109.1 Brief describe the general duties and responsibilities of each of the following:

a. Chief Engineer (CHENG)- Head of the Engineering Dept responsible, under the CO, for the operation, care, and maintenance of all propulsion and auxiliary machinery, the control of damage, and upon request of the head of the dept concerned, the accomplishment of repairs beyond their capabilities.

b. Main Propulsion Assistant (MPA)- Operation, care, and maintenance of the ship’s propulsion machinery and such other auxiliaries as may be assigned.

c. Engineering Officer of the Watch (EOOW)- Responsbile for the proper performance of engineering plant and safety while underway. In charge of main propulsion plant and associated auxiliaries. Reports to the OOD.

d. Engineering Duty Officer (EDO)- Responsible to the CDO for the watches and care of equipmaent while inport. Also in charge of the fire party.

e. Cold Iron watch/In-port equipment monitor- Maintains watch on operating auxiliary systems and equipment. Acts as a security watch in the engine room: also a fire and flooding watch. Makes frequent inspections of his assigned areas and reports any unusual conditions to the OOD. Watch is located in the FWD and AFT Main.

f. Sound and Security watch- Conducts a continuous patrol of unmanned spaces taking periodic soundings of tanks and spaces.

g. Oil King/Water King- Responsible for the water and fuels onboard.

h. Gas Free Engineer- Responsible for the testing of all spaces that may have been overrun by gases. Only the gas free engineer can certify space safe to enter. DCA is the gas free engineer.

i. Fire Marshall- Responsible to the CDO for the inport Fire Party.

a. Engineering log- A complete daily record of events involving engineering. Record of all pertinent information pertaining to the operation of the ship’s propulsion system. A legal document that is held onboard for a period of 3 years. Maintained by EOOW.

b. Engineering bell book- Contains all changes of speed to the ship’s main engines in RPM and other orders received by the throttleman regarding propellar RPM. A legal document.

c. Engineering night orders- Orders written by the CHENG covering any special instructions and comments, normally covering the time between 2000 and 0800.

d. Liquid load plan (draft report)- Contains draft of ship forward, aft, and mean draft. Submitted daily to the CO.

e. Daily fuel and water report- Report of ship’s liquid load, including amount of fuel, lube oil, and water on hand. Also includes the previous day’s feed and potable water, results of tests on water, and steaming hour. Signed by CHENG, MPA, and Oil King.

f. Naval Ships’ Technical Manual (NSTM)- Manuals containing instruction and guidance concerning shipboard procedures, equipment repairs, testing, and overall management of materials, equipment and systems.

g. Engineering standing orders- Standardized sequence of procedures for the normal operation of the ship’s propulsion plant, including normal evolutions.

h. Ships’ Information Book (SIB)- Document covering general info about the ship, such as length, beam, ship’s mission, equipment held onboard, general description, etc.

i. Engineering Operational Sequencing System (EOSS)- EOP and EOCC.

j. Engineering Department Organization Manual (EDORM)- Maintained at the department level, contains the duties of personnel, organizational chain of command, and basically what is expected of each individual in the department.

k. Main Space Fire-Fighting Doctrine- Detailed instruction for fighting a fire in the main space, including personnel, plant reconfiguration and methods. Copies are held in DC Central, Repair lockers, Main Control, and the QD.

l. Boat report- Report submited by the BM’s stating the equipment status on the boats.

m. Operational logs- Individual equipment log. Allows to establish a history.

a. Jacking over main engine/reduction gears, shafting and propellers- Main engines are engaged with jacking gear to turn the shaft at a very slow speed. This is done to keep the shaft from warping.

b. Stopping and locking the shaft- A casualty and control measure taken to minimize damage if necessary to secure engineering plant while underway.

c. Refueling operations- Split-plant operation would be used during refueling, to ensure max safety of vessel in case of engineering casualty.

d. Full power trial- Split plant operation would be used when max reliability is required.

