Joining of Ship after Class 4 COC (Certificate of Competency)

AlhumdulilAllah by the grace of Allah I joined MT QUETTA after a very long time (about 1 year). I signed off from my previous ship MT KARACHI (9 Months) sailing.

I joined the vessel from Karachi port. I came to Karachi on 02 march 2014 and completed my all documentation on Monday eg. Medical, Result card of 2^nd Engineer COC (Part A), Overhaul (Boiler Suits) and safety shoes from PNSC stores, KPT pass renew, then meet Abdullah Bhai.

When I completed all my documentation, I met with an Electrical Engineer (In Hindi/Urdu Bati Sahab) will name after checking in my mobile contact of the smartphone. I questioned many things from  Bati sahib. Yes, he answered also about the purpose of single line diagram, Which I had seen on MV Multan during my apprenticeship.

I nearly forget the pattern of my watch system. But after seeing and insuring it in only a single bird eye view I remembered back many things which I had learned in the previous ship MT Karachi.

Raza met me on 03-03-2014.  A meeting with Sardar sahib is good he came on the ship to pack his entire luggage. Then the very next day he told me about the entire things which he was doing as a 5^th engineer aboard ship.  Also he told me that the governor linkages were remaining to be greased. He told that shabab alam is a very nice chief engineer. He told me about my trainee engineer that they are good.

Raza told me that he was doing the following work

1.       IOPP tanks sounding

2.       Bunker tanks sounding (also type on computer in excel file)

3.       Log Book (also type on computer in excel file)

4.       Work done (also type on computer in excel file)

Transferring note down.

When I came to the ship and during my first watch I felt like that I don’t remember all the thing but with the passage of time inshaAllah, I will manage all my works.

During my watch today the following things I observed.

1.       No manometer at EGE

2.       No manometer at Turbocharger

3.       Marking on fire and GS pump no. 1 (suction valve)

4.       No alpha lubricator

What I supposed to study is safety and my duties in SMS of PNSC, Safety manual (which is present in Engine room, Smoke room, and bridge)

Check the name tele of Raza (which duties are assigned to him)

Check the fire and safety drawing of the ship

Check the pumping arrangement.

Also I learned from sir ammar today remind 1m3=1kL and

Metric tonne is basically mass of the body we get it by multiply volume x density

(30 April 2015) Later on, I discovered that the ON/OFF button of FD fan for boiler is different from MT KARACHI. It is adjacent to FD fan 02 but on MT KARACHI it on ME LO Tank.

Mitsubishi Purifier Abnormality (From my past diary)

Today is 7 March 2014.




Purifier # 02 was overflowing from the heavy liquid side.







Our one purifier no. 2 boss and friction pad damage.







The friction block is in ok condition. There are some traces of iron pieces in the friction block area. Sir Ammar started the purifier when there were abnormal alarm rises. Failed to start and it's going, trip. The motor of the purifier may be stuck. Ammar called the electrical engineer to see the motor.





The motor was disassembled and friction pad, friction block, and boss were checked found damage. I revolve the friction block it was moving without any great force and running due to momentum. Electrical Engineer (Batti Sahab: In Hindi/Urdu) check the bearing noises it was also ok. Now let see what he will do. InshaAllah May Allah blesses all the engine staff with good knowledge and passion for doing their work at its optimum level.


Now I am writing after all the process and procedure we adopted. We came back from the engine room at nearly 7 o clock. There was the problem of purifier friction block and friction pad slot material was worn out. I checked that every procedure we following aboard ship is slow not so much too fast. "Firstly you will try out if not then the problem may be solved by another person".





Chief Engineer was also present and he was seeing all of us to do correctly and steadily. He was also helping us. First, after the trip, we pull out the motor and check friction block and pad both was damage. So it is replaced by new boss of the motor, friction pad, friction block. I observed the alignment, smoke coming from the block. I see the speed difference between both the rotor and shaft.





Amir told me that there was a problem with the rao furqan and but the fifth engineer ramzan memon guide it.

"Slow and steady win the race"

Are you agree with this statement while you are overhauling Main Engine, Diesel Generator, Auxiliary Boiler, Main Air Compressor & Purifier?


What will be the consequence if do the maintenance in the hurry? Has anything happened with you aboard ship while you disassembling / assembling the machinery part so much fast that you forget something?


Some of Chief Engineers love the person which do all the work out very fast, but some insist on doing the work safe but do at your pace.


Some C/E love that all personnel of Engine Room staff should leave the Engine Room after your work hours timing. Eg if 1700 on Clock is your Work hour timing then you should leave the engine room at 5, but some insist on going beyond this i.e. 1800 or 1900 o' Clock.


And Some says that the work which is on time before 1700 hours is the efficient work.


Note: I am talking about the normal routine. In the event of an emergency, you have to tackle the situation, not the MLC (Maritime Labour Convention) 2006, Geneva, Switzerland or STCW (Standard Of Training Certification and Watchkeeping) 2010, Manila, Philipines.

Will add some content to this article later on. Keep on visiting my blog. Thank you