07 Technical and Maintenance Manual (TMM)

TECHNICAL AND
MAINTENANCE MANUAL
(TMM)
Rev Date Prepared By Approved by

0 01-Nov-2018 Technical Department MD / FD
LIST OF CONTENTS
Technical and Maintenance Manual 01-Nov-2018 Rev 0 Page 1 of 3
Validity date Rev
0. Record of Changes 01-Nov-18 0
1. List of Contents 01-Nov-18 0
2. Introduction
2.1 Introduction 01-Nov-18 0
3. Engine Room Procedures

3.1 Composition of Engine Room Watch 01-Nov-18 0
3.2 Duties of Engineer on Watch 01-Nov-18 0
3.3 Unmanned Machinery Space Operations 01-Nov-18 0
3.4 Calling the Chief Engineer 01-Nov-18 0
3.5 Safe Practices in Engine Room 01-Nov-18 0
3.6 Prevention of Emission of Funnel Sparks 01-Nov-18 0
4. Bunker Management
4.1 Fuel Reserve 01-Nov-18 0
4.2 Bunker Transfer Procedures 01-Nov-18 0
4.3 Bunker Sampling Procedures 01-Nov-18 0
4.4 Handling of Bunker Disputes 01-Nov-18 0
4.5 Consumption of New Bunkers 01-Nov-18 0
4.6 Bunker Consumption and Speed Claims 01-Nov-18 0
4.7 Fuel Testing by Port Authorities 01-Nov-18 0
4.8 Bunker Line Test Procedure 01-Nov-18 0
4.9 Fuel Oil Care and Maintenance 01-Nov-18 0
4.10 Lubricating Oil Care and Maintenance 01-Nov-18 0
4.11 Hydraulic Oil Care and Maintenance 01-Nov-18 0
5. Shipboard Maintenance Procedures

5.1 Shipboard Responsibilities 01-Nov-18 0
5.2 Planned Maintenance System 01-Nov-18 0
5.3 Safety Critical Equipment 01-Nov-18 0
5.4 Inactive Equipment and Systems 01-Nov-18 0
5.5 Stores and Spares Management 01-Nov-18 0
5.6 Handling of Technical Defects 01-Nov-18 0
5.7 Calibration of Equipment 01-Nov-18 0
6. Emergency Equipment
6.1 Emergency Remote Trips and Stops 01-Nov-18 0
6.2 Emergency Fire Pump 01-Nov-18 0
6.3 Emergency Generator 01-Nov-18 0
6.4 Emergency Air Compressor 01-Nov-18 0
6.5 Emergency Bilge Suction 01-Nov-18 0
6.6 Fixed CO2 Installation 01-Nov-18 0
6.7 SCBA Compressor 01-Nov-18 0
6.8 Lifesaving and Firefighting Equipment 01-Nov-18 0
7. Deck Machinery 01-Nov-18 0

7.1 Anchoring and Mooring Equipment 01-Nov-18 0
7.2 Crane and Davits 01-Nov-18 0
7.3 Crane Wire Ropes 01-Nov-18 0
7.4 Gangways and Accommodation Ladders 01-Nov-18 0
7.5 Navigation and Radio Equipment 01-Nov-18 0
LIST OF CONTENTS
Validity date Rev
8. Hull Structure and Fittings

8.1 Hull Structure Inspections 01-Nov-18 0
8.2 Guidelines on Hull Inspection 01-Nov-18 0
8.3 Hull Structure Repairs 01-Nov-18 0
8.4 Corrosion and Coating Breakdown 01-Nov-18 0
8.5 Painting Applications 01-Nov-18 0
8.6 Air Vents and Sounding Pipes 01-Nov-18 0
8.7 Pipelines 01-Nov-18 0
9. Cargo and Ballast System 01-Nov-18 0

9.1 Cargo Machinery 01-Nov-18 0
9.2 Ballast Machinery 01-Nov-18 0
10. Main Propulsion Machinery

10.1 Main Engine – Diesel 01-Nov-18 0
10.2 Main Engine – Electronically Controlled and RT Flex 01-Nov-18 0
10.3 Main Engine – Steam 01-Nov-18 0
10.4 Main Engine – Turbo Chargers 01-Nov-18 0
10.5 Main Engine – Operation at Low Loads 01-Nov-18 0
10.6 Main Engine – Failure and Blackouts 01-Nov-18 0
11. Auxiliary Machinery

11.1 Auxiliary Engines – Generators 01-Nov-18 0
11.2 Boilers 01-Nov-18 0
11.3 Purifiers 01-Nov-18 0
11.4 Fresh Water Generators 01-Nov-18 0
11.5 Heat Exchangers 01-Nov-18 0
11.6 Air Compressor and Air Reservoirs 01-Nov-18 0
11.7 Steering and Rudder 01-Nov-18 0
11.8 Steam Driven Auxiliaries 01-Nov-18 0
11.9 Air Conditioning and Refrigeration Systems 01-Nov-18 0
11.10 Engine Room Ventilation 01-Nov-18 0
11.11 Engine Room Piping Systems 01-Nov-18 0
11.12 MARPOL Equipment
12. Electrical Machinery

12.1 Main Switchboard, Emergency Switchboard and Alternators 01-Nov-18 0
12.2 Induction Motors 01-Nov-18 0
12.3 Batteries 01-Nov-18 0
12.4 General and Emergency Lights 01-Nov-18 0
12.5 Intrinsically Safe Equipment 01-Nov-18 0
12.6 Laundry Equipment 01-Nov-18 0
12.7 Entertainment Equipment 01-Nov-18 0
13. Repairs
13.1 Running Repairs 01-Nov-18 0
13.2 Dry Dock Repairs 01-Nov-18 0
LIST OF CONTENTS
Validity date Rev
Annexes
Annex 1A - Guidelines on Planned Maint. Schedules 01-Nov-18 0
Annex 1B - Guidelines on Planned Maint. Schedules 01-Nov-18 0
Annex 1C - Guidelines on Planned Maint. Schedules 01-Nov-18 0
Annex 1D - Guidelines on Planned Maint. Schedules 01-Nov-18 0
Annex 1E - Guidelines on Planned Maint. Schedules 01-Nov-18 0
Annex 1F - Guidelines on Planned Maint. Schedules 01-Nov-18 0
Annex 1G - Guidelines on Planned Maint. Schedules 01-Nov-18 0
Annex 1H - Guidelines on Planned Maint. Schedules 01-Nov-18 0
Annex 1I - Guidelines on Planned Maint. Schedules 01-Nov-18 0
Annex 1J - Guidelines on Planned Maint. Schedules 01-Nov-18 0
Annex 1K - Guidelines on Planned Maint. Schedules 01-Nov-18 0
Annex 1L - Guidelines on Planned Maint. Schedules 01-Nov-18 0
Annex 2 Guidelines on Important Alarms / Safety Cut Outs /
01-Nov-18 0
Functions
Annex 3 Sec 1 - Generic List of Spare Parts of Safety
01-Nov-18 0
Critical Equipment
Annex 3 Sec. 2 - Recommended Additional Spares 01-Nov-18 0
Annex 3 Sec. 3 - Essential Spares for Tankers 01-Nov-18 0
Annex 4 Sample Repair Specs of Water Ballast Tank Repair
01-Nov-18 0
(1)
Annex 4 Sample Repair Specs - M332 (2) 01-Nov-18 0
Annex 4 Sample Repair Specs - Aux Engine Overhaul (3) 01-Nov-18 0
Annex 4 Sample Repair Specs - Electrical Specification (4) 01-Nov-18 0
Annex 4 Sample Repair Specs - Pipe Work Pump Room (5) 01-Nov-18 0
Annex 4 Sample Repair Specs - Steel Work (6) 01-Nov-18 0
Annex 5 USCG Letter on Bunker Line Testing 01-Nov-18 0
Annex 6 Guidelines on Planned Maintenance of Critical
01-Nov-18 0
Equipment
Annex 7 Intertanko Dry Dock Checklist (New) 01-Nov-18 0
Annex 8 TEC-JOL-003-12- Fuel Treatment on Board 01-Nov-18 0
2.1 INTRODUCTION
Purpose
To outline overview of Technical and Maintenance Manual.
2.1.1 Purpose of the Manual

Primary objectives are to:
Ensure compliance with safe and sound engineering practices
Prevent human injury or loss of life - avoid damage to environment, property and
avoid delays
Maintain seaworthiness and comply with regulatory and industry requirements
Preserve and extend life of vessel
Achieve preventive maintenance level ensuring machinery, equipment and hull
receive necessary care at pre-determined intervals
Develop efficient record keeping of maintenance and tests of alarms / safety cut-
outs, to have an updated equipment history
Keep efficient records of all maintenance done and testing of alarms or safety cut-
outs. Thus, always have updated equipment history
Provide sound technical training platform for all officers and ratings
Develop better understanding, identification and inventory of critical parts/ items to
avoid potential loss resulting from failure from such parts/ items
2.1.2 Application of the Manual

This manual, with relevant checklist, work instructions, and applicable technical circulars
applies to all vessels within the Company.
This manual does not replace requirements laid by regulatory bodies such as from IMO,
Flag State, Classification Society, Port State Authority, Oil Majors and other relevant
authority requirements.
Note 1
Strictly adhere to maker’s operational, inspection and overhauling procedures.
2.1.3 Maker’s Technical Circulars

Company will provide each vessel a copy of the Technical Circular File, depending on type
of engine fitted on board as below:
B&W Two Stroke Engines
Sulzer Two Stroke Engines
All other Engines and Machinery
Chief Engineer will be responsible for maintaining and updating such Technical Circular
Files.
Forms and checklists: References:
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FORM
3.1 COMPOSITION OF ENGINE ROOM WATCH
Purpose
To outline the composition of the engine room watch.
3.1.1 Factors Determining the Watch Composition

Type of ship and state of machineries
Qualification/ experience of watchkeeper
Supervision of machinery affecting safety of life, vessel, environment
Standby/ manoeuvrings requirements - for example, arrival / departure port
Navigation in special operating conditions - for example, heavy weather, ice,
shallow waters
Observance of international, national and local regulations
Emergency situations
Note 1
Maintain watch levels depending on the vessel’s navigational situations. Refer Navigation and Mooring
Manual (NMM).
3.1.2 Engine Room Watch Levels

Engine Room Watchkeeping Additional Engine
Oiler EO
Watch Levels Engineer Officer
UMS EOOW
E1 EOOW Duty Oiler

E2
With 4 certified Chief Engineer/ 2nd
EOOW Duty Oiler EO
engineers on board Engineer
E2
Call additional
With 3 certified Chief Engineer/ 2nd
engineer based on Duty Oiler EO
engineers on board Engineer
workload conditions
E1 - Manning level for normal watchkeeping
E2 –Manning level when bridge is at ‘RED’ status of alertness / special conditions.
Note 2
On vessels with 3 certified engineers, in consultation with bridge, Chief Engineer can plan his presence in
engine room during critical passages.
Caution
When bridge is on ‘Red’ status of alertness, do not perform work on any equipment or system that could
lead to power propulsion or steering failure. If unavoidable, assess the risk and obtain permission from
the Master and Chief Engineer.
3.1.3 Re-assignment of Tasks

If the Chief Engineer is incapacitated, 2nd Engineer must take charge of the engine room.
The engineers must be capable of taking over each other’s tasks.
3.1 COMPOSITION OF ENGINE ROOM WATCH
3.1.4 Minimum Watch Level Requirements

Below table states the navigational situations and the minimum watch level requirements:
Navigational Situation Bridge Watch E/Room Watch

Level Level
Open Waters
Open waters in daylight (with clear visibility & light
B1 E1/UMS
traffic)
Open waters other than above B2 E1/UMS
Coastal Passage
General coastal passage B2 E1/E2/UMS
Coastal passage with moderate traffic and/or restricted
B3 E1/E2
visibility
Coastal passage with heavy traffic, including fishing
B4** E1/E2
vessels and/or restricted visibility
Entering & Leaving Port
Navigation within ports and port approaches B4** E2
Pilotage waters in general B4** E2
Critical pilotage waters (e.g. heavy traffic
B5** E2
areas/restricted visibility)
At Anchor
Day time B1 E1/UMS
Night time B2 E1/UMS
** Consider the bridge watch level 4 and level 5 as ‘Red state of Alertness’. Refer to Navigation and Mooring
Manual.
Note 3
Visibility, traffic density, and daylight/ darkness factors will increase the risks in each of the above.

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3.2 DUTIES OF ENGINEER ON WATCH
Purpose
To outline main duties and responsibilities of Engineer Officer of the Watch (EOOW).
Chief Engineer’s Representative

EOOW is the Chief Engineer’s representative in the engine room.
Do not hesitate to take any immediate action necessary for the safety of life, vessel,
environment and security of the vessel.
Primary Duties
The primary duty of the EOOW is the safe operation and upkeep of machinery, so as to
avoid:
Power, propulsion or steering failure
Fire in machinery spaces
Breakdown of machinery
Pollution
Principles of Watchkeeping
Take engineering decisions based on the following principles, but not limited to:
Common sense
Prudence
Good seamanship and engineering practices
Applicable international, national and local rules and regulations
Caution
These procedures will not restrict the authority or initiative of the individuals or contradict any
international, national or local regulations.
If a particular situation demands deviation from Company procedures, take appropriate
action, inform office and record the reasons in the logbook.
Pollution Prevention
All engineers and engine room ratings must know the serious effects of operational or
accidental pollution and take all possible precautions to prevent such pollution.
Caution
The Company requires that all seafarers must comply with the Marpol regulations.
New Personnel Familiarisation

Familiarise the new joining engineer using safety, security and rank-specific familiarisation
checklists.
All engineers to read and understand the operating and maintenance procedures as per
manufacturer’s instruction manuals.
Handing/ Taking Over Watches

Commence 15 minutes before start of watch by checking of machinery situated outside the
engine room - for example, accommodation blowers, domestic fridge plant and cold room
temperatures, air conditioning and heating.
Comply with vessel-specific checklist for taking over the watch and any instructions written
by Chief Engineer in Night Order Book.
Ensure watch composition is adequate and complying with Company requirements.
Check all operating machinery and its parameters while taking full round of machinery
spaces. Compare the logged parameters with actual parameters. If any doubt or
malfunctioning any equipment, inform Chief Engineer.
Consider potentially adverse conditions due to prevailing bad weather, ice, and
contaminated or shallow water.
Check engine room logbook, movement books, notice board and other records for entries
made by previous watch engineer and compare with own observations.
If all satisfactory, take over the watch and inform relieving engineer accordingly.
Note 1
EOOW must not hand over the watch, if the relieving engineer is unable to carry out his duties. In such
cases, inform Chief Engineer immediately.
EOOW Managing Engine Room Watch

EOOW must remain the Officer-in-charge of watch until properly relieved.
EOOW must continue to be responsible for operations until Chief Engineer specifically
informs of taking over the responsibility and it is mutually understood.
Maintain the watch levels as required by TMM Chapter ‘Composition of Engine Room
Watch’.
For further details, refer to TMM Chapter ‘UMS Operations’.
When working on any machinery, the EOOW must isolate, by-pass and adjust the
machinery, as required and record all work carried out.
Note 2
The Chief Engineer should inform EOOW of all preventive maintenance, damage control or repair
operations planned during the watch.
Calling Chief Engineer

Call the Chief Engineer as per the circumstances stated in TMM Chapter ‘Calling Chief
Engineer’.
During Watchkeeping
EOOW must maintain an efficient watch, which includes:
Not leaving the engine room, until properly relieved
Prompt execution of bridge orders
Carrying out fuel & sludge transfer as per Chief Engineer’s instructions
Keeping all damage control and firefighting systems in readiness
Maintaining the required levels in cooling water expansion tanks, lube oil sump
tanks, F.O. Service and settling tanks
If not automatically maintained, manually adjusting and maintaining the various
pressures and temperatures of main/ auxiliary machinery
Caution
Carry out disposal of bilges only through Oily Water Separator (OWS) as per Chief Engineer’s instruction
and complying with MARPOL Regulations. Do not operate OWS overboard valves without permission of
Chief Engineer. Inform Bridge prior OWS operation.
Alarm Management
Promptly respond to all alarms and /or indications to make a proper appraisal of the
situation. Investigate the cause of the alarm and take action to rectify alarm conditions,
rather than just muting it.
Maintain an alarm register. If printer is connected, check that it is fully operational.
Investigate and rectify any malfunction in the alarm system. Closely monitor the equipment
parameters, while the alarm system is faulty.
Do not deactivate/ repose any alarm or safety device without authorisation of C/E or Master.
If done, display warnings on the alarm panel. Restore the alarm to normal as soon as
possible.
Caution
Incorrect response / neglect of attending to the alarm may cause accidents.
Periodic Checks of Machinery

EOOW must periodically inspect the following:
Satisfactory functioning of main and auxiliary machinery, control systems,
indicating panels and communication systems
Satisfactory functioning of steering gear system and all associated gears
Water levels maintained at required level in the boiler and heat exchanger
equipment
Water level and if any contamination of bilges
Various piping, including control and machinery systems piping are free of leak.
Pay special attention to pressurized oil piping
Engine or boiler exhausts for indication of good combustion characteristics and
soot blow where applicable
Note 3
Prior to soot blowing, consult the bridge.
Daily Test and Checks

Comply with the vessel-specific checklist for engine room daily tests and checks.
Emergency Slow Downs

Inform bridge immediately in the event of fire, and if due to any reasons, a slowdown/
stoppage of main engines and or auxiliary engines, steering system failure is expected or
any other threat to the safety of the vessel.
Additionally, notify Chief Engineer immediately.
Caution
Inform bridge immediately giving them maximum time to take action to avoid a potential marine casualty.
Manoeuvring Requirements
When bridge orders for Standby Engines, EOOW must keep all required machinery and
equipment, in a state of readiness and start additional generators as required.
Call Chief Engineer in ample time.
Note 4
In restricted waters, port approaches, and during manoeuvring, keep additional generators running.
Note 5
Keeping a walkie-talkie in the ECR during manoeuvring increases situational awareness and provides
instant communication in an emergency.
Arrival/ Departure Ports

Comply with checks as per vessel-specific checklists for arrivals and departure.
Steering Gear Tests

Perform the steering gear test as per vessel-specific checklist.
Heavy/ Cold Weather Precautions and Checks

Comply with vessel-specific checklist for cold weather and heavy weather precautions and
checks.
In adverse weather, avoid discharging/ transferring of bilges.
Restricted Visibility
Maintain the engine room watch level in consultation with bridge
Be ready to respond to any bridge orders
Maintain permanent air or steam pressure for fog horn
Keep auxiliary machineries readily available and keep an additional generator
running
Navigating in Restricted Waters

Maintain the engine room watch level in consultation with bridge
Ensure machineries involved in manoeuvring of vessel are ready for immediate
changeover to manual mode of operation
Ensure adequate reserve power is available for steering and other manoeuvring
requirements and keep an additional generator running
Ensure emergency steering and other auxiliary equipment are ready for
immediate operation
Caution
Where engine control room is not within the machinery space, one licensed engineer must remain in the
immediate vicinity of the machinery space emergency controls.
Watch at Anchorage
At anchorages, Chief Engineer must consult the Master for watch requirements.
EOOW must maintain an efficient watch, which includes:
Periodically inspecting all operating and stand-by machinery
Keeping the machinery in a state of readiness as per bridge orders

Taking measures to prevent pollution in compliance with pollution prevention
regulations
Keeping all damage control and firefighting systems in state of readiness
Caution
Keep engines ready for immediate use in congested anchorages, in case expecting bad weather or as
required by Master. Do not disable main power, propulsion and steering machinery without consulting
Master.
Taking Over Watch in Port

Comply with the vessel-specific checklist for guidelines for port watches.
Additionally EOOW must handover:
Any port requirements for ship effluents, including sanitary and sewage systems
Ongoing ballast operations and cargo activities
Condition and state of readiness of portable fire extinguishing equipment and fixed
firefighting installation and fire detection system
Authorized repair personnel on board engaged in engineering activities, their work
location and repair functions
Any port regulations pertaining to firefighting requirements, and ship readiness,
particularly during potential conditions of bad weather
Means of emergency communication between ship and shore
Notification procedures for environmental pollution arising from engineering
activities
Other circumstances of importance to the safety of the ship, its crew, cargo and the
protection of the environment from pollution
During Port Watch

Comply with vessel-specific checklist for guidelines for port watches.
Additionally take note of the following:
Machinery state of readiness, especially during potential bad weather
Check the running condition and quality of funnel smoke with duty officer. If sooty
emission is noticed/ reported, take immediate measures
Maintain fuel sufficiency of 24 hours for auxiliary engine and boiler service tanks. If
required, purify the oil, during day watch
Operating parameters for all running machinery and log at least once every 8
hours.
Check for abnormalities from the exhaust of machinery
If fitted with auxiliary turbines, check steam inlet and exhaust pressures and
temperatures. Also, check cooling water, lube oil pressure and temperature
Check the boiler plant for:
• Blowing through and water level in gauge glass (1/2 to 2/3 range)
• Working condition of Auto Combustion Control
• Burning condition and smoke
• Steam pressure and control of steam leakages
Check and maintain air bottle at required working pressure
Check quantity of bilges in engine room. Check bilge alarm

Control all leakages from pump glands
Requirements for cargo equipment, ballast systems and other ship stability control
systems
In emergencies, sound the alarm when in the EOOW opinion the situation so
demands, and take all possible measures to prevent damage to the ship, its cargo
and persons on board
Make frequent rounds to detect possibility of any equipment malfunction or failure
and take immediate remedial actions to ensure safety of the ship, cargo
operations, the port and its environment
Take necessary precautions to prevent accidents or damages to the various
electrical, hydraulic, pneumatic and mechanical systems of the ship
Correct operation of indicator alarm panel for running auxiliary machinery
Action for Soot Exhaust Emission in Port

The duty officer must immediately inform the EOOW of any smoke pollution from
the funnel
If it is from one of the auxiliary engines, stop and changeover to the standby
generators
If from the boilers, for immediate measures change over boiler fuel to D.O. and
adjust air/ fuel ratio. Later replace the burner if required
When running boilers on HO, to prevent smoke, frequently monitor and adjust the
air to fuel ratios
Keep the auxiliary engines and boiler atomizer equipment in good working order
Caution
Do not carry out soot blowing in port. Soot emissions from funnel causes air pollution and leads to heavy
fines on ship.
Maintenance
For equipment maintenance, refer to Maintenance Manual.
Caution
Comply with appropriate ‘Permit to Work’ system. When working on live steam systems, comply with the
vessel-specific checklist.
Recording Machinery Parameters and Engine Room Activities

Before going off duty, the EOOW must record all events, adjustment/ repairs and
parameters of machinery in the engine logbook.
In port, record operating parameters for all running machinery at least once every 8 hours.
Maintain all logbooks as per the instructions given on the first page.
Caution
Falsification of records is a serious offence and strictly prohibited by the Company.
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3.3 UNMANNED MACHINERY SPACE OPERATIONS
Purpose
To outline the procedures for Unattended Machinery Space (UMS) operations.
3.3.1 Assessment Prior to Initiating UMS Condition

Verify the correct functioning of the following systems:
Alarm systems
Safety systems
Remote control systems
Automatic control systems
Emergency lighting systems in engine room
Communication systems of engine room
Fire alarm and fire protection systems - no sensor defective or isolated
All equipment operating parameters as per Maker’s recommendations
3.3.2 Circumstances Requiring Manned Condition

Arriving/ departing port
Manoeuvring in restricted waters
In heavy weather or restricted visibility conditions
Carrying out operations such as OWS, incinerator
Carrying out special operations - for example, ballasting / de-ballasting, cargo
operations, tank cleaning, inerting, gas freeing
After all major overhauls, for at least 24 hours or until normal working of equipment
is established
After taking over a vessel or after dry dock until permission from office is granted
When using freshly supplied bunkers, until sufficient time - for establishing no
problems with engine performance and parameters, and settling, purification,
separating and filtering systems
Caution
When deemed unsafe, Chief Engineer can order the manning of the engine room. Master has the
ultimate authority to order the manning of the engine room taking into account safety of the vessel.
Note 1
To gain experience of watchkeeping, as a good practice man the engine room for a day or two of each
month.
3.3.3 Initiation of UMS Watch

Once satisfied that none of the above conditions exists, seek authorisation from Master for
UMS. Master must take into account weather conditions and navigational situation, prior to
authorising the request.
EOOW must comply with vessel-specific checklist prior putting on UMS mode.
If all found in compliance, the duty engineer must notify the bridge, make sure the main
engine is on the bridge control and test the extended alarms prior putting on UMS.
Note 2
Duty engineer must inform bridge each time the engine room is manned or unmanned. Maintain the
records in the deck and engine room logbooks.
3.3 UNMANNED MACHINERY SPACE OPERATIONS
3.3.4 Entry Procedures

Duty engineer must inform bridge before entering and leaving engine room.
When fitted, use and activate the Dead Man Alarm prior to each entry. Do not set the alarm
interval exceeding 30 minutes.
If not provided with Dead Man Alarm system prepare shipboard procedures as below:
Establish means of communication, for example, VHF/ UHF/ Telephone
Inform duty officer prior each entry
Communicate with duty officer at intervals not exceeding 30 minutes
Inform duty officer prior leaving the machinery space
In port, make allowance that duty officer may be on deck at the time of entry
If contact is not maintained, the duty officer will try to re-establish contact, failing
which inform Chief Engineer or 2nd Engineer as appropriate
Deck officers must understand and comply with these procedures.
Post safe entry requirements at all accessible entrances, including requirements to use
Dead Man Alarm, where fitted.
3.3.5 Duties of EOOW in UMS

EOOW must:
Conduct inspection rounds after work hours and at night hours before retiring to
bed - the maximum period between checks must not exceed 10 hours
Record all parameters in the Engine logbook
Be available within the audible range of the UMS extension alarm and must be
suitably relieved if required outside the machinery or accommodation spaces
Take proper action in the event of alarms/ failures of equipment
Record the acceptance of the alarm/ action taken in the UMS alarm register
Have full understanding of changing over all automatic controls to manual system
in case of emergency
Take proper action in the event of alarm/ failures of equipment
Caution
Inform Chief Engineer and bridge immediately in case of any serious failures.
Caution
Consider any call outs during UMS period (such as accepting alarms) as work hours.

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3.4 CALLING THE CHIEF ENGINEER
Purpose
To outline the circumstances when an EOOW must call the Chief Engineer.
3.4.1 Calling the Chief Engineer

Call the Chief Engineer as per Chief Engineer’s standing orders, Night order book and in
any of the following circumstances:
Main Engine stoppages
Blackout
Sudden stoppage of any critical equipment
Prior starting and after stopping of OWS for overboard discharge of any bilge water
When engine damage or malfunctions could endanger the safe operation of the
vessel
Any malfunctions which could cause damage or breakdown of propulsion
machinery, auxiliary machinery, steering or monitoring and governing systems
In any emergency situation
Despite notifying the Chief Engineer, EOOW must not hesitate to take immediate action for
the safety of the ship, environment, its machinery and crew where circumstances require.
Caution
If in doubt or debating ‘Should I inform the Chief Engineer’, immediately call the Chief Engineer. It is
better to call Chief Engineer a number of times unnecessarily, than being called too late once!
EOOW must continue to be responsible for operations until Chief Engineer specifically
informs of taking over the responsibility and it is mutually understood.

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3.5 SAFETY PRACTICES IN ENGINE ROOM
Purpose
To outline safe practices in engine room.
Housekeeping
All personnel should maintain good housekeeping standards, follow safe working practices
and sound engineering procedures.
Keep all machinery spaces and workshop spaces clean - especially floor plates,
save-alls and bilges
Keep all emergency exits, walkways and passages unobstructed and kept clear
Keep the instruction plates, notices and operating indicators unobstructed, clean
and legible
Remember:
If you open it, close it
Never be in a rush to do your job that you neglect safety concerns
If you block it, clear it
Never block fire and emergency doors/ exits
If you make a mess, clean it up
If you use it, take care of it
Do not misuse or fail to maintain equipment and materials
If you see a housekeeping hazard, remove, repair and/or report it
Safety Inspections
When carrying out the Safety Officer’s inspection in machinery spaces, include the following
checks:
Lagging and heat shield condition on hot surfaces and high temperature areas (Hot
Spots)
High-pressure fuel pipe clamping arrangements and shielding/ anti-splash tapes
Oil leakages and poor practice of using drip-catchers
Immediately attend to steam and water leakages
Securing of floor plates and gratings and railings
Self-closing arrangement of fire doors and that there are no hold-back
arrangements
Protective guards fitted to all moving machinery where it can cause injury to crew
Emergency stop controls – for example, 'Press to start' pedal switches on the
pedestal grinders and vertical drilling machines
Machinery space well illuminated and emergency escape routes also marked and
unobstructed
Material Safety Data Sheets (MSDS) available for onboard hazardous substances
Fire in Engine Room

In event of fire in engine room, comply with the vessel-specific emergency checklist.
Additionally, take note of the following:
In event of fire, when entering the engine room below the level of fire, use the
emergency escape to avoid smoke. It is important that the persons entering are
familiar with the surroundings and the equipment.
The Chief Engineer or 2nd Engineer (if Chief Engineer is incapacitated) should
instruct the operation of quick closing valves for fuel and lubricating oil tanks.
Inadvertent closing of fuel tanks (supplying to the electrical generation plant) can
cause loss of power and firefighting ability.
The Master in consultation with Chief Engineer should decide if to use the fixed
firefighting system keeping in mind it may result in a dead ship.
High Temperature Surfaces (Hot Spots)

High temperature surfaces means surfaces with temperatures above 220°C. Any such ‘hot
spot’ represents an immediate fire hazard. Most of the lubrication, hydraulic and fuel oils
have an auto ignition point above 250 Deg° C and may ignite spontaneously when they
come in contact with such ‘hot spot’.
To eliminate presence of such hazard, 2nd Engineer to carry out a 3-monthly review of the
following and maintain records.
Insulation of ‘high temperature surfaces’ (hot spots)
Condition of pressurised fuel lines and its clamping arrangements
Condition of pressurised flexible pipes/hoses
Spray shields/ anti-splash tapes at the pipe joints
Defects caused by vibration, fatigue, poor components and fittings of the fuel
system
Caution
Combustible material coming into contact with hot surfaces or oil leakage hitting high temperature
surfaces is a cause of most fires in machinery spaces.
‘Hot Spot’ Checks

Perform a systematic verification of all machinery surfaces with temperatures exceeding
220°C.
Use the digital infrared thermometer supplied to all ships and maintain records of items
checked with temperature readings.
A full review must include:
Indicator valve*
Exhaust pipe from each cylinder**
Turbochargers, in particular flanges and cut-outs for pressure/ temperature
sensors etc.
Engine body
Cylinder hoods
Ties to exhaust manifold
Foundation and Lifting lugs on exhaust ducts
Bellows
Surfaces of floodlight
*The small area of indicator valve makes it difficult to detect, hence examine area around
one chosen cylinder thoroughly, as it will be identical on all other cylinders of that engine.
**When checking exhaust pipes, particularly check overlaps on exhaust manifold between
steel sheets and laggings. Steel sheeting covering the exhaust manifolds must overlap or
apply additional protection in way of joints.
Pressurised Fuel Lines

Failure of pressurised lines will cause spraying of oil. Therefore, a small crack might result
in a dangerous situation.
Note 1
Vibration is one of the main causes of oil pipe failure.
Maintain high-pressure fuel pipe clamping arrangements and shielding. If removed for
maintenance, refit immediately on completion.
Pressurised Flexible Pipes/ Hoses

Use the short length (in general not exceeding 1.5 m) flexible pipes/ hoses only where
necessary to accommodate relative movement between fixed piping and machinery parts
as per maker’s instruction.
For installation guidelines, refer to maker’s instruction manual and Company posters.
Anti-Splash/ Sealing Tapes

Check the anti-splash tapes are secured around fuel pipe connections and flanges, as
required by class. Replace them if required or immediately after completion of a job.
Gauge Glass and Sounding Pipes

Do not lock the self-closing/ fail-safe type gauge glasses in open position.
Check the operation of the self-closing devices to sounding pipes and do not lock them in
open position.
Guards and Laggings

Check that the mechanical guards are in good condition and securely fitted.
Keep the laggings and heat shields in good condition.
If removed for work, replace it immediately on completion. Change oil soaked laggings and
dispose them safely.
Fire Doors
Keep the doors to machinery spaces closed.
Maintain the self-closing devices, door frames packings and lock accessories for effective
sealing when the door is closed.
Adjust the closing arrangement to overcome the pressure of air inside the engine room.
Fire Detection System

Keep the fire detection and alarm system ‘on’ at all times.
The practice of isolating sensors is strongly discouraged. When required to isolate, comply
with the following:
Take Master’s authorisation
Inform EOOW and OOW
Keep isolation period to minimum
During the period of isolation, man the area or post a fire patrol
Display a notice with details of isolation near fire alarm panel
Note 2
It is the duty of person responsible for isolation (or his reliever) to reinstate the system to normal
operation and inform all concerned parties accordingly.
Note 3
On UMS ships, ER to be manned, if any of the zones within ER are isolated/ not operational.
Safety Devices and Equipment

Do not bypass/ block any safety device, quick closing valves, remote trips and stops.
Electrical Shocks and Fires

These are caused by electrical short circuits due to component failure or earthling of live
circuits.
Assess the risk of water spray onto electrical circuits, from potential failure of sea water
pipes, including fire mains and hydrants. Where such risk exists, suitably protect main
switchboard, alternators and other electrical equipment. Do not use plastic sheet covers
which will cause overheating of the component.
Provide deck insulation to the front and rear of all 220V and above switchboards.
Note 4
Ensure switchboards are free from significant earth fault. Good practice suggests a near to infinity as
possible, but not less than 5 megohms. This should be achievable on a 440-volt system, but on a 220-
volt system 2 megohms is acceptable.
Caution
Some materials when burning, might generate a pungent and poisonous smoke.
Explosions
The general cause of explosion is the presence of hydrocarbon gases in air, originating
from chemicals (such as solvents) or from cargo vapours on tankers, together with a source
of ignition.
Ensure good ventilation to prevent build up of gases, especially when painting inside
enclosed spaces.
Spontaneous Combustion
Store waste in metal containers with lids away from combustible sources. Empty the containers
at regular intervals and dispose of contents safely.
Waste such as rags, sawdust and other rubbish, especially if contaminated with oil may
generate heat spontaneously, which may be sufficient to ignite.
Smoking
Refer to H&S chapter 'Smoking’.
Caution
The prime source of ignition of combustible materials is the careless disposal of smoking material in
mechanically ventilated areas.
Slips and Falls

Clean up any spills immediately to prevent slipping hazard. Rectify the leakages and avoid
using drip catchers.
Highlight trip hazards such as obstructions and change of floor level with the yellow and black
diagonal Tiger Stripes.
Barricade the fall hazards due to temporary removal of floor plates/ gratings/ guard rails.
Always maintain three point contact when using ladders (fixed or portable). Avoid using both
hands for carrying spares and tools on ladders.
Caution
Slips, Trips and falls are major causes of injuries within the machinery spaces.
Flooding
Maintain watertight integrity of the machinery spaces.
Use of Tools
Only personnel trained in the use must operate the particular equipment in the correct
manner, using all safeguards provided. For further details, refer to H&S Chapter ‘Provision,
Care and Use of Work Equipment’.
Maintenance on High Hot/ Cold Temperature System

When carrying out any work causing exposure to high hot/ cold temperatures systems,
consider the following:
Plan the job in advance
Conduct a risk assessment and apply control measures
Use Lockout / Tagout (LOTO) system for isolating controls
Conduct a toolbox meeting with personnel involved
Use appropriate PPE
An engineer officer should supervise the operation
Caution
Working on section of steam lines, fuel lines or any pressurized pipelines or pressure vessel is controlled
task and subject to PTW system. When working on section of steam system, isolate the working section
by minimum 2-valve segregation.

CL: MSC.1/Circ.1321
RA: QA Poster QA -14 / 15 / 23
WI Training Material #128 / 118 / 07 / 02
FORM
3.6 PREVENTION OF EMISSION OF FUNNEL SPARKS
Purpose
To ensure prevention of soot accumulation and emission of sparks from exhaust uptake.
Fire Hazards from Funnel Sparks

Sparks and hot soot from the funnel have been known to cause fires, especially in aft
superstructure decks and poop decks.
This chapter contains procedures on prevention of funnel spark emission.

Note 1
For precautions and procedures on housekeeping, refer to H&S Manual Chapter on ‘Fire Precautions’.
General
Optmise engine governor settings and fuel timings and maintain all components
involved in engine combustion properly
Optmise filtering and purification of fuel
Keep fuel oil service and settling tanks drained of water
Maintain fuel oil viscosity as per lab analysis report
Carry out dry and water washing of turbocharger turbine and blower side
Keep turbocharger air suction filter clean - renew as required
Clean air cooler air side regularly
Rectify exhaust gas and oil leakages in engine room
Avoid running engine on low loads for prolonged periods. If this is not feasible then
to run up engine every day to normal cruising RPM to blow off all soot deposits
Optmise main engine cylinder oil dosage
Clean scavenge spaces and drains regularly
Only bypass scavenge limiters and load programs in emergencies
Commence exhaust gas boiler (EGB) water washing immediately after arriving in
port to give sufficient time for soot to dislodge after starting circulating pump
Remove all remaining soot and do not allow to dry up. Inspect EGB thoroughly to
confirm that it is clean
Note 2
Fuel treatment on board should be in accordance with TEC-JOL-003-12. Annex 8 of this manual.
3.6 PREVENTION OF EMISSION OF FUNNEL SPARKS
Note 3
Start circulating pump for an hour immediately after EGB water washing. Collect and remove dislodged
soot at bottom of the EGB before departure. Repeat this a few times if time permits.
Caution:
Inspect and check the integrity of funnel wire mesh, if fitted. If found defective/ torn. Consult Vessel
Manager for necessary repairs.
Soot Blowing
Inform bridge prior to every soot blowing to monitor the funnel for sparks and inform engine
room immediately in case any abnormalities observed.
Carry out EGB soot blowing at least every 4 hours during sailing whenever engine
room is manned
Thoroughly soot blow the EGB preferably before end of sea passage (EOSP)
Maintain soot blowing equipment in good working condition
Do not soot blow at low loads, keep auto soot blow off during manoeuvring/
pilotage
Prior soot blowing, inform bridge so that a watch can be kept on poop deck/funnel
casing as required
Note 4
On tankers and gas carriers, do not carry out soot blowing whilst cargo operations, venting and tank
cleaning is in progress.
Boiler Combustion Monitoring

Adjust boiler combustion equipment i.e. air-fuel ratio optimally, keep boiler air and exhaust
gas passages clean.
Carry out soot blowing, if provided, thoroughly before arrival port or end of sea passage.
Maintain fuel oil temperature and viscosity, overhaul burner, and clean all fuel line filters
prior arrival port. Inspect and clean furnace, before arrival port. Clean burner throat to avoid
any soot and hard carbon build up. Swing out burner and inspect regularly.
During Port Stay

Keep EGB circulating pump running during port stay and avoid soot-blowing operations on
EGB and Boilers in port. Avoid water washing of auxiliary engine turbochargers in port.
Do not operate incinerator in port.

CL H&S 6.5
RA E-016, AMM-01, 002, MEM 010, 019, MEO 001
WI
FORM
4.1 FUEL RESERVE
Purpose
To give guidelines for calculating voyage bunker requirement.
Fuel Reserve Requirements

Consider the following when determining the quantity of reserve fuel:
Steaming time for proposed voyage
Consumption at the maximum speed required as per charter party terms
Unpumpable from tanks basis past experience and estimated trim for proposed
voyage
Extra fuel required for increasing speed or to counter delays - for example, orders
for early arrival or encountering rough weather
Additional requirements for special operations - for example, tank cleaning, gas-
freeing/inerting, change of ballast and cargo heating
For minimum reserve bunkers, follow the guidelines below:
Minimum Reserves
Voyage
Main Engine Auxiliary Engine
Trans-Ocean Voyages 5 Days 7 Days
Short Coastal Voyages 3 Days 5 Days
(basis approval from Operations department)
On single fuel vessels, in addition to above, keep diesel fuel oil reserve for at least
1(one) day steaming using diesel oil for main engine and auxiliary engines. Discuss the
exact quantity required with the owners/ vessel manager.
Note 1
If owners/ charterers request or under exceptional cases, a reduction in the above allowances may be
permitted, only after consulting office and considering factors like expected weather conditions,
availability of bunkering ports on the voyage etc.
On-Off Hire Quantities ‘Chief Engineer’s Spare Fuel’

Do not keep ‘undeclared extra fuel (‘Chief Engineer’s Spare Fuel’) on board due to following
reasons:
Monetary loss to the owner, since the charterers normally buy off the fuel quantity
noted during the ‘on-hire’ survey. The owners are not paid for the ‘undeclared extra
bunkers’. During the off-hire survey, the owners have to pay back for the remaining
quantity at pre-agreed cost.
Reduction in the cargo carrying capacity.
Caution
At every on/ off hire survey, provide the actual bunkers on board as per soundings after application of
corrections. Whatever the amount of extra fuel that Chief Engineer considers is necessary for safety, he
must include that in bunker requisition, stating the requirement as fuel reserve.
4.1 FUEL RESERVE
Chief Engineer must request for sufficient bunkers, ensuring the amount on redelivery is as
per Charter Party. A margin of about ±5 percent may be reasonable, depending on the length
of voyage.
Excessive variance can cause financing the unwanted bunkers by the owners or may result
in insufficient bunkers for next planned sailings.

CL
RA
WI
FORM
4.2 BUNKER TRANSFER PROCEDURES
Purpose
To outline the procedures for efficient and safe bunker transfers.
Compliance
Follow safe bunkering transfer procedures in this chapter and strictly comply with the
vessel-specific checklists when:
Bunkering fuels, including lubricating oils in bulk
Internal transfers of oils
Discharge of sludge/ bilge water to reception facilities
Comply with all applicable local regulations.
Caution
An oil spill can result in major pollution disaster, as well as financial consequences and heavy penalties
imposed on the responsible individual(s).
Note 1
When determining the quantity and quality of bunkers, refer to precautionary measures stated in TMM
Chapter ‘Handling of Bunker Disputes’.
Roles and Responsibilities

Chief Engineer is responsible for receiving bunkers and must be on board the vessel during
the entire operation. However, responsibility and accountability for the safe conduct of
bunkering operations remains with the Master.
For detailed roles and responsibilities of other personnel, refer to the vessel-specific Oil/
Bunker Transfer Plan.
Note 2
The vessel staff is responsible for supervision of 3rd party personnel, where involved.
Pre-arrival Information
Chief Engineer to obtain the following information, but not limited to:
Nominated quality and quantity of the bunkers
Any specific requirements of the supplier (side alongside, reducers etc.)
Date and time of delivery
Method of bunkering (barge/ terminal pipeline/ road tankers/ packaged lubricants
etc.)
Bunkering position (at anchorage or alongside) - when carried out at an offshore
location, comply with STS guidelines as per Navigation and Mooring Manual
Arrangement for sending bunker samples for analysis
Bunkering/ Transfer Plan

The Chief Engineer must make a bunkering plan using the information given above and the
ship specific checklist. Additionally, note the following:
Make a written note of the final quantity in each tank, final soundings with trim
adjustment and the filling sequence of tanks
Do not fill up tanks more than 90% of its full capacity. On certain vessels, follow
the maximum restricted filling value, which may be less than 90%
Do not fill up the ‘last tank’ more than 85% of its full capacity - plan the distribution
and sequence of bunkering accordingly
In case where it may require to exceed the above filling limits, consult vessel
manager and obtain necessary approval
Identify and take necessary measures for airlock problems of any particular tank
Discuss the bunkering plan with the Chief Officer, responsible for monitoring the
vessel’s stability, stress, draft and trim during the bunkering operations
Caution
Comply with local requirements regarding maximum filling capacity of bunker tanks. In Japanese ports,
local regulations may not allow filling beyond 80 to 85 % capacity.
Caution
In extreme circumstances when required, prior to considering co-mingling of bunker supply with existing
stock, consult office and seek approval.
Pre-arrival Meeting and Training

Within 48 hours of the scheduled bunkering, Chief Engineer must conduct a pre-bunkering
meeting attended by all personnel involved in the bunkering operation (including relief
personnel).
Using the vessel-specific checklist and the bunkering plan, brief the personnel regarding
their duties and the operational/ safety (including H2S and/or benzene)/ emergency aspects
of the operation.
All personnel must know the emergency response procedures.
Bunker Line Tests

Ensure that the bunker line has been pressure tested in last 6 months as per procedures
specified in this manual.
Pre-arrival Checks and Preparations

Comply with the vessel-specific checklist for pre-arrival checks and preparations.
Test the overfill alarms. Do not bypass or switch-off any overfill alarm. In case of any
malfunction, rectify it prior bunkering and inform office.
All bunkering personnel must know the setting of overfill alarm.
Verify accuracy of gauging systems by comparing with manual soundings.
Keep the drip-sampler and all necessary items ready for drawing MARPOL samples. Check
the sampler, if incorporated in the bunker line.
24 hours prior bunkering, check and record the H2S of the bunker tanks.
Decide on and check the communication system required during the operation. Rig up and
check portable telephones or talkback system if provided. Check other means of
communication such as walkie-talkie or using a messenger.
Ensure bunker lines are clear and not clogged, especially in cold conditions.
Note 3
USCG rule requirements specify that any containment tray or enclosed deck area under or around each
fuel tank vent, overflow and filling pipe, shall have at least 1- barrel capacity.
Caution
Pay special attention when filling lube oil storage tanks that are not fitted with high-level alarms.
Bunker Overflow Arrangements

Ensure that overflow arrangement does not expose the overflowed oil onto boilers, hot
engine parts or other heated surfaces liable for ignition.
Where fitted, clean the overflow sight glasses.
When an overflow system leads to an overflow tank in engine room, ensure that the tank is
empty and its fittings are in order.
Ensure screw plugs in fuel tank spill trays are in place and trays are empty and dry.
Check the automatic self-closing devices for sounding pipes are working and fully closed
when not in use.
Eliminate or isolate any sources of ignition – for example, shutting down boilers, engines
and generators in the vicinity, if fuel tank sounding pipes are near any heated surfaces or
electrical equipment.
Bunker Requisition Form

Before taking bunkers, check the Bunker Requisition Form for all the information (specific
gravity, sulphur content, viscosity, grade and quantity etc.).
It is important to know the bunker parameters such as sulphur content, water ash, sodium,
vanadium, aluminium and Conradson carbon values.
Note 4
Vessel must obtain the bunker specifications from the supplier as per ISO 8217.
If the fuel specifications are excessively different from those specified by office, owners or
charterers, refuse bunkers and immediately inform office and owners/ charterers who
arranged the bunkers.
Caution
Ports known for supplying inferior quality of fuel include Singapore, US west coast and Gulf, Rotterdam,
Panama, Africa and W. Italy. When in slightest doubt, request office for analysis of sample at soonest
possible.
Caution
Ports known for short supply or with excess quantity of water percentage, includes Saudi Arabia, North
Spain, Fujairah and South Korea.
Ship/ Shore Safety Meeting

Chief Officer to ensure that the safe mooring of the barge and means of access are
provided.
Chief Engineer along with the supplier representative should hold a pre-bunkering ship/
shore meeting.
Comply with the ship/shore safety checklist, jointly agreeing on the procedures and safety
requirements for the operation.
Provide proper illumination at manifold, air vent and sounding area in case of night
operation.
Prior bunkering, check around vessel for any oil sheen or patch. At night, use hand torches.
On observing any sheen or patch, immediately inform master and record in logbook. Master
to inform port authorities and initiate required notifications as per SOPEP/ SMPEP/ VRP/
NTVRP.
Confirm remaining oil quantity in vessel’s tanks by accurate soundings and re-check the
available space in the designated tanks.
Prior commencement, Chief Engineer must ensure taking soundings/ meter readings of
barge/ facility and checking the water content, temperatures and specifications of fuel.
Caution
High bunker temperatures can damage the cargo in the holds (Grain is damaged at 42 deg. Celsius).
Preparing Manifolds and Hose Handling

Prior removing manifold blanks, shut the valves and fit the approved sampling equipment.
When handling transfer hoses, ensure following:
Hose weight does not exceed SWL of vessel’s lifting gear (if used)
Hose length is adequate to allow the movement between vessel & barge
Hose is in good condition
Hose is properly secured and supported without any kinks and with adequate bend
radius
Blank and secure the manifold flange connection that are not in use with all bolts.
Ensure sufficient hose length to accommodate tidal/ freeboard movement between the ship
and barge/ terminal/road tanker.
Caution
Connect the hose to manifold using all bolts with at least 2 threads extending out. Do not use C-clamps.
During Bunkering/ Transfer

Chief Engineer and supplier must agree on responsible person for starting and stopping
bunkering operation.
Check the line-up and ensure all required valves/ air pipes/ vents are open. Only keep the
required valves open as per plan. Tightly shut all other valves.
Make proper records of valves open/close status in Valve Monitoring Log of the vessel-
specific checklist.
Secure the valves of the non-designated tanks against inadvertent opening and mark with
signage ‘Do not open without C/E permission’.
Note 5
Keep all bunker tank air pipes clear without any obstruction
Start at a slow rate, record the time and check the following:
No leaks from hoses, manifold, filters or any other flanges and lines
There is no oil sheen around the sea surface
Take soundings to confirm transfer is from/ to designated tanks and no change in
levels of non-designated tanks
Slowly increase the rate, monitoring the supply line pressure and checking for any
leakages. Ensure bunkering rate is suitable to the tank volume and size of transfer
pipelines.
Confirm air is escaping from vents of tanks receiving bunkers.
Commence drip sample at manifold. Refer to TMM Chapter ‘Bunker Sampling Procedures’.
Monitor the soundings at regular intervals depending upon transfer rate and tank volume.
Monitor at least every 30 minutes for designated bunker tanks and every 1 hour for non-
designated bunker tanks. Chief Engineer should determine the intervals to ensure safe
bunkering.
Record the soundings in Tank Monitoring Log of the vessel-specific checklist.
Caution
Do not rely on soundings/ quantities obtained from gauging system. Take manual soundings especially
whilst topping off tanks.
Monitor loading rates during the operation. Inform immediately to barge / terminal if
exceeding the safe rates.
Maintain communications with the barge/ facility, especially during critical stages such as
topping-off of tanks.
Comply with the smoking policy of the vessel and stop any hot work on board.
Note 6
At regular intervals as discussed during the pre-bunkering meeting, perform the regular safety checks
throughout the operation.
Topping-off/ Changing Over Tanks

Reduce pumping rate much in advance to ensure smooth changeover
Inform bunker barge prior topping off and/or changing over tanks
Perform topping off by frequent manual soundings
Ensure filling valves of next tank in sequence are open before closing the valves
on topping off tanks
Ensure that topped off tank is not receiving any more bunkers after shutting off
valves
Stagger the level of tanks so that at a given time only one tank is being topped-off
Chief Engineer must inform deck watch to watch for any overflows/ spills
On reaching designated quantity, stop bunkering and confirm vessel has stopped
receiving
Record time of completion and close all filling valves after air blow
Caution
To avoid pressure surges in the line, do not close too many valves or close valves quickly.
Post-bunkering Checks
Comply with vessel-specific checklist for post bunkering checks
Prior blowing through the hoses and lines confirm:
The line-up is correct, draining the lines into a tank having sufficient space
Manifold valve is fully open
All sounding pipe caps are closed
Caution
The common practice of blowing lines with air, can likely cause spillage, unless the tank is part full and
has sufficient ullage.
Record the time of starting and stopping the blow through and confirm all filling valve shut.
Confirm quantity received in ship’s tanks through final soundings applying corrections for
trim, list and temperatures. Check the tanks for any water.
Check soundings / flow meter reading on supplier’s barge/ shore tank and reconfirm
quantity supplied.
Place an empty tray under the disconnected part of the hose. Disconnect hose and ensure
that the blank (with a gasket) has been fitted (with all bolts tight) prior lowering of the hose.
Place back all equipment.
24 to 48 hours later re-check the H2S content and record in the vessel-specific checklist.
Note 7
For stability purposes, where necessary, top up double bottom bunker tanks prior proceeding to sea.
Documentation
Chief Engineer to check the following supplier documents:
Bunker Requisition Form: Contains the nominated quantity grade, basic
specifications, delivery rate, and clause on bunker quality. Joint signature of Chief
Engineer and the supplier representative.
Bunker Delivery Receipt: Records the tank gauging, cargo temperature and
calculations of supplier’s barge/ terminal witnessed by the Chief Engineer.
Bunker Delivery Note (BDN): Check and verify the contents of BDN is in
accordance with MARPOL Annex VI and:
• All relevant and applicable columns filled correctly and no columns left blank
• Bunker supplier’s name and valid license number
• Records observations and opinions of the entire bunkering operation
• Joint signature of the Chief Engineer and the supplier
Letter of protests (LOP), if any.
Ensure bunker samples in accordance with Marpol Annex VI. Refer to TMM Chapter
‘Bunker Sampling Procedures’.
Caution
Chief Engineer must always obtain Bunker Delivery Note (BDN) and MARPOL samples.
Bunker Delivery Note (BDN)

The Chief Engineer must check that the BDN has the following information in accordance
with MARPOL Annex VI:
Name and IMO number of receiving ship
Port
Date of commencement of delivery
Name, address and telephone number of marine fuel oil supplier
Product name(s)
Quantity (metric tons)
Density at 150 C (kg/m3)
Sulphur content (% m/m)
A declaration signed and certified by the fuel oil supplier's representative that the
fuel oil supplied is in conformity with regulation 14(1) or (4)(a) and regulation 18(1)
of MARPOL Annex VI
Note 8
Record the seal number of all representative samples in respective sample labels, BDN and Bunker
surveyor’s sampling document.
Caution
Pay particular attention to fuel sulphur content stated on the BDN.
Note 9
If BDN is incomplete or not in accordance with MARPOL Annex VI, issue LOP, using Company provided
form.
Retain BDN for a period of 3 years since the date of supply.
Oil Record Book (ORB) and MARPOL Annex VI Record Book

Make appropriate entries in the ORB, complying with any additional flag state requirements.
Fill up all details as required in the Company provided MARPOL Annex VI Record Book.
Emergency Shut Down Procedures.