1. Generation- Changing liquid to a gas. The generation function takes place in the boiler, where fuel is burned to produce heat. When the water becomes hot enough, “bubbles” form and rise through the water in the boiler tubes. These bubbles are a vapor (steam). The steam collects in the upper part of the steam drum. The saturated steam leaves the steam drum and passes through the tubes of the superheater section of the boiler.

2. Expansion- Changing thermal energy into mechanical energy. The high-pressure, high-temp steam is carried from the superheater outlet of the boiler to the HP turbine of the main engine. The superheated steam passing through the turbine expands with the turbine, where wht thermal energy is converted to mechanical energy to turn the rotor of the turbine. The steam exhausted from the HP turbine is sent to the inlet of the LP turbine, where it is allowed to expand even more as it passes through the LP turbine blades.

3. Condensation- Changing a gas to a liquid. The exhaust steam from the LP turbine goes into the main condenser, where the condensation phase begins. As the steam passes over the tubes in the condenser, heat flows out of the steam into the seawater, which carries the energy away from it on its way out of the main condenser. When enough heat has been extracted from the steam, the molecules change back into liquid.

4. Feed- A combination of distilled water and condensate used by the boiler in the process of making steam.

a. Internal combustion engine b. Gas turbines c. Steam turbines

109.6 Explain the purpose and inter-relationship of the prime mover and reduction gears.

The main shafting transfers torque generated from the main engine to the propeller. The bearings are used as guides or supports on the rotating shaft. The propeller pushes the ship through the water, using the end result of the mechanical energy produced.

a. Reduction gear- Connects the turbines and shafts. Reduces the high RPMs of the turbines to a working, more efficient speed. Reduces the speed to allow proper RPM at the propellers.

b. Lube oil pumps- Provide lubrication for the turbine bearings and the reduction gears.

c. Shaft turning (jacking) gear- Used to turn shaft and prevent bowing of the shaft when shaft is idle for long periods of time.

a. Main thrust bearing- Absorbs thrust of the propeller via the shaft. Attached to the reduction gear.

b. Shafting- Transmits power from the main reduction gears to the propellers.

c. Line shaft bearings- Transmits power from the main reduction gears to the propellers.

d. Bulkhead stuffing boxes- Located where shaft penetrates a bulkhead. Provides watertight integrity.

e. Stern tube stuffing box- Located in the shaft ally where shaft penetrates the hull of the ship.

f. Shaft seal- Located in the stern tube. Mechanical seal used to seal the shaft as it penetrates the hull, preventing water from entering the ship.

g. Inflatable shaft seal- Located in the stern tube. Used to allow maintenance by inflating with air, sealing the shaft.

h. Stern tube bearing- Rubber strip bearing at each end of the stern tube, water lubricatred.

i. Strut bearing- Outside the hull of the ship. Last support device for the shaft before the propeller.

j. Propeller- Uses the mechanical energy produced to move the ship through the water.

a. High pressure- Compressed air between 600-5000 psi. Usually located in the auxiliary sections of engineering spaces.

b. Medium pressure- Compressed air normally set at 500 psi. Not used on BWOOD.

c. Low pressure- Compressed air, usually between 100-125 psi, used to operate ship’s whistle, siren, fresh water pressurizing, etc.

a. Vital air/non-vital air- Components that are needed/not needed for operation of ship.

b. Priority valves- Shuts automatically, securing air to nonvital components when pressure drops.

c. Air receivers/flask- Storage tanks for housing air compressers.

d. Dehydrators- Dries compressed air by removing moisture.

e. HP/LP air cross connect-

Fresh water can be distilled from sea water when the ship is underway/at anchor, or can be taken from the pier. The potable water can be transferred between storage tanks via internal piping system for purposes of ship’s stability, or for the needs of separate areas of the ship.

a. Potable water storage tanks- Used exclusively for storage of fresh water.

b. Valve manifold- A filling, transfer, and suction manifold is provided in pump suction line to allow the pump to take suction while tanks are being filled from distillation plant, or from shore connection.

c. Fresh water pumps- Takes suction from any of the storage tanks and discharges to either fitting/transfer mains or service mains. Pressurizes the system.

d. Hypochlorinators/brominator- Used to treat stored water, freeing them from contaminents.

e. Potable water risers- Used for connection for obtaining fresh water from pier/outside source, and for the discharge of the system.

