UMS OPERATIONS ON
CHEMICAL TANKERS - CAPT AJIT VADAKAYIL
AUTOMATION AT SEA IS
NOT SAFE, IF PROPER PROCEDURES ARE NOT FOLLOWED. THESE PROCEDURES MUST BE IN
WRITING.
UMS operations are
prohibited on chemical tankers , without the prior authorisation of the Master.
There must be close
liason between bridge and ECR when a change over takes place. The bridge
watchkeeper must be informed on start and finish of UMS operations and he must
record the relevant times in the Deck Log Book.
E/R doors must not be
locked.
If a fire alarm gets
activated during UMS period, all personnel must report to their fire station.
Entry to engine room can be decided only by chief engineer after consultation
with master.
Prior to commencing UMS
operations the correct functioning of the Duty Engineer call out system must be
verified. The Chief Engineer and Duty Engineer cabin alarm and the bridge alarm
must be functioning correctly prior to commencing UMS operations.
Upon commencement of
UMS operations an announcement is to be made on the public address system
informing all ship's personnel that the engine room is unmanned and that entry
is forbidden without the permission of or under instruction from the Chief
Engineer, Second Engineer, Master or Duty Engineer.
Should this not be
possible other means must be adopted to ensure that all ship's personnel are
aware that the engine room is operating in an unmanned condition. Suitable
notices must be prominently displayed in way of the doors indicating that the
engine room is unmanned and that unauthorised entry is forbidden
If an activated
machinery alarm is not acknowledged by the duty engineer, the engineers call
alarm in the accommodation will be triggered after a reasonable set time delay.
The activation of such a call alarm must
be verified and logged in the UMS log book.
The engine room must be
visited by duty engineer for an inspection round during the UMS period. This
should normally occur between 2200 to 2400 hrs.
Max UMS period between
2 rounds is 8 hours.
Meal break maximum 60
minutes.
Duty engineer must
change machinery operation to manned condition before entry of crew.
Duty engineer cannot
enter the UMS engine room without alerting the bridge watchkeeper. This alert
and the subsequent ( every 15 minute) alert should be recorded in the bridge
log book. A radio linked personnel accident alarm may be used in lieu of this
15 minute alert.
All alarms during the
UMS period must be recorded in the UMS log book which should be sighted by
chief engineer daily.
Necessary written
safety precautions should be clearly displayed at all entrances to unmanned
machinery spaces. Warning should also be given that machinery is likely to
start automatically like compressor.
All UMS machinery
spaces should always be adequately illuminated.
When machinery is on
bridge control, the bridge must be advised when a change in machinery setting
is contemplated by the engine room staff, and before changing machinery to
engine room control. Same will be logged.
Ships must not be
operated in UMS mode without an appropriate valid endorsement on the ship's
Certificate of Class.
Sensors and Alarms must
be under a PLANNED MAINTENENCE SCHEME.
This means sensors must be calibrated and alarms tested.
UMS is prohibited if---
--The fire/smoke
detection system is inoperative
--The ship is
manoevering is congested waters
--Tank cleaning
operations are in progress
--When the ship is
carrying heated cargo and is not equipped with a chemical detection alarm in the heating coil return which will
activate the UMS alarm.
--Speed adjustments may
be made to combat weather
--Critical alarms are
inoperative. Example—high level alarms, jockey pump failure alarm etc
--Bridge control system
or emergency stop system is inoperative
--Remote starting of
electric fire pump is inoperative
--Bridge , chief
engineer cabin, duty engineer cabin UMS alarms ( visual/ audible ) are
inoperative. The activation of the engineer’s alarm on non-acceptance of a UMS
alarm is not available
--During cargo and
ballast transfer operations.
--Nitrogen generator is
in operation.
--Critical alarms are
inoperative. These are considered to be alarms or trips that affect equipment
essential to the safe navigation and operation of the ship and machinery plant.
