World and will try to answer to all your queries. You can use the feedback button as well!

If you like my posts, please don’t forget to press Like and Share. You can also Subscribe to this blog and you will be informed every time when a new article is published. Also you can buy me a coffee by donating to this website, so I will have the fuel I need to keep producing great content! Thank you!

Source and Bibliography:

  • International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as amended in 2010 as per the Manila amendments (STCW-Convention).

What you need to know about lifeboat’s brake arrangement

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The lifeboat is constructed of fire-resistant polyester resins and fiberglass. The hull, inner hull, canopy, and roof are all individually moulded in one piece. The area between the hull and inner hull will be filled with synthetic foam for buoyancy, which will keep the lifeboat floating and upright even if it is holed below the waterline. When filled with its full complement of people and equipment, the lifeboat has ample stability in a seaway and sufficient freeboard, and in the event of capsizing, it can automatically acquire a position that will allow the occupants to escape.

There are different ways of launching a life boat from the vessel in case of an emergency:

      • Free fall
      • Using a davit

We are not going to explain the launching procedure of these life boats, as same can be found in the SOLAS manual or poste on the vessel life boat’s launching sites.

As most of the vessels are equipped with the latter version, in this post we will explain about break system of the launching davits as they are very important and need to be properly adjusted as the safety of the crew and boat is highly dependable on the breaking system.

Lifeboat davits have two distinct braking systems: a hand brake (static brake) and a centrifugal brake.

The hand brake arrangement consist of a weighted lever, a brake drum with break shoes and break lining.

Example of life boat winch and brake arrangement with handle for manual brake

Its only function is to control the speed of descent. Lifting the lever using a remote line from the lifeboat or the boat deck. The winch can then lower the lifeboat using gravity. Releasing the hand brake, on the other hand, will halt the lowering procedure.

The lifeboat can be stopped and held in place by the manuakl brake at any time between its fully housed position in the davit and when it is close to the water’s edge. By pulling up on the handle attached to the weighted brake, the holding brake can be withdrawn, allowing the lifeboat to move closer and closer to the sea.

A centrifugal brake is located on the winch. The brake controls the speed of descent for the lifeboat. The centrifugal brake has a brake lining on top of the breaking shoe and restraining springs. When the boat is lowered, the centrifugal effect pushes brake shoes outwards against the restraining springs. Thus, the centrifugal break restricts the lowering speed of the boat to not more than 36 m/min. The brake is enclosed, and provides reliable operation in all climate conditions. Normally, the winch is fitted with a one-way clutch, so in the event of power loss during hoisting, the brake will automatically activate and davit motion will stop.

Example of winch centrifugal break

Because winch operators frequently lack an understanding of how the centrifugal brake system functions, the holding brake is frequently used to control the rate at which the lifeboat is lowered into the water. This is extremely similar to driving a car while simultaneously pressing on the accelerator pedal and the brake pedal at the same time. When the braking system is abused in this manner, two things occur:

    • The retaining brake will experience very rapid deterioration.
    • The centrifugal brake will be damaged, and after some time, it won’t function the way it was intended to.

When lowering the lifeboat into the sea, it is imperative that the holding brake be entirely released so that it does not accidentally engage. When the weighted handle is raised and the holding brake is released, the centrifugal brake will engage automatically when the winch drum reaches a preset rotational speed in the downward direction. This will ensure that the boat is lowered in a controlled and smooth manner.

It is probably easy to understand that lowering the boat with the holding brake disc partially engaged will cause the brake lining to wear down due to excessive friction, but it may not be obvious how this practice negatively affects the centrifugal brake. So, if you lower the boat while the holding brake disc is partially engaged, the brake lining will wear down. The centrifugal brake never reaches the fixed rotational speed necessary for engagement when the motion of the lifeboat is controlled solely by the holding brake. As a result, the brake pads spin, but they do not make contact with the drum, which prevents the brake from functioning properly.

The brake is enclosed, and provides reliable operation in all climate conditions. When the centrifugal brakes are employed as they were intended to be, the shoes rotate outward and make contact with the drum.

The winch brakes of a launching appliance shall be of sufficient strength to withstand:

      • a static test with a proof load of not less than 1.5 times the maximum working load; and
      • a dynamic test with a proof load of not less than 1.1 times the maximum working load at maximum lowering speed.

