Merchant Navy Life

11/23/2025

🚢 UTI / MMC – Complete Tank Gauging Procedure on Oil Tankers

Merchant Navy Life – Technical Guide

Accurate tank gauging is one of the most critical duties onboard oil tankers. Every Officer on Watch must fully understand how to use the UTI/MMC (Ullage–Temperature–Interface) device — not only for quantity calculation, but also for safety, compliance, and cargo integrity.

For the full website article with diagrams, photos, and video embeds, visit:
👉 https://merchantnavylife.com/uti-mmc-tank-gauging-procedure/

Below is the complete breakdown of the UTI/MMC process.

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⚓ 1️⃣ What is a UTI/MMC?

UTI/MMC is a portable, intrinsically safe instrument used onboard tankers to measure:

✔ Ullage
✔ Cargo temperature (°C or °F)
✔ Oil–water interface
✔ Tank bottom depth (BS&W)
✔ Cross-check radar gauge readings

All operations are performed through gas-tight v***r lock valves, ensuring zero v***r release, full ISGOTT compliance, and safe measurement.

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⚠️ 2️⃣ Safety Requirements (MUST FOLLOW)

✔ Closed Gauging Only

No tank opening.
No v***r escape.
UTI must be inserted ONLY through v***r lock valves.

✔ Intrinsically Safe Equipment

UTI must have Ex ia / Ex ib certification, valid calibration, and manufacturer approval.

✔ Bonding / Grounding Cable

Before measurement:
👉 Connect bonding clip to ship’s structure
This prevents static electricity.

✔ PPE

Anti-static gloves, face shield, goggles, correct footing, and wind awareness are required.

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🔧 3️⃣ How UTI Detects Oil & Water (Conductivity Principle)

🔹 Oil = Non-conductive → No alarm
🔹 Water = Conductive → Buzzer + LED activates

This allows correct identification of oil–water interface, essential for:
• Crude oil ROB
• Tank washing inspection
• Seawater contamination checks
• Pre-loading inspection
• BS&W measurement
• Bunkering operations

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📏 4️⃣ Step-by-Step UTI/MMC Gauging Procedure

🔸 Step 1 — Zero Check
• Ensure tape is at zero
• Probe is clean & dry
• Temperature stabilised
• V***r lock valve sealing intact

🔸 Step 2 — Open V***r Lock Valve (Gas Tight)

Ensure IG pressure safe to open and valve seat is tight.

🔸 Step 3 — Insert Probe Slowly

Avoid splashing or wetting the tape.

🔸 Step 4 — Measure Ullage

First alarm = Oil surface.
Record ullage in meters & centimeters.

🔸 Step 5 — Measure Temperature

Take 3-point temperature (Top–Middle–Bottom).
Temperature affects VCF, density, cargo volume calculations.

🔸 Step 6 — Measure Oil–Water Interface

Second alarm = Interface detection.
This provides BS&W.

🔸 Step 7 — Measure Tank Bottom Depth

Lower probe to reach tank bottom (for crude/product ROB).

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🧮 5️⃣ Reference Height & Tank Tables

Each tank has a fixed Reference Height stamped by shipyard.
Corrected ullage is used with:
• Tank Capacity Table
• List Correction Table
• Trim Correction Table

Cargo volume = Capacity (m³) × VCF × Density @15°C

(Full step-by-step cargo calculation will be posted soon!)

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📊 6️⃣ Cross-Check Radar Gauge

MMC vs Radar gauge difference normally must be within:

✔ ±3 mm to ±6 mm (company SMS)

If deviation occurs:

⚠ Record in logbook
⚠ Inform CCR
⚠ Investigate radar calibration
⚠ Report to office if needed

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🛠 7️⃣ Common Problems & Solutions

❌ No water alarm → Probe dirty/corroded
❌ Temperature flickering → Faulty RTD sensor
❌ Wrong ullage → Tape stretched or slipping
❌ Condensation inside probe → Remove from service
❌ No bonding → HIGH static risk
❌ V***r lock valve leaking → STOP gauging immediately

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📝 8️⃣ Best Professional Practices

✔ Wipe probe clean before & after use
✔ Never let tape touch tank walls
✔ Lower at steady speed
✔ Repeat readings 3 times
✔ Cross-check with another officer
✔ Immediately update CCR & cargo log
✔ Keep spare batteries, O-rings & cleaning pads ready