This includes the link between the machinery alarm system and the engineers call
out alarm. It also includes items that could have an environmental effect such
as fuel oil and bilge water tank high level alarms etc.
--Any item of equipment
is inoperative that is essential to the safe navigation of the ship, safe
operation of the machinery/ship or is a requirement of class for UMS operation.
--Any control system
that affects equipment essential to the safe navigation and operation of the
ship and machinery plant is inoperative
--Should a UMS alarm
remain unaccepted longer than the time at which the engineer's alarm should
have been activated, the bridge watchkeeper must call the Chief Engineer and
inform him of the situation.
THE ENGINE ROOM IS TO
BE MANNED DURING THE FOLLOWING HOURS:
0800 HRS TO 2000 HRS.
1. Period of duty to commence at 1230 hrs
until 1230 hrs next day
2. Engine log book to be completed at 0800
hrs, 1200 hrs, 1600 hrs, 2000 hrs and 2400 hrs
3.There shall be 5 machinery inspection
rounds for UMS operation even on holidays
FIRST ROUND AT 1220~1230 HRS
,PRIOR TO TAKE OVER THE WATCH
SECOND ROUND AT 1500~1600 HRS,
FILL UP THE LOG BOOK
THIRD ROUND AT 1900~2000 HRS PRIOR
UNMANNING E/R, FILL UP THE LOG
FOURTH ROUND AT 2300~2400 HRS
,FILL UP THE LOG BOOK
FIFTH ROUND AT 0800~0900 HRS, FILL
UP THE LOG BOOK
Practical checks D/E rounds :
1 Funnel ( smoke / Spark )
2 Reefer rooms temp
3 Prov Comp Suc/ Del Pr, Oil Pr. Oil
Level-C/Case, Condenser Level
4 A.C-Air Outlet temp, Comp. Suc& Disc.lines, Oil Level-Comp Suc
/Del Pr,
Oil Pr., Liq.flow in Cond, Amps,C.W PR.&TEMP,Leakage, Gas
bottles lashed
5 LT & HT F.W Exp.Tk-Colour
& Level
6 Check 3.5bar Steam Serv.P-3.5bar max ,
Check 7bar Steam Serv. Pr.-7bar max
7 Hot Water Circ.P/P Suc/Disch Tray For
Collection Of Water
8 Boiler Mountings For Leaks & Proper
V/Vs Open/Shut
9 Boiler Smoke Gas Side door leaks
10 Emer.Fire P/p-No Leaks/bilge well
11 Check Fire Fight.Equipment
12 Oil Drums-Lashed
13 Steering Gear-Linkage No leaks near
rudder stock Motor Amps,Oil Level-Tanks
14 Incinerator P/P Tray Clean.Power OFF
15 Incinerator Mix Tk Temp/Level
16 ChemicalDrumsLashed,Area Clean
17 Boiler-WaterLevelController,Pr ExcessSteamPr.-7.5
18 All LO & FO Tks Trays Clean,All
LO FO Tks Drain V/Vs Shut
19 Emergency Exit Shut
20
Gen.Priming LO/Auto
21
Cyl.Oil.Measuring Tk.Topped Up Tray Clean
22
LT Cooler SW-In/Out,FW-In/Out,Leak
23
HT Cooler LT-In/Out,HT-In/Out,Leak
24 Main Air Comp-C/Case Oil Level LOTank
Level,HPLP&OIL Pr Temp/Pr.-InterCooler
25 Air Bottles Drain,BottlesPress No
Leaks,Serv.Air Pr.-7kg
26 Air Dryer Evap.Temp-2,Cont.Air InletFilter.Cont.Air
Pr.-6.7kg
27 FO Back Flush Filter/Control Panel
28 Gen.J.W.Temp.Controller-70 degr.C
29 M.E. J.W. Temp.Controller-80 degr.C
30 Emer.AirComp,C/CaseOilLevel Comp.ReadyToStart
31 Hydrophore Tk.Sight Glass Level,F.W.P/POnAuto,Suc/Dis
32 SewageTreatmentPlant-DischP/P auto,Comp.AirOn,
Drain Cock Shut
33 Cascade Tk Temp-70-80 degr.C Tk
Level,Water Colour,Oil detect.-On
34
