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Man MTN 010

This document provides maintenance procedures for ships managed by Prime Tanker Management Inc. and Prime Gas Management Inc. It outlines the planned maintenance system and inspection schemes for ship equipment, tanks, and void spaces. Key aspects covered include technical vessel visits, critical equipment identification, steel repairs, and service request procedures. The document aims to standardize maintenance practices to ensure safety and operational efficiency on managed vessels.

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0% found this document useful (0 votes)

147 views

Man MTN 010

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alextymofieiev

Available Formats

Download as PDF, TXT or read online on Scribd

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Prime Tanker Management Inc.

Prime Gas Management Inc.

Manual Code: MTN (005)

MAINTENANCE MANUAL

Authorized by DPA / DCOO

Frantzeskos Kontos

Approved by
CHIEF OPERATING OFFICER (COO)
George A. Kouleris

DOCUMENT CONTROL
No part of this document may be reproduced, utilised, stored in any retrieval system or transmitted in any form
or by any means, electronic or mechanical, including photocopying, recording or by any information, storage or
retrieval system without the permission of Prime Tanker Management Inc and Prime Gas Management Inc.
Prime Tanker Management Inc.
Maintenance GENERAL
Manual Prime Gas Management Inc.
(005) Revision: 09
GENERAL
Eff. Date: 29/02/2020

RECORD OF AMENDMENTS
Amendment Date Position /
Section / Page No. Date Issued Initials
Number Amended Rank
ALL SECTIONS
From 01-11
00 01/03/2016 N/A CAC S&Q Mgr
Newly issued
Manual
ALL SECTIONS
01 01/03/2016 30/09/2016 CAC S&Q Mgr
from 01-11
Sections Amended
02 01/03/2016 28/02/2017 CAC S&Q Mgr
01-02-05-06-08-10
Sections
03 Amended 01/03/2016 31/03/2017 CAC S&Q Mgr
01-10-11
Sections Amended
01-02-03-04 01/03/2016 30/11/2017 CAC S&Q Mgr
06-07-08-09-10-11
Sections which
were given an
04 automatic version
number during
Danaos Integration
with no change
03-04-07-09-11
Sections Amended
01-02-03-04
05 01/03/2016 30/06/2018 CAC S&Q Mgr
05-06-07-08
09-10-11
Sections Amended
06 01-02-05 01/03/2016 31/03/2019 CAC S&Q Mgr
10-11
Sections Amended
07 01-04-05- 01/03/2016 31/05/2019 CAC S&Q Mgr
06-10-11
Sections Amended
08 01/03/2016 30/09/2019 CAC S&Q Mgr
01-10
Prime Tanker Management Inc.
Maintenance GENERAL
Manual Prime Gas Management Inc.
(005) Revision: 09
GENERAL
Eff. Date: 29/02/2020

RECORD OF AMENDMENTS
Amendment Date Position /
Section / Page No. Date Issued Initials
Number Amended Rank
Sections Amended
(All)
09 01-02-03 01/03/2016 29/02/2020 CAC S&Q Mgr
04-05-06
07-08-09
10-11
Prime Tanker Management Inc.
Maintenance GENERAL
Manual Prime Gas Management Inc.
(005) Revision: 09
GENERAL
Eff. Date: 29/02/2020

CONTENTS

SECTION No Title Issue Issue

Status Date

Manual Control Page

GENERAL : 09 29/02/2020
Record of Amendments and Contents
29/02/2020
SECTION 01 Maintenance of Ship & Equipment 09
29/02/2020
SECTION 02 Engine Room Management 06
29/02/2020
SECTION 03 Defect Reporting & Repairs Monitoring 05
29/02/2020
SECTION 04 Monitoring of Ship¶s Surveys and Certificates 06
SECTION 05 Riding Teams /Contractors/Afloat Repairs /Services 06 29/02/2020
29/02/2020
SECTION 06 Dry-docking and Major Repairs 06
29/02/2020
SECTION 07 Lub-oil Supply, Sampling Analysis 05
29/02/2020
SECTION 08 Maintenance and Inspection of Machinery and 05
Systems
SECTION 09 Maintenance and Inspection of FFE & LSA 05 29/02/2020
Equipment and Systems
SECTION 10 Maintenance and Inspection of Cargo Equipment 09 29/02/2020
and Systems
SECTION 11 Maintenance and Inspection of Mooring Equipment , 08 29/02/2020
Lifting Appliances and Deck Machinery
Prime Tanker Management Inc. SECTION 01
Maintenance
Manual Prime Gas Management Inc.
(005) Revision: 09
MAINTENANCE OF SHIP & EQUIPMENT Eff. Date: 29/02/2020

Page 1 of 16
Prime Tanker Management Inc. SECTION 01
Maintenance
Manual Prime Gas Management Inc.
(005) Revision: 09
MAINTENANCE OF SHIP & EQUIPMENT Eff. Date: 29/02/2020

1. PURPOSE
This procedure introduces the principles to be followed to ensure efficient maintenance of the Ship
and equipment.
The Ship must be maintained in conformity with the provisions of relevant Rules, Regulations and
Company requirements.
This must ensure that the Ship, in all respects, remains fit to proceed to sea without danger to the
Ship or Persons on board, to the Environment and cargo.
It must be also ensured that maintenance and relevant Surveys are carried out in a planned, safe and
timely manner.
In this procedure, the specific issue of the identification of Shipboard Critical Equipment and Alarms
is also addressed, together with reporting instructions, in case this equipment is disarmed for planned
or unplanned maintenance.

2. PROCEDURE

2.1 GENERAL
The Company has established procedures to ensure that maintenance, repairs and relevant Surveys
are carried out in a planned, safe and timely manner.
Ship Managers have been appointed to monitor and provide adequate Technical support to the Ships
for which they are responsible for and to provide Technical feedback.
Ship Managers have been assigned to follow all the requirements of the Flag Administrations and
Classification Societies, which normally require notification and request for attendance of a Surveyor
onboard.
Procedures have been established to ensure the seaworthiness of the Ship and include provision and
adequacy of Maintenance tools, Technical information, Spare Parts and Supplies.

2.2 VESSEL VISITS BY TECHNICAL AND MARINE SUPERINTENDENTS

Each Ship must be inspected on a regular basis, as per an Annual Inspection Plan, where all Ship
Visits/Inspections by Shore-Staff are scheduled.
Reference is made to Procedure 17 ±³Company Representatives Visits onboard´ of the IMS
Procedures Manual.

During their visit, the Superintendents must examine, amongst other aspects, the Hull and the
Coating Condition and report their findings to the Technical Manager in their Superintendent¶s
³Ship Inspection Report´ (Form OFF/TEC/101).
They must recommend any remedial action as/if necessary in order to comply with Class and
Industry standards.
Although the completion of all parts of the ³Ship Inspection Report´ may be effected during one or
more Ship inspections by attending Superintendent(s), the Technical Manager is responsible to
ensure that all sections/items of the Ship Inspection Report, are inspected at least once within a
calendar year.
All maintenance work must be promptly reported.

Page 2 of 16
Prime Tanker Management Inc. SECTION 01
Maintenance
Manual Prime Gas Management Inc.
(005) Revision: 09
MAINTENANCE OF SHIP & EQUIPMENT Eff. Date: 29/02/2020

Following each Vessel visit, the visiting Superintendent must fill in a "Recommendations for Ship
Staff Maintenance" list, through the appropriate e-PMS Module.
Corrective action must be completed within a definite period of time set for their rectification.
³Recommendations for Ship Staff Maintenance´ Lists are continuously monitored by the Ship
Managers and Marine Superintendents.
Furthermore, documented Safety Meetings are held with the Officers and Crew during these visits
(relevant minutes must be recorded in the Superintendent¶s Safety Meeting (Form OFF/TEC/101A).

2.3 VESSELS¶ CERTIFICATES

The Company has adopted a back-up system ashore to monitor all Vessels¶ Certificates, in addition
to the monitoring system onboard the Vessel.
In this context, the Company has established procedures and double-checks in order to ensure that at
all times, the Vessel has valid Class & Trading Certificates as follows:
A. The Master is responsible to check and ensure that the Vessel¶s Certificates are valid.
He is responsible to monitor and request for renewal, quite before their expiration date.
The Master is responsible to fill-in, on a monthly basis, the ³Certificate Status´ (Form
SF/TEC/112 (A-B or C depending on the type of Vessel), and to send a copy to the Office to
the attention of the Ship Manager.
B. The Ship Manager is responsible to review this report and ensure that the Vessel will be
provided with the renewed Certificates in good time.
In addition to the monitoring of Certificates, carried-out by the Master and Ship Manager, the
Company has enrolled in a special Service Company (Q88), which monitors the Vessels¶ Certificates.
Relevant detailed procedures are found in Section 02 ³Ship Certificates´ of the Shipboard Operations
Manual and in Section 4 ±³Monitoring of Ship¶s Surveys & Certificates´ of this MTN Manual.

2.4 COMPUTERIZED PLANNED MAINTENANCE SYSTEM

All the Company Vessels operate a computerized Planned Maintenance System (e-PMS).
The e-PMS specifies the machinery to be tested and the appropriate intervals for their testing and
must be kept updated at all times.

The e-PMS includes all Shipboard equipment (including Main and Auxiliary machinery, Deck,
Bridge, Electronic and Safety equipment) as well as Critical Equipment,
Which are clearly marked in the e-PMS for easy identification.

Changes of the established time intervals and/or periodicities in the PMS may be carried out on a
case-by-case basis and justified by the following factors:
x Manufacturer¶s revised Instructions and Service Letters for maintenance.
x Change of Class or Regulatory Requirements, affecting PMS.
x Accumulated experience from the operation of the specific equipment, including change of
operational conditions, analysis of performance data, alteration of Spare Parts¶ Specification,
proactive approach to prevent defects etc.

Page 3 of 16
Prime Tanker Management Inc. SECTION 01
Maintenance
Manual Prime Gas Management Inc.
(005) Revision: 09
MAINTENANCE OF SHIP & EQUIPMENT Eff. Date: 29/02/2020

Proposals for PMS changes may be made by the Technical Superintendents or Vessel¶s Officers and
authorized by the Technical Manager, followed by a Management of Change process and written
instructions to the Chief Engineers of the Vessels, where PMS changes will be made.
Maintenance jobs outside the periodic PMS are reported through the Recommendations Reporting
Module of the e-PMS.
All outstanding maintenance tasks are highlighted in the e-PMS and the following information is
available:
x The number and nature of any outstanding maintenance tasks.
x The reason for tasks being outstanding.
x The identification of any assistance required, such as Spare Parts or Shore Technicians.
If it is necessary to grant extension to PMS jobs (including Defects/Recommendations), the Vessel
must send a written request to the Office (Technical Department), accompanied by a relevant Risk
Assessment which must be evaluated by the Fleet Manager/Ship Manager.
In the remote possibility that the request is relative with a critical job, the extension including
respective the Risk Assessment will be evaluated by Technical Manager.
Extensions, with revised specific due dates, can be granted on a case-by-case basis, after considering
the condition of the equipment, spares availability and trading profile.
On a monthly basis, a Report is prepared and submitted to the Technical Manager /Fleet Managers
comprised of the data below:
a) Outstanding maintenance jobs (as %) of total monthly jobs, per Vessel
b) List of Defect Reports per Vessel, highlighting any similarity or trends of Defects within the
Fleet, taking into account historical data.
c) List of recommendations per Vessel.
d) Comparison of data between the last and previous month. Target dates for closure of Defects
are reviewed.
The above data are analyzed and the PMS Tasks are amended, as appropriate.
Furthermore, if considered necessary, the ³Minimum Spare Parts List´ is revisited.
The analysis includes evaluation and implementation of any additional actions, as necessary,
(i.e Shore assistance, additional Crew, additional spares) based on data collected).

2.5 INSPECTIONS SCHEME FOR TANKS AND VOID SPACES

The Company has established an Inspection and Maintenance Scheme, covering all aspects of the
Fleet Vessels.
More specifically, the Inspection and Maintenance Scheme covers aspects concerning:
A. The structural integrity of the hull,
B. The efficient condition of the hull¶s coating system,
C. The satisfactory operation of all machinery,
D. Equipment and appliances,
E. The proper application of all Company¶s Procedures and compliance with the Rules and
Regulations of the Classification Society and other statutory and Industry requirements, at all
times,

Page 4 of 16
Prime Tanker Management Inc. SECTION 01
Maintenance
Manual Prime Gas Management Inc.
(005) Revision: 09
MAINTENANCE OF SHIP & EQUIPMENT Eff. Date: 29/02/2020

F. During the Tank Inspection, (in case of LPG Carriers, FRAMO Tankers or other Tankers with
Deepwell Type pumps),
x the pumps must be inspected externally,
x tightness must be verified and
x the pump supports must be checked during tank entrance.
The Office must be informed with a Defect report if any negative observation is identified.
Both the Shipboard and Office personnel participate in this Inspection and Maintenance Scheme.
Regarding the Inspection of the Structural aspects of the Vessel, the Cargo Holds/Tanks, Ballast
Tanks, Fresh Water Tanks, and void spaces must be examined and the results must be reported to the
Technical Department by using the ³Vessel Structural Condition Report´ (Form SF/TEC/117)
accompanied by representative photos.

Ballast tanks on all Company Vessels are fully coated with epoxy paint.

2.5.1 Tank Inspections Maximum Intervals

The Tank Inspections Maximum Intervals are determined, based on Point System criteria, as per
Form SF/TEC/117A-³Tank Inspection Periodicity- Point System Criteria´ which is used to evaluate
the risk and determine the periodicity of the Tank Inspection.
The following parameters are taken into account when evaluating the tanks¶ Risk Profile and
periodicity of inspections:
x Vessel¶s age,
x Yard built,
x Type of Cargo,
x Trading Climate,
x Industry experience (Defects in same series of Vessel, or same Vessel/tank in the past),
x Last Coating Assessment.
The absolute Maximum Inspection Interval is:
12 Months for Ballast tanks, Fresh water tanks, Void spaces (excluding Cargo Holds
Void spaces of LPGs)
30 Months for Cargo tanks (excluding Cargo tanks of LPGs)

2.5.1.1 Tank Inspections Maximum Intervals for LPG Cargo Holds and Tanks
Excluded from the rule of the previous paragraph are LPG Cargo Holds (Void spaces) and LPG
Cargo Tanks where the Inspection follows the periodicity below:
Maximum Inspection Interval for LPG Cargo Holds and Tanks :
6 Months Cargo Holds Void Spaces
60 Months Cargo Tanks

For Vessels of young age, for which Dry-Docking during Intermediate Surveys is not mandatory (In-
Water survey being sufficient as per Class), and after elaboration of risks involved by carrying out a
Risk Assessment, the inspection of Cargo Tanks may be deferred to the next Special Survey.
Page 5 of 16
Prime Tanker Management Inc. SECTION 01
Maintenance
Manual Prime Gas Management Inc.
(005) Revision: 09
MAINTENANCE OF SHIP & EQUIPMENT Eff. Date: 29/02/2020

Similarly, if for any reason, the Cargo and/or Ballast Tank Inspections Intervals cannot be attained, a
Risk Assessment shall be carried out and, on this basis, permission for extension shall be requested
from the Technical Department.
This permission can be granted the Technical Manager only.
The responsible Ship Manager must:
x Review the Report,
x Assess whether the reported condition complies with Class and Industry standards
x Recommend any action as/if necessary.
To establish the standards to the Tanks¶ Conditions (Uniformity) and establish objective evidence for
the condition status of the Cargo and Ballast Tanks, the below Acceptance Criteria are intended to be
used as tools for evaluation of the Hull Structure and Coating Condition.
(Reference is made to the ABS publication ³Inspection Grading Criteria for the ABS Hull Inspection
and Maintenance Programs´).
1. Coating status and evaluation
Coating status is to be reported as ³GOOD´, ³FAIR´ or ³POOR´.

2. Corrosion
Where coating failure is present, the severity of the wastage is to be described in terms of severity
of corrosion.
A detailed inspection is to be carried out by removing scale (by chipping hammer) to be able to
accurately determine the severity of the wastage. Serious corrosion can be hidden by scale.
The extent of corrosion (rust) is as follows:
x Light surface corrosion.
x General corrosion/scale necessary to carry out thickness measurements.
x Heavy corrosion / scale / knife-edges or holes / Pitting.

3. Deformations / Cracks
Deformations / cracks are local plate indents, which may be caused by contact damages or by
slamming (heavy weather).
The deformations may be considered acceptable, under the following conditions, IF,
x Only the plating and not the longitudinal / girders are affected.
x The indent has a smooth shape.
x No cracks / fractures in the plating or in the supporting structures are present.
The responsible Ship Manager must:
x Review the report,
x Assess whether the reported condition complies with Class and Industry standards,
x Recommend any action as/if necessary.

Page 6 of 16
Prime Tanker Management Inc. SECTION 01
Maintenance
Manual Prime Gas Management Inc.
(005) Revision: 09
MAINTENANCE OF SHIP & EQUIPMENT Eff. Date: 29/02/2020

2.6 STANDARD REPORTS TO THE TECHNICAL & MARINE DEPARTMENTS

The Company has developed procedures and checklists in order to ensure good maintenance and
operation of machinery and equipment.
Shore-based Management regularly monitors the Maintenance System through the review of standard
reporting to the Office.
The standard reporting to the Technical and Marine Departments is outlined in the Shipboard Forms
Register (Filled-in Form OFF/SAQ/403)
The Column ³Frequency´ specifies the Reporting frequency i.e Weekly, Monthly etc.
The Vessel¶s Standard Reporting is also outlined in Form SF/SAQ/431-³Vessel¶s Standard Reporting
to Office´.
On Vessels equipped with e-PMS, hardcopies of certain completed forms need not be retained,
provided that comprehensive maintenance information and notes are entered into the e-PMS.
Hardcopies of forms are always kept for back-up purposes in case of failure of the Electronic System.
Additionally, hard copies of forms may be used provisionally, on newly acquired Vessels, until full
implementation and activation of the e-PMS, and is achieved.

2.7 MAINTENANCE AND INSPECTION RECORDS

Original Maintenance Reports, Survey Reports and Certificates are kept onboard as required by Flag
Administrations or Classification Societies, as per the Vessel¶s Standard Filing System- General
Outline (Form OFF/SAQ/421).
Copies of the Maintenance Reports, Survey Reports and Certificates are kept ashore by the Technical
and/or Marine Departments, as per their Departmental Filing Plan.
All routine inspection reports must be kept onboard, signed by the issuer and the Master or Chief
Engineer (Electronic Signatures are acceptable).
All reports must be reviewed by the Person responsible in each Office Department and must be
signed as being reviewed (Electronic Signatures are acceptable).

2.8 DRY ±DOCK REPAIR REQUESTS

In case an identified and reported Defect can only be permanently repaired during Dry-Docking, a
Dry Dock repair request through the appropriate e-PMS Module must be issued.
Before finalizing the Dry Dock specifications, the Chief Engineer and the Ship¶s Superintendent
must always ensure that all the Dry Dock repair requests have been taken into consideration.

2.9 CRITICAL EQUIPMENT AND SYSTEMS

2.9.1 Critical Equipment Identification

Based on the Generic Identification Risk Assessment, the Company has:
x Identified the Critical Equipment and Systems, as per the List ( on next page )and
x Specified the intervals for their regular testing to ensure functional reliability.
(see List on next page)

Page 7 of 16
Prime Tanker Management Inc. SECTION 01
Maintenance
Manual Prime Gas Management Inc.
(005) Revision: 09
MAINTENANCE OF SHIP & EQUIPMENT Eff. Date: 29/02/2020

No. CRITICAL EQUIPMENT AND SYSTEMS

NAVIGATION AND COMMUNICATION EQUIPMENT
x X-Band Radar & ARPA
x Public Addresser
x VHF of GMDSS
x Echo Sounder
x ECDIS
SAFETY EQUIPMENT
x General Alarm System
x Lifeboats /Rescue Boats with Launching Appliances and Equipment
FIRE FIGHTING EQUIPMENT
x Emergency Fire Pump
x Fire Detection & Alarm Systems
x Gas Detection System
x Breathing Apparatus Compressor
x Fixed Fire Extinguishing System (E/R)
x Fixed Fire Fighting Systems (Deck & P/R as applicable)
x Quick Closing Valves
x Ventilation & Funnel Fire Dampers
MACHINERY EQUIPMENT
x Main Engine Oil Mist Detector, Emergency Maneuvering Stand, M/E Safety Shutdowns &
M/E Turbocharger
x Emergency Diesel Generator
x Shafting / Propeller and Rudder
x Emergency Air Compressor
x Steering Gear
x Bilge Level Alarms
CARGO EQUIPMENT FOR OIL/CHEMICAL TANKERS / LPG
x Cargo Tanks Overfill (High-High Level) Alarm- All Vessels
x Cargo P/V Valve -(Oil/Chemical Tankers only)
x Cargo Pumps Shut-down Button -All Vessels
x Emergency Shut-down of Cargo System (ESD) -Applicable to LPGs only
x Inert Gas System ± Oxygen Analyzer, Safety Devices & Alarms-All Vessels
EQUIPMENT RELATED TO ENVIRONMENTAL COMPLIANCE
x Oil Water Separator including Content Meter
x ODME ± Oil Discharge Monitoring Equipment
x Incinerator
x Sewage System
x Ballast Water Treatment System
x Exhaust Gas Cleaning Scrubber
Page 8 of 16
Prime Tanker Management Inc. SECTION 01
Maintenance
Manual Prime Gas Management Inc.
(005) Revision: 09
MAINTENANCE OF SHIP & EQUIPMENT Eff. Date: 29/02/2020

All Critical Equipment must be ³tagged´ in order to be clearly identifiable.

All Critical Equipment and systems are recorded and explicitly identifiable in the Planned
Maintenance System (PMS).
The testing of all Critical Equipment and Alarms, including stand-by equipment and arrangements
(e.g. Emergency Generator, Fire Pump etc) have been established in order to ensure that a single
failure does not cause the loss of a critical Ship function that could lead to an accident or incident.
Systematic procedures for testing critical functions are included in the e-PMS.

No Critical Systems, Alarms, Controls and Shut-Downs must be

by-passed, inhibited or taken out of service
without permission from the Chief Engineer and/or the Master.

2.9.2 Critical Equipment Damage or shut-down for overhauling /maintenance

A. When Critical Equipment is malfunctioning

When Critical Equipment are malfunctioning, this must be placed in Master¶s knowledge and the
Technical Department (Fleet/ Ship Managers and Technical Managers) and DPA, must be
immediately notified as follows:
x Through verbal notification from the Vessel¶s Master, to the Technical Department and DPA.
x A Defect Report (notification through e-mail) in e-PMS must be issued (same as with damages
or malfunctions of non-critical equipment). The Defect report must indicate that the equipment
breakdown/ malfunction is CRITICAL.
x If supply of spares is required, relevant requisition via the appropriate e-PMS module must be
processed.
x Also a requisition for repairs must be issued and sent to the Office, if deemed necessary, by
using the relevant Form - ³Service Request form´.
x Whenever any critical equipment is de-activated, a relevant Deck or Engine Log Book entry
must be made.
x Additionally, a Risk Assessment (RA) must be issued by the Vessel, including:
o Worst Case scenarios
o Recovery and mitigation measures
o Alternative Methods of Operation/ Alternative Back up equipment and systems
o Necessary modification in operational procedures as a result of the malfunction
o Additional Safety procedures (Emergency) to be followed until critical equipment is
repaired.
o Commissioning and testing procedures.
o Personnel Requirements
o Spare Parts and Tools required.

Page 9 of 16
Prime Tanker Management Inc. SECTION 01
Maintenance
Manual Prime Gas Management Inc.
(005) Revision: 09
MAINTENANCE OF SHIP & EQUIPMENT Eff. Date: 29/02/2020

This Risk Assessment must be immediately sent to the Office for review and approval by the
Technical Managers.
When Critical Equipment remains defective then an additional RA and deactivation request has to
be submitted to office for approval by the Shore Management (Technical Managers).
In addition if the equipment remain defective for a prolonged period so that can possibly affect the
vessel operations or the condition of the personnel involved or other safety barriers, a Management
of change (MOC) process shall be initiated.
The MOC must be initiated by vessel¶s relevant Department Staff and approved by the Shore
Management (Technical Managers).

For assisting the preparation and submission of the Risk Assessment, same has been specifically
formulated as per the Form ± Critical Equipment/ De-activation- Reactivation report (refer to the
following paragraph for details).

Before any de-activation of Critical Equipment, the relevant Risk Assessment regarding de-
activation (listed at the end of this Procedure), must be referred to, and all Hazards and Safety
Control Measures must be taken into consideration.

B. When Critical Equipment is scheduled to be deactivated for planned or unplanned

maintenance

If the Deactivation of a Critical Equipment takes place (regardless of the period of de-activation)
then the relevant Form SF/TEC/134 ± ³Critical Equipment/ De-activation- Reactivation Report´
must be filled-in and sent to the Technical Department (Fleet/Ship Managers) for approval.
Additionally, a Risk Assessment (RA) must be issued by the Vessel, including:
o Worst Case scenarios.
o Recovery and mitigation measures.
o Alternative Methods of Operation/ Alternative Back up equipment and systems.
o Necessary modification in operational procedures as a result of the malfunction.
o Additional Safety procedures (Emergency) to be followed until critical equipment is
repaired.
o Commissioning and testing procedures.
o Personnel Requirements
o Spare Parts and Tools required.
This Risk Assessment must be immediately sent to the Office for review and approval from
Fleet/Ship Managers.
In case the shut-down period of the critical equipment (which has been stated to the shore
management), cannot be achieved, then an additional RA and deactivation request has to be
submitted to office for approval by the Shore Management (Technical Managers).
The entire process must be repeatedly followed by the Technical Department, until the operation of
the Critical equipment is restored.
When the critical Equipment is re-activated, the Technical Managers must also be notified in
writing.

Page 10 of 16
Prime Tanker Management Inc. SECTION 01
Maintenance
Manual Prime Gas Management Inc.
(005) Revision: 09
MAINTENANCE OF SHIP & EQUIPMENT Eff. Date: 29/02/2020

When Critical Equipment are de-activated, the following Risk Assessments must be referred to
(Depending on the equipment) and all Hazards and Safety Control Measures must be taken into
consideration.
A-11-³ Deactivation of Critical Equipment´
A-11-³De-activation of X-BAND Radar
A-11-³De-activation of Lifeboat´
A-11-³De-activation of Emergency Fire Pump´
A-11-³De-activation of Fire Detection System´
A-11-³De-activation of Gas Detection System´
A-11-³De-activation of Fixed Fire Fighting System
A-11-³De-activation of Emergency Diesel Generator´
A-11-³De-activation of Oil Water Separator´
A-11-³ De-activation of Incinerator´
A-11-³De-activation of Sewage System´
A-11- ³De-activation of ODME´
A-11-³De-activation of Inert Gas System
A-11-³De-activation of Cargo Tank H & HH Alarm System
A-11-³De-activation of Ballast Water Treatment System´

Maintenance of Critical Equipment and Alarms is addressed in priority amongst the Shipboard
Equipment Maintenance.
Any requisitions related to Critical Equipment must be treated as ³Top Priority´.

2.9.3 Competency Standards of Critical Equipment and Systems

A. Operation of Critical Equipment must be performed only by competent Officers onboard.
B. Maintenance of Critical Equipment must be supervised and reported by a Senior Officer
onboard (Master, Chief Engineer, Chief Officer or Second Engineer ) or Electrician.
C. Performance Data, including Setting Points Parameters of Critical Equipment and Alarms
must keep Manufacturer¶s adjustments.
Any deviation from the original Setting Point, identified during maintenance and testing,
including any restoration adjustments carried out, must be immediately reported through the
e-PMS.
If for any reason, the Setting Points need to be modified, approval must be granted by the
Technical Manager, through the processing of the Form SF/TEC/118- Vessel¶s Management
of Change´
Repairs of Critical Equipment must follow the process of Defect reporting and repairs must
be supervised by either the Master or the Chief Engineer.
D. A detailed list of Competency Standards for the Operation, Testing, Maintenance and
Parameters for amending of Critical Equipment and Alarms in provided in the Table

Page 11 of 16
Prime Tanker Management Inc. SECTION 01
Maintenance
Manual Prime Gas Management Inc.
(005) Revision: 09
MAINTENANCE OF SHIP & EQUIPMENT Eff. Date: 29/02/2020

2.9.4 Competency Standards of Critical Equipment & Alarms operation, Testing and
Maintenance
Amending
Item # Critical Equipment Operation Testing Maintenance
parameters
1. X-band Radar & ARPA Bridge team OOBW E/E N/A
2ND officer,
2. Public addresser Bridge team 2ND officer N/A
E/E
3. VHF of GMDSS As per Muster Plan 2 officer 2nd officer
ND N/A
4. Echo Sounder Bridge team OOBW E/E N/A
5. ECDIS Bridge team OOBW E/E N/A
6. General Alarm System Bridge team OOBW E/E N/A
Lifeboats and related
7. As per Muster Plan C/O C/O C/E
equipment
8. Emergency fire pump Engineer officers OOEW C/E C/E
9. Fire detection & alarm system Engineer officers OOW E/E C/E
Deck ± Engine
10. Fixed gas detection system OOW C/O C/E
Officers
Breathing Apparatus
11. 3rd Officer 3rd Officer C/E N/A
Compressor
12. Deck foam F/F system Engineer officers OOW C/O-C/E-E/E C/E
13. E/R-P/R CO2 F/F system Engineer officers OOEW C/O C/E
High-Expansion Foam FF
14. Engineer officers OOEW C/O C/E
System
OOEW-
15. Local Water Mist FF System Engineer officers C/O-E/E-C/E C/E
E/E
16. Quick closing valves Engineer officers OOEW C/E C/E
Ventilation & Funnel fire
17. - OOEW C/O-C/E C/E
dampers
M/E Oil Mist Detector &
18. Engineer officers OOEW C/E C/E
Emergency maneuvering stand
M/E Alarms & Safety
19. - OOEW C/E C/E
Shutdowns
20. M/E Turbocharger Engineer officers - C/E N/A
21. Emergency Diesel Generator Engineer officers OOEW C/E C/E
Bridge Bridge C/E &
22. Shafting/ Propeller/Rudder Team/Engineer Team/ Eng Engineer C/E
officers Officers Officers
2nd C/E, E/E and
23. Emergency Air Compressor Engineer officers N/A
Engineer 3rd Engineer
Bridge
2nd C/E , Engineer
24. Steering Gear Team/Engineer C/E
Engineer Officers , E/E
officers
25. Bilge alarms - OOEW E/E C/E
Oil Water Separator & 15ppm
26. C/E C/E C/E N/A
Monitor

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Amending
Item # Critical Equipment Operation Testing Maintenance
parameters
27. Incinerator 2/E OOEW C/E N/A
28. Sewage System 2/E OOEW C/E N/A
Cargo tanks high-high level
29. - P/Man C/O C/O
alarms
P.V Valves
30. C/O C/O C/O N/A
(Oil /Chemical Tankers only)
31. Cargo pumps shut-down button C/O C/O E/E N/A
Emergency Shut-Down of
32. Cargo System (ESD) C/O C/O E/E C/E
±Applicable to LPG only
33. ODME C/O C/O C/E±C/O C/O
34. Inert Gas System Engineer officers OOEW C/E C/E
Ballast Water Treatment Deck Officers/
35. C/E C/E N/A
System Engineer officers
Exhaust Gas Cleaning
36. Engineer Officers C/E C/E C/E
Scrubber

Where:
OOW: Officer of the Watch
OOBW: Officer of the Bridge Watch
OOEW: Officer of the Engine Watch
OOCW: Officer of the Cargo Watch
E/E: Electric Engineer
C/E: Chief Engineer
C/O: Chief Officer
N/A: Not Allowed

NOTES:
x Competency of Ship Personnel is ensured via their established training and familiarization
processes.
x If External Contractors / Shore Personnel are employed to be involved with the maintenance of
any Critical Equipment and/or Alarms, appropriate competency for the specified operation
must be ensured by the Technical Manager, before their appointment.
Shipboard introduction, safety and job familiarization and assessment are must follow the
procedure MTN±Section 05-³Afloat repairs/Riding teams/Services´
Parameter amendment competency refers to the authority for restoring parameters to their
original settings (if applicable).
Authorization to alter the parameters to a value other than the original settings by be granted by
the Technical Manager, in consultation with system/equipment Makers and other responsible
Third Parties, as applicable.
x Operation and maintenance of critical equipment that might involve immobilization of the Vessel
or re-planning of the voyage must be always subject to the Master¶s approval.

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2.10 SHIPBOARD STEEL REPAIRS

The Ship Staff must, as far as possible, carry out s repairs to hull, machinery and equipment, safely
and efficiently.
Under normal circumstances, no Ship's staff- unless holding valid Certification accepted by the
Vessel's Classification Society- shall undertake welding or weld repairs on material of steel quality in
excess of Lloyds ³Grade A´ steel or equivalent.

No welding repairs are to be undertaken on any pressure Vessel or high-pressure pipeline.

Under emergency conditions it may be necessary for Ship's Staff to carry out temporary weld repairs
in contradiction to the above.
In such a case, the Vessel¶s Master and Chief Engineer must contact the Technical Department who
will assess the situation and issue approval, if considered applicable.

2.11 SERVICE REQUESTS AND ATTENDANCE OF SERVICE ENGINEERS

Requisitions for attendance by Service Engineers must be arranged following the submission of Form
SF/TEC/136-³Service Request Form´.
The Procedure PROC 08- ³Purchasing´, found in the Procedures Manual (002), must be referred to.
A List of Approved Service Suppliers is maintained and kept updated, in ARCHIVE, in the
Purchasing Department¶s Electronic Filing System.

Guidance is provided below, on the various Inspections and Services.

2.11.1 Routine Service for Various Equipment (except for Navigational Equipment)
x The Master must be in close contact with the Agent for the prompt embarkation of the Service
Engineer.
x Upon his embarkation, an e-mail notification must be sent to the Service Coordinator and the
respective Fleet Office Personnel.
x If issues arise during the Service (e.g installation of additional spares, additional scope of
work required etc), the Master (or Chief Engineer) must immediately notify the respective
Fleet Office Personnel by phone.
x BEFORE the Service Engineer¶s disembarkation, the Master must send the Draft Service
Report to the Office, for evaluation, in order to avoid incorrect wording and various other
issues.
x The Office will advise the Master whether the Service Report can be signed.
When this process is completed, the Service Engineer may disembark.
x Upon completion of the Service, the Master must send a scanned copy of the Final Service
Report and the Form SF/CRW/506C-³Contractors¶ Safety Familiarization Record´, to the
Office.
2.11.2 Service for rectification of Defects (except for Navigational Equipment)
x The Master must be in close contact with the Agent for the prompt embarkation of the Service
Engineer.
x Upon embarkation of the Service Engineer, the Master must notify the respective Fleet Office
Personnel by phone.

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x If issues arise during the Service (e.g installation of additional spares, additional scope of
work etc), the Master (or Chief Engineer) must immediately notify the respective Fleet Office
Personnel.
x BEFORE the Service Engineer¶s disembarkation the Master must send the Draft Service
Report to the Office for evaluation, in order to avoid any incorrect wording and various other
issues.
x The Office will advise the Master whether the Service Report can be signed.
When this process is completed, the Service Engineer may disembark.
x Upon completion of Service, the Master must send to the Company, a scanned copy of the
Final Service Report and the form SF/CRW/506C-³Contractors¶ Safety Familiarization
Record´.

2.11.3 Service of Safety Equipment

x The Master must be in close contact with the Agent for the prompt embarkation of the Service
Engineer.
x Upon embarkation of the Service Engineer, the Master must notify the respective Marine
/Vetting Superintendent or Service Coordinator, by e-mail.
x If issues arise during the Service (e.g installation of additional spares, additional scope of
work etc), the Master or Chief Engineer must immediately notify the respective
Marine/Vetting Superintendent or Service Coordinator by phone.
x BEFORE the Service Engineer¶s disembarkation the Master must send the draft Service
Report to the Office for evaluation, in order to avoid any incorrect wording and various other
issues.
x The Office will advise the Master whether the Service Report can be signed.
When this process is completed, the Service Engineer may disembark.
x Upon completion of Service, the Master must send to the Company, a scanned copy of the
Final Service Report and the form SF/CRW/506C-³Contractors¶ Safety Familiarization
Record´.

2.11.4 Service of Navigational Equipment

x The Master must be in close contact with the Agent for the prompt embarkation of the Service
Engineer.
x Upon embarkation of the Service Engineer, the Master must notify the Electronics Engineer
or the Service Coordinator, by e-mail.
x If issues arise during the Service (e.g installation of additional spares, additional scope of
work etc), the Master or Chief Engineer must immediately notify the Service Engineer or
Service Coordinator by phone.
x BEFORE the Service Engineer¶s disembarkation the Master must send the Draft Service
Report to the Office for evaluation, in order to avoid any incorrect wording and various other
issues.
x The Office will advise the Master whether the Service Report can be signed.
x When this process is completed, the Service Engineer may disembark.
x 8SRQFRPSOHWLRQRI6HUYLFHWKH0DVWHUmust send to the Company, a scanned copy of the
Final Service Report and the form SF/CRW/506C-³Contractors¶ Safety Familiarization
Record´.

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2.11.5 Divers¶ Services for Underwater Inspection or Hull Cleaning

x The Master must be in close contact with Agent for the Divers prompt attendance.
x When the Diving Boat is alongside, the Master must immediately notify the respective Fleet
Office Personnel by phone.
x When photos of the Hull Condition and the Divers Report is submitted to the Master by the
Divers, the Master must immediately send them to the Office and notify the respective Fleet
personnel, by phone.
x The Office will advise Master for any further actions.
x Close communication with the Divers is of paramount importance.

3. RECORD
x Ship Inspection Report PRO/PROCEDURE 17/ OFF/TEC/101
x Monthly Running Hours Report MTN/SECTION 1/ SF/TEC/103
x Monthly Consumption of Chemicals / Gases MTN/SECTION 1/ SF/TEC/110
x Vessel¶s Structural Condition Reporting MTN/SECTION 1/ SF/TEC/117
x Vessel¶s Particulars MTN/SECTION 1/ SF/TEC/123
x Critical Equipment: Deactivation /Reactivation Report MTN/SECTION 1/ SF/TEC/134
x Monthly Paint Report MTN/SECTION 1/ SF/MRS/227
x Tank Inspection Periodicity- Point System Criteria MTN/SECTION 1/ SF/TEC/117A

Risk Assessments to be referred to: JRA Group

x Deactivation of Critical Equipment A-11
x De-activation of X-BAND Radar A-11
x De-activation of Lifeboat A-11
x De-activation of Emergency Fire Pump A-11
x De-activation of Fire Detection System A-11
x De-activation of Gas Detection System A-11
x De-activation of Fixed Fire Fighting System A-11
x De-activation of Emergency Diesel Generator A-11
x De-activation of Oil Water Separator A-11
x De-activation of Incinerator A-11
x De-activation of Sewage System A-11
x De-activation of ODME A-11
x De-activation of Inert Gas System A-11
x De-activation of Cargo Tank H & HH Alarm System A-11
x De-activation of Ballast Water Treatment System A-11

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Contents
1. PURPOSE.....................................................................................................................................3
2. PROCEDURE...............................................................................................................................3
2.1 Engine Room Standing Orders..................................................................................................3
2.1.1 Company¶s Engine Room Standing Orders.................................................................................................... 3
2.1.2 Additional Chief Engineer¶s Standing Orders................................................................................................ 3
2.2 Calling the Chief Engineer........................................................................................................ 4
2.2.1 When to Call the Chief Engineer.................................................................................................................... 4
2.2.2 Extenuating Circumstances............................................................................................................................. 4
2.2.3 Emergency situations in the Engine Room..................................................................................................... 5
2.3 Engine Room Watch................................................................................................................. 5
2.3.1 Watch Conditions & Engine Room Manning Levels......................................................................................5
2.3.2 Engine Watch Type when transiting the HRA/ VRA.................................................................................... 7
2.3.3 Change of Watch.................................................................................................................................................... 7
2.3.4 Performing the Engine Room Watch.............................................................................................................. 9
2.3.4.1 General................................................................................................................................................................ 9
2.3.4.2 Watch-keeping Duties in Detail.......................................................................................................................... 9
2.3.4.3 Standards regarding the number of Ratings required for the Watch.................................................................11
2.3.4.4 Special Consideration during Maintenance Works........................................................................................... 11
2.3.4.5 Engineering Watch in Restricted Visibility...................................................................................................... 11
2.3.4.6 Engineering Watch in Coastal and Congested Waters......................................................................................11
2.3.4.7 Engineering Watch in Harbour and Anchorage................................................................................................ 12
2.3.5 Stand-by conditions in the engine room........................................................................................................14
2.3.6 Engine Room Pre-arrival Checks.................................................................................................................. 14
2.3.7 Engine Room Pre-Departure Checks............................................................................................................ 14
2.4 Engine Room Documentation................................................................................................. 15
2.4.1 General.......................................................................................................................................................... 15
2.4.2 Engine Room Log Book................................................................................................................................15
2.4.3 E/R (Night) Order book.................................................................................................................................16
2.4.4 E/R Bell book................................................................................................................................................ 17
2.4.5 UMS Alarm log............................................................................................................................................. 17
2.4.6 Oil Record Book Part I..................................................................................................................................17
2.5 Notifying the Bridge................................................................................................................18
2.5.1 When to Notify the Bridge............................................................................................................................ 18
2.5.2 Bridge control................................................................................................................................................18
2.5.3 Speed and Alteration of speed.......................................................................................................................19
2.6 Periodically Unmanned Engine Room (UMS)........................................................................19
2.6.1 Conditions for UMS Operation..................................................................................................................... 19
2.6.2 Responsibilities of the Duty Engineer...........................................................................................................20
2.6.2.1 Unmanned Condition........................................................................................................................................ 20
2.6.2.2 Manned Condition during UMS........................................................................................... 21
2.7 General Instructions & Safety Precautions in the Engine Room............................................ 21
2.7.1 General.......................................................................................................................................................... 21
2.7.2 Alterations to Structure, Machinery, Systems and Fittings...........................................................................22
2.7.3 Vibration........................................................................................................................................................22
2.7.4 Valves............................................................................................................................................................22
2.7.5 Main Engine Power....................................................................................................................................... 22
2.7.6 Lagging and Insulation..................................................................................................................................22
2.7.7 Machinery Maintenance................................................................................................................................ 23
2.7.8 Access and lighting....................................................................................................................................... 23
2.7.9 Engine Room Cosmetic Condition & Fuel Leaks......................................................................................... 23
2.7.10 Use of Detergents and Chemicals in the Engine Room................................................................................ 24
2.7.10.1 Storage of Chemicals and Detergents................................................................................ 25
2.7.11 Precautions when working with Rotating Machinery................................................................................... 25
2.8 Engine Room Precautions During Winter Navigation & Sub-Zero Temperatures.................26
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2.8.1 General precautions against freezing............................................................................................................ 26

2.8.2 Engine Room Watch during Winter Navigation & Sub-Zero Temperatures................................................26
2.8.3 Precautions for Main Engine.........................................................................................................................26
2.8.4 Precautions for Emergency Diesel Engines.................................................................................................. 27
2.8.5 Precautions for Pumps...................................................................................................................................27
2.8.6 Precautions for Bunkers................................................................................................................................ 27
2.8.7 Other Precautions in the Engine Room......................................................................................................... 28
2.8.8 Accommodation............................................................................................................................................ 28
2.8.9 Precautions for Deck Equipment...................................................................................................................28
2.8.10 Stores............................................................................................................................................................. 28
3. RECORD.................................................................................................................................... 29

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1. PURPOSE
The procedure describes the actions for engine room management including duties etc.

2. PROCEDURE

2.1 ENGINE ROOM STANDING ORDERS

This procedure is related to the availability of the Company¶s Engine Room Standing Orders (posted
or filed), as complemented by the Chief Engineer¶s own orders and the familiarization of all Engine
Room Staff with them before standing their first sea watch.

2.1.1 Company¶s Engine Room Standing Orders

The Company¶s Engine Room Standing Orders are drafted by using the relevant Form
SF/TEC/124.
A copy of the Company¶s Engine Room Standing Orders must be readily available in the Engine
Control Room posted or filed.

