KEEPING WATCH

Part I.
 The watch consists of an Engineer Officer in
charge with one or more ratings. Each member of
the watch should have a through knowledge of his
duties, the safety equipment in the machinery
space and the survival procedures in case of
emergency. In addition with being familiar with the
location and operation of the fire-fighting
equipment, he should be able to distinguish the
different alarms and perform the action required,
use the communication systems to summon help
and be aware of the escape route from the
machinery space.
 The watch consists of . . .. .
Each member of the watch should have a through
knowledge of his duties, the safety equipment in
the machinery space and the . . .. . .
In addition with being familiar with the location
and operation of the fire-fighting equipment,
he should be able to . . .. . and
perform the action required,
use the communication systems to summon help
and
be aware of . . .. . .
 At the beginning of the watch the Engineer
Officer in charge should note if there are any
special orders or instructions relating to the
operation of the main machinery or
auxiliaries. He should verify the current
operational parameters and the condition of
all machinery and see if these correspond to
the log readings.
 At the beginning of the watch the Engineer
Officer in charge should note if there are any
special orders or _______ relating to the
operation of the main machinery or _______.
He should verify the current operational
parameters and the condition of all
machinery and see if these correspond to the
log _______.
 All records are importaint but a careful watch
should be kept on exhaust temperatures. A
sudden rise in the temperature of the exhaust
gas from the cylinder is a certain indication
that some part in that cylinder needs attention.
Upon taking over duty the Engineer Officer
should verify that the amount of fuel oil in the
service tank is sufficient for the duration of the
watch. The level of the other tanks containing
fresh water, lubricating oil, slop, etc. should
also be checked.
 All records are importaint but a careful
watch should be kept on . . .. . .
A sudden rise in the temperature of the
exhaust gas from the cylinder is a certain
indication . . .. . .
Upon taking over duty the Engineer Officer
should verify that the amount . . ..
for the duration of the watch.
The level of the other tanks containing fresh
water, lubricating oil, slop, etc. . . ..
.
 At appropriate intervals inspections should
be made of the main propulsion plant,
auxiliary machinery and steering gear
spaces.
Any routine adjustment may then be made
and malfunction and breakdowns can be
noted, reported and corrected. During these
tours of inspection bilge levels should be
noted, piping and systems observed for
leaks and local indicating instruments can
be read.
 inspections should be made of the main
propulsion plant, auxiliary machinery and
steering gear spaces
any routine adjustment may then be made
and malfunction and breakdowns can be
bilge levels should be noted, piping and
systems observed for leaks and local
indicating instruments can be read
 In addition to these regular tasks other
repair or maintenace tasks may be required
of the watchkeeping personnel. Bridge orders
must be promptly carried out and a record of
any changes in speed and direction should be
kept. When under standby or manoeuvring
conditions with the machinery being manually
operated the control unit or console should
ce continually manned.
 In addition to these regular tasks other
repair or maintenace tasks may be ________
of the watchkeeping personnel.
Bridge orders must be promptly ________
out and a record of any changes in speed
and direction should be ________.
When under standby or manoeuvring
conditions with the machinery being
manually operated the control unit or
console should ce continually ________.
 Where a situation occur in the machinery
space which may affect speed,
manoeuvrability, power supply or other
events essential for the safety of the ship, the
bridge should be informed as soon as
possible.
This notification should preferably be given
before any changes are made to enable the
bridge to take appropriate action.
 Where a situation occur ___ the machinery
space which may affect speed,
manoeuvrability, power supply or other
events essential ___ the safety ___ the ship,
the bridge should be informed as soon as
possible.
This notification should preferably be given
___ any changes are made ___ enable the
bridge ___ take appropriate action.
 The Engineer in charge should notify the
Chief Engineer of any serious occurrence or a
situation where he is unsure of the action to
take, as for example, if any machinery suffers
severe damage or a malfunction occurs which
may lead to serious damage. However, where
immediate action is necessary to ensure the
safety of the ship, its machinery and crew, it
must be taken by the Engineer in charge.
 The Engineer in charge should notify the
_______ Engineer of any serious occurrence or
a situation where he is unsure of the action to
take, as for example, if any machinery _______
severe damage or a malfunction occurs which
may lead to _______ damage. However, where
_______ action is necessary to ensure the
safety of the ship, its machinery and crew, it
must be taken by the Engineer in _______ .
1. What system of watches is usually adopte on board traditionally
manned vessels ?
2. What must each watchkeeper be perfectly acquainted with ?