Inform/ Stop the transfer/ bunkering immediately.
On confirming stopping of transfer, drain the lines and shut transfer manifold
valves.
Standby to disconnect hoses.
Internal Transfers
For internal transfers, when using any lines on open deck or passing through duct keels/
under-deck passageways, comply with the vessel-specific checklist for internal transfers.
As far as possible avoid carrying out internal transfer in port or during manoeuvring.
When topping-off the double bottom bunker tanks (by gravity transfer from high tanks),
allow sufficient space for thermal expansion of heated oil in the tanks.
Note 10
Do not undertake any internal oil transfers during bunkering operation.
Sludge/ Oily Bilge Discharge

Comply with all applicable checks in vessel-specific checklist for bunkering/ transfer.
Prior commencement of discharge, issue ‘Letter to Shore Barge or Truck Receiving, Slops,
Sludge Oily Bilge’ for cooperation on safety and operational aspects of discharge operation.
Caution
In cold climates, ensure sufficient heating of sludge tanks for ease of pumping and reduce pumping time.
Safety of Personnel in Handling Marine Fuels

Main hazards of marine fuels are similar to other petroleum products, which are:
Flammability.
Toxicity, which includes H2 S and Benzene.
Caution
Identify and understand the hazards associated with toxic substances in the handled products as per
MSDS.
While handling marine fuels all personnel to wear protective clothing and safety equipment
as appropriate.
Consult the Material Safety Data Sheet (MSDS) in case of ingestion and/or absorption.
Refer to the IMDG Medical First Aid Guide for details, if required.
Material Safety Data Sheets (MSDS)

Prior to transfer operation; exchange the MSDS for handled products during the ship/shore
interface meeting with barge/facility representative.
Mark each MSDS with date and port of receipt and make it easily available for crew for their
reading and understanding.
MSDS contains information regarding the composition of the fuel including the
concentration of H2S, the effects of exposure to the gas and the required first aid measures
in such an event.
In addition, the MSDS will often include guidance on the handling and storage of the
product and exposure limits for each of its component parts.
Hazards of Hydrogen Sulphide (H2S)

It is difficult to predict the tendency for H2S vapours released within the atmosphere.
Generally, 1 ppm in the liquid state can give rise to 50~100 ppm concentration of vapour.
Additionally, heating of the fuel and agitation caused by ship’s movement/ loading
aggravates the generation of vapour.
Associated fuel systems – for example, settling, service and sludge tanks, might contain
H2S gas. Fuel oil separators and filters are unlikely to retain high volumes of H2S gas,
although concentrations may exceed 200 ppm.
Note 11
Threshold Limit value (TLV) / Time Weighted Average (TWA) for H2S is 5 ppm.
Caution
Fuel storage and associated tanks are enclosed spaces. Strictly comply with the permit system and
follow proper control procedures prior entering.
For any bunkering operations, check the H2S content and record in the vessel-specific
checklist as follows:
24 hours prior bunkering in designated tanks.
Identify and understand during ship/shore interface meeting with barge/facility.
24-48 hours post bunkering in the designated tanks.
Note 12
When detecting H2S content exceeding 5 ppm in bunker tanks or associated fuel system, inform office
and conduct a risk assessment, taking appropriate control measures as discussed in this chapter:
Control Measures when H2S Content Exceeds 5 ppm:

Inform all ship staff and restrict the access to areas near the tanks and its vents.
Wear proper PPE.
Reduce the heating to the tanks or increase the level.
Close and secure the tanks hatches. Cover the vents with wet burlap.
Consult office and consider forced ventilation of the tank.
Continue periodic monitoring of the concentration until H2 S is below 5 ppm.
Note 13
Even after ventilating the tank, transfers, heating and agitation of the fuel within the tank may cause the
concentration to re-appear.
Benzene
The TLV–TWA of benzene is 1 PPM.

Benzene can also be absorbed through the skin and is toxic if ingested.
When exposed to concentrations of 1000 PPM and above may cause death.
Caution
Benzene is highly toxic and can cause serious health hazards even when inhaled in small quantities.

CL: E - 11 A to D, E - 10 Training Material #160 / 127 / 104 / 103/ 96
RA QA Poster QA-08
WI
FORM: TEC 02A, TEC 35A, TEC 35B, TEC 35C, TEC36
4.3 BUNKER SAMPLING PROCEDURES
Purpose
To outline procedures on bunker sampling in accordance with MARPOL Annex VI.
Compliance
As per MARPOL Annex VI, the bunker delivery note shall be accompanied by a
‘representative sample’ of the fuel oil delivered. Use this sample solely for determination of
compliance.
Representative Sample
‘Representative sample’ is a product specimen having its physical and chemical
characteristics identical to the average characteristics of the total volume being sampled.
Take representative samples using approved sampler such as continuous drip system, time
proportional sampler or flow proportional automatic sampler.
Responsibility for Bunker Sampling

Chief Engineer must ensure that the official samples are ‘representative sample’ of the fuel
bunkered, taken at vessel’s bunkering manifold, during the bunkering operation.
Note 1
If the supplier declines to witness sampling and/or sealing of sample bottles, issue a letter of protest
using Company provided form.
The Chief Engineer must verify the sampling method and supervise the distribution of the
sample container into the sample bottles.
At the pre-bunkering meeting, the Chief Engineer must invite the supplier to witness the
sampling and sealing of the Marpol samples taken at the ships manifold and sign, ‘Request
to witness sampling form’.
Chief Engineer and the supplier must confirm the method of sampling and responsibility of
providing the Marpol sample.
Note 2
When bunkering the same grade from two or more barges, take samples for each of the barges.
When bunkering from trucks, pre-calculate the volume of sample required from each truck and control
the drip feed to obtain the correct representative sample.
Caution
Collecting the samples using proper procedures is important for contesting fuel quality claims.
When Sample Provided by Supplier

Vessel can accept the MARPOL sample provided by the supplier after ensuring the
following:
Sampling carried out using approved samplers at vessel manifold
Sampling carried out continuously throughout the bunker delivery period and in
presence of the ship’s officer
Supplier’s MARPOL sample bottle label contains the information required under
MARPOL Annex VI (see below)
In above conditions, vessel need not prepare an additional MARPOL sample.
However, vessel must carry out sampling, if the supplier does not provide the official
MARPOL sample or if the sampling is from the barge manifold.
Fuel Sampling Procedures

Take representative sample using the continuous drip system filling up at least 4
litres over the complete period of bunkering without overflowing it.
The test cock on the bunker line drips continuously in a clean container in such a
way that no dust from cargo or any water from outside can come into the container.
As agreed upon at the pre-bunkering meeting, take representative fuel samples (in
the joint presence of the ship’s officer and the supplier’s representative) using a
clean cubitainer having sufficient capacity to provide at least 4 samples.
On completion, cap and shake the cubitainer thoroughly to obtain a proper
representative sample.
Fill 4 sample bottles with 750 ml each. Fill each bottle partly at a time and shake
contents.
Note 3
The Company provides all vessels with the in-line sampler for this purpose.
Note 4
When bunkering in Singapore, take an additional sample (total 5 samples) for bunker surveyor. In
absence of a surveyor, the bunker supplier will retain this sample.
Distribution of Bunker Samples
S.No. Sample Purpose Retention

Provide to supplier as
1 For supplier NA
‘representative sample’
To determine the quality of
For fuel bunkered fuel. Send along
2 NA
analysis with Sample Landing Form
and copy of BDN
For showing sulphur For a period not less than 12
MARPOL content and in compliance months from the time of delivery
3
sample* with Reg. 14 and Reg. 18 of or until the fuel is consumed
MARPOL Annex VI whichever is later
Used as evidence if bunker
Retained on For a period of at least 90 days,
4 supplied was out of
board after consuming the fuel
specification
*In the event, of delivering a sample to a Port State Control Inspector, make a record of
custody transfer as per instructions in MARPOL Annex VI Record Book.
Labelling and Marking of Sample Bottles

Fill up 3 labels for fuel quality testing sample bottle and 1 label for MARPOL sample bottle.
Seal all bottles and sign all labels, jointly with the supplier’s representative (if accepted).
Attach them to the sample bottles with the following information:
Place where sample is taken and sampling procedure
Date of bunkering
Name of bunker tanker/ barge or bunker installation (for pipeline deliveries)
Name of ship that received bunker, IMO number
Signatures of the suppliers and ships representatives - write their full names legibly
and in capital letters
Particulars of identification number/ symbol on the seal
Grade of bunker fuel (i.e. 380 CST RMG 35 or as appropriate)
If supplier’s representative does not witness/ sign any of the above sample, issue a Letter of
Protest using Company form.
Non-compliance with Sampling Procedures

Inform office and issue letter of protest using Company provided form, when the supplier:
Refuses to witness and sign for the Marpol samples taken by ship
Does not provide a Marpol sample to the ship
Does not take samples as per Marpol Annex VI requirements
In such cases, retain the MARPOL sample prepared by the ship as the official MARPOL
sample.
If vessel cannot contact office and the divergence in quality is serious take assistance from
agents and contact an independent surveyor.
Note 5
A letter of protest is not required if the supplier accepts the ships MARPOL sample as the official sample.
Stowage Location:
Keep in a safe storage outside the accommodation
Away from heat and not exposed to direct sunlight
Preferably at room temperature
Some suitable areas are:
• Cargo sample lockers, on tankers
• Paint lockers
• A ventilated locker within the engine room, away from hot and / or ignition sources
Recordkeeping
Keep a tracking/control record of MARPOL sample as per instructions in MARPOL Annex
VI Record Book.

CL Training Material 160
RA
WI
FORMS: TEC 35A, TEC 35B
4.4 HANDLING OF BUNKER DISPUTES
Purpose
To outline procedures for handling bunker disputes regarding quality and quantity.
Bunker Disputes
The general bunker disputes arise from either the quantity or quality of bunkers received or
both.
In order to assist owners in bunker disputes, take preventive measures, including below:
Accurate sounding records, along with draft, trim and heel readings, and
determining the quantity of bunker prior and after bunkering
Proper documentation and notifications
Correct sampling procedures
Compatibility tests
Disputes can arise by either innocent mistake or deliberate short supply by the barge; like
introducing air to froth up the fuel (cappuccino effect) or giving incorrect temperatures,
density and so on.
Additionally, refer to training material 160, which gives a brief insight on dubious practices
employed by bunker fuel suppliers during a typical bunkering operation.
Sounding Precautions
Prior to bunkering:
Ensure accurate soundings of bunker tanks along with draft, trim and heel readings
to determine the oil remaining on board
Carry out joint verification to calculate the quantities on bunker barge / terminal
Apply necessary corrections for soundings and temperatures
On completion of bunkering, take similar precautions as done prior bunkering to determine
the exact quantity received.
Note 1
Quantity of bunker received is dependent on the specific gravity and the temperature at the time of
delivery.
Caution
In case of quantity claims, the supplier will not accept any liability if the barge or terminal gauging/ meter
reading is not verified by ship staff prior and after bunkering.
Quantity Discrepancy
If the discrepancy in quantity is not within reasonable limits (exceeding over 1%), insist on
supplier making good the short supply.
Caution
If the difference remains substantial (exceeding 1%), immediately contact office and owners/ charterers.
When unable to contact Office, take assistance from agents and contact an independent
surveyor. Assess the situation if it will be worthwhile, especially for the possible delay in
vessel’s departure.
Note 2
Prior arrangement of any independent surveyor/ consultant on board, invite the bunker supplier’s
representative to witness the survey.
Considering the circumstances, Chief Engineer should decide the action required, whether
the quantity dispute needs serious considerations.
In extreme circumstance, where time is of essence, clause the bunker receipt and issue a
protest note.
Note 3
Where the received quantity of bunker is not sufficient for safe conduct of intended voyage, inform Office/
owners/ charterers immediately.
Caution
Density difference and under reporting of temperature is a common cause of quantity disputes in many
bunker operations. For determination of density by fuel analysis always, use a ‘representative sample’. If
the sample used for testing the density is not a ‘representative sample’, then the claim on quantity
shortage may become invalid. Proper records of temperature at bunker manifold and tanks would assist
in claims for quantity disputes.
Precautions for Quality and Compatibility

Follow proper sampling procedures. Refer to TMM chapter ‘Bunker Sampling
Procedures’.
Check the Bunker Delivery Note (BDN). Refer to TMM chapter ‘Bunker Transfer
Procedures’.
Send the bunkers samples for analysis and keep records of the reports.
Caution
In quality claims, the supplier will not accept any liability if the sampling procedures are not followed and
is not witnessed nor signed by their representative.
Documentations for Disputes/ Claims

For required documentation during bunkering operations, refer to TMM chapter ‘Bunker
Transfer Procedures’.
In the event of vessel sailing out with sub-standard bunker and experiences any damage,
send the following evidences to office:
Bunker distribution before and after receiving bunkers
All bunker transfers after bunkering
Note/ Letter of protest
Sealed samples retained onboard
Bunkering plan, including details of the responsibilities of each person involved
Date and time of first use of substandard fuel
Description of symptoms, resulting in identification of the problem – for example,
alarm list, event log etc.
Actions taken to reduce the problem and effects of such actions
Details of repairs carried out, repair work done reports, invoices
The details required in case of damage to vessel’s equipment
Reports of all surveyors, consultants etc.
Note 4
As per past experiences, any ‘post-delivery’ bunker dispute investigations often become inconclusive,
especially if the vessel has neglected the basic principles of safeguarding it’s owners/ charterers’ rights in
way of collecting and preserving evidence.
The ‘Cappuccino’ Effect/ ‘Coca-Cola’ Effect

In this malpractice, the supplier deliberately blows compressed air through the delivery hose
aerating the delivered bunkers.
The aerated bunker gives the impression of correct quantity. In fact, after sometime when
the entrapped air in suspension settles out of the fuel oil, the oil level drops, causing a short
fall.
To eliminate ‘Cappuccino Effect’ take following precautions:
Check tank soundings prior to blowing through
Look out for any foam or frothing signs on the surface of the fuel or excessive
bubbles in the sounding tape
Look out for any fluctuations in manifold pressure gauge, unusual noises from the
bunker barge or excessive vibration of the bunker delivery hose, especially when
the bunker barge is not stripping any tanks
If suspected, then consider opening the tank manhole, to check on the surface if
safe to do so
Allow additional settling time to recheck sounding before signing the BDN
Check tank sounding regularly after taking bunkers
On noticing any drastic changes in tank level, report to office immediately
Note 5
Whenever in doubt or any concerns, inform office and issue a letter of protest.
Caution
Poor bunkering practices followed on board allow ‘Cappuccino Bunkers’ to go undetected with
consequent loss. Regular checks of sounding should have detected this loss earlier. In large bunker
deliveries, this could be considerable with huge financial implications.

CL Training Material 160
RA SQ/MSG/106AS/13
WI
FORMS
4.5 CONSUMPTION OF NEW BUNKERS
Purpose
To outline procedures for consumption of new bunkers.
Bunker Analysis Reports

Start consumption of new bunker only after receiving the satisfactory bunker analysis report
and complying with procedures in this chapter.
Inform Office:
If vessel does not receive the analysis report within 5 days of bunkering
If insufficient ROB of old bunkers would necessitate the use of new bunkers before
receiving the analysis report
Caution
In extreme circumstances, when using new bunkers prior receiving the analysis report, exercise caution.
Man the engine room and closely monitor the purifiers, fuel filters, and main and auxiliary engine
parameters. On noticing any abnormalities, immediately inform office.
Use of New Bunkers

Prior to use of the new bunkers:
Clean fuel suction filters of transfer pump
Bring down the settling tank to minimum safe level
Change the fuel quality setting (FQS), if applicable
After the transfer of the new bunkers, check the suction filter for any abnormality.
Purification of New Bunkers

Run purifier and clarifier in series or as per vessel configuration.
If experiencing any problems with purification, inform office with the nature of problem and
manually clean purifiers and clarifiers.
Monitoring the Engine Parameters

Monitor the M/E and A/E parameters at the following occasions:
Prior using new bunkers
48 hours after using new bunkers and advice the findings to Office
About 4 days after using the new bunkers
For data monitoring, comply with Company provided form for monthly performance sheet.
On noticing any abnormality, immediately inform Office.
Note 1
After consuming the new bunkers for 5 days without any abnormality, resume consumption of old bunker.
Inspection of Piston Rings

After every 500 hours of M/E operation, inspect the piston rings through the scavenge spaces
and record the results using Company provided form.
On noticing any abnormality, immediately inform Office.
CL
RA
WI
FORM: TEC 06A & 06B; TEC 08
4.6 BUNKER CONSUMPTION AND SPEED CLAIMS
Purpose
To outline the procedures for avoiding/ minimising speed/consumption claims.
4.6.1 Charter Party Requirements

Have clear understanding of the Charter Party (C/P) speed and consumption clauses and
corresponding engine performance.
In every voyage or time charter party, the clause stating the vessel’s speed and
consumption in a particular weather/ sea conditions is normally incorporated.
Caution
In case the stipulations or instructions are difficult to follow, contact Office immediately.
Carefully check in the C/P or its extracts for use of the words ‘About’. It is important to
understand that the interpretation of the word ‘About’ is very strict.
An example of a C/P instruction: ‘Speed about 14.5k under good weather conditions.
Consumption about 30.0 tonnes IFO 380 CST per day’.
Note 1
The word ‘about’ could mean a maximum tolerance of +/- 0.5 knot for speed and maximum tolerance up
to 4% for bunker consumption. Without these words the interpretation is as stated without margin.
Sometimes an ‘Economic speed and Consumption’ clause is given. If the word ‘about’ is
used with it, it will have the same tolerances as above. However, if the word ‘without
guarantee’ or ‘WOG’ is used then the economic speed and consumption is for indication
only.
4.6.2 Weather Condition

If the Charter Party does not specify the weather conditions, presume the speed/
consumption is valid up to Beaufort 4 scale.
4.6.3 Avoiding Consumption/ Speed Claims

Strictly follow the speed/ consumption stipulations of the Charter Party, unless overridden
by the charterer’s written operating instruction.
Caution
Inform Office immediately, if any concern exists regarding compliance with the speed/ consumption
requirements of the Charter Party. Do not wait until the end of the voyage. Keep such correspondence,
as claims come up 6-9 months later.
Do not exceed the maximum consumption shown in the Charter Party for a given speed,
unless safety of the vessel is at stake or involved in search and rescue operations.
Note 2
If charterers or owners request for increasing the speed/ consumption, do so only after ensuring it is safe
for the vessel and the machinery.
On a daily basis, maintain complete and accurate records of ROB’s/ consumption/ slip
percentage and sea state condition, for each voyage.
When using fuel oil counters for assessing daily fuel consumption, check that no fuel goes
unmetered to the engine or flows back.
Use the figures obtained by the counter for internal assessment of the engine performance
and verify the actual consumption by regular tank soundings.
Master to check whether the figures declared to charterers are consistent with the following:
4.6 BUNKER CONSUMPTION AND SPEED CLAIMS
Earlier figures given

Average consumption over the voyage
Stipulations in charter party or operational instructions
Note 3
Proper fuel administration and some logical thinking can avoid most speed / consumption problems
encountered.

CL: Training Material #08
RA:
WI
FORM
4.7 FUEL TESTING BY PORT AUTHORITIES
Purpose
To outline procedures on fuel sampling and testing by Port State Control (PSC) authorities.
4.7.1 Compliance
Port states can test the Low Sulphur Marine Gas Oil (LSMGO) fuel oil to ensure vessels are
using fuel not exceeding 0.10% Sulphur content for ECA and not exceeding 0.5 % for China/
Hong Kong ECA.
Comply with the requirements for the sealed MARPOL samples.
Follow proper procedures for sampling during bunkering. Refer to TMM chapter on ‘Bunker
Sampling Procedures’.
4.7.2 Designated Fuel Sampling Points

For providing samples during PSC spot sampling, identify and designate sampling points for
all machinery and mark them in red.
For designating a fuel sample point, consider the following:
Easy and safe access to sampling point
No risk of contamination from other fuels and sediments
Located downstream of the in-use fuel oil service tank
Located closest to the fuel oil combustion machinery, as safely possible, taking into
account the type of fuel oil, flow-rate, temperature, and pressure behind the
selected sampling point
Provision of sturdy shield to prevent the sample fuel to spray onto any heated
surface or electrical equipment
Suitable drainage arrangement to the drain tank or other safe location
4.7.3 Procedures for Collecting Samples

Take samples only after establishing a steady flow in the fuel oil circulating system.
Prior to collecting samples, thoroughly flush the sample connections with fuel oil in
use.
For collecting the samples, use only the sampling containers and the sample
collected should be representative of the fuel being used.
Ensure the inspector seals these sample containers in presence of ship’s
representative, with unique means of identification including the following:
• Location from where sample was collected
• Date and port of sampling
• Name and IMO number of the ship
• Details of seal identification
• Signatures and names of inspector and ship's representative
Request for a retaining a sample onboard.
4.7.4 Recordkeeping
Record any custody transfer of Annex VI samples in Marpol Annex VI Record Book.
CL
RA
WI
FORM
4.8 BUNKER LINE TEST PROCEDURE
Purpose
To outline procedures for testing vessel bunker lines.
Responsibility
A responsible ship’s engineer under Chief Engineer’s supervision should carry out the test.
Frequency of Tests
For Tankers and Gas Carriers

Test Test
Frequency Remarks
Pressure Medium
6m 100 % MAWP Hydrostatic
2.5 years 150 % MAWP Hydrostatic Ref: USCG 33 CFR 156.170
For Other Vessels

Test Test
Frequency Remarks
Pressure Medium
6m 125 % MAWP Air Usually air pressure of 6 -7bar
2.5 years Ref: USCG 33 CFR 156.170
or Or
150 % MAWP Hydrostatic
Alternatively Refer Annex 5 for equivalent to the
once in 5 year USCG Requirement.
MAWP = Maximum Allowable Working Pressure.
USCG 33 CFR 156.170 states that hydrostatic pressure testing at 1.5 times the
maximum allowable working pressure has to be carried out at each dry docking. For
vessels with extended dockings, the hydrostatic pressure test has to be carried out
every 2.5 years.
Ref Annex 5 of this manual: An equivalent to the USCG requirement would be one oil
pressure test at 150% MAWP every 5 years, and 4 air pressure tests for the remaining
in service tests in a five-year period. However the air pressure tests would be limited to
125% MAWP
Maintain a certificate for hydrostatic pressure test on board.

Note 1
Confirm MAWP from the piping diagram provided by yard.
Testing Procedures
Conduct a proper risk assessment identifying hazard, included the hazards when testing
with air. Accordingly, carry out required mitigating precautions.
Follow the procedures and precautions mentioned below:
Calibrate gauge used for testing, against a certified standard gauge
Fabricate a special blank with air connection, shut off valve and a pressure gauge
fitting
If source of gas supply is at higher pressure than test pressure, fit a pressure
reducing valve and a relief valve set to open at test pressure
4.8 BUNKER LINE TEST PROCEDURE
Mount this assembly at the bunker manifold on 1 side and blank off the other side
Fit a spool blank at the 1st (or as nearest as possible) flange coupling after deck
penetration
Where using flexible piping, secure all fittings to avoid whiplash
Pressurize the isolated section of pipeline in steps of about 0.5 bar, shut off the air
supply and check for steady pressure retention for 15 minutes
Visually inspect and do soap bubble test at all weld seams, especially at deck
penetration
If leakage or loss of pressure noted, identify location and rectify; then test again
If there is no loss of pressure, revert to normal status

CL: Training Material #08
RA: TKR-19
WI
FORM
4.9 FUEL OIL CARE AND MAINTENANCE
Purpose
To ensure fuel oil is stored with care, purified, filtered, heated correctly and consumed efficiently.
4.9.1 Management of Fuel Quality

Poor quality fuel creates severe damage to engines. Hence, take stringent precautions
including the following:
Ensure bunkering specification are correct as advised by Company, charterers
and/or as per Charter Party
Follow correct fuel oil sampling and bunkering procedures as per TMM Chapter
‘Bunkering Procedures’
Manage tank utilization at sea to minimise mixing bunkers from different sources
Note 1
Refer to the precautions mentioned in TMM Chapter ‘Bunker Disputes’, regarding bunker disputes due
quality of bunkers.
4.9.2 Non-compatibility due to Mixing of Bunkers from Different Sources

As general rule, never mix 2 or more sources of bunkers without knowledge of positive
compatibility test results.
Treat fuel oils as different, even if the bunkering port is the same and the bunkering date
and/or production lot number is not the same. Similarly, consider fuel oils of the same grade
different, if bunkering from different ports.
Where mixing is inevitable due to limited capacity/ number of bunkering tanks and/ or
navigation requirement, take following steps:
Immediately advise bunker requirement (with and without mixing) to charterers/
operators and Company along with ratio of mixing, if any.
Consider all possible means to minimise mixing.
Where possible, the mixing ratio should be 1:4 or 4:1 – - for example, 20 tons of
supply / parcel ‘A’ may be mixed with 80 tons of supply / parcel 'B' or vice versa - 30
tons of 'A' should not be mixed with 70 tons of 'B'. The risk of sludge formation
increases the closer you approach equal (1:1) mixing ratios.
Confine mixing of bunkers to one tank only.
Wherever possible, get compatibility test done.
When consuming mixed bunkers, inform office and closely monitor the
performance of separators, filters and machinery.
When blending/ mixing large quantities for aux. engine use, immediately send the
retained samples for compatibility tests.
Experience has shown that differences exist between straight-run and cracked residues,
regarding their ability to form stable fuel oil blends. Usually, straight-run residues contain
asphaltene which are well peptised i.e. colloidally dispersed and capable of an appreciable
degree of dilution.
The characteristics of thermally cracked residues are proportional to their degree of
cracking. Naphthalene/ aromatic crudes from Caribbean, Canada, S. Africa Gulf and East
coast of U.S.A. contain large quantities of asphaltene. Such asphaltenes are sparingly
soluble in paraffin distillate oils.
Blending with these, will cause sedimentation of large asphalt quantities in the bottom of the
tanks. These sediments block up the fuel oil cleaning system. Blending naphthalene/
aromatic crudes with paraffinic type from North Africa and Middle East appears to be
critical.
The order in which blending of distillates and residues is done often influences the stability
of the final blend. The thumb rule to follow is add the distillate to the residue and not in the
reverse order. By reversing the order, the asphaltene in the residual component suddenly
goes to a high degree of dilution. This being much higher than that with which they are to
cope in the final blend. Consequently, a proportion of these may agglomerate, although, in
the final blending ratio, they would be well peptized.
4.9.3 Fuel Changeover in Emission Control Areas

Environmental Management Manual provides all the details of maximum sulphur content
allowed in bunker oil in different parts of the world.
Comply with vessel-specific work instructions on fuel changeover procedures for ECA and
other emission control areas.
4.9.4 Fuel Treatment

Always run purifiers as ‘purifier in series with clarifier’ arrangement. If not feasible, run 2
separators in parallel at their lowest possible throughput.
Keep the separators and fuel filters in efficient condition.
If catalytic fines are high, keep watch on symptoms of contaminant damage. Unfortunately,
separators are of limited or no help in such cases.
After every bunker change, monitor sludge build-up and accordingly adjust interval between
sludge discharges.
Note 2
Refer Annex 8 - TEC-JOL-003-12, which provides basic procedures on efficient fuel treatment on board.
4.9.5 Separation and Purification

Efficient centrifugal separation depends on difference between water and fuel specific
gravities.
Separation process becomes more critical when handling fuels of higher specific gravity.
Maximum specific gravity acceptable from this point of view is 0.99.
Increased CCR, asphaltene, grit and other sediments in residual fuel make purification more
difficult.
When using fuels of 380 CST at 50°C maintain fuel oil separation temperature of 98°C to
obtain efficient purification of fuel.
Keep throughput of purifier at minimum possible or matching service tank consumption
whichever is practical.
Always run purifiers efficiently whenever engine is running.
If required adjust gravity disc and screws on purifiers for best separation.
4.9.6 Viscosity Control and Fuel Injection

Maintain fuel injection temperature and viscosity as per engine maker’s recommendation
and quality of fuel.
Normal recommended injection viscosity for slow and medium speed diesel engine is 10-15
CST. Hence, a fuel having a viscosity of 380 CST at 50°C needs a pre-heat to 135°C.
Clean main engine fuel oil filters and maintain tracer pipes on the fuel line operational to
ensure correct injection viscosity.
Combustion efficiency depends on correct degree of atomization, penetration, injection and
turbulence created in the combustion space.
Viscosity plays a vital part in the achievement of above objectives. Therefore, always keep
fuel oil viscosity control equipment and injection equipment operational, efficient and
reliable.
Alternate heating and cooling may separate wax and cause sludge formation. Hence
maintain heat in only 1 tank at a time and do not let it cool down. Always keep service and
settling tanks heated.
Blended fuel stored for long, may separate and cause sludge formation on cooling.
Heat fuel in settling tank, 5-10°C below flash point and let it settle. Heated fuel separates
most of its water after 12 hours settling time. Drain same periodically.
Keep the fuel circulation line vapour free by maintaining the correct booster pump pressures
at high temperatures. This avoids vapour locks in fuel supply to main engine and avoids
overflow from mixing columns.
Do not tamper with auto back flush and other manually operated filters unless in an
emergency. Replace them on time with correct original mesh elements or cartridges (50
micron and below).
4.9.7 Use of Onboard Additives to Fuel Oils
Fuel additives have proved effective in reducing slagging and sludge formation.
Some additives elevate melting point of vanadium based deposits. Hence reduce high
temperature corrosion in hot areas of the engine.
Amount and type of additive needed depends upon characteristics of the fuel to be treated.
Examine the economics of the operation, as fuel additives are expensive and dosage rates
are quite high. Coordinate supply and usage with Vessel Manager if required.
4.9.8 Damage to Cargo (Especially Grain), Due to Overheating of Fuel Tanks

Exercise great care against temperatures becoming unexpectedly high due to below
reasons:
Less quantity of fuel oil in tank
Big vessel trim
Rise in sea water temperature
Caution
Do not overheat fuel tanks in proximity of grain cargo spaces. This may be on top of double bottom fuel
oil tanks or adjacent to engine room bulkhead. Special grain cargoes may require even lower
temperatures in tanks near them.
Note 3
In case of bunker tanks adjacent to emergency escape, avoid high temperature. Maintain temperature
above pour point. This will prevent the emergency escape ladders being too hot to handle, in case of
emergency.
4.9.9 Contaminant Problems

Main contaminants found in bunker fuel are water, sulphur, chemical compounds of silicon,
aluminium, vanadium and sodium.
Refineries use catalytic cracking of crudes to extract lowest viscosity fuel. It leaves residual
fuel with high asphaltene, and ash content.
Ash content of this residual fuel includes vanadium, oxides of aluminium (Al2O3) and Silicon
(SiO2).
Elaborated below in detail are effects of these contaminants:
Contaminants Description
Badly maintained bunker barges are the main cause of increased sea
water contamination. Small quantities may result in sticky injectors or
corrosion, erosion and cavitation in fuel pumps. Contamination beyond
Water 1-2% results in high sodium content (125ppm per percent sea water).
This increases deposits and turbocharger surging is noticed. Effective
centrifuging and frequent draining of settling and service tanks is the
only remedy available on board.
Sulphur in fuel leads to formation of sulphuric and sulphurous acids. It
causes low temperature corrosion of cylinder liners, exhaust systems
and exhaust gas boilers. Measures like use of correctly formulated high
Sulphur TBN lubricating oils reduce its effect. Do not overcool fuel injectors,
cylinder liners and exhaust systems to sulphuric acid dew point during
low load conditions. Avoid low air temperatures causing condensation of
humid air in the scavenge air coolers.
High Asphaltenes cause problems by mixing with other fuels and
forming sludge. They also affect combustion i.e. retarded combustion,
Asphaltenes after burning, fouling of exhaust passages, fuel nozzles and
turbochargers.
Caribbean and some United States ports supply high vanadium content
fuels. These have greatest influence on ash content. Bunkers in North
Atlantic and some European ports contain smaller percentage of
vanadium.
Vanadium with sodium in ratios exceeding 3:1, form ashes having
melting temperatures between 550 to 900 deg C. This greatly influences
ash content. Melted sodium vanadium ash causes high temperature
Vanadium and corrosion to engine components like exhaust valves, piston crowns and
Sodium cylinder heads. This ash then forms a plastic layer on hot exhaust
valves and seats. Valve hammering, flakes this layer providing passage
for wiredrawing of hot exhaust gases which damage the valves and
seats. Take measures to keep valve and seat temperatures below 550
deg C. Valve rotators are sometimes fitted to grind off any deposits and
thus prevent formation of passages.
Centrifuging cannot remove vanadium, which is oil soluble. It can
remove water-soluble sodium salts to reduce the risk.
Oxides of aluminium and silicon are catalytic. They cause abrasive wear
of rubbing parts such as piston rings, cylinder liners, fuel pump
plungers, fuel valves etc. Wear occurs at an alarming rate and within
Aluminium and very short period of operation.
Silicon
Auxiliary engines burning intermediate (blended) fuel suffer from similar
harmful effects. This fuel is a blend of contaminant rich residual fuel with
distillate fuel.
4.9.10 Effect of Contaminants

Secondary refinery processes concentrate original crude oil contaminants more than they
occur in straight run residual fuels. They affect combustion and damage various systems
and machinery. More serious consequences of burning low quality bunker fuel in diesel
engines include:
Unburnt carbon and ash may deposit on turbine blades of turbocharger. This
reduces blower speed and amount of combustion air hence reduction in quality of
combustion. This further increases formation of carbon, resulting in very high
exhaust temperatures. Frequent turbocharger water washing (where possible)
and/or dry cleaning with walnut shell can reduce operational problems to some
extent.
Unburnt carbon nuclei and deposits act as local centres of combustion. This
causes excessive temperatures and metal damage.
Fuel ash, unburnt carbon and metal debris mixing with carbonized lubricating oil
causes excessive cylinder liner wear. This oil contains ash from its neutralizing
component. It lodges in top landings of pistons and becomes sintered into abrasive
solids. Stuck piston rings do not move freely, resulting in ring wear, ring breakage
and blow-by.
4.9.11 Symptoms
Excessive and frequent sludge discharge at purifiers

Frequently back flushing auto filters
Fast wear down of piston rings, piston grooves and breakage of piston rings
Premature wear down of stuffing boxes
Wear down and severe pitting of injection equipment
Smoky engine exhaust
Fouling of exhaust gas boilers/ economizers
Reducing of steam production and increasing of pressure drop before/after the
exhaust gas economizers/ composite boilers due to fouling of gas passages
Piston ring breakage can only be seen during scavenge inspections.
Indications at sea are reduced compression pressure resulting in higher exhaust
temperature and also suspected if scavenge space (under piston space) temperature rises.
If not rectified or spotted in time, heat leads to cracked cylinder liners and/or scavenge
space fires.

CL TEC – JOL-003-12
RA: AMM-015, MEM-010
WI : E - 136, E - 137, E - 138
FORM
4.10 LUBRICATING OIL CARE AND MAINTENANCE
Purpose
To outline procedures on proper care and maintenance of lubricating oil.
Main Engine Lube Oils

Purify main engine sump oil continuously, including during port stays, at 85°C with lowest
possible throughput. Open purifier bowl for cleaning every 1000 hrs. or earlier if
recommended by maker.
For safe operations, record the automatic lubricating oil filters back flush frequency.
Clean the auto back flush filter elements regularly, including flushing filter.
Some models require manual draining of entrained dirt on upper chamber of the auto-filter.
Check your manufacturer’s manual.
Clean main engine sump tank manually during dry dock.
Overhaul main engine stuffing boxes, during every piston overhaul or earlier if oil loss
increases.
Send the camshaft/ system oil for analysis and renew as required. Leaky fuel pumps and
seals may cause reduced viscosity and flash point of sump oil (common for camshaft).
Investigate the same at the earliest. Inspect the camshaft oil filters for metal debris
regularly.
Follow manufacturer’s oil analysis parameters. Investigate and rectify any deficiencies
regarding water content, total base number (TBN) or viscosity. Eliminate the source of high
water contamination as soon as possible. Consider intensifying purification or settling in a
renovating tank.
Note 1
Avoid reusing stuffing box drain tank oil. If required to reuse, consult Vessel Manager and carry out
extensive purification and filtration. Mandatorily send the sample for shore test.
Auxiliary Engine Lube Oils

Consult Vessel Manager and renew aux engine sump oil at 2000hrs, unless otherwise
instructed.
Renew auxiliary engine lubricating oil after any major overhaul after draining, cleaning and
flushing the entire system.
When using IFO in auxiliary engine, purify oil every 250 hours, sump to sump, keeping
engine in stop condition for maximum duration possible.
Hydraulic System Oil

Check and clean all filters in hydraulic systems as per PMS/ Maker maintenance schedule
and where possible before port arrivals.
Renew cartridge filters as per maker’s recommendation.
Clean hydraulic oil tank internals at least yearly.
Storage and Handling

Always double check hose connection to respective bunker flange before bunkering to
avoid oil contamination with wrong grade.
Rainwater or sea water can enter storage tanks through corroded air vents.
Store lubricating oil drums on pallets and in sheltered place instead of weather deck to
avoid water ingress. Cover them with plastic/ tarpaulin to protect them from damage and
corrosion.
Do not mix different grades of lubricating oil while transferring to storage tanks or
replenishing in machinery. Completely drain pumps and flexible hose used for transferring
oil.
Sampling Method
Chief Engineer should supervise the sampling procedures.
If true condition and component of lubricant is not sampled, reliability and interpretation of
test result is affected. Obtain a correct representative sample by following below
procedures:
Select the correct sampling point as mentioned in this chapter.
If safe to do so, collect samples with machinery running or within 15 minutes of
stopping machinery
Drain off at least 1 litre (depending on location of sample point) before collecting
sample
Clearly and permanently, stencil the sampling points
Complete all details in sample label
Note 2
For each component, always take oil samples from the same point.
Sampling Point
When selecting a sample point consider following:
Select the sample point before any discharge filter in the system, so as to give
indication of wear metals of harmful material circulating in the system
Avoid areas with restricted lubricant flow or where contaminants and wear products
tend to settle or collect
Avoid discharge side of separators or venting lines of filter casings
It must not be located in the vicinity of exhaust manifold or hot surfaces, as a
possible oil spray may result in fire. If unavoidable, shield the sample point to avoid
accidental splash onto hot surfaces
Sampling Interval
Machinery On Board Test Shore Analysis Spectrographic Analysis

ME all systems 1M As per TEC 09
AE Systems 1M As per TEC 09
Stern Tube 1M As per TEC 09 6 M ( in Jun and Dec)
All Hydraulic System 1M As per TEC 09 6 M ( in Jun and Dec)
Note:
When 2nd hand vessel comes into management, send oil samples for analysis at time
of takeover.
Vessels with FRAMO (Frank Mohn) system additionally will have the lube oil analyzed
by FRAMO
Check metal content of hydraulic oil for trends over time. If metal content is higher with a
rising trend discuss same with Vessel Manager for action.
Analysis Results
Compare analysis results to manufacturer’s recommendations and limits, especially for
Main Engine and Auxiliary Engines. In some instances, analysis results were compared to
criteria/ limits / values, inferior to engine manufacturers. This resulted in the analysis report
indicating lube oil in ‘green zone’ instead of a ‘caution’.
In case of adverse reports, discuss with Vessel Manager and send another sample for
analysis. Carry out necessary corrective/preventive action - for example, renewing the sump
oil.
Note 3
Inform the Office if analysis result is not received within 7 days of mailing sample.
Renewing Lube Oils or Lube

All staff involved must know and strictly comply with the maker’s procedures while changing
oil of any equipment.
Observe the equipment after such changes to check for leaks.
Synthetic Oils
Synthetic oils are used for purifier gear case, air compressors, turbochargers and
refrigeration compressors.
Renew oil at interval as per Maker’s instruction or as below:
Renew M/E turbocharger lubricating oil (synthetic) at 5000hrs. Ensure reliability and safety
of operations. Land oil for analysis every 3 months and change first oil at 6 months.
Synthetic oil may darken within a few hundred operating hours without losing its good
lubricating ability. Discoloration ranges from red, dark purple, dark brown to nearly black.
Investigate quick darkening to black within 12 hrs. as it could be a sign of mechanical
defect.
Drain and flush equipment when changing from mineral to synthetic oil as they have limited
miscibility.
Personal Safety Precautions

Avoid prolonged contact with lubricating oil (used or fresh), as it may cause dermatitis (skin
rash).
For details, refer to Material Safety Data Sheets.

CL:
RA: AMM-015
WI
FORM
4.11 HYDRAULIC OIL CARE AND MAINTENANCE
Purpose
To ensure that hydraulic systems work in a trouble free and reliable manner.
Contamination of Hydraulic System

Over 70% of all hydraulic system failures are due to poor hydraulic fluid condition or system
oil contamination.
Particle contamination reduces service life of hydraulic fluid by stripping additives and
promoting oxidation. These can be removed by filtration and regular draining.
Note 1
Strictly follow instructions given in the relevant manuals.
Effect of Air as a Contaminant

Air entrained in hydraulic fluid needs corrective action to prevent damage to the fluid and
system components.
Air can be present in 4 forms:
Free air: Example - pocket of air trapped in part of the system
Dissolved air: Hydraulic fluid contains 6-12 percent volume of dissolved air
Entrained air: Air bubbles typically less than 1 mm in diameter dispersed in the
fluid
Foam: Air bubbles typically greater than 1 mm (in diameter) that congregate on
surface of the fluid
Entrained air causes most problems. Entrained air in hydraulic fluid damages the fluid and
system components. This can be usually eliminated by pre-filling components and proper
bleeding of hydraulic system during start-up.
Effect of High Fluid Temperature

Avoid hydraulic oil temperatures above 80°C, as it can damage most seals and accelerates
oil degradation.
High temperature also reduces the viscosity thus affecting the optimum output of the
machinery. In some cases, this occurs below 80°C depending on grade of oil.
Storage and Handling

Store hydraulic oil drums on pallets and in sheltered place instead of weather deck to avoid
water ingress. Cover them with plastic/ tarpaulin to protect them from damage and
corrosion.
Before opening, clean top of drum to prevent entry of dirt and other contaminants.
Use only clean hoses to transfer fluid from drums to the tanks.
When connecting portable hose to tanks, wipe the connections with a lint free cloth to
prevent entry of dirt and other foreign particles.
Keep partially used oil drums moisture free by tightly securing caps.
Care While in Operation

Avoid contamination by keeping system connections tight and using proper air and fluid
filtration devices.
Keep normal reservoir level (3/4th full) to prevent moisture from condensing on inside walls
and dissipating heat.
Carry out regular cleaning of heat exchanger to maintain the temperature of hydraulic oil in
the desired range. Provide cooling water to coolers when using windlass and/or mooring
winch.
Check the functioning of automatic temperature controller.
Repair any leak at first opportunity.
System filter must not produce undesirable effects on operation of components, for example
- high back pressure.
Caution
When installing/ after overhauling piston pumps or motors, fill the case with clean hydraulic fluid prior
start-up. Failure to do so almost guarantees dry-start failure.
Sampling
Take samples from circulating systems or immediately on shutdown when oil temperature is
within 5°C of operating temperature.
Discard first oil coming through sample point.
Draw oil samples only from the originally designated sampling points. Mark and label these
points for successive uses.
If sampling points are not provided, take following precautions:
Avoid sampling from locations where sediment or water can collect, such as dead
ends of piping, tank drains, and low points of large pipes and filter bowls
Do not draw from tops of tanks or points where contaminations are normally low
Operation of sampling point should not introduce any external contaminants into the
collected fluid.
Send hydraulic oil for infra-red spectroscopic analysis for ’particle count test’ every 6
months.
Leakage through Pipe Threads

The threads of connectors for high-pressure hydraulic system gets deformed when
tightened. Any subsequent loosening or tightening increases the potential for leaks.
Do not use sealing tape on fine threads of hydraulic system components.
In case of leakages, never try to tighten connections when system is under pressure. It
increases leakage.
Protection of Hydraulic Hoses

80% of hose failures are due to external physical damage through pulling, kinking, crushing
or abrasion of hose.
To prevent external damages:
Secure all clamps
Pay attention to routing, when installing a replacement hose
If necessary, apply inexpensive polyethylene spiral wrap to protect hoses from
abrasion
CL:
RA:
WI
FORM
5.1 SHIPBOARD RESPONSIBILITIES
Purpose
To outline the shipboard maintenance responsibilities.
5.1.1 Shipboard Maintenance Responsibilities

The Master, Chief Engineer, Chief Officer, 2nd Engineer are responsible to ensure all
maintenance are done safely, timely and economically.
Responsibilities for performing various tasks are listed in:
Job Responsibility chapters in Policy and Administration Manual
Detailed inspection and maintenance schedule (including the responsibilities) are
mentioned in various sections and Annexes of this manual
Note 1
In absence of any personnel, Master or Chief Engineer may reassign duties as deemed necessary, after
considering competence and rest hours.

CL
RA
WI
FORM
5.2 PLANNED MAINTENANCE SYSTEM
Purpose
To outline procedures for safe, reliable and efficient functioning of machinery/ equipment.
Structure of Planned Maintenance System (PMS)

Every vessel must have a vessel-specific PMS, preferably computerized.
The PMS, should comprise of:
Maintenance schedules, including job descriptions as per maker’s instructions
Spare parts inventory
Technical defects and breakdown history
Note 1
Chief Engineer and Chief Officer must consult Vessel Manager and prepare vessel-specific PMS.
Scope of PMS
The PMS must cover following equipment:
Safety critical equipment
Hull structure
Deck machinery and equipment
Cargo machinery, equipment and automation
Life saving and firefighting equipment
Inactive functions
Navigational and radio equipment
Main Engine, auxiliary engines, auxiliary and ancillary machinery
Electrical machinery and equipment
Automation equipment including alarm and cut-outs
Calibration equipment and instruments
Equipment supplied by charterer, owner or others, such as cargo handling
equipment
Additionally, use PMS for:
Monitoring statutory and class surveys
Monitoring outstanding repairs
Preparing dry dock jobs list
Monitoring spares inventory and consumption
Maintenance Schedule Tasks

Each maintenance schedule task must include:
Job description as per maker’s instructions, drawings and service notes, with
appropriate references to the instruction manual, that is, page or drawing number
Work instructions and associated risk assessments
Equipment and machinery history
Synchronization capability between ship and shore database
Guidance on remote diagnostics where applicable
Maintenance Schedule Intervals

When deciding the schedule intervals, consider the following factors:
Equipment manufacturer’s recommendations and specifications
Company, Industry, Flag Administration standards and guidelines
Condition monitoring and predictive maintenance techniques – for example,
• Vibration Analysis-With time and usage, vibration increases in all rotating
equipment. Vibration sensors monitor vibration if exceeding safe value
• Infrared-Use infrared thermometers to detect high temperature conditions in
bearings and energized equipment
• Ultrasonic–Method helps to detect deep subsurface defects, if available
• Acoustic-Special headphones, detect gas, liquid or vacuum leaks. Some, if
available detect ultrasound. A high pitch indicates bearing contact-surface flaws
• Oil Analysis–Measures corrosive or abrasive wear and particle sizes. Along
with BN analysis helps to detect and predict machinery wear
• Electrical–Clamp-on type ammeters monitor motor current readings
• Operational Performance–Use of sensors to monitor and record pressure,
temperature, flow etc.
• Visual Inspection–To identify fatigue or uniform wear failure
Practical experience and historic trends from routine inspections and failures
Usage of equipment - continuous, intermittent, standby or emergency usage
Maintenance done only in dry dock
Note 2
Annex I (A to L) of this manual includes a sample list of all-important maintenance and inspection
intervals. Utilize it as guidance for preparing the vessel specific maintenance plan. Staff can review this
list anytime to include items from experience or incidents demanding improvement.
Note 3
Obtain Vessel Manager’s approval for any changes to PMS.
Vessels with computerized PMS must printout the complete list of schedules for all items
and treat it as Master List.
For vessel with paper based system, draw the Master List as per Annex 1, 2 & 6.
Generic list of maintenance schedules is available in:

Annex 1 (A-L)–Guidelines on planned maintenances for all machinery.
Annex 2–Guidelines on important alarms and Safety cut-outs/ functions.
Annex 6–Guidelines for maintenance of Safety Critical Equipment.
Planning of Maintenance Schedules

Guidance on Postponement of Maintenance Schedules
Window for Authority for Duration of
PMS Jobs
overdue Postponement Postponement
Approval from Vessel Maximum 15 days,
Critical No Overdue
Manager only once
Not more than 7 1 month or 1000
Approval from Vessel
Non-Critical days from due hours. Maximum
Manager
date Twice
Any further postponement or extension from above stipulated period requires

approval from the Fleet Manager/ Director
Maintain Record of the reason for postponement and approvals accordingly
Depending on trade pattern and nature of voyage, plan the jobs in advance.
Preferably forward the jobs rather than postponing and allowing it become overdue.
Note 4
Outstanding planned maintenance jobs should not exceed 3% of total monthly planned jobs. For Safety
critical equipment and inactive functions tests, aim for ‘no overdue maintenance’.
Updating Computer - Based PMS

On completion of maintenance schedules, the officer in-charge must record:
Machinery condition, work done and spares consumed. Avoid comments like ‘found
OK’ and ‘done’
Readings and measurements taken during overhauling/ inspection
Any part that needs attention or renewal during next overhaul
Unscheduled or breakdown maintenance
Attach photos and maker’s maintenance forms used during overhauling for future reference.
PMS software by default/ design, segregates Deck and Engine components.
Spare Parts Inventory

Refer to TMM Chapter for ‘Stores and Spares’.
Minimum and Safety Critical Parts

Refer to TMM Chapter for ‘Stores and Spares Management’.
Defects
For reporting and follow up on technical defects, refer to TMM Chapter ‘Handling of
Technical Defects’.
Vessel Condition Reports

Fill these important reports in their prescribed forms. They reflect vessel and its equipment’s
condition; for example - deck and machinery condition reports, report on certificate status,
insulation test report.
Computer-based PMS Installation/ Management and Data Backup

Install PMS program where all concerned officers can easily access it.
Take care when updating data between computers. Establish onboard procedure to prevent
overwriting.
Install and operate PMS on parallel computers to safeguard against data loss.
If not operated on in parallel computers, back-up PMS weekly on additional computers and
external hard drives.
Note 5
Some PMS software cannot generate maintenance reports in Office. Send these reports to Office via
email or KMS.
Data Export to Office or Incremental Data Back-up

An incremental Office back-up or export file must be sent by e-mail to the Office at the
designated email address for every regional office every week, preferably on Monday noon
vessel’s time.
Vessels having PMS programmes with auto replication feature i.e. any changes done to the
on board PMS is automatically replicated on the Office PMS, do not require to forward the
data back-up.
PMS Computer(s) Hardware and/or Software Failures

The PMS software vendor shall guide the ship staff on steps to restore the PMS data from
the latest weekly backup taken for ship’s use. No recovery attempt should be made without
this assistance.
In case the PMS backup for ship’s use is not available or corrupted, the vendor may
attempt to recreate the ship’s data from the office database. However, this backup may be
too large to email and will have to be sent to the vessel by a data disk and may take some
time. For the period that the PMS is unavailable, ensure that the inactive functions checklist
is duly complied with.
Note 6
In case of hardware failure, inform the vessel IT (GCC) support team immediately. In case of Software
problems, directly contact the PMS software vendor with a copy to the Vessel Manager and the vessel
fleet common e-mail.
Data Replication Failure

The incremental office data backup or export may sometimes not get imported into the
office PMS server.
If this happens, a notification email will be sent to the vessel when the next file is received
from the vessel in Office.
The notification will state that a file sent from the vessel has been missed. Email the missing
file and also the latest file to the designated email address for sending PMS backup or
export files.
In case of any doubt, seek assistance from the PMS software vendor.
For tanker Office, in case data replication problem is not resolved, Vessel Manager must
manually verify the following:
List of all overdue maintenance extracted from the PMS - separate list for critical
jobs
List of maintenance jobs due in the current week but will not be done and reason
for same - follow up with a ‘request for postponement’
List of overdue defects
List of spares falling below minimum requirement of vessel
Office Management
Office Management team reviews the following:
Status of on-going defects
The number and nature of any overdue maintenance tasks
The reason for tasks being overdue
The identification of any spares or shore assistance required
The number of overdue tasks is recorded for individual vessels and the fleet as a
whole
This number is also expressed as a percentage of the total number of monthly planned
maintenance tasks.
Data is recorded monthly with a running year-to-date figure. This data is reviewed to identify
if shore assistance or any other corrective actions are required, either on a fleet wide basis
or for individual vessels.