However, apart from these above mentioned tests, the breaks should be annually inspected, serviced and surveyed .

Because the centrifugal brake is hidden from view, utilizing the braking system of your lifeboat davit in the correct manner may not come naturally to you, therefore training is necessary in order to accomplish this task safely.

If you have any questions regarding above, please feel free to use our existing forum Seafarer’s World and will try to answer to all your queries. You can use the feedback button as well!

If you like my posts, please don’t forget to press Like and Share. You can also Subscribe to this blog and you will be informed every time when a new article is published. Also you can buy me a coffee by donating to this website, so I will have the fuel I need to keep producing great content! Thank you!

Source and Bibliography:

  • YouTube video training credit – Marine Online; DG E LEARNING ADU ACADEMY; ShipTech Media; ZeQue Dayrit
  • Photo credit: chiefengineerlog.com

What you need to know about crankcase relief valves

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When the engine is operating under normal conditions, the atmosphere in the crankcase typically has a significant quantity of relatively large oil droplets, of around 150 – 200 microns, floating around in the existing warm environment. The chance of the droplets being ignited by a heat source is extremely rare due to the small surface area relative to the total volume of the droplets.

When a hotspot is generated due an overheating event, for example the failure of a bearing or a bearing’s lubrication failure, the temperature will generally exceed 300 ºC (as per laboratory tests oil mist is formed at a temperature of about 350 ºC). In this case the lubricating oil that spills onto the heated surface will turn to vapour, oil mists generated by being boiled off can produce particles between 3 to 10 microns. This mist is visible and is known as a blue smoke. Temperature and area of surface contact affect the rate of oil mist generation. At this stage, a temperature as low as 150°C could result in ignition. Ignition by a hotspot, which may be that which triggered the initial vaporization, is now a possibility. This results in the combustible gasses igniting, as the ignition temperature for this type of oil mist can be extremely low depending on the type of oil being atomized which in turn ignites the fine droplets that are present in the mist. For this reason, regulations require that the engine must be equipped with an oil mist detection system that will detect an oil mist before it can reach levels where it saturates the atmosphere to such an extent that there is a risk of fire. For more information about oil mist detector follow this link.

The blue smoke will continue to grow in size and density until the lower flammability limit is exceeded. The explosion that occurs as a direct consequence can range from being relatively mild, with explosion speeds of a few millimeters per second and little rise in heat and pressure, to being severe, with shock wave and detonation velocities of 2 to 3.3 kilometers per second and pressures of 30 atmospheres produced.

Example of typical blast pressure-time curve

It is clear that after the initial explosion, there is a drop in pressure; however, if the explosion is not dealt with in a safe manner and there is damage to the crankcase closure, it is possible that air could be drawn into the crankcase, thereby creating the environment for a secondary explosion that could be more violent. This can be seen by looking at how the pressure drops after the initial explosion. The availability of fuel and oxygen are the key elements that control the size of explosions of this type; however, it is possible that air will be pulled in due to the minor vacuum that is generated by the primary explosion. It’s possible that the passage of the shockwave may break the bigger oil droplets into smaller sizes that are more easily combustible, which will result in the creation of a supply of fuel.

Example of an engine after crankcase explosion

For this reason, all organizations involved set a set of rules in this regard. The most important is that crankcases are required to have lightweight spring-loaded valves or other quick-acting and self-closing devices installed so that pressure can be released from the crankcases in the event of an internal explosion while also preventing any subsequent inrush of air. The valves are required to have a design and construction that allows them to open rapidly and be fully open at a pressure that is not greater than 0.2 bar.

Structure of a crankcase relief valve

The number of relief valves varies with the engine size. For example, in engines having cylinders not exceeding 200 mm bore and having a crankcase gross volume not exceeding 0,6 m3, relief valves may be omitted. In engines having cylinders exceeding 200 mm but not exceeding 250 mm bore, at least two relief valves are to be fitted; each valve is to be located at or near the ends of the crankcase. Where the engine has more than eight crank throws an additional valve is to be fitted near the centre of the engine. In engines having cylinders exceeding 250 mm but not exceeding 300 mm bore, at least one relief valve is to be fitted in way of each alternate crank throw with a minimum of two valve. In engines having cylinders exceeding 300 mm bore at least one valve is to be fitted in way of each main crank throw.