Each time a Chief Engineer or Engineer Officer joins or re-joins a Ship, he must familiarize himself
with the Company¶s Engine Room Standing Orders and sign the last page of the form SF/TEC/124-
³Engine Room Standing Orders´, before starting his first sea watch.
This must signify that he has read them and fully understands their meaning.

2.1.2 Additional Chief Engineer¶s Standing Orders

The Chief Engineer must complement the Company¶s Standing Orders with his own specific orders,
contained in the Chief Engineer¶s Order Book (as per Form SF/TEC/124A ³Chief Engineer¶s Order
Book´).
Each time the Chief Engineer¶s additional Standing Orders are updated (when a new Chief Engineer
joins or re-joins a Ship or whenever the standing orders need to be revisited due to the prevailing
circumstances), all the Engineer Officers must sign them, as acknowledgment of understanding and
compliance. This must signify that they have read the Chief Engineer¶s Orders and fully understand
their meaning.
The list below may serve as guidance for the preparation of additional Chief Engineer Standing
Orders
A. E/R in Manned condition
1.Before taking over, the Engineer of the Watch must check and ensure that :
x The Main and Auxiliary machinery are working satisfactory.
He must carry a normal watch round. Any irregularities must be discussed with the next
Officer of Engine Watch and if not resolved, to be reported to Chief Engineer.
x All Service Tanks (FO, LO, etc) have adequate capacity for the Watch Period.
x All necessary Pumps are in stand-by position.
x All Controls-Functions are operational and properly adjusted.
x All Safety Systems for M/E, Aux Engines and Boilers are operational.
x The Handover period must be at least 10-15 minutes.

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2. During the E/R watch, the Engineer of the Watch must:

x Check the Bilge wells.
No overboard pumping of bilge is allowed without the Chief Engineer¶s permission.
x Make regular rounds in the Engine and Steering Gear room.
x Check pressures and temperatures from local and/or remote control instruments.
x Instruct the Rating of the Watch to conduct inspection rounds.
x Supervise any works carried out in the E/R.
B. E/R in UMS Un-Manned condition
Before an Unmanned period is commenced, checks must be carried out to ensure that:
x The Main and Auxiliary machinery are working satisfactorily.
A normal watch round must be made.
Any irregularities must be reported to the Chief Engineer.
x All Service Tanks (FO, LO, etc) have adequate capacity for unmanned period.
x All necessary Pumps are in stand-by position.
x All Controls-Functions are operational and properly adjusted.
x One Auxiliary Engine (Diesel Generator) is on stand-by position.
x All Safety systems for the Main Engine, Aux Engines and Boilers are operational.
x The overboard valve of the OWS is properly sealed in closed position.
Precautions following alarm condition
x Upon sounding of an Alarm, the Officer of the Engine Room watch must check the source of
the alarm and acknowledge the alarm advising the Bridge and/or the Chief Engineer as
necessary, for possible additional actions.
x When all precautions and/or actions have been completed, the unmanned operation will be
continued.
x In case the E/R is attended, the Bridge to be notified accordingly and communication to be in
place.

2.2 CALLING THE CHIEF ENGINEER

This procedure describes the circumstances under which the Chief Engineer must be called and also
addresses emergency situations in the Engine Room.

2.2.1 When to Call the Chief Engineer

The Engineer Officer on the Watch must call the Chief Engineer under the following circumstances:
A. When engine damage or malfunction occurs, which may be such as to endanger the safe
operation of the Ship.
B. When any malfunction occurs which, it is believed, may cause damage or breakdown of
propulsion machinery, auxiliary machinery or monitoring and governing systems.
C. In an emergency.
D. If in any doubt as to what decision or measures must be taken.
E. As directed by the Chief Engineer, in his Chief Engineer¶s Order Book (SF/TEC/124A).
2.2.2 Extenuating Circumstances
When circumstances require, the Engineer Officer on Watch must not hesitate to take positive and
immediate action to ensure the safety of the Ship, machinery and crew.
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2.2.3 Emergency situations in the Engine Room

The following circumstances constitute an emergency requiring immediate action:
x Fire or flooding in any E/R compartment.
x Non-compliance with orders received from the Bridge.
x Black-out and requirement for manual starting from dead plant, etc.
x Fire in Main Engine externally.
In any of these circumstances, the Engineer Officer on Watch must immediately inform the Bridge
Officer of the Watch (OOW) and the Chief Engineer.
The Engineer Officer on Watch (OOEW) must not hesitate before taking immediate action, to
prevent an emergency situation from deteriorating.

Particularly, for the black-out case, a step-by-step procedure to start the Main Engine from a dead
plant must be posted in vessel¶s Engine Control Room (Ship Specific).

The Chief Engineer must be in charge of the operation and he may assign tasks/steps to the Engineer
Officers and the Electrician, as required.
In any emergency situation, where there is insufficient time to use the telephone or any other normal
method of communication, the Engineer Officer on Watch must summon assistance by sounding the
Fire Alarm Bell. On assessing the situation, the Master and Chief Engineer will act accordingly.
In circumstances, when the Engine has to be stopped immediately ( i.e due to fire on the Main
Engine externally), the Engineer Officer on Watch must :
x Ring ³STOP´ on the Engine Room/Bridge communication line,
x Sound the Engine¶s Alarm and
x Stop the Engine.

In the event of an automatic shutdown of the Main Engine, the Emergency Override Mechanism
must not be activated, unless either the safety of the Ship is at risk or it has been established beyond
doubt that the shutdown was caused by a faulty control or alarm.

2.3 ENGINE ROOM WATCH

This procedure is related to the Engine Room Watch arrangements and the change of the Engine
Room watch.
It also provides guidance for performing the Engine Room Watch and describes the requirement for
periodic checks of the machinery.

2.3.1 Watch Conditions & Engine Room Manning Levels

The composition of the Engineering Watch must, at all times, be adequate to ensure the safe
operation of all machinery affecting the operation of the Ship, in either automated or manual mode,
and be appropriate to the prevailing circumstances and conditions.
When deciding the composition of the Engineering Watch, which may include appropriately
qualified Ratings, the following criteria, must be taken into account:
A. The type of Ship and the type and condition of the machinery.
B. The adequate supervision, at all times, of machinery affecting the safe operation of the Ship.
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C. Any special modes of operations dictated by conditions such as weather, ice, contaminated water,
shallow water, emergency conditions, damage containment or pollution abatement.
D. The qualifications and experience of the Engineering Watch.
E. The safety of life, cargo and port, and protection of the environment.
F. The observance of International, National and Local regulations, and
G. All activities required for maintaining the normal operation of the Ship.

In ³Manned Operation´ the Engine Room Watch consists of the Officer on Engine Watch (OOEW)
who is in charge of the Engine Room Operations until relieved.
In both Engine Room operating modes a Watch Plan shall be posted in the Engine Room and signed
by the Chief Engineer.
The following table provides guidance for the composition of the Engine Room watch in certain
operations:

Operation Minimum Watch Composition

Daytime open sea navigation with clear visibility

OOEW & Oiler or UMS (as applicable)
Night time open sea navigation with clear visibility

Daytime / Night time at anchorage

In stand-by conditions
C/E, 2nd Engineer ,OOEW
(5HIHUWRRIWKLV6HFWLRQ
(at C/E's discretion), Electrician, Motorman

During Cargo / Ballasting Operations OOEW & Oiler

In port maneuvering

When navigating in ice and Sub-Zero Temperatures C/E, OOEW & Oiler

Docking/undocking

At SPM or during STS operations

C/E or alternatively, 2nd Engineer , OOEW
& Oiler
During pilotage

In the event of extended Watch Periods related to the above operations, the Chief Engineer can
delegate his duty to the 2nd Engineer, so that adequate rest (as per the Work and Rest restrictions)
is ensured.
Furthermore, the Chief Engineer must ensure that the Resting Hours of the Electrician are
maintained.

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2.3.2 Engine Watch Type when transiting the HRA/ VRA

All vessels that are transiting any HRA/VRA worldwide, must comply with the following Company
Procedure on Engine Room Watch Type:

HRA Engine Room Watch Type

A. Indian Ocean,
For a vessel that is notated ³UMS´, the Engine Room will remain
including Gulf of Aden
on ³UMS´ mode during the HRA/VRA Transit.
and Red Sea
The Engine Room to be manned at Master¶s discretion upon
suspicious sighting /approaching or other emergency, for which
the Company has already been notified.
B. West Africa,
For a vessel that is notated ³UMS´, the Engine Room will remain
including Gulf of on ³UMS´ mode during the VRA Transit.
Guinea
The Engine Room to be manned at Master¶s discretion upon
suspicious sighting /approaching or other emergency, for which
the Company has already been notified.
C. Malacca ± Singapore For a vessel that is notated ³UMS´, the Engine Room will remain
Straits including South on ³UMS´ Mode during the VRA Transit.
China Sea
The Engine room to be manned at Master¶s discretion upon
suspicious sighting /approaching or other emergency, for which
the Company has already been notified and when the vessel is
crossing the Meridian of 1000 30E till the Meridian of 104030 E.

2.3.3 Change of Watch

A. General
The Officer on Watch must not hand over the watch to the relieving Officer, if there is reason to
believe that the latter is obviously not capable of carrying out the watch-keeping duties effectively.
The Chief Engineer must be advised accordingly.
The relieving Officer of the Engineering Watch must ensure that the members of the relieving
Engineering Watch are apparently fully capable of performing their duties effectively.

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B. Checks to be made before changing the E/R Watch

Before taking over the Engine Watch, the relieving Engineer Officer must satisfy himself at least,
regarding the following:
x The Standing Orders and special instructions of the Chief Engineer for the day (any special orders
relating to the Ship operations, maintenance functions, repairs to the Ship¶s machinery or control
equipment).
x The nature and status of all work being performed on machinery and systems onboard Ship, the
personnel involved and the potential hazards (Daily work plans (Form TEMP 14 & Tool Box
Meetings).
x The level and condition, where applicable, of water or residues in bilges, reserve tanks, fresh
water tanks, sewage tanks and special requirements for the use or disposal of their contents.
x The condition and level of fuels, lubes, in the reserve tanks, settling tanks, daily service tank.
x Any special requirements relating to sanitary system disposals.
x The condition and mode of operation of the various main and auxiliary systems, including the
electrical power distribution system.
x Any Identified and Report Defects of Machinery (Defect reports in e-PMS)
x The existing and potential sources of power, heat and lighting and their distribution.
x The condition of monitoring and control console equipment, and which equipment is being
operated manually.
x The condition and mode of operation of automatic Boiler controls, such as flame safeguard
control systems, limit control systems, combustion control systems, fuel-supply control systems
and other equipment related to the operation of steam boilers.
x Any potentially adverse conditions resulting from bad weather, ice, contaminated or shallow
water.
x Any special modes of operation dictated by equipment failure or adverse Ship conditions.
x The reports of engine room crew relating to their assigned duties.
x The condition and state of readiness of portable fire-extinguishing equipment and fixed fire-
extinguishing installations and fire-detection systems (e.g. any safety alarms de-activated)
x Authorized repair personnel onboard engaged in engineering activities, their work locations and
repair functions and other authorized persons onboard and required crew.
x Any port regulations pertaining to Ship effluents, fire-fighting requirements and Ship readiness,
particularly during potential bad weather conditions
x The lines of communication available between the Ship and shore personnel, including port
authorities, in the event of an emergency arising or assistance being required.
x The state of completion of the Engine Room Log Book.
x The estimated entry / exit time to or from an ECA or any region where specific requirements for
FO quality apply, so that the Fuel Type Change-over process may be commenced in time.
x Any other circumstances of importance to the safety of the Ship, its crew, cargo or the protection
of the environment from pollution.
x The procedures for notifying the appropriate authority of environmental pollution resulting from
engineering activities.
x The actions necessary to prepare the vessel and its machinery, as far as possible, for stand-by or
emergency conditions as required.

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Prior to each Engine Room Change of Watch,

the relevant form ±SF/TEC/105- ³Engine Room Change of Watch Checklist´,
must be reviewed, checked and filled-in by hand.
The original form must thereafter be maintained in the Chief Engineer¶s file CHE 18.
An entry must be made in the Engine Log Book for the Change of Watch.

Before going off-duty, the Engineer of the Watch must ensure that all events related to the Main and
Auxiliary machinery, which have occurred during the Engineering watch, are suitably recorded, in
ink.
It is essential that he keeps records of any casualty or unusual event.

2.3.4 Performing the Engine Room Watch

2.3.4.1 General
The Engineer of the Watch must ensure that the established watch-keeping arrangements are
maintained and that, under his direction, the Engine Room Ratings, forming part of the Engineering
Watch, assist in the safe and efficient operation of the propulsion machinery and auxiliary equipment.
He must inform the members of the Engineering Watch, of any potential hazardous conditions, which
may affect the safety of life or Ship.
The Engineer of the Watch must continue being responsible for machinery-space operations, despite
of the presence of the Chief Engineer in the machinery spaces, unless specifically informed that the
Chief Engineer has assumed that responsibility and this is mutually understood.
All members of the Engineering Watch must be familiar with their assigned watch-keeping duties
and, among others, must be aware of:
A. The use of appropriate internal communication systems.
B. The escape routes from machinery spaces.
C. The Engine Room alarm systems, with the ability to distinguish between the various alarms, with
special reference to the fire-extinguishing media alarm.
D. The number, location and types of fire-fighting equipment and damage-control gear in the
machinery spaces, together with their use and the various safety precautions, which must be
taken.

No member of the Engine Room watch must be allowed or instructed to enter the Engine Room
alone, except under controlled conditions (refer to IMO Resolution A.481).

2.3.4.2 Watch-keeping Duties in Detail

A. Any machinery not functioning properly, expected to malfunction or requiring special service
must be noted down along with any action already taken.
Plans must be made for any further action required.
B. When the machinery spaces are in the manned condition, the Engineer of the Watch must at all
times be readily capable of operating the propulsion equipment, in response to needs for changes
in the direction or speed.

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C. When the machinery spaces are in the periodic unmanned condition, the Designated Engineer
of the Watch must be immediately available and on call, to attend the machinery spaces.
D. All Bridge Orders must be promptly executed. Changes in the direction or speed of the main
propulsion units must be recorded, (except where an Administration has determined that the size
or characteristics of a particular Ship make such recording impracticable). The Engineer of the
Watch must ensure that the main propulsion unit controls, when in Manual Mode of operation,
are continuously attended under stand-by or maneuvering conditions.
E. Due attention must be paid to the ongoing maintenance and support of all machinery, including
mechanical, electrical, hydraulic and pneumatic systems, their control apparatus and associated
safety equipment, all accommodation service systems equipment and the recording of stores and
spare gear usage.
F. The Chief Engineer Officer must ensure that the Officer in charge of the Engineering Watch is
informed of all preventive maintenance, damage control or repair operations to be performed
during the engineering watch.
The Officer in charge of the Engineering Watch must be responsible for the isolation , bypassing
and adjustment of all machinery under the responsibility of the Engineering watch that is to
worked on, and must record all work carried out.
G. When the Engine-Room is put on a stand-by condition, the Engineer of the Engineering Watch
must ensure that all machinery and equipment, which may be used during the maneuvering, is in
a state of immediate readiness and that an adequate reserve of power is available for the steering
gear and other requirements.
H. Officers in charge of an Engineering Watch must not be assigned or undertake any duties which
would interfere with their supervisory duties in respect of the main propulsion system and
ancillary equipment.
They must keep the main propulsion systems under constant supervision, until properly relieved
and must periodically inspect the machinery in their charge.
They must ensure that adequate rounds of the machinery and steering gear spaces are made for
the purpose of observing and reporting equipment malfunctions or breakdowns, performing or
directing routine adjustments, required upkeep and any other necessary tasks.
I. Officers in charge of an Engineering Watch, must direct other members of the Engineering Watch
to inform them of potentially hazardous conditions which may adversely affect the machinery or
jeopardize the safety of life or the Ship.
J. The Officers in charge of the Engineering Watch must ensure that the machinery space watch is
supervised, and must arrange for substitute personnel in the event of incapacity of any Engineer
watch personnel.
The Engineering Watch must never leave the machinery spaces unsupervised in a manner that
would prevent the manual operation of the engine room plant or throttles.
K. The Officer in charge of the Engineering Watch must take action necessary to contain the effects
of damage resulting from equipment breakdown, fire, flooding, rupture, collision, stranding, or
other cause.
L. The Office in charge of the Engineering watch must give the watchkeeping personnel all
appropriate instructions and information which will ensure the keeping of a safe Engineering
Watch.

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Routine machinery upkeep, performed as incidental tasks as a part of keeping a safe watch, shall
be set up as an integral part of the watch routine.
Detailed repair maintenance involving repairs to electrical, mechanical, hydraulic, pneumatic or
applicable electronic equipment throughout the Ship shall be performed with the cognizance of
the Officer in Charge of the Engineering Watch and Chief Engineer Officer.
These repairs must be recorded.

2.3.4.3 Standards regarding the number of Ratings required for the Watch
When only one (1) Rating forms part of the Engine Room Watch, the Watchkeeper must be qualified
to the standards and hold Certification prescribed in Table A-III/4 or 5 of STCW, according to the
duties required to be performed.
When more than one (1) Ratings are included in the Engine Room Watch, each Rating must be
qualified in accordance with this paragraph and MI -118- Section 5.9 (see also MI Marine Notice 7-
038-4).
In cases of other Personnel being enlisted in the Crew List in place of Able Seafarer Engine, such as
Fitters, Mechanics etc, all Watchkeepers must comply with the standards and hold Certification
prescribed for Engine Room Watchkeepers in A-III/4 of 5 of STCW, according to the duties they are
required to perform (refer to MI-118, Section 5.9).

2.3.4.4 Special Consideration during Maintenance Works

The Chief Engineer must ensure that the Engineer of the Watch is informed and will co-operate with
any Engineer in charge of maintenance work and/or repairs.
This must include, but not necessarily be limited to:
A. Isolating and by-passing machinery to be worked on.
B. Adjusting the remaining plant to function adequately and safely, during the maintenance period.
C. Recording in the Engine Log Book the equipment worked on and the personnel involved, and
which safety steps have been taken and by whom, for the benefit of relieving Officers and for
record purposes.
D. When necessary, testing and putting into service, the repaired machinery or equipment.

2.3.4.5 Engineering Watch in Restricted Visibility

The Engineer of the watch must ensure that permanent air or steam pressure is available for sound
signals and that at all times, Bridge orders, relating to changes in speed or direction of operation are
immediately implemented and logged.
In addition, he must ensure that auxiliary machinery used for maneuvering is readily available.

2.3.4.6 Engineering Watch in Coastal and Congested Waters

The Engineer of the Watch must ensure that all machinery involved with the maneuvering of the Ship
can be immediately placed in the Manual Mode of operation, when notified that the Ship is in
congested waters.
He must also ensure that an adequate reserve of power is available for steering and other
maneuvering requirements.
Emergency steering and other auxiliary equipment must be ready for immediate operation.

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2.3.4.7 Engineering Watch in Harbour and Anchorage

At an unsheltered anchorage, the Chief Engineer must consult with the Master whether or not to
maintain the same Engineering Watch, as when under way.
When the Ship is at anchor in an open road-stead or any other virtually ³at-sea´ condition, the
Engineer of the watch must ensure that:
x An efficient engineering watch is kept.
x Periodic inspection is made of all operating and stand-by machinery.
x Main and auxiliary machinery is maintained in a state of readiness in accordance with orders
from the bridge.
x Measures are taken to protect the environment from pollution by the Ship, and that applicable
pollution ±prevention regulations are complied with.
x All damage control and fire-fighting systems are in readiness.
The Engineer of the watch must carry out periodical E/R inspections. These inspections must verify
that:
A. All Main and Auxiliary machinery, Control Systems, Indicating Panels and Communication
Systems are functioning satisfactorily.
B. The Steering System and all associated gear are functioning satisfactorily.
C. The water level is properly maintained in the Boiler and Heat Exchangers.
D. The Engine or boiler exhausts indicate good combustion characteristics.
E. The condition of bilges with respect to water level and contamination is satisfactory.
F. The condition of piping, including control and machinery systems piping are free from leaks,
functioning properly and are adequately maintained.

A detailed guidance for the inspections to be carried out during the Engineering Watch is as follows:
A. Inspections of Machinery
The Engineer of the watch must make regular and frequent inspections of all machinery during
his watch, and must ensure that the plant is working safely and efficiently.
All temperatures, pressures, levels, flows and loads etc must be kept under observation and within
the normal operating limits.
Where alarm conditions occur, he must investigate the cause and initiate remedial action
immediately.

B. Water levels in Boilers and Heat Exchangers

The Engineer of the watch must keep water levels in boilers, heat exchangers and all steam
generating units under frequent observation.
Local and remote level indicators must be regularly cross-checked to ensure that they are all
correct.
Under no circumstances must he solely rely upon the water levels shown in the remote level
indicators.
Where, for any reason, he experiences difficulty in maintaining boiler water levels within
prescribed safe working limits, the Engineer of the watch must take immediate remedial action to
safeguard the boiler and inform the Chief Engineer accordingly.

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C. Alteration to Main Engine Speed

If at any time, a condition develops in the Engine Room, which may necessitate slowing or
stopping the Main Engine, the Engineer of the watch must immediately inform the Chief
Engineer, as well as the Bridge.

Except to obey to the Bridge Orders or to avert machinery damage,

the Engineer of Watch must NEVER, on his own initiative,
alter the speed of the Main Engine.

Except in an emergency situation, he must ask the Bridge Officer of the watch for permission
before any speed reduction is made, as the first consideration must be the safety of the vessel.

D. Machinery Defect
At the first indication of breakdown or any other defect of the machinery and boilers, the
Engineer of the watch must take the necessary action to prevent damage and to inform the Chief
Engineer immediately.

E. Lubrication of Machinery
The Engineer of the watch must ensure that the lubricating oil supplies to the various items of
machinery are kept under observation and must take suitable precaution to avoid losses.
He must also ensure that only oils/greases, as recommended for specific duties, are used.

F. Examination of Bilges
The Engineer of the watch must ensure that bilges are examined regularly and that oil leaks and
spillages are stopped and contained, where possible.
In permissible areas, any discharge of bilge water to the sea, must only be effected by utilizing
the approved Oily Water Separator prescribed in MARPOL and in compliance with the
MARPOL and the Company¶s applicable procedures and restrictions.
It is essential that the ingress of water or oil in any form be kept to an absolute minimum.
The Engineer of the watch must report any excess or abnormal leakage of oil or water to the
Chief Engineer immediately.
Every effort must be made to determine the source of leakage.

In the event of serious flooding, he must take the following action:

a) Ring the Engine Room Alarm,
b) Take immediate remedial action to contain flow from whatever source
c) Pump-out the bilges by the most effective means available, including the use of the
Emergency Bilge suction.

G. Fuel Economy
The Engineer of the watch must pay the strictest attention to the instructions regarding the correct
burning of fuel and the proper supply of air to the boilers.
He must ensure that any auxiliary machinery, not actually required, is shut off.

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2.3.5 Stand-by conditions in the engine room

Stand-by conditions in the engine room must be maintained when:
A. Departing a port or anchorage.
B. Arriving at a port or anchorage.
C. Navigation in congested waters or other hazardous areas.
D. Navigation in Coastal Waters or Traffic Separation Scheme.
E. Navigation during restricted visibility.
F. Ice Navigation.
G. Whilst at anchor in a hazardous or exposed area.
H. While vessel encountering heavy weather.
I. Main Engine Warming-up.
J. At any other time, determined by the Master or Chief Engineer.

For safety reasons, the Main Engine must remain

at ³STANDBY¶ condition, at least fifteen (15) minutes, after anchoring,
in order to be able to immediately respond, in the case of dragging or loss of Anchor.

The Engineer Officer on Watch, before and during the period of stand-by conditions must ensure
that:
A. All machinery and systems are in a state of readiness
B. An adequate reserve of power is available (i.e. an additional generator on line).
C. Both Steering Gear Pump/Motors are running.
D. In conjunction with a Deck officer the steering gear, whistle, telegraph and communication
systems must be tested and a relevant entry must be made in the Engine Room Log Book
E. If any system is not in a state of readiness, he must immediately notify the Bridge and the Chief
Engineer
F. All engine movements must be entered in the Engine Movement Book.
G. In case a Movement Recorder is fitted, he must check the Movement Recorder entries.

2.3.6 Engine Room Pre-arrival Checks

Twelve (12) hours before arrival in Port, the Engineer Officer of the Watch must start all the checks
listed in the relevant Checklist) and inform the Chief Engineer of the test results and report any
deficiencies. All checks must be completed at least one (1) hours before arrival.

Upon completion of the checks, a relevant Engine Log Book entry must be made.

2.3.7 Engine Room Pre-Departure Checks

Twelve (12) hours before departure from Port, the Engineer Officer of the Watch must start all the
checks listed in the relevant Form SF/TEC/107-E/R Pre-departure Checklist) and inform the Chief
Engineer of the test results and report any deficiencies.
The checks must be completed at least one (1) hour before departure.

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The M/E Ahead /Astern test must be carried out only after ensuring that the Cargo Loading
arms/pipes are disconnected, the Gangway / Vessel is clear of obstructions and after informing the
Pilot and/or the Terminal.

Upon completion of the checks, a relevant Engine Log Book entry must be made.

2.4 ENGINE ROOM DOCUMENTATION

This procedure describes the arrangement for the proper recording and maintenance of the Engine
Room Log Book and the rest applicable documentation.

2.4.1 General
The following logs must be kept updated in a safe place inside the Engine Room:
x Engine logbook.
x E/R Bell Book (unless vessel is fitted with Engine Order Recorder).
x E/R (Night) Order Book.
x UMS Alarm Log.
x Low Sulphur Change-over Log
x Oil Record Book
Special attention must be placed for all entries IN ALL LOGS to be made in ink and corrections of
errors to always be made by drawing a single line through the error and writing above or below the
incorrect entry.
Correcting fluids and erasers must not be used. The correction shall be initiated by the Officer
making it.

2.4.2 Engine Room Log Book

A. General

Before going off-duty, the Engineer Officer on Watch must ensure that all events relating to the
Main and Auxiliary Machinery and any other Engine Room activities which have occurred during
his watch have been suitably recorded, in ink.

B. Engine Room Log Book entries

Engine Room Log Book Entries may include, but are not limited to the following:
1. Date and voyage destination.
2. Ship¶s position (at sea, in port or anchorage).
3. Readings and Parameters of:
a) Main Propulsion Engine such as RPM and Load etc.
b) Auxiliary Engine.
q) Generators.
r) All other running machineries.
4. Ship¶s speed in knots.
5. Important machinery Running Hour Counter.

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6. Any ER Form / Checklist completed.

7. Engine Room Watch changeover.
8. Completion of pre-arrival & pre-departure checklists
9. Unmanned Engine Room condition period ± UMS - changeover.
10. ER Safety Rounds - periodic inspections of Machinery and Steering Gear spaces during UMS.
11. Critical Equipment - machinery De-activation / Re-activation / malfunction, reason as well as any
corrective action taken.
12. Commencement & end of sea-passage including time of:
x Engine stand-by,
x ³Finish with Engine´,
x Any voyage interruptions.
13. Fuel Change±Over ± add-on to the entry in the Fuel Change-Over Log Book.
14. Bunkering operations - quantities received or transferred including time of:
x Bunkering or transfer,
x Commencement & completion,
x Bunkering check list completed.
15. Quantity of bunkers and lubricants consumed.
16. Bunker & Lub-Oil Tanks daily soundings.
17. Sum of Bunker & Lub-Oil Quantities available.
18. ORB Part I Supplement Completion (includes Sludge and Bilge quantity remaining onboard).
19. Running details of Oil Pollution Prevention Equipment e.g. OWS - Time and Position.
20. Record of Incident or accident in the engine room (Fire, Flooding etc.)
21. Record of grounding, collision and other accidents
22. Major overhauling of important machineries as per PMS.
23. All Sludge and garbage disposal operation e.g. incineration
24. Work done in a watch as per e-PMS or Chief Engineer Standing Orders.
25. Surveys and PSC inspections.
26. Signature of the concerned EOOW.
27. Signature of Chief engineer to make sure all entries are in place.
28. Chief Engineer command change-over.

C. Examining/Signing the Log Book

A. The Chief Engineer must examine and sign the Engine Room Log Book at least daily.
B. The Engineer officer on watch must sign below any remarks made during his time on watch.

2.4.3 E/R (Night) Order book

The Engine Room (Night) Order Book must include details of:
x Any special requirements of the Chief Engineer or 2nd Engineer regarding plant operations or
work to be carried out during the night.
x Any anticipated engine stand-by due to bad weather, vessel at anchor, etc.
x Any special requirements of the Deck department with regard to cargo handling, etc.

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2.4.4 E/R Bell book

On vessels that are not equipped with Automatic Engine Order Recording systems, the Engineer
Officer on Watch maintains (during vessel maneuvers) and signs the Engine Room Bell Book before
being relieved. This Record reflects all signals transmitted from the Bridge to the Engine Room and
the respective time.
In case the vessel is not fitted with an Engine Order Recorder, the Bridge and Engine Bell Books
must be synchronized after each Engine Start/Stop (SWE/FEW)

2.4.5 UMS Alarm log

If a vessel is certificated and operates in UMS mode (refer to paragraph 2.6- ³Periodically Unmanned
Engine Room of this procedure), under the responsibility of the Chief Engineer, each noon at 12:00
LT the Alarm Log Print-outs shall be filed in the UMS Alarm Log Folder.
These files shall be maintained on board for at least one (1) year and thereafter submitted to the
Company for further safe keeping.
If alarm printer is not available onboard, the form ³Alarms History Log´ is to be alternatively used
for this purpose.

2.4.6 Oil Record Book Part I

To comply with MARPOL, all Company¶s Ships must maintain a Flag- Approved Oil Record Book
(ORB-Part I).
The ORB is regularly inspected by the Flag/Port State Authorities and any deficiencies found may be
considered as serious Administrative and/or possible Criminal Offenses.
The Chief Engineer is responsible for the proper recording of the respective activities.
The ORB contains useful instructions on how various entries are recorded.
The following instructions are highlighted:

The Code ³C´ - refers to the management of oil residues (sludge and other residues) such as
transfer, collection, disposal, evaporation and incineration.
The Code ³F´ - refers to the failure and restoration of operation of the Oily Filtering
Equipment, Oil Content Meter or stopping device.
The Code ³D´ - refers to the management of Bilge Water (non-automated discharge). The
overboard discharge of the bilge water accumulated in machinery spaces takes
place through the 15 PPM OWS which is equipped with automatic stopping
device and the operation is carried out under the supervision of the responsible
Engineer. All items concerning code "D" must be filled correctly by entering
the quantity, start and stop time and the method of discharge or disposal.
The Code "H" - (Bunkering of fuel or bulk LO) must be completed in every case of bunkering.
The Code ³I´ - refers to Additional operational procedures, general remarks, de-bunkering of
Fuel Oil or entries pertaining to earlier operational entries.

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The Engineers must pay attention to any additional Flag or Company¶s requirements ± guidelines.
x Operations must be recorded in chronological order as they have been executed on board.
x All entries are to be made and signed by the Officer or Officers in charge of the operations
concerned and each completed page shall be signed by the Master of the vessel.
x Do not leave any full lines empty between successive entries.
x Tank nomenclature must be recorded as per the format noted within the IOPP
Supplement.
x All operators of the Oil Water Separator and the Incinerator must be familiarized, trained
and certified by the Company.
x All entries must be made in English language.
x Errors must never be erased or covered by correcting fluid. In case of error, word(s) to be
corrected must be crossed out by a single line and remain readable.
x Reference is made to Environmental manual where company¶s procedure for ORB filling
in conjunction with relevant forms is explained in detail.

2.5 NOTIFYING THE BRIDGE

This procedure outlines the conditions under which the Bridge must be notified of Engine Room
activities.

2.5.1 When to Notify the Bridge

The Officer in Charge of the Engineering Watch must bear in mind that changes in the speed,
resulting from machinery malfunction, or any loss of steering, may imperil (endanger) the safety of
the Ship and life at sea. The Bridge must be immediately notified under the following conditions:
A. In the event of fire.
B. Of any impending action in the machinery spaces that may cause:
x Reduction in the Ship¶s speed.
x Imminent steering failure
x Stoppage of the Ship¶s propulsion system, or
x Any alteration in the generation of electric power or similar threat to safety.
C. In a Pollution (air/ oil) event.
This notification, where possible, must be accomplished before changes are made in order to afford
the maximum available time to take whatever action is possible to avoid a potential marine casualty.
For example:
The Bridge must always be notified and must approve the pumping of bilge water overboard.

2.5.2 Bridge control

On Ships equipped with Bridge control of the main engine, this facility shall be used as the normal
method of control. Local control must be used in circumstances when due to plant conditions,
mechanical failure or other sound reason, Bridge control is considered to be impractical.
The Chief Engineer shall ensure that despite the use of Bridge control, all Engine Room staff is
familiar with and practiced in local and emergency control of the M/E and the methods of
changeover for the systems and relevant training is provided on the local / emergency maneuvering
station.

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2.5.3 Speed and Alteration of speed

The Officer in Charge of the Engineering Watch must never, on his own initiative, alter the speed of
the Main Engine.
If an incident occurs affecting the condition of the Main Engine or auxiliary machinery in such a way
that RPM/speed of the Main Engine has to be reduced, then the Officer in charge of the engineering
watch must immediately inform the Chief Engineer and the Bridge Officer on Watch.
Before reducing the speed, coordination with the OOW must be ensured, since the first consideration
for the Ship must be the safety of navigation.

When the engine has to be stopped immediately, the Officer in charge of the engineering watch is to:
x Ring ³STOP´ on the Engine Room Bridge telegraph,
x Sound the Engineer¶s alarm and stop the engine.
In the event of an automatic shutdown or slowdown of the Main Engine, the Emergency Overriding
Mechanism must not be activated, unless either the safety of the Ship is at risk or it has been
established beyond doubt, that the shutdown was caused by a faulty control or alarm system.

2.6 PERIODICALLY UNMANNED ENGINE ROOM (UMS)

This procedure describes the operation of the Engine Room in Unmanned Machinery Space (UMS)
mode.

2.6.1 Conditions for UMS Operation

Unmanned operation of the Engine Room is only permitted on Ships, which have a valid
Ships Classification Society notation for periodic unmanned operation.
Duty Engineer will be in charge of Engine room during unmanned operation whereas ratings are
not allowed to enter Engine room while in unmanned condition excluding the time from 07:30 LT
to 08:00 LT, where they can enter the Engine Room as part of their preparation
to take-over the Watch.

The Chief Engineer, in co-operation with the Master, will decide when it is appropriate for UMS
manning of the Engine Room to commence.
The operation of the Engine Room in UMS mode is strictly prohibited in the following
occasions:
x ȉhe fire/smoke detection system is inoperative.
x Critical alarms are inoperative.
x The alarm extension system to the engineers¶ quarters and Bridge is inoperative.
x The bridge main engine control system or the emergency stop system is inoperative.
x The bridge remote starting of main fire pump is inoperative. -
x Bridge starting/change over systems for steering gear are inoperative.
x The Ship is on standby under pilotage, in restricted visibility and when maneuvering in
enclosed waters.
x When navigating in ice.
x During Cargo operations or where port regulations prohibit UMS operation mode.
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x During adverse weather conditions both at sea or when at anchor.

x During intense traffic conditions both at sea or when at anchor.
x While transiting the HRA/VRA in accordance with 2.3.2 of this Procedure.

2.6.2 Responsibilities of the Duty Engineer

2.6.2.1 Unmanned Condition

Upon commencement of the UMS Operations, the following steps must be taken:
x All items in the relevant UMS Checklist must be checked by the duty Engineer and a relevant
Log Book entry must be made.
x The Duty Engineer must ensure that all Personnel have vacated the machinery spaces.
x The Engine Room access doors must be closed (NOT locked).
x Suitable notices must be displayed in way of doors indicating ³Engine Room is unmanned-
Unauthorized entry is forbidden´.
x The Bridge Officer of the Watch must be notified and agreed of the start of the UMS Condition in
Engine Room and all items in the relevant Bridge UMS Checklist must be checked by the OOW,
and a relevant Deck Book entry must be made
The Duty Engineer will be in full charge of the Watch for a period of twenty four (24) hours,
commencing at 08:00 and must:
x Be immediately available to attend the machinery spaces, and be capable of taking control of
the main and auxiliary plant in response to Bridge requirements
x Investigate the incidence of any alarm and call the Chief Engineer and stand-by Engineers, if
required.
x Make periodic inspections of the machinery and steering gear spaces, and record these
inspections in the Engine Room Log Book.

The maximum allowable period for a continuous UMS operation,

without a Round of Inspection or Machinery Log being taken is eight (8) hours.
Checks during the inspection rounds must be made by using the ³UMS E/R Inspection
Checklist´ with a relevant Engine Log Book entry.

These inspection rounds by the Duty Engineer must take place as follows:
a. Between 18:00-19:00 hours.
b. Between 22:00-24:00 hours.
c. Between 06:00-08:00 hours.
d. Any other time at the Duty Engineer discretion and as per the C/E¶s additional standing
orders or night orders, as applicable.
x Maintain communications with the Bridge, when in the Engine Room and on returning to
the accommodation.
x The dead-man alarm must be activated on entry to unmanned engine room by a single
person and de-activated upon departure.

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The Dead-Man Alarm must be tested regularly.

It must always be set at fifteen (15) minutes.

Upon completion of UMS operations, the following steps must be taken:

x Machinery readings to be entered in the Engine logbook by the outgoing Duty
Engineer.
x Completion of UMS operations to be recorded in the Engine logbook.
x The Officer on Bridge Watch to be informed of the completion of UMS operations
and the relevant time to be recorded in the Bridge Log Book.

2.6.2.2 Manned Condition during UMS

The Engine Room spaces will normally be manned between the hours of 08:00 and 17:00 for the
purpose of routine maintenance and repair under the direction of the Second Engineer, nevertheless,
the duty UMS engineer will still be responsible.

During Cargo Operations the Engine Room shall be maintained in Fully Manned Condition.

2.7 GENERAL INSTRUCTIONS & SAFETY PRECAUTIONS IN THE ENGINE ROOM

This procedure describes the general safety instructions and precautions applicable when carrying out
repairs or maintenance within the Engine Room or during routine Engine Room operations, including
Watch Keeping.
The Shipboard Safety Manual (SAF 003) must also be referred to.

2.7.1 General
Before any repair or maintenance work is commenced, care must be taken to ensure that all measures
and precautions necessary for the safety of personnel have been taken.
These include:
A. Ensuring that Safe Working Practices are implemented, appropriate PPE are used and Work
permit(s) are issued, when required (refer for further guidance to Shipboard Safety Manual
(SAF 003).
B. Ensuring that no maintenance or repair work which may affect the supply of water to the Fire
Main System is undertaken without approval from Master.
C. Ensuring that no Alarm Systems are isolated without the permission of the Chief Engineer.
D. Ensuring that measures are taken to avoid any turning or inadvertent starting of machinery by
automatic or remote control systems.
E. Ensuring that electrically operated machinery has been isolated and warning notices have been
posted.
F. Ensuring that no Maintenance or repair work which may affect the supply of air to the Ship¶s
whistle is undertaken without the permission of the Master and Chief Engineer and that the
Bridge has been informed.
G. Ensuring all pressure in pressure systems has been released, system isolated and drained.
H. Ensuring that parts temporarily put aside, are secured against movement in a seaway.
I. Ensuring spare gear, tools and other equipment are not to be left lying around. (refer to Risk
Assessment ³Housekeeping in the Engine Room´ )
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J. Ensuring that Fire Fighting equipment and emergency escape routes are never obstructed.
K. Replacing guards or safety devices removed from machinery during overhaul.
L. Ensuring when deck-plates or handrails have been removed, the openings are effectively guarded,
warning notices posted and the area well illuminated.
M. Ensuring that any oil spillage is cleaned up.

2.7.2 Alterations to Structure, Machinery, Systems and Fittings

No structural design alterations or material changes must be made to the Ship, machinery, fittings or
systems without the approval of the Company.
Atmospheric emission must be one of the several important considerations, before approving or
making any changes, and in compliance with MARPOL - Annex VI.
This does not include emergency measures, necessary for the safe and efficient operation of the Ship.
However, details of any such temporary changes must be always forwarded to the Company at the
first reasonable opportunity.

2.7.3 Vibration
Particular attention must be paid to the balancing of cylinder loads on diesel engines and to the
tightness of holding down bolts on all reciprocating machinery, when vibration is experienced.

2.7.4 Valves
All Ship¶s side valves must be kept in good working order, so that they can be shut in any emergency
situation that could lead to flooding.
Similarly, all valves that may be required to pump out the floodwater, particularly rarely used valves,
such as emergency bilge suctions, must be maintained in good working order.
A system of operation, or part operation, on a regular basis must be adopted.

2.7.5 Main Engine Power

The normal service power of the main engine must be maintained as instructed by the Company,
except under emergency condition, involving safety of life or safety of the Ship.

If the vessel¶s normal Service Power (which is defined as 85 % of MCR) has to be increased,
it must be reported to the Company, together with the reason for the increase.
Permission must be granted from the Office.
A relevant Entry must be made in the Engine Log book.

2.7.6 Lagging and Insulation

All lagging and insulation must be maintained in a clean, dry and complete condition.
When appropriate, lagging must be protected by sheet metal sheathing.
In the event that any lagging becomes impregnated with oil or other flammable material, the affected
portion must be removed and/or replaced immediately.

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2.7.7 Machinery Maintenance

Before starting a maintenance work on any piece of plant or machinery, other than routine tasks
normally undertaken while the machinery is in motion (e.g. lubrication), the responsible Engineer
must ensure that the machine has been isolated from its power supply and cannot be restarted
accidentally.
Appropriate cautionary notices must be attached to the isolated device.
The responsible Engineer must also ensure that temperatures and pressures in the machine and
associated pipe-work have been reduced to safe levels before starting the work.
It is particularly important to ensure that machinery capable of being remotely or automatically
started has been positively isolated prior to the commencement of maintenance.
When overhauling critical equipment, involving its disarmament, reporting and risk assessing
procedures must be implemented, including obtaining the permission from the Office, as detailed in
the previous Section of this manual.

2.7.8 Access and lighting

Whenever it is necessary to remove floor plates or gratings from walkways or ladders in order to gain
access to bilges, wells etc, the Responsible engineer must ensure that:
x The area is adequately illuminated,
x The opening is roped or fenced off,
x Cautionary notices are in place and
x Loose plates or gratings have been adequately secured.
On completion of the task for which access was required, all plates or gratings must be replaced and
properly secured as soon as possible.

2.7.9 Engine Room Cosmetic Condition & Fuel Leaks

The Chief Engineer is responsible for maintaining the E/R cosmetic condition to the required
Company¶s standard.
x Bulk paint stocks must be kept in the Paint Locker which is covered by a Fixed Fire-Fighting
System. Only daily-use quantities of paint may be stored in the Engine Room.
These must be kept in one designated place, away from exhaust or steam lines and must be
easily accessed in the event of an emergency.
x Machinery space bilges, floor plates, gratings, ladders, handrails, tank tops etc must be kept
clean, well-lit and free from accumulations of oil, water, rags and debris.
x Accumulations of bilge water in port must be transferred to bilge holding tanks, where
possible.
x Disposal of Engine Room bilge residues must be in accordance with the relevant instructions.
x Fuel oil leaks from bunker tanks, burners, pipelines, etc. present a serious fire hazard.
Frequent inspections of the FO systems are essential to ensure that any leaks are quickly
traced and immediately rectified.
If lagging on pipelines, heaters, etc. become impregnated with FO, the affected material is to
be removed immediately and replaced after repairing the leak.
x Precautions shall be taken to prevent any oil that may escape from any pump, filter or heater
from coming into contact with heated surfaces.

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Ensure all flanged or screw connections of such systems are always covered by special self-
adhesive tape (Class approved) or thin plate tightly fit covers.
x All surfaces with temperatures above & which may be impinged by leaking fuel must be
properly insulated.