3. What should each crew member be able to do in case of emergency ?

4. Why does the engineer first look at the Notice-board (engine room
black board) when taking over the watch ?
5. Why must particular attention be given to the exhaust temperature ?

6. When is the watchkeeping engineer required to be at the control unit

or console ?
7. What may personell be required to do besides current watchkeeping
tasks ?
8. What orders come there from the bridge ?

9. What situation should immediately be notified to the bridge ?

10. When should the Chief Engineer be summoned to the engine room ?
1. The word watch refers only to the time period of attendence in
the machinery space.
2. The watchkeeping arrangement and make up of the watch may be
decided by the Chief Engineer.
3. It is ususal for the Chief Engineer to keep watch.
4. The watch engineer has full responsibility for the operation of the
propelling machinery and auxiliaries as well as full authority over
men on his watch.
5. The engineer in charge alone is responsible for carrying out all
orders received from the bridge.
6. In case of malfunction or damage to machinery the Officer-of-the-
bridge must be informed in the first instance.
7. The engineer of the watch is to take such immediate action as he
may consider necessary for the safety of the ship, machinery and
crew without advising the Chief Engineer.
8. The watch engineer may leave the engine room at any time during
his watch provided someone is there.
1. Log readings
2. Exhaust temperatures
3. Service tank
4. Fresh water and lubeoil tank
5. Steering gearspace
6. Bilges
7. Piping systems
8. Pressure gauges, thermometers and other indicating
instruments
9. Bridge order
10. In case of speed reduction or trouble to power supply
 At appropriate intervals inspection should be
made of the main propulsion plant, auxiliary
machinery and steering gear spaces.

In the sentence the phrase make inspection of may

be replaced by the verb inspect:

At appropriate intervals the main propulsion plant,

auxiliary machinery and steering gear should be
inspected.

( Note the different arrangement of words )

 Compare both form of verbs listing them in your copybook.

1. Adjustment can be made in the timing of fuel injection by raising or

lowering the plunger.
2. All records are importaint but a careful watch should be kept on exhaust
temperatures.
3. Notification of events essential for the safe operation of the ship should
be given to the bridge.
4. A record of any changes in speed nand direction should be kept.
5. Immediate action must be taken by the engineer in charge to ensure the
safety of the ship, its machinery and crew.
6. Reversal of engines can speedily be made when the ship is moving
slowly.
7. Every revolution of the engine makes its contribution to wear.

Part II.
UMS
 Where the machinery space is unattended, a Duty Engineer will be
responsible for supervision. He will normally be one of the three
watchkeeping engineer being 24 hours, 48 hours off duty. During
his watchkeeping period he will make tours of inspection about
every four hours beginning at 7 or 8 oclock in the morning.

The tour of inspection will be similar to that for conventional

watch due consideration given to the unattended mode of machinery
operation. Trends in parameter readings must be observed and any
instability in operating conditions must be rectified. A set list or
mini-log of readings may have to be taken during the variuos tours.
Between tours of inspection the Duty Engineer will be on call and
should be ready to investigate any alarm relayed to his cabin or the
various public rooms. The Duty Engineer should not be out of range
of these alarms without appointing a relief and informing the
bridge.
 The various regular duties, such as fuel transfer, pumping of
bilges, and so on, should be carried out during the daywork
period, but it remains the responsibility of the Duty Engineer
to ensure that they are done.

The main log book readings will be taken as required while

on tour of inspection.