Example of main engine crankcase relief valves arrangement

The combined free area of the crankcase relief valves fitted on an engine is to be not less than 115 cm2/m3 based on the volume of the crankcase. The free area of the relief valve is the minimum flow area at any section through the valve when the valve is fully open.

As part of their maintenance, during running of the engine, check if there are any leaks. If a leak occurs, replace the O-ring inside the relief valve. If work involving risks of mechanical damage to the flame arrester has taken place, a visual inspection of the flame arrester should always be performed before starting the engine.

Check on the whole circumference that all the plates in the flame arrester are evenly distributed and that no local openings exist.
If one or more plates in the flame arrester are damaged, the relief valve must be disassembled and the flame arrester replaced. The complete flame arrester has to be replaced after a crankcase explosion.

The video below is self explanatory  regarding onboard relief valve maintenance.

These relief valves can’t be tested and calibrated onboard due lack of means and testing equipment. The calibration is done in the manufacturing facility and test of these valves require specialized equipment as can be seen in below training video.

If you have any questions regarding above, please feel free to use our existing forum Seafarer’s World and will try to answer to all your queries. You can use the feedback button as well!

If you like my posts, please don’t forget to press Like and Share. You can also Subscribe to this blog and you will be informed every time when a new article is published. Also you can buy me a coffee by donating to this website, so I will have the fuel I need to keep producing great content! Thank you!

Source and Bibliography:

  • YouTube video training credit – Anold Kim; Informative clips; Schaller Automation
  • DNV and Lloyd Register rules and regulations
  • Photo credit: researchgate.net and chiefengineerlog.com

What you need to know in case of engine room flooding

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A defect in the hull structure, which could have been caused by grounding, berthing, or collision damage, or, more likely, a defect in the sea water pipeline system, could have led to flooding in the engine room. Both of these scenarios are possible.

There are some measures that can be taken in order to prevent or alleviate the flooding and I will mention them below. Please be aware that, although those measures are generally applicable, some of them can be vessel specific, therefore I would strongly advise to check the specific requirements for your vessel.

    • Perform routine maintenance on the outside of pipelines, including tightening slack supports and replacing broken U bolts on pipe brackets, in order to minimize fretting in the path of support structures.
    • Make sure that each of the ship’s side valves is used on a regular basis so that they can be easily operated whenever it is necessary. Valves that are normally open, such as the fire pump suction valves, should be closed and reopened on a regular basis to prevent a buildup of marine growth.
    • Before opening any sea water filters for cleaning, make certain that the isolating valves are in their fully closed position by opening the vent in the cover of the filter. In any event, the cover joint needs to be broken open before any of the cover bolts can be removed.
    • Care must always be taken when removing covers or opening any part of the sea water pipe system because valves that are indicated as being closed may not be fully closed. This applies to opening coolers and pipelines anywhere in the system.
    • Caution is always required when opening any part of the sea water pipe system. Before removing the covers from any gate valves or through cocks that are used for draining and venting, you should rodding them to ensure that they are clear.
    • If the source of the rapid ingress cannot be identified, close all remotely operated sea and ship side valves. This applies to both the ship and the sea. The completion of this action presupposes that the levels are now higher than the floor plates.
    • Personnel should be familiar with the location of the bilge suctions and the pumps that may be utilized for bilge pumping duties. On some vessels, ship side valves can be closed from the remote stand if necessary. In addition to this, they should be familiar with the location of the main sea suction and the overboard valves, and they should be aware of which main sea suction is currently being utilized.
    • The emergency bilge suction valve needs to be used on a consistent basis in order to function properly.

  • Example of engine room emergency suction test

    • After use, pipe cocks and caps with a double bottom sounding should be fastened securely.

In the engine room there are few pumps available for bilge pumping duties and I will mention few of them, but as I specified above every ship has its own particularities and you will need to be aware of them.

Example of engine room bilge pump

The engine room bilge pump is able to take suction from the engine room bilge main, but it is unable to discharge water overboard. Instead, water can only be discharged, usually to the following locations:

    • The oily bilge tank
    • The clean bilge tank.
    • Cargo bilge holding tank (if available)
    • Shore connections, which can be found on the upper deck, to either port or starboard side.