2.7.10 Use of Detergents and Chemicals in the Engine Room

For the use of chemicals and detergents in the Engine Room, the following must be noted:
A. Chemicals, cleaners, solvents and corrosion inhibitors all come under the general heading of
³Chemical Products´ and include the following categories: (a) Boiler water treatment
chemicals, (b) Evaporator treatment chemicals, (c) Electrical cleaners, (d) Degreasers, (e) Diesel
cooling water treatment, (f) Descaling chemicals, (g) Corrosion inhibitors and (h) Oil
dispersants.
B. Many of these chemicals present hazards such as: (a) flammability (including the risk of
explosion), (b) corrosion and (c) toxicity. Safety measures need to be taken to protect personnel
from injury and possibly death, and the ship¶s structure and its contents from damage which can
occur from these causes.
C. Prior to use, the Material Safety Data Sheet (MSDS) must be readily available for reference.
D. All Safety Precautions must be followed with special attention to Safety Goggles and Safety
Gloves. ȇȇǼ in accordance with the requirements defined in the relevant Matrix are required to
be worn, including
o Chemical resistant apron,
o gloves,
o boots,
o Face shields and
o Safety goggles.
E. All clothing contaminated by toxic chemicals must be removed. Contaminated personal wear
must not be stored in accommodation areas. When handling such chemicals, keep hands away
from mouth and face. After handling toxic chemicals thoroughly washing must be applied.
F. Chemical Suits and eye wash liquid must be readily available. If corrosive chemical falls on the
skin, must be washed with plenty of fresh water. Material, such as cotton waste to mop up spilled
corrosive chemicals must not be used. Washing with fresh water must be applied.
G. Detergents give problems to Oily Separators filtering equipment, therefore it is emphasized that
detergents must be mopped up or wiped with rags and not washed into bilge spaces.
H. Good ventilation must be maintained at all times.
I. C/E is responsible for ordering vessel's chemicals in accordance with requirements (including
chemicals for Deck Department). Rust remover products, ordered by C/O are used and treated
with same precautions as above mentioned chemicals. Rust inhibitor products, ordered by C/O
must be used and treated with same precautions as above mentioned chemicals. Newly received
chemicals are to be marked with date received and be used on a rotational basis. Chemicals over
recommended shelf life (expired) must be disposed in safe manner.
J. Officers using chemicals must ensure that the correct chemicals are being used for the various
tasks, are aware of the relevant precautions, and be familiar with the actions to be undertaken in
event of accidental contact.

2.7.10.1 Storage of Chemicals and Detergents

For the Storage of chemicals and detergents the following must be noted:
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x The MSDS for each chemical needs to be available before its storage. MSDSs shall be used for
guidance on storage, incompatibility, reactivity and stability for chemicals. All newly purchased
chemicals must have a label on them identifying their hazard category (e.g. flammable, corrosive,
toxic etc.).
x Chemicals with different hazard category have to be stored in different shelves. A Chemical
Informative poster (provided by chemicals manufacturer) shall be available in an apparent
location close to each chemical room.
x Chemicals that are flammable (relevant IMO symbol will be marked on the container) shall only
be stored in locations with fixed firefighting arrangements (e.g. Paint Locker). (In case of
chemicals classified as 5.1 or 5.2, special notice to be provided due to the water reactivity of
these chemicals).
x Shelves must have enough clearance to accommodate the largest container.
x All chemicals containers shall be in good conditions not allowing chemical to be spilled in case
of vessel¶s rolling or pitching.
x Stockpiling of chemicals must be avoided to the best extend possible.
x Ensure that caps and lids on all chemical containers are tightly closed to prevent evaporation of
contents. A Teflon or PVC cap liner may be used to provide a better seal as long as the MSDS
does not indicate any hazard from the chemical coming in contact with such substances.
x Avoid exposure of chemicals to heat or direct sunlight. This may lead to the deterioration of
storage containers and labels, as well as the degradation of the chemicals. Some time-sensitive
chemicals such as peroxide-formers can be affected as well.
x Store acids on low shelf areas within Chemical Locker and separate from alkalis. The shelves
shall be labelled accordingly.
x Dispose of hazardous chemicals that are no longer required.

2.7.11 Precautions when working with Rotating Machinery

Rotating parts of tools, equipment and machinery need to be safeguarded.
For example, belts, saws, gears, shafts, pulleys, sprockets, spindles, drums, fly wheels, chains, or
other reciprocating, rotating or moving parts of equipment must be guarded if potentially exposed to
contact by crew members.
Safety guards must NEVER be removed when a rotating tool, equipment or machinery is being used
or in service. Guards can be removed only when out of use in case of tools and when under
maintenance in case of machinery.
(for more details, refer to Safety Manual (SAF 003) ±Section 12-³Safe Working Onboard´
Working with rotating machinery and equipment´).

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2.8 ENGINE ROOM PRECAUTIONS DURING WINTER NAVIGATION & SUB-ZERO TEMPERATURES
This procedure describes precautions which must be taken by the Engine Department when the vessel
is to operate in ice or sub-zero temperatures.

2.8.1 General precautions against freezing

Precautions against freezing of Engine Room equipment and systems are required when temperatures
fall to a near-freezing point. This will normally only occur under Dead-Ship conditions or during
Dry-docking / Repairs. It must be noted that sudden changes in sea and air temperatures are to be
expected during winter months on the passage from the Caribbean or the Mexican Gulf to the North
American ports.
For example, during the passage, the Ship leaves the warm Gulf Stream and enters the cold Labrador
Current in the vicinity of Cape Hatteras.
In this area, the sea temperatures may fall from 210C to 70C and air temperatures may also fall
sharply, in a distance of under 200 miles.
Sea temperatures as low as ±10C may be experienced in the vicinity of Halifax and during the months
of December, January, February and March , air temperatures as low as ±250C may be experienced
off - New York and adjacent ports.
The safety precautions which must be taken by the Engine Room staff when the vessel is navigating
in ice±zones or under extreme cold conditions are analyzed in the paragraphs below.

2.8.2 Engine Room Watch during Winter Navigation & Sub-Zero Temperatures
A. In areas where concentrations of ice are considered dangerous, the Engine Room must operate
continuously and in Manned condition as per 7DEOHLQRIWKLV6HFWLRQ
B. When the vessel is transiting ice-zones, the Chief Engineer must issue Written Instructions on a
Daily Basis, adjusting the safety precautions to be taken, based on the information received by
the Bridge Officer on the Watch.
C. The Engine Officer of the Watch must be advised by the Bridge Officer of the Watch, well in
advance of the expected low temperatures, in order to timely take all the necessary precautions.
Thereafter, that, the Engine Officer of the Watch must be continuously updated on the actual
temperatures.
At this point, a close cooperation between the Bridge and Deck Officers of the watch is very
important.
At the end of the Engine Room watch the condition and tests of all Engine Room Machinery and
Systems must be recorded in the Engine Log Book.

2.8.3 Precautions for Main Engine

Whilst in port, the Main Engine must be on ³pre-heat´ and the cooling spaces for the cylinders,
pistons, turbo-blowers etc must be circulated with their respective media, which must be heated by
the means provided.
If this is not possible, then all the spaces containing water must be fully drained.

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This especially applies, when the vessel is dry-docked with sub-zero ambient atmospheric
conditions. In such a case, all the hazards applicable to the freezing Engine Room conditions must
be analyzed and assessed.

On completion of the Engine Room Watch, the condition and tests of all E/R Machinery and systems
must be recorded in the Engine Log Book.
The Engine must be moved by the turning gear at least once a day.
During this operation, the cylinders must be oiled by the hand-operated gear on the mechanical
lubricators.

The Main Engine LO purifier must be in operation and the temperatures must be maintained at
acceptable levels.

If the stay in the ice-zone is prolonged, a short trial run must be made, if possible, at least once
every week after the engine has been given two (2) complete turns by the turning gear, and all
precautions must be taken so that the propeller is not damaged during this process by the packed
ice.

If the vessel is to maneuver from at port with packed ice floating around, tugboats must be used to
move the vessel to another area, which is free of floating ice etc, before the first engine movement is
done.
Before starting the Main Engine, the Officer of the Watch must ensure that the Vessel is ballasted in
such a way as to keep the propeller clear of packed ice.
When the presence of packed ice is suspected, the Main Engine must always be started as slowly as
possible.
Continuous checks of the salt water cooling systems for Main Engine generators and auxiliaries must
be made to ensure a continuous flow of water.

2.8.4 Precautions for Emergency Diesel Engines

Water-cooled Emergency Diesel Engines, not fitted with heating elements, must be filled with an
antifreeze solution.
The strength of this solution must be checked at regular intervals and adequate stocks of antifreeze
must be carried out.
All the Auxiliary Engines must be operated daily.

2.8.5 Precautions for Pumps

Various Fresh Water Pumps and Sea Water Pumps must be kept running to prevent damage due to
freezing. All pumps which are not used, must be completely drained of water.
Due consideration must be given to the possibility of their refilling through passing valves and to any
anticipated requirement to return them quickly back into service.

2.8.6 Precautions for Bunkers

If fuel is carried in the forward deep tanks, all slack spaces at the aft end must be topped up before
the cold zone is reached to prevent transferring difficulties under freezing conditions, and also to

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reduce loss or contamination, in the case that forward tanks are damaged during the transit in the ice-
zone. If necessary, HFO must be transferred to the aft tanks.
The HFO in the Bunker tanks must be heated. HFO temperatures must be maintained in the Service
Tanks and Settling tanks. The purifiers must be in operation.

2.8.7 Other Precautions in the Engine Room

A. For water circulation in the Engine Room, the laden vessel is considered better than the light.
However, continuous checks of the water must be carried out and the inlet cooling temperatures
must be maintained at the highest possible levels.
B. The Engine Officer of the Watch must immediately advise the Bridge if any blockage by ice of
sea cooling water strainers is suspected.
C. A close watch must be maintained on the service pump suction (vacuum) gauges for any
blockage.
D. All watertight doors in the Engine Room must be shut.
E. The speed of the Engine must be adjusted in order to avoid overloading of the Engine.

2.8.8 Accommodation
The Accommodation heating System must be thoroughly inspected and all necessary repairs must be
carried out before the vessel reaches the ice-zone.
If it is necessary to shut down the system after arrival, widespread freezing-up will be unavoidable,
and it may not be possible to get the system working again until a more temperate climate is reached.

2.8.9 Precautions for Deck Equipment

In cooperation with the Chief Officer, the Chief Engineer is responsible to take necessary precautions
for the Deck Equipment as follows:
x Deck Fire Lines to be drained of all water to prevent them from freezing.
x Fresh Water lines on deck to be drained of all water
x Hydraulic circuits exposed to cold conditions to be kept running.
x Electric Motors on deck to be kept running, if possible.
x Electric and Hydraulic cranes on the deck to be kept running in idle condition throughout the
stay in port.
x All Deck machinery must be kept running in idle condition, if the situation permits.
x Space heaters on all idle motors must be kept in operational condition.
x The Emergency Fire Pump Engine- (if fresh-water cooled-) must have anti-freeze liquid
topped up in the radiator.
x The lifeboat engines, if fresh water cooled, must have antifreeze liquid added to the coolant.

2.8.10 Stores
When the vessel is expected to navigate in ice-zones, the Chief Engineer must ensure that there is
adequate supply of stores and equipment required i.e.:
x Antifreeze agents (methanol, ethanol, glycol, engine cooling antifreeze)
x Winter Diesel for Lifeboat engines
x Adequate supply of Bunkers.
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3. RECORD
Engine Room Change of Watch Checklist MTN/SECTION 2/ SF/TEC/105
Engine Room Pre-arrival Checklist MTN/SECTION 2/ SF/TEC/106
Engine Room Pre-departure Checklist MTN/SECTION 2/ SF/TEC/107
Engine Room Standing Orders MTN/SECTION 2/ SF/TEC/124
Chief Engineer¶s Order Book MTN/SECTION 2/ SF/TEC/124A
Periodically Unmanned Engine Room Checklist (UMS) MTN/SECTION 2/ SF/TEC/125
Alarms History Log MTN/SECTION 2/ SF/TEC/141

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1. PURPOSE
This procedure provides guidance for reporting and recording any damage or defect of equipment,
machinery or instrumentation. It also provides guidance on the practices which must be followed by
the Technical Department for the monitoring of repairs.

2. PROCEDURE

2.1 GENERAL
Shipboard equipment regular checks must be performed during normal day-to-day operation, during
extensive ship inspections, and at routine checks and maintenance of machinery, equipment &
systems according to the PMS.
During these checks and inspections the shipboard crew & Officers must identify and report any
defects (i.e., any damage, malfunction or breakdown of machinery, equipment or system that requires
either shore assistance, or use of spare parts, or cannot be rectified by shipboard personnel on the
spot) to the Master and Chief Engineer.
The Master & Chief Engineer, in their turn, are responsible to report these defects in the Defect
Reporting Module of the Electronic PMS and, at the same time, inform the Technical Department by
email.

All Defect Reports must initially be notified verbally and then

By e-mail to the Technical Department without delay.

In case the e-PMS modules are not available, the Defect must be reported by using the form ³Defect
Report´, and, as soon as the e-PMS operation is restored, it must be updated with the relevant Defect
data.
All deficiencies identified during Third Party Inspections (i.e SIRE/CDI/FLAG/PSC etc) related with
equipment defects that need follow-up actions, are recorded and processed through the Defect
Reporting System.

2.2 ISSUING DEFECT REPORTS

The Defect Report must include:
a. A clear indication in case of referring to defective critical equipment.
b. A brief description of the problem as well as the possible cause of the break-down or
malfunction.
c. Proposed date for completion
In case spares or shore service is required, the relevant requisition number must always be mentioned
on the Defect Report.
At the same time, any spare parts requisition or shore technician request must refer to the
corresponding Defect Report Number.
Defect Reports generally do not require the issuance of Risk Assessment.
A Risk Assessment must be issued with a Defect Report in the following cases only:
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a. The Defect Report involves Critical Equipment (according to the procedures for critical
equipment de-activation / re-activation reporting).
In this case, relevant rectification and closing of the defect report must be considered as
utmost priority.
b. It is specifically requested by Fleet/Ship Manager or Marine Superintendent.
c. The shipboard Master or Chief Engineer judges that there are risks involved with the subject
defect that require the processing of Risk Assessment.

2.3 PROCESSING OF DEFECT REPORTS MONITORING OF REPAIRS

A. Processing of Defect Reports by the Office

The Defect Reports are processed and filed automatically within the Defect Reporting module of the
Electronic PMS system.
When notified of a Defect, the Fleet Manager / Ship Manager or Assistant Superintendent must
identify:
A. Full details and nature of defect.
B. If the ship¶s staff can undertake corrective action, within any necessary time limitations or some
off-hire time required, but never at the expense of safety.
C. The criticality and the urgency of the matter.
D. If the Defect Report affects Critical Equipment.
E. If outside contractors assistance is required.
F. What spare parts, equipment or materials are required.
G. If the Defect refer to mandatory equipment according to Class or Statutory requirements , then
Class or Flag State to be notified as applicable.

Thereafter he must inform all relevant Departments and monitor the progress of all corrective actions
and repairs necessary to close the defect, taking in account that the Defect Reports are processed by
the following Departments:
A. Technical or Marine Department (depending on the nature of the Defect).
B. Supply Department (for forwarding spares/stores).
C. Technical Manager (for conducting an overall monthly review of the status of Defect Reports and
for coordinating the corrective actions to be taken).

The Fleet Manager, Ship Manager or Assistant Superintendent must also ensure that the vessel¶s
Master and Chief Engineer are kept informed of the details related to the arrival of specialized
technicians, surveyors and the delivery/or landing of spare parts and equipment.

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B. Processing of Defect Reports by the Technical Department

The Technical Department must process the Defect Reports according to the following procedure:
A. A defect report is normally issued by the vessel¶s Master or Chief Engineer in order to report
a defect, break-down or occurrence that requires time, and/or spares, and/or shore assistance
in order to be rectified.
B. The Defect Report can also be issued on certain occasions by the Technical Dpt. Such
occasions can be the reporting of Conditions of Class, findings from other inspections that
require rectification, etc. and as deemed necessary by the Technical Manager/Fleet Manager
or Ship Manager.
C. The Defect Reports must provide some mandatory information when issued:
(a) Defect title,
(b) Defect description and action to be taken and
(c) Due Date.
D. The Title: must refer to the Equipment suffering the defect and a very brief description of the
defect.
E. The Defect Description and action to be taken: must give a detail description of the defect
indicating extend of damage/breakdown and intended corrective action.
F. The Due Date is an estimate of the time required in order to rectify the defect, i.e. Spare Parts
processing, Service Engineer attendance, man-hours, etc. The due date can be rescheduled if
the necessary resources have not been provided before the due date. The reschedule action
must be justified in the Defect Report.
G. The Technical Department must review the status of the Defect Reports on a daily basis.
H. Similarities between new and previous defects, as per historical data, are checked whenever a
new Defect Report is raised, in order to swiftly tract the rectification method which was
applied in the past and thus minimize the repair time.

C. Routine Repairs
For routine repairs (Radar, GMDSS, Gyro, other) and generally for repairs which only require
attendance of a specialized technician, the Service Coordinator is responsible to process the
requisitions and follow-up the attendance requirements.

D. Engineering Repairs
For major repairs (from damages, refitting, upgrading, etc.), and generally for repairs which require
engineering background and support, the Technical Department Fleet or Ship Managers are
responsible to process the requisitions and follow-up the attendance requirements, supplies and
repairs to be carried out.

E. Extension to Defect Reports

Every effort to be exerted for the rectification of Defects as soon as possible and always until the given
due date.
In case it is necessary to grant extension to a Defect report, please refer to Maintenance Manual Section 1,
&RPSXWHUL]HG3ODQQHG0DLQWHQDQFH6\VWHP

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2.4 CLOSING OF DEFECT REPORTS

A Defect Report is closed from the Master or Chief Engineer giving a description of the actions done
to close the Defect in the Electronic module. The corresponding Fleet/Ship Manager will review the
Defect Report and close the case if no additional information is required.

2.5 DEFECT REPORTS THAT CAN BE RECTIFIED AT D/D

In case a Defect Report is considered by the Fleet/Ship Manager and Master/Chief Engineer that can
only be repaired during Dry-Docking, the following procedure must be followed:
x A Dry-Dock Repair request must be processed through the Electronic PMS.
The Defect Report must be closed on due date.

3. RECORD
Defect Report MTN/SECTION 3/ SF/SAQ/404 **

(** Defect Reports are normally processed through e-PMS.

If e-PMS is not available for any reason, the form must be provisionally used only.)

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1. PURPOSE
This procedure describes the practices implemented by the Technical Department to monitor the Ship
Surveys and for ensuring the validity of Ship¶s Certificates.

2. PROCEDURE

2.1 GENERAL
Throughout its life, the vessel is subject to periodical surveys and inspections designed to maintain
her hull, machinery, and equipment in good condition. Certificates are issued and endorsed as proof
that the surveys have been conducted and that the vessel was found in satisfactory condition.

2.2 SHIP¶S SURVEYS & INSPECTIONS BY THIRD PARTIES

These surveys may be divided into three distinct groups: Flag, Class and General.

2.2.1 Flag Surveys

Flag Surveys are those required by the Flag Administration and are normally carried out by
Classification societies on behalf of the National Governments. Flag surveys are carried out for the
issuance of the following certificates:
x International Loadline Certificate
x Safety Construction Certificate
x Safety Equipment Certificate
x Safety Radio Certificate
x I.O.P.P. (International Oil Pollution Prevention)
x I.A.P.P. (International Air Pollution Prevention)
x Sewage Certificate
x Certificate of Fitness, as applicable
x NLS, as applicable

For all the above certificates, the following apply:

The certificates are valid for 5 years from the date of the previous initial issue and are renewed at the
Special Survey. Their validity is subject to endorsement following a satisfactory outcome of an
annual inspection.

2.2.2 Class Surveys

Company Vessels are maintained in accordance with Class Rules and regulations and are assigned a
Class Status.
Company Vessels assigned with IWS (or equivalent) Notation, shall pass Dry-docking surveys afloat,
in accordance with Classification Society Regulations.

Every five (5) years the Vessels must undergo Dry-docking, Special Survey of Hull and other
Periodical Surveys.

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Class Surveys are as follows:

x Hull
x Machinery
x Dry-Docking
x Propeller- Shaft
x Boiler
x Other ± depending on the type of the Ship
The scope of the special survey is the examination of the general condition of the ship in order to
verify that specific requirements are met.

2.2.3 General Surveys

General surveys are conducted by various organizations for a variety of reasons. Some of the most
important ones are:

1. Condition Surveys
Condition Surveys are sometimes requested and carried out by Insurers, such as P& I Clubs, to prove
that the condition of the vessel is satisfactory, before assuming the risk.

2. Damage Surveys
If a ship is damaged, various parties may wish to inspect both damages sustained and repairs done.
Among the surveyors attending would be those representing the salvage association, a party acting on
behalf of the Ship¶s Underwriters who would face a claim from the Company, P&I Surveyors and
Class Surveyors.
A Damage Survey report is issued that the repairs are satisfactorily affected (temporary or
permanent) and that the ship remains seaworthy and fit to trade.

3. Cargo Gear Survey

If a Ship is equipped with derricks and cranes it is essential that these and their ancillary equipment
e.g. ropes, tackles etc. are regularly surveyed and certificates are issued proving that they are safe to
be used.
A full scale survey must be conducted by recognized certifying authorities, such as Classification
Society or the International Cargo Gear Bureau takes place every five (5) years with annual
inspections in-between.

4. Ship Sanitation Control Exemption Certificate Survey

Every six (6) months a representative of a convenient Port Authority is invited to examine and
confirm that the ship remains free of rat infestation.
A new Ship Sanitation Control Exemption Certificate (ex ³Derrating Certificate´) must be issued.

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5. Other Surveys
Other surveys may be carried out on specific occasions, such as when a vessel goes to or comes off a
time charter when her condition needs to be assessed, or when surveys of draft need to be taken to
calculate the amount of cargo onboard, or an independent check made before or after discharge, or to
assess any damages.

2.2.4 Monitoring of Ship¶s Surveys & Inspections

The Fleet Managers/Ship Managers/Assistant Superintendents/Technical Assistants are responsible
to monitor the Survey Status of the vessels. This is done on a monthly basis by checking the Ship¶s
Class or Flag internet sites.
In the Survey Status reports by Class, the following information is included:
x Survey categories.
a) Machinery.
b) Hull.
c) Statutory.
d) ISM/ SMC/ISPS/MLC.
x Due Dates.
x Range Dates.
x Postponed / reason.
x Continuous Machinery items.
The Fleet Managers/Ship Managers/Assistant Superintendents/Technical Assistants also monitor the
Survey Status of the vessels by reviewing the "Certificate Status Report", which is sent by the Vessel
on a monthly basis.
The Fleet Managers/Ship Managers/Assistant Superintendents/Technical Assistants are responsible
to plan for the Ship Surveys as follows:
x Annual Survey.
x Intermediate Survey.
x Special Survey.
x Occasional.

During the Annual Survey, Statutory Certificates are also endorsed.

It is company policy to handle any Condition of Class or equivalent remarks and recommendations
by Third Party Inspectors on a priority basis and rectify/close them as soon as possible and always
prior to their due date.
Separate Status of Conditions of Class concerning all vessels exists in the electronic filing system
of the Technical Department.
Conditions of Class are also entered into the vessels electronic Defect Reporting system for
monitoring, assigned with due date for rectifying and closing.
Fleet Managers are responsible to monitor Conditions of Class and ensure timely rectification.

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DPA is kept aware of any Conditions of Class.

In case that a Condition of Class cannot be rectified within the appointed due date, then the DPA
must be informed and must approve a relevant request to be sent to Class for an extension of the due
date. A relevant extension to the due date of the corresponding DF report to be included in electronic
Defect Reporting System.

2.2.5 Extension to Class Surveys

Class Surveys must be completed within the defined time frame.
However in case of prevailing circumstances ( i.e non availability of Surveyor in vessel¶s trading
area, yard¶s unavailability etc) do not allow completion of surveys in time, then a request to Class
for the extension of the respective certificates (Class /Statutory) to be issued.
A temporary MOC must be issued.
The request to the Classification Society for extension must be approved by DPA.
A respective Risk Assessment is carried out which must be reviewed and approved by the Technical
Manager.
The e-PMS is updated with the extended certificates.

2.2.6 Flag Exemptions/Dispensations

Flag Dispensation /Exemption is requested whenever equipment affecting the Vessel¶s Certification
which is issued on behalf of the Flag Authorities (Safety Radio/Safety Equipment/IOPP/IAPP etc)
are out of order and cannot be rectified by the Vessel¶s crew without additional spares or shore
assistance.
In this case, the dispensation is also handled in the Defect Reporting System.
Another case, where dispensation /exemption is requested is when local specific port regulations
restrict operational ability of the vessel (i.e when local restrictions are imposed for grey water
disposal etc). In this case, the dispensation is handled as recommendation in the e-PMS system.
Technical Manager is kept aware of any dispensation request & issuance.
When the Flag Dispensation is granted, the vessel¶s Master is notified by e-mail.

2.3 MONITORING OF CERTIFICATES

2.3.1 Follow-up of Certificates¶ Validity by the Vessel

The Master is responsible for ensuring that all compulsory Ship Certificates, and surveys are valid
and up-to-date, and that surveys are carried out according to the appropriate rules and regulations.
The Master and Chief Engineer are responsible for ensuring that in vessels where a continuous
machinery survey program is being carried out, the surveys must be kept up-to-date to meet the
classification rules and regulations.
On taking over command of the Company vessel, the relieving Master must check that all certificates
required are on board and are valid and it is thereafter his responsibility to maintain the original
certificates onboard in the correct File, as per the Vessel¶s Standard Filing System.
When certificates are renewed and / or endorsed after surveys, and the originals are given onboard,
they must be filed in their correct position.
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A copy of the renewed or endorsed certificate must always be forwarded to the Office and saved
electronically in the Vessel¶s PMS.
If certificates are soon to expire, then the Master must notify the Ship Manager who must make all
necessary arrangements for their renewal.
The Vessel¶s standard reporting to the Office includes the "Certificate Status Report", which lists all
the Certificates kept onboard, their issue date and their expiration date. This report must be sent to the
Office on a monthly basis.
Copies of the "Certificate Status Report" must be filed in Vessels¶ File.

2.3.2 Follow up of Certificates¶ Validity by the Technical Department

The Fleet Managers/Ship Managers/Assistant Superintendents/Technical Assistants are responsible
to review the "Certificate Status Report", and if the existing Certificates are near their expiration date,
they are responsible to contact the issuing Class, for the renewal of these certificates.
They are also responsible to forward the original Certificates onboard, following Document Control
procedures.
The ships class status must also be reviewed on a regular basis by the Fleet Managers/Ship
Managers/Assistant Superintendents/Technical Assistants, in order to confirm that certificates
validity is in order.
A copy of the class status must also be sent onboard for parallel checking by the vessel¶s Master and
Officers.
In addition to the Class Status, Certificates are monitored using the consolidated File in the Archive
and in each Vessel¶s e-PMS.

2.3.3 Records of Certificates

The authorized societies issue the following types of certificates, in terms of validity:
x Interim
(upon issuance when applicable and if there is not a recommendation, with a validity of five (5)
months).
x Conditional (if there are recommendations with a maximum validity of 3 months).
x Full Term with a validity of five (5) years, or as may be applicable indefinite / until revoked.
Copies of Vessel Certificates, together with any applicable endorsements, must always be kept by the
Technical Department electronically in Archive and in each Vessel¶s e-PMS.
As a minimum, copies of the following certificates must be kept:
A. Class.
B. Tonnage (International / National/ Panama/ Suez).
C. Registry / Nationality.
D. Load Line.
E. Safety Equipment.
F. Safety Construction Certificate.
G. International Oil Pollution Prevention (IOPP).
H. International Air Pollution Prevention (IAPP).
I. Safety Radio.
J. Radio License.
K. GMDSS Shore Based Maintenance.
L. Safety Manning / Accommodation Certificate.

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M. Port State Control Document.

N. Fitness /Compliance- Bulk (IMO).
O. Fitness/ Compliance ± Chemical/ Gas.
P. Noxious Liquids / Dangerous Goods.
Q. Compliance / USCG, Canada, Africa.
R. Financial Responsibility (COFR), (USCG, California, Virginia, Florida).
S. Loading Computer.
T. COW.
U. Prevention Pollution by Sewage- Certificate of Compliance.
V. Certificates of Equipment (e.g. Cargo gear etc.).
W. International Anti-Fouling System Certificate.
All obsolete certificates must be clearly marked as "Obsolete" with a diagonal "Cross-out".
Obsolete Certificates must be filed in Master¶s File TEC 03- ³Obsolete Certificates´ (A or B),
depending on type of Certificate).

3. RECORD
Certificate Status MTN/SECTION 4/ SF/TEC/112

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1. PURPOSE

This procedure defines the way in which repairs carried out by Contractors, as well as other afloat
repairs, such as tank surface pitting and coating are specified, conducted and evaluated.

2. PROCEDURE

2.1 VOYAGE / AFLOAT REPAIRS

ǹ voyage / afloat repair is any repair to the ship or its equipment, other than those repairs undertaken
as part of a scheduled major repair period.
It is the responsibility of the Master and Chief Engineer to make early and adequate arrangements for
any voyage repairs and to ensure that these are carried out in a timely and satisfactory manner.
Whenever embarkation of repair personnel, tools and significant or bulky spares is required, the
Superintendent must be immediately informed to promptly seek and secure above resources and
undertake necessary arrangements with local agents at the ports of call.
When riding squads (painters /fitters) are employed their repair/maintenance progress is sent to the
office on weekly basis for review from respective Fleet technical personnel.

2.2 AFLOAT REPAIRS /RIDING TEAMS / SERVICES / CONTRACTORS-SUBCONTRACTORS

Contractor Contractor is an individual or organization that contracts with the Company to

furnish materials or perform services within a specified time and price, as
specified in the Contract.

Sub-Contractor Sub-Contractor is an individual or organization that takes a portion of the contact

from the principle contractor or another major subcontractor.

The Company is utilizing Equipment Manufacturers¶ Specialists (i.e. Main Engine, ME Governor,
Auxiliary Boiler, Alpha Lubrication MT T/C etc.) for equipment Periodical Condition Evaluation and
during Major Repairs (DD).
In general, repairs must be carried out by the Manufacturer's authorized Service Personnel or by a
Company¶s Approved Contractor.
This requirement does not preclude the Master from utilizing whatever resources are available in an
emergency situation.

Contractors or Sub-Contractors may be employed by the Company to perform specific maintenance or

repair task on board the Fleet Vessels. While on board, the Contractor and his Employees must
conform to all applicable Laws, Regulations but also to Company¶s Health, Safety and Environment
Protection Procedures.
The Contractor must warrant and undertake that it will carry out the Contract Works safely using all
the skill, care and diligence reasonably to be expected of a Contractor suitably qualified and
experienced in works of a similar nature.

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The Contractor shall ensure that all personnel engaged on the Contract works are suitably qualified,
competent and trained to carry out the specific tasks.
The competency on the basis of the education, knowledge, understanding skills, or abilities training or
experience of the contractor¶s personnel must be identified prior to contract agreement or placement
of order.
The competency, training and experience of the person that will be involved must be checked against:
x The health, safety and environmental aspects involved with the particular job.
x The severity of the safety and environmental aspects and related actual or potential impacts
associated with the particular job.
x The consequences of the departure from the applicable health, safety and environment protection
procedures of the Company.

2.2.1 Familiarization of Contractors / Riding Teams

When the Company considers it necessary, taking into account the workload foreseen and the
complexity of the maintenance work to be performed, additional Crew Members, Riding Teams or
competent Service Engineers may be embarked.
Each time Service Engineers or Riding Teams embark a Company¶s Vessel, they shall be
familiarized, during a meeting to be specifically organized on this purpose, prior to vessel¶s sailing
and documented by using the Contractor¶s Safety Familiarization form (SF/CRW/506C).
Contractors¶ Familiarization includes:
o Alarms (General, Fire, and Abandon Ship etc).
o Emergency Procedures (what to do, to which Muster Station to proceed etc).
o Company¶s Policies (HSSE, Security, Environmental and Energy Conservation, Cyber
Security, Media and Social Media, Drug and Alcohol etc).
o Safety instructions (Emergency exits, Mooring snap-back zones, Smoking areas, PPE etc).
o Company¶s Risk Assessment and Work Permit system.
o STOP WORK AUTHORITY procedures.
o OPEN REPORTING.
o Near Miss reporting procedures.
o Security Procedures, including Cyber Security.
(See Contractor¶s Safety Familiarization form SF/CRW/506C).

2.2.2 Monitoring of Contractors / Riding Teams

Whenever riding teams or other personnel are contracted to undertake maintenance, inspections or
repair works, the Company shall ensure that these will be performed in a manner that is compatible
with the IMS policies and procedures.
The riding teams are to be employed only on the range of duties specified in their Agreement.
If the wording of the Agreement permits wide latitude, the Master or the Chief Engineer is to
establish the competence of personnel to undertake any particular task or duty before the allocation
of work.
If in any doubt, they must seek the Company¶s advice before the allocation of non-specified work.

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When using contractors and when circumstances do not allow the attendance of a Company¶s
Superintendent, the Contractor¶s work onboard will be coordinated, controlled, monitored and
evaluated by the Chief Officer or the Chief Engineer, as appropriate.
In such cases, the responsible Officer is to keep detailed records and he may be required to compile a
daily report to the Technical Manager.

The Chief Officer and the Chief Engineer shall attend as appropriate, coordinate and inspect the
repairs. They must also request acceptance tests, where necessary, to verify that the work has been
carried out as per applicable standards.
If the Ship¶s Superintendent is present, he shall resume the above responsibilities.

The responsibility will be allocated according to the type of work been undertaken and will be
approved by the Master after consultation with the Technical Superintendent, who will give
instructions to the Master and to the contractors.
The Company¶s superintendents, the Master of the vessel and Contractor¶s persons involved must
take every reasonable precaution to:
x Ensure compliance with the health and safety and environmental procedures and instructions of
the Company at all times.
x Ensure that at the necessary systems of work, tools, equipment, machines, devices and materials
are maintained in good condition and are of minimum risk to health, safety and damage to the
environment when used.
x Be fully aware with any hazard to be found at the work place in connection with the use,
handling, storage, disposal and transport of any tool, equipment, machine, device or biological,
chemical or physical agent.
x Provide and maintain in good condition such Personal Protective Equipment as is required by
the Company¶s SMSM and ensure that such equipment is used in the course of work.
x Ensure that the riding team receives adequate rest, as prevention against eventual accidents due
to fatigue, and that the necessary "Work Permits´ will be issued as appropriate in accordance
with the Company¶s work permit system.
x Ensure that the Work Permit System is fully implemented, as appropriate.

The Riding Teams shall be adequately supervised at all times

and must NEVER be left to work independently.
When any unsafe condition or unsafe act is identified, Stop Work Authority must be exercised.

The Company operates a program to monitor the performance of Contractors and riding squads to:
x Verify that contractors continue to provide a high standard of service.
x Verify that the riding squads perform to Company¶s standards.
(Refer to the form SF/CRW/506C-³Contractor¶s Safety Familiarization´- which also includes an
Evaluation Section).
Comments on the performance of contractors¶ work must be passed to the Technical Manager
(through Form SF/CRW/506C) and recorded in the Approved List of Suppliers, on the basis of no
comment if service is satisfactory and comments made when service had been found deficient.
(Also refer to PRO (02) ± PROC 09- ³Suppliers and Subcontractors´, MTN (05)±and Section 06-
³DD and Major Repairs´).
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When a "Riding Team" has boarded the ship, they are to be subject to the normal disciplinary
procedures of the Company (refer to PRO (02) Manual±PROC 2.7.4-³Disciplinary Procedures
for Third Party Contractor¶s Personnel´).
Their foreman shall be responsible to the Master and the Chief Engineer for the behaviour and
performance of the team.

2.2.3 Painters
The Company, may employ Painters, in order to carry out maintenance work i.e. Hull/Outfitting/
Tanks Surface preparation and painting, as required.
The work of Painters must be according to the Work Plan established by the Office and the Master.
Whenever work restrictions are in place, as imposed by Local Regulations, Terminals, Weather, or
other factors, it is the Master¶s responsibility to plan the Daily Work for the Painters onboard and to
delegate alternative working location (i.e Pump room, Engine Room Steering Gear Room etc).

2.3 PROCEDURE FOR PITTING REPAIRS

Pitting results from very localized corrosion and usually affects horizontal surfaces. It can be found
to be shallow or deep and with an intensity of localized, scattered or extensive.
Localized shallow pitting with depth less than 33% of plate thickness may be repaired by filling with
a suitable epoxy compound which must be applied in accordance to the manufacturer¶s instructions.
Isolated deep pits with depth greater than 33% of plate thickness may be repaired by welding,
provided the thickness of material left at the bottom of the pit exceeds 6 mm.
Where the repair is not carried out afloat, welding at thickness less than 6 mm may be acceptable,
provided that it can be demonstrated that the welder will not burn through the plating. All welding of
pitting is to be carried out in accordance with established welding procedures.
The pitting must be cleaned and prepared as necessary for a repair by welding.
The electrodes to be used must be of a suitable type from an approved class list of welding
consumables for use in ship structure, appropriate for the grade of steel to be welded.
A minimum of four weld beads are to be deposited in any pit. Care must be taken to ensure that stop
and start positions are outside the pit and that the welding direction is alternated for successive layers.

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Where the pitting intensity is found to be extensive (above 25 per cent of the surface area) in
association with deep pits (over 50 per cent of the original fitted thickness), or where the thickness of
material left at the bottom of the pit is less than 6 mm, the affected plating must be cropped and
renewed.

2.4 TANK COATING

Ballast tanks and cargo tanks must be always maintained in ³GOOD´ condition according to the
classification standards. ³POOR´ condition is unacceptable and ³FAIR´ condition raises ground for
further concern.
Maintenance of coating of ballast tanks is one of vessel¶s crew main tasks; wherever the conditions
permit the areas of coating break-down (due to mechanical damage, pitting etc) must be repaired and
re-coated.
When the coating condition is beyond repairs by crew, then repairs and restoration of the original
condition will be arranged by shipyard or subcontractor.
The maintenance being carried out in the ballast tanks requires particular attention and the
involvement of experienced personnel.
Relevant instructions provided in the publication ³Guidelines for the inspection and maintenance of
double hull tanker structures´ are applicable.
The products used for the maintenance require particular treatment and manufactures instructions and
material safety data are to be consulted in this respect.

3. RECORD

x Contractors¶ Safety Familiarization Record PRO/PRO 23/ SF/CRW/506C

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Contents
1. PURPOSE.....................................................................................................................................2
2. PROCEDURE...............................................................................................................................2
2.1 General...................................................................................................................................... 2
2.2 Dry Dock Planning.................................................................................................................... 2
2.3 Dry Dock Repair Requests........................................................................................................ 3
2.4 Preparation for Dry Dock.......................................................................................................... 3
2.4.1 Dry-Dock Specification...................................................................................................................................3
2.4.2 Invitation to quote........................................................................................................................................... 4
2.4.3 Analysis of Quotation......................................................................................................................................5
2.4.4 Dry Dock Repair Contract...............................................................................................................................5
2.4.5 Shipyards Evaluation.......................................................................................................................................5
2.5 Dry Dock Supplies and Services............................................................................................... 6
2.6 Attendance to Dry Dock works................................................................................................. 6
2.7 Precautions and Safeguards during Dry-Docking..................................................................... 7
2.7.1 Responsibility and Accountability for Safety during Dry-Dock.....................................................................7
2.7.2 Language used during Dry Docking............................................................................................................... 7
2.7.3 Safety and Security Issues...............................................................................................................................7
2.7.3.1 Safe Access..................................................................................................................................................... 8
2.7.3.2 Personal Protective Equipment (PPE).............................................................................................................8
2.7.3.3 Fire Precautions..............................................................................................................................................8
2.7.3.4 Monitoring of deck openings, removal of handrails, ladders etc................................................................... 8
2.7.3.5 Other Safety checks/ precautions................................................................................................................... 8
2.7.3.6 Security Issues................................................................................................................................................9
2.7.4 Safety information and Safety meeting upon Arrival..................................................................................... 9
2.7.5 Daily Safety and Work Plan Meetings............................................................................................................ 9
2.7.6 Preparation of Hot Work during Dry Dock and Repair Periods................................................................... 10
2.7.7 Hot Work during Dry Dock and Repairs...................................................................................................... 11
2.7.8 Tank Cleaning & Operations in Proximity of FO/LO Tanks........................................................................11
2.7.9 Environmental Issues & Pollution Prevention.............................................................................................. 12
2.7.10 Precautions for entering the Dock................................................................................................................. 12
2.7.10.1 Supervision and Control..................................................................................................................................12
2.7.10.2 Before Entering Dry-Dock.............................................................................................................................. 12
2.7.10.3 While Entering.......................................................................................................................................... 13
2.7.10.4 After Vessel is docked.....................................................................................................................................13
2.7.10.5 Stability Considerations.................................................................................................................................. 13
2.7.10.6 Undocking Preparation & Precautions............................................................................................................ 15
2.8 Work and Rest Hours.............................................................................................................. 16
2.9 Steel Work and Renewal Policy ± Other Repairs Monitoring................................................ 16
2.10 Anodes Fitting Policy...........................................................................................................17
2.11 Condition Assessment Program (CAP)................................................................................17
2.12 Dock Trials and Sea Trials...................................................................................................17
2.13 Completion of Dry Dock and Equipment Re-Commissioning............................................ 18
2.14 Final Dry-Dock Report........................................................................................................ 18
2.15 Shipyard Evaluation Report................................................................................................. 19
2.16 Shipyard Invoice.................................................................................................................. 19
2.17 Repairs at Facility other than Shipyard................................................................................19
2.18 Incidents during Dry DOCK AND /or Repairs....................................................................19
3 RECORD....................................................................................................................................... 19
4 RELATED DOCUMENTS AND PUBLICATIONS.................................................................... 19

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1. PURPOSE
This procedure defines the way in which dry dock works and major repairs must be specified,
awarded, conducted and reported.

2. PROCEDURE

2.1 GENERAL
Dry Dock works and major repairs are considered to be major projects, where large expenses for
repairs and off-hire are incurred over the shortest possible period of time and therefore require to be
conducted in a cost-effective manner, also ensuring a safe, reliable and efficient vessel operation.
Dry Dock works and major repairs form a critical part of the Company¶s maintenance policy
affecting safety, and require detailed planning, preparation and stringent project cost control.

2.2 DRY DOCK PLANNING

Budget for Dry Dock and major repairs must be agreed with the Owners, either when a ship enters
into Management or as per pre-arranged schedule.
A "Dry Dock" schedule must be planned by the Technical Department on an annual basis.
In the Dry Docking planning phase, it is very important for the Ship Manager to establish a
"Dry-Dock File" (which can be an electronic file in Technical Dpt. electronic Archive) quite ahead of
time.
The contents of the File are more or less standard, however they can be tailored to meet the personal
organization plan of each Fleet/Ship Manager.
The items of the "Dry Dock File" may include, but not limited to
(also refer to the following paragraphs of the present procedure):
x Vessel¶s Particulars.
x Crew List.
x Latest Dry Dock Report.
x Yard¶s Final Invoice.
x Weekly reports of Dry Dock works.
x Works done by Shipyard.
x Work schedule / progress.
x Gas Free Certificates.
x Repairs Specification.
x Repairs Specification Attachments.
x Yard¶s additional quotations.
x Additional jobs for the Shipyard.
x Yard¶s Quotation / Comparison Table.
x Paint Specification.
x Paint Consumption ± Receipts and Invoice.
x Class Correspondence.
x Class Status / Reports.
x Service Engineer¶s Quotations.
x Service Engineer¶s Reports.
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x Correspondence In /out.
x Previous Structural Conditions Reports.
x Various Info/ Previous Pending Items.
x Requisitions for Consumables.
x Requisition for Spare Parts.
x Spare Parts receipts.
x Crew Works done.
x Defect Reports / Supt¶s Orders / PSC & USCG inspections results.

2.3 DRY DOCK REPAIR REQUESTS

When identified Defects can only be repaired during Dry Dock, then Dry Dock Repair Requests must
be issued in the electronic PMS system.
Both the Vessel¶s Officers, (including Juniors Officers), and the Technical Department compile and
have records and lists of all Dry Dock Repair Requests.

