BD Marine Engineer Class 1 (Chief Engineer) cheat sheet

Indicated power (IP) for a multi-cylinder engine: IP = (P_m × L × A × n × N) / 60,000 for a 4-stroke (N in rpm, P_m in bar, L and A in cm), with n = number of cylinders; for a 2-stroke use N instead of N/2.

Brake mean effective pressure (BMEP) = (2π × T × n_r) / V_s, where T is brake torque, n_r revolutions per power stroke and V_s swept volume; BMEP is independent of engine speed and size.

Specific fuel consumption (SFC) = fuel mass flow / brake power; typical large 2-stroke diesels: 160–180 g/kWh; 4-stroke medium speed: 180–210 g/kWh.

Scavenge air pressure and turbocharger matching: an increase in scavenge pressure without a corresponding rise in exhaust temperature indicates fouled air cooler or turbine nozzle rings; a rise in exhaust temperature at constant load indicates fouled turbocharger or injector faults.

Fuel injection timing: advancing injection increases peak cylinder pressure and NOx; retarding reduces NOx but raises exhaust temperature and SFC; the optimum is the timing giving minimum SFC within the engine maker's peak-pressure limit.

Cooling water systems: jacket water outlet temperature typically 70–85 °C; a rise above normal with stable load indicates fouled heat exchanger, low flow, or air in the system; a fall indicates over-cooling or a stuck open bypass valve.

Lubricating oil: viscosity grade selection by engine maker; oil analysis limits typically: water < 0.2–0.5 %, TBN depletion to 30–50 % of new, insoluble < 1.0–2.0 %, iron and copper trending upward indicate wear or corrosion.

Starting air: minimum 12 starts for reversible engines and 6 for non-reversible per SOLAS II-1; air receiver capacity must maintain 30 bar (or maker's specified) and be protected by a relief valve set at 1.1 × working pressure.

Three-phase power: P = √3 × V_L × I_L × cos φ; for a 440 V, 100 A load at 0.8 power factor, P ≈ 61 kW.

Insulation resistance minimum: 1 MΩ at 500 V DC for motors and generators; for a 440 V system the rule-of-thumb minimum is 1 MΩ, and any reading below 0.5 MΩ requires investigation before running.

Generator paralleling: synchronise on voltage, frequency, phase angle and phase sequence; the incoming machine must be brought to slightly higher frequency and closed at the synchronising point, then load shared by governor speed droop.

Load sharing: kW load is shared by governor droop (typically 3–5 %); reactive kVA load is shared by automatic voltage regulator (AVR) droop or cross-current compensation.

Short-circuit protection: fuses and circuit breakers must have a breaking capacity greater than the prospective short-circuit current at their point of installation; discrimination (selectivity) requires time/current grading between upstream and downstream devices.

Earthing: the hull is the common return on most ships; an insulation fault on an unearthed system is detected by an earth-fault lamp or insulation monitoring device, and a single earth fault must be cleared before a second fault causes a short circuit.

Programmable logic controllers (PLCs): ladder logic scan cycle reads inputs, executes program, writes outputs; a watchdog timer detects a stalled scan; analogue inputs are 4–20 mA or 0–10 V and are scaled in the program.

Battery and UPS: lead-acid cell nominal 2 V, fully charged 2.1–2.2 V; specific gravity 1.280 at full charge; a low specific gravity with normal voltage indicates sulphation or stratification.

Planned maintenance system (PMS): jobs are scheduled by running hours or calendar interval; the chief engineer is responsible for ensuring that all PMS jobs are carried out and recorded, and that overdue items are reported to the superintendent.

Vibration monitoring: overall velocity (mm/s RMS) per ISO 10816; alarm at 4.5 mm/s and trip at 7.1 mm/s for Class II machines; a rising trend indicates bearing wear, misalignment or imbalance.

Wear debris analysis: spectrometric oil analysis (SOAP) detects dissolved wear metals in ppm; ferrography and magnetic chip detectors detect larger particles; a sudden rise in iron indicates scuffing or gear wear.

Thermography: infrared scanning of electrical panels and bearings detects hot spots; a temperature rise of more than 10 °C above similar components indicates a loose connection or failing bearing.

Ultrasonic testing: used for thickness measurement of hull plating and pipes; a reading below the minimum thickness (usually 75–80 % of original or class minimum) requires renewal or repair.

Non-destructive testing (NDT): dye penetrant detects surface-breaking defects; magnetic particle detects surface and near-surface defects in ferromagnetic materials; radiography and ultrasonic detect internal defects.

Spare gear and stores: minimum spare parts are specified by the maker and class; the chief engineer must maintain an inventory and raise requisitions in time to avoid delays; critical spares are listed in the ship's planned maintenance system.

Repair specification: defects found during surveys are listed in a repair specification; the class surveyor must approve repairs affecting class items before the ship sails.