Engine rooms of some recent vessels have a computer

installed which continuously stores machinery data and the
head office is able to acess the information via satellite and
read it off without any intervention by the shipboard staff.
Indeed, they are unlikely even to be aware that the computer
is being interrogated.
1. What essential difference is there between a traditionally manned
and an unattended machinery space ?
2. Since continuous presence of staff is not required in UMS
operation, how is watchkeeping carried out ?
3. What are tasks of the engineer officer during watchkeeping ?
4. How is the safety of operation ensured during the period of
unattendance ?
5. Are routine duties and repair and maintenance tasks carried out in
the same way as in the conventionally operated engine rooms ?
6. How are the various parameters of main and auxiliary equipment
logged on modern vessels ?
7. What advantages do computers and stellite communication
systems offer to marine engineering operation ?
 Any routine adjustment may then be made
and malfunctions and breakdowns can be
noted, reported and corrected.
The engineer in charge should notify the
Chief Engineer if any machinery suffers
damage or a malfunction occurs which may
lead to serious damage.
The boldface words refer to deficiency or
improper operation of the engine in general.
Other common terms are : trouble, fault,
defect, failure, blackout.
The following list outlines their similarities
and differences of meaning.
malfunction (noun) bad, abnormal
functioning, irregular operation; irregularity
trouble (noun) difficulty; disturbance
defect (noun) imperfection, deficiency, fault
defective (adjective) imperfect, deficient,
 faulty
fault (noun) imperfection, defect, damaged
part
faulty (adjective) defective, imperfect
breakdown (noun) stoppage, failure
break down (verb) stop functioning, fail to
operate
failure (noun) non performance, omission
to function, breakdown
fail (verb) be unable to continue
functioning, omit to function, break down
 damage (noun) partial or complete
breakage or wear of element essential to
functioning
damage (verb) cause partial or complete
breakage or wear of element
blackout sudden failure of electric power
supply
1. A minor engine trouble, if not recognized and corrected in its early
stages, may easily develop into a major
a) fail.
b) blackout.
c) breakdown.

2. If the __________ lies in the governor itself, the special governor

instruction book should be consulted.
a) fault
b) faulty
c) defective

3. Ringing a bearing with the light hammer strokes is one of the

methods used when inspecting bearings which
a) have damaged
b) have failed
c) have troubles
4. If the controllable pitch propeller system_________________ it is
possible to manually reverse and start the engine.
a) breaks down
b) breakdown
c) failure

5. a) Defect
b) Malfunction casting is a possible cause of many failures.
c) Faulty

6. The alarm systems are extended to the bridge area and the off
duty rooms of the engineer to indicate any _____________ that may
occur in an unattended machinery space.
a) faulty
b) faults
c) fails
7. If one or more cylinders __________to fire, the cause may be: low
compression or presence of water.
a) fail
b) trouble
c) break down