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📚 9️⃣ Regulations & References
• ISGOTT 6th Edition
• OCIMF SIRE 2.0
• MARPOL Annex I
• OCIMF Inspection Guidelines
• SOLAS Chapter II-2
• Company SMS
• Terminal Cargo Measurement Guidelines

⸻

▶️ YouTube Videos Related to This Topic

(Watch both for full understanding)

🎥 1. Oil–Water Interface Detection (UTI)

https://youtu.be/OP5BiwmXMHI

🎥 2. UTI Meter – How to Measure Oil & Chemical Cargo

https://youtu.be/WgL53_JUzVQ

⸻

🔗 Full Article + Diagrams + Photos

👉 https://merchantnavylife.com/uti-mmc-tank-gauging-procedure/

⸻

📌 Conclusion

UTI/MMC is a critical instrument for tanker cargo operations.
It ensures:

✔ Accurate ullage
✔ Correct cargo quantity
✔ Safe closed gauging
✔ Proper temperature profile
✔ Water contamination detection
✔ Compliance with inspections

Every officer must master UTI/MMC as part of professional tanker operations.

⸻

⚠️ Disclaimer

This post is for educational and training purposes only.
Follow your Company SMS, ISGOTT, OCIMF and manufacturer guidelines.

11/17/2025

🚢 SHIP MAIN ENGINE – FULL TECHNICAL EXPLANATION

Merchant Navy Life – Technical Series

📌 Full Article with All Diagrams & Videos:
👉 https://merchantnavylife.com/ship-main-engine-technical-explanation/

⸻

1. INTRODUCTION

The ship’s Main Engine (ME) is the primary propulsion machinery responsible for converting the chemical energy of fuel oil into mechanical energy to drive the propeller. Modern ocean-going merchant ships are predominantly fitted with large slow-speed, two-stroke diesel engines due to their high thermal efficiency, reliability and excellent ability to operate continuously for thousands of hours.

This article provides a professional, engineering-level overview of the marine main engine. It covers engine types, operating cycles, major components, starting systems, fuel handling, air systems, control systems, safety devices, emission regulations, and overhaul philosophy.

⸻

2. VIDEO – INSIDE A REAL SHIP MAIN ENGINE

Watch this onboard footage to see how a real engine room main engine looks:

🎥 Inside Ship Main Engine | MAN 6G60ME-C
YouTube Link: https://youtu.be/F8yuCHmrQUI

⸻

3. TYPES OF MARINE DIESEL ENGINES

A. Slow-Speed Diesel Engines (≈ 60–130 rpm)

• Used as main propulsion engines on tankers, bulkers, container ships
• Large bore / long stroke
• Direct-coupled to fixed pitch propeller
• Very high thermal efficiency (≈ 50–52%)
• Designed for long-duration continuous running

B. Medium-Speed Diesel Engines (≈ 300–900 rpm)

• Used as auxiliary engines / diesel generators
• Propulsion on Ro-Ro and ferries
• Operate through reduction gearboxes

C. High-Speed Diesel Engines (≥ 900 rpm)

• Used for emergency generators, lifeboats, fast craft
• Compact and quick responding

⸻

4. TWO-STROKE VS FOUR-STROKE ENGINES

A. Two-Stroke Engines (Typical Main Engine)

• One power stroke every revolution
• Scavenge air through liner ports
• Exhaust through hydraulically operated valve
• High efficiency
• Separate cylinder lubrication

B. Four-Stroke Engines (Auxiliary Engines)

• Intake → Compression → Power → Exhaust
• One power stroke every two revolutions
• Compact and smoother running
• Used for generators and small propulsion plants

⸻

5. MARINE FUEL TYPES USED IN MAIN ENGINES

A. Common Fuel Types

• HFO / IFO (heated to 110–150°C)
• VLSFO (0.5% sulphur – IMO 2020)
• ULSFO (0.1% sulphur for ECAs)
• MGO / DMA (distillate)
• New fuels: LNG, methanol, LPG, biofuels

⸻

6. FUEL HANDLING & PURIFICATION SYSTEM

A. Fuel Flow Path

Bunker tanks → Transfer pump → Settling tanks → Purifiers → Service tanks → Booster unit → Main engine injectors