Archimedes' principle: buoyancy force equals the weight of displaced water; for a ship in equilibrium, displacement (Δ) = L × B × d × C_b × ρ, where C_b is the block coefficient.

GM (metacentric height) = KM − KG; positive GM gives stable equilibrium; negative GM gives unstable (loll) condition; GM is reduced by adding weight high or by free surface effect.

Free surface effect: FSC = (i × ρ) / Δ, where i is the second moment of area of the free surface about its centreline; longitudinal subdivisions reduce free surface effect.

Angle of loll: a ship with negative GM will list to an angle where GZ = 0; the danger is that it may flop to the other side; corrective action is to lower G by filling double bottom tanks or removing deck weight.

Load line (Plimsoll) marks: the minimum freeboard is determined by the assigned load line; the deck line and load line marks are surveyed and assigned by class; overloading is a statutory offence.

Damage stability: SOLAS requires subdivision and damage stability calculations; the ship must survive a specified number of compartments flooded; cross-flooding arrangements and watertight doors are part of the design.

Hull structure: longitudinal strength is provided by the deck and bottom plating and longitudinal stiffeners; transverse strength by frames and floors; the neutral axis is near mid-depth; maximum bending stress occurs at deck and bottom.

Tonnage: gross tonnage (GT) is a measure of enclosed volume (GT = K1 × V), not weight; net tonnage (NT) is a measure of earning capacity; both are used for regulatory and commercial purposes.

SOLAS: Chapter I – surveys and certificates; Chapter II-1 – construction, subdivision and stability; Chapter II-2 – fire protection; Chapter III – life-saving appliances; Chapter IV – radio; Chapter V – safety of navigation; Chapter IX – ISM Code; Chapter XI-1 – special measures.

MARPOL Annexes: I – oil; II – noxious liquid substances; III – harmful substances in packaged form; IV – sewage; V – garbage; VI – air pollution; the ship must hold the relevant certificates and record books.

Certificates: Cargo Ship Safety Construction, Safety Equipment and Safety Radio Certificates are issued after survey and are valid for 5 years, subject to annual and intermediate surveys; the Safety Management Certificate is valid for 5 years with an intermediate audit.

Port State Control (PSC): inspectors may detain a ship for deficiencies that make it unseaworthy; the most common detainable deficiencies are in fire safety, life-saving appliances, and ISM implementation.

ISM Code: requires a Safety Management System (SMS), a designated person ashore (DPA), master's responsibility and authority, and procedures for reporting non-conformities and accidents; internal audits and management reviews are required.

STCW: sets minimum standards of competence, age and sea service for certificates of competency; the chief engineer certificate requires approved education, sea service and examination; certificates are valid for 5 years and require revalidation.

MLC 2006: sets minimum living and working conditions, hours of work and rest, accommodation, food and catering, and medical care; ships of 500 GT and above on international voyages must carry a Maritime Labour Certificate and a Declaration of Maritime Labour Compliance.

Oil record book (ORB): Part I for machinery space operations; entries must be made for ballasting, cleaning, discharge, and disposal of oily residues; falsification is a criminal offence under MARPOL and national law.

MARPOL Annex I: any discharge of oil or oily mixture from machinery space bilges is prohibited except through 15 ppm oily water separator equipment with an alarm and automatic stopping device; the discharge must be recorded in the ORB.

Oil record book: entries for machinery space operations include ballasting or cleaning of oil fuel tanks, discharge of dirty ballast or cleaning water, disposal of oily residues, and non-automatic discharge of bilge water that has accumulated.

MARPOL Annex VI: sulphur limit 0.50 % m/m outside ECAs and 0.10 % m/m inside ECAs; nitrogen oxide (NOx) Tier III applies to engines installed on ships built on or after 1 January 2016 operating in NOx ECAs; the ship must hold an International Air Pollution Prevention (IAPP) Certificate.

Annex V garbage: discharge of plastics is prohibited; food waste may be discharged outside special areas at ≥12 nm from land; the garbage record book and garbage management plan are required.

Annex IV sewage: discharge is permitted only when the ship has an approved sewage treatment plant, or when comminuted and disinfected sewage is discharged at >3 nm from land, or untreated sewage at >12 nm.

Ballast water management: the BWM Convention requires a Ballast Water Management Plan, a Ballast Water Record Book, and either exchange (D-1) or treatment (D-2) standard; the D-2 standard limits organism concentrations.

Shipboard oil pollution emergency plan (SOPEP): required for ships of 400 GT and above; must include procedures for reporting, containment and cleanup, and a list of coastal state contacts.

Environmental compliance: the chief engineer is responsible for the operation and maintenance of pollution prevention equipment, including the oily water separator, incinerator, sewage plant, and ballast water treatment system, and for maintaining records.

Fire triangle: fuel, oxygen and heat; removal of any one extinguishes the fire; closed spaces can be smothered by CO2 or foam; water cools and displaces oxygen by steam.