Suction can be drawn from the bilge main in the engine room by both the fire pump and the general service pump. Suction can also be drawn from a direct engine room bilge suction, which is usually situated at the forward end of the engine room. This suction can be drawn by one of the fire and general service pump.

Fire and GS pump arrangement

Both the fire pumps and the general service pumps have the capability of discharging water straight overboard.

The cargo bilge pump (if available) takes suction from the bilge main located in the engine room. The water that is collected by the cargo bilge pumps can be discharged directly overboard.

Individual feed pump for the Oily Water Separator, if available, takes suction from clean bilge tank and the oily water separator is responsible for discharging the water directly overboard.

On some vessels one of the pump for the central seawater cooling system gets the suction it needs from its very own emergency bilge suction, which is controlled by an extended spindle that is positioned above the floor plate level.

Example of emergency suction arrangement

On some other vessels, the emergency bilge suction is installed on the suction side of one of the ballast pumps. The reason of choosing these pumps (sea water cooling, ballast pumps) is mainly because of their high flow capacity and direct connection overboard.

Checking and cleaning the bilge suction strainers ought to be done whenever the opportunity presents itself. The likelihood of a strainer getting clogged and difficult to clear as a result of subsequent floods will be decreased if the strainer is checked and cleaned on a regular basis.

It is essential to get any bilge well that has an alarm on it down to the empty level as quickly as possible in order to provide as much advanced notice as possible in the event that flooding takes place.

Because the allocated water pump can be utilized to pump the bilges directly overboard, its use is restricted to only when an emergency situation arises. There is no 15ppm monitor installed in the discharge pipe because the sole purpose of this pump is to assist in emergency bilge pumping operations. Either flooding will be visually detected or it will be picked up by the engine room bilge well alarm system within a short period of time. Because of this, it is imperative that the duty engineer visually inspect any abnormality with the bilge alarm system, such as an unexpected or recurring alarm or an alarm that fails to clear.

In case of emergency, once the duty engineer has established that there is a flooding situation, he/she should proceed immediately to the nearest telephone and inform the bridge of the situation. The duty officer on the bridge should raise the alarm, as this will summon assistance. It should be noted that the duty engineer could also call the ship’s control centre if they suspect the wheelhouse to be unmanned (during port stay), or activate the general alarm if no reply is received.

The bilge suction valve is a manually operated valve so it must be opened by the duty engineer before the pump is started. The pump can be started also from local position and overboard valves can be opened from local solenoid panel or manually if here is no remote control on it. All of the other remotely operated sea or ballast system valves should be closed.

It is important to remember that when the pump has picked up suction on the bilges and the flood level is under control, the pump is not allowed to lose suction. The sea water suction should be utilised to control the rate at which flood water is removed until such times as the source of the flooding can be identified and eliminated.

Also, it is important to note that in case of emergency where the safety of the ship or personnel is involved the bilges can be pumped directly overboard, otherwise it must be ensured that no local or international anti-pollution regulations will be contravened. Pumping machinery spaces bilges overboard must be conducted using an oil content monitor EXCEPT in an emergency.

If you have any questions regarding above, please feel free to use our existing forum Seafarer’s World and will try to answer to all your queries. You can use the feedback button as well!

If you like my posts, please don’t forget to press Like and Share. You can also Subscribe to this blog and you will be informed every time when a new article is published. Also you can buy me a coffee by donating to this website, so I will have the fuel I need to keep producing great content! Thank you!

What you need to know about Emergency Steering Gear

Aside

As discusses on one of my previous posts, there are different types of steering gear systems installed onboard vessels, from 4-ram type to rotary vane type. If you want to learn more about them please follow this link.

In accordance with IMO regulations the pumps, hydraulic power circuits and can and must operate as isolated systems, to allow for operation of the steering gear in the event of a vane or cylinder failure. The system can be so arranged that any one of the pumps can operate the system under failure of a cylinder or a vane.
This reduces the capacity of the steering gear by 50% and so the speed at which the rudder can turn is also reduced. Under such conditions the speed of the ship must be reduced in order to maintain maneuverability.

