TECHNICAL MANUAL

Rev No. : 15
Date : 30-Nov-23
APPROVAL Page : 1 of 1

TECHNICAL MANUAL
EDITION II
Notes:
1. This manual is valid from the issue date.
2. This manual is not to be altered or marked in any way.
3. Any review or alteration to this manual is to be carried out as per the system
procedures.
4. Any revisions of this manual will be recorded on the Revision sheet.

Approved By:
Issued By:

Synergy Maritime Private Limited

DOC Head

This publication is the property of Synergy Group. No part of this publication is to be

reproduced, stored in a retrieval system, or transmitted in any form or by any means
without the prior permission of the Management.

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 TECHNICAL MANUAL

Rev No. : 15
Date : 30-Nov-23
RECORD OF REVISION Page : 1 of 6

RECORD OF REVISION
This procedure was first released as Edition 0, in 2006 and the first major revision was released as
Edition 1 on 21st Oct 2009, after which various revisions were released for multiple chapters. The
second major revision to the manual was released as Edition II on 31st Jan 2013.

Record of all previous revisions are maintained at the office by the QHSE team

Chapter Page Rev. No. Date

Table of contents All 1 20-Jan-14

Ch 02 Watch Schedules All 1 20-Jan-14

Ch 03 Planned Inspections & Maintenance All 1 20-Jan-14

Ch 04 Procurement and Inventory Control All 1 20-Jan-14

Ch 05 Engineering Operations All 1 20-Jan-14

Annex 4 PMS All 1 20-Jan-14

Table of contents All 2 05-May-14

Ch 05 Engineering Operations All 2 05-May-14

Table of Contents All 3 19-Jun-14

Ch 03 Planned Inspections & Maintenance All 2 19-Jun-14

Table of Contents All 4 21-Jul-14

Ch 02 Watch Schedules All 2 21-Jul-14

Ch 03 Planned Inspection & Maintenance All 3 21-Jul-14

Ch 05 Tech Engineering Operations All 3 21-Jul-14

Z1 Annex 1 Guidelines on Planned Maintenance

All 1 21-Jul-14
Schedules

Z3 Annex 3 Guidance for Hull Structure

All 1 21-Jul-14
Inspections

Table of contents All 5 20-Feb-15

Ch 01 General All 1 20-Feb-15

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Rev No. : 15
Date : 30-Nov-23
RECORD OF REVISION Page : 2 of 6

Chapter Page Rev. No. Date

Ch 02 Watch Schedules All 3 20-Feb-15

Ch 03 Planned Inspection & Maintenance All 4 20-Feb-15

Ch 04 Procurement and Inventory Control All 2 20-Feb-15

Ch 05 Engineering Operations All 4 20-Feb-15

Ch 06 Dry Dock All 1 20-Feb-15

Z1 Annex 1 Guidelines on Planned Maintenance

All 2 20-Feb-15
Schedules

Z3 Annex 3 Guidelines on Hull Structure

All 2 20-Feb-15
Inspection

Z4 Annex 4 Planned Maintenance System All 2 20-Feb-15

Z5 Annex 5 ERP & Shippalm Requisition format All 1 20-Feb-15

Table of Contents All 6 16-Oct-15

Ch 03 Planned Inspection & Maintenance All 5 16-Oct-15

Ch 04 Procurement and Inventory Control All 3 16-Oct-15

Ch 05 Engineering Operations All 5 16-Oct-15

Annex 1 – Guidelines on Planned Maintenance

All 3 16-Oct-15
Schedules

Annex 2 - Guidelines on Alarms / Safety Cut-outs

All 1 16-Oct-15
/ Functions to be included in PMS

Annex 5 - Bunker Compatibility Test Procedure All 3 16-Oct-15

Table of Contents All 7 15-Apr-16

Ch. 01 General 1, 2, 5 2 15-Apr-16

Ch. 02 Watch Schedules All 4 15-Apr-16

Ch 03 Planned Inspection & Maintenance All 6 15-Apr-16

Ch. 05 Engineering Operations 22 6 15-Apr-16

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Date : 30-Nov-23
RECORD OF REVISION Page : 3 of 6

Chapter Page Rev. No. Date

Annex 1 – Guidance on Planned Maintenance

All 4 15-Apr-16
Schedules

Annex 3 – Guidance for Hull Structure Inspections All 3 15-Apr-16

Annex 4 – Planned Maintenance System 1 3 15-Apr-16

Table of Contents All 8 28-Oct-16

Ch. 02 Watch Schedules All 5 28-Oct-16

Ch 03 Planned Inspection & Maintenance All 7 28-Oct-16

Ch. 05 Engineering Operations All 7 28-Oct-16

Annex 1 – Guidance on Planned Maintenance

All 5 28-Oct-16
Schedules

Annex 4 – Planned Maintenance System All 4 28-Oct-16

Table of Contents All 9 30-Sep-17

Ch. 01 General All 3 30-Sep-17

Ch. 02 Watch Schedules All 6 30-Sep-17

Ch 03 Planned Inspection & Maintenance All 8 30-Sep-17

Ch. 04 Procurement and Inventory Control All 4 30-Sep-17

Ch. 05 Engineering Operations All 8 30-Sep-17

Ch. 06 Dry Docking All 2 30-Sep-17

Annex 1 - Guidelines on Planned Maintenance

All 6 30-Sep-17
Schedules

Annex 2 - Guidelines on Alarms / Safety cut outs /

All 2 30-Sep-17
Functions to be included in PMS

Annex 4 - Planned Maintenance system Removed NA NA

Annex 5 - Bunker Compatibility Test Procedure Removed NA NA

Annex 4 - Guidelines for Survey Preparation All (New Title) 0 30-Sep-17

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Date : 30-Nov-23
RECORD OF REVISION Page : 4 of 6

Chapter Page Rev. No. Date

Annex 5 – Care of Wires and Ropes All (New Tittle) 0 30-Sep-17

Table of Contents All 10 14-Dec-18

Ch. 01 General All 4 14-Dec-18

Ch. 02 Watch Schedules All 7 14-Dec-18

Ch 03 Planned Inspection & Maintenance All 9 14-Dec-18

Ch. 04 Procurement and Inventory Control All 5 14-Dec-18

Ch. 05 Engineering Operations All 9 14-Dec-18

Ch. 06 Dry Docking All 3 14-Dec-18

Annex 1 - Guidelines on Planned Maintenance All 14-Dec-18

7
Schedules

Annex 3 - Guidance for Hull Structure Inspections All 4 14-Dec-18

Annex 6 - Risk Assessment To Identify Critical All 14-Dec-18

0
Equipment

Table of Contents All 11 30-Dec-19

Ch. 01 General 4,5,8 5 30-Dec-19

Ch. 02 Watch Schedules 1,4,8,10,19 8 30-Dec-19

Ch. 03 Planned Inspection & Maintenance All 10 30-Dec-19

Ch.04 Procurement and Inventory Control 7,13,14 6 30-Dec-19

Ch.05 Engineering Operations 2,3,4,5,9,11,12,16,17, 10 30-Dec-19

18,20,21,25

Ch.06 Dry Docking 7,8,9 4 30-Dec-19

Annex 01 Guidelines on Planned Maintenance All 8 30-Dec-19

Schedules

Appendix 1 CE’s Standing Order Book All 0 30-Dec-19

Table of Contents All 12 25-Mar-21

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Date : 30-Nov-23
RECORD OF REVISION Page : 5 of 6

Chapter Page Rev. No. Date

Ch. 01 General All 6 25-Mar-21

Ch. 02 Engine Room Watchkeeping 2,3,4,6,9,12,15 to 20 9 25-Mar-21

Ch. 03 Planned Inspection & Maintenance 1-3,9,10- 11 25-Mar-21

14,19,20,21,22,27,28
,29,34,39,41,49,53,5
7,64,65,66,69,82,83,
84,86,89,104,105,10
8,117,119,121-
125,130,135,149

Ch.04 Procurement and Inventory Control 4,10,11 6 25-Mar-21

Ch.05 Engineering Operations 1,2,3,6,11,14,15,18,2 11 25-Mar-21

4,26,27,28,29,39

Ch.06 Dry Docking 3,4,15 5 25-Mar-21

Annex 01 Guidelines on Planned Maintenance 5,8,9,10,15,16,17,36, 9 25-Mar-21

Schedules 48,57~61,63,68,73,7
78,80,81,89,90

Appendix 1 CE’s Standing Order Book 5 1 25-Mar-21

Ch. 01 General 3,9,10 7 15-May-22

Ch. 02 Engine Room WatchKeeping 13 10 15-May-22

Ch. 03 Planned Inspection & Maintenance 2-21,35,50- 15-May-22

52,56,83,84,94,98-
12
100,102-
104,107,119,140

Ch.04 Procurement and Inventory Control 15,16 8 15-May-22

Ch.05 Engineering Operations 1-32 deleted and 15-May-22

transferred to Fuel 11
Management Plan

Ch.06 Dry Docking 1,2,4,9,10,20 6 15-May-22

Z1 Annex 1 Guideline on Hull Structure Inspection All 5 15-May-22

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RECORD OF REVISION Page : 6 of 6

Chapter Page Rev. No. Date

Z1 Annex 2 Class Survey Report 2,12,15,16 1 15-May-22

Z1 Annex 3 List of Minimum Mandatory Safety All 15-May-22

0
Critical Spares

Z1 Annex 4 Generic List of Compliance Critical All 15-May-22

0
Spares

Z1 Annex 5 Generic List of Business Sensitive All 15-May-22

0
Spares

Ch. 01 General 1,4,5,7 8 15-Dec-22

Ch. 02 Engine Room WatchKeeping 1,2,3,5,6,14, 11 15-Dec-22

Ch. 03 Planned Inspection & Maintenance 2,25,27,31,39,40,41, 15-Dec-22

42,47,48,49,53,55,56
13
,58,61,62,114,115,11
6,117,118,138,139,

Ch.05 Engineering Operations 3,8, 12 15-Dec-22

Ch.06 Dry Docking 1,2,3,4,5,6,7,8,10, 7 15-Dec-22

Appendix 1 CE’s Standing Order Book 4,5,6, 2 15-Dec-22

Ch. 01 General 4,6,8 9 30-Nov-23

Ch. 02 Engine Room WatchKeeping 21 12 30-Nov-23

Ch. 03 Planned Inspection & Maintenance 2,3,8,53,54,55,56,58, 30-Nov-23

59,60,62,65,72,78,80 14
,96,105,120,121,151

Ch.06 Dry Docking 8 8 30-Nov-23

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Date : 30-Nov-23
TABLE OF CONTENT Page : 1 of 1

TABLE OF CONTENT
Chapter Title Revision Revision Date
1 General 9 30-Nov-23
2 Engine Room Watchkeeping 12 30-Nov-23
3 Planned Inspection & Maintenance 14 30-Nov-23
4 Procurement and Inventory Control 8 15-May-22
5 Engineering Operations 12 15-Dec-22
6 Dry Docking 8 30-Nov-23
Annex 1 Guidelines on Hull Structure 4 14-Dec-18
Inspection
Annex 2 Class Survey Report 1 15-May-22
Annex 3 List of Minimum Mandatory Safety 0 15-May-22
Critical Spares
Annex 4 Generic List of Compliance Critical 0 15-May-22
Spares
Annex 5 Generic List of Business Sensitive 0 15-May-22
Spares
Appendix 1 CE’s Standing Order Book 2 15-Dec-22

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Rev No. : 9
Chapter: 01 Date : 30-Nov-23
GENERAL Page : 1 of 9

1. GENERAL
1.1 OVERALL MAINTENANCE AND OPERATION POLICY
It is the policy of the company to always maintain the vessels under the company’s
technical management in a seaworthy and cargo ready condition, minimising the risk of
breakdown and resultant off-hire, to high safety / quality standards and in accordance
with satisfactory structural, operational, and cosmetic standards as agreed with the
owners. Vessels shall be classed with recognised IACS Member Classification Societies
who are also Recognised Organisations of the ship's Flag, maintained as per their Rules
and certified always. Maintenance shall be carried out in a cost-effective manner, the
intention being to maintain the managed vessels in accordance with Company policies,
the requirements of the Owner, ISM, National and International regulations, and industry
standards.

1.2 COMPANY MANUALS, MAKERS MANUALS AND REFERENCE PUBLICATIONS

The shipboard management team must be aware of the requirements contained in this
Technical manual and other manuals of the Company’s Safety Management System
(SMS). Whilst all efforts must be made to run the vessels under our management as per
procedures laid down in the SMS, it must be understood that the Technical manual only
provides guidance and instructions on the operation of the vessel. The Technical manual
only supports and does not at any time override the specific information provided in the
Manufacturer’s instruction manuals.
These maker’s manuals are: -
▪ Specific to the equipment
▪ Written with the designer’s experience
▪ Prepared to optimise the running performance of the plant.
Thus, all efforts should be made to ensure that the maintenance of various machinery is
carried out as per the respective maker’s manuals/service bulletins.

1.2.1 DRAWINGS AND INSTRUCTION BOOKS

A list of all drawings, manuals, Ship’s plans, and its machinery particulars should be
maintained on board.

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The Master and the Chief Engineer must ensure that inventory of all Drawings and
Manuals is always kept updated. The missing Drawings and Manuals should be
immediately notified to the Superintendent for replacement.

1.3 SURVEYS, CERTIFICATION, MONITORING, AND RECORD KEEPING

A survey is an inspection of items of a ship relating to a certificate to ensure that they are
in a satisfactory condition and fit for the service for which the ship is intended. Therefore,
surveys are an important element of control to ensure that a ship complies with the
relevant provisions of the regulations. All ships must be surveyed and verified by officers
of the Flag State Administrations or their recognized organizations (ROs)/recognized
security organizations (RSOs)/nominated surveyors so that relevant certificates can be
issued to establish that the ships are designed, constructed, maintained, and managed in
compliance with the requirements of IMO Conventions, Codes and other instruments.
It is a legal requirement under the ISM Code Section 11, to keep all documents and
records relevant to the vessel’s certification updated. The certificates and documents
issued by the officers of Flag State Administrations or their ROs/RSOs/nominated
surveyors authorized for such purpose are subject to inspection by port state control
officers (PSCOs). All certificates / documents required for safe and legal trading of the ship
are carried on board and maintained in the safe custody of the Master of the respective
ship.
The company complies with all applicable laws, regulations and national/international
standards and requirements. All activities affecting the safety of shipboard operations
and environment are described in respective procedures, which include the
establishment of responsibilities, duties of reporting and documentation as well as the
description of standard processes. Company effectively uses the support of “SHIPPALM”
software to maintain, control and monitor shipboard activities, survey, and certification.
In Shippalm, the user can monitor all certificates, survey deficiencies, COC and
dispensation, including their expiry dates and window period. The Shippalm software is
designed to provide reminders for due dates with a predefined notice period. The
responsibility for maintaining and updating each vessel’s certification is shared between
the Master and the relevant office staff. Changes made in the documents / date by the
users are reviewed by the respective Superintendent and upon approval, the data is
updated in the system.

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1.4 PLANNED MAINTENANCE SYSTEM

A computer based Planned Maintenance System (PMS) shall be established on board each
vessel. As far as practicable, the PMS should be made specific to the type of vessel and
equipment available on board. The maintenance schedules should also take into
consideration the ‘Age’ and ‘Trading Pattern’ of a vessel.
The Chief Engineer will be responsible for the maintenance and upgradation of the PMS
System. However, each officer will be responsible for the maintenance and reporting of
the PMS jobs delegated to him. To enable effective reporting of PMS Jobs, checklists are
also provided. Apart from filling up of the checklists, the ship staff are also advised to
clearly mention in the work done report that the job has been carried out as per the ‘Job
Description’ tab. Reporting of a PMS Job should also include attaching all the mandatory
documents as required for the job (Risk Assessment, Permit To Work Reports, images and
spares consumed during the maintenance).
All efforts should be made to complete the maintenance jobs as per the schedule and
within the due dates or running hour counters. Company allows a grace period based on
job frequency as outlined in section 3.6 of this manual. The ‘Deferment’ request may be
undertaken for all jobs beyond the grace period. If for any reason, it is observed that a
planned maintenance job cannot be done on or before the scheduled date or counter, a
‘Deferment’ request should be sent to the concerned vessel’s Technical Superintendent
and approval must be sought as per the procedure in section 3.6 of this manual. Such
‘Deferment’ requests should be made before the actual due date or the due counter and
accompanied by a suitable Risk Assessment.
Maintenance jobs linked to “safety critical equipment” as identified in the SMS are to be
completed as per the PMS schedule without deferral. In case any deferment of such jobs
is called for, it is to be allowed only under exceptional circumstances as a deviation from
the SMS, subject to a risk assessment and approval by the Senior Management at the
shore office.
Such approval will include a timeline to complete the overdue maintenance.
It is clarified that the above deferment applies only to the maintenance jobs w.r.t to “safety
critical equipment” and not the function testing jobs related to them.

For any addition/deletion of components and their respective jobs, or amendments to

existing job descriptions, a request has to be sent to PMS department as required by
Forms TE-52, TE-53 and TE-54, as applicable.

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1.4.1 REPORTS AND RECORDS OF MAINTENANCE

The Planned Maintenance System consists of a list of scheduled or Planned Jobs and
‘Work Orders’ for unplanned and condition-based maintenance jobs. The Defect
Reporting system allows the capture of Hull and Machinery defects, which are raised
through inspections.
Every unplanned or condition-based maintenance should be carried out by raising ‘Work
Orders’. Wherever applicable, ‘Work Orders’, ‘Hull and Machinery Defects’ and ‘COCs’
should be linked with the respective Components in PMS. The record must clearly
demonstrate that the maintenance was carried out as per the manufacturers or ship
specific procedures. The records of such planned or unplanned maintenance and defects
should be captured and retained as ‘History’ of the components.

1.4.2 MAINTENANCE / CONDITION REPORTS

Please refer to the Form AD-00 for all the forms and checklists which are included in the
SMS. Please refer to the Form AD-01 for the list of reports to be sent to the shore office
for review at specified intervals.

1.4.3 REPORTING TECHNICAL DEFECTS

All the defects observed during inspection, maintenance or otherwise must be reported
to the Technical Superintendent of the vessel. Such defects are to be raised through the
Defect Reporting Module in the Shippalm Software. ‘Hull and Machinery’ Defects are to
be linked to the respective equipment. In cases where a defect is related to a critical
equipment, ship staff are advised to carry out a suitable Risk Assessment.
Reference is made to Ch 15B of SMM regarding the procedure for defect reporting and
tracking till closure.
All actions taken to rectify the defect must be recorded in Shippalm chronologically till
such time the defect is completely rectified. The ‘Comment’ section can be used to update
the status of the defect. This helps in capturing the history at all times for future
reference.

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In case of newly delivered ships, ‘Guarantee Claim’ (GC) is to be used during the guarantee
period. In Shippalm under the reporting of ‘Hull and Machinery Defect’ there is an option
to select ‘Guarantee Claim’, while reporting such defects. The defect report when
generated after the vessel fills in the requisite details, will indicate whether that particular
defect is part of the said guarantee claim. Also, the Monthly GC Status is to be sent to the
office.
For such a defect if there is any existing purchase requisition, same can be linked using
the ‘Add’ PR No., or a new purchase requisition can also be raised using the same feature.

1.5 HANDING OVER / TAKING OVER

For guidelines of handing over /taking over of Chief Engineer and 2 nd Engineer, reference
is drawn to the relevant chapter in the Ship Management Manual (SMM).

1.6 SUPERINTENDENT’S AUTHORITY

Irrespective of the presence on board of a shore-based Company superintendent or
representative, the responsibility and authority of the ship’s officers to manage and
supervise shipboard operations remains unaffected.
A company superintendent may for any reason define the priority of any task or the way
it is to be undertaken. It is the duty of the Master and Chief Engineer to co-operate fully
with the superintendent, but they must ensure that any operational or technical
difficulties envisaged are drawn to the superintendent’s attention prior to commencing
the task. The Master and Chief Engineer must not permit the commencement of any task
which, in their reasoned opinion, adversely affects the safety of the ship, personnel, or
cargo, or contravenes any applicable regulation.
In the event of any problem, it is to be resolved immediately through discussion between
the officers concerned and the company superintendent.

1.7 SAFE WORKING PRACTICES

The engine room is a potentially hazardous place where precautions must be exercised
to prevent accidents. The Chief Engineer is responsible for ensuring that the importance
of accident prevention is fully understood by all engine room staff, including the potential
risks involved.
To assist in accident prevention the following guidance points should be adhered to:

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Chapter: 01 Date : 30-Nov-23
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1. All engine room staff should be suitably dressed as per the PPE Matrix. They shall
wear overalls, safety shoes, gloves, goggles, ear protection equipment and
helmets as appropriate to the jobs they perform. Refer to HSM manual Appendix
03
2. Engine room and machinery spaces must be kept clean and tidy and free of oil
leakages. Any leakage identified should be eliminated as early as possible.
3. To prevent fires, heat sources must be shielded and oil leaks eliminated.
4. Oil leak collection tins, trays or other temporary means of collecting leaks should
not be allowed. Save-alls around tanks and machinery must always be kept clean
with their plugs tightened and drainage trays clean.
5. Dirty rags and cotton waste must be removed and collected for disposal as
directed in the garbage management plan.
6. All lines for transfer and circulation of lube oil/fuel oil systems should be
maintained in good order by attending to any leaks around the gauging pockets
etc. which can lead to sprays and drips onto hot surfaces. All pressurised
distribution piping for lube oil/fuel oil should be protected by anti-splash tape of
approved type on the flanges, pressure gauge connections, unions/adaptors to
prevent spray.
7. All lagging and shielding should be maintained in good order. Missing/damaged
laggings must be replaced/renewed.
8. Workshops must be maintained in a clean and tidy condition with all tools kept in
good working order. The area used for welding must be clearly defined and
provided with the necessary means to prevent accidents and fires.
9. Oxygen and Acetylene bottles must be stored outside the engine room and
accommodation. They must be stored in separate compartments open to
atmosphere and securely lashed in position. For vessels carrying dangerous cargo,
the pipe connections for the oxygen and acetylene bottles must be disconnected
while the vessel is in port undertaking cargo and/or bunkering operations.
10. Oxygen and acetylene hoses must be connected to the piping by use of ferrules
and adaptors. An alternative arrangement can be use of band-it clamps. Use of
jubilee clips to connect these hoses to the gas cutting equipment is not acceptable.
11. Lockers containing gas bottles must be well ventilated and clearly identified.
12. Chemicals are to be used in accordance with the maker’s instructions including
any guidelines regarding the use of protective clothing. Information on medical
care to be followed in case of accidents is to be posted in appropriate places.
Material Safety data sheets are to be kept adjacent to the chemicals. Appropriate
protective clothing (chemical resistant gloves, eye protection goggles) shall be
made available nearby. Acids/Alkalis should be stored separately from each other.
Storage space to be away from sources of heat.

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13. Care is to be taken when securing stores, bottles, drums and spares to avoid their
breaking free and giving rise to damage and injuries.
14. All engine room staff should be aware of the danger of using faulty electrical
equipment. This applies especially to portable tools. The electrical officer or
person in charge of the electrical equipment should be directed by the Chief
Engineer to check for potentially dangerous equipment and repair them.
15. The electrical engineer or person in charge of the electrical equipment should
perform regular checks of the accommodation areas to prevent potentially
hazardous situations that can result from the use of unauthorised electrical
equipment or alterations to the electrical wiring.
16.To ensure that people are protected from injury when working on or around
switchboards, insulating matting is required at the front and rear of
switchboards.
Individual machinery starter boxes throughout the machinery space are not
considered switchboards and do not require insulating matting in front or behind
them.
Some decks are made from composite insulating material and will not need extra
insulation. Where this is the case and insulation matting is not provided, ship’s
drawings should be available to demonstrate the extent and safe working
voltage of the composite deck covering installed.
Insulation matting should be suitable for the specific switchboard voltage but
should be rated not less than IEC 61111:2009 Class O or equivalent which has a
safe working voltage of up to 1000 volts. Switchboards with voltages higher than
1000 volts should be protected with matting of a higher rating as appropriate,
for example Class 1 with a safe working voltage up to 7500 volts.
17. All lifting equipment must be regularly tested according to the applicable rules and
the maker’s recommendations. Records of these inspections and relevant
certificates must be maintained. Blocks, slings and similar equipment must be
maintained in good condition and stored separately. Safe working loads must be
indicated with permanent highlighting.
18. All rotating machinery components such as pump couplings etc.,should have
shield guards in place at all times.
19. Critical measuring equipment must be calibrated according to rules and the
maker’s recommendations.
20. Chief engineer to ensure that no gagging devices are made to keep gauge glasses
or DB tank sounding pipes permanently open.
21. Purifier, hydraulic room and steering gear doors shall be kept in closed position at
all times.

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22. Acetylene and Oxygen Regulators for gas welding are to be inspected annually and
replaced once every 5 years. The use of propane in gas burning and welding
systems is prohibited.
23. Inspection of all components linked to the oxy-acetylene gas cutting system
should be annually inspected by the maker’s representative.
24. Modifications to any electrical circuit if being considered, must be done by
conducting a proper MOC, in consultation with the office at the proposal stage.
No unauthorised modifications to any pipelines and electrical circuits are allowed,
without office approval.
25. Electrical Safety- All new joiners shall ensure that their personal electrical
equipment is safe to use on board and do not pose a fire hazard. All personal
equipment must be checked for voltage rating and condition. Vessel staff to be
aware of Ship’s electric supply socket rating in accommodation. Any multi-socket
adapters used must have a fuse in-built. Overloading of the sockets might result
in the initiation of accommodation fire. Personal electric heaters are not allowed.
An appliance such as a mobile phone or laptop should not be left for charging
when the cabin or space is not attended.
26. For an engine room fitted with engines consuming LNG or other low flash point
fuel, the gas monitoring system is fitted on board and operated continuously while
the ship is in service. It is composed of fixed gas detectors and gas sampling points.
In the event of gas detection, alarms are activated simultaneously at the ICMS
stations on the wheelhouse, cargo control room and engine control room, and on
the repeater units in the wheelhouse and engine control room. Immediate action
needs to be taken which may require to trip the engine and evacuate engine room
as required.
27. Care should be taken to see that no SW pipe flanges or bulkhead opening for such
pipes are located above an electrical transformer or switchboard.
28. For the vessel’s fitted with lathe machine in the ER workshop, loose emery paper
is not to be used for polishing workpiece. Instead, bow sander should be used for
similar task. Each lathe must have an emergency pedal stop arrangement fitted. It
is further recommended to install safety cover with limit switch interlock for the
rotating chuck of the lathe machine. If the vessel is not fitted with such
arrangement, Master/CE to contact office for initiating engineering design change
MOC.
29. For the safety of operator, it is recommended to fabricate grease extension points
for the accommodation air-conditioning system blower/compressor motor. This is
to avoid injury to personnel due to proximity of the rotating parts while carrying
out greasing.

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30. When vessel is within the limits of the terminal/port authority, the boiler, main
engines, steering machinery and other equipment essential for manoeuvring
should normally be kept in a condition that will permit the ship to be moved away
from the berth/anchorage during an emergency. A terminal/port authority may
allow some degree of immobilization of the propulsion plant whilst the ship is
alongside/at anchorage. However written permission must be obtained before
commencing subject job and mentioned in the ship shore safety checklist. Any
unplanned condition that results in the loss of operational capability should be
immediately communicated to the terminal/authorities.

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Chapter: 02 Date : 30-Nov-23
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2. ENGINE ROOM WATCHKEEPING

2.1 WATCHKEEPING AND DAY WORK ENGINEERS
Engineer officers are to be employed as watchkeeping officers or day workers at the chief
engineer’s discretion and in line with the Company’s procedures as given below.

2.2 STANDING INSTRUCTIONS AND NIGHT ORDERS

2.2.1 ISSUANCE OF STANDING INSTRUCTIONS AND NIGHT ORDERS
It is the responsibility of the Chief Engineer to issue standing orders/night orders with
specific instructions listing the duties of the duty engineer. Such orders must be signed by
the Chief Engineer and all the duty engineers. This will vary according to the ship and the
machinery type but must include reference to the following (Refer Appendix 01 for a
sample company specific standing orders): -
▪ The safety of life, the ship, the cargo, the port and protection of the environment.
▪ The observance of pertinent National, International, and Local rules and
regulations.
▪ Cargo operations and cargo machinery
▪ Repair work to be carried out during the stay in port.
▪ Instructions and limitations for hot and cold work in the engine room workshop.
▪ The location of any repair personnel and the nature of the work in progress.
▪ Entry into the machinery spaces during the periods of UMS
▪ State of readiness of fire-fighting equipment and procedure to follow if an alarm
is raised.
▪ Action to be taken when a machinery space alarm is activated, particularly when
equipment involved is identified as critical.
▪ Action to be taken when machinery or equipment is found to be defective.
▪ Ballast operations.
▪ Fuel oil and lube oil transfer operations.
▪ Fuel oil changeover procedures.
▪ The level of water in machinery space bilges and instructions for storage.
▪ Any special requirements for sewage.
▪ Instruction for the supervision and documentation of incinerator use.
▪ Instructions and notification procedures in case of pollution.
▪ General watchkeeping instructions specified in this manual
▪ Hot work procedure
▪ Action in case of black out.

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▪ Specific instructions about MARPOL equipment and disposal of sludge/bilge

water.
▪ Occupational health and rest hour issues.
▪ Inhibiting or bypassing of alarms
▪
2.2.2 FAMILIARIZATION WITH STANDING ORDER, INSTRUCTIONS, AND NIGHT ORDERS
On taking over a watch, the watchkeeping engineer is to familiarise himself with the Chief
Engineers standing orders/night orders and acknowledge these with his signature/date,
as required.

2.2.3 WATCH LEVEL REQUIREMENT

Engine Room watchkeeping Team:
ERWL PERSONNEL DESCRIPTION
Only on vessels with certified Unmanned
ERWL I UMS operations. In case of manned E/Room ERWL II
to be followed.
Duty Engineer +
ERWL II
Duty Oiler

The Chief Engineer will take charge of the engine

room whenever the engines are on standby.
For those occasions when the engines are on
Chief Engineer +
standby for prolonged periods such as river
ERWL III Duty Engineer +
passages, canal transits or poor visibility, the
Duty Oiler
Chief Engineer may delegate this responsibility
to the Second Engineer, in order to prevent
fatigue

During planning the manpower for passage, if it is observed that complying with minimum
manning level matrix results in violation of the rest hours, then a level II RA is to be made
in consultation with the office and the required deviation is to be obtained.

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The Chief Engineer will ensure that whenever the main engines are placed on standby,
sufficient electrical generators are run in parallel to share the electrical load. Thus, loss of
one machine will not result in total loss of electrical power. Standby conditions will
include the following:
▪ Navigation in harbours, rivers, canals, anchorages, or their approaches.
▪ Navigation in ice or restricted visibility.
▪ Navigation in Special Areas.
▪ Any other Situation as deemed necessary by the master, including:
▪ Navigation in Traffic Separation Schemes;
▪ Navigation in Coastal or Restricted Waters.
The Chief Engineer shall ensure that the engine department manning is adequate for safe
operation of machinery and assign extra personnel, if required. The minimum manning
level for Engine Room during Navigation is given in the “Manning Level Matrix”.
The Electrical Officer shall be in attendance in the engine room at the discretion of Chief
Engineer when the vessel is entering/leaving port or manoeuvring.
Manning Level Matrix
Navigation Light Minimum Minimum UMS Minimum
Visibility Weather
Scenario’s Conditions BWL ERWL Permitted operational
machinery

Main engine
(ME)-Sea speed,
Daylight Clear Normal I I Yes
Auxiliary
Engines (AE) for
sea load, Single
Steering motor
(SM)
ME-Sea speed,
AE for sea load,
Darkness Clear Normal II I Yes
Single SM
Open
water’s
ME-Sea speed,
Multiple AE,
All Clear Heavy II II No
Multiple SM
ME-Ready for
maneuvering,
All Restricte Normal II II MD
d

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Multiple AE,
Multiple SM
ME-Ready for
maneuvering,
All Restricte Heavy III III No
Multiple AE,
d
Multiple SM
ME-Sea speed,
AE for sea load,
All Clear Any II II MD
Single SM
Coastal
ME-Ready for
water
maneuvering,
All Restricte Any III III No
Multiple AE,
d
Multiple SM
ME-Ready for
maneuvering,
Restricted All Any Any III III No
water Multiple AE,
Multiple SM
Navigation ME-Ready for
Special Area maneuvering,
All Any Any III III No
Multiple AE,
Multiple SM
Pilotage, ME-Ready for
Entering / maneuvering,
All Any Any III III No
Leaving Port
Multiple AE,
Multiple SM
ME stopped at
notice decided
Daylight Clear Normal I I Yes
by Master,
Single AE*,
Single SM
At Anchor
ME stopped at
notice decided
Darkness Clear Normal II I Yes
by Master,
Single AE*,
Single SM
ME-Ready for
maneuvering,
Helicopter III III No
Operations Multiple AE,
Multiple SM

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ME-Ready for
maneuvering,
STS III III No
maneuverin Multiple AE,
g Multiple SM
HRA/Piracy
prone area
II I MD MD

MD – Master’s Discretion, *Multiple AE’s if EGCS is in use

Reassessing Manning levels
The requirements of the ER at all stages are prescribed above. However, these
requirements may change with the operational status of equipment, fatigue and
workload. This may require a reassessment of the ER team composition as decided by the
Chief Engineer in discussion with the Master.
Any changes in the ER watch levels shall be recorded in the ER logbook.

2.3 ENGINE ROOM WATCHKEEPING - MANNED ENGINE ROOM

This section applies to all diesel vessels on which engine watches are kept.
Duties will vary between vessels according to type, class, and nationalities of crews.
Therefore, it is the responsibility of the Chief Engineer to amend the instructions as
necessary w.r.t safety and efficiency.

2.3.1 CALLS TO THE CHIEF ENGINEER

The engine watch officer must call the Chief Engineer: -
▪ When in any doubt concerning the plant
▪ At the first indication of any unusual occurrences
▪ When excessive consumption of fuel, lube oil or water is observed
▪ When orders other than routine are received from the bridge.
▪ In all cases when the engine is put on standby, unless otherwise directed by the
Chief Engineer.
▪ In all circumstances explicitly stated by the Chief Engineer in his standing orders
and “Night Order book”.
▪ If any critical safety alarm needs to be inhibited.

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GENERAL WATCHKEEPING INSTRUCTIONS

The engine watch officer must not leave the machinery spaces unless relieved by an
engineer officer. The motorman/wiper on watch is considered qualified and must be
sufficiently trained to stop any machinery in an emergency.
The engine watch officer is responsible to the Chief Engineer for the safe, efficient, and
economical operation of the plant machinery and auxiliaries. The engine watch officer
has full authority over all crew members on watch.
The engine watch officer is responsible for the maintenance of good order and discipline
of watch personnel. Orders to subordinates must be clear and complete so that they are
fully understood by each crew member.
The engine watch officer must ensure that due diligence and adequate care is taken to
prevent wastage. Unsafe working habits or conditions must be corrected. Machinery
spaces and equipment must be maintained in a clean condition. Positive action must be
taken in all cases to ensure that operations conform to company policies and other
mandatory regulations.
The engine watchkeeping officer will take the necessary measures during an emergency
to ensure the safety of personnel and preservation of property. Full advantage is to be
taken of the PPE provided by Synergy.
The engine watchkeeping officer may actively participate in any required mechanical
work which would not interfere with his watchkeeping duties.
The engine watchkeeping officer must supply steam to the deck steam line, water to the
fire line, steam to the heating coils, hot water for washing tanks, air to the deck air lines,
electrical or hydraulic power whenever required.
All grounds in electrical circuits, brush sparking of electric motors and all kinds of leakage
of working mediums shall be reported and repaired promptly.
The engine watchkeeping officer must keep an accurate record of data and events in the
engine log and sign the log upon completion of the watch. The remote indicators for
pressure and temperature should be compared with the local instruments to confirm the
correct parameters.
The following data should be recorded: -
▪ Temperatures and pressures, running tank levels, etc.
▪ Condition of the bilges at the end of the watch
▪ Various revolution changes as ordered from the Bridge
▪ Any unusual occurrences

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▪ Test running the emergency diesel generator and emergency fire pump (if done
during the watch)
▪ Running/testing of lifeboat motors (if done during the watch)
▪ Testing alarms and shut down systems (if done during the watch)
The engine watchkeeping officer is not to hand over the watch to the relieving officer if
he has reason to believe that the latter is not capable of carrying out his duties effectively
and must notify the Chief Engineer immediately.

2.3.2 ASSUMING THE WATCH

When assuming the engine watch the relieving officer must obtain from the officer being
relieved, information concerning the main engine RPM to be maintained, special orders,
standing instructions and night orders, unusual occurrences, machinery defects, tanks in
use for reserve boiler feed/bunkers and any other information important to the proper
operation of the Engine Department.
The relieving officer has to check if any alarms are inhibited. If found, this should be cross
checked with the list of such alarms included in CE's night orders/standing instructions. In
case of discrepancy in this regard, CE is to be informed.
The information exchange should include the status, and problems/defects relating to the
following operational aspects: -
▪ The electrical generating plant and power distribution system
▪ The main propulsion plants
▪ The boilers and steam systems
▪ The steering gear
▪ Cargo plant as applicable
▪ The ballast system
▪ Auxiliary machinery
▪ Accommodation systems as applicable
▪ Safety systems
The relieving officer must make a complete inspection of the operating plant. This
includes verification parameters of all operating machineries and the log records of the
previous watch.
In this inspection, the engine watchkeeping officers must -
▪ Check for any abnormal conditions that were previously reported.
▪ Check for unusual sounds.

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▪ Check the diesel engines and auxiliary boilers with care.

▪ Check all bilges for water, leaks, oil, and foreign material.
▪ Check, particularly, the main engine lube oil temperatures and pressures.
▪ Check, when the vessel is equipped with a central operating console, the air
conditioning system for the console.
▪ Check the main switchboard ground indicating lamps, kilowatt, and voltage
meters.
▪ Check the steering gear and controls when the vessel is underway.
▪ Check the pump turbines when the cargo or ballast is being pumped.
▪ Check header tank levels.
▪ Check for any fluid leakages or undesired accumulation from leaks.
▪ Check emergency fire pump space, A/C room, fridge compressor and reefer
rooms.
The Chief Engineer should be notified immediately if anything is found not to be in order.

2.3.3 WATCHKEEPING OFFICER BEING RELIEVED

Before being relieved the watchkeeping engineer is to ensure that all the particulars in
the engine room logbook, relating to his watch have been accurately recorded.
He must pass on to his relief the information as listed in 2.3.2 above.

2.3.4 ROUNDS OF INSPECTION

To achieve maximum safety and efficiency in vessel operation, there is no substitute for
careful, alert, and conscientious watchkeeping. In engine spaces, continuous and
thorough physical rounds must be made by the watchkeepers, to check and inspect
machinery, instruments and engine areas. Corrective action must be taken immediately
when improper conditions are found and if necessary, the Chief Engineer must be called.
The engine watch officer must pay attention to the following: -
▪ Lube oil levels and temperature of all operating machinery.
▪ Gauge and electrical meter readings.
▪ Any gauges or thermometers which are missing or appear to be defective or
inaccurate, are to be noted in the engine log and reported to the Chief Engineer.
▪ Level of water in bilges.
▪ Levels of waste oil and waste water tanks
▪ Condition and operating status of MARPOL equipment.

