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Generally speaking, this is applicable across all coys and types of ships but please note there may be topics excluded (tanker-specific systems), and some topics may not apply (e.g. cargo cranes).
ALWAYS SAFETY FIRST.
1. ROLE AND RESPONSIBILITY
A) MACHINERIES
– Main Engine
– And other machineries as per coy’s or Chief Engineer’s instructions
B) MANAGEMENT
– Overall in charge of Engine Room
– Assignment of jobs as per Planned Maintenance Schedule
– Training junior engineers and cadet
C) ADMINISTRATIVE
– Paperwork (e.g. Rest Hours, work permits)———————————————————————-
2. TECHNICAL KNOWLEDGE & EXPERIENCE
The following machineries are highlighted for emphasis especially as 2/E.
A) MACHINERIES
1. Main Engine
– Operation and maintenance
– Troubleshooting
– Performance data
– Unit overhaul, liner calibration
– Crankshaft deflection
– Fuel pump overhaul, timing check and adjustment
Survey:
– Bearings (crosshead, crankpin, main)2. Air Con and Provision Refrigeration systems
– Operation and maintenance
– Troubleshooting3. Deck machineries (e.g. Winches)
– Operation and maintenance
– Troubleshooting4. Cargo cranes
– Operation and maintenance
– Troubleshooting5. Other machineries
– Troubleshooting experienceDRY DOCKING
– Actual experience
– Preparation of Drydock Specifications
– Preparation 3-4 days before Drydock
– Efficient planning of Drydock repair items
– Annual and Docking surveyFFA (especially fixed firefighting system)
– Testing, operation and maintenance———————————————————————-
B) MANAGEMENT
Training -> Observation -> Feedback -> Improve training.1. Bunkering
– Pre-bunkering preparations, safety meeting
– Bunkering procedure
– Bunker sampling and analysis
– Verify discrepancies and shortage2. Safety systems
– Risk assessment
– Safety training for shipboard operations and emergency (e.g. Fire fighting)
– Improve safety culture onboard
– Procedures to report emergencies/accidents and training to prevent them3. Environmental and pollution prevention
– MARPOL Convention (in particular, Annex VI)
– Ballast Water Convention
– Garbage management plan
– Bilge and Sludge management4. PORT STATE CONTROL INSPECTION
– Preparation
– Actual experience5. CREW MANAGEMENT
– Experience with insubordination and/or other HR issues– Do you have problems joining vessel recently?
Me: I joined the tugboat as emergency assignment as foreign crew was unable to enter SG to bring tugboat from shipyard to Australia.– Is it AHTS?
Me: No, ocean-going tugboat specially designed for LNG field in Australia.– Talk about 1st vessel as 2/E?
Me: Joined as 3E, went drydock, found boiler pin tubes choked, promote onboard after drydock, M/E cannot astern (control air dryer problem -> start air distributor), A/E major overhaul
China, SG, Brazil– What’s your drydock experience?
Me: First drydock was 10 years, I visited Singapore shipyard. Second drydock was my 1st ship as 2/E, 5 years drydock.– Experience with PSC (USCG? China?)
Me: No USCG experience as PIL doesn’t allow me to join any ship going Red Sea, East & West Africa.– Experience with Paris MOU?
Me: No experience with Europe ports due to Red Sea transit.– Experience with China PSC?
Me: Qingdao.– How do you prepare for PSC?
Me: Assuming 1 week to next port. Check PMS, prioritise urgent jobs and others put on hold. Cleaning, painting, housekeeping. Critical + emergency equipment operation and alarm tests. etc.– How do you explain to PSC if Rest Hours breach?
Me: First action would be to make arrangements for compensatory rest. Then explain to PSC the reasons for breach and accordingly remedial actions (compensatory rest).Technical questions
– How do you conduct takeover/handover? What’s the first thing you do onboard?
Me: First thing is safety familiarisation: LSA/FFA, emergency procedures (e.g. fire). Followed by actual takeover of 2/E duties:
Pending alarms/problems to be rectified, upcoming jobs, spares requisitions, history of significant problems
Walk around Engine Room with outgoing 2/E, chat with other engineers. Usually when I take over, it’s before bunkering or during bunkering itself. Same time I familiarise with bunkering procedure.– During takeover, you saw the alarm history Oil Mist Detector alarm was activated several times before you joined. What is your actions?