CL
RA
WI
FORM
5.3 SAFETY CRITICAL EQUIPMENT
Purpose
To obtain a control process to deal with the increased risk due to failure, disarming or deactivation of
critical equipment.
Safety Critical Equipment

Safety critical equipment is an equipment, a control system or a protection device, including
alarms and trips, whose single-point failure may:
Result in a hazardous situation leading to an accident, or
Directly cause an accident resulting in harm to people or the environment
Single Point Failures

A single point failure is any single component failure leading to a hazardous situation or an
accident.
Risk of single point failure exists because of generally predictable acts or events such as:
Inherent vessel design
Incorrect installation
Lack of planned maintenance
Incorrect operation
Note 1
They may also occur due to unpredictable failures resulting from inherent manufacturing defects.
Considerations for identification of hazardous situations is included at the end of this
chapter.
It is important to evaluate and understand the single point failures in systems, sub-systems,
equipment and components prior identifying the safety critical equipment.
Identifying Safety Critical Equipment

Based on a risk assessment and hazard identification workshop, conducted by Company, a
generic list of safety critical equipment has been developed and included in this chapter.
Equipment with full redundancy, for example - fire and G.S. pumps do not fall into the
critical equipment category.
Safety critical equipment routines or maintenance procedures must be identified in PMS
and given priority over all other maintenance.
Annex 6 of this manual lists the critical routines with management approval levels.
An example flowchart for identification of safety critical system and spare parts is included
at the end of this chapter.
Note 2
Retain all communication pertaining to routine, non-routine, condition-based or breakdown maintenance
of safety critical equipment on board.
Generic List of Safety Critical Equipment

Use this list along with the Annex 6 of this manual as a guideline for identifying safety
critical equipment on board and develop a vessel-specific PMS in consultation with Vessel
Manager.
Minimum
Minimum Operator
Critical Item List Maintenance
Competency
Competency
Emergency Fire P/P All Ships’ Crew 3/E
Emergency Generator All Engineer Officers 4/E, E/O
Emergency Batteries All Engineer Officers E/O

Emergency Air Compressor if it is a stand-
All Engineer Officers 4/E
alone unit
Emergency Lighting All Engineers E/O
Emergency Trips All Engineer Officers C/E
Life Boat – Engine All Ships’ Crew 4/E
Life Boat – Davit & Winch 3/E 3/E
Steering Gear All Officers 2/E
Main Engine Local Manoeuvring Controls All Engineer Officers C/E
Main Engine Shutdown Alarms All Engineer Officers 3/E
Crank case Relief Valve All Engineers 3/E, 2/E

Over Speed Alarm-
Main Engine, Aux. Engine, Emergency E/O, 2/E C/E
Generator
Fire Detection Systems All Officers 4/E, E/O
Fixed Fire Fighting Systems All Officers C/E
Fire Main All Officers C/O
Breathing Apparatus Compressor All Officers 4/E

# Oily Water Discharge Monitoring and
C/O C/O, E/O
Control System (ODMCS)
# Oily Water Separator Oil Content Meter 2/E 2/E
Quick Closing Valves All Engineer officers C/E
Ventilator Flaps All Officers 4/E, C/O

Boiler Safeties Low Level and Flame
All Engineer officers 3/E, E/O
Failure
Engine Room Bilge Alarms (UMS ships) All Engineers E/O, 2/E
Emergency Bilge Suction All Engineers 2/E
Fixed Gas Detector All Officers C/O

Minimum
Minimum Operator
Competency
Competency
Crankcase Oil Mist Detector All Engineer Officers 3/E, E/O
Cargo Tank Overfill Alarm Deck Officers C/O

Alarm–IG low and too low pressure alarm
E/O C/E
and O2 Analyser
Ship Security Alert System Alarm All Officers SSO / Master
GMDSS SAT–C Deck Officers 2/O / Master
ECDIS (for ships with paperless navigation) Deck Officers 2/O, E/O
Gyro Compass (Only if single gyro) Deck Officers 2/O, E/O
Magnetic Compass Deck Officers 2/O

Mooring Equipment and Fittings(Tankers/
Deck Officers and crew C/E, 2/E, C/O
Gas Carriers)
Mooring Lines (Tankers/ Gas Carriers) Deck Officers C/O
Additional Safety Critical Equipment for Steam Ships

Minimum
Minimum Operator
Competency
Competency
High Pressure Boiler Alarms and
All Engineers 3/E, E/O
Shutdowns
Main Boiler Burner Management system All Engineers 2/E, E/O
Instrumentation, Control, Alarms and shut All Engineers 2/E, E/O
Diesel Oil Cold Start Pump All Engineers 3/E

Hydraulic Starter for Emergency
All Engineers 3/E
Generator–If applicable
Electric Starter for Emergency Generator All Engineers E/O
Note: Equipment marked as # is environmentally sensitive.
Note 3
On vessels without the position of E/O or ETO, for equipment where E/O is mentioned alone, the C/E or
his appointed engineer will be the alternate maintenance in charge.
Safety Critical Spare Parts

For management of minimum and safety critical spare parts, refer to TMM chapter for ‘Stores
and Spares’.
Defective/ Inoperative Safety Critical Equipment

Immediately report to Vessel Manager/ nominated back-up by telephone call and follow-up
by sending ‘non-routine’ message to office.
Include risk assessment with the message, if available at the time of sending to office, and
request to operate in the ‘Temporary Mode’.
Risk assessment to include:
Personnel, spares and tools
Worst case scenarios
Recovery and mitigation measures
Commissioning and testing procedures
Back-up arrangement equipment and operation
Emergency safety procedures
Office evaluates the risk assessment and if required will request/ arrange for additional
measures to mitigate the risk. Vessel Manager will grant permission to operate in
Temporary Mode.
Note 4
If in port, consult Vessel Manager and inform port state authorities (through agents) of defective
equipment and attempt to repair the equipment prior departure.
For repairs:
Prepare action plan and establish time frame for repairs
If conditions change, Master must inform office and redo the risk assessment
Inform office on completion of work
If any down time is involved, Vessel Manager must advise Fleet Manager, owners
and charterers
Planned Maintenance on Safety Critical System

Conduct planned maintenance of safety critical equipment according to work instructions.
Vessel Manager must verify same during visits.
Only shipboard personnel or 3rd party contractors with appropriate skills and competence,
designated by Master or Chief Engineer can work on any critical systems after carrying out
a risk assessment.
Annex 6 defines appropriate levels of management on ship or in office that gives permission
to carry out maintenance on critical machinery. In case of ambiguity contact office.
Work instructions may include:
Spare parts and tools required to conduct the maintenance
Method for carrying out maintenance
Risk assessment for the job to be undertaken including work permits
Defined approval requirements
Carry out tests only in accordance with mandatory requirements and manufacturer’s
recommendations.
Determine health of safety critical equipment by periodically comparing performance data to
manufacturer’s test data.
Master or Chief Engineer must approve changes to critical alarm control or shut down set
points. They must communicate any temporary deactivation of a critical alarm or system to
duty personnel.
Note 5
Immediately report to Chief Engineer if any significant deviations from a design set point found during
routine testing or maintenance of critical systems, alarms, and control or shutdown systems.
Note 6
Do not bypass, inhibit, shut down or take ‘out of service’ any critical systems, alarms, or control without
Master’s permission.
‘Out of Service’ Maintenance

'Out of service' is defined as an equipment that may be ‘immobilized’ to carry out either
‘routine’ or ‘breakdown’ maintenance.
For taking safety critical equipment ‘out of service’ for maintenance:
Draw detailed work plan identifying job
Senior officers to carry out risk assessment as mentioned in above paragraph
For jobs requiring Office approvals, send the request as per the reporting format
and risk assessment to Office as ‘non-routine’ message
Office evaluates the risk assessment and grants permission for a specific duration
If job stays incomplete within specified duration or conditions change, Master must
inform Office and request extension - review the risk assessment considering work-
rest hours and environmental conditions
Inform Office on job completion
Note 7
On Tankers and Gas Carriers, for main engine immobilization conduct a thorough risk assessment and
obtain Office approval prior commencement.
Office Reporting Format

Reporting Format for taking critical equipment out of service either for planned or unplanned
(breakdown) maintenance:
Date
Equipment
Manufacturer and model
Description of equipment failure
Description of work to be carried out
Spares available
Date work planned
Work planned from
Work planned till
Personnel carrying out the work
Person in-charge of the work
Can the defect, if applicable be rectified on board (if applicable)
Makers service engineer required (if applicable)
Considerations for Identification of Hazardous Situations
Source: OCIMF
Example of Flowchart for Identification of Safety Critical Systems and Spare

Parts
Source- OCIMF
CL
RA
PR
FORM
5.4 INACTIVE EQUIPMENT AND SYSTEMS
Purpose
To ensure quick and efficient operation of standby systems and alarms.
Inactive Equipment and System

These are standby equipment and systems which are not continuously active or that have
been inactive for some time.
Identify, test and maintain all stand-by equipment regularly as per PMS.
Office provides standardized sample checklists. Draw out a detailed vessel-specific list and
include all inactive functions in the PMS.
Testing Automatic Equipment, Alarms and Safety Devices

Refer vessel’s alarm schedule list and manufacturer’s recommendations list for critical
systems, alarms, control and shut down systems operating parameters/ set points.
Test the alarms and trips using standard testing equipment and maintain proper records.
Note and check that all alarm or the cutout values do not deviate from design set point.
Deviations from design set point are not acceptable and must be reported to the Chief
Engineer. Correct it immediately and repeat test to determine correct set value.
Note 1
For multiple activation locations, draw out a schedule to test the alarm from all locations regularly.
Caution
If any alarm system malfunctions, attend to it immediately and keep engine room manned and monitor
equipment until problem is rectified.
Emergency Stops and Overrides

All officers must know the emergency stops and overrides provided in the equipment,
especially in main propulsion system.
Note 2
Use emergency stops and override function in an emergency where the safety of vessel is more
endangered than equipment.

CL D - 18, E - 08
RA
WI
FORM
5.5 STORES AND SPARES MANAGEMENT
Purpose
To outline procedures for stores and spares management.
Management of Stores and Spares

For safe and economical operation of the vessel, maintain adequate stock levels, plan and
make requisitions for timely replenishments.
For stock control, properly store and regularly update the quantities within vessel PMS.
For planning, liaise with Vessel Manager or Technical Officer to make and agree the next
year’s purchase plan by October end.
When planning consider projected planned maintenance, expected operation, trading
pattern and past experiences.
Read ordering and supply process in diagrams at end of this chapter.

Note 1
Avoid urgent requisitioning by observing inventory, planned maintenance intervals, running hours, trading
pattern, docking schedule and similar. Urgent orders and shipments incurs extra cost.
Requisitioning of Stores and Spares

Allow
Purchasing
Minimum Remarks
Category
Supply time of
Request and lift reasonable quantity of main
grades in bulk, at convenient ports (low prices),
without causing delays and/or disturb normal
vessel operations.
Lubricating Oil
1 Week - Check For other small grade lubes normally supplied in
and Greases
with vendor pails and drums, order not more than 3 times per
(Lubricants)
year.
Raise 1 requisition for all grades at the same time.
Maintain the minimum reserve quantity as per
procedures in this chapter.
Vessel-specific stores are based on a generic list
and common for the whole Company and have 2
main categories, inventory and consumables.
Order stores 3 times per year, at most convenient
ports.
Stores 2 Week In emergency, Master can cash purchase 1000
USD worth stores with Vessel Manager approval.
This amount is not cumulative/ transferable to the
next month.
Ensure urgently purchased equipment and store
conforms to Company standards.
Avoid ordering spares more than 3 times/ year/
Spare Parts machinery.
4 Weeks
Spares for safety critical machinery and
equipment should be available on board.
Charts/ ENC and As per
Refer NMM for ordering process.
Publications requirement
Send all routine requisitions on time via ‘Shiplink’ module within vessel PMS as it helps to
update/ track requisition when ordering and receiving the goods.
If specific fleet have an alternate computer based system of requisition, follow the specific
procedures as per respective guidelines provided.
For spares, make separate requisition for each spare maker.
Requisitions for all stores must reach office 1 month in advance and can be made for a 3-4
month round-trip or as per Vessel Manager’s instructions.
Number the requisition as below table:
Examples of Vessel Requisition Numbers for Year 2018
Number Items
Deck/ Safety/ Radio/ Navigation/ Catering/
18/001–18/100
Medical/ Charts/ Publication/ Paint
Engine/ Electrical stores/ Lubrication Oil/
18/101–18/200
Chemicals/ Gases/ Electrodes
18/201–18/300 Deck Spares
18/301–18/400 Radio/ Nav. Spares
18/401–18/600 Engine Spares
18/601–18/700 Deck Repairs
18/701–18/800 Radio/ Nav. Repairs
18/801–18/900 Engine Repairs
18/901–18/1000 Electrical Repairs
Once using 1 number, do not use the same number again, as Office system
refuses to accept the same Requisition Number
Once imported from ‘ShipServ’ (vessel software) to ‘ShipNet’ (Office based software),
‘ShipNet’ generates a unique number for that requisition as below:
Office location–Ship code–Year–Serial number – Version.
For example, HKG–XXX- 2018-7001-1.
(HKG – Office location; XXX - Vessel code; 2017- Year in which requisition is created;
7001- Serial number; 1- Version of requisition).
3- Letter vessel code is auto-generated by software based on IMO number entered.
The system then generates an email notification to vessel to inform the requisition number.
The ‘Shiplink’ requisition number is automatically stored in subject field of ‘ShipNet’.
Note 2
In case of a problem or unavailability of purchasing software or system, report to Office and temporarily
use e-mails for requisitions providing the requisition numbers.
Office Supply
When the Office arranges supplies for the ship without receiving requisition from the ship,
Office will create a direct requisition number in ShipNet system.
When this migrates to Shipserv, an email to the vessel informs a new requisition number.
For example, when Office is arranging to supply L.O. test kits to vessel, where the Chief
Engineer has not requested, then, Office will use the latest system generated requisition
number such as HKG –XXX- 2017-7001-1 for this supply.
‘Order Book’ Closing

To avoid supply and logistics difficulties at the end of year, as far as possible send routine
requisitions before November end.
Requisitions for lubricating oils (particularly cylinder oil), projects, dockings and emergency
supplies are an exception to the above.
Vendor /Supplier Management

Stores are normally supplied by approved or agent approved vendors.
Urgent requisitions may be supplied by unapproved Vendors who may be both costly and
un-reliable. Vessel needs to take approval from the Office before buying any urgent stores.
Purchasing during Docking

Send all requisitions raised on board to Office. Office will place order or instruct vessel to
place order directly.
If convenient and economical, use docking location for supply of spare parts and
replenishment of stores, lubricants, chemicals, gases etc.
Attending Vessel Manager must approve direct or urgent orders. Send a copy of quotation
or invoice to Office and create P.O. in system.
Register all orders in the purchasing system.
For daily orders, issue 1 Purchase Order (PO) for reasonable number of delivery
notes, compiled over a period.
For long dockings, issue PO weekly or as convenient and agreed between vessel,
Vessel Manager and office.
For short dockings issue 1 P.O. for number of delivery notes for each department
or accounting codes.
Landed goods
When landing any goods for repair, service or storing, accompany it with Landing Material
Form (Tec-47) indicating requisition/repair order number and send a copy to Office.
Technical Officer must follow up and arrange forwarding to selected workshop, warehouse
or other facilities as instructed by Vessel Manager.
Non-conformity of Stores / Spares Received

Always reject substandard or defective goods.
In case of any rejection, immediately report to Office with details of supplier, rejected goods
and reasons in brief.
This helps in judging performance of suppliers.
Reporting on Received Goods

On receipt, responsible officer must ensure that the parts delivered are as ordered to quality
and quantity and at soonest update the inventory.
Send an acknowledgment by email mentioning SPO number and item number.
Lubricating Oil Reserves

Reserve quantities vary between vessels, depending on their type and trading patterns.
Chief Engineer and Vessel Manager to decide actual quantities together.
Follow minimum reserve quantities as suggested below:
Oil /Machinery Minimum Reserve Quantity
1 complete sump change for the ME, in addition to 30 sailing days
MECC
consumption
MECYL Sufficient for 30-45 sailing days
1 complete sump change for the largest capacity of AE, in addition
AECC
to 30 sailing days consumption
Steering Gear 1 complete charge for full system
Deck Machinery 1 complete charge for full system
Hatch Cover
1 complete charge for full system
Hydraulic System
Deck Cranes 1 complete charge of each grade for 1 deck crane
Framo System 20% of system capacity
Bow Thruster 1 complete charge of each grade as applicable
Receive drums of oil if reserve tanks on board have insufficient capacity. Mark and secure
them against accidental damage.
Spare Part Inventory and Management

Spares can be used in 2 ways:
Proactively – During planned maintenance
Reactively – During unplanned maintenance
The spare part inventory may be stand alone or integrated into the PMS.
Maintain an up-to-date spares part inventory to prevent shortfalls and overstocking.
Shortfalls leads to urgent orders and may result in high delivery cost, postponed
maintenance, non-compliance in 3rd party inspections and occasionally an incident.
Whereas overstocking blocks the money unnecessarily and could lead to loss to owners.
Consider the implication of lead times, particularly when safety critical parts are used for
unplanned maintenance.
Spare part inventory must be reviewed and maintained considering the following factors:
As per approved Minimum & Safety Critical spare part list
Criticality of equipment
Consequence of failure
Risk-based equipment categorisation
Equipment, machinery and system redundancy
History of the equipment and machinery
Manufacturers’ recommendations
Vessel’s trade
Lead time for spares delivery
Analysis of defect reports
Keep spare parts neatly with proper labelling and well segregated for different equipment.
Failure to do so can result in mistaken identity of parts especially when similar. For
example, a wrong O-ring used can be disastrous.
Ensure proper protection of parts. For example, greased, covered with protective coatings
etc.
Periodically check for stock preservation and for obsolescence of spares if possible.
Update the firmware of electronic components like PLCs as per Maker’s instructions to keep
them ready for use.
Send ‘Spare Parts Inventory’ Form /printout from computerized PMS every year in July for
parts remaining on board on 30 June to Office.
Use separate sheets of forms for each equipment or machinery. The first time these forms
are completed, part name, drawing number, part number, maker’s name is necessary.
Thereafter, omit these, but mention corresponding page & item number for a particular
equipment to show remaining on board.
If any consumption, report in monthly ‘Spare Parts Consumption Report’.
Note 3
Keep used /removed spare part only until delivery of a new part. Dispose it unless required to show class
surveyor that Chief Engineer has carried out a CSM survey item.
Caution
Do not use spares not meeting requirements. Inform Office for instructions for return.
Minimum and Safety Critical Spares

Safety critical spares are components associated with the maintenance and repair of safety
critical equipment.
Minimum spares are for other machinery /equipment for operational requirements.
Chief Engineer and Chief Officer must consult Vessel Manager and prepare Minimum and
Critical spares list basis:
Is the equipment critical?
What is the risk if it fails?
Equipment, machinery and system redundancy.
Experience of the equipment and machinery.
Manufacturer’s recommendations.
Trading area of the vessel.
Duration of voyages.
Availability of spares from manufacturers.
Age of the vessel.
Note 4
Annex 3 of this manual, provides guidance on the generic list of minimum spares for Safety Critical and
Other Machinery or Equipment, use this list when preparing vessel specific minimum spare parts.
Maintain an appropriate inventory as per approved Minimum and Critical Spare parts list by
the Vessel Manager of the vessel and ensure the inventory does not drop below minimum
specified quantities.
Note 5
Review minimum & safety critical spare part list annually and additionally if trading pattern of the vessel
changes to areas where supplies are difficult to connect.
Labelling of Spare Parts

Identify and tag all important spares and stores as below colour codes for identifying the
condition of spares.
It also applies to mooring ropes, wires for lifting gear, lifeboats, gangway etc. and such
other equipment supplied as stores.
Label the spare parts immediately on receipt or immediately after being taken out of service.
Later it may not be possible to correctly identify them.
Use the tags supplied, with blank spaces and fill up as required by a marking pen. Ensure
tags are made of durable material - for example, thick paper enclosed in plastic pocket.
GREEN: NEW OR RECONDITIONED SPARES (AS GOOD AS NEW)

Machinery/ Make/ Model
Part Number of item :
Supplied against reqsn/ Repair Order No. :(Please enter the full details)
Supplier/ Reconditioned by :
Supply date :
Certificate if applicable received & where filed :
Certificate No. :
WHITE: USED BUT GOOD FOR FURTHER USE

Where was it last used :For example, ex M/E unit No.2
Date removed from services :
Reason for renewal (give specific reasons) :
Local of damaged area :
Repairs if any carried out :
Report if any/ filed (in file No….) :
ORANGE: OLD BUT CAN BE RECONDITIONED & REUSED

Repair order No. :
Where was it last used :For example, M/E 1 piston crown ex No.2
unit
Date removed from service :
Nature of reconditioning required :For example, piston groove nos. 1, 2 to
build up
RED: NOT FIT FOR FURTHER USE

Where was it last used :For example, Ballast pump No.2
Date removed from service :
Reason for renewal
Damaged area if any.
Intentions for disposal
Reconditioned Spare Parts

Inspect all ‘reconditioned’ spare parts before accepting and specially before putting into use. Label them as ‘Reconditioned’.

CL
RA
PR
FORM : TEC 07, TEC 16-19
5.6 HANDLING OF TECHNICAL DEFECTS
Purpose
To outline the procedure for handling and reporting technical defect (TD).
Reporting
Any individual noticing a technical defect must report it to the head of the department (Chief
Officer or Chief Engineer).
Immediately report to Office any defects and problems with Safety Critical Equipment
including below:
Lifesaving and Firefighting appliances
Steering system
Propulsion system components that can disable vessel
Power generation equipment, loss of which can disable vessel
Cargo non-conformance, such as discrepancies in quality, quantity or temperature of
cargo
Cargo handling equipment
Refer to TMM Chapter ‘Safety Critical Equipment’ for list of equipment.
Note 1
Report technical defects causing non-compliance with any requirements or laws as non-conformity.
Note 2
In consultation with Office also inform other required parties.
Recording
Chief Engineer and Chief Officer should maintain list of all defects in the PMS, including:
All noted defects or observations
Condition of Class
Flag Administration exemptions for defective equipment
All PSC and vetting observations obtained
If cannot record defects in PMS, then use Company provided form for Technical Defects
Ongoing List.
Note 3
Start such records when the vessel comes in management.
Follow-up
Master and Chief Engineer, must send updates on the defect list to Vessel Manager within 1
month of joining.
Master and Chief Engineer must track the defects from the time of observation till they are
repaired and closed in the PMS. They must check the effectiveness of the closeout so as
prevent reoccurrence.
For defects requiring shore assistance, separately follow up raising Repair Order Forms.
If vessel cannot undertake permanent repairs while in service, consult Vessel Manager and
raise a dry dock specification. For preparing dry dock specifications, refer TMM Chapter ‘Dry
Dock Repairs’.
On new ships, report defects using Guarantee Defect Report forms. For regulatory
compliance, arrange the repairs/ dispensation similar to a vessel not under warranty.
Refer flow chart for handling non-conformity and technical defects in PAM Chapter ‘Handling
Non-conformity’.
5.6 HANDLING OF TECHNICAL DEFECTS
Note 4
Prioritize and correct any Condition of Class without delay.
CL
RA
WI
FORM: TEC 07, TEC 23, TEC 31
5.7 CALIBRATION OF EQUIPMENT
Purpose
To outline frequency, need and method of calibrating equipment critical for safety of personnel or vessel.
Calibration Procedures
Strictly follow manufacturer’s instructions for calibration procedures.
For any deviations from the designed criteria, consult Vessel Manager for further action.
Safe guard the equipment from adjustments that might invalidate the calibration.
If using software for measuring and monitoring, validate the software prior use.
Note 1
For Tankers and Gas carriers, dynamometer provided for calibration of torque wrenches to be calibrated
as per maker’s requirement.
Care and Maintenance of Equipment

Protect the equipment from damage and deterioration during handling, maintenance and
storage.
Re-assess validity of previous results if new results prove they are out of calibration. Take
corrective actions.
Calibration Records
Chief Officer, 2nd Engineer and Electrical Officer must maintain log of equipment details,
location and calibration in the Company provided forms.
Master and Chief Engineer must monthly verify the records.
General List of Equipment

Below is a generic list of some equipment with suggested period for calibration and checks.
In addition refer to maker’s instructions.
Vessel may add ship-specific applicable equipment to this list.
Some items are only applicable to tankers and gas carriers.

C: D-18
RA
PR
FORM :
Generic List of Equipment for Calibration

In addition to below table, refer to manuafacturer's guidelines
Action to be
Type of Freq of Check Method/ Acceptance taken when Identification Cert
Equipment Location
Ship Checks Shore or On Board Criteria results / serial No. No.
unsatisfactory
Swing the vessel and
All Deviation less than Compass to be
Magnetic Compass Annual trace out a deviation
5 Degrees adjusted
curve
Inform Office for
All As per maker’s Reading within
Gyro Compass Shore service alternate
recommendation Maker's tolerance
arrangements
35 Degrees on
Within 12 hrs
either side to 30 As per Makers
All prior every arrival
Steering By Timing check degrees on other recommendations,
and departure
side in not more inform Office
port
than 28 sec
Tankers/
Gas 3 Months Inform Office for
Loading Computer/ Run Test conditions As per Makers
Carriers alternate
Loading Software given in manual tolerance value
arrangements
Others 6 Months
All Hydraulic tightening tool
Every 5 Years Shore testing Correct reading Replace
pressure gauge
M.E. Shaft Torsion
All Every dry Dock Shore Based Correct Reading Repair
Meter
On board alarm &
Inform Office/ Shore
All OWS 15 ppm alarm 1 Month pump stop / v/v c/over Correct function
service
test
Shore calibration
All OWS 15 ppm alarm Every dry Dock Correct Reading Inform Office
(if applicable)
Tankers/
Gas Alcohol Breath Analyser Prior use Check Zero reading Correct Reading Inform Office
Carriers
Check battery, zero
Portable Oxygen Instrument to
setting, span with
analyser/ Multi gas respond as per Calibrate with span
All Prior Use fresh air and adjust
meter (Oxygen % Maker's tolerance gas and check again
reading to 21%, test
measurement) values
alarm

Action to be
Equipment Location
unsatisfactory
Correct reading as
marked on the
Prior Inform Office and
Calibrate with span span gas bottle
All use//Maker’s send for shore
gas (99.99% Nitrogen) within Maker's
Instructions service
acceptable
tolerance
Tankers/ Other-As per Certified within Inform Office for
As per Maker's
Gas Maker's Maker's tolerance alternate
recommendation
Carriers recommendation values arrangements
Instrument to
Check battery, zero respond as per Calibrate with span
All Prior Use
setting Maker's tolerance gas and check again
values
Correct reading as
Combustible Gas
marked on the
Detector/ Multi gas Prior Inform Office and
All meter ( HC %LEL use//Maker’s send for shore
gas (HC %LEL) within Maker's
measurement) Instructions service
acceptable
tolerance
Tankers/ Other - As per Certified within Inform Office for
As per Maker's
Gas Maker's Maker's tolerance alternate
recommendation
Carriers recommendation values arrangements
Instrument to
Prior Use
setting Maker's tolerance gas and check again
values
Correct reading as
Tankers/ Tank Scope
marked on the
Gas Prior use/ Inform Office and
Carriers Maker’s send for shore
gas (HC % vol) within Maker's
Instructions service
acceptable
tolerance
Other-As per Certified within Inform Office for
As per Maker's
Maker's Maker's tolerance alternate
recommendation
recommendation values arrangements

Action to be
Equipment Location
unsatisfactory
Toxic Gas
Prior Use/ 3 Check pump for leaks Inform Office for
Detectors(manualpump No leaks
Months by vacuum check replacement
type e.g. Draeggar)
Instrument to
Prior Use
Tankers setting Maker's tolerance gas and check again
values
/ Gas
carriers Toxic Gas detectors Correct reading as
(digital type)/ Multi marked on the
Prior use/ Inform Office and
gas meter (toxic gas Calibrate with span span gas bottle
Maker’s send for shore
gas (ppm gas) within Maker's
measurement) Instructions
acceptable
service
tolerance
Other-As per Certified within Inform Office for
As per Maker's
Maker's Maker's tolerance alternate
recommendation
recommendation values arrangements
Tankers/ Compare local reading Difference in

Prior Every Load/
Gas with reading display in readings to be Adjust as required
Discharge port
Carriers CCR within tolerance
Fixed tank level

indicator
Reading same as As per Makers
Tankers 6 Months Compare with UTI UTI within Makers recommendations,
tolerance Inform Office
Every 2.5 Years Shore calibration


Action to be
Equipment Location
unsatisfactory
Tankers/ Certified within Inform Office for
Gas Maker's tolerance alternate
Carriers values arrangements
As per
Oil Discharge Monitoring
Tankers Every Dry Dock Shore Technician Manufacturer's Repair
Equipment
Instr.
Inform Office/
Ullage/ Temp interface Correct reading to
Tankers 6 Months Shore Calibration Require shore
gauges Maker's tolerance
service
Inform Office for

Gas Cargo Tank Temp Correct reading to
Every Dry Dock Shore Calibration alternate
Carriers measurement Maker's tolerance
arrangements
Inform Office for

Gas Cargo Tank Press Correct reading to
Every Dry Dock Shore Calibration alternate
Carriers measurement Maker's tolerance
arrangements
Not to exceed +/-

Every 4 Years or
Gas Cargo Tank Relief 10% Tolerance or Inform Office/ Repair
as per CLASS Shore Testing
Carriers Valves as per Maker's as required
reqmt's
tolerance
Not to exceed +/-

Every 4 Years or
Gas 10% Tolerance or Inform Office/ Repair
Cargo line Relief Valves as per CLASS Shore Testing
Carriers as per Maker's as required
reqmt's
tolerance
Shore Testing

Action to be
Equipment Location
unsatisfactory
Not to exceed +/-
Cargo Compressor/ Every 4 Years or
Gas 10% Tolerance or Inform Office/ Repair
Condenser Relief as per CLASS
Carriers as per Maker's as required
Valves reqmt's
tolerance
Tankers/
Gas 12 Months
Carriers Reference Thermometer Shore Testing Correct Reading Replace
Others Every 5 years
Tankers/
Gas 12 Months
Reference Pressure
Carriers Shore Testing Correct Reading Replace
Gauge
Others Every 5 years
Compare Local
Prior Cargo Within tolerable Check against
reading with Remote
Oprn's limit Reference Gauge
Tankers/ read out
Manifold and Other
Gas
Temp / Press Gauges
Carriers On Board comparison Inform Office for
Within tolerable
12 Months against Reference Shore repair/
limit
Gauge Replacement
Tankers/
Gas 12 Months Shore Testing Correct Reading Replace
Carrier Torque Wrench
Others 5 years Onboard Testing Correct Reading Replace
6.1 EMERGENCY REMOTE TRIPS AND STOPS
Purpose
To outline test and maintenance procedures for reliable operation of emergency remote trips and stops.
6.1.1 Routine Tests and Maintenance

Carry out the routine tests and maintenance schedules as per PMS.
6.1.2 Engine Room Blower Flaps

Check blower flaps weekly.
Confirm that flap shuts against the stopper. If not, then:
For wire operated system, adjust length of operating wire. Inspect and lubricate the
wire. Check wire strands are intact and not spliced.
For pneumatic system, check no leakage in compressed air connections supplying
to closing air cylinder.
Rectify the defects immediately. Grease flap shaft bearings periodically.
Refer to ‘Firefighting Maintenance Manual’ for additional information on routine inspection
and maintenance procedures.
Note 1
Before operating individual blower, shut off electric motor and confirm fan is stopped.
6.1.3 Funnel Flaps

Weekly check funnel flaps manually for any play.
If play exists, check hinge pins and holes for individual flaps on common lever for wear.
Rectify defects immediately.
Confirm that flap shuts against the stopper. With flaps shut, no light should be visible from
inside the funnel. If not, then:
For wire operated system, adjust length of operating wire. Inspect and lubricate the
wire. Check wire strands are intact and not spliced.
For pneumatic system, check no leakage in compressed air connections supplying
to closing air cylinder.
Rectify the defects immediately. Grease flap shaft bearings periodically.
Refer to ‘Firefighting Maintenance Manual’ for additional information on routine inspection
and maintenance procedures.
6.1.4 Quick Closing Valves (QCV)

Test quick closing valves 3 monthly.
Post a list of all quick closing valves with their banks, which they serve in control room.
Number and mark all valves for identification and to ensure that there is no valve left shut
inadvertently at the time of trying out.
Periodically:
Lubricate QCV pistons and levers. Keep it free of paint, rust and debris
Check operating wires and pulleys are not damaged and free from obstructions
Drain air bottle for the quick closing valves and test low pressure alarm
Overhaul and renew the packing seal, when the system is not in use or the tank is
empty
6.1 EMERGENCY REMOTE TRIPS AND STOPS
Caution
If for any reason, during trying out, a certain valve - for example, fuel supply to A/E’s needs isolation,
immediately after trying out, remove such isolation arrangements.
6.1.5 Remote Trips and Stops

Check remote trips and stops, such as for accommodation fans, engine room fuel, lube oil
supply pumps and related equipment periodically as per Annex 1 guidelines.
Try out the remote trips from all locations.
Display colour coded list of items or equipment connected to remote trips and stop
switches.
Generally, emergency stop ‘A’ has connections to all fans, blowers and emergency stop ‘B’
has connections to fuel or lubrication oil supply equipment.
Caution
Avoid blackout situations while carrying out these tests. Preferably, carry out these tests at anchorage.

CL:
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FORM
6.2 EMERGENCY FIRE PUMP
Purpose
To outline maintenance procedures for reliable operation of emergency fire pump.
Operation of Pump
Maintain emergency fire pump always operable under different draft conditions, including
lightest draft condition.
Mark the position of the fire line isolating valves for deck and engine room.
Note 1
In port, if pump suction is above water level, then advise terminal authorities and request permission to
pressurise the vessel fire main by shore connection, until pump suction is submerged.
Caution:
Never compromise the pump suction when running in light ballast condition. Post a notice near the
emergency fire pump stating the minimum draft at which the pump suction is submerged.
Care and Maintenance

Carry out time-based maintenance and not running hour-based.
Maintain sufficient spares, as per critical spare parts list, for main and priming pumps.
Perform routine test and maintenance as per the maintenance schedules listed in PMS,
which must include:
Frequency Task
Visual examination and operational test of:
Pump and priming pump
Weekly Suction and discharge valve manual operation, including remote
operating devices or extension spindles for pump suction valve
Valves isolating machinery spaces from rest of the fire main
Light draft test with 2 fire hoses connected 1 forward and 1 aft for at
least 30 minutes.
4M
Send the details to office as per deck 4-monthly report along with
status (Open /Close) of ER fire line isolation valve.
Diesel Engine Driven Fire Pumps

Use high-speed diesel capable of readily starting engines in its cold conditions, even at zero
deg. C.
Always keep the fuel tank topped up. Regulations requires a fuel tank capacity to operate
engine on full load for at least 3 hours and sufficient reserves available outside main
machinery spaces, to run pump on full load for additional 15 hours.

CL : E - 09,
RA : AM 025
WI:
FORM: TEC 04A
6.3 EMERGENCY GENERATOR
Purpose
To outline maintenance procedures for reliable operation of emergency generator.
Operation of Emergency Generator

Maintain emergency generator always in good working order and operable under
variety of climatic conditions even at zero deg C.
Carry out time based maintenance and not running hour based.
Due to strong possibility of hydrogen rich atmosphere, prior entry to the space ensure space
is well ventilated and no naked light is brought in vicinity.
Display suitable warning of ‘No Naked Flame’ near the battery storage area.

Perform routine test and maintenance as per the maker’s manual and maintenance
schedules listed in PMS, which must include:
Frequency Task
Operational test by both primary and secondary source of starting
arrangement.
Check and maintain records of battery electrolyte density and charging
current. Ensure both battery and starter are in good order.
Weekly Test quick closing valve of fuel oil tank.
Drain water from fuel oil tank.
For air starting arrangement, test the emergency filling arrangement of
starting air bottle, if fitted and drain the bottle regularly. Test the low-
pressure alarm for the air bottle (if fitted).
Test automatic starting under black out and connection to essential
services within maximum time of 45 seconds and run for a period of at
least 30 minutes.
Record all parameters under full load conditions and make suitable
3M
entry in Engine Room Logbook. Enter result in engine quarterly report
sent to office.
Switch off sensitive equipment like Gyro, Radar etc. prior testing to
prevent damage by power surge.
6M Try out the spare starting motor to ensure proper functioning.
Renew the crankcase lubricating oil due to biological degradation or earlier
2Y
as per maker’s instruction.
3Y Renew batteries.
Carry out engine routines and maintenance as per maker’s instructions.
Caution
Wear eye and face protection while removing liquid charging plugs of battery. There may be prevailing
pressure if the pressure hole is blocked. In the past, plugs have flown under pressure and caused injury.
Always keep the fuel oil tank full and replenish with correct grade of fuel oil, preferably of
low sulphur grade. Regulation require fuel capacity to operate essential services for at least
18 hours. Post minimum required quantity information near the fuel tank and mark minimum
level required on level gauge.
For hydraulic starting arrangement, use only the hydraulic oil specified by maker and ensure
sufficient pressure is built-up prior attempting to start.
6.3 EMERGENCY GENERATOR
For air starting arrangement, always keep separate air bottle suitably charged, and valve
from main air bottle always open. Ensure non-return valve is holding and bottle does not
drain back into the main system.
Maintain the starting motor always in good working order. While starting, check proper
engaging and disengaging with flywheel teeth. Single starter motor arrangements must
have one complete spare starter motor.
Note 1
For systems with spring starter as secondary means of starting, disengage the spring starter before using
primary starter (i.e. electric starter) or when in auto-mode.
Note 2
Disconnect the battery charger from the mains, during weekly test-starts to check that the battery is
holding charge.
For maintenance procedures on the engine starter battery, refer to TMM chapter ‘Batteries’.
Cold Weather Precautions

Use antifreeze in jacket water coolant when sub-zero temperatures are expected. Use room
heaters if provided.
Where heating arrangement is provided for jacket coolant, keep the temperature controller
‘ON’ in cold areas and ensure it cuts off at correct temperature setting to prevent the
overheating of the jacket and avoid evaporation losses of the coolant.
Note 3
Keep ventilators shut preventing cold air from entering and cooling down the compartment. In case
engine auto starts, ensure ventilators are open.

CL : E - 09
RA: AM 029
WI:
FORM
6.4 EMERGENCY AIR COMPRESSOR
Purpose
To outline maintenance procedures for reliable operation of emergency air compressor.
Operation of Emergency Air Compressor

Emergency compressor should be capable of charging the emergency air receiver, from
atmospheric to full pressure.
Monitor the compressor performance for above or for the capacity as per maker’s
specification.

Frequency Task
Operational test and performance check
Weekly Check and operate drain valves on compressor and emergency bottle
Prior every start, check crankcase oil level
1M Record the running hours
Check non-return valves (Between main air bottle and emergency
3M bottle or between compressor discharge and emergency bottle) to
prevent backpressure affecting compressors
Filling rate capacity check - Measure and log time for filling the emergency
12 M air bottle from 10 bars to full capacity and at 1-bar intervals. Inform Vessel
Manager of deficiencies
Renew crankcase oil
12 M
Calibrate the pressure gauges
Based on running hour records and performance results, discuss scope of
5Y
overhauling with the Vessel Manager
Clean the filters and associated equipment according to maker’s instruction.

Always maintain pressure gauges of all stages of compressor and air bottle in good working
order.
CL : E - 09,
RA : AM 030
WI:
FORM
6.5 EMERGENCY BILGE SUCTION
Purpose
To outline maintenance procedures for reliable operation of emergency bilge suction valve.
Operation of Emergency Bilge Suction Valve

Mark the emergency bilge suction valve and keep the access clear.
Display emergency pumping diagram near the pump used for that purpose.
Familiarize all engine room staff with emergency pumping arrangement provided onboard.
Note 1
Do not seal the valve with environmental ‘wire’ seals. For ready accessibility, use plastic seal and record
its number as per Company procedures.
Caution
When using main sea water pump for emergency bilge pumping arrangement, keep overboard 3-way
valve in 100% overboard direction.

which must include:
Frequency Task
Weekly Operational test

Test the valve while in port with water in a plastic bag or by any other
3M
suitable arrangement to check valve lid is free from valve seat
Internal valve Inspection. Open and clean valve bonnet. Ensure sea
growth does not prevent non-return valve from lifting under pump
12 M
suction. During weekly operation spindle may keep turning but growth
may prevent valve to lift

CL : E - 09
RA :
WI
FORM
6.6 FIXED CO2 INSTALLATION
Purpose
To outline maintenance procedures for reliable operation of CO2 system.

Perform routine test and maintenance as per the maintenance schedules listed in PMS.
For detailed maintenance and instruction, refer to vessel-specific ‘Firefighting Maintenance
Plan’.
Performing Work on CO2 System

Take following precautions:
Start vent fan 10 minutes prior entry.
Have clear written agreement on the task and job responsibilities, including the
precautions against accidental release of gas.
If making system inoperative, ensure risk assessment includes potential fire risks
in space protected by CO 2 . Do not permit the jobs, which can increase the fire
hazard in the space.
Ensure flexible hoses of adjacent bottles do not chaff against each other.
In gang release system, then upon completion of job, ensure proper re-tightening
of all securing clamps. Loose clamps may fall due to vibration or allow cylinders to
rotate, which can cause misalignment, resulting in malfunction, rupturing pipes or
premature release of gas.
Master must ensure system restoration to its normal operating condition on
completion of work.
Note 1
Monitor the CO2 room temperature in hot weather conditions and maintain below 55 deg. C.
Note 2
On CO2 systems, there are ‘pins’ in the activation assembly, and traditionally, these pins had to be
removed for the system to be ready for immediate use. On some modern systems, these pins need to be
‘in’ for the system to be ready for immediate use. Determine from maker’s manual, whether the pins
should be ‘in’ or ‘out’ for the system to be ready for immediate use.
Note 3
To prevent unauthorized access to CO2 rooms and control panel, keep it locked with a ‘key in a glass’
near the entrance to the space.

CL
RA :
WI:
FORM
6.7 SCBA COMPRESSOR
Purpose
To outline maintenance procedures for reliable operation of SCBA compressor.
Installation of SCBA Compressor

Install the compressor as per maker’s instruction. Additionally, consider following:
Install in an enclosed compartment (if possible, in a dedicated compartment) with
little or no fire risk
Sufficient space available on all sides of compressor for good ventilation
Area should be cool, but avoid the areas prone to freezing
Air intake located in open clear air and away from contamination – for example,
tank vents, battery room vent or similar contaminant release points
Power supply must be through both main and emergency switchboards
Operation of SCBA Compressor

Refer vessel-specific Work Instruction posted near the compressor.

Frequency Task
Weekly Operational test and performance check
1M Record the running hours
3M Clean air filter and dehumidifier

Air quality check by shore workshop
12 M Filling rate capacity check. Record time taken for every bar increase in
pressure
Based on running hour records and performance results, discuss
5Y
overhauling jobs with Vessel Manager

CL : E - 09
RA :
WI: D-104
FORM
6.8 LIFESAVING AND FIREFIGHTING EQUIPMENT
Purpose
To outline maintenance procedures for reliable operation of LSA and FFA.
Lifesaving and Firefighting Maintenance Plans

Refer to vessel-specific LSA and FFA maintenance plans and vessel’s PMS for equipment
specific maintenance and update the records accordingly.

CL : E - 09
RA :
WI: D-104
FORM
7.1 ANCHORING AND MOORING EQUIPMENT
Purpose
To outline care and maintenance procedures on anchoring and mooring equipment.
Anchor Chain Typical Failures and Focus Areas

Some of the causes of anchor loss includes failure of critical parts of anchor chain such as:
D-Shackle
Swivels
Anchor Chain
Kenter shackles and lead pellets
Maintain all equipment as per manufacturer’s instructions.
Note 1
Carry out inspection of these critical parts during regular anchoring operation, annual ranging at
anchorage and when ranging the chain in dry dock. For any defects noted, report and consult Vessel
Manager.
Care and Maintenance of Critical Parts
Critical Parts Typical Defects Description

Secure the detached taper pin by hammering-in a
D-Shackle Detached taper pin lead pellet. Do not melt the lead pellet as it shrinks
on cooling and may not jam the pin.
Frequent inspections during heaving up anchor and
when the chain is ranged in dry dock.
Excessive wear and
Replace the swivel if the slack between the eyelet
Swivel tear on eyelet axle
axle pin and the link exceeds 5% of the diameter. If
pin and link
the chain needs to be renewed, renew the fore-
runner and swivel as well.
The maximum allowable reduction of chain
diameter is 12%.
The studs, used for securing the shape of the
anchor links, may come loose or fall out.
If a stud is missing, the strength of chain reduces by
approximately 30%. Until this is rectified proper care
to be exercised to avoid using the anchor in heavy
Thickness reduction
weather.
Anchor Chain due to wear and
Discard any chain lengths with dislocated or
tear
missing stud links. Alternatively, re-condition the
chain with loose studs in certified workshops, with
class approved welding procedure including
suitable heat treatment.
Ensure anchor chain marked correctly, especially
after turning end-to-end.
Do measuring of anchor chain during dry docks.
The Kenter shackle normally does not come apart if
a lead pellet seals the taper pin after proper fitting.
Kenter Shackle Broken/loose parts Kenter shackle must be assembled properly. It is
recommended to change the Kenter shackle along
with chain renewal.
Wear and tear at
Engage chain stoppers while at anchorage and
the place of contact
during voyages.
with anchor chain
Chain Stoppers The chain stopper is designed for 80% of breaking
Missing/ damaged
strength of the chain.
hinge pins and
Check that the Guillotine bar or Pawl fit properly.
securing pins
Refer to below images, sourced from DNV-GL

Caution
Company prohibits unauthorized welding on anchor chains.
Annual Ranging and Inspection of Anchor Chain

In addition to inspection of chain during regular anchoring as per Navigation and Mooring
Manual, range the anchor chain completely by lowering it in the water at available
opportunity and at suitable anchorage location, on an annual basis.
Inspect the critical parts of the chain.
Prior undertaking the task, consult Office and conduct a proper risk assessment considering
all aspects, including below:
Suitability of anchoring space – water depth, quality of holding ground, increased
vessel swinging circle, clearance from other vessel and navigational hazards
Working condition and capability of windlass and associated machinery
Weather conditions and its environmental effects – wind, waves, swell, current,
tidal effects on the vessel
Allowing adequate time for the job, with respect to vessel’s movement orders,
daylight conditions
Visual inspection of bitter end to ensure it is properly secured, especially when
paying out last cable length
When ranging the anchor chain, allow a small sternway (not exceeding 0.3 kts at
all times) to avoid piling up
Note 2
If notice any abnormality, deficiency or unauthorized repairs, Master to consult Vessel Manager for
further advice.
Inspection of Windlass and Winches
Maintain the engaging clutch lever securing arrangement in good order.
Check the clutch mating surfaces for wear. Excessive wear and tapered surfaces tends to
de-clutch the drum and exerts excessive force on the engaging lever securing pin. It may
result in the pin to shear and further de-clutch the drum.
If any knocking sound is heard, check hydraulic motors for trapped air at purging points.
Regularly inspect the shaft bearing bushes for any wear by checking the clearance and/or
inspecting by removing upper half.
Also check for any wobbling in the shaft.
Check level and condition of oil in the gear case and replenish or replace as per the
lubrication schedule.
Note 3
To reduce the risk of injury from flying debris, consider fitting a protection cover.
Note 4
Annually carry out performance check, by recording the idling speed on winch and windlass shaft and
comparing it with maker’s specification or past readings.
Mooring Winch Brakes

Refer to Navigation and Mooring Manual.
Lubrication of Moving Parts

For best results, lubricate while rotating the machinery, taking all safety precautions.
Introduce adequate amount of grease into the bearings, shaft bearing bushes etc.
Wipe off all old or excess grease as otherwise this works as a dust catcher.
Hydraulic System for Windlass and Mooring Winches

Keep the housing clean and corrosion free.
Maintain the windlass and mooring winch hydraulic system clean.
Clean hydraulic line filters as per schedule in Annex 1, or more frequently if required. Check
for metallic particles, which give the first indication of wear and tear in the hydraulic pumps
and motors.
Periodically clean the lube oil cooler in accordance with the PMS. Additionally, clean coolers
after transiting shallow water or calling a low draft port. Shut off the seawater valves to the
lube oil cooler when the system is not in use.
Note 5
Send the lube oil samples ashore for infrared spectroscopic analysis for ‘particle count test’ every 6
months.
Note 6
Every 3 months, carry out the performance check of hydraulic system by recording the system pressure
on ‘no load’ and ‘full load’ and compare this with the maker’s specifications.
Note 7
During cold weather, run the hydraulic system continuously to keep hydraulic oil temperature above 15
deg. C. Never put the machinery on load if hydraulic oil temperature is less than 15 deg. C.
Caution
Fatal accidents have been reported with explosion of hydraulic motors due to rendering of the chain
during heavy weather. Ensure pressure relief valves are set to correct value and tested regularly.
Interchanging of Hydraulic System

Do not adjust the system pressure to overcome the excess force while heaving. Instead,
use the second hydraulic pump on the same line, by changing over the valve arrangement.
Display procedures for interchanging of power units with a clear diagram near the power
units.
All officers must know this changeover arrangement.
Every 3 months, test condition and functioning of changeover valves between motors and
winches.

CL : Navigation and Mooring Manual
RA :
WI:
FORM: TEC 09
7.2 CRANES AND DAVITS
Purpose
To operate, maintain and test cranes efficiently and in a safe manner.
Safety and Health Hazards

For safety precautions and details on other lifting equipment, refer to H&S chapter ‘Lifting
Equipment’.
Care and Maintenance of Cargo Cranes

Frequency Task
Operational test and check limit switches
1M Follow lubrication schedule
Check the locking of rotary joint of hydraulic hoses
3M Examine condition of the wire ropes
Send the hydraulic system lubricating oil ashore for infrared
spectroscopic analysis for ‘particle count test’
Monitor slew bearing wear using grease sampling or rocking test
6M
Examine the chain couplings of hydraulic pump or motor, where fitted
for lubrication, grease seal, and the wear and tear in the chain links
Check the seating and the hull reinforcement for the cranes for cracks
Thorough inspection by competent person
12 M Overhaul all accessible blocks, sheaves, etc. and keep in free condition
For remaining ones, plan during 5 yearly surveys or dry docking
Load test
5Y More frequently if required by local, national or Company regulations
Only qualified individuals must load test the lifting equipment
Rocking Test
This measures the play or relative movement between the inner and outer bearing race and
provides an indication of any wear taking place.
Refer the maker’s instruction. If not available, then be guided as follows:
Do not put any load on the hook.
Mark two reference points on the crane’s bottom plate. Always use these reference
points for the future measuring. The marked surfaces should be on the front and
rear bottom plate of the crane.
Take measurements on four positions 90° apart on the slewing bearing with the jib
pointing: forward, starboard, aft and port side.
Position the dial indicator between the rotating and non-rotating bearing race.
Set the dial indicator at zero with jib at minimum down. Then raise the crane jib at
maximum up and record the value. Return the indicator of dial indicator to zero
when lowering the crane jib back to its original position.
Use these measurements following the manufacturer’s instruction and calculate the play or
relative movement accordingly.
Note 1
If the measurements exceed the manufacturer’s recommendations, immediately take the crane out of
service and consult Vessel Manager.
Slew Bearing Grease Sampling

As an alternative to ‘Rocking Test’, send the slew bearing grease samples every 6 m (Jan
and June) to an approved laboratory, to obtain information about condition of slew bearings
and their wear.
Sampling procedure:
Clean the seal and the surrounding area of the sampling point
Select four sampling points at 90° around the ring, including one sample under the
jib and one sample 180° in opposite direction
Push new grease into the grease nipples without any rotation
Take the grease samples which comes out first from seal, typically at the inner seal
of bearing - normally 2-3 cm³
Carefully seal the four samples and mark in the correct order - for example, No: 1
crane, forward, No: 3 crane: Aft etc.
Caution:
Ensure that only the ‘old grease’ is collected for sampling and does not mix with the new grease. Take
the grease samples as far away as possible from the grease nipples.
Care and Maintenance of Provision Crane

Test provision cranes before arrival port after every long voyage or at least once a month.
Test all limit stops prior each use.
Frequency Task
Operational test and check limit switch
1M Follow lubrication schedule
Check the locking of rotary joint of hydraulic hoses
Examine condition of the wire ropes. Renew them if the condition is not
good
3M
Inspect the hydraulic pump and motor through the inspection ports, if
provided
6M Check the seating and the hull reinforcement for the cranes for cracks
12 M Annual inspection by competent person

Load test
5Y
Renew the wires
Protect hydraulic lines by weather resistant tape - for example, denso tape as required.
Maintain all sheaves and blocks free and overhauled as per intervals specified by the
makers.
Keep cranes parked and secured well after use, duty officer needs to confirm this prior
departure.
Maintain test certificate of all wires, shackles, block and any other gear used for cargo lifting
in the ‘Lifting Equipment Folder’.
Keep the test certificates for each lifting item marked with identity and date-in-use.
Bunker Davits
Frequency Task
Examine condition of the wire ropes. Renew them if the condition is not
3M good
Check winch gear oil for traces of water from the drain plug
12 m Renew the winch gear oil
Test limit switches and stops before every use.

Inspect brake and ratchet arrangement as per the intervals specified by the makers. If air
operated, then overhaul the motor as required.
Maintain sheaves and blocks in a free state, and overhaul as per the intervals specified by
the makers.