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2.3.5 INSPECTIONS OF RUNNING AND STANDBY MACHINERY

The watchkeeping engineer, in addition to the watch takeover inspection, must make
frequent inspections of the plant, including running and standby machinery within the
enclosed spaces of the engine room & steering gear compartment, during the watch.
All machinery log parameters such as temperatures, pressures, tank levels, and flow rates
are to be monitored and maintained within normal operating limits.
Key for the engine control console and all other controls to be kept under the custody of
Chief Engineer.
Where alarm conditions occur, the cause must be investigated and remedial action must
be instigated. Should remedial action fail to rectify a problem the watchkeeper is to seek
help from the Chief Engineer.
Under no circumstances is an alarm to be made inoperative OR Inhibited. Inhibition of
any alarm shall not be done without prior approval of Chief engineer. The alarm on safety
critical system can be altered only after submission of TE-28 and Superintendent’s
approval. No alarm set values should be changed without following a management of
change process. Problematic alarm conditions are to be recorded in the engine room
logbook, if alarm printer is not available or not fitted.

2.3.6 WATER LEVELS IN BOILERS

The engineer of the watch is to frequently monitor boiler water levels. He is to cross check
remote and local level indicators periodically to ensure they give the same reading.
Where there is any doubt about the water level, he must blow through the gauge glass or
the instrument sensing lines as required for verification.

2.3.7 ALTERATIONS TO MAIN ENGINE SPEED

Except when obeying the engine room telegraph or averting machinery damage, the
engineer of the watch should not alter the speed of the main engine on his own initiative.
If at any time a condition develops in the engine room that necessitates slowing or
stopping the main engine, he is to inform the bridge watchkeeper and the Chief Engineer
immediately.

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Except in the case of an emergency the watchkeeping engineer is to consult with the
bridge officer on watch before any speed change is made, as the safety of the ship is
paramount. However, in circumstances beyond his control when the engine must be
stopped immediately, he is to take the following actions: -
1. Ring “STOP” on the engine room/bridge telegraph
2. Stop the engine
3. Sound the engineers call alarm

2.3.8 EXAMINATION OF BILGES

The watchkeeping engineer must ensure that the engine room bilges are checked
regularly, and that oil leaks/spillages are stopped and contained where possible. He
should not rely on bilge high level alarms as a substitute for the visual checking of bilge
levels.
Any excessive or abnormal leakage of oil or water should be reported to the Chief
Engineer without delay.
Bilges should be kept dry as far as possible. Any bilges that require to be pumped out
must be done using the Oil Water Separator (in compliance with MARPOL73/78
regulations). It is always a good practice to transfer bilges from bilge wells to Bilge Holding
Tank and then to pump overboard (in compliance with MARPOL regulations).
In the event of serious flooding the procedure should be:
▪ Ring the engineer’s alarm.
▪ Take immediate remedial action to contain the flow from the source by using the
most effective means available.
In a flooding emergency, the safety of the vessel becomes the overriding consideration
and oil pollution regulations may be ignored. In such cases, an entry is to be made in the
Oil Record Book and information to be sent to the office and vessel’s flag state.

2.3.9 ENGINEER'S LOG, MOVEMENT BOOKS

The engineer's logbook and movement books shall be kept by the engine department
using the official publication furnished by Synergy Group. Scrupulous accuracy is essential
when making entries in logbooks, movement books and other records.
The engineer on watch shall make the required entries in the engineer's logbook during
the watch and shall sign it after being relieved and before leaving the engine. This log
shall be completed for each watch and signed by the engineer in charge of the watch.
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No erasures shall be permitted in the log books & movement books. Any
errors/alterations shall be neatly crossed out and the correct entry should be made
alongside, both entries initialled by the officer making the correction. No corrections shall
be made using a whitener.
The logbooks and movement books shall be signed daily by the Chief Engineer and
retained aboard as a permanent record.

2.3.10 DUTIES OF ENGINE ROOM RATINGS

Immediately upon assuming the watch and at hourly internals, or more often if instructed,
the Oiler must check the equipment listed below by a physical inspection. Any steam,
water or oil leaks must be reported immediately to the Engineer of the watch.
• To drain bunker tanks of condensates.
• To drain Air bottles
▪ Auxiliary boiler and low-pressure steam generator - check pressure of the steam
and water level.
▪ All refrigerator, chill and freeze boxes - check temperatures.
▪ Steering gear - check equipment, including bearing greasing and lube oil levels.
▪ Stern tube - check lube oil levels and temperatures.
▪ Stern Tube LO system Environmental Acceptable Lubricants (EAL) grades from
different makers should NOT be mixed.
▪ Refrigeration compressor and motors - check bearing temperatures, pressures,
and oil levels.
▪ Air conditioning compressor and motors - check bearing temperatures, pressure,
and oil levels.
▪ Ship's service air compressor and motors - check pressures, bearing temperatures
and oil levels; blow condensate out of air tank.
▪ Distilled water tanks - check water levels and note the tanks in service.
▪ Domestic fresh water tanks - check water levels and note the tanks in service.
▪ Domestic hot water tanks - check temperatures.
▪ Combustion service air compressor and motor - check pressure, bearings, and oil
levels, blow condensate out of tank.
▪ Distillers, if operating - check pressures, temperatures, and heat balance; check
meters for proper salinity content.
▪ Power Generators - check pressures, bearings, lube oil, temperatures, and levels.
▪ Inspect Cascade tank and Expansion tanks - check if any oil is present.

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▪ Lower engine room - check all motors and pumps that are operating, including
lube oil and fuel oil purifiers.
▪ Heat exchangers- check temperature and water level and cooling water pressures.
▪ Bunker tanks - check temperatures and note which tank and suction is in service.
▪ Tail shaft - check mechanical seal, temperature, and leakage, if any.
▪ Main lube oil sump - check level, oil colour and smell.
▪ Double bottoms - sound.
▪ Inert Gas System - if operating, check scrubber, fan, overboard valves, operating
pressures, and temperatures.
▪ Fuel oil tanks in service -- check level and drain off water.
▪ Fresh water header tanks level to be checked and replenished as necessary. Any
abnormal consumption to be brought to the notice of the duty engineer.
▪ Synthetic LO grades from different makers should NOT be mixed. In case of
unavoidable circumstances, entire LO shall be renewed to the available grade.
While making this round, attention must be paid to the condition of the bilges, whether
they are dry or not and whether any oil is visible. Any steam, water or oil leaks must be
reported immediately to the engine watch officer.

2.4 UNMANNED ENGINE ROOM OPERATIONS

When additional monitoring equipment, instrumentation and alarms (e.g. engine room
fire detectors and extended alarms in the engineers' cabins and public spaces) are
provided to the satisfaction of the appropriate government and/or classification society
and subject to these additional monitoring systems being proven on trials, a vessel can be
certified for unmanned engine room operation. This allows engineering manpower to
work on maintenance and repair during day work. In addition to the instructions listed
from 2.3.1 to 2.3.10, below guidelines require to be strictly followed while running
machinery space in UMS condition:
On any ship certified for unmanned operation the machinery spaces are to be manned
for a minimum of 8 hours within any 24-hour period.
Intervals between UMS ROUNDS shall not exceed 8hrs. LIKEWISE INTERVAL BETWEEN
GOING UNMANNED AND FIRST UMS ROUND AND BETWEEN LAST UMS ROUND AND
GOING MANNED SHALL UNDER NO CIRCUMSTANCES EXCEED 8hrs.
1. Before a decision is made to initiate UMS condition, correct functioning of the
following systems is to be verified:
▪ Alarm systems

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▪ Safety systems
▪ Remote control systems
▪ Automatic control systems
▪ Emergency lighting systems in engine room
▪ Communication systems
▪ Fire alarm and fire protection systems
▪ All equipment operating parameters are as per Maker’s recommendations
▪ E/R Bilge Alarm to be test by Electrical officer before UMS
▪ TME and ratings are not to acknowledge alarms under UMS condition
2. Chief Engineer is to then seek authorization from the Master, who should take the
following external conditions into account.
▪ Weather.
▪ Navigation through restricted, shallow, and or traffic zones.
3. Chief Engineer will then initiate unmanned condition after having reassured himself
of the UMS duty roster and night orders to his engineers. A suitable entry to be made
in both the deck and the engine Log Books.
4. Duty Engineer must ensure compliance with the guidelines provided for assuming
watch and watch keeping guidelines. Checklist for take over watch and unmanned
machinery shall be used (Form TE-34). The UMS check list shall be a laminated sheet
which can be used daily and logged in the engine logbook.
5. Duty Engineer must have full understanding of the procedure for changeover of all
the automatic controls to manual system in case of an emergency.
6. Duty Engineer must inform the Bridge each time the engine room is manned or
unmanned.
7. If a Dead Man Alarm system is not provided, any person entering the machinery space
alone must inform the Duty Officer and maintain contact every 15 minutes. If contact
is not maintained from the engine room, the duty officer should try establishing
contact to ascertain personnel’s safety, failing which he should inform the Chief
Engineer or Second Engineer as appropriate. The system and the response to be well
understood by all Bridge watchkeeping officers. Prior leaving the machinery space, he
must inform the Duty Officer.
8. Where fitted, the use of the Dead Man Alarm should be activated each time an entry
is made in the unmanned machinery space. The alarm must not be set for an interval
greater than 15 minutes.

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9. In port, when the Bridge is unmanned, the duty Deck Officer must be informed prior
to entering or exiting from the engine room by any person. A shipboard procedure is
to be drawn up and a form of communication established, e.g. VHF/UHF. Allowance
should be made for the duty Deck Officer to be on deck at time of entry.
10. Duty Engineers are to conduct Inspection rounds after work hours and at night hours
before retiring to bed. The maximum period between checks is not to exceed 8 hours.
Around the same time Chief Engineer will also take a complete round of the engine
room to ensure it is safe to continue with UMS operation.
11. The remote indicators for pressure, temperature etc must be compared with the local
instruments to confirm the correct operating parameters of the machinery.
12. Duty Engineer shall be responsible for taking proper action in the event of alarms /
failures of equipment. Failures of a serious nature are to be immediately brought to
the notice of the Chief Engineer & Bridge.
13. The Duty Engineer shall be available within the audible range of the UMS extension
alarm. When his presence is required outside the machinery or accommodation
spaces, he shall be suitably relieved by another engineer.
14. Whenever the Master feels the safety of the vessel is at stake, he has the ultimate
authority to order manning of the engine room.
15. Equally, whenever the Chief Engineer feels the risk of running unmanned is high, he
will order manning of the Engine Room.
16. After all major overhauls, engine room must be kept manned for at least 24 hours or
till the normal working of the overhauled equipment is fully established.
17. The engine room is to be kept manned, as relevant, during special operations as
ballasting de-ballasting, loading / discharging, tank cleaning, inerting, gas freeing,
bunkering etc.
18. When using freshly supplied bunkers, engine room must be manned for sufficient
time to ensure that no problem is being encountered with engine
performance/parameters and settling, purification, separating and filtering systems.

2.4.1 IN-PORT CONDITIONS (CARGO/BALLAST PUMPING OPERATIONS)

Cargo and ballast pumping operations in port requires the engineer’s attendance for
starting the cargo machinery and ballast pump. Heavy electrical load fluctuations may
also require his timely actions. For these reasons, cargo operations should be performed
with manned engine room with watchkeeping by one engineer and one motorman. The
pumps and valves located inside the ER to be operated by the ER staff.
Cargo Loading Conditions
During cargo loading the engine room shall be manned.

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Waiting Time
Waiting time in port with only the diesel generator operating may be carried out with
unmanned engine room during night time.
Standby conditions
It is the responsibility of the Chief Engineer to ensure that the machinery spaces are
adequately manned during all standby conditions. If necessary, extra engineer officer
manning must be utilised during standbys to ensure that all operational requirements are
effectively dealt with and that any necessary remedial actions are promptly taken.
Mooring, Unmooring, and Shifting
Mooring, unmooring, or shifting ship operations shall be carried out with manned engine
room.

2.4.2 OPEN SEA CONDITION

During normal voyage open sea conditions, engineering personnel shall perform
maintenance and repair work under the direction of the Chief Engineer on day work. This
includes Saturdays, Sunday, national holidays, and duties may be called as required by
the Chief Engineer.
One engineer must be designated as the duty engineer and his cabin alarm panel to be
activated on leaving the engine room to receive any alarms that may develop during the
night. If an alarm develops, it will sound in the engine room, in the duty engineer's cabin
on the bridge, and in designated public spaces. The duty engineer will normally be on duty
from 0700 hrs one day to 0700 hrs the next day and he is responsible for preparing the
engine room for UMS operation on that day. The morning rounds at 0700 hours shall be
taken by the next duty engineer and motor man as per the ship specific watch schedule.
Before lunch, the duty engineer must switch on the extended alarms on the bridge and in
public rooms. When the engine room is changed to unmanned operation, the watch
engineer must notify the Bridge, make sure that the main engine is on bridge control and
test the extended alarms.
When the engine room is switched to unmanned, this should be logged both in the engine
log by the duty engineer and in the bridge log by the watch officer.

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When an alarm condition develops, the duty engineer must proceed to the engine control
room, acknowledge the alarm and take corrective action. If the duty engineer does not
respond to the alarm within three minutes, it is the responsibility of the officer on watch
on the bridge to call the duty engineer and the Chief Engineer immediately. The duty
engineer must log acknowledgement of the alarm in the UMS alarm register.
Shortly before 2300 hrs the Duty Engineer should conduct a round of the engine room
with the unattended engine room checklist.
At his discretion, the Chief Engineer may instruct the duty engineers to make additional
rounds in the engine room to confirm that it is in satisfactory condition. In this regard,
the Chief Engineer should consider recent maintenance and/or alarm history.
The Duty Engineer Officer on duty should record and enter engine data in the engine room
logbook at noon each day.
It is the Chief Engineer's duty to organize the duty engineers effectively. He may normally
choose to rotate the duty engineers every night. The most efficient organization may vary
with length and type of voyage. Balancing overtime requirements for maintenance
and/or night inspection rounds may also influence the organization and chief engineer
should consider this during this when planning.
Note: All engine room personnel engaged in UMS rounds must strictly adhere to the
company’s PPE Matrix while entering the engine room.
1. Safety requirements (including the use of Dead Man Alarm) clearly posted at the
entrance to the unmanned machinery space.
2. Engineer’s call alarm operates when the machinery alarm is not acknowledged
within 5 minutes. For a ship constructed before 18th Jan 2010, this time limit may
be different.
3. The following entries are to be done in Engine logbook:
• For UMS operations, the time of each changeover between manned and
unmanned modes.
• Bunkering operations and major internal oil transfers
• Fuel and lube oil ROB's
• Changeover of fuel / entering ECA
• Machinery operating parameters (RPM, load, temperature and pressures)
• Chief Engineers’ signature on a daily basis
4. The use of emergency equipment in engine room to be known to all and
instructions for their use posted at their respective locations (use of photographs
for starting procedures)

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2.5 MANOEUVRING
Manoeuvring a ship in restricted waters constitutes a critical operation, in that any
operator errors are likely to cause an immediate accident or create a threat to the ship,
its crew and cargo as well as the environment and other property.
Consequently, engineering plant operations during manoeuvring shall be conducted in
accordance with the following procedures.

2.5.1 CHIEF ENGINEER'S SUPERVISION

When the vessel is manoeuvring in restricted waters, or docking and undocking, the Chief
Engineer must be present in the engine room.
An engineer must be assigned to make inspections during the first engine movements and
not be confined to the control room. He should be alert and responsive w.r.t -
▪ Leaking or stuck air start valves.
▪ Leaking relief valves.
▪ Sticking or seized piston rings.
▪ Turbocharger operation and proper lubrication.
▪ Economizer water level regulation.
▪ Feed water level regulation.
▪ Leaking fuel injectors.
▪ Leaking joints (exhaust, cylinder cover, etc.)
▪ Cylinder-lubrication pump efficiency.
▪ Leaking cylinder or jacket water seals.
▪ Temperature of cooling medium to each piston and cylinder head.
▪ Upper vent lines from cooling water to cylinder covers, return flow of the medium
from piston cooling.
▪ Scavenge air temperature (maintain around 40oC)
▪ Check main engine exhaust valve spindle rotation.
▪ Check main engine fuel pumps operation
▪ Check main engine lube oil sump level

2.5.2 READINESS FOR FULL POWER

When manoeuvring in restricted waters the main engine must be kept in readiness for
full power. Any problems must be immediately reported to the bridge.

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2.5.3 MANOEUVRING SPEEDS

Normal manoeuvring speeds must be used unless otherwise instructed from the bridge.

2.5.4 STANDBY SHIP SERVICE GENERATOR

When manoeuvring in restricted waters or heavy traffic and while docking and undocking,
a standby ship service generator must be paralleled with the in-service generator to
provide continuous electrical power to the ship should the other generator fail.

2.5.5 STEERING GEAR PUMPS

If design permits, all steering gear pumps must be in use when manoeuvring in restricted
waters.

2.5.6 MANOEUVRING ORDER BOOK

Manoeuvring Order Book entries shall be made in accordance with the instructions listed
on the inside cover of the Official Bell Book. No permanent erasure shall be made in the
Manoeuvring Order book. An incorrect entry must be corrected by drawing a single line
through and rewriting. The change should be initialled.

2.5.7 STAND BY PUMPS

All the standby pumps such as cooling water pumps, Fuel oil pumps, lubricating oil pumps,
feed and boiler water circulating pumps shall be kept always on automatic mode. All
changeover of pumps shall be performed in port at the beginning of each passage (not
necessary for short voyages which are less than 3 days sea passage) by tripping the
running machinery to enable automatic start of standby pump.
Changeover to standby pumps should be planned in such a way that a possible starting
failure of the standby pump shall not affect the cargo operations. Any problem noted
regarding the automatic start should be rectified on priority basis.

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2.6 ARRIVAL AND DEPARTURE

The arrival and departure of a ship, particularly in restricted waters, constitutes a critical
operation, in that any operator errors might create a hazardous situation thereby causing
a threat to the ship, its crew and cargo as well as the environment and other property.
Therefore, engineering plant operations during arrivals and departures shall be
conducted in accordance with the following procedures.

2.6.1 TESTS
The following equipment must be tested for proper operation shortly before entering
confined waters or getting underway. The test should be carried out in conjunction with
the Deck Watch Officer.
▪ Main engines, both ahead and astern (slow speed is enough).
▪ Rudder action using both bridge steering control systems and all hydraulic steering
pumps.
▪ Internal communications systems, including telegraphs, between the bridge, the
engine room, and the steering station in the steering gear room.
▪ Engine room and bridge propulsion and steering failure alarms, where fitted, using
installed lamp and alarm test buttons.
▪ Storage batteries for emergency lighting and power systems in ship control and
machinery spaces (test for voltage).
▪ Bridge and engine room clocks must be compared and synchronized if necessary.
▪ Vessel Entering or Leaving US Waters to be tested as per 33 CFR 164.25

2.6.2 LOG ENTRIES

When arrival and departure time is received from the bridge, the engine watch officer
must enter the following in the movement book and engine logbook
▪ The time of arrival or departure.
▪ Revolution counters reading.
▪ Fuel oil meter reading.

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2.6.3 ARRIVAL
Deck Machinery
Upon notification from the bridge one hour prior to arrival, steam, electric power or
hydraulic power shall be supplied to the deck machinery until the vessel takes departure.
Refer to later sections on maintenance of mooring equipment.
Cargo Equipment
In case of oil / chemical tanker inert gas system or nitrogen plant, such equipment has to
be tested for the normal operation for a minimum of 30 mins duration at the minimum
O2 Content which the plant can produce, before entering port.

2.6.4 DEPARTURE
Securing for Sea
Before leaving port, the Chief Engineer must ensure that those parts of the vessel under
the authority of the engine department are secured for sea. Stores and spare parts must
be removed from decks and alleyways and stowed. Heavy material must be properly
lashed. Engine room cranes and monorail cranes (if fitted) must be secured with locking
pins in place.
Manning
Before departure from port, the Chief Engineer must ensure that the engine room is
adequately manned. One hour before sailing time, a check must be made by engine room
personnel. The engine watch officer must notify the Chief Engineer accordingly.
Tests and Log entries
Main Engine tests
Before testing the main engine, the engine watch officer must obtain permission to turn
the propeller from the deck watch officer.
In the event of an emergency, the engine watch officer must be prepared to stop the
engine immediately. Before getting underway, the engine watch officer must:
▪ Blow the main engine over on air and ensure no water or vapour is ejected from
the indicator cocks.
▪ Ensure that the engine temperatures are in the normal range.
▪ Turn the engine using turning gear.
▪ Lubrication of fuel racks and VIT racks.

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For vessels subject to IGF Code, the main engine cannot be tested on LNG mode. Engine
can be tested on standby fuel mode only.
Other Tests
These tests should be carried out in conjunction with the Deck Watch Officer:
▪ Test the engine order telegraph.
▪ Test the steering gear.
▪ Synchronize the engine room clock with the bridge clock.
Log Entries
Departure from port, preparation for sea checks and compliance with checklists must be
entered in the engine log.

2.7 IN PORT/ANCHOR
2.7.1 ENGINE WATCH OFFICER
The chief engineer officer, in consultation with the master, shall ensure that engine
watchkeeping arrangements are adequate to maintain a safe watch while in port. While
on duty, the engineer(s) shall not undertake any task that would interfere with their
supervisory duty in respect of the ship's machinery system. When deciding the
composition of the engineering watch which may include appropriate engine-room
ratings, the following points are among those to be considered:
• on all ships of 3,000 kW propulsion power and over there shall always be an officer
in charge of the engineering watch
• on ships of less than 3,000 kW propulsion power there may be, at the master's
discretion and in consultation with the chief engineer officer, no officer in charge
of the engineering watch and
during stay in anchorage in consultation with the Master, it is the Chief Engineer’s
discretion to maintain watches outside normal day work. Chief Engineer may consider the
planned maintenance during the port and anchor stay. Also access to machinery spaces
needs to be controlled as per the company approved ship security plan.

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2.7.2 ENGINE LOG

The engine logbook (TE 29) shall be kept maintained while in port. The entries will be like
that of the vessel’s operation at sea.The time of taking bunkers, soundings, temperatures,
transfer of lube oils and the amount of fresh water received are also to be entered in the
logbook.
2.7.3 SECURITY
Unauthorized persons must not be allowed in the engine spaces. When in port, the locks,
storerooms, and machine shop must be kept locked.The engineer on watch will have
custody of the keys.

2.7.4 OPEN ROADSTEAD

When the vessel is moored, or anchored at an open roadstead, the main engine must be
kept ready for use at short notice, unless the Chief Engineer otherwise instructs the duty
engineer.

2.7.5 AIR POLLUTION

All possible precautions must be taken to reduce the emission of smoke from the vessel's
funnel pipe stack. All applicable local government regulations concerning smoke from the
vessel will be followed while in port, at anchor or in contingent waters.

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3. PLANNED INSPECTION & MAINTENANCE

MAINTENANCE OF THE VESSEL AND ITS EQUIPMENT

The Master and the Chief Engineer, in consultation with the Superintendent, must
ensure that a ship specific Planned Inspection and Maintenance System (PMS) is drawn
out and followed. The PMS must include all items of Hull, Hull Outfitting, Machinery and
Electrical equipment including Lifesaving/Firefighting/Pollution Prevention/Eco-
sensitive equipment and Bridge equipment. This should also include other critical
functions, equipment, and systems which, if not maintained, may result in high-risk
situations and / or significant damage to personnel, ship, cargo or the environment. All
equipment such as cargo handling equipment, supplied by charterer, owner or others,
must be included in the system. Inspections should be held at intervals by ship staff and
shore staff, as determined by the maker’s recommendations and operational experience
of the type of vessel and equipment.
The shipboard planned maintenance system ensures that
• Scheduled maintenance is easily identified.
• A record of running hours of the machinery is maintained as applicable, basis
which the maintenance intervals are decided in accordance with the maker's
instructions.
• Maintenance tasks are carried out by suitably experienced and responsible
personnel.
• A plant history is maintained with details of problems encountered and remedial
action taken.
• Work descriptions are attached to each item and the same is maintained.
• The testing of standby arrangements is incorporated.
• Spare parts used are recorded and an updated inventory of spares and equipment
is maintained. Replacement spares are ordered as required.
Defect reports are used to identify structure, fittings and equipment that are defective or
require unscheduled maintenance. All machinery breakdowns including damages and
defects shall be reported through Shippalm.
All corrective actions to rectify the defect must be recorded in Shippalm with relevant
evidence to capture complete history for future reference.
If the vessel is fitted with APS (Alternative Propulsion System), a PMS schedule for testing
APS should be mapped in accordance with class requirements.

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The recommended maintenance/testing schedules are maintained as a controlled

document at the shore office. This forms the basis of the PMS. These guidelines for the
PMS are available in QHSE circular 014 / 2022.

The overall responsibility for monitoring maintenance on board vessels rests with the
Fleet Manager.
The technical superintendent is responsible for the routine monitoring and verification
of planned maintenance on board vessels placed under his direct charge, including the
status of overdue items. He shall respond to overdue jobs by a separate email to each
vessel on a monthly basis, or through monthly safety meeting minutes. The status of
overdue items will be checked thoroughly by the respective superintendent before
providing data to the monthly technical meeting.
The status of maintenance standards is to be discussed in monthly technical department
meeting. The Master and Chief Engineer is responsible for the implementation of and
compliance with the PMS and other maintenance routines on board his vessel. Chief
Engineer shall be responsible to check the status of overdue tasks prior sending weekly
updates to office.

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PMS preparation from vessel s manuals in

office. Additional jobs are entered as per
generic list given in QHSE Circular 14/2022

Tech. Suptd & PMS

Support

Ship-Staff initiates the PMS feeding last done

dates, running hours and history for all jobs,
updating ROB s & location of spares onboard.
This needs to complete within one month
Existing Vessel after receiving PMS data onboard ship

Maintenance Carried out as per ship specific

PMS

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PREDICTIVE MAINTENANCE
Though our endeavour is to ensure that all equipment PMS is adhered to, it has been
our experience that in spite of such maintenance, equipment have failed at critical times.
To address this issue, the Company has initiated a Predictive Maintenance Scheme for
the maintenance routines of the ship’s Main Engine.
Based on latest service experience and engine development we have revisited the
guiding overhaul intervals of the Main Engine, which apply to MAN B&W MC/MC-C, ME,
ME-B/C engine and Wartsila Sulzer RTA / RT Flex type of engines.
Longer overhaul intervals can be obtained with a condition-based overhaul strategy
which can predict the ensuing maintenance interval. The means to obtain and document
this are described in engine specific service letters issued by the respective engine
makers.
The procedure for implementation of the above-mentioned scheme is described at Para
3.15.6 of this Manual.
Depending on a favourable evaluation of the benefits of this system, the Company would
then include more machinery as practicable at a later stage. We also encourage Chief
Engineers onboard to use various data to predict any flaw in the system/machinery and
bring it to the notice of the office for further investigation and action.

CRITICAL EQUIPMENT/ CRITICAL ALARMS

Critical standby items are those items of equipment, the sudden failure of which may
result in a hazardous situation placing the crew, vessel or marine environment at risk.
Each vessel shall prepare a vessel specific critical equipment list. Equipment with
redundancy does not fall into the critical equipment category.
Critical Alarms are those alarms which if not rectified, can put the vessel, people and
environment at risk.
A list of such alarms should be prepared which is vessel specific and approved by office.
This list should include but may not be limited to
1. Failure Alarms related to Navigation/GMDSS equipment
2. Failure alarms related to ME shut down and protection systems
3. Boiler safety alarms
4. Failure alarms relating to emergency generator

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5. Failure alarms of IOPP equipment

6. Failure alarms of fire detection systems and fixed Firefighting systems
7. Bilge Alarms
8. Tank High Level Alarms
9. Failure alarms of BWTS systems
10. Failure alarms of EGCS
11. Failure alarms of Inert Gas System
12. Cargo hold water ingress alarms

3.2.1 CRITICALITY OF SYSTEMS AND EQUIPMENTS

Company identifies and defines all shipboard equipment, operating systems & spares
under three broad categories: -
1. SAFETY CRITICAL
2. COMPLIANCE CRITICAL
3. BUSINESS SENSITIVE
"Safety Critical" - an individual piece of equipment, a control system, or an individual
protection device which in the event of single point of failure (SPOF) may: -
• Result in a hazardous situation which could lead to an accident.
• Directly cause an accident that results in harm to people, the ship itself and/or the
environment (loss of containment).
Single point of failure (SPOF) is a part of a system the failure of which will stop the entire
system from working, thereby leading to a hazardous situation or an accident, causing
harm to people, ship itself & the environment (loss of containment).

“Compliance Critical"- an individual piece of equipment, a control system, an individual

protection device or a spare part which in the event of failure may:
• Result in environmental damage (violations & non-compliance).
• Result in non-compliance with the requirements of various IMO conventions such
as SOLAS, MARPOL, Load Line, BWMC, MLC etc
• Result in intervention by PSC/Flag State and affect the outcome of external
inspections/audits

"Business Sensitive"- an individual piece of equipment, a control system, an individual

protection device or a spare part which in the event of a failure may:

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• Result in restricting/degrading the smooth operations of the vessel

• Result in major commercial impact

IDENTIFICATION OF CRITICAL SYSTEM AND EQUIPMENT

The Master/Chief Engineer in consultation with the technical superintendent shall
prepare a ship specific list of critical equipment. A list of minimum spares and stores
required to be kept on board shall also be identified and prepared indicating items and
their required quantity.
All critical equipment shall be included in PMS and clearly identified.
The following flow charts shall be used to determine the safety critical, compliance
critical and business sensitive equipment on board. Flow charts for each such equipment
are maintained in the respective vessel records.

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No

No

A “Safety Critical” generic list of equipment & systems given below has been identified
basis a high-level risk assessment of the key vessel specific “Safety Critical” functions. An
industry-standard design has been used as the basis for a single point failure analysis to
arrive at the generic list of “Safety Critical” equipment & systems.
Each vessel shall make the below recommended list ship specific in consultation with the
Technical Supdt by following the above flowchart. Equipment may be added to the below
list as felt necessary based on the result of applying the above flow chart.

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Minimum Competency standards for safety critical

equipment system
Equipment Description
Operations Maintenance & Repair

1. Quick Closing Valves & Emergency Air Reservoir

Inspect valves,
C/E 2/E
check operation
2. Steering Gear & Hydraulic Telemotor System (Isolation system & alarms)
Emergency
Test C/E C/E
steering
Timing Record C/E C/E
Hydraulic
C/E
telemotor Test C/E
system
3. Bilge Alarm
Level Sensors test function E/O 2/E
4. Stern Tube Bearing
Temperature E/O
Test E/O
Sensor
5. Emergency Generator (Running Hr counter to be Recorded in E/R log book while carrying
out Load Test) and Switchboard
Batteries Check EO EO
Battery start Test EO 2/E
Hydraulic Start Test 2/E 2/E
Test under load Test CE CE
Emergency CE
Battery replacement EO
Generator
CE
Switchboard Test CE
6. Emergency battery
Condition Inspect EO CE
Discharge Test Test EO CE
7. OMD

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Minimum Competency standards for safety critical

equipment system
Equipment Description
Operations Maintenance & Repair

Function Check 2E 2E
8. Cargo Hold (Container ships) Fixed Fire Fighting system
Function Test CO CO
9. Fixed Gas Detection System (Pump Room, Gas Compressor & Motor Room)
Test Test Master Master
10. Fire Detection & Alarm System
Annual check fire
Check EO EO
detection system
11. Fixed CO2 Fire Extinguishing System

CO2 Cylinders Hydraulic Testing Approved Shore Facility

Level check /
Record Approved Shore Facility
Record
Lines Blow Through CE CE
Release system Inspect CE CE
12. Fixed CO2/Nitrogen Fire Extinguishing System for Vent Mast (For Gas Carriers)
CO2 / N2
Hydraulic Testing Approved Shore Facility
Cylinders
Level check /
Record Approved Shore Facility
Record
Release system Inspect CE CE
13. Fixed DCP firefighting system Deck (For Gas Carriers)
Inspection of
Check CO CO
piping system
DCP Powder
Agitation (as per Check
CO CE
flag/class
requirement)
14. Deck Water Spray System (For Gas Carriers)

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Minimum Competency standards for safety critical

equipment system
Equipment Description
Operations Maintenance & Repair

Inspection of
Check CO CO
piping system
Pump Function Test 2E 2E
15. Fixed Foam Fire Extinguishing System Deck/ER
Inspection of
Check CO CO
piping system
Pump Function Test 2E 2E
Foam Analysis Check CE CE
17. Fixed Water Based System (Hyper Mist) for Engine Room
Inspection of
Check 2E 2E
piping system
Pump Function Test 2E CE
18. Fixed Gas Detection System (For Tankers and Gas Carriers)

3 monthly inspect
Inspect gas detection CO CO
system

19. Emergency Fire Pump & Prime Mover

Run test. Check
Check suction and 2E 2E
discharge pressure.
Check priming unit
Check and pump 2E 2E
performance.
Check Emergency
Check 2E 2E
fire pump
Renew grease for
Renew Emergency fire 2E 2E
pump
20. Lifeboat Engine

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Minimum Competency standards for safety critical

equipment system
Equipment Description
Operations Maintenance & Repair

Test Start of Engine

Start Test 2E 2E
on each battery
21. Accommodation Fan Trips
Test cargo pump
Test EO EO
Monitor/alarm/trip

22. ME Safety Shutdowns

Test
CE CE

23. Lifeboat Launching Device

Test Test CO CO
25. Watertight Doors and Alarms
As per makers
Test C/Off. CE
instructions
26. Inert Gas Generator System (IGG) Systems
As per makers
Test 2/O CE
instructions.
27. Emergency Air Compressor
As per makers CE
Test 2/E
instructions.
29. Fixed Fire Extinguishing System for LNG system on IGF Code vessels
Inspection of
piping and C/O
Check C/O
valves for water
spray system
2/E
Pump Function test 2/E
30. Fixed DCP Fire Extinguishing system for Bunker Manifold on IGF Code vessels
Inspection of CO
Check CO
piping system

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Minimum Competency standards for safety critical

equipment system
Equipment Description
Operations Maintenance & Repair

DCP Powder
Agitation (as per Check CE
CO
flag/class
requirement)
31. Gas Detection System for IGF Code vessels - Fuel Preparation Room and LNG Pipelines to
Machinery
Monthly check/test
E/O
Inspect of gas detection E/O
system
Test Gas detection
alarms in FPR and
LNG double pipes. C/E
Check E/O
Test Loss of
ventilation alarms in
the double pipes.
32. Fixed CO2 System for Fuel Preparation Room on IGF Code vessels
Approved Shore Facility
CO2 Cylinders Hydraulic Testing
Level check / Approved Shore Facility
Record
Record
CE
Release system Inspect CE
33. Fire Alarm, Fire Push buttons & General Emergency Alarm
CE
Test Check E/O
35.Emergency Trips for Ventilation & FO/LO pumps
CE
Test Check E/O
37.Fire Flaps & Dampers
Inspect /visually C/E
Check 2/E
examine
38.Fire Lines & Isolation Valves

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Minimum Competency standards for safety critical

equipment system
Equipment Description
Operations Maintenance & Repair

Inspection of fire
2/E
lines and the Check 2/E
isolation valves
39.Rescue Boat & Engines
2/E
Test Test 2/E
40.Rescue Boat & Launching device
CO
Test Test CO
41.Emergency Bilge Injection Valve
CE
Test Test CE
42.Main Engine Individual Unit Components
2/E
Test Test 2/E
43.Electronic Main Engine Control System
2/E
Test Test 2/E
44.Cargo Hold Fire Detection & Alarm System
CO
Test Test CO
45.Emergency Shut down/Cargo Oil Pump Shutdown
CO
Test Test CO

A vessel-specific “Safety Critical” minimum mandatory spares list is to be drawn by the

vessel’s Master & Chief Engineer in consultation with the Technical Superintendent. The
flowchart given below is to be used as guidance for preparing this vessel specific list –

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No

No

Reference is drawn to the Annex 3 of this manual which is a list of “minimum mandatory
spares” for the safety critical equipment, the ROB of which should always be maintained
on board. In addition to the above flowchart, this list can also be used to finalise the
vessel specific list of minimum mandatory spares.
The approved “Safety Critical” minimum mandatory spares list is not a static document
and needs to be reviewed for additions frequently for improvement.

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No

No

A generic list of “Compliance Critical” equipment & systems is given below.

Each vessel shall make the below list ship specific in consultation with the Technical
Supdt by following the above flowchart.

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• Oily Water Separator & Oil Content Monitor (OWS & OCM)
• Oily Discharge Monitoring Equipment (ODME)
• Bilge Pump
• Sludge Pump
• Sewage Treatment Plant
• Incinerator
• Marine Exhaust Gas Scrubber Cleaning Systems (EGCS)
• Exhaust Gas Selective Catalytic Reactor Systems (EGSCRS)
• Ballast Water Treatment Systems (BWTS)
• Cargo Hold Water Ingress Detection & Alarm System (for bulk carriers)
• Magnetic Compass
• Hose Handling Cranes
• Portable Gas detection
• UTI Tapes
• SCBA Compressor
• Cargo Oil Turbine pumps (COPs)
• Echo Sounder/Depth Finder
• GMDSS (Global Maritime Distress & Safety System)
• EPIRB
• ECDIS as primary navigation system (2 fitted)
• X and S band Radar
• Gyro & Repeaters
• Speed log
• Course Recorder
• VDR – Voyage Data Recorder
• AIS – Automatic Identification System
• GPS – Global Positioning System
• ROT indicator
• Rudder angle Indicator
• RPM Indicator
• BNWAS – Bridge Navigation Watch Alarm System
• VHF Radio
• Communications
A vessel-specific “Compliance Critical” spares list is to be drawn by the vessel’s Master,
Chief Engineer in consultation with the technical superintendent. The flowchart given
below is to be used as guidance for preparing this vessel specific list –

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No

No

Reference is drawn to Annex 4 of this manual which is a generic list of spares for the
compliance critical equipment. In addition to the above flowchart, this list serves as
guidance to finalise the vessel specific list of the required spares. The ROB of the spares
as per the vessel specific list is mandated to be maintained at all times.
NOTE - In case of any vessel acquisition, all efforts should be made to ensure that vessel
complies with the required ROB of Safety Critical and Compliance Critical spares within
one (01) month of vessel takeover date.

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The MOC for vessel takeover shall include a reference to these lists and the desired date
of compliance with it.
In case of any logistical problems in supplying the Safety Critical and Compliance Critical
spares within the stipulated time, a deviation must be sought from the management. In
the interim, a risk assessment must be carried out, with mitigating measures in place, to
handle the shortfall of these spares.

A ship specific “Business Sensitive” recommended spares list is to be drawn up by the

vessel’s Master, Chief Engineer in consultation with the Technical Superintendent. A
generic list of “Business Sensitive” spares is available for reference at Annex 5 of this
manual. This list is drawn to ensure vessel reliability from a business delivery
perspective.
In case of any vessel acquisition, all efforts are to be made to ensure that the vessel
complies with the required ROB of Business Sensitive Spares within one (01) month of
vessel takeover date.