B. Settling Tanks

• Heated to 70–80°C
• Water & sludge settle at bottom
• Drained regularly

C. Purifiers

• Remove water, sludge, catalytic fines
• Operate in purifier or clarifier mode
• Correct gravity disc & temperature essential

D. Service Tanks

• Provide clean fuel to the ME and DG
• Maintained at 90–95°C for HFO

E. Booster System

• Supply/booster pumps
• Fuel heaters
• Viscosity controller
• High-pressure pumps/injectors
• Injection pressure: 600–1600 bar

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7. SCAVENGE AIR SYSTEM & TURBOCHARGER

A. Turbocharger

• Exhaust gas drives turbine
• Compresses scavenge air
• Increases engine efficiency
• Reduces smoke

B. Scavenge Air Receiver

• Buffer chamber
• Delivers air through liner ports during scavenging

⸻

8. MAJOR COMPONENTS OF A TWO-STROKE MAIN ENGINE

• Cylinder liner
• Piston crown & skirt
• Piston rod
• Stuffing box
• Crosshead & guides
• Connecting rod
• Crankshaft
• Exhaust valve
• Cylinder lubrication system

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9. PISTON COOLING SYSTEM

A. Oil-Cooled Pistons

System oil circulates inside piston crown.

B. Water-Cooled Pistons

Demineralised water in closed cooling circuit.

Monitoring includes:
• Flow rate
• Temperature inlet/outlet
• Differential pressure

⸻

10. MAIN ENGINE CONTROL SYSTEM

A. Camshaft Engines

• Camshaft controls fuel pumps & exhaust valves
• Starting air distributor often cam-driven
• Limited timing adjustment

B. Electronic Engines (ME-C / MCC / Common Rail)

• Hydraulic electronic fuel injection
• Electronically controlled exhaust valves
• Timed cylinder lubrication
• Integrated Automation System (IAS)

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🚢 11. MAIN ENGINE STARTING SYSTEM (STARTING AIR SYSTEM)

Large two-stroke main engines cannot self-start. They rely on high-pressure compressed air.

⸻

11.1 Starting Air Bottles

• 25–30 bar pressure
• SOLAS minimum: Two air bottles
• Capacity: 12 starts (reversible engines)
• Fitted with: safety valve, drains, gauges, non-return valves

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11.2 How the Main Engine Starts – Step-by-Step

1️⃣ Start command given
2️⃣ Interlocks checked
3️⃣ Starting air distributor opens valves
4️⃣ High-pressure air rotates engine (~25 rpm)
5️⃣ Fuel injection enabled
6️⃣ Starting air cuts off
7️⃣ Engine reaches manoeuvring rpm

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11.3 Components of the Starting System

• Starting air compressors
• Air coolers & moisture traps
• Air bottles
• Non-return valves
• Starting air manifold & bursting disc
• Distributor
• Cylinder starting valves
• Interlocks

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11.4 SOLAS & CLASS REQUIREMENTS

✔ 2 starting air receivers
✔ 12 starts capacity
✔ Non-return valves
✔ Manifold bursting disc
✔ Turning gear interlock
✔ Moisture drains

⸻

11.5 Hazards & Precautions

• Air line explosion
• Backfire
• Turbocharger overspeed
• Moisture damage
• Noise/pressure hazards

Routine checks:
• Daily draining
• Check leaks
• Verify pressure
• Test interlocks

⸻

12. SAFETY SYSTEMS IN MAIN ENGINES

• Crankcase OMD
• Scavenge fire detection
• Bearing temperature sensors
• Overspeed trip
• LO/FO pressure protections
• Turning gear interlock

⸻

13. EMISSIONS & IMO REGULATIONS

• IMO Tier I/II/III
• SOx limits (2020 sulphur cap)
• ECA fuel rules (0.10%)
• EEXI & CII
• Scrubbers
• Alternative fuels

⸻

14. OVERHAUL & MAINTENANCE PHILOSOPHY

• Exhaust valve: 6,000–8,000 hrs
• Fuel pumps: 8,000–12,000 hrs
• Pistons/liners: 12,000–16,000 hrs

Maintenance includes:
• Cylinder cover removal
• Liner wear checks
• Turbocharger cleaning
• Scavenge inspection
• Bearing checks
• Crankshaft deflection

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15. CONCLUSION

The marine main engine is one of the most powerful and efficient mechanical systems ever created. With complex fuel, air, control and safety systems, it remains the heart of ship propulsion. Understanding it is essential for every marine engineer and deck officer.