CL : D - 42 Navigation and Mooring Manual
RA :
WI:
FORM:
7.3 CRANE WIRE ROPES
Purpose
To outline procedures for care and maintenance of crane wire ropes.
Crane Wire Ropes

This section applies to cranes, gantries and other cargo lifting appliances such as provision
cranes and engine room gantries.
Care and Maintenance of Wire Ropes

Follow maker’s instructions for wire maintenance.
Take care to avoid damaging or weakening a wire rope through:
Excessive stress and strain
Rubbing or chafing against sharp objects
Passing it through too small a sheave or block
Formation of kinks in any rope under strain
Wrong/ inadequate maintenance
Lubrication of Wires
During installation, unless said otherwise by maker, apply a rope dressing of grease or oil.
Subsequently, clean the rope whenever necessary and lubricate the wire at regular intervals
and before the rope shows signs of dryness or corrosion, particularly on the lengths passing
over sheaves.
Always use a lubricant compatible with original lubricant used by rope maker and with
penetrating characteristics.
If the crane manual does not identify the lubricants, then consult Vessel Manager to contact
the rope maker.
Note 1
All geared cargo vessels must be provided with a pneumatic wire greaser.
Inspection of Crane Wire Ropes

Carry out regular visual inspections to check for any damage and defects, especially before
and after handling cargo and to confirm suitability of wire for its intended use.
Examine the entire wire rope, with particular attention at the following locations:
The termination points of both moving and stationary ropes
That part of the rope which passes through the block or over sheaves
In the case of cranes performing a repetitive operation, any part of the rope which
lies over sheave(s) while the crane is in a loaded condition
That part of the rope which lies over a compensating sheave
Any part of the rope which may be subject to abrasion by external features - for
example, hatch coamings
Internals of the rope for corrosion and fatigue
Any part of the rope exposed to heat
Refer to the accompanying diagram for critical areas for examinations. Record the result of
this inspection in the deck logbook.
Internal Examination of Rope

When examining internals, pay particular attention to areas near terminations, especially in
case of fixed ropes - for example, stays or pendants.
When examining:
Ensure wire is not under tension
Attach two clamps approximately 100-200 mm apart
Rotate the clamps in opposite direction of rope lay to open the outer strands, take
care not to excessively displace the strands
When rope opens a little, remove the grease and debris, using a small probe such
as steel spike/ screwdriver and check:
• State of the internal lubrication
• Degree of corrosion
• Presence of any indentation of wires due to inter-wire pressure or wear
• Presence of any broken wires (not necessarily easily visible)
Maintain detailed records of inspections, including:

Number of visible broken wires
Measurement of reduction in diameter
Degree of abrasion
Degree of corrosion
Degree of damage and deformation
Location of damage and an overall assessment of wire condition
Assess the degree of deterioration on a percentage basis:

20% = Slight 80% = Very high
40% = Medium 100% = Discard
60% = High
These records allow responsible person to identify patterns of damage occurrence.

International standard ISO 4309 contains examples of rope examination records for both
individual inspections and running records.
Terminations of Wire Ropes

Check the maker’s manual for correct and suitable type of wire rope terminations.
When examining wire rope terminations, in addition to internal examination, check:
For pressed/ swaged ferrules terminations- check for any cracks on the material
and possible slippage of rope.
For detachable terminations - for examples, wedge sockets and grips – check for
any broken wires and tightness of wedges and screwed grips.
For handmade eye splices – check they serve only over the tail of splice (to protect
the hands from protruded wire) and allow visual inspection of remaining splice for
any wire breaks.
Note 2
If notice any broken wires close to/ within the termination, shorten the rope and re-fit the terminal fittings,
provided that length of wire is always sufficient for minimum required number of turns on the drum.
Permanent Type - These are supplied already formed on the wire rope by the maker or
recognized firm. They are suitable for all applications provided that they have been certified
for the maximum safe working load to be encountered. Permanent terminations of these
types must only be fitted or re-fitted by a recognized company, experienced in their use.
Note 3
When in service examine for broken strands or deformation of the wire where it emerges from the
permanent type of connection.
Re-usable Type Terminations – ‘Wedge and Socket’ type- It can be fitted by competent
ship staff and can be re-used when needed. It should not be used when a dead end of the
termination can come into contact with an obstruction and loosen the wedge.
When assembling, assemble correctly as per maker’s recommendation.
Select the tail-length on the dead end of wire as below:

Standard 6 to 8 strand wire rope - Minimum of six rope diameters, but not less than
6’ (E.g. For 1’ rope: Tail Length = 1’ x 6 = 6’).
Rotation Resistant Wire Rope - Minimum of 20 rope diameters, but not less than 6”
(E.g. For 1’ rope: Tail Length = 1’ x 20 = 20’).
Note 4
When in service examine the sockets for tightness of the wedge and for cracks. Examine the rope for
broken wires or deformation where it emerges from the socket.
Caution
The wedges and sockets are sized for a particular wire diameter and parts should never be mixed.
Rejection Criteria
Discard the wires as per the criteria laid down by the maker. Some makers have a discard
criterion based on the number of running hours (in some cases as low as 700 hours).
In the absence of any specific criteria, use the following table for guidance:
Type of Damage Action

Discard if more than 4 visible wire breaks in
Visible wire breaks
length 6d or 8 over 30 d
Wire breaks at termination Remake termination or discard rope
Fracture of strands Discard
Reduction of Rope Diameter Discard if diameter decreased by 7 %
Refer to the typical defect chart at the end of this chapter.
Use of Bull-dog Grips

Do not use bull-dog grips on the wires used for lifting loads.
Refer to H&S Chapter on ‘Lifting Equipment’ for correct application of bull-dog grips.
Non-destructive Testing
Non-destructive testing (NDT) by electromagnetic techniques is used as an aid to visual
inspection to determine areas and levels of rope deterioration.
When intending to use NDT examination, carry out as soon as possible after rope
installation.
Typical Defects
Normal Diameter Reduced Diameter
Damaged Bore Section

Undamaged
Note the decrease in lay angle when the core fails Strands bind and take
Rope Section
on an oval shape if the
core has failed
Note 5
Australian marine order 32 requires that during operations in Australia, Master must notify any failure of
material handling equipment to AMSA. The Master must send this notification, on advice of the person in
charge even if there is no injury due to this failure.

CL :
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FORM:
7.4 GANGWAYS AND ACCOMMODATION LADDERS
Purpose
To outline procedures for care and maintenance of embarkation and disembarkation equipment.
Operation of Equipment
For safe rigging and operating procedures, refer to maker’s manual and H&S chapter ‘Safe
Means of Access’.

Frequency Task
Inspection of equipment, including associate winch and fittings
Inspect the condition of wire ropes, especially areas passing over
1M sheaves. Replace if not found in good condition
Test Limit Switches
Annual survey
1Y Renew winch gear oil
Drain and internally clean the pneumatic lubricator
2.5 Y Renew wires
5 Yearly Survey
5Y Operational load test of ladders, gangways and winches with the
specified maximum operational load after completion of 5 Y survey
Monthly inspection to include:

Check for any signs of distortion, cracks and corrosion, especially on aluminum
equipment with steel fittings
Examine the underside and check the condition of rollers
Renew or repair bent stanchions and worn down guard ropes
Lubricate all moving parts and ensure they turn freely
Check air hoses, where applicable, for deterioration and sign of aging
Check winch gear oil for water ingress
Check pneumatic lubricators, if fitted on the line, working properly and lube oil filled
up
Drain the lubricator of oil and clean internally (annually)
Ensure gangway lighting is adequate and functional
Regularly check lashing arrangements, especially mid ship gangways for adequacy
Note 1
In addition to monthly inspection, inspect the safe operational condition of equipment during rigging.
Note 2
To prevent galvanic corrosion any repairs carried out by using mild steel on aluminum gangways must
have a rubber buffer in between.
Record all inspections, maintenance work and repairs in the PMS.
7.4 GANGWAYS AND ACCOMMODATION LADDERS
Markings on Gangways and Accommodation Ladders

Correct direction for lowering/heaving marked on the operating stand
At each end of all the gangways, provide marking with the maximum and minimum
permitted design angles of inclination, design loads, number of persons and
maximum load on bottom end plate
The connection point on the motor and the air hose, where applicable, to be
marked using colour coding, stencilling or marking plates to ensure correct
connections
Annual and 5 Yearly Surveys

Carry out a thorough examination of the following items and check for satisfactory condition
of equipment:
Equipment Items
Steps
Platforms
Accommodation All support points such as pivots and rollers
ladder All suspension points such as lugs and brackets
Stanchions, rigid handrails, hand ropes and turntables
Davit structure and fittings such as wire and sheaves
Treads
Side stringers, cross-members, decking and deck plates
Gangway
All support points such as wheel and rollers
Stanchions, rigid handrails and hand ropes
Brake mechanism including condition of brake pads and
band brake, if fitted
Winch
Remote control system
Power supply system (motor)
Note:
At every 5 yearly survey, upon completion of above examination, operationally load
test ladders, gangways and winches with the specified maximum operational load.
During annual surveys, also examine the fittings/ structures for means of access to
decks such as handholds and stanchions in a gateway/ bulwark ladder.
Load Tests
Load test the equipment to either one of the below:
Design load
Maximum operational load, if this is less than the design load
Load nominated by the ship-owner or operator only where the design load or
maximum operational load is unknown
Carry out the test by applying load uniformly along the length of the ladder at an angle of
inclination corresponding to its maximum bending moment.
After successful completion of test without any permanent deformation or damage, mark the
test load as the ‘Maximum Operational Load’.

CL :
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FORM:
7.5 NAVIGATION AND RADIO EQUIPMENT
Purpose
To ensure Navigational and Radio equipment function reliably and efficiently.
Refer to Navigation and Mooring Manual chapter ‘Navigation Equipment - Use and Limitation’.

CL :
RA :
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FORM:
8.1 HULL STRUCTURE INSPECTIONS
Purpose
To outline the procedures for inspection and damage assessment of Hull Structures.
Objectives for Inspections

To identify any structural defects at an early date, leading to extensive hull damage.
It also provides overall impression of structural integrity and extent of any corrosion or
deterioration.
Causes of Structural Damages and Deterioration

Excessive corrosion
Design fault
Material defects or faulty workmanship
Navigation in extreme weather conditions
Loading and discharging procedure
Wear and tear
Note 1
Normally recognised deficiencies are corrosion, fatigue, fractures, and buckling.
Caution
Failure of side structure due to corrosion and physical damage is the prime cause of majority of
casualties. Corrosion of main frames and their brackets results in a significant reduction in support to the
side shell. Which in turn, results in side shell plating cracks and causing water ingress into hold spaces.
Caution
Some corrosive cargoes with high Sulphur content can quickly diminish the hold steel-work, especially
when there is condensation or ‘sweating’ at the interface of side shell and topside tanks. This
condensation then trickles down to main web frames and lower bracket connections to hopper and start
corrosive action. Frequent carriage of high Sulphur cargoes can worsen this situation.
Inspection Frequency
Maintain and follow the inspection schedules in vessel PMS.
To determine the minimum frequency and extent of structural inspection, consider:
Vessel’s age and type
Shipyard of construction
Date of last dry dock
Cumulative operational experience
Specific hazards according to type of cargo
Current operating environment
Industry experience and lessons learnt
Class, Flag and National/ International regulations
As a minimum follow the scheduled frequency outlined in below table:

Vessel Type Frequency Space
All vessels
Within 3 M of
coming into All ballast tanks, stool spaces, duct keel and void spaces.
takeover
management
All cargo tanks, ballast tanks, void spaces, inter barrier
spaces (hold spaces) including independent tank
foundations.
Notes:
1. Where not possible to inspect cargo tanks at 12 M
intervals, at a minimum, inspect at 2.5 years +/- 6 M
aligning with renewal and intermediate surveys.
2. On product/ chemical tankers, take opportunity for cargo
Tankers 12 M
tank inspections during the tank cleaning/ mopping.
3. Where identified ‘hot spots’ have a cyclic failure interval
of below 12 M, then inspection of such locations should
not exceed the predicted failure intervals.
4. When carrying heated cargoes, carry out inspection of
adjacent ballast tanks at lesser than 12 M, unless tanks
a higher standard of tank protection is provided during
the designing or building stage.
Inspect cargo holds soon after completion of discharging
After every
operation to ascertain stevedore damages and make
Bulk carriers discharging
necessary claims.
and container
All cargo holds, ballast tanks, void spaces, inter barrier
vessels
12 M spaces (hold spaces) including independent tank
foundations.
All cargo holds, ballast tanks, void spaces, inter barrier
Other
12 M spaces (hold spaces) including independent tank
Vessels
foundations.
Other structural inspections (deck, forecastle, superstructure, etc.) every 4 M.
For inspection intervals of fuel oil/diesel oil/lube oil and other engine room tanks, refer to
Annex-1L of this manual.
Note 2
Senior officers, preferably trained in hull inspections, should carry out all structural inspections. Junior
staff who have completed the hull inspection course also qualify for inspection.
Note 3
When unable to carry out above inspections, consult Vessel Manager for alternate schedules. Carry out
risk assessment before postponing any inspection.
Structural Inspection Reports

Prepare a systematic tank inspection report along with applicable photos for every
inspection in Company provided forms.
Record all other structural inspections (deck, forecastle, superstructure, etc.) every 4
months and attach it to the Deck 4-monthly report.
Reports should include the details and the location of:
Structural deterioration and failure
Extent of corrosion, pitting and wastage
Extent of deterioration of any coating
Any leakages in bulkheads or pipework
The condition of cargo handling and monitoring equipment
Extent of sediment build-up
Note 4
On tankers and gas carriers take photos only if safe to do so.
Note 5
Immediately inform office in case of any alarming deterioration/ abnormality or structural failures.
Ship Structure Access Manual

As per SOLAS II-1/3-6.4, all oil tankers of 500 gross tonnages and over, and bulk carriers of
20,000 gross tonnages and over, constructed on or after 1 Jan 2006, to carry an approved
‘Ship Structure Access Manual’.
The access manual provides safe conduct of overall and close-up inspections and thickness
measurements on a regular basis and gives necessary information and instructions for that
purpose.
The manual contains:
Part 1: Plans, instructions and inventory of means of access.
Part 2: Forms for record of inspections and maintenance of means of access and
change of inventory of portable equipment due to additions or replacement after
construction.
Maintain the following records:
Inventory of means of access and any changes in inventory in Part 1.
Records of periodical inspections and maintenance of ship’s means of access as
per the inventory in the manual in Part 2, which includes:
• 12 monthly inspection of permanent means of access - for example, inclined,
vertical, spiral ladder and handrails.
• 3 monthly inspection of portable means of access - for example, portable
ladders, small platforms and rafts.

CL : Ship Structure Access Manual
RA :
WI: D - 103
FORM: TEC 32
8.2 GUIDELINES ON HULL INSPECTION
Purpose
To outline guidelines on hull inspections.
Inspection Guidelines
These guidelines are prepared using currently available information and intended only as
guidance. In case of any doubt regarding interpretation, consult Vessel Manager.
For more details refer:
Guidelines for surveys assessment and repair of hull structure by IACS
Guidance manual for the inspection and condition assessment of tanker structures
Guidelines for the inspection and maintenance of double hull tanker structures
Company hull structure guidelines
Note 1
In case of noticing any heavy scaling and corrosion or in doubt on general wastage, consult Vessel
Manager. Take few ultrasonic gauging and compare with original thickness. Indicate the location on the
relevant plans for future reference.
Vessel Type and Effect on Hull Structure
Type of Vessel Description

Environmental impact of tanker casualties has resulted in
stringent structural requirements.
Condition assessment program (CAP) applies to tankers over 15
years. It requires detailed close-up inspections and thickness
measurement in addition class requirements. A fatigue analysis
and inspection of ‘hot spots’ (failure/ fatigue prone) is done. On
Oil Tankers
completion, CAP rating is issued for hull structure, machinery and
cargo systems ranging from 1(high) to 4 (low) which directly
affects the vessels commercial potential.
Tank coating condition greatly influences cargo quality. Its poor
condition increases tank cleaning difficulties and subsequent
maintenances.
Chemical tankers carry various environmentally hazardous
cargoes.
Chemical corrosion is of prime concern.
Chemical Tank coating condition greatly influences cargo quality. Its poor
Tankers condition increases tank cleaning difficulties and subsequent
maintenances. Stainless Steel tanks may require passivation
after carrying corrosive cargoes.
Refer Tank Coating Manual for maintaining the coated tanks.
Cargo grabs, bulldozers and hydraulic hammers may cause
physical damage to ships plates, frames and brackets.
Hull overstressing due to unsynchronized loading and ballasting.
Loading high-density cargo do not provide internal support to the
holds and hence magnifies panting.
Bulk Carrier Abrasive cargoes scour and destroy hull coating.
Water ingress or sweating (condensation) with cargoes like
Sulphur, salt or high Sulphur coal form acids, which corrodes the
steelwork of holds.
Sloshing effects of water carried in designated holds contribute to
damage and stability problems.
Large deck openings create stress concentration at hatch
Container Ships corners. This develops cracks.
High speed loading causes strain on the hull.
Frequent ballasting and de-ballasting develops moist, and saline

atmosphere inside the tanks when empty. Poorly maintained
coatings and wasted sacrificial anodes cause corrosion in topside
wing tanks.
Maintain tank temperatures in double bottom sludge tank within
safe limits to control stresses.
The main hazards are high pressure, low temperature,
flammability, toxicity and reactivity. Cracks, corrosion, and
structural integrity are also main areas of attention.
Gas carriers suffer same structural integrity challenges as other
Gas Carriers
tankers.
Check for cold spots, tank insulation integrity, bilge alarm, gas
alarm, and bilge pumping out arrangements during void space
inspection.
Hull Inspection Guidance
Structure Inspection Guidance

Inspect shipside after every long voyage preferably during daylight.
Check for any deformation, corrosion, sea-growth, load line & draft
marks and tug-push points.
Use drones for hull inspection or any other task only with local
Shipside authority permission.
De-rust and touch up accessible areas only with local authority
permission and proper use of the ‘Permit to Work’ system.
Take all precautions to prevent pollution by use of paint.
Chief Engineer along with Chief Officer should make a regularly
inspection and maintenance/repair plan. Consult with Office or Class
depending on seriousness of the noticed defect.
Do not allow fractures to extend transversely or longitudinally
into the deck structure.
Check:
Stringer plate and sheer strake joint.
Plating around the scuppers for corrosion and cracks.
Deck plating weld seams between plating outside the line of
hatchways and the thinner cross deck plating, for fractures.
Large variations in plate thickness entraps water.
Hatchway beam for fractures, buckling and corrosion.
Cross deck strip for buckling.
Main Deck
Hatchway corners for cracks at welded attachments.
Shedder plates close to or on the free edge of the hatchway
corner plating.
Hatch coaming top and coaming top bar at the mid length of
hatchway for fractures.
Fillet weld connections of the coamings to the deck for
fractures, particularly at a curved coaming plate at the corner
of the longitudinal and transverse hatchway coaming.
Area around deck piping and cable conduit supports for
cracks and detachment.
Main deck abreast number 1 hold. This area is subject to
‘green sea loadings’ during heavy weather voyages.
Integrity of air pipes.

Check:
Inner bottom and bottom longitudinal, especially brackets or
stiffeners in way of transverse floors/ bulkheads, under stool
spaces of ballast holds.
Bilge well underside and bracket connection to longitudinal.
Under ballast/ bilge suction bell mouth and sounding pipe
striker plate for pitting corrosion.
Double Bottom
Tank top for indentation and inner bottom longitudinal, girders
Section
and floors for associated damages.
Transverse floors and bulkheads in way of fuel oil tank for
excessive corrosion.
Coating condition in double bottom ballast tanks close to
heated fuel oil tanks.
Associated structural elements for fractures, buckling and
corrosion due to aggravated stress.
Check:
Connection between hopper sloping plate, tank top and
longitudinal girder at transverse web for any cracks at scallop
of the web.
Transverse web frames in way of hopper longitudinal.
Penetrations of hopper longitudinal in way of transverse web
frames.
Bottom longitudinal with associated brackets or flat bar
stiffeners at web frames and penetration through watertight
Hopper Section
bulkheads.
Transverse web frame flat bar or brackets connection to
bottom longitudinal in shell.
Side longitudinal with associated tripping brackets in way of
web frames and transverse swash bulkhead (continuation of
stool sloped plates).
Trunk (connecting topside tank to double bottom) access
opening in lower hopper plate and connection to lower stool
shelf plate.
Check:
Condition of manhole doors and access ladders. The
condition of ladder (if not renewed) will indicate condition of
tank.
Top Side Tanks
Scarphing (see note 2) arrangement adjacent to engine room
and fore peak.
Pitting corrosion under suction bell mouth if topside tanks
disconnected from double bottom tanks.
Pay special attention for wastage/ cracks at:
Edges of opening/ slots for bottom hopper longitudinal, deck
longitudinal and side longitudinal.
Transverse Web Corners of webs.
Frames Connection of webs to longitudinal swash bulkhead and
horizontal flat bar connection to side longitudinal.
Flat bar connections to hopper longitudinal and flat bar
connections to deck longitudinal.
Check:
Connection of inboard strake to the topside-sloped plate.
Other Areas Shipside gussets (brackets) connection to side longitudinal
and lower hopper longitudinal.
Shipside gussets for any buckling/ excessive corrosion.

General condition ballast trunk access opening.
Drop valves recess and pipe connection to sloped plate,
valve opening extended spindle or hydraulic lines with the
fastening.
Sounding pipes of hold bilges passing through topside tank.
Thinning around the ‘U’ clamp fastening area due to flexing.
Check clamps are tight.
End brackets of all longitudinal to engine room bulkheads and
collision bulkhead.
Watertight bulkhead for excessive corrosion or buckling.
Lightning holes for excessive corrosion and for possible
cracks.
Check:
Scarphing (see note 2) arrangements at collision bulkhead in
top and bottom of the tank.
Connection of transverse webs to side longitudinal by
horizontal flat bar.
Cracks or severe thinning in way of slots horizontal stringer
plating.
Cracks in way of lighting holes on the stringers.
Cracks formed at toe of web frames, bracket connection to
stringer deck top, as well as under side.
Cracks formed at the end of faceplates of the stringer
platforms.
Forepeak Tank Cracks in way of flat bars sniped toe on the stringer
platforms.
Centre swash bulkheads, breast hooks that may have
buckling effect etc.
All pipe lines and ballast valves with associated extended
spindles.
Shell plating in way of the bell mouth of ballast suction for
pitting.
Condition of sounding pipes and conduit pipe and fastening U
clamps for tightness.
Forecastle stores – deck plating.
Slots in web frames for side shell longitudinal.
Structure around bow thruster tunnel (if applicable).
Check:
Forward bulkhead for severe corrosion or buckling.
Connection of transverse floors to side shell in way of
propeller aperture.
Aft Peak Tank
Box type construction close to rudder trunk.
Welding between stern frame and rudder horn casting for any
possible cracks etc.
All pipelines passing through the tank.
Check:
Hatch coaming brackets/stays connection to the main deck
for any cracks, especially stays close to centerline and at
Hatch Coamings
extreme ends of the coamings.
and Hatch end
Hatch coaming flats for any grooving in way of resting area of
beams
hatch covers.
Cracks in way of hatch cover wheel lifting plates and cut-outs
for cleats.

All hatch corners (inside) for cracks in the deck plating and in
the coaming.
Cracks in main deck plating and top stool shelf plate in way of
hatch entrances.
Cracks in way of knuckles, grain filling holes, hatch end beam
connection to top side tanks.
Cracks at end connection of hatch end beams to top side
tank sloped plate.
Cross deck underside longitudinal brackets connections to
hatch end beam and top stool vertical bulkhead.
Check:
Connection of the bulkhead with upper stool shelf plate,
especially at the swaged end of the corrugation.
Connection of the bulkhead to topside sloping plate.
Corrugation bulkhead in entirety for buckling/ distortion.
Connection of ballast trunk to shell plating, topside and
hopper tank.
Connection of bulkhead with lower stool, lower stool shelf
Transverse
plate and shedder plate. Check shedder plate carefully for
Bulkheads
cracks in way of crossing of shedder plate in adjacent hold
and for any cracks in the bulkheads.
Lower stool bulkhead and its connection to tank top and side
hoppers.
Connection of curtain plate/ diaphragm between corrugations
with corrugated bulkheads.
Access ladders and platforms condition including handrails.
Manhole doors to lower stools for any leakage.
Check:
Main deck between hatches for any signs of buckling.
Underside of Corrosion/ wastage of under deck stiffeners/ structure.
Transverse Cross Fractures in the connection of transverse bulkhead to the
Deck Strips cross-deck structure.
Fractures and/or buckling of hatchway end deep transverse
beams.
Check:
Each frame connection to lower hopper tank and connection
of faceplate with the web. Check especially where the
faceplate is deformed.
Entire frame web and faceplate for indentation and buckling.
Connection of the top bracket with the topside tank sloped
plate.
Connection of the frame to side shell in way of welding
Side Shell and
(corrosion, erosion and grooving).
Frames
Thickness gauging to be carried out where corrosion is noted.
To be done especially at the lower web plate, middle part of
frames and lower and middle part of face plates.
Inspection of side shell plating.
Lower hopper plate and its connection to side shell and tank
top. The connection of the lower hopper plate (in case of the
hopper plate is shaped) in way of webs in hopper tanks for
possible cracks.
Check:
Tank Top Entire tank top for serious indentation – especially into cargo
hatch opening.

Recessed bilge and ballast wells for cracks.
Strum box for cracks.
Cracks in way of center girder or duct keel and below lower
stools.
Bilge cover plate and ballast well cover plate for deformations
and the securing stud-nut arrangement.
Check:
Vent pipes.
Sounding pipes for corrosion wastage and wear due to
Piping rubbing around the clamps.
Arrangements ‘U’-clamps and nuts.
Hold temperature pipes.
Hold cleaning eductor pipes.
Pipe guards.
Check:
Hold Access Vertical and Australian ladders.
Intermediate platforms and stanchions.
Note 2
Scarphing arrangement is the connection and the gradual transition from longitudinal to transversal
stiffening or vice-versa of the strength members of the hull structure - for example, stringer decks of the
fore peak continuing in the No.1 cargo hold or the topside tank in the form of brackets and the top and
bottom wing tanks continuing into the engine room. Carefully check scarphing arrangement for any
buckling and cracks.
Typical Views of Bulk Carrier Structures

Typical Views of Container Vessel Structure
Fractures in hatch coaming

top plate initiated from butt
weld of compressor bar Fractures at main cargo
hatch initiated from
welded joint of cell
guide initiated from
sniped end of stiffner
Bucking of deck
plating of transvere
framing system
Deformation of side shell

transverse web frames
and / or side shell
longitudinals in way of
the tug pushing area or
on way of side shell
fenders
Typical Views of Tanker Structures

CL :
RA :
WI: D - 103
FORM:
8.3 HULL STRUCTURE REPAIRS
Purpose
To outline procedures for hull structure repairs.
Method of Structural Repairs

Report all structural defects/ failures to office mentioning the frame number, longitudinal and
the side, including the details of damaged steel structure.
In consultation with Vessel Manager inform classification society (Class) accordingly.
If failures have occurred as result of inadequate or poor design, assess the failure and
obtain modification/ repairs from Company Technical Services.
For permanent repairs, Office will arrange repairs. It will be carried out by an authorized
workshop under supervision of Class and procedures laid by them.
Temporary Repairs
Consult Vessel Manager for all temporary repairs of structural defects and use following
guidelines:
Clean concerned surface thoroughly to the bare metal using a light wire brush
Use dye penetration test to ascertain start and ends of the crack
Punch mark the end positions of the crack
Drill suitable size holes at ends of the crack to limit the extension of the crack
Carefully gouge the crack length
Prepare the gouged surface for welding by carefully grinding the entire length to ‘V’
Grind off all surface cracks due to gouging
Use dye penetration test to ensure that no cracks exist on the prepared surface
Weld the prepared surface from both sides. Insert suitable size bolts in the drilled
holes
Coat the surface with suitable primer
Monitor the crack regularly to ensure that it does not propagate
Refer to the figure of typical cracks in some spaces at the end of this chapter.
Note 1
On tankers and gas carriers, ‘DO NOT’ carry out voyage repairs, except which are crucially essential to
complete the voyage or re-position the vessel to a yard. Carry out such repairs in consultation with office
and Class. Inform Office prior carrying out such repairs.
Note 2
If repairs are not possible, obtain Class deferment in the form of ‘Recommendation’.

Officers must ensure that crew follow safe working practices and conditions, with particular
attention to eliminating fire hazards.
Check cleanliness when inspecting machinery prior closing up.
For safety procedures during afloat repairs, refer to H&S manual chapter on ‘Afloat
Repairs’.
Caution
Whenever repairs require removing handrails, ladders, deck plates etc., ship staff must take adequate
precautions to prevent accidents.
Typical Example of Repairs on Deck Structure

Typical Cracks in Tanks


CL :
RA :
WI:
FORM:
8.4 CORROSION AND COATING BREAKDOWN
Purpose
To outline procedures on corrosion and coating breakdowns.
Causes of Corrosion
Coating breakdown
Absence of cathodic protection in ballast tanks
Main Types of Corrosion

Type Description
General Corrosion General corrosion appears as a non-protective rust occurring
uniformly on uncoated surface.
The rust scale continuously breaks off, exposing fresh metal to
corrosive attack.
It is difficult to visually judge the thickness loss, until excessive loss
has occurred.
Failure to remove mill scale during vessel construction can also
accelerates corrosion in service.
Severe general corrosion, usually identified by heavy scale
accumulation, can lead to extensive steel renewals.
Pitting Corrosion Pitting corrosion is a localized corrosion occurring on horizontal
surfaces and structures that entrap water.
Observed particularly in the aft bays of tank bottoms or on vertical
surfaces in cargo holds due to corrosive nature of certain cargoes
such as sulphur, salt, coal etc. For coated surfaces, it produces
deep and small diameter pits leading to hull penetration resulting in
emergency repairs.
Severe pitting of uncoated surfaces affects strength of the structure
leading to steel renewal. In coated tanks/ surfaces, pits are
generally spread shallow and making rough surfaces.
Substantial Substantial corrosion is defined for a structure which has more than
Corrosion 75% of the corrosion margin already consumed. Company policy is
to renew such structures as soon as possible under classification
society’s advice.
Focus Areas of Serious Corrosion

Taking into account all the possible factors relevant to particular cargo space or ballast
tanks, pay special attention to following surfaces:
Check horizontal surfaces like bottom plating, faceplates and stringers, especially
at the aft bays of tanks. General or pitting wastage may occur. Accelerated local
corrosion often occurs at the after bays and particularly in way of suctions.
Deck heads and ullage spaces in uncoated ballast tanks, cargo spaces or where
anodes are ineffective.
Places of high humidity and surface temperature.
Structures in way of lightening holes or cut-outs experience serious corrosion.
Local drainage and flow patterns or lack of stripe coating at new building stage
cause erosion.
Grooving takes place on both horizontal and vertical surfaces.
Areas in way of stress concentrations such as at toes of brackets, ends of

stiffeners and around openings.
Bulkhead surfaces in ballast tanks adjacent to heated cargo or bunkers.
Areas in way of local coating breakdown.
Sacrificial Anodes
Use of sacrificial anodes complements the coating at areas of exposed steel.
If observe any coating breakdown with a ‘fair rating’ discuss with Office. Vessel Manager in
consultation with anode manufacturers can get an anode system designed to provide
adequate current density levels.
Zinc and Aluminum anodes are widely used. At times Magnesium anodes are also used.
Caution
On Tankers, preferably use Zinc anodes. Do not fit Magnesium anodes. Alternatively, if using aluminum
anodes, comply with height restriction requirement.
Coating Breakdown
Coatings are first barriers to protect tanks against corrosion.
Lack of coating (due to coating depletion, deterioration, damage, etc.) results in corrosion
rates similar or greater than that of unprotected steel.
Periodic inspections and repair of coating as required are effective in minimising the
corrosion damage.
Coating Condition is Defined as Below
Good Minor spot rusting, affecting less than 20% of area under consideration
Local breakdown at edges of stiffeners and weld connections or light
Fair
rusting over 20% of areas under consideration
General breakdown of coating over 20% or hard scale over 10% of areas
Poor
under consideration
Refer to the coating breakdown and pitting assessment scales at the end of this
chapter.
Report to Office if observe any coating breakdown with a ‘Fair’ rating.

CL : Ship Structure Access Manual
RA :
WI: D - 103
FORM: TEC 32
8.5 PAINTING APPLICATIONS
Purpose
To outline procedures on painting applications.
Application of Paints
Cost of paint, de-rusting tools, and labour required for protection and maintenance of
steelwork is one of the major maintenance costs to the vessel and, in turn, bears direct
relation to the second hand value of the vessel.
Note 1
Careful thought and planning in correct use of paints and their application procedures are therefore
essential.
Planning
Carefully monitor short and long term weather forecasts - for example, 12 hour, 24 hour, 4
days) for rain and accordingly assigning job.
Aim to paint all de-rusted areas on same day and subsequent coats at correct intervals.
Completing small areas is preferred over de-rusting and then exposing large areas to rain,
spray and moisture.
Note 2
Plan jobs to ensure surface is painted immediately after de-rusting.
Storage of Paint for Long Period

Order paint according to work plan prepared in consultation with the Vessel Manager.
Store paint at a room temperature of less than 400C. Use grating or dunnage under it. Turn
paint containers over upside down every 3 months to prevent settling.
For procedures on safe storage of paints, refer to H&S Chapter on ‘Painting’.
Health Hazards
For procedures on safe handling of paints, refer to H&S manual.
Surface Preparation
Life of paint and its capability to protect steel depends upon the surface preparation of steel.
Best method of surface preparation is blast cleaning, but it is not practical for small areas.
Note 3
Hand tools are inadequate and unsuitable for proper surface preparation. It is therefore essential to use
proper power tools for surface preparation as best as possible.
Use of Tools for Surface Preparation

Requirement of power tools differs between ships, depending on vessel’s state, thickness
and type of rust and layout.
Generally, tools on board are a combination of some of these:
Needle scaling machines (also known as jet chisels)
Disc grinders (Using sanding discs made of grinding paper)
Wire brushing machines (rotary)
Pneumatic hammers and chisels
Electrical machines with hammer heads (Leaf type or rollers type)
Large multi-head machines (For example - Rust buster)

Blasting Machines (Grit or water).
High Pressure Hosing Machine (For example - ‘Kew’ type).
Sufficient power tools in good condition with adequate spares ensure high productivity.
Mechanical wire brushing and disc sanding have a little risk of polishing the plate leading to
poor paint adhesion. Therefore, recommend using wire brush with coarse, twisted bristles.
For disc grinding, use coarse grit papers.
When grit blasting, electrically earth the hopper and the nozzle to the deck and/or the fitting.
Remove all old loose paint film. Taper the edge of the existing coat by a disc sander to
prevent subsequent peelings on these edges.
If previous paint coat is epoxy paint, then roughen it by light wire brushing. Otherwise,
subsequent coats will not adhere well.
For safe procedures on use of power tools, refer to H&S Chapter on ‘Hand and Portable
Power Tools’.
Note 4
When using power tools, always try to achieve ‘St - 3’ standards.
Surface Preparation Grades

Technical data sheets of paints mention the required surface treatment.
Manual Surface Preparation Grades
Grade Description
St Indicates ‘Wire brushing’, (‘Sa’ indicates Blast cleaning).
Do thorough scraping (with hard-metal scraper) and wire brushing, disc-
sanding, etc. Remove loose scale, rust and foreign matter. Finally, clean
St 2
the surface with a vacuum cleaner, dry compressed air or a clean brush. It
should then have a faint metallic sheen.
Extremely thorough scraping and wire brushing, disc-sanding, power-
brushing etc. Surface preparation as for St - 2, but considerably more
St 3
accurate. After removing the dust, the surface should have a pronounced
metallic sheen.
Blasting Surface Preparation Grades

Grade Description
Sa 0 No surface preparation
Light blast cleaning. The jet is passed rapidly over the surface so that loose
Sa 1
mill scale, rust and foreign matter are removed.
Thorough blast cleaning. The jet is passed over the surface long enough to
remove all mill scale and rust and practically all foreign matter. Finally, the
Sa 2
surface is cleaned with a vacuum cleaner, clean and dry compressed air or
a clean brush. It should then be greyish in colour.
Very thorough blast-cleaning. Mill scale, rust and foreign matter shall be
removed to such an extent that remnants only appear as shades on the
Sa 2.5
surface. Finally, the surface is cleaned with a vacuum cleaner, clean and dry
compressed air or a clean brush.
Blast cleaning to white metal. The jet is passed over the surface long
enough to remove all mill scale, rust and foreign matter. Finally, the surface
Sa 3
is cleaned with a vacuum cleaner, clean and dry compressed air or a clean
brush. It should then have a uniform metallic colour.
It is assumed that the steel surface has been cleaned of dirt and grease, and that the
heavier layers of rust have been removed by chipping.
Paint Preparation
Normally paints are ready to apply and do not require any dilution.
Note 5
Never use more than 5% thinner for dilution. Excessive dilution causes running and sagging.
When mixing 2 component paints like ‘Epoxy paint’, mix it properly prior application as per
maker’s instructions. Mix the base first and then add in hardener.
Always use mechanical stirrers for mixing. Hand stirring is inadequate.
Mixing entire cans is easy as they are supplied in correct ratio. For consumption lesser than
set quantity follow the ratio as per maker’s instructions.
Pot Life
Paints have limited pot life. In 2 components paints, after mixing, the viscosity rapidly
increases with time. Only mix the required quantity for the area.
For epoxy paints, if pot life is exceeded and paint hardens, it cannot be used by adding
thinner.
Painting Equipment
In general, Airless Spray is the best method for painting.
Note 6
Paint application by roller is most unsuitable for first coat. When paint is rolled on the surface, large
amounts of air are retained in the cavities under the paint film. This often contains moisture, giving ideal
conditions for rust formation under the paint film.
Airless Spray Painting

In airless spray painting, paint is atomized under high pressure through a very fine nozzle
on the airless spray gun.
The spray gun pressure is dependent on the input air pressure and ‘gear ratio’ of the pump.
Input air pressure is usually 5-7 kg/cm2 (70-100 psi.). The Pump (gear) ratio should be 30:1
or greater.
The most important part of the airless spray equipment is correct use of the nozzle.
The nozzle has a tungsten carbide tip with a narrow opening through which the paint is
forced. The dimension of opening varies for different nozzles. The shape of opening varies
according to the ‘fan’ angle for spraying.
Use narrow fan angle for touch-up job.
For safe procedures on use of high pressure equipment, refer to H&S chapter ‘High
Pressure Equipment’.
Paint Application
Paint and moisture do not mix.
Steel temperature should be at least 3°C higher than the dew point of the atmosphere.
Keep a wet piece of cloth in the center. If the spot dries up in open air within 15 minutes, it
is ok to paint.
Relative humidity should be lesser than 90%.
Caution
Never paint in a damp atmosphere (Relative humidity more than 90%).
Paint Film Thickness

For proper paint protection, ensure to achieve recommended ‘Dry film thickness’ (DFT).
For paint application, refer paint maker’s manual for the correct ‘Wet film thickness’ (WFT).
When spray painting, follow correct procedure to achieve correct film thickness. Hold the
spray gun 30-50 cm away and at right angles to the surface.
With airless spray application, the correct film thickness depends on the speed of spray gun
movement and the pattern used in spraying.
For certain epoxy, control the speed at 60 - 80 cm/ second.
Since measuring WFT continuously is not possible. Calculate paint consumption for area
and use that amount evenly to achieve correct WFT.
For a touch up coat, recommended DFT is 100 microns and spreading rate is 0.276 lt/m2.
Therefore, to achieve correct DFT, spread a can of 13.4 litres over a maximum of 48 m2.
At 200 Microns DFT, the spreading rate is 0.5552 L/m2. Therefore, spread a can of 13.4 litre
over less than 25 m2.
Calculate the theoretical consumption for any paint by the formula.
Consumption in liters = Area (m2) x Desired DFT (Microns)Solid volume % x 10
Note 7
Chief Officer must ensure that the correct paint film thickness is applied. Guide the Bosun regarding area
coverage of 1 can of paint to achieve correct DFT.
Caution
If paint coat applied is thinner than recommended thickness, rust will appear quickly and all work done
and cost of paint will be a waste.
Drying Time and Painting Interval and Over Coating of Paints

Strictly follow manufacturer’s instructions.
Hard drying time means the time necessary for paint to cure before people can walk on it
without leaving footmarks on the paint surface.
When applying an epoxy paint on oil based acrylic or chlorinated rubber paint, allow for a
minimum ageing period of 3 months, preferably 6 months.
Note 8
Epoxy coatings, by nature are liable to chalk (inducing a powdery surface). It loses glossiness gradually
when exposed to ultraviolet light (sunlight). This however, does not adversely affect the system’s colour
retention or the durability.
Care of Spray Painting Machines

Plan the work for continuous running of spray machine avoiding prolonged breaks and
reducing the frequent cleaning of system with thinner.
On finishing spraying:
Disconnect the nozzle and clean thoroughly.
Clean the spray gun, including filter unit (if any). Keep the nozzle disconnected
from the spray gun during storage.
Remove all residual paint out of the machine. Thereafter circulate thinner or
cleaner until the whole system is clear.
Close air valve. Remove filter and clean it. Reassemble all except the nozzle, fill
with thinner or cleaner. Leave it filled.
Note 9
Never use metal objects for cleaning holes of a clogged-up nozzle. Nozzles are expensive and metal
objects might damage them. Use a wooden splinter or compressed air. Always engage the safety lock of
spray gun before cleaning a clogged nozzle.
Ordering a Nozzle Tip

Refer to the data sheet of the paint for ordering the correct type of nozzle tip.
As a guide, refer tables below to make your selection.
Specification
Flow
Material Guide Pattern Orifice Capacity Tip Part Number
Width Size GPM
4” TIP – 0407
6” .007” 0.05 TIP – 0607
8” TIP – 0807
THIN VISCOSITY
4” TIP – 0409
MATERIALS
6” .009” 0.07 TIP – 0609
Lacquers
8” TIP – 0809
Stains
10” TIP – 1009
Sealers
4” TIP – 0411
Enamels
6” TIP – 0611
Wash Primers
8” .011” .10 TIP – 0811
10” TIP – 1011
12” TIP – 1211
4” TIP – 0413
6” TIP – 0613
8” .013” .15 TIP – 0813
MEDIUM VISCOSITY
10” TIP – 1013
MATERIALS
12” TIP – 1213
Sprayable adhesives
6” TIP – 0615
Flat paints
8” .015” .20 TIP – 0815
House paints
10” TIP – 1015
Industrial enamels
12” TIP – 1215
Wood fillers 8” TIP – 0817
10” .017” .26 TIP – 1017
12” TIP – 1217
14” TIP – 1417
8” TIP – 0818
10” .018” .30 TIP – 1018
12” TIP – 1218
14” TIP – 1418
8” TIP – 0819
10” .019” .33 TIP – 1019
12” TIP – 1219
Specification
Flow
Material Guide Pattern Orifice Capacity Tip Part Number
Width Size GPM
14” TIP – 1419
8” TIP – 0821
10” .021” .41 TIP – 1021
12” TIP – 1221
HEAVY VISCOSITY 14” TIP – 1421
MATERIALS 10” TIP – 1023
Block fillers 12” .023” .48 TIP – 1223
Coal tar 14” TIP – 1423
Epoxies 16” TIP – 1623
High build enamels 10” TIP – 1026
14” .026” .61 TIP – 1423
18” TIP – 1826
10” TIP – 1031
14” .031” .91 TIP – 1431
18” TIP – 1831
12” .036” 1.20 TIP – 1236
18” TIP – 1836
12” .043” 1.80 TIP – 1243
18” TIP – 1843
12” .052” 2.50 TIP – 1252
18” TIP – 1852
* Flow Capacity based on 1,500 psi at the gun.
Example – If a 10” pattern (@ 1-foot distance from work) is required with a 0.017 orifice size
for proper material flow.
Order: Spray Tip Identification: TIP-1017 (TIP-Part Number Prefix, 10 indicates fan width in
inches, 17 indicates orifice size x 1000 inches).
Airless Spray Application Trouble Shooting Chart

Fault Probable Cause Suggested Correction
There may be a tendency for sprayers
who are unfamiliar with airless application
Improper spray technique
to deposit a paint film much heavier than
specified
The spray gun should be held at a
Gun is passed too close to
distance of about 1 ft. (30cm) from the
the work piece
surface for general work
Gun stroked at wrong
Gun should be stroked at right angles
angle to surface
Runs and Sags
The spray pattern should only be lapped
Gun not triggered properly
slightly and the gun should be triggered
(Excessive lapping)
at surface interruption
In addition to the above suggestions,
Excessive deposit check spray nozzle for excessive wear or
improper selection
Paint materials have a value of viscosity
Excessive dilution and solids content below which it cannot
be diluted and still hold the specified film.
Wrong nozzle Select a smaller nozzle
Nozzle is worn out Select a new nozzle
Streaks (rat tails) Incorrect overlapping of Follow the previous stroke accurately.
strokes Deposit a wet coat.
Paint too cold Increase pressure / thin the paint
Fault Probable Cause Suggested Correction

Too high viscosity Increase pressure / thin the paint
See notes for “Run and sags”. Use a
Too high Film Improper technique smaller nozzle. Hold the gun at right
angles to the surface
Reduce pressure
Excessive Atomization Use a larger nozzle
Dry over spray Nozzle too small Hold spray gun closer to workpiece
Improper technique Trigger gun at edges spray at right angles
to workpiece
Excessive atomization Reduce pressure
Excessive spray Gun stroked too far from Stroke the gun about 1 ft.(30 cm) from
fog surface the surface
Only the correct amount of thinner should
Paint thinned out too much
be added
Paint film too heavy. Poor Apply less wet film thickness
Pinholes
atomization. Increase pressure
Paint not thinned
Add the correct amount of thinner
‘Orange peel’ sufficiently
Not building a wet coat Check that the thinner is used
Rust, oil or grease on Degrease the surface properly before
surface painting
Surface temperature must be above the
Blistering Moisture on or in surface
dew point
Solvents trapped under
Use a slower solvent
dried paint
Painting Faults
Surface Cause Procedure

Sound paint-
Normal wear and exposure Remove oil/grease marks. Clean the
work faded but
to elements surface. Remove any loose paint
adhering
Paintwork
Previous touch up carried Remove oil/grease marks. Remove
heavily crusted
out without proper crusts of old paint to sound surface.
with previous
preparation Dust down.
paint
Painted over moist surface.
Paintwork Remove oil/ grease marks. Remove
Painted over contaminated
flaking and poor flaking paint down to sound surface by
surface. Intervals between
adhesion chipping or wire brushing. Dust down.
coats too long/short.
Painted over moist surface.
Using equipment containing
Paintwork with Remove oil/grease marks. Clean the
water e.g. Brushes, rollers,
limited areas surface. Scrape blisters and remove
stored in water. Using
blistering/corrosi any corrosion. Wash to remove any
finishing coats over bare
on fluid from blisters.
steel. Poor initial surface
treatment.
Surface Cause Procedure

Remove oil/ grease marks. Chip to
remove heavy rust. Remove remainder
Maintenance neglected
Areas of of corrosion. Grit-blast/ Power disking
over a period of time or
corrosion and where possible.
carried out with no
heavy rust. Hand brushing if these means are not
preparation of surfaces.
available. This method is not suitable
with extensive areas of rust.
Soft coat of primer or under-
coat over coated with hard Remove oil/grease marks. Chip or
Paint surface
finish coat. Intervals scrape to remove cracked paint to
cracking or
between coats too reveal sound paint or bare steel.
‘crocodiling’
long/short. Paint unsuited to Wipe/dust down.
use.
Using over strong brush Clean down surface as necessary.
Brush marks on strokes. Paint too thick Lightly abrade areas with marks by wire
surface when applied. Undercoat brush or emery block.
with poor flow.
Application by brush or
roller carried out too Clean down surface as necessary.
Bubbling on the vigorously and paint Lightly abrade area by light power
surface ‘worked’ too much. Freshly discing or hand scraping, to remove the
painted surface exposed to bubbles.
strong sunlight.
Surface contaminated by
Remove the cissed paint wherever
Cissing grease, etc. Previous coat
possible. Thoroughly degrease
(withdrawal of is not compatible with
exposed surface by light power discing
paints in spots) topcoat. (Check that correct
or hand scraping.
paint has been applied).
Excessively thick coats
Remove areas of sagging to reveal
applied. Spray gun
sound coatings beneath. Fresh coats
Sagging unskilfully used. Application
may be removed by hand scraping.
over high gloss. Too much
Other coats by power disking.
thinner.
Remove areas of wrinkling to reveal
Paint applied too thickly.
sound coating beneath. Wipe or dust
Wrinkling Fresh paint exposed to
down surface. Light power disking or
direct sunlight.
hand scraping.

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8.6 AIR VENTS AND SOUNDING PIPES
Purpose
To outline care and maintenance of air vents and sounding pipes.
Air Vents
Mark all air vents as per the color-coding and tank name for identification.
Frequency Task
Check the vent head piping for any pitting/ corrosion/ wastage
Check vent heads for condition of the float and smooth operation of
3M the auto lifting device/ closing device
Check intact condition of flame screens on oil tank vents
Check the condition of the rubber gaskets or packings, if fitted
Inspect length of vent pipes for double bottom tanks passing
6M
through the cargo holds for any corrosion/damage
For flame screens, use corrosion resistant wire gauze meeting IMO and USCG
requirements.
Note 1
As per USCG CFR 46, for single screens, use 30 x 30 mesh per sq. inch and for double screens use 20
x 20 with 1½ inch separation gap between 2 screens.
Sounding Pipes on Deck

Mark all sounding pipes as per the color-coding and tank name for identification.
Keep caps of all sounding pipes closed at all times and ensure threads of caps fit properly.
which must include:
Frequency Task
1W Check operation of self-closing cocks
1M Inspect sounding pipe caps and threads
Inspect pipe guards and length of sounding pipes for double bottom
6M
tanks passing through the cargo holds for any corrosion/ damage
Caution
Leakages from sounding pipes passing through cargo hold have often caused cargo damage.
Particularly check areas of maximum wear and tear such as around the U-clamps and supports.
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8.7 PIPELINES
Purpose
To keep all the pipelines and cable conduits in good condition properly maintained and protected.
Deck and Service Pipelines

Inspect the deck and service pipelines as per PMS.
Inspect the cargo and ballast pipelines during the tank inspection as per PMS.
When inspecting check:
For any cracks, corrosion and wastage, with special attention to the underside
Tightness of U-clamps and condition of packing between clamp and the pipeline
Condition and movement of expansion joints
Condition of pipe supports
Check the condition of bonding wire, where fitted
For cable conduits on decks, inspect the underside of junction boxes and drains for water
accumulation.
Additionally, for tankers and gas carriers, refer to their cargo handling manuals.
Expansion Joints
Examine all expansion joints, where fitted, for leaks and flexing.
Ease up the expansion joints to avoid the undue stress in the pipe, if not moving during
flexing of vessel.
Always maintain spare packing for the type and size of expansion joints on board.

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9.1 CARGO MACHINERY
Purpose
To outline maintenance procedures on cargo machinery and system.
Cargo Machinery and System

schedules listed in PMS.
Annex I (A to L) of this manual includes a sample list of all-important maintenance and
inspection intervals. Utilize it as guidance for preparing the vessel-specific maintenance
plan.
Vessel type-specific cargo handling manual gives general operating and maintenance
instructions relevant to your vessel.
Cargo Cranes and Crane Wires

Refer to TMM chapter on ’Cranes’.

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9.2 BALLAST MACHINERY
Purpose
To outline maintenance procedures on ballast machinery and system.
Ballast Machinery and System

schedules listed in PMS.
Annex 1 (A to L) of this manual includes a sample list of all-important maintenance and
inspection intervals. Utilize it as guidance for preparing the vessel-specific maintenance
plan.
Vessel type-specific ‘Cargo Handling Manual’ gives general operating and maintenance
instructions relevant to your vessel.