*Note: There are certain items mandated by the Company in the Business Sensitive
spares list.

The flowchart given below can be used as guidance for finalizing the ship specific list of
“business sensitive” spares.

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Given below is a list of “Business Sensitive” equipment and systems as determined by the
Company.
Each vessel shall make this list ship specific in consultation with the Technical Supdt by following
the above flowchart.

• Main Engine Control System

• Main Engine Turbochargers
• Main Engine Aux Blowers
• Main Steam Turbine Engine
• Propulsion Motors
• Main Boilers (For Turbine Propulsion)
• Aux Boilers

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• Main Ballast Pumps

• Stripping & Eductors
• Tank Cleaning Machines
• Cargo Line & Manifold Valves
• Hydraulic Valve Remote Control System
• Windlass
• Mooring Winches
• Cargo Tank Pressure, Level & Temp Monitoring Systems
• Air Condition & Air Handling Unit (AHU)
• Main Air Compressors
• FO Purifier & Controls
• LO Purifier & Controls
• FO Auto Back Flush filters
• Main Boilers (for Tankers)
• Cargo Oil Turbine Pumps (COPs)
• Framo System & Portable Framo Pump
• IG Systems (IGG, IGS and N2 generator)
• Main Diesel Generators
• Cargo System Diesel Generator Power Packs (Framo)
• Bow Loading System and its Equipment
• PV Valves
• Cargo Machinery Room Fan
• Main Cargo Pump
• Cargo Compressors
• Booster Pump (only LPG vessel)
• Cargo Heater (only LPG vessel)
• Re-liquefaction Equipment (only LPG vessel)
• N2 Generator (only LNG vessel)
• Gas Compressors (only LNG vessel)
• Mooring Winch Brake Testing Equipment
• Main Boiler (Steam Turbine LNGC)
• Custody Transfer Measurement System (CTMS)
• Hatch Cover Operating System
• Deck/Cargo Cranes
• Cargo Grabs
• Cargo Conveyor System
• Stern ramp

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• Centre ramp
• Movable ramp
CRITICAL EQUIPMENT MAINTENANCE
When the critical system, alarms or equipment needs to undergo planned or unplanned
maintenance as part of the PMS routine and/or breakdown rectification, the Technical
Department shall be notified immediately and approval sought for the desired
maintenance activity. A defect report to be made along with a Risk Assessment (SF 23)
and TE-22/TE-22A form, as applicable.
The below table clarifies the applicability of TE-22, SF-23 (RA), TE-22A and approving authority as
per the type of critical equipment and different operating situations on board the vessel.
TASK SAFETY CRITICAL COMPLIANCE CRITICAL BUSINESS SENSITIVE
EQUIPMENT EQUIPMENT EQUIPMENT
Doc Approving Doc Approving Doc Approving
required authority required authority required authority
Function test As per As per As per
PMS PMS As per PMS PMS
As per PMS As per PMS
Planned TE-22; TSI As per As per PMS As per As per PMS
Maintenance as per SF-23 PMS PMS
PMS (RA)
Unplanned TE-22; Approval by SF-23 SF-23 TSI
Maintenance/Repairs SF-23 Tech (RA) (RA)
by ship staff (no (RA) Manager TSI (and MSI
shore resources where
required) required)
Breakdown requiring TE-22A; Approval by TE-22A; Approval by SF-23 Approval by
shore SF-23 Tech SF-23 Tech (RA) Tech
Technician/spares (RA); Manager (RA); Manager Manager
(notify senior (notify senior (notify senior
management) management) management)

While in drydock, for maintenance jobs on any of the above type of critical equipment,
form SF-23 is to be submitted for review and approval by TSI.

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For deferment of maintenance jobs related to “safety critical equipment”, reference is

drawn to Ch 1.4 of this manual.

The test and performance data for all “Safety Critical Equipment & Systems” shall be
carried out as per the PMS to ensure the high reliability and good maintenance. These
tests and performance data are to be recorded in PMS using Form TE-44 on a quarterly
basis and after any planned/unplanned maintenance on this equipment.

3.4.1.1 TEST AND PERFORMANCE OF SAFETY CRITICAL EQUIPMENT NOT IN CONTINUOUS USE
From the list of Safety Critical Equipment, the Emergency Generator, Emergency Fire
Pump and Emergency Air Compressor are identified as those not in continuous use.
The following general guidelines are applicable for the performance test of these
equipment.

Emergency Generator –
A running test of the emergency generator on load is to be carried out once in each
quarter. The test load should be at least equal to the total of essential loads specified in
the electrical load analysis table available on board each vessel. The test should be run
for a minimum of 30 mins. Duration and parameters recorded in Form TE-44 is to be
compared with those available in the engine’s shop trial reports.
Prior to testing all equipment sensitive to power supply fluctuations such as Gyro,
Radars, ECDIS, Cargo/Ballast Tank Level gauging systems, ODME etc., should be switched
off to prevent damage due to power surge.

Emergency Fire Pump –

Reference is drawn to Ch 3.14.3 of this manual

Emergency Air Compressor-

If the emergency compressor is same as the Main Air Compressor, compare the time
taken by it to fill up the main air bottle from atmospheric pressure to normal working
pressure on a quarterly basis. Lube oil pressure/temp, CW temp and other running
parameters of the compressor to be logged down in TE-44.
If the emergency air compressor is serving only the dedicated emergency air bottle, the
time taken for the compressor to fill up the air bottle from atmospheric pressure to
normal working pressure is to be checked on a quarterly basis. The time taken is to be
compared with that as mentioned in the equipment manual or performance report.

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Parameters logged down in TE-44 to be as per the indicating instruments for

pressure/temp as provided on the compressor and prime mover.

MAINTENANCE SCHEDULES AND INTERVALS

A sample list of all important maintenance and inspection schedules/intervals is drawn
out and included in QHSE Circular 014/2022. A ship specific list is to be drawn-out. This
list is to be periodically reviewed to include items from experience or incidents that
demand improvement.
The jobs and maintenance interval given in this manual are only for guidance. Ship
specific maintenance to be carried out only as per the running PMS onboard which is
prepared specifically for the vessel based on the equipment maker instructions.
The following factors should be considered in deciding the ship specific Maintenance
intervals.
• The manufacturer’s recommendations and specifications.
• Predictive maintenance determination techniques (i.e. lube oil analysis,
vibration analysis).
• Practical experience in the operation and maintenance of the ship and its
machinery, including historical trends in the results of routine inspections, and
in the nature and rates of failure.
• The use to which the equipment is put – continuous, intermittent, standby, or
emergency.
• Practical or operational restrictions, e.g. maintenance that can be performed
only in drydock.
• Intervals specified as part of class, convention, Administration and company
requirements.
• The need for regular testing of standby arrangements.

GUIDELINES ON RAISING DEFERMENT OF PLANNED MAINTENANCE JOBS

All efforts should be made to complete the maintenance as listed in PMS within the due
date. If for any reason, it is believed that the maintenance cannot be carried out within
the due date, a deferment request should be sent to the concerned Technical
Superintendent seeking his approval.
For completion of jobs the company allows a grace period based on job frequency. All
risks associated with the jobs that fall during the grace period need to be discussed with
the vessel team.

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For calendar based jobs, the following grace periods are allowed

Frequency Grace Period

Monthly jobs 5 Days
1 – 2 Monthly jobs 10 Days
2 – 3 Monthly jobs 15 Days
3 -12 Monthly jobs 20 Days
12-18 Monthly jobs 25 Days
18-30 Monthly jobs 30 Days
30 – 48 Monthly jobs 45 Days
48 – 60 Monthly jobs 60 Days
60- 120 Monthly jobs 90 Days

For running hour-based jobs:

Frequency Grace Period

100 to 500 Hours 3 Days
500 to 1000 hours 7 days
1000 to 2000 Hours 10 days
2000 to 4000 hours 15 days
4000 to 8000 Hours 20 Days
Over 8000 hours 30 days

The guidelines below pertain to overdue jobs and deferment of PMS jobs.
• Request for deferment of a scheduled PMS job should be raised well before the
job becomes overdue or is in the grace period.
• When the vessel is scheduled for drydocking/major repairs, provision for extended
deferment must be considered.

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• The number of jobs falling under the grace period and deferred jobs together
should never exceed 3% of the total PMS jobs for that period.
The process of deferment approval is mentioned below, based on Risk assessment and
justifications provided -
• Deferment duration up to 10% of the scheduled interval will require Technical
Superintendent’s approval
• Deferment duration above 10% and up to 25% will require Technical Manager’s
approval. No deferment beyond 25 % is allowed under normal circumstances.
• For reasons unforeseen, if deferment is to exceed 25% of the scheduled interval,
Technical Head/Head of Shipmanagement to be informed.
• Once the job is deferred, the vessel must put in all efforts to complete the job well
before the target date assigned by the Technical team.
In case the vessel estimates that the deferred job cannot be completed within the target
date due to various reasons, then it should be communicated to the technical
department well before the target date requesting extension of deferment with a risk
assessment and justifications.
A job cannot be left overdue beyond deferred date without Technical department’s
approval.
For the deferment of Main Engine unit piston ring replacement, attention is drawn to Ch
3.15.6 of this manual.

USE OF LOCK OUT TAG OUT KITS

Use of Lock Out Tag Out (LOTO) devices prior carrying out any maintenance is
compulsory to isolate the accidental release of energy.
For detailed guidelines on LOTO, reference is drawn to Ch 4 of the Health & Safety
Manual.
LOTO by ship staff will supersede that of all other technicians/yard or any persons
working on that specific machinery.

TEST AND CALIBRATIONOF MEASURING EQUIPMENT

All measuring equipment on board used in conjunction with Quality, Occupation Health,
Safety and Environment control performance shall be of approved type and calibrated
periodically and as necessary.

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All measuring instruments on board are to be identified. A list is to be made and included
in the ship’s Planned Maintenance System.
Such important instruments shall be -
• calibrated and adjusted periodically or prior to use, as per international or
national standards. Where no such standards exist, the basis used for
calibration shall be recorded
• protected from adjustments that would invalidate the calibration
• protected from damage and deterioration during handling, maintenance and
storage
• having records of their calibrations
• recalibrated if they are subsequently found to be out of calibration
Calibration should be done on board by ship staff where possible and the results
recorded in the PMS system. Those items that cannot be calibrated by ship staff should
be sent ashore for calibration and a certificate issued.
A record of calibration must be maintained on board for all the items which have been
identified. The record must clearly state the identity of the equipment and the location.
The Master and Chief Engineer of each vessel is responsible for maintaining records to
ensure that measuring and testing equipment used on board are calibrated in
accordance with the requirements.
Please refer to the generic list below for the calibration intervals and requirements of
specific instruments.

Type of Equipment Frequency Check Method Acceptance Action to be

Ship Criteria taken when
results are
unsatisfactory
All Magnetic Annual Swing the vessel Deviation less Compass to be
Compass and prepare than 5 degrees adjusted
deviation curve
All Gyro Compass As per Shore Service Ref Maker’s Inform
Maker’s Tolerance Company
recommend
ation

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Type of Equipment Frequency Check Method Acceptance Action to be

Ship Criteria taken when
results are
unsatisfactory
All Loading 3 Month Run different Compare with Inform Office
Computer test conditions manual and verify
Software given in manual against approved
test conditions
All Hydraulic Every 5 Onboard / Correct reading Replace
tightening tool Years Calibration by
pressure shore agency
gauge
All OWS 15 PPM 5 Yearly Calibration by Correct function Inform office
Monitor maker approved
company
All OWS (3-way 1W ER staff Correct function Inform office
valve)
All Alcohol Breath Annual Calibration by Correct reading Inform office
Analyzer shore agency

All Portable Annual Calibration by Certified for Inform office

Oxygen shore agency calibration as per
Meters maker’s values
All Combustible Annual Calibration by Certified for Inform office
Gas Detector shore agency calibration as per
maker’s values
Tankers Tank Scope Annual Calibration by Certified for Inform Office
shore agency calibration as per
maker’s values
Tankers Toxic Gas Annual Calibration by Certified for Inform Office
Detectors shore agency calibration as per
maker’s values

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Type of Equipment Frequency Check Method Acceptance Action to be

Ship Criteria taken when
results are
unsatisfactory
Tankers Fixed Gas Annual Calibration by Certified for Inform Office
Detection shore agency calibration as per
System (P/R, maker’s values
WBT)
Tankers Fixed Tank Every 3 Calibration by Certified for Inform Office
Level Indicator Years shore agency calibration as per
maker’s values
Tankers ODMCS 5 Yearly Calibration by Certified for Inform Office
maker approved calibration as per
company maker’s values
Tankers Ullage Temp Annual Calibration by Certified for Inform Office
Interface shore agency calibration as per
Gauges maker’s values
Tankers Pressure Every Dry Calibration by Certified for Inform Office
Transmitters dock shore agency calibration as per
in Pump room maker’s values
All Reference Annual Calibration by Correct Reading Replace
Thermometer shore agency

Tankers Manifold Annual Using pressure Correct Reading Renew

Pressure calibrator
Gauges onboard
All Reference Annual Calibration by Correct Reading Replace
Pressure shore agency
Gauge

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Type of Equipment Frequency Check Method Acceptance Action to be

Ship Criteria taken when
results are
unsatisfactory
All Barometer Annual On-board vessel Calibration against Error is noted
precision aneroid and recorded
barometer where for correction
possible. If not
possible, cross
checking with port
meteorological
office
Standard Annual Calibration by Certified for Inform Office
Temperature shore agency calibration as per
All
Calibrator maker’s values

Standard Annual Calibration by Certified for Inform Office

Pressure shore agency calibration as per
All
Calibrator maker’s values

TESTING OF AUTOMATIC EQUIPMENT, ALARMS, AND SAFETY DEVICES

A standardized list of all alarms and safety cut outs and their testing intervals is included
as a sample guideline in the QHSE Circular 014/2022 Annex 2. A ship specific list is to be
made using this guideline. This is to be included in the ship’s PMS and adhered to.
Alarms and safety trips should be tested as applicable, using the standard testing
equipment provided on the vessel. The alarm or the cut-out value should be carefully
noted and checked to match the settings recommended by the equipment maker. Any
deviation from the required value should be corrected immediately and the test
repeated to ascertain correct set value. Proper record of the test and calibration should
be maintained.
Any malfunction in the alarm system should be attended immediately. Till resolved, the
engine room is to be kept manned and the equipment attended to regularly.

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All officers are to familiarize themselves with the overrides and emergency stops
provided in the equipment, especially in the main propulsion system. Their functions
and the importance should be well understood. These are to be used only in
emergencies where the safety of the vessel is considered more important than the
possible damage to the equipment. Except when there is a requirement for actual
emergency stops to be tested, these must not be simulated.

MAINTENANCE OF INTRINSICALLY SAFE EQUIPMENT-

General guidelines
1. The Chief Engineer, Electrical Officer along with other engineers on board must be
familiar with the requirements of the IEC Standards 600079-17 & 600079-19 which
provide good guidance on maintenance and repairs. Though these Standards are
more relevant to manufacturing/repair/testing facilities ashore, the good practices
contained in them are effective information.
2. Master to initiate a discussion during safety meetings to familiarize and raise a sense
of awareness towards risky electrical conditions among all crew and officers. The
frequency of discussions on this issue may be decided by the Master in conjunction
with the Chief Engineer. The records of these awareness trainings can be logged in
SF-17.
3. All Electrical Officers are to be made aware of the requirement of the said IEC
Standards after their joining and the same is entered in the SF-10 Familiarization
Booklet.
4. PMS routines related to electrical installations are to be carried out as per the below
guidelines. These are also included in the job description contained in the PMS, as
applicable.
The aspects below are common for all vessels that carry hazardous/non-hazardous cargo
or have hazardous areas on board (e.g. paint lockers).
Insulation
Low insulation is the primary cause of sparks that lead to fire or explosion. In many cases
it has been observed that the Ohm meters on low or high voltage switchboards indicate
insulation less than ‘infinity’. Any value less than infinity is unacceptable and must be
dealt with immediately.
Insulation values of all electrical equipment are monitored on a quarterly basis by the
vessels. A drop in insulation value is a direct indication of a fault. An electric motor may
indicate an insulation value of 1000 Mohms. At the next check, it may indicate 500

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Mohm. Though these values are good enough for running any electric motor, the cause
of drop in value should be taken seriously.

Weather tightness
Every electrical unit installed anywhere on board (including paint or sample lockers and
stores) should be airtight. This is to prevent water, moisture, dirt / dust, or inflammable
/ explosive gases from entering the sealed units. Ingress of dust, moisture or gas will
indicate a change in insulation values. Typical examples of ingress prevention measures
are cable glands, shades of light fittings, gaskets of junction boxes, seals of cable
penetrations, etc.
There are exceptions to this. Alternators, for example, have ventilation louvres for
cooling the alternator coils. However, a felt filter mat placed at the louvres reduces the
extent of dust that accumulates at the windings. Similarly, electrical switch boards may
have ventilation louvers. It is essential that dust/dirt accumulated on the circuits within
the equipment is removed to the maximum extent possible.

Terminal connections and cable insulation sleeves

Loose terminal connections or damaged cable sleeves near the terminals are another
major cause of sparks leading to an electrical fire. Improper protection of cable
penetrations through bulkheads especially when laying cables for computer network,
new equipment installation etc., can lead to breach of bulkhead integrity. Only
authorized cable glands and electrical putty to be used during such penetrations. The
absence of such protection is a high-risk observation during third party Inspections.

5. SF forms related to safety meetings must detail the discussions held in case of above
jobs and submitted to office for review.

6. The manufacturer must be consulted, if in doubt. Any modification must be

approved by Class and Flag.

7. At no time should Low insulation alarm setting be reduced for the insulation meters
of 440 V, 220/110 V and 24 V DC switchboards to less than Yard setting to avoid
alarms, especially for UMS ships.

8. In addition, monthly work done reports by CE and EO must include the extent of
inspections done on board and change in insulation values of equipment tested. The
goal should be to ensure NIL electrical incidents.

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9. The above-mentioned IEC Standards must also be included / attached in the handing
over notes of personnel.
Maintenance of the intrinsically safe circuit should be done regularly. The continued
safe operation of the apparatus certified as intrinsically safe depends upon the
electrical circuit being maintained exactly as it was designed. The value of resistors,
condensers and characteristic of the rectifiers and the diodes should be regularly
checked.
The removal or inadvertent disconnections of a resistor, condenser or a rectifier
intended to discharge the circuit inductance may not apparently affect the operation
of the apparatus, but it will render it unsafe. The continued use of the equipment in
this condition may lead to an accident. The exact value and rating of shunt resistor
or condenser is very important. If a component of the wrong value or rating is
connected in its place, the apparatus may no longer be safe for use.
Similarly, a change in the circuit inductance may also destroy the intrinsic safety of
the apparatus. The circuit inductance depends not only on the windings connected
into it, but also upon the cores, yokes and armatures associated with those windings.
A loose screw or a damaged part will affect the inductance and negate the intrinsic
safety of the circuit.
Another point is that any alteration to the circuit (i.e., an extension in which a second
piece of apparatus is connected in series or parallel) may also destroy its intrinsic
safety. The certificate of intrinsic safety for a type of apparatus states whether it can
be connected in series or in parallel with other similar units.
As there is no actual test which can be used to determine whether a piece of
apparatus or circuit is intrinsically safe or not, the best safeguard is to ensure that
the circuit continues to conform exactly with the specification for which a certificate
of intrinsic safety has been granted.
• No maintenance on live equipment should be carried out in hazardous zones.
• ‘Work Permits’ and ‘electrical isolation permits’ to be observed and use only approved
test instruments.
• When replacing any glands, the approved “Ex-d” glands and sealing compound of
approved type should be used. This sealing compound forms a barrier between the
individual conductors and prevents entry of explosive products from the enclosure
entering the cable.
• When replacing any components, light fittings and luminaries, only approved type of
spare parts should be used.

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• The hazardous area should be rendered safe to work, or the electrical equipment
removed from the area, prior conducting insulation resistance test using a 500 V tester
which is of intrinsically safe design and certified.
• On board all Tankers, LPG/LNG vessels, only intrinsically safe type walkie talkies should
be used. Batteries should be changed only in gas safe areas.
Maintenance routines that are required to be included in PMS -
Weekly -
• Earthing and Bonding in Hazardous Areas - integrity to be checked. All bonding
conductors should be free from wastage and well connected.
• Zener barrier earth and fuse - check for tightness of connections. Fuse should be intact.
The cause for any blown fuse is to be further investigated to ascertain the reasons.
• Visual inspection of all electrical fittings in hazardous areas - no light enclosure should
have any moisture or dirt ingress. Any such ingress would obviously indicate leakage of
enclosure seals/gaskets.
▪ Any replacement should be carried out with approved parts and
assembled/checked in non- hazardous area. All fittings should be checked
for signs of corrosion and any damage.
Connections should be checked for tightness. All protections against corrosion,
vibration, weather etc. should be checked for proper integrity and suitability as originally
intended. All fittings should be checked for unauthorized modifications. Any doubts
should be promptly clarified with the Technical Supdt.
Monthly -
• Inspection of cables and cable glands/stuffing boxes - all cables should be checked
for proper support as originally intended with no sharp turns or visible
deformities. All cable glands and stuffing boxes should be checked for proper
sealing with no signs of leakage. Close up inspections would reveal any change in
integrity. Wherever a cable passes through bulkheads, the sealing integrity of
putty/cementing/stuffing box should be checked as well.
• Inspection of ducts, pipes, and conduits for satisfactory sealing.

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Quarterly –
Insulation testing and equipment inspection - all electrical equipment in hazardous areas
to be tested for proper insulation using either an approved tester or transported to non-
hazardous area and tested as per manufacturer’s recommendations. Portable
equipment can be easily transported to non-hazardous areas and testing carried out.
For fixed equipment, proper electrical isolation procedures to be adopted and relevant
permits obtained.

Guidelines for quarterly checks and insulation testing

• Make sure that every part of the apparatus, both electrical and mechanical, is
intact and functioning correctly. Check and examine every component for the
slightest mechanical damage.
• Check and test the correctness of the electrical circuit, making sure that good
electrical connection is made between the protective devices and the inductive
part of the circuit.
• Test the insulation resistance using certified/approved tester.
• Make sure that the apparatus is connected to the circuit in a manner specified by
the maker. Ensure that the circuit conforms to specification.
• Remove the apparatus from service if there is any reason to doubt its intrinsic
safety. Observe any spark produced by operating the apparatus. Many types of
intrinsically safe apparatus produce a small spark. If the spark appears brighter
and/or larger than normal, new apparatus should be installed as a precaution.
• If any part of an intrinsically safe apparatus is defective, it must be regarded as
unsafe. The defective part may be replaced but only by an exactly similar part,
supplied by the maker or made as per the maker’s specification. This applies to
small components, such as screws and nuts, as well as to electrical components.
Never improvise with intrinsically safe apparatus.
• Insulation resistance, earth loop resistance and earth continuity resistance tests
are required to be done, the last two in relation to the setting or rating of the
protective devices associated with the apparatus and its circuitry
• It is important that insulation resistance tests are NOT done in such a way that the
safety devices and insulation used in intrinsically safe apparatus and circuits are
damaged by excess test voltages.
• No apparatus should be opened in hazardous area until it has been made dead
and effective measures (e.g. locking-off the isolating switch) have been taken to
prevent it from being made live again inadvertently.

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• If it is necessary to restore the power supply before the apparatus is reassembled,

tests should be made using a suitable gas detector and continued during the
operation to ensure that the combustible atmosphere does not approach the
explosive limit.
Test and Maintenance of Flameproof or Intrinsically Safe (Ex-rated) Equipments -
The testing and maintenance of flameproof or intrinsically safe equipment should be
entrusted only to competent persons who have received instruction in the special
techniques involved. Electrical officer on board having certificate of competency from
the administration is recognised as a competent person working under the supervision
of the Chief Engineer.
The body material of instruments and tools required for maintenance purpose should
be so designed to prevent a hot spark when dropped. Where such instruments are used,
the test leads should be firmly connected throughout and on completion of the test they
should not be detached until the circuit has been discharged through the testing
instrument (leave the tester for one minute after test is finished)
The inspection and maintenance of “Ex-d” (flameproof) enclosures for luminaires,
switches, junction boxes, push-buttons is to be carried out in every quarter including the
following checks -
Corrosion -
This will reduce the enclosure strength. To ascertain the extent of corrosion, remove
dirt, loose paint, and surface corrosion with a wire brush. If only the paintwork is
deteriorating, the enclosure should be repainted to prevent further corrosion
Bolts -
Make sure that there are no missing bolts. This is particularly important on flameproof
luminaires because a missing bolt will invalidate the certification. Replacement bolts
must be of equivalent strength as originals (usually high tensile steel).
Mountings -
Ensure all mountings are secure. Corrosion and vibration are severe on ships and can
cause premature failure.
Flame paths -
Examine the flame path for signs of corrosion or pitting. If the flame path needs cleaning,
this should be done with a non-metallic scraper and/or a suitable non-corrosive cleaning
fluid.

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Cement/sealing -
Examine the cement/sealing used around lamp glass assemblies both inside and outside.
If the cement/sealing material is eroded, soft or damaged in any way, advice should be
sought from the manufacturer regarding repair. If deterioration of the cement/sealing
material has occurred, a new lamp glass assembly should be fitted.
Lamp glass -
Check and clean the lamp glass. If cracked or broken, a new lamp glass assembly should
be fitted.
When re-assembling an “Ex-d” enclosure, you must ensure that the following points are
covered:
• Lightly grease all flame paths and threaded components with an approved form
of non-setting silicone grease. Care must be taken to ensure that blind tapped
holes are free from accumulated dirt or excessive grease which can prevent the
correct closure of flame paths or cause damage to the tapped components. Fit
new lamp of the correct rating.
• Ensure bolts are not over-tightened as this can distort flame paths, cause
excessive stress on lamp glass or distort weather proofing gaskets, allowing the
ingress of liquid and dust.
• Check that light fitting is installed in accordance with the requirements of the
installation, particularly the classification of the area if it is hazardous and that the
correct rating of lamp is fitted.
• Remove any build-up of dust on the light fitting as this can cause overheating and
corrosion.
• Before attempting any maintenance work on Ex-d equipment check for any
inspection and overhaul instructions given by the manufacturer.

MAINTENANCE OF HULL, SUPERSTRUCTURE, AND FITTINGS

The hull, superstructure and fittings shall be inspected and maintained through the
Planned Maintenance System.

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All cargo holds, ballast tanks, void spaces, inter barrier spaces (hold spaces) including
independent tank foundations are to be structurally inspected as per the schedule
below. The result of inspection should be sent to office using photographs. On tankers,
only intrinsically safe cameras shall be used for taking photographs.
Inspections conducted during Superintendent visit and during drydocking are to be
credited in the PMS.
All cargo holds are to be inspected soon after every unloading operation to ascertain
stevedore damages and make necessary claims.
The inspection schedule should be maintained in the PMS.
The vessel’s Superintendent should be consulted for alternate inspection schedules, if
owing to the type of vessel or its trade, the below mentioned frequency of inspections
is impracticable -
• On tankers– all ballast tanks to be inspected every 9 months and within 3 months
from the date of take over from yard or from another manager
• Dry cargo vessels – ballast TST to be inspected every 6 months and ballast DB tanks
to be inspected every 12 months.
• All void spaces to be inspected every year.
• All cargo holds to be inspected every 6 months.
• On crude oil tankers and gas carriers, cargo tanks should be inspected whenever
there is an opportunity. In no case shall the interval between successive
inspections exceed 30 months for crude oil tankers and 60 months for gas tankers.
• On oil/chemical tankers, the opportunity after mopping/tank cleaning should be
utilized for tank inspection. However, in no case shall the interval between
successive inspections exceed 30 months.
• Cargo tanks on pure chemical tankers need to be inspected once in six (06)
months.
• Domestic fresh water tanks to be inspected once a year or at lesser intervals if
required as per flag state regulations.

The result of inspection should be updated in PMS with risk assessment, enclosed space
entry permit, tank/hold condition report (Form Number OP-12) and photographs. On
tankers only intrinsically safe cameras to be used. For guidance refer Annex 1 – Guidance
for hull structure inspections.

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Any defect noted shall be recorded in the ShipPalm and informed to the company with
the repair plan.
MAINTENANCE OF COMMUNICATION AND NAVIGATION EQUIPMENT
The Master shall liaise with the vessel’s superintendent for routine maintenance and
service of navigation and communication equipment. The superintendent shall arrange
attendance by authorised service personnel as necessary.
For vessels fitted with VSAT, the alternate means of communication such as FBB is to be
tested once in a month or as per maker’s recommendation.
Any breakdown of communication and navigational equipment shall be immediately
reported to the superintendent in charge of the vessel.
The report may be over telephone but shall be followed up in an email with following
information.
• Nature of Equipment
• Make / Model / Serial No. of Equipment
• Nature of Trouble
• Error / Alarm code displayed
• Trouble shooting instructions in the maker’s manual
• Any history of similar equipment breakdown (from past service records)
• Details of trouble shooting attempted by ship staff.
• Information on spares available on board.
• Details of agents at next port / ETA / ETD.
Master shall prepare a risk assessment for navigating with defective equipment and
send it to office. Shore management will review the risk assessment, provide input and
guide the vessel accordingly. Port state / flag state shall be informed about the
malfunction as required.
The shore management shall seek guidance from equipment manufacturer and arrange
a service technician at the earliest.
The defect shall be reported in ShipPalm and followed up till the issue is closed.
The master shall maintain records of service reports of navigation and communication
equipment.
For details on maintenance interval for various navigation equipment, reference is made
to QHSE Circular 014/2022.

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The job description provided in the PMS in Shippalm gives adequate guidance on the
maintenance jobs to be carried out on various navigation equipment.
SURVEYS, CERTIFICATION, MONITORING AND RECORD KEEPING
A survey is an inspection of items of a ship relating to a certificate to ensure that they
are in a satisfactory condition and fit for the service for which the ship is intended.
Therefore, surveys are an important element of control to ensure that a ship complies
with the relevant provisions.
All ships must be surveyed and verified by officers of the Flag State Administrations or
their recognized organizations (ROs)/ recognized security organizations (RSOs)/
nominated surveyors so that relevant certificates can be issued to establish that the
ships are designed, constructed, maintained, and managed in compliance with the
requirements of IMO Conventions, Codes, and other instruments
Class Survey status should be updated to vessels once in 15 days. The vessel’s Technical
Superintendent (TSI) should download the latest survey status as of date from the
respective web portals of the Classification Societies as applicable to the vessel. The TSI
should review this survey status and send it to the vessel’s Master with his comments
on the upcoming surveys. The Master should take note of this updated information and
include the same in the survey planning activity.
It is a legal requirement under ISM Code Section 11, to keep all documents and records
relevant to the vessel’s certification updated. The certificates and documents issued to
the vessel by the Flag are subject to inspection by port state control officers (PSCOs). All
certificates / documents required for safe and legal trading of the ship are maintained
in the safe custody of the Master of the respective ship.
Company effectively uses the support of “SHIPPALM” software to maintain, control and
monitor shipboard activities, surveys and certification.
In Shippalm user can monitor all the certificates, surveys deficiencies, conditions of class,
dispensation including their expiry date and window period. The ShipPalm software
provides reminders of due date with a predefined notice period. Responsibility for
maintaining and updating vessels certification is shared between the Master and the
relevant office staff.
Changes made in information by the users are reviewed by the respective
Superintendent and upon approval the data is updated in the system.

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Survey

Classification Statutory Others

Depends on
Depends on Depends on Laws
Contracts &
Classification Rules and Regulations
Agreements

Class Certificate Statutory Certificates Reports

3.13.2 MULTIPLE LOADLINE

Assignment of Multiple Load Line on vessels is based on a request from owners to the
respective flag state. Requirements of the flag state need to be fulfilled before the
Certificate of Multiple Load Line can be issued. Master should liaise with Technical
Superintendent for specific flag state instructions on use of Multiple Load Line as per
below steps: -
a. Vessel shall receive information about changing the load line from Marine
Superintendent / Technical Superintendent. The information shall include details
regarding the step-by-step procedure to be followed by vessel as per the flag state
regulations. A management of change (MOC) shall be raised for the purpose.

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b. Master must ensure that the steps are implemented on the vessel and submit status
reports to the Marine Superintendent / Technical Superintendent. A change in load
line marking can be done only when the vessel is in ballast condition and free of
cargo.
c. Technical Superintendent shall arrange for class endorsement of load line change &
verify if class surveyor attendance is required. He shall arrange for the same at arrival
port, if applicable. For vessels having an IOPP Supplement Form B, the Class surveyor
shall be requested to reissue the Form B indicating the deadweight corresponding
to the assigned load line.
d. Master shall record the Change of load line into Logbooks as prescribed by the flag
state.
e. Master shall intimate all the stake holders about the change of load line.
f. The Technical Superintendent shall maintain all records regarding change of load line
of the vessel.
GENERAL GUIDELINES:
Following are the general guidelines for the Master regarding operational procedure of
Multiple Load Line:
a) The Load Line marks corresponding to the deepest draft of the vessel, as well as
other assigned drafts, are permanently marked on the side shell.
b) Stability Information for the relevant statutory loading conditions corresponding to
each load line mark, is approved by the Administration and is available onboard.
c) Only one load line certificate is in use at any given point. Other load line certificate(s)
is/are kept in a sealed envelope under safe custody of the master.
d) Only one set of marks associated with load line certificate in use, (i.e. is actually
“painted in” and visible at any given time). Other Load line marks are obliterated or
painted over with the same colour as its background.
e) The new summer freeboard on each side shall be physically measured each time and
recorded in the “Multiple Load Line Assigned Booklet” (if supplied by the
Administration) along with other relevant details. This booklet is verified/endorsed
during annual/renewal load line surveys.
f) An official entry is made in the ship’s logbook about the change in load line marking.
g) During annual/renewal load line surveys, regardless of the deadweight value
applicable at the time, the vessel is surveyed for compliance with the most severe
statutory requirements corresponding to the greatest deadweight the vessel can
carry. The Master is to ensure that all the full-term multiple load line certificates are
endorsed/renewed on completion of the surveys, as applicable.

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h) The GT and NT of the vessel remains unaltered and shall be those corresponding to
the deepest draft.
i) The statutory certificates issued under SOLAS MARPOL show only the greatest
deadweight of the ship. Lower Deadweight may not be indicated on the statutory
certificates.

IMO has adopted the harmonized system of survey and certification which most of the
Administrations have implemented. Ships of a flag state which has not adopted the
harmonized system should follow the flag requirements.

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Intermediate
Survey

NO Issuing
Annual Survey Certificates

Is
Intermediate
Initial Survey / Issuing
Annual Survey Survey carried Annual Survey Renewal Survey
New Build Certificates out on 2nd
Annual

Intermediate
survey
YES

Annual Survey

- 3 month + 3 month - 3 month + 3 month - 3 month + 3 month - 3 month + 3 month - 3 month Annual /
Intermediate Survey

1st Year 2nd Year 3rd Year 4th Year 5th Year

Maximum 36 months 15 months from Renewal

survey date Docking Survey

Tail shaft Survey

Surveys of ships
in operation

Periodical Non Periodical

Surveys Surveys Special Cases

Annual Surveys Damage Repair survey Flag State Inspection

Intermediate survey Voyage repairs PSC Inspection

Renewal surveys Conversion survey Vetting Inspection

Docking Survey Sale & Purchase

Boiler survey CAP

Tail Shaft Survey

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Survey Type Purpose & Frequency

Initial Survey An initial survey is a complete inspection before a ship is put into
service of all the items relating to a certificate, to ensure that the
relevant requirements are complied with and that these items are
satisfactory for the service for which the ship is intended. This survey
will lead to the issuance of a certificate.
Annual Surveys The Annual Survey is a survey to be carried out once a year (within
a time window: anniversary date +/- 3 months) regarding a specific
certificate. The equipment and installations covered by the
certificate will be surveyed with respect to their completeness and
function. A satisfactory survey results in endorsement of the
certificate.
Intermediate An Intermediate Survey is a specific survey of equipment and
Surveys installations covered by a certificate. This survey is more extensive
than an Annual Survey and is required once during the validity
period of the certificate. It may be conducted concurrently with
either the 2nd or the 03rd annual survey. The time window is the
same as that of the annual survey (anniversary date +/- 3 months).
The Intermediate Survey may also be commenced with the 2nd
annual survey and completed with the 3rd annual survey. A
satisfactory survey results in an endorsement of the certificate.
Periodical The Periodical Survey is a newly introduced type of survey that has
Survey the same scope as a Renewal Survey. It was especially developed for
• Cargo Ship Safety Radio Certificate
• Cargo Ship Safety Equipment Certificate
in order to survey the required equipment more intensively in
certain intervals. For the Safety Radio Certificate, it is due annually.
For the Safety Equipment Certificate, it may be conducted either at
the 02nd or 03rd year of its validity period (time window: anniversary
date +/- 3 months).
Special / A Renewal Survey is due towards the end of a validity period. It is
Occasional conducted to survey the equipment and installations required by
/Renewal the certificate with the aim of issuing a new certificate after a
Surveys satisfactory survey. The survey process is as given below -

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Survey Type Purpose & Frequency

• Special Surveys are to be carried out within 3 months before
the date of expiry of the Certificate of Classification
• Special Surveys may be commenced at or after the 04th
Annual Survey and be completed within 3 months before the
date of expiry of the Certificate of Classification.
• Where a Special Survey is commenced prior to the due date,
it is to be completed within 15 months from the date of
survey commencement
Docking Surveys Docking Surveys are to be carried out as prescribed below.
• a minimum of two inspections during the five-year period of
validity of the Cargo Ship Safety Construction Certificate or
the Cargo Ship Safety Certificate; and
• the interval between successive inspections should not
exceed 36 months
• In-water survey in lieu of dry docking may be carried out
subjected to approval from RO
• Two consecutive in-water surveys not allowed for ESP ships
(tankers& Bulkers)
• In-water survey not allowed for ESP ships beyond 15 years
Boiler Surveys Boiler Surveys are to be carried out as specified in (a) and (b) below.
• (a) Concurrently with Special Surveys
• (b) Within 36 months from the date of completion of the
previous Boiler Survey
Propeller Shaft Ordinary Surveys of propeller shafts and stern tube shafts are to be
and Stern Tube carried out every 5 years. The scope of survey depends on the type
Shaft Surveys of shaft arrangement and the monitoring method. Refer the
respective Class requirement for details
Planned All machinery items are to be examined at intervals not exceeding 5
Machinery years. Based on the planned machinery survey procedure, the
Surveys respective RO may allow the Chief Engineer to examine the
machinery item and verification will be carried out during next
onboard survey.

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Survey Type Purpose & Frequency

CAP The Condition Assessment Program including repairs and upgrade is
to be completed within a six month period. All parts of the hull and
machinery, electrical installations and cargo related systems shall be
accessible, cleaned and prepared to perform the survey in a safe and
practical way as agreed upon by the attending surveyor.
The detailed scope of a Condition Assessment Program will be
defined by the RO for each vessel on an individual basis considering
its type, age and special features. Depending on the requested
assessment the survey scope includes:
1. Hull
2. Machinery and Electrical Systems, Cargo Handling Systems,
3. Full Scope including Hull, Machinery and Electrical Systems, Cargo
Handling Systems. Depending upon the results the scope may be
enhanced as per the requirements of the CAP.