8. Water may get into the fuel oil by leakage through_____________

riveting or welding of tanks.
a) malfunction
b) defect
c) defective
Part III.
 STCW 1978 (1995) (2010)
Watch (1) time period; (2) personnel
Personnel: Engineer officer in charge
(watchstanding engineer; watchkeeping
engineer; engineer on duty; duty
engineer) & rating (donkeyman)
Traditional: four hour period
Fully automated ships: Unattended machinery
space (UMS)
 Orders or instructions regarding M/E or A/E
Operational parametres should correspond to the
log readings
Any work in progress
Any hazards or limitations
 Inspection of bilge
levels
Observing for leaks
Observing instruments
Operation of oily water
separators
(environmental
considerations)
 1. Emergency generator should be started and run
for a reasonable period. Fuel oil, lubricating oil and
cooling water supplies and tank levels should be
checked.
2. Emergency fire pump should be run and the
deck fire main operated for a reasonable period. All
operating parameters should be checked.
3. Carbon dioxide cylinder storage room should be
visually examined. The release box door should be
opened to test the alarm and check that the
machinery-space fans stop.
 4. One smoke detector in each circuit should be
tested to ensure operation and correct indication
on the alarm panel. Aerosol test sprays are
available to safely check some types of detector.
5. Fire pushbutton alarms should be tested, by
operating a different one during each test.
6. Any machinery space ventilators or skylights
should be operated and greased, if necessary, to
ensure smooth, rapid closing should this be
necessary.
 7. Fire extinguishers should be observed in their
correct location and checked to ensure they are
operable.
8. Fire hoses and nozzles should likewise be
observed in their correct places. The nozzles
should be tried on the hose coupling. Any defective
hose should be replaced.
9. Any emergency batteries, e.g. for lighting or
emergency generator starting, should be
examined, have the acid specific gravity checked,
and be topped up, as required.
 10. All lifeboat engines should be run for a
reasonable period. Fuel oil and lubricating oil levels
should be checked.
11. All valves and equipment operated from the fire
control point should be checked for operation,
where this is possible.
12. Any watertight doors should be opened and
closed by hand and power. The guides should be
checked to ensure that they are clear and
unobstructed.
 1. Emergency g____________ should be started and r
____________ for a reasonable period. Fuel oil,
l____________ oil and cooling water supplies and
tank levels should be c____________.
2. E____________ fire pump should be run and the
deck fire m ____________ operated for a reasonable
period. All operating p____________ should be
checked.
3. Carbon d ____________ cylinder storage room
should be visually e____________. The r____________
box door should be opened to test the alarm and
check that the machinery-space f____________ stop.
 4. One smoke detector in each circuit should be
________ to ensure operation and correct indication
on the alarm panel. Aerosol test sprays are
available to safely ________ some types of detector.
5. Fire pushbutton alarms should be tested, by
________ a different one during each test.
6. Any machinery space ventilators or skylights
should be operated and ________, if necessary, to
________ smooth, rapid closing should this be
necessary.
 7. Fire ________ should be observed in their correct
location and checked to ________ they are operable.
8. Fire ________ and nozzles should likewise be
observed in their correct places. The nozzles
should be ________ on the hose coupling. Any
defective hose should be ________.
9. Any emergency ________, e.g. for lighting or
emergency generator starting, should be
examined, have the acid specific gravity checked,
and be ________ up, as required.
 10. All lifeboat ________ should be ________ for a
reasonable period. Fuel oil and lubricating oil
________ should be checked.
11. All valves and equipment ________ from the fire
control point should be checked for ________,
where this is possible.
12. Any ________ doors should be opened and
________ by hand and ________. The guides should
be checked to ________ that they are clear and
________.
Part IV.
 Ship Engine Room Watch Keeping Duties and
Routines