Fire classes: A – solid combustibles (water, foam); B – flammable liquids (foam, CO2, dry powder); C – gases (dry powder, CO2); D – metals (special dry powder); electrical fires – CO2 or dry powder, never water.

Fixed firefighting systems: engine room – CO2 or foam; accommodation – sprinkler or water mist; cargo holds – CO2 or water; the CO2 system must have a pre-discharge alarm and a delay of at least 20 seconds.

Fire control plan: a permanently exhibited plan showing the location of firefighting equipment, escape routes, and ventilation controls; it must be available to shore firefighters.

Emergency drills: SOLAS requires abandon-ship and fire drills at least monthly; the muster list must be posted; the chief engineer is responsible for the engine room emergency organisation.

Life-saving appliances: lifeboats must be capable of being launched with the ship at 10° list and 20° trim; immersion suits and lifebuoys are required; the lifeboat engine must be started and run weekly.

Emergency generator: must start automatically on loss of main power and supply emergency lighting, navigation lights, radio, and steering gear; it must be tested weekly and run under load monthly.

Enclosed space entry: a permit is required; atmosphere must be tested for oxygen (20.9 %), hydrocarbons and toxic gases; ventilation and a standby person outside are mandatory; rescue equipment must be at the entrance.

STCW watchkeeping: the officer in charge of an engineering watch must ensure that the machinery is monitored, that the watch is properly relieved, and that the master and chief engineer are informed of any abnormality.

Engine room watch: the watchkeeper must not leave the engine room unattended unless relieved by a qualified person; unmanned machinery space (UMS) operation requires alarms and safety devices to be operational.

Rest hours: STCW requires a minimum of 10 hours rest in any 24-hour period and 77 hours in any 7-day period; rest hours may be divided into no more than two periods, one of at least 6 hours.

Bridge/engine room resource management (BRM/ERM): effective communication, assertiveness, leadership, and situational awareness; the chief engineer must ensure that the engine room team understands the plan and contingencies.

Human element: fatigue, complacency and poor communication are major causes of accidents; the ISM Code requires procedures for reporting and investigating near misses and accidents.

Handover: the watchkeeper must not hand over if there is doubt about the new watchkeeper's competence or fitness; the relieving officer must be fully briefed on the state of the machinery and any ongoing operations.

Emergency communication: the engine room must be able to communicate with the bridge at all times; a sound-powered telephone or a dedicated UHF channel is provided; the emergency alarm must be audible in the engine room.

Safety culture: a just culture encourages reporting of errors without fear of punishment; the chief engineer sets the tone by example and by ensuring that procedures are followed.

Budgeting: the engineering budget covers spares, stores, lubricants, repairs, surveys and dry-docking; the chief engineer prepares the annual budget and monitors expenditure against it, reporting variances to the superintendent.

Requisition procedure: a requisition is raised by the chief engineer, approved by the technical superintendent, and processed by the purchasing department; the ship must confirm receipt and inspect goods against the order.

Planned maintenance system (PMS): the chief engineer ensures that all jobs are scheduled, carried out and recorded; overdue jobs are reported; the PMS is subject to internal and external audits under the ISM Code.

Personnel management: the chief engineer is responsible for the discipline, training and welfare of the engine room staff; performance appraisals and training records are maintained.

Inventory control: minimum and maximum stock levels are set for each item; the chief engineer must ensure that critical spares are always available and that stock is not excessive.

Dry-docking: the chief engineer prepares the dry-docking specification with the superintendent; the specification lists all defects and repairs; the chief engineer supervises the work and signs off completed items.

Reporting: the chief engineer submits monthly and voyage reports to the company, including fuel consumption, lubricating oil consumption, machinery performance, and any incidents.

Leadership: effective delegation, clear communication and fair treatment of crew; the chief engineer must ensure that the engine room team is trained in emergency procedures and that a safe working environment is maintained.

Standard Marine Communication Phrases (SMCP): use for external communication, especially in distress, urgency and safety; phrases are standardized to avoid ambiguity.

Technical report writing: a report should state the problem, the action taken, the result, and the recommendation; it should be factual, concise and dated, with the ship's name and the writer's rank.

Engine room log book: entries must be made in ink, with date, time, and signature; corrections are made by a single line and initials, not by erasure or correction fluid.

Communication with the bridge: use clear, standard phrases; repeat back orders and information to confirm understanding; use the phonetic alphabet for letters and standard numbers for figures.

Email and telex: use plain language, avoid abbreviations, and include the ship's name, date and reference; attachments should be clearly named.

Handover notes: the outgoing chief engineer must provide a comprehensive handover report covering the state of the machinery, outstanding defects, spare gear, and ongoing operations.

Emergency communication: use the distress, urgency and safety prefixes (MAYDAY, PAN PAN, SECURITE) correctly; the chief engineer must be able to communicate with the bridge and with shore authorities.

Vocabulary: terms such as 'standby', 'finished with engines', 'dead slow ahead' are standard engine order telegraph commands; the engineer must acknowledge and repeat the order.