Me: Chat with C/E and outgoing 2/E about:
A) First occurrence under what conditions
B) Repeated occurrences under same conditions?
C) What actions were taken? E.g. OMD sensor already cleaned and tested?
D) If not, when is the earliest opportunity to carry out?– After sailing out, same problem happened. What’s your actions?
Me: Assuming sensor has already been cleaned and tested satisfactory, then first action is inform Master to inform office to request permission to stop ship. Crankcase inspection.– What do you check in crankcase regarding this problem?
Me: Usual answer– Assume E/R is flooding, are you able to pump directly O/B or must go through OWS?
Me: SOLAS regulations says Safety of Life first, so we will inform Master to inform office, and also inform the appropriate authorities. Pump out through emergency bilge suction valve, recording of seal broken, writing report and record in ORB afterwards.MARPOL
– C/E pumping oily water O/B without O.W.S, what’s your first action? The office has created a 24/7 task force for MARPOL violations.
Me: Confirm true, then inform Master, and report to the task force.– Tell me about IMO 2020?
Me: I have not sailed on ships with scrubber before, so we used LSHFO. Preparing for designated tank bunker with LSHFO, discuss with CE the changeover procedure and time duration, engine team training for familiarisation with procedureHR
– In view of current situation where crew tensions are very high, what would you do if your greaser or engine cadet refuses to work?
Me: Firstly I would seek to understand underlying reason, such as fatigue, compassionate reasons if any. As much as possible, I would push for this person to sign off ASAP.– You understand that crew change is very difficult at the moment, correct?
Me: Yes I understand. In that case, while waiting for this crew member to sign off, we will assess if this crew member is in the right frame of mind to continue work. If this crew member is likely to injure himself and/or other crew members, I rather not have him working.– As a 2/E, you are in charge of training junior engineers. How do you train your engine cadet?
Me: Speaking from experience, all my ships had engine cadet. When ship is under sea passage (e.g. Tues-Thurs), engine cadet and I will meet in common area to go through his training book assignments, discuss his theoretical knowledge. For cadets, the very first assignment is engine room layout and pipeline tracing. I bring the cadet for Bilge Water pipeline tracing, we trace and draw together. After which, he traces other pipelines such as F.O, S.W etc. Whenever he has a question, he comes to me. The idea is to encourage them to keep asking questions, but not to spoonfeed them with answers.– What nationalities did you sail with?
Me: Officers are mainly PRC, Indian, Burmese. Ratings are usually Sri Lankan, Indonesians.– Which nationalities are the worst and best to work with?
Me: Regarding English, PRC are the worst. Indians are the best. For ratings, Indonesians are the best and Sri Lankans are the worst.– How do you deal with insubordination? Let’s say your 4/E or greaser has alot more sea time than you, and refuse to follow your orders. What do you do?
Me: I understand most Asian cultures are not used to working with females, let alone engineer and senior. The first thing is set the correct tone. As soon as possible after going onboard, have top 4 meeting to agree insubordination is not acceptable, and there will be open dialogue for discussion with crew members if they do not agree with my instructions. The important thing is mutual respect. I had experienced a 4/E who refused to follow my instructions, and we had a discussion together with C/E to understand why. I emphasised that I respect him with his experience, and we can try his method first. If his method does not work, then we try my method. Our working relationship improved after that.
However, I have also experienced a greaser who simply refused to cooperate despite discussion. In the end, C/E changed him with the other greaser. It happens.– As a female, have you experienced any crew trying to be funny with you? Our company only just opened to females last year.
Me: Ever since I became 2/E, I haven’t experienced that. But as a junior engineer, I had experienced on every ship. As a senior engineer, the problems changed to insubordination. So for sexual harassment, I manage by reporting first, and trying to minimise hopefully eliminate it. However, I also understand it may not succeed, and I’m able to tolerate it.– Assuming you are hired, when is the earliest you can join ship?
Me: Saturday, since tomorrow is election day. 🙂
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