Phase VII
Back in Warsash, starting a new term now, and the final one at that. Over the last week we have been introduced to the new subjects that we are to study until June. "We" now describes rather less cadets than it did when I made my first posts on this blog. It seems the sea just isn't 'cut out' for everyone, or perhaps them for the sea? Anyway, my sailing as a cadet is over, pending a successful oral exam, so now its time to get my head down and complete the last of my subjects. This term we are to study, bridge watch keeping (maneuvering mainly), Ship masters business (maritime law), shipboard management, further stability, further met, passage planning and wet/dry cargo. I'm fairly comfortable with those subjects, certainly my weakest is dry cargo (having never sailed with any) and I'm not that fond of the most difficult of stability questions.
My last vessel was Chevrons 'Cadet Ship' and it was a fantastic final trip. My first time at sea with a British Master, which made all the difference, especially with regard to practicing my ROR knowledge. I now feel confident going into our Orals prep sessions, at least on ROR anyway. Hopefully I'll not be asked about stowage of grain or Ro-Ro operations, well not until I have a chance to read up on them. Oil however is another subject I feel ready to be quizzed about. Our wet cargo lectures will hopefully endorse what I have learnt at sea. One of the problems I have noticed with the system for cadet training is that when we return from sea, we all have different ideas of how things should be done. Those ideas tend also to be different from how they are taught or examined here. As I have only sailed on Bahamas registered ships, and I am to take a licence as if I were under the red ensign, I now have to swot up on all the flag specific things I have not seen at sea. There seem to be quite a few of them. Bahamas is my no means the worse, or rather should I say Chevron do not allow it to detract from the professional operation of their vessels. Or so it seems to me. Some of my piers, on less reputable companies and under more convenient flags, have an awful lot of catching up to do, a big example is in passage planning. We now have 20 Cadets all with completely different ideas of what a passage plan should contain. Non (or very few) of these methods conform to the MCA/Warsash requirements. But no problem, we can learn them this phase.
The questions asked (and subsequently explained and discussed) during out Orals prep sessions will hopefully give us all a good idea of what to expect in the exam room in the summer. However as we are continuously reminded, "HE MAY ASK YOU ANYTHING" - That's a pretty scary thought, at this stage anyway.
posted by Rob @ 1:40 pm
22 comments
22 Comments:
Good to see you back again, and it was also pleasing to note that you enjoyed your trip on that cadet tankship.
That venture by Chevron it seems is something of a revolution. I think they are probably the first to have gone down that road. Glad to hear your positive response. Personally I think it an excellent idea, - pity no one tried it before.
The way you do things at sea ---- well when it comes to tankship operations Chevrons Operating Procedures will be as good as anyones, and better than most. That's good tanker training - you should be very much in demand as a result.
Best of luck looking forward - I'm sure you will do ok.
Capt. (Retired)
Did you pick up those signals - this time?
Loran C.
Shipmaster (Retired)
Well U don't have to answer of course.
Haste ye back again Rob - You are needed, so don't delay longer than you have to.
Capricorn Voyager.
wink wink.
It,s 0300 hrs and you are proceeding at full sea speed.
You are on bridge control.
Your instrumentation indicates a severe scavenge fire in the main engine.
What do you do about it. ?
Examiner.
Systems.
It's a technical job you have chosen.
Your systems are vitally important.
Hydraulics - describe your major concerns - how do you look after them.
Pneumatics - same question ?
Another examiner
Control Systems.
You have to know them -
You will have to set them, calibrate them etc etc.
What are you dealing with ?
Is it solely proportional.
Is it integral ?
Is it derivative ?
Is it a combination of two or all three.?
popeyethesailorman
It,s 0300 hrs and you are proceeding at full sea speed.
You are on bridge control.
Your instrumentation indicates a severe scavenge fire in the main engine.
What do you do about it. ?