Note: For remote surveys, reference is drawn to Annex 2 of this manual

Statutory Requirements are requirements which are adopted by organizations such as

IMO or ILO. Whereas the IMO requirements are restricted to the ships in international
trade and to the maritime infrastructure, the ILO is dealing with all areas of work and
living conditions of people in connection to their work. The international statutory
requirements are to be applied worldwide for all flag states which have ratified the
relevant statutory instruments.
Also, ships under a flag of a country which has not signed and ratified the relevant
convention must fulfil the requirements of that convention. The flag states have national
statutory requirements which are in addition to the international ones.
Plan approval and survey for verifying compliance with the relevant statutory
requirements is the responsibility of the flag state administration. Many flag states have
delegated these tasks to certain classification societies.

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The enhanced survey programme (ESP) expands and emphasizes on the existing survey
requirements for the special, intermediate surveys and annual surveys. The attention is
focused upon the hull structure within the cargo length for oil tankers and bulk carriers.
In the ESP, it is a requirement for new ships to apply a protective coating to the structure
in water ballast tanks which form part of the hull boundary, side shell structure and
transverse watertight bulkheads in holds. The condition of the coating will be assessed
and recorded at the special survey. The scope of future annual and intermediate surveys
will depend on this assessment. The ESP also requires identification of what are termed
“suspect areas”. These are structural areas showing substantial corrosion, considered
by the surveyor to be prone to rapid wastage. The suspect areas, if not suitably dealt
with during the special survey, will be examined during every subsequent survey.

Process of onboard surveys includes

• Planning
• Preparation
• Conducting surveys
• Recording keeping and uploading in Shippalm
PLANNING: -
Planning of survey begins with monitoring the survey / certificate due date in ShipPalm
and identifying the purpose and scope of the survey.
Master of the ship shall alert the office about the survey due dates. It is the responsibility
of the office to co-ordinate with the ship and relevant shore support department for
completing the surveys at a convenient port. Specific survey checklist and survey
guidance note available in the ShipPalm is to be effectively used for onboard
preparation.
RESPONSIBILITY -
The Master is responsible for:
• Ensuring that the vessel is maintained in such condition as to comply with
statutory, flag state and classification society requirements.
• Informing the Technical Superintendent immediately if a condition of class or
recommendation is assigned to the ship or any complications / problems arise
during the class / statutory survey.

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• Reporting the status of ship’s certificates and surveys at the end of each month to
the office.
The Survey Co-ordinator, in liaison with the technical superintendent, is responsible for
planning, tracking and managing the survey activity. He is responsible for identifying the
best location suited for carrying out the surveys in the most cost-effective manner
without affecting the vessel schedule.
The Technical Superintendent is responsible for:
• obtaining the Class listing of survey status and sending them to vessel
• arranging / coordinating surveys and inspections in a timely manner
The Technical Executive is responsible for updating the due dates of ship’s certificates
and surveys.
The process flow chart given below is to be followed for the surveys –

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Master must update details of all services and supplies which are to be arranged for
satisfactory completion of surveys. Once the surveys/ certificates are in the window
period or coming due, the technical superintendent must closely follow with vessel
schedule to arrange the surveys.
The survey and associated services are to be arranged without affecting the operations
of the ship. The following factors are to be considered for selecting convenient port.
• Availability of surveyor and service facility
• Distance between the port and service facilities
• Terminal / port restriction
• Anchorage distance and cost of launch facilities
• Block fee agreement terms and condition
• Cargo operation
• Water visibility for in-water surveys
Special care must be taken to ensure that any Condition of Class (COC) is closed well
within the due date.
Surveys/COC becoming overdue can lead to suspension or automatic cancelling of the
classification of the vessel, with serious commercial / legal / insurance implications.
Surveys planned in conjunction with the major overhauls must consider sufficient time
required for arranging the spares. The requisitions for the same must be raised
accordingly.
The office shall keep a track of any new regulation which is due for compliance and shall
make necessary arrangements to comply with it well before the due date.
For oil tankers and bulk carriers, the ESP planning documents are to be submitted well
in advance for review and approval by the RO. The technical superintendent in
consultation with the ship staff shall prepare and submit the ESP documents for
approval.
Preparation: -
As far as possible, surveys are to be completed in the same port, preferably with not
more than two survey visits. Surveys are to be carried out in the normal working hours
without affecting the crew rest hours. Master / Chief Engineer should confirm
functionality of the equipment, follow the survey checklist and refer to guidance
provided in ShipPalm. Deficiencies if any, must be reported well in advance to office.
Preparation such as staging, thickness measurements, mandatory servicing, open-up
examination and calibration etc. are to be arranged during or prior to the survey.

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Inspection, measuring and testing equipment, which Surveyors rely on to make

decisions to conduct the surveys, are to be individually identified and calibrated to a
standard deemed appropriate by the Society.
The Chief Engineer should maintain adequate records of equipment due for surveys is
being overhauled. A suitable entry should then be made in ShipPalm with all calibrations
recorded and photographic evidence. The extracts should then be made available to the
first attending surveyor for Confirmatory Survey to ensure that Vessel’s Master List is
updated. Survey Report form (Class specific form wherever necessary) must be filled in
and signed by the Chief Engineer who carried out the survey.
Responsibility of ship staff shall include the following
1. Carry out necessary functional test as instructed in the checklist and guidance in
ShipPalm.
2. Report any deficiency found to office well before the survey
3. Raise requisition for servicing
a. Lifeboat and davit
b. Radio Servicing
c. VDR annual performance test
d. LSA servicing as required
e. FFA servicing as required
4. Liaise with the agents to obtain necessary port permission for lowering lifeboat,
radio equipment testing and machinery trials.
5. Maintain all records handy for verification.
6. Good housekeeping.
7. Update surveyor on vessel berthing schedule.
It is the responsibility of office to arrange the following prior survey
1. Apply for surveys in a timely manner
2. Discuss with surveyor on the scope of survey, restriction, and time availability
3. Arrange service or spares necessary to complete repairs if any
4. Supply items if required
5. Servicing of lifeboat, VDR and Radio service etc.
6. LSA/FFA servicing if required
7. Calibration arrangement if required
8. Additional equipment servicing to comply with Flag instructions like CO2 level
check.
9. Liaise with agents for making necessary boarding arrangement for the surveyor
and service engineer, including their testing gadgets
10. Forward approved ESP document to ship

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11. Update contact details of all parties involved in the surveys to vessel, surveyor,
service companies and agents
Conducting Surveys.
Prior to the commencement of survey and measurement, it is preferable to carry out an
opening meeting to ensure the safe and efficient conduct of the survey and
measurement. The participants in the meeting shall include the surveyor, the owner’s
representative, the thickness measurement company’s representative, and ship staff.
Following essentials details are to be discussed in the meeting.
1. Vessel safety instructions
2. Vessel schedule and time for completing surveys.
3. Cargo operation and restriction to test equipment
4. Terminal / port restrictions
5. Clarity on the scope and method of survey
6. Additional requirements if any
Master has all the rights to stop the survey progress which may compromise the safe
operation of the vessel and the protection of the environment. Master shall ensure that
Surveyor is always accompanied by a senior officer.
Master / Chief Engineer shall ensure that all functional tests are demonstrated without
any delays and are offered for survey in a sequential way as planned.
All authorized documents including log books, ORB, garbage record books are made
available and are controlled in accordance with company procedure. CSM items
examined in the past are to be offered for crediting.
Master shall immediately communicate (preferably over phone) with office if any
deviations (COCs or recommendations) are reported during the course of the survey.
Office along with Master shall establish communication with attending surveyor (prior
disembarking) on the nature and scope of rectification job to be carried out. Office as
far as possible shall ensure that deficiencies are cleared prior vessel departure and if not
possible shall discuss with attending surveyor on the additional time required to clear
the deficiency
Recording Keeping and Uploading in Shippalm.
It is the Master’s responsibility to ensure that all certificates are endorsed and data of
the newly issued certificates are in order. All original certificates and service reports are
to be filled in the respective folder and kept under safe custody.

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Master shall ensure that endorsed / new certificates are uploaded in Shippalm as soon
as possible, within 48 hours after completion of survey. Superintendent should ascertain
the credibility of details uploaded in Shippalm and approve.
ESP File:
As per IMO resolution A.744(18), an ESP file must be maintained on board and should
contain following:
1. ESP – Survey programme.
2. ESP – Questionnaire
3. Condition Evaluation report
4. Thickness measurement
5. Class survey report of structural surveys
Only items 1 and 2 are generated prior commencement of special survey whereas 3 and
4 are generated during and after completion of special survey. Item 5 is generated when
there is an occasional survey related to structural condition of Hull.
Vessels which are less than 5 years old must have items 1 and 2 in ESP file. Vessels above
5 years old must have items 1 to 4 in ESP file and item 5 if there is an occasional survey
related to Hull structure.
In addition to above the following supporting documents need to be kept in ESP file:
1. Main structural plans of Holds, Cargo tanks and Ballast tanks.
2. Previous Hull repairs history if any
3. Cargo and Ballast history
4. Inspections by ship staff with reference to:
• Structural deterioration if any
• Leakages in bulk heads and piping
• Condition of coating or corrosion preventive system.

MANAGEMENT OF “CONDITION OF CLASS” AND APPROVING AUTHORITY –

The below flow chart shows the process for handling any recommendations/conditions
of class might be recorded during the surveys -

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FOLLOWUP OF RECOMMENDATIONS NOTED IN CLASS SURVEY

Survey Report Survey report received by master Master

Any recommendations
No
/COC to vessel

Any issue needs to be No

Yes
closed prior to sailing out?
Inform Tech Supt immediately by
Master
phone
Yes

Inform Tech Supt. Immediately by Tech supt. &

Take steps/provide support survey
phone

Arrange to rectify the issues either Send survey report to office with
by guidance to master (or) Master
proposed Corrective Action Plan
providing external assistance

Arrange service provider or Marine supt.

Review CAP & analyse root cause (SMT)
surveyor if necessary

Implement CAP Office/vessel

Circulate the class

recommendations & CA to all
vessels

Verify effectiveness of
implementation during next visit

END

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Definition: ‘Condition of Class’ is a requirement that mandates the completion of the

specific measures, repairs, surveys etc. within a specific time limit to maintain the
classification of the vessel.

Applicability: Conditions of Class shall be imposed in any of the following situations -

a. Repairs and/or renewals related to damages that affect classification (e.g.,
grounding, structural damages, machinery damages, wastage over the allowable
limits, etc.)
b. Supplementary survey requirements
c. Temporary repairs
d. For repairs not completed at the time of the survey, Conditions of Class may require
imposing limitations related to navigation and operation that are deemed necessary
for continued operation under classification (e.g. loss of anchor and/or chain, etc)

Applying for the condition of class: Application for the condition of class shall be
supplemented by the following documents:
a. Company’s level 2 risk assessment.
b. A plan containing mitigating measure (including alternative arrangements).
c. Detailed plan of repairs along with supportive documents (if applicable)

Conditions of Class shall be received in writing with a time limit for completion. Details
are to be clearly stated on the
1. Certificate of Class or
2. An attachment to the Certificate of Class and/or
3. Class survey status or
4. Class Survey report.

On receiving the survey report, the vessel shall immediately inform the respective
technical superintendent along with the report and supporting documentation.
The following points are to be implemented –
1. Where required, temporary management of change (MOC) to be initiated.
2. Seek dispensation from flag where required. SMT to initiate the request for
dispensation.
3. Vessel to send corrective action report to office within one week for observation
or Condition of Class set out by the Class Surveyor.
4. Technical Superintendent (TSI) must verify corrective action plan from vessel.
5. TSI shall follow up with vessel for implementation of corrective action. (Raise work
order).

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Closure of Condition of Class : Surveys/Condition of Class becoming overdue can lead

to suspension or automatic cancelling of the classification of the vessel, with serious
commercial/legal / insurance implications. Irrespective of the given due date by the
classification society, all efforts shall be made to close the ‘condition of class’ at the
earliest possible on priority.
Request for clearance of Conditions of Class shall be supported by a survey report giving
details of all associated repairs and/or renewals, or of the supplemental surveys carried
out. Repairs carried out shall be reported with the identification of:
• Compartment and location
• Structural member
• Repair method
• Repair extent
• NDT/Tests

Extension of Condition of Class : Request for extension is generally not allowed.

In unavoidable circumstances, the classification society is to be informed prior the due
date to carry out the survey as necessary towards extension.
The extension by class shall be supported by a survey report giving details of repairs
and/or renewals and those parts remaining outstanding.
Review of Condition of Class for the fleet : Monthly & quarterly meeting agendas
include discussion on the condition of class status for the fleet and proposed corrective
actions.
The complete analysis of the condition of the class must be carried out during the
Management Review.
The concerned classification society shall be informed of the completion date whenever
the condition of class is satisfactorily dealt with.

3.13.6 DISPENSATIONS

Dispensations are to be applied for when a vessel does not comply with the statutory
requirements of the IMO Convention or specific requirement of the flag applicable to
it.

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Dispensation is usually applied for to the flag Administration intimating them of a

vessel’s deficiency and providing them with a plan of action for closure of the same.
Information required for the application –
• Vessel Location / ETA ETB next Port
• Nature of defect / brief description
• Additional information if any
• Corrective Action Plan
• Risk Assessment
Further, all the risk mitigation measures during the period until the deficiency is
rectified also need to be intimated.
The dispensation is subject to certain conditions such as an expiry date or the issuance
of a short term statutory certificate, condition of class etc. Such important information
is to be reviewed by the survey team/TSI/MSI and conveyed to the vessel.
Date of expiry of the dispensation should not be exceeded under any circumstances.
In case an extension of the dispensation is required, sufficient notice prior due date
should be provided.
Where the Flag Administration instructs class inspection to issue short term
certificates, Class surveys need to be arranged accordingly.
Procedure for closure of a dispensation -

• Flag / Class Instructions for the closure of the Dispensation need to be

followed.
• The rectification of the deficiency is to be notified.
• Proper evidence for the rectification such as service reports, photos,
statement of Master/CE, delivery note of Spares, etc. need to be provided.
• In case Flag Administration stipulates Class Attendance for closure of the
dispensation, the same needs to be complied with.

The deficiency is to be recorded in Shippalm under deviations along with the following
details -

• Flag Dispensation letter/ Mail

• Short Term Certificate (if any)

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• Risk Assessment Form

The closure of the deviation in Shippalm needs to include the following
• Flag Acknowledgement of closure
• Full term statutory certificate with class survey record
• Service attendance report / report from ship with photographs / spare
delivery note.

3.14 LSA / FFA MAINTENANCE GUIDELINES

+++ FIRE FIGHTING AND LIFE SAVING EQUIPMENT SHALL BE MAINTAINED IN GOOD
WORKING CONDITION AS PER THE SHIPS PLANNED MAINTENANCE SYSTEM, “SOLAS
CHECKLIST” AND LSA AND FFA MAINTENANCE MANUAL.

1. The Lifeboat and Liferaft operating instructions should be with the IMO
recommended symbols and displayed near the Lifeboat and Liferaft respectively and
located under / near an emergency light in order that they are readable at night.
They shall be maintained in a good condition.
2. The boat suspension bolts and nuts are to be examined for corrosion.
3. The release gear must be maintained in accordance with the manufacturer’s
instructions. It is to be subject to a thorough examination annually as per Flag
requirements and overhauled accordingly. The operating instructions must be
clearly posted next to the mechanism.
4. If rudder is provided with a remote steering mechanism, the linkage must be kept
well lubricated and checked for movement. Where remote operation is through the
hydraulic actuator, the system should be checked for oil level every week.
5. The winch brake assembly is to be examined every 6 months or as suggested in the
maker’s manual.
6. Plastic coating for the wire of the lifeboat gripes is not allowed as the corrosion of
the gripes goes unnoticed.
7. The Davit limit switches are to be checked for operation every time the boat is
lowered and hoisted.

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The lifeboat engine starting procedure is to be posted clearly next to the engine. The
requirements demand the engine should be capable of starting at an ambient
temperature of –15oC within 2 min of commencing the start procedure. Same is to
be tested for starting every week. Use of quick start sprays should normally be
avoided. If, however required, should be used very sparingly and only in extreme
cold weather. These sprays have explosive properties and are dangerous if used in
abundance and / or during warm conditions.
SOLAS requires that “the engine should be run weekly ahead and astern for a total
period of not less than 3 min provided the ambient temperature is above the
minimum temperature required for starting the engine”
8. If provided with a sea water cooling arrangement the engine should not be run
outside the water for very long. If fitted with fresh water cooling system then
antifreeze levels are to be maintained at the correct levels during cold weather
periods.
9. Short movements may be given to check propeller movement in ahead and astern
direction. Too long movements outside water must be avoided as these may damage
the shaft bush.
10. The Fuel tank must always be kept topped up with distillate fuel compliant with the
sulphur content limit of 0.1% as per Marpol Annex VI.
▪ SOLAS requires that “sufficient fuel, suitable for use throughout the temperature
range expected in the area in which the ship operates, shall be provided to run the
fully loaded lifeboat at 6 knots for a period of not less than 24hrs.”
▪ Additional fuel in portable cans must be kept handy at a suitable place (safe from
fire hazard) and carried to the boat in emergency.
11. While topping up engine fuel tank , the MDO supplied as diesel bunkers should not
be used. Only HSD capable of cold start must be used. Vessels trading in cold weather
conditions to use only ‘WINTER GRADE GAS OIL’ such as DMX grade or Arctic grade.
As an alternative vessel may carry a low temperature fuel additive which can be
added to HSD.
12. The Engine crankcase oil and gear case oil is to be renewed every year.
13. Where battery start is provided, the alternative source of starting is to be tested at
least once a month. The battery, starter / dynamo, and the charger are to be
maintained in good working order at all times. The battery log is to be maintained
for charge and density of the electrolyte.
14. Always maintain sufficient spares for the lifeboat engine, as per critical spare parts
list.
15. The maintenance of the engine should be time based rather than hourly based.

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16. Check the searchlight and it’s wiring thoroughly during the routine inspections. The
searchlight must be of the type originally provided with the approved lifeboat or
rescue boat. It is recommended to provide one spare bulb for the searchlight,
depending on the design.

IMPORTANT: - For the ships having liferafts which are type approved in accordance with
the IMO regulations permitting an extended service interval of 30 months for the first
ten years from manufacture, below to be followed-
1. For such liferafts, the annual onboard inspection should only be undertaken by
qualified persons who have been adequately trained and certificated by the
liferaft manufacturer.
2. The annual onboard inspection is to be conducted with accurate tools and
measuring equipment capable of -
a. evaluating the humidity around the life raft and behind its protective barrier.
b. detecting possible leakages of inflation gas from the gas cylinder.
3. The annual inspection must also provide for the replacement of expired items in
the liferafts, as applicable.
4. If the annual inspection reveals a loss of inflation gas, the liferaft should undergo
a full service immediately by the manufacturer. If excess humidity is detected, the
liferaft should be serviced and repacked by the manufacturer within three months
of the date of the annual inspection.

1. During replenishing of fuel tanks of Rescue boat engines, gasoline and 2T oil should
be mixed in the ratio 50:1. For example, if 5 Litres of gasoline is being added to the
fuel tank, same should be thoroughly premixed with 100 ml of 2T oil prior topping
up. Fuel used should have a max allowable sulphur content of 0.1% as per Marpol
Annex VI.
2. Where the ship is in urgent need of topping up the fuel tank but do not have 2T oil
in stock, same should be procured on urgent basis from company /local agent.
3. All vessels must ensure that their lube oil inventory has enough stock of 2T oil
commensurate with the spare gasoline quantity. Where such stock is not available,
vessel superintendent should be promptly informed and procurement arranged at
the earliest available opportunity.

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Important: - If vessel is equipped with rescue boat having outboard motor type engine,
special attention to be given for inspecting cooling water pump Impeller. The local
operating procedure as per maker is to be displayed in a laminated wallet. The engine
to be tried out, as required in a half-cut drum filled with sufficient quantity of water
ensuring that engine does not run dry at any point of time during the trial.

1. Emergency fire pump must be tested for operation, every week. The priming pump
and associated piping near valve should be confirmed functioning well.
2. In addition, whenever the ship is in light draught condition, the pump is to be tested
with two fire nozzles and hoses, with one hose connected forward and one aft.
Following is to be recorded and included in the Form TE-44 and sent to the office–-
• Pump running duration (pump to be operated for at least 30 minutes)
• Pump suction and discharge pressure at the local indicators and on the bridge.
• Priming pump operation, if fitted.
• Electrical load, if driven by electric motor.
• Load on the engine, parameters and condition of exhaust, if driven by a diesel
engine.
• Vessel’s forward and aft drafts.
• Position of engine fire line isolation valve, whether open or shut and operation
of valve.
• The discharge pressure at the pump should be such that the pressure at each
of the nozzles should be at least 2.7 bar as per SOLAS Ch II-2 Reg 10.2.1.6
3. The suction and discharge valves of emergency fire pump are to be tested for
operation every week. Where the suction valve is provided with remote operating
devices or extension spindles, operation of the same to be tested every week.
4. The position of the valves isolating the section of the fire main of the machinery
spaces from the rest of the line must be clearly marked and tested for operation every
week.
5. The position of deck fire main valve is to be similarly marked and it is to be operated
every week.

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6. Where the emergency fire pump is driven by a diesel engine, high speed diesel capable
of readily starting the engine in its cold condition down to a temperature of 0 o C,
should only be used. The fuel tank should always be kept topped up. The regulation
requires the fuel tank of sufficient capacity to run on full load for at least 3 hrs.
Sufficient reserves of fuel should be available outside the main machinery space to
enable the pump to be run on full load for additional 15 hrs.
Fuel used should have a max sulphur content of 0.1% as per Marpol Annex VI.
7. Sufficient spares, as per the critical spares part list, are to be maintained for the main
and the priming pump at all times.

1. The access to the CO2 installation room must be kept clear always
2. The ventilation fan is to be started at least 10 minutes prior to entering the room.
3. The operating instructions to start releasing CO2 must be posted near the remote and
local stations.
4. The release station cabinet door operated alarm and its associated trips are to be
tested every three months. All ship staff must be familiar with the audible alarms. All
other audible alarms in the releasing system, including gas approach alarm are also to
be tested every three months.
5. Where low pressure bulk CO2system is provided, the rated amount of liquid carbon
dioxide is to be stored in vessel under the working pressure in the range of 18 to 22
bar. High pressure alarm (22 bar), low pressure (18 bar) and low-level alarms to be
tested every three months. The reservoir pressure / temperature and cooling system
parameters are to be recorded in the engine room log book.
6. The piping for the distribution of fire-extinguishing medium is so arranged and
discharge nozzles so positioned that a uniform distribution of medium is obtained.
The requirements demand that 85 per cent of the gas can be discharged into the space
within 2 minutes
• To ensure that the piping and the nozzles are clear to meet the above
requirements, these must be blown through by clean dry air, once in three
months and recorded.
7. The Flag administration may sometimes require the onboard annual weighing or level
check of the individual bottles of the gang release system. Same is to be confirmed
with the vessel’s Superintendent and complied with.
8. System examination and servicing by approved workshop is to be carried out as per
regulations.
9. For maintenance purposes, the PMS routines are to be referred to.

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10. The securing arrangement for the cylinders in a gang release system should be
periodically checked.
Special attention should be paid in re-tightening the clamps when the cylinders are
removed for weighing or replenishment. The cylinders may otherwise shift due to
vibration and result in malfunction or rupturing of pipe connections and in some cases
to the premature release of the CO2 gas. The shift may also cause misalignment
making the operation difficult or even impossible when required.
11. When work is to be carried out on any part of the CO2 system, including remote
controls, all precautions should be taken to prevent accidental release of gas. Risk
assessment shall be made prior to the work.
12. When nature of the work requires the system be made inoperative to permit safe
working, consideration to the various fire risks in the spaces normally protected by
the CO2 system should be given. In addition, during the period while the system is not
available, work which would increase the fire hazard within the protected spaces
should not be permitted. It should be ensured that the system is restored to its
operating condition on the completion of the work
13. It will be prudent to mention that unless there is a clear written agreement which
delegates the responsibility to the ship repairer or the company undertaking the work,
the responsibility of the accidental release remains with the ship. When the
responsibility has been delegated in writing to the repairer, the Master should ensure
that the system is restored to its operating condition on completion of the work.
14. To prevent unauthorized use, the space containing the CO2 cylinders or the CO2 bulk
storage unit should normally be kept locked always, with one of the keys being readily
available in a glass fronted case near the entrance to the space.

Emergency generators are required to be put into service quickly in the event of an
emergency and to be operated under a wide variety of climatic conditions. It is,
therefore, essential that they are always maintained in good working order.
1. Starting arrangement using battery, hydraulic or air, should all be maintained well
and tested for operation every week.
When testing weekly on battery starting arrangement – the engine should be started
on EACH set of batteries once. i.e. start on battery No.1 – Stop engine, changeover to
battery No.2 and start. This procedure will enable assess the condition of each set of
batteries.

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2. Battery and their charging arrangement should be maintained in good working

condition and proper records should be kept of electrolyte density and the charging
current. Date of last renewal of the batteries should be recorded and battery life
considered in planning renewal. Strong possibility of hydrogen rich atmosphere
should be considered and ensured that the area is well ventilated. No naked light is
brought to the vicinity. While removing the liquid charging plugs, possibility of the
presence of pressure in the event of pressure releasing hole being blocked should be
considered and eye and face protection should be used. Incidents have occurred in
the past when such plugs have blown under pressure and caused injury.
3. Suitable warnings of “No Naked Flame” should be displayed near the battery storage
area.
4. Where hydraulic starting arrangement is provided, only hydraulic oil as specified by
the maker should be used and sufficient pressure should be built up before a start is
attempted.
5. With air starting arrangement, it should be ensured that the separate air bottle
provided for the same is kept suitably charged always and the charging valve from
the main air bottle is always kept open. The non-return valve in this line should be
maintained in good working order to ensure that this bottle is not drained back into
the main system. Emergency filling arrangement for such bottle is to be tested every
week.
6. Whether started on battery, air or hydraulically, the Emergency generator is generally
provided with a suitable starter motor. This should be maintained in good working
order always. It should be checked regularly that the motor engages and disengages
well with the teeth on the flywheel, at the time of starting. Vessel provided with only
one means of starting should have one spare starter motor that should be tested
once in 6 months.
7. Where heating arrangement is provided for the jacket coolant, it should be ensured
that it is kept ON in cold zones and cuts out at correct temperature setting, to prevent
the overheating of the jacket and avoid evaporation losses of the coolant.
8. The Fuel oil tank should always be kept full always. When replenishing, it must be
ensured that correct grade of oil is used.
SOLAS requirements state:
Where the emergency source of electrical power is a generator, it shall be:
▪ driven by a suitable prime-mover with an independent supply of fuel, having a
▪ flash point (closed cup test) of not less than 43°C,

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started automatically upon failure of the main source of electrical power supply
and shall be automatically connected to the emergency switchboard and the
essential services required by the Administration to maintain an adequate
standard of safety
▪ Automatically started and supply the required load as quickly as is safe and
practicable subject to a maximum of 45 seconds.
The engine should be capable of being started in its cold condition at a
temperature of 0°C. If this is impractical or if temperatures below 0°Care likely to
be encountered, provisions must be made for heating the engine so that it will
start readily.
It should, as a general guideline on cargo ships be capable of supplying the essential
supplies as per SOLAS for 18 hrs.
9. It should be ensured that antifreeze is used in the Jacket water coolant when
temperatures below sub-zero are expected to be encountered. Room heaters, if
provided, should be used.
10. Automatic starting under black out, within specified time and connecting to all
essential working loads is tested during annual survey. The test should be logged in
the ER log book.
11. After auto start of the engine, ensure that ventilators are open.
12. All maintenance carried out on the emergency generator is to be time based rather
than hourly based. All engine maintenance routines must be regularly carried out as
per the maker’s instructions. Crankcase L.O should be renewed once in six months
as a regular practice even though the running hours may be less, due to the possible
deterioration in the quality of the oil because of biological degradation.
The dedicated fuel tank for the emergency generator engine must be inspected,
cleaned and refilled with fresh fuel to the required capacity once in 30 (thirty) months.
Fuel used should have a max sulphur content of 0.1% as per Marpol Annex VI.

3.15 MAINTENANCE OF MAIN ENGINE

1. The Master must contact vessel Superintendent, charterer, and port authorities to
identify and utilise opportunities to conduct maintenance on main engine.
2. Any planned or unplanned maintenance on main engine at anchorage or in port
must be started only after obtaining permission from local port authorities in
discussion with vessel Superintendent.
3. All main engine alarms and trips are to be tested as per PMS / guideline listed in
QHSE circular 014/2022.
4. Increasing and Decreasing of Main Engine Power:

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In the absence of programmed or automatically controlled speed and power changes in

the Full Ahead (manoeuvring) to M.C.R. range, the Master as advised by the Chief
Engineer, will establish procedures for acceleration and deceleration based upon the
propulsion plant characteristics. This is to avoid thermal stress on Main Engine.
Engine Room personnel are to be given sufficient notice prior to standby to allow the
main propulsion plant power to be reduced gradually over a period of not less than two
(2) hours so that Full Ahead (manoeuvring) revolutions can be reached ten minutes
before standby.
For engines with critical speed ranges, these are to be clearly displayed on notices
adjacent to each engine control station and in the wheelhouse and must be bypassed,
either manually or by programme, during acceleration or deceleration stages.
5. Camshaft inspection must be carried out regularly at recommended intervals. The
rollers of both exhaust valve and fuel pump driving gear must be checked if they are
turning. In the event of rollers not turning, it will result in damaging the cam surface
& the roller itself.
6. On the exhaust valve actuator of B&W engines, the clearance between the lifting
gear arm (where fitted) and the roller guide, at its bottom most position, should be
checked during each inspection. Improper tightening of the lifting arm bolt may
cause the arm to break due to repeated hits by the roller guide.
The lifting gear arrangement is rarely used and only in connection with emergency
running. A possible breakage will not normally be identified until the bottom tray of
the camshaft housing is inspected. In worst cases, the broken piece may get trapped
between the cam and the bottom tray and cause severe damage.
Once the clearance is adjusted / ascertained, the lifting arm bolt must be locked in
position using the locking plate provided. Care must also be taken to adjust
clearance, during overhauling of the exhaust valve actuator.
The above-mentioned lifting gear has been modified by a new design on some B&W
engines and may not be found on some new engines.
7. The crankcase must be inspected every month or after every long voyage. In addition
to the normal checks, the supporting ribs of the cross girders in the thrust bearing
section must be checked for cracks. The condition of Diaphragm between sump and
crankcase must be inspected.
The holding plate for the main bearing jack bolts (where fitted), should be checked
for cracks. Care must be taken while tightening the bolts to ensure that hydraulic oil
pressure higher than specified is not applied.

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8. Correct cylinder L.O rate should always be maintained. On Engines not fitted with
“Load Dependent Lubrication” system, care should be taken to ensure right
lubrication during start up and increased load condition. The lubricator low level
alarms and non-flow alarms must be tested regularly. The Lubricator drive coupling
bolts must be checked for tightness every six months. The timings must be recorded
and compared with the specifications.
9. Pay attention to the following when the main engine is running.
• Running condition of the fuel pump
• Amount of drainage from the drain valve on the air side of the air cooler
• Physical properties of the system oil
• Quantity, foaming, turbidity of lubricating oil for the turbo charger
• Oiling of joint at the fuel pump and cylinder lubricator drive gear systems
• Cylinder head cleaning and early detection of various kinds of leakage
• Inspection of seal ring when the amount of leakage from the stuffing box exceeds
the standard specified by the maker.
10. Fuel oil pressure must be maintained as recommended by the engine maker, normally
between 7-8 bar. The increased fuel pressure is observed to have negative effect on
functioning of shock absorbers and VIT racks of pumps fitted on B&W engines. When
required, the pressure should be adjusted by the pressure regulating valve at the
engine outlet and not by adjusting the bypass safety valve of the booster pump.
The shock absorbers of these pumps are designed to work optimally at 7 – 8 bar inlet
pressure. Due to improper functioning at high fuel inlet pressure, the high peak
pressure which is created when the cut-off edge of the plunger passes the cut-off
holes, will not be absorbed. This might thus have a damaging effect on pipes and other
components in the low-pressure system.
At increased fuel oil inlet pressure, the force required by the air positioner to move
the VIT rack is higher than at low fuel pressure.
11. The back-up rings for jacks in the hydraulic ring on cylinder covers (where fitted), must
be changed at each overhaul. Specially, those closer to the exhaust manifold are
observed to deteriorate fast and consequently cause difficulty in loosening of the
nuts.
12. Heavy sludge sometimes may accumulate on the top of fuel pump barrels in B&W
engines. On pumps fitted with VIT, this may prevent the movement of the barrel
causing excessive increase of Peak pressures. The accumulated sludge must be
periodically cleaned while running using compressed air / light diesel, and by
removing the top cover at recommended intervals during stoppages.

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13. Care must be taken while handling the cross head and crank pin bearing caps. The
bearing shells have sometimes fallen off due to breakage of the locking screws. The
precautions are most important on the larger engines. Additional support must
therefore be provided for securing the bearing shells during inspections by using the
tool, if provided by some makers.
14. Where multiple fuel injectors are fitted on a unit, it must be ensured that the
difference between their opening pressure is not more than specified by the maker.
The fuel injectors must be maintained in a good operating condition to avoid improper
combustion, loss of thermal efficiency and excessive burn out on piston crowns. The
nozzles of right specification must be used always. The dribbling of the injectors can
cause deep burn spots on the piston crown.
The maker’s instructions for the interval of reconditioning of nozzles, spindle / spindle
guides must be adhered to. When reconditioned ashore, the maintenance reports and
records must be maintained. All fuel valves on board to be numbered so that the
maintenance interval can be monitored.
While fitting the fuel injectors, care should be taken to ensure that maker’s
instructions are followed for proper tightening. Excessive tightening may cause
deformation of components in the fuel valve.
15. Reversing link for fuel pump roller guide on B&W MC engines must be inspected for
cracks by pulling out the roller guide. After first inspection, this can be done along
with the fuel pump actuator overhaul.
16. Fuel pump puncture valves (B&W MC Engines) are known to sometimes get stuck
during starting. The valves are therefore to be overhauled at maker’s recommended
interval or less and monitored closely for correct operation. A lifting tool should be
fabricated onboard which can be used for checking in the event of problems.
17. Condition report of the exhaust valves should be maintained. All exhaust valves,
including the spare ones must be marked with identifying number. Record for the
complete assembly,
Seat, spindle, housing, and seal rings must be maintained. Wear status / limits against
each of these should be recorded. Sample forms drawn by the maker in their service
notes or manuals may be used for this purpose.
Care must be taken to ensure that the exhaust valves are overhauled as per the
maker’s instructions and all bolts and nuts tightened to the specified torque. Over
tightening of the actuator bolts have sometimes caused the air piston cylinder of B&W
exhaust valves to deform causing the failure of air piston sealing leading the valve to
remain open.

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Where Nimonic valves are used, maker’s special instruction for grinding using the
special grinding wheel provided must be adhered to.
18. Inspection must be carried out through the scavenge ports every month to ascertain
the piston and the liner condition. The rings must be checked for lubrication, deposits,
springing action and micro seizures. Assessment can be made of the piston ring radial
wear by checking the butt clearance, where visible and accessible. Where POP rings
are fitted, clearance to be measured with maker’s supplied tool. The piston skirt bolts
and locking must be checked. The piston top must be examined for deposits and
burning. The lubricator should be operated manually, and each quill checked for
operation. The liner surface, as much as visible must be examined for lubrication,
scoring marks and micro seizures. The piston cooling must be kept on and piston
checked for leakage. The under-piston spaces must be cleaned thoroughly, and the
drains cleared off blockage. After the inspection, all data should be entered in form
TE-08 and sent to office along with month end mail.
19. The shaft earthing device must be maintained in good order. Improper maintenance
may cause arcing between the shaft and bearing leading to bearing damage. The band
surface should be regularly polished and the brush tension maintained to ensure good
contact. A spare set of brushes must be maintained on board. The reading should be
recorded daily and checked to be in compliance with the specified limits depending
upon the operating condition i.e. draught, S.W temperature, and S.W density.
Maker’s Log to be sent and feedback requested.
20. The top stays and braces must be checked regularly for cracks at the fastening points.
21. The dynamic forces which are imposed by the engine are taken by the engine seating.
The bedplate bolts (holding down bolts) to the seating should be checked for tightness
to ensure that no dynamic movement is possible between the bedplate and the
seating. All bedplate chocks, side and end-chocks are also to be examined as per
maker’s maintenance intervals.
22. Main engine fitted with BWMS (Bearing wear Monitoring Sensor) has to follow the
Makers instruction.
23. In case of any deviation on the wear limit or slowdown of engine, it has to be dealt
with extra caution while trouble shooting. This is to be reported to the respective
technical superintendent.
24. Vessel may carry out scrape down oil analysis (SDA) every 1000 hours of ME running.
Same to be recorded in TE-55 and TE-55 A . Vessels without Scrap down analysis kit
should contact their respective Technical Superintendent for supply. Those vessels
which do not have SDA test kit should land sample for lab analysis at least once every
3 months.
Additionally, vessel should carry out SDA test after any of the following operations: -

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i. Any change of bunker: - Vessel to conduct SDA test of all ME units after 24 hours
of bunker change.
ii. Post ME unit decarbonisation: - Vessel to conduct SDA test of that individual ME
unit post decarbonisation.
The scrape down analysis test is an essential tool for improving engine reliability, reducing
associated maintenance and repair costs.
On-board kit or shore lab support can analyse scrape down oil and provide a complete
picture of engine and lubricant performance.
It can contribute towards extending piston overhaul intervals and help optimise feed
rates. In some cases, it also provides the data needed to tackle cold corrosion. Vessel may
require switching between fuels and lubricants in complying IMO 2020 Sulphur cap.
The scrape down analysis programme comprises tests to analyse two key parameters,
Iron Content and Base Number (BN) in the oil. In some case water content also can be
ascertained in sample drain oil.
The tests identify: -
1. The concentration of ferrous iron in the scrape down oil, which provides an indication
of an engine’s liner wear rate due to abrasion.
2. The BN level indicates the level of engine liner protection from the effects of the acidic
products of combustion. It also provides the indication if one or more liners are in danger
of suffering from corrosive wear.
3. Some test kits can also analyse presence of iron salts in the sample which indicate the
engine’s liner wear rate due to corrosion.
4. This test also provides early indication of the dangers of over-lubrication whereby
deposit build up can cause significant engine wear.
5. The test can identify cat fines, which can cause abrasive wear if not treated. With scrape
down analysis, fuel will immediately be identified by a spike in metal content (and analysis
of laboratory results in some case). This can be used to take preventive steps before the
fuel is used.
Through regular testing, results can be plotted and trends established to gain a full
understanding of cylinder oil and engine condition. The results can help vessel to identify
the most appropriate BN cylinder oil and feed rate to protect engines from cold corrosion.