⸻

⚠️ DISCLAIMER – EDUCATIONAL PURPOSE ONLY
Always follow:
• Maker’s Manual
• Company SMS
• Flag/Class rules

⸻

🔗 FULL ARTICLE WITH DIAGRAMS & VIDEOS:
👉 https://merchantnavylife.com/ship-main-engine-technical-explanation/

#️⃣ HASHTAGS

11/11/2025

⚓ Rudder Trunk on Ships – Hidden Area Where Stowaways Can Hide

🎥 Real Onboard Footage | Merchant Navy Life

⸻

🛠️ Introduction

The rudder trunk is a vertical structure located at the aft part of a vessel.
It houses the rudder stock, which connects the rudder blade to the steering gear system.
This space plays a critical role in maintaining steering control and preventing seawater from entering the hull.

However, because it’s dark, confined, and rarely accessed, the rudder trunk can also become a potential hiding place for stowaways — making it an important part of any vessel’s ISPS security inspections.

⸻

🎬 Real Footage: Inside the Ship’s Rudder Trunk

Here’s a real look inside the rudder trunk of a merchant vessel 👇
🎥 Watch full video (125K+ Views):
👉 https://youtu.be/OgomecK2f8s?si=TM0Sd-7TwkAbMTZS

This real onboard video shows how the rudder trunk looks inside a live ship and why it must be checked as part of stowaway prevention under the ISPS Code.

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⚙️ What Is the Rudder Trunk?
• Connects the rudder stock to the steering gear above.
• Located in the aft peak, just below the steering gear flat.
• Serves as a sealed tunnel to prevent seawater ingress.
• Allows inspection, alignment, and maintenance access.

During dry-dock or inspection periods, this space is checked for corrosion, coating condition, and leakage around the rudder stock gland.

⸻

🚨 Stowaway Risk and Security Checks

Although the rudder trunk is not a space commonly entered by crew, its location and structure make it vulnerable to stowaway attempts, especially in ports with higher risk.

Under the ISPS Code, this area must be inspected and secured as part of stowaway prevention procedures before sailing.

✅ Key checks include:
1. Inspect and lock access to the rudder trunk.
2. Use gas detection before entry if space is enclosed.
3. Record inspections in the ship’s ISPS logbook.
4. Maintain restricted access to the steering gear room and nearby spaces.

⸻

⚓ Maintenance & Safety

To keep the rudder trunk safe and compliant:
• Inspect the rudder stock gland for leaks.
• Verify there’s no seawater ingress.
• Maintain proper coating and lighting.
• Provide temporary ventilation during entry.

These steps ensure both safety and security onboard.

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💡 Conclusion

The rudder trunk is one of those hidden but essential parts that ensure a ship’s steering integrity and overall safety.
This onboard footage gives seafarers and enthusiasts a realistic view of how it looks — and why it must be part of every ISPS and stowaway search before sailing.

⸻

⚠️ Educational Purpose Disclaimer

This content is shared strictly for educational and awareness purposes.
It aims to educate seafarers, cadets, and maritime enthusiasts about ship structure, safety, and ISPS awareness.
No operational secrets or restricted information are shared.

⸻

🌐 Explore More

📘 Read the full article on our website:
👉 https://merchantnavylife.com/rudder-trunk-inside-ship/

🎥 Subscribe on YouTube:
👉 https://youtu.be/OgomecK2f8s?si=TM0Sd-7TwkAbMTZS

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🏷️ Tags

rudder trunk, ship rudder, stowaway search, ISPS code, steering gear, ship security, merchant navy life, tanker maintenance, life at sea

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🔖 Hashtags

11/03/2025

🚢 SHIP EDUCTOR SYSTEM – Cargo, Ballast & Bilge Operations Explained 💨

The Ship Eductor System is one of the most reliable and versatile systems onboard tankers. It’s widely used for cargo stripping, ballast water handling, and forecastle bilge drainage — especially in areas where pumps can’t reach the last bit of liquid.

Every Chief Officer, Pumpman, and Deck Cadet should know exactly how this system works — from the motive flow and suction to the discharge and safety checks.

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⚙️ What is a Ship Eductor?
An eductor, also called a jet ejector or venturi eductor, works using the Venturi principle.
A high-pressure motive fluid (usually cargo or seawater) passes through a nozzle, creating a vacuum that sucks liquid from another line and discharges it elsewhere.