Examiner
- Call the master immediately, the Ums system will have alerted the duty Engineer. However I would call his cabin to make sure he was not there. Aware that a scavenge space fire can dissable the main engine, I would pull her back to stop and steer to open waters. I would not prevent the fire alarm system from activating the general alarm, however I would not operate it manually untill the master had come to the bridge, were he able to. The temperature in the scavange space will increase with the engine stopped, unless the blowers are stopped - I think. So perhaps its better not to pull her back until the duty engineer advises. I would make sure not to leave my watchkeeping duties/safety of navigation until properly relieved.
Rob
Hmm - now that is an interesting answer, - it is certainly not a wrong answer, but is it actually the most correct answer, or the best answer ?
I would suggest you DO NOT STOP the main engine. If you do so, some significant damage may be done. Of course there are always exceptions to every rule or idea.
On my ship, I would expect you to take all the steps you indicated, BUT NOT to stop the engine. That might be the worst thing to do. Reduce speed, fairly rapidly, but not too rapidly, to dead slow or maybe even just slow, and let the fire burn itself out, unless, in manning the engine room, feed back comes back, that some other action may be necessary. The chances are that it won't.
What do Chevron's contingency plans say about it, or rather, what recommendations do they make.
Your answer indicates some understanding of these matters, it also indicates that some more consideration would not go amiss, and it certainly would not warrant "a failure" - at this time.
It's OK - not bad, but not as good as it will be, after further consideration - or perhaps, with just some more passage of time.
I am not unhappy with your answer, but I could be happier.
With regard to the UMS system will have alerted - etc. etc.
Be carefull there - the UMS system may have, - or will hopefully have, is a better comment I think.
Avoid assumptions whenever you can.
Shipmaster (Retired)
Ah Ha, now your blog is beginning to show it's potential.
Some other questions you might be asked, or would perhaps like to consider.
1. When, or under what circumstances would you expect to be most vulnerable to a scavenge fire.
2. What can be done to minimise scavenge fire risks. (It is unlikely they can ever be eliminated).
Capt (Ret'd)
Shipmasters Business
You have just signed a clean bill of lading.
You then proceed to issue another document , a letter of protest, protesting a difference between ship and shore figures.
Have you just committed a fraudulent act - in following the normal practice of the trade.
In my view you have - so I would suggest you do not issue/ sign clean bills of lading under like circumstances. Of course in so doing, you are likely to loose your job - depending on who you are working for.
It's a fine, indeed delicate line, sometimes.
Good to see you back again.
peterpan
Phew - it's hot in here.
There's been some great cricket in the last few weeks.
Quote:-
HE MAY ASK YOU ANYTHING" - That's a pretty scary thought, at this stage anyway.
A great man once said, "We have nothing to fear other than fear itself" (FDR)
That's true.
It will be interesting to see what another one says from the steps of Capitol Hill on January 21st.
So you have completed your last trip as cadet. Thats fine, but what happens when you qualify in the summer.
Personally speaking and based on what you have said, I would be "coveting" a permanent or semi permanent contract on board that cadet tankship for the short to medium term anyway. It may not be available to you, but if it is I'd grab it with both hands.
Not only will it do you good, it will give you the opportunity to do much good as well.
There's no better way to learn your subject than to be given the opportunity to teach it.
Warsash is your school or college, thats true, and it plays an important role, but as has already been said, your ship is your university, always has been and always will be - if you are a mariner - that is.
Bulkship
This blogger mentions passage planning, and he mentions also the passage plan.
Thats pleasing to me, for it indicates a recognition of a difference which may exist.
Passage Planning is vital, it is necessary, and the process is both interesting and rewarding - it's one of those ever decreasing opportunities to experience some job satisfaction.
The Passage Plan, on the other hand, may be something entirely different, that depends on other factors. It is something committed to paper, that much is for sure - the rest of it - well I'll leave you to judge for yourself - you are clearly quite capable of that.