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10.1 MAIN ENGINE - DIESEL
Purpose
To outline maintenance procedures for reliable operation of main engine.
Main Engine Care and Maintenance

Test all main engine alarms and trips as per vessel PMS based on guidelines in Annex II.
Regularly maintain and closely monitor engine performance. Ensure not to affect engine
performance adversely while altering settings and engine parameters.
Consult Vessel manager to fix time between overhauls as per the maker’s instruction and
service experiences.
Note 1
Do not deviate from makers instructions without instructions from Vessel Manager.
Note 2
If the engine is complying with NOx Technical Code, comply with NOX Technical File requirements.
Refer to EMM ‘Chapter NOx Emission Control Management.’
Spare Parts
Vessel should carry spare key components and critical parts.
Emergency Control Stand

Try out ME from emergency stand every 3 months.
On Gas and Chemical vessels subject to CDI inspections, test every 1 month.
Indicator Diagram
Record at least 1 indicator diagram in each ballast and loaded voyage per month.
Preferably, record these on departure during normal weather conditions. For sake of
comparison, record wind, current and swell condition as well.
Mention repairs or overhauls done since last recording to analyze improvements through
overhauls. In addition, record a set of cards before and after dry docking to estimate
improvements through underwater hull maintenance.
Keep differential between P. Max units within makers recommended limits. (Normally +/- 3
bar).
Analyze and attend immediately if average P. Max for units differs from specified or
compared records for similar rpm and load conditions. Use ‘shop trial’ performance curve as
a reference.
Difference between P. Max and P. Comp should not exceed more than that specified by
maker. (Approx. 35 bar). Too high difference can collapse piston rings.
Record and compare all other engine parameters with the test records for similar load
conditions.
Camshaft
Carry out camshaft inspection at recommended intervals. Rollers of both exhaust
valve and fuel pump driving gear must turn freely. Jammed rollers result in damaging
the cam surface and roller itself.
Crankcase
Carry out crankcase inspection monthly, or after every long voyage.
After normal checks, check for cracks on supporting ribs of cross girders in the thrust
bearing section. Check for cracks on Holding plate for main bearing jack bolts, where
fitted. Cracks could arise due to over tightening of the jack bolts.
Cylinder Lubricating Oil

Always maintain correct cylinder L.O. rate. On Engines without ‘Load Dependent
Lubrication’ system, ensure correct lubrication during start up and increased load condition.
Test lubricator low-level and non-flow alarms regularly. Check tightness of lubricator drive
coupling bolts every 4000 hours. Record timings and compare with specifications.
Fuel Oil Pumps

Always adjust fuel oil pressure via pressure-regulating valve at engine outlet and not by the
by-pass safety valve of booster pump.
Makers recommend between (7-8 Bar). At this pressure fuel pump shock absorber work
optimally. They absorb heavy shock created while cut-off edge of plunger passes cut-off
holes.
At higher fuel pressures they do not absorb the shocks hence creating a damaging effect on
fuel pipes and other fittings. Similarly, force required by air positioner to move VIT rack is
higher than at low fuel pressure.
On pumps fitted with VIT, heavy sludge may accumulate on top of fuel pump barrels. This
may prevent movement of barrel causing excessive increase of peak pressures.
Periodically clean accumulated sludge by removing top cover.
For B&W MC Engines:
Overhaul fuel pump puncture valves at maker’s recommended interval or less, as
they tend to stick during start up.
Fabricate lifting tool to check spindle movement while trouble shooting.
Inspect reversing link for fuel pump roller guide for cracks by pulling out the roller
guide. After first inspection, do this along with fuel pump actuator overhaul.
Note 3
Change back-up rings for jacks in hydraulic ring on cylinder covers, at each overhaul. Rings closer to
exhaust manifold deteriorate fast and cause difficulty in loosening nuts.
Fuel Injectors
On units with multiple fuel injectors, ensure difference between their opening pressures
does not exceed maker’s specification. Always use nozzle tips of right specification
Excessive tightening of fuel injectors causes deformation of components in the fuel valve.
Dribbling fuel injectors cause improper combustion, loss of thermal efficiency and excessive
deep burn spots on piston crowns. Recondition nozzles, spindle and spindle guides as per
maker’s instructions. Maintain records of all sent ashore for reconditioning.
Exhaust Valves
On B&W exhaust valves, check clearance between lifting gear arm and roller guide, at
bottom most position every inspection. Improper tightening of exhaust valve actuator and
roller guide lifting arm bolt, has caused the arm to break due to hits by the roller guide.
Lifting gear arrangement is only used in emergencies, hence breakages go unnoticed.
Inspect bottom tray of camshaft housing. Trapped broken pieces between it and the cam
can cause severe damage.
After adjusting or ascertaining clearance, use locking plate to lock lifting arm bolt in position.
Carefully adjust clearance, during overhauling of the exhaust valve actuator.
Some new B&W engines have new lifting tool, hence above mentioned tool is not available.
Number every exhaust valve including spares. Maintain a condition report for complete
assembly, seat, spindle, housing and seal rings of exhaust valves. Use maker’s sample
forms in service notes or manuals for recording wear status and limits of each component.
Tighten all bolts and nuts to specified torque after overhauling exhaust valves.
Overtightening actuator bolts can deform air piston cylinder of B&W exhaust valves. This
causes failure of air piston sealing leading to the valve remaining open.
Use special grinding wheel for Nimonic valves.
Scavenge Space Inspection

Inspect scavenge spaces every 1000 hours to ascertain piston and liner condition.
Check rings for optimum lubrication, carbon deposits, springing action and micro seizures.
Measure piston ring radial wear by checking butt clearance, where visible and accessible.
Check piston skirt bolts and their locking. Examine piston top for deposits and burning.
Operate lubricator manually and check each quill for operation.
Examine visible liner surface for lubrication, scoring marks and micro seizures. Keep piston
cooling on and check piston for any leakage.
Clean under-piston spaces thoroughly and clear blocked drains.
Blow through the steam/ CO2 smothering lines for scavenge space firefighting by
compressed air to ensure they are not clogged.
The Shaft-Earthing Device

Improper maintenance of shaft-earthing device may cause arcing between shafts and
bearing leading to bearing damage.
Regularly polish band surface and maintain brush tension to ensure good contact.
Maintain a spare set of brushes.
Record daily readings and check their compliance with specified limits depending upon
operating condition i.e. draught, S.W. temperature and density.
Top Stays and Braces

Engine seating takes dynamic forces, imposed by the engine.
Examine all bedplate, side and end chocks. Regularly check:
Fastening points for any cracks
Bedplate bolts (holding down bolts) to the seating for tightness to ensure no
dynamic movement is possible between the bedplate and seating
Engine Cooling Water Treatment

Keep cooling water free from rust and deposits.
Replenish with water from ship’s distillation plant only.
Comply with maker and chemical supplier’s recommendation for dosage and type of
corrosion inhibitor.
Test the cooling water:

Weekly during normal make-up condition.
When taking make-up water after overhauling till it reaches correct chemical level.
Take samples from circulating system and not from expansion tank or pipe leading to it.
Maintain records of onboard tests using chemical supplier’s prescribed forms. Send 2
copies of these to Office.
Regularly examine cooling water spaces to check efficiency of corrosion protection. Check
spaces for corrosion, corrosion fatigue, cavitation, and scale formation.
Do not use chromate based inhibitors as cooling water may leak into drinking water circuit
via freshwater generator.
Use only nitrite-borate based inhibitors. Do not renew fresh water cooling pipes with
galvanized pipe as it may lead to zinc lead deposits when using inhibitors.
On observing increase in chloride content, trace salt-water leakage and rectify at first
opportunity. Do not exceed upper chloride limit specified by inhibitor and add additional
inhibitor as per maker’s recommendations.
A decrease in pH value or increase of sulphate content, may indicate exhaust gas leakage
into water system. Identify and rectify such leakage immediately.
Mentioned below are recommended Nitrite-Borate corrosion inhibitors for fresh water-
cooling treatment. Use list for guidance only. Always refer to supplier’s dosing instructions
for best results.
Maker’s min.
Company Name of Inhibitor Delivery Form Recommended
Dosage (*)
Drew Ameroid DEWT NC Powder 3.2 kg /1000 L
Marine Liquidewt Liquid 8 L/1000 L
Boonton, N.J./ USA Maxiguard Liquid 16 L/1000 L
Nalfloc Ltd.
NALFLEET 9-121 Powder 2.5 kg/1000 L
Northwich,
NALFLEET 9-108 Liquid 2.25 L/1000 L
Cheshire, England
Unitor Rochem
Dieselguard NB Powder 3 kg /1000 L
Marine Chemicals
Rocor NB Liquid Liquid 10 L/1000 L
Oslo, Norway
Vecom Not available Powder
12L/1000 L
Maassluis, Holland CWT Diesel QC2 Liquid
(*) Initial dosage may be larger
Caution
Do not dose inhibitor in powder form directly into expansion tank. Dissolve it in water and then add to
cooling water system. Use correct PPE when handling chemicals.

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FORM: TEC 05A, 06A,TEC 11A, TEC 12A, TEC 12D
10.2 MAIN ENGINE – ELECTRONICALLY CONTROLLED AND RT FLEX
Purpose
To provide information on operation and maintenance on electronically controlled main engines.
Electronically Controlled ME - B&W ME Engines

The ME Concept
Intelligent engines called ‘ME’ engines are available with same power and speed range as
corresponding MC engines.
‘ME’ engines have electronically controlled timing of:
Fuel injection
Exhaust valve
Starting valve
Cylinder lubrication
Operational advantages of ‘ME’ engines are:
Multiple/ Controllable low emission modes
Improved low load running
Fuel optimized over a wide operation range
Adaptation to different fuel oil qualities
Improved cylinder lube oil consumption
Reduced weight
ME engine concept consists of a servo-hydraulic system for activating fuel oil injection and
exhaust valves. A number of control units forming the ‘Engine Control System’,
electronically control the actuators.
Pressure boosters pressurize fuel for injection. Exhaust valve actuators operate the
hydraulic pushrods. Fuel plunger is driven by a piston actuated with pressurized control oil
from an electronically controlled proportional valve as the power source. Exhaust valve
opens hydraulically, and closes by an air spring like on MC engines. Electronically
controlled exhaust valve actuator is driven by pressurized control oil. It is fed through an on/
off type control valve or a proportional type control valve. In the hydraulic loop, lubricating oil
passing through a 6µ fine filter is the medium. Hydraulic power supply unit mounted on the
engine pressurizes this oil. A separate hydraulic oil system is optional. In some cases,
separate electrically driven main pumps are optional.
From the hydraulic power supply unit, the generated servo oil passes through shielded
pipes to the hydraulic cylinder units (HCU). Each unit consists of a fuel oil pressure booster
and an exhaust valve actuator. Mounted on each HCU is a fuel injection and Valve
Actuation (FIVA) control valve. On early ‘ME’ engines, Electronic valve Fuel Injection (ELFI)
and Electronic Valve Actuation (ELVA) control valves were on the HCU. Cylinder lubricator
is also mounted on the HCU.
Hydraulic Cylinder Unit
There is 1 HCU per cylinder, consisting of a hydraulic oil distributor block with pressure
accumulators. Pressurized hydraulic oil passes each individual HCU through double walled
pipes. After delivery of 20 ‘ME’ engines, one common FIVA valve replaced the ELVA and
ELFI. It controls both exhaust valve actuation and fuel oil injection.
Sulzer RT Flex (Common-Rail System)

The Wärtsilä RT-flex is basically a standard Wärtsilä low-speed two-stroke marine diesel
engine with electronic control. Standard Wärtsilä have camshaft, gear drive, fuel injection
pumps, exhaust valve actuator pumps and reversing servomotors. RT Flex has a common-
rail system for fuel injection, exhaust valve actuation and air starting. It also has full
electronic control of these engine functions.
10.2 MAIN ENGINE – ELECTRONICALLY CONTROLLED AND RT FLEX
Standard and RT-flex use same grades of heavy fuel oil.

RT-flex engines offer many benefits:
Smokeless operation at all operating speeds. Sequential shut-off of injectors while
continuing to run all cylinders achieves it.
Lower steady running speeds, ranging between 10-15 per cent nominal speeds.
Common-rail and other related pipe work are neatly arranged beneath the top engine
platform, readily accessible from above.
Common-rail carries heated fuel oil at usual high pressure (nominally 1000 bar) ready for
injection. Supply unit has many high-pressure pumps running on multi-lobe cams.
Fuel is delivered from common rail through a separate injection control unit for each engine
cylinder to standard fuel injection valves. These valves operate hydraulically by high-
pressure fuel oil.
Control units, using quick-acting Wärtsilä rail valves, regulate timing, control volume and set
shape (pattern) of fuel injection.
There is separate control for the 3 fuel injection valves in each cylinder cover. Thus,
although they normally act in unison, a program makes them operate separately as
necessary.
Key features of Wärtsilä RT-flex common-rail system are:
Precise volumetric control of fuel injection, with integrated flow-out security
Variable injection rate shaping and free selection of injection pressure
Stable pressure levels in common rail and supply pipes
Possibility for independent control and shutting off individual fuel injection valves in
case of emergency
The RT-flex system also encompasses exhaust valve actuation and starting air control.
Exhaust valves are operated similar to RTA engines by a hydraulic pushrod. However,
actuating energy now comes from a servo oil rail at 200 bar pressure.
High-pressure hydraulic pumps incorporated in the supply unit with the fuel supply pumps
supplying the servo oil. Electronically-controlled actuating unit for each cylinder gives full
flexibility in timing for valve opening and closing.
Common-rail system gives excellent balance in engine power developed between cylinders
and between cycles. This is due to volumetric control with precise injection timing and
equalized thermal loads.
High availability is also given by built-in redundancy, provided by ample capacity and
duplication in supply pumps, main delivery pipes, crank-angle sensors and electronic
control unit.
Note 1
Refer to EMM chapter ‘NOx Emission Control Management.’
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FORM:
10.3 MAIN ENGINE - STEAM
Purpose
To outline maintenance procedures for reliable operation of steam main engine.
Availability of Power
Maintain main engine and associated plant such that specified range from reduced power to
full power is always available.
Establish emergency procedures for bringing machinery safely back into operation at sea,
and in port after an electrical blackout, boiler trip, turbine trip, loss of lubricating oil or
cooling water, etc.
Display these emergency procedures in Engine Control Room.
Note 1
Immediately inform Vessel Manager, providing full explanation, when vessel cannot achieve specified full
power and/or cannot maintain charter’s required speed or fuel consumption.
Engine Manoeuvrability
Ensure full manoeuvring range (ahead and astern) available for use after maintenance of
main propulsion plant or any associated control equipment.
Note 2
Where necessary, test full range prior commencing normal manoeuvres.
Rates of Increasing and Decreasing Power

Most vessels have a ‘load-up program’ to take engine from full ahead to maximum
continuous rating (MCR).
If load-up program is unavailable, Master and Chief Engineer to work out a procedure for
acceleration and deceleration, based on the propulsion plant characteristics to avoid undue
mechanical and thermal stresses.
Engine room personnel need minimum 2 hours’ notice for gradual reduction of main
propulsion power plant. Achieve full ahead revolutions 10 minutes prior standby.
Caution
Prominently display critical speed ranges, adjacent to each engine control station and in wheelhouse.
Bypass these ranges manually or by program, during acceleration or deceleration stages.
Overloading Precautions
Engine revolutions and power developed to maintain any fixed ship speed progressively
increases as hull roughens and fouls.
Chief Engineer must ensure that engine and gearing is not overloaded. Check maker’s
information, design criteria, shop and sea trial reports, shaft power meters or engine
parameters to ensure this.
Caution
Do not exceed maker’s recommended maximum speeds, pressures and temperatures, except in
emergency circumstances involving safety of life or vessel.
Estimating Power
If shaft horsepower cannot be measured, use trial data for estimating it to avoid engine or
gear overload. Use fuel consumption, heat balance, number of nozzles in use and pressure
in first stage H.P. turbine parameters.
Astern Running
Run engine astern according to manufacturer’s instructions.
Check rotor positions and LP turbine casing temperatures during extended period of astern
running, maximum 30 minutes.
Engines are set for limited period of astern running, if no astern de-superheater available.
Advise these limitations to bridge.
Note 3
Continuous slow running astern is sometimes required at S.P.M. buoys. Seek office advice regarding
limitations if no instructions are on board.
Alarms, Shutdowns and Safety Devices

Regularly test all alarms and shutdowns according to a schedule. Test all machinery, boilers
and ancillary alarms systems. Inform Vessel Manager if any equipment failure is not
repairable on board.
Emergency Procedures
Turbine continues turning for long when steam supply to it is shut off from full power under
emergency conditions. This is caused by inertia effects of gearing and propeller along with
water flow acting on propeller.
This is particularly evident in the case of large vessels with single screw propeller
installations. Invariably this will result in turbine turning even after lubricating oil in header or
gravity tank runs down.
Caution
If lubricating oil supply fails, for example - blackout, rapidly apply astern steam to bring turbines to rest
before gravity system empties.
Chief Engineer to make and post the emergency procedures in ECR. Where possible, all
engineers to practice various steps under simulated conditions.
Similarly understand and try emergency methods of opening and closing the ahead/ astern
turbine manoeuvring valves and astern guardian valve.
Steam Turbines
Different designs of turbines have variations in operating requirements.
Ensure efficient operation and maintenance as per maker’s instructions.
Chief Engineer to include any special or precautionary points arising from operating
experience, in standing orders.
Warming Through
Adhere to warming through procedures to avoid thermal shock or contact due to unseen
expansion.
Liaise with bridge to use turning gear for warming through (and cooling down).
While warming through main or auxiliary turbines, blow through all pipeline and turbine
drains thoroughly. Leave drains partly open till no risk of water accumulating. Monitor
automatically controlled drains in manoeuvring mode regularly.
Do not open turbines stop or exhaust valves without draining water from piping and turbine
system.
Use auto spin facility, if fitted, after warming through and initial manual spin of the engine
during standby procedures. Use this facility only after agreement with Bridge.
Consider conditions at berth or around vessel’s stern, relative to propeller or vessel
movements due to auto spinning.
Note 4
Do not use auto spin when shore cargo hoses are connected. Keep main engine ready with gland and
warming steam on. Keep turning gear in operation.
Caution
Time is essential for warming through procedure – shortcuts frequently end in disaster.
Steam Inlet and Exhaust Conditions

Maintain steam pressure and temperature at H.P. turbine nozzle box inlet and at L.P.
turbine exhaust, within manufacturer limits. Follow this irrespective of the plant load
condition.
Rotor Projection Devices

Check turbine vibration, rotor axial position monitors and alarm devices while increasing
speed after an emergency stop or rapid reduction. These devices must always function
during UMS operation.
Gearing
Every 6 months, examine reduction gears as closely as access facilities and circumstances
permit. Report unusual tooth markings, cracks, other surface imperfections and increase of
noise or vibration immediately to office.
Report results of inspection in PMS records.
Every 6 months, with lubricating oil circulating, check efficient operation and secureness of
all oil sprayers.
Carefully inspect gears so that materials do not fall inside the gear case. Ensure turbine and
gearing flexible coupling oil drains are clear whenever inspected.
For enclosed space entries, follow the ‘permit-to-work’ system.
Caution
Do not allow naked lights near open manholes.
Main Condenser Cleaning

Infrequent cleaning on sea water side results in difficult to remove fouling. Arrange
inspections and any necessary cleaning at intervals not greater than 6 months.
Plan this when vessel is commercially idle and stopped. If not, ask Office to arrange time for
this. Senior officer to ensure condenser is completely isolated and drained before opening.
To mitigate engine room flooding risks, never leave condenser un-attended.
Lubricating Oil
Condition of lubricating oil and filtration equipment is important. Pay particular attention to
H.P. turbine thrust bearing supply.
Operate centrifuge equipment on a continuous bypass system. Ensure efficient separation
of water from oil.
If fitted with vacuum type or coalescing filters, maintain it in good working order. Ensure
efficient removal of moisture from system.
Weekly, analyse moisture content and viscosity of lubricating oil. Enter results in Engine
Logbook.
When opening lubricating oil pipelines, ensure zero contamination. Plug or blank all flanges,
chemically clean new or repaired pipes and thoroughly flush with clean oil prior re-fitting.
Carbon steel pipe work may require initial acid or mechanical cleaning to remove scale,
etc., then clean with chemical and examine rigorously.
Note 5
Immediately investigate and arrest leakage from any source. Clean up spillage, remove and renew oil
soaked lagging as necessary. Take care to avoid damage to any small-bore pressure gauge piping.
Caution
Lubricating oil fires are potentially as dangerous as those from fuel oil and use of high steam
temperatures in modern steam plant increases the risk.
Procedure after Overhaul or Examination

Chief Engineer must ensure no tools or materials are left inside turbines or gear casings
before closing them. Make a logbook entry in each case. Negligence may lead to damage
or destruction of gearing or turbine.

CL : E.EMRG -06 M-Notice for Lube Oil Fires
RA : MEM-001,003, 006, 010, / MEO-013
WI:
FORM: TEC 05A, 06A,TEC 11A, TEC 12A, TEC 12D
10.4 MAIN ENGINE – TURBO CHARGERS
Purpose
To outline maintenance procedures on ME turbochargers.

Carefully operate and maintain main engine turbochargers.
Adhere to maker’s maintenance schedule.
Maintain all indicating instruments in good order. They include tachometers, manometers,
pyrometers for exhaust gas, thermometers for bearing oil and vibration monitors.
Always comply with vessel’s minimum spare part list.
Maintain record for each overhaul, including measured clearances, alignment, dynamic
balancing, and details of parts renewed. File all service engineer reports on board.
General guidelines below:
Care and Maintenance Intervals

Turbine side water washing Once in 10 days
Turbine dry washing Twice a week
Oil renewal 1000 hours (mineral oil)
Blower side water washing As per makers’ instructions
As per makers’ instructions, depending on
Bearing and L.O pumps renewal
type or class of bearing
Complete overhaul (including dynamic
As per makers’ instructions
balancing)
Dye check turbine side blades for
Runtime > 100,000hours
cracks while overhauling
If using synthetic oil in the turbocharger system, then renew oil as per the
recommended interval or based on the condition of oil.
When renewing bearings and pumps, check the ordered and received items are
correct type for turbocharger fitted. For correct type, check service notes sent to
vessel. Consult office when in doubt.
With request for overhaul or spares, furnish full specification from the nameplate on
turbocharger casing.
Note 1
As a Company policy, a maker’s service engineer will overhaul the turbocharger. Chief Engineer should
ensure that sufficient personnel available to assist the service engineer.
Note 2
Lubricating oil pumps tend to lose suction after stoppage, especially after overhaul. Keep lubricating oil
can ready to prime it via the filling cap.

CL :
RA MEM 013
WI:
FORM:
10.5 MAIN ENGINE – OPERATION AT LOW LOADS
Purpose
To outline procedures of operating ME at low loads.
Operation at Low Loads

Some of the values listed below maybe subject to change, so make careful reference to
manufacturer’s service manuals and latest service bulletins.
When operating the engine for a prolonged period (longer than 2 hours) at less than 20%
nominal power, carefully observe the following:
Ensure the engine is in good condition. The fuel injectors in particular must show
good atomization and no erosion on the spray holes.
Set the fuel temperature to the upper limit i.e. maintain a viscosity of 10-12 mm 2 /s
(cSt) at the fuel pumps.
Operate the tracer steam to the fuel injector pipes to maintain adequate fuel
temperature at the fuel injectors.
Maintain the jacket temperatures on the higher scale of range, so that the
combustion air in the cylinder does not cool down.
Maintain combustion air and exhaust temperature at a higher level during slow
running, increase the cooling water inlet temperature to the air coolers as high as
possible maintaining the normal flow rate (the cooling water outlet temperature
should, however, not exceed 45°C).
Exhaust gas temperatures after the cylinders should not drop below 200°C. If
operationally not possible, run up the engine to a higher power level twice daily to
reach an exhaust temperature of 275°C. Minimum 20 minutes each time.
Execute the run-ups in small steps, keeping turbocharger tachometers under close
observation.
During the run-ups, exercise turbocharger compressor wheel water washing and
turbine wheel dry cleaning with walnut shell.
During high power operations, carry out soot blowing of the EGB.

CL :
RA :
WI:
FORM:
10.6 MAIN ENGINE – FAILURE AND BLACKOUTS
Purpose
To outline procedures for reducing the risk of propulsion loss.
10.6.1 Possible Causes of Main Engine Failure/ Blackout

Blackout
Fuel oil poor quality or contamination, for example - fines, water or bacteria inside
the tank
Improper fuel changeover procedure when entering or exiting emission controlled
areas
Failure of starting air (insufficient pressure in the bottle)
Ineffective maintenance of electronic and pneumatic control systems, for example -
filters in pneumatic control systems are often neglected
Loss of control air pressure
Loss of lubrication
Engine automated shut-down or slow-down at a critical time
Shaft intermediate bearing failure
Stern tube bearing failure
Note 1
Bridge team and pilot must be aware of the maximum number of starts. Excessive numbers of engine
starts reduce the pressure in the main engine start bottles. Monitor this pressure when maneuvering.
10.6.2 Crew Familiarisation

Engine crew should be familiar with:
Isolation procedures of 1 cylinder on the main engine in the event of failure
All engine room systems and their pipelines, including the changeover procedures
from heavy fuel oil to MGO/ LSMGO/ ULSMGO and vice versa
Method of changing from remote control to local control of valves and equipment
Action to take in case of main engine or power failure. Use vessel-specific
emergency checklist
10.6.3 Preventive Actions

Staff to ensure:
Engine room is properly manned as per Company procedures when navigating in
the critical areas. Refer to TMM Chapter on ‘Composition of Engine Room Watch’.
Carry out main engine pre-arrival checks as per vessel-specific checklists.
During maneuvering operations or when on standby, run 2 or more generators in
parallel, ensuring sufficient power availability even if one stops.
Prior starting additional loads (lateral thrusters, mooring equipment) ensure
adequate electrical capacity. Simultaneous starting of large electrical motor will
lead to a large power surge and possible overload.
Routine testing and maintenance of main engines, generators and emergency
generators as per vessel PMS.
Correct maintenance of all equipment, including engines, their control and
automation systems, purifiers, filters, fuel systems and sealing arrangements.
Fuel oil viscosity and temperature control equipment is accurate and fully
operational.
10.6 MAIN ENGINE – FAILURE AND BLACKOUTS
Water is drained from fuel oil tanks to prevent water build up. This will reduce the
risk of bacterial contamination/ microbial infestation.
System temperature and pressure alarms, fuel filter differential pressure
transmitters, etc. are accurate, tested and operational.
Investigate and identify the root cause of any loss of power and/or propulsion
incident. Check the effectiveness of corrective actions from such incident reports.
Note 2
It is recommended not to mix bunkers from two different suppliers in the same tanks.
Note 3
Maintain good communication between the engine room and the bridge, to have full understanding of
situations.
Caution
When Bridge is on ‘Red’ status of alertness, do not perform work on any equipment or system that could
lead to power propulsion or steering failure. If unavoidable, assess the risk and obtain permission from
the Master and Chief Engineer. Refer to NMM chapter ‘Distractions on Bridge’.

CL :
RA :
WI:
FORM:
11.1 AUXILIARY ENGINES - GENERATORS
Purpose
To outline maintenance procedures for reliable operation of generator engines.
Alarms and Trips

Test all alarms and trips as per guidelines in Annex 2.
Test over speed trip only if engine has run for minimum one hour under Chief Engineers
supervision.
Caution
Subjecting bearings not sufficiently lubricated to over speed conditions could damage them.

Do not wash and re-use disposable paper cartridge discharge filters. Keep at least one
change spare for all engines.
Strictly adhere to maintenance and tightening torque methods, as instructed by maker.
Exchange worn-out and non-rotating rotocaps or replace worn-out parts, for example -
spring cap, ball race ring, balls, and tangential springs. Non-rotating rotocaps cause
increased deposit at valve seat. Also, note that constant one-sided bending stresses can
cause spindle failure.
Maintain proper valve clearances. Excessive clearance causes contact of valve cone at
cage to become too heavy during dropping. Seat surface then becomes too hardened and
brittle, resulting in cracks.
Inspect rollers of both exhaust valve and fuel pump driving gear for rotation during camshaft
inspection schedules. Sliding of these without rotation may damage both roller and cam
surface and cause heavy wear. Withdraw roller guides periodically to clean accumulated
sludge, especially on engines running on IFO or blend oil.
Daily check and clear ‘seal leakage telltale holes’ on the engine driven F.O booster pumps
or tandem pumps. Examine the lip seals separating F.O from the L.O system annually.
Normally bottom end bolts are renewed every 20,000 running hours unless otherwise
specified by maker. Take special care while tightening the bottom end bolts, follow maker’s
instructions properly.
If using bolts over 20,000 hours, check following items on its threaded portion, seated
surface and trunk portion:
No signs of damage due to hitting or bitten marks by foreign matters

No peeled and rough surface
No deformed ridge of thread, or inclined and indented seat surface
No cracks or other defects
Every day, the standby generator is to be barred (turned manually with the turning bar or
with the turning gear) and blown through, as a check for normal condition.
Unless starting on auto standby mode or emergency start engine locally, after barring and
blowing through.
Every week, test starting and stopping from remote control.
11.1 AUXILIARY ENGINES - GENERATORS
Record peak pressures:

At full load every month
Before and after piston and cylinder head de-carbonization
Fuel pump overhauls
Timing adjustments, to monitor changes
Note 1
Test auto standby cut-in function of generator once in 3 months. Put off all navigational, radio equipment
and computers. Never carry out these tests when safety of vessel and equipment is at risk or cargo/
other operation is affected.
Note 2
Refer to EMM chapter ‘NOx Emission Control Management.’
Operating on Heavy Oil

When operating the engine on heavy oil, low load operation may lead to unburned hard and
adhesive carbon residue. This may hinder piston ring seal function.
Ensure the following:
Avoid low load running to reduce unburned residue in combustion chamber

Maintain air intake temperature on higher side of recommended value, ensuring
exhaust gas temperature at each cylinder outlet is within limits
Keep fuel injectors maintained in good order
Before stopping, the engine runs at least 30 minutes over specified low load limit
plus 5%
Note 3
Turbocharger turbine side, wherever possible and recommended by the maker, is to be water washed
every 250 hours of operation, when the engine is run on heavy oil.
Turbo Alternator/ Generator

Instructions contained in chapter for ‘Steam Turbines’ apply where appropriate.
Over speed test and hand trips are necessary on each occasion before a machine goes into
service.
Every 6 months or as advised by Vessel Manager, carry out detailed examination on all
over-speed trip gear. Report this test and a subsequent over speed test in PMS.
Regularly examine the fastening of attachments of engine driven pumps and their driving
arrangements.

CL :
RA : AMM 009
WI:
FORM: TEC 06B, TEC 13
11.2 BOILERS
Purpose
To outline maintenance procedures for reliable operation of boilers.
General
Boilers require highest standards of monitoring, operations, inspection and maintenance.
Understand operation and function of boiler alarms, gauge glass readings, trips and low
water level fuel shut-off.

which must include:
Frequency Task
Weekly Test low water alarm, trip and safety cut-outs

Blow through float chambers for low water alarm in port, to
1M prevent blockage of steam or waterside valves and drains
Overhaul burners
6M Inspect furnace of auxiliary boilers
Proper combustion at all times ensures that emission is clear, within limits and requirements
laid by port or terminal authorities.
Maintain all mountings in good condition and attend to all steam leakages on priority.
Regularly check supporting stays, foundation and hangers for cracks and tightness.
Note 1
Check flame is not impinging on tubes while the boiler is in operation
Furnace Inspection and Repair

During fireside inspection, ensure that tube bank is clean and free of any accumulation of
soot or slag.
Closely examine surfaces of water drum exposed to combustion gases. Include tube and
areas along side of drum underneath last row of tubing between drum and casing.
Check that there is no heavy accumulation of slag or crusted ash on screen tubes.
Clean the screen and water wall tubes by scraping or with a wire brush. Inspect water wall
tubes and front row tubes for any indication of cracking, blistering, or overheating.
Inspect furnace refractory for slag, flame impingement, or inadequate provision for
expansion.
Repair failure of refractory according to maker’s instructions.
11.2 BOILERS
Precautions Against Misfires

Never bypass the purging system of the auxiliary boiler.
Never try repeated firing if combustion fails.
Check the condition of the burning equipment, the rotary cap, ignitors, diffuser
vanes and linkages for abnormalities. Identify the problem.
Caution:
Do not fire burners before purging the furnace.

CL :
RA : AMM 001-003, AMM 018,019
WI:
FORM:
11.3 PURIFIERS
Purpose
To outline maintenance procedures for reliable operation of purifiers.
Operation of Purifiers
Always run fuel oil (FO) purifiers in series as purifier-clarifier combination from settling tank
to service tank. Maintain minimum possible throughput, just enough to keep full level in
service tank with engine running.
For lube oil (LO) purifiers running on main engine sump to sump, maintain continuous
centrifuging at 40% of its rated capacity.
Discharge pressure and no-flow alarms should be set at about 0.3 kg/cm2 below steady
discharge pressure.
To achieve efficient separation of oil from water, the interface between the two liquids must
rest just outside the disk stack, so that the oil utilizes the whole length of all the separation
channels.
Changes in temperature, flow, density, and viscosity may move the interface. Inward
movement results in blocked disc stack, outward movement in broken liquid seal. Always
maintain optimum operating conditions. For purifiers not using gravity discs, operate as per
maker’s instructions.
Note 1
Select correct size gravity disc as per oil specifications.
Density difference between oil and water enables separation. Change in density of oil and
water when heated are not the same. Maximum density difference ensures more efficient
separation. For fuel oil, maximum density difference occurs at 98°C. Maintain temperatures
within 2°C of this.
Long intervals between sludge discharges can cause compaction and hardening of sludge
cake. It may then break up unevenly on discharge, causing the bowl to become
unbalanced. Inspect the bowl after operating for certain time to check if the interval is
appropriate. The period before inspection depends on the oil being separated and on
operating conditions. In the absence of hard sludge prolong the interval of discharge, but it
must not exceed maximum recommended interval. Shorten sludge discharge intervals, if
hard sludge has accumulated.
During overhauls, assemble and disassemble as per maker’s instructions, using only the
maker supplied tools and original bearings for the horizontal and vertical shafts.
This being a high speed dynamically balanced machine, take care not to interchange rotary
parts of similar makes of purifiers on the vessel.
Do not carry out welding repairs on any of the rotating parts.
For machines with electronic automatic control systems, maintain proper records of backup
battery life, renewal dates and next renewal date.
Refer to makers instructions and change the battery within the specified time.
Do not open inspection cover without ascertaining desludging cycle from the timer while
purifier is in operation.
Check manual counter regularly and compare with maker’s speed values.
Caution
Opening the inspection cover while desludging the purifier may cause hot oil discharge under force
resulting in injury.
11.3 PURIFIERS

which must include:
Frequency Task
3M Test all alarms and trips
6M Purifier efficiency test

CL :
RA : AMM 014, AMO 012
WI:
FORM:
11.4 FRESH WATER GENERATORS
Purpose
To outline maintenance procedures for reliable operation of fresh water generators.
Fresh Water Generators

Fresh water consumption for plant operations, drinking and hotel services is such that it
needs continual replenishment.
Water of suitable quality may not always be available at every port. Keep the evaporating
plant (where fitted) fully operational and properly maintained.
Plant must work to its maximum output of quality fresh water and capable to produce in
excess of daily requirements for domestic and engine room purposes.
Follow manufacturer’s instructions for period of chemical cleaning of heating units.
Carry out continuous chemical dosing.
Note 1
When producing drinking water from low pressure evaporators, ensure vessel is at least 20 miles from
land or away from any risk of estuarial pollution. In some areas, it can extend more than 20 miles from
land.
Note 2
Inform Vessel Manager if vessel cannot sustain daily requirement or requires shore fresh water supply.
CL :
RA :
WI:
FORM:
11.5 HEAT EXCHANGERS
Purpose
To outline maintenance procedures for reliable operation of heat exchangers.
Heat Exchangers (Shell-and-Tube & Plate Type)

Shell-and-tube & plate type heat exchangers are commonly found aboard ships.
Note 1
It is important to maintain the strainer grids and baskets properly to prevent blockage of coolers and
mechanical damage to pumps.
Sea Water
Sea water is the most common cooling medium used in ships. However, it causes corrosion
and fouling.
New materials, better corrosion control and anti-fouling techniques help in reducing such
problems. However, they need due care to ensure systems are properly operated and
maintained.
Note 2
Bacteria and other corrosion accelerators heavily contaminate harbours, docks and fitting out basins.
Never allow such contaminated water to lie stagnant in condensers or other heat exchangers.
Fouling
Fouling by shells, algae, weed and rubbish seriously interfere with heat transfer and fluid
flow, and, can lead to corrosion and erosion.
Fouling of heat exchanger surfaces by scale is the result of high temperature operation. Do
not exceed recommended working temperatures.
Caution
Be aware of dangers of blockage to sea chests and coolers in congested waters such as shallow rivers
or enclosed docks.
Cleaning
Opening of heat exchanger requires use of the ‘Permit-to-Work’ System. Use ‘Permit to
Work on Pressurized Pipeline/ Vessel’.
Wear appropriate PPE and be aware of the chemical handling procedures as per Material
Safety Data Sheet.
Senior Engineer to carefully isolate the exchanger by isolating inlet and outlet of both
mediums, relieve pressure and check drains to ensure exchanger is isolated.
Avoid frequently opening, cleaning and closing heat exchangers as it increases risk of
damage or leakage.
Hence, condition monitoring will determine when to carry out cleaning. Whenever possible,
conduct survey of exchanger and cleaning together.
Condition monitoring of heat exchangers is based on recording inlet and outlet
temperatures, flow rates and pressure drop of each medium. On opening a heat exchanger
for cleaning or survey check for erosion and corrosion, renew sacrificial anode, if eroded
more than 50 percent. Ensure all mating faces, jointing and materials are in good order
before closing the heat exchanger. Properly vent exchanger and associated systems prior
to returning to service.
11.5 HEAT EXCHANGERS
Cleaning methods vary as below:

Continuous or intermittent metered injection of chemicals in service
Forced circulation of chemicals or solvents
Physical brushing of tubes
Chemical cleaning, either in place or in a separate tank is acceptable. Carefully choose

manufacturer’s recommended chemical and material used for fabrication. This avoids
possible damage to unit.
Note 3
Refer maker’s manual to check compatibility between the cleaning chemical and the anodes. If in doubt,
remove all anodes prior cleaning and refit them post cleaning.
Brush tubes carefully with minimum force to avoid damaging or rupturing tubes. Check the
size of tube brush prior using it. A very large diameter may damage the tubes and a very
small diameter brush will not be effective.
After cleaning the waterside, flush the heat exchanger and all associated pipework
thoroughly with clean water. Leave tubes full of clean water or fully drained.
Flush and drain heat exchangers cleaned by solvents with diesel oil or clean lubricating oil
as appropriate after cleaning.
Flow Rates
Avoid large deviations from designed flow rate, especially sea water, through tubes and
plates.
Low speeds promote growth of marine life while high speeds remove essential protection
films allowing corrosion as well as erosion.
Fouling can lead to local increased velocities due to restriction and turbulence and can
result in apparent pitting attack.
Anodes
Cathodic protection of heat exchangers in sea water system is generally necessary to
prevent galvanic action between the dissimilar metals in use.
Large condensers may use impressed current systems, but usually protection is by
sacrificial anodes. These provide both cathodic protection and an iron salts source, hence
are preferred.
Always follow manufacturer’s instructions on use of anodes. Shape and position anodes so
as not to impede the water flow.

CL :
RA : AMM 017, AMM 018
WI:
FORM:
11.6 AIR COMPRESSORS AND AIR RESERVOIRS
Purpose
To outline maintenance procedures for reliable operation of air compressors.
Air Compressors and Air Reservoirs

Normally air reservoir designs meet following requirements:
Duty of Engines Number of starts

Propulsion engines, reversible 12 Starts
Propulsion engines, non-reversible 06 Starts
Engines for driving electric generators
and emergency generators, and 3 Starts each
engines for other purposes
If a starting system serves 2 or more of above specified purposes, the capacity of
system is sum of the capacity requirements.
Normally, compressor capacities can charge main air receivers from atmospheric to full
pressure in 1 hour.
Monitor compressor performance based on above or as per maker’s specification regularly.
Annually overhaul and check for tightness, non-return valves isolating more than 1
compressor with common piping.
Daily check auto drains and unloaders for proper operation. Overhaul at least 6 monthly.
Test all alarms and trips 3 monthly maintaining records.
Maintain pressure gauges of all stages in proper condition. Calibrate them on board yearly.
Check cylinder lubrication is working properly. Monitor crankcase for pressurization. If found
excessively pressurized, check piston rings for tightness and renew as necessary.
Check bumping clearance and record during each overhaul.
Regularly examine motor compressor coupling, if directly driven. Maintain spare set of bolts
and coupling pad or bushes. Regularly drain off water in reservoirs.
Caution
Always replace bursting discs with proper spares and not by any metallic sheet.

CL :
RA :
WI:
FORM:
11.7 STEERING AND RUDDER
Purpose
To outline maintenance procedures for reliable operation of steering system.
Operation of Steering Gear

Carry out arrival and departure steering gear checks as per vessel-specific checklists.
Post easily understandable changeover procedures in the steering gear compartment and
in the wheelhouse for:
Simple operating instructions with a block diagram explaining the changeover
procedures for remote control systems and steering gear power unit
Emergency steering
Clearly mark the isolation and bypass valves where isolation system is manual. Post the
changeover procedure prominently.
Mark emergency power supply from emergency generator (ESB) clearly. All ship’s
personnel should be familiar with the same.
Maintain gyro repeater in steering gear room, if fitted, in good working condition and
synchronized with the gyro on the bridge.
Note 1
It is critical that any problem with the steering system is immediately informed to office and thoroughly
investigated prior arrival port, departure port and restricted waters.
Caution
All engineers must be aware of the immediate actions required in case of steering failure, as per the ship
specific emergency checklist.
Care and Maintenance of Steering Gear

which must include:
Frequency Task
Check and maintain hydraulic piping free of leakage. Record this
Daily inspection in ER logbook
Vessel with identical duplicate system, change every day
Test auto standby function of both motors prior every departure
1M
Test arrangement for disposal of steering room bilge water
Carry out emergency steering drills, involving all ship’s personnel
every 3 months. Maintain records for the same, include in 4 monthly
records
Record the steering timings and include it in 4 monthly report
3M
Test low-level alarm of hydraulic oil reservoir
Test all electrical alarms (overload, phase failure, excess current)
Test remote control system power failure alarm
Test auto isolation system, if fitted
Send system oil for shore analysis
Examine chain type coupling, when fitted, for steering main pump and
6M
motor - check the same for grease, seal and chain link condition as
well
Maintain all rudder angle indicators in good working order and synchronised to local angle
indicator. Always keep local rudder angle indicator markings legible and clear.
Never set protection against excess current, including starting current (if provided) less than
2 times full load of the motor or circuit. Record these set values carefully and never tamper
with them.
Check that the motor starts automatically upon restoration of voltage after a power failure
(sequential start).
Test power failure alarm of remote-control system prior each arrival and departure port.
Always maintain proper lubrication for rudder carrier. Renew this oil either according to
maker’s guidelines, or on deterioration of visual appearance and condition.
Check for from rudder stock gland any sweater leakages during loaded condition. Renew
packing upon suitable opportunity.
Examine positioning chocks and regularly check foundation bolts for tightness.
Check limits for maximum rudder angle regularly.
Maintain all pressure gauges in the main and control hydraulic system in good working
order. Pressure gauges to be calibrated annually.
Maintain hydraulic oil in clean condition. Inspect and renew line filters as required
maintaining proper records.
Always keep fixed storage tank topped-up to have sufficient capacity to recharge at least
one power actuating system including the reservoir. Post ‘To be kept full at all times’ on the
reservoir tank.
Keep hydraulic system safety valves set to correct value. Never tamper these settings and
never adjust them above 1.25 (x) times maximum working pressure of the system.
Steering Gear Compartment

Maintain steering gear room ventilation fans in good condition.
Always keep access door from engine room to steering gear room shut as a fire precaution.
Maintain safe accessibility to the compartment, machinery and controls at all times. Keep
handrails, gratings and anti-skid mats in good condition in event of hydraulic fluid leaks.
Rudder Inspection
Master and Chief Engineer should try to examine the rudder, whenever possible by boat or
a close look with binoculars. (Light ballast conditions).
Check condition of rudder stock palm coupling bolt cementing during light condition.
Pay attention to any jerky rudder movements during steering.
During dry-docking follow below mentioned guidelines:
Record and compare rudder drop.
Open rudder drain plug in presence of the Vessel Manager and Chief Engineer to
ensure that rudder inside was free of water.
Put back drain plugs in presence of the Vessel Manager and Chief Engineer who
must ensure use of efficient packing.
Check the ‘jumping bar’ arrangement and record ‘jumping bar’ clearance. Provision
of suitable arrangement ‘jumping bar’ prevents rudder from lifting and damaging
steering gear crosshead and rams. This arrangement effectively limits vertical
movement of rudder in case of extreme vertical load on it.
Measure pintle clearances and compare with last readings and specifications.
Check palm coupling bolts of rudder stock for tightness and then re-cement.
Cover the internal surfaces with a corrosion resistant coating after pressure
testing.
Closely examine rudder, at high stress points like:

• Welds between rudder side plating and upper heavy part at stock coupling
• Weld of castings
• Welds around cut-outs in semi-spade rudders
• Openings for de-mounting of cone coupling and pintles

CL : D02, E02, EMRG 09
RA :
WI:
FORM: TEC 04A, TEC05A, TEC09
11.8 STEAM DRIVEN AUXILIARIES
Purpose
To outline maintenance procedures when working on steam driven auxiliaries.
Precautions when Working on Steam Driven Machinery

Precautions when working steam driven machinery are provided in the maker’s manual and
covered in the respective other sections of this manual.
Nevertheless, pay special attention when:
Warming through steam lines and ascertaining the steam supply is free of water.
Warming through machinery and bringing it into service.
Testing over speed, shutdown, protection and alarm devices.
Setting, tripping and resetting hand trips before any steam is supplied to a
machine.
Resetting safety trip - for example, low lubricating oil pressure trips, which may
require to be rendered inoperative for start-up. At no time are these devices to be
left inoperative longer than stated in maker’s instructions.
Before and while stopping a machine shut tight inlet valves. Close exhaust valve
and shut-off gland steam while stopping non-condensing machine. Open all drains.
Leakage past inlet valve through the machine would put high pressure on a line
designed for low pressure. It could rupture the line and any fittings. Check for
operation and setting of Relief and sentinel valves associated with all steam
auxiliaries. Maintenance and setting pressures should be as per manufacturer’s or
Vessel Manager’s instructions.
Checking and maintaining arrangements for expansion. If exhaust bellow pieces
show any signs of distortion, replace at first opportunity.
Note 1
When carrying out any maintenance work, comply with vessel-specific checklist for live steam pre-
maintenance checks.

CL E13
RA : AMM 029, TMM 014
WI:
FORM: TEC 06A
11.9 AIR CONDITIONING AND REFRIGERATION SYSTEMS
Purpose
To outline maintenance procedures on air conditioning and refrigeration systems.

Perform routine test and maintenance as per the maintenance schedules listed in PMS.
Check the system regularly for leaks and record.
Keep refrigerant free of moisture, oil and air.
Renew the drier charge or unit periodically and maintain a record.
When saturated, the drier indicates by sweating at its outlet or entire surface. Pay attention
when adding fresh charge of refrigerant to the system.
Expansion Valve
Regularly check bulb for fastening and examine capillary for breakage and kinks.
For refrigeration system, clean the expansion valve filter and examine the orifice. When
effecting change, use only the right size orifice.
Note 1
Do not change setting of properly adjusted expansion valve without reason or understanding. Improper
adjustments may lead to liquid carry-over and severe damage to the compressor.
Oil Separator
Regularly check the oil separator for proper functioning.
Oil carry-over affects the evaporator efficiency and runs the sump dry. In worst cases, this
may cause a blockage.
Every 6 months, examine float operated drain valve for operation and leakage.
Note 2
Take care during low loads when the speed of movement and agitation of the evaporating refrigerant is
insufficient for proper oil separation
Note 3
Update MARPOL Annex VI Record Book after carrying out repairs if the equipment is listed under section
2.1.2 of Supplement to the IAPP Certificate.
During repairs, collect refrigerant charge into the condenser or receiver before opening the
system to atmosphere.
Purge system of air each time after repairs.
After initial purging, collect the entire charge back in the condenser and cool sufficiently to
attain cooling water temperature.
Compare attained pressure to saturation pressure of refrigerant at cooling water
temperature, to check for air in the system.
Vent out air until corresponding pressure is achieved.
Caution:
Take care to ensure not to vent refrigerant into the atmosphere.
11.9 AIR CONDITIONING AND REFRIGERATION SYSTEMS
Cold Rooms
Keep door packing of fridge room ice free for proper sealing and packing protection.
Maintain door heaters, where fitted, in good working order.
Keep the fridge room drain-sealing, leak free to minimize cooling losses.
Check the defrosting efficiency of the timer-controlled system periodically by examining the
evaporators of the fridge room. If required, the same is to be defrosted manually.
Air Conditioning Plant (AC Plant)

Icing on the evaporator coils greatly affects the efficiency of the air conditioning plant, and
happens if heat exchange takes place at sub-zero temperatures. Maintain maker’s
recommended suction pressure to avoid this occurrence.
Check accommodation blowers for vibration, ensure that blower flaps function easily and
lubrication of bearing is maintained.
Every 6 months, inspect the evaporator for corrosion and clean it manually.
Note 4
On tankers and gas carriers, and also on bulk carriers with dusty cargoes, keep air conditioning system
for accommodation space on partial re-circulation during cargo operations to maintain atmospheric
pressure inside the accommodation greater than external pressure.
Measures to Prevent Legionnaires Disease

Counter measures where AC plants are concerned include:
Air intakes design should eliminate spray and ensure proper drainage
Weekly check and clean filters
Ensure humidifiers drains are clear to prevent moisture carryover and fitted with
moisture eliminators
Check plenum insulation for saturation
Note 5
The evaporator coils, moisture catchers and drains can be sprayed with a solution of sodium-hypochlorite
(bleach) to disinfect the system. This can be carried out on monthly basis depending on the run of the
vessel, for example - tropical regions.
Caution
There is a risk of transmitting Legionnaires disease to humans via A/C plants. The bacteria flourishes in
stagnant water. Main dangers are air inlet arrangements, filters, cooler units (dehumidifiers), humidifiers
and plenum insulations.
For other measures, refer to H&S chapter ‘Prevention of Disease on board’.

CL : H&S Manual
RA : AMO 021
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FORM:
11.10 ENGINE ROOM VENTILATION
Purpose
To outline maintenance procedures for reliable operation of engine room ventilation.

Always ensure adequate ventilation.
Regularly inspect and overhaul fans and filter media cleaned.
Perform routine test and maintenance as per the maintenance schedules listed in PMS and
also refer to the firefighting equipment maintenance plan.

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FORM:
11.11 ENGINE ROOM PIPING SYSTEMS
Purpose
To outline maintenance procedures for care and maintenance on engine room piping system.
Piping System
Piping systems require attention. All engineers must inspect pipe systems for signs of
deterioration as part of watch-keeping procedure.
Correctly align pipelines, valves and fittings while refitting or renewing to eliminate undue
stress or strain. Make allowances for expansion.
Carry out regular inspection on high-pressure pipes and accumulators fitted in the system.
Drain steam lines before admitting steam to a system to prevent water hammering. Drain
steam pipes when not in use. Ease steam valves off their seats, when pressurizing a line.
Open valve completely only after warming the pipe.
Check and use appropriate material for renewing pipelines, gland packing and jointing.
Insert packing between the clamp and the pipe while fitting.
Suitably replace any oil soaked lagging.
Note 1
Before opening any piping system isolate, depressurize and drain piping system. For pressurized
pipelines and pipelines with hot or hazardous fluid use the permit to work system.
Cast Iron Seawater Pipework

Unprotected grey cast iron immersed in water can be the subject of graphitization because
of ferrous elements corroding and leaving the graphite intact.
Structure becomes porous and loses mechanical strength without any apparent symptoms
leading to sudden failure with serious consequences.
Rates of corrosion could be as much as 1 millimeter per year and accelerate if other parts of
pipeline systems are of dissimilar materials. For grey cast iron pipe-work, this becomes a
problem in the form of galvanic corrosion where the cast iron is anodic.
Note 2
Pay attention on frequent and systematic inspection of such pipelines. Report any defects seen to Office
immediately.
Valves and Cocks

Regularly overhaul valves and cocks as per PMS. Ensure to refit them in correct direction of
flow.
Overhaul bilge and ballast valves as per PMS or Vessel Manager’s instructions. Always
maintain direct bilge injection in good order. Open them at 12 monthly intervals for
inspection.
Regularly test remote operation of valves. Grease and maintain their extended spindles.
Every month, open and close all shipside sea inlet and overboard discharge valves
wherever possible. Keep valve spindles greased, and gland packing topped up.
Maintain remote control systems for shipside valve in good working order and ready for use
in any emergency, e.g. engine room flooding.
Change over to high sea suction in shallow waters, if vessel draught permits. It prevents
ingress of sand and mud.
11.11 ENGINE ROOM PIPING SYSTEMS
Filters and Strainers

Isolate and drain filters and strainers before opening them for cleaning or overhauling.
Correctly position 3-way cock when using duplex filters or strainers.
To prevent the filter in use being inadvertently removed, a suitable guard is needed on the
handle.
Recognize possibility of serious fires if fuel or lubricating oil escapes from filters or strainers.
Erect stable screens between them and turbine casings, steam and exhaust lines, boilers or
other heated surfaces to mitigate this risk.
When checking filters or strainers, check condition of gaskets and carefully close the
covers. Commonly used cast iron covers must not be closed with undue force.
Caution
Cautiously open main sea water system suction strainers. Ensure that the ship side valves are absolutely
tight and holding. Slacken and vent strainer covers carefully to ensure no pressure exists.
Steam Traps
Pay attention to all steam traps. A defective steam trap wastes steam and fuel.
Check the inlet strainer before inspecting any trap. This gives an indication of cleanliness of
system as fine dirt passing through strainers is one of the chief causes of defective steam
traps.

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FORM:
11.12 MARPOL EQUIPMENT
Purpose
To outline maintenance procedures for care and maintenance of MARPOL equipment.
For detailed procedures on operation, care and maintenance of MARPOL equipment - for example,
Oily Water Separator, Incinerator, Sewage Treatment Plant etc., refer to the Environment Management
Manual.