✅ No moving parts = Low maintenance + High reliability.

⸻

🛢 Cargo Eductor System (Tankers)
During cargo discharge, when the main pump loses suction, the cargo eductor is used to strip the remaining cargo from the tanks.

💡 Typical Operation:
1️⃣ Cargo from the slop tank is sent through the main cargo pump to the eductor.
2️⃣ The high-pressure flow creates vacuum inside the eductor.
3️⃣ Once vacuum builds (~10 kg/cm²), the suction valve of the cargo tank is opened.
4️⃣ Remaining cargo is sucked out and discharged back into the slop tank.

⚠️ Keep monitoring the slop tank ullage — all stripped cargo returns there.

This system is also used during Crude Oil Washing (COW) to ensure tanks are completely drained before washing.

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🌊 Ballast Eductor System
After deballasting, pumps sometimes lose suction and a few centimeters of water remain in the ballast tanks. On large vessels, that can mean several tons of water — affecting draft, trim, and cargo intake.

That’s when the ballast eductor helps remove the last water through seawater motive pressure via the Ballast Water Treatment System (BWTS).

✅ Always check filters, pressure, and valve line-up before operating.

⸻

⚓ Forecastle Bilge Eductor System
Forward spaces such as the forecastle store, chain locker, and void compartments are drained using a fire main-driven eductor.
Once the fire line valve is opened, suction starts, and when air enters, you’ll hear the sound change — that means bilge water is cleared.

🧭 Commonly used during heavy weather, rain, or drydock.

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🧠 Advantages of Eductors
✔ No moving parts → very low maintenance
✔ Handles dirty or viscous fluids
✔ Safe in hazardous areas (no electrical parts)
✔ Reliable for stripping, ballast, and emergency drainage

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⚠️ Safety Precautions
⚙️ Check motive pressure before operation
🔒 Confirm valve line-up and non-return valves
🚫 Avoid dry running
📈 Monitor suction pressure and slop tank ullage constantly

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🧭 Conclusion
From cargo stripping to ballast removal and bilge drainage, the ship eductor system is a small yet powerful part of every tanker.
Understanding how it works ensures safe, clean, and efficient operations — exactly what defines a professional seafarer.

⸻

📖 Read the full article here 👇
👉 https://merchantnavylife.com/https-merchantnavylife-com-ship-eductor-system/

10/31/2025

⚓ Seafarers’ Life Onboard – Hidden Health Risks & Real Challenges 🌊

Life onboard ships is far from easy. From poor water quality and noise to stress, fatigue, and lack of exercise — seafarers face multiple health risks daily. Let’s talk about the real challenges of staying healthy at sea 🌊

👉 Read full version with photos:
🔗 https://merchantnavylife.com/seafarers-life-onboard-health-risks/

⸻

🌅 Beyond the Ocean – The Real Life of Seafarers

Working at sea is not just about adventure and travel. Behind the calm horizon lies a silent battle — maintaining one’s health while living in a confined, industrial environment. Far from medical care and fresh food, seafarers face unique physical and mental challenges every day.

⸻

💧 Water Quality & Hygiene Concerns

🚿 Aging Piping Systems
As vessels age, internal piping made of low-grade steel starts to corrode. This causes rusty water in cabins and showers, which can lead to skin rashes and infections with long-term use.

🚫 No More Plastic Bottles
To reduce plastic use, many companies rely on UV or RO purifiers connected to ship’s domestic water. Although eco-friendly, it raises concerns about water purity and mineral deficiency.

💦 Fresh Water Generation at Sea
Most ships produce fresh water from sea using ev***rators or RO plants. While safe to drink, it often lacks essential minerals and the quality depends on plant maintenance.

🔥 Hot Showers & Skin Health
Constant use of hot water can dry skin and cause hair fall. Alternate between warm and cold showers to maintain natural skin balance.

❄️ AC Rooms & Fungal Infections
After working in hot weather, entering cold cabins with sweaty clothes creates the perfect environment for fungal growth on skin and nails.

🧺 Shared Laundry Risks
Using common laundry machines without disinfection can spread fungal or bacterial infections between crew members.