At any rate, keep it simple, easily understood, and don't tie yourself down too much by the inclusion of too much "effectively useless" detail. It may impress someone - but not a Mariner.
Oh what a beautifull morning, oh what a beautifull day, I,ve got a wonderfull feeling, everythings going my way.
The cricket was just brilliant last night.(MCG)
Do you think the MCC will call on Warnie to coach. Better to do so, I think, - if you ever want to see those ashes again !!!!!!!!
He is after all the intuitive type, not purely proceedural. He has that inbred feel for the game, don't you think.
You come from Hampshire - U should know, or at least, have a better idea than most.
Boyscout/Buoyscout ?
Why do the yanks say Booo-ey?
Hi there amigos !
I'm new around here.
Cool blog !!!
I "Speedy Gonzales"
AY Ya
ya ya ya ya ya ya ya ya
la la la la la la
Adious Amigos
Cadet Rob
Scavenge Fire.
Your answer would not fail you.
If it did I would want to know why.
I agree with the respondents to date.
Reduce speed, call master, but don't stop engine until you are sure you have to. That info will, or should come from ER personnel when they get there.
In any case when they get there, there should be a big emergency stop button for them to press within a short distance of the scavenge spaces - (it may or may not work)
Transfer to ER control ASAP is normal under such circumstances.
No scavenge fire is desireable, but when one occurs it is not necessarily an immediate emergency although it can become one very quickly if not managed properly.
A reduction of speed early is often all that's required - but not always.
The scavenge fire is contained - be sure to keep it that way, and it is one of those fires which if it occurs can actually at least do some good, if managed properly. Nice clean scavenge spaces after it.
They are likely to get dirty after prolonged economic steaming, and are almost sure to ignite if you increase to full speed after a long spell on reduced RPM. (ie increase speed to make a daylight arrival at some port or a Suez Canal Convoy - those sort of times.
Expect a scavenge fire then.
Now you are ready for it - I hope.
(Take an interest in your main engine & its systems, whenever you possibly can. It will pay dividends if you do.)
Capt (Ret'd)
Ah well, never mind Captain (Retired)
I suppose it's a bit much to ask too much after so little seatime.
Thats not Robs fault - but it is the systems fault - for sure.
Quite frightening in fact.
He got much right in the first place but forgot the most important bits - that's all.
He'll learn - I am sure.
At least we can say - we saw the best times - did we not ?
Shipmaster ( Retired)
Cadet ROB !!!!!!!!!!!!!!!!
The Crux of the matter:-
Scavenge Fire.
An examiner verbally asked you what you would do.
You responded by including things that you would not do.
The examiner did not ask you what you would not do – he asked you what you would do.
Answer only the question you are asked.
If the examiner wants to know what you would not do, he will eventually get around to asking you, but naturally will be more interested in - What you would do – in the first instance.
Why did you respond by telling him what you would not do ?
I have a good idea why, - there are two most likely reasons.
1. You were being, or trying to be, a “smart ass” – in which case, you are heading for the door, “outbound” – with your feet not touching the ground on the way.
2. A more likely reason, in my view, (having monitored your “performance” since the start) is that your subconscious mind was processing the info required to give the correct verbal answer. That subconscious info processing , would include, what you would not do – but in a verbal examination, that should not come out of your mouth – so do not, inadvertently, let it come out through your keyboard, via your fingertips.
It follows therefore, when being examined orally – keep your fingers off the keyboard – JUST USE YOUR MOUTH. That’s why they call it an oral examination.
It is the 2nd option, which is applicable in your case – I THINK – but I can’t be certain, at this time.
Another couple of questions however, and I will rapidly make up my mind, and you may well be heading “through the air” in the direction of the exit door, with your paperwork clearly endorsed
NOT TO BE RE - EXAMINED FOR TWELVE MONTHS, - if I determine, or even deem, the first option to be correct.
BE WARNED.
