Which areas in ER require special attention based on recent common SIRE observations?
07 Nov '21, 21:46
Record indicated that main engine emergency trip test by lube oil low pressure and by manual switch in the bridge, engine control room, local side was carried out regularly. However, there was no evidence that main engine emergency trip test by over speed was carried out.
The exhaust gas turbocharger casing of No.2 auxiliary engine was partly damaged/broken, thereby its high temperature steel was partially exposed.
The lathe machine was not provided with a fixed faceguard. In addition, the pedestal drills were not provided with a faceguard either with an emergency stop.
The shaft guard for the two forward winch hydraulic motors were short in length and there 10 cm gap where shaft was exposed.
The area between Sb ships hull and the FO service tank was disorganised. A large number of drums, plastic save alls, some rags, oil impregnated carton, the top of an old vacuum drum etc were found. None of the items were secured.
The Standing Orders of the Chief Engineer were signed by all Engineers amp; all engine room ratings. However, there were no dates to indicate when they joined the vessel and read/signed his orders.
Emergency generator starting procedures as displayed in emergency generator room were self made, not part of manufacturers manual and not authenticated signed by Chief Engineer or any other engineer.
Bunker check list posted did not mention tanks monitoring interval.
In last Bunker transfer checklist dated 07th July 2021, Bunker tank content check interval duration, H2S content and Benzene content, repetitive check interval was not recorded. Chief Engineer had carried out repetitive checks however missed to mention the time.
The fuel changeover record log No 4 was not correctly completed. The LSF in each storage tank at the end of change over procedure were not recorded. The total ROB was recorded, but recorded in the column for fuel consumed during change over procedure. Marpol regulation required the ROB LSFO to be recorded in each tank after change over.
The Electric Motors for Cargo Pumps and Cargo Compressors were provided with Space Heaters which should be energized once the cargo pumps and cargo compressors were not in use to prevent moisture into the motor. At the time of the inspection the cargo pumps and cargo compressors were not in use and the motors space heaters were not energized.
The emergency hatch (emergency exit) from CO2 room to poop deck could not be opened from inside the CO2 room when tried by ships crew. The emergency escape hatch was found tightly secured with locking nut from outside (poop deck).
Low pressure alarm for air reservoir quick closing shut off valves was not tested regularly.
The engine inlet ventilators located at the funnel were fitted with gratings which were found obstructed with plenty accumulation of rubbish. During the inspection the rubbish were collected and gratings clean up
Insulation lagging for all six units of main engine exhaust pipelines was not in place (removed and not refitted). (Reportedly, it was due to maintenance in progress).
The grinding wheel in the engine room work shop was reduced to such a seize that a gap of 10 mm was existing between the foundation guard and the stone. Maximum gap as per COSWP is 1,5 mm
Two handheld grinder tools were found at the engine room workshop without a protective guard ring.
The main engine turning gear was not provided with a safety guard.
In the engine room, the auxiliary boiler had a steam leakage on a top valve. The fire pump and the ballast pump also were water leaking in excess.
It was noted that the exhaust temperature gauges 1 and 3 A/Engine were reading between 150 deg/C and 250 deg/C, but these indicating data at E/Rooms alarm monitoring unit were shown mostly about 380 deg/C.
The graduated rudder angle indicator plate was tarnished and could barely be read from the emergency steering position.
A Gyro repeater was located in the steering gear room. However, the Gyro repeater light was observed not operational.
LO analysis results are closely verified by all inspectors. Any alert or warning state should have a corrective action carried out. If there are any such concerns in your last analysis report please coordinate with TSI for satisfactory addressal.
Low insulation alarms. The inspectors are not limiting themselves to only ECR nowadays but checking Emergency generator room distribution board, main switchboard, converter rooms etc to check any instances of low insulation. So please check all locations with displays.
Irrespecitve of whether the equipment is listed in statutory certificates, anything fitted on board must be functional is the principle followed by inspectors nowadays.
No oil leaks, steam leaks forward, engine room, CMR & MR.
Soft patches on pipelines/valves are taken quite negatively from the view of operational safety.
07 Nov '21, 22:02