http://www.brighthub.com/engineering/marine/articles/512
72.aspx
 Ship engine room watch keeping duties and routines are
carried out by Engineer Officers. The watches are split into
three 4-hour spells of duty, that goes by quite quickly as
there are many checks to be carried out on the main and
auxiliary engines, along with the numerous pumps and
coolers.
A new marine engineer may need to learn several things on
their own, since not everything can be taught at the marine
school in a practical manner. Some of these things might
seem very simple but could be quite confusing for a trainee
engineer. So I thought of penning down my experiences of
watch keeping and hence will continue in the next few articles
along the same line.
Main engine components subject to pressure and
temperature change
The reason or cause of a rise or fall in temperature
to an engine-room item of machinery
The consequences of these changes in pressure
and temperature on the diesel engine efficiency
The rectification of a rise or fall in temperature or
pressure
The affect a rise or fall has on various cooling and
lubricating liquids
 There are standard pressures and temperature checks to be
carried out by the watch keeping engineer, as he gains
experience these will become second nature; the various
thermometers and pressure gauges being scanned as he
walks around the engine room checking the components.
This means when a rouge value turns up it is spotted right
away either on the component or the engine control station
instrument board. This is situated just above the engine
control station, either in the engine room or in the modern
control room. The board contains the pressure and
temperature gauges for the main systems such as; exhaust
temperatures, jacket cooling and lub-oil pressure. We used
an arrow to mark the optimum temperatures and pressures
on these gauges, and endeavor to maintain them; again any
rouge value will show up instantly.
 The board is located above the controls,
being easily consulted from here. The other
main gauges and components that are
easily reached are the engine room
telegraph, rev-counter, air start reservoirs
pressure gauges and of course the controls
themselves. Depending on the engine
manufacturer, these consist of two levers;
left hand one usually air start, right hand
lever; fuel control and are used when
maneuvering.
 There are standard pressures and temperature checks to be carried
out by the watch keeping engineer, as he gains experience these will
become second nature; the various thermometers and pressure
gauges being scanned as he walks around the engine room checking
the components. This means when a rouge value turns up it is
spotted right away either on the component or the engine control
station instrument board. This is situated just above the engine
control station, either in the engine room or in the modern control
room. The board contains the pressure and temperature gauges for
the main systems such as; exhaust temperatures, jacket cooling and
lub-oil pressure. We used an arrow to mark the optimum
temperatures and pressures on these gauges, and endeavor to
maintain them; again any rouge value will show up instantly.
 The board is located above the controls,
being easily consulted from here. The other
main gauges and components that are
easily reached are the engine room
telegraph, rev-counter, air start reservoirs
pressure gauges and of course the controls
themselves. Depending on the engine
manufacturer, these consist of two levers;
left hand one usually air start, right hand
lever; fuel control and are used when
maneuvering.
 The temperature of the HFO system must be
kept at the recommended value to control its
viscosity. This is important as it must not
turn "waxy" when being pumped through
various heaters, the fuel pump and into the
injectors.
 The temperature of the lube-oil must be
carefully controlled through use of the lube-
oil coolers seawater inlet valve. Remember
that as the temperature of the lube-oil rises
the pressure drops. Conversely, a low lube
oil temperature will increase the oil
pressure. A sudden unexplained rise in
temperature could signify a bearing in the
main engine running hot.
 The pressure and temperature of the jacket water cooling also
need close monitoring and maintained at optimum values as
the cooling water also supplies the turbo-blower air coolers.
The pressure in this case is controlled by the circ pump, so
any change could be a faulty pump, however, down to the
pump or a loss of pressure through a faulty cylinder liner
rubber sealing ring, or even a cracked liner.
Temperature is another matter; this must be kept at the
recommended value. Any rise could signify a scavenge fire a
rise in sea temperature or cooler problem.
 The generators temperature and pressures
are checked as per the main engine ones.
This leave the thrust block, prop shaft
bearings, and stern gland. Here again the
sense of touch should be used as a guide to
overheating, but there will be temperature
gauges on the thrust and prop bearings along
with oil - level sight gauges.
 OOW
Engineering watch
Engineer officer
Watchkeeping engineer
Duty officer
IMO STCW 1978/1995/2010
Relieve the watch
 Chief engineer's standing orders for ships
machinery operation - instructions for ships
engineers
 The Chief Engineer shall designate an engineer
and an engine rating to carry out the
watchkeeping in port and the onboard duty after
consultation with the Master.
The Chief Engineer shall deploy personnel for
machinery operation in engine room . If the
vessel is at anchor, the Chief Engineer shall
ensure a watch order similar to that at sea as
required preparing for an emergency.