The answer I would have been looking for, would have been roughly, - or broadly speaking,
1. Reduce RPM fairly rapidly (action first)
2. Notify the Master.
3. Ensure the Engine Room is Manned as quickly as possible (and, if necessary, ensure THAT, by all available means )
4. Transfer to ER control and let the ER staff control it from there on, - feeding back info to the bridge as frequently as is convenient, or possible, - depending on the existing circumstances.
5. They may choose to stop the engine – they are now right there on the spot, - but more likely, they will choose to keep it going at reduced RPM for a while, before slowly, but steadily, increasing the Revs once again. (When the fire is out)
The other bits of your initial answer were certainly “interesting” - but supplementary. (ie phoning this/that guy, steering to safe waters etc. ( In any case, you should not be THAT close to unsafe waters at full sea speed – generally speaking – that is.
FIRE FIGHTING may become necessary, but in all probability not - provided you manage it correctly from the start.
STOP the engine prematurely/too rapidly – then unwarranted/unnecessary damage, may be done. (quite likely)
Avoid being the “smart ass”, or even the risk of being assessed as such. That would be “dangerous” for you.
Haven’t you guys got CCTV in your UMS engine rooms yet ? It would be a great help if you did.
Popeye – pp:- “ THE CAST “
Moving on to the next phase - after the foregoing.
Rob:-. Are you aware that “Speedy Gonzales” and his “slow boat” Bandido’s are reported to be operating in the Horn of Africa area. THINK ABOUT IT - AND KEEP THOSE SCAVENGES CLEAN.
If engaged in protracted “economic steaming”, consider adopting a regular routine of increasing to Full Speed for, let’s say, 1 hour every week. (ie Give her a regular “Blow Through” - that should keep the scavenges clean, or at least, clean enough to prevent a scavenge fire.) - Discuss the idea with your Chief Engineer - adopt the practice, or reject it. If rejection is the case – then think of something else, equally as effective, and “workable”.
Please also Note:-
(aaa) “ The cast” are all getting old, tired, and rapidly becoming "insolvent". They are, therefore, “subject to extinction” at any time, - without further notice to you, or anyone else, for that matter.
(bbb) If you go drinking – stay away from your keyboard – for at least 8 hours. (It’s noticeable, in most cases, - including yours)
Luv :- Dorothy
File:- FOR FUTURE REFERENCE.
Ref:- (No. 44) - Barak Obama.
Things will now get better for you, looking at the medium to long term, (for sure.)
He can’t “work miracles” overnight,
But “Magic” he can work,
and will.
(I have no doubt about that.)
A bright dawn is approaching [ I think.]
It’s been, “all darkness”, for 30 years now,
(Since Margaret Thatcher was “Born”) [ extreme right wing capitalist or monetary fascist]
Now however, you can look forward to a return to society, - not just an economy, to the detriment of, and at the expense of, all other things.
He knows/understands, you can have no future, without first considering the past, (and in the utmost great detail, furthermore.)
That’s my conclusion, after much consideration and due deliberation, with the benefit of “maritime hindsight”.
Unfortunately, his arrival is too late for us old guys, but not for you, - that’s for sure.
“A Phantom of Chevron & Warsash.”
WOW
I'm rolling on the floor in hysterics.
Now you've learned something about something ROB.
It will save lives one day - for sure.
Well on the road, all be it at the start of it, to your paramount goal of, The preservation of life and property at sea.
It will take time though, a long time, in fact, but now you have started at least.
Slowly, slowly, sure but steady, there's a long road ahead of you, and you will keep getting better right up to the day that you die. Hopefully anyway.
Now go on ROB - Post again,
I Dare you !
But of course you don't need to - you have the basics at last.
LOL
Scoutmaster.
LOL
The Shipmasters Business Question.!
"Afore the cock crows twice, thow shalt deny me" ...... etc.etc.
And the rest is all history - as they say.
We think you know what we mean !!!!
Stick at it.
Shipmaster Retired.
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