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Some of the values listed below maybe subject to change and careful reference should
be made to manufacturer’s service manuals and latest service bulletins.
When the engine must be operated for a prolonged time period (longer than two hours),
careful observation of the following measures is to be taken: -
1. The fuel injectors must be in good condition, i.e. atomization should be good and
their spray holes must not be eroded.
2. Careful preparation of the heavy fuel is essential.
3. The temperature of the fuel is to be set to the upper limit i.e. a viscosity of 10-12
mm2/s (cst) is to be maintained at the fuel pumps of the engine. In addition, the
tracer steam to the fuel injector pipes is to be kept open to maintain adequate fuel
temperature at the fuel injectors.
4. The jacket temperatures are to be kept on the higher side, so that the combustion
air in the cylinder does not cool down unnecessarily.
5. To keep the combustion air and in turn also the exhaust temperature at a higher level
during slow running, the seawater inlet temperature to the air coolers must also be
kept as high as possible maintaining the normal flow rate. (The seawater outlet
temperature should, however, not exceed 45o C).
6. The exhaust gas temperatures after the cylinders should not drop below 200 oC.
Should it for some reason not be possible to maintain an exhaust temperature of
200o C after the cylinders due to operational reasons, then the engine must be run
up to a higher power level at least twice within 24 hours until an exhaust temperature
of 275o C is reached.
7. The run-ups should be executed in small steps, during which the Turbocharger
tachometers must be kept under close observation. Once an exhaust temperature of
275o C after the cylinders has been reached, the respective engine speed should be
maintained for at least 20 minutes.
8. Soot blowing should be carried out in frequent intervals

1. Indicator diagrams are to be recorded at least once during each loaded and ballast
passages in the month.
2. These must preferably be recorded on departure during normal weather conditions.
3. The wind, current and the swell condition is to be recorded for the comparison.
4. The repairs / overhauls carried out since last set of cards recorded should also be
mentioned to analyse improvements through overhauls.
5. In addition, a set of cards must be recorded prior to and after dry-docking to estimate
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6. The differential between the Pmax between units should be within the makers
recommended limits.
7. If the average Pmax for the units is higher / lower than specified or as compared to
test records for the similar rpm / load condition, the cause is to be analysed and
attended on priority. The ‘shop trial’ performance curve should be used as a
reference for analysis.
8. The difference between Pmax and Pcomp should not be more than that specified by
the maker. Too high a difference would cause the piston rings to collapse.
9. All other engine parameters are to be recorded and compared with the test records
for similar load conditions.
10. Main Engine performance should be sent to office every month using form TE-07 on
the following occasions:
▪ Once every month for normal operating parameters
▪ Immediately upon change of bunker fuel
▪ Immediately upon major overhaul of components
11. Data from TE-07 should be reviewed by TSI and uploaded to the designated engine
performance software to assess the engine condition.

The most dependable method of estimating the engine power developed is T/C RPM.
From Turbocharger RPMs readout, refer to Engine power/load diagram and estimate
the power developed ~ say BHP say at engine rpm N
As per propeller curve, calculate N1, i.e.
N1 = (BHP / BHPMCR) 1/3 X NMCR
Apply calculated value of N1 and derive M, i.e.
M = {(N – N1) / N1} x 100 (%)
If M<0 (Minus value): M/E is operating under torque rich condition.
If All OK, M>0 (Positive value).
Chief Engineer should always assess the torque running conditions of the engine and
should be familiar with the use of the above formula.
Torque Rich Condition:
Using efficiently energy in order to save fuel on board ships is a long term objective in
worldwide scale due to the environment protection and the limitation of energy natural
resources.

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The International Maritime Organization has already issued some international

conventions concerning the fuel savings and limitation of discharge of the toxic gases to
the atmosphere. In Annex VI, MARPOL 73/78, there are some guiding methods that
support the ship designers and the ship operators using fuel more efficiently such as
EEDI, EEOI and SEEMP. These are however not enough to minimize fuel consumption for
a voyage. During ship operations, there are some existing problems that make ships
consume more fuel. Among them is the unbalance of energy between a main engine
and a propeller. The unbalanced energy is normally formed by reducing the main engine
power and increasing required power of a propeller. The torque rich condition can occur
during ship operation due to reasons as follows:
1. Bad weather conditions such as a storm, ice, etc.
2. Narrow channel where a ship is navigating
3. Deterioration of the performance by aging of main engine, hull and propeller.
Operating a ship in the torque rich condition for main diesel engine will cost fuel
consumption much higher than that of a ship in normal condition. Moreover, a diesel
engine in torque rich condition will work seemingly hard and discharge black smoke to
the environment. This black smoke contains a lot of toxic gases such as NOx, SOx, CO
and HC.
In vessel operation process, Chief Engineer has to check monthly main engine
performance and compare it with the load diagram.

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1. The cooling water is to be kept free from rust and deposits.

2. When replenishing, use water only from ship’s distillation plant.
3. Appropriate corrosion inhibitor and dosage, as per the maker’s and chemical
supplier’s recommendation is to be applied.
4. Cooling water is to be tested on board every week when on / normal make up
condition. Water is also to be tested each time make up water is taken after
overhauls, and till the required chemical level is achieved. Sample is to be taken
from the circulating system, and not from the expansion tank or the pipe leading to
it. Records for the tests on board are to be maintained on the chemical manufacture
prescribed forms and sent to chemical manufacture and to synergy office by email.
5. Inhibitor in the powder form is not to be dosed directly into the expansion tank, but
must be dissolved in water and then added to the cooling water system.

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6. The cooling water space must be regularly examined to check the efficiency of the
corrosion protection. The spaces must be checked for corrosion, corrosion fatigue,
cavitation, and scale formation.
7. Chromate based inhibitors are not to be used due to the possibility that the cooling
water may leak into drinking water circuit via the freshwater generator.
8. Only nitrite-borate based inhibitors are to be used. When using these inhibitors, no
pipe section of fresh water cooling system is to be renewed with galvanized pipe
during repairs, as this may lead to zinc sludge deposits.
9. When increase in the chloride content is observed, the salt-water leakage is to be
traced and repaired at first opportunity. The upper chloride limit specified by the
inhibitor supplier must not be exceeded, and additional inhibitor must be added as
per the maker’s recommendations.
10. A decrease in the pH value, or an increase of the sulphate content, may indicate
exhaust gas leakage into the water system. In such an event, the leakage must be
identified and rectified.
11. Vessel should enter analysis result in TE-03 or in chemical supplier’s analysis form
and send to office along with the month end report.

MARPOL Annex VI requires all diesel engines installed after 1st January 2000, with a
power output of more than130 kw to be tested and issued with an Engine International
Air Pollution Prevention (EIAPP) certificate and an approved NOx Technical File. The
approved Technical File provides details of the original engine components settings,
operating values and allowable adjustments which ensure the engine will continue to
operate within the acceptable NOx emission limits. This EIAPP certificate and approved
Technical File stays with the engine and remains valid for its life. Periodic verification
surveys are carried out by the Class to confirm the engine continues to operate within
the on-board NOx emission limits.
If any adjustment, part replacement and modifications, which influence NOx emission
characteristics, are carried out, then this should be recorded chronologically in the
engine’s record book. ID numbers of all such components used are to be recorded.
The ID numbers are stamped on these parts and record the numbers before fitting the
component to the engine.
For E.g.: the ID number of a cylinder liner usually stamped just above the scavenge ports,
on the injection nozzle of a fuel injector valve. The location of ID numbers of these
components will be mentioned in the NOx technical code.

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When adjustments are made on FQS (Fuel Quality Setting) and injection timing for
operational reasons, the limits mentioned in the NOx Technical file should not be
exceeded.
The following are the list of components and settings that normally influence the NOx
Emission. For ship, specific list please refer to the NOx Technical file: -
• Fuel injection timing
• Fuel injector nozzle
• Fuel pump plunger & barrel
• Fuel cam
• Exhaust cam
• Cylinder cover
• Piston crown
• Cylinder liner
• Turbocharger
• Compressor wheel / turbine rotor
• Diffuser / nozzle ring
• Aux blower
• Scavenge air cooler
• Governor
• Shim thickness to change the compression ratio and if shims used on the fuel
pump
The above guidelines are applicable for the auxiliary engines and hydraulic power pack
engines also.

1. Based on latest service experience and engine development we are revising the
guiding overhaul intervals of Main Engine. The revised guiding overhaul intervals
apply to MAN B&W MC/MC-C, ME/ME-B/C engine and Wartsila Sulzer RTA, RT
Flex type of engines. Longer overhaul intervals can be obtained with a condition-
based overhaul strategy. The means to obtain and document this are described in
engine specific service letters.

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In addition, it must be noted that the application of external systems such as

Waste Heat Recovery (WHR), Exhaust Gas Bypass (EGB), Exhaust Gas Recirculation
(EGR) and Selective Catalytic Reduction (SCR) will affect the heat load on the
combustion chamber components.
Similarly, a more frequent heavy propeller running, caused by the Energy
Efficiency Design Index (EEDI) condition, and the Adverse Weather Condition
(AWC) software can have an influence. The above factors as well as fuel qualities
and slow steaming may have an Impact on the overhaul intervals of especially, but
not exclusively, components affected by the cylinder condition and combustion
chamber parts.
All stated overhaul intervals are total engine running hours regardless of fuel type
(HFO, MGO or gas).
2. These guidelines are for vessels fitted with 2 stroke Main Engine (B&W or Wartsila
Sulzer) of below type approaching (12000-16000 for B&W and 18000 for Sulzer)
running hours of piston overhaul: -
a) B&W – 2 Stroke Engine–- MC/MC-C and ME/ME-C type
b) Wartsila Sulzer – 2 stroke Engine – All RTA Engines and RT Flex
3. The vessel seeking for deferral beyond 16000 hours for B&W Engine and 18000
hours for Sulzer engine need to submit below documents and data: -
a) Submit last three consecutive month ME Piston underside inspection and
b) Piston ring gap measurement record TE – 08 for MAN B&W Engine and TE-08
A for Sulzer Engine
c) Submit last three consecutive ME performance data TE-07 along with sea trial
performance report.
d) Submit last three consecutive ME Performance data interpretation and
Analysis.
e) Submit last three months/consecutive Under piston images with piston ring
gap measurement – covered in new amended TE-08 form.
f) Submit last three SDA test as per Para 3.15 point 21 of this Manual and Form
TE-55/55A/55B, as applicable.
g) Submit latest Liner calibration report, if available (Applicable to vessels that
have or used remote liner calibration equipment)
4. The above data is to be submitted by the the Technical Superintendent to the
Fleet Manager to evaluate/decide the following w.r.t the relevant Maker’s service
letters - Basis this, the following the collected data as submitted by respective TSI
with maker’s service letter: -
• Piston under side and scavenge port inspection and take corrective actions
including adjustment of CLO feed rates, CLO BN is use, etc.,

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• Piston under side scrape down oil analysis for residual BN, Iron (Fe) content etc.
• Evaluate Piston ring Ceramic coating thickness measurements, as relevant.
• Piston ring groove axial clearance, CPR depth etc.
• Regular performance recording and monitoring the engine parameters.
Basis the above evaluation, a deferral of 2000 hours may be granted if all criteria are
deemed satisfactory. If results are not in line with the Maker’s guidelines, the Main Engine
decarb is to be planned and as an interim, a suitable Risk Assessment to be in place with
frequent inspection established. The frequency of inspection to be agreed case by case
for each engine.
5. Once the deferral of ME decarb is agreed, vessel’s Technical Superintendent to
continue monitoring engine condition through–-
• Monthly under piston scavenge space Inspection (TE-08/08A)
• Monthly ME performance recording (TE-07)
• SDA schedule as per Para 3.15 Point 24 of this Manual and Forms
TE-55/55A/55B, as applicable.

3.16 MAIN ENGINE TURBOCHARGERS

1. Utmost care must be exercised in the operation and the maintenance of the Main
Engine Turbochargers.
2. All indicating instruments, including tachometers, manometers, pyrometers for
exhaust gas, thermometers for bearing oil and vibration monitors (if fitted) are to
be maintained in good working order.
3. Minimum spares as indicated, in the ship’s minimum spare part list is to be
maintained at all times.
4. Proper record is to be maintained for each overhaul, in terms of the measured
clearances, alignment, dynamic balancing, details of the parts renewed. All reports
from the Service Engineers must be retained in the onboard filing system.
5. Maker’s instructions for the overhauling schedules and intervals are to be strictly
adhered to.
6. When the bearings & pumps are to be renewed, it must be ensured that the correct
type for the turbocharger fitted, are available on board or ordered in time. The
correct type can easily be found from the regular service notes sent to the vessel.
In case of any doubt, the office should be consulted immediately.
7. When overhaul or spares are requested, full specification from the name plate on
the turbocharger casing must be furnished.

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The L.O pumps must be checked for proper L.O flow after each stoppage and especially
after overhaul and oil change, as these have been known to lose suction under such
conditions. A can of L.O must be kept handy to prime the pump by pouring oil on to the
filling cup.
3.17 BOILERS

The general condition under which any particular vessel’s machinery is required to
operate will be advised in maker’s manual.
There are different boiler designs of high pressure water tube boiler types in service, but
the principles of care and attention are generally similar. Detailed requirements for
specific boilers on individual vessels are to be obtained by reference to the Maker’s
Instruction book.
Gauge glass readings and the operation and function of boiler alarms, trips, and the low
water level fuel shut-off, must be clearly understood by all personnel appointed to tend
boilers.
Personnel shall be instructed that: -
▪ If there is any doubt regarding the adequacy of water in boilers, fires must be shut
off immediately
▪ Feed water must not be added to a boiler in an overheated condition
Raising Steam
Manufacturer’s recommendations on time scale, fuel firing rate and general precautions
to be taken when raising steam must be followed as closely as possible.
A Senior Engineer Officer shall check that all valves are correctly set (open or closed as
appropriate) before a boiler is lit and be present when a boiler is first lit after a period
of shutdown or maintenance.
The Senior Engineer Officer is to ensure that the water level is satisfactory, gauge
glasses, pressure gauges, and all necessary air vent are open and drain valves are shut
prior to a boiler being lit.
These valves are to be kept open until such time as the boiler has been fully warmed
through and steam raised. The attending engineer Officer must ensure that the water
level is satisfactorily maintained whilst raising steam. These valves should only be shut
when flow through the super heater has been established by other means.

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It is essential that the super heater vent valve be opened prior to firing the boiler, and
be kept open until the boiler has been placed in service.
The super heater vent valve may be referred to as the “Starting Valve” in some
manufacturer’s literature.
Prior to the initial lighting of any burner, it must be ensured that the furnace is clear of
all debris and any accumulated oil residues, and that air purging of the furnace has been
carried out in accordance with the Makers recommendations.
For boilers using LNG as fuel, the local procedure for operating the boiler on different
modes and fuel is to be followed.
When operating on LNG mode, first the boiler is to be fired in fuel oil mode, then put to
dual mode. It is to be put on gas mode when LNG tanks are gassed up and HC content is
above 30-50%. If boiler is stopped, it can be changed over to gas mode directly provided
tank contents are above 30-50% HC.
When Boiler trips on gas mode, the nitrogen purge is initiated by the boiler control panel
before the boiler can be restarted.
Boiler cannot be fired on LNG mode unless controlled from the ECR operating panel. The
boiler is changed over to fuel oil mode on the boiler control panel and fired after carrying
out the Nitrogen purging.
Once firing on fuel oil is successful, operator can then changeover to dual fuel/gas mode.
The combustion control panel parameter for stabilizing of gas and oil burners to 70%
Oil-30% Gas ratio is to be checked before changing over to gas mode.
When flashing from cold, the following must be observed:
• The boiler will be flashed in timed steps to reduce thermal stress.
• If the boiler FD fan is not available, check that the boiler purge is on a ‘number of
air volume changes’ and note that longer purge time will be required.
• If initial firing is with Gas oil, as soon as the plant is warmed through sufficiently
to heat Fuel oil, changeover to Fuel oil. Extra care should be taken for purging
when flashing on gas oil, due to the greater quantity of gas generated.
Similarly, after a burner failure in service, or failure to light during initial firing, it must
be ensured that the recommended minimum purge period is completed before the
burner is re-lit.
After raising steam and prior to placing the boiler on continuous service, all gauge
glasses, alarms, trips, and the low water level fuel shut-off are to be tested in operation.

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A Senior Engineer Officer is to supervise the operation of putting a boiler into service.
He is to ensure that all level, pressure, and flow sensing lines are open and that the
emergency fuel shut off valve is correctly set.
When the boiler is running and delivering its required load, the Senior Engineer is to
ensure that the feed water regulator, combustion control equipment and other
automatic duties are operating correctly. He is to verify that all relevant gauges and
indicators are functioning.
Alarms and Shutdowns
All alarms and shutdowns shall be tested regularly in accordance with a schedule for
testing all machinery alarm systems. At each boiler shutdown, boiler trips shall be
tested.
Combustion
Good combustion is a prerequisite for maximum boiler efficiency.
The combustion process is to be considered as including everything from the receipt and
storage of bunkers to the emission of flue gas.
Fuel is to be heated to a maximum of 50oC for pumping. Fuel is to be retained in settling
tanks and allowed to settle for as long as possible to obtain optimum separation and
extraction of water and sludge.
Standby fuel oil service pumps are to be maintained in good operating order and set for
automatic cut in when applicable.
Suction and discharge fuel oil strainers are to be changed over and cleaned regularly.
Operating cycles for self-cleaning strainers are to be checked similarly.
Oil burning equipment designs usually require viscosity at the burner of between 15 and
65 centistokes. The requirements for each vessel’s installation are to be obtained from
the Makers Instruction Book and temperature or viscometer settings adjusted to
achieve it.
When bunkering different grades or viscosities of fuel, all reasonable measures are to
be taken to avoid mixing of grades. Where mixing of grades is unavoidable however,
due allowance is to be made for the resulting variations in viscosity during the pre-
heating of the fuel prior to burning.
Fuel Heaters
Fuel heaters must be maintained in good condition ready to meet the outlet
temperature required at full load.

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Burners
In principle, burners are to be treated with the same degree of care as is usually
accorded to diesel engine fuel valves.
The dismantling, inspection and re-assembly of burner parts is always to be done by, or
under, the supervision of an Engineer Officer.
Incorrect cleaning of important parts, such as cleaning sprayer holes with hard wire, may
cause considerable damage and must be avoided.
Fireside fouling, tube impingement damage and severe local over heating can be caused
by a distorted fuel spray pattern often the result of damaged edges of sprayer plate
holes.
Sprayer plates with damaged or oversize holes are to be discarded.
Close attention to the mating faces of sprayer plates can reduce burner tip leakage and
the deterioration of quarls which results from fuel dripping onto them.
To obtain a balanced operation with efficient combustion in a multi burner furnace the
fuel throughput of all burners must be the same. To ensure that this is so, the holes in
sprayer plates are to be checked regularly for size using a taper gauge or shank of a
parallel twist drill.
Mixed burner tip sizes are not to be employed in a furnace.
During steady steaming conditions burners are to be kept in the boiler for as long as is
possible without changing to reduce damage sustained by unnecessary handling.
Cooling air should be open to burners not in use.
Carbonized fuel adhering to burner barrels attracts yet more fouling. Polishing the
barrels before use will diminish this tendency.
For greater efficiency at reduced load the greatest number of burners utilizing small tips
are to be kept in operation, with the fuel pressure maintained in the upper range of the
permitted limits.
Air/fuel ratio and air temperatures have a marked influence on combustion efficiency
and are to be regularly checked against design figures.
If good combustion is to be achieved the only supply of air into the furnace should occur
through the burner register. To assist in maintaining good combustion care is to be taken
to ensure that casing doors fit tightly and that joints and gaskets are not damaged.

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Uptake Temperature
To avoid ‘cold corrosion’ in uptakes resulting from the condensation of sulphuric acid,
final flue gas temperatures must be kept above the prevailing dew point (usually about
150oC)
Automatic Combustion Control
The various components and systems installed for the efficient and safe operation of the
combustion process are to be maintained to the highest standard.
Manufacturer’s/Buililder’s instructions and settings based on design and trials
parameters for burner management and combustion control are to be adhered to as
closely as possible.
Adjustments or alterations to settings are not to be made without the knowledge and
approval of the Chief Engineer.
Super heater vents to be opened
▪ Low water alarm / trip and safety cut outs are to be tested. The float chambers for
the same are to be blown through once a month in port to ensure that the steam
/ water side valves and the drains are not blocked at any time.
▪ All other alarms and safety cut outs are to be tested every month.
▪ Burners are to be overhauled every month.
▪ Proper combustion is to be maintained at all times to ensure that emission is clear
and within the limits and requirements laid by the port or terminal authorities.
Ch/Engr should always check the colour of the smoke and assess the air/fuel ratio.
Smoke discoloration is often and indication of a problem inside the boiler.
▪ The soot blowing must be carried out once every watch or at least 4 times a day
when the machinery spaces are kept unmanned.
Permission must be obtained from the Bridge duty officer prior carrying out soot
blowing.
On tankers, soot blowing may not be permitted whilst the vessel is at the terminal
or within port limits. Tankers fitted with Inert gas system the interlock between
soot blowing & I.G. plant is operational.
▪ All mountings should be maintained in good condition. All steam leakages must
be attended to on priority.
▪ The supporting stays and hangers must be regularly checked for cracks and
tightness.
▪ The foundation must be regularly inspected.
▪ While the boiler is in operation check that the flame is not impinging on the tubes.

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▪ BURNERS SHOULD NOT BE FIRED BEFORE THE FURNACE HAS BEEN PROPERLY
PURGED

▪ On tankers, the boiler furnace must be inspected during each shut down. The
furnace of other auxiliary boilers must be inspected at least once in three months.
Boilers burning waste oil must be cleaned every two months and furnace
inspected at this time.
▪ During fireside inspection, ensure that the tube bank is clean and free of any
accumulation of soot or slag. Surfaces of water drum exposed to combustion
gases, including tube and areas along the sides of the drum underneath the last
row of tubing between drum and casing must be closely examined.
▪ Check that there is no heavy accumulation of slag or crusted ash on the screen
tubes.
▪ Ordinarily the screen and water wall tubes can be cleaned by scraping or with a
wire brush.
▪ Inspect the water wall tubes and front row tubes for any indication of cracking,
blistering, or overheating.
▪ Inspect the furnace refractory for slag, flame impingement, or inadequate
provision for expansion. Failure of refractory to be repaired in accordance with
the instructions in the manufacturer’s technical manual.

▪ Carry out inspection of the waterside whenever a boiler is opened for any reason,
to be certain that the methods of analysis and treatment of the feed water and
boiler water are satisfactory.
▪ Check the appearance of the drum and tubes carefully, looking for the presence
of corrosion, scale, and other deposits. Open the water wall hand holes nearest
the ends of the water wall headers and see that water wall supply tubes and
headers are free of sludge or other foreign material which may restrict the
circulation
▪ Boiler and water wall tubes must be kept free of scale deposits, oil, and corrosion.
Water wall tubes and the boiler screen tubes which are exposed to the radiant
heat of the furnace wall can overheat with even a very thin layer of scale deposit.
Scale deposits are caused by failure to maintain correct chemical conditioning of
boiler water, failure to vent the boiler when starting to raise pressure, or improper
lay-up and care of the boiler when out of service. If pitting or localized corrosion
is present, the cause is most likely oxygen in the feed water.

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▪ If scale is found, it must be removed before returning the boiler to service.

▪ Oil deposits in water spaces lead to poor heat transfer, local overheating of the
surfaces, and in worst cases may cause hazardous atmosphere in the drum. Oil
may also cause deposits in super heaters and turbine blades, blockage in valves
and piping leading to pressure and level indicators and controllers. If found, the
cause of oil ingress must be ascertained and rectified before putting the boiler
back into service. The surface must be thoroughly cleaned of all deposits by
manual or chemical cleaning procedures as per the maker’s guideline.
▪ Corrosion or pitting damage will require repairs. These must be reported to the
office in order to arrange suitable repairs under the supervision of Class.
▪ After completing or any repair work in the boiler, ensure that all tools, bolts, and
other items have been removed. Brush out all dirt welding spatter and similar
material. Wipe up any oil and wash the drums with warm fresh water. A thorough
inspection must be carried out.

On tankers, there is a common practice of reducing the Air ratio to achieve 5% oxygen
content in the flue gas, while operating the boiler at low load. This results in incomplete
combustion of the fuel and causes:
▪ Excessive soot formation
▪ Risk of cargo contamination (especially on product and chemical tankers)
▪ Excessive froth formation at scrubber outlet
What is LOW LOAD operation of boiler?
Operation of Aux Boiler at any load less than 30% of full load is considered as LOW LOAD.
Why below 30% load is considered as LOW LOAD?
Please refer to the below graph showing relation between boiler load and oxygen
concentration for a typical marine boiler.

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At 20 % load, the ideal O2 in flue gas should be about 6.5%. If the EXCESS AIR ratio is
reduced to achieve 5% O2 (to meet Inert Gas requirement) at 20% load, the combustion
enters SMOKE ZONE.
We can also note that, at all loads below 30%, ideal O2 content is always above 5%. Only
at and above 30% load, O2 content in flue gas can be at or below 5% without entering in
to SMOKE ZONE.
Hence operating boiler below 30 % load is considered as LOW LOAD operation.
Why EXCESS air is required?
Theoretically, perfect combustion occurs when there is just enough O 2 in the supplied
air to react with all the carbon in the fuel supplied. This quantity of supplied air is often
referred to as the “Theoretical Air”.
To ensure there is enough oxygen to completely react with the fuel, extra combustion
air is usually supplied. This extra air, called “Excess Air”, is expressed as the percent air
above the amount theoretically needed for complete combustion.
Percent of Excess Air required to obtain a particular O2content can be roughly
determined using the following formula:
%𝑂2 measured
% Excess Air = x 100
(20.9 − %𝑂2 measured)

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By rule it is mandatory to maintain oxygen level of flue gas below 5%, when flue gas is
used for inerting cargo tanks. This is achieved by adjusting the Air/ Fuel ratio (most of
the boilers it is pre-adjusted) to achieve the desired O2 content.
Applying the above formula, the “Excess Air” required for achieving 5% O 2comes to
about 31 % (about 131 % of theoretical air). Below graph indicates the relationship
between %O2, CO and CO2. We can note, as excess air percentage increases, there is
drop in CO and CO2

What are the Conclusions?

While operating in Tanker Service mode the boiler load can theoretically fluctuate from
0 to100 %. During initial start-up/ end of cargo operation, steam demand is generally
low and boiler load can fall below 30 %. This causes the O2content to rise higher than
5%. To bring down the O2content Engineers tend to decrease the Air/Fuel ratio and this
results in operating the boiler in SMOKE ZONE.
If due to low steam demand the boiler load is falling below 30%, Engineers should
change over the LOAD control to MANUAL and set the load above 30%. DO NOT CHANGE
OVER AIR CONTROL TO MANUAL MODE.
▪ If the steam demand is low and boiler drum pressure is rising, excess steam should
be effectively utilized for other heating applications. If steam pressure still
increases, dump the excess steam instead of reducing boiler load to below 30%.

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▪ Boiler Burner settings should never be tampered. Any change in the settings to be
carried out only after taking approval from office. Changes in the setting value
should be properly documented (Before and After).
▪ When using the boiler in IGS mode the minimum load on the boiler is limited
(factory set) to above 30%. This setting should not be changed.
▪ Engineers and Deck officers must understand that it is not necessary to maintain
Oxygen content below 5% when flue gas is not used for inerting cargo tanks.
▪ Pre-discharge meeting between Engineers and Officers must discuss about cargo
discharge rate, expected load on boiler, IG pressure to be maintained and plan
should be made accordingly.
Above instruction is applicable only to vessels where auxiliary boiler flue gas is used for
inerting cargo tanks.

1. Water circulation through the Economizer must be commenced at least 2 hours

before using the main engine. Similarly, water circulation must be maintained for
at least 4 to 6 hours after the engine is stopped and circulating pump can be
stopped only upon confirming that economizer tubes have cooled down and there
are no signs of soot burning.
2. Modern diesel engines are efficient and have reduced exhaust gas temperatures.
Boilers fitted with narrowly spaced gills or fins on the coils surfaces for high
efficiency are more prone to fouling and fires especially when Main Engine is
operated on reduced speed for prolonged periods or is subjected to extensive
manoeuvring or is run on poor quality fuel.
Soot blowing must therefore be carried out once every watch or at least 4 times a
day when machinery spaces are kept unmanned during nights. Refer point
number 5 below.
The steam supply line must be drained of any condensate prior to soot blowing;
else this can have very damaging effect on the tubes.
If engine is operated at slow speed (less than 40% MCR), the engine must be
revved up gradually to 85% MCR (unless other restrictions are imposed) and run
at that RPM for 30 minutes before commencing soot blow operation with
maximum exhaust gas velocity. This operation to be carried out at least once in 48
hours when vessel is employed on long voyages (more than 5 days) and once in
36 hours if voyage is less than 5 days.

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In case of suspected soot burning, precautions shall be taken to prevent soot

burning from escalating into a soot fire by ensuring sufficient flow of cooling
water, regular rounds and monitoring temperatures and pressures. In case of a
soot fire, immediate action shall be taken such as stopping Main Engine at the
earliest opportunity, ensuring the circulating pump is kept running, stopping
auxiliary blowers, and covering TC suction filters to prevent ingress of fresh air into
economizer. In case of water loss, circulating pump should be immediately
stopped and economizer to be drained.
3. The Economizer smoke spaces must be cleaned by fresh water high-pressure jet
every 500 ~ 1000 running hours of Main Engine. Depending on owners, some
vessels may employ only compressed air wash. Vessels operating on Slow
Steaming will need to monitor the economizer fouling closely and implement
water washing at 500 hours or earlier when found necessary.
Vessels operating under normal loads may stretch the water washing intervals to
1000 hours. Upon completion of water washing the circulating pumps should be
started immediately when the remaining soot is still wet.
The discharge of collected wash water during EGB routine washing should be
undertaken as per EMS chapter 3 section 3.5.6. This will cause the remaining soot
to dry up and detach from the tubes and fall off. Thereafter, Economizer is to be
blown with dry air. Use of Ship-specific Checklist “Exhaust Boiler water washing
procedure must be ensured”. Special attention to be paid to ensure that the
engine exhaust casing and the Turbocharger are not flooded during washing.
Drains provided on the exhaust gas side of T/C should be kept open throughout
the entire operation.
On sailing fire watch must be arranged on deck to check on the loose carbon flakes
that may fall off during initial running of the engine.
4. While inspecting the flue gas side of the economizer the surfaces of the elements
are to be checked for corrosion, thinning, and accumulations of packed soot.
5. The engineer on watch should inform officer on watch in bridge and permission
shall be obtained prior starting soot blowing operation. The officer on watch will
assess the apparent wind direction and determine the possibility of burning soot
falling on deck around funnel. If so, Officer on watch should discuss with Master
and consider altering vessel’s course.
6. The area around funnel shall always be monitored for falling sparks during the
soot blow.
7. The soot blowers should be operated through a full cycle and inspected.
8. The welds of the return bends must be inspected for corrosion.

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9. The water side of the economizer must be inspected annually for oxygen corrosion
or pitting.
10. The overboard discharge of Exhaust Gas Economiser wash water shall be
undertaken as per EMS Chapter 3 section 3.5.6.

1. Boilers should be opened only under the direction of a Senior Engineer. Care should
be taken to check, after emptying, that the vacuum is broken before the manhole
doors are removed. Even if an air cock has been open the practice should always be
to loosen the manhole door nuts and break the joint before the removal of the dogs
and knocking in the doors. The top manhole doors should be removed first.
Personnel should stand clear of hot vapor when the doors are opened.
2. Entry should not be made in drums, furnace, or flue space until it has cooled
sufficiently. Enclosed Space Entry Permit must also be obtained prior to entry.
3. When an entry is to be made in a boiler which is a part of two or more boilers, it
should be ensured that: -
▪ All inlets through which steam or water might enter the boiler from any other part
of the range have been disconnected, drained, and left open to the atmosphere.
or, where that is not practicable
▪ All valves or cocks, including blow down valves controlling entry of steam or water,
have been closed and securely locked, and notices posted to prevent them being
opened again until authorization is given.

1. Safety valves differ from the relief valves in that they are designed to open completely
(pop) when the set pressure is reached, and to stay open until the boiler pressure is
reduced below the set pressure. The difference between the pressure at which the
valve opens and the pressure at which it closes is called blow down.
2. The safety valves must be adjusted to lift at the pressure in accordance to the maker’s
specification and under the supervision of the Class surveyor.
Where boilers are not fitted with super heater, the safety valves are normally to be
set to open at a pressure of not more than 3% above the approved working pressure.
The correct lifting pressure for the boiler fitted on the vessel must however be verified
from the specifications.
3. Blow down ratio in accordance with the specification must always be maintained.

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4. The location of the easing gear, provided for floating the safety valve should be clearly
marked. The gear should be maintained well and tested for operation at least once a
month.
5. Drain pipes leading from the drain Safety valve chest to the bilge or to a tank, must be
maintained clear.

This applies to boilers operating up to maximum pressure of 20 bar

1. Careful control and monitoring to be done on the type and the quantity of impurities
found in the boiler water. Incorrect or inadequate treatment can result in the failure
of tubes, headers, and drums. High corrosion rates can result from improper water
pH or failure to remove dissolved oxygen from the water.
Scale formation on the inside of the boiler can result in tubes overheating. High levels
of dissolved and suspended solids can also result in carryover,
Causing problems in super heater and turbines. A program of regular boiler water
testing, chemical addition and blow down is necessary to avoid problems and obtain
maximum service life from the boiler.
▪ Following control limits may however be taken as guidelines. The list is however
provided for guidance only and must not be considered complete. The boiler
makers and chemical supplier’s dosing instructions must always be referred to for
the best results. Hydrazine test is to be carried out by vessels installed with high
pressure boilers of rating > 10 bar and supplied with hydrazine Test Kit. Total solids
and conductivity tests are required to be carried out on vessels provided with
these test kits.

PERMISSIBLE LIMITS FOR BOILER WATER:

BOILER PRESSURE (kg/cm²) LESS THAN 10 10 ~ 20 20 ~ 30

DISTILLED DISTILLED DISTILLED

TYPE OF FEED WATER SHORE WATER
WATER WATER WATER

ITEM UNIT

1 pH 11.0 ~ 11.5 10.5 ~ 11.5 10.5 ~ 11.5 10.5 ~ 11.0

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2 P. ALKALINITY ppm 120 ~ 300 50 ~ 150 40 ~ 150 30 ~ 80

3 M. ALKALINITY ppm 150 ~ 500 80 ~ 180 60 ~ 180 40 ~ 100

4 PHOSPHATE ION ppm 20 ~ 40 20 ~ 40 10 ~ 50 10 ~ 50

LESS THAN LESS THAN LESS THAN

5 CHLORIDE ION ppm LESS THAN 150
50 20 20

HYDRAZINE
6 ppm - - 0.03 ~ 0.1 0.03 ~ 0.1
(N2 H4)

7 TOTAL SOLIDS ppm 3500 3500 2500 2500

8 CONDUCTIVITY milliohms 500 500 100 ~ 300 100 ~ 300

▪ As far as possible shore supplied water should be avoided as boiler water feed.
Sufficient quantity of distilled feed water from the ship’s Fresh water generator
should be maintained. When filling the feed water from FWG, special attention
should be paid to the salinity.
▪ Short blow down and scum blow downs to be given every day to avoid sediments
and floating scum.
▪ Prolonged blow downs to be done once a week and or when the chlorides level is
found increased.
▪ All steam and condensate losses must be checked and controlled.
▪ Condensate returns should be regularly checked for oil. Under no circumstances
must oil be allowed to reach the boiler. Any oil in the returns should be
immediately identified, coils or heat exchangers isolated and repaired before
being put into use again. All oil from the surface of the observation tank should be
removed and the tank kept attended till the clean feed is established.
▪ The boiler water is to be tested every day on board by Third Engineer, Same to be
verified weekly by Chief or Second Engineer. Proper records of dosing level and
quantity to be maintained using the suitable forms supplied by the Chemical
supplier and sent to the office every month. Owners limits will have to be followed
where available.

3.16.8.1 THERMAL OIL SYSTEM

GENERAL OVERVIEW

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Thermal oil heater is normally operated below the boiling point of thermal oil. The
operating pressure is the pump pressure to circulate the thermal oil through the heater
with sufficient flow to prevent overheating of thermal oil. Thermal oil is a flammable
substance which can produce flammable mist to induce fire and explosion hazards at
high temperature. Control of the working temperature of thermal oil is important for
the safe operation of thermal oil heaters. The furnace for the fired thermal oil heater is
the high-risk space in which an explosive gas may accumulate when thermal oil or fuel
oil is leaked into the furnace. Thermal oil heaters have been involved in serious accidents
on board. This equipment should be operated with great care. The personnel engaged
in operation and maintenance of these heaters should be fully conversant with correct
operating procedures and safety devices as given in the manufacturer’s manual.

3.16.8.2 OPERATION AND MAINTENANCE

The safety and reliability of thermal oil heaters require proper attention not only while
they are being designed, manufactured, and erected, but also, while they are in service.
Successful operation requires adherence to basic operating principles, and it requires the
thermal oil heater to be maintained in proper operating condition by performing the
necessary in-service and PMS. Operation and maintenance manuals and instructions
provided by the thermal oil heater manufacturer should be referred and strictly followed
by all personnel involved. Proper and adequate training including the electrical safety
should be obtained. Please refer code of practice for the safe operation of thermal oil
heaters and maker’s manual before carrying out any operation or maintenance on this
system.
The thermal oil samples are to be landed and analysed ashore as per company
requirement for Oil analysis.

3.18 AUXILIARY ENGINES / GENERATORS

1. alarms and trips are to be tested as per PMS / guidelines in QHSE Circular 014/2022.
Over speed trip to be tested under supervision of Chief Engineer. Engine should be
run for at least 1 hour prior to testing the engine for over speed – to safeguard against
bearing damage due to lack of lubrication, which is the case for an engine that has not
run sufficiently long and subjected to over speed conditions. It is the Chief Engineer’s
responsibility to ensure that the Lube oil trips for all Aux engines are tested regularly
and ensured the same is functional at all times. Any defects which might make the
trips inoperational must be immediately informed to the head office.

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2. Where disposable paper cartridges are used as the discharge filter, sufficient stock for
at least one change of all engines is to be maintained on board. Under no
circumstances should these filters be washed and reused. Auxiliary Engine Fuel oil
duplex filter shall be fitted with fabricated GI cover, which can contain the spray or
leak from filter vent/drain. This modification is to be subjected to the MOC procedure.
3. All maintenance to be carried out as per the maker’s instructions and ship’s planned
maintenance schedules. Tightening torque and methods, as instructed by the maker
to be strictly adhered to.
4. With regards to the procedures for Auxiliary Engines Inspection and Maintenance, the
following to be adhered to:
I. Renewal of main bearing needs to be done at maker recommended service life
(generally 24000 - 36000 hrs) irrespective of the bearing condition. Renewal of
main bearings should be planned during vessels docking and accordingly carried
out in the presence of authorized service engineer.
II. During every crankcase inspection, lube oil flow from all bearings to be checked
without fail.
III. Checking /retightening of main bearing keep nuts to be compulsorily carried out,
at maker specified intervals.
IV. During every docking, it is recommended to have the following inspected by
Makers Representative:
• Alignment between alternator and AE;
• Crankshaft deflections are checked by Maker’s representative.
When lube oil sample analysis alerts about high metal content, same to be discussed
with technical superintendent. Depending upon the severity/trend of metal content
and laboratory recommendations, random inspection of bearings and/or re analysis
of lube oil sample must be undertaken. In case of doubt, concerned laboratory and/or
maker are to be consulted with.
5. Functioning of the rotocaps at the inlet and outlet valves must be ensured. Non-
rotating rotocaps cause increased deposits at the valve seat, constant one-sided
bending stresses and involve the risk of spindle failure. Worn-out and non-rotating
rotocaps must be exchanged or the worn-out parts replaced (spring cap, ball race ring,
balls, tangential springs)
6. Proper valve clearances must be maintained at all times. Excessive clearance causes
contact of the valve cone at the cage to become too heavy during dropping. The seat
surface then becomes too hardened and brittle, resulting in cracks.
7. The camshaft inspection must be carried out regularly at recommended intervals. The
rollers of both Exhaust valve and Fuel pump driving gear must be inspected for
rotation.