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FORM:
12.1 MAIN SWITCHBOARD, EMERGENCY SWITCHBOARD AND
ALTERNATORS
Purpose
To outline procedures on care and maintenance of main and emergency switchboards and alternators.
Main and Emergency Switchboards

which must include:
Frequency Task
Check insulation level by earth lamps
Daily Check all meters and indicator lamps for proper function
Check for any abnormal sound and smell
Check inside panels, for loosening and falling of small items such
as screws and nuts
Inspect for foreign objects or material inside the panels
3M
Check and record all insulation measurement for auxiliary
equipment
Check condition of thermal seals, where fitted
Inspect ACBs and remove any dust inside
Inspect arc extinguishing chambers for cracks or other damage
6M
Lubricate moving parts as necessary
Visually examine conductors for discoloration
Inspect bus bars
Retighten all screws and bolts
Clean interior of panels
Dry Megger test each ACB and group starter panel by 500V
Docking
Check and record contact resistance of main contacts of ACBs
Clean surfaces of arcing and main contacts
Carry out calibration of KV, KW and Ammeters of MSB/ESB
Inspect and calibrate auto synchronizing system, auto load sharing
system, and auto governor control systems
Test reverse power relays, over current relays, as applicable
5Y
Replace thermal seals, where fitted
Overhaul ACB’s for large electric equipment such as bow thrusters
and large ballast water pumps
Note 1
Investigate and immediately rectify all low insulation alarms.
12.1 MAIN SWITCHBOARD, EMERGENCY SWITCHBOARD AND
ALTERNATORS
Group Starter Panels

which must include:
Frequency Task
Check all meters and indicator lamps for proper function
Daily
Check for any abnormal sound and smell
as screws and nuts
3M
Check and record all insulation measurement for auxiliary
equipment
Check condition of thermal seals where fitted
Inspect ACB’s and remove any dust inside
6M Inspect arc extinguishing chambers for cracks or other damage
Lubricate moving parts as necessary
Alternators
which must include:
Frequency Task
Check running alternators for abnormal operating temperatures,
Daily sound or smell
Monitor and record pedestal bearing temperature and lube oil flow
1M Clean air filters or earlier as necessary
4M Measure and record air gaps
as screws and nuts
6M
Check condition of thermal seals where fitted
Retighten all screws and bolts
Clean the interior of alternators
Dry Carry out megger test by 500 V
Docking Measure coil resistance of main phases and field circuits
Examine field equipment discoloration due to overheating and loose
connections

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FORM:
12.2 INDUCTION MOTORS
Purpose
To outline procedures on care and maintenance of induction motors.
Types of Motors and their Uses

Type of Motor Description and Uses
Used in relatively clean, dry, well ventilated and non-corrosive
Drip-proof Motors
locations
Totally Enclosed Used where dirt, moisture, or dust are present in outdoor
Motors locations
Explosion-proof Motors Used in hazardous locations as indicated by label on motor
Chemical Duty
Used in high corrosion or excessive moisture locations
Enclosed Motors
Note 1
In all cases, check that the surrounding structure does not obstruct the normal flow of ventilating air
through or over the motor.
Explosion Proof Motor

An explosion proof motor is a totally enclosed electric motor with no outside air in contact
with motor windings (an enclosed brushless motor)
The enclosure is capable of:
Withstanding an explosion of a specific gas or vapour that may occur within it.
Not igniting surrounding atmosphere by sparks, flashes, or explosion of the gas
or vapour within.
It can operate in a surrounding flammable atmosphere without igniting the same.
Cooling is provided by conduction through frame and housing
Operation and Inspection

Visually inspect motor body for cracks, broken welds and missing parts.
Monitor and record the temperature of motor during running.
Insulation to Ground
Perform an insulation resistance test to ground at a voltage suitable for motor’s voltage
rating and its apparent condition.
Keep initial test voltage at 500 volts DC.
Test insulation between the windings at test voltage appropriate to low voltage winding, with
other windings grounded.
Dismantling
Dismantle motor to the extent required to either fully identify or repair the problem, or to do
specified overhaul.
Mark end brackets and frames with numerals or letters.
Note 2
For explosion proof motors (motors certified for hazardous locations), take care not to damage joints and
flame paths during work.
Horizontal Motor - Rotor Removal

For horizontal motors with heavy shaft rotor use 1 or 2 chain blocks to move the shaft.
Use a close-fitting pipe installed over one end of the shaft to act as a shaft extension.
Note 3
Take care that slings do not damage bearing surfaces or rotor and ensure that none of the parts touch
the stator windings during removal/ overhaul.
Vertical Motors
Check and record the following:
Amount of rotor lift (end play)
Make and types of bearings, particularly thrust bearings including orientation of
thrust bearings
Arrangement of thrust and guide bearings, including specially ground mating
surfaces
Axial and radial clearances (fit) to the shaft and housing
Routine Overhauls
After dismantling, follow below procedures:
Clean, dry and inspect winding and cooling ducts
Test winding insulation resistance at 500 volts DC for a duration of at least 1
minute. Minimum acceptable level after 1 minute is 20 mega ohms
Re-clean windings if readings are unsatisfactory. Dry thoroughly at temperature not
exceeding 90°C (195°F) and retest
After achieving successful insulation resistance to ground, give winding a high
potential or surge comparison test
Motor Internal Cleaning

Remove heavy deposits of dirt and grease by scraping and wiping. Then clean the
components with hot water and mild detergent.
If necessary, use soft brushes to clean small passages in the components.
Do not use solvents to clean the insulation. Clean stator windings with electro cleaner to
remove dirt, grease and oil from windings.
Thoroughly dry all components at less than 90°C (195°F), until all signs of moisture are
removed. Indication is that insulation resistance of windings will stabilize after some hours
of drying.
Bearings
Use same type of bearings to replace original ones. If original bearing cage shows pitting
from shaft current, investigate cause and rectify.
Heat the bearing without using direct flame to permit it to slide easily onto the shaft. For
example, in oil bath to approximately 94°C (200°F). Bearings with bores under 45 mm may
be press fit.
Lubricate grease-filled bearings as per manufacturer’s recommendations, otherwise fill the
cavity to 1/3rd capacity.
Fans
Check fans for cracks. Secure it firmly onto the shaft or rotor by original factory method.
Space Heaters
Test the space heaters’ insulation resistance for 1 minute at 500 volts. A 10 mega-ohm
minimum resistance is acceptable. Test them for correct functioning.
Final Tests
Prior to running the motor, perform insulation resistance test to ground.
After insulation tests, run motor at no load and full terminal voltage. No load current
unbalance at the rated voltage should be less than 2 percent.
Temperature rise after levels stabilize, should be within normal limits on frame and
bearings.

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FORM:
12.3 BATTERIES
Purpose
To outline procedures for care and maintenance of batteries.
Health and Safety Hazards

Refer to H&S Manual for details on safe storage and handling of batteries.
Operating Temperature Range of Batteries

Battery temperature is critical and high temperature reduces battery life, especially when
exposed to outside heat, for example - Lifeboats and Rescue boats.
All technical data of batteries relates to temperature of 25°C. Typical operating range is –
20°C to 45°C.
Note 1
When entering tropics or higher temperature zones readjust charging current to prevent thermal runaway
and damage to batteries and chargers.
Caution
Excessive charging current may cause overheating and explosion of batteries. Place poster QA 23 near
all battery chargers.
Renewal of Batteries
Renew batteries every 2-3 years or earlier if required.
When ordering deep cycle batteries, take care to ensure that the supplier gives rated time in
minutes to the specified end voltage, for example - ‘100 Ah battery providing 12.5 Amps for
8 hours to 1.75 V per cell’.
Due to their hazardous nature dispose them conforming to MARPOL garbage requirements.
Note 2
While replacing lead acid with alkaline batteries follow makers instructions.

Perform routine test and maintenance for ship’s emergency battery and GMDSS battery as
per the maintenance schedules listed in PMS, which must include:
Frequency Task
Check battery-charging voltage.
Daily Check insulation level by earth lamps or megger at battery charger
unit.
Examine battery container for bulging, deformation and cracks.
Check battery top, posts, connections for cleanliness, dirt, fluids
and corrosion. Apply petroleum jelly on terminals to prevent
corrosion.
Ensure battery vents are clear.
Weekly Check and record specific gravity, voltage, negative terminal
temperature for each individual cell and ambient temperature
around batteries.
Check the condition of specific-gravity syringes. Rinse with FW
after use.
Confirm the charger voltage and current on the charging panel.
12.3 BATTERIES
Frequency Task
Check proper ventilation of battery storage area.
Inspect the securing of batteries on wood or suitable storage
facility.
Check electrolyte level of all batteries. Do not top up distilled
water to maximum, if battery is not fully charged. Carry out final
topping in fully charged condition.
For transparent body battery casings, use a safety flashlight and
examine for sulphated plates and large deposits at the bottom of
the battery. It signifies deterioration and could short circuit the
cell.
Note down ‘Freshening Charge’ (Charge given to an idle battery to
keep it fully charged) current.
For Maintenance-free/ VRLA batteries there is no provision to
check the specific gravity or electrolyte level as they are sealed.
The provision of green indicator in some type, will provide the
specific gravity in range for one cell and not the other cells. For
use and care see the subsequent paragraph in this chapter.
Analyse battery condition as per weekly readings.
Carry out ‘Equalizing Charge’ for 20 minutes. But first confirm all
1M
cells are fully charged and float-charged for at least 6 hours. After
test switch back to float-charge.
Carry out Load Test as per instructions in this chapter or as
3M specified by maker.
Note 3
Check specific gravity, voltage and temperature at negative terminal. Ensure all within limits. This keeps
plates at full charge, ensures electrolyte is uniform and free of stratification.
Caution
Never add acid to a battery. Only top-up with distilled water. Strong rotten egg smell of H2S indicates
battery gassing up due to overcharge.
Load Test of Lead Acid Batteries

Every 3 months, carry out a load-test.
Switch off charger and discharge battery to 50% for minimum 6 hours and record following:
Overall float voltage and current of string before start of discharge with charger on
Float voltage of each cell before starting discharge with charger on
Temperature of electrolyte of 10% or more cells to establish an average
temperature
Temperature at negative terminal of each cell and ambient temperature
Every hour - Total DC voltages, amperage and individual cell voltage
As test nears its end, monitor voltage for each cell at closer intervals
Stop the discharge when cell approaches minimum voltage (1.75 V for a 2 V cell) at
approximately 80% discharge or as specified by maker. Never exceed 80% discharge as
this would result in ‘deep discharge of the battery’.
Place the battery on charging cycle on completion of discharge.
12.3 BATTERIES
Note 4
Never drain batteries 100%. Exceeding 80% discharge may damage the battery and battery charger.
Note 5
Leaving batteries discharged for long time causes sulphation of plates and capacity reduction. It results in
high amperage absorption on active part of plates and possible thermal runaway. Do not attempt to
recharge these batteries by force charging them.
Replace any individual cell that reaches minimum voltage pre-maturely. Only then continue
test on remaining healthy cells in the battery bank.
Maintenance-Free/ Valve-Regulated Lead-Acid (VRLA) Battery

Thermal runaway is the primary cause of major battery failure and damage. Thermal
runaway soaks up all charging current converting this into hydrogen, oxygen and heat.
During float charging of a VRLA battery, 90% of current supplied is used to facilitate the
oxygen recombination cycle.
Batteries generate a fair amount of internal heat. These increase battery abilities to absorb
charging current without a rise in voltage. It effectively disables any voltage regulator on the
charging device, resulting in gross overcharging.
Pay attention to following observations:
Any signs of fluid or stains on the battery top indicates lifting of relief valve with
loss of hydrogen and oxygen. This exposes plate tops with a possible short circuit
thus providing an ignition source plus capacity loss. This is an indication of
overpressure, gassing up and potential thermal runaway.
A 10°C increase above ambient at the negative terminal indicates potential
runaway or gassing up of battery.
Cracks on battery container leads to leakage with grounding and possible short
circuit.
Keep battery charger in good order and suitable for charging of VRLA lead acid
battery in all modes. (Boost/ float/ equalizing). Voltage should always be within
parameters for ambient temperature conditions.
Stratification with sulphated plates reduce the active area thus leading to thermal
runaway.
Approximate voltage table for cyclic use charging:

Charge Gassing Gassing
Battery Temp Charge Voltage
Voltage per Voltage Voltage for
Temperature Deg. C for 12V Battery
Cell per Cell 12V Battery
0 2.55 to 2.65 15.3 to 15.90 2.54 15.24
10 2.49 to 2.59 14.94 to 15.54 2.47 14.82
20 2.43 to 2.53 14.58 to 15.18 2.415 14.49
25 2.40 to 2.50 14.40 to 15.00 2.39 14.34
30 2.37 to 2.47 14.22 to 14.82 2.365 14.19
40 2.31 to 2.41 13.86 to 14.46 2.33 13.98
12.3 BATTERIES
Use higher voltages (above the gassing voltage) on flooded batteries that can have water
replaced after direct venting to atmosphere.
Battery banks use VRLA batteries and possibly vented lead acid batteries to a lesser extent.
Follow maker’s instructions for other types of batteries.
Engine Starter Batteries and the Starter Circuit

Engine starter batteries use top 20% battery or less. And needs recharging.
They are designed to develop full power for a short period unlike deep cycle emergency
battery banks that power longer, discharging up to 80 % of the battery.
Use starter batteries for emergency generator engines, rescue boat engines and Lifeboat
engines.
In addition to the routine and test maintenance given in the table for lead-acid batteries,
carry out these for engine starter batteries:
Frequency Additional Task for Starter Batteries and Circuits
Weekly Weekly checks by starting engine on each battery individually

Monthly checks by starting engine on each battery individually
Each starter battery to start the engine 3 times. Check voltage
Monthly
thereafter and it should not be below recommended voltage. Cranking
should be powerful with a healthy sound
3 M Checks and test starter batteries. Measure and record the voltage
3M dip across terminal during cranking process
Note: Large dip may indicate a dying battery or bad connections
Proper check of starting circuit and starter
12 M
Voltage drop test for starter circuit
Note 6
Disconnect the battery charger from mains, during weekly test-starts of engine, to check that the battery
is holding charge.
Voltage Drop Check for the Starter Circuit

Voltage drop test is the only effective way to detect excessive resistance in high amperage
circuits.
Disable engine so it cannot start when cranked. Limit cranking time to 10 secs.
While cranking the engine, check voltage across the battery terminal studs,
positive terminal of battery and starter housing.
Compare readings. If both are same then there is no excessive voltage drop on the
positive feed side. If available voltage on starter side is not within 1.5 V of battery
voltage, then voltage drop is excessive.
On a fully charged battery measure voltage across its positive (+ve) terminal and
negative (–ve) battery stud on starter (use the 2 V scale). While cranking engine
maximum voltage drop should not be greater than 0.8 V for positive side of starter
circuit. Also while cranking engine, measure voltage across starter case and
battery post. A good connection will give a voltage drop of 0.4 V or less for
negative side.
Remove starter motor, clean moving contacts, fixed contacts and solenoid. Check
all parts for corrosion.
Check alternator belt for tightness and good condition. Check charging function.
12.3 BATTERIES

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FORM:
12.4 GENERAL AND EMERGENCY LIGHTS
Purpose
To outline procedures for care and maintenance of general and emergency lights.

which must include:
Frequency Task
Every Saturday, carry out routine testing of emergency lights
Ensure batteries are fully charged and ready for use
Weekly Replace burnt out bulbs immediately
Check all fixtures for integrity and good condition
Keep records of inspection and maintenance
Note 1
If maintenance is required on ‘gas tight’ fittings, take appropriate precautions. Isolate power supply until
fitting is secure.
General Lights
Attend all non-working lights at the earliest.
Keep all polycarbonate covers clean, free of oil, salt, cargo and other elements which
restrict light power.
Keep all light fittings in good condition and protected from rust by proper painting.
Keep cable glands in good condition.
Maintain fasteners in good condition to easily open fittings.
Maintain adequate stock of bulbs and tubes for replacement.
Emergency Lights
Emergency sources of electrical power must supply emergency lighting for 18 hours to:
Accommodation, alleyways, stairs, exits, lifts and lift trunks
Machinery spaces and main generating stations
ECR, CCR, main and emergency switchboards
Fire control stations, at S/G, at fire pumps, sprinkler pumps, etc.
Cargo pump rooms
Check emergency lights after berthing as they become non-operational due engine
vibrations during berthing manoeuvres.
Note 2
Test emergency embarkation lighting at each abandonship drill.

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FORM:
12.5 INTRINSICALLY SAFE EQUIPMENT
Purpose
To outline procedures on understanding, care and maintenance of intrinsically safe and explosion proof
equipment.

Do not carry out maintenance on live equipment in hazardous zones
Use work permits and only approved test instruments
Use only approved flameproof type ‘d’ (Ex d) glands and sealing material to
replace them. This sealing compound forms a barrier between individual
conductors. It also prevents entry of explosive products from enclosure entering
the cable
When replacing any components, light fittings and luminaries, only use approved
type spare parts
Note 1
Use a certified intrinsically safe 500V DC tester for insulation resistance testing. Use it in gas free safe
area only.
Classifications
Classification Description
It means that the housing has been engineered and constructed to
contain a flash or explosion. Such housings are usually made of
cast aluminum or stainless steel and are of sufficient mass and
Explosion Proof
strength to safely contain an explosion should flammable gases or
vapours penetrate the housing and the internal electronics or wiring
cause an ignition.
Means that an electronic circuit and its wiring will not cause any
sparking or arcing and cannot store sufficient energy to ignite a
flammable gas or vapour, and cannot produce a surface
Intrinsically Safe temperature high enough to cause ignition. Such a design is not
explosion proof, nor does it need to be. The metallic cable screens
of intrinsically safe circuits should be earthed at the power supply
end only to prevent circulating currents within the sheath.
Means that the enclosure of the equipment will withstand an
internal explosion, and prevent passage of flame to the surrounding
Flame Proof atmosphere. Care must be taken to maintain the length and
clearance (gap) of flameproof joints in service. The joints and seal
rings must be checked regularly for good working order.
Means the equipment contains no normally arcing parts, and
additional measures (such as larger spacing among wiring
Increased Safety
connections) are taken to prevent the possibility of high
temperatures or sparks. A minimum IP rating of IP 54 is required.
12.5 INTRINSICALLY SAFE EQUIPMENT
Locations
Location Description
A Class I, Zone 0 location is where ignitable concentrations of
flammable gases, vapours or liquids are present continuously; or for
Class I, Zone 0 long periods of time.
Equipment intended for use in a Class I, Zone 0 area is usually of
intrinsically safe, ‘ia,’ type.
Class I, Zone 1 location is where ignitable concentrations of
flammable substances are normally likely to exist.
In these areas there is maintenance or repair taking place or
Class I, Zone 1
leakage or equipment breakdown possibilities exist.
Equipment intended for use in a Class I, Zone 1 area is usually of
flameproof type.
In a Class1 Zone2 location ignitable concentrations of flammable
fluids are normally not likely to exist. If they do occur, they will exist
only for a short period. In this zone volatile flammable liquids, or
flammable gases and vapours exist, but are normally confined
Class I, Zone 2 within closed containers. Positive mechanical ventilation normally
prevents ignitable concentrations of gases, vapours, or liquids.
Equipment that is intended for use in a Class I, Zone 2 area is
usually of non-sparking, restricted breathing, hermetically sealed or
sealed device type.
In ‘Restricted Breathing’, enclosure relies on tight seals and gaskets to prevent diffusion
of explosive atmosphere into the equipment enclosure. Provision for checking that the
restricted breathing properties of the enclosure continue is available.

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FORM:
12.6 LAUNDRY EQUIPMENT
Purpose
To ensure correct and efficient use of laundry equipment.

Operate the laundry equipment as per maker’s instruction.
For better understanding and proper operation, post the operating instruction near the
equipment.
Carry out frequent thorough inspections of all electrical equipment and apparatus to
maintain high standards.
Pay attention to automatic cut-offs, interlocking arrangements, guards and emergency stops
on washing machines, hydro-extractors, etc.
Do not overload machines. Distribute loads uniformly.
Clean the dryer filter every time prior use.
Do not depend entirely on interlocking or cut-off arrangements on doors of washing
machines and drying tumblers etc. Open doors only after all movement has stopped.
Do not allow any liquids to ingress into the electrical part of the equipment.
Ensure laundry equipment are adequately secured to prevent damage due to vessel’s
movement.
Avoid using equipment during rough weather as that could damage it.
Note 1
Do not start defective equipment. Report and rectify the equipment before using. Display a warning
notice against use on defective machine. Disconnect the power supply to defective machines.

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FORM:
12.7 ENTERTAINMENT EQUIPMENT
Purpose
To ensure correct and efficient use of entertainment equipment.
Entertainment Equipment
This equipment is on board for recreational use and is the vessel’s property.
Operate the equipment as per maker’s instructions.
Switch off equipment when not in use.
All equipment must have permanent electrical connections and should not be loosely wired.
Always check voltage selector switch before powering new equipment.
Do not operate with wet hands.
Do not plug unauthorised devices into the entertainment equipment.
Properly secure the equipment to the table or bulkhead to protect it from damage during
rough weather.
Never keep liquids or beverages on this equipment.

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FORM:
13.1 RUNNING REPAIRS
Purpose
To outline procedures for carrying out all running repairs in a safe and efficient manner.
Planning
Plan repairs keeping in mind the weather reports as well as not to violate the rest hours of
the crew.
If vessel is arriving in port, make efforts to complete repairs prior arrival.
Always request material and spares required for repair in advance. Mark clearly on the
receipt.
Plan staging, lighting and ventilation in advance, where required.
For structural repairs, refer to TMM manual chapter on ‘Hull Structure-Repairs’.
Risk Assessment
Before repairs, carry out a proper risk assessment and establish mitigating measures.
The risk assessment includes:
Personnel, spares and tools
Worst case scenarios
Recovery and mitigation measures
Commissioning and testing procedures
Back-up arrangement equipment and operation
Emergency safety procedures
Include this risk assessment in ‘non-routine’ message to Office.

Officers must ensure that crew follow safe working practices and conditions, with particular
attention to eliminating fire hazards.
Check cleanliness when inspecting machinery prior closing up.
For safety procedures during afloat repairs, refer to H&S manual chapter on ‘Afloat
Repairs’.
Caution
Whenever repairs require removing handrails, ladders, deck plates etc., ship staff must take adequate

CL :
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FORM:
13.2 DRY DOCK REPAIRS
Purpose
To outline procedures for planning dry-dock repairs in effective and economic manner.

For safety precautions during repairs, refer H&S manual chapter on ‘Safety during Repairs
in Shipyard’.
Repair Specifications
Dockyards and contractors use repair specifications to determine the scope of work and
estimate the costs.
Hence, make a fully descriptive and complete repair specifications so that personnel
preparing and reviewing the specification can visualize the complete scope of job.
Note 1
Insufficient details lead to last minute planning and negotiations resulting in increasing costs. Mentioning
‘Overhaul’ or ‘Check’ for a particular unit is unacceptable. Photographs are additional and not a substitute
for drawings and sketches.
Specifications must include:
Sizes, location, complete identification of item, manufacturer, nameplate data and
other information
Weight, shape, condition, information on necessary spares/parts and any unusual
information to understand work requirement in each item
For valve and piping items, size, pressure rating, material, service, manufacturer,
type, shape, length, number and size of connections
All relevant test pressures
Type services required in form of staging, lighting and ventilation
Calculation and details of staging required or removal for access purpose
Marked copies of relevant drawings, neatly prepared dimensional sketch and
photographs for works requiring dimensions or involving complex geometric
shapes, for example - steel renewal
Preparation and Numbering of Repair Specifications

Use Company provided form for specification of repairs for every defect noticed on board
requiring attendance during next scheduled dry docking or layup for repairs of vessel.
Vessel can use computerized PMS that have defect reporting feature to raise dry dock
specifications and items may be added to it by ship or shore personnel.
Note 2
Send complete list to Company 6 months prior estimated repair date and where required, continue
sending specifications for defects noticed after that
Consider following items for preparing specification:
Any outstanding Class memo or COC (Condition of class)
Condition of shipside penetrations after overboard valves for renewal
Pending items of defect list
Deferred items to dry dock in PMS
Pending PSC items
Pending non-conformance report
Pending items related to vetting observations
Manufacturer’s recommendation for equipment to be maintained in dry docks

Equipment to be overhauled in dry dock as per statutory or regulatory requirement
Modifications required to meet upcoming regulations
Grouping of vessels and office job numbering as below:
Numbering Description
General dock items. For example - shore power, fresh water, ballast etc.
100-199
This will be completed by Office.
Hull cleaning and painting, hull repairs (steelwork), anchors and cables,
200-299
2000-2999: Sea chests and Valves etc.
300-399 All machinery items, for example - rudder, propeller, main engine etc.
Electrical items: alternators, switchboards, rewinding of motors etc.
400-499
4000-4999: Navigation equipment etc.
Use specification Nos x000 to x999 in case over hundred specifications for a particular
category i.e. x00 up to x99 completed.
Office will send the copy of final repair specifications before dry dock date.
Senior staff should carefully go through specifications to familiarize themselves and all crew
members with their respective items.
Locate and mark special tools for machinery overhaul.
Note 3
Raise requisition for required spares, equipment and material in advance so they are received before
dry dock or layup. All spares may not be available at docking port. Mark and store them once received.
Docking Plan
Vessel Manager will forward vessel docking plan highlighting drain plugs, sea boxes, under
water attachments etc. to the shipyard. This allows shipyard to arrange keel blocks on
which vessel sits. Pay attention when planning this for any tanks whose contents vary due
to repair or housekeeping requirements.
Office conveys shipyard’s guidance for draft, quantity of ballast and distribution of weight
required before entering dry docks. Inform Office if vessel unable to meet shipyard
requirements.
Consider structural loading, as vessel will be point supported on blocks.
Note 4
Carry minimum bunkers during dry-dock as a good practice.
Prior and After Re-floating

Carry out risk assessment before entering the dry dock.
Comply the vessel-specific checklist for before and after flooding operations.
Master and Chief Officer should ensure distribution of weight throughout the ship is correct
at the time ship rises from blocks. Discuss with shipyard before flooding the dock.
Chief Officer is responsible to ensure drain plugs are fitted properly. The Vessel Manager
attendance does not relieve Chief Officer of this responsibility.
After floating the vessel, inspect watertight integrity of all spaces below waterline, shipside
and stern fittings.
Commencement of Work
Master and Vessel Manager must comply with the vessel-specific dry docking checklist and
send the completed checklist to Office prior commencing work.
Ship must arrive repair yard in clean condition, cargo holds and tanks free of residue and
gas free.
Commence repairs only after obtaining a gas free certificate authorizing the work.
Senior officers should supervise opening of any fuel oil or double bottom tank. Ventilate
compartments thoroughly and implement the Permit to Work system for entering enclosed
spaces.
Test all ballast and bunker line valves during last ballast voyage prior dry-docking.
During Stay in Dry Dock / Lay-up

Officers must ensure that ship and yard crew follow safe working practices and conditions,
with particular attention to eliminating fire hazards.
Note 5
Issuance of a gas free certificate does not relieve Master or officers of their basic responsibility to ensure
that all work, including hot work, is performed under safe conditions.
Note 6
Identify and mark all drain plugs. Chief Officer must be present during removal of plugs and must retain
their possession.
Caution
Not all shipyards have stringent safety standards. Whenever opening of any lines, pumps or valves may
introduce toxic or explosive vapour re-inspect to confirm safe working conditions.
Caution
Whenever repairs require removing handrails, ladders, deck plates etc. repair yard must take adequate
Tankers and Gas Carriers

On Tankers and Gas Carriers, conduct tank cleaning and gas freeing according to cargo
operation manual.
Routine crude oil washing on tankers with crude cargo, should minimize tank cleaning
before dry dock. Advise Office of any defects in tank cleaning and gas freeing equipment in
advance so that Office can arrange repairs and replacements at final discharge port before
dry dock.
Thoroughly wash and drain all pumps and lines if practical. Open and clean all mud boxes
and pump filters. Make special arrangements if vessel is to dry dock at final port of
discharge. Gas free the pump room and thoroughly wash bilges and mop-dry.
Test all cargo, ballast and bunker lines with valves during last ballast voyage prior dry
docking.
Note 7
In addition to Company vessel-specific checklist for dry docking, tankers to comply with Intertanko dry
dock Checklist. Refer to Annex 7. This checklist is developed with aim of improving the scope and extent
of inspections during dry dock activity and an easier overview of the quality of the ship after its dry dock
process. This also helps charterers to have confidence that tankers are safe for the first voyage after
completion of the dry dock.
Supervision and Inspection of Repairs

Ship staff must assist Vessel Manager and be acquainted with progress of repair work.
Vessel Manager and senior staff to hold daily management meetings.
Only Vessel Manager can authorize additional work in dry-dock or lay-up, including the work
to contractors employed by Vessel Manager.
Master, Chief Officer, Chief Engineer should accompany Vessel Manager to inspect outside
and bottom, propeller and rudder, immediately after water is pumped out of the dock.
Report any damage noted.
Record all spare parts, special tools and drawings issued to shipyard or contractor and take
a signed receipt. Check special tools upon return for completeness and if applicable,
operation. Immediately report deficiencies to the shipyard or contractor and Vessel
Manager.
Vessel Manager cannot always be present during final assembly of machinery. A Senior
Engineer must witness all pressure tests and balancing of rotating parts, whether for Class
purposes or otherwise. If not possible, then Vessel Manager can witness the tests.
Caution
Pay strict attention to cleanliness when inspecting machinery prior closing up. Dirt and debris left in items
of machinery, boilers and bilge spaces frequently cause equipment malfunction and can result in major
casualties.
Note 8
Maintain all records for work carried out in dry dock.

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FORM: TEC 22
ANNEX 1A - GUIDELINES ON PLANNED MAINTENANCE SCHEDULES
GUIDELINES ON PLANNED MAINTENANCE SCHEDULES
In consultation with Vessel Manager, add/ delete/ elaborate items as required, to prepare a vessel-specific list.
Accommodate all units of equipment and all similar equipment for various services.
Review the intervals as per maker’s instruction/ condition warranting to reduce the time between overhauling/ deferring overhauls
Master/ Chief Engineer may re-assign the responsibilities. Notify Vessel Manager well in advance, if a shore workshop is required.
Sr. Equipment Item Schedule Interval Responsibility

1. Emergency Generator Batteries Check 1w E/O
36 m/
2. ” Batteries Renew Condition C/E and E/O
based.
3. ” Battery Charger Check 1w E/O
4. ” Battery Start Test 1w 2/E
5. ” Crankcase Inspect 24m 3/E
24m/Maker’s
6. ” Crankcase oil Renew 3/E
instr.
7. ” Filters Check/ Clean 24m 3/E
8. ” Foundation Bolts Check 12m 3/E
9. ” Fuel Injectors Check/ Test 12m 3/E
10. ” Fuel Tank Drain water/ top up oil 1w 3/E
11. ” Fuel Tank Renew Oil 30m 3/E
12. ” Hydraulic Start Test 1w 2/E
13. ” Jacket Heater Check Coil 3m E/O
Water Quality/ freezing point
14. ” Radiator 3m 3/E
check
15. ” Radiator Clean Fins 6m 3/E
16. ” Radiator Fins condition check/ cleaning 30m 3/E
17. ” Radiator Fan Belt Check/ adjust 12m 3/E

18. ” Self-Motor Inspect 1w 2/E
19. ” Tappet Clearance Check/ Adjust 24m 3/E
20. ” Test under Load Test 3m C/E
21. ” Fuel tank Quick closing valve Test 1m 3/E
22. ” Over speed shut down Function check 12m E/O
Spare starter motor (in case of both
23. ” Try out 6m E/O
battery start)
Prior
1. Emergency Air Compressor Crankcase Oil Check 4/E
starting
2. ” Weekly operational test Test 1w 4/E
3. ” Crankcase Oil Renew 12m 4/E
4. ” Filling Rate Capacity Check 12m 4/E
As per office
5. ” Suction/discharge valves Overhaul 4/E
instructions
1. Emergency Fire Pump Pump Complete Overhaul 30m 3/E

2. ” Foundation Bolt Check Tightness 3m 3/E
3. ” Operation Check 1w 3/E
4. ” Pressure Gauges (all locations) Inspect 1w 3/E
5. ” Priming Pump Check Operation 1w 3/E
6. ” Priming Pump Inspect 3m 3/E
7. ” Priming Pump Overhaul 30m 3/E
8. ” Suction and discharge valves Operate 1w 3/E
9. ” Light draft condition Check operation and record 4m 2/E
10. ” Breaker Routine Check and Overhaul 3m E/O
11. ” Pump Motor Overhaul Overhaul 60m E/O

1. Emergency Bilge Suction Valve Operate/ Lubricate 1m 4/E
2. “ Valve Test 3m 4/E
3. “ Valve Overhaul 12m 4/E
Direct Bilge Suction connected to

1. Fire and GS Pump
Valve Operate/ Lubricate and Test 6m 4/E
2. “ Valve Overhaul 12m 4/E
1. Quick Closing Valves Valves Inspect valves & test operation 3m 2/E and 4/E
Inspect condition, overhaul
2. Air bottle 60m 2/E
mountings
3. Pressure Switch Test low pressure alarm 3m E/O
1. Emergency Batteries Voltage Check 1w E/O

2. “ Charger Check 1w E/O
3. “ Electrolyte (Lead-acid) Replenish/ Record Density 1w E/O
4. “ Terminals Inspect 1w E/O
5. “ Cable lugs and fittings Inspect and replace 12m E/O
6. “ Batteries Discharge Test 3m E/O
36m/
7. “ Batteries Renewal Condition E/O
Based.
Breakers Routine/Insulation
1. Emergency Lighting System Emergency Lighting Panel 3m E/O
check
1. Remote Stops / Emergency trips Remote Stops Test 3m 2/E and E/O
1. CO2 Fixed installation CO2 Cylinders Hydraulic Testing Flag State Shore w/shop

requirement
2. “ “ Level Check/Weight Record “ “ Shore w/shop
3. “ “ Pipes Hydraulic Testing “ “ Shore w/shop
4. “ “ Lines Blow Through 3m 2/E
5. “ “ Release System Inspect 3m 2/E
6. “ “ Securing Clamps Check Tightness 1m 2/E
1. Fixed DCP System DCP Check chemical condition 12m C/O

2. ” Propellant bottle check Weight/ Level check 12m 3/E
1. Fire Extinguishers (Portable) Servicing Servicing 12m Shore w/shop

2. Location as per fire plan Check 1m 3/O, 3/E
3. “ “ Externals Inspect 1m 3/O, 3/E
Flag State
4. “ “ Servicing and recharging Service onboard/ ashore 3/O/3/E/Shore W/Shop
requirement
Flag State
5. “ “ Hydraulic Testing (A) Test (Ashore) 3/O/3E/Shore W/Shop
requirement
1. Fire Main Expansion Joints Inspect 1m C/O

2. “ Fire Hoses Check location 1m 3/O, 3/E
3. “ Fire Hoses Pressure Test 3m 3/O
4. “ Drain valves Check free & clear 3m 3/O
5. “ International Shore Coupling Check Gasket/ Bolts 1m 3/O
6. “ International Shore Coupling Check Location 1m 3/O
7. “ Hydrants Inspect 1m 3/O
8. “ Hydrants Overhaul 12m 3/O

Operate 3m
9. “ Isolating valves 3/O
Overhaul (when necessary) 12m
10. “ Isolating Valves Location Marking Check 1m 3/O
11. “ Piping Inspect 1m C/O
12. “ Pressure Relief Valve Pressure Test 12m 2/E
1. Fire Sand Boxes Level, scoop, bucket Check 1m 3/E
1. Hyper mist System Hyper mist system Function test 12m 2/E and E/O
2. Fresh water tank Clean 12m C/O
1. Deck Foam System Inspection of piping system Check 1w 2/E and C/O
2. “ Foam Pump Function test 1m C/O and 2/E
3. “ Foam monitors Greasing / easing up 1m C/O
4. “ Gauges Check 1m C/O
5. “ Valves Easing and function test 1m C/O and 2/E
6. “ Sample Analysis Send for lab analysis 12m 3/E
7. High Expansion Foam System Inspection of piping system Check 1w 2/E
8. “ Foam Pump Function test 1m 2/E
9. “ Foam dispensers / nozzles / mesh Check condition 1m 4/E
10. “ Gauges Check 1m 4/E
11. “ Valves Easing and function test 1m 2/E
12. “ Sample Analysis Send for lab analysis 12m 3/E
1. Fire Detection System Zone wise testing Check 1w E/O

Check electrical connections in the
2. “ Check 3m E/O
detector cabinet

3. “ Printer drive mechanism Check 3m E/O
Check and vacuum cleaning if
4. “ Detector fittings connections 3m E/O
necessary
1. Lifeboat Boating Lifting Hook Bolts and Nuts Inspect 1w 3/O
2. “ Body Inspect 1w 3/O

3. “ Embarkation Ladder Check Condition 3m 3/O
4. “ Embarkation Light Test 1w E/O
5. “ Engine Crankcase Oil Check / top up 1w 4/E
6. “ Engine Crankcase Oil Renew 12m 4/E
Engine Starter motor, dynamo &
7. “ Check 3m 4/E
belt
8. “ Engine Starting Test 1w 3/E, 4/E
9. “ Engine Tool & Spare Kit Check 3m 3/E, 4/E
10. “ Equipment Check 1m 3/O
11. “ Exhaust piping Check Condition 1w 4/E
12. “ Exhaust piping Check Fastening 1w 4/E
13. “ Fuel Oil Tank Check Condition 1w 4/E
14. “ Fuel Oil Tank Level Check / Top up 1w 4/E
15. “ Markings Check 1m 3/O
16. “ Propeller Shaft Ahead / Astern Check Rotation 1w 4/E
17. “ Rudder, Propeller Shaft Bearing Check Condition 3m 3/E
18. “ Propeller Shaft Gearbox Check Oil / Top up 1w 4/E
19. “ Propeller Shaft Gearbox Renew Oil 12m 4/E
20. “ Releasing Unit Inspect 1w 3/O
21. “ Rudder Movement Check 1w 3/O

22. “ Rudder Pintle and Gudgeon Check 1w 3/O
23. “ Rudder Plate Check 1w 3/O
24. “ Searchlight Battery Check 1w 3/O
25. “ Sprinkler System Check operation 3m 2/E
26. Sprinkler Pump Overhaul 24m 3/E
1. Life Boat Davit Boat Falls Check 1w 3/O

2. “ Boat Falls Renewal 60m C/O
3. “ Limits Test 1m E/O
4. “ Load Test Test 60m Shore w/shop
5. “ Lubrication Points Lubricated 1m 3/O
6. “ Sheaves Check / Ease 1m 3/O
1. Life Boat Davit winch Brake Inspect 12m 2/E

2. “ “ Gear Case Inspect 6m 2/E
3. “ “ Gear Oil Check Level 1m 4/E
4. “ “ Gear Oil Renew 12m 2/E
1. Life Rafts Container Check Externals 1w 3/O

2. “ Container Marking Check 1w 3/O
3. “ Container water tight packing Check Condition 1m 3/O
4. “ Cradle Check Condition 1w 3/O
5. “ Embarkation light Check 1w E/O
6. “ Fixed Painter and Weak Link Inspect 1w 3/O
7. “ Hydrostatic Release Unit Inspect 1w 3/O
8. “ Hydrostatic Release Unit Servicing Ashore 12m Shore w/shop

Lashings-wire, turnbuckles,
9. “ Check / lubricate 1m 3/O
shackles
10. “ Manual Release Painter Inspect 1w 3/O
11. “ Servicing Servicing 12m Shore w/shop
Check air cylinder, all fittings &

1. SCBA Externals 1w 3/O
alarms
2. “ Operation Tests Test 1m 3/O
3. “ Cylinder Hydraulic Test Test Ashore 60m Shore w/shop
4. “ Ultra Lightweight Cylinders Test Hydraulic Test Ashore 36m / 24m Shore w/shop
1. SCBA Air Compressor Air Filter Clean 3m 3/O

2. “ “ Dehumidifier Check 3m 3/O
3. “ “ Safety Valve Overhaul 60m 2/E
4. “ “ Compressor Operation test 1w 3/O
5. “ “ Air Quality Check 12m Shore w/shop
6. “ “ Filling rate capacity Check 12m 2/E
Office
7. “ “ Suction / discharge valves Overhaul 2/E
instruction
1. Medical Oxygen Cylinder Externals Check air cylinder and fitting 1w 2/O
36m /
Maker’s
2. “ Content of Cylinders Content changed instruction Shore w/shop
(lesser
value)
60m /
3. “ Cylinder Hydrostatic Test Test ashore Maker’s Shore w/shop
Interval

4. EEBD Location and pressure Check 1w 3/O, 3/E
Check air cylinder, all fittings &
5. “ Externals 1m 3/O, 3/E
alarm
6. “ Hydraulic Test Land ashore 60m Shore w/shop
1. Rescue Equipment At E/R emergency escape Check 3m 3/O

2. “ “ At Cargo pump room escape Check 3m 3/O
Maker’s
1. EPIRB Battery Renew E/O, 2/O
instruction
2. “ Battery Test 1m 2/O
Maker’s
3. “ Hydrostatic Release Unit Renew 2/O
instruction
4. “ Testing Test 1m 2/O
5. “ Performance Test Test 12m Shore
Maker’s
1. SART Battery Renew E/O, 2/O
instruction
2. “ Battery Test 1m 2/O
3. “ Signal Test and Crew Training Test 3m C/O
ANNEX 1B - GUIDELINES ON PLANNED MAINTENANCE SCHEDULES
In consultation with Vessel Manager, add/delete/elaborate items as required, to prepare a vessel-specific list.
Review the intervals as per maker’s instruction/condition warranting to reduce the time between overhauling/deferring overhauls
Master/Chief Engineer may re-assign the responsibilities. Notify Vessel Manager well in advance, if a shore workshop is required.

1. Bilge ejection system Eductors Check Performance 3m 2/E
1. E/R Bilges Bilge wells and tank top Clean 3m E/S
1. Oily Water Separator Filter Inserts Check / renew 6m 2/E

2. ” Internals Inspect/clean 6m 2/E
3. ” Oil content meter Function test 1m C/E
60m or as
4. ” Oil content meter Calibrate per maker Shore calibration
instructions
5. ” Relief Valve Pressure Test 30m 2/E

6. ” Shore Reception Flange Sight 3m C/E
Comparison of OCM & ORB timings for
7. ” Check 1m C/E
OWS operation
8. ” Checking UTC time of OCM clock Check 1m C/E
1. ODMCS General inspection of pipe lines Check 1m C/O

2. ” Pneumatic three way valve Operation 1m C/O
3. ” Sampling line fresh water flushing Check 1m C/O
ANNEX 1B - GUIDELINES ON PLANNED MAINTENANCE SCHEDULES
4. ” Photo cell Cleaning 3m E/O
5. ” Electrical fittings connection Check 3m E/O
1. SOPEP Equipment Locker Inventory 3m C/O

2. ” Wilden Pump Test 1m 2/E
1. Sewage Treatment Plant Air Suction Blower Filter Clean 1m 4/E

2. ” Air Blower Overhaul 30m E/O
3. ” Chlorine Tablets Check / Replenish 1w 3/E
4. ” Discharge Pump Overhaul 60m 3/E
5. ” Holding Tank Flush 12m 3/E
6. ” Internals Inspect 12m 4/E
7. “ Internals Backflush 2m 4/E
8. ” Shore Reception Flange Sight 3m C/E
1. Incinerator D.O filter Clean 1m 4/E

2. ” D.O Pump Overhaul 60m 2/E
3. ” Furnace Inspect 3m 2/E
4. ” Main and Pilot Burner Overhaul 1m 2/E
5. ” Photo cell Clean 1m E/O
6. ” Temperature sensors Calibrate 12m E/O
7. ” W.O filter Clean 1m 4/E
8. ” W.O Pump Overhaul 30m 2/E
ANNEX 1C - GUIDELINES ON PLANNED MAINTENANCE SCHEDULES
In consultation with Vessel Manager, add/delete/elaborate items as required, to prepare a vessel -specific list.

Check performance of the
1. Radar Performance Check 1m C/O
equipment
2. “ Scanner Check Belts 3m E/O
1. Magnetic Compass Deviation Curve Record 12m Master
Maker’s
1. Gyrocompass Servicing Servicing Shore w/shop
instruction
2. “ Repeaters Check 1m C/O
1. Echo Sounder Recorder Stylus Check / Clean 3m E/O
1. Window Wipers Window Wipers Inspect 3m E/O
1. Clear View Screen Clear View Screen Inspect 3m E/O

2. “ “ Motor Overhaul 60m E/O
1. Whistle – Air Horn Cord Operation Test 1m 2/O

2. “ “ Air Horn Inspect 3m E/O
3. “ “ Overhaul 60m E/O
ANNEX 1C - GUIDELINES ON PLANNED MAINTENANCE SCHEDULES

1. Whistle – Piston Horn Inspect 3m E/O
2. “ “ Overhaul 24m E/O
1. Aldis Lamp Function Test and spare lamp inventory Check 1m E/O
2. Battery Discharge Test Test 3m E/O
1. ECDIS
Upgrade to latest version in 12m / when
2. “ Software 2/O
consultation with makers published
Power – Independent Supply from Main
3. “ & Emergency to each Unit (including Test / confirm expiry 3m E/O
UPS Batteries / Internal Battery)
Consumables as recommended by
4. “ makers (e.g. hard disk, lithium battery Check 6m E/O
for CPU board etc.)
1. BNWAS Alarms (all levels) Test 3m 2/O
2. AIS Performance Test Test 12m Shore
1. VDR Performance Test Test 12m Shore
As per Ship
1. Ship Security Alert System Check and Maintenance Check – refer Ship Security Plan Master
Security Plan
ANNEX 1D - GUIDELINES ON PLANNED MAINTENANCE SCHEDULES
Review the intervals as per maker’s instruction / condition warranting to reduce the time between overhauling/deferring overhauls

1. Main Engine Air cooler Clean Air side 2000 hrs 2/E
2. “ Air cooler Clean Waterside & Renew anodes 6m 2/E
3. “ Air Starting Valves Overhaul Maker’s instruction 2/E
4. “ Bearing and Guide shoe Check clearances 3m 2/E
5. “ Bottom End Bearing Dismantle & Inspect 60m C/E
6. “ Cam shaft Check Coupling bolts tightness 8000 hrs 2/E
7. “ Camshaft Dismantle & Inspect Bearings Maker’s instruction C/E
8. “ Camshaft Check Bearing clearances 12000 hrs 2/E
9. “ Camshaft Inspect Casing 2000 hrs 2/E
10. “ Camshaft Check timing 8000 hrs C/E
11. “ Chain 1” (B&W) Check Tightness 2000 hrs 2/E
12. “ Chain 1” (B&W) Check Link Length 2000 hrs 2/E
13. “ Chain 2 ½” (B&W) Check Tightness 2000 hrs 2/E
14. “ Chain 2 ½” (B&W) Check Link length 2000 hrs 2/E
15. “ Chain Drive Inspect Chain drive, rubber pads 1000 hrs 2/E
16. “ Cooling Water Test 1w 3/E
17. “ Crankcase Inspect 1m 2/E
18. “ Crankcase relief valve Check 6m C/E

19. “ Crank web Record deflection 3m 2/E
20. “ Cross head pin and Bearing Dismantle & Inspect 60m C/E
21. “ Cylinder Cover Decarbonise Maker’s instruction C/E
22. “ Exhaust Manifold Inspect / Clean Grids 6m 2/E
23. “ Exhaust valve Overhaul Maker’s instruction C/E
24. “ Exhaust valve Actuator Overhaul Maker’s instruction C/E
25. “ Exhaust Valve Actuator Overhaul Roller Guide Maker’s instruction C/E
26. “ Exhaust valve Actuator HP pipe Inspect 4000 hrs 2/E
27. “ Fuel control shaft Lubricate bearings 1 month 2/E
28. “ Fuel Injectors Overhaul / Pressure test Maker’s instruction 2/E
29. “ Fuel Oil High Pressure pipes Inspect 2000 hrs 2/E
30. “ Fuel Oil Low Pressure Pipes Inspect 1m 2/E
31. “ Fuel pump Overhaul Roller guide Maker’s instruction C/E
32. “ Fuel pump Check / Adjust Timing 6000 hrs C/E
33. “ Fuel pump Complete Overhaul Maker’s instruction C/E
34. “ Fuel pump (B&W) barrel top Dismantle space & Clean 6000 hrs 2/E
35. “ Fuel pump (B&W) Overhaul Puncture valve 4000 hrs C/E
36. “ Fuel pump (B&W) Overhaul Suction valve Maker’s instruction C/E
37. “ Fuel Racks Lubricate Daily D/E
38. “ Gear Case Inspect 1000 hrs 2/E
39. “ Governor Check Linkages 1000 hrs 2/E
40. “ Governor Overhaul As required Shore w/shop
41. “ Governor Renew Oil 1000 hrs 2/E
42. “ Holding down bolts Check tightness 6m 2/E
43. “ Indicator cards Record Every voyage / 1 m C/E
44. “ Indicator Cocks Overhaul 8000 hrs 2/E

45. “ Inspection through scavenge ports Inspect 1000 hrs 2/E
46. “ Jacket C.W outlet Inspect expansion bellow 1m 2/E
Each drydock unless
47. “ L.O sump / drain tank Clean required earlier basis C/E
condition monitoring
48. “ Lub. Oil Laboratory analysis 3m 3/E
49. “ Lub. Oil On board Test 1m 3/E
50. “ Lube Oil Auto Filter Based on DP recording ------- C/E
51. “ Lube Oil Filter Sludge Catcher Inspect/renew 3m 2/E
52. “ Lubricator Check tightness coupling bolts 4000 hrs 2/E
53. “ Lubricator Clean filters 2000 hrs 2/E
54. “ Lubricator Check timing 8000 hrs C/E
55. “ Main Bearing Dismantle & Inspect 60m C/E
56. “ Manoeuvring Test from ECR 3m C/E
57. “ Manoeuvring Test from Bridge 3m C/E
58. “ Manoeuvring Test from Engine side 3m C/E
Manoeuvring (Chem. & Gas carriers)
59. “ Test from Engine side 1m C/E
CDI requirement.
60. “ Moment Compensators Inspect 4000 hrs C/E
61. “ Oil mist detector Routine as per makers instructions 3m E/O
62. “ Piston De-carbonisation / overhaul Maker’s instruction C/E
63. “ Piston cooling Telescopic pipe Overhaul gland Maker’s instruction C/E
64. “ Pneumatic Controls Check 1000 hrs 2/E
65. “ Pr. Gauges, Transmitters & Switches Inspect Pipes & fittings 3m 2/E
66. Pressure Gauges and Thermometers Calibrate 12m 2/E
67. “ Relief Valves Overhaul Maker’s instruction 2/E
68. “ Reversing air cylinders (B&W) Overhaul Maker’s instruction C/E

69. “ Reversing Cylinder Check Mounting Flange Bolts 3m 2/E
70. “ Reversing links (B&W) Inspect 3m C/E
71. “ RPM Indicators Compare Repeaters 3m C/E
72. “ RPM Pick Up Clean / Check Distance 1m E/O
73. “ Scavenge Manifold Clean, also inspect relief valves 1000 hrs 2/E
74. “ Scavenge Manifold (B&W) Inspect non-return flaps 1000 hrs 2/E
75. “ Scavenge valves (Sulzer) Overhaul Maker’s instruction 2/E
76. “ Starting Air Distributor Overhaul Maker’s instruction C/E
77. “ Starting Air Master Valve Overhaul 12m C/E
78. “ Stuffing Box Overhaul At decarbonisation C/E
79. “ Sump drain connection to DB Inspect rubber diaphragm seals Every docking 2/E
80. “ Thrust Bearing Inspect 60m C/E
81. “ Tie Rod Check pinching bolts 4000 hrs 2/E
82. “ Tie Rod Check Tensioning 30m 2/E
83. “ Turbocharger Renew Bearings Maker’s instruction C/E
84. “ Turbocharger Clean Blower Filters 500 hrs 2/E
85. “ Turbocharger Blower side Water wash Makers instruction 2/E
86. “ Turbocharger Complete Overhaul Maker’s instruction C/E
87. “ Turbocharger Clean Cooling Water Spaces 60m 2/E
88. “ Turbocharger Clean diffuser Maker’s instruction 2/E
89. “ Turbocharger Renew Lub. Oil Pumps Maker’s instruction C/E
90. “ Turbocharger Renew Oil 1000 hrs 2/E
91. “ Turbocharger Turbine side Water wash Makers instruction C/E
92. “ Turbocharger Turbine side Dry wash 3 days 2/E
Every overhaul after
93. “ Turbocharger Dye check Turbine Side Blades 2/E
100,000 hours

94. “ Turning Gear Renew Gear Oil 24m 2/E
95. “ Under piston spaces Clean 1000 hrs 2/E
96. “ Under piston spaces Clear drains 1000 hrs 2/E
97. “ Vibration Dampers Inspect 8000 hrs C/E
98. “ Fuel Viscosity Controller Check 12m 2/E
99. “ VIT Inspect / lubricate linkages 500 hrs D/E
100. “ VIT (B&W MC Engines) Check air pressure Daily D/E
101. “ VIT (B&W MC Engines) Overhaul Control air cylinder 30m C/E
ANNEX 1E - GUIDELINES ON PLANNED MAINTENANCE SCHEDULES