All Spares in store room properly placed&loose objects lashed
35
Feed P/Ps Suc/Disch. Pr.,Gland Leakage,Motor
36
D.O Tk Settl.&Serv. Level
37 GO Tk Settl.&Serv. Level
38 Overhead Crane Power -Off
39
ME LO Circul.P/p Suc/Disc,Leaks
40 Gen-Sump,Gen.Preheating Gov.Oil-Level,JCW
outlet,Exh.Gas Inlet toT/C,
All Parameters,F.W Leakages,ST.BY Gen Switch RemoteSide,FuelLever-Run
Position
41 LT CW P/Ps Suc/Disch,Leaks
42 HT CW P/Ps Suc/Disch,Leaks
43 AE FO Booster P/P-Suc/Disch
44 ME FO Booster P/P-Suc/Disch
45 F.W.G.Dosing Tk. Level,Check Parameters
As Per Log Book Check P/P Leakes,
Flow Of& Tray Cleaned
46 ME LO Autom. Filter In Serv
47 G.E. F.O 2nd Filter Diff.Press<1 nbsp="nbsp" o:p="o:p"> 1>
48
D.O Filter-Check For Leaks
49 L.O Cooler LT In/Out,LO In/Out
50 Temp.ControllerFor L.O CLR-41 degr.C
51 AE DO Supply P/p-Suc/Disc-Auto Start
52 F.O Feed P/P-Suc/Disch
53 Purifier Htr.Temp. Controller-95 Degr.C
54 Separator Room - No leaks
55 M/E Tray Clean
56 ME Safety filter Pr.drop Indicator
Green
57 F.O. Visc. Recorders Switch-On
58 Blower Panel -Auto
59 F.O. Common Line Pr.-7.5 Visc.
Ctrllr.-12 cst F.O Outle Temp Inlet To
M.E t
60
F.O. Settl./Serv. Tray Clean Temp of Tank ,Drain Water Drain v/v Shut ,
Level in Tk
61 LO/FO Purifiers - C/Case Oil Level Back
Pr. Suction Pr. Amps Leak From Gear P/P ,
Leak From in/out Connection
62 W/Shop-Welding Transformer Off. All
loose objects lashed Oxy/Acetylene V/V Shut ,
Tools In Proper Place
Lathe,Grinding Drilling-Off, W/Shop Clean, No Drilling-Off,
W/Shop Clean, No
63 M.E.
Spare Gear -Lashed
64 M.E. Parameter as per Log Book,no
Leakages,no Rags On Cylinder Head ,Free Movt.
Of Racks ,No Leaks From Fuel P/p
,C/Case Door,Camcase Door,Pr. Switch,
Pneumatic V/V J.C.W,Exhaust, Piston Clng
Temp C/Case Oil Mist Detector ,
Scavenge
Drains Open Local Temp-Scav. Air ,PistCool, L.O T/C Outlet, PistCool.Outlet
65 No S.W. Leakage From Ovbd v/v
66 Shaft Grounding 5-50 mV
67 All E/R Bilges-Lowest Level.No Leaks
68 Flywheel Bilges free from oil
69 S/T LO Gravity Tk Level
70 S/T Fwd&AFT Seal Tk
(Level,temp, Any Leakages From Stern Tube
71
Sounding Pipes Caps-Closed
72 M.E. Air Clr Pr. Drop Temp ,LT CW In/Out,
Water Flow Through Sight Glass (condensate drain)
73 M.G.P.S .Volt-1.2
74 SW P/ps,Pr., Motor, Gland Leakage
75
FO Transfer P/P Tray Oil Free
76
DO Transfer P/P Tray Oil Free
77 Air Bottle For Quick Closing V/V Pr.-6.8
78 All Drain Tks have enough space
79 AuxBoil Feed P/p-Suc/Disc-Standby P/p
80 EGB Circul.P/p-Suc/Disc-Standby P/p
81 FRAMO Tk Level, Feed P/p Pr
82 Cathodic Protect Power On,Auto Mode
83 Chair in ECR is Lashed
84 OWS Is Off, Overboard V/v Closed
85 Control Room : P/Ps On St.By AE
& EG On St.By ,Control To Wheel House,
P/p Amps, Main Engine Parameters
In Engine Room, A.E-K.W
&Amps
86 Fire Control Station-CO2 Start. Box
Shut Main Fire P/Ps Switches In Remote
Start Pos
87 Fire Line V/Vs Open
88 Inform wheel House- nobody is in Engine
Room
Any arc welding in the vicinity must have return current cable -- or you corrupt all the PLCs
and Microprocessors.