2.4 PREPARATION FOR DRY DOCK

Preparations for the next Dry Docking must start on the first day after leaving the Shipyard.
The detailed specification must be prepared in accordance to industry practices including references
to drawings, sketches, photographs, and well described. Where necessary, numbers, sizes, specs,
dimensions, material, color and location must be given.
It is the responsibility of the ship¶s staff to provide this information by updating the electronic Dry
Dock Request module.
The Fleet/Ship Managers or Assistant Superintendents must visit the vessel well in advance of the
intended Dry Dock / major repairs for verification of repair works and for identifying any additional
works which were not observed and/or reported, in order to finalize the specifications.
Cost benefit analysis must be considered in taking decisions for repairs or replacement of parts,
during this Dry Dock planning process.
Preparation of a ship for shipyard repairs must be carried out in accordance with Company¶s
requirements relating to safety and pollution prevention.
In removing residues from tanks, the disposal overboard of sludge and scale from tank cleaning
operations is strictly prohibited.
All such sludge and scale must be retained on board in suitable sealed water tight containers/plastic
bags, for subsequent disposal in accordance with the MARPOL regulations.

2.4.1 Dry-Dock Specification

The Fleet/Ship Managers or Assistant Superintendents must draw the Dry Dock specification, using a
Template with specific jobs/codes, as available in the electronic archive files of the Technical
Department.
Dry-Dock Specification is uploaded in vessel¶s e-PMS for review and subsequent additional
comments, if any, by the specific vessel.

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The Dry Dock specifications must take into account the following:
x Dry Dock Repair Requests submitted by the Vessel¶s Departments (Deck /Engine).
x Any findings during Superintendent¶s Vessel Visits.
x Any findings during USCG, PSC, Vetting Inspections etc.
x Vessel¶s age and condition.
x Vessel¶s trading pattern.
x Other available reports and recommendations.
x Manufacturer¶s recommendations.
x Statutory and Regulatory requirements.
Thickness gauging to the best possible extend is carried out prior DD and completion (if outstanding
remaining) is conducted during DD.
Any follow up actions (steel renewal, surface treatment and preservation) based on the thickness
gauging report is added in the DD specification by the Fleet/Ship Managers or Assistant
Superintendents.
The Technical Manager must review and approve the Dry Dock specification.
The Dry Dock specifications with a rough cost estimate must then be presented to the Operations
Director for acceptance.
A number of Shipyards must be selected for quoting on the Dry Dock works.

2.4.2 Invitation to quote

The Fleet or Ship Manager must send the approved specification with an invitation to tender to the
nominated repairers to quote for the work.
Quotations must be reviewed from at least two (2) repair facilities in the vessel¶s trading area.
Shipyards are invited to quote on the basis of location, reputation, prices and effectiveness, contract
terms, past experience from previous visits (through the available completed forms ³Shipyard
Evaluation Form´) and in some cases, climate.
When a repair yard is to be used for the first time it is strongly recommended, the shipyard to be
visited before finalization of selection procedure and evaluated by using the standards of the form as
reference.
If this is not feasible, a reference or information of performance from other parties must be obtained
to ensure that the yard is capable of performing the work in a safe and competent manner.
The following items must also be taken into account:
x Agents, pilots and tugs.
x Gas Freeing, cleaning and slop disposal.
x Paints supply.
x Survey costs.
x Spares for Dry Docking.
x Service Engineers / Sub-contractors.
x Freight and transport.
x Deviation costs and time, off-hire time.
x Actual jobs and additional jobs to be done from the specification.
Any questions on the Shipyard Quotation must be discussed and clarified with the respective
Shipyard.

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2.4.3 Analysis of Quotation

The Fleet Manager must conduct a comparative review of the Shipyard tenders using a "Spreadsheet"
with the same codes used for the Dry Dock specification.
The choice of shipyard must also take into account the following factors:
x Quoted prices
x Reputation
x Quality
x HSQE performance (including possible fines due to environmental reasons)
x Experience
x Location
x Delivery time
Where a favorable negotiation climate exists or can be established, price negotiations must continue
for as long as possible, to obtain the best proposal for the owners.
The Technical Manager must present the analysis and cost comparison to the Operations Director and
to the Owners.
A recommendation must be made as to which Shipyard must be awarded the contract, based on the
above-mentioned criteria.

2.4.4 Dry Dock Repair Contract

The Owners are responsible to approve or to stem the recommended repair facility or the alternative
choice.
This may be done either by oral or written authorization to the Technical Manager, during a meeting
held for this purpose.
The Technical Manager must then authorize Fleet/ Ship Managers to place the "Dry Dock Repair
Order".
The Shipyard must reconfirm acceptance of the contents of the final written "Dry Dock Repair
Order".

2.4.5 Shipyards Evaluation

Prior to conducting Drydock repairs the appointed Shipyard must have undergone a Company
evaluation within the last five (5) years.
Shipyards evaluations can be performed by either Technical Manager, Fleet Manager or Ship
Manager. The purpose of the evaluation is to review the Safety and Working practices, procedures
and capabilities of the appointed Shipyard prior conducting any works. The process of the evaluation
involves a visit to the shipyard¶s facilities, a meeting with Shipyard key personnel such as the Ship
Repair Manager and Commercial Manager, and a review of the Shipyard¶s policies and safety
procedures. The form ³Shipyard Evaluation Form´ (TEC-107) is used for this evaluation.
The evaluation result can be categorized as ³A´ or ³B´ if satisfactory, where ³A´ corresponds to re-
approved shipyards and ³B´ if approved for the first time, and ³C´ if the evaluation is not considered
satisfactory in which case the Drydock repair must be deviated to an alternative ³approved´
Shipyard, or the Shipyard has to perform the necessary corrective actions for obtaining the evaluation
approval.

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Efforts must be made to the extent practically possible for visiting the already approved shipyards
within a period of five (5) years for refreshing the shipyards¶ evaluation and approval.

2.5 DRY DOCK SUPPLIES AND SERVICES

The Fleet/Ship Managers are responsible to coordinate the Dry Docking preparations which must be
made by the Ship and the Office Departments as follows:
A. The Vessel¶s Operator is responsible to provide the Master with details of the selected yard in
order for him to get information on draft, trim and stability for the dry-dock entry. Additionally,
the Master must be given instructions for any pre-docking work, such as cleaning and gas-freeing
to be performed by crew or a sea-going maintenance team or sub-contractors.
B. The Ship Manager is responsible to ensure that all required Supplies, Service Engineers,
Classification, Flag and Insurance Surveyors, Paint Suppliers and Agents for the Dry-Docking are
arranged through the Purchasing Department. Therefore the Purchasing Department must be well
informed about the Dry Dock schedule, the due dates and the supplies and services needed.
C. The Ship Manager must liaise with the Operations Department, in order to ensure that the Agent
is notified of any special requirements.
D. The Ship Manager must also liaise with the Crew Department, to assist in the pre-planning of
crew relief. Where possible, the Chief Engineer, 2nd Engineer and Electrician must remain
onboard throughout the dry-docking.

2.6 ATTENDANCE TO DRY DOCK WORKS

Dry Dock works are always attended to by the Ship Manager.
If possible, the Ship¶s Manager must arrive at the Shipyard prior to the vessel¶s arrival and meet the
Shipyard Manager to plan details of the work, clarify problem areas in the specification, agree on the
work schedule and establish points of contact.
If deemed necessary, a Safety/Marine Superintendent may also be sent to attend, and ensure that all
deficiencies identified by Vetting Inspectors, PSC & USCG are rectified and that all LSA & FFE are
serviced and maintained as required.
During his attendance, the Superintendent must fill-in the Form OFF/TEC/112-³Pre-Docking
Checks´. This Form must be completed before the Vessel¶s Dry-Docking and must be included in the
Dry-Docking Report
During the repair period, the Ship Manager is the Company¶s representative and must utilize the
crew, Shipyard and sub-contractors efficiently, delegating responsibility for supervisory roles, as
appropriate.
ǹ Deck Officer designated by the Master (preferably the Chief Officer), must be responsible for the
supervision of hull and underwater body painting.
Painting must be carried out in accordance with the supplier's instructions, unless the Company
instructs otherwise.
Grit blasting areas and grade will be decided by the Superintendent.
Special care must be taken to ensure that applicable anti fouling paint is applied at the correct time
prior to the flooding of the dock. Draining the ballast tanks must be completed before painting is
commenced.

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When technical problems or major change in orders occur during the repairs, the Ship¶s Manager
must immediately initiate a meeting with the Shipyard Manager and Shipboard Management team to
clear problems and evaluate possible consequences.
Change of orders and additional work from the original specifications will occur and it is imperative
for the project control that the Ship¶s Manager receives quotations for the additional items from the
Shipyard or any other sub-contractor.

As a general rule, a Dry Docking update status must be sent by the Fleet or Ship Manager to the
Technical Manager, on a Daily Basis. This report must include the progress of works, budget status,
estimated completion and departures dates, any problems or delays including spares.

2.7 PRECAUTIONS AND SAFEGUARDS DURING DRY-DOCKING

2.7.1 Responsibility and Accountability for Safety during Dry-Dock

Master The Master has the overall responsibility of the Dry-Dock Operation, especially for
the Safety of the Vessel. The Master is also accountable for ALL Yard Workers,
who work on the vessel during Dry-Dock. Yard Workers must be treated as
Contractors and the relevant procedures for Contractors must be followed.
Safety Officer The Safety Officer is responsible to ensure that all the requirements of the Company
IMS are complied with. During Dry-Dock this is focused on the Work Permit
System.
The Ship The Ship Manager / Company Superintendent is responsible to monitor and
Manager / coordinate all Safety Issues during the Dry-Dock Period.
Company
Superintendent

2.7.2 Language used during Dry Docking

The Language which must be used during the Dry Docking operation, must be ENGLISH.
The Master of the vessel and the Company Representative / Ship Manager MUST be fluent in
English, in order to discuss and agree with Yard Representatives/Supervisors on the Daily Work Plan
and to coordinate Emergency Response, if required.
The Yard Representatives /Supervisors MUST speak English, ensuring that all precautions agreed
during the daily Safety Meetings are fully understood and are communicated to the Yard Workers.
In case the Yard Workers and contractors do not speak English, ALL Permits applicable to the works
which must be carried out, must be translated in the Language they understand, by Yard
Representatives and must be discussed and agreed.

2.7.3 Safety and Security Issues

Safety standards must be maintained by the vessel's personnel throughout the repair period and any
additional safety regulations that may be instructed by the yard.

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The Risk Assessment A-15-³Preparation for Dry-Dock´ must always be referred to and all the
Hazards and Control Measures included there-in must be taken into consideration.

Notwithstanding the presence of the Ship Manager, all Officers are responsible for ensuring that safe
working practices are followed by the Ship's Crew and Shipyard Personnel during the repair period.
Infringements of safety regulations must be referred to the Ship Manager or Master at once, who will
take the matter up with the Yard Management.

In cases where an Officer considers that there is an immediate threat to the safety of life or ship, he
must not hesitate to STOP WORK at once.
The STOP WORK Policy must apply to both Vessel staff and Yard staff and Contractors.

2.1 Safe Access

The Master is accountable and the Safety Officer is responsible for the safe access to and
from the vessel.

2.7.3.2 Personal Protective Equipment (PPE)

The Master and the Vessel¶s Department Heads (Chief Officer, Chief Engineer) are
responsible for the use of Personal Protective Equipment (PPE).
Appropriate Personal Protective Equipment must be worn by all Shipboard staff and Yard
Staff, as well as other Contractors working on the vessel during Dry-Dock Works.
If the PPE Standards of the Yard Workers are below the Company standards, this must be
reported to the DPA and appropriate measures, in cooperation with the Yard Representatives
might be taken.

2.7.3.3 Fire Precautions

Particular attention must be given to the elimination of fire hazards.
The ship¶s staff must ensure that adequate fire detection is available at all times
A Fire Watch must be maintained through-out the repair period, ensuring that the Fire
Detection system is switched on during times when HOT WORK is NOT being carried out.

2.7.3.4 Monitoring of deck openings, removal of handrails, ladders etc

Whenever repairs require the removal of handrails, ladders, deck plating, gratings and floor
plates, the yard must be required to take adequate precautions to prevent accidents.
Appropriate Warning signs must be posted. All openings must be roped off.
Upon completion of the repairs, the attending ship manager or ship's staff must ensure that
these items are reinstalled and properly secured as original.

2.7.3.5 Other Safety checks/ precautions

x Except for those that may be in use, all remote fuel oil quick closing valves must be
tripped shut from the remote station.
x All tanks, compartments and machinery being inspected prior closing to avoid any
unwanted items left inside.
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2.7.3.6 Security Issues

In addition, the Ship Manager must coordinate the activities of the Ship Security Officer and
Shipyard Security Officer in order to ensure that security measures are implemented
throughout the repair period.
A ship under repair is particularly vulnerable to theft, and the Ship Manager must ensure that
adequate precautions are taken to minimize this risk.

2.7.4 Safety information and Safety meeting upon Arrival

On vessel¶s arrival to the Shipyard, the Ship¶s Manager must hold a Safety meeting with the
Shipboard personnel and the Shipyard¶s Safety Officer in order to establish procedures for:
x Emergency contact with the Shipyard (24 hours) and a list of emergency telephone numbers,
which must be clearly posted.
x Copies of the Shipyard Safety and Security requirements which apply to the ship whilst in the
yard. These requirements must be complied with throughout the repair period.
x Enclosed Space Entry procedures.
x Hot Work (signs to be placed: "No hot work without permission").
x Details of Fire and Emergency Alarms, which must be demonstrated to ship staff.
x Schedule for regular Safety Meetings throughout the repair period.
x Adequate lighting.
x Access to the Ship: (signs to be placed " No unauthorized person onboard")
x Fire Precautions.
x Watch Patrols.
x Details of Evacuation Procedures.
x Any other issue considered necessary.
All safety precautions and procedures to be followed during the repair period by all parties must be
arranged and discussed.
The obligation on the part of the Shipyard to be responsible for the safety of their employees, and for
any other person who might be exposed to a hazard, must in no way impede the Ship¶s staff to report
hazardous situations to the Ship Manager.

2.7.5 Daily Safety and Work Plan Meetings

A Daily Work Plan/Safety Meeting must be carried out every morning, before the commencement
of the work, with the Vessel¶s and Shipyard¶s Personnel to discuss the progress, any outstanding
issues, change of orders, to assess risk, safety and security issues.
It must be participated by the Ship Manager, the Vessel¶s Officers, the Company Representative/Ship
Manager and the Ship Repair Manager with his foremen.
Items to be discussed include:
x The Work Plan of the day.
x The interrelation between Contractors
x Identification of the hazards associated with the Work Plan of the day and special precautions
which must be taken, for these hazards.
x Review of the validity of the Gas Free Certificate (if applicable).
x Review of the Inert Condition of any area kept inerted (if applicable).
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x The spaces where work will start or is in progress, precautions to be taken and preparation
and signing of relevant Work Permits.
x Co-ordinate all the work being done by the yard, contractor and ship personnel so that there is
no inadvertent change in working conditions that could jeopardize the ship or the workers.
x Identify all locations where blasting or chemical cleaning will take place, and review the
MSDS of the chemicals to be used to ensure adequate precautions are in place.
x Identify any pipelines that will be dismantled or any valves that will be either opened or
closed and any test results of the atmosphere within pipelines to verify that they are safe to
work on.
x Verify that opening of lines or valves will not result in the flow of fluid into an area where
safety or health might be compromised.
x Review all system or equipment tests and co-ordinate these with other repair activities.
x Review of all ultrasonic, X-ray or hydrostatic testing that will be done during the day and the
precautions in place so that this work can be done safely.
x Confirm any changes in location of all liquids on board including ballast and bunkers.
x Review possible additional work or alterations to the existing plans.
x Review any incidents, related to the planned works that caused injury to a workman or ship
staff or damage to the ship.
Identify both the cause of the incident and the action to be taken to prevent recurrence.
x Review any reports of deviations from expected safety norms and established procedures and
identify the appropriate corrective action, including a time table for completion.
x Review of all Permits which were issued and cancelled since the last meeting.
(Work Permits are valid for only eight (8) hours).
x Issue all relevant Work Permits , as applicable to the Daily Work Plan e.g
o Hot Work Permit
o Enclosed Space Permit
o Electrical Work Permit
o Other Hazards and Permits
x Emergency Signals re-discussed and agreed.
x Re-define Emergency Escape Routes from the Vessel, in case of Emergency and ensure that
they are clearly marked.
Before the meeting is held, a JOINT Ship and Shipyard Personnel short round of the work
locations onboard and ashore must be carried out, to assess actual work progress on the spot.

In case any additional work must be carried out during the day,
which has not been included in the agenda of the Daily Safety Meeting,
a NEW safety meeting, addressing the new risk and hazards, must be carried out.

2.7.6 Preparation of Hot Work during Dry Dock and Repair Periods
Prior to repair periods or Dry-Docking, where hot work will be carried out on Deck or in the Tank
spaces and the adjoining compartments, all tanks and cargo lines must be thoroughly washed and gas
freed.
The Master and the Chief Officer are responsible for gas freeing all Cargo Tanks and adjacent void
spaces in the cargo area prior to the vessel¶s arrival at the yard.

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The Chief Engineer is responsible for gas freeing empty fuel, diesel and lub oil tanks, as well as the
main engine cofferdam in the engine room. Fuel, diesel and lub oil tanks full or partially full, in the
engine room, cargo area, double bottoms, deep tanks etc., shall be properly closed and their vent
heads adequately protected by flame screens.

In case any Cargo Tank or Slop Tanks is NOT GAS FREE, at a scheduled or unscheduled repair ,
the same and the adjacent compartment , when applicable ,
MUST be positively inerted down to less than 5% O2 and less than 2% HC.

The continuous monitoring of the O2 and HC is mandatory and any Hot Work must be stopped
immediately if the O2 and HC increases.

2.7.7 Hot Work during Dry Dock and Repairs

For Dry-Dock repairs involving Hot Work, the relevant Procedure , in Safety Manual (003)-Section
06-³Hot Work´ as well as the procedure ISGOTT 9.8.13 must be complied with.

Hot Work can only be allowed after a Hot Work Certificate has been issued AND
all spaces have been certified as ³Gas Free´ or ³Correctly Inerted´
by an Approved Shore Chemist or other Competent authority according to Local Regulations.

The above checks to be verified at least DAILY and

BEFORE the commencement of the work.

The number of Hot Works permitted within one day, may be limited, as per the requirements /
precautions of the relevant Procedure (Safety Manual (003) ±Section 06-³Hot Work´.

2.7.8 Tank Cleaning & Operations in Proximity of FO/LO Tanks

Vessel may be attended by Superintendent(s) prior to dry-docking to provide support during the
intense preparatory works, which may include complex tank cleaning.
All tank cleaning operations must be carried out in accordance with the relevant provisions detailed
in Cargo Operations Manual. In this respect a detailed plan of the tank cleaning must be prepared.
All tanks which contain FO or LO must be clearly identified. Their boundaries must be clearly
marked and a line must be painted across the deck and bulkheads which must be stenciled with the
words "DANGER - NO WELDING, BURNING OR CUTTING".
All valves on lines to/from such tanks must be clearly marked with "DO NOT OPERATE" tags and
be secured against inadvertent operation. This includes both local (manual, electric, hydraulic or
pneumatic) and remote controls in the ECR. All vents from such tanks must be clearly identified.
These must be covered if they terminate in an area where hot work is likely to be carried out.

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2.7.9 Environmental Issues & Pollution Prevention

Careful consideration must be given to environmental issues during the periods of Dry-Docking,
in order to avoid pollution.
The Ship Manager is responsible to cooperate with the Shipyard Management on these issues.
Environmental considerations must include but not limited to:
A. Noise pollution.
B. Potential environmental impact on the use of paints, etc. (TBT-free antifouling paints to be used).
C. Cooperation with the Shipyard to effectively remove from the site any waste, debris order to
eliminate any potential environmental risk.
If pollution occurs the relevant process as per SOPEP or SMPEP must apply.

2.7.10 Precautions for entering the Dock

2.7.10.1 Supervision and Control
The Master, Company Superintendent or other specifically appointed person must maintain full
control of the Dry Dock, ensuring that the ship is maintained in a safe condition at all times and
that all work is carried out in a safe and proper manner. Specific procedures will be required
when the ship is to be repaired in a ³dead ship´ condition or when there are limitations on the
electrical power available

2.7.10.2 Before Entering Dry-Dock

At sea and well in advance prior to calling the Drydock, the vessel in coordination with the Head
Office must request from the local port authorities and the Harbor Master, requirements for
vessel¶s accepted conditions before entry in Dry dock.
In this context, the following must be ensured:
x Check the stability of the vessel, especially during critical period.
x Check the vessel at required draft.
x No list.
x Prepare mooring lines.
x Unused mooring lines stowed.
x Standby for dock master and dock mooring gang.
x Proper flags displayed as required.
x Free surface effects minimum.
x Movable weights to be secured.
x Ship power, fire main, fresh water, telephone connections to be ready.
x Logs off/ retracted.
x Off echo sounders.
x Overboard discharges to be shut.
x Gangway/ accommodation ladders to be stowed.
x Anchors stowed and secured.
x Crew stand-by to assist moorings as required.

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2.7.10.3 While Entering

The times of the following to be logged down:
x When the vessel enters dock
x When the gate is closed
x When pumping out is commenced
x When the vessel is sewed.
x When pumping out is completed.

2.7.10.4 After Vessel is docked

x Tanks and bilge soundings throughout the vessel.
x Records to be kept with copy to dock-master.
x Hull high pressure wash as the level goes down.
x Initial inspection of the hull to be done as soon as possible:
o The extent of the hull damage if any.
o The extend of the rudder and propeller damage
o Suitable and efficient shoring arrangements
o Suitable and efficient keel blocks
x Plugs to be removed, if draining of the tanks to be required.
x All removed plugs to be in safe custody of C/O.
x Bridge equipment, gyro shut down, heading recorded.

2.7.10.5 Stability Considerations

Stability is the most important requirement for getting a ship safely into a dry dock. The three
important parameters which must be ensured before entering the dry dock are:

1) Adequate Initial G.M

When the ship touches the blocks, there is a reaction at the point of contact which raises the
center of gravity ³G´ and reduces the metacentric height ³G.M´ so that adequate initial
metacentric height is required to compensate the same.

2) Vessel to be Up-right
While entering the dock the vessel needs to be upright which means there must be no port or
starboard list when the ship touches the blocks, the point of contact will be outside the center line
of vessel, which may force the vessel to tip over.

3) Small or Moderate Trim Aft

The slight trim allows the accenting of stern and bow in tandem rather than simultaneously as it
will reduce the load and pressure on hull and the keel of vessel.
When a ship is dry-docked or aground, there is a profound effect on stability. As the water level
decreases, the keel will rest on the blocks or sea floor.
A percentage of the ship¶s displacement is now supported by these objects. Stability is affected
as if removing weight from that point of contact.
When weight is removed from the keel, there is a virtual rise in the ship¶s center of gravity.

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1. As the waterline moves down,

the center of buoyancy moves
down.

2. As buoyancy moves down, the

ship¶s metacenter moves up.

3. As the ship¶s keel rests on the

blocks (a weight removal low),
gravity moves up.

Since the center of gravity always rises faster than the metacenter, the two stability points will
eventually be in the same position. This results in neutral stability, where no righting arms are being
produced.
The draft where GM = 0 is called the ship's critical draft.
Calculating the ship¶s critical draft is very important. When in dry-dock, dewatering of the dock stops
just before critical draft is reached so it can be verified that the ship is properly supported by the side
blocks.
When aground, knowing the range of tide will determine if the ship might reach its critical draft

Critical Period
It is the period of time from the critical moment when the keel of the vessel first touches the line of
blocks and commences to achieve the position of being 'sewn' on blocks.
The role of ³up thrust´ and its contribution to GM reduction
An up-thrust is caused by the blocks, denoted by "P", which can be calculated at any instant by the
following formula:
P = TPC X Change in mean draft in cm.

P is maximum at the instant before vessel takes blocks overall. It can be calculated as:
P = MCTC X t / l {t = trim in cm, l = dist of CF from AP}

Due to the up-thrust, the vessel reduces its GM, as both the G moves UP and M moves down to M'.
Shift of G (Center of gravity) or M (Transverse metacenter) may be calculated as:
GG' = (P X KG)/ (W - P)
MM' = (P X KM)/W
The danger is, due to subsequent loss of GM, the vessel may lose positive stability and may capsize.

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For this reason Maximum loss of GM must be calculated beforehand, as if negative GM occurs
in dry dock, this will be very dangerous for the vessel:
1. The vessel will lose positive stability.
2. She may capsize.
3. She may slip off from the blocks.

Office review of stress & stability calculations

Prior to entering the dock, stability and stress calculations for the docking phases must be carried
out and relevant Loadicator printouts must be submitted to the Office for reviewing. The Office
may revert to the Master with remarks and recommendations, in case this is deemed necessary.

2.7.10.6 Undocking Preparation & Precautions

Prior undocking, the Ship Manager together with the Master, the C/O, the C/E, the Dock Master,
Paint Manufacturer¶s inspector and ship repair Manager will carry out a final Drydock inspection
to ensure that all dock work has been completed and the vessel is in a fit condition to float. The
inspection team will ensure:
All bottom and rudder plugs are secure in position (Note: The C/O is responsible for the
safekeeping of removed bottom and rudder plugs during the Drydock period).
Sea grids, sea valves and plugs have been correctly assembled, replaced and closed prior to the
flooding of the deck:
x All scupper plugs have been removed.
x Paintwork has been adequately cured.
x Propeller/Thruster blade/Stern Tube(s) seals are free of leakage.
x Propeller/Thruster blades are correctly secured.
x Sea-chest/Thruster tube grids are correctly secured.
x All contractors¶ equipment, staging, etc. have been removed from the dock bottom.
x All tapes/tallow applied on anodes for paint protection have been cleared.
x Covers for echo sounder, speed log and impressed current system have been secured.
x Rudder test has been performed and propeller is free to turn.
x No other leakages are evident.
x General inspection of hull to ensure readiness for flooding.
The Chief Engineer is to confirm to the Ship Manager that all shipside sea valves and associated
pipework have been closed up.
The Chief Officer is to confirm with the Dock Master and report to the Ship Manager that all
non-essential connections have been removed and that the vessel is correctly moored in order to
hold its position once afloat.
During flooding of the dock, a constant watch must be kept in the Engine Room/ Cargo Pump
Room and any other compartment or space that may have had sea valves or plugs removed
during the repair period. Any ingress of water must immediately be reported to the Master and to
the Company Representative/ Ship Manager.

Before leaving Dry-Dock, the relevant Risk Assessment A-16-³Preparation to leave Dry-Dock´
must be taken into consideration.

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2.8 WORK AND REST HOURS

Working and Rest Hours restrictions as per the STCW / MLC requirements are enforced whilst the
vessel in the yard and relevant records are kept in accordance with Company¶s relevant procedures.
Moreover, prior to vessel return to normal operation, after completion of the dry dock, the Master
shall ensure that all the Officers and crew have received adequate rest and they are in all means ready
and fully capable of assuming duties.

2.9 STEEL WORK AND RENEWAL POLICY ± OTHER REPAIRS MONITORING

The Company carries out regular steel thickness measurements according to Class requirements.
Structural members having defined ³renewal´ wastage need be cropped and renewed, while those
with ³substantial´ wastage are considered to sustain ³substantial´ corrosion and need to be monitored
on an annual basis.
The Company, recognizing the importance of maintaining the ship¶s hull in good condition, has
decided that areas reported to sustain ³substantial´ wastages (e.g. in excess of 15% for plating) shall
be checked in order to be included in the steel renewals specification and replaced by material of
equivalent thickness and strength during the next major repair period.
It must be noted that the relevant Class Rules for ³renewal´ and ³substantial´ wastage limits shall be
applied to each particular vessel.
The Superintendent, in co-operation with the C/O, must check the steel work progress.
1. Steel repair markings must be checked prior to cropping commencement. The various details
must be at least according to IACS repair recommendations.
2. The Superintendent must ensure that the correct material, as per vessel¶s construction drawings, is
provided and relevant Class Certificates are obtained from the yard.
3. Upon plate fitting the Superintendent must ensure that the edge preparation, weld root gaps, the
welding area cleanliness and members¶ alignment is according to IACS recommendations.
4. During welding and gauging, a joint inspection program must be arranged with the yard quality
control department, in order to ensure that weld defects will not exceed the acceptable Company
and Classification standards. It must be also ensured that the correct and Class approved welding
procedures are followed and welding consumables used.
5. Upon completion of each steel repair, Non Destructive Examination (NDE) must be carried out
according to Company¶s and Class requirements, in the presence of the Superintendent or
assigned Officer and the Class Surveyor, as per his request.
Whenever a ship is in the dry dock, a thorough inspection of the underwater body of the ship
must be made by the Master, the Chief Officer and the Chief Engineer together with the
Superintendent. Particular attention must be paid to the condition of:
a. Shell plating, especially with regard to indentations, damage or corrosion.
b. Paint.
c. Corrosion inhibiting devices.
d. Sea valve strainers.
e. Propeller.
f. Stern tube. Wear-down gauge measurements and inspection for LO leakage to be carried out.
g. Rudder and bearings. Clearances must be taken and the good condition of the securing of the
pintle nuts and the water-tightness of the rudder verified.
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h. Echo sounder transducers.

i. Speed log equipment.
j. Bow thrusters.
An accurate measurement of the clearance of the shaft in the stern tube must be taken and the
readings must be recorded by the Chief Engineer.
The Chief Officer is responsible for the removal, storage and replacement of all drain plugs in the
hull.

2.10 ANODES FITTING POLICY

All ballast tanks are fitted with Zinc sacrificial anodes for tank surface cathodic protection.
Aluminum anodes are never used.
The anodes must be replaced as per original arrangement when are consumed.

2.11 CONDITION ASSESSMENT PROGRAM (CAP)

During Dry-dock, the Company¶s Oil, Chemical Tankers and LPG Vessels, will be subject to the
CAP (Condition Assessment Program).
A Condition Assessment Program from an IACS member must be conducted after the 3rd Special
Survey and at each Docking Survey, thereafter.
CAP Survey could cover Hull (including Fatigue Analysis) and Machinery/Cargo Parts.
Acceptable grades are :
x ³Grade 1´ or ³ Grade 2´ for the vessels passing the 3rd Survey and
x ³Grade 1´ for vessels carrying out their 4th Survey.

The Company Policy is NOT to manage vessels above twenty five (25) years old.
If during a CAP Survey, a Vessel is graded lower than as specified above, then necessary upgrading
must be carried out in order to achieve the minimum specified grade.

The CAP Certificate must be renewed at the time intervals, required by the issuing Classification
Society.

2.12 DOCK TRIALS AND SEA TRIALS

Dock trials may only be held with the consent of the shipyard and/or the relevant Port Authorities,
who must always be given adequate notice.
Whenever dock trials are held, the Master, the Chief Officer, the Chief Engineer and the 2nd
Engineer must be on board. The Chief Engineer must notify the Master at least (one) 1 hour in
advance of the trial.
The Master must verify that any necessary additional moorings have been put out, that the ship is
securely moored and that the propeller is clear.
Sufficient Officers and personnel to handle the moorings must standby on deck throughout dock
trials.

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The shore gangway must be removed prior to commencing a dock trial. When the ship is ready for
dock trials, the Master must take up station on the bridge and notify the Chief Engineer that the dock
trial may proceed.
The desired direction and speed of engine operation must be indicated on the Engine Room telegraph
by the Engine duty Officer and must not be altered until the bridge has answered the signal.
Mooring lines must be kept under close observation during the trial, and in the event of excessive
strain, the engines shall be immediately slowed or stopped and additional mooring lines put out.
During sea trials the Chief Engineer must supervise the operation of the ship's machinery.
Extreme caution must be observed in starting up all machinery, which must be closely observed until
properly warmed up in the normal operation.
Any malfunctions must be immediately reported to the Chief Engineer.

2.13 COMPLETION OF DRY DOCK AND EQUIPMENT RE-COMMISSIONING

On dry-docking completion, various tests must be conducted of all the repaired machinery and
equipment.
When major propulsion works have been done, then sea trials must be undertaken. Following good
results from all tests and sea trials, the Dry Dock Contract may be considered complete.
On completion of sea trials the Superintendent, the Master and all department heads must review the
performance of the ship and the operation to the machinery and in case of any abnormality noticed,
this must be rectified, to the Superintendent¶s and Master¶s satisfaction, before vessel¶s departure.
A notice about satisfactory completion of all shipboard equipment re-commissioning must be entered
in the Bridge Log Book.
The Office Form ³Pre-Departure Checks after Dry-Dock´ must be reviewed, partly processed prior
vessel¶s undocking and completed prior vessel¶s departure from the Dry-Docking yard.
Also, upon departure from the Yard, the Master must send to the Office an email, confirming vessel¶s
return back to normal to operation, with all equipment adequately re-commissioned and with full
operational integrity as necessary.

2.14 FINAL DRY-DOCK REPORT

When the Dry Dock works are complete, the Fleet or Ship Manager is responsible to ensure that all
agreed works, as per the Dry Dock Contract have been done to his satisfaction and a final Dry Dock
Report must be issued by the attending Fleet or Ship Manager, on return to the Office.
This report must include, but not limited to:
A. Details of the repairs done.
B. Details of the services used.
C. Notes for next repairs (if any)
D. Photographic evidence of repairs done.
The Fleet or Ship Manager must also specify the final Repair Cost versus Works done, for use during
the invoice negotiations which may follow.
The report is saved in the Office Electronic Filing System.

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2.15 SHIPYARD EVALUATION REPORT

On Completion of the dry-docking works, the attending superintendent(s) must submit the Shipyard
Evaluation Report, which will serve as reference for future Dry Dock repairs of Fleet Vessels.

2.16 SHIPYARD INVOICE

When the final invoice is issued by the Shipyard, the attending Fleet or Ship Manager is responsible
to check the analysis of charges versus the originally quoted prices and any other additional quoted
prices and verify its correctness.
Depending on the agreed payment terms, the Ship¶s Manager must notify the Fleet Technical
Manager who will request the funds from the Owners through an Interoffice Memo.

2.17 REPAIRS AT FACILITY OTHER THAN SHIPYARD

All Safety Precautions included in this procedure apply to other Repairs at a Facility other than
Shipyard.
In addition, the relevant Guidance provided in ISGOTT±Chapter 9-³Repairs at Facility other than
Shipyard´ must be complied with.

2.18 INCIDENTS DURING DRY DOCK AND /OR REPAIRS

Any incident of a contractor ON the vessel during Dry Dock or Repair shall be followed up and
recorded according to the company procedure , as found in IMS Procedures Manual (002) ±
Procedure 14- ³Analysis of Accidents, Incidents, Near Misses, First Aid cases, Behavioural Safety´
and Annexes 1 & 2.

2 RECORD
Ship Manager D/D Report MTN/SECTION 6/ OFF/TEC/104
Shipyard Evaluation Form MTN/SECTION 6/ OFF/TEC/107
Pre-Departure Checks After Dry-Dock MTN/SECTION 6/ OFF/TEC/110
Pre-Docking Checks MTN/SECTION 6/ OFF/TEC/112
Risk Assessment ³Preparation for Dry Dock ³ A-15
Risk Assessment ³Preparation to leave Dry Dock´ A-16

3 RELATED DOCUMENTS AND PUBLICATIONS

Shipboard Safety Manual (003)
IMS Procedures Manual (002)
SOPEP/ SMPEP
ISGOTT

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1. PURPOSE
This procedure includes instructions for the supply of Lub-Oil as well as for their sampling and
Analysis.

2. PROCEDURE

2.1 LUB-OIL SUPPLY

2.1.1 Lubrication Charts

The use of the correct grade of lubricating oils and hydraulic fluids and maintaining them in
serviceable conditions is of vital importance to the efficiency and good operation of the vessel¶s plant
and machinery.
All Company-managed vessels are supplied with Lubrication Charts from major Oil Companies.
These charts are based on Manufacturer¶s instructions for the grade specification and quality of the
lubricating oil to be used on the equipment and are considered controlled documents and no changes
or modifications are permitted.
The requisition, supply and the use of various grades must strictly adhere to the lubrication chart of
the vessel.

2.1.2 Substitution of Lub-oil Grades

All lubricating oils to be ordered and supplied must identify with the supplier¶s recommendations as
dictated on the vessel¶s Lubrication Chart.
If the grade prescribed is not available, the supplier may be requested to recommend an alternative or
equivalent grade. This information must be sent by the supplier in writing. Such a change is allowed
only when the supplier accepts absolute responsibility for the substitution, which must be explicitly
stated.

2.1.3 Minimum Lub-Oil Safety Quantities

Chief Engineers and Masters must always ensure that minimum safety quantities of Lub-Oil are
available onboard.
As per Company¶s standard, the vessel must have onboard the below minimum safety
quantities of Lub-oils:
1. Cylinder Oil ± High BN Quantity sufficient for thirty (30) Sailing Days
2. Cylinder Oil -Low BN Quantity sufficient for fifteen (15) Sailing Days
3. Main Engine System Oil Sufficient for a full replacement of ME Sump-tank. This quantity
must be 1.0m3 more than the one that corresponds to ME LO
Sump-tank low level alarm activation
4. Generator Oil Quantity enough for a complete replacement of Crankcase Oil
5. Other Oils Sufficient for one (1) month, based on consumption observed
6. Grease Quantity sufficient for one (1) month greasing operation , as
per consumption observed.

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2.1.4 Requisitions
The Chief Engineer remains responsible for the adequacy of lubricants for all machinery onboard.
He must monitor the remaining quantities and grades and must accurately calculate the quantities
required for the voyage, or period of time, according to the trading pattern of the vessel, after
consultation with the Master and the Company.

2.1.5 Reporting Monthly Consumption of Lubricants

On a monthly basis, the Chief Engineer must report the consumption of Lubricants.
Form SF/TEC/109-³Monthly Consumption of Lubricants´ must be filled in and sent to the Technical
Department.

2.1.6 Documents ± Receipts

The Chief Engineer is responsible for the correct and safe receipt of the lubricants. Immediately after
receiving lub-oil, he must sign the receipt which must also be stamped and signed by the Master.
The original receipt must be given to the Supplier.
A minimum of one copy must be kept onboard, in Chief Engineer¶s Files.
It is very important that upon receipt of lubricants, the Company is notified in writing for the exact
quantities and grades received and the Master¶s Port Report.
In certain cases, a dispute may arise between the Vessel¶s Officers and the Barge Operator, regarding
the delivered Lub-Oil quantities.
In such cases, where the dispute is obvious, the Vessel¶s Officer, who is responsible for the receipt of
lubricants must notify the Chief Engineer, who must immediately inform the Master.
The Master in turn, must call the Office, (the Purchasing Department or the Technical Department)
and advise accordingly.
If agreement cannot be reached, and the Vessel¶s measurements do not correspond with the Barge¶s
Flow-meter readings, the following actions must take place:
x The Master must sign the Delivery note, clearly stating the quantities of Lub-oils received
according to the Vessel¶s Measurements.
x A Letter of Protest for Lubricants¶ Short Supply must be issued and handed to the
Barge Operator for countersigning. ( Form SF/BNK/LOP-B5)

Problems during the bunkering of lubricants may be avoided if the following procedure is
implemented:
Measurements of the Vessel¶s tanks before and after operation to be taken at the presence of the
Barge Operator.
In such a case, the quantities received cannot be disputed by the Barge Operator, no matter what the
Barge¶s Flow-meter readings are.

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2.1.7 Disposal of Contaminated/condemned lubricants

Contaminated lub-oils, the analysis of which has shown that they can be used again after treatment,
must be stored separately, in appropriate tanks, in order to facilitate their treatment.
Condemned lub-oils must be transferred to a suitable tank and incinerated in the vessel¶s incinerator,
or disposed ashore to suitable port facilities, with a relevant entry recorded in the vessel¶s Oil Record
Book.

2.2 LUB-OIL SAMPLING & ANALYSIS

2.2.1 Lub-Oil Sampling Frequency

It is the responsibility of the Fleet/Ship Manager to verify that the correct grades of oils and fluids are
used on the vessels under his control and that any malfunctions indicated in the routine analysis
reports are investigated and any necessary remedial actions are taken.
It is the responsibility of the Ship Manager to ensure that analysis is being carried out at the intervals
specified. Relevant reminders must be sent to the Chief Engineer and Master.
Lub-oil sampling for analysis must be carried out:
x As per three (3) Monthly, six (6) Monthly , Monthly and Weekly (every Monday) schedule
presented indicatively in the following Tables
x Occasional (at the discretion of the Chief Engineer or as instructed by the Technical Department).

Every Three (3) Months

x Main Engine System Oil (before the M/E LO auto-filter).
x Main Engine Cylinder Oil Drain (from the drain of each Cylinder unit under the piston
space).
x Diesel Generator Engine System Oil (each generator).
x Stern Tube Oil
x Cargo System Framo Hydraulic Oil (as applicable).
x LPG Vessels¶ Cargo Compressors (as applicable).

Every Six (6) Months

x Steering Gear Oil (from each Steering Gear Power Pack).
x Emergency Diesel Generator Oil.
x Hose Handling Crane Hydraulic Oil.
x Provision Crane Hydraulic Oil .
x Mooring Hydraulic Power packs (FWD & AFT - as applicable).
x Remote Control Valves¶ System Hydraulic Oil.
x Main Engine System Oil -before the LO Purifier(s).
x Main Engine System Oil - after the LO Purifier(s).
x Cargo Pumps Turbine oil (as applicable).
x Ballast Pumps Turbine oil (as applicable).
x Intermediate Bearing Oil.

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Monthly Shipboard Sampling & Analysis by TBN Test Kits

T.B.N. oil analysis of the below samples, using the kit available onboard (no landing
of samples):
x Diesel Generator Engine system oil (each generator).
x M/E system oil before LO purifier.
Note: Monthly sampling and analysis is an onboard-only process - No landing of Lub-Oil
samples is being required.

Weekly Shipboard Sampling & Analysis By Water-In-Oil Test Kits (Every Monday)
Water in Oil Analysis, using the Kit available onboard, must be made of samples taken from
the following Lub-oils:
x Main Engine System Oil - before the LO Purifier.
x Main Engine System Oil - after the LO Purifier.
x Diesel Generators Engine System Oil - from each Generator.
Note: Weekly sampling and analysis is an onboard-only process - No landing of Lub-Oil samples
is being required.

The above are generic lists of sampling requirements.

For Ship Specific information, reference must be made to the vessel¶s PMS.
The monitoring of lub-oil sampling is done through the Planned Maintenance System and the
analysis reports are reviewed by Fleet/Ship Managers and/or Assistant Superintendents.

2.2.2 Lub-Oil Sampling Method

The analysis of Lub-Oil Samples must be carried out by a Certified Laboratory, assigned by the
Company.
A relevant Lub-Oil Analysis report must be issued for each Lub-Oil Samples.

2.2.3 Labelling & Landing the Samples

The sample bottles must be labelled with the labels specified by the laboratory. In case labels are not
available onboard,
the below information must be recorded on each Sample Bottle as a minimum:
A. Ship¶s name
B. Equipment identification
C. Equipment Running Hours
D. Sampling Date
When Lub-Oil Samples are landed for Analysis, a Landed Goods Report must be issued.
This is important, because it is the only proof (during 3rd Party Inspections) that the Lub-oil Analysis
procedure is followed and that samples have been landed for analysis.
Additionally, this report is useful in order to monitor any loss or delay in processing the samples to
the Laboratory.

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2.2.4 Sampling Procedure

The Chief Engineer must take special care when sampling, to ensure that the sample is a
representative sample of the Oil to be analyzed.
Generic Guidelines are as follows:
x Sample containers must be checked to be clean and dry.
Sufficient Quantity of the oil to be sampled must be drained. Before taking a sample, the sample
container must be flushed out with the oil being sampled.
x The Sampling Pipe/ Point must be checked to ensure that it is clean.
x Plastic Sampling Bottles provided by the Laboratory must only be used.
Metallic sample containers must NEVER be used.
x All necessary safety precautions must be taken during the sampling process.
x Ensure that sufficient quantity of the sample is drawn-off before filling in the sample container, to
ensure that the sample pipe is clean.
x When sampling the oil in service, the sampling cock and pipe must be flushed through before
filling the sample container.
x A representative sample can only be obtained when the oil charge is in circulation.
x Samples taken from settling tanks and lines containing stagnating oil are not truly representative.
For specific sampling procedures, reference must be made to the Equipment Manuals.