Watches
Start and stopping of the main propulsion plant
Port arrival
Port departure
Power failure
Breakdown
Fire in engine room
Flooding
Scavenging fire
Air and sea pollution
Bunkering
Bilge and sludge handling
Reefer plant
Engine room cleanliness
Workshop and changing room
Emergency devices
 The standing orders shall be signed by all
staff in the engine room. Deviations from
these orders shall be treated as non-
conformities.
 The Chief Engineer shall designate an engineer
and an engine rating to carry out the
watchkeeping in port and the onboard duty after
consultation with the Master.
The Chief Engineer shall deploy personnel for
machinery operation in port preparing for an
emergency. If the vessel is at anchor, the Chief
Engineer shall ensure a watch order similar to
that at sea as required .
 During handing over watch for machinery operations some key
points should be given priority. The taking Engineer shall go to
the engine room in ample time prior to the time for such watch
transfer, check the present situation of the machinery and read
the Engine Logbook & log sheets for the development of events.
The handing over Engineer, shall, on successful confirmation of
various parameters with his successor hand over the following
information to the successor.
Matters concerning the main engine revolution per minute,
operational condition of main and auxiliary machinery, and the
handle notch of the diesel engine.
 Matters concerning the present condition of bilge, oil
tanks, boiler water tanks, etc.
Matters concerning abnormal machinery.
Matters concerning the present situation of various
operations of the Engine Department and the movement of
Engine Ratings.
Matters concerning special instructions from the Chief
Engineer or other Engineer, and any information given
from the bridge.
 The Engineer of the watch shall, on watch
transfer, receive necessary information from
the Officer of the watch such as weather and
sea conditions, and the distance run, and
enter them in the Engine Logbook, as well as
giving information to the Officer of the watch
on the average revolution of the main engine
and other necessary items.
 The Duty Engineer shall observe the following items during machinery
operation:
a) He shall be within the audible range of alarms while on duty.
b) When the alarm is actuated, he shall directly go to the engine control
room to acknowledge the alarm and take appropriate measures.
c) If necessary, he shall report to the Chief Engineer thereafter and
receive instructions regarding measures to cope with such accident.
d) If necessary, He shall inform the Officer of the watch of the situation.
The operation shall only be interrupted by the Chief Engineer, in such
case the Duty Engineer shall notify the Officer of the watch to request
him to switch over the indicator lamp to 'Manned' and enter such change
shall be noted in the Logbook.
 The Engine Rating shall, under the command of the Engineer of the watch, be engaged mainly
in the following operations.
a) Checking of temperatures and pressures at specified locations of the machinery.
b) Surveillance of the machinery.
c) Inspection rounds throughout the machinery spaces, shaft tunnel & steering room, reefer
rooms, etc.
d) Oiling, greasing of the machinery.
e) Measurement of tank levels in the machinery spaces.
f) Transfer of bilge to holding tanks from the machinery spaces and shaft tunnel.
g) Housekeeping of the machinery spaces.
h) Other operations as instructed by duty engineer.
 Instructions to Engine Rating on watch or ordered to be on duty
The Engine Rating of the watch shall observe the following items
during his watch.
1) He shall not absent himself from the engine room without
permission of the Engineer of the watch.
2) He shall pay attention to the operational condition of the main
engine and auxiliary engines, and the bilge of the engine room &
shaft tunnel, and report to the Duty Engineer immediately when
he has found abnormal conditions.
 Practical standards of engineering watch in port