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🍱 Food Quality & Cooking Concerns

🥬 Fresh vegetables and fruits rarely last long.
🍖 Frozen meat stored for months loses taste and nutrients.
👨‍🍳 To make food tasty, cooks rely on masalas, sauces, and preservatives — often at the cost of health.
💧 Even cooking water is ship-made — some cooks boil it before use, some don’t.

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⚙️ Engine Room & Deck Hazards

🦻 Noise and Hearing Loss
Machinery spaces are extremely noisy. Without ear protection, crew risk permanent hearing damage and gradual loss of sensitivity.

💨 Hydrocarbon V***rs on Deck
Tanker operations expose crew to inert gas and hydrocarbon v***rs that may cause headache, dizziness, and respiratory issues if inhaled regularly.

☠️ Carbon Monoxide in Engine Rooms
Studies show CO levels over 5 ppm in some engine rooms where gas detectors are rarely used. Continuous low-level exposure is a serious hidden hazard.

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🧠 Mental & Emotional Health

💭 Stress & Responsibility
Tight schedules and constant vigilance build mental pressure, leading to sleep disturbance and high blood pressure.

🏠 Isolation from Family
Months away from home cause emotional fatigue and loneliness that often remain unspoken.

📡 Limited Communication
Some companies don’t offer free internet; satellite plans are expensive and slow. The lack of family contact deepens mental stress.

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☕ Lifestyle Habits & Long-Term Effects

🚬 Ci******es & Caffeine
Smoking and coffee help seafarers stay alert but cause addiction, dehydration, and cardiac strain.

⚗️ Chemical Exposure
Chemical tanker crew risk toxin absorption through skin or lungs. Regular medical tests before and after contract are essential.

🍩 Sugar Cravings
To fight tiredness, many consume sweet snacks and soft drinks — a direct path to weight gain and insulin issues.

🏋️ Lack of Exercise
Fatigue and space limits make exercise difficult. Only those with strong willpower maintain a daily routine.

🧭 Senior Officer Stress
Top-rank officers face high mental load and low physical activity — a combination that causes hypertension and obesity over time.

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💪 Stay Healthy – Practical Steps

✅ Do 15–30 minutes of daily body-weight workouts.
✅ Drink plenty of water; limit coffee and energy drinks.
✅ Always use ear protection in noisy areas.
✅ Shower in lukewarm water and dry properly.
✅ Disinfect laundry machines and personal items.
✅ Share talks with crewmates — mental support matters.
✅ Try to keep a regular sleep schedule even at sea.

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🌍 Final Thoughts – A Healthy Seafarer Means a Safe Ship

The sea tests every mariner’s endurance — not only against waves but against their own limits. Prioritizing health onboard is not a luxury; it’s a duty.
A fit, alert, and happy seafarer ensures the safety of all hands onboard. ⚓

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🧭 Personal Reflection

“After years of sailing, I realized our biggest battle at sea isn’t against storms — it’s the silent struggle to keep our mind and body healthy in a world of steel, heat, and endless watches.”

⸻

💬 Share Your Experience!

What’s the biggest health challenge you’ve faced onboard — bad water, stress, fatigue, or food quality?
Let’s raise awareness together for every seafarer out there 🌊⚓

👉 Read the full post with photos and details:
🔗 https://merchantnavylife.com/seafarers-life-onboard-health-risks/

⸻

🏷️ Hashtags

10/23/2025

⚓ ODME System (Oil Discharge Monitoring Equipment) – Operation & Simulation Test

🚢 The ODME system (Oil Discharge Monitoring & Control Equipment) is a mandatory installation on all oil and chemical tankers. It monitors, calculates, controls, and records any oily water discharge from the cargo tank area, ensuring full compliance with MARPOL Annex I Regulation 34.

This guide explains the ODME system’s operation, components, alarms, IRD formula, simulation test, and maintenance, featuring a real onboard Oilcon Mark 6M simulation test.

⸻

🎯 Why the ODME System Exists

“The purpose of ODME is to discharge as much water as we can and not as much oil as we are allowed.”

The ODME system ensures that all discharges are safe for the marine environment by automatically controlling and recording oil content and discharge rate.

⸻

📜 MARPOL Annex I Requirements

Discharge of oily mixtures from the cargo tank area is prohibited unless all conditions are met:
✅ Ship is en route and more than 50 NM from land.
✅ Ship is outside MARPOL Special Areas.
✅ Instantaneous Rate of Discharge (IRD) ≤ 30 L/NM.
✅ Total oil discharged ≤ 1/30,000 of total cargo.
✅ The ODME system must be operational, auto-stopping, and recording.