Moreover, in accordance with same regulations, the hydraulic pumps used in the steering gear are supplied with power from two independent sources. In the event of power failure from the main switchboard, one pump can be supplied from the emergency switchboard.

The control system operates automatically in the event of a hydraulic system failure and will operate the valves to isolate that part of the system which has failed, thus allowing one vane or one pump, depending of the steering gear type, to remain operational.

Example of steering gear alarm panel

Usually, in the event of electrical failure the following alarms are activated:

      • Overload alarm
      • Phase alarm
      • Steering control alarm

Failure of a running pump will produce auto start of the power unit selected for standby operation, that is why the second pump must be always on Stand-by mode while is not in operation.

In the event of oil leakage, the control system senses in which part of the system the leakage has occurred and will isolate that section of the hydraulic system, stopping the pump linked to that section if it is running and an alarms will trigger to warn the engineers that a failure has occurred. Under such circumstances only half of the steering gear capacity is available. Normally, the system is designed on the basis of “single failure”, but if all of the oil alarms are activated one power unit will still be running.

For example, in case of 4-ram type system, the auto-isolation system operates as follow to enable each pump unit to serve its intended purpose:

When one or the other pump are in service

      • When leakage of working oil occurs due to oil-hydraulic piping failure, No.1 (No.2) oil tank level goes down and consequently the tank low level switch is actuated.
        The signal from the low level switch causes No.1 (No.2) isolation valve to automatically shut and No.1 (No.2) pump to stop running.
        At the same time, it causes No.2 (No.1) pump to start running, and also No.2 (No.1) isolation valve to shut.
        Simultaneously, the oil low level switch for visible and audible alarms is actuated, and an alarm sounds in the bridge and engine control room to announce the emergency.
      • With the steering operation continued in this state, if it is in No.1 (No.2) system that the oil-hydraulic piping failure has taken place, the oil level in No.1 (No.2) tank goes down to the point where the tank low-low level switch is actuated.
        The low-low level switch signal causes No.1 (No.2) isolation valve to open automatically and No.1 (No.2) pump to stop running. Consequently, the failed No.1 (No.2) system is isolated and No.2 (No.1) system is in operation to maintain 50% steering capability.
      • If it is No.2 (No.1) system that the oil-hydraulic piping failure has taken place, once the oil-hydraulic circuit has been separated by a signal from the No.1 oil tank low level switch, the oil level in the No.2 (No.1) oil tank goes down and consequently the No.2 (No.1) oil tank low level switch is actuated.

When both pumps are in use

      • When leakage of working oil occurs due to oil-hydraulic piping failure, No.1 (No.2) oil tank level goes down and consequently the tank low level switch is actuated.
        The signal from the low level switch causes the No.1 and No.2 isolation valves to automatically shut.
        At the same time, it causes No.1 (No.2) pump to stop.
        At the same time, No.1 (No.2) isolation valve is opened and the No.2 (No.1) system is in operation to maintain 50% steering capability.
      • With the steering operation continued in this state, if it is in No.1 (No.2) system that the oil-hydraulic piping failure has taken place, the oil level in No.1 (No.2) oil tank goes down to the point where the tank low level switch is actuated.
        The No.1 (No.2) oil tank low level switch causes No.1 (No.2) isolation valve to open automatically and No.1 (No.2) pump to stop running.
        Consequently, the failed No.1 (No.2) system is isolated and No.2 (No.1) system is in operation to maintain 50% steering capability.
      • If it is in No.2 (No.1) system that the oil-hydraulic piping failure has taken place, the oil level in No.2 (No.1) oil tank goes down further to the point where the tank low-low level switch is actuated.
        The low-low level switch signal causes No.2 (No.1) isolation valve to open automatically and No.2 (No.1) pump to stop running.
        Consequently, the failed No.2 (No.1) system is isolated and then No.1 system with a combination of No.1 pump and No.1 and No.2 cylinders goes into operation to maintain 50% steering capability.

It is important to note that when the hydraulic oil piping failure causes the ‘Low’ level switch to be actuated, the isolation valve goes into operation to separate the oil hydraulic circuit into No.1 system and No.2 system, thereby reducing the steering capability to 50%. Therefore, upon sounding of the ‘Low’ level alarm, either promptly reduce the ship speed to a halt or, if the ship continues going full ahead, limit the steering angle to within 15°.