2.2.5 Analysis Results

A. Particular attention must be paid to analysis reports, which may indicate abnormal wear of the
machinery components, or malfunctions of purifiers or other cleaning equipment.
B. When the Sample Analyses are received in the Office, the Fleet/Ship Manager or Assistant
Superintendent must forward by e-mail to the vessel¶s Master and Chief Engineer, the Lub Oil
Analysis reports together with any immediate corrective actions required to be taken onboard.
Relevant ³Superintendent Orders / Recommendations´ must be issued in e-PMS.
C. The Lub-oil analysis reports must also be passed to the Technical Manager for review, if there is
any abnormal indication.
D. The Lub-Oil Analysis reports must be printed onboard and must be filed in the Chief Engineer¶s
File. Records of the Condition Monitoring Reports are kept in Office electronically under
Technical Archive files.
E. The onboard Testing of ³Water in Oil´, and the T.B.N. Analysis results must be recorded in the
Form - ³Monthly Consumption of Lubricants´ report.

3. RECORD
Monthly Consumption of Lubricants MTN/SECTION 7/ SF/TEC/109

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Contents
1. PURPOSE.....................................................................................................................................3
2. PROCEDURE...............................................................................................................................3
2.1 Main Propulsion Machinery...................................................................................................... 3
2.1.1 General............................................................................................................................................................ 3
2.1.2 Diesel Engines.................................................................................................................................................3
2.1.2.1 Warming Through.................................................................................................................. 4
2.1.2.2 Starting Precautions................................................................................................................ 4
2.1.2.3 Maneuvering on Heavy Oil.................................................................................................... 4
2.1.2.4 Lubricating Oil Sump Level................................................................................................... 5
2.1.2.5 Normal Operating Conditions.................................................................................................5
2.1.2.6 Diesel Engine Overheating..................................................................................................... 5
2.1.2.7 Scavenge Fires........................................................................................................................ 5
2.1.2.8 Cutting out Cylinders..............................................................................................................6
2.1.2.9 Smoke Emission..................................................................................................................... 6
2.1.2.10 Piston Crown Bolts............................................................................................................... 6
2.1.2.11 Turbocharger Cleaning......................................................................................................... 6
2.1.3 Steam Turbines................................................................................................................................................6
2.1.3.1 Cooling Down.........................................................................................................................6
2.1.3.2 Maintenance of Control Systems (including auto-spin System)............................................ 7
2.1.3.3 Flexible Couplings..................................................................................................................7
2.1.3.4 Gearing Inspections................................................................................................................ 7
2.1.3.5 Shafting and Stern Gear..........................................................................................................7
2.2 Steering Gear............................................................................................................................. 7
2.2.1 Remote Manual Steering Gear........................................................................................................................ 7
2.2.2 Multiple Steering Gear Power Units............................................................................................................... 7
2.2.3 Test Before Port Arrivals/Departures..............................................................................................................7
2.2.4 Testing at sea................................................................................................................................................... 8
2.2.5 Change-Over Procedures.................................................................................................................................8
2.2.6 Emergency Steering Drill................................................................................................................................9
2.3 Steam Generation Systems........................................................................................................ 9
2.3.1 Precautions before Lighting Boiler Fires........................................................................................................ 9
2.3.2 Raising Steam..................................................................................................................................................9
2.3.3 Maintenance, Testing and Use of Boiler Gauge Glasses.............................................................................. 10
2.3.4 Testing Boiler water controls, regulators, alarms and trips...........................................................................11
2.3.5 Boiler Water Tests and Treatment.................................................................................................................11
2.3.6 Boiler Chemicals........................................................................................................................................... 11
2.3.7 Blowing Down Boilers..................................................................................................................................12
2.3.8 Boiler Maintenance at Sea.............................................................................................................................12
2.3.9 Boiler Soot-Blowing..................................................................................................................................... 12
2.3.10 Smoke Emission / Air Pollution....................................................................................................................12
2.3.11 Safety Precautions during Boiler Maintenance and Cleaning.......................................................................13
2.3.12 Boiler Pressure Gauges................................................................................................................................. 13
2.4 Electric Systems...................................................................................................................... 13
2.4.1 General.......................................................................................................................................................... 13
2.4.1.1 Working on Electrical Circuits............................................................................................. 13
2.4.1.2 Electrical Power Cables........................................................................................................ 13
2.4.1.3 Safety Equipment Features................................................................................................... 14
2.4.1.4 Ship/Shore Power Breaker Switch........................................................................................14
2.4.1.5 Unauthorized Electric Equipment.........................................................................................14
2.4.1.6 Switchboards.........................................................................................................................14
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2.4.2 Power Generation.......................................................................................................................................... 14

2.4.2.1 Main Alternators Diesel Drives............................................................................................ 14
2.4.2.2 Power Generation while Maneuvering................................................................................. 15
2.4.2.3 Power Generation while at Port............................................................................................ 16
2.4.2.4 Emergency Diesel Generator................................................................................................ 16
2.4.2.5 Alternators............................................................................................................................ 16
2.4.2.6 Frost Precautions for Generators.......................................................................................... 16
2.4.3 Batteries.........................................................................................................................................................16
2.4.4 Maintenance of Explosion Proof and Intrinsically Safe Shipboard Equipment............................................18
2.4.5 Megger Tests................................................................................................................................................. 23
2.5 Instruments, Gauges and Alarms.............................................................................................24
2.5.1 Routine Testing of alarms, interlocks & safety devices................................................................................24
2.5.2 Fire Detection Systems..................................................................................................................................24
2.5.3 Calibration of Measuring Instruments...........................................................................................................25
2.6 Main Ancillary Systems.......................................................................................................... 27
2.6.1 General Instructions......................................................................................................................................27
2.6.2 Water Systems...............................................................................................................................................28
2.6.2.1 Diesel Engine Cooling Water Quality.................................................................................. 28
2.6.2.2 Steam, Feed Water & Condensate System............................................................................28
2.6.2.3 Reserve Feed Water Quantity............................................................................................... 28
2.6.2.4 Evaporators........................................................................................................................... 28
2.6.2.5 Steam/Air Supply to Whistles.............................................................................................. 29
2.6.3 Hydraulic Power Systems............................................................................................................................. 29
2.6.4 Pneumatic Systems........................................................................................................................................29
2.6.5 Fuel & Lub Oil Systems................................................................................................................................ 29
2.6.5.1 General................................................................................................................................. 29
2.6.5.2 Fuel & Lub-Oil Tanks...........................................................................................................30
2.6.5.3 Fuel & Lub-Oil Purifiers & Filters..................................................................................... 30
2.6.5.4 Fuel & Lub-Oil Piping & Fittings........................................................................................ 31
2.7 Miscellaneous Systems............................................................................................................31
2.7.1 Bilges & Sewage........................................................................................................................................... 31
2.7.2 Domestic Fresh Water................................................................................................................................... 32
2.7.3 Refrigeration Insulation.................................................................................................................................33
3. RECORD.................................................................................................................................... 33

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1. PURPOSE
This procedure provides general instructions for the operation and maintenance of Machinery and
Systems, including the Main Propulsion Machinery and other Engine Room Equipment and Systems.

2. PROCEDURE

2.1 MAIN PROPULSION MACHINERY

This procedure provides general instructions for the operation and maintenance of the Main
Propulsion Machinery.

2.1.1 General
A. Operating Manuals
Procedures detailed in individual manufacturer¶s machinery operating manuals must be followed at
all times.
Any apparent conflict between these instructions and the Company¶s Planned Maintenance System
must be reported to the Company for further guidance.

B. Turning Gear and Testing after Shut-down

After the Main Engines have been shut down at the ³finished with Engines´ phase, or when they are
repaired or opened up for inspection, at least one (1) full turn of the propeller shaft must be made
with the turning gear, having first obtained confirmation from the Bridge Officer of Watch that the
propeller is clear and that it is safe to do so.
Confirmation that it is safe to do so must also be obtained from the Bridge Officer of watch before
any running trials are carried out.

C. Speed Governors and Trips

All Speed Governor Mechanisms must be kept clean, and well lubricated.
The Main Engine trips must be regularly tested, in accordance with the Planned Maintenance System.
An entry must be made in the Engine Logbook on each occasion of testing.

D. Running Repairs
Running repairs to all machinery must normally be executed by the Engineering Staff, as per the
PMS and not postponed until periodical repair periods.

2.1.2 Diesel Engines

Before the de-activation of Diesel Generators, the relevant Risk Assessment A-24-³De-activation of
Emergency Diesel Generator´ must be referred to and all the Hazards and Safety Control Measures
must be taken into consideration.

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2.1.2.1 WARMING THROUGH

Main Engines must be warmed- through before the starting and, at the same time, as the Engine is
being turned, the Mechanical Cylinder Lubricators must be operated by hand, to ensure a film of oil
on the cylinder liner walls.

2.1.2.2 STARTING PRECAUTIONS

Prior to a sailing stand-by, the Engines must be turned ahead and astern on starting air with the
indicator cocks open.
After a stoppage of more than two (2) hours, all indicator cocks must be opened and the Engine
turned for one (1) full revolution with the running gear, having first obtained the permission to do so
from the Bridge officer of the Watch.
The turning gear must be disengaged before the Main Engine is started.
It is the responsibility of the Chief Engineer to ensure that this is carried out.

2.1.2.3 MANEUVERING ON HEAVY OIL

Depending on the type, some Main Engines may be run on heavy fuel :
x when entering or leaving port,
x during canal passages and
x during all other maneuvering periods.
In the event of problems arising due to maneuvering on heavy fuel, there must be no hesitation in
reverting to maneuvering on diesel oil.
The Company must be informed of any problems and difficulties encountered.
Diesel oil is also to be used before any ³shut-down´ for any planned, prolonged stoppage such as
Dry Docking or a repair period, to avoid stagnant line blockage.
After any period in port or prolonged stoppage at sea, the fuel system must be circulated and
completely vented with the correct operating viscosity for the fuel being obtained, prior to starting
the Engine for sailing.
It is very important that no ³plugs´ of cold fuel remains in the system.
Extra vigilance may be necessary, when operating in low ambient temperatures.

It must be stressed that, International Regulations and Local/Regional restrictions in the sulphur
content of FO in use (e.g. as per MARPOL ANNEX VI or EU Directive 2005/33/EC) as well as
sulphur content restrictions in combination with prohibition of using heavy fuel oil grades
(e.g. California Code of Regulation - Title 13/17 & Clean Notation/EP Notations), must be
carefully implemented.
Reference must be made to Company¶s ³Bunkering procedure´.
If due to the type of Main Engine, this would arise problems in safe maneuvering, or in case of lack
of compatible FO availability, then the Port State and Flag State Authorities must be notified and
permission for occasional exemption must be requested.

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2.1.2.4 LUBRICATING OIL SUMP LEVEL

The level of lubricating oil indicated in the sump-tank when the Main Engine is running must be
sufficient to prevent the ingress of air which can lead to damage to bearings. In ships fitted with
sump-tank level alarms, the level must also be above the alarm setting.

2.1.2.5 NORMAL OPERATING CONDITIONS

The main engines must be operated within the limits of power, pressure, speed and fuel consumption
as specified when the vessel first entered service unless specific written instructions to the contrary,
have since been issued.

2.1.2.6 DIESEL ENGINE OVERHEATING

Early detection of overheating and the prompt slowing down or even stopping of the engine as
circumstances permit, will prevent the occurrence of conditions conductive to fire or explosion.
In this connection, it is essential that the crank case oil mist detectors and explosion relief doors are
maintained in a fully operational state and tested in accordance with the requirements of the Planned
Maintenance System.

Must engine overheating be indicated or suspected, the crankcase or inspection doors must not be
opened for thirty (30 ) minutes after stopping.
The engine must not be restarted until cooled down and oil must not be sprayed on any surface the
temperature of which is above 288o C.

2.1.2.7 SCAVENGE FIRES

In the event of a scavenge fire, engine power must be reduced and the fuel to the cylinder concerned
must be shut off, until the fire is extinguished.
If the severity of the fire is such that it becomes necessary to stop the engine, then the turning gear
must be engaged immediately and the engine turned continuously to minimize the risk of seizure.
Turbocharger air intakes must be blanked off, or if isolating flaps are fitted to the scavenge trunk,
then these must be closed.
When a fire resulting in an engine stoppage has been fully extinguished, the spaces affected must be
inspected and, if necessary, cleaned before closing±up and re-starting the engine.

After all scavenge fires have been fully extinguished, close attention must be paid to conditions and
temperatures in the scavenge spaces during run-up to service power.
Only when stable conditions have prevailed for a full period of thirty (30) minutes, after reaching
service power, can it be assumed that all is well.

There have been isolated incidents of fires occurring in the engine exhaust system between the
cylinder outlet and the turbocharger, indicated by a rapid rise in turbocharger speed.
This is a potentially dangerous situation and immediate action must be taken to stop the engine and
blank off the turbocharger inlet.

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2.1.2.8 CUTTING OUT CYLINDERS

If it is necessary to run the engine with one or more cylinders cut out due to some defect and the
piston or pistons have not been removed, it is imperative that compression is retained in the cylinders
cut out.

2.1.2.9 SMOKE EMISSION

Attention must be paid to regulations and instructions regarding the emission of dark or black smoke.
It must be noted that the limitations imposed by national or international legislation will apply
equally to diesel engine exhausts.
No cleaning works (of turbocharger or other equipment) that could result in sparks from the funnel
on start-up must be carried out, while the vessel is at an oil tanker terminal.

2.1.2.10 PISTON CROWN BOLTS

Before a piston is replaced in the Engine during overhaul, the tightness of studs / nuts and locking
washers must be checked.
At scavenge space inspection / cleaning, where possible, the tightness of the nuts must be verified by
³ringing´ with hammer.
It must always be kept in mind that locking washers of any kind, when possible, must be used once,
thereafter to be replaced with new.
The bending over of locking washers twice at the same place, severely damages the metal structure.
Strict attention must be given to the locking devices at all times.

Before commencing Piston Overhauling, the relevant Risk Assessment E-02 must be referred to and
all the Hazards and Safety Control Measures must be taken into consideration.

2.1.2.11 TURBOCHARGER CLEANING

During the cleaning or maintenance of Turbochargers, all personnel involved must take all necessary
precautions to ensure the correct implementation of the procedures, as described in the Turbocharger
Operating Manual and also in Company Safety procedures. The Bridge must always be informed.

Before commencing Overhauling Works on the M/E Turbocharger, the relevant Risk Assessment
A-30 must be referred to and all the Hazards and Safety Control Measures must be taken into
consideration.

A relevant entry must always be made in the Engine Log Book.

2.1.3 Steam Turbines

2.1.3.1 COOLING DOWN

When main turbines are stopped and ³Finished with Engines ³has been signaled, the turning gear
must be engaged immediately and the turbines rotated with the lubricating oil supply maintained,
vacuum reduced and gland steam on.
Master steam guardian or stop valves must also be closed.

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2.1.3.2 MAINTENANCE OF CONTROL SYSTEMS (INCLUDING AUTO-SPIN SYSTEM)

If testing or maintenance of the turbine control system is necessary whilst the ship is alongside the
berth, under no circumstances is such work to be undertaken under live steam conditions.
The main turbine control and guardian stop valves must be fully shut prior to and whilst any
maintenance work is being carried out. In cases where simulated testing is unsatisfactory and
operation with steam is unavoidable, then the ship must be suitably anchored or stopped at sea before
the maintenance or testing is carried out.

2.1.3.3 FLEXIBLE COUPLINGS

When flexible couplings on turbines are opened up for cleaning and examination, a report on their
condition must be made in the machinery report. Teeth clearances must be measured and recorded.
The readings must be forwarded to the Company.

2.1.3.4 GEARING INSPECTIONS

When gearing inspections are being carried out, particular attention must be paid to the lube oil
sprayers so that oil is sprayed correctly into the mesh between pinions and wheels, there is not
leakage between the sprayers and their housings.
Comments on any defects found, must be reported

2.1.3.5 SHAFTING AND STERN GEAR

Intermediate shaft bearings must be hand- lubricated at frequent intervals whenever the main engine
turning gear is in use. The salt water circulating supply must be maintained at all times and the failure
alarm must be tested and proved in good order at each port.

2.2 STEERING GEAR

This procedure provides general instructions for the operation and testing of the Steering Gear.

2.2.1 Remote Manual Steering Gear

After prolonged use of the automatic pilot, and before entering areas where navigation requires
special caution, the remote manual steering gear must be tested, in co-operation with the Bridge
Officers, as per Steering Gear Checklist.

2.2.2 Multiple Steering Gear Power Units

In areas where navigation requires special caution, it is recommended to use more than one steering
gear power units, where simultaneous operation is possible.

2.2.3 Test Before Port Arrivals/Departures

Within 12 hours before arrival/departure from any port, berth or anchorage, the operation of the
following must be checked:
A. Main steering gear.
B. Auxiliary steering gear.
C. All remote steering gear control systems.
D. Emergency power supply.
E. Rudder angle indicators in relation to actual position of rudder.
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F. Remote steering gear control system power failure alarm.

G. Steering gear power unit failure alarms.
H. Full rudder movement according to required capabilities of the steering gear.
I. Visual inspection of the steering gear and its connecting linkage.
J. Communication between the bridge and the steering gear compartment.

2.2.4 Testing at sea

Testing of the steering gear at sea according to paragraph 3 above is at the jurisdiction of the Master.
The Master is to be on the Bridge and the C/E in the steering gear compartment at the time of the test.
However, the Master may delegate the function of carrying out the tests to suitably qualified
personnel.
Under normal sea speed the rudder is to be put from ³hard to port´ to ³hard to starboard´ on one
motor, and then on the other motor. This process is then to be repeated using both motors.
The ammeter readings during these tests are to be recorded and entered in the Engine logbook.

,IWKHWLPHWDNHQWRPRYHWKHUXGGHUIURPRQHLWKHUVLGHWRRQWKHRWKHUVLGH
exceeds 28 seconds when using both motors, then the Office is to be advised.

On vessels with steering gear designed to operate with only one motor or even when maneuvering
(the second motor being on stand-by), single motor operation must meet this criteria.

A Creep Test with one (1) motor on a setting mid-ships is also to be carried out and the results
recorded in the Engine logbook.
If the rudder creeps more than five (5) degrees in one minute, then the Office is to be advised.

2.2.5 Change-Over Procedures

All officers held responsible for the operation and/or maintenance of the steering gear must acquaint
themselves with the change-over procedures.
The notices provided in the wheelhouse and in the steering flat, describing the changeover procedure
for the main steering gear power units must always be in place.
Additionally, there must be notices for the changeover procedure of the steering control system.
These notices would normally show the following situations, unless the steering gear is of the rotary
vane type:
- Starboard hydraulic pump in use.
- Port hydraulic pump in use.
- Starboard and port hydraulic pumps in use.
- Emergency hydraulic pump in use.
- All hydraulic rams in use.
- Any specific, one-by-one in succession, hydraulic ram in use.
The Master and the Chief Engineer are to report to the Office common hydraulic pipes in the system,
which in case of failure, would result in having the whole steering gear out of order.
Also, on vessels fitted with a rudder arrestor system all Engineer Officers must be familiar with, and
able to operate this system.

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2.2.6 Emergency Steering Drill

An emergency steering drill must be carried out every three (3) months as per details provided in the
relevant procedure.

2.3 STEAM GENERATION SYSTEMS

This procedure provides instructions for the operation and maintenance of the Steam Generation
Systems.

2.3.1 Precautions before Lighting Boiler Fires

Main boiler blow-down valves, surface blow-down valves and ships side blow-down valves must be
securely shut.
Water level gauge glass steam and water cocks, isolating valves at boiler shell and gauge glass drain
cocks must be fully operational and correctly set.
The boiler must be filled with clean water to the required level, ensuring that the correct allowance is
made for the expansion of the water as steam generation begins.
On gauge glass drain lines, where double shut-off valves are fitted, the secondary drain valve(s) must
be locked in the open position.
All gas casing doors and burner registers must be securely fitted in place, oil fuel burners must be
correctly assembled and igniters and flame failure monitoring equipment must be fully operational.

2.3.2 Raising Steam

A. Fuel Quality
Boilers must be fired using heavy fuel oil, unless operational requirements applicable fuel quality
restrictions determine using light distillates (e.g. in California Waters ± reference must be made to the
³Bunkering procedure´ of the Shipboard Operations Manual, or if there is insufficient steam for
heavy fuel oil heating).
If it is necessary to use light distillates, the following points must be observed:
A single pressure jet burner must be used, and this must be fitted with the smallest available tip.
If no pressure jet burner is available, then the smallest steam-atomizing tip may be used, provided
that the steam supply connections are effectively blanked off. On no account must steam-
atomizing be used with distillate fuels.
As soon as adequate steam is available for fuel oil heating, the boiler must be changed over to
heavy fuel oil.

Before igniting the burner to be used for raising steam, and on each subsequent occasion that the
burner must be re-lit to raise steam, the air and gas spaces must be fully purged by using forced
draught fans to give a minimum of five (5) full changes of furnace air.
If the burner fails to ignite or if flame failure occurs, for any reason, it is essential that the furnace is
similarly purged before any attempt is made at re-ignition.
Visual inspection of unburned fuel must be made before any re-ignition attempt.
B. Firing Rate

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To prevent damage to the boiler, gradual and uniform heating is essential. Only one burner must be
used initially, using the smallest tip available.
The firing rate must be controlled, so that the rate of temperature rise of the boiler¶s pressure parts
does not exceed the manufacturer¶s time/heat/pressure graph.
If extensive repairs have been made to refractory or pressure parts, the Company will issue specific
instructions in consultation with the Chief Engineer.

C. Flow through super-heaters

It is essential that a flow of steam is maintained through the super-heater at all times by keeping the
super-heater vent valve open to atmosphere until the boiler has been put on load.
Similarly, the super-heater drain valves must remain cracked open to remove any condensate formed,
until the boiler is on load.

D. Venting
From commencement of firing, and until steam is generated, provision must be made for venting all
air from the boiler.
This must be done by means of the designated air release cock or, if this is not fitted, by means of the
steam pressure gauge cock.
Under no circumstances whatsoever, must the steam connection of the water gauge glass be used for
air venting purposes.

2.3.3 Maintenance, Testing and Use of Boiler Gauge Glasses

In view of the vital importance of the water gauge fittings on boilers, every precaution must be taken
to maintain and ensure that these fittings are in good working order.
Any leak or defect, observed or suspected, must be rectified as soon as circumstances permit.

Water level gauge glasses on low pressure systems must be blown- through by an approved method
for the type of the gauge glass AT LEAST ONCE PER WEEK or whenever doubts exist as to the water
level.
Gauge glasses on high ±pressure systems must be blown only when necessary.

The level of water in the boiler must be kept within the correct upper and lower limits at all times
when the boiler is on load.
If the water level disappears from the top or bottom of the gauge glass and does not return
immediately, all burners are to be shut off and kept shut until a water level is regained in the gauge
glass.
It is essential that remote water level indicators, where fitted, are not utilized in place of gauge
glasses for true determination of water level.
As the name suggests they are indicators only and boiler water level must always be confirmed by
direct reference to the visible level of gauge glass.

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2.3.4 Testing Boiler water controls, regulators, alarms and trips

All boiler controls, regulators, alarms and trips must be tested regularly
in accordance with the Planned Maintenance System.

If any boiler level alarm or trip is found to be defective, during these tests, remedial action must be
taken immediately.
Details of the defect, remedial measures taken and confirmation of satisfactory re-test are to be
recorded in the PMS.

2.3.5 Boiler Water Tests and Treatment

Daily tests must be carried out on water in main boilers and steam generators, together with samples
of water from their respective feed water systems, in accordance with the procedures laid down by
the suppliers of the water treatment systems of all boiler water and feed water systems.
In case test readings indicate either the presence of salt water contamination or loss of chemical
reserve, then every effort must be made to immediately locate and rectify the cause of the problem.
To maintain the various test readings within the specified limits and so to obtain optimum protection,
close attention must be paid to ensure that all relevant information is given in full.
All departures from normal operating conditions and/or unusual occurrences are recorded.
The Company must be advised immediately of any such unusual occurrences.

Results of all Water Tests are to be recorded on specific Water Treatment Forms, provided by
Water Treatment Suppliers.
These forms must be sent to the Office on a MONTHLY basis.

2.3.6 Boiler Chemicals

In addition to any instructions and regulations, due note must be taken of precautions advised by the
suppliers of boiler chemicals in their instruction manuals and data sheets regarding stowage and
handling of chemicals.
The special protective clothing and equipment supplied to the vessel for handling chemicals must be
maintained in good condition.
Any deficiencies or defects in protective clothing and equipment must be reported to the Company
for immediate replacement.
Attention is drawn to the spontaneous combustion properties of certain oxygen scavenging
chemicals, which have a known tendency to cause ignition of rags and cotton.
Contaminated cleaning materials of this type must therefore be destroyed or washed immediately
after use.
All Chemicals used for Boiler and Engine water treatment as well as for cleaning, need to be stored
separately in spaces covered by vessel¶s fire detection system. Furthermore different type of
chemicals have to be separately stored and properly identified.
A containment has to be provided in way of chemical storage area.

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2.3.7 Blowing Down Boilers

To control the quality of the total dissolved solids contained in the boiler water,
each Boiler must be blown down AT LEAST ONCE PER WEEK ,
irrespective of the readings obtained for salinity or chemical reserves.
The blow down water quantity must be noted on the boiler water report forms.

2.3.8 Boiler Maintenance at Sea

Where a choice is available, routine maintenance must normally be carried out on ballast passages
rather than on loaded passages.
Must it be necessary to shut a boiler down for repairs or for routine maintenance, and if this
shutdown is liable to cause a reduction in speed of the vessel, the Company must be advised giving
full details.
This information must be given prior to shut-down and except in emergency situations, the shutdown
must not be initiated until authorization has been received from the Company.
Safety Precautions:
During the cleaning or maintenance of boilers all personnel entering the gas or water spaces, must
take all the necessary precautions. In particular:
x Respirators and Personal Protective Equipment must be readily available
x Low voltage lamps must be used and
x Isolating valves must be lashed shut.

2.3.9 Boiler Soot-Blowing

Soot blowing of aux. boiler and economizer shall be carried out as necessary by the U-tube
differential pressure indication, with special precautions taken to avoid sparks falling on deck.
For safety reasons, soot blowing must be carried out while on passage and not whilst the vessel is
loading or discharging cargo, to prevent the possible emission of incandescent material.

Soot blowing procedures must be carried out EVERY DAY when at sea.

Under certain weather conditions and especially wind direction, the vessel¶s course may have to be
altered, if necessary.
The time of soot blowing operation must be mutually agreed between the Master and Chief Engineer,
the Engineer of the watch must inform the Bridge just prior to commencing and recorded in the
engine log book.
Further reference may be made to the Poster 40-³Cleaning of M/E Turbocharger & Exhaust
Gas Boilers´.

2.3.10 Smoke Emission / Air Pollution

Great care must be taken to control the emission of any smoke, with particular attention drawn to
eliminate dark and black smoke.

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Various ports may also have specific laws regarding smoke emissions and every effort must be made
to meet these requirements.
All ships are required to minimize pollution of the atmosphere and strictly operate as per MARPOL
Annex VI regulations.
Engineers must closely monitor the Engine exhaust by ensuring optimum burn of fuels.

2.3.11 Safety Precautions during Boiler Maintenance and Cleaning

During cleaning or maintenance of boilers, involving personnel entering the gas or water spaces, full
safety precautions must be observed. In particular, respirators and personal protective equipment are
to be readily available.
Low voltage lamps must be used and isolating valves must be lashed shut.

2.3.12 Boiler Pressure Gauges

Auxiliary Boiler and Exhaust Gas Boiler Pressure Gauges must be regularly checked for accurate
readings in accordance with the PMS.
This can be checked by changing over the location of gauges as fitted in the system.

2.4 ELECTRIC SYSTEMS

This procedure provides guidance for the maintenance and operation of Electric Systems, including:
x Power Generation and Batteries
x Explosion-proof and intrinsically-safe equipment.

Before commencing work on Electrical Equipment and Systems, the relevant Generic Risk
Assessment E-06-³Overhauling of Electrical Equipment´ must be referred to and all the Hazards and
Safety Controls must be taken into consideration.

2.4.1 General

2.4.1.1 WORKING ON ELECTRICAL CIRCUITS

For any work on Electrical Circuits, a Risk Assessment must be made and the relevant Work Permit
must be issued, according to guidance detailed in the Shipboard Safety Manual.

Before commencing work on Electrical Circuits, the relevant Generic Risk Assessment
E-01 ³Working on Electric Circuits´ must be referred to and all the hazards and Safety Control
Measures must be taken into consideration.

2.4.1.2 ELECTRICAL POWER CABLES

All external cable runs, including light fittings, must be regularly inspected and any defects must be
repaired in the approved manner.
All or any connections, made or effected must use the correct connections or junction boxes to
eliminate any possible source of ignition within the hazardous zone.

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2.4.1.3 SAFETY EQUIPMENT FEATURES

All electrical and electronic safety equipment features, such as Alarm Systems, Fire and Gas
Detection Systems and Emergency Stops are to be regularly tested and the results recorded in the
PMS.

2.4.1.4 SHIP/SHORE POWER BREAKER SWITCH

This power breaker must be protected against accidental opening or closing according to the
situation.
A warning notice must be placed adjacent and very prominent, so that no person will knowingly alter
the status position through ignorance.
The safety aspects of the standard system permit no ship power on the switchboard with the breaker
in the ³shore´ supply position and vice-versa.
Must the switch be accidentally moved while in the normal shipboard electrical power supply
situation, an immediate blackout may occur.
The consequences of this can be severe, placing both the vessel and personnel at high risk.
Chief Engineers and Second Engineers, as well as Electricians must ensure that no person moves this
switch at any time, except under a controlled situation.

2.4.1.5 UNAUTHORIZED ELECTRIC EQUIPMENT

The installation of unauthorized electrical equipment, temporary wiring and portable equipment is
strictly prohibited.

2.4.1.6 SWITCHBOARDS
All Switchboards must be regularly examined for condition and cleanliness.
All Protective Devices and Trips are to be regularly tested and proved fully operational.
The results of these Tests must be recorded in the PMS.

2.4.2 Power Generation

2.4.2.1 MAIN ALTERNATORS DIESEL DRIVES

Operation and maintenance of Diesel Generator prime movers must be carried out as per the relevant
instructions for Diesel Engines, provided in paragraph 2.1 of the this Procedure and in e-PMS.
On every occasion when a Diesel Engine driving a Main Alternator is started, the Engineer of the
Watch must carry out a complete pre-run inspection.

Each Diesel Generator Engine must be run on load at LEAST ONCE EVERY WEEK.
If it is run on test to satisfy this requirement, then it must be synchronized to run in parallel with
the main generator already in service, and it must be loaded up to at least 15% of full electric load
rating.
It must not be left running unloaded for a period in excess of five (5) minutes

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The accumulation of unburned fuel and excess lubricating oil in exhaust manifolds is a serious fire
hazard.
This can lead to explosion causing serious damage to the Turbocharger, fire in the engine room and
possible injury to staff working in the vicinity.

The following important points must be highlighted:

x The generating plant engines and engines turbochargers must be maintained to the highest
standards in accordance with the manufacturers¶ recommendations. The protective alarms and
trips must be regularly tested as per PMS.
x During the overhauling of the engine, the manifold must be checked and cleaned internally.
x If the fuel injection system is being inspected /repaired, great care must be taken on start-up. If
difficulties are experienced with e.g. one fuel injector, excessive quantities of unburned fuel can
be carried over to the exhaust manifold. Testing of the engine must not be continued until the
manifold is checked and proved clean.
x The area around the generator must, at all times, be kept in good house ±keeping order- clean,
tidy, walk-ways clear and no oily rags.
x The area /engine room platform above the generators must not be used for storing combustible
materials.
x Any gauges /thermometers on associated or non-associated pipe-work must be protected from
mechanical damage.
x Prior to testing the engine, all tools and cleaning material must be placed away from the engine,
so as not to interfere with the testing of the engine.
x Portable fire extinguishers must be at their normal location and easily accessible, not being
obstructed by tools, spare heads etc.
x Generators must not be run for a prolonged period at less than 35 % load in order to avoid the
accumulation of unburned fuel and excessive lub-oil build-up.
If there is a long delay e.g. during cargo operations, then the extra generator must be stopped. The
Officer of the Cargo Watch must be notified.
x When not being maintained, all non-running engines must be kept in an "auto start" condition to
allow quick starting in cases of emergency. Regular checks must be made by an Engineering
Officer to ensure that the cylinders of these engines are clear of water or fuel. Diesel engines
must be changed over once a week.
Engines turbochargers must be ensured operating within makers parameters and in this respect
ship¶s engineers must ensure that turbochargers and associated components including Silencers,
compressors, air coolers, turbine gas inlet grids, nozzle rings & turbine blades are kept clean at
all times and turbochargers fixed cleaning systems are used in accordance and with the
frequency of makers requirements.

2.4.2.2 POWER GENERATION WHILE MANEUVERING

At least two generators must be run in parallel on load, on the main switchboard when passing
through canals, when entering and leaving port and in all confined waters, where stand ±by
conditions exist.

2.4.2.3 POWER GENERATION WHILE AT PORT

The minimum number of auxiliary engines must be run in port to maintain the electrical
requirements.
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The Chief Officer must be consulted regarding the deck requirements.

The reduction in the number of auxiliary engines will not only result in fuel saving but primarily a
reduction in auxiliary engines maintenance.
It must be stressed that in emergency situations such as the spraying of oil from a burst fuel pipe on
the running auxiliary, the possibility of a blackout must not delay the decision to shut down
machinery and reduce the risk of accident.

2.4.2.4 EMERGENCY DIESEL GENERATOR

To ensure efficient operation in the event of an emergency,

the Emergency Diesel Generator must be run on load MONTHLY
and this Test must be monitored and recorded in the PMS.

The diesel engine must be started by simulating an electric power failure for automatic starting.
Faults in the equipment must be reported to the Company and must be rectified as soon as possible.

2.4.2.5 ALTERNATORS
All alternators are to be maintained in accordance with the Planned Maintenance System and their
manufacturer¶s instructions in order to be ready for running at full load. All protective devices and
trips must be working and must be tested at regular intervals wherever practical, with the results
recorded in the PMS.

2.4.2.6 FROST PRECAUTIONS FOR GENERATORS

The radiators of diesel generator sets located external to the main machinery space must be filled
with a solution of anti-freeze and maintained at the recommended ratio, necessary to give adequate
SURWHFWLRQGRZQWR&
Heating element systems must be verified as correctly operating in cold weather situations.

2.4.3 Batteries
Marine battery applications are provided by the following types:
x Non Sealed - Lead Acid
x Sealed - Alkaline e.g. Nickel Cadmium or Nyffe cells.
The use/storage of the two different types in the same system/room is not permitted. The maker¶s
instructions are to be carefully adhered to.
Each vessel is equipped with emergency batteries sets, used to provide power to critical and
communication equipment, when the main source of power fails.
The following emergency battery sets are installed onboard ships:
x For GMDSS equipment.
x For ECR alarm monitoring system.
x For ECDIS system(s).
x For emergency lighting and other similar emergency loads, whenever no emergency generator is
available onboard.
x For emergency generator starting, if such machinery is available onboard.

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Usually all above battery sets comprise a number of lead±acid batteries connected in parallel and in
series to provide the required voltage and supply current. Emergency batteries are charged by
purpose installed battery chargers.
The following instructions must be carefully carried out in connection with batteries specifically with
non-sealed type batteries:
A. Correct type of electrolyte must be used.
B. The cells must be regularly inspected and topped- up as necessary with distilled water only.
C. The batteries and battery holders must be kept clean and dry.
D. The batteries must be maintained in a fully charged condition at all times. Full discharges must be
avoided.
E. The specific gravity of the electrolyte must be maintained within the manufacturer¶s
recommended limits.
F. Terminals and connections are to be kept tight and clean.
G. Alkaline and acid type batteries must be clearly distinguished.
H. Good ventilation and no smoking in the battery room must be maintained.
I. No electrical switches must exist in the battery room.
J. Personal protective equipment must be used when working in the area ; a safety notice to this
effect must be posted in the appropriate position.

K. The maintenance service and checking of all essential systems batteries must be completed
WEEKLY by the C/E or the Electrician to ensure good condition and correct operation. Battery
condition must be recorded in vessel¶s form SF/TEC/116
³Batteries Condition Report´, and sent to Office on a MONTHLY basis.

Regarding the GMDSS equipment, the following additional checks must be carried out:
x The audible alarm is activated.
x The audible alarm stops when the verification button is pushed down.
x The MAIN equipment is under voltage.
x The SECONDARY equipment acquires voltage.
x When the SECONDARY equipment is going to be activated, the MAIN equipment stops to
operate.
x During the aforementioned tests, the A-meter indicates the discharge current.
After the completion of tests, the main power supply must be re-established on the console.
Confirmation that all units are under voltage shall be made.

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2.4.4 Maintenance of Explosion Proof and Intrinsically Safe Shipboard Equipment

A. Definition of ³dangerous spaces´

Dangerous spaces are categorized as follows:

x Spaces and tanks containing flammable liquids, the ambient temperature of which is within &
of their flash point or containing flammable gases (e.g. cargo tanks).
x Spaces adjacent to and isolated from the above by a single bulkhead or deck (e.g. cofferdams,
ballast tanks, deck stores above cargo tanks).
x Piping systems containing a flammable liquid or gas, and the enclosed or semi-enclosed spaces
containing such piping systems (e.g. pump room).
x Open deck area extending transversally to the full breadth of the ship, longitudinally up to 3m
forward and aft of the cargo space and the bunkering area and up to a height of 2.4m.
x Spherical areas of radius 3 m around cargo tank openings (e.g. around access hatches, tank
cleaning openings).
x Cylindrical areas of 10m radius around and above cargo tank venting device exhausts and
Cylindrical areas of 3m radius around and below cargo tank venting device exhausts (e.g. areas
below and above P/V valve exhausts).
x Spaces below the main deck, with direct access to it, but located outside the areas defined in d, e
and f above and having no mechanical ventilation.
The above spaces have the presence of an explosive atmosphere as a common characteristic. The
explosive atmosphere is the result of a flammable gas or vapour (originating from a flammable liquid
surface) mixing with air, when the mixture is within the explosive range.
However the duration for which the explosive atmosphere is present differs in each space category.
The duration of the explosive atmosphere existence is reflected to the type of intrinsically safe or
explosion proof electrical equipment which is allowed for installation in the space.

B. Definition and categorization of explosion protection equipment

Electrical apparatus intended for use in dangerous spaces follow 3 design principles for explosion
protection:
x Explosion containment:
The apparatus components may be in contact with the explosive atmosphere and may store
electric or thermal energy, sufficient when released (through sparks or heated surfaces
respectively) to cause ignition/explosion of the atmosphere.
However the explosion is contained within the apparatus, due to its robust enclosure construction.
x Segregation:
Includes techniques that separate the apparatus electrical components and hot surfaces from the
explosive atmosphere. This is achieved by use of pressurized inert gas surrounding the
components or immersion in oils, resins or special powders.
x Prevention:
Apparatus based on the prevention principle are designed so that the electrical components are
incapable of storing electrical energy or dissipating heat sufficient to ignite the explosive
atmosphere with which they come in contact.

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Electrical apparatus are categorized according to their Design Protection Type as follows:

- Flameproof Enclosure ³d´ - Intrinsic safety ³ia´ and ³ib´

- Oil immersion ³o´ - Increased safety ³e´
- Pressurization ³p´ - Simplified protection ³n´ (non incendive)
- Sand filling ³q´ - Encapsulation ³m´
- Simple apparatus - Associated Apparatus

x Protection type ³d´ falls under the explosion containment principle.

x Protection types ³o´, ³p´, ³q´ and ³m´ fall under the segregation principle.
x Types ³i´, ³e´ and ³n´ fall under the prevention principle.

As ³Simple Apparatus´ are defined those for which the following electrical values are not exceeded:
1.2V, 0.1A, 20ȝJ / 25mW. These are practically incapable of generating an igniting spark or high
temperature and therefore do not require to be designed under any explosion protection principle.
Examples are: passive sensors, like thermocouples and resistance detectors.
Associated apparatus are devices, parts of which may be located in the dangerous area and the rest in
the gas safe area.
Even when completely located in the gas safe area, parts of them are galvanically connecting the
dangerous area devices to the gas safe area devices.
Therefore, associated apparatus must be designed to ensure that no dangerous voltage or current may
be transferred to the dangerous area located apparatus.

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Design principles to ensure the above are employed.

Typical examples are the use of intrinsic safety principles for the complete circuit of low secondary
voltage transformers in active galvanically isolated barriers and use of zener diodes in passive diode
barriers.
Further to the protection type, the explosion protection apparatus are categorized according to the
group of explosive gases they are designed for, and the maximum surface temperature they are
allowed to develop during their operation.

Explosive gas groups are:

x II A (representative gas: propane).
x II B (representative gas: ethylene).
x II C (representative gases: hydrogen, acetylene).

Surface temperature classes are:

x T1: Maximum surface temperature 450 0C.
x T2: Maximum surface temperature 300 0C.
x T3: Maximum surface temperature 200 0C.
x T4: Maximum surface temperature 135 0C.
x T5: Maximum surface temperature 135 0C.
x T6: Maximum surface temperature 85 0C.

C. Identification of explosion protection apparatus and space dependent minimum explosion

protection requirements

Explosion protection apparatus are marked for easy identification with:

x The symbol ³Ex´ or ³EEx´.
x The protection type.
x The gas group for which they are suitable.
x The surface temperature class they will not exceed during operation.
Thus a squirrel cage motor identification label may read: Ex ³e´ II C T4, meaning protection type
³Increased Safety´, suitable for explosive gases Group II C (acetylene) and maximum component
VXUIDFHWHPSHUDWXUHGXULQJRSHUDWLRQ&
Electrical components of a gas detector may be identified as: Ex ³ia´ II A T6, meaning protection
type ³Intrinsic Safety´, suitable for explosive gases Group II A (propane) and maximum component
VXUIDFHWHPSHUDWXUHGXULQJRSHUDWLRQ&
A lighting fixture installed in the battery room may read Ex ³d´ II A T6, meaning protection type
³Flame Proof´, suitable for gases group II A (propane) and maximum component surface
WHPSHUDWXUHGXULQJRSHUDWLRQ&
Associated apparatus are classified in the same manner, with the difference that the type of protection
is enclosed in brackets (e.g. [Ex ia] II C, means associated apparatus category ³ia´, suitable for
connecting apparatus present in group II C gas dangerous atmosphere).

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D. Installation, maintenance and calibration of associated/explosion protection apparatus

Explosion protection apparatus are certified for installation in dangerous spaces following careful
design, performance assessment under specific fault conditions and extensive testing.
Similarly the design of associated apparatus ensures, subject to testing, that they are incapable of
allowing voltage and current above specified limits to be transferred to the dangerous area.
For this reason their installation maintenance and calibration must be carried out strictly according to
maker¶s instructions and by suitably trained and authorized personnel only.
Preferably the maker service engineers must be employed.
Non±qualified personnel intervention or repairs to explosion protection and associated apparatus
components, including protective enclosures and covers, is prohibited. Exception to the above may
only be the direct replacement of standard components, like fuses or replaceable plug-in printed
circuit boards.
These may be changed by the shipboard personnel, if and only if this is prescribed by the
manufacturer.
Prior and during calibration or programmed maintenance of explosion protection and associated
apparatus, the qualified service engineer, assisted by the Chief Officer and Chief Engineer,
depending on the locations and equipment involved, must take all necessary precautionary measures:
x Prior to and during the in situ calibration/maintenance, the electrical power must be turned off or
if this is impracticable, the space atmosphere monitored continuously by explosion meter to be
out of the explosive range (maximum acceptable LEL 1%).
x Prior to maintenance of associated apparatus, the electrical power and connections to the
dangerous space apparatus must be isolated.
x Whenever possible, the apparatus must be removed to a gas safe space/workshop and calibration
and/or maintenance carried out therein.
x Disconnected conductors in the dangerous space must be firmly anchored to an electrically safe
point (e.g. grounded to an iso-potential ground system, or secured and fully isolated between each
other and other conductors or the hull to avoid generation of sparks).
x In situ maintenance and calibration of explosion protection apparatus must be limited to:
o Disconnection, removal or substitution.
o Calibration adjustments necessary to be done in situ.
o Maintenance activities clearly specified to be done only in situ by the manufacturer.