🧭 Special Areas: Mediterranean, Baltic, Black, Red, Gulfs Area, Gulf of Aden, Oman Area, Southern South African Waters, North West European Waters, Antarctic.

👉 Reference: IMO MARPOL Convention

⸻

🧩 ODME System Components

1️⃣ Sampling Unit / Sample Cell
2️⃣ Oil Content Meter (OCM)
3️⃣ Flow Meter
4️⃣ Speed Input
5️⃣ Control & Calculation Unit
6️⃣ Three-Way/Overboard Valve
7️⃣ GPS Position Input
8️⃣ Printer / Data Logger
9️⃣ Alarm & Interlock System

⸻

📐 Instantaneous Rate of Discharge (IRD)

Formula:
IRD (L/NM) = (Oil Content (ppm) × Flow Rate (m³/h)) ÷ (Speed (knots) × 1000)

➡️ If IRD > 30 L/NM, the ODME system automatically stops discharge and diverts flow to slop.

⸻

🛠️ Standard Operation of ODME System

Follow the vessel’s SMS, P&A Manual, and Master’s standing orders.

✅ Confirm ship en route, >50 NM, outside special area.
✅ Check calibration, sensors, printer, and GPS input.
✅ Line up discharge through ODME; keep recirculation ready.
✅ Start slowly; monitor ppm and IRD.
✅ Any alarm = auto-stop + divert to slop.
✅ Record printout in ORB Part II.

⸻

🧪 ODME System Simulation Test – Oilcon Mark 6M

Simulation is done before any discharge to verify alarms, valves, and logic.

Step-by-Step:

1️⃣ Set ODME to Simulation mode.
2️⃣ Switch Speed/Flow to manual; maintain IRD < 30 L/NM.
3️⃣ Check IRD calculation is stable.
4️⃣ Command Open Overboard Valve → Overboard opens, Slop closes.
5️⃣ Trigger Alarms:
⚠️ High PPM
⚠️ High IRD
⚠️ Total Discharge Limit
6️⃣ Verify: Alarms cause auto-stop, overboard closes, slop opens.
7️⃣ Confirm all alarms printed.
8️⃣ Record “ODME Simulation Test carried out – alarms verified” in ORB Part II.

⸻

⚙️ Inbuilt Self-Test

Oilcon Mark 6M includes Self-Test mode to check all sensors, relays, and printer.
Always run before simulation or discharge.

⸻

✅ Quick Checklist (Converted to Text)

✅ IRD below 30 → System operating normally
✅ High PPM Alarm → Auto-stop, Overboard closes, Slop opens
✅ High IRD Alarm → Auto-stop, Alarm recorded
✅ Total Quantity Limit → System stops discharge
✅ Manual Stop → Overboard closes, Slop opens
✅ Valve Feedback → Matches actual valve position
✅ Printer Log → All events correctly recorded
✅ Self-Test → No errors found

💡 Always test before using ODME — one short test avoids MARPOL violations & detentions.

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🚨 ODME System Alarms
• High PPM/IRD – stop discharge & settle slops.
• Flow fault – check valve/air supply.
• Valve fail – inspect solenoid.
• Printer error – replace paper.
• GPS/Speed fail – stop until fixed.
• Sample cell dirty – rinse & clean.

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🧽 Maintenance & Calibration

✔️ Rinse sample cell with fresh water after use.
✔️ Weekly alarm & print test.
✔️ Annual calibration by service tech.
✔️ Keep ODME logs ≥ 3 years.

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🧾 Record Keeping
• Enter all operations & tests in ORB Part II.
• Attach printouts.
• Sign as per SMS.

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🌊 Environmental Responsibility

The ODME system is not just compliance — it’s a commitment to protect our oceans 🌍💙

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🎥 Watch the Full ODME Simulation Test (Oilcon Mark 6M)
📺 YouTube Link 👉 https://youtu.be/2cyIphLQ8Oo?si=nb45iOzZtl2Sh1bj

📖 Read Full Article on Website:
👉 https://merchantnavylife.com/odme-system-operation-simulation-test/

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🔗 Related Posts
• How to Perform a Winch Brake Holding Test Onboard Ship
• Second Generation EPIRB Tron 60AIS Guide
• Understanding ECDIS – Navigation System Basics

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⚠️ Disclaimer

This post is for educational purposes only. Always follow Company SMS, MARPOL, Flag, and Class rules. Merchant Navy Life is not liable for misuse or non-compliance.