The method of control used for emergency steering depends upon the system or part of system which has failed. If it is only the bridge main steering unit that has failed the steering gear can be controlled from the steering gear room using the NFU-Tiller unit. This provides control of the steering gear, but there will be no backup or automatic change over of the pumps in the event of failure. For operation of the steering gear from the steering gear room the Location switch must be turned from the BRIDGE position to the STEERING GEAR local position.
When normal steering is resumed the switch must be returned to the BRIDGE position.

Example of bridge steering gear control panel

When using the NFU-Tiller control (if available) only one pump must be operated, as it is not possible to control two pumps simultaneously. The operator turns the tiller wheel or handle in order to turn the rudder according to instructions telephoned from the wheelhouse. The operator must watch the rudder angle on the steering indicator and take care not to over-steer.

An alternative to using the NFU-Tiller control is manual operation of the pump directional pilot valves, which are controlled by means of the directional push rods at the ends of the valves or the pushrod at the control pumps.

Example of steering gear system with operational handle (red with yellow tag) for emergency operation

On some steering gear systems the operating pushrod must be pressed at the same time as the direction pushrod and both must be held in the “in” position whilst the rudder is turning. Both must be released together when turning of the rudder is to stop.

Pressing the directional pushrod and operating pushrod causes the directional pilot valve to send pressurized oil to the steering gear actuator, so that the rudder turns; pressing the push rod at the other end of the directional valve changes the direction of oil flow and the direction of rudder rotation. Release of the push rods at any point stops the oil flow and the rudder stops rotating.
When operating under emergency steering only one of the two or three pumps, depending of the steering gear system, may be operated and the associated directional pilot valve  is used to control the steering gear movement.

Instructions must be transmitted to the steering gear compartment from the bridge by telephone. It is essential that effective communication is maintained between the bridge and steering compartment at all times when operating under emergency steering. All personnel involved must be made fully aware of the need for communication in both directions between the bridge and steering gear compartment.

Example of steering gear emergency operating instruction

The procedures for emergency steering are as follows and should be read in conjunction with the illustration as exemplified above:

    • Proceed to the steering gear room and establish communications with the bridge either by radio or sound-powered telephone.
    • On the bridge, turn the non-follow-up switch unit on the
      maneuvering console to OFF.
    • In the steering gear room, turn the MANU-AUTO switch on No.1 and No.2 steering gear starter cabinets to MANUAL.
    • In the steering gear room, turn the POWER switch, for the auto-pilot to OFF position.
    • Go to either No.1 or No.2 emergency steering position.
    • Operate the emergency steering lever in accordance with instructions from the bridge. Direction arrows for PORT and STBD are usually located at the emergency steering position.
    • Observe the rudder angle on the rudder angle indicator. The figures on the rudder angle indicator are colour-coded for port (red) and starboard (green).

On some systems, in the event of serious damage the rudder can be locked by means of a device fitted below the steering gear actuator. The device is hydraulically actuated
by means of a separate pump unit, which is located in the steering gear compartment. The locking device exerts a torque of 20% of the steering gear torque. The main steering gear pumps cannot be operated when the locking device is activated and the locking device must be deactivated before the steering gear pumps can be started.

In conclusion, it is important to remember that when operating under emergency condition with only one pump in use the steering operation is limited.
For example, the rudder will move from 35° on one side to 30° on the other side in 46 seconds, which is slower than with two pumps operating, when a similar rudder movement is made in 23 seconds.
It must be notices that with slower operation of the rudder the steering of the ship is less effective than when operating with two pumps. The navigating officer must be aware that the vessel will not be as responsive to commands as when two pumps are operating.
When operating with one half of the steering gear, steering capability is maintained at a reduced ship operating speed of two thirds maximum, with 50% of the rudder torque available.

If you have any questions regarding above, please feel free to use our existing forum Seafarer’s World and will try to answer to all your queries.

If you like my posts, please don’t forget to press Like and Share. You can also Subscribe to this blog and you will be informed every time when a new article is published. Also you can buy me a coffee by donating to this website, so I will have the fuel I need to keep producing great content! Thank you!