and Microprocessors.
CAPT AJIT VADAKAYIL
..
hello sir,
ReplyDeletei regularly read your blogs especially which are related to chem tkrs. I am basically an oil tanker mate and interested to go on a chem tkr. I would like to read and know from you what are the health hazards if one sails continously on chemical tankers....especially the parcel tankers......and if there are such hazards, how do you manage and keep yourself fit sailing for so many years on chemical tankers.
hi sanket,
ReplyDeleteyou will find various posts on hazars of chemicals in my blogsite.
being fit is all in the mind.
if you know your job and have a clear conscience, you will be young always. in short you are happy.
at the age of 56 i do not have a line on my face. seamen on my ships who are 56, look older than my grandfather.
the future is in chemical tankers-- not oil tankers.
capt ajit vadakayil
..
Hello Dear Capt.Vadakayil
ReplyDeleteIm a officer on chemical tanker and i would be chief officer nowadays. i began to read your blogs related with chemical tanker and i found to many beneficial knowled about chemical tanker. Thank you for your all documents in your blogsite. i pleased if it is possible to send me some documents to me via e-mail or something which necessary for chief officer.
IN THE SEVENTIES ITSELF WE HAS AUTOMATED SHIPS WHOSE ENGINE ROOM WAS LOCKED AT NIGHT
ReplyDeleteTHERE WERE NO PROPER PROCEDURES
AS A CAPTAIN I SET PROCEDURES-- WHERE CAPTAIN HAD THE POWER OF VETO
http://ajitvadakayil.blogspot.in/2012/09/ums-operations-on-chemical-tankers-capt_7.html
SCREENS WITH TREND GRAPHS WERE PRICELESS
I COULD FIND FAULTS IN MACHINERY BEFORE ANY ENGINEER COULD FIND IT
ENGINEERS WOULD WONDER WHAT MAGIC WAND THE CAPT VADAKAYIL HAD
IT WAS JUST 4D BINDU VADAKAYIL THINKING
ReplyDeleteIN THE SEVENTIES ITSELF WE HAS AUTOMATED SHIPS WHOSE ENGINE ROOM WAS LOCKED AT NIGHT
THERE WERE NO PROPER PROCEDURES
AS A CAPTAIN I SET PROCEDURES-- WHERE CAPTAIN HAD THE POWER OF VETO
http://ajitvadakayil.blogspot.in/2012/09/ums-operations-on-chemical-tankers-capt_7.html
SCREENS WITH TREND GRAPHS WERE PRICELESS
I COULD FIND FAULTS IN MACHINERY BEFORE ANY ENGINEER COULD FIND IT
ENGINEERS WOULD WONDER WHAT MAGIC WAND THE CAPT VADAKAYIL HAD
IT WAS JUST 4D BINDU VADAKAYIL THINKING
http://ajitvadakayil.blogspot.in/2012/09/ums-operations-on-chemical-tankers-capt_7.html
What is power of Veto,btw ur blogs are funny.
ReplyDelete