E. Programmed maintenance tasks to be carried out by shipboard personnel

Specific tasks which are identified by the manufacturer, as permitted for the shipboard personnel
must be carried out strictly following corresponding instructions and maintenance intervals must be
adhered to. Only original spares must be used and the Company must ensure an adequate stock of
such spares (fuses, plug in cards, etc.) is always available onboard.
Prior to and during such operations all necessary precautionary measures, including any additional
manufacturer¶s instructions, must be strictly followed. Provided all precautionary measures are taken,
a relevant work permit for the job must be issued (if job location is in the dangerous area) and the job
commenced.
The shipboard maintenance of ex-proof electrical equipment must be carried out by the ship¶s
electrician.

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F. Maintenance of explosion proof lighting fixtures

The following factors must be adhered to when maintaining explosion proof lighting fixtures:
x The flange faces must be clean and without score marks. They must never be cleaned by using
metal tools, to avoid scratches. Use only solvent or plastic scrapers.
x The flange faces must never be allowed to become pitted by corrosion.
x The gap must never be allowed to become blocked by corrosion or any other material. Never
allow paint to intrude into the gap. Never, under any circumstance, seal the gap with tape, putty,
etc. Never insert a gasket between the flange faces.
x The gap width must be checked with a feeler gauge and maintained within the range specified on
the equipment Certificate and in the manufacturer¶s instructions. Therefore, whenever the
equipment is opened, even for a bulb change, it must be re-closed using all the securing bolts.
Never over tighten the bolts or leave any loose.
x Cover bolt threads must be clean and undamaged.
x In order to maintain the integrity of the pressure containment structure, the glass cover itself must
contain no hairline cracks, the cover sealing rings must be flexible and non-cracked and the glass
sealing cement must be unbroken.
x All cable entry covers/plates, glands or stopper plugs must be intact, of the correct type and
correctly fitted, with all fasteners located and secured.
x Only use a bulb of the wattage for which the light is rated. Never use higher wattage bulbs, as this
may result in the equipment becoming hotter than its rated temperature. In case of incandescent
bulbs, only types certified for the particular fixture must be used.
x Check cable clips and cage clips, to ensure that they have not worked loose due to vibration.
x Always ensure that earth or bonding connections remain intact.

G. Handling unexpected malfunction of an explosion protection or associated apparatus

This paragraph presents actions to be followed in the exceptional case of an explosion protection or
associated apparatus malfunction, between programmed maintenance intervals.
This procedure applies to apparatus other than explosion proof lighting fixtures.
An attempt to proceed to repairs by shipboard personnel must NOT be undertaken beyond the extent
and components prescribed by the manufacturer.
In case intervention by shipboard personnel is not allowed, shut down and isolation of power supply,
as per manufacturer¶s instructions, must be performed.
Repairs to the apparatus must be arranged by the Technical department for the first convenient port
of call.
The following is a list of basic actions to be followed in case of an explosion protection apparatus
malfunction, which must be supplemented by the equipment manufacturer¶s instructions:
x Inform the Company on the malfunction or damage sustained.
x Ensure that all manufacturer¶s manuals and drawings are available onboard, studied and clearly
understood by the C/E and/or the Electrician. In case of doubt, contact the Company and the
manufacturer in writing (via e-mail, fax or telex).
x In case some extent of repairs is prescribed to be done by non-qualified personnel, ensure
necessary tools and certified original spare components are available onboard. Never use non
identical spares, as this may incapacitate the explosion protection capability of the apparatus.

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x Ensure that calibration required equipment is available onboard for carrying out calibration
procedures, if these are prescribed to be done by non-qualified personnel.
x Issue a hot work permit for the dangerous space(s) involved.
x Disconnect the power supply (and the connections to the dangerous area in case of associated
apparatus), open up the apparatus to the extent allowed to non-qualified personnel and assess
condition of interchangeable components.
x Replace damaged components with original certified spares only.
x Carefully box back the apparatus and connect the power and connections to the dangerous area.
x Carry out the apparatus calibration, if required and allowed to non-qualified personnel.
x During the intervention to the explosion protection and/or associated apparatus, the following
general rules must never be breached:
o Avoid intervening with electrical components determining the apparatus intrinsic safety.
These are identified with shading on the printed circuit boards and the connection diagrams.
o Do not modify air, surface distances, air gaps of electrical components and conductors and
ensure any gaskets, isolators and spacing collars are refitted upon repairs completion.
o Ensure grounding terminals and conductors of enclosures and safety barriers are intact and do
not interfere with them if not allowed.
o Ensure power and signal conductors are tight connected to the correct terminals.

H. Training on the maintenance of explosion-proof and intrinsically safe equipment

The vessel¶s electrician must be familiarized on the maintenance of the available onboard specific
explosion-proof and intrinsically safe equipment.
This familiarization is, normally, carried out by being introduced upon embarkation to the existing
onboard manuals and manufacturer¶s instructions, guided by his predecessor, and documented in the
electrician¶s familiarization records.

2.4.5 Megger Tests

All electrical equipment must pass a ³Megger Test´ as per PMS.

EACH MONTH at least half of electric motors (50 %) must pass Megger test.

This is an insulation test, by applying a DC voltage to the device or winding under test, to see
whether the insulation has been injured in any way to cause a short circuit when normal power is
applied to it.
Megger Test results are very important for monitoring the condition of electrical equipment.
Megger test results for electric motors, above 50 Mohms for equipment in enclosed spaces (20
0RKPVIRU equipment at open deck), are considered acceptably sufficient and around 100 Mohms are
JRRG
Megger test results less than 50 Mohms for equipment in enclosed spaces (or less than 20 Mohms for
equipment at open deck) must be investigated and corrective action must be taken.
Results of Megger test must be sent to office using company form , ³Megger test ±Vibration report´.
On the same form the vibration test results (using the vibration monitoring equipment available
onboard) are indicated.
By closely following vibration readings in relation to allowable value timely overhaul of motors is
ensured, thus avoiding bearing failures.
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Vibration measurements are not connected to overhauling works/jobs as defined in e-PMS.

2.5 INSTRUMENTS, GAUGES AND ALARMS

This procedure includes instructions for Instruments, Gauges and Alarms. It also includes guidance
for the calibration of measuring instruments and reference calibrators.
For calibration of measuring equipment reference is also made to Procedure 18 of the IMS
Procedures Manual.

2.5.1 Routine Testing of alarms, interlocks & safety devices

All Alarms, Interlocks and Safety Devices provided for the protection of Personnel and
Machinery or concerned with the safe and efficient operation of the vessel must be checked at
regular intervals.

The intervals between testing are specified in the Planned Maintenance System. In addition, alarms
and trips must be operated and checked on each occasion, prior use.
Checks, tests and maintenance in general must be monitored and recorded in the PMS giving details
about their performance, including faults found and / or deviations from their original set-points (as
applicable) and measures taken to rectify them and maintain necessary standards of safety.
Safety devices, alarms or interlocks must not be bypassed or taken out of service without the
authority of the Chief Engineer and office consent. When this is necessary, the action taken to
provide alternative protection of personnel and machinery must be recorded in the Engine Log Book.
All safety devices, alarms or interlocks must be brought back in normal operation, as soon as
practicable.

2.5.2 Fire Detection Systems

The fire detection system covering any space must be kept activated, except when authorised Hot
Work must take place, or routine operational procedures of a type liable to set off false alarms (e.g.
flashing, boilers, soot blowing) are taking place. In such cases, the fire detection system may be shut
down, to the minimum extent permitted by any sectional isolation available, for the time necessary to
complete the work. The system must be restored to full operating status immediately upon
completion of the work.
The Master and Chief Engineer must give prior approval before the system is shut down and must be
notified of the completion of work and re-activation of the system. It must be clearly understood that
an ³unmanned-machinery-spaces-concept´ couldn¶t be implemented where the engine room fire
detection system is shut down or is in fault.
Routine maintenance and testing of the fire detection system must be carried out as per the makers¶
recommendations and the PMS and monitored accordingly. Also, a relevant entry must be made in
the Engine Log Book.
Moreover, any disarmament for maintenance of equipment, identified as critical, must comply with
the relevant de-activation / re-activation reporting procedures, detailed in Section 1 of the present
Manual.

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2.5.3 Calibration of Measuring Instruments

A. Identifying the equipment and Instruments needing Calibration

This procedure applies to the equipment onboard each vessel, which are used to obtain absolute
measurements and does not apply to items of equipment that cannot be calibrated to known levels of
measurements.
The equipment and instruments which are considered as important and are subject to regular
calibration, are those upon which decisions are made, which may affect the safety of crew, the safety
and efficient performance of the vessel and the environment.
For the Engine Room, the following list of important Equipment is indicative but not limited:
x Oily Water Separator instruments, sensors and controls.
x Machinery indicating devices.
x Machinery Alarms and Shut-down devices.
x Portable precision instruments (Micrometers and various similar tools)
x Master instruments / reference calibrators
x Any other instruments and equipment available onboard each vessel, as reported by the Chief
Engineer.

B. Monitoring of Calibration
All vessels must have records of equipment and measuring instruments which need calibration, as
well as their calibration instructions. Their identification is necessary in order to be able to determine
their calibration status. These measuring equipment and instruments must be safeguarded from
adjustments that would invalidate the readings. They must be protected from damage and
deterioration during handling, maintenance and storage. For this reason it is important to have the
Manufacturer¶s instructions readily available and in an organized file.

Calibration procedure/periodicity shall be carried as per IMS/PMS.

All equipment, subject to calibration, must be strictly calibrated according to Manufacturer¶s

instructions at the specified intervals.
Calibration may be made onboard by Crew, or by specialized Shore Technicians.
For onboard calibration by Crew, special µCalibration Kits¶ must be provided which in turn must be
maintained and calibrated as per their Manufacturer¶s instructions.
The calibration must be done against measurement standards, traceable to International and National
Measurement Standards. Where no such standards exist, the basis used for calibration and
verification must be recorded.
All important equipment and instrumentation needing calibration must be entered in the Planned
Maintenance System (PMS), in order to ensure timely calibration. Calibration/Service records as well
as the relevant Certificates must be kept in official files of the Vessel¶s Standard Filing System.
Separate Files for Calibration Records, must be held by the Chief Engineer including:
x A list of all equipment and instrumentation needing calibration and the Manufacturer¶s
Calibration frequency requirements.
x A section which must have any leaflets with the Manufacturer¶s specific requirements.
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x A section which must have Calibration Certificates (copies, because the originals are filed in the
Master¶s File - Vessel¶s Secondary Certificates).

C. Detailed Instructions
x A set of ³Special Measurement Equipment´ must be onboard each vessel managed by the
Company.
x Such equipment must be used only for verification of the accuracy of the shipboard measurement
instruments in use, thus ensuring their fitness for the service.
x The Chief Engineer is responsible for the custody and well keeping of the Special Measurement
Equipment, which must be kept in conditions which will not deteriorate the calibration status of
the instruments, i.e. in clean, dry and secure conditions.
x Since this equipment must be maintained in a good calibration status, the Master is responsible,
as per the Chief Engineer¶s advice, for requesting from the Technical Department the
recalibration of the equipment when the relevant Certificate is near expiration.
x The Special Measurement Equipment must be identified in the relevant form -³Calibration of
Measuring and Testing Equipment´.
x As a principle, the accuracy of all the measurement instruments that are in use onboard, must be
verified against the Master Gauges on a regular basis (not less than once every year). It is not
necessary to verify the accuracy of the measurements kept in storage, but they must be kept in
conditions that will not facilitate the deterioration of their calibration status. That it, the storage
conditions must be kept dry, clean and secure.
x The above mentioned verification of the accuracy of the Shipboard measurement instruments
must be carried out according to the instructions provided in this procedure. During such
verification onboard, the Chief Engineer is the responsible person for ensuring that all established
steps are properly given.

x AT INTERVALS NOT EXCEEDING ONE (1) YEAR, the Chief Engineer must verify the accuracy of
the measuring equipment against the Master Gauges.
The Chief Engineer must report to the Company the status of such calibration carried onboard
through the report -³Calibration of Measuring and Testing Equipment´.

x When any instrument in use onboard is found to be out of the established allowable tolerances,
the relevant corrective actions for solving the problem must be immediately taken, in accordance
with the appropriate procedure and/or work instruction.
x Calibrations carried-out ashore must be against recognized International Standards and
Certificates of such calibrations must be provided by the Testing Company.
x The Original Calibration Certificates must be retained onboard in Master¶s File ³Vessel¶s
Secondary Certificates´. Copies of the certificates must be retained by the Chief Engineer.
x All calibration activities carried out onboard must be recorded in the PMS, indicating when the
calibration was carried out, who carried out the calibration, and the results, stating whether any
instruments were found to be inappropriate.
D. Steps for Carrying out the Calibration
x Select the proper Master Gauge according to the type and range of the instrument to be verified.
x Dismount the instrument to be verified and engage it to the appropriate selected Master Gauge.

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x Activate the Master Gauge and compare the readings of both instruments i.e the Master Gauge
and one under verification.
x The verification of the instrument must be carried out in at least two (2) points within the working
range of the particular instrument:
o Point 1:ZERO
o Point 2: Maximum Expected Value of the specific parameter (which may not be the
maximum value of the instrument).
x The value of the real deviations found from the comparison with the correct value, as indicated in
the Master Gauge, must be recorded.

2.6 MAIN ANCILLARY SYSTEMS

This procedure provides instructions for the maintenance of the ship¶s Main Ancillary Systems.

2.6.1 General Instructions

The following instructions reflect Engine Room, Steering Gear Room and other Auxiliary Systems
Piping, Pumps, Valves & various fittings:
x Centrifugal pumps must never be allowed to run dry and positive displacement pumps shall
never start or run against shut valves.
x During starting, pumps have to be visually examined for leakages and abnormal sound and
vibration.
x Correct valves¶ line-up has to be ensured prior to pump starting.
x During operation, the pump to be checked for overheating, in which case the pump has to be
immediately stopped.
x Pump suction and discharge pressures have to be kept within specified limits.
x The maintenance routines as per PMS, have to be followed with respect to various checks and
overhauls.
x Piping systems and associated fittings need to be periodically pressure- tested in accordance
with PMS requirements.
x Any pressure testing needs to fulfill the requirements of the relevant Form SF/SAQ/423-
³Pressure Test Permit of Pipes , Hoses and Pressure Vessels´
The Permit needs to be filled-in by the responsible Officer/Engineer conducting the job.
x During any pressure testing, attention to be given to all the flanges, valves and fittings for any
leakages.
x When pressure testing is performed, all necessary precautions to be foreseen, including the
appropriate PPE with special attention to safety glasses.
A Cold Work Permit (Form SF/SAQ/419) to be issued.

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2.6.2 Water Systems

2.6.2.1 DIESEL ENGINE COOLING WATER QUALITY

An alkaline condition must always be maintained in the fresh water cooling systems of diesel
engines. Where a proprietary brand of water treatment is used the recommendations of the suppliers
regarding dosage and test procedures must be followed.

2.6.2.2 STEAM, FEED WATER & CONDENSATE SYSTEM

Boiler water needs to be maintained within the parameters outlined by Boilers and Water Treatment
products suppliers, including PH value and concentrations of Alkalinity, Chlorides, and Phosphates.
Water treatment parameters must be monitored on a daily basis using the corresponding forms for
Boiler Water Treatment Program.
Apart from the aforementioned parameters, also the water clarity is very important and when the
water is observed brownish, then necessary investigation needs to be carried out by vessel¶s crew in
order to identify and eliminate the source of contamination, while boiler water needs to be
replenished by frequent blowdowns until water is clear & colorless.
Water in the Cascade Tank is also monitored through a fixed Salinity Sensor against possible
contamination by Sea Water and when increased Salinity is detected, the source of contamination
needs to be identified and rectified
Cascade Tank temperature needs to be maintained as close as possible to 90 degrees C for
improving steam plant efficiency.

2.6.2.3 RESERVE FEED WATER QUANTITY

From the loading port and in normal circumstances the boiler water on board, (excluding water in
boilers) is only to be limited if there is a possibility that too great a quantity may result in cutting
down cargo.
The following quantities must serve as a guide:
x Motor vessels up to 20,000 dwt ± 50 tons
x Motor vessels above 20,000 dwt ± 60 tonnes
x All steam vessels ± 100 tonnes
If there is a valid reason to doubt that the evaporating plant is not in an efficient condition or cannot
provide the make-up the make-up feed required, further immediate confirmation must be sought from
the Company to exceed these quantities.

2.6.2.4 EVAPORATORS
Evaporators and distillation equipment must be used to the maximum extent for the production of
boiler water. All such equipment must be maintained according to the Planned Maintenance System,
with output quantity and quality being monitored and recorded on a daily basis.
Any decrease in production must be investigated without delay and any outstanding defects must be
reported to the Company.

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2.6.2.5 STEAM/AIR SUPPLY TO WHISTLES

Steam or compressed air must always be available at the whistles (whichever type fitted) while the
vessel is in restricted waters or on stand-by.

2.6.3 Hydraulic Power Systems

High ±pressure hydraulic power systems are used for a variety of purposes including cargo valve
actuation, hose cranes and other deck machinery. The systems¶ operation must be in accordance with
the manufacturer¶s instructions.
All pipe-work valves and components must be maintained in an efficient and leak-free working
condition.
Because of the fine clearances involved in the components, cleanliness of the system and the
hydraulic oil is essential.
Filters must be replaced at intervals recommended for the particular unit.
The correct grade of oil must be used for topping up and the use of incompatible or contaminated oils
must be avoided. During operation of each system, the oil reservoir level and temperature must be
monitored. Any apparent loss of oil must be investigated immediately and the cause must be
rectified.
To prevent excessive cycling of the pumps, accumulators must be charged to the correct pressure.
Before maintenance is carried out on the system, accumulators must be isolated and pressure in the
rest of the system released.

Before commencing work on Pneumatic/Hydraulic equipment, the relevant Risk Assessment E-03
must be referred to and all the Hazards and Safety Control Measures must be taken into
consideration.

2.6.4 Pneumatic Systems

Purity of air supply is essential to the efficient operation of pneumatic systems. Compressors must be
correctly maintained to avoid carry-over of oil into air supply. Drain filters and dryers must be
overhauled regularly.
Air receivers must be drained of water at each watch.
If automatic drain facilities are fitted, they must be kept fully operational.

All Pressure Tests must be carried out by using liquid only, with the exception of the IG Line.

2.6.5 Fuel & Lub Oil Systems

2.6.5.1 GENERAL
Bunkers and lubricating oils, when handled properly, do not present any significant health hazards.
However, prolonged or repeated skin contact may result in irritation, dermatitis, and in rare
instances, even skin cancer. Inhalation of vapors for a sufficient length of time and in sufficient
concentration may cause symptoms of mild intoxication or anesthesia.
Personnel must avoid prolonged and repeated skin contact and excessive inhalation of oil mist and
vapor.
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The MSDS must be available for all fuel, lubricating and hydraulic oils used on board and must be
referred to, as necessary.
Marine bunkers could contain H2S and as such, the following must be strictly observed:
x MSDS must be reviewed to confirm the H2S concentration in the bunkers.
x Bunker fuel tanks must be monitored prior to, during and after bunkering for the presence of
H2S.
x During bunkering the personnel involved in sounding the bunker tanks, must carry personal
H2S responders.

2.6.5.2 FUEL & LUB-OIL TANKS

Engine Room double-bottom tank sounding pipes and independent or integral FO, DO, LO etc. tank
glass level gauges are equipped with automatic (gravity type) closing devices.
The purpose of these devices is to isolate the sounding pipe or glass level gauge from the tank
contents, except when sounding or a level reading needs to be taken.
This way, overflow through the sounding pipe, or spills due to a broken glass gauge are avoided.
Therefore the Officer of the Engine Watch (OOEW), when carrying out his Engine Room rounds
must be aware to check that the Engine Room Double Bottom tanks sounding pipe self-closing
devices and Glass gauges self-closing devices, will never be secured by any means in the open
position.
Fuel Oil quick-closing valves are positive shut-off valves on fuel or lube oil system, used to isolate
fuel or lube oil tanks in the event of an emergency and to prevent ³fueling´ of a fire in circumstances
where the system piping and components are compromised.
In some circumstances they could be the only means of securing the fuel to a flammable liquid fire.
These valves are designed to be remotely operated, either by simple pull wires, hydraulically, by
compressed air or by an automatically melting ring.
It is absolutely critical that they operate correctly, are well maintained and ready for use at all times.
All Engine Department personnel shall be able to identify the location of each valve, the respective
remote closure and how to close it locally and remotely in an emergency.

Blocking or disabling of quick-closing valves

is STRICTLY PROHIBITED under any circumstances.

2.6.5.3 FUEL & LUB-OIL PURIFIERS & FILTERS

Fuel oil & Lub oil purifiers must be operated and maintained in accordance with the Manufacturer's
recommendations.
The operation of the fuel oil purifiers is adjusted according to the results of fuel oil analysis carried
out on samples taken during bunkering, while the parameters of fuel temperature, feed rate and
selection of gravity disk as applicable, must be carefully controlled by the Chief Engineer for
effective purification.
When centrifuging poor quality of fuel (as defined by the fuel analysis report), the operation of the
purifiers must be closely monitored to avoid contamination of the fuel oil service tank(s) and
operational problems of the Main Engine fuel oil service system (fuel pumps, fuel valves, etc.).
In case of excessive amount of water in the fuel, water drain must be carried out as much as possible,
before fuel passes through the purifier.

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The operation of the lub oil purifiers requires that LO at purifier inlet is maintained between 95-98
degrees C for efficient lubrication, while purification must be continuous when the D/G and/or M/E
are in operation.
The efficiency of the purifiers is checked on a quarterly basis by analyzing samples before and after
purifiers.
Purifiers have to be inspected during starting, for vibration and leakages and checks have to be
repeated while in operation (together with the monitoring of operational parameters).
FO & LO filters are to be cleaned as required by their use in the system.
Any metallic substance found when cleaning, is to be reported to the Chief Engineer immediately and
thereafter to the Company.
Screening is to be renewed as necessary to keep strainers and filters in an ³as-new´ condition.
Inlet and outlet pressure differentials are to be monitored to ensure that dirty or clogged filters are
receiving required attention.
Automatic back-wash FO & LO Filters need to be operated in good order for effective operation.

2.6.5.4 FUEL & LUB-OIL PIPING & FITTINGS

Any FO and LO pipes flanges above or in the vicinity of hot surfaces need to be sufficiently protected
in order to avoid fuel or lub oil coming into contact with these surfaces in case of leakage or spray.
Such protections can be arranged by anti-splashing tapes or by covering these surfaces with
insulation.

2.7 MISCELLANEOUS SYSTEMS

This procedure includes instructions for miscellaneous Engine Room Systems.

2.7.1 Bilges & Sewage

A. Bilge System Operation and Control

Bilge system equipment must be operated and maintained in such a manner that all relevant
requirements of MARPOL as amended, and of IOPP Certificate are complied with, at all times.
Any difficulties encountered in meeting the above requirements must be reported to the Company
without delay.
If difficulties encountered are likely to prevent legal requirements being met, alternative courses to
pumping bilge water overboard must be taken, such as:
x Retention onboard by transferring to slop tank if permitted
x Retention in holding tanks
x Approved discharge to shore or barge

B. Bilge Water
In Bilge Holding Tanks
In order to avoid the ship overloading or short loading, the amounts of bilge water in the bilge
holding tanks when sailing from a loading port, must be kept to an absolute minimum.
Subsequent discharge of bilge water from bilge holding tanks must be in accordance with legal
requirements, and only through the approved oily water bilge separator.
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Beneath Machinery, Motors or other Equipment

Bilge water must not be allowed to collect beneath any machinery, electric motors and other
equipment. Every effort must be made to keep all bilges in an oil-free condition.

C. Sewage Treatment Systems

The Sewage System must be run at all times, on a continuous automatic mode, at sea and at ports.
Discharge from sewage holding tanks must only be carried out as per applicable regulations. If local
authorities refuse to allow discharge overboard, then the vessel must use the holding tank until clear
of port limits. For more details, refer to Environmental Manual.
If no holding tank is available, the Port Agent must be contacted to arrange for disposal facilities.
The Sewage Treatment unit must be opened for cleaning and general maintenance, as per makers
instructions. It must be always treated by using Calcium Hypochloride Tablets for disinfecting
purposes.
The Chief Engineer must ensure that there is adequate supply of Calcium Hypochloride Tablets for
treatment of the plant, for at least three (3) months.
If tanks have to be entered for whatever reason, the Company¶s procedures for entering enclosed
space must be strictly followed.

Before the de-activation of the Sewage Plant, the relevant Risk Assessment A-27 must be referred to
and all the Hazards and the Safety Control Measures must be taken into consideration.

D. Sewage Systems Leakage

In case of Sewage System leaking into the Engine Room, the Chief Engineer must be immediately
notified.
Engine crew involved with the leakage rectification and cleaning may be exposed to health hazards
and must wear PPE including gloves, safety glasses and additionally medical masks at all times.
Upon rectification and cleaning, the PPE worn must be either incinerated or disposed as garbage to
reception facilities into tight plastic bags and personnel involved must wash their hands thoroughly
before entering the Accommodation spaces.

2.7.2 Domestic Fresh Water

Whenever possible, it is essential that all domestic fresh water is produced onboard, unless good
quality water is readily procurable from shore sources at an economical cost.
Statutory prohibition on the production of drinking water within 20 miles of any coastline or
extended estuarial waters must be taken into consideration.
When a ship is in coastal waters, extra water may be shipped if the length of the forthcoming voyage
in the coastal area justifies this action.
Permission and application to take shore water must be agreed to, through the Company.
Fresh water generating equipment maintenance, as well as FW tanks inspection and cleaning must be
carried out in accordance with the Planned Maintenance System.

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The Fresh Water Transfer Hoses must not be used for any other purposes and must be clearly
marked ³Fresh Water Only´.

2.7.3 Refrigeration Insulation

A. Cold Room Temperatures

x The maximum meat room temperature must be kept not higher than -&
$W&EDFWHULDPD\EHFRPHDFWLYHDQGPD\FDXVHODWHQWSUREOHPV
x The vegetable room temperature must be maintained as near as possible to & and in any case
mustEHZLWKLQWKHOLPLWRI&WR&
x The flour room temperature must be maintained as near as possible to & and in any case must
EHZLWKLQWKHOLPLWRI&WR&
The Chief Engineer must satisfy himself that these temperatures are maintained by personal
inspection of the thermometers and of the entire system.

B. Empty Refrigerant Cylinders

All empty refrigerant cylinders must be landed, to the care of the approved supplier, either for
refilling or return, depending on the gas stocks held onboard.
This activity must be arranged by the Company.
For further details about handling of refrigerants and ozone depleting substances, refer to
Environmental Manual.

3. RECORD
x Main Engine Performance Report MTN/SECTION 8/ SF/TEC/101
x Auxiliary Engine Performance Report MTN/SECTION 8/ SF/TEC/102
x Inspection through Scavenging Ports MTN/SECTION 8/ SF/TEC/114
x Megger Test ±Vibration Report MTN/SECTION 8/ SF/TEC/115
x Play and crankshaft deflection for M/E MTN/SECTION 8/ SF/TEC/119
x Report from Piston Overhaul- M/E MTN/SECTION 8/ SF/TEC/120
x Auxiliary Engine Cylinder Overhaul Report MTN/SECTION 8/ SF/TEC/121
x Crankpin Bearing Inspection Report MTN/SECTION 8/ SF/TEC/138
x Main Bearing inspection Report MTN/SECTION 8/ SF/TEC/138A
x Crosshead Bearing Inspection Report MTN/SECTION 8/ SF/TEC/138B
x Crankpin Bearing Inspection Report MTN/SECTION 8/ SF/TEC/138C
x M/E Exhaust Valve Report MTN/SECTION 8/ SF/TEC/140
x B&W Mitsubishi Exhaust Valve Report MTN/SECTION 8/ SF/TEC/140A
x Wartsila Exhaust Valve Report MTN/SECTION 8/ SF/TEC/140B
x Batteries Condition Report MTN/SECTION 8/ SF/TEC/116
x Cleaning of M/E Turbochargers &
Exhaust Gas Boilers POSTER 40

Risk Assessments to be referred to :

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x De-activation of Emergency Diesel Generators A-24

x De-activation of the Sewage Plant A-27
x M/E Turbocharger Overhauling A-30
x Working on Electric Circuits E-01
x Piston Overhauling E-02
x Work on Pneumatic /Hydraulic Equipment E-03
x Cleaning Machinery Spaces/Bilges E-04
x Overhauling of Electrical Equipment E-06
x Machinery Overhauling E-10
x Weld/Repair of Steam Pipeline in E/R E-11
x Entry into Main Engine E-13

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1. PURPOSE
This procedure outlines the Company¶s guidance for the maintenance of the shipboard lifesaving and
fire-fighting systems, including regular tests and checks.
Reference is also made to Shipboard Safety Manual and the ship specific stand-alone SOLAS
Training Manual and Fire Fighting Operational Instruction Booklet.

2. PROCEDURE

2.1 COMPETENCY AND PLANNING

The Chief Officer and the Safety Officer (if other than the Chief Officer), in co-operation with the
Chief Engineer and the Engineer Officers, when deemed necessary, are responsible for carrying out
the conditional inspections and tests of the ship¶s LSA and fire-fighting equipment.
A relevant Inspection Plan must be followed at scheduled intervals (weekly / monthly / quarterly /
annually etc) as established by the PMS and in accordance to the recommendations by the Makers,
the IMO and the Flag Administration requirements.
Following up and logging of the inspections, held as per Inspection Plan, must be carried out in the e-
PMS.
Moreover, any disarmament for maintenance of equipment, identified as critical, must comply with
the relevant de-activation / re-activation reporting procedures, detailed in Section 1 of the present
Manual.
With respect to maintenance and overhauling, the LSA and Fire-Fighting equipment falls under the
following broad categories:
- Equipment requiring no maintenance by ship¶s crew, but only conditional inspections and tests
(i.e. Fixed Foam/CO2 extinguishing systems, portable fire extinguishers, replaceable hydrostatic
release units etc). This category of equipment is either replaced at the end of useful life (e.g.
replaceable hydrostatic release units) or serviced by approved workshops, in accordance to the
recommendations by the Makers, the IMO and the Flag Administration requirements (e.g.
servicing of extinguishers, air bottles and Life Rafts, overhauling of L/B launching systems,
analysis/renewal of foam compounds, pressure tests of fire extinguishers and air bottles etc).
The Chief Officer (Safety Officer¶s) is responsible to monitor the condition of the equipment
shall inform the Company whenever unscheduled service or replacement is required.
- Equipment that might be subject to regular maintenance by shipboard personnel.
Under this category are included items like the fire pumps (opening-up and overhauling), the
lifeboats and davits (which require mainly regular greasing and working of the mechanisms,
starting the engine, replacement of falls) etc.
Extensive maintenance of this equipment may also be carried out by approved workshops.
The proficiency of ship¶s crew to undertake the above maintenance, testing and inspection tasks shall
be demonstrated via their shipboard familiarization and/or training records.
In all cases, routine inspections and testing, as well as scheduled and unscheduled maintenance are
documented and monitored for the required follow-up, via the PMS. In case of notified failures,
defects or abnormalities, the standard procedures for defect reporting, repairing and monitoring until
verified closing shall be implemented In addition, records of recommended, required and used spare
parts shall be maintained, via the Company¶s spares¶ inventory system.

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2.2 OPERATIONAL READINESS

All LSA and fire protection systems and appliances shall at all times be in good order and readily
available for immediate use while the ship is in service.
If a system is undergoing maintenance, testing or repair, then suitable arrangements shall be made to
ensure safety is not diminished through the provision of alternate fixed or portable fire protection
equipment or other measures.

For this purpose, the following measures shall be taken in account (among many possible others to be
considered on case-by-case basis), when following up the testing, inspection and maintenance plan:
x When any piece of Fire Fighting Equipment or LSA undergoes testing, inspection and/or
maintenance requiring by nature shutting-down or becoming unavailable for use, a specific Risk
Assessment shall be drafted in advance, for identifying the risks and establishing alternative
measures for ensuring safety.
x Deactivation of equipment identified as ³critical´ (refer to the relevant section of the Maintenance
Manual) shall be carried out in accordance to the established ³de-activation / re-activation´
hazard analysis and reporting procedures.
x Maintenance of Life Boats, Life Rafts and associated launching and release equipment, when by
nature renders the equipment unavailable for use, shall be undertaken whilst the vessel securely
moored and never when at the anchorage, unless alternative safety means are temporarily
provided onboard.
x Landing ashore of CO2 bottles, portable/mobile extinguishers, EEBDs and SCBA bottles for
maintenance by external workshop shall be done in a way that ensures:
o Either landing is done in bunches, so that adequate quantity of equipment remains functional
onboard, in accordance to a revised and temporarily-enforced fire plan, which might include
appropriate operational, working and manning modifications and restrictions, or
o Adequate quantity of alternative functional equipment is temporarily provided onboard by the
contractors.
o In all cases a special fire drill shall be arranged to ensure familiarization of the crew to the
new temporary implemented fire-fighting arrangements, which shall last until the landed
equipment is returned or replaced onboard and implementation of the original fire plan re-
established.

Before the de-activation of any LSA and FFE , the relevant Risk Assessments must be referred to
(depending on the equipment)and all related Hazards and Safety Control Measures must be taken into
consideration.
A-11- De-activation of Critical Equipment
A-12- Safety Equipment immobilization or removal
A-19-De-activation of Lifeboat
A-20- De-activation of Emergency Fire Pump
A-21- De-activation of Fire Detection System
A-22- De-activation of Gas Detection System
A-23-De-activation of Fixed Fire Fighting System
A-24- De-activation of Emergency Diesel Generator

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2.3 SPECIFIC REQUIREMENTS FOR FIXED CO2 SYSTEMS

Whenever carbon dioxide fire-extinguishing systems are subjected to inspection or maintenance,
strict safety precautions shall be followed to prevent the possibility that individuals performing or
witnessing the activities are placed at risk.
Prior to performing any work, a special meeting shall be carried out with the participation of all the
persons involved in the work (vessel¶s crew, as well as external contractors, when available) to
develop an applicable safety plan. This plan shall account for the following topics as a minimum:
x Naming all personnel involved to ensure their full awareness.
x Establishing an effective communications system between the inspection personnel and the on-
duty crew.
x Addressing the need for risk analysis study, issuance of work permits and establishing PPE to be
used.
x Establishing an initial procedure for the protection of personnel performing any maintenance or
inspections, that might include measures to avoid accidental discharges such as locking or
removing the operating arms from directional valves, or shutting and locking the system block
valve.
x Ensuring that all personnel must be notified of the impending activities before work is begun.

2.4 MAINTENANCE, THOROUGH EXAMINATION, OPERATIONAL TESTING OVERHAUL AND REPAIR

Maintenance, thorough examination, operational testing overhaul and repair of the following must
be performed by authorized service providers:
x Lifeboats and rescue boats;
x Launching appliances and on-load and off-load release gear for lifeboats, rescue boats, fast
rescue boats and davit-launched life rafts.
In order to ensure the proper operation of the equipment, the following inspection intervals must be
carried out:
x Weekly and monthly inspections must be conducted by authorized service providers, or by
shipboard personnel under the direction of a senior ship¶s officer in accordance with the
maintenance manual(s);
x Annual thorough examinations and operational tests must be conducted by certified personnel
from either the manufacturer or an authorized service provider. The service provider may be the
ship operator, provided they are authorized;
x A five-yearly thorough examination, any overhaul, overload operational tests and repairs must be
conducted by certified personnel from either the manufacturer or an authorized service provider.
An authorized service provider is authorized by the flag administration, with the authorization being
limited to each make and type of equipment to be serviced. Flag administrations must grant the
authorization document and make sure that information regarding authorized service providers is
available.
Authorization shall include, as a minimum, demonstration of:
x Employment and documentation of personnel certified in accordance with a recognized national,
international or industry standard as applicable, or a manufacturer's established certification
programme.

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x Availability of sufficient tools, and in particular any specialized tools specified in the
manufacturer's instructions, including portable tools as needed for work to be carried out on
board ship;
x Access to appropriate parts and accessories as specified for maintenance and repair;
x Availability of the manufacturer's instructions for repair work involving disassembly or
adjustment of on-load release mechanisms and davit winches;
x A documented and certified quality system.
In cases where a manufacturer is no longer in business or no longer provides technical support, the
Administration may have authorized service providers for the equipment on the basis of prior
authorization for the equipment and/or long-term experience and demonstrated expertise as an
authorized service provider. The Administration may accept or recognize service providers
authorized by other Administrations or by their Recognized Organizations.

2.5 INSPECTION AND MAINTENANCE OF LIFEBOATS

Any inspection and maintenance of lifeboat equipment must be carried out according to the
manufacturer¶s instructions and monitored via the e-PMS. A full set of maintenance manuals must be
available onboard for the lifeboat and the associated launching appliances (davits, brakes, etc).
Weekly and monthly inspections and routine maintenance may be conducted by the shipboard
personnel under the direct supervision of a Senior Officer, as per the maker¶s instructions.
All other inspections and repairs, including the annual mandatory servicing (which is to be carried
out simultaneously with the relevant statutory survey) must be conducted by the maker¶s
representative or a person appropriately trained and certified by the manufacturer for the work to be
done by authorized Service Provider.
The Master or the Technical Superintendent must ensure that the reports handed over by the service
engineer are properly filled in and signed.
The service engineer, upon satisfactory completion of thorough or annual service, must issue an
attestation confirming that the lifeboat arrangements remain fit for purpose.
Falls used in lifeboat launching shall be inspected at least monthly with relevant records kept in the
log book, with special regard for areas passing through sheaves, and renewed when necessary due to
deterioration or at intervals of not more than 5 years, whichever is the earlier.
There is no mandatory requirement to turn over the lifeboats¶ falls and wires every 30 months.
The wires must be replaced every five (5) years or earlier, if wear and deterioration of their
condition is detected.
Condition of wires, as well as replacement dates are also monitored via the e-PMS.

At least once every five (5) years the rescue boats and lifeboats shall be turned out and lowered when
loaded with weights to simulate 1.1 times the total mass of the lifeboat when loaded with its full
complement of persons and equipment.
During this test the winch brake shall be tested to withstand:
- a static test with a proof load of not less than 1.5 times the maximum working load; and
- a dynamic test with a proof load of not less than 1.1 times the maximum working load at
maximum lowering speed.

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2.6 LIFEBOAT ENGINES

Lifeboat engines must be maintained in an efficient condition at all times.
The engines must be checked and run at least once per week.
Water-cooled engines must not be run for any significant length of time without coolant.
Reserve fuel for lifeboat engines must be kept in strong sealed containers of not more than 25 litres
capacity.
If fuel is supplied in larger containers, then extreme care must be taken when transferring to the
reserve containers.
These containers must be stored in a cool place, remote from waste and other flammable materials,
and protected by a permanent fire-fighting system. Replenishment of lifeboat diesel fuel tanks must
be carried out with the cooperation of a deck officer.
Only high quality diesel mustEHXWLOL]HGFDSDEOHRIRSHUDWLQJLQVXE]HURWHPSHUDWXUHVWR&

The pour point of diesel fuels is therefore critical to safe operation.

2.7 LIFEBOAT RELEASE AND RETRIEVAL SYSTEMS(LRRS)

For the purpose of these procedures, the definitions given hereunder must apply, in accordance with
the following figure:

On-load release is the action of opening the lifeboat release and retrieval system whilst there is load
on the hook assemblies.

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SOLAS III, as amended by resolution MSC.320 (89) / LSA Code requires that for all ships, on-load
release mechanisms must be ensured for compliance with the new LRRS requirements and, if
necessary, be replaced or modified not later than the next scheduled dry-docking after 1-July-2014,
but not later than 1-July-2019.
The Company must identify existing types of LRRS on their vessels and ensure that suitable fall
prevention devices (FPDs see also following section) are fitted in accordance with
(MSC.1/Circ.1327) pending evaluation of the system. In this context, on each ship, fall preventer
devices in accordance with the Guidelines for the fitting and use of fall preventer devices (FPDs)
(MSC.1/Circ.1327) must be employed for each existing lifeboat release and retrieval system until the
system is:
1. Found compliant with the LSA Code; or
2. Modified and found compliant with the LSA Code; or
3. Found compliant with paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the LSA Code and paragraphs 16 and
17 (overhaul examination) of MSC.1/Circ.1327; or
4. Modified and found compliant with paragraphs 4.4.7.6.4 to 4.4.7.6.6 of the LSA Code and
paragraphs 16 and 17 (overhaul examination) of MSC.1/Circ.1327; or
5. Replaced by a new lifeboat release and retrieval system.
Ultimately, any LRRS which is found not to comply must be replaced with a compliant LRRS. The
Company must then ensure that a one-time follow up overall examination has been conducted by the
LRRS manufacturer or their representative and witnessed by the Flag Administration or Class.
The setting and maintenance of the release and retrieval systems (LRRS) must be carried out,
keeping in mind that it is a critical system regarding the safety of the lifeboat and the personnel in it.
No maintenance must be permitted while the lifeboat is suspended from the hooks.
Adequate alternative securing of the lifeboat to the davit, like setting hanging off pennants, must
precede the maintenance operation.
The maintenance must only be carried out by the service engineer and it includes:
- Dismantling of the hook release units.
- Examination of vital parts with regard to defects and cracks.
- Examination with regard to tolerances and design requirements.
- Adjustment of release gear after assembly.

Upon completion, the Company¶s representative must ensure that the system is restored to working
order and to immediately operable.
Lifeboat release and retrieval systems (LRRS) shall be tested at regular intervals;

At least once every five (5) years the release gear shall be operationally tested
under a load of 1.1 times the total mass of the lifeboat when loaded with its full complement of
persons and equipment.

Before the test referred to in the paragraphs above, SOLAS requires that release and retrieval systems
(LRRS) ³shall be subjected to a thorough examination at intervals not exceeding five (5) years´.
This thorough Examination and Maintenance of the equipment must be undertaken at the same time
as the relevant Statutory Survey, or prior to the survey, provided this task and the survey are within
the allowed ³survey window´, and a report is provided.

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2.8 FALL PREVENTER DEVICES (FPD)

Use of FPDs is associated with the adoption of new lifeboat release and retrieval system in
accordance with paragraph 4.4.7.6 of chapter IV of the LSA Code, as amended by resolution
MSC.320 (89).
To prevent accidents and to minimize the risk of injury or death that might be caused by the
premature opening of the on-load hook mechanism, resulting in the lifeboat to fall from the davits
unexpectedly, a ³Fall Preventer Device´ (FPD) might be used at Master¶s discretion. The FPD
provides a secondary alternate load path in the event of failure of the on-load hook or its release
mechanism or of accidental release of the on-load hook.
In no case the FPDs must be regarded as a substitute for a safe on-load release mechanism.
Considered as an interim risk mitigation measure, the FPDs must only to be used in connection with
existing on-load release hooks. FPD¶s are an interim solution for hook systems that have been
deemed non-complaint, or compliant after modification. These devices must be used until the hook
system is replaced or modified and found compliant, as per resolution MSC 1392 (refer to the
previous section).
The FPDs installation, design and operation must conform to the IMO requirements (IMO
MSC.1/Circ.1327), as approved and amended by the Administration.
Prior to selection of FPDs, a comprehensive Risk Assessment must be carried out to ensure that
nothing is done to compromise the effectiveness of the operation of the hook and the release gear
arrangement.
The Master or the Officer in charge of any lifeboat lowering or lifting operation must ensure that,
where provided, lifeboat FPDs are properly in place before commencing any drill, testing, inspection
or maintenance where persons are in the lifeboat. Also, the ship¶s operating crew must be familiar
with the operation of the FPD fitted to the lifeboat on their ship.
The procedure to be followed must be conspicuously posted and also be available in the ship¶s
SOLAS training manual.
In the particular case the ship specification not permitting the use of an FPD in an abandon ship
situation, because of the release mechanism of the device not being inside the lifeboat, a different
procedure is followed during routine drills, which must be also conspicuously posted and available in
the ship¶s SOLAS training manual. In such a case, the Master must take this into account when
considering using locking pins, synthetic ropes or slings as FPDs.
All FPDs must be thoroughly examined prior to each use and replaced if any signs of damage or
significant deterioration are found.