How to recover from a blackout

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A blackout is an unexpected loss of electricity and it is a very rare and unusual thing to happen, especially if you are in the engine room and have never experience it before. It gets very dark and quiet all of a sudden, though some diesel engines may still be running as the fuel will be supplied by gravity to these engines.

Vessel automation is installed to protect us from these kinds of unexpected things, therefore Power Management Systems (PMS), preferential tripping of non-essential machinery, and sequential start systems help us get going again automatically. This, however, has a side effect as engineers are getting so used and complacent  to “the system” taking care of us that they no longer know how to recover after a blackout.

Example of Power Management System

When a blackout happens, you should stay calm as usually the emergency generator should start within 45 seconds and give you back the essential minimum services you need in order to recover.

Example of emergency generator

The alarm and monitoring system are normally continuously working as they are supplied, for safety reasons, from vessel batteries (you can read more about these if you follow this link).

Example of alarm and monitoring system

As soon as you can, you need to inform the Officer of the Watch on the bridge about what is going on and try to be as accurate as possible. Take the main engine control into ECR and move the control lever back to the stop position so that you can re-start the engine later in an orderly way.
If the engineer’s alarm hasn’t gone off yet, turn it on now and call the Chief Engineer.

Most of the time, the main engine will have stopped because the electrically driven lubricating oil, fresh water, and sea water pumps have stopped working. If the auxiliary boiler was running, close the main steam stop valve to preserve the steam pressure. and once engineers have reached the engine room and you have enough manpower available it might be a good idea to stop using steam for non-essential services (like accommodation heating, fuel tanks heating, etc), as this will make it easier to get steam pressure quickly back to the fuel oil heaters, which are needed to power back and move the vessel.
It is a good idea to record these things (usually on the whiteboard inside ECR) so that everything can be put back to normal later.

Meanwhile you should try to figure out why the power went out, and the data logger might give us some clues about the events that lead to the blackout.

Example of a data logger

Once the cause of blackout has been found it needs to be fixed, if possible, or isolate the faulty equipment that might be causing it.

During a blackout there is a lot to do and everything should be done in an organized fashion, therefore a recovery procedure should be in place, which can guide you through the whole situation, with specific task delegated to engine crew members.

On most ships, but not all, we can’t run the main generator and the emergency generator at the same time. We can usually get them to work together, but there are usually two circuit breakers (bus tie breaker and emergency generator breaker) that are set up so that only one can be turned off at a time.

Example of bus tie breaker

Example of emergency generator breaker

 

 

 

 

 

 

 

This means that we can use either the main switchboard or the emergency generator to power the emergency switchboard. There is no way that we can’t use the emergency generator to power the main switchboard. So now in case of a black out and automatic start of emergency generator, the emergency switchboard will usually be powered by the emergency generator and the main switchboard will be powered by the main generator with no link between the two.

At some point, after everything is more or less restored, we’ll have to link the main and emergency switchboards back together, which means putting power back into the emergency switchboard from the main switchboard. Normally this operation happens automatically as the tie breaker will close once there is power from the main generator and the emergency generator breaker will open and it will automatically stop.

If this system works then it is great, but if don’t then everything should be manually restored. During manual operation you should keep in mind that anything fed from the emergency switchboard will lose power for a short time and it is important to know what this affects, because it could cause another blackout (for instance, if it is supplying power to the main generator fuel pump). During this change over, essential navigation equipment is usually kept running with the help of individual Uninterruptible Power Supplies (UPS) (you can read more about these if you follow this link).

Restoring the manually the power should not be a problem for an engineer, since we do this operation as a routine weekly exercise when we test the emergency generator on load.

It is important to note that after connecting the main switchboard to the emergency switchboard again you need to turn off the emergency generator. There have been many times when the emergency generator was left running after the power has been recovered. Also, make sure that all of the controls are back to “Auto” and ready to go for the next time.

Now that we have enough power, reset the breakers and turn on all the other machines and systems that need to be on and breakers in the preferential tripping sequence are among these (non-essential machinery). On container vessels which carry large amount of reefer containers and where the energy demand is very high, you need to ensure that reefer breakers are started in an appropriate manner, one by one, in order to avoid main generator overload which can cause another power loss.

Modern power management systems make it less likely for power to go out for no reason, but engineers must be familiar with the specific procedures, where to find the instructions and procedures, and ready to act in case of automation failure.

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