1. Auxiliary Engine Air Cooler Clean air side 4000 hrs 3/E
2. “ Air Cooler Clean waterside / renew anodes 4000 hrs 3/E
3. “ Air inlet manifold Check / clean 5000 hrs 3/E
4. “ Air starting valve Overhaul Maker’s instruction 3/E
5. “ Attached cooling water pump Overhaul 12000 hrs 3/E
6. “ Attached Fuel oil booster pump Overhaul 12000 hrs 3/E
7. “ Bottom end Bearing Dismantle & Inspect Maker’s instruction 3/E
8. “ Bottom end bearing bolts Renew Maker’s instruction C/E
9. “ Cam case Inspect 2000 hrs 3/E
10. “ Camshaft Inspect bearings 10000 hrs 3/E
11. “ Camshaft Check Timing 6000 hrs 3/E
12. “ Chain case Inspect 2000 hrs 3/E
13. “ Chain links Measure length 2000 hrs 3/E
14. “ Chain tension Check 2000 hrs 3/E
15. “ Crankcase Inspect 1000 hrs 3/E
16. “ Crankcase / Sump Clean Sump / Renew oil 2000 hrs / per lab. test 3/E
17. “ Crankcase oil Lab. analysis 3m 3/E

18. “ Crankcase oil On board Test 1m 3/E
19. “ Crankcase relief doors Overhaul 10000 hrs 3/E
20. “ Crank web deflection Record 2000 hrs 3/E
21. “ Cylinder head Overhaul Maker’s instruction 3/E
22. “ Exhaust valve (cage type) Overhaul Maker’s instruction 3/E
23. “ F.O / L.O pipes Inspect 1m 3/E
24. “ F.O auto clean Filters Clean 1000 hrs 3/E
25. “ F.O mesh Filters Clean 500 hrs 3/E
26. “ Foundation bolts Check tightness 6000 hrs 3/E
27. “ Fuel HP pipes Inspect 1000 hrs 3/E
28. “ Fuel Injectors Overhaul 2000 hrs 3/E
29. “ Fuel pump Overhaul roller guide Maker’s instruction 3/E
30. “ Fuel pump Check timing 6000 hrs 3/E
31. “ Fuel pump Overhaul Maker’s instruction 3/E
32. “ Fuel pump control Check shaft and linkages 2000 hrs 3/E
33. “ Fuel Racks Lubricate 1w 3/E
34. “ Gear case Inspect 2000 hrs 3/E
35. “ Governor Inspect linkages 1000 hrs 3/E
36. “ Governor Check motor brushes 12m E/O
37. “ Governor Renew oil 1000 hrs 3/E
38. “ Indicator cocks Overhaul Maker’s instruction 3/E
39. “ Jacket F.W cooler Clean S.W. side / renew anodes 6m 3/E
40. “ L.O cooler Clean Oil side At decarbonisation 3/E
41. “ L.O Cooler Clean waterside / renew anodes 6m 3/E
42. “ Main Bearing Dismantle & Inspect At decarbonisation C/E

43. “ Main L.O Filters Clean / renew 500 hrs 3/E
44. “ Nozzle cooling oil Filter Clean 500 hrs 3/E
45. “ Peak Pressures Record 1m 3/E
46. “ Piston Decarbonize Maker’s instruction 3/E
47. “ Pneumatic Control Valves Check 1000 hrs 3/E
48. “ Pr Gauges, Transmitters & Switches Inspect Pipes & fittings 1m 3/E
49. “ Press. Gauges & Thermometers Check 3m 3/E
50. “ Press. Gauges & Thermometers Calibrate 12m 3/E
51. “ Pump, cooling water (attached) Overhaul At decarbonisation 3/E
52. “ Pump, Nozzle Cooling Overhaul At decarbonisation 3/E
53. “ Pump, Rocker arm L.O. Overhaul At decarbonisation 3/E
54. “ Relief valve Overhaul At decarbonisation 3/E
55. “ Rocker arm Check / adjust Tappet clearance 500 hrs 3/E
56. “ Rocker arm L.O Renew 1000 hrs 3/E
57. “ Rocker arm L.O Clean Filter 500 hrs 3/E
58. “ Start Air Motor Lubricate 250 hrs 3/E
59. “ Start Air Motor Overhaul 8000 hrs 3/E
60. “ Turbocharger Renew Bearings Maker’s instruction C/E
61. “ Turbocharger Clean Blower filters 500 hrs 3/E
62. “ Turbocharger Blower side Water washing Maker’s instruction 3/E
63. “ Turbocharger Complete Overhaul Maker’s instruction C/E
64. “ Turbocharger Clean inlet casing / silencer Maker’s instruction 3/E
65. “ Turbocharger Renew Oil 1000 hrs 3/E
66. “ Turbocharger Turbine side Water washing Maker’s instruction 3/E
67. “ Alternator Clean air filters 1m E/O

68. “ Alternator Check air gap / Record 4m E/O
69. “ Alternator Renew Bearing Oil 2000 hrs E/O
70. “ Alternator Check Insulation 500 hrs E/O
71. “ Alternator Clean windings 12m E/O
ANNEX 1F - GUIDELINES ON PLANNED MAINTENANCE SCHEDULES

1. Auxiliary Boilers Drum Pressure Gauge Calibrate 12m 2/E
2. “ Forced Draft Fan Overhaul 30m E/O
3. “ Foundation Suspension and support Inspect 6m 3/E
4. “ Furnace Inspect / clean 6m C/E
5. “ Main Burner Overhaul Atomizer / Rotary cup 1m 3/E
6. “ Mountings Overhaul 30m 3/E
7. “ Photo Cell Clean 1m E/O
8. “ Pilot Burner Overhaul 1m 3/E
9. “ Safety valve Float 12m 3/E
10. “ Safety valve easing Gear Inspect 1m 3/E
11. “ Soot Blowers Inspect / overhaul 6m 3/E
12. “ Steam Baffles Clean 12m 3/E
13. “ Steam Drum Inspect 30m C/E
14. “ Water drum Inspect 30m C/E
15. “ Wind Box Inspect / clean 30m 3/E
1. Economizers Mountings Overhaul 30m 3/E

2. “ Safety Valve Float by easing gear 3m 3/E
3. “ Safety valve easing gear Inspect 1m 3/E
4. “ Smoke spaces Clean 2m 3/E
5. “ Steam side Inspect 12m C/E
6. “ Foundation Suspension and support Inspect 3m 3/E
1. Fuel Blender Mixer Clean 6m 2/E

2. “ Flow meters Clean / check 12m 2/E
1. Exhaust Piping Piping & supports Inspect 1m 3/E

2. “ Water traps Replenish seal water 1m 3/E
1. Atmospheric Condenser Condenser Clean waterside / renew anodes 6m 3/E
1. Drain Cooler Cooler Clean waterside / renew anodes 6m 3/E
1. Hot well Filters Clean / renew 3m 3/E

2. “ Auto filling valve float Inspect 3m 3/E
1. Vacuum Condenser Clean waterside / renew anodes 6m 2/E

2. “ Safety Valve Pressure test 60m C/E
1. Air Compressor After cooler, Intercooler Clean 4000 hrs 4/E

2. “ Air suction filter Clean / renew 500 hrs 4/E
3. “ Bumping clearance Measure 4000 hrs 4/E
4. “ Compressor Complete Overhaul 4000 hrs 4/E
5. “ Cooling water valves Overhaul 4000 hrs 4/E
6. “ Coupling Inspect 12 m 4/E
7. “ Crankcase Inspect / Oil renew clean filter 1000 hrs 4/E
8. “ Cylinder Lubricator Check Flow Daily D/E
9. “ Drain valve Overhaul 6m 4/E
10. “ Foundation bolts Check 3m 4/E
11. “ H.P. & L.P. valves Overhaul 500 hrs 4/E
12. “ LP & HP safety Valves Check/pressure test 12m/60m 4/E
13. “ Non return discharge valve Overhaul 12m 4/E
14. “ Pressure gauges Calibrate 12m 4/E
15. “ Press. gauges and thermometers Check 1m 4/E
16. “ Un-loader Overhaul 6m 4/E
1. Air Compressor Rotary type Air filter Clean / Renew 1000 hrs 4/E
2. “ “ Lub. Oil Renew 2000 hrs 4/E
3. “ “ Oil Separator Overhaul 12m 4/E
1. Air Reservoirs Foundation & stay supports Check tightness 12m 2/E
2. (Main, Aux, Emergency, Control) Internals Inspect 60m 2/E
3. “ “ Mountings Overhaul 60m 2/E
4. “ “ Pressure gauge Calibrate 60m 2/E
5. “ “ Safety Valve Pressure test / Overhaul 60m 2/E
1. Pressure Reducers Air reducer Inspect 3m 2/E

2. “ Steam Reducers Inspect 3m 2/E
1. Control Air Drier (Adsorption) Charge Dry / Renew 6m 2/E

2. “ “ Drains Inspect / Overhaul 3m 2/E
1. Control Air Drier (Refrigeration) Auto Drain Inspect / Overhaul 3m 2/E

2. “ “ Evaporator Clean 3m E/O
Maker’s
1. Purifiers Electronic control unit Renew Battery E/O
instruction
Maker’s
2. “ Bowl Clean instruction 4/E
/1000 hrs
Maker’s
3. “ Bowl Overhaul 4/E
instruction
4. “ Clutch Inspect Friction pads 6m 4/E
5. “ Foundation Bolt Check tightness 3m 4/E
6. “ Gear case Inspect / clean & renew oil 6m 4/E
7. “ Oil Suction Filter Clean 1000 hrs 4/E
8. “ Oil Supply Pump Overhaul 12000 hrs 4/E
9. “ Operating water filter Clean 500 hrs 4/E
10. “ Pressure gauges Calibrate 12 m 4/E
Maker’s
11. “ Shaft Vertical Renew bearings 4/E
instruction
Maker’s
12. “ Shaft, Horizontal Renew bearing 4/E
instruction
1. Oil Heaters Foundation Bolts Check Tightness 12m 2/E

2. “ Oil side Clean 60m 2/E
3. “ Relief valve Pressure Test 60m 2/E
4. “ Steam side Pressure test 60m 2/E
5. “ Steam Trap Inspect / Overhaul 12m 2/E
1. F.O Tanks & L.O Tanks Heating Coils Pressure Test 30m 2/E
2. “ “ Steam Traps Inspect / Overhaul 30m 2/E
Check Performance (Overhaul in

1. Pumps (Centrifugal) Pump complete 60m 4/E
case required).
2. “ Pump coupling Inspect 3m 4/E
3. “ Pump Foundation Check tightness 6m 4/E

1. Pumps (Piston Type) Pump complete 60m 4/E
case required).
2. “ Pump foundation Check tightness 6m 4/E
3. “ Suction and Discharge valves Overhaul 12m 4/E

1. Pumps (Screw Type) Pump Complete 60m 4/E
case required).
2. “ Pump foundation Check tightness 6m 4/E
1. Ballast Tank Stripping System Eductors Check performance 3m 2/E

2. “ “ Stripping Pump Check performance 3m 2/E
3. “ “ Stripping Pump Overhaul 30m 2/E
Check appearance, operation,

1. Ballast Water Treatment Systems # CSU,FMU,ECU,PDE,TSU,ANU 1w E/O
tightness,
Cleaning PRE, PDE. Overhaul TSU
2. “ “ CSU,FMU,ECU,PDE,TSU,ANU 24m E/O, 2/E
and Metering Pump
3. “ “ ANU, TSU Clean TSU solenoid v/v, ANU strainer 6m E/O, 2/E
1. Remote valve control Equipment Accumulator Check / Charge 3m 2/E

2. “ “ Emergency Operation of Valves Test 6m 2/E
3. “ “ Hydraulic Oil Lab. analysis 6m 3/E
4. “ “ Local Operation of solenoids Test 6m 2/E
5. “ “ Operation Check 1w 4/E
6. “ “ Return Line Filter Check / Clean 6m 2/E
1. Sea Chest Valves Operate / lubricate 3m 2/E

1. Sea Water Filters Clean / Renew anodes 3m 4/E
1. Ship side valves Check operation 3m 4/E
1. Bunker Line (D.O) Pressure Test to MAWP 6m 2/E
2. Pressure Testing to 150% of MAWP every drydock shore w/shop
1. “ (H.O) Pressure Test to MAWP 6m 2/E
2. Pressure Testing to 150% of MAWP every drydock shore w/shop
1. Filters – Oil Auto back flushing type Clean 3m 4/E

2. “ Basket Type Clean 1m 4/E
1. Filters – S.W Element Clean 3m 4/E

2. “ Basket Protective Coating Check / Apply 6m 4/E
3. “ Basket Zinc Anodes Inspect / Renew 3m 4/E
1. Fresh Water Generator Air Ejector and non-return flap v/v Inspect internally 12m 3/E
2. “ “ Brine Ejector and non-return flap v/v Inspect internally 12m 3/E
3. “ “ Condenser S.W side Clean / renew anodes 3m 3/E
4. “ “ Demister Inspect Clean 6m 3/E
5. “ “ Distillate Pump Overhaul 30m 4/E
6. “ “ Ejector Pump Overhaul 30m 4/E
7. “ “ Evaporator Tubes / Plates Clean 3m 3/E
8. “ “ Internal Coating Inspect 3m 3/E
9. “ “ Salinometer Cleaning/inspection 3m 3/E
1. Mineralizer Charge Check / Replenish 6m 2/E

2. “ Internals Inspect 6m 2/E
1. F.W / S.W Hydrophore Foundation Bolts & stay supports Check Tightness 6m 2/E
2. “ Internals Clean / Inspect 30m 2/E
3. “ Mountings Overhaul 30m 2/E
1. Calorifier Steam Coils Pressure Test 30m 2/E

2. “ Steam Trap Inspect / Overhaul 30m 2/E
1. Fresh water coolers S.W side & anodes Clean / renew 6m 4/E
1. L.O Coolers (S.W) Oil side Clean 60m 2/E

2. “ S.W side & anodes Clean / renew 6m 4/E
1. A/C and Fridge Compressor Compressor Complete Overhaul 60m C/E

2. “ “ Condenser S.W side Clean & renew anodes 12m 2/E
3. “ “ Crankcase Inspect 12m 2/E
4. “ “ Crankcase Oil Renew 12m 2/E
12m / as
5. “ “ Drier Renew Charge 2/E
required
6. “ “ Drive Belt Check tension 3m 2/E
7. “ “ Gas suction filter Clean 12m 2/E
8. “ “ Leak Test Test 1m E/O
9. “ “ Lub. Oil Suction filter Clean 12m 2/E
10. “ “ Oil Separator Overhaul 12m C/E
11. “ “ Suction / discharge valves Overhaul 60m C/E
1. A/C Evaporator Air Filters Clean 3m 2/E

2. “ Evaporator, Heater & Humidifier Clean 12m 2/E
1. Steering Gear Communication Check 1w/ Dep/Arrival. E/O
2. “ Emergency Steering Test 3m C/E

3. “ Foundation Bolts Check Tightness 3m 2/E
4. “ Hydraulic Oil Land sample 6m 3/E
5. “ Local Rudder angle Indicator scale Clean 1w 2/E
6. “ Pressure Gauges Inspect 1m 2/E
7. “ Pressure Gauges Calibrate 12m 2./E
8. “ Rudder Angle Indicators Check Synchronism 1m E/O
9. “ Timing Record 3m C/E
1m /prior dep
10. “ Auto st.by function Test 2/E
port
11. “ Chain coupling Inspect 6m 2/E
12. “ Breaker Routine Breaker Routine / Insulation Check 3m E/O
13. “ Hydraulic Pump Check condition / Overhaul 60m 2/E

14. “ Motor Overhaul 30m E/O
1. Rudder Carrier Oil Level Check Daily D/E
1. Tail Shaft Monitoring Stern Tube L.O Lab. analysis 3m 3/E

2. “ Stern Tube L.O On board Test 1m 3/E
3. “ T-Mon. log Record 1m C/E
1. Intermediate Shaft Bearing Inspect 8000 hrs C/E
1. Shaft Torsion meter Calibrate 60m Shore w/shop
1. Workshop Equipment Fuel Valve Testing Pumps Check Performance 3m 3/E

2. “ Drilling Machine Check Performance 3m 2/E
3. “ Exhaust Valve Grinder Check Performance 3m 2/E
4. “ Grinder Check Performance 3m 2/E
5. “ Lathe Check Performance 3m 2/E
6. “ Welding Mach / cables / connectors Inspect 1m E/O
7. “ Welding Mach / cables / connectors Check Performance 1m 2/E
1. E/R overhead Crane Electromagnetic Brake Inspect 6m E/O

2. “ Gearbox oil (All motors) Check / renew 1m 2/E
3. “ Limits Test 1m E/O
5. “ Renew Wire Check / renew 60m C/O
6. “ Starter Routine Routine 3m E/O
# Example of one type of BWTS (Electro-chemical type)

ANNEX 1G - GUIDELINES ON PLANNED MAINTENANCE SCHEDULES
Srl. Equipment Item Schedule Interval Responsibility

1. Shaft Earthing Device Band, brushes & spring tension Clean & check 1w E/O
2. “ Reading Record Daily E/O
1. Electrical Console / Control Panels Clean / Inspect / Check connection 3m E/O

2. “ Starters / Circuit Breakers Clean / Inspect / Check connection 3m E/O
1. Switch Board – Emergency Bars and Link fastenings Inspect 6m E/O

2. “ “ Clean in Dead condition. 6m E/O
3. Switch Board – Emergency ACB Clean and inspect 6m E/O
1. Switch Board – Main Bars and Link fastenings Inspect 6m E/O

2. “ Clean in Dead condition 6m E/O
3. Switch Board – Main ACB Clean and inspect 6m E/O
1. Switch Board – Main / Emerg. Insulation Mat Inspect 3m E/O
1. Lighting Engine Room Emergency Escape Test 1w E/O

2. Lighting Engine Room Emergency Lighting Test 1w E/O
3. Lighting Accom. Inside Emergency Lighting Test 1w E/O

4. Lighting Accom. Outside Emergency lighting Test 1w E/O
5. Lighting Duct Keel Emergency Lighting Test 1m E/O
1. Motors Cable Lugs Check Condition 3m E/O

2. “ Coupling Inspect 3m E/O
3. “ Fan Check 3m E/O
4. “ Insulation Record 4m E/O
5. “ Motor Complete Overhaul 60m E/O
6. “ Motor Foundation Bolts Check 3m E/O
7. “ Starter Routine Routine 3m E/O
8. “ Terminals Check Tightness 3m E/O
1. Motors – Wound Rotor Induction Brush / Brush holder Check spring tension 1m/before use E/O
2. “ “ Brush Holder Check Tightness 1m/before use E/O
3. “ “ Brush Holders and Clamping Rod Check Insulation 1m/before use E/O
4. “ “ Brushes Check Condition 1m/before use E/O
5. “ “ Brushes (During running) Check for sparking 1m/before use E/O
6. “ “ Slip Ring Assembly Check Surface Condition 1m/before use E/O
1. Elevator Car Guide Teflon lining Inspect 1m E/O

2. “ Counter Weight Teflon Guide lining Inspect 1m E/O
3. “ Gear Oil Check / Replenish 1m E/O
4. “ Gear Oil Renew 12m E/O
5. “ Guide Rails Inspect / Lubricate 1m E/O
60m / makers
6. “ Load Test Test Shore w/shop
instruction
7. “ Wire Rope Renew 60m E/O/Shore w/shop
8. “ Main Pulley Bearing Check 12m E/O

9. “ Servicing Service 12m Shore w/shop
10. “ Wire Rope Inspect 1m E/O
ANNEX 1H - GUIDELINES ON PLANNED MAINTENANCE SCHEDULES

1. Accommodation Ladder Davit, Sheaves, Pins & Hinges Inspect / Lubricate 1m C/O
2. “ “ Steps, stanchions & platforms Check Condition 1m C/O
3. “ “ Gangway Net Check Condition 1m C/O
4. “ “ Wire Rope Check / Lubricate 1m C/O
5. “ “ Wire Rope Renew 30m C/O
1. Accommodation Ladder Winch Gear case, Brake, Ratchet mech. Inspect 12m 2/E
2. “ “ “ Gear Oil Check 1m 2/E
3. “ “ “ Gear Oil Renew 12m 2/E
4. “ “ “ Winch complete Overhaul 60m 2/E
5. “ “ “ Limit Switch Test 1m E/O
1. Cargo Crane Brake Lining Thickness Check 1m E/O

2. “ Gear Box Oil Check / replenish 1m E/O
3. “ Hoisting / Slewing / Luffing Motors Check Brake Gap 1m E/O
4. “ Hydraulic Line Main Filter Check / clean / renew as required 3m 2/E
5. “ Hydraulic Line return Filter Check / clean / renew as required 3m 2/E

6. “ Insulation Record 3m E/O

7. “ Internal Condition Check 1m E/O
8. “ Motor Brushes & Length Check 1m E/O
9. “ Motor Coupling Inspect 3m 2/E
10. “ Hoisting / Luffing / Slewing Test Limit safeties 3m E/O
11. “ Seal Drain Check Plug & Draining Amount 1m E/O
12. “ Grabs Check operations / lubricate 3m C/O
13. “ Greasing Points Grease 1m C/O
14. “ Hydraulic Oil analysis ashore Land Sample 6m 3/E
15. “ Pipe Connections Check for tightness 3m 2/E
16. “ Slewing Bearing Wear Rocking Test 6m 2/E
1. Cargo Crane (fully electric) Tacho-generator Check Alignment & Bushes 1m E/O
2. “ “ Tacho-generator Check Brush Condition 1m E/O
1. Monorail Crane Limits Test 1m E/O

3. “ All Gear boxes Check Oil 1m 2/E
4. “ Gear Oil Analysis ashore Land Sample 6m 3/E
5. “ All Motor mounting Flanges Check tightness 1m 2/E
6. “ Motor Transmission Shafts Check Gears 1m 2/E
7. “ Motor Transmission shaft bearings Check 24m 2/E
8. “ Travel Beam Rack Check / Lubricate 1m 2/E
1. Provision Crane (Hydraulic) Hydraulic Oil Filter Check / renew 12m 2/E
2. “ “ Hydraulic Tank oil Check Level 1m 2/E
3. “ “ Limits Test 1m E/O
4. “ “ Load Test Test 60m E/O

5. “ “ Pump / motor coupling Check 6m E/O
6. “ “ Starter Panel Routine 6m E/O
1. Mast Foundation & stay wires Condition / Tightness 6m C/O
1. Windlass / Mooring Winch Adjusting Screw for Brake Check / Adjust Clearance 3m 2/E
2. “ “ Brake lining Inspect 3m C/E
3. “ “ Brake Load Test Test 12m C/E
4. “ “ Covers for moving parts Inspect 3m C/O
5. “ “ Drum Engaging Lever Securing Pin Inspect 1m 2/E
6. “ “ Engaging Gear Check Surface 1m 2/E
7. “ “ Engaging Gear Check Clearance 1m 2/E
8. “ “ Gear Case Inspect 12m 2/E
9. “ “ Gear Oil Check 1m 2/E
10. “ “ Gear Oil Renew 12m 2/E
11. “ “ Idling Speed Record 12m 2/E
12. “ “ Mooring Lines Inspect 12m C/O
13. “ “ Mooring Lines End-to-end 24m C/O
14. “ “ Wire Mooring Lines Lubricate 3m C/O
15. “ “ Shaft Bushes Inspect 6m 2/E
16. “ “ Tails of Mooring Wires Renew 18m / as required C/O
17. “ “ Tails of Mooring Wires Inspect 3m C/O
1. Mooring winch Hydraulic Syst. Hydraulic Oil analysis ashore Land sample 6m 3/E
2. “ “ Hydraulic pump / motor coupling Inspect 3m 2/E
3. “ “ Hydraulic pump foundation bolts Check tightness 3m 2/E

4. “ “ Magnetic Filters Clean 6m 2/E
5. “ “ System Pressure during Idling Record 3m 2/E
6. “ “ System Pressure on Load Record 3m 2/E
7. “ “ Changeover valves Operate / Lubricate 3m 2/E
Inspect critical parts of chain,

Ranging and Inspection of Anchor
1. Anchor Chains restore shackle markings as 12m C/O
chain.
required
1. Fair Leads Rollers Grease 1m C/O

2. “ Rollers Overhaul 30m C/O
1. Hatch Covers Chains Check / Adjust 6m C/E

1m / before
2. “ Compression Bars Inspect C/O
loading
1m / before
3. “ Cross Joint Inspect C/O
loading
1m / before
4. “ Drain Channels Inspect C/O
loading
5. “ Emergency Equipment/operation Check 6m C/E
6. “ Greasing points Grease 1m C/O
7. “ H.P Flexible hoses Inspect 1m C/O
1m / before
8. “ Hose Test Test C/O
loading
9. “ Hydraulic pipeline Inspect 1m C/O
10. “ Manual Cleats Ease up 3m C/O
11. “ Non return drains Inspect 3m C/O
12. “ Opening / Closing Timing Record 4m C/O
1m / before
13. “ Packing Inspect C/O
loading
14. “ Rest Pads Check 1m C/O
15. “ Wheels / sheaves / idler Inspect 1m C/O
16. “ Wheels / sheaves / idler Check Bushes 30m C/O
1. Hatch Cover Hydraulic System Hydraulic Motor Reduction Gear Inspect 30m 2/E
2. “ “ Hydraulic Motor Reduction Gear Oil Inspect 12m C/O
3. “ “ Hydraulic Motor Reduction Gear Oil Renew 12m 2/E
4. “ “ Hydraulic Motor chain coupling Inspect / grease 6m C/O
5. “ “ Hydraulic Pump / motor coupling Inspect 6m 2/E
6. “ “ Hydraulic Pump Foundation Bolts Check tightness 6m 2/E
7. “ “ Magnetic Filter Clean 6m 2/E
8. “ “ Pressure Gauge Calibrate 12m 2/E
9. “ “ Return Line Filter Clean / Renew 1m 2/E
10. “ “ Suction Filter Clean 3m 2/E
11. “ “ System Pressure Record 1m 2/E
12. “ “ Oil analysis Test 6m 2/E
1. Water Ingress & Detection Syst. Function test of audio-visual alarm Check Daily E/O
2. “ “ Test override, auto reset, S/C, O/C Check 3m E/O
3. “ “ Dismantle, clean, calibrate switches Overhaul 6m E/O
4 “ “ Complete maintenance Overhaul 12m E/O
1. Ballast Piping Flanges, clamps, Exp. Joints, etc. Inspect 30m 2/E
ANNEX 1I - GUIDELINES ON PLANNED MAINTENANCE SCHEDULES
1. Air Vents – Water Tanks Auto lift devices /Closing Arrangement. Inspect 3m C/O
1. Fresh Water Storage Tanks Internals Inspect 12m C/O
1. All Cargo Holds Structural damages Inspect Each discharge C/O
1. E/R Forward Bulkhead Welds Check for cracks 1m C/E
1. All Ballast Tanks Structural & coating Inspect defects, wastage, coatings, 12m Master & C/O
1. Stool Spaces & Keel duct Stool Space Inspect 12m C/O
1. Void Spaces Inspect 12m C/O
1. Watertight Doors Gaskets Inspect 1m C/O

2. “ “ Dogs Ease up / Lubricate 1m C/O
3. “ “ Water Tightness Hose Test 3m C/O
1. Freeboard Marks Position and correct visible marks Check 3m C/O

ANNEX 1I - GUIDELINES ON PLANNED MAINTENANCE SCHEDULES
1. Deadlights Weather tightness Check free 1m C/O
1. Side / Stern / Bow Ports Water tightness Check Each Departure C/O
1. Bulwark, Guardrails Inspect, Check Check stanchions, stays, lines, etc. 1m C/O
1. Scuppers Inspect & Check if clear Check scuppers are clear 1m C/O
1. Hatch Coamings Inspect & Check condition Check coamings & stiffeners 3m C/O
ANNEX 1J - GUIDELINES ON PLANNED MAINTENANCE SCHEDULES

1. Inert Gas Plant Boiler Uptake Inspect 1w 2/E
2. “ Deck Seal Internals Inspect 12m 2/E
3. “ High Velocity Vent Valves Inspect / overhaul 6m 2/E
4. “ I. G Fan Bearings Lubricate 1m 2/E
5. “ I. G Fan Complete Overhaul 30m C/E
6. “ I. G Re-circulation Valve Operate 1w 2/E
7. “ I. G Deck line isolating valve Operate 1m / before use 2/E
8. “ I. G Deck Line Non Return Valve Inspect / overhaul 1m/6m 2/E
9. “ I. G Fan Suction & Discharge Valves Operate 1w 2/E
10. “ I. G Line Pressure Transmitter Calibrate 6m 2/E
11. “ I. G Pressure Regulating valve Check Operation 1m C/E
12. “ I. G Main Valve Operate 1w 2/E
13. “ I. G Venting Valve Operate 1w 2/E
14. “ O2 Analyser Calibrate 1m / before use C/E
15. “ O2 Analyser dust filter and probe Clean 1m C/E
16. “ O2 Analyser dust filter and probe Servicing 30m 3/E
17. “ P/V Breaker Fluid Check / Replenish 1m / before use 2/E
18. “ Remote Valves Check operation / indication 1m E/O

19. “ Scrubber Demister Clean 6m 2/E
20. “ Scrubber Internals Inspect 6m 2/E
21. “ Vent Riser Flame Screen Inspect 3m 2/E
22. “ Vent Riser Stop Valve Operate 1m / before use 2/E
23. “ Inert Gas Fans Check 6m C/E
Cargo Emergency shutdown

Devices at all locations(CCR,
1. Pneumatic piping system and valves Check 1m E/O and C/E
Manifold, Pump room, Compressor
room, Motor room, Bridge,)
Hydraulic piping system and

2. “ Check 12m E/O and C/E
accumulator
Electrical activation system / push
3. “ Check 1m E/O and C/E
button switches
4. “ Gauges and manometers Check and calibrate 6m 2/E
5. “ Valve closing time check Check 12 m E/O and C/O
1m/ prior cargo

1. Cargo Tank Relief Valve Oil Tanker Function test of PV Valve Check C/O
operation
2. “ Inspection of valve seat Check 6m C/O
3. “ Inspection of flame screen Check 6m C/O
Cargo tank relief valves on Gas

1. Function test Check 3m C/E and C/O
Carriers,
2. “ Piping and Fittings Check 6m C/E and C/O
3. “” Pressure Test and O’ haul Check 4 Year SHORE
1. Tank Cleaning equipment Hoses Pressure Test 1.5 times WP 12m C/O
2. “ “ “ Hose continuity test Check 3m E/O
1. Cargo Hoses and Reducers Pressure Test Pressure Test 1.5 times WP 12m C/O
2. Hose continuity test Check 3m E/O
ANNEX 1K - GUIDELINES ON PLANNED MAINTENANCE SCHEDULES

1. Air Vents – Oil Tanks Flame Screens Inspect 3m 2/E
2. Inspect length of Pipe through hold Inspect 6m C/O
1. Sounding Pipes Ballast , FW Tanks & Bilges Inspect Caps and Threads 1m C/O
2. “ Fuel Tank Inspect Caps and Threads 1m 4/E
3. “ Self-Closing Cocks Check Operation 1w 4/E
1. Cold Room Door Heater & packing Check 1m E/O

2. “ Evaporator Defrosting Heater Check 1m E/O
3. “ Evaporator Coils & fan Inspect 1m E/O
1. Accommodation Blower Belts Inspect 1m E/O

2. “ “ Fresh air and Re-circulation Flaps Check Operation 1m 2/E
3. “ “ Pedestal Bearings Lubricate 1m E/O
4. “ “ Pedestal Bearings Renew 30m E/O
1. E/R Blowers Blower Overhaul 30m E/O

2. “ Flaps Operate/Greasing 1w 4/E
ANNEX 1K - GUIDELINES ON PLANNED MAINTENANCE SCHEDULES

3. “ Flaps Check condition 6m 3/E
4. “ Flaps Overhaul 30m 3/E
1. Skylight Hatch Operate 1w 4/E
1. Funnel Flaps Operate/Greasing 1w 4/E

2. “ Flaps Check condition 6m 3/E
3. “ Flaps Overhaul 30m 3/E
1. Pump Room Blowers Blower Overhaul 30m E/O

2. “ Flaps Operate 1w C/O
3. “ Flaps Check condition 6m C/O
4. “ Flaps Overhaul 30m C/O
Maker’s
1. Gas Detectors (Portable) Battery Renew C/O
instruction
before use
2. “ Calibration Calibrate C/O
/maker’s Inst.
before use
1. Gas Detectors (Fixed) Sensor element Calibrate C/O
/maker’s Inst.
2. “ Sampling Pump Overhaul 30m 2/E
1. Galley Equipment Exhaust Filters Clean 2w 2/E

ANNEX 1L - GUIDELINES ON PLANNED MAINTENANCE SCHEDULES
Review the intervals as per maker’s instruction/condition warranting to reduce the time between overhauling/deferring overhauls.
Sr. Oil Tanks Item Schedule Interval Responsibility

1. F.O. Tanks F.O. Settling Tank Clean / Inspect 30m* C/E
2. “ F.O. Service Tank Clean / Inspect 30m * C/E
3. Diesel Oil Tanks D. O. Settling Tank Clean / Inspect Each drydock C/E
4. “ D. O. Service Tank Clean / Inspect Each drydock C/E
Each drydock unless
required earlier basis
5. Lube Oil Tanks M/E L.O. sump / drain tank Clean condition monitoring C/E
6. Other Tanks (E/R) Bilge Holding Tanks Clean / Inspect 12m C/E
7. ” Double Bottom Tanks (E/R) Clean/Inspect 30m 2/E
8.
Note
* For vessels with single service and settling tank, as far as possible and practicable, this can be planned (in consultation with Vessel Manager) while
transiting in ECA area or at anchorages/long port stays.
Endeavour to clean all above-mentioned tanks as soon as possible (within 6 months) upon taking over a second hand vessel into management.
ANNEX 2 - GUIDELINES ON IMPORTANT ALARMS / SAFETY CUT OUTS / FUNCTIONS
GUIDELINES ON IMPORTANT ALARMS / SAFETY CUT OUTS / FUNCTIONS FOR INCLUSION IN PMS
In consultation with Vessel Manager, add/delete/elaborate items as required, to prepare a vessel-specific list. Enter ship-specific values for alarms/trips.
While preparing ship-specific list give priority to Classification Society alarm register as applicable
Review the intervals as per maker’s instruction.
Sr. Equipment Alarm / Safety Cut out / Function Schedule Set Point Interval Responsibility Critical
1. Main Engine Air in de-aerating chamber alarm Test 6m E/O, 2/E

2. “ Air temperature after air cooler High / Low Test 6m E/O, 2/E
3. “ Auxiliary Blower Abnormal Test 3m E/O, C/E
4. “ Bridge control console power failure Test 3m E/O, 2/E
5. “ C.W Expansion Tank High / Low level alarms Test 3m E/O, 2/E
6. “ Camshaft L.O high temperature Test 3m E/O, 2/E
7. “ Camshaft L.O pressure low alarm Test 3m E/O, C/E
8. “ Camshaft L.O pressure low Shut Down Test 3m E/O, C/E
9. “ Control Air low Pressure alarm Test 3m E/O, 2/E
10. “ Control Electrical Power failure Test 3m E/O, 2/E
11. “ Crosshead L.O pressure low alarm Test 3m E/O, C/E
12. “ Cylinder lubricator alarm power fail Test 3m E/O, 2/E
13. “ Cylinder lubricator non flow alarm / Slow Down Test 3m E/O, 2/E
14. Main Engine Cylinder lubricator oil pressure low Test 3m E/O, 2/E
15. “ Daily Cylinder Oil Tank low level Test 3m E/O, 2/E
16. “ Emergency Stop – Bridge, ECR, Local station Test 3m E/O, 2/E
17. “ Exhaust gas deviation alarm / Slow Down Test 3m E/O, 2/E
18. “ Exhaust gas outlet temperature high / Slow Down Test 6m E/O, 2/E
19. “ Exhaust Gas temperature after Turbine high Test 6m E/O, 2/E
20. “ Exhaust valve actuator LO Low Pr Slow Down Test 3m E/O, 2/E
21. “ Exhaust valve lubrication oil pressure low Test 3m E/O, 2/E
22. “ F.O hot filter – high differential pressure Test 3m E/O, 2/E
23. “ Fuel Cam position abnormal / wrong way Test 3m E/O, 2/E
24. “ Fuel Oil Leak oil tank level high Test 3m E/O, 2/E
25. “ Fuel Oil Pressure low alarm Test 3m E/O, 2/E
26. “ Fuel oil viscosity control power fail Test 3m E/O, 2/E
27. “ Fuel Oil Viscosity High / Low alarms Test 3m E/O, 2/E
28. “ Intermediate shaft bearing L.O high temperature Test 3m E/O, C/E
29. “ J.C.W high temperature alarm / Slow Down Test 3m E/O, 2/E
30. “ J.C.W low temperature alarm Test 6m E/O, 2/E
31. “ J.C. Water pressure low alarm Test 3m E/O, 2/E
32. “ L.O auto Filter – high differential pressure Test 3m E/O, 2/E
33. “ Lubricator low level alarm Test 3m E/O, 2/E
34. “ M.S.W temperature High / Low temperature alarm Test 6m E/O, 2/E
35. “ M.S.W pressure low alarm Test 3m E/O, 2/E
36. “ Main Bearing high temperature (where fitted) Test 3m E/O, C/E
37. “ Main L.O inlet high temperature Test 3m E/O, 2/E
38. “ Main L.O pressure low alarm / Slow Down Test 3m E/O, C/E
39. “ Main L.O pressure low Shut Down Test 3m E/O, C/E
40. Main Engine Oil Mist Detector high mist level Simulate 3m E/O, C/E
41. “ Over speed Shut down Simulate 12m E/O, C/E Critical
42. “ Overrides Simulate 3m E/O, C/E
43. “ P. C Water / Oil high temperature alarm / Slow Down Test 3m E/O, 2/E
44. “ Piston C.W low pressure alarm Test 3m E/O, 2/E
45. “ Piston cooling alarm power fail Test 3m E/O, 2/E
46. “ Piston Cooling Oil Low Pressure alarm Test 3m E/O, 2/E
47. “ Piston cooling oil non flow alarm / Slow Down Test 3m E/O, 2/E
48. “ Safety Air low Pressure alarm Test 3m E/O, 2/E
49. “ Safety System Abnormal Test 3m E/O, 2/E
50. “ Scavenge Manifold temp high alarm / Slow Down Test 3m E/O, 2/E
51. “ Spring Air low Pressure alarm Test 3m E/O, 2/E
52. “ Starting Air low Pressure alarm Test 3m E/O, 2/E
Function
53. “ Starting Interlocks 3m E/O, C/E
Check
54. “ Sump low level alarm Test 3m E/O, 2/E
55. “ Telegraph Source Fail Test 3m E/O, 2/E
56. “ Thrust pad high temperature alarm / Slow Down Test 3m E/O, C/E
57. “ Thrust pad high temperature Shut Down Test 3m E/O, C/E
58. “ Turbocharger Blower side oil temperature high Test 3m E/O, 2/E
59. “ Turbocharger Turbine side temperature high Test 3m E/O, 2/E
60. “ Under piston scavenge space temperature high Test 3m E/O, 2/E
1. Auxiliary Engine C.W Expansion Tank High & Low Level alarms Test 3m E/O, 3/E
2. “ Control supply Power failure Test 3m E/O, 3/E
3. “ Emergency Stop Test 3m E/O, 3/E
4. “ Exhaust Gas Inlet temp to T/C high Test 6m E/O, 3/E
5. Auxiliary Engine Exhaust Gas Outlet Temp high Test 6m E/O, 3/E
6. “ F.O inlet low pressure alarm Test 3m E/O, 3/E
7. “ F.O inlet temperature high / low alarm Test 3m E/O, 3/E
8. “ F.O inlet viscosity Low / high alarm Test 3m E/O, 3/E
9. “ J.C.W high temperature alarm Test 3m E/O, 3/E
10. “ J.C.W high temperature trip Test 3m E/O, 3/E
11. “ J.C.W low pressure alarm Test 3m E/O, 3/E
12. “ J.C.W low pressure trip Test 3m E/O, 3/E
13. “ L.O filter high differential alarm Test 3m E/O, 3/E
14. “ Local Start / Stop Function Test 3m E/O, 3/E
15. “ Lub. Oil sump level low Test 3m E/O, 3/E
16. “ Main L.O low pressure alarm Test 3m E/O, 3/E
17. “ Main L.O Low pressure trip Test 3m E/O, 3/E
18. “ Nozzle cooling oil low pressure alarm Test 3m E/O, 3/E
19. “ Over speed Trip Test 6m E/O, 3/E Critical
20. “ Priming L.O low pressure alarm Test 3m E/O, 3/E
21. “ Remote start / stop function Test 3m E/O, 3/E
22. “ Rocker arm L.O low pressure Test 3m E/O, 3/E
23. “ Rocker arm L.O tank Low level Test 3m E/O, 3/E
24. “ Safety supply power failure Test 3m E/O, 3/E
25. “ Scavenge air high temperature alarm Test 6m E/O, 3/E
26. “ Scavenge air low temperature alarm Test 6m E/O, 3/E
27. “ Standby engine auto start function Test 3m E/O, 3/E
28. “ Starting Safety interlocks Test 3m E/O, 3/E
29. “ T/C Lub Oil Low pressure alarm Test 3m E/O, 3/E
1. Emergency Generator C.W high temperature alarm Test 6m E/O, 3/E

2. “ “ L.O Low pressure alarm Test 6m E/O, 3/E
3. “ “ Over speed Test 12m E/O, C/E Critical
1. Auxiliary Boiler Atmospheric Condenser Outlet High Salinity Test 3m E/O, 3/E
2. “ Burner Auto cut in / cut out Pressures Check 1m E/O, 3/E
3. “ Burner low / high flame controls Test 3m E/O, 3/E
4. “ Cascade Tank Feed Water Outlet High Salinity Test 3m E/O, 3/E
5. “ Cascade Tank High & Low level alarms Test 3m E/O, 3/E
6. “ Control air pressure low Test 3m E/O, 3/E
7. “ Control power fail alarm Test 3m E/O, 3/E
8. “ Drain Cooler Outlet High Salinity Test 3m E/O, 3/E
9. “ Electric Source Failure Alarm Test 3m E/O, 3/E
10. “ Flame Failure Test 1m E/O, 3/E Critical
11. “ H.O low temperature Test 3m E/O, 3/E
12. “ Low Water level alarm Test 1w E/O, 3/E
13. “ Low Water level cut out Test 1w E/O, 3/E Critical
14. “ Manual / Emergency Stop Test 3m E/O, 3/E
15. “ Oil pressure Low alarm Test 3m E/O, 3/E
16. “ Steam Drum High Pressure alarm Test 3m E/O, 3/E
17. “ Steam Drum High Pressure Cut Out Test 3m E/O, 3/E
18. “ Vacuum Condenser Low Vacuum Test 3m E/O, 3/E
19. “ Vacuum Condenser Outlet High Salinity Test 3m E/O, 3/E
20. “ Wind Box Temperature High Test 3m E/O, 3/E
1. Incinerator Control Power supply failure Test 3m E/O, 2/E

2. “ FD Fan Failure Test 3m E/O, 2/E
3. “ Flame Failure Test 3m E/O, 2/E
4. Incinerator Flue gas high temperature Test 3m E/O, 2/E
5. “ Furnace high temperature Test 6m E/O, 2/E
6. “ W.O High & Low temperature alarms Test 6m E/O, 2/E
7. “ W.O Pressure Low Test 3m E/O, 2/E
8. “ W.O tank level high Test 3m E/O, 2/E
9. “ Door Interlock Test 3m E/O, 2/E
1. Air Compressor C.W Expansion Tank High & Low Level alarms Test 3m E/O, 4/E
2. “ C.W high temperature alarm Test 3m E/O, 4/E
3. “ C.W high temperature trip Test 3m E/O, 4/E
4. “ Discharge air high temperature alarm Test 3m E/O, 4/E
5. “ Discharge air high temperature trip Test 3m E/O, 4/E
6. “ L.O low pressure alarm Test 3m E/O, 4/E
7. “ L.O low pressure trip Test 3m E/O, 4/E
Air Compressor –
1. Discharge air high temperature alarm Test 3m E/O, 4/E
Rotary
2. “ “ Compressor Element high temperatures trip Test 3m E/O, 4/E
3. “ “ L.O low pressure alarm Test 3m E/O, 4/E
4. “ “ L.O low pressure trip Test 3m E/O, 4/E
1. Air Reservoirs – Main Air compressor auto Cut in / Cut out function Test 3m E/O, 4/E
2. “ “ Air Pressure High / Low alarm Test 6m E/O, 4/E
1. Air Reservoirs (other) Air Pressure High / Low alarm Test 6m E/O, 4/E
1. Engine Room Check for hot spots, insulation & screening of oil spray Check 3m C/E, 2/E
D.O/L.O/H.O
1. Bowl ‘Open’ trip Test 3m E/O, 4/E
Separators
2. “ “ Control panel power supply failure Test 3m E/O, 4/E
3. “ “ Control unit power failure Test 3m E/O, 4/E
D.O/L.O/H.O
4. Discharge Low Pressure alarm Test 3m E/O, 4/E
Separators
5. “ “ Discharge oil high water content Test 3m E/O, 4/E
6. “ “ Excessive Vibration alarm Test 3m E/O, 4/E
7. “ “ Heater outlet temperature high / low Test 3m E/O, 4/E
8. “ “ No Discharge alarm Test 3m E/O, 4/E
9. “ “ No sludge Discharge alarm Test 3m E/O, 4/E
10. “ “ Operating Water Tank Low level Test 3m E/O, 4/E
11. “ “ Overflow trip Test 3m E/O, 4/E
F.O / D.O Serv./ Sett.

1. High & Low Level alarms Test 3m E/O, 4/E
Tanks
2. “ “ Transfer pump auto cut in & cut out function Test 1m E/O, 4/E
3. F.O Settling Tank Oil high temperature Test 6m E/O, 3/E
1. Bilge Duct Keel High Level Test 1w E/O, D/E

Bilge E/R (each
2. High Level Test 1w E/O, D/E Critical
location – UMS ships)
Check float
3. “ “ High Level 12m E/O Critical
integrity
Bilge Emerg. Fire P/p
4. High Level Test 1w E/O, D/E
Rm
Forepeak store bilge
5. High Level Test 1m E/O, C/O
alarm
6. Cargo Hold Bilge Alarm High Level Test 3m E/O, C/O
A/C & Fridge

1. Auto cut in function Test 3m E/O, C/E
Compressor/ Syst.
2. “ “ Capacity control function Test 3m E/O, C/E
3. “ “ Discharge Pressure High Trip Test 3m E/O, C/E
A/C & Fridge
4. L. O low differential pressure trip Test 3m E/O, C/E
Compressor/ Syst.
5. “ “ Personnel in cold room alarm Test 1w E/O, C/E
6. “ “ Suction Pressure Low cut out Test 3m E/O, C/E
1. Calorifier Water outlet high temperature Test 6m E/O, 2/E
1. Fresh Water Generator High Salinity alarm Test 3m E/O, 3/E
1. Oily Water Separator Bilge pump Long run alarm Test 3m E/O, 2/E
Verify
2. “ “ Oil content Discharge meter 1m E/O, C/E
Calibration
3. “ “ Oil content high – 3 way valve change over function Test 1m E/O, C/E
4. “ “ Oil content high – bilge pump stop function Test 1m E/O, C/E
5. “ “ Oil content high alarm Test 1m E/O, C/E
Remote V/v operating.