Also, FPDs must be subject to a five (5) year overload testing (at 150% of their designed
working load).

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2.9 REFERENCES AND MANUALS

The testing and inspection plan, established via the PMS, is complemented by guidance provided by
the following external documentation, which shall be available on board:
x Applicable Manufacturers¶ / Makers¶ Manuals
x Applicable Flag Administration¶s Marine Circulars and Notices
x SOLAS
x IMO FSS Code
x IMO LSA Code
x IMO Res.A.951(23)
x IMO Res.A.752(18)
x IMO Res.A.997(25)
x MSC.1/Circ.670
x Resolution MSC.402(96)
x MSC.1/Circ.1432
x MSC.1/Circ.1318
x MSC.1/Circ.1312
x MSC.1/Circ.582/ as amended
x EN 1968:2002/A1

3. RECORD

Risk Assessments to be referred to :

De-activation of Critical Equipment A-11
Safety Equipment immobilization or removal A-12
De-activation of Lifeboat A-19
De-activation of Emergency Fire Pump A-20
De-activation of Fire Detection System A-21
De-activation of Gas Detection System A-22
De-activation of Fixed Fire Fighting System A-23
De-activation of Emergency Diesel Generator A-24

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Contents
1. PURPOSE.....................................................................................................................................3
2. PROCEDURE...............................................................................................................................3
2.1 General...................................................................................................................................... 3
2.2 Tests prior to Cargo Operations¶ Commencement....................................................................3
2.3 Gas Tightness Test of the Cargo System...................................................................................3
2.4 Cargo Computer........................................................................................................................ 4
2.5 Cargo & Ballast Pumps............................................................................................................. 5
2.5.1 Cargo Pumps Alarms and Trips...................................................................................................................... 5
2.5.2 Cargo and Ballast Pump Lubrication.............................................................................................................. 5
2.5.3 Frost Precautions for Cargo/Ballast Pumps.................................................................................................... 5
2.6 Framo Pumps.............................................................................................................................6
2.7 Cargo & Ballast Valves.............................................................................................................7
2.7.1 Hydraulic Operated Valves and Valve Remote Control System (VRC).......................................................... 7
2.7.2 Manually Operated Valves..............................................................................................................................8
2.8 Cargo Tank P/V Valves.............................................................................................................8
2.9 Fixed and Portable Level Gauges and High Level Alarms....................................................... 8
2.10 Cargo Tank Temperature Sensors..........................................................................................9
2.11 Piping Systems and Hoses..................................................................................................... 9
2.11.1 Pressure Testing of Piping Systems................................................................................................................ 9
2.11.2 Hose Handling...............................................................................................................................................10
2.11.3 Cargo Hoses Inspection and Testing............................................................................................................. 11
2.11.4 Withdrawal from Service.............................................................................................................................. 11
2.11.5 Repairs to Cargo and Ballast Pipelines......................................................................................................... 12
2.12 Gas Measuring Equipment...................................................................................................12
2.12.1 Gas Testing Tasks......................................................................................................................................... 12
2.12.1.1 Atmosphere Monitoring.................................................................................................................................. 12
2.12.1.2 Enclosed Space Monitoring............................................................................................................................ 12
2.12.1.3 Gas Atmosphere Management........................................................................................................................ 13
2.12.2 The Provision of Gas Measuring Equipment................................................................................................ 13
2.12.3 Alarm Functions on Gas Measuring Instruments..........................................................................................14
2.12.4 Sampling Lines..............................................................................................................................................14
2.12.5 Operational Testing and Inspection...............................................................................................................14
2.12.6 Calibration..................................................................................................................................................... 15
2.12.7 Disposable Personal Gas Monitors............................................................................................................... 15
2.12.8 Gas Measuring Equipment Onboard Company vessels................................................................................ 16
2.12.9 Contingency Instructions in case of Gas Monitoring Equipment Failure..................................................... 16
2.13 Heating Coils / Heaters........................................................................................................ 16
2.14 Tank Cleaning Systems........................................................................................................17
2.14.1 Cargo Cleaning Heater Isolation................................................................................................................... 17
2.14.2 Tank Washing with Hot Water......................................................................................................................17
2.15 Cargo Pumproom Electrical Systems.................................................................................. 17
2.15.1 Cargo Pumproom Ventilators........................................................................................................................18
2.15.2 Cargo Pumproom Lighting............................................................................................................................18
2.16 Record Keeping of Periodical Checks of Cargo Equipment................................................18
2.16.1 Occasional Checks........................................................................................................................................ 18
2.16.2 Weekly Checks..............................................................................................................................................18
2.16.3 Monthly Checks............................................................................................................................................ 18
2.16.4 Every three (3) months Checks..................................................................................................................... 19
2.16.5 Every six (6) months Checks........................................................................................................................ 19
2.16.6 Annual Checks.............................................................................................................................................. 19
2.16.7 Every 2, 5 years /Every Dry Dock................................................................................................................ 19
2.17 Critical Cargo Handling Equipment.................................................................................... 19
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3 RECORD....................................................................................................................................... 20

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1. PURPOSE
This section describes the procedures for ensuring proper functionality of cargo equipment and
systems.

2. PROCEDURE

2.1 GENERAL
Equipment, used during cargo and other deck operations, must be periodically checked in order to
ensure their good working condition.
For a better monitoring of these checks, the Company has established a special file in the Chief
Officer¶s Filing System (File± Periodical Checks), together with the PMS and relevant IMS Forms.

2.2 TESTS PRIOR TO CARGO OPERATIONS ¶ COMMENCEMENT

A regular testing / checking program of the critical cargo equipment and subsystems must be
established in order to ensure the safe and faultless operation of the vessel.
Detailed reference about these checks is made in Cargo Operations Manual.

In the event of any failure or malfunctioning of cargo related equipment and/or systems,
The Company must be immediately informed by using the established Defect Reporting System.
Moreover, for the Equipment identified by the Company as Critical, relevant De-activation/
Re-activation Report (SF/TEC/134) must be issued and communicated to the Company.
In addition, any failure or malfunction of equipment subject to Statutory Requirements
(Conventions) must be reported to :
x the Flag Administration,
x the Class and
x the Local Authorities,
as applicable.

2.3 GAS TIGHTNESS TEST OF THE CARGO SYSTEM

Gas-Tightness Testing will reveal any leaks in the System, find any potential risks from incorrect
pressures and spot wear and tear before it becomes a hazard.
In order to prepare a System for Gas-Tightness Testing, the Responsible Team must:
x Undertake a thorough Survey of the pipe work, hatches, openings, valves etc. to detect any major
defect. The environment, in which the pipe work is installed and other appropriate safety
considerations must also be taken into consideration.
x Check the accuracy of any Plans, any other information provided and the Mechanical Integrity of
Installations.
x Calculate the Installation Volume, which involves surveying the entire installation to be tested,
including pipe work, tanks and other components.
x Determine the Test Pressure, which must be at least the maximum safe Operating Pressure, in
order to detect leaks and to check safe operation at pressures which may occur in the installation.
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x Select an appropriate pressure test gauge, before calculating the permitted Leak Rate.
x Calculate the Test period, taking into account that a large installation may need to be sectioned.
Ensure that there are no major leaks on the installation pipe work by using a Gas Detector or a
Leak Detection Fluid.
To test a System, the Responsible Person must then undertake the following routine:
x Set the Pressure in the test section to 50 % of the maximum operating pressure.
It is important to ensure that Test Pressure does not exceed the Design Pressure of any particular
component.
x Observe the pressure gauge for the first test period. Ensure the pressure does not rise to more than
the minimum gauge reading during the test period.
x Raise the pressure in the test section gradually to the final test pressure.
x Allow the temperature to stabilize for the test period or for 30 minutes, whichever is the
longer. The source of the pressure must now be isolated.
x Observe the pressure gauge for the test period.
x Test with a suitable detection fluid or gas detection instrument.
x As a precautionary measure, on completion of the test, all joints situated in potentially hazardous
areas must be tested for leaks with a suitable detection fluid.
x Calculate the Leak Rate as per relevant calculation form cited in USCG 40 CFR 63.563 and if
this exceeds the permitted rate, the Company must be notified and any leaks to be isolated and
rectified.
The medium to apply pressure in the system is:
x inert gas or
x air, if the vessel is in ballast and gas free condition.
A Gas Safety Inspection Certificate will be completed and issued by the Master.
The inspection shall prove and record the integrity of the pipework / tank system.
The Vapour Tightness Certificate must be signed by the Master, the Chief Officer and Chief
Engineer.
Relevant references can be found in USCG 40 CFR 63.563 (a)-2-1.

2.4 CARGO COMPUTER

Onboard each vessel, there is a Class-Approved Cargo Computer.
This computer must be used for all required Cargo Calculations, including:
x Trim,
x Stability,
x Shearing Forces and
x Bending Moments.
It must also be used for Cargo Planning, in order to determine anticipated bending moments,
shearing forces and trim, during different sequences of the Cargo Plan.

To ensure accuracy of the Cargo Computer, it is required to check it against the Approved Testing
Conditions from the Vessel¶s Trim and Stability Booklets.

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The Test must involve physically entering the data for each tank into the Computer and verifying
the result.
It is not acceptable to simply retrieve a stored Test Condition from the computer and compare this
against the Original Condition.
This Cargo Computer test must be done on a MONTHLY basis and monitored via the PMS.
The Cargo Computer Printouts must be checked against all Test Conditions approved by Class,
on a rotation basis i.e one (1) Test Condition per month.
Records of this checking must be also sent to the Office monthly.

2.5 CARGO & BALLAST PUMPS

2.5.1 Cargo Pumps Alarms and Trips

Cargo pump overload and cargo pump bearings, temperature alarms and trips must be checked and
tested on a regular basis as per Manufacturer's recommendations in order to avoid any sudden
breakdowns during Cargo Operations.
Where no such recommendations by the Makers exist, these tests must be carried out at least every
month, with the exception of the over-speed trips, which are to be done at six (6) monthly
intervals.
The function of all cargo pump remote shut down trips must be verified on a monthly basis.
The method of testing all trips (including over-speed) must be as per Manufacturer¶s
recommendations.
Records of all tests are kept and monitored via the PMS.
By monitoring the temperatures of cargo pump casings and bearings, the performance of the pumping
system may be continuously appraised and any indication of deterioration of the pumps may be
identified timely.
Relevant records to be maintained by using the Form ³Cargo/Ballast Pumps Temperature Monitoring
Log (hourly) (SF/TEC/142).

2.5.2 Cargo and Ballast Pump Lubrication

Because of the possibility of overheating and the consequent fire risk, all maintenance and lubrication
of pump bearings, couplings, cardan shafts etc, must be carried out in accordance with the Planned
Maintenance System.

2.5.3 Frost Precautions for Cargo/Ballast Pumps

When there is danger of frost damage in the cargo pumproom, and in the auxiliary forward
pumproom (where applicable), special precautions must be taken.
Pumps liable to such frost damage must be drained after each use.
The sealing tanks for vacuum stripping systems (if fitted) must be kept charged with anti-freeze
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2.6 FRAMO PUMPS

The following practices apply to those vessels equipped with FRAMO pumps:
A. The System Feed Pump must be run continuously 24 hours a day, 365 days a year.
This is necessary in order to protect the system from ingress of water and air and additionally,
to make sure that no foreign particles are transported to the filters and to ensure cleanliness of
the system.
B. The Cargo pump inlet and ball valves must always be in open position.
These valves must be ³worked´ every three (3) months, when minimum pressure on the line,
to ensure they are free. The manual control valve at the Flow Control Valve must be kept in
the open position except when in use for stripping purposes, etc.
C. The System pressure must be maximum 15bar above highest cargo pump motor pressure.
D. The Hydraulic tank level mustEHNHSWDWôOHYHOLQJDXJHJODVV.

E. Purging of Pump Cofferdam space is the most important Maintenance Program of the
Framo pumps.
F. Purging records must be kept in full.
Great attention must be paid to the procedure.

When pumps are due for CMS as required by Class, the Records of the Cofferdam Purging along
with the Running hours, coupled with Running Test for noise, must suffice to pass the pump.

The Framo Purging Report (Framo Maker¶s Form) must be sent to the Office for evaluation
on a Monthly basis.

Pumps must be opened-up for inspection, only if there is suspicion of excess wear or damage.

A. When air is connected to the purging connection, it must always be made sure that air, cargo
product, or hydraulic oil are received at the outlet receptacle.
If no liquid or air is received it means that the cofferdam is blocked.
A cargo pump must never be operated with a blocked cofferdam.
No attempt to free the cofferdam must be made by increasing the air pressure.
This could cause cargo to penetrate the seal rings and contaminate the hydraulic oil of the
motor.
If this occurs, the Vessel¶s Ship Manager must be contacted for further instructions.
B. For some cargoes the cofferdam may be filled with a medium to ensure seals are lubricated
and do not run dry (e.g. Molasses ± Fresh water, Crude oil ± Diesel Oil).
Always instructions from the Operator must be taken.
C. Stand-by portable pumps must be kept in a ³ready to use´ condition.
Pump, hoses, connections must be well protected. Pumps must be tested regularly with sea
water. The pump/hoses must be rinsed with fresh water after use and before stowage.
D. Hydraulic Oil, when delivered to the vessels in drums or by bulk must not be considered as
³clean oil´. Hydraulic tanks must only be filled using the filling filter.
Sampling of oil must always be done at the same location and great care taken with sampling
process. Hydraulic oil can ³look´ clean. However it is interesting to note that the levels of

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particles measured by Framo are 15 microns. The human eye can only see down to 40
microns.
E. For safe operation, Framo pumps must always be started against a closed Discharge Valve.
When loading through the pump, if no Drop Line is fitted, initial loading to be reduced to
prevent shocks to the pump impeller.
Maximum loading pressure through the pumps to be 8bar
F. Flow control valves on pump housings are not to be adjusted by Ship¶s Staff.
Adjusting one way will give reduced capacity.
Adjusting the other way can overload the motor which may cause serious damage.
If adjustment is required, then there is a problem elsewhere.
G. Four (4) Framo pumps, running at 50% load is equal to two (2) Framo pumps at 100%.
Using the four pumps, allows for reduced system pressures, KW load and noise levels.
H. Framo Pump special tools must be stowed safely.
If incomplete or not in good condition, new must be ordered.
I. The Framo Pressure Testing Kit must be stowed safely.
If incomplete, a new Testing kit must be ordered.
J. On a Monthly basis, the Header Tank Level (H) to be measured in mm above low level
mark on sight glass.

The Framo Maker¶s Form ³Log Form for Liquid Filled Cofferdam on Framo Submerged Ballast
Pumps³ must also be completed and sent to the Office on a Monthly basis.

The FRAMO Power Pack Room is equipped with an Oil Mist Detector.

2.7 CARGO & BALLAST VALVES

2.7.1 Hydraulic Operated Valves and Valve Remote Control System (VRC)
Cargo, Ballast, IGS hydraulic valves and valve remote control system must be checked for proper
operation periodically according to PMS instructions.
Overhauling of valves, if necessary, must take place during vessel¶s Dry-docking or Special Survey,
as per Class requirements.
A rapid closing or opening of a valve could cause a sudden increase or decrease in flow velocity of
the cargo or ballast, which may result in pressure surge and damage of the piping or pipe fittings.
A periodical test of the closing time of the cargo and ballast hydraulic operated valves must be
carried out on a 3-monthly basis (see PMS) or earlier if during the operation a significant change of
the opening/closing time is observed.
During the test, the minimum closing time must be verified. The recommended closing time of the
valves is 2 sec/inch, i.e. for a valve 16 inches the recommended closing time is 32 sec. If the closing
time is found less than the recommended the solenoid valves must be adjusted accordingly. The
testing records must be documented in the e-PMS relevant job.
Power pack of valve remote control system, must be inspected at the manufacturer¶s specified
intervals as same foreseen in vessel¶s PMS.
Hand pump for emergency operation of cargo/ballast valves to be tested at 6-month intervals.

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2.7.2 Manually Operated Valves

The stems of all cargo and ballast valves must be kept adequately greased and glands properly
packed and adjusted. The Chief Officer must ensure that the cargo/ballast valves, which were not
used during loading/discharging, are operated to ascertain that they are in good working condition.
Valves must never be unnecessarily jammed closed with a spanner.
If leaks or improper seating are discovered, the valves must be repaired at the first opportunity.
Valves tightness must be confirmed at the time of cargo/ballast lines pressure testing and during
operation.

2.8 CARGO TANK P/V VALVES

Cargo tank P/V valves must be tested for correct operation prior to any load/discharge operation by
using the check lifts facility (if fitted). The P/V valves must be calibrated during the Dry Dock period
and Records must be kept. The procedure requires the P/V valve to be removed from the vent pipe,
positioned on the calibration device and the Pressure and Vacuum Settings to be checked.
In case these are out of the Manufacturer¶s tolerances, the valve must be opened up, cleaned,
reassembled and recalibrated for pressure and vacuum according to Manufacturer¶s Instructions.

2.9 FIXED AND PORTABLE LEVEL GAUGES AND HIGH LEVEL ALARMS
Cargo Tank Float Gauges, or remote Liquid Level Indicators must be used to monitor the tank level
which integrates a high level alarm.
In addition, a secondary independent HI-HI Overfill Alarm System for monitoring the tank level is
used.
The High Level Alarm is set to 95% and the High-High Level Alarm is set to 98%.
Fixed level gauges must be calibrated during Dry Dock
UTI devices must be calibrated annually.
Both calibrations must be carried out by competent external workshops, who issue relevant
Certificates. Records must be kept and monitored via the PMS.
Cargo tank float gauges must be secured during Tank Cleaning operations.
High Level / independent alarms must be checked before each operation, in order to verify the
System¶s operability.
All vessels are sufficiently equipped with UTI units, as per the Industry¶s and Charterers¶ standards,
in order to ensure independent monitoring of ullages, in addition to the primary system. In case of
breaking-down of all UTI sets available on board , the Company shall arrange delivery of
replacement units upon arrival at port, either by forwarding onboard ready and available UTI¶S at
Contractor¶s premises or by supplying new through the Local Agent from the first available
Supplier.
The accuracy of the Primary Gauging System, including differences between it and the UTI
measurement devices and as per SF/MRS/240X- ³Tank Radar Level Gauges/ Pressure Sensors/
Temperature Sensors Checking Record´ must be identified :
x Monthly
x Before each Cargo Operation
x Every four (4) hours during Cargo Operation

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This form is used for recording periodical comparisons made between Radar Gauge and Loadicator
(which takes input from Radar Gauge) and UTI,
x before loading, discharging, and
x at least daily during cargo operation or
x when the voyage duration is over one month ( 30 days )
If the UTI measurement differs from the primary fitted gauging system, ullaging must be conducted
by UTI measurement device readings. Reference is also made to a relevant job in PMS.
Reference is also made to Section 8-³Maintenance of Machinery and Equipment´ of this Manual and
Procedure 18- ³Control and Monitoring of Measuring Devices´ of the IMS Procedures Manual.

Before the de-activation of the Cargo Tank H & HH Alarm System, the relevant Risk Assessment
must be referred to and all the Hazards and Safety Control Measures must be taken into
consideration.

2.10 CARGO TANK TEMPERATURE SENSORS

Cargo Tank Temperature Sensors must be checked for accuracy before cargo operation or Monthly
as per PMS Reference is also made to Section 8 ±³Maintenance of Machinery and Equipment´ of this
Manual and Procedure 1- Control and Monitoring of Measuring Devices´ of the IMS Procedures
Manual.

2.11 PIPING SYSTEMS AND HOSES

Reference is also made to Section 8-³Maintenance of Machinery and Equipment´ of this Manual.

2.11.1 Pressure Testing of Piping Systems

All Pressure Tests must be carried out by using liquid only, with the exception of the IG Line.

The Master shall arrange for Pressure Testing of various Piping Systems as follows:

# Item (*) Cargo pipelines COW pipelines & hoses Bunker Lines
Pressure Periodicity Pressure Periodicity Pressure Periodicity
1 Crude oil 100% Annually 150% MAWP Annually 150% Annually
tankers as per MAWP MAWP
OCIMF/CFR/
USCG 150% Twice within 5
Marine Safety MAWP years
Manual
2 Chemical 150% Annually 150% MAWP Annually 150% Annually
tankers as per MAWP MAWP
OCIMF /CFR /
USCG Marine
Safety Manual

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MAWP = Maximum Allowable Working Pressure

Company¶s circulars must be consulted for Cargo and Bunker Pipes Pressure Tests.
Records of Annual Pressure Tests are maintained by using the forms ³Pressure Test´ for cargo /
COW lines and for Bunker lines, and in the PMS.
A Risk Assessment must be carried out before the test and on completion, an entry in the Oil Record
Book must be made and pipelines must be marked with the date and the test pressure and records
kept in PMS. Defective parts must be replaced.
The cargo valves and pipelines shall be tested on a convenient ballast voyage.
The Chief Engineer shall arrange for the maintenance of the Cargo Pumps¶ Relief Valves.
These valves shall be opened during the period of major repairs, cleaned and set at the signed
Working Pressure. Relevant records shall be maintained in the PMS.
They shall also be tested at frequent internals while handling ballast, to ensure that they are in good
operating condition and in proper adjustment.
In addition to the imposed standard periodical routines for pressure testing of Cargo / COW / Ballast
pipelines and flexible hoses (as applicable), especially in case of intended loading sensitive, toxic of
flammable cargoes, pressure testing of cargo / ballast systems must be carried out before the
commencement of loading and a relevant notice must be recorded in the Pre-arrival Checklist.

2.11.2 Hose Handling

It is the responsibility of the Terminal to provide hoses, which are in good condition.
The Master of a Tanker may reject any hoses which appear to be defective.
Hoses must be handled with care and must not be dragged over a surface or rolled in a manner that
twists the body of the hose.
Hoses must not be allowed to come into contact with hot surface, such as a steam pipe.
Protection must be provided at any point where chafing or rubbing can occur.
Lifting bridles and saddles must be provided.
The use of steel wires in direct contact with the hose cover must not be permitted.
Hoses must not be lifted at a single point with ends hanging down, but must be supported at a number
of places so that they are not bent to a radius less than that recommended by the manufacturer.
Excessive weight on the ship¶s manifold must be avoided.
If there is an excessive overhang, or the ship¶s valve is outside the stool support, additional support
must be given to the manifold.
A horizontal curved plate or pipe section must be fitted at the ship¶s side to protect the hose when
connected to the manifold. Where this support is via a single lifting point, such as a derrick, the hose
string must be supported by bridles or webbing straps.
Some hoses are specifically designed to be unsupported.
As the tanker rises or falls as a result of tide or cargo operations, the hose strings must be adjusted so
as to avoid undue strain on the hoses, connections and ship¶s manifold and the ensure that the radius
of curvature or the hose remains within the limits recommended by the manufacturer.
In case the vessel has to use its own flexible hoses to interconnect cargo tanks, then they must be kept
in good order, tested and marked accordingly.

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2.11.3 Cargo Hoses Inspection and Testing

A Tanker must attest that any hoses that it provides are:
x certified,
x fit for purpose,
x in good physical condition and
x have been pressure inspected.
Hose Inspection includes the following:
x A visual check for deterioration/damage. ( see ISGOTT ±Section 18)
a) Examine the hose assembly for irregularities in the outside diameter e.g.
kinking.
b) Examine the hose cover for damaged or exposed reinforcement or
permanent deformation.
c) Examine the end fittings for signs of damage, slippage or misalignment.
A hose assembly exhibiting any of the above defects must be removed from service for more
detailed inspection.
When a hose assembly is withdrawn from service following a visual inspection, the reason of
withdrawal and the date must be recorded.
x A Pressure Test to 1.5 times the Rated Working Pressure (RWP) must be carried out, to
check for leakage or movement of end fittings.
Temporary elongation at RWP must be measured as an interim step (for more details see
ISGOTT).

Hoses must be Pressure Tested to Manufacturer¶s recommendations at Annually Intervals and the
date of such testing must be marked on the hose.
Testing intervals must be shortened for hoses handling particularly aggressive products or products
at elevated temperatures.
Form ³Pressure Test of Cargo Hoses´, must be filled in.

x Electrical continuity test.

Electrically continuous hoses must not have a resistance higher than 0.75 ohms/meter
measured between nipples (end flange to end flange). (For more details see ISGOTT).

2.11.4 Withdrawal from Service

Hoses must be retired in accordance with defined criteria.
In consultation with the hose Manufacturer, the retirement age must be defined for each hose type to
determine when it must be removed from service, irrespective of meeting inspection and testing
criteria. (For more details see ISGOTT).
Especially, flexible hydraulic hoses exposed on deck are subject to retirement when they become 5
years of age. [Exxon].

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2.11.5 Repairs to Cargo and Ballast Pipelines

When repairs to cargo or ballast pipelines have been undertaken, an Officer must sight the internal
openings with an electric torch before the closing lengths are fitted in order to ensure than no foreign
material had been left inside the lines.
It is preferred that a ³static head´ water test is applied to any renewed or replaced pipeline sections to
ensure the integrity of the system.

2.12 GAS MEASURING EQUIPMENT

This Procedure applies only to the maintenance and testing requirements for the Gas Measuring
Equipment.
For details on Gas Measurement process, reference must be made to the specific instructions for
Gas Measurement in ISGOTT.

The safe management of operations onboard tankers is often dependent upon the crew¶s ability to
determine the composition of the ambient atmosphere or the atmosphere in an enclosed space.
Crews onboard tanker vessels need to measure the oxygen, hydrocarbon and toxic gas concentrations
in an atmosphere. This will enable them to detect the presence of an explosive mixtures, toxic
vapours or oxygen deficiency that may present a risk of explosion or hazard to personnel.
On tankers fitted with an inert gas system, there is the additional need to measure the oxygen content
of inert gas as part of the safe management of cargo tank atmospheres.

2.12.1 Gas Testing Tasks

Gas Testing Tasks include:
x Atmosphere Monitoring.
x Enclosed Space Monitoring.
x Inert Gas Atmosphere Management.

2.12.1.1 Atmosphere Monitoring

The external atmosphere must be monitored for:
x Hydrocarbon vapors when undertaking Hot Work. This is achieved by using a flammable
gas indicator, capable of measuring gas to the Lower Flammable Limit (LFL) and with the
scale graduated as to the percentage of this limit (refer to ISGOTT).
x Toxic vapors when loading cargoes containing toxic components and when undertaking
gas freeing operations following the carriage of such cargoes. This is achieved by using an
instrument capable of measuring concentrations of toxic gases in the human toxicity
range, usually calibrated in parts per million (refer to ISGOTT).

2.12.1.2 Enclosed Space Monitoring

Prior to permitting entry into an enclosed space, measurements must be taken to detect the
presence of hydrocarbon gas, to confirm normal oxygen levels and - if applicable - to detect the
presence of any toxic vapours. (For detailed guidance refer to Shipboard Safety Manual).
Measurement to ensure that the atmosphere is free of harmful hydrocarbon vapour is undertaken
using a flammable gas indicator capable of measuring gas to the Lower Flammable Limit (LFL)
and with the scale graduated as a percentage of this limit (% LFL).

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An oxygen analyzer is used to determine that the normal level of oxygen in air of 20.9% by
volume is present.
Where toxic vapor may be present in the space to be entered, the atmosphere must also be tested
with an instrument capable of measuring concentrations of toxic gases in the human toxicity
range, usually calibrated in parts per million.

2.12.1.3 Gas Atmosphere Management

To ensure compliance with statutory requirements, ships fitted with an inert gas system must be
equipped with an oxygen analyzer for determining the quality of the inert gas and for measuring
the levels of oxygen in the cargo tanks.
A gas indicator capable of measuring the percentage of hydrocarbon gas by volume (% Vol.) in
an inerted atmosphere is also required for safe management of operations that include the
purging and gas freeing of cargo tanks (see ISGOTT ).

The Inert System Oxygen Analyzer must always be tested and calibrated, before use.

2.12.2 The Provision of Gas Measuring Equipment

As per SOLAS, all ships carrying cargoes that are likely to emit toxic or flammable gases must be
provided with appropriate instruments for measuring the concentration of gas or oxygen in the air.
It must be noted that the different gas testing functions can be incorporated in multifunctional gas
measuring equipment.
It is essential that any instrument used is:
x Suitable for the test required.
x Sufficiently accurate for the test required.
x Of an approved type.
x Correctly maintained
x Frequently checked against standard samples.
Multi-gas instruments are now widely used and are usually capable of housing four (4) different
sensors.
A typical configuration would comprise sensors for measuring:
x Hydrocarbon vapor as % LFL (explosimeter function using pellistor sensor).
x Hydrocarbon vapor in inert gas as a % volume (tank scope function using an infra-red
sensor).
x Oxygen (using an electrochemical sensor).
x Hydrogen Sulfide (using and electrochemical sensor).
The gas measurement instrumentation onboard a tanker must form a comprehensive and integrated
system that covers all the necessary applications identified by the operator. The instruments must be
fit for the task to which they are applied and the users must be made aware of the particular
applications and limitations of each instrument.
Users of gas measuring instruments must be trained in the proper use of the equipment to a level
suited to their work duties.

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A sufficient number of gas measuring instruments must be available onboard the ship to meet all the
identified requirements, whilst allowing for instrument failures, servicing requirements and the
capability of the ship¶s crew to undertake repair and certified re-calibration of the instruments.

2.12.3 Alarm Functions on Gas Measuring Instruments

Alarms must only be fitted to instruments that are to be used where an audible warning is necessary
such as a personal gas alarm monitor. Analytical instruments that are used to provide numerical
values for gases and vapours for enclosed space entry certification do not need to have an alarm
function.
Instruments with an alarm capability must be designed so that the alarm inhibit and activate function
cannot be changed by the instrument operator.
This is to avoid the possibility of inappropriate or accidental inhibition of the alarm function.
The use of different instruments for testing atmospheres for entry certification, and for monitoring
atmospheres with a personal monitor during the entry operation, reduces the probability of an
accident due to an instruments malfunction.
It is therefore recommended that the testing instrument is not also used as the personal alarm
instrument during the entry operation.

2.12.4 Sampling Lines

Sampling lines must be suitable for the intended service and be impervious to the gases present in the
atmosphere being monitored. They must also be resistant to the effects of hot wash water (see
ISGOTT).

2.12.5 Operational Testing and Inspection

Gas measuring instruments must be tested at regular intervals in accordance with the manufacturer¶s
instructions, before the commencement of operations requiring their use. Such tests are designed only
to ensure that the instrument is working properly.

Operational Tests must NOT be confused with calibration.

Instruments must only be used if the tests indicate that the instrument is giving accurate readings and
that the alarms, if fitted, are operating at pre-determined set points.
Physical checks must include:
A. Hand Pump.
B. Extension Tubes.
C. Tightness of Connections.
D. Batteries.
E. Housing and case.
Instruments not passing those operational tests must be re-calibrated before they are returned to
operational use. If this is not possible, they must be removed from service and clearly labeled to
denote that they are not to be used.
During operations, it is important to check the instruments and sample lines for leakage occasionally,
since the ingress of air will dilute the sample and give false readings.
Leak testing may be carried out by pinching the end of the sample line and squeezing the aspirator
bulb.
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The bulb must not expand as long as the sample line is pinched.
During extended operations, the ship operator must determine the frequency at which operational
checks must be made.
The results of the tests and inspections must be recorded.

2.12.6 Calibration
Reference is also made to Procedure 18-³Control & Monitor of Measure devices´ of the IMS
Procedures Manual.
Calibration must not be confused with operational testing. The accuracy of the measurement must be
in accordance with the Manufacturer¶s stated standards. Equipment must, in initial supply, have a
Calibration Certificate, traceable where possible to internationally recognized standards. Thereafter,
procedures for the management of the calibration certification process must form part of the on-board
IMS.
These procedures may include onboard calibration in line with Manufacturer¶s guidelines and / or
equipment being periodically landed to a recognized testing facility for calibration, either on a timed
basis, or when the accuracy of the equipment is considered to be outside the manufacturer¶s stated
accuracy.
When Gas Measuring Equipment are calibrated ashore, Calibration Certificates, showing the
instrument¶s Serial Number, the calibration date and the calibration gas or the method of calibration
used , together with the reference to applicable standards must be provided for retention onboard.
Instruments are typically calibrated using a calibration gas consistent with the use of the instrument,
such as propane or butane. The use of inappropriate gas for calibration could result in erroneous
readings during operation, even though the instrument appears to be operating correctly.
Instruments must only be dismantled by persons who are qualified and certified to carry out such
work. Therefore, for major repairs, the instruments must be sent ashore to specialized workshops.
For more details refer to ISGOTT.

A record of all tests and checks of the Gas measuring equipment

must be kept by the Chief Officer.

2.12.7 Disposable Personal Gas Monitors

Disposable personal gas monitors must be periodically tested in accordance with the manufacturer¶s
instructions to confirm that they are operating correctly.
These which cannot be re-calibrated, must be safely disposed of when the calibration expiry date is
reached.
For this reason, it is important to record the date when disposable instruments are first commissioned
in order to establish their expiry date.

2.12.8 Gas Measuring Equipment Onboard Company vessels

The Company has decided on a Standard Functionality Set of Gas Measuring Equipment, which must
be on-board all Company Vessels.
The standard functionality set is listed on form - Portable Equipment-Test Details
(as applicable for Oil/Chemical Tankers and for LPG Vessels).
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This form contains a full and detailed description of what must be available onboard

Gas Measuring Equipment must not be sent ashore for calibration but must be calibrated onboard,
by using the Calibration Set and gases, following Manufacturer¶s Instructions as found in the
Instructions Manual.
Records must be kept in the relevant Log Book, using Forms:
x ³Use of Instruments Log-Gas Measurement Equipment´
x ³Maintenance & Calibration Log-Gas Measurement Equipment´
The equipment must be sent ashore only for repairs and service incl. sensors¶ replacement etc.

2.12.9 Contingency Instructions in case of Gas Monitoring Equipment Failure

In order to ensure the continuous operability of the Gas Measuring Equipment onboard, the following
measures are taken:
x Spare Gas Monitoring equipment is available onboard.
x Equipment is calibrated annually, as per Maker¶s Instructions by using span gases of known
consistency.
x Records of calibration and maintenance must be maintained.
x Spare calibrated equipment are stand-by in the Contractor¶s premises e.g.Bruusgaard for
immediate dispatch onboard, when necessary.
If all the Gas Monitoring equipment fails before the vessel enters a Port, the Master must notify the
Company to arrange for the delivery of new or calibrated Gas Measuring equipment upon arrival,
either by forwarding onboard the spare equipment from the Contractor, or by supplying new ones
from the first available supplier.
Until delivery of these units onboard, proceeding to berth and commencement of cargo operations
must be suspended.

2.13 HEATING COILS / HEATERS

Early detection and correction of piping defects in heating coils are of the utmost importance.
Leaks can be detected in pitting, defective welds, couplings and sleeves.

The heating coils must be tested by steam (or air, if not steam available) pressure- for tightness-
Annually and every time a Heated Cargo is to be carried.

This is particularly important if the vessel has not carried a heated cargo during the previous voyage.
Any identified or potential leaks must be repaired before loading heated cargoes.
The heating capability can only be confirmed when the heating medium (steam/hot water/thermal oil)
is applied.

Damaged coils and/or malfunction of steam traps, strainers and valves

can cause lack of heating capability.
Steam traps filter element must never be removed.
They must be cleaned, unclogged and properly maintained prior heating system is used.

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Pressure tests must also be carried out after any repairs have been made to the heating coils.
The results of all tests must be recorded in the Engine Logbook and the PMS.

During cargo heating, the observation tank (as applicable) must be regularly inspected.
When no heated cargo is carried, the heating coils / heat exchangers must be blown empty, dried and
blanked off.

In Oil Tankers The cargo temperature must not be allowed to drop below pour point + 10c
In Chemical Cargo temperature must be kept at minimum melting point + 10c
Tankers (in order to keep the cargo characterized as ³NON solidifying substance´)

In Chemical Tankers, when the Stowage Plan is prepared, care must be taken not to load
incompatible, heat critical cargoes with bulkhead to bulkhead. For example acrylonitrile and caustic
soda solution must not be loaded in adjacent tanks. Similarly, Methanol must not be loaded near
heated cargoes to avoid evaporation losses. (also consult CHRIS Compatibility Chart).

2.14 TANK CLEANING SYSTEMS

2.14.1 Cargo Cleaning Heater Isolation

On ships where cargo pumps can be used for the supply of water for washing cargo tanks, the
following precautions must be taken and maintained at all times, except when hot water washing
must be carried out.
This must ensure that the heater couldn¶t be filled with oil.
A. The heater must be drained.
B. All relevant isolating valves must be shut.
C. Blanks must be fitted between the tank washing line in the inlet and outlet connections of the
heater.
D. Blanks are also fitted to the steam and condensate systems.

2.14.2 Tank Washing with Hot Water

When hot water is required in coated tanks, the limits given below on water temperature and pressure
at the tank washing must not be exceeded without written confirmation from the Company:
x )RUQRUPDOKRWZDVK&DQGEDU
x )RUVSHFLDOFLUFXPVWDQFHV&DQGEDU

2.15 CARGO PUMPROOM ELECTRICAL SYSTEMS

Particular care must be taken when repairing and/or maintaining electrical systems within the
pumproom. All work on the systems must be carried out in line with the manufacturer¶s instructions
and taking into account specific requirements for intrinsically-safe equipment, where applicable.
Megger tests must be carried out periodically as per the PMS and relevant Megger Test Reports.
2.15.1 Cargo Pumproom Ventilators
Pumproom extractor fans, including impellers, shafts and gas seals, must be inspected on a regular
basis as per the PMS.
At the same time the condition of the fan trunking must be inspected and the proper operation of
flaps and fire dampers confirmed.

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2.15.2 Cargo Pumproom Lighting

Pumproom lighting must be checked for electrical integrity and gas tightness as per the PMS.
Maintenance and repair of these systems must be carried out in line with the manufacturer¶s
instructions.

2.16 RECORD KEEPING OF PERIODICAL CHECKS OF CARGO EQUIPMENT

Forms as per the following paragraphs must be used for documenting the applicable cargo equipment
tests and checks.
These must be complemented by the maintenance and test certificates issued by external workshops
(when applicable), as well as the record keeping and monitoring by e-PMS.

2.16.1 Occasional Checks

x Before each Loading & Discharge Operation
a) SF/MRS/240X-Tank Radar, Level Gauges-Pressure Sensors- Temperature sensors
b) SF/MRS/240E-Loss of Power ³ Alarm Test
c) SF/MRS/240L-Check of UTI Temperature sensors (also monthly)
d) SF/MRS/240O-Inspection of P/V Valves
e) SF/MRS/240Y-Sea Chest Testing Record (also before Ballast Operations)
x Before Heating Operation
a) SF/MRS/240C-Pressure Test of Heating Coils/Exchangers (also annually)
x Before use
a) SF/MRS/240H-Check of IG Pressure Gauge in CCR (also monthly)
b) SF/MRS/240J-Electrical Continuity test of tank cleaning hoses (also 6-monthly)
c) SF/MRS/240I-ODME Test ( 24 hours before use)

2.16.2 Weekly Checks

x SF/MRS/240D-Pumproom Bilge Alarm Test

2.16.3 Monthly Checks

x SF/MRS/240E-Loss of Power Alarm Test (also before any cargo operation)
x SF/MRS/240F-Loading Computer Test
x SF/MRS/240G-Check of Oxygen Content Meters
x SF/MRS/240H-Check of IG Pressure Gauge in CCR (also before use)
x SF/MRS/240I-ODME Test
x SF/MRS/240L-Check of UTI Temperature Sensors (also before cargo operations)
x SF/MRS/240M-Visual Check of Loose Lifting Gear
x SF/MRS/240W-UTI±Inventory & Service/Calibration Details
x SF/MRS/240X-Tank Radar, Level Gauges-Pressure Sensors- Temperature sensors( if the
voyage is more than 30 days )

2.16.4 Every three (3) months Checks

x SF/MRS/240Z-Remotely Operated Valves Test
x SF/MRS/240S-Internal Inspection of Vent heads
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2.16.5 Every six (6) months Checks

x SF/MRS/240J-Electrical Continuity test of tank cleaning hoses (also before use)
x SF/MRS/240V-Inspection of Auxiliary Lifting Equipment
x SF/MRS/264A-Inspection of Auxiliary Lifting Equipment ( for LPG)

2.16.6 Annual Checks

x SF/MRS/240N-Test of Emergency Cargo Pump
x SF/MRS/240P-Pressure Test of Cargo Hoses
x SF/MRS/240Q-1-Pressure Test of Cargo Lines (also every 2,5 years )
x SF/MRS/240Q-2-Pressure Test of Bunker Lines
x SF/MRS/240R-Pressure Test of Vapour Lines
x SF/MRS/240T-Vapour Tightness Certificate
x SF/MRS/240U-Brake Holding Capacity Test
x SF/MRS/265A-Brake Holding Capacity Test- for LPG Vessels
x SF/MRS/240C-Pressure Test of Heating Coils/Exchangers (also before use/ heating)

2.16.7 Every 2, 5 years /Every Dry Dock

x SF/MRS/240Q-1-Pressure Test of Cargo Lines (also every 2,5 years )

2.17 CRITICAL CARGO HANDLING EQUIPMENT

The following equipment has been identified as ³Critical´ for the Cargo Operations onboard a Tanker
Vessel.
The identification of criticality has been based on a Hazard Analysis approach.

CARGO HANDLING EQUIPMENT

x Cargo Tanks Overfill (High-High Level) Alarm

x Oil Discharge Monitoring Equipment
x Inert Gas System ± Oxygen Analyzer, Safety Devices & Alarms
x P/V Valve -(Oil/Chemical Tankers only)
x Cargo Pumps Shut-down Button -All vessels
x Emergency Shut-down of Cargo System (ESD) -Applicable to LPGs only

Maintenance activities related to critical equipment must be handled in priority and negligence must
not be tolerated. In case any critical cargo equipment is shut-down / disarmed due to failure or
planned / unplanned maintenance, the de-activation / re-activation reporting procedures presented in
Section 1 of the present manual must be carefully followed.