Must be stowed in cool, dry, vented locker in ventilated space. It can only be mixed with water. Avoid contact with eyes and skin. Contact with grease, oil, etc. may cause fire.

1. Flash-type 2. Submergible tube 3. Vapor Compression

.15 Explain the safety/sanitation requirements for handling shore source fresh water.

Do not have the same persons handling sewage and fresh water.

Face shield, rubber gloves, rubber apron, and well ventilated.

To maintain power at all times. Underway the power is generated by the SSTGs, inport it is hooked to shore power.

a. Ship's service/emergency generators- Generates auxiliary electricity.

b. Switchboards- Controls/monitors/distributes power.

c. Bus ties- Connects 2 or more switchboards so that generators can be operated in parallel.

d. Disconnect links- Separates the system so as to be able to isolate a portion in case of damage.

e. Circuit breakers- Safety measure to regulate current.

f. Automatic Bus Transfer (ABT)- Links one switchboard to another.

g. Manual Bus Transfer (MBT)- Links one switchboard to another.

a. Air conditioning plants- Provide air conditioning throughout the ship.

b. Refrigeration plants- Used to cool the ship’s stores, cargo, water, and for AC.

a. Compressor- Takes low pressure freon gas and compresses it into higher pressure liquid. Located in each air conditioning room or unit. Pumps heat from the cold side to the hot side of the system.

b. Evaporator/cooling coil- Evaporation takes place when a liquid is changed into a vapor or gas.

c. Condenser/heat exchanger- Converts the freon from gas to liquid.

d. Receiver- Stores the liquid refrigerant coming from the condenser.

e. Thermal expansion valve- Metering device that measures the amount of refrigerant allowed into the evaporator and chiller.

To provide for the turning of the ship.

a. Steering motors- Turns the pump. b. Steering pumps- Move the fluid. c. Steering gear- Turns the rudders.

1. Bridge 2. Secondary con (ACC Room) 3. Emergency Steering 4. Trick Wheel 5. Racket Assembly

Reduces the effects of a ship’s magnetic field.

Navigator keeps a folder that relates all changes, deletions, etc. to the degaussing system. The Degaussing Folder is an official ship's log. It contains information on the magnetic treatment of the ship, instructions for operating the shipboard Degaussing System, degaussing charts with the values for the current and loop settings, installation information forms, compass compensation forms, and a log section showing details of the magnetic treatment of the action taken on the ship's Degaussing System. The folder is prepared by the degaussing range when the ship's system is initially calibrated.

.26 State the purpose of the Fuel Oil Quality Management Program.

Provides procedures for the receipt and transfer of fuel; stripping and inspection of tanks; safety precautions for handling fuel; laboratory analysis of fuel samples; and accountability logs and test record requirements.

.27 State the purpose of the Lube Oil Quality Management Program.

To establish policy, define objectives, assign responsibility, and provide requirements and procedures for the monitoring and analysis of the quality of lubricating and hydraulic oils used in machinery aboard ships and service craft.

Covered by PMS, Planned Maintenance System. Samples are sent to NOAP for analysis.

109.29 State the purpose of the Shipboard Oil Pollution Abatement Program.

To avoid environmental damage due to contamination by oil from the ship.

.30 State the purpose of the following:

a. Oil spill containment kit- Consists of absorbent mats, herding agent, rags, buckets, swabs, etc. b. Oil spill containment boom/trawler- Used to surround and contain the oil spill until it can be cleaned.

To protect the environment from any contaminents disposed of by the ship.

Coveralls, rubber boots, rubber gloves, and hair covering. Wash down with detergent.