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The sliding of these without rotation may damage both roller and cam surface and
cause heavy wear. The roller guides must be withdrawn periodically to clean the
accumulated sludge, more particularly on engines run on IFO or Blend oil.
8. The seal leakage tell-tale holes on the engine driven F.O booster pumps or tandem
pumps must always be kept clear to and checked daily for leakage. The lip seals
separating F.O from the L.O system must be examined once a year.
9. As a standard practice, Bottom end bearing bolts and hydraulic nuts are to be
renewed at 20,000 hours of running or as prescribed by the maker. Special care must
be taken while tightening the bottom end bolts, and proper procedures as
recommended by the maker must be followed. If the bolts must be used over 20,000
hours, check carefully its threaded portion and seat surface as well as its trunk portion
to ensure the following items: -
▪ 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.
10. The standby generator is to be barred and blown through every day, as a check for
normal condition.
11. Unless starting on auto standby mode or emergency, the engine is to be started
locally, after barring and blowing through the engine. Starting and stopping from
remote control also to be tested at least once a week.
12. Auto standby cut in function of the generator to be tested once in three months. Care
should be taken to put off all navigational, radio equipment and computers. Under no
circumstances should these tests be carried out when safety of the vessel and
equipment is at risk and or cargo or any other operation is affected.
13. When the engine is operated on Heavy Oil, low load operation may lead to unburned
hard and adhesive carbon residue that may hinder piston ring seal function. It must
therefore be ensured:
▪ Low load running is avoided as far as possible to reduce unburned residue on the
combustion chamber.
▪ Air intake temperature is maintained on higher side of the recommended value,
ensuring the exhaust gas temperature at each cylinder outlet is within limits.
▪ Fuel injectors are maintained in good order.
▪ Before stopping, the engine is run at least 30 minutes over specified low load limit
plus 5%.
14. Turbo Charger 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.

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15. The peak pressures are to be recorded at full load as far as practicable at least once
every month. In addition, these are also to be recorded before and after the piston
and/or cylinder head decarb, and Fuel pump overhauls and / or timing adjustments,
to monitor the changes.
ALL PERFORMANCE REPORTS, DEFLECTIONS MEASUREMENTS AND OVERHAUL
RECORDS MUST BE PROMPTLY UPLOADED IN SHIPPALM.
16. Vessel should record the AE performance data in form TE-12. TSI should review this
data and upload it to the designated engine performance software to assess the
engine condition.

Following for guidance to ensure safe and efficient operation of Auxiliary diesel engines:
1. Understand the running characteristics and monitor the performance.
2. Compare the running characteristics and shop/sea trial data, and when running at
75% or more of the rating is impossible, check the cause and take corrective
measures.
3. Even if there is no measuring point by the data logger, keep the running record of
important characteristics.
4. Check the performance before and after overhauling the turbo charger.
5. Pay attention to the fuel oil change at the time of S/B when the engine does not run
exclusively on heavy fuel oil or blended oil.
Over speeding and other defects frequently occur due to sticking of fuel pump and
fuel valve at the time of changing over. Always keep the fuel pump rack moving
smoothly.
6. Set the controlling conditions so that the specified blended oil mixing rate can be
maintained. Correctly provide lagging for the fuel system.
7. Check the operation of exhaust/intake valves equipped with a valve rotator.
8. Uniformly lubricate the rocker arm.
9. When running is remote-controlled, check the machine-side starting/stopping
operation regularly.
10. Pay attention to the follow-up performance of the governor.
11. Even for automatic synchronization, turn on the synchro. Indicator and check the
synchronizing point. When the load fluctuates, pay attention to the automatic load
controller.
12. Check the quantity and colour of the generator-side bearing oil, as well as the
existence of water drops on the sight glass.

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13. Certainly, carry out air running before running the generator except at an
emergency.

3.19 AIR COMPRESSORS AND AIR RESERVOIRS

1. The air reservoirs provided are normally designed to meet the 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 engines for other purposes 3 starts each
If a starting system serves two or more of the above specified purposes, the capacity of
the system is the sum of the individual capacity requirements.
Compressors are normally installed with total capacity sufficient for charging air
receivers of capacities from atmospheric to full pressure for one hour.
The compressor performance based on above or the capacity as per maker’s
specification must be monitored.
2. Where more than one compressor is arranged to supply the common piping, the
non-return valves isolating the compressor must be checked for tightness and
overhauled once in a year.
3. The auto drains must be checked daily for proper operation and overhauled at least
once in six months.
4. The unloader function must be regularly examined and overhauled every six months.
5. All alarms and trips are to be tested every month and recorded.
6. Pressure gauges of all stages are to be maintained in good working order at all times
and calibrated on board once a year. Proper record for the same should be
maintained.
7. The compressor must be regularly monitored for proper cylinder lubrication.
8. Crankcase is to be monitored for pressure. If found excessively pressurized, piston
rings are to be checked for weardown and renewed as necessary.
9. Bumping clearance is to be checked and recorded during each overhaul.

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10. Motor compressor coupling, if directly driven to be examined regularly. A spare set of
bolts and coupling pad or bushes to be maintained. Foundation to be checked
periodically without fail.
11. The reservoirs must be drained off water regularly.

3.20 PURIFIERS
1. F.O purifiers (conventional – Non ALCAP/HIDENS) where possible are to be run in
series as purifier clarifier combination from settling tank to service tank at all times.
Throughput should be kept minimum, (lowest possible) sufficient to maintain full level
in the service tank with the daily consumption on the engines.
2. For L.O purifiers running on main engine sump to sump, the continuous centrifuging
is to be maintained at optimum throughput. Since main engine system oil is
continuously being contaminated with combustion by-products, the purification
system should be always being kept running, including during port stays.
3. All alarms and trips are to be tested every month. Discharge pressure / no flow alarm
should be set @abt. 0.3 kg/cm2 below the steady discharge pressure.
4. 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. Small changes in temperature, flow, density, and viscosity
may cause the interface to move inwards, resulting in a blocked disc stack, or
outwards giving a broken liquid seal. Optimum operating conditions must therefore
be maintained at all times and correct size gravity disc must be selected as per the oil
specifications. Purifiers that do not use gravity discs should be operated as per
manufacturer’s instructions.
5. In order that a separation can take place, a density difference between oil and water
must exist. The change in density of oil and water when heated are not same. For IFO,
the maximum density difference between oil and water exist when oil, is at a
temperature of 98o C.
The highest level of separation efficiency exists at this temperature when cleaning
heavy fuel oils. To maintain optimum level of separation and correct interface
position, the oil temperature should not deviate by more than +/- 2o C.

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6. Long intervals between sludge discharges can cause compaction and hardening of the
sludge cake. It may then break up unevenly on discharge and cause the bowl to
become unbalanced. To check if the interval is appropriate, the bowl should be
inspected after a certain time of operation. The period before inspection depends on
the oil being separated and on operating conditions. If no noticeable amount of hard
sludge is found, the interval may be prolonged somewhat, but must not exceed the
maximum recommended interval. If hard sludge has accumulated, the interval must
be shortened.
7. During overhauls, assembling and disassembly is to be carried out as per the maker’s
instructions and procedure, using only appropriate tools provided by the maker.
8. When overhauling the vertical and the horizontal shafts, bearings supplied by the
makers should be used.
9. This being a high speed dynamically balanced machine, care should be taken not to
interchange rotary parts of the similar makes of purifiers fitted on board. No welding
repairs are to be carried out on any of the rotating parts.
10. Shaft revolutions are to be regularly monitored from the manual counter, where
fitted, and compared with the specified speed.
11. Where the electronic automatic control systems are provided with the backup
battery, proper records of battery renewal dates, battery life and next renewal should
be maintained. When renewing the same, maker’s instructions must be referred to
and the change should be effected within the specified time.
12. During routine rounds with purifier in operation, no inspection cover should be
opened without ascertaining the desludging cycle from the timer. Hot oily mixtures
discharge under force through the open covers may cause injury to the person
inspecting.

3.21 AIR CONDITIONING & REFRIGERATION SYSTEM

1. The system is to be regularly checked for leaks and recorded.
2. The refrigerant is to be kept free of moisture, oil, and air.
3. The drier charge / unit renewal is to be done periodically and a record maintained.
When saturated, the drier would clearly indicate by sweating at its outlet or the entire
surface. Special attention should be paid when fresh charge of refrigerant is added to
the system.
4. Inefficient operation of the oil separator may not only cause the sump to run low on
oil but also effect efficiency of evaporator, in case of carry over, and in worst cases
may cause blockage.

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The oil separator must be regularly checked for proper functioning. Special attention
must be paid during low loads when the speed of movement and agitation of the
evaporating refrigerant is insufficient for proper oil separation. The float operated
drain valve must be examined for operation and leakage once in six months by
dismantling the separator.
5. The refrigerant charge must be collected into the condenser / receiver before opening
the system to the atmosphere. The system should be purged of air each time it is
opened to atmosphere for repairs.
After repairs, and initial purging, the entire charge must again be collected in the
condenser and cooled sufficiently to attain the sea water temperature.
The condenser pressure may then be compared with the saturation pressure of the
refrigerant at sea water temperature to check for air in the system. The air may then
be vented out till the corresponding pressure is achieved. Care must be taken to
ensure that refrigerant is not vented into the atmosphere.
6. Expansion valve once properly set for the right working condition must not be unduly
adjusted without proper reason and understanding. Improper adjustments may lead
to the liquid carry over and cause severe damage to the compressor and its parts. The
bulb should be regularly checked for proper fastening and capillary must be examined
for breakage and/or kinks. For the refrigeration system, the expansion valve filter
must be cleaned, and orifice examined. When effecting change, right size orifice
should only be used.
7. The fridge room door rubber packing must be maintained free of ice, to maintain
proper sealing and prevent damage to the packing. Door heaters, where fitted, must
be maintained in good working order.
8. The fridge room drain sealing should be maintained to minimize cooling losses.
9. Defrosting efficiency of the timer-controlled system must be checked periodically by
examining the evaporators of the fridge room. If required same is to be defrosted
manually.
10. The evaporation efficiency of air conditioning plant is greatly affected in the event of
icing on the evaporator coils. This would happen if heat exchange were effected at
temperatures below zero. To avoid this, suction pressure must be maintained
between 4 to 4.5 bar, when using R22.
11. The air conditioning system for the accommodation space is to be kept on partial re-
circulation during cargo operations on tankers and re-circulation on bulk carriers
when the cargo is dusty.
12. The accommodation Blower flaps are to be maintained for easy operation.
13. The accommodation Blowers are to be checked for vibration and the bearing
lubrication to be maintained.
14. The evaporator is to be checked for corrosion and cleaned manually every six months.

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15. The maintenance of Air Cond. Compressor and Domestic Fridge Compressor should
be an integral part of the ship’s PMS.
Sufficient spare parts for air conditioning plant should be maintained on-board at all
times. This includes blower fan driving belt, thermostatic expansion valve and required
consumable gaskets.

3.22 MACHINERY VIBRATION MONITORING:

Rotating equipment such as compressors, pumps, motors all exhibit a certain degree of
vibration. As they degrade, or fall out of alignment, the amount of vibration increases.
Vibration caused by aged bearings or alignment problems is one of the leading reasons
for rotating equipment failure. Vibration Analysis and long-term trending is the best
preventive maintenance to prevent sudden major failure of machineries. All rotating
machines vibrate to some degree however, if the level of vibration is too severe, the
bearings will fail pre-maturely. If the vibration analysis is performed at regular intervals,
signs of wear and potential failure can be identified well before damage occurs. Damage
to vital equipment is expensive to repair.
The major standards currently in use for assessing the severity of machinery vibrations
include the ISO standards, VDI standards (German National Standards) and the BS
standards (British National Standards). The most widely used vibration severity criteria,
which are common to the above-mentioned standards are based on the broadband
vibrational velocity levels between 10 Hz and 1000 Hz.
ISO 2372 (10816) Standards provide guidance for evaluating vibration severity in
machines operating in the 10 to 200 Hz (600 to 12,000 RPM) frequency range. Examples
of these types of machines are small, direct-coupled, electric motors and pumps,
production motors, medium motors, generators, steam and gas turbines, turbo-
compressors, turbo-pumps, and fans. Some of these machines can be coupled rigidly or
flexibly or connected through gears. The axis of the rotating shaft may be horizontal,
vertical or inclined at any angle.
The below shown chart may be used to judge the overall vibration severity
of machineries and to take decision on overhauling.

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All vessels must maintain a Vibration measuring instrument in good working condition
and the measurements must be carried out on monthly basis for all running machineries.
The measurement must be carried out every time at the same location on the

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machinery. The historical data must be maintained in the company form TE – 10 for
future reference and must be sent to office with the month end documents.

3.23 MAJOR ELECTRIC EQUIPMENT

1. Main Switchboards are to be periodically checked and appropriate maintenance

should be carried out, for trouble free operation.
2. Daily checks should be carried out on insulation level by earth lamps, all meters and
indicator lamps for proper function, and no abnormal sound and smell. While the
normal insulation reading should be infinity, any Low insulation alarm should be
investigated and rectified immediately. The low insulation alarm shall be set at 5 Mega
Ohms for the 440 V section and at 2 Mega Ohms for the 220 V section respectively.
3. Every 3 months, the following items should be checked:
▪ The inside of panels for loosening and falling off small items such as screws, nuts
etc.
▪ No foreign objects or material inside the panels
▪ Insulation measurement for auxiliary equipment should be checked and recorded.
▪ Where fitted, the condition of thermal seals should be checked.
4. Every 6 months, in addition to the items every 3 monthly, the following items should
be checked:
▪ ACB’s should be inspected and any dust inside removed.
▪ The arc extinguishing chambers should be inspected for cracks or other damage
▪ Moving parts should be lubricated as necessary.
▪ Conductors should be visually examined for discoloration.
5. At every docking, the following items are recommended to be checked: -
▪ Inspection of Bus bars to be carried out.
▪ All screws and bolts should be retightened.
▪ The interior of panels should be thoroughly cleaned.
▪ Megger test by 500V should be carried out for each ACB and Group Starter Panels.
▪ Contact resistance of main contacts of the ACBs should be checked and recorded.
▪ The surfaces of arcing and main contacts should be cleaned.
6. Every 5 years, in addition to the foregoing points, the following is recommended to
be checked: -

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▪ Inspection and calibration of the Auto synchronizing system, Auto load sharing
system, Auto governor control systems, as well as tests for reverse power relays,
over current relays, etc.
▪ Where fitted, the thermal seals should be replaced.
▪ ACB’s for large electric equipment such as Bow thrusters, large ballast pumps etc.,
should be overhauled.

1. Group Starter Panels are to be periodically checked and appropriate maintenance

should be carried out, for trouble free operation.
2. Daily checks should be carried out on all meters and indicator lamps for proper
function, and no abnormal sound and smell.
3. Every 3 months, the following items should be checked:
▪ The inside of panels for loosening and falling-off of small items such as screws,
nuts etc.
▪ No foreign objects or material inside the panels
▪ Insulation measurement for auxiliary equipment should be checked and recorded.
▪ Where fitted, the condition of thermal seals should be checked.
▪ The Form TE-69 is to be sent on monthly basis covering the above check points.
All the starter panels are to be covered in a phased manner over a three-month
period.
4. Every 6 months, in addition to the items every 3 monthly, the following items should
be carried out:
ACB’s should be inspected and any dust inside removed.
▪ The arc extinguishing chambers should be inspected for cracks or other damage
▪ Moving parts should be lubricated as necessary.

1. Alternators are to be periodically checked and appropriate maintenance should be

carried out, for trouble free operation.
2. Daily checks should be made on running alternators for no abnormal operating
temperatures, sound, or smell. If winding temperature readouts are available, these
should be logged in the log books.
3. Air filters should be cleaned every month, or earlier, as necessary
4. Every 4 months, air gaps should be measured and recorded.

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5. Every 6 months, the following items should be checked:

▪ The inside of panels for loosening and falling-off of small items such as screws,
nuts etc.
▪ No foreign objects or material inside the alternators.
▪ Where fitted, the condition of thermal seals should be checked.
6. Every docking, the following items should be carried out:
▪ All screws and bolts should be retightened.
▪ The interior of the alternators should be thoroughly cleaned.
▪ Megger test by 500V should be carried.
▪ Coil resistance of the main phases and field circuits should be measured.
▪ The field equipment should be examined for discoloration due to overheating
and/or loose connections.

The following checks should be carried out daily:

▪ Battery charging voltage should be checked.
▪ The insulation level by earth lamps or megger.
▪ Solution level of all batteries should be checked.
All batteries should be renewed every 3 to 4 years or earlier if required.
ANY LOW INSULATION AND GROUND FAULTS ON ANY ELECTRICAL DISTRIBUTION
SYSTEM SHOULD BE PROMPTLY IDENTIFIED AND RECTIFIED.
Note - Insulation testing of electrical motors to be carried out as per PMS and the
records to be maintained therein.

High voltage system training is part of STCW 2010 (Manila amendment) as mentioned
in section B- III/2, the convention covers the responsibility for operating and maintaining
the high voltage (above 1000 Volts) electrical power plants on board ships and process
platforms.
Note: On board, any voltage above 1000V is to be treated as high voltage.
General inspection and maintenance
1. Daily inspection

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▪ Check appearance for any damage. Pay special attention for noise, bad odour, and
discoloration
2. Periodic inspection
▪ Check each bus bar fixing section, device mounting section and wiring section for
any looseness. If any looseness is found then fasten the fixed bolts again.
▪ Check appearance of each device (vacuum circuit breaker, vacuum contactor,
protective relay, current and potential transformer, fuse, module card etc.) for
noise, bad odour, discoloration. If any abnormality is found then replace it with
appropriate spare part
NB: High voltage switch gear normally does not require any maintenance, VCB’s are
designed for large no’s of operations and these are well suited for repeated operation of
almost all type of loads (approx. 30,000 operations)
Do’s:
▪ Correct PPE should be worn; Ensure the person doing the inspection checks his
PPE. PPE should fit the person properly should be comfortable to wear
▪ Wear a helmet, safety shoes and work clothes when working on the equipment,
always use proper PPE, certified for high voltage system
▪ Ensure PPE are maintained in good order and checked prior every use.
▪ No electrical conductors should be regarded as being safe unless it has been
isolated earthed, secured and proved dead
▪ Ensure all electrical safety standards while handling any electrical equipment
▪ Cut off the power supply, otherwise there is the danger of electric shock from live
bus-bars and other current carrying parts when the switchgear or other electrical
panel is opened.
▪ Precautions should be taken to ensure that isolated equipment cannot be re-
energized. Isolation procedure should be followed (refer HSM chapter 4). Put up
warning and caution notices
▪ When not attended, the barriers should be placed around live conductors
▪ Treat electrical equipment as highly flammable material at all times
▪ Voltage indicators should always be tested before and after use
▪ Use only certified test instruments when taking high voltage measurements
▪ Make sure there is no voltage in the circuit before any electrical work is done. The
panel should be ground. (Use equipment such as voltmeter, circuit tester etc.)
▪ Before working think carefully about the steps, you will take, inspect the
surroundings for any possible dangers, inform your associates of what you plan to
do. Then work quickly and efficiently
▪ Provide sufficient lighting for the work area

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▪ Maintain an orderly work area. Avoid scattering tools or other articles around
▪ Learn the proper way to use a circuit tester and necessary tools
▪ Use safety locks, key exchange and lock out boxes
▪ If isolation is done by other than competent person, then it should be
demonstrated to the competent person
▪ Documentation – Electrical work permits must be used. (permits should be in
writing & not verbal /telephones/walkie talkies)
▪ Ensure proper electrical connection before charging any switch gear
▪ On completion of the work the competent person shall demonstrate to the
authorized person that all work has been completed in line with the work
instruction.
▪ On completion of the work, the permit to work shall be cancelled and all personnel
should be made aware that it is no longer safe to work on the high voltage system
or apparatus
▪ On completion of the work where necessary a sanction for test shall be issued an
all persons involved shall be made aware of any danger that may arise during the
test and made aware of any points of isolation that may be necessary
▪ On completion of tests the competent person in charge of the test shall
demonstrate to the authorized person that all the equipment used in the test has
been removed and that the sanction for test has been cancelled
▪ Once the permit to work or sanction for tests have been cancelled the authorized
person shall ensure that all isolators and earths have been removed and that it is
safe to energize the system
Don’ts
No work shall be carried on any high voltage system or apparatus until an assessment has
been carried out to highlight the dangers or consequences of that work (Risk assessment)
▪ No work shall be carried on any high voltage system or apparatus by persons not
authorized or qualified to do so
▪ No work shall be carried out on any high voltage system or apparatus until a high
voltage permit to work has been issued
▪ No high voltage permit to work shall be issued until all competent persons who
carry out work have been:
a. Made aware of the full extent of the work to be carried out
b. Made aware of the points of isolation and earthing
c. Made aware of any dangers that may be present in the immediate vicinity
of the work
▪ No work shall be carried on any high voltage system or apparatus until:

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a. The system or apparatus has been isolated from the supply

b. The system or apparatus has been properly earthed
c. The system or apparatus screened from any other apparatus as may be
necessary and danger or caution notices posted in the relevant areas
▪ Never work without proper certified PPE
▪ Do not smoke or use a flame in the vicinity of the equipment
▪ Do not resort to poor work conditions, equipment, and practices
▪ Do not be careless, inadvertent actions on part of individuals, shall lead to
disasters
▪ Do not work with insufficient illumination
▪ Do not use uncertified test instruments when taking high voltage measurements
▪ Ensure no tool is left inside the panel/electrical equipment upon completion of
work
▪ Do not remove high voltage system circuit main earth, while carrying out any
maintenance HT breakers- Do not charge without wearing 33KV hand gloves &
without closing breaker panel.
▪ Do not touch PF capacitor terminals without discharging them

3.24 ELEVATOR MAINTENANCE:

Elevator maintenance is a high risk activity and is controlled by the permit to work
system and office approval depending on the nature of the maintenance work.
Reference is made to Ch 2 of the HSM manual.

3.25 OILY WATER SEPARATOR, BILGE & SLUDGE MANAGEMENT:

Reference is made to Ch 3 & Ch 6 of the EEMS (Environment and Energy Management
System) Manual

Reference is made to Ch 3 of the EEMS (Environment and Energy Management System)

Manual

Reference is made to Ch 3 & Ch 6 of the EEMS (Environment and Energy Management

System) Manual

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Reference is made to Ch 3 & Ch 6 of the EEMS (Environment and Energy Management

System) Manual

Reference is made to Ch 3 & Ch 6 of the EEMS (Environment and Energy Management

System) Manual

Reference is made to Ch 3 of the EEMS (Environment and Energy Management System)

Manual

Reference is made to Ch 3 of the EEMS (Environment and Energy Management System)

Manual

Reference is made to Ch 3 of the EEMS (Environment and Energy Management System)

Manual

Reference is made to Ch 6 of the EEMS (Environment and Energy Management System)

Manual

3.26 INCINERATOR
Reference is made to Ch 3 of the EEMS (Environment and Energy Management System)
Manual

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3.27 EMERGENCY BILGE SUCTION

Reference is made to Ch 6 of the EEMS (Environment and Energy Management System)
Manual

3.28 SEWAGE TREATMENT PLANT

Reference is made to Ch 3 of the EEMS (Environment and Energy Management System)
Manual

3.29 LUBRICATING OIL CARE AND MAINTENANCE

Proper care & maintenance to be carried out to avoid damage to machinery due to
lubrication related problems.

1. Since main engine system oil is continuously being contaminated with combustion
by-products, the main engine crankcase oil is to be purified continuously from sump
to sump tank including during port stays. The oil temperature for this treatment is
92 oC -95 oC with the lowest possible LO throughput. The purifier must be opened
and cleaned strictly following PMS schedule.
2. The automatic lubricating oil filters back flush counter should be recorded, to
monitor any abnormality in lube oil condition. The auto back flush filter elements
are to be cleaned regularly including the flushing filter. Cleaning of auto filters
should be planned when there is sufficient time to carry out proper thorough
cleaning. While cleaning the filter screen & filter seating condition is to be specially
checked for any damage / tear which may cause lube oil to bypass the filter. There
is also risk of filter screen torn bits entering the lube oil system and damaging the
bearings.
3. The main engine sump tank must be cleaned manually at least once in 5 years,
preferably during dry dock. The sump diaphragm must also be renewed.
4. The main engine stuffing boxes are to be overhauled at every piston overhaul or
earlier if required if the oil loss increases. IT MUST BE UNDERSTOOD THAT IT IS NOT
ADVISABLE TO RENEW STUFFING BOX RINGS WITH EVERY OVERHAUL, IF THE BUTT
CLEARANCES ARE WITHIN LIMITS, AS THE RINGS HAVE ALREADY RUN IN.
5. Reuse of stuffing box drain tank oil should be avoided. If the same is required to be
reused, extensive purification through purifiers and other filters provided should be
carried out in consultation with the superintendent.

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6. If the sump oil is also being used for camshaft, indication of reduction in the viscosity
and flash point indicate leaky fuel pumps and seals. The Camshaft oil must be
landed for analysis and renewed as required. The camshaft oil filters to be inspected
for metal debris regularly.
The oil analysis parameters as laid down by the manufacturer are to be followed and
deficiencies with regard to water content, TBN or viscosity must be investigated and
rectified. For higher water contamination, the source must be eliminated as soon as
possible with measures such as intensified purification or settling out in a
renovating tank must be considered.
7. Aux engine sump oil, as a standard practice is to be renewed at 3000hrs, if sump oil
capacity is less than 1000 litres. However technical superintendent approval must
be obtained, prior carrying out such renewals. If auxiliary engine sump oil capacity
exceeds 1000 litres, all efforts to be made to maintain sump oil in good condition
by continuous purification. If oil analysis report warrants oil renewal, same to be
done in consultation with office. It is advisable to time sump oil renewal in such a
way that it falls due after Aux major overhaul.
8. Auxiliary engine lube oil must be purified preferably sump to sump with the engine
in stop condition. For vessels equipped with overflow method, office approval to be
obtained prior using same.
9. All filters in a hydraulic system to be checked and cleaned every three months, with
oils landed for analysis every 6 months. Cartridge filters must be renewed as per
maker’s recommendation. The hydraulic oil tank internals must be cleaned at least
yearly.

1. Always double check the hose connection to the respective bunker flange before
starting the bunkering to avoid oil contamination with wrong grade.
2. Rain water or sea water can enter the storage tanks through corroded air vents.
3. Avoid storing lubricating oil drums on the weather deck as they easily corrode and
could be a source of water ingress. Ensure the drums are placed on wooden pallets
and covered with plastic/tarpaulin to protect them from damage.
4. Extra care should be taken to avoid mixing of different grades of oil while
transferring drums into the storage tanks or replenishing into machinery. Pumps and
flexible hose used for transferring oil should be completely drained.

The following points must be considered when selecting a sampling point.

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• Areas where lubricant flow is restricted or where contaminants and wear

products tend to settle or collect should be avoided as sampling points.
• A sample point must be selected before any discharge filters in the system so as
to give some indication of wear metals or harmful material circulating in the
system.
• Samples must not be taken from the discharge side of separators or venting lines
of filter casings.
• The sample point should not be in the proximity to exhaust manifold/hot surfaces
as a possible oil spray may result in fire. If unavoidable the sample point should
be suitably shielded to avoid any accidental splash onto hot surfaces.
• The sampling point is to be painted yellow to make it distinct so that sampling is
consistently done from the same point.

Obtaining a representative sample is one of the most important aspect of a scheduled

oil analysis program. If a sample does not represent the true condition of the lubricant
and component at the time of sampling, the reliability of both the test result and its
interpretation is affected.
• Sample should be collected while the machinery is running if it is safe to do so
or within 15 min after stopping the machinery, with at least one litre (depending
on the location of the sampling point) is to be drained off before the
representative sample is taken. The sampling points are to be clearly and
permanently stencilled (painted yellow). And for a particular component, oil
samples should always be taken from the same point.
• Chief Engineers should supervise the sampling procedures.

Various Lube oil and Hydraulic oil samples from ships are to be landed ashore for shore
analysis at set intervals as per below guidelines-
Sample to be landed at 3 monthly intervals from the following equipment-location.
• Main engine crankcase oil - Inlet to engine
• All AE Sump lube oil- Inlet to individual engine
• EAL (Environmentally Acceptable Lubricant) Stern tube oil – Suitable tagged
sample point
• SDA sample for each main engine unit (only for vessel not having SDA test kit)

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Sample to be landed at 6 monthly intervals from the following equipment-location.

• For Vessel fitted with an electronic Main engine – One sample of Hydraulic system
oil for particle count- after Hydraulic oil fine filter. (Vessel must clearly mention in
these sample bottle labels that “Samples for Particle Count Analysis”)
• Stern Tube Oil (Non EAL) – designated sampling point
• Turbo-generator sump oil (if fitted) - designated sampling point
• Cargo pump hydraulic system (FRAMO LO analysis interval to be followed as per
vessel Oil Monitoring Program) - designated sampling point
• Cargo pump turbine oil (#s 1,2,3,4 as fitted) and ballast pump turbine oil (if fitted)
- designated sampling point
• Steering gear system oil - designated sampling point
• Hydraulic systems oil (from each system of over 1,000 litres capacity)- designated
sampling point
• Deck crane hydraulic system oil - designated sampling point
• Thermal oil – Vessel fitted with Thermal oil heating system - designated sampling
point
All samples should be clearly marked as to vessel, date, and port, as well as service/type
of oil, and the approximate number of running hours – in short complete in all respects.
All samples must be in the proper sample bottles, and should be sent to the appropriate
laboratory, advised by Synergy Group. Advise Synergy Group the date and port agent
receiving samples, including AWB details.
For Second hand vessels coming into management all oil samples to be sent for analysis
at the time of takeover. FRAMO LO analysis to be sent as per vessel Oil Monitoring
Program.
Metal content of Hydraulic oil must be checked for trends over time. If the metal content
is higher with a rising trend the same must be discussed with superintendent for action.

Inform the Office if you have not received the analysis result within 7 days of mailing
the sample. If there is an adverse report, immediate action to be initiated by the Chief
Engineer.
If test result is either “Caution” or “Attention”, action to be taken basis trend analysis
and in consultation with office. While arriving at a decision, the recommendations by
the oil company to be taken into consideration.

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If the analysis report states that “Oil is fit for further use”, subject oil must be tested on
board using onboard test kits after taking appropriate corrective action. If onboard test
results are normal, next shore analysis can be done at next due date. For vessels which
are not provided with on-board lube oil test kits, resampling to be done at the first
available opportunity.
If test result is either “Action” or “Urgent”, root cause to be identified and corrective
action to be put in place at the earliest in consultation with office. If necessary partial or
complete oil renewal must be carried out. Resampling must be done at first available
opportunity once the corrective action has been taken.
An up-to-date file encompassing analysis results and corrective actions taken as
applicable must be maintained on board by the Chief Engineer.
Lube Oil Quality Control:
The lube oil quality is to be maintained based upon the recommendations in the shore
analysis reports. Appropriate control measures require to be taken when the quality of
oil falls beyond the Alarm/Critical range.

Lube oil consumption reports are to be submitted to the Superintendent at monthly

intervals (last day of the month at noon). An inventory of all lube oils must be
maintained. The Chief Engineer must ensure the inventory is accurate and when being
relieved the incoming Chief Engineer must check and confirm the quantities remaining.

Prolonged contact with lubricating oil (used / fresh) may cause dermatitis (skin rash).
Material Safety Data Sheets are to be followed.
3.30 STEERING GEAR
1. All means of communications provided between the navigation bridge and the
steering gear compartment to be maintained in good working condition and tested
regularly. (Prior every arrival and departure.)
2. Emergency steering drills, involving all ship’s personnel to be carried out once in
three months. Proper records for the same to be maintained.
3. Emergency steering gear changeover procedures are to be displayed clearly in the
steering compartment and in the wheelhouse.
The administration requires:

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▪ Simple operating instructions with a block diagram showing the change-over

procedures for remote control systems and steering gear power units shall be
permanently displayed on the navigational bridge and in the steering gear
compartment.
4. Steering timings to be recorded every three months and included in the four-monthly
report.
The main steering gear and rudder stock shall be: capable of putting the rudder over
from 35 Deg on one side to 35 Deg on the other side with the ship at its deepest
seagoing draught and running ahead at maximum ahead service speed and under the
same conditions, from 35 Deg on either side to 30 Deg on the other side in not more
than 28 seconds.
Where auxiliary steering is fitted, the auxiliary steering gear shall be capable of putting
the rudder over from 15 Deg on the one side to 15 Deg on the other side in not more
than 60 seconds with the ship at its deepest seagoing draught and running ahead at
one half of maximum ahead service speed or 7 knots, whichever is the greater

5. The auto isolation system, where provided to be tested once in three months.
▪ The main steering gear of every tanker, chemical tanker, or gas carrier of 10,000
GRT and upwards shall be so arranged that in the event of loss of steering
capability due to single failure in any one part of the power actuating systems,
excluding the tiller, quadrant or components serving the same purpose, or seizure
of the rudder actuators, steering capability shall be regained in not more than 45
seconds.
Where manual isolation system is provided, all isolation and by-pass valves must be
clearly marked. Change over procedure must be posted and included in the shipboard
training program.
6. Hydraulic oil to be maintained clean. Line filters are to be inspected / renewed as
required and proper records to be maintained.
7. Low level alarm of the hydraulic oil reservoir is to be tested every three months.
8. Fixed storage tank having sufficient capacity to recharge at least one power actuating
system including the reservoir to be always kept full.
Instructions “to be kept full at all times” is to be posted on the reservoir tank.
9. Safe accessibility to the compartment is to be maintained at all times
10. Proper safe working access to steering gear machinery and controls are to be
maintained at all times. This will require maintaining the handrails, gratings and or
anti-skid surfaces to ensure suitable working conditions in the event of hydraulic fluid
leakage.

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11. All rudder angle indicators are to be maintained in good working and in synchronism
to the local angle indicator.
12. Local rudder angle indicator markings are to be kept legible and clear at all times.
13. Ensure that Hydraulic system relief valves are set at correct value and never
tampered. As a guideline note that the relief valve setting should never exceed design
pressure, which is at least 1.25 times the maximum working pressure of the system.
14. All pressure gauges in the main and control hydraulic system are to be maintained in
good working order.
15. Auto standby function of both motors is to be tested regularly. (prior every departure
port or at least once a month)
16. Overload alarm, phase failure alarm, excess current protection (if provided) are to be
tested every three months and as per CFR. Please note that protection against excess
current, including starting current, if provided, shall be for not less than twice the full
load current of the motor or circuit so protected, and is arranged to permit the
passage of appropriate starting currents. These set values should therefore be noted
carefully and never be tampered with.
17. Chain type coupling, when fitted, for steering main pump and motor are to be
examined once in six months. Same are to be checked for grease, seal, and chain link
condition also.
18. Motor should be checked to start automatically upon the restoration of voltage after
a power failure (sequential start).
19. Remote control system power failure alarm is to be tested regularly. (every month)
20. The access door from engine room to the steering gear room and / or emergency fire
pump room should be kept shut at all times as a fire precaution.
21. The system fed from the Emergency generator (ESB) to be clearly marked and
understood well by all ship’s personnel.
22. When duplicate identical system is provided as a general practice the system should
be changed over every day.
23. Hydraulic circuit / piping should be regularly checked for leaks and attended
immediately.
Inspection of the Steering Gear for possible oil leaks should be done daily and
recorded.
24. Proper lubrication should be maintained for the rudder carrier at all times.
Accumulation of excess grease should be cleaned up at regular intervals. Rudder trunk
spaces to be inspected regularly and excess grease removed.
25. Foundation bolts should be regularly checked for tightness. Positioning chocks should
be examined.
26. Limits for the maximum rudder angle should be checked.
27. Arrangement for disposal of Steering Room bilge water to be tested every month.

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28. For carrying out any troubleshooting on Steering gear system, vessel’s chief engineer
to consult shore office and steering gear maker’s manual.

3.31 ANCHORING AND MOORING EQUIPMENT HYDRAULIC SYSTEM

• The windlass and mooring winch hydraulic system should be maintained clean.
• Hydraulic line filters are to be cleaned every 3 months or more frequently if
required. These must be checked for metallic fines, which give the first indication
in wear and tear in the hydraulic pumps and motors.
• The system pressure on ‘no load’ and under ‘full load’ must be carefully recorded
and compared with the specifications every 6 months.
• The system pressure should not be adjusted to overcome the excess force that
may be encountered while heaving. Additional hydraulic pump may be used on
the same line instead, by changing over the valve arrangement. All officers must
be fully conversant in the flexibility of the hydraulic system to put a different
pump or additional pump on a line.
• The safety valve must be maintained at the correct set value.
• The lube oil cooler must be periodically cleaned in accordance with
Manufacturer’s instructions, to ensure effective cooling of the oil in the system.
• The shaft must also be checked for wobbling and shaft seal leakages underload.
3.32 STEEL HATCH COVERS AND OPERATING SYSTEM

1. A chronological record of all maintenance work carried out on hatch covers and
coamings must be maintained. It could be required as evidence to defend cargo
claims.
2. Prior each loading, the following checks to be made -
• Inspect evidence of any unauthorized use of hatch tape sealing at the joints,
inform company and remove remnants.
• Ultrasonic Tightness testing to be carried out prior each loading.
• Pass UT probe over all joints and openings including vents, booby hatches and
cement manholes.
• If UT test not possible, a hose test shall be carried out during each hold cleaning
operation or prior loading and a chalk test to be carried out if any leaks found to
identify the exact location of the leaks and repair them.
• A suitable entry of ultrasonic test or the hose and/or chalk test as carried out
must be made for records in the deck logbook.

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• Vessels on short runs may do the weather tightness test once every quarter on
the most suitable ballast leg.
3. The following inspections are detailed in the PMS and should be followed as per the
specified intervals –
• Hatch cover closure inspection
• Hatch coaming inspection
• Hatch cover monthly inspection
• Check of hatch cover emergency operation and hydraulic system
4. All rollers, wheels, idlers, and sheaves must be kept free and well lubricated. The
bushes must be checked for wear. Cargo dust, sand blasting grit, dried grease or rust
must not be allowed to set in. This increases the operating resistance considerably.
For the chain operated covers, the hydraulic system would have to work against a
considerably high added resistance, if a chain was to be dragged along a seized
sheave, rather than being rolled. Also, if the pontoon had to be dragged out rather
than being rolled out.
5. The track way must be examined for deformation and wear. All wheels must make
rolling contact with the track way.