The Chief Engineer shall designate an engineer and an

engine rating to carry out the watchkeeping in port and
the onboard duty after consultation with the Master. He
shall deploy personnel for machinery operation in port
preparing for an emergency. If the vessel is at anchor, the
Chief Engineer shall ensure a watch order similar to that at
sea as required .
 The Chief Engineer must not leave the vessel in port until he
transfers his duties and gives necessary instructions to the First
Engineer or other engineer with equivalent ability. However,
during cargo operation on tankers (include LPG and LNG
carriers), either the Chief Engineer or the First Engineer must be
on board in preparation for the emergency of the vessel.
The Chief Engineer shall ensure necessary personnel to deal with
troubles of cargo work equipment of the vessel during cargo
handling operation to reduce the delay time.
The Chief Engineer may arrange a manned watch system in port
during loading and discharging or as required.
 Operational guidance for engineering watch in port
The person designated by the Chief Engineer as Engineering watch shall carry out his duty
according to the following regulations:
Company Rules for Seafarers
International Convention on Standards of Training, Certification and Watchkeeping for
Seafarers, 1978 (STCW 1978 AS AMENDED IN 1995)
(a ) Section A-VIII/2 part 3-2, Principles to be observed in keeping an Engineering Watch
(b ) Section A-VIII/2 part 4-2, Taking over the engineering watch
(c ) Section A-VIII/2 part 4-4, Performing the engineering watch
International Convention for the Prevention of Pollution from ships (MARPOL-73/78)
 Chief Engineer's role in Engine watchkeeping
The Chief Engineer shall command and supervise the operation of
machinery; in person; in the following cases at minimum
When entering and leaving port and shifting in a port.
When navigating a narrow fairway.
When it is deemed necessary to do so for the operation of machinery.
As instructed by Master, such as while in heavy density of traffic,
restricted visibility, confined waters, heavy weather etc.
 Instructions to the Engineer of the Watch
The Engineer of the watch shall not be absent from the engine room during his watch.
The Engineer of the watch shall observe the following items during his watch.
a) He shall arrange things so that he can react immediately to notices and instructions from the bridge.
b) He shall adhere to the specified operational standards of machinery and may not change such standards
unnecessarily without permission of the Chief Engineer.
c) He shall appraise operational conditions and make efforts to be prepared to take emergency measures.
d) He shall make frequent inspection rounds as appropriate in Engine room, paying attention to such abnormal
conditions of the machinery, difficult to detect from the engine control room, as leaks, sound, vibrations &
heating and smells thereby to prevent accidents.
e) He shall appraise the present quantities of fuel oils, lubricating oils and feed water.
Bearing in mind the present condition of bilge in the engine room, he shall follow the Chief Engineer's
instructions as to its disposal.
f) Other things instructed by the Chief Engineer.
 The Engineer of the watch shall take proper measures
immediately in the following cases and report to the Chief
Engineer without delay.
1. When he is informed from the bridge of the schedule (Time) of
the engine to be placed on stand-by or to be used.
2. When he has found abnormal conditions of machinery or is in
doubt.
3. When he has received emergency orders or instructions.
4. When it is deemed necessary in situations other than those as
specified in the previous items.
 The Engineer of the watch shall notify the
Officer of the watch in following cases:

When such a failure of machinery which may

affect navigation has occurred

In other cases when it is deemed necessary.

 Part V.
 Shipboard safety inspection checklist

Modern shipping industry recognizes safety is

the prime concern for all shipboard activities.
Summarized below are some basic check
items ensuring safe working environment
onboard vessel


1. All emergency lights operational, color coded and marked with "E"
2. Internal and external lighting in accommodation ok
3. Escape routes unobstructed; exits clearly marked
4. Safety signs and placards posted and clearly readable
5. All portable fire extinguishers & stowage locations numbered, in place & inspection dated
6. Life jackets, immersion suits & EEBDs correctly stowed & marked
7. Adequate number of ashtrays provided and correctly placed. (On Tankers-Safety ash trays)
8. For safety reasons, fire station not locked but only sealed
9. Internal communications equipment tested and operating correctly
10. Muster list signed and properly displayed at appropriate locations


11. Is the cleanliness of common rooms satisfactory

Mess rooms & smoking rooms

Gymnasium
Laundry
Ship's Office & Cargo control room
Changing rooms
Common toilets and showers

12. Cleanliness of all cabins, alleyways and staircases satisfactory

13. All garbage bins & lids in common spaces, color coded, labeled and made of non-
combustible material. In cabins, 2 bins available (1 for plastic)
14. Area free of overloaded, unauthorised or jury-rigged electrical items


15. Galley and food storage areas:

Cold chambers set at correct temperatures

Pots, knives, cooking utensils are clean
Provision chambers are clean
Any signs of cockroaches or other
Infestation in the galley or storage areas
Reefer chamber alarm tested and working
Food products are within expiry dates

16. Catering personnel comply with the following:

Any wound, cut or illness reported to master

Wounds, cuts are appropriately covered
No smoking in galley/mess rooms (tankers)
Washing hands with soap prior handling food