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📌 Hashtags

10/17/2025

⚓ 🚨 What is a Second Generation EPIRB? | Tron 60AIS Explained 🚢

🆕 The Second Generation EPIRB (Tron 60AIS) is a major leap forward in maritime safety — designed to send your distress signal faster and more accurately than ever before!

Let’s understand this life-saving device every seafarer must know 👇

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⚙️ What is an EPIRB?

An Emergency Position Indicating Radio Beacon (EPIRB) automatically transmits a distress signal when activated, sending your vessel’s location to COSPAS–SARSAT satellites, which relay it to the nearest Rescue Coordination Centre (RCC) for Search and Rescue (SAR) operations.

📡 In short:
Vessel → Satellite → RCC → SAR → Rescue ✅

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⚙️ How It Works

When the beacon is triggered (either manually or automatically when submerged), it:
1️⃣ Sends a distress alert via 406 MHz to satellites.
2️⃣ Broadcasts AIS signals (Automatic Identification System) to nearby vessels for faster local detection.
3️⃣ Provides accurate GPS position data to rescue teams.

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🔧 Float-Free Activation

If the vessel sinks, the Hydrostatic Release Unit (HRU) automatically cuts the lashing after sensing water pressure (usually around 4 meters depth), freeing the EPIRB to float and activate — no manual action needed.

🌀 That’s why it’s called a Float-Free EPIRB — it works even when you can’t.

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⚓ IMO Requirements

All SOLAS ships must carry a float-free EPIRB that:
✅ Operates for a minimum of 48 hours
✅ Transmits on 406 MHz + 121.5 MHz (homing)
✅ Automatically activates when submerged
✅ Is tested monthly and serviced annually as per IMO and manufacturer guidelines

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🛰️ Why the Second Generation EPIRB Is Different

🔹 Uses MEOSAR satellite system for near-instant detection
🔹 Includes Return Link Service (RLS) — gives confirmation that your distress signal is received
🔹 Transmits AIS signal visible to nearby ships
🔹 Higher GPS accuracy
🔹 Faster location confirmation

🆚 Old vs New:
• Old EPIRB: L-band & LEOSAR → slower detection
• New EPIRB: GNSS & MEOSAR + RLS → real-time confirmation

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🧪 Testing the Tron 60AIS

Regular testing ensures your beacon is ready when it matters most.
📽️ Watch the full onboard demonstration of how to test the Tron 60AIS EPIRB 👇

🎥 YouTube Video:
👉 https://youtu.be/dUuJ3AyHgEk?si=MaSGk55sO5osYKOJ

(Testing shown for educational purpose only — always follow your Company SMS and manufacturer guidelines.)

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⚙️ Specification Highlights (Tron 60AIS)

🔸 Frequency: 406 / 121.5 MHz + AIS 162.025 & 157.425 MHz
🔸 Battery Life: ≥ 48 hours
🔸 Activation: Manual / Automatic (Float-free)
🔸 Brackets: Float-free & Manual options
🔸 GNSS: Galileo, GPS, GLONASS support
🔸 RLS (Return Link Service): Yes

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🧭 Why Every Seafarer Should Know This

EPIRB is the final lifeline at sea — understanding its operation can make the difference between rescue and loss. Always ensure it’s:
✅ Properly registered
✅ Battery and HRU are in date
✅ Tested monthly

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🛟 In Summary

The Second Generation EPIRB Tron 60AIS is a crucial safety upgrade for all vessels — faster detection, AIS visibility, and confirmation that your distress signal is received.

This is for educational purposes only. Always follow your company procedures and manufacturer’s manual when testing or operating GMDSS equipment.

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🌐 Read Full Article

👉 https://merchantnavylife.com/second-generation-epirb-tron60ais-guide/

Learn more about EPIRB regulations, HRU function, testing steps, and comparison between old and new technology.

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📸

⚓ What Is a Second-Generation EPIRB? Complete Guide for Seafarers (Tron 60AIS Example) 🎬 Watch Onboard Test Video Below 👇 🆘 What Is an EPIRB? The Second