Testing of Hatch Covers:

Reference is made to the ship specific PMS for guidance on testing of hatch covers.
For ease of reference, the different methods of testing are compared in below table –

Type of test Description

Close the holds and batten down the covers. Ensure cleats are fully
tight. Carry out the hose test as mentioned in the PMS guideline.
Advantages
• Any leakage in the hatch cover joints is readily apparent.
Hose test Disadvantages
• Difficult to perform in sub-zero temperatures
• May damage cargo, in case done on a loaded hold
• If done in port, requires discharge of runoff water through
scuppers.
• Additional manpower is required to batten down the hold

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An ultrasonic sound generator is placed inside the hold and a

sensor is passed over each hatch joint from outside. The
instrument detects areas of low compression along the hatch
cover joints, which are not adequately compressed. Follow
approved procedures for testing.
Results are evaluated as below:
• Readings of 50 % of the Open Hatch Value (OHV) or more-
significant loss of compression and immediate lack of
weather tight integrity
• Readings of more than 10 % - potential leakage
• Readings of less than 10 % - weather tightness under
normal conditions
Ultrasonic Test Advantages
• Can conduct in sub-zero temperatures
• Causes no damage to cargo; can carry out with the cargo in
place
• Can be carried out in port, since it does not affect the
environment
• Can locate holes and tears in hatch seals with pinpoint
accuracy
• Most accurate method of detection of hold leakage
• Has no interference with other crew activities.
Disadvantages
• Requires a trained person and special instrument

A layer of chalk powder is applied all over the compression bar of

the hatch and the hatch cover is closed and battened down. The
impression of chalk on rubber packing is then studied to check
areas lacking compression or contact, for possible repairs.
Chalk Test Advantages
• It does not involve most of the limitations of hose test
Disadvantages
• It is not an accurate method of testing
• Use this method in conjunction with hose testing

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1. The hydraulic system oil is to be maintained clean at all times.

2. The line filters and the tank filters are to be cleaned every 3 months or more
frequently if required.
3. The return line filters to be examined for metal fines, to monitor the wear and tear
in the hydraulic pumps and motors.
4. The hydraulic tank is to be cleaned internally once a year and examined for sludge
deposits / metal particles.
5. The system working pressure is to be monitored regularly and compared with the
specification. The pressure is not to be increased without the consent of Chief
Engineer. When increased resistance is observed in hatch cover operation, the
cause should be ascertained at the first opportunity and rectified on priority.
6. Care must be taken to avoid cargo dusts, grit etc. from depositing on the rams of
the hydraulic jacks and shafts of the hydraulic motors. The chrome plating of these
surfaces to be protected from corrosion and pitting, to maintain the sealing surface
oil tight. When not in use, these must be covered with water proof canvas. The dust
seals for the jacks should be checked periodically and maintained in good order.
7. The flexible high-pressure hoses must be maintained and protected from rubbing
against the moving parts. Essential spare hoses must be identified and kept as spare.
8. Hydraulic lines and pressure couplings on deck must be prevented from corrosion.
All leakages must be rectified immediately.
9. Sufficient spares are to be maintained to ensure that repairs can be handled
effectively and promptly.
Emergency operation of the hatch covers should be carried out every six months and
concerned officers / crew trained.
Reference is to be made to IACS guidelines “Care of Hatch Covers” for more information
and understanding. All vessels should comply with checklist OP-BCR-04“Hatch cover
test report”.
3.33 PIPELINES
1. Pipelines on deck and in ballast spaces must be checked for corrosion and wastage,
with special attention to the underside.
2. The securing U clamps must be checked for tightness.
3. The supports must be checked for detachment and cracks.
4. The expansion joints, where fitted, are to be examined for leaks and flexing. If the
movement due to the deck or hull is not observed in the pipe expansion joint, same
must be eased up to avoid undue stresses in the pipe.

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5. Spare packing for the type and size of expansion joints must always be maintained on
board.
6. Hydrostatic testing of Bunker pipeline is to be carried out once in 12 months to MAWP
and twice in every five-year period to 1.5 x MAWP that is specified in the vessel’s
piping diagram. Pressure testing using compressed air or inert gas is not acceptable.
Pipelines should be marked with the date of test and the test pressure. If the
hydrostatic test is done using a medium which is not the ship’s fuel oil, then the
medium used and the disposal after testing should be recorded in the engine log book.
All pressure testing records should include the date of test, the test pressure and the
method and testing medium used. Where applicable, the shore receipt for disposal
should be maintained as a record on board.
7. All Pipelines should be colour coded as per original shipyard colour scheme and
direction of flow marked as a best practice.
8. Use of Denso tape and equivalent protective tapes on deck piping is not
recommended as the corrosion of the pipe due to water seepage past the protective
tape goes unnoticed. Instead, effective anti-corrosive coatings offered by paint
makers in lieu of ordinary paints, can be considered.
3.34 CABLE CONDUIT
1. Cable conduits on deck must be regularly examined for corrosion and wastage.
Special attention must be paid to the underside of junction boxes to check for
corrosion wastage, and cracks at pipe connections.
2. The drains must be regularly checked for water.
3. The expansion joints must be maintained and checked regularly for movement,
during the flexing of the deck plating.

3.35 AIR VENTS

1. All air vents are to be marked as per the colour coding and stencilled for
identifications.
2. The automatic lift up devices, where fitted must be checked for operation,
periodically. As per PMS, the vent head should be opened to check for condition of
the float and smooth operation of the closing device.
3. The flame screens of the Oil tanks must be maintained intact. The integrity of the
flame screen is of utmost importance for the oil tanks, as these may; accidentally or
otherwise reach temperatures close to the flash point of the oil.
4. The piping on deck must be regularly inspected for pitting from corrosion and
wastage.

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5. Vent pipes for Double Bottom Tanks passing through the Cargo Holds must be
inspected regularly for their condition.

3.36 SOUNDING PIPES ON DECK

1. All sounding pipes are to be clearly & permanently marked.
2. Caps of all sounding pipes on deck are to be kept shut at all times. The threads are to
be checked to ensure that the caps fit properly.
3. The sounding pipes for the double bottom tanks passing through the cargo spaces
must be regularly inspected for the entire length. Leakages through these have often
been the cause of cargo damage. Areas around the U clamps and supports must be
checked in particular, as maximum wear and tear may occur at these locations.
4. Guards fitted to the pipes in the cargo tanks must be checked and repaired
immediately to prevent damage from the cargo handling equipment.

3.37 ACCOMMODATION LADDERS AND WINCHES

1. Hinge pins must be maintained free and well lubricated.
2. The stanchions locking arrangement are to be inspected and repaired.
3. Both lower and upper rotating platforms are to be maintained free and checked
regularly for rotation. The swivel pins for the same to be kept well lubricated at all
times and the load bearing surface to be checked for wear. The underside of the
platforms to be checked for corrosion and maintained.
4. The limit switches are to be tested every month.
5. The winch brake is to be inspected once in twelve months. The ratchet arrangement
to be inspected at the same time.
6. Winch gear oil to be checked for water regularly and the oil to be renewed at least
once a year.
7. The wire ropes are to be inspected every 3 months and replaced if condition is not
good. Wire ropes must be replaced every 12 months.
8. Pneumatic Lubricators on the line if fitted should be checked for proper operation &
lube oil filled up on regular basis. On yearly basis lubricator is to be drained of oil &
cleaned internally.
9. The steps must be periodically inspected for condition, especially the securing
arrangement.
10. Lighting arrangement for gangway should be adequate.
11. Lashing arrangements, especially for mid-ship gangways, to be checked regularly for
adequacy.

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12. Any repairs carried out by using mild steel on aluminium gangways must have a rubber
buffer in between to prevent galvanic corrosion.

3.38 FRESH WATER TANK MAINTENANCE

Fresh water tanks are inspected and cleaned as per the PMS. Hoses used for receiving
fresh water are to be disinfected once every 6 months and ends kept capped when not
in use.
Potable water to be analysed once in 6 months, using Portable water test kit or by shore
analysis

3.39 TANKER CARGO MACHINERY AND SYSTEM

Maintenance of Cargo Machinery and Systems must be done in accordance with the
Manufacturer’s instructions and must be included in the Planned Maintenance System
(PMS).
▪ A sample list of all important maintenance and inspection intervals is included in
QHSE Circular 014/2022; this can be utilized as guidance for preparing the vessel
specific maintenance plan.
▪ General operating and maintenance guidance/instructions has been provided in
the Cargo Handling Manual relevant to the vessel.
▪ the vessel to have records for regular testing of the time taken for power operated
valves at their normal operating temperatures as per manufacturers guidance.

3.40 VOYAGE REPAIRS AND MAINTENANCE

Where Voyage repairs or maintenance are to be carried out by riding team they shall be
planned well in advance.
A review of intended repair or work must be done. Complete Details of the work to be
carried out to be collected and work order to be prepared. A Repair or maintenance
request to be raised specifying scope of work.
This requisition is then floated to companies or contractors who has expertise in the
type of work.
Quotes received are compared and reviewed to identify the cost effective one.
When maintenance riding team-subcontractors board the ship, the fact that extra and
unfamiliar personnel as well as their intended task become potential hazards

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In this respect, Company’s policy is to ensure that subcontractors have a policy and
perform all work under a formal management system to ensure quality and safety.
The system should include:
▪ Measures to demonstrate that all contractors’ personnel are medically fit and
competent to perform their tasks safely.
▪ Procedures that all personnel are familiar with the working conditions, the rules
and standards related to the working environment and the hazards and risks
associated with the work programme.
▪ Means that hazards have been identified, assessed, and eliminated where
possible are being controlled / mitigated through formal planning methods and
procedures.
Visible commitment by the subcontractor to the mitigation or reduction of risks is critical
and it can be demonstrated by:
The contractor prepares a project specific plan.
The contractor appoints a project specific leader with sufficient authority and resource.
Regardless of the controls and safeguards identified within the plan, the contractor
should confirm that the ship’s personnel are authorized to interrupt or terminate all
works if, in the sole opinion of the Master or the Owner’s representative, the
contractor’s personnel fail at any time to comply with the requirements of the agreed
safety management System. Generally, this will be as a result of ship’s personnel
identifying the existence of unsafe act or condition. For this purpose, there should be a
periodic joint inspection tour of the contractor’s leader and the ship’s safety officer to
observe and respond to any potentially unsafe act and condition.
It is imperative that contractor’s personnel to comply with Company’s policy, the rules
and regulations of ship’s flag, the state where the ship is as well as with Master’s advice
and instructions.
In this respect contractors must accept the following:
• Company’s Permit to Work Systems
• Alcohol and drugs policy
• Emergency preparedness
• Personal Protective Equipment
▪ Smoking Regulations
▪ Safety meetings

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Based on above Company’s requirements, the Contractor’s operating procedure must

be reviewed by shore and ship’s personnel.
The responsibility of the review is subject to technical and marine managers in the office
and Master on board the ship.
In-cases where repairs to hull, machinery, or equipment, which affect or may affect
classification, are to be carried out by a riding crew during a voyage additional below
guidelines to be followed.
A complete repair procedure including the extent of proposed repair and the need for
surveyor’s attendance during the voyage is to be submitted to and agreed upon by the
Surveyor reasonably in advance. Failure to notify the Classification Society, in advance
of the repairs, may result in suspension of the vessel’s class.
A meeting is to be held with the owners prior to commencement of hull repairs during
a vessel’s voyage to discuss and confirm the following:
▪ It is the owner’s responsibility to ensure continued effectiveness of the structure,
including the longitudinal strength and the watertight/weather tight integrity of
the vessel.
▪ Extent of intended repairs. All repairs to be based on the Classification Society’s
recommendations and/or concurrence.
▪ Availability of pertinent drawings.
▪ Verification of new materials regarding certification, grade, and scantlings.
Verified mill sheets to remain on board and to be provided to attending Surveyor
examining completed repairs.
▪ Verification of welding consumables regarding certification and suitability for
materials involved. Check on availability of drying ovens, holding containers, etc.
▪ Verification of the qualification of welders and supervisory personnel,
qualification records to remain on board and to be provided to attending Surveyor
examining completed repairs.
▪ Review of intended repair.
▪ Review of the intended revisions to facilitate sound weldments, i.e. cleaning,
preheating (if applicable) adherence to welding sequence principles. Further, it
might be necessary to restrict welding to certain positions and prohibit welding in
more difficult positions when the ship’s motions might influence the quality of the
welding.
▪ Review of intended working conditions, i.e. staging, lighting, ventilation, etc.
▪ Review of intended supervision and quality control.
▪ Completed repairs to be examined and tested to the satisfaction of attending class
surveyor.

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Many times, additional crew are placed on board for short duration ranging from few
weeks to few months to assist ship staff in maintenance work like cosmetic upgrade of
main deck / Engine room, Cargo, and bunker tanks cleaning etc. In such cases, the
additional / riding crew to be handled in same way as other crew on board.
The crew should undergo ship specific familiarisation at office and on board like other
permanent crew on board. Prior placing additional crew on board, work plan to be
discussed with vessel, duration to be finalised, budgetary estimate to be submitted to
owners for approval. Once approved, crewing team to be informed for arranging
additional crew at convenient port. During their stay, vessel should send weekly work
done report by additional / riding crew and same to be submitted to vessel owners.

3.41 LIFTING EQUIPMENT

The purpose of this section is to provide guidelines for use of ship’s lifting equipment, to
operate and maintain the equipment in a safe and efficient manner.
Definitions
Lifting plant
Any ship’s stationary or mobile appliance (including attachments for anchoring, fixing,
or supporting that appliance) which is used on a ship for the purpose of suspending,
raising, or lowering loads or moving them from one position to another whilst
suspended and includes ship’s lift trucks and similar vehicles; but it does not include: -
Pipes or gangways; or Conveyors used for the continuous movement of cargo or people
but does include the lifting appliances used to suspend, raise, lower, or move any of
these items
Survival craft or rescue boat launching and recovery appliances or arrangements; or Pilot
hoists
Lifting gear
Any gear by means of which a load can be attached to a lifting appliance and which does
not form an integral part of that appliance or load but does not include pallets, one-trip
slings and pre-slung cargo slings, and freight containers.
Lifting plant
includes any lifting appliance or lifting gear or device (for e.g. Cranes, portable and beam,
chain blocks, pad eyes, lifting beams, etc.)
Thorough examination

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means a detailed examination by a competent person, supplemented by dismantling as

the competent person considers necessary, and access to or removal of hidden parts
also at the discretion of the competent person in order to arrive at a reliable conclusion
as to safety of the plant examined. An examination of a sample or parts of a lifting
appliance is not sufficient to constitute a thorough examination.
Maintenance Requirements
The regulations require that any lifting plant (i.e. Lifting appliance plus any lifting gear /
device) used on board ships is:
▪ Of good design
▪ Of sound construction and material, free from patent defect
▪ Fit for purpose,
▪ Properly installed or assembled; and
▪ Properly maintained;
Ship’s lifting plant is not loaded in excess of its safe working load, except for the purpose
of carrying out a statutory test.
Lifting plant should be kept in good, efficient working order. Systematic preventative
maintenance should be carried out as given in the manufacturer’s instructions. This
should include regular inspection by a competent person to assess whether the lifting
plant is safe for continued use.
No lifting appliance/device on board ship is to be used unless it has been suitably tested
by a competent person within the preceding five years and has been thoroughly
examined by a competent person at least once within the last 12-month period.
The period of 12 months is the maximum period that should be met for the examination
of all plants.
Where plant is subject to arduous or very frequent use more frequent thorough
examinations may be appropriate: in such cases or any other case where they think fit,
the competent person carrying out the thorough examination may specify in their report
a period of less than 12 months to the next thorough examination.
The Master / Chief Engineer is responsible for ensuring that no lifting plant on board ship
is used after manufacture or installation or after any repair or modification which is likely
to alter the safe working load or affect the lifting plant’s strength or stability; without first
being tested by a competent person.

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The Ships Lifting Plant must be operated by trained Personnel or a person authorized by
a responsible ship’s officer. The same applies to the operation of a ship’s ramp or a
retractable car deck. The only exception is in the event of an emergency endangering
health and safety.
Marking of Lifting Equipment
Ship staff must ensure that each lifting appliance and each item of lifting gear carried is
clearly marked with its safe working load and a means of identification. Where such
marking is not reasonably practicable, the safe working load shall otherwise be
ascertainable by other means.
Where the safe working load of a crane varies with its operating radius, it is required to
be fitted with an accurate indicator, clearly visible to the operator, showing the radius of
the load lifting attachment at any time and the safe working load corresponding to that
radius.
Lifting Equipment Register Including Certificates and Reports
Latest certificates and maintenance reports for lifting plant and associated gear should be
kept readily available on board for inspection by PSCO / third parties.
A register of lifting appliances and items of loose gear should be maintained in a form
based on the specification given below (as per ILO recommendation)
Records of reports may be kept in either paper or electronic form on the following
recommended format.

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PART - 1

Serial Situation and Certificate Examination Examination Remarks

No. description of Nos. performed result
lifting appliances including
and loose gear signature &
with date of
distinguishing inspection
numbers or
marks.

PART – 2

Serial Condition of loose Signature and date of person Remarks relating to the
No. gear including the carrying out the inspection inspection
distinguishing
numbers/marks

3.42 CRANES

1. SWL must be clearly marked on the cranes.

2. Each control lever is to be clearly marked for direction of operation. The control
lever should spring back to neutral position when released.
3. All cranes are to be tested for operation prior arrival, and before handing over to
stevedores. Log entry to be made.
4. Lubrication schedule is to be followed each month.
5. Limit switches are to be tested by Duty Officer and Electrical Officer prior arrival
port, prior to handing over the controls to the shore operator and subsequently
every day thereafter if ship’s cranes are to be used for discharging. Emergency stop
switch should be similarly tested.

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6. Condition of the wire ropes is to be examined prior arrival port, prior to handing
over controls to the shore operator. Crane running hours’ record must be
maintained. Hoisting wires must be renewed once in 500 hours of operation and
luffing wires to be renewed once in 1800 hours of crane operation. For Hose
handling crane, irrespective of number of operational hours, hoisting wire must be
renewed once in 5 years prior to load test.
7. Test certificate of all wires on board must be carefully maintained on board.
Certificate for each wire in use must be available and identified separately.
8. Test certificate of every shackle, block, and any other gear used for cargo lifting
must similarly be individually identified.
9. For cargo cranes parking or by-pass keys are to be kept with Chief Officer. He must
ensure that the key is removed prior commencement of Cargo Operations.
10. All blocks, sheaves, etc. must be maintained free. The ones that are accessible, to
be overhauled at least once a year. Remaining to be planned for quintennial (5
yearly) surveys or dry-docking.
11. The chain coupling, where fitted, of hydraulic pump / motor are to be examined for
lubrication, grease seal, and the wear and tear in the chain links, at least once in six
months. Slewing test / Rocking test to be carried out as per PMS.
12. The seating and the hull reinforcement for the cranes should be checked for cracks.
13. The SWL of the stopper used for lashing of crane hooks, should be lesser than that
of the system.
Please refer to Safety Circular No.02/19 for guidance on crane checks.

1. SWL must be clearly marked on the cranes.

2. Each control lever is to be clearly marked for direction of operation.
3. Provision cranes are to be tested before arrival port after every long voyage or at
least once a month.
4. All limit stops are to be tested prior each use.
5. Condition of the wire ropes is to be examined quarterly. If the condition is not good,
they must be renewed. Generally, wires must not be used for more than 5 years.
6. Hydraulic pump and motor are to be inspected once in three months through the
inspection ports if provided.
7. Cranes are to be parked and secured well after use and to be confirmed by duty
officer prior departure.
8. All sheaves and blocks are to be maintained free and overhauled at least once in a
year.
9. The seating and the hull reinforcement for the cranes to checked for cracks.

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10. The Provision cranes are to be load tested at least once every 5 years.
11. The SWL of the stopper used for lashing of crane hooks, should be lesser than that of
the system

1. SWL must be clearly marked on the davit.

2. Control levers are to be marked for direction of operation.
3. Wire ropes are to be examined regularly and renewed if condition is not good.
4. Limit stops are to be tested before use.
5. Winch oil is to be checked for water regularly from the drain plug and renewed once
a year.
6. Brake and ratchet arrangement are to be inspected once a year.
7. If air operated, motor to be overhauled as required.
8. Sheaves and blocks are to be maintained free, and to be overhauled once a year.
9. The SWL of the stopper used for lashing of davit hooks, should be lesser than that of
the system.

3.43 GAS CARRIER CARGO MACHINERY AND SYSTEM

Preparations for Work

Confirm or carry out the following before the commencement of work.
▪ The equipment is not running
▪ Power for the re-liquefying compressor is off.
▪ The LO pump is not running.
▪ Operate valves necessary for the maintenance.
▪ Drain sea water and fresh water in the equipment as needed.
Precautions for Re-liquefying Compressor Maintenance
In maintenance, overhaul and disassemble the equipment in accordance with the
Instruction Books, clean each part, and inspect, confirm, or measure the following
important items, and replace or adjust devices and parts as needed if dimensions,
clearances, the amount of wear, and the like exceed the allowable values.
Reciprocating Parts
▪ Check and measure the piston ring and rider ring.
▪ Check the piston ring groove.

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▪ Check and measure the sliding surface of the cylinder liner.

▪ Check the sliding portion of the piston rod.
▪ Check the piston rod gland packing and replacing it if required.
▪ Check the crosshead pin bearing and replacing it if required.
▪ Check the crosshead guide shoe.
▪ Check the crosshead pin and replacing it if required.
▪ Measure the shake of the piston rod before disassembling and after assembling.
Rotating Parts
▪ Check the crank pin.
▪ Check the crank pin bearing and replace it if required.
▪ Measure the crank web deflection.
▪ Check the main bearing and replacing it if required.
Suction and Delivery Valves
▪ Disassemble and check the valve, replace the damaged valves, and worn parts.
▪ Check the seat surface, lap, adjust or machine it if required.
Safety Valve
▪ Overhaul and check the valve seat and valve body, lap, and adjust, or machine it if
required.
▪ Adjust the valve opening pressure after assembling.
Maintenance of Other Units Related to Re-liquefying Equipment
Service the condenser, other heat exchangers, and related pumps in accordance with
each Instruction books, and enter necessary items in the record. Condenser sea water
side to be cleaned every 6 months. Frequency of cleaning sea water side to be reduced if
there is fouling / drop in performance of the condenser.

The test is to be carried out to confirm the performance of the re-liquefaction plant. This
test shall be carried out during cargo cooling down, and the following to be verified:
▪ Suction gas volume of re-liquefaction gas compressor
▪ Refrigeration capacity of re-liquefaction plant
▪ Required power of re-liquefaction gas compressor
Re-liquefaction Plant Efficiency Test Procedure
1. Measure the following items and record it.

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▪ Compressor suction pressure.

▪ Compressor suction temperature.
▪ Compressor 2nd discharge pressure.
▪ Compressor discharge temperature.
▪ Receiver temperature.
▪ Liquid temperature control valve inlet.
▪ Cooling seawater inlet/outlet.
2. Close the valve before liquid injection valve.
3. Wait until liquid level in the intercooler is empty. (If required you can open the drain
valve.)
4. Close the valve after liquid injection valve.
5. Open the by-pass valve and decrease the liquid level in the receiver below level (1).
6. Close the by-pass valve and measure the time taken to fill from between (1) to (2).
(May need 250mm scale on level gauge.)
7. Quickly open the by-pass valve after liquid level comes up to (2). (If this opening is
late, compressor will be stopped by high level.)
8. Repeat this procedure more than 3 times
9. After measuring the time, all the valves must be set to normal operation.
Refrigeration capacity:
439.22 × pi 3600
Q= × 250 × × g × 10−6 × (a − f) × 0.91
4 t

Q: Refrigeration capacity (kcal/h)

g: Liquid density (kg/l) (TABLE1)
a: Suction gas enthalpy (kcal/kg) (TABLE2)
f: Liquid enthalpy before control valve (kcal/kg) (TABLE3)

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Table1: Density of commercial propane at in receiver.

A: Ethane content in liquid phase mol% in cargo tank
B: Ethane content in vapour phase mol% at inlet of the plant
Liquid temperature in receiver degree C
Mol %
10 15 20 25 30 35 40 45
A 2.5
0.492 0.480 0.468 0.456 0.444 0.432 0.420 0.408
B 16.0
A 2.0 0.495
0.483 0.471 0.459 0.447 0.435 0.423 0.411
B 14.0
A 1.5
0.498 0.488 0.474 0.462 0.450 0.438 0.426 0.414
B 12.0
A 1.0
0.501 0.489 0.477 0.465 0.453 0.441 0.429 0.417
B 10.0
A 0.5 0.503 0.492 0.480 0.468 0.456 0.444 0.432 0.420

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B 5.0
A 0
0.506 0.495 0.483 0.471 0.459 0.447 0.435 0.423
B 0

Table 2: Enthalpy of suction gas

Temperature Deg C -40 -35 -30 -25 -20 -15 -10 -5 0

Enthalpy kcal/kg 178.5 180.4 182.0 183.6 185.2 186.6 188.3 190.4 192.5

KJ/kg 747.3 755.3 762.0 768.7 775.4 781.3 788.4 797.2 806.0

Table 3: Enthalpy of liquid at before of level control valve

Liquid Temp. Deg C -10 -5 0 5 10 15 20 25 30

Enthalpy kcal/kg 94.0 97.0 100.0 103.0 106.2 109.5 113.0 116.5 120.0

KJ/Kg 393.6 406.1 418.7 431.2 444.6 458.5 473.1 487.8 502.4

On board Maintenance Work

Maintenance Items
▪ Measure the insulation resistance periodically.
▪ Check the cryogenic cable and power supply junction box on the deck for
penetration of moisture.
▪ Replace the absorbent in the power supply junction box.
▪ Check the external appearance of the feed through part for damage.
Reaction when Insulation Resistance Drops
Since a drop-in insulation resistance is often caused by penetration of moisture into the
cryogenic cable and the power supply junction box on the deck, thoroughly dry such
spots, and place an absorbent inside the connection box as needed.

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Precautions in Overhaul Work

Though the cargo and spray pump is overhauled and serviced by the manufacturer during
a dry-docking, pay attention to the following.
Confirmation Items in Disassembling
▪ Workers shall fully understand the construction and functions of each part to
avoid any mistake in the work.
▪ Before disassembling, be sure to affix tallying marks to parts for joints.
▪ Handle each part carefully not to damage it.
▪ Disassemble carefully the fitted parts and do not disassemble them by force.
▪ Carry out work in an area well ventilated and free of gas explosion.
▪ Pay extraordinary attention not so allow water, oil, grease, and dirt to stick on the
bearing.
▪ Provide a protection sheet over the stator and coil ends and be very careful not to
damage them.
Confirmation Items in Assembling
In assembling, pay attention to the following, and assemble them in the opposite
sequence to the above disassembling procedure.
▪ Remove foreign articles from disassembled parts, and dry them completely.
▪ Check each portion of disassembled parts for abnormality.
▪ Reuse reusable parts after thorough servicing, and replace non-reusable parts.
▪ Be careful about dirt, water, or oil not to stick on parts having surfaces to be fitted
or engaged together, or having sliding surfaces.
▪ Incorporate parts with tallying marks in the original positions according to the
marks.
▪ If a stopper against turning is provided to nuts and bolts, be sure to set the stopper
securely as before.
▪ Once the pump is disassembled, renew the bearing without fail. For handling the
bearing to be incorporated, follow the instruction books.
▪ Be sure to clean the lubricating oil line filter.
▪ For bolt tightening procedure and tightening torque, follow the instruction books.
▪ After assembling, turn the rotor by hand to confirm that it turns lightly and evenly.
▪ Measure the insulation resistance of the cryogenic cable alone, the motor alone,
and those after connections, and confirm that they are more than the standard
values.
▪ Make a low-voltage motor-starting test before mounting to confirm that the
direction of rotation is correct.

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Inspection Items
▪ Measure the dimensions of the parts, such as the impeller, wear ring, and sleeve,
and measure wear conditions and rotor clearances, and renew the parts the
measurements of which exceed the allowable values.
▪ If there are parts with abnormal flaws, cracks, deformation, detachment, wear,
and the like, repair or replace them
Precautions
▪ Before starting pump check insulation resistance of motor winding and power
cable is higher than 1 M ohm.
▪ Do not run the pump in dry condition
▪ Do not start the cargo pump if the tank level is from the tank bottom is less than
that of what is given in the cargo pump instruction manual.
▪ Confirm the permissible number of restarts and the time gap from the instruction
manual and display the same in the CCR.
▪ Do not operate the pump with discharge pump shut-off for too long. Confirm time
as given in the manual and display prominently.

Heat Exchanger for Cargo

Body of Heat Exchanger
Carry out the following during the inspection.
▪ Carry out a leakage test of the connection between the tube and tube plate.
▪ If a safety valve is provided, inspected, and overhauled by lapping, adjusting, and
renewing gaskets and reassembled upon confirming that the blow pressure is at
desired level.
▪ Check each joined park for leakage.
▪ Check each area for thermal distortion.
▪ Check each heat transfer surface for dirt.
Measuring Instruments and Temperature Regulating Valve
Carry out maintenance in accordance with the Instruction Books.
Pressure test
Cargo condensers to be checked for leaks before each operation of cargo compressors.

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▪ Please follow maker’s instruction and prepare vessel specific procedures. (Generic
guidelines: Shut sea water / cooling medium valves and drain condenser.
Pressurise gas side of condenser using cargo compressor. Check for gas leaks using
gas detector from sea water / cooling medium drain pipe.)
▪ Pressure test of the cargo condensers to be carried out as per maker instruction
or every 6 months.
Eddy current test
Cargo condenser tubes to be checked using Eddy current in every docking as per specific
owner’s standing requirements.
Eddy current generated in the tube material and discontinuities in the material due to
the eddy current is observed and analysed to assess the condition of condenser and plan
for necessary repairs.
Valves and Pipelines
Valves
Maintenance during Dry-docking
▪ Overhaul, inspect, and service the valve body.
▪ Carry out a leakage test with N2 (positive and negative pressure).
▪ For a hydraulically driven valve, carry out overhauling the actuator and renewing
the O-rings and packing.
Maintenance Other than Dry-docking Period
▪ Check the hydraulic pipeline for leakage periodically. Tighten the pipe joints
additionally as needed.
▪ Confirm the tightening force of the bonnet block tightening bolts by a torque
wrench periodically, and tighten them additionally as needed.
▪ Check the body and valve handle of the actuator for rust, and treat them as
required.
Pipes and Expansion Joints
▪ Confirm the tightening force of flange tightening bolts by a torque wrench
periodically as per applicable torque and tighten them additionally as needed.
Make a torque check for leakage very carefully when cryogenic conditions have
been recovered after a drydocking, in particular.
▪ Inspect the flange bonding cable, and replace it as needed.
▪ Take the expansion joint ashore and make a penetration test colour check to it.
Check the tie bolts for a bend and the like at the same time.

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▪ Repair the defective insulation material during a dry-docking.

▪ Inspect the pipe supports and U-bolts and take measures necessary to protect
pipes from improper stress.
Torque Checks on Cargo Lines
▪ Prepare a ship specific checklist and carry out a torque check on the flanges and
valve bonnets installed on all the cargo lines.
▪ Checks shall be carried out every six months. Checks after docking shall be carried
out before the initial cool down operation and after the loading.
▪ The checklist shall be signed by the Chief Officer and the Chief Engineer and filed
on board. The checklist should be retained for three years.
Inspection of Safety Valve on Liquid Line
The following inspection shall be implemented for early detection of cracks in the vicinity
of the safety valves on the liquid line:
Object equipment
The following parts on all the safety valves on the liquid line
▪ Connection part of the main liquid line and the inlet line on the safety valve.
▪ The body of the safety valve and the support of the inlet line and the outlet line
on the safety valve.
Items to be inspected and inspection methods
▪ Check to see that no significant vibration takes place on the above equipment.
▪ Carry out visual inspection of the restraint conditions of the supports.
▪ Upon inspection of the above items (a and b), if it is discovered that the conditions
could lead to or likely result in causing cracks, carry out a colour check (dye-
penetration test) and check for any cracks.
▪ Use the attached checklist when carrying out an inspection (refer to the attached
sample).
▪ When any cracks are discovered, report to the company and confirm measures to
be taken.
Inspection interval
Inspection shall be carried out every 6 months.
Records
▪ The above inspections shall be included in the ship’s PMS.
The checklist shall be retained on board for three years.

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The Inert Gas Generating System shall be maintained in accordance with the relevant
manufacturers’ instructions. All personnel must be aware of and observe the
precautions to be taken before maintenance of system components is commenced. IGG
plant alarms and trips to be tested as per maker instruction or at internal not exceeding
3 months.
Preparations for Work
▪ Confirm the following before the commencement of work.
▪ The equipment is not running.
▪ The power supply to the control panel is off.
▪ The power supply to the devices related to the equipment, such as the air blower,
FO pump, inert gas compressor (LPG carriers), dryer regeneration blower (LNG
carriers), and cooling fresh water pump, is off.
▪ Operate valves necessary for maintenance.
▪ Drain sea water and fresh water in the equipment as needed.
Precautions for Overhaul
For maintenance, inspect, confirm, measure, or replace the following important items in
accordance with the Instruction Book of each equipment, and enter necessary items in
the record.
Combustion Unit Burner and Accessories
▪ Cleaning the flame eye (flame monitor).
▪ Cleaning the burner nozzle tip.
▪ Cleaning the burner cone swirler.
Air Blower and Dryer Regeneration Blower
▪ Inspecting and adjusting the tension of the V-belt.
▪ Renewing the lubricating oil in the gear case.
▪ Renewing the grease or lubricating oil in the drive side bearing case.
▪ Inspecting the oil seal.
▪ Removing the suction side piping and inspecting the impeller and the inside of the
casing.
▪ Opening the gear case and inspecting the gear.
▪ Cleaning or renewing the air suction filter.
Inert Gas Compressor (Gas Carriers)
▪ Inspecting and adjusting the tension of the V-belt.

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▪ Cleaning and replacing the suction filter element.

▪ Opening, cleaning, and inspecting the suction and discharge valves, or replacing
the defective parts.
▪ Renewing the lubricating oil.
▪ Overhauling and cleaning the cylinder head.
▪ Cleaning the after cooler.
▪ Cleaning the lubricating oil filter.
▪ Measuring each spot and replacing parts the measurements of which exceed the
allowable values.
Cooling Type Dryer (Gas Carriers)
▪ Carrying out the maintenance of the compressor for the refrigerator in accordance
with the Instruction Books.
▪ If the condenser is of a sea water cooling type, clean the sea water side and replace
the protection zinc plates, and the like.
Absorption Type Dryer
▪ Inspecting and cleaning the filters.
▪ Checking the absorbent for a colour change and adhesion of oily ingredients.
▪ Analysing property of the absorbent, and replacing it as needed.
▪ For the absorption type dryer on LNG carriers, if the cooler is of a sea water cooling
type, cleaning the sea water side, and renewing the protection zinc plates.
Other Pumps
Servicing to be carried out in accordance with the Instruction Books of each pump.
Implementation of Firing Test
In order to ensure the firing in case of necessary and to confirm ensuring the required
oxygen content and carbon dioxide content in the inert gas, the firing test shall be
implemented at least once in two months.
Nitrogen Generator Maintenance
Preparations for Work
Confirm the following before the commencement of work.
▪ The air compressor is not running.
▪ The power supply to the main control panel is off.
▪ The power supply to the heater is off.

On ships where the Nitrogen generator is housed in a separate room having fixed oxygen

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sensors for the ambient atmosphere, such sensors should be tested and calibrated on a
quarterly basis.
Precautions for N2 Generator Overhaul
For overhauling the generator, clean each part, and inspect and confirm the following
important items in accordance with the Instruction Books.
Membrane Separator Unit
Inspect and clean the line filter and replace the element if required.
Air Compressor
▪ Check filters and replace elements for them if required.
▪ Check the differential pressure or internal pressure of the separator and replace
the filter element if required. And check the property of lubricating oil in use and
renew the oil if required.
▪ Check the LO level, charge lubricating oil if required, or renew it as needed.
▪ Check the tension of the V-belt and renew it if needed.
▪ Overhaul the air compressor in accordance with to the Instruction Books.
Oxygen Analyser
Inspect the analyser in accordance with the Instruction Books and renew the fuse or
sensor if required.
Inspection and Confirmation Items after Assembling
Upon reassembling the unit after the necessary inspection and parts replacement, make
a test run to confirm that such process values as pressures and temperatures are at
desired level and that nitrogen gas with a proper oxygen concentration is being supplied.

Maintenance of Pneumatic ESD System

▪ Check the solenoid valve for heat generation and/or howling noise.
▪ Check the cover of the manual operation cock and pipeline system installed
outside the CCR for corrosion.
▪ For an ESD trip test before the commencement of cargo operation, select
operating stations deliberately, and confirm that the system is operable from
every operating station.

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▪ Inspect corrosion conditions of pneumatic piping and supports for the ESDS on
weather decks and take measures for pitting not to lead to holes. If on board
maintenance is deemed impossible, make permanent repairs to, or complete
renewal of, such a portion of the piping during a dry-docking.
▪ Inspect conditions of fusible elements and confirm that no fusible part is covered
by paint, or the like.
Optical ESD System Maintenance
▪ When the ship arrives at a terminal where the optical ESD system is used, connect
the test plug to the optical fibre link connector to confirm normal signal are being
transmitted/received, at an appropriate timing before entering the port.
▪ Clean the optical fibre link connector pin periodically with the chemical agent
provided by the Company.
▪ Apply a protection cover, such as a canvas cover, to the fibre line connector box
for sea water not to penetrate into the box at sea.

▪ Check the pressure periodically of the independent accumulator that is provided

to actuate ESDS in the case the hydraulic pressure drops due to a trouble of the
hydraulic unit for remote valve control.
▪ Inspection intervals for accumulator
• Small accumulator for the hydraulic pump Pressure Check: Once a year
• Accumulator for the hydraulic line and ESDS Pressure check: If possible every
two and half years or at every dry dock.
• Spare parts and inspection tool inventory for the associated equipment on the
hydraulic system must be maintained.
• Precaution for operation and maintenance
• Confirm the present setting value of the following associated equipment on
the hydraulic system and indicate it to the control console.
• Operating pressure to activate ESDS
• Starting pressure to activate the backup pump for the hydraulic pump
• Nitrogen filling pressure of small accumulator for the hydraulic pump (only
applicable ships)
• Delivery flow of the hydraulic pump
• Display of precaution plate

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Confirm the number of valves capable of being operated simultaneously and display
precaution plates on the cargo console and the ballast console. Provide adequate training
and make preventive measures known to valve operators.