17. Quality of fresh water is good

18. Stores are neatly stowed in lockers
19. Approved First Aid supplies are readily available, accessible and clearly marked
20. Hospital is clean, unoccupied and ready for use
21. Garbage properly stowed, segregated & disposed
22. Escape routes, ladders and emergency exits unobstructed and clearly marked
23. All handrails, guard-rails and safety guards correctly fitted and secured to
protect against fall
24. Spare life-jackets marked and in good order, emergency equipment accessible
and operational
25. All lights operational, stairways and work areas adequately lit, emergency
lighting in E/R checked
26. No Hot Work stenciled on all fuel and lub oil tanks in E/R
27. Safety signs and placards posted and clearly readable
28. Switchboard area clear and free of obstructions and rubber mats in position
29. All portable fire extinguishers correctly stowed, accessible
and inspection dated
30. All fixed fire-fighting equipment unobstructed and in good
condition
31. All personnel wear correct personal protective gear
32. High voltage areas clearly marked
33. Muster lists displayed
34. Protective guards for rotating machinery properly secured in
place
35. Steering gear space free from oil, gratings or non-slip surfaces in place around the
steering gear
36. Shielding of high pressure fuel pipes in place, steam pipes properly insulated
37. Self-closing device on sounding pipes and glass level gauges functional & not tied in open
posn
38. Steam, water or oil leaks anywhere in the machinery space
39. Area free of spilt oil, grease, combustible rubbish, tools and equipment not in use
40. Area free of combustible liquids in open containers
41. Pipe Insulations are oil free
42. Walkways, stairways and ladders clear of obstructions
43. Walkways, stairways and ladders are clean, dry and have non-skid surfaces where
appropriate
44. Low clearance limits stripe marked
45. Oil soaked rags and other flammable materials kept in covered non-
combustible bins
46. Supplies and materials properly stored
47. Chemicals properly labelled and stored, acids & alkalis segregated, MSDS &
PPE available at site
48. Approved First Aid supplies readily available, accessible and clearly marked
49. Bilges free of oil
50. Is the engine room workshop tidy with equipment protected as required &
safety instructions posted


51. Escape routes and embarking areas marked, unobstructed and no slipping and
tripping hazards
52. Danger-Enclosed Space marked outside all such spaces having access other than
via manholes
53. All deck lights operational and in sound enclosures
54. All hand-rails and guard-rails correctly fitted and secure, all ladderways guarded by
railings
55. All safety & hazard zone identification signs posted & readable, fire plan wallets
updated
56. HRU's for life rafts and EPIRB's correctly fitted (incl. weak link) and within expiry date
57. All lifebuoys correctly stowed, life buoy lights and smoke markers valid & in good
condition
58. Lifeboats in good condition
59. All personnel wearing correct personal protective gear
60. Decks and walkways free form oil / grease and is there anti-slip paint at mooring
areas


61. Piping systems on deck are properly clamped

62. W/T doors closing properly with packing in good condition
63. All weather tight hatches closing properly with packing in good condition
64. Is the oil pollution clean-up equipment in good condition and are the storage
locations clearly marked?
65. Deck cranes, mooring winches & windlasses are free from oil leakages
66. Area free of combustible rubbish and tools and equipment which are not in use
67. Area free of leaking pipes and fittings
68. Supplies and materials are properly stored
69. All cans in paint store are closed, cargo & bunker samples on tankers are stowed in
paint store
70. MSDS provided and readily accessible. (Paints, chemicals & Tanker Cargos)
71. Drip trays are in good condition empty and clean with capacity clearly marked
72. All sounding caps in place & properly tightened?

73. Cargo pump rooms are marked with entry requirements

74. Pump room rescue equipment ready for use
75. Pump room- Internal communications equipment tested and operating
correctly
76. Pump room-Cargo pump glands visually inspected for leaks and marked
77. Pump room- Area free of leaking pipes and fittings, bilges free of oil & water
78. Pump room lighting in good order
79. Emergency towing arrangements forward and aft ready for use
80. No unsafe camera, cell phones, torch, walky-talkie or other electronic
equipment in use on deck
81. Electrical conductivity arrangement at flanges of cargo, COW & electric cable
pipes in good order