Your vessel is on a UMS (unmanned machinery space) ocean passage. At 0200 you receive an UMS machinery alarm on the bridge. The duty engineer is in his cabin. Describe your responsibilities and actions.

A. UMS ALARM — BRIDGE OOW/CHIEF MATE RESPONSIBILITIES: UMS BACKGROUND: SOLAS II-1/46-54 and the UMS Code (MSC/Circ.645) allow machinery spaces to be operated without continuous manning when the vessel meets prescribed equipment and alarm standards. The engineer is on call, not in the machinery space. OOW BRIDGE ACTIONS ON UMS ALARM: (1) ACKNOWLEDGE the alarm on the bridge alarm panel — this stops the audible alarm but keeps the visual; (2) RECORD: alarm type, time, and acknowledge time in the logbook; (3) CONTACT the duty engineer officer — give the alarm description and location; (4) MONITOR the alarm: if a second alarm follows rapidly (cascade alarms), or if a HIGH PRIORITY alarm activates (blackout, main engine shutdown, steering failure) — take immediate navigational action as appropriate; (5) DO NOT SILENCE AND IGNORE: the alarm system requires that alarms are responded to — an unresponded-to alarm triggers escalation to the next person on the call list; (6) HIGH PRIORITY ALARMS: main engine slowdown/shutdown → notify master, consider navigational implications (vessel now drifting or under reduced power); (7) Document all alarms, response times, and engineer actions taken in the UMS alarm log. CHIEF MATE UNDERSTANDING: must know which alarms require navigational response vs engineering response.

B. All UMS alarms are exclusively the duty engineer's responsibility. The bridge OOW should silence the alarm and wait for the engineer to respond — there is no bridge action required.

C. Wake the master for every UMS alarm. Only the master has authority to decide whether a UMS alarm requires action at night — the OOW should not make this assessment.

D. UMS alarms can be safely ignored for 30 minutes before escalation. The engineer's call response time is 30 minutes under SOLAS and the OOW should not contact the engineer before this period expires.

A. BRIDGE ENGINE REMOTE CONTROL — PRINCIPLES AND TESTING: OPERATING PRINCIPLE: Modern vessels have a telegraph system that allows the bridge to command propulsion from three positions: (1) Bridge wing (port and starboard); (2) Bridge centre console (primary); (3) Engine room local control (manual override). The system typically uses an electronic or electro-pneumatic telegraph — the bridge moves the telegraph lever and the engine room control room (or automated system) responds with matching engine movement. REMOTE CONTROL TYPES: (a) Bridge full control: bridge moves engine telegraph → ECR or UMS system automatically adjusts fuel injection, ahead/astern valve, and RPM; (b) Telegraphed control: bridge signals intention, engine room carries out manually; (c) CPP (Controllable Pitch Propeller): blade pitch changes rather than engine RPM — bridge pitch lever directly adjusts thrust. PRE-DEPARTURE TEST: (1) Notify engine room of impending test; (2) Test both bridge wing controls and centre console — move telegraph full range ahead/stop/astern; (3) Confirm ECR repeater matches bridge telegraph position; (4) Test emergency stop function; (5) Confirm steering gear tested (SOLAS V/26 — 12 hours before departure); (6) Log all tests with times; (7) Confirm with chief engineer "engines ready for manoeuvring."

B. Bridge engine control is tested only at drydock. Between drydocks, the engineer officer of the watch is solely responsible for engine operations and the chief mate has no role in engine testing.

C. The bridge telegraph is advisory only. The engine room carries out all engine movements independently — the bridge telegraph is a communication tool, not a control system.

D. Engine testing before departure is done by increasing to full ahead for 5 minutes then stopping. Other tests are the chief engineer's responsibility and are covered by the SMS.

A. FUEL CHANGEOVER — CHIEF MATE'S KNOWLEDGE AND RESPONSIBILITIES: MARPOL ANNEX VI SULPHUR LIMITS: (a) Global cap: 0.50% sulphur since 2020 (IMO 2020 regulation); (b) SECA (Sulphur Emission Control Areas — English Channel, North Sea, Baltic, North America, US Caribbean): 0.10% sulphur; ECAs = ECA = SECA for UK/European waters. TIMING OF CHANGEOVER: MARPOL VI requires changeover to compliant fuel BEFORE entering the ECA — not at the boundary. Changeover must be completed far enough in advance that the fuel system is flushed through and the compliance fuel is in the engine by the time the ECA boundary is crossed. Changeover logs must show: (a) Time changeover started and completed; (b) Position at start and completion; (c) Bunker tank quantities before and after; (d) Fuel specifications used. CHIEF MATE's ROLE: (1) Ensure passage plan flags ECA entry point and advance notice to chief engineer (typically 4-6 hours advance notice for HFO→LSFO changeover); (2) Record changeover in the deck log and official log; (3) Chief mate signs off the Fuel Oil Changeover Log; (4) Confirm with chief engineer when changeover completed; (5) On departure from ECA — coordinate the changeover back to HFO (to conserve more expensive LSFO/MGO). PSC CHECK: PSC officers check the Fuel Oil Changeover Log — non-compliance attracts substantial fines and potential detention.

B. Fuel changeover is exclusively the chief engineer's responsibility. The chief mate has no role in fuel operations and does not need to understand the changeover process or timing.

C. Vessels may remain on HFO until the ECA boundary is crossed, then change over. MARPOL requires compliant fuel by the boundary — not before it.

D. Low sulphur fuel requirements only apply in port. At sea, vessels may burn any grade of fuel regardless of ECA status as long as they carry a sulphur exemption letter from the flag state.