3 RECORD
x Cargo / Ballast Pumps Temperature
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Monitoring Log MTN/SECTION 10/ SF/TEC/142

(Hourly record keeping during Cargo Operations)
x Framo ±Reports Framo Maker¶s Form

TANKERS
x Portable equipment ± Test details ±
for oil /chemical tankers MTN/SECTION 10/ SF/MRS/231

Inspections of Cargo related Equipment MTN/SECTION 10/ SF/MRS/240 Series

x Pressure Test of Heating Coils/Exchangers MTN/SECTION 10/ SF/MRS/240C
x Pumproom Bilge Alarm Test MTN/SECTION 10/ SF/MRS/240D
x ³Loss of Power´ Alarm Test MTN/SECTION 10/ SF/MRS/240E
x Cargo Computer Test MTN/SECTION 10/ SF/MRS/240F
x Check of Oxygen Content Meters MTN/SECTION 10/ SF/MRS/240G
x Check of IG Pressure Gauge in CCR MTN/SECTION 10/ SF/MRS/240H
x ODME Test MTN/SECTION 10/ SF/MRS/240I
x Electrical Continuity test of tank cleaning hoses MTN/SECTION 10/ SF/MRS/240J
x Check of UTI Temperature sensors MTN/SECTION 10/ SF/MRS/240L
x Visual Check of Loose Lifting Gear MTN/SECTION 10/ SF/MRS/240M
x Test of Emergency Cargo Pump MTN/SECTION 10/ SF/MRS/240N
x Inspection of P/V Valves MTN/SECTION 10/ SF/MRS/240O
x Pressure Test of Cargo Hoses MTN/SECTION 10/ SF/MRS/240P
x Pressure Test of Cargo Lines MTN/SECTION 10/ SF/MRS/240Q-1
x Pressure Test of Bunker Lines MTN/SECTION 10/ SF/MRS/240Q-2
x Pressure Test of Vapour Lines MTN/SECTION 10/ SF/MRS/240R
x Internal Inspection of Vent heads MTN/SECTION 10/ SF/MRS/240S
x Vapour Tightness Certificate MTN/SECTION 10/ SF/MRS/240T
x Break Holding Capacity Test MTN/SECTION 10/ SF/MRS/240U
x Inspection of Auxiliary Lifting Equipment MTN/SECTION 10/ SF/MRS/240V
x UTI-Inventory & Service/Calibration Details MTN/SECTION 10/ SF/MRS/240W
x Tank Level Gauges ±Press. & Temp Sensors MTN/SECTION 10/ SF/MRS/240X
x Sea Chest Testing Record MTN/SECTION 10/ SF/MRS/240Y
x Remotely Operated Valves Test MTN/SECTION 10/ SF/MRS/240Z

LPG
x Portable equipment ± Test details ± for LPG MTN/SECTION 10/ SF/MRS/231-LPG

Inspections of Cargo related Equipment MTN/SECTION 10/ SF/MRS/260 Series

x Weekly inspection log for atmosphere monitoring
of Void/Hold spaces, Ballast tanks and spaces
adjacent to cargo tanks MTN/SECTION 10/ SF/MRS/260A
x Forecastle bilge alarms testing record MTN/SECTION 10/ SF/MRS/260B
x Cargo tanks filling valves testing record MTN/SECTION 10/ SF/MRS/260C
x Water spray system checking record MTN/SECTION 10/ SF/MRS/260D
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x Tank radar level gauges check MTN/SECTION 10/ SF/MRS/261A

x ³Loss of power´ and high level overflow alarm test MTN/SECTION 10/ SF/MRS/261B
x Cargo deck tank pressure gauges checking record MTN/SECTION 10/ SF/MRS/261C
x Cargo /deck tank level gauges checking record MTN/SECTION 10/ SF/MRS/261D
x Cargo pumps non-return valves checking record MTN/SECTION 10/ SF/MRS/261E
x Emergency shut-down (ESD) testing record MTN/SECTION 10/ SF/MRS/261F
x Cargo tank temperature gauges checking record MTN/SECTION 10/ SF/MRS/261G
x Cargo plant lines valves testing records MTN/SECTION 10/ SF/MRS/261H
x Loading computer test MTN/SECTION 10/ SF/MRS/262A
x Check of oxygen content meters MTN/SECTION 10/ SF/MRS/262B
x Visual check of loose lifting gear MTN/SECTION 10/ SF/MRS/262C
x Hold /Void spaces P/V valves, seals and pressure
relief hatches inspection record MTN/SECTION 10/ SF/MRS/262D
x Vent outlets / Flame screens/ Flame arrestors
inspection record MTN/SECTION 10/ SF/MRS/262E
x Gas carrier equipment inspection record MTN/SECTION 10/ SF/MRS/262F
x Pilot operated safety relief valves- checking record MTN/SECTION 10/ SF/MRS/262G
x Ballast pumps and valves testing record MTN/SECTION 10/ SF/MRS/262H
x Hold /void spaces bilge alarms ±testing records MTN/SECTION 10/ SF/MRS/262I
x Safety alarms for LPG deck equipment testing record MTN/SECTION 10/ SF/MRS/262J
x Decontamination showers and eye wash testing record MTN/SECTION 10/ SF/MRS/262K
x Fusible plugs inspection record MTN/SECTION 10/ SF/MRS/262L
x Air lock and alarms testing records MTN/SECTION 10/ SF/MRS/262M
x Fuel, ballast forward and other space vents MTN/SECTION 10/ SF/MRS/262N
x Forward overboard discharge valves MTN/SECTION 10/ SF/MRS/262O
x Fixed gas detection system test calibration record MTN/SECTION 10/ SF/MRS/262P
x Inert gas system non-return valves
checking and inspection MTN/SECTION 10/ SF/MRS/262Q
x Spring type pressure relief valves checking record MTN/SECTION 10/ SF/MRS/263A
x Inspection of Auxiliary Lifting Equipment MTN/SECTION 10/ SF/MRS/264A
x Void/hold space eductors ±checking record MTN/SECTION 10/ SF/MRS/265B
x Pressure test of cargo condensers,
heaters and vaporizers MTN/SECTION 10/ SF/MRS/265C
x Pressure test of cargo hoses MTN/SECTION 10/ SF/MRS/265E
x Pressure test of bunker lines MTN/SECTION 10/ SF/MRS/265F

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Contents
1. PURPOSE....................................................................................................................................2
2. PROCEDURE............................................................................................................................. 2
2.1 Monitoring of Mooring Ropes and Wires................................................................................. 2
2.1.1 General............................................................................................................................................................ 2
2.1.2 Types and Characteristics of Mooring Ropes................................................................................................. 2
2.1.3 Guidelines for assessment of Rope/Wire Damage.......................................................................................... 3
2.1.4 Care and Maintenance of Mooring Ropes and Wires..................................................................................... 5
2.1.5 Spare Levels of Mooring Lines....................................................................................................................... 8
2.1.6 Reporting......................................................................................................................................................... 8
2.1.7 Ropes and Wires Certificates.......................................................................................................................... 9
2.2 Maintenance Of Deck Machinery............................................................................................. 9
2.2.1 Windlasses and Winches............................................................................................................................... 10
2.2.2 Emergency Towing Devices......................................................................................................................... 10
2.2.3 Bow stopper...................................................................................................................................................11
2.3 Inspections & Testing Of Mooring Winches.......................................................................... 12
2.3.1 General.......................................................................................................................................................... 12
2.3.2 Render and Heave......................................................................................................................................... 12
2.3.3 Winch brakes.................................................................................................................................................13
2.3.4 Mooring Equipment Routine Inspection and Maintenance...........................................................................18
2.3.5 Precautions in Freezing Weather...................................................................................................................19
2.4 Lifting Appliances - Testing....................................................................................................19
2.4.1 General.......................................................................................................................................................... 19
2.4.2 Inspections and Tests of Lifting Appliances................................................................................................. 19
2.4.3 Marking the Safe Working Load (SWL).......................................................................................................20
3. RECORD................................................................................................................................... 20

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1. PURPOSE
This procedure provides guidance for maintenance and inspection of mooring lines, mooring
equipment and lifting appliances.

2. PROCEDURE

2.1 MONITORING OF MOORING ROPES AND WIRES

This procedure provides guidance for care, inspections, maintenance and replacement of the mooring
lines. It also includes the procedures followed by the Vetting Department to ensure that adequate
mooring equipment of good condition is available onboard.
The Master has the overall responsibility to ensure adequacy of the mooring systems and procedures.
The Chief Officer is responsible to monitoring the condition of ropes and wires, in cooperation with
the Bosun.
The Vetting / Marine Superintendent is responsible to check during his vessel visit and to physically
ensure that the condition of mooring equipment, ropes and wires is satisfactory.

2.1.1 General
Each vessel is provided with sufficient ropes and wires to adequately and safely moor the vessel, in
its normal operating conditions.
Mooring lines¶ condition is assessed by a competent person such as a Superintendent, the Master
and/or the Chief Officer and must be replaced when considered are not fit for service.

2.1.2 Types and Characteristics of Mooring Ropes

Modern mooring ropes are normally manufactured from a number of synthetic fibre.
These have largely replaced the traditional natural fibres such as manila and sisal.
Most synthetic fibres ropes are manufactured from continuous filaments (or yarns) of staple fibres.
The most common types are polypropylene ropes and these can be manufactured from multifilament
and monofilament staples. Nylon is also extensively used. They are cut and then spun in the same
manner as natural fibres.
Compared to manila ropes, the synthetic are superior in important respects such as, strength, weight
and resistance to wear and handling qualities. Nylon is one of the strongest synthetic ropes and has
many advantages.
However, it is difficult to handle on a drum end and when under heavy load, its high elasticity can
cause serious problems. Polypropylene ropes have acceptable characteristics for handling on drum
ends and these ropes are employed extensively on ships.
Braids on braid nylon ropes (Braid-line) are frequently used as the ³Tail´ to impart elasticity to the
wire rope moorings.
The large sizes of these ropes are often used at single point mooring facilities.

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2.1.3 Guidelines for assessment of Rope/Wire Damage

1. Wires
Wires used for mooring must be conditionally inspected at least Quarterly.
The wire diameter must be checked.
A marked decrease in the diameter is a sign that the wire must be removed from service. The
reason for the decrease is possibly core deterioration, internal wear and wire failure or internal
corrosion.
The wires of the outer layers must be inspected for wear and breaks.
If lubrication has been good and operating conditions such that the inside wires are intact, the
reserve strength of the wire will be maintained.
In this case, only a strength reduction, corresponding to the broken outer layer wires need to
be deducted from the rope strength. Wires must be checked for abrasion.
If the outside wires show considerable loss of metallic area, the line must be removed from
service. Individual wires on the strand crowns must be inspected for fatigue breaks.
These are characterized by squared off ends, perpendicular to the broken wire.
If the wire breaks occur at the strand crowns, the residual wire line strength may be estimated
by counting the number of breaks on the length of one lay and subtracting them from the
number of wire strands in the line. This will give the number of remaining unbroken strands.
A wire lay is the distance parallel to the longitudinal axis of the rope in which a strand makes
a complete turn about the axis of the line.
Search for fatigue breaks at or near the valley positions of the strands, must be made.
If one fatigue break of this type is noted, the line must be removed from service, since further
deterioration of this type will not doubt have taken place where it cannot be easily seen. Wires
must be inspected for corrosion.
If corrosion has penetrated below the surface, the line must be removed from service.

Mooring wires Retirement:

Mooring wires must be retired AFTER A PERIOD OF SEVEN AND A HALF YEARS (7.5)
YEARS in use has elapsed, unless their thorough inspection ascertains that they are fit for
further use.
Reference to also be made to the Ship Specific Mooring System Management Plan.

2. High Modulus Synthetic Fibre (HMSF)

High Modulus Synthetic Fibre (HMSF) mooring lines must be conditionally inspected at least
quarterly.
HMSFs must be checked first of all for abrasion and cuts. The condition of the protective
jacket where applicable, is highly important as the core will become exposed to chaffing and
abrasion. Signs of yarn-on-yarn abrasion, ingress of foreign material must be carefully
examined. Care is necessary to spot any twist in the line which decreases strength. HMSF can
be damaged by chemicals such as thinners, paints, acids. Permanent bends and local stiffness
may indicate localized weakness.
Finally a very important element is any obvious difference in diameter which can be
attributed to irreversible elongation caused by overloading over extended periods of time.

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HMSF Retirement:
There are no standard rules for retirement and the condition under which a rope has been
used has thousands of variations. Loading situation, chemical, exposure, heat, bending
radius, etc.
Their condition will be evaluated prior use, quarterly and if significant signs of wear are
observed then retirement will be considered.
Reference to also be made to the Ship Specific Mooring System Management Plan.

3. Synthetic Ropes
Synthetic ropes must frequently be examined, while in service. They must be checked for
obvious signs of deterioration, before each use and undergo a thorough inspection,
at least quarterly.
Checks for cuts must be made. Any cut, which penetrates 25% of the area of one or more
strands, has critically weakened the rope. The rope must be cut and spliced or retired.
Checks must be made for abrasion and fusion.
The abrasion is evident as a general fuzzy appearance. If abrasion reduces the diameter by
more than about 5% of the rope, then the rope must be retired.
If the abrasion is localized and the remaining rope is in good condition, the rope can be cut
and spliced.
Checks for inner abrasion must be made, by carefully opening up the structure of the rope.
This may be seen by looking for signs of abrasion on the strands where they rub together.
If the abrasion has progressed to the extent that some yarns are warned through, then the rope
must be retired.
If a broken core of a double braid rope is detected, the rope must be retired.
A broken core may be detected by noticing that, when a rope is under load, there is a distinct
reduction in the diameter of the rope at the point of core break and when handling the rope
under load, the rope will bend more freely at the core break point.
Ultraviolet rays from the sun destroy the strength of polypropylene and polyethylene fibres.
The weakened fibres can be rubbed off the surface of the rope. Small ropes of 24mm diameter
or less must be retired of significant UV damage is observed.
Larger ropes are not normally significantly weakened as only the outer fibres are affected.
Synthetic ropes can be damaged by chemicals such as thinners, paints, acids and even fumes
from paints. Excessive dirt or grit may have embedded in the rope, causing localized stiffness.

Mooring Ropes Retirement:

If a synthetic rope has been soaked in paint or other chemicals, it must be retired.
When the rope is affected by a shock load, localized areas of stiffness will be observed and the
rope must then be considered for retirement.
In general, mooring ropes must be retired after a period of 5 years in use has elapsed, unless
their thorough inspection ascertains that they are fit for further use.
For further guidance about mooring ropes retirement, reference must be made to latest revision
of Mooring Equipment Guide.
Reference to also be made to the Ship Specific Mooring System Management Plan.

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2.1.4 Care and Maintenance of Mooring Ropes and Wires

Mooring ropes and wires may be damaged by the following factors:

1. Mechanical
External damage arises when a rope is dragged over rough surfaces or sharp edges so that its
outside strands become worn or broken.
Rough working surfaces on drum ends, fairleads and bollards accelerate external rope wear.
In synthetic ropes, the external fluffiness, which develops after a period of fair wear and tear, may
be mildly beneficial in that it can improve handling qualities and assist in the dissipation of heat.
Internal abrasion occurs in use, due to friction between individual fibres.
This increases with rope tension, particularly where a rope is led round small diameter bends.
In extreme cases, the heat generated may cause internal fusing within the synthetic ropes.

2. Chemical
All fibre ropes are sensitive to chemicals.
Natural fibres are more sensitive than synthetics, but the latter are susceptible to damage by
organic solvents (such as white spirit) and must be kept clear of wet paint.
Do not allow ropes to come into contact with chemicals, paints and white spirits.

3. Sunlight and salt

Strong sunlight can cause the outer fibres of a rope to deteriorate.
Do not allow ropes to be over exposed to sunlight or heat.

During Sea Passage, all Mooring Lines located in forward and aft Mooring Winches, must be
covered by canvas cover.

4. Heat
All ropes can be damaged by heat and must not be allowed to come in contact with steam lines or
stowed near thermal sources.
Some synthetic fibres lose strength at high ambient temperatures (above & but normal
strength is recovered when temperatures fall.
Surface heat damage can also occur from frictional heat, generated when a rope is being handled
on a warping drum.
Fusing of the surface layers causes alternate sticking and slipping on the drum.
It is important that turns are kept down to the essential minimum, in order to reduce frictional
heat.
Polypropylene is particularly prone to this form of damage.

5. Rot and Mildew

Ropes of natural fibres are highly susceptible to damage by rot and mildew and must be stowed
dry or, if damp, stored in a well-ventilated space.
All synthetic ropes are completely resistant to this form of attack and may be stowed wet with no
problem.

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A. Points to consider
In order to achieve maximum service from mooring lines the following points must be taken into
consideration:
Synthetic Mooring Ropes
x New ropes of standard construction must be uncoiled from the center in an anticlockwise
direction and coil down in a clockwise direction.
x Do not use too many turns on the drum end (warping head) than are necessary.
x Ensure that the working surfaces of the winch drums are clear of rust and scale.
x Where possible, avoid using running ropes and wires through the same fairleads, or on the
same bitts.
x Avoid ropes being dragged over rough surfaces.
x When using synthetic ropes ensure that synthetic stoppers are used.
x When splices are used, ensure that the rope-maker¶s instructions are followed and that the
correct number of tucks are used.
x Ensure that all ropes, when turned up on bitts, have the first full turn on the leading bitts post
and then complete the mooring in a figure of ³ 8´ fashion.
x Where natural fibre ropes are in use, ensure that they are dry when stowed where possible, if
not then stow in a well-ventilated area.
x The ensure that ropes are maintained in good condition it is important that each line is
examined frequently while in service to check for obvious signs of deterioration before each
use. A thorough inspection shall be carried out annually along the full length.
Mooring Wires
x In operation, mooring wires must be prevented from kinking. If a kinking does occur, it must
be cleared immediately before any load is put upon the wire.
x To avoid abrasive damage, wires must be lubricated periodically, around 2-3 months, unless
regular use and operational conditions dictate more frequent periods.
x Mooring wires must periodically be removed from the winch drums, thoroughly inspected,
including measuring the diameter and outer layers checked for broken strands.
x Spliced eyes must be checked for broken strands, and thimbles for cracks.
x Visually checking the mooring wire before and after use may also reduce the risk of injury or
accident.
x ANNUALLY, the mooring wires must be reversed (end-for-end) to evenly distribute the
wear, if the wires are supplied in both ends with splices.

High Modulus Synthetic Fibre (HMSF)

x To avoid any and mainly chafing damage to ropes all contact surfaces in the ropes path from
drum to cross-bitt¶s and bollards must be smoothed and made free from chafe points.
x The roughness of all surfaces drums ± Rope blocks ± Panama bows etc. must be smoothed
and kept free from burrs, snags, rust paint etc.
x Polymer and or polyamide liners on contact surfaces must be considered.
x Fairleads and rollers must be treated as above, well maintained, often inspected and kept free
to rotate easy.

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x If any contact surface is needed to be painted, paint must be left to dry before the rope is
deployed. Surface kept smooth with no point shards.
x Any sharp bend decreases the strength of the rope substantially. Measured on the outside and
not on the contact surfaces side any angle more than 10 degrees is considered as ³sharp´. In
any case the diameter of that surface must be at least 3 times the diameter of the rope passing
over it.
x Try to protect the ropes from U.V. (by covering with dark canvas when stored).
x As the ropes practically behave like wire ropes, adequate care must be given to the mooring
tails involved. The tails must be in good position to fulfill their task: Absorb the ³fatigue´
from the vessel¶s movement.

Synthetic Mooring Tails

x Do not allow tails to be over exposed to sunlight or heat ± they must be covered or stowed
below deck when not in use.
x Do not allow tails to come into contact with chemicals , paints and white spirits
x Avoid tails being dragged over rough surfaces.
x Each tails must be visually inspected prior and after use.
x Check the sheathing of the eye where it connects with the Tongsberg or Mandal shackle for
wear and tear.

Mooring tails must be replaced AT LEAST EVERY EIGHTEEN (18) MONTHS, unless experience
and/or inspection indicate that a longer or shorter period is warranted.
An inspection program must be in place, and records of the inspection must be kept.
When necessary, and at Master¶s discretion, the mooring tails may be replaced before the
recommended interval of 18 months.

Once a tail has been in operation for 18 months, it must be closely inspected prior to further use.
This inspection must take into account the following:
o Wear and tear of the eyes.
o Condition of splices that all tucks are intact.
o Excessive abrasion or breakdown of the tail outer strands.
Must one or more of the above conditions exist, the tail must be renewed.
For further guidance about mooring tails retirement, reference must be made to the latest revision
of Mooring Equipment Guide.

Nylon tails must have at least 37% more strength than the associated wire to allow for the
reduction of the wet strength.
A synthetic tail can be attached to a high modulus rope by using a cow hitch. The hitch provides a
suitable method of joining ropes without the use shackles.
The cow hitch may reduce the strength of the arrangement by approximately 15%.

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Mooring Shackles
x Mooring shackles must be either the Tongsberg or Mandal Type.
These must be checked for security. It must also be ensured that the tail/mooring wire eyes
are fitted in accordance with the maker¶s instructions i.e. for Tongsberg shackles the eye of
the tail must be on the pin and for Mandal shackles the wire must be fitted over the pin/roller.

Fire Wires (Emergency Tow-off Wires)

x Fire wires must be prevented from kinking, if a kink does occur it must be cleared
immediately before deployment or stowing.
x Fire wires must be lubricated periodically but not excessively to ensure they do not dry out
and corrode.
x Spliced eyes must be closely checked for broken strands and thimbles for cracks.

2.1.5 Spare Levels of Mooring Lines

Vessels equipped with mooring ropes must have (2) two spare mooring lines available.
Vessels equipped with mooring wires must have:
x Two (2) spare mooring lines
x Two (2) mooring tails and
x One (1) spare wire link ( Tonsberg type, or Mandal Type or Boss Link , as applicable)
In case of intensive use of mooring lines, caused by trading patterns and specific ports of call, the
spare levels shall be subject to further consideration for increase by the Marine / Vetting Department.

2.1.6 Reporting

Ropes and wires must be inspected on a MONTHLY basis, and the relevant form ³Mooring
Ropes /Mooring Wires´ with inventory/ condition report must be filled in and sent to the Office.
³Mooring Ropes /Mooring Wires´ with inventory /condition report to also be sent when a rope
/wire is changed.

³Mooring Ropes /Mooring Wires´ includes information as to:

A. Categories
x Polypropylene or Nylon ropes on winch drums
x Polypropylene or Nylon ropes on deck /stores
x Wires on winch drums
x Wires on deck
x Mandal or Tonsberg Mooring Links
x Nylon Tails
x Fire Wires

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B. Quantities
x Number of coils
x Pieces
x Spares etc.
C. Circumference in inches
D. Actual working time in days
E. Comments on condition
F. Pending Requisitions

For assisting the required record keeping of the working time of the mooring lines, since they have
entered in service, an Appendix has been drafted to the form ³Mooring Ropes /Mooring Wires´
where:
x The C/O must use it during each mooring operation to keep records (upon completion of the
mooring operation) of the duration of actual usage of each line participating in the mooring plan.
x Filling of this Appendix must be repeated as appropriate and when completing the main body of
the form, the contents of the already available appendices must be taken in account for
calculating the total working time.
x For convenience, the Appendix is intended for vessel¶s only use and it is not necessary to be sent
to the office together with the rest form.

2.1.7 Ropes and Wires Certificates

All new supplies for Mooring Ropes and Wires must be accompanied by the relevant Certificates.
It is the responsibility of the Master to mention in his Requisition of mooring ropes and wires that
they must be accompanied by Certificates. Additionally, certificates for ropes and wires are annotated
with dates and the specific winches to which they are fitted and/or turned end for end.
It is the responsibility of the Purchasing Department to include this term in the Purchase order and
make sure that certificates are provided.
It is the responsibility of the Vetting Department to ensure that such Certificates are provided by the
Supplier. The Vetting Department must forward the original Certificates to the Vessel (if they are
sent to the Office, and are not delivered together with the ropes onboard).
Copies of such certificates must be kept in the Vetting Department File± "Certificates of Safety
Equipment".

2.2 MAINTENANCE OF DECK MACHINERY

This procedure includes instructions for maintenance of Deck Machinery by the Engine Room
Department, in cooperation with Deck department.

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2.2.1 Windlasses and Winches

A. General
Because of the hard conditions that the windlasses, the winches and the towing devices have to
withstand, it is essential that the work detailed in the Planned Maintenance System is carried out.
These must be considered as minimum requirements and regular periodic inspections must be made
to check whether additional maintenance or lubrication is necessary to avoid problems related to
delays and safety.

B. Mooring & Anchoring Equipment Maintenance Guidelines

The e-PMS covers all mooring equipment and includes the description and method for each
maintenance task, the spares inventory and the replenishment of used parts. Winches must be
inspected, tested and maintained in accordance with the PMS, all work carried out to windlass and
winches must be recorded and detailed spare parts lists must be maintained.
The upkeep of the deck machinery is a joint responsibility of the deck and engine departments. The
engine department is responsible for the winches when they are regarded in every sense as engines,
and the deck department is charged with their care as deck fittings including painting, protection
from effect of weather, corrosion, etc.
For further details about mooring equipment maintenance and testing, refer to the following
paragraph of this Section.

C. Operational Safeguards for Mooring and Anchoring Equipment

Special care is being placed for adequate protection of personnel in the vicinity from the operating
power supplies of the mooring / anchoring equipment (weather they might be of steam, hydraulic or
electric type). Integrity of insulation of the electric cables must be visually ensured prior to any
operation and spray shields / guards must be available, to protect personnel and adjoining
equipment/motors from leaks.
In case such safeguards are not available, as per the vessel¶s original specification, every effort shall
be placed to be installed during the forthcoming major repair period(s).
In addition, to ensure operational sufficiency of the power supplies, where the power source is a
single hydraulic motor, alternatives must be available (either a spare motor or cross connection of the
existing motors fore & aft).
The enclosed spaces containing power supplies of the mooring and anchoring equipment (e.g. Bosun
store / forecastle, as applicable) must be provided with fire detection & extinguishing systems. Also,
in case such systems being not available, as per the vessel¶s original specification, every effort shall
be placed to be installed during the forthcoming major repair period(s).

2.2.2 Emergency Towing Devices

Safe working loads of connection points must be known from vessel¶s plans or from engineering
analysis reflecting the onboard conditions of the ship. Clear written procedures for deployment must
be posted, so that they are accessible to all personnel, at each FWD and AFT location of the
equipment, as well as on the bridge. These must also identify any hazards, which may arise during
the deployment.
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A deployment exercise (without actually deploying the equipment) must be conducted on annual
basis, to familiarize all personnel with the procedures. These demonstrations must emphasize any
hazards which may arise during the deployment.
Onboard tools and equipment available for assembling the towing gear and their locations forward
and aft.
These include, but are not limited to:
- chains
- cables
- shackles
- stoppers
- tools and
- line throwing apparatus.

The Chief Officer must inspect emergency towing systems regularly (monthly / quarterly as per the
e-PMS), in order to ensure availability and suitability of all necessary equipment, as well as that they
are ready for immediate deployment.
Any holding down bolts or other securing devices must be operated to ensure that they remain free
for immediate removal in an emergency.
Also verification of availability and suitability of the radio equipment onboard identified to enable
communication between deck crew, bridge and the towing/salvage ship is comprised within the scope
of the regular towing systems inspections.
ǹ record of these inspections and maintenance details must be kept in the e-PMS.
Emergency towing-off pennants must not be attached to a set of bitts with an SWL that is less than
the MBL of the pennant.
It must be noted that the SWL marked on the bitts (double bollards) must be the maximum allowed
when using a wire or rope belayed in a figure of eight near the base of the bitts.
This will be half the maximum permissible SWL when a single eye is placed over one post.

2.2.3 Bow stopper

The manufacturer¶s type-approval certificate for the bow chain stopper(s) must be maintained on
board; this certificate must confirm that the bow chain stopper(s) are constructed in strict compliance
with a recognized standard that specifies SWL, yield strength and safety factors.
The ships must also hold a certificate attesting to the strength of the bow chain stopper(s) foundations
and associated ship supporting structure substantiated by detailed engineering analysis or calculation.
Bow chain stoppers, associated foundation and supporting structure must be subject to periodic
survey, at least once every 5 years, and maintained in good order.
Bow chain stoppers must be permanently marked with their SWL and appropriate serial number so
that certificates can be easily cross referenced.

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2.3 INSPECTIONS & TESTING OF MOORING WINCHES

This section contains guidance for ensuring conditional adequacy of the mooring winches and
describes the arrangement for testing the winch brakes.

2.3.1 General
Mooring winches can be driven by steam, hydraulic or electric motors. Each type has its own
operational characteristics, precautions and maintenance requirements.

It is important that all personnel operating these winches are familiar with the different
characteristics and have been trained in their operation.

2.3.2 Render and Heave

Whatever the power source, all mooring winches will be affected to a greater or lesser degree by a
characteristic known as ³Render/Heave Ratio´.
The term ³Render´ is defined as the force required turning the winch in the opposite direction when
set to heave with the driving force applied.
With the hydraulic and electric driven winches, the render value is constant but with steam winches
the render value varies. This is because the torque available is dependent upon the position of the
pistons.
It must be noted that the heaving power is always less than the render force and it is impossible to
heave in after a winch has been rendered unless there is a change in the forces acting on the
moorings.
Some ships are equipped with self ±tensioning winches with the intention of eliminating the need for
line tending.
These are designed so that a specified line tension can be preset and the winch will render (pay-out)
when tension in the line exceeds this value, and will recover (heave-in) when it is less than this value.
However, experience has shown that the use of such winches whilst the ship is alongside is not a safe
practice because the winch restraint is limited to its render load, which is small compared to what it
can hold on the brake.
It is possible for the winches at opposite ends of the ship to work against each other when an external
force, caused by either wind or current or both is applied to one end so that the ship could ³walk´
along the jetty.
Must the bow render a little, for any reason, (i.e. a change in direction or force of wind or current)
some rope will pay out, which cannot be heaved onto the drum again because the heaving force of a
winch is always less than its render force and it is not possible to heave in until the external force
which caused it to render, is reduced.
Consequently, the ship moves astern a little and the after mooring begins to slack.
The aft winch then heaves in that slack and re-tensions the line.
If the disturbance is repeated or continuous, the ship will move progressively astern.

Page 12 of 20
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MOORING EQUIPMENT, LIFTING
APPLIANCES AND DECK MACHINERY

2.3.3 Winch brakes

The holding power of winch brakes varies from ship ±to-ship, but will always be designed to
exceed the ³render´ value of the winch.

The above statement is dependent upon several factors which are analyzed in the following
paragraphs.

A. Correct Layering
The number of layers of line on the drum effects the brake holding power.
The force at which the brake will slip will vary, dependent upon the number of layers of line left on
the drum, and the more layers of line on the drum the greater will be the reduction of the brake
holding power.

B. Non-split Drum Winches

The brake holding capacity for the non-split drum winches will always be quoted for a specific
number of layers.
In order to minimize any reduction in brake holding power, the line must always be reeled on to the
drum in a symmetrical pattern and not allowed to pile up on one side or in the center. However, due
to the length of line involved, it may not always be possible to achieve this in practice.

The following table shows a typical loss of brake holding capacity for each layer, based on 100 % on
the first layer:

No. of layer Brake Holding Capacity

1st Layer 100 % Say 55 tonnes
2nd Layer 88% 48 tonnes
3rd Layer 80% 44 tonnes
4th Layer 73% 40 tonnes
5th Layer 67% 37 tonnes

Where possible, check for brake holding values by referring to manufacturer¶s instructions or ship¶s
plans. If the brake holding capacity is known, but the layer to which it applies is not, for the sake of
safety assume it applies to the 1st layer and make allowances accordingly.

C. Split drum winches

This design minimizes crushing damage and occurrences of buried turns. The brake holding capacity
of these winches is always quoted for only a single layer of line on the tension drum.
When using this equipment, the following must be borne in mind:
x Manhandling the line from storage drum to the tension drum may be difficult and requires
care and sufficient personnel.
x Regular attention must be paid to ensure that the appropriate number of turns are maintained
on the tension drum throughout the time the ship is alongside. No more than one layer of line
must be maintained on the tension drum when the line is under load.
Page 13 of 20
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MOORING EQUIPMENT, LIFTING
APPLIANCES AND DECK MACHINERY

D. Correct Reeling
The line must be reeled on the winch drum in the right direction and manner.
Band brakes are designed for the line to pull directly against the fixed end of the brake band. Reeling
the line on to the drum in the wrong direction may reduce the brake holding power by up to 50 %.
Winch drums must be marked to indicate the correct reeling direction.
Winches fitted with disc brakes are not subject to this problem.

E. Brake condition
The physical condition of the winch brakes affects the holding power. Oil, moisture or heavy rust on
the brake linings or drum can seriously reduce the brake holding power.
Moisture can be removed by running the winch with the brake applied very lightly, although care
must be taken not to cause excessive wear.
Oil impregnation cannot be removed so linings must, if so affected, be replaced.
Whenever brakes are opened up for any reason, the brake drum must be examined for build ±up of
rust or worn brake material and must be de-scaled as necessary.
Brake linkages must be free and greased.
If the linkages are not free there will be a loss of brake holding power and the winch operator could
be under the impression that the brake is fully applied when in fact it may not be.
Severe stresses could also be imposed on mechanical parts of the brake.
Before the end of a sea passage, when the brakes will have been exposed to the air and sea, it is
essential to check them and ensure that all control and operating handles are oiled or greased and are
free and easy to use, that all linkages are greased, and that the brake drums and linings are clean and
dry (as far as possible).

F. Brake Holding Capacity

The value of the brake holding capacity in relation to the size of line is important. There will be little
point in a mooring system, where the line parts at a load less than the brake holding capacity.

Brakes must have a holding capacity of 60% of the breaking load of the line,
which will permit slippage before the line breaks.

This factor must be considered when renewing lines and reference must be made to the ship¶s
specifications or appropriate drawings.
It must be remembered that the brake holding power is always greater than the heaving power, and
that once the brake starts to slip (render) it is impossible to heave it unless the forces causing the
slippage are reduced.

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APPLIANCES AND DECK MACHINERY

G. Brake Holding Capacity Test

Deterioration of the brake holding capacity will be caused by normal wearing down of the brake
linings. There are also various operational procedures which can seriously affect the holding capacity
of winch brakes if they are not correctly carried out.

These include:
A. The number of layers of wire on the drum.
(If the rated brake holding capacity of a split drum is not to be reduced, only one layer must be
permitted on the working drum).
B. The direction of reeling on the winch drum.
(Before arrival at berth, it is important to confirm that the mooring line is reeled so that its pull
will be against the fixed end of the brake strap rather than the pinned end).
C. The condition of brake linings and drum.
(Oil, moisture or heavy rust on the brake lines or drum can seriously reduce the brake holding
capacity).
Mooring winches brakes must be set to hold at 60% of the mooring line¶s minimum breaking load.
New equipment is designed to hold 80% (design BHC) of the line¶s minimum breaking load, but
have the capability to be adjusted down to 60%.
If mooring lines are utilised that have a minimum breaking load in excess of that for which the winch
was originally designed, the brakes must be set to render at 60% of the minimum breaking load of the
mooring line for which the winch was designed.

The holding capacity of all self-storing mooring winch brakes shall be tested as follows:
A. After any excessive winch loading has been experienced
B. Short haul trades - every six months
C. Long haul trades - every twelve months (Annually)
D. After brake lining renewal
The Date of last test is to be stenciled on or attached to the winch and monitored via the e-PMS.

This test must be done as per OCIMF publication ³Effective Mooring´ and Form ³Brake Holding
Capacity Test´ be used for keeping records.
The procedure for the Brake Holding Capacity Test is the following:
x Find out the MBL of the mooring ropes.
x Calculate the jack pressure necessary to receive the Brake Holding Capacity (BHC) or Rendering
Point at 60% of Ship¶s design MBL.
x At 60% of the Ship¶s design MBL, the winch must slip when doing the test (Rendering Point).
x (As already stated, brakes must have a holding capacity of 60% of the Ship¶s design MBL, which
will permit slippage before the line breaks).
x Put the test equipment in place and place the brake on.
x Set the jack to the required pressure (if the winch renders before the required pressure value, the
lining has to be changed).
x Release the break slowly until the winch slips. This is the correct Rendering Point.
x Check the force on the brake handle by means of a torque key. This value must be noted and used
for future purposes.
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APPLIANCES AND DECK MACHINERY

x Mark the spindle with a hose clamp or similar, in order to calculate the force which the crew must
put on the mooring brake.

The Certificate, which is issued annually, must always mention the Rendering Point,
which must be 60 % of the Ship¶s Design MBL, no more/no less.

H. Renewal of Brake Linings

Brake linings and the brake control system must be visually monitored on a regular basis.
Appropriate adjustments must be made, as required, to the incremental adjusting device in order to
ensure that the brake is fully applied, well before the brake control mechanism reaches the end of its
travel. If after testing the brake, OCIMF ³Mooring Equipment Guidelines´ are not met, attempts must
be made to rectify the situation by:
x Checking all linkages to make sure they remain sound.
x Descaling the brake-drum.
x Adjusting any incremental device (e.g. triangular plate, bottle screw, etc.) which is fitted.
If there is no improvement, the brake lining must be replaced. Brakes linings must be also replaced if
ever oil or grease contaminates them and if there is any significant deterioration of holding power or
if the thickness of the linings is reduced. BHC test must be carried out after renewal.
Brake linings must be opened and inspected/replaced at least during each major repair period. When
brake linings are renewed:
x The brake band and drum must be descaled to remove any frictional wastes, rust and scale.
x The drum must then be ground smooth to maximise the effective contact area between brake
lining and drum (failure to establish a smooth surface will result in grinding or cutting of the
brake lining, thereby reducing the efficiency of the brake).
x Any incremental adjusting device fitted must be returned to a position which ensures that full
braking power can be applied.
Ships must always carry enough brake lining material and bolts to renew both windlass brake bands.
Stocks must be replenished immediately as they are used.
Only non-asbestos type brake linings are to be used and these must be ordered via the Company.
ǹ record of brake lining replacement dates must be kept in the e-PMS.

I. Application of brake
When there is a load on the line, the fact that the brake is not fully applied will be all too obvious.
However, it is sometimes difficult to tighten manually-applied brakes to their maximum possible
extent when there is too little load on the line.
Different people are of different builds and can apply different forces on the brake applicator.
Therefore, when the freeboard is increasing during cargo discharge or with a rising tide, brakes must
be tightened at frequent intervals even if there is no sign of slipping.
As the load in the line increases, re-distribution of stresses in the brake band will often relax the load
on the applicator, allowing the brake to be tightened further.
Ships with hydraulic brakes will probably have a torque indicator which shows the actual torque
applied to the brake, and this must always be maintained at the level designated by the winch
manufacturer.
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APPLIANCES AND DECK MACHINERY

J. Incorrect Use of Brake

The brake is a static device for holding a line tight and it is not intended as a means for controlling a
line.
If a line has to be slacked down, the winch must be put into gear, the brake opened and the line
walked back under power.
It must never be slacked down by releasing the brake, as this causes increased and uneven wear on
the brake band, it is uncontrolled and thus unsafe.
If two lines in the same direction have equal loads then the entire load will be suddenly transferred to
the other line, which may then part.

K. Encountering Exceptional Circumstances

Occasionally, unanticipated changes of load, perhaps caused by extreme winds, waves, swell or tide,
may cause the brakes to slip and the ship to be at risk of moving off the berth. Must this occur, the
brakes must NOT be released and any attempt to heave the ship alongside must be avoided, as this is
impossible only worsening the situation.
Tug assistance must be requested, the engine must be made ready for manoeuvring and hoses must be
disconnected.
If the problem is caused by high winds, consideration must be given to reducing the freeboard by the
addition of extra ballast, where possible.

L. Winch in Gear
Leaving the winch in gear with the power on and set to ³heave´ can increase the brake holding
capacity.
However this must only be considered in an emergency situation and must not be carried out in
normal operations as it is possible to:
A. Exceed the breaking strain of the line and the safe working load of leads and rollers.
B. Damage the winch by distorting the shaft.

As an example, if the render value is 35 tonnes and the brake holding power is 65 tonnes, the total
holding power is 100 tonnes.
If a line with a new breaking load of 108 tonnes is used and allowing a 20 % reduction for wear and
tear, then the breaking load is only 86 tonnes and the line will probably part.
It is also ineffective where one winch drives two or more drums, as it is not normally possible to
engage all the drum shafts whilst at the same time maintaining equal tension on the lines.

This practice must only be considered in an Emergency Situation.

Page 17 of 20
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APPLIANCES AND DECK MACHINERY

2.3.4 Mooring Equipment Routine Inspection and Maintenance

The PMS must cover all mooring equipment and includes the description and method for each
maintenance task, the spares inventory and the replenishment of used parts.
The upkeep of the deck machinery is a joint responsibility of the deck and engine departments.
The engine department is responsible for the winches when they are regarded in every sense as
engines, and the deck department is charged with their care as deck fittings including painting,
protection from effect of weather, corrosion, etc.
Where the power source of a winch or windlass is a single hydraulic motor, alternative supplies must
be made available such as a spare motor or cross connection.
A greasing of bearings, drive shafts and couplings must be carried out regularly. The grease nipples
/points can be marked with a yellow disc around them for easy identification.

During greasing, the winch power supply must be isolated.

No greasing operation must be carried out while the mooring winch shaft is rotating.

Before commencing any maintenance of the Windlasses and the Mooring Winches
The relevant Risk Assessment D-27 must be referred to, and all Hazards and Control Measures must
be taken into consideration.

A visual inspection of hydraulic lines and fittings (couplings/valves/controls) must be carried out to
ensure that they are in good condition and are free of any leakages.
The visual inspection must also include clamps and supports, in order to ensure the effective securing
of pipes.
A visual inspection of brakes/ linkages must also be carried out to ensure that they operate correctly
and safely. Brakes and levers must be marked in line with the guidelines included in the Mooring
Equipment Guide (MEG 3).
The checking of the crankcase for water is important, in order to ensure that oil is not contaminated
and that the equipment operate without any defects.
In case water is identified, the crankcase must be drained by slackening the drain plug on the
crankcase sump/bottom.
The level of oil must be checked after the water-draining.
Topping ±up must be carried out in order to ensure that the equipment is filled-up with the correct
level of oil.
The crankcase oil must be changed in line with the Maker¶s Instructions, unless the condition of oil is
found unacceptable from the Oil Test results.
Brake lining must be visually inspected, as previously mentioned.
When brake bands are opened for the renewal of linings, the metallic surface of the wheel must also
be de-rusted and maintained in order to ensure the correct operation of the brakes.
Holding-down bolts must be visually checked and any loose bolts must be tightened immediately.
At sea, clutches and similar gear must be moved at regular periods to prevent the parts seizing. Bright
parts of the machinery must be protected against rust.

Page 18 of 20
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Protection guards and cover must be kept in good condition and properly positioned, so that there is
no danger to operating personnel.
Winches must be inspected, tested and maintained in accordance with the PMS, all work carried out
to windlass and winches must be recorded and detailed spare parts lists must be maintained.
Before and after cargo operations, they must be inspected and greased. During continuous long
operations they must be checked daily and greased.

2.3.5 Precautions in Freezing Weather

Reference must be made to manufacturer¶s instructions, as well as to ³Navigational Procedures´ of
the Navigation & Mooring Manual.

2.4 LIFTING APPLIANCES - TESTING

This procedure describes the arrangement for the testing of lifting appliances.

2.4.1 General
All appliances used for lifting, lowering and handling loads on the ship, including accommodation
lifts, must be inspected, examined and tested as required by ship¶s Flag Administration or
Classification Society or by any other certifying body.
All lifting appliances must be properly maintained in good working order.
Each lifting appliance must have a program of maintenance, inspection, examination and testing
available. This must be included in the ship¶s PMS.
Following any test, the appliance must be thoroughly examined. Tests will normally involve the lift
of a proof load or a static test using a dynamometer. Specialists from shore will normally carry out
tests.

2.4.2 Inspections and Tests of Lifting Appliances

All lifting appliances onboard must be visually examined as per Class Requirements,
at least ANNUALLY, by an experienced person.

All lifting appliances onboard must be load-tested as per Class Requirements, every Five (5) years.

A register of the Ship¶s Lifting Appliances must be maintained on board in accordance with Flag
Administration or Classification Society requirements.

Before use, all lifting appliances must be inspected by the supervisor and other persons involved in the
operation, by using the Form ³Lifting Appliances Checklist´.

Page 19 of 20
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APPLIANCES AND DECK MACHINERY

Rocking tests of the crane¶s slew bearings must be carried out every six (6) Months in accordance
with the manufacturers¶ instructions, and the results are recorded in the Form ³Deck Crane Slew
Bearing Rocking Test´ and monitored in order to ensure the wear tolerances remain within the limits
permitted by the designers.

All periodical tests and inspections are monitored via the PMS.

2.4.3 Marking the Safe Working Load (SWL)

All lifting appliances and loose gear must have their Safe Working Load (SWL) clearly marked.
Any permanent SWL plates on derricks or cranes, if painted, shall be done so, in a colour that
contrasts with the main colour of the appliance.

Where the SWL of a crane varies with the operating radius of the boom, then an accurate radius and
SWL indicator, visible to the operator, must be fitted and in good working order.
All strops or slings must be marked with their Safe Working Load and the Certificate Number.
All strops, blocks, slings, shackles must be provided with valid Certificates.

3. RECORD

Mooring Ropes /Mooring Wires/Mooring Tails-

Shackles & other wires MTN/SECTION 11/ SF/MRS/232

TANKERS
Brake Holding Capacity Test MTN/SECTION 11/ SF/MRS/240U
Inspection of Auxiliary Lifting Appliances MTN/SECTION 11/ SF/MRS/240V

LPG
Inspection of Auxiliary Lifting Appliances MTN/SECTION 11/ SF/MRS/264A
Brake Holding Capacity Test MTN/SECTION 11/ SF/MRS/265A

RISK ASSESSMENT
Maintenance of Windlass and Mooring Winches D-27

Page 20 of 20

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