1. Accumulator low Pressure alarm Test 6m E/O, 2/E
System
2. “ “ Hydraulic Pump Auto Cut in / Cut out function Test 6m E/O, 2/E
3. “ “ Hydraulic Tank Low Level alarm Test 6m E/O, 2/E
1. Standby Function Auto Start up function of standby pumps Test 3m E/O, 2/E
Sewage Treatment
1. Discharge pump auto cut in function Test 3m E/O, 2/E
plant
2. “ “ Discharge Pump auto cut out function Test 3m E/O, 2/E
3. “ “ Tank Level high alarm Test 3m E/O, 2/E
Sewage Plant (Vacuum
4. Blower Failure Test 3m E/O, 2/E
type)
5. “ “ Low Vacuum alarm Test 3m E/O, 2/E
Sewage Plant (Vacuum
6. Tank Level low alarm Test 3m E/O, 2/E
type)
1. Stern Tube Aft Bush Temperature High Test 3m E/O, 2/E

2. “ Drain Tank Level High Test 3m E/O, 2/E
3. “ Gravity Tank Level Low Test 3m E/O, 2/E
4. “ Stern Tube L.O high Temperature Test 3m E/O, C/E
1. Tank – Bilge Water High Level alarm Test 3m E/O, 2/E

2. Tank – F.O Sludge High Level alarm Test 3m E/O, 4/E
3. Tank – L.O Drain High Level alarm Test 3m E/O, 2/E
4. Tank – L.O Sludge High Level alarm Test 3m E/O, 4/E
5. Tank – Oily Water High Level alarm Test 3m E/O, 2/E
6. Tank – Overflow High Level alarm Test 3m E/O, 2/E
7. Tank – S/Box Drain High Level alarm Test 3m E/O, 2/E
8. Tank – S/Box Settling High Level alarm Test 3m E/O, 2/E
1. Steering Gear Auto isolation function Test 3m E/O, 2/E, 2/O

2. “ Auto pilot – off course alarm Test 1m E/O, 2/O
3. “ Hydraulic tank low level alarm Test 3m E/O, 2/E, 2/O
4. “ Overload alarm Test 3m E/O, 2/E, 2/O
5. “ Phase Failure alarm Test 3m E/O, 2/E, 2/O
6. “ Remote control power failure alarm Test 3m E/O, 2/E, 2/O
7. “ Steering Gear motor voltage failure alarm Test 3m E/O, 2/E, 2/O
1. Cargo Oil Pump Discharge Oil High Pressure Test 3m E/O, C/E
2. “ Discharge Oil High Temperature Test 3m E/O, C/E
3. “ Upper Bearing High Temperature alarm Test 3m E/O, C/E
4. “ Upper Bearing High Temperature Trip Test 3m E/O, C/E
5. “ Lower Bearing High Temperature alarm Test 3m E/O, C/E
6. “ Lower Bearing High Temperature Trip Test 3m E/O, C/E
7. “ Pump Casing High Temperature alarm Test 3m E/O, C/E
8. Cargo Oil Pump Turbine Axial Play High Trip Test 3m E/O, C/E
9. “ “ Exhaust Valve shut start interlock Test 3m E/O, C/E
10. “ “ High Back Pressure Trip Test 3m E/O, C/E
11. “ “ I. G extra low pressure associated trip Test 3m E/O, C/E
12. “ “ L.O pressure low alarm Test 3m E/O, C/E
13. “ “ L.O pressure low trip Test 3m E/O, C/E
14. “ “ Lower Bearing High Temperature alarm Test 3m E/O, C/E
15. “ “ Lower Bearing High Temperature Trip Test 3m E/O, C/E
16. “ “ Upper Bearing High Temperature alarm Test 3m E/O, C/E
17. “ “ Upper Bearing High Temperature Trip Test 3m E/O, C/E
18. “ “ Vacuum Condenser high water Level Test 3m E/O, C/E
19. “ “ Over speed Test 3m E/O, C/E
1. Inert Gas Plant Control Air Supply low pressure alarm Test 3m E/O, C/E
2. “ Automatic control system power failure alarm Test 3m E/O, C/E
3. “ I. G Main / Aux. Boiler safety interlock Test 3m E/O, C/E
4. “ I. G Plant power failure Test 3m E/O, C/E
5. “ Pressure controlled I.G re-circulation function Test 3m E/O, C/E
6. “ Pressure controlled I.G venting function Test 3m E/O, C/E
7. “ Soot Blower solenoid / I.G safety interlock Test 3m E/O, C/E
8. “ I. G Fan Failure (Gas regulating valves Closed) Test 3m E/O, C/E
9. “ I. G Fan Outlet high temperature alarm Test 65 0C
10. “ “ Outlet high temperature Test 75 0C 3m E/O, C/E
(USCG Req 65 0C)
(Blowers automatically shut down, gas valve closed)

Extra Low pressure alarm 100 mm
11. “ I. G Line Test 3m E/O, C/E Critical
(COPT shut down) Aq.
12. “ “ High O2 Level Alarm Test 3m E/O, C/E Critical
13. “ “ High O2 Level Trip / Re-circulation / Venting Test 3m E/O, C/E Critical
14. “ “ High Pressure alarm Test 3m E/O, C/E
Low pressure alarm
15. “ “ Test 3m E/O, C/E Critical
(Blowers & valves automatically shut down/closed)
Pre cooling water pressure alarm
16. “ Scrubber Tower Test 3m E/O, C/E
(Blowers & gas valve automatically shut down)
17. “ “ Water High Level Test 3m E/O, C/E
18. “ “ Water low flow rate Test 3m E/O, C/E
19. “ “ Water low pressure Test 3m E/O, C/E
20. “ “ Water too low Level trip Test 3m E/O, 2/E
21. “ Deck Seal Water High Level Test 3m E/O, C/E
22. “ “ Water low flow rate (Blowers automatically shut down) Test 3m E/O, C/E
23. “ “ Water low level (Blowers automatically shut down) Test 3m E/O, C/E
24. “ “ Water low pressure (Blowers automatically shut down) Test 3m E/O, C/E
1. Hatch Cover Hydraulics Hydraulic Tank Low level alarm Test 3m E/O, 2/E
2. Hatch Cover Hydraulics Pump cut out function on Hydraulic Tank low level Test 3m E/O, 2/E
Every day
1. Cranes Limits Test prior E/O, 2/E
operation
1. Engineer’s Call Alarm Call Alarm Test 1m E/O

2. Elevator Elevator Alarm Test 1m E/O
3. Elevator Overload Trip Test 3m E/O
4. Hospital Alarm Hospital Alarm Test 3m E/O
1. CO2 Fixed Installation Cabinet Door Operated Release alarm Test 1m E/O, C/E
2. CO2 Fixed Installation CO2 Release alarm Test 3m E/O, C/E
3. CO2 Fixed Installation Cabinet Door Operated Stops Test 3m E/O, C/E
4. CO2 Fixed Installation Bulk System Reservoir Pressure High / Low alarm Test 3m E/O, C/E
1. Fire Detection System Fire, Smoke, heat and gas detectors Test (part) 1w E/O Critical
2. “ General & Fire alarms manual switches Test 1w E/O Critical
3. “ System Power Failure alarm Test 1w E/O Critical
1. Navigation Light Lamp Failure alarm Test 3m E/O, 2/O Critical

2. “ Main Power Supply failure Test 3m E/O, 2/O
1. Switchboard / ACB Overload trip Test 6m E/O, C/E

2. Switchboard / ACB Preferential Trip Test 6m E/O, C/E
3. Switchboard / ACB Reverse Power Trip Test 6m E/O, C/E
Cargo Instrumentation
1. Check (Gas Carriers) Test 6m G/E
Alarm
Air lock / Interlock
2. Check (Gas Carriers) Test 1m G/E
alarms
3. Cargo Pump room Bilge Check High level alarm (Tankers) Test 1m C/O
Cargo Tank Overfill Prior ldg.
4. Check (Tankers) Test C/O Critical
Alarm / 3m
1. Water Ingress detectors

Lamp Test & Alarm Simulation test Test Daily C/O
& alarm system
2. “ Detector filter cleaning Cleaning Prior C/O
loading /
after
discharge
3. “ Detector mounting barrel cleaning “ “ C/O
4. “ Override function Test 3m E/O
5. Override auto resetting function Test 3m E/O
6. “ Short circuit alarm Test 3m E/O
7. “ Open circuit alarm Test 3m E/O
8. “ Bridge Panel Routine 3m E/O
9. “ Remove each detector, clean and calibrate 6m C/O & E/O
10. “ Inspect complete mechanical and electrical system. Yearly C/O & E/O
ANNEX 3 – GENERIC LIST OF SPARE PARTS FOR SAFETY CRITICAL
EQUIPMENT
SECTION 1 – GENERIC LIST OF SPARES PART FOR SAFETY CRITICAL EQUIPMENT
In consultation with Vessel Manager, add or delete items basis trading area, voyage duration and
availability of spares from Manufacturers while preparing vessel-specific list.
No Equipment / Part Name Minimum Quantity

1 MAIN ENGINE
Crankcase relief valve ( Packing and O-ring ) 1 Set
Repair Kits for Pneumatic Valves 1 Set
(each type)
2 CRANKCASE OIL MIST DETECTOR
Detector head 1 Pc
Fuses and Sintered Bronze Filter 1Set
3 ALARM LO PRESSURE TRIP
Pressure Switch for M/E 1 Pc
4 EMERGENCY GENERATOR
Set of Filters (Lub oil / Fuel oil) 1 Set
Repair kit for Hydraulic start mechanism in case this second
1Set
starting means
Starter motor in case only Battery start 1 Pc
V- Belt radiator 1 Pc
5 EMERGENCY AIR COMPRESSOR
Valve Plates 1 Set
Piston Rings 1 Set
In case Engine driven then spare Fuel pump and Gaskets 1 Set
6 SCBA COMPRESSOR
V- Belts 1Set
Air Filter Cartridge 1Set
Sump oil 1 Charge
BOILER SAFETIES - WATER LOW LOW LEVEL & FLAME
7
FAILURE
Photoelectric Sensor for Flame Failure 1 Pc
Pilot burner complete include electrode and ignitor (in case
1 Set
vessel has only one Boiler)
Level Float Switch for low low level alarm 1 Pc
8 BLOWER / FUNNEL FLAP
Pneumatic cylinder ( Single / Double acting ) 1 Pc
(in case pneumatic)
Wire 1 Coil
EQUIPMENT
9 OILY WATER SEPARATOR

Fuse 1 Set
Measuring Cell 1 Pc
Coalescer filter set 1 Set
10 INERT GAS SYSTEM / INERT GAS GENERATOR
Ignition plug/ Electrode 1 Set
Photocell 1 No.
Special fuses 1 Set
Filter for Analyser 1 Set
IG Paper 6 Nos.
Ink Cartridge/ Recorder pen 1 No.
11 STEERING GEAR
Fuses 1 Set
Filter ( Suction ) 1 No
Gaskets & O-Rings or V packing 1 Set
1 Pc
Flexible hoses (return and pressure line
each)
Pump - Motor coupling/ chain coupling 1 Set
12 OILY DISCH MONITORING EQUIPMENT
Special Fuses 1 Set
Paper Rolls 2 Rolls
Mech. Seal and Bearing for Pump 1 Set
Repair for actuator for auto valve 1Set
Sensor 1 Pc
13 FIXED FIRE FIGHTING SYSTEMS
Foam Pump Mech. Seal( Low expansion foam) 1 Pc
Hypermist pump mechanical seal 1 Pc
Pilot loop 1 Pc
Flexible hose for N2 / CO2 Cylinders 1 Pc
DCP Bursting Disc and washer for valve 1 Set
Set of fuses for all pump motor 1 Set
14 EMERGENCY FIRE PUMP
Mechanical seal 1Set
Ball Bearing 1 Pc
Seal Ring 1 Pc
EQUIPMENT
Soft spares for Priming unit overhaul 1Set

Runner for Priming unit 1 Pc
In case Engine driven spare for the engine such as pump,
1Set
injector, filter
ACB Breaker (if electrical driven) 1 Set
15 EMERGENCY TRIPS
Special Fuses 1 Set
EMERGENCY SHUT DOWN DEVICES - STOP TRIPS CARGO
16
PART
Thermal fuse for ESD 1Set
Safety Barrier 1 Pc
(each type)
Relay 1 Pc
COP Pressure Switch 1 Pc
Temperature Sensor (COP, Bearing and Bulkhead Seals) 1 Pc
Activation switch for cargo system / pump shut down 1 Pc
17 LIFEBOAT ENGINE AND DAVITS
Limit Switch 1 Pc
Filter-LO/FO 1 Set
Fuel Pump 1 Pc
Starter motor (in case no hand cranking) 1 Set
Belts 1 Set
Sprinkler Pump repair kit including coupling 1 Set
Life boat FRP repair kit 1 Set
18 RESCUE BOAT OUTBOARD ENGINE
Cooling water impeller 1 No.
Carburettor repair kit 1 Set
Accelerator cable 1 Pc
Stern tube double lip seal 1 Pc
Spark plug 1 Pc
Propeller shear pin 1 No.
2 stroke oil 500ml one
Cylinder SAE 30 spare can.
EQUIPMENT
19 FIXED GAS DETECTION SYSTEM

O2 detector elements 1 Set
HC detector elements 1 Set
Fuses 1 Set
Line Filter 1 Pc
Repair kit for sampling pump 1Set
Span gas 1 Set
(testing mixture)
20 QUICK CLOSING VALVES
O-Ring Kit for Pneumatic / Hydraulic Piston 1 Set
Spring 1 Pc
FIRE DETECTOR AND ALARM SYSTEM FOR E/R &
21
ACCOMMODATION
Detector Head (Smoke) 1 Pc
Detector Head (Heat) 1 Pc
Detector Head (Flame) 1 Pc
Special Fuses 1 Set
Special Resistors 1 Set
ANNEX 3 –RECOMMENDED ADDTIONAL SPARES
SECTION 2 – ADDITONAL SPARES FOR OPEATIONAL REQUIREMENTS
Every vessel to draw out spare part list for operational requirement.
availability of spares from manufacturers while preparing vessel-specific list.
MAIN ENGINE
1. Gaskets and packing for unit overhaul 2 Sets
2. Cylinder Cover without fittings 1
3. Safety Valves 1 Nos. complete
4. Starting Air Valves 1
5. Exhaust Valves Complete 1
6. Exhaust Valve high pressure pipe 1
2 Sets springs
7. If spring type
complete
8. Indicators cocks 2 Nos. complete
Piston complete (In case of trunk type, 1 piston each type
9. 1
complete with gudgeon pin and connecting rod and bearings).
10. Cylinder liner complete with seals /o- ring 1
11. Piston rings 4 Sets
12. Fuel valves complete 25%
13. Fuel valve nozzles 1 Set
14. Fuel pump complete 1 Set
15. Fuel pump barrel and plunger 1 Set
16. Fuel pumps valves/springs 1 Set
17. Fuel pumps roller and sleeve 1 Set
18. Fuel injection piping 1 Complete Set
19. Thrust block pads 1 Set
20. Main bearings complete 1 Set
21. Cross- head bearing complete 1 Set
22. Bottom-end bearing 1 Set
23. Turbo charger bearings 1 Set
24. Turbo charger lub oil pumps 1 Set
25. Chain drive 6 Links
26. Cylinder lubricators 1 Lubricator
27. Reversing Cylinder repair kit 1 Set (for 1 cylinder)
28. V belt for blower (In case Blowers are belt driven) 1 Set
29. Cylinder Cover Cooling water jacket 1No.
AUXILIARY ENGINE
1. Main Bearings 1/2 set
2. Thrust Bearing 1 set
3. Cylinder Covers Complete 1
4. Exhaust valves and inlet valves 2 nos
5. Cylinder Liners 1
6. Pistons complete with connecting rods 1
7. Piston rings 2 units
8. Connecting Rod Bearings 1/2 set
9. Fuel valves complete 1 engine
10. Fuel valve nozzles 1 engine
11. Fuel pump plunger and barrel 2 Nos.
12. Fuel HP pipes 2 nos
13. Set of joints and gaskets for complete engine overhaul 1 engine
14. Turbo charger bearings 1 set
15. Fuel Filter candles 2 sets
16. Lube oil filter cartridges 2 sets
17. Flexible hoses 1 engine
18. Pressure Switch for A/E 1 Pc
19. Bearings and Seals for attached pumps 1 set each.
AIR COMPRESSORS
1. Suction and discharge valves 1 Compressor
2. Piston rings 1 Compressor
3. Attached water pump 1 Impellers
ENVIRONMENTAL EQUIPMENT
1. Bilge Pump 100% Spare
2. Sludge Pump 100% Spare
3. OWS –Coalescer (additional) 1 Set
4. OWS – Testing Liquid 1 No.
5. Incinerator Refractory 50kg (min.)
6. Incinerator Thermocouple 1 No
7. Incinerator Sludge Pump 1 No
MISCELLANEOUS EQUIPMENT
Generators – Spares for AVR, if
1. 1 set Spares for AVR, if applicable
applicable
1 exhaust gas temperature sensor, 1 Pt-100
sensor each type, set of electronic parts for
2. Monitoring Equipment
monitoring equipment 1 level switch each
type.
Where emergency lighting voltage is
3. 10% of the number of emergency lamps
different from the normal lighting
Brake material and riveting material for 1
4. Mooring winches
winch each type.
1 brake lining and riveting material for 1
5. Anchor winches
brake. Electric starter spares for 1 starter.
5 wooden repair steps, 1 wooden repair
6. Pilot Ladder spreader.
7. Gangway 1 spare wire

8. Provision Crane 1 spare wire
9. Lifeboat 1 spare wire
10. Loading Computer 3 months stock of paper
NAVIGATION EQUIPMENT
3 months stock of paper, 1 set of stylus, 1
1. Echo Sounder
spare drive belt.
2. Course Recorder 3 months stock of paper, 1 set of stylus / pen.
3. Navtex 3 months stock of paper
4. Weather Fax 3 months stock of paper
5. Engine Data Logger 3 months stock of paper
Sufficient for 6 months stock (at least 2 of
6. Navigation Light Bulbs
each type).
7. Aldis Lamp 3 spare bulbs.
8. Chart Instruments 1 parallel ruler, 1 divider, 1 compass.
CARGO EQUIPMENT
Set of valves, set of gaskets and seals for
complete compressor overhaul, 1 piston
1. Cargo Compressors
complete, full set of piston rings, full set of
bearings, set of electrical starter spares.
Set of guide sleeves, 1 set of electric spares
2. Cargo Pumps
for starters
Set of water level gauges, set of boiler door
packing, set of main burner nozzles, set of
3. Cargo Boiler
electronic parts for boiler control and
management.
4. Cargo Pump room Blowers Adequate spares.

1 new wire each type, set of electronic spares
5. Cargo Cranes
for crane control and 1 limit switch.
1 cargo block each type, 1 cargo wire each
6. Cargo Derricks type, set of brake lining material each type,
set of rivets or bolts for brake lining.
1 solenoid valve each type, 12 indicating
lamps each type, 1 analogue position
7. Cargo and Ballast Console
indicator each type, 1 open-closed position
indicator each type.
HATCH COVERS
Opening wires at least 1 of each size
Seal kits -1
Cleats – As required 2
Gaskets for cleats
Rubber packing equal to maximum single
1. Hatch covers
length used on biggest hatch. Corner pieces
as required spare adhesive - 20 liters. Spare
hydraulic jack - Emergency opening
wires/jacks.
Sufficient spares for hydraulic systems.
ANNEX 3 – ESSENTIAL SPARES FOR TANKERS
SECTION 3 – ESSENTIAL SPARES FOR TANKERS
Below is recommended essential spares for tankers, additional to the spare recommended in Annex 3
- Section 1 & 2.
availability of spares from manufacturers, while preparing vessel-specific list.
1 PUMP ROOM FAN (In case only one pump room Fan)
Bearing housing 1 Set
Impeller 1 Set
Motor 1 No.
2 CARGO COMPRESSOR ROOM FAN (FOR GAS CARRIER)
Motor 1 No
Impeller 1 Set
3 ELECTRIC MOTOR ROOM FAN (FOR GAS CARRIER)
Motor 1 No
Impeller 1 Set
4 CARGO PUMPS (OIL TANKERS)
Mechanical seals (each type) 1 Set
Bearings 1 Full Set
O-Rings 2 Sets
Bearing high temperature sensors 1 Set
5 CARGO PUMP (FOR GAS CARRIER)
Cargo deep-well pumps Coupling 1 Set
Cargo booster pump coupling 1 Set
6 FRAMO SYSTEM
Ceramic sleeve 1 No
Mechanical seal 1 Set
O-rings for Mechanical seal replacement job 1 Set
Double lip seal 2 Sets
Single lip seal 1 Set

ANNEX 3 – ESSENTIAL SPARES FOR TANKERS
Main filter element for oil reservoir tank 1 No
7 CARGO TANK GAUGING EQUIPMENT

1 Pc
Sensor for I.G. pressure and level (Oil tankers)
(each type)
Spare for overfill alarm 1 Set
Set of fuses 1 Set
8 CARGO VALVES
Valve seal rings each type 2 Nos
Spare parts for valve controls 1 Set
9 CARGO VALVES HYDRAULIC POWER PACK
Hydraulic pump mechanical seal 1 Set
Electric motor bearings 1 Set
10 CARGO IG PLANT
Blower bearings 1 Set
Electric motor bearings 1 Set
Oxygen Probe 1 No
11 BOILER (SINGLE BOILER ON CHEMICAL / OIL TANKERS)
Bearings for boiler fan 1 Set
Ignition burner nozzles 1 Set
FD Fan Motor 1 No
FD Fan impeller 1 No
Boiler burner motor including belt 1 No
12 HOSE CRANE
Crane wire 1 Set
Hydraulic hoses 1 Set
Ram seals 1 Set

FILE REF. : 8.5
ANGLO - EASTERN
Distribution:
SPECIFICATION OF REPAIRS
TEC
M.V. Date: Ship’s File
MACH VESSEL YARD OFFICE

JOB No. JOB No.
Date : Page no. 1 Page No. 1/
General description, Maker, Type & No. Inspection / Surveys

Make: Motor-Werke Mannhem AG X Classification society
Type: 1556TD Flag administration
Serial numbers: 604.06.10178 X Owners
604.06.10179 Manufacturers
Turbo charger: ABB Underwriters
Type: TP-S-44F, serial number 44F-16597, 44F-16598
Actual Job description Yard work
Aux Generator Engine Overhaul X Gas free certificate
X Lighting & ventilation
Yard shall assist maker’s representative to conduct aux engine 20,000 hour overhaul. Cleaning before
Current running hours (30/05/2008): 17,456 Cleaning after
Expected hours at dry dock: 20,134 X Staging
Crane service
Yard supply: Transport internal
Nil Transport outside
Access work
Owners supply:
All parts as detailed on VR MSA\105\08 Corrosion protection
Manufacturer’s representative to owners account. Galvanizing
X Paintwork (t/u, f/c)
Yard shall: X Pressure testing
1) Provide labor for conducting 20,000 hour overhaul of engine. Inspection of total Function testing
2No. Crankshaft bearings and 2No. Head units is expected. Non-destructive test
2) Total 16No. Injectors to be removed overhauled, refitted. Correction drawings
3) Remove turbo chargers and dispatch to owners appointed facility.
4) Reinstall turbo charger upon return from owners appointed facility.
5) On completion of work both engines to be demonstrated running at 50% load in
the presence of owner’s rep.
Quote lump sum price.
Sub contract
Other details
Location, material, access work, staging, other details & special requirements Material
X Yard supply
Owner’s supply
Maker’s supply
Enclosures
Drawing
Prepared by Chief engineer Approved by Supdt. Sketch
Photograph
Sample
Signature & date Signature & date
FILE REF. : 8.5
ANGLO - EASTERN
Distribution:
TEC

JOB No. JOB No.

Make: ABB X Classification society
Type: 3P1500A440v11567 Flag administration
Serial numbers: 115AFAA55 X Owners
Manufacturers
Underwriters

Bow Thruster Circuit Breaker Replacement X Gas free certificate
Existing Portside circuit breaker has failed. Existing unit obsolete and no spares Cleaning before
available. Unit to be replaced with new via modified bus bar and carrier. Cleaning after
X Staging
Yard supply: Crane service
Bolts as required Transport internal
Transport outside
Owners supply:
Access work
1pcs ABB circuit breaker.
Type: NEW11224 Corrosion protection
3pcs bus bar Galvanizing
1pcs mounting adapter X Paintwork (t/u, f/c)
1pcs Face plate adapter X Pressure testing
Function testing
Yard shall: Non-destructive test
1) Plan shut down of portside of main switchboard to ensure minimum disruption to Correction drawings
repair works.
2) Existing circuit breaker to be dismounted and scrapped.
3) Panel door to be modified with installation of face plate adapter as per supplied
drawing 001.
4) 3No. existing bus bars to be replaced with new supply as per drawing 002
5) Mounting adapter to be installed as per drawing 003. Sub contract
6) Circuit breaker to be installed in new mounting.
7) Operation of circuit breaker to be fully tested in presence of owner’s rep.
8) Operation of bow thruster whilst supplied from this breaker to be fully tested during
sea trials. Other details
All work to be carried out by certified technician.
X Yard supply
Owner’s supply
Maker’s supply
Enclosures
Drawing
Photograph
Sample
FILE REF. : 8.5
ANGLO - EASTERN
Distribution:
TEC

JOB No. JOB No.

N/A X Classification society
Flag administration
X Owners
Manufacturers
Underwriters

Replacement of 1107 WB Pipe X Gas free certificate
Water ballast pipe 1107 in pump room is severely corroded. UTM readings show Cleaning before
thickness 4.2mm. Cleaning after
X Staging
Yard supply: Crane service
4.5m off STPG38 Schedule 40 DN400 hot dip galvanized pipe. Transport internal
2pcs T joints Transport outside
4 pcs bolted flange, 8 bolt.
Access work
Bolts etc as required
Corrosion protection
Owners supply: Galvanizing
Paint as required. X Paintwork (t/u, f/c)
X Pressure testing
No disconnection to be made without written permission from owner’s rep. Function testing
Non-destructive test
Yard shall: Correction drawings
1) Remove in good order at bolted flanges Pipes 1105, 1106 WB. Each pipe ND300,
Approximate length to be removed 8 meters, 7 Flanges.
2) Remove and scrap ballast pipe 1107 from flange at pump to flange at fwd
bulkhead penetration.
3) Fit up new pipe work as detailed above to original pattern. Sub contract
4) Pipes 1105 & 1106 to be reinstated in good order.
5) All pipework opened during this specification to be tested to full working pressure
to the satisfaction of owner’s rep and Class.
6) Any disturbed ballast tank coating shall be prepared to ST2.0 and given 2 coats Other details
primer and 2 coats top coat i.a.w vessel’s paint specification.
Yard shall quote for all work required to complete job including but not limited to:
staging, painting, ventilation, access.

Location: 3P WBT inboard bulkhead. X Yard supply
Access via 600mm man hole and 15m ladder. Owner’s supply
Pipe approx 6m above deck. Maker’s supply
Enclosures
Drawing
Photograph
Sample
FILE REF. : 8.5
ANGLO - EASTERN
Distribution:
TEC

JOB No. JOB No.

N/A X Classification society
Flag administration
X Owners
Manufacturers
Underwriters

Renewal of Deck Plate Adj. Hot well X Gas-free certificate
Plate adjacent to hot well is severely corroded and holed in two locations. Cleaning before
X Cleaning after
Yard supply: X Staging
1000mm x 1200mm 12mm thick Grade A steel plate. Minimum corner radius 100mm X Crane service
3m off 50mm thick non asbestos lagging. X Transport internal
Transport outside
Owners supply:
Access work
Paint as required.
Corrosion protection
Yard shall: Galvanizing
1) Remove non asbestos lagging from steam pipes beneath deck to be repaired. X Paintwork (t/u, f/c)
2) Crop away existing plate. Longitudinal stiffeners to remain in situ. Pressure testing
3) Insert new plate (as above). Function testing
4) Replace removed lagging with new. Non-destructive test
5) All new steel and disturbed coating shall be prepared to ST2.0 and given 2 coats Correction drawings
primer and 2 coats top coat i.a.w. vessels paint specification.
Yard shall quote for all work required to complete job including but not limited to:
staging, painting, ventilation, access.
Quote lump sum price. Sub contract
Other details
Engine Room, 2 Deck, Frame 8, adjacent to hot well X Yard supply
Deck height 3Deck to 2 Deck – 3 meters. Owner’s supply
Maker’s supply
Enclosures
Drawing
Photograph
Sample
FILE REF. : 8.5
ANGLO - EASTERN
ANNEX 6 – GUIDELINES ON PLANNED MAINTENANCE OF CRITICAL EQUIPMENT
GUIDELINES ON PLANNED MAINTENANCE OF CRITICAL EQUIPMENT
This list provides a guidance for maintenance of critical equipment -

a. Identifying jobs requiring office permission for carrying out maintenance
b. Identifying jobs requiring office approval of risk assessments
In consultation with Vessel Manager, add / delete / elaborate items as required, to prepare a vessel-specific list.
Review the intervals as per maker’s instruction / condition warranting to reduce the time between overhauling / deferring overhauls.
Requires
Respon Permission Taking Require
No. Equipment Item Schedule Interval Critical
sibility level out of RA
service
1 Auxiliary Engine Over speed Shut down Function check 6 months 2/E Critical Ship No Yes
Cleaning of Flame
2 Boiler Safeties Flame Failure 3 months E/O Critical Ship Yes Yes
Eye
Isolate / drain pot
3 Boiler Safeties Low Level Alarm / trip 1 month 3/E Critical Ship Yes Yes
chamber
Cargo Tank Overfill
4 Overfill Alarm Function check 3 months C/O Critical Ship No No
Alarm
5 Deck Foam System Foam Pump Function test 1 month 2/E Critical Ship Yes Yes
Easing and C/O and

6 Deck Foam System Valves 1 month Critical Ship No No
Function test 2/E
Requires
service
Send for lab

7 Deck Foam System Sample Analysis 12 months 3/E Critical Ship No No
analysis
System check (including
verification of Sensors
alignment, Anti- Test (including Prior each
8 ECDIS Grounding Alarms recommendations voyage / 2/O Critical Ship No No
Audibility, conformance by Makers, if any) 3m
with installation report,
Back-Up Configuration)
Emergency Air
9 Crankcase Oil Renew 12 months 4/E Critical Ship Yes Yes
Compressor
Emergency Air Suction/discharge
10 Overhaul 60 months 4/E Critical Office Yes Yes
Compressor valves
36 months/
Condition
11 Emergency Battery Batteries Renewal E/O Critical Office Yes Yes
based if
earlier.
12 Emergency Battery Batteries Discharge test 3 months E/O Critical Office No Yes
Emergency Bilge
13 Valve Overhaul 12 months 4/E Critical Office Yes Yes
Suction
14 Emergency Fire Pump Priming Pump Overhaul 30 months 3/E Critical Office Yes Yes
15 Emergency Fire Pump Motor Overhaul Overhaul 60 months E/O Critical Office Yes Yes
Overhaul & clean

16 Emergency Fire Pump Breaker Routine 12 months E/O Critical Ship Yes Yes
contacts
Requires
service
17 Emergency Fire Pump Foundation Bolt check Check tightness 3 months 3/E Critical Ship No No
18 Emergency Fire Pump Pump Complete Overhaul 30 months 3/E Critical Office Yes Yes
Water quality /
19 Emergency Generator Radiator freezing point 3 months 3/E Critical Ship No No
check
20 Emergency Generator QCV of Fuel Tank Check operation 1 month 3/E Critical Ship No No
36 months /
Condition
21 Emergency Generator Batteries Renew E/O Critical Office Yes Yes
based if
earlier.
22 Emergency Generator Crankcase oil Renew 24 months 3/E Critical Ship Yes Yes
23 Emergency Generator Test under Load Test 3 months 3/E, E/O Critical Ship No Yes
24 months /
24 Emergency Generator Crankcase Inspect as per 3/E Critical Ship Yes Yes
Maker
25 Emergency Generator Filters Check / Clean 3 months 3/E Critical Ship Yes Yes
26 Emergency Generator Fuel Injectors Check / Test 24 months 3/E Critical Office Yes Yes
27 Emergency Generator Radiator Fan Belt Check / adjust 12 months 3/E Critical Ship Yes Yes
Requires
service
28 Emergency Generator Tappet Clearance Check / Adjust 24 months 3/E Critical Ship Yes Yes
29 Emergency Generator Fuel Tank Oil Renew 30 months 3/E Critical Office Yes Yes
30 Emergency Generator Over speed Shut down Function check 12 months E/O Critical Ship No Yes
Fins condition
31 Emergency Generator Radiator 30 months 3/E Critical Office Yes Yes
check / cleaning
Emergency Lighting Breakers Routine
32 Em. Lighting Panel 3 months E/O Critical Ship Yes Yes
System / Insulation check
Engine Room
33 Emergency Lighting Test 1 week E/O Critical Ship No No
Emergency Escape
Engine Room
Emergency Lighting
Accom. Inside
Emergency Lighting
Accom. Outside
Emergency Lighting
Duct Keel Emergency
37 Emergency Lighting Test 1 month E/O Critical Ship No No
Lighting
Piping and
Emergency Shutdown
38 Cargo ESD system Accumulator 12 months 2/E Critical Ship No No
System (all locations)
check
Engine Room bilge Check integrity of
39 HL Alarm Weekly E/O Critical Ship Yes Yes
Alarm float
Requires
service
40 Fire Detection System Zone wise testing Check Weekly E/O Critical Ship No No
Detector fittings
41 Fire Detection System Check 3 months E/O Critical Ship Yes Yes
connection
Check electrical
42 Fire Detection System connections in the Check 3 months E/O Critical Ship Yes Yes
detector cabinet
43 Fire Main Hydrants Overhaul 12 months 3/O Critical Ship Yes Yes
Operate and
44 Fire Main Isolating valves 3 months 3/O Critical Ship No No
Lubricate
Overhaul (when
45 Fire Main Isolating valves 24 months 3/O Critical Ship Yes Yes
necessary)
46 Fire Main Pressure Relief Valve Pressure Test 12 months 4/E Critical Ship Yes Yes
Check chemical
47 Fixed DCP system DCP 12 months C/O Critical Ship Yes Yes
condition
Weight/ Level
48 Fixed DCP system Propellant bottle check 12 months 2/E Critical Ship Yes Yes
check
Fixed Fire System
49 Lines / piping Blow Through 3 months 2/E Critical Ship Yes Yes
(CO2 or N2)
Fixed Fire System Inspect / Function
50 Releasing System 3 months 2/E Critical Ship No Yes
(CO2 or N2) check
Fixed Fire System
51 Level Check / Weight Record 12 months 2/E Critical Office Yes Yes
(CO2 or N2)
Requires
service
Fixed Gas Detection

52 Sensor element Calibrate 1 month 2/O Critical Ship No No
System
Fixed Gas Detection

53 Solenoid Valve Overhaul 30 months 3/E Critical Office Yes Yes
System
Fixed Gas Detection

54 Sampling Pump Overhaul 30 months 3/E Critical Office Yes Yes
System
As
Shore based
55 Gyro Compass Gyro Compass prescribed 2/O Critical Ship Yes Yes
servicing
by Maker
High Expansion Foam
56 Foam Pump Function test 1 month 2/E Critical Ship No No
System
High Expansion Foam Easing and function

57 Valves 1 month 2/E Critical Ship No No
System test
High Expansion Foam Send for lab

58 Sample Analysis 12 months 2/E Critical Ship No No
System analysis
59 Hyper mist System Fresh water Tank Cleaning of Tank 24 months C/O Critical Office Yes Yes
60 Hyper mist System Hyper mist System Function test 3 Months E/O Critical Office No Yes
61 I.G. System High / Low Pressure alarm Function check 3 months E/O Critical Ship No No
62 I.G. System O2 Analyser Servicing 30 months 3/E Critical Ship No No
63 Life Boat Davit Boat Falls Renewal 60 months C/O Critical Office Yes Yes
Requires
service
64 Life Boat Davit Winch Gear Oil Renew 12 months 2/E Critical Ship Yes Yes
65 Life Boat Davit Winch Brake Inspect 6 months 2/E Critical Office Yes Yes
Rudder / Propeller shaft /

66 Life Boat Engine check 3 months 3/E Critical Ship No No
bearing
Crank case Oil

67 Life Boat Engine Life boat Engine crankcase 12 months 3/ E Critical Ship Yes Yes
Renew
Engine Starter motor,

68 Life Boat Engine check 3 months E/O Critical Ship No Yes
dynamo & belt
69 Life Boat Engine Sprinkler Pump overhaul 24 months 3/E Critical Office Yes Yes
Local manoeuvring
70 Main Engine Function Check 3 months 2/E Critical Ship No No
Control
Routine as per
71 Main Engine Oil mist detector 3 months E/O Critical Ship No Yes
makers instructions
72 Main Engine Over speed Shut down Simulate 12 months E/O Critical Ship No Yes
73 Main Engine Shut down Simulate 3 months E/O Critical Ship No Yes
74 Main Engine Crankcase relief valve Overhaul 60 months 3/E Critical Office Yes Yes
75 ODMCS Photo cell Cleaning 3 months E/O Critical Ship Yes No

Requires
service
Every IOPP
renewal or
76 OWS Oil Content Meter Oil Content meter Calibrate as per 2/E Critical Office No No
Maker’s
instruction.
Function / alarm
77 OWS Oil Content Meter Oil Content meter 1 month E/O Critical Ship No No
check
Inspect valves &

78 Quick Closing Valves QCV 3 months 3/E Critical Ship Yes Yes
test operation
Inspect condition,
79 Quick Closing Valves Air Bottle 60 months 2/E Critical Office Yes Yes
overhaul mountings
Test low pressure

80 Quick Closing Valves Pressure Switch 3 months E/O Critical Ship No No
alarm
Remote Stops
81 Remote Stops Function test 3 months E/O Critical Ship No Yes
Accommodation Part
Remote Stops Machinery

82 Remote Stops Function test 3 months E/O Critical Ship No Yes
Part
83 Remote Stops Remote Stops Cargo Part Function test 3 months E/O Critical Ship No Yes
Remote Stops/
84 Remote Stops Test 3 months E/O Critical Ship No Yes
Emergency trips
85 SCBA Air Compressor Safety Valve Overhaul 30 months 3/E Critical Ship Yes Yes
86 Sewage Treatment Plan Internals Inspect/ Clean 6 Months 4/E Critical Ship Yes Yes
Requires
service
As per Ship
Ship Security Alert Check – refer Ship
87 Check and Maintenance Security Master Critical Ship No No
System Security Plan
Plan
88 Steering Gear Chain coupling Inspect/Grease 3 months 2/E Critical Ship Yes Yes
89 Steering Gear Motor Motor Overhaul 30 months E/O Critical Office Yes Yes
Breakers Routine /
90 Steering Gear Breaker Routine 3 months E/O Critical Ship Yes Yes
Insulation check
91 Steering Gear Pump Pump Overhaul 60 months 2/E Critical Office Yes Yes
Engine Room (including

92 Ventilator Flaps Test Flap 1 week 4/E Critical Ship No No
Funnel)
Engine Room (including Check Flap

93 Ventilator Flaps 6 months 4/E Critical Ship No No
Funnel) condition
Engine Room (including

94 Ventilator Flaps Overhaul 30 months 4/E Critical Office Yes Yes
Funnel)
Accommodation / Cargo
95 Ventilator Flaps Test Flap 1 week 3/O Critical Ship No No
Part (including Pump room)
Accommodation / Cargo Check Flap

96 Ventilator Flaps 6 months 3/O Critical Ship No No
Part (including Pump room) condition
Accommodation / Cargo
97 Ventilator Flaps Overhaul 30 months 3/O Critical Office Yes Yes
Part (including Pump room)
INTERTANKO GUIDANCE
Dry-Dock Checklist V1
INTERTANKO Guidance
Dry-Dock Checklist
2017
All rights reserved. No part of this publication may be reproduced in any material form (including photocopying
or storing it in any medium by electronic means and whether or not transiently or incidentally to some other
use of this publication) without the written permission of INTERTANKO. Applications for INTERTANKO’s written
permission to reproduce any part of this publication should be addressed to the publisher.
© INTERTANKO 2017
While every effort has been made to ensure that the information contained in this publication is correct,
neither the authors nor INTERTANKO can accept any responsibility for any errors or omissions or any
consequences resulting therefrom.
No reliance should be placed on the information or advice contained in this publication

without independent verification.
Scope of the Guidance
This Dry-Docking Checklist has been developed by the INTERTANKO Safety and Technical Committee
(ISTEC) with the aim of improving the scope and extent of inspections during Dry-Dock activity.
Some INTERTANKO Members have experienced a reluctance from charterers to accept tankers on
their first voyage since Dry-Dock inspections. ISTEC considered this and felt that the use of a common
Dry-Dock Checklist might help to provide more comprehensive information on the outcome of the
Dry-Dock activity and may assist in providing an easier overview of the quality of the ship after its
Dry-Dock process.
Therefore, the Dry-Dock Checklist qualifies checks as being performed: prior to dock trials (PDT),
during dock trials (DDT), during sea trials (DST) and prior to sailing (PS) which might help facilitate
the monitoring of the items.
The Dry-Dock Checklist also makes cross reference to each check according to the corresponding
VIQ questions, as appropriate, making it easier for the vetting inspector to follow the Dry-Dock
inspection report.
ISTEC concurred that this document fits into the management of change concept, as conceived by
the INTERTANKO Vetting Committee, considering the change of mode related to the activation of a
vessel being in idle mode for an extensive period (Dry-Dock, Special Survey, major repairs or building)
to the operational mode (trading), as an additional measure to manage the risk of this change.
The Dry-Dock Checklist is generic and it can be used by the INTERTANKO Members as they find
appropriate. This Dry-Dock Checklist should be seen as a dynamic document, open to regular
improvements as suggested by Members. There are some items that feature in more than one
category. With Members’ further screening and practice, one could hopefully agree to which category
each item should be assigned.
Since the goal of this exercise is to compile a generic checklist, ISTEC has recommended the use of
same format. However, it is left with each Member company to adapt it so that it is easily included in
any Documented Management System.
ii INTERTANKO Guidance: Dry-Docking Checklist — 2017

Contents
Scope of the Guidance ii
1. General Information 1
2. Certification and Documentation 2
3. Crew Management 3
4. Navigation 4
5. Safety Management 5
6. Pollution Prevention 8
7. Structural Condition 9
8. Cargo Systems 10
9. Mooring 12
10. Communications 13
11. Engine and Steering Compartments 14
12. General Appearance and Condition 17
13. Ice Operations 18
14. Other 19
INTERTANKO Guidance: Dry-Docking Checklist — 2017 iii

1. General Information
Vessel Name:
Vessel Type:
IMO Number:
Class (including Notations):
Repair (Build) yard:

Repair commencement (Steel cutting)
date:
Delivery date:
Class
yard PDT: prior dock trials
Fleet
crew rank DDT: during dock trials Superintendent
Master
class DST: during sea trials
Chief Engineer
workshop PS: prior sailing
service engineer
VIQ
Item per category item Completed by Timing Verified by REMARKS
No.
1 General Information
INTERTANKO Guidance: Dry-Docking Checklist — 2017

1
2. Certification and Documentation
VIQ
No.
Certification and
2
Documentation
New Certificates / Test Records /
2.1 Receipts issued during DD period 2 PDT
verified to be onboard.
Confirm Certificates /
2.2 Endorsements are correct 2 PDT
(forward copies to office ASAP).
VGP requirements have been
complied with / documentation
in order. Separate Class
Statement of Fact to include
antifouling paint, chain locker
2.3 2 PDT
cleaning, environmentally
acceptable lubricants (stern
tube, bow thruster, deck
equipment) and any other VGP
items.
Class 'Factual Statement' that
the Special Survey has been
completed and that the ESP
(Executive Hull Summary &
2.4 2 PDT
Thickness Measurements)
documentation is under
preparation by Class head office
and will be issued in due course.
All vessel drawings, special tools,

2.5 and other ship property 2 PS
returned on board.

2
3. Crew Management
VIQ
No.
3 Crew Management
All ship personnel are

3.2
3.1 adequately rested before PS
3.3
departure.
Muster and headcount, all crew 3.2,

3.2 PS
on board prior to departure. 3.3

3
4. Navigation
VIQ
No.
4 Navigation
‘Preparation for Departure’ FOM
4.1 01-03 tests and checks prior 4.10 PS
departure.
Navigation /
Communication/intercom
4.2 4.10 PDT
equipment / instruments
operation test.
Dead man alarm system,
4.3 Navigation Bridge alarm system 4.10 DDT
tested / activated.
Echo sounder and Doppler
4.4 transducers functioning 4.10 DDT
correctly.
All navigational equipment 4.5,

4.5 DST
tested. 4.10
Temporary notices, Navtex,
4.25,
4.6 weather information received PS
4.29
and passage plan prepared.
Engine Room alarm / monitoring
4.7 and extension system, dead man 4.10 DDT
alarm system tested.
Charts and publications, latest
4.8 NTMS available onboard and 4.18 PS
ready to use for voyage.
Navigational, security plan, Suez
4.9 Canal search lights, tested 4.25 DDT
during dock trials.
All heavy objects have been
4.10 secured / Iashed for open sea 4 DDT
passage.
Testing of general alarm, ship's 4.5,
4.11 PS
whistles, and gongs. 4.10

4
5. Safety Management
VIQ
No.
5 Safety Management
Accommodation Ladders P & S
5.1 5.68 PDT
operation test.
L/boats P & S launching-hoisting
operation test (incl.
confirmation of correct MGO
filling and air cylinder charge). 5.37,
5.2 Consideration should be taken 5.40 & PDT
for vessel’s charging cylinder and 5.42
trading in cooler climates.
Decreased air temperatures will
reduce bottle pressures.
L/boat portable equipment

5.3 5.4 PDT
re-stowing verification.
L/saving equipment in place 5.45
5.4 (L/rings-EEBDs-ELSA etc.) and to PDT
ready for use. 5.48
P/Room rescue winch in place or
5.5 5.24 PDT
adequately available?
Firefighting equipment-
5.6 accessories re-stowed in place- 5.62 PDT
boxes etc.
5.7 MOB units checked in place. 5.45 PDT
CO2 system connected and ready

5.8 5.59 PDT
for use
5.55
Fire / Emergency Pumps
5.9 to DDT
operation test.
5.60
Fire-Gas-Smoke-Thermal
5.10 Detection alarms and General 5.58 DDT
Alarm operation test.

5
VIQ
No.
5
Safety Management
(cont.)
Pump room / accommodation /
5.25
5.11 bosun’s store room gas DDT
5.26
monitoring systems tested.
Permanent fire extinguishing
5.59
systems for E/RP/R Deck, Galley
5.12 5.64 DDT
and Accommodation ready to
5.65
use
Personnel Protective Equipment
5.13 5.3 DDT
(PPE) available for use.
5.26
5.14 Gas monitoring system. 5.28 DST
5.29
10.6,
10.7,
Emergency power supply
5.15 10.12 PDT
(batteries, UPS & chargers.
&
10.46
Security inspection carried-out 5.16
5.16 and entry made in bridge to PS
logbook. 5.19
All drills as per Regulations 5.12

5.17 PS
executed prior to sailing. 5.13
Confirm that all measurements

5.18 taken I calibration certificates 5.27 PS
received in order.
All shipyard equipment has been

5.19 removed and delivered prior to 5 PS
departure.
Confirm that all shipyard

5.20 5 PS
personnel have disembarked.

6
VIQ
No.
5
Safety Management
(cont.)
All sprinkler or fire suppression
systems should be air tested to
5.55,
confirm free and clear, with no
5.21 5.58, DST
blanks in place (Pump Room,
5.59
Fuel Oil Purifier Room, CO2
systems, Inert Gas systems, etc).
Pump Room safety systems
tested and operational?
5.23,
5.22 Ventilation, Bilge Alarms, DST
5.52
Atmospheric Monitoring,
Communication Devices, etc.

7
6. Pollution Prevention
VIQ
No.
6 Pollution Prevention
Garbage (oily liquids) rags
6.39
6.1 delivery receipts supplied to PDT
6.40
Master (all slops sent ashore).
Confirm tightness no hydraulic
6.2 6 PDT
leaks for above valves / joints.
O/fill alarms, Shutdowns, and

other steering alarms – E/Room,
P/Room, Steering gear, Bosun's
6.3 6.26 PDT
store space bilge alarms
operation test operational /
watertight and correctly set.
O.D.M system spectacle flange

6.4 i.w.o S.W overboard valve to be 6.17 PDT
turned/at closed position.
Main Cool. S.W. & Fire P/ps
Emergency Bilge Suction closed.
6.5 6.33 DST
Seal no's (if applicable) recorded
to engine log book.
Oily Water Separator overboard
valve closed. Seal no. (if 6.35
6.6 DST
applicable) recorded in Oil 6.36
Record Book.
Confirm that systems / piping

6.7 6.18 PDT
have been flushed, as applicable.
Contingency plan in case of
6.6
6.8 failure: Emergency Plan & DST
6.15
Training Manual – Pollution
Means of managing spills are in
place such as continuous 6.13 –
6.9
coaming, scupper plugs, and 6.15
spills kits.

8
7. Structural Condition
VIQ
No.
7 Structural Condition
Upper deck – accommodation

7.1 and out-fittings check for 7 PDT
damages by shipyard.
Inspected tanks / void spaces /

chain lockers – no person left
inside verified. Tank vents and
7.2 7.7 PDT
sounding pipes are free and
clear of rags, bags and other
means of restriction.

9
8. Cargo Systems
VIQ
No.
8 Cargo Systems
MMC vapour locks check for

8.1 8.24 PDT
damages / gas tightness.
COW machines manual

8.2 operation test-check for 8.55 PDT
damages.
Heating coils pressure test-check

8.3 8.27 PDT
for leaks-damages.
Hydraulic system activation-
8.4 valves operation test i.w.o Deck- 8 PDT
P/R-COT- WBT
8.32
8.5 P/V valves operation test 8.57 PDT
8.58
Cargo-Ballast-Void spaces check
8.6 8 PDT
for cleanliness /Water-tightness.
C.O.Ps-W.B. Pumps operation 8.44

test-lines/valves-joints pressure 8.49
8.7 DDT
check for leaks. Including 8.51
automation and emergency trip 8.52
IG / N2 system activation-
8.8 8.62 DDT
performance/alarms & trips test.
IG / N2 System operation test

8.9 check for leaks in Cargo spaces- 8.62 DDT
accesses-hatches-piping.
COTs-WBTs level gauges

8.43
8.10 performance-accuracy check- DDT
8.24
indicators in CCR.

10
8. Cargo Systems
VIQ
No.
8
Cargo Systems
(cont.)
IG inlet branch – Mast Riser –
8.11 main valves operation test-check 8.32 DDT
security pins-sockets.
Check individual lG / N2 remote 8.25
8.12 DDT
tanks pressure indicators. 8.38
8.13 P/V valve leakage test. 8.60 DST
8.40
8.14 IGS failure. DST
8.41
Gas monitoring system (if
vacuum system utilised ensure
8.15 8.77 DST
tubing is free and clear of
obstructions).
Hydraulic system activation-
8.16 valves operation test i.w.o Deck- 8 PDT
P/R-COT-WBT.
Draft gauges indications
8.17 8.12 DDT
accuracy check in CCR.
8.70,
Manifolds are blanked, fully
96, 97,
8.18 bolted and manifold valves and PS
100 &
drains closed.
8.101

11
9. Mooring
VIQ
No.
9 Mooring
Mooring machinery / windlasses
9.1 9 PDT
– all cranes operation tested.
9.2 Mooring / anchoring inspection. 9 DST
Emergency stops for mooring 9,

9.3 and cranes to be tested, if 8.81, PS OCIMF comments
applicable. 8.95

12
10. Communications
VIQ
No.
10 Communications
Communication/radio facilities
at Nav. Bridge wings, Upper
10.1 10.6 DST
deck fwd & aft, Steering gear,
E.CR & C.CR tested.

13
11. Engine and Steering Compartments
VIQ
No.
Engine and Steering
11
Compartments
'Engine Room Departure' FOM
11.1 02 – 02 tests and checks prior 11.41 PS
departure.
Overhauled sea chests and valves

11.2 are operational / watertight and 11 PDT
correctly set.
Main switchboard and
emergency switchboard
11.3 11.9 DDT
automation test (incl. cleaning
and bus bar securing bolt test).
Operational test, alarm & all
11.4 trips of all generator engines 11.41 DDT
carried out.
Emergency generator
operational test, alarm & trips
11.5 11.19 DDT
(incl. Confirmation of MGO
filling).
Testing of M/E turning gear

11.6 11.41 PDT
interlock function.
Main Engine alarm, and trip

11.7 11.41 DDT
system carried out
Aux. boiler(s) operational test,

11.8 11.41 DDT
alarm & trips carried out.
Rudder all mode including 11.19
11.9 emergency steering system to DDT
operation test. 11.48
Main Engine manoeuvring
system operational test from all
11.10 11.41 DST
stations carried out during sea
trials.

14
VIQ
No.
11 Engine and Steering
(cont.) Compartments
Aux. machinery auto change
over procedure tested during
11.11 11.41 DST
sea trials or dock trials, as
appropriate.
Operational test of overhauled

11.12 11.41 DST
pumps during sea trials.
Operational trial of the Stern

11.13 11.41 DST
Tube System.
Air conditioning units tested and
11.14 fresh air intake suction filters 11.41 DST
renewed.
Refrigerator chamber alarm and
11.15 Hospital calling system tested I 11.41 DST
activated during sea trials.
Operational test of all
miscellaneous systems that
11.16 overhauled during D/D. Special 11.41 DST
attention paid to renewed /
repaired items.
ICCP system to remain shut off
for fifteen (15) days after
11.17 11.41 DST
undocking. At the due date, to
be switched on again.
11.18 Mast riser leakages. 11.41 DST
All emergency lights in E/R, P/R,

11.19 deck and accommodation space 11.18 DDT
tested / activated.
M/E L.0 sump tank manhole
11.2 gaskets inside cofferdam 11 DDT
inspected for oil leakage.

15
VIQ
No.
11 Engine and Steering
(cont.) Compartments
Main engine bypass LO filter,
11.21 which must be used during dock 11 DDT
trials, inspected – cleaned.
All sea valves inspected for
11.22 11.40 DST
leakage.
Operational trial of the thrusters
11.23 8.121 DDT
if available.
Testing of all machinery space 11.38,

11.24 DDT
bilge alarms. 11.39
Confirmation that all tank vents

11.25 are free and clear such as fuel, 11 DDT
lube, water and sewage.
Confirmation that all tanks and
11.26 voids are free and clear of 11 DDT
debris.
Machinery spaces have been
adequately inspected to ensure
11.27 no scaffolding or debris is left 11 DDT
adrift. Further, all materials are
properly secured for sea.
Operational test of engine room

to bridge communications from
11.28 control room, steering 11.42 PDT
compartment and any other
required location.

16
12. General Appearance and Condition
VIQ
No.
General Appearance and
12
Condition
Confirmation of properly
12.1 painted load line, draft marks to 12.2 PDT
be adequately visible.
Any gratings on deck are safely

12.2 secured, including safe access to 12.3 PDT
the bow.

17
13. Ice Operations
VIQ
No.
13 Ice Operations

18
14. Other
VIQ
No.
14 Other
Steam to HFO tanks is opened

14.1 11 PS
and temperatures are normal.
Anchor brakes are tightened

14.2 9.13 DDT
and stoppers in position.
Main starting air receivers are
14.3 both full (typically up to 28-30 11 DDT
bar).
Stern tube seals gravity tanks
14.4 fwd and aft have been 11.41 PS
connected.
Stern tube has been confirmed
14.5 full with lubrication oil, gravity 11.41 PS
tank observed at proper level.
Stern tube cooling water tank

14.6 11.41 PS
has been confirmed full.
Intermediate shaft bearing oil

14.7 level checked and confirmed at 11 DDT
normal level.
Magnetic compass to be
14.8 4.10.5 DST
adjusted.
Bottom plugs and rudder

14.9 7 PDT
plug in place.
Agent has been informed for

14.10 undocking time and port 2 PS
clearance has been obtained.
Machinery items overhauled by
S/Y have been confirmed as
being in good working
14.11 11 DST
condition, i.e. pistons, bearings,
stern tube, intermediate
bearing, etc.

19
INTERTANKO London
St Clare House
30-33 Minories
London EC3N 1DD
United Kingdom
Tel: +44 20 7977 7010
Fax:+44 20 7977 7011
[email protected]
INTERTANKO Oslo
Nedre Vollgate 4
5th ﬂoor
PO Box 761 Sentrum
N-0106 Oslo
Norway
Tel: +47 22 12 26 40
Fax:+47 22 12 26 41
[email protected]
INTERTANKO Asia
5 Temasek Boulevard,
#12-07 Suntec City Tower 5
Singapore 038985
Tel: +65 6333 4007
Fax:+65 6333 5004
[email protected]
INTERTANKO North America

801 North Quincy Street – Suite 200
Arlington, VA 22203
USA
Tel: +1 703 373 2269
Fax:+1 703 841 0389
[email protected]
INTERTANKO Brussels
Rue du Congrès 37-41
B-1000 Brussels
Belgium
Tel: +32 2 609 54 40
Fax: +32 2 609 54 49
[email protected]
www.intertanko.com

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TECHNICAL AND

Rev Date Prepared By Approved by

Validity date Rev

0. Record of Changes 01-Nov-18 0

1. List of Contents 01-Nov-18 0

3. Engine Room Procedures

5. Shipboard Maintenance Procedures

7. Deck Machinery 01-Nov-18 0

Validity date Rev

8. Hull Structure and Fittings

9. Cargo and Ballast System 01-Nov-18 0

10. Main Propulsion Machinery

11. Auxiliary Machinery

12. Electrical Machinery

Validity date Rev

2.1.1 Purpose of the Manual

2.1.2 Application of the Manual

2.1.3 Maker’s Technical Circulars

3.1.1 Factors Determining the Watch Composition

3.1.2 Engine Room Watch Levels

E1 EOOW Duty Oiler

3.1.3 Re-assignment of Tasks

3.1.4 Minimum Watch Level Requirements

Navigational Situation Bridge Watch E/Room Watch

Forms and checklists: References:

Chief Engineer’s Representative

New Personnel Familiarisation

Handing/ Taking Over Watches

EOOW Managing Engine Room Watch

Calling Chief Engineer

Periodic Checks of Machinery

Daily Test and Checks

Emergency Slow Downs

Arrival/ Departure Ports

Steering Gear Tests

Heavy/ Cold Weather Precautions and Checks

Navigating in Restricted Waters

Keeping the machinery in a state of readiness as per bridge orders

Taking Over Watch in Port

During Port Watch

Check quantity of bilges in engine room. Check bilge alarm

Action for Soot Exhaust Emission in Port

Recording Machinery Parameters and Engine Room Activities

3.3.1 Assessment Prior to Initiating UMS Condition

3.3.2 Circumstances Requiring Manned Condition

3.3.3 Initiation of UMS Watch

3.3.4 Entry Procedures

3.3.5 Duties of EOOW in UMS

Forms and checklists: References:

3.4.1 Calling the Chief Engineer

Forms and checklists: References:

Fire in Engine Room

High Temperature Surfaces (Hot Spots)

‘Hot Spot’ Checks

Pressurised Fuel Lines

Pressurised Flexible Pipes/ Hoses

Anti-Splash/ Sealing Tapes

Gauge Glass and Sounding Pipes