General
Manufacturers and “SIGTTO, Liquefied Gas Handling Principles on Ships and Terminals
guidelines on maintenance and testing of safety and relief devices” should be consulted
and maintenance scheduled accordingly.
Following is a generic list of cargo plant safety test / trips / alarms. Vessel specific list of
testing of alarms /trips as per manufacturer’s instruction is to be maintained. Cargo
plant alarms and trips are to be tested as per maker instruction or at internal not
exceeding 3 months.
▪ Cargo compressor suction low pressure (1st stage
▪ Cargo compressor discharge high pressure (2nd / 3rd stage)
▪ Cargo compressor discharge high temperature (2nd / 3rd stage))
▪ Cargo compressor discharge very low lube oil pressure
▪ Knockout drum high level
▪ Condenser and receiver level high
▪ Cargo compressor motor overcurrent
▪ Cooling sea water low pressure
▪ Condensate return high pressure
▪ Intercooler level high
▪ Control air low pressure
▪ Glycol / brine pump stop
▪ Glycol / brine low pressure
▪ Cooling fresh water High Temperature
▪ Hold space low pressure alarm
▪ Hold space high level alarm
▪ Cargo booster pump high discharge pressure
▪ Cargo Booster pump low suction pressure
▪ Cargo heater cargo outlet temperature low
▪ Cargo heater sea water outlet low temperature
▪ Cargo heater sea water low flow

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The cooling medium of the re-liquefaction plant is to be maintained as per the maker
instruction. The specific gravity should be checked every month, and pH value of 7.0 or
more to be maintained.
▪ Where the use of cooling coils is essential for certain cargoes, a mixture of
ethylene glycol and water is normally used.
▪ For ships carrying cargo down to - 55 °C (minus), a 60% volume mixture of glycol
and freshwater should be adequate for all purposes. If the glycol percentage is
more than 60%, the additional glycol will not have practical advantages.
▪ It has been observed that the use of glycol in warm weather conditions can lead
to sludge generation. In such cases, chemical treatment of the cooling water may
be considered in consultation with the company.

Freezing Point of Glycol water

solution

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Kcal/m hr C
Viscosity C. P

Kcal/kg C (0oC)
Density (wt %)
Freezing Point

Gravity (15oC)

Specific Heat

Conductivity
(0oC (- (- (-

Thermal
Specific
) 10oC) 20oC) 30o

(0oC)
(oC)

C)
CaCl2 brine -10 14.5 1.128 0.798 0.472 2.6 4.1
-20 21.0 1.194 0.723 0.466 3.4 4.9
-30 25.2 1.236 0.688 0.461 4.2 5.3 10.1
-40 29.0 1.263 0.659 0.456 5.8 9.1 14.7
Nybrine -10 31.0 1.034 0.92 0.43 3.5
-20 48.0 1.054 0.85 0.40 5.0 7.7
-30 61.5 1.070 0.81 0.39 6.2 10.0 16
-40 71.5 1.081 0.80 0.37 8.2 14.0 23 38

Propylene -10 24.5 1.021 0.92 0.40 4.0 9.0

Glycolic brine -20 39.0 1.033 0.85 0.36 7.0 13.0
-30 48.0 1.041 0.80 0.33 10.0 23.0 64
-40 54.5 1.042 0.77 0.31 14.0 30.0 82 260

3.44
When selecting a BWTS, the risk associated with the following must be considered:
• Location onboard the vessel,
• Chosen technology and Vessel type.
Company has issued standard guidance on management of BWTS in Environment
Management System Manual, Chapter – 3, SECTION 3.7.

The Master must ensure that vessels fitted with a BWTS, use the system as part of
normal ballast and de-ballast operations unless:
• The specific country or state does not allow the use of BWTS.
• There are faults with the equipment that may affect the safe operation, or
the ability to monitor overboard discharges. Faults must be discussed with
the office and local authorities may need to be informed.

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Coastal states requires the ships personal to be familiar with the operation and
that sufficient consumable are available on board.

In general, ballast water treatment technologies fall into two groups:

• Separation technologies
• Disinfection technologies.
Separation technologies remove organisms from ballast water while disinfection
technologies kill or render organisms incapable of reproducing. Depending on the
chosen technology additional precautions might be required to deal with hazards
associated with that particular technology.

A thorough risk assessment shall be carried out to ensure that hazard are identified and
mitigated to acceptable levels. Below listed are few generic hazards associated with
different types of BWTS. Maker’s manual must be consulted for detailed hazard analysis.

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a. Inert Gas De-Oxygenation Systems

For a BWTS supplying inert gas to ballast tanks, controls shall be in place ensuring that
the ballast tanks will not be subjected to a pressure or vacuum in excess of the P/V valve
setting. Suitable provisions should be in place in providing the protection measures for
addressing the possible migration of hydrocarbon or flammable liquids or vapors from
the cargo/ballast system to the non-hazardous area. Special consideration to be given
to the design and location of scrubbers and blowers with relevant piping and fittings in
order to prevent flue gas leakage into enclosed spaces.
b. Ultraviolet - Disinfection Irradiation (UV) Systems
Arrangements are to be provided such that the crew will not be exposed to excessive
amounts of UV light during operation, maintenance or repairs of the system. Normally,
a UV intensity meter and means to prevent operating the UV lamps without water in the
treatment chamber (i.e. an interlock) are provided.
Means to prevent the accumulation of air in the top of the lamp enclosure or treatment
chamber are provided by means of a high and high-high temperature alarm and
automatic system shut down.
c. Prepared Chemical Treatment Systems
A Material Safety Data Sheet (MSDS) should be provided describing the proper storage
and handling procedures as well as the information on the quantity to be added to the
ballast water and the maximum allowable concentration of the substances in the treated
water.
The system should not exceed the maximum dosage and maximum allowable discharge
concentration at any time to avoid any associated hazards and risks for the crew, vessel
and the discharge of chemical substances to the sea. The following aspects have to be
considered:
• Design and installation of containment systems for all liquid chemicals stored and
in use to prevent any chemicals from escaping under the maximum inclination
conditions and implementation of a safe and secure means of transferring
chemicals onto the vessel.
• Spill trays of ample size might need to be provided.
• An approved gas detection system is to be installed in all spaces housing the
chemicals together with proper air supply and ventilation, and leakage detection.
• A high temperature and a high- and low-pressure alarm are to be provided, with
its shutdown conditions identified.

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• Chemical level indication, alarms, and automatic shutdown are to be arranged at

remote and local control stations. An adequate system capable of self-monitoring
and recording of chemical dosages is to also be provided.
• Adequate means are to be provided to prevent overflowing the ballast tanks and
unintentional discharge of ballast water prior to completion of treatment or un-
neutralized water exceeding the residual treatment chemical limits.
• All equipment, piping, components and coatings exposed to the chemical
treatments need to be compatible with the chemical.
• Chemicals provided as a gas have to be placed in an open storage area or a storage
room. The storage room is to be on or above the upper-most continuous deck,
equipped with special ventilation arrangements, to be of steel and gastight and
access to the room is to be from the open deck and the door is to open outwards.
• Makers specific PPE for handling chemical must be available for the crew
members.
d. Ozone Injection Systems
Ozone, due to its strongly oxidizing properties, is a primary irritant, affecting especially
the eyes and respiratory systems and can be hazardous at even low concentrations. In
this respect ozone sensors are to be installed in the immediate vicinity of the ozone
generating unit and along the route of the ozone piping where ozone gas could
accumulate and to activate an alarm at a manned location when a concentration of 0.1
ppm or more is detected. Furthermore, the routing of the ozone piping is not to pass
through accommodations or service spaces.
Provisions should be arranged for independent vents from the oxygen receiver safety
relief valve and any ozone destructor unit are to be led directly to a place on the open
deck where the discharges will not cause a safety or health hazard.
Additional arrangements are to be provided to automatically shut down the system
immediately when there is a high ambient oxygen concentration (25%) or a high ambient
ozone concentration (0.2 ppm).
e. Electro-chlorination Systems
In addition to disinfecting chemicals such as hyper chlorides or peroxides, electro-
chlorination process produces hydrogen (flammable) and chlorine (toxic).
If the electro-chlorination unit (ECU) of a BWMS is installed in a dedicated space, the
space is to be considered as Zone 1(IEC Standard 60092-502) and is to be provided with
non-sparking ventilation fans suitable for hazardous areas providing 30 air changes per
hour with suitable interlock arrangements so that the fans will be in operation at all times
when the electro-chlorination unit is in operation.

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The all welded exhaust piping vents for any gases generated in the electro-chlorination
process that could be flammable or harmful to the crew are to be led directly to a place
in the open deck where such discharges will not cause a fire or explosion hazard. The area
within 3 meters (10 feet) around the vent outlet is to be considered to be a hazardous
area.
Arrangements are also to be provided such that the ECU chamber is always filled with
water to avoid creating an explosive atmosphere in the event of ingress of flammable
fluid into the ECU chamber (i.e. Interlock arrangement such that the ECU cannot be
energized if water level/flow is less than an acceptable limit) and also to avoid excessive
surface temperature in the event of a water level drop (i.e. automatic shutdown in case
of excessive temperature or pressure).
A fixed hydrogen gas detection system is to be provided in the space housing the ECU and
arranged such that the activation of the gas detection alarm will result in an automatic
shutdown of all electrical power to the ECU.
Furthermore the potential of any flammable or toxic gas released into the ballast tanks
has to be assessed and if found in a concentration and/or volume that could present a
hazard to the crew or the vessel measures are to be provided (e.g. venting arrangements,
gas gauging system in tank, etc.).

1. A spare set of identified generic and critical spare parts are identified and
maintained on board. As soon as the spare is consumed, Chief /Engineer must
ensure a new set is promptly ordered.
2. The Master must make sure PTW and associated procedures relating to chemical
and high energy electrical systems are complied with when carrying out any
maintenance on the BWTS.
3. When operating and maintaining this equipment the following additional hazards
are present and are to be considered as part of normal PTW and Risk assessment:
• Sodium Hypochlorite.
• Sodium Bisulphite.
• Hydrogen gas.
• High Voltage electricity.
4. The performance of the BWTS is greatly affected by sediments around ship.
Frequent filter cleaning is required when operation is undertaken in dirty water
area.

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5. It is recommended to give an epoxy coat to the inner surfaces of the BWTS to

prevent corrosion.

All ships calling US ports and intending to carry out ballast water operation, must use
BWTS type approved by the USCG. Vessel to contact TSI/MSI if this is not the case.
In the absence of a USCG approved BWM system to date, the USCG under its program
has been accepting AMS (Alternate Management System) deemed to be as effective
as Ballast Water Exchange, fitted by a vessel before the vessel's compliance date for
fitting BWTS as per USCG regulations. AMS acceptance by the Coast Guard is a
temporary designation given to a ballast water treatment system approved by a
foreign administration.

3.45
LNG As Fuel- Dual-Fuel engines use technology based on Otto cycle and diesel cycle. X-
DF engine is a 2-stroke slow-speed which uses lean burn principle (Otto Cycle) in which
fuel and air are premixed and burned at a relatively high air-to-fuel ratio – a concept
already used widely on medium-speed engines.
The launch of dual-fuel engines using LNG admitted at low pressure and ignited by a low
volume of liquid pilot fuel was a breakthrough in the marine industry. WinGD has applied
a depth of gas engine expertise and experience to its low-speed engines – a move that
extends the benefits of dual-fuel (DF) technology across the broader marine industry.
As a dual- fuel engine, the WinGD X-DF engine is designed for continuous service in gas
or in diesel operating mode. Refer vessel specific operation manual for details.
All planned and unplanned maintenance to be carried out as per maker’s manual as
mapped in ShipPalm.

Vessel to use “self-shrinking sleeve” of approved type when cable which is not fire
retardant passes through the bulkhead penetrations. The shrinking sleeve melts to seal
off the penetration in case of the wire melting. Only sealant is not approved method as
when the cable melts, it would leave a gap for flame or gas to pass through the
bulkhead. The make/ model and procedure of installing the sleeve to be obtained from
office as part of MOC. An approved fire-retardant putty must be used afterwards to
seal off the entire penetration after using the sleeve.

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4. PROCUREMENT AND INVENTORY CONTROL

4.1 PURCHASING SPARES AND SERVICES FOR THE VESSELS
PURCHASING POLICY
The Company believes that the basis for correct purchasing is dependent upon regular
and accurate stock taking. Maintaining excess stocks on board is poor economy and
must be avoided.
Efficient purchasing can be defined as giving maximum service to the ship at minimum
expense to the Owner. The parameters for this can be stated as correct quantity, quality,
price, and delivery time. To achieve this requires close coordination between the vessel
staff and the Office.
Exception to this being purchase of provisions and ship's bonded stores directly by
Master, unless any specific agreement is in place by the company for supplying
provisions. Another exception is urgent store requirement for which prior approval of
the Office has already been sought.
It is company policy to supply asbestos-free stores and spares to vessel. Any urgent
stores procured directly by vessel should also meet asbestos-free criteria. A declaration
to this effect should be made available by the supplier and same retained onboard in
vessel records.
When procuring any items, the suppliers shall be informed regarding the Company’s
commitment to Protection of the Environment and Conservation of Energy. To reduce
generation of onboard garbage, suppliers shall be instructed to take back packing
material where possible.
The electronic requisition form is filled up by the concerned department and emailed to
Office where the requisition is scrutinized for approval by the Superintendent.
Master has the authority to procure stores or spares without prior sanction from the
company in case of emergencies involving ship’s seaworthiness, safety or pollution risks.

PURCHASE DEPARTMENT
The purchase department is committed to the supply of the correct spares and stores to
the vessel. Once the requisition is received in the Office, depending on priority, the
Purchase department will send the requisition for quotations.

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On receipt of the quotations the Purchase Department shall forward the same to the
respective the Superintendent for approval. On receipt of the approval, the Purchase
Department shall order the items required. This shall be converted into the Purchase
Order which the vessel can track when it will be received.
For matters on purchase, the Master has the authority to contact the Superintendent and
/ or the Purchase department of the Company.

STOCK INVENTORY AND SUPPLIES

Freeze port Activity

Log
START Delivery onboard,
Update GRN Details
and Close PR Add to port Activity
PR Raised through log
Shippalm

PO status - Open

PR rasised in
Shippalm PO confirmation –
Email Trigger to
vendor. TE. TSI
Send REQ to
Vendor

Vendor 1 Vendor 2 Vendor 3

PO returned Approved?

Quotation TE enter Account

Quote comparison sent
Comparison by TE in PO Generated Initiative Approval
to TSI code & TCD Details
Shippalm

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RESPONSIBILITIES
The Master is responsible for ensuring that the vessel is well stocked and equipped with
all the items deemed necessary for her proper upkeep and safe and efficient operation.
The Chief Engineer is responsible for ensuring that machinery spares are maintained as
listed in Chapter 3 (Minimum spares and recommended spares for operational
requirement).
Company policy places reliance on the vessel Masters for the accuracy, propriety and
necessity of requisitions originating from their vessels.
The Master and Chief Engineer has the knowledge and authority to determine what their
ships must have, but with this authority comes the responsibility to see that only standard
and necessary items are ordered.
It is to be ensured that the supplied spares & stores are of correct specifications and ready
to use. On new delivered vessels, the original spares supplied by the shipyard requires to
be checked for correct supply and usability.

STOCK LEVELS, SUPPLY PORT

Stores and spares shall be supplied once a quarter. It is the responsibility of the ship staff
to take stock of stores and spares on board. Necessary requisitions are to be raised well
in advance so that sufficient time is available to the purchase team for ordering and
connecting the stores and spares at optimum cost. It shall also be borne in mind that as
far as practicable, out of turn requisitions are not raised, except in case of short deliveries
or emergency.

LOCAL PURCHASE
There shall be occasions where it becomes necessary for the Master to make a local
purchase of stores and spares required to meet emergency requirement whilst in port. In
such cases the Master shall make the necessary purchase up to a limit of USD 500 after
obtaining an approval from the Superintendent.
Any safety/critical items which the Master feels may lead to PSC deficiencies or detention
shall be locally procured via agents / suppliers.
The supplier shall be advised to invoice the bill to the office for payment. If not possible,
same shall be settled in cash by Master and reflected in the monthly “Master’s Cash
Account” statement.

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MINIMUM MANDATORY SPARES

Minimum mandatory spares and stores required to be maintained on board shall be
identified and a list shall be prepared (refer Chapter 3.3 of this manual for guidance
regarding minimum spares) indicating items and the required quantity. The list prepared
by ship staff shall be sent to Office for approval. The Technical Superintendent shall
review this list and make any changes as appropriate. The list shall then be signed,
stamped and dated and a Revision Number shall be written on it. This shall then be sent
to the vessel with a copy maintained in the office.
When preparing the list, the following items shall be taken into consideration:
▪ Consequences of the failure of the equipment (Criticality of equipment)
▪ Stand-by / alternate equipment.
▪ Availability / delivery time for the spares / stores.
▪ Risk-based equipment categorisation.
▪ Equipment, machinery, and system redundancy.
▪ Experience of the equipment and machinery.
▪ Manufacturers’ recommendations.
▪ Vessel’s trade.
Ship specific minimum spares list must be included in company’s planned maintenance
system. Requisitions shall be raised well in advance and supplies effected so that stocks
are replenished without much delay.

4.2 REQUISITIONS FOR STORES AND SPARES AND SERVICES

PROCEDURES
All requisitions for spares, stores and services must be raised through Shippalm.
Detailed procedure for raising requisition through Shippalm can be referred in the
Shippalm User Manual provided in the Shippalm “Help” menu.

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PROCESSING OF REQUISITIONS
After receipt of the Stores Requisition, the concerned Superintendent / Technical
executive shall study it carefully for any irregularities or excesses and send to various
suppliers at the intended port of supply for obtaining their quotation and availability. On
basis of same, a confirmation will be made with a suitable supplier. Vessel can view the
progress of requisition process and can also view the status at any given time in Shippalm.
Vessel will also receive a message giving full details of the order confirmation.
Similarly, spare-part requisitions are scrutinized by the Superintendent, who while
reviewing the same, will check for cost and availability with the manufacturers and
various suppliers worldwide. As far as possible, arrangements are to be made for a
consolidated supply of all spares requisitioned.
The Agents will be suitably informed of all forwarding details in case of supply of spares
in order for them to make necessary arrangements for receiving and delivering the
consignment to the vessel during the vessel's stay in port.
For supply of stores, arrangement for the transport and delivery will be made by the
supplier and the Agent/vessel will also be suitably informed of the arrangements made.
PRIORITY OF REQUISITIONS
Shippalm allows for 3 types of requisitions to be raised from the system. It is very
important to understand the relevance of the different types so that proper follow up can
be done by the Company.

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The types of requisitions are:

URGENT:
▪ It should be used only for Minimum Mandatory Spares or items of the critical
equipment and/or without which there may be a potential risk of:
• Compromising crew’s safety or security
• Violating local and / or maritime laws
• Causing pollution
• Going off hire
▪ When an order is sent as URGENT, then it shall be connected to the vessel without
considering the additional cost in procuring the spare or the transportation cost.
Hence it should be used after a lot of consideration. In case of doubt, contact the
Superintendent and confirm whether a Requisition needs to be sent as URGENT
or not.
▪ All urgent requisitions shall be created in electronic purchasing system same as
other requisitions but marked as URGENT and sent as attachment in pdf / excel
format along with an email to the Technical Department under copy to Purchase
Department of the Company. The email should state the requisition number and
that it is an URGENT requisition. Along with the email for URGENT requisition, the
details of next port ETA / ETD and agent details must be sent.
SUITABLE OR NEXT CONVENIENT PORT:
This is to be used when the item is required for routine maintenance and overhaul of
machinery that does not compromise the safety, security or pollution prevention of the
ship. It is forward ahead, and it will ensure that the items are connected to the vessel at
minimum procurement and transportation cost.
STORAGE:
This is to be used when some items are required to maintain normal stock. Here the
spares or stores received shall not be used on the equipment but required to maintain
the proper stock of items on board the vessel.
This is the most convenient and cost-effective method of ordering as the Company can
utilise the best possible option before procuring. This is also applicable for normal storing
of chemicals, gases, lubricating oils, grease etc. as these items also have a long delivery
time.

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RECEIVING AND CHECKING SUPPLIES

Details of stores, spares and services arranged in a port will be shared with vessel through
“Port activity Log” in Shippalm. Once the log is received from the Office about the details
of stores/spares being supplied, the Master shall coordinate with the Agents for its
smooth and timely delivery. Thereafter, it must be ensured that all gear and equipment
necessary for the handling of supplies are ready for instant use when supplies arrive
alongside the vessel.
Handling of supplies shall preferably be carried out by the ship's staff and utmost care
must be taken to prevent damages being sustained. When shore labour is involved, the
ship's staff shall supervise the efficient handling. Any work receipts may be signed by the
Departmental Heads and countersigned by the Master with remarks as necessary.
All supplies shall be checked and tallied against delivery certificates / packing lists
immediately after the goods are delivered to the vessel. Delivery certificates / packing
lists shall be compared with the port activity log and any discrepancies must be informed
to office by mail within 24 hours of receipt.
On receiving supplies, special attention is to be paid to the following:
▪ Quality,
▪ Weight or quantity
▪ Specification
▪ Packing
Complaints should be forwarded to the representative of the supplier on the spot and the
Office must be advised.
The vessel should complete TE-36 (Supply Feedback form) to report any discrepancy in
supply. The TE-36 form should be sent to procurement team through vessel TSI.
In case of time constraints in checking spares/ stores, a comment: SPARES/ STORES
RECEIVED but Subject to Check can be made in delivery note.

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NON-CONFORMING PRODUCTS
Supplies which are not satisfactory, or do not conform with the specifications as ordered,
shall not be accepted. They are to be returned to the supplier at their cost. If, for some
reasons, they cannot be returned to the supplier at the port of supply, these non-
conforming items shall be retained on board and returned to the supplier from the next
convenient port at the forwarding address, which will be given by the Office. During these
occasions, it must be ensured that products are suitably packed as necessary with
insulation material, to avoid damages during its transportation. These packages should
be handed over to the Agents for arranging onward delivery and should be appropriately
documented by clearly identifying:
▪ Product content
▪ Purchase Order / Reference Numbers, etc.
▪ Suppliers name and address
▪ Delivery address
▪ Special delivery requirements.
In order to prevent inadvertent use of the non-conforming item during the period of
retention on board, it shall be stowed away from its normal storing compartment and
clearly identified with remarks stating “Not to be used”.
In order to avoid storage of non-conforming products on board, all efforts to be made for
checking the supplies immediately upon their delivery against the requested
specification.

DELIVERY CERTIFICATES
The Head of Department or Officer concerned receiving the supplies shall sign delivery
certificates after satisfying himself that the goods describe therein have been received
and accepted. Appropriate remarks in respect of shortages, inferior quality, non-
acceptance, etc., are to be made on the delivery certificate with the supplier's consent.
Signed delivery certificates shall be returned to the person making the delivery and one
copy retained on board. It is to be understood that the signature is to confirm the quantity
and quality of the supplies and not their price.
When receiving provisions, two copies of bills shall be asked for and retained on board
with the Master.
The Master is encouraged to express his opinion in writing concerning the quality of
supplies, attitude of suppliers and other remarks by submitting form TE-36, as it serves as
a basis for deciding future business with the suppliers.

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LIST OF ITEMS REQUIRING CERTIFICATES

Certain spares and stores must be supplied with certificate and it is the responsibility of
the Head of department to ensure that these are provided to the vessel. Following is the
list of some items which need certificates:
• Main engine components – cylinder liners, piston crowns, crankshaft,
Turbocharger
• Auxiliary engine components – crankshaft, connecting rods, Turbocharger
• Shipside overboard valves
• Boiler safety valves / boiler tubes / Boiler mountings
• Anchors & anchor chains
• Lifting appliances – deck cranes, E/R cranes, blocks, shackles, wire ropes, Wire
slings
• Inflatable life rafts
• Lifeboats
• Fire-fighting appliances
• Mooring ropes and wires
• Lashing gear
• Pyrotechnics
• Pilot ladder and embarkation ladder

4.3 STORE INVENTORY AND STOWAGE

All store receipts, after verification of quantity and accuracy, shall be updated in Shippalm
and/or manual records maintained by ship as applicable, with the date and port of receipt
recorded. Similarly, necessary entries shall be made for receipt of spares in Shippalm.
The Departmental Head or Officer concerned is to ensure that supplies received are
properly stowed away in their respective storage spaces immediately. Goods of an
especially perishable or pilferable nature shall be moved from deck and stowed without
delay.
Perishable provisions shall be stowed in the most accessible places, for first consumption.
The Departmental Head concerned is to assign a responsible member of his department
to supervise the goods, from the time they are delivered to the vessel until they are finally
under lock.
Care shall be taken to stow newly received supplies in a manner which will allow previous
stocks to be used or consumed first.

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LOCATION OF SPARES AND STORES

The stores & spares inventory should list the precise location of all spare parts and stores.
Spares and stores should be stowed in accordance with supplier’s instructions in order
that deterioration in quality or condition does not occur.
Partly consumed quantities of consumables should be resealed and stored away from the
effects of heat and sea water.
Stern tube seals must be stored horizontally in reefer compartment’s vegetable room to
prevent hardening of seal rings.

CARE OF EQUIPMENT
Department Heads must encourage their staff to take proper care of the vessel's
equipment, tools, test equipment, etc.
Items such as boiler suits, wet gear, boots, etc., should be cleaned and dried after use and
stored ready for further use. Items such as photocopiers, computers, printers, scanners,
monitors, cameras etc., should be covered when not in use and should be bolted down
to avoid damage in bad weather. Test equipment should be returned to proper, secure
stowage after use.
Expiry period of standard issue PPE.
All PPE procured must be complying with Synergy standards. If procured locally for any
reasons, the PPE must comply to impact resistant standards and have the ‘CE’ marking on
them and also comply with necessary national standards.
All PPE must be inspected periodically (monthly or less) and before use, by its user and
must be replaced if damaged or found unfit for use due to deterioration or degradation.
The below replacement matrix is to be followed for standard issue PPE in the absence of
manufacturer specific expiry dates. Except for hard hats whose life must be taken from
the date of manufacture, all other PPE must be considered from the date put in use. In
the absence of the date of manufacture, the day the PPE is delivered on board (for hard
hats) or the date it is issued (other PPE) must be taken, as applicable.
For all other PPE (other than those mentioned below), manufacturer’s guidance must be
followed together with a periodic condition-based assessment.

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Equipment Standard Conditions based Issues that would trigger Otherwise,

replacement general
service life
Hard Hats EN 397 Damages, grooves, UV exposure, chemical 5 yrs.
Exposure
Eye and Face EN Fogging, cracks, exposure to UV and chemical 3 Yrs.
protectors 166:1995
Ear EN 352 Damage to the inner pads, exposure to extreme 4 Months
Defenders humidity & heat for long periods (4 m)
Multi use EN 352 Damage. 3 Weeks
earplugs
Safety Shoes EN345- Erosion of the sole makes it lose its anti-slip 12 Months
2:1996 properties, damage to the sole, exposure to
moisture makes it fit loosely on the foot.
Cover all’s EN340:1993 Wear & tear, oil and chemical soaked. 6 Months
Hand Gloves EN388:1994 Damage, loss of grip, oil & grease soaked 6 Months
Steel toe EN ISO Erosion of the sole makes it lose its anti-slip 12 Months
Gum boots 20345 properties, Exposure to UV and chemical and
other physical damages.

Additionally, for the below mentioned PPE, the safety officer must check the
manufacturer’s recommended routine and ensure that PMS is updated accordingly and
replace as per the below

Safety EN2016/425 Exposure to sun, dirt, oil, chemical 5 Yrs.

Harness
Fall arrestors EN2016/425 Mechanical wear and tear. 5 Yrs.

REMOVAL OF STORES / SPARES/ CONDEMNED ITEMS

Condemned items of supply, other than consumable provisions, such as machinery parts,
chain cables, expired safety equipment or medicines, cancelled sets of publications, etc.,
shall be disposed of in accordance with special instructions which the Master shall request
from the Head Office.

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Any items (store/ spare / LSA/FFA) that are condemned/discarded have to be clearly
marked and stored separately. Condemned LSA/FFA items must not be kept along with
the items that are in regular use or used for training purpose.
Removal report (Form TE-23) should be filled in, giving full details and showing the
purpose of the removal (i.e. for disposal, storage, etc.) stating if scrap, new, repairable,
etc.
In case any item is being landed for repairs or reconditioning, the name and address of
the party to whom same is being forwarded to shall be mentioned and necessary
signature of the concerned party obtained. A copy of this form (Form TE 23) should be
handed over to the party.

INCONSUMABLE PROVISIONS
Provisions and groceries (including beverages) not fit for human consumption shall be
inspected by the Master together with the Chief Cook (and the Chief Engineer in the case
of refrigerated goods), who shall prepare a report giving the following information:
• Date and time of survey,
• Item(s) surveyed,
• Quantity, weight, etc.,
• Nature and extent of spoilage,
• Apparent cause of spoilage,
• Description of storage and stowage,
• Date and place item(s) were received,
• Number of invoice or delivery certificate,
• Name of supplier,
• The manner in which the said goods are, or will be, disposed of,
• Any other pertinent information.
The report shall be signed by the Master and Officer(s) concerned and shall be forwarded
to the Office at earliest opportunity, with one copy being retained in the ship's files.
If the fault or responsibility for “spoilage” can be attributed to the supplier, the goods
shall, if practicable, be returned to the same supplier for replacement or cost-recovery
purposes. Otherwise, they shall be disposed of as the Master may deem best in the
interests of the Company, with authorization being requested from the Head Office
whenever practicable.

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Utmost care shall be taken to separate condemned goods from all other supplies in a
manner which will ensure that food poisoning and/or further damage cannot possibly
occur. All care should be taken to avoid inadvertent consumption of such spoilt
provisions.

4.4 SUPPLY OF LUBRICATING OILS, PAINTS, AND GASES

The Company has signed agreements with various suppliers who have worldwide depots,
for the supply of lubricating oils, greases, chemicals, paints and gases. Only these
suppliers are to be used. Each vessel will be suitably informed with the details of the
contractors the vessel is attached to.
It must be known that the prices of the above items vary from zone to zone and depending
on the trading pattern of the vessel, it will be endeavoured to effect necessary supplies
in an economical manner. Therefore, prior arrival to the ports, a timely requisition of all
necessary items shall be forwarded to the Head Office for coordinating supply with the
contractors. While making out these requisitions, the requirements of all the
departments should be consolidated and due consideration shall be given to have the
vessel suitably topped up for the ensuing voyage with reasonable reserves.
For lubricating oil supplies, as far as practicable, supply in drums shall be avoided to
prevent accidental loss due to breakage and/or spillage and bulk supply shall be
encouraged. In case supply in bulk has been ordered for and the vendor supplies in drums,
same should be emptied and returned preferably at the port or country of origin where
these drums were taken aboard.
In ports where supply in bulk is made by pumping out from drums, due caution must be
exercised to ensure that while signing the receipts, suitable remarks are made stating
supply received in bulk and not in drums. This is essential since charges for drums are
debited against the ship.
Acetylene, oxygen and Freon bottles are supplied on exchange basis and at the time of
supply, the equivalent number and type of empty bottles are to be returned to the
supplier. The person signing the delivery receipt must ensure that correct entries have
been made by the supplier and that the serial numbers of the bottles being returned are
mentioned in same. In case any unsealed bottle is supplied, same shall be accepted and
the Office shall be suitably informed.

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Owing to the high cost of Freon gas, prudent consumption of same shall be exercised and
any abnormality in the refrigeration system should be immediately corrected. Local
refilling of Freon bottles shall not be done at any time as the gas supplied may be of an
inferior quality, which might seriously affect the operation of the plant.
4.5 LUBRICANTS PROCUREMENT & STOCK LEVELS:
LO requisition should never be bundled up with any other requisition and Subject line of
the mail should clearly mention "LO requisition" and vessel name.
Vessel should always raise LO requisition following below guidelines. Any instruction from
vessel superintendent supersedes below guidelines:
Bulk carriers & tankers: Always to have ME Cyl. Oil ROB enough for 70 days of sailing,
calculated basis average of last three months consumption.
Container carriers: At any given day Cyl. Oil ROB must be enough to complete the voyage.
MECC oil ROB is always enough for one sump charge plus 3 months consumption.
AECC oil ROB is always enough for one AE Sump oil renewal plus total 3 months
consumption.
Minor grades ROB is enough for 6 months consumption.
LO Sampling kits cannot be supplied separately. Therefore, whenever required, it should
be included in LO requisition.
As far as possible, requisition for only minor grades should be avoided.
Below ports are most convenient & economical for LO supply -
• Fujairah / Khor Fakkan, UAE
• Singapore
• Rotterdam / Amsterdam, Netherlands
• New Orleans / Houston, USA
• Ulsan / Yeosu / Busan, South Korea
• Yokohama / Chiba / Kawasaki, Japan
• Antwerp, Belgium
• Gibraltar
• Algeciras, Spain
Vessels calling above ports should always request supply such that lubes / greases / LO
sampling kits are adequate for at least 4 months. When raising LO requisition, a remarks
column specifying the maximum safe quantity of main grades should be included.

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For reference, synthetic grades of lubricant are generally used for below equipment:
I. Main Air Compressors
II. Deck Air Compressors
III. Other Air Compressors
IV. Gas Compressors / Refrigeration Compressors / AC Compressors
Before placing requisitions, reference to be made to vessel’s LO Chart for complete list of
synthetic lubricants that are in use. In case of any doubts office to be consulted.
Below precautions to be taken in raising LO requisition:
• PR type selected should always be “Lube oil”
• Communicate with office if LO order confirmation / delivery confirmation or
related communication from office is not received at least 5 working days before
vessel’s ETA.
• In case LO requisition is raised within 5 working days of ETA, send LO requisition
pdf copy with requested grades arrival ROBs to office by E-mail also.
• Mentioned ROBs in LO requisition should always be arrival ROBs at supply port.
• If mentioned ROBs in LO requisition is not arrival ROBs at supply port, mention
date of ROBs in remarks column.

4.6 RECEIVING SHIP'S STORES FOR USE OF ANOTHER SHIP, OR COMPANY'S USE
ELSEWHERE
Such stores should be accepted only on directives received from Office and the following
instructions are to be complied with:
• When these consignments are not manifested, they are to be in the care of the
Chief Officer, who is to arrange their stowage in one place.
• Each consignment is to be marked with the destination (port), the consignee
(address), the shipper's name, and the reference markings.
• Each consignment is to be accompanied by one of the following documents: A
letter, delivery note and invoices, Bill of Lading, if any, etc.
• The Master is to ensure when necessary that a supplementary manifest is
provided before discharge.
• A list of such consignments is to be sent to the Company on receipt of goods.
• Ensure that the contents of these consignments are not a restricted item at ports
enroute and at also at the destination port.

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4.7 NOx COMPLIANT SPARE PARTS

MARPOL Annex VI limits the main air pollutants contained in ships exhaust gases,
including sulphur oxides (SOx) and nitrous oxides (NOx).
All the engines installed on board for normal duty and with rating more than 130 KW are
provided with a technical file which comprises the NOx test parameters, settings, NOx
critical components and operating parameters pertinent to that engine. Each NOx critical
component and spare part is assigned an IMO Code number and ordering of spare parts
every time with the same IMO Code is important to comply with NOx regulations.
As the engine spare parts are always ordered from engine makers or their authorized
vendors, the correct parts are identified based on the vessel’s IMO number.
The PMS inventory list contains the NOx IMO Codes for the components listed in the
NOx technical file. This data is automatically mentioned in the spare part name when
the vessel raises a spares requisition.

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5. ENGINEERING OPERATIONS
5.1 COLD WEATHER PROCEDURES
GENERAL
The following outlines, procedures, and precautions to be taken to guard against
damage to vessel and equipment due to cold weather. The Master and Chief Engineer
should take any additional actions he believes necessary as determined by actual
circumstances and conditions. The Chief Engineer should establish a routine for all
departments when it is anticipated that the vessel will be exposed to cold weather.
Protecting the vessel and its equipment from damage during cold weather rests upon
foresight, knowledge of detailed effects of freeszing weather, preparedness, and
constant alertness in combating the effects.
Operations in cold weather constitute special operations, in that any errors may become
apparent only a hazardous situation has been created, or an accident has occurred.
Accordingly, all shipboard personnel should utilize the procedures provided in this
section during any operations in cold weather.

BALLAST SEA SUCTIONS, STRAINERS, AND HEAT EXCHANGERS (COLD WEATHER)

Ballast the vessel to a depth where sea suctions and propeller are below the level of any
ice maintaining no more than three feet trim to prevent ice from sliding under the vessel
and reaching the sea suctions.
Load cargo prior to discharging ballast to maintain maximum draft. During periods of
heavy ice, as far as practical dock the vessel so the bow stems the heaviest ice flow.
Anchoring should be avoided except as an emergency. Use no more power than
required to maintain steerage and headway to prevent bow plating damage. Minimize
running the engine astern.
At extremely low temperatures the impact resistance of steel is reduced. The incidence
of structural failures after transiting heavy ice or making hard contacts with wharfs or
fenders may increase. Close examination of any possible affected area is mandatory.
Immediately on clearing heavy ice areas a vessel inspection should be conducted
covering cargo compartments and void spaces such as fore peaks, fore deeps,
cofferdams, pump rooms, etc., in order to verify hull integrity.
Ensure that adequate reserve of feed water is available. Prepare to use steaming out
fittings and hoses to thaw or keep clear sea chests and suction piping that has become
clogged with ice.
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Operate main and auxiliary circulating pumps with the crossover open. When securing
the main plant, stop the main circulating pump momentarily to wash back ice from the
main injection system.

BUNKERS AND EMERGENCY GENERATOR FUEL TANK (COLD WEATHER)

Operating for prolonged periods in extremely cold weather and/or ice often places
unexpected demands on the boilers and increases the fuel consumption. This condition
can generally be anticipated, and bunker reserves should be increased accordingly. On
vessels where the emergency generator fuel tank is located outside the machinery
space, ensure that the fuel does not freeze. Adding paraffin or gas oil to the diesel oil in
a 50/50 proportion will lower the freezing point of the mixture to a level where freezing
should not occur. Maintain the liquid level of the tanks at about 90% of capacity to
reduce condensation and to provide an adequate supply in an emergency. Add
antifreeze to the radiator and jacket water system if the emergency diesel generator is
in an unheated compartment.
Anti-freeze should be of non-dyed type to ensure that no damage to seals of CW pumps
occur due to crystallization of dye.
It is prudent to have a sufficient quantity of Arctic grade gas oil to ensure no paraffin
clogging in filters.
Emergency generator diesel engine crank case oil of a lower viscous grade (5W20) to be
stowed for one sump change, in case of vessels operating under extreme low weather
conditions, to avoid starting difficulties.

DECK MACHINERY AND PIPING (COLD WEATHER)

Grease winches and line them up (wires lashed, windlass wildcats disengaged, valves
set) prior to departure if unfavourable weather conditions are forecast.

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Whenever there is danger from frost damage, special precautions must be taken with
respect to steam driven deck machinery and systems exposed to the atmosphere. Steam
must be maintained on deck at all times when temperatures are, or are expected to fall,
below 0°C. Steam should be “cracked” on to windlasses and winch engines and their
control levers secured in the neutral position. Open bypasses fitted between steam and
exhaust lines to ensure adequate steam flow in exhaust piping. There will normally be
sufficient leakage through the valves to ensure that the steam cylinders are kept warm.
They should be checked at frequent intervals and the machinery run light for a few
minutes. Engines should not be left running for long periods, even at slow speed, as
serious bearing damage may result.
The deck watch will inform the engine department well in advance of anticipated
temperature changes, together with actual changes in the temperature as it drops to the
freezing point.
The Deck Department will keep watch on the deck machinery to ensure that steam is
flowing through the winches. White stripes painted on winch drum will assist the watch
in observing the winches.
The Deck Department in coordination with the Chief Engineer will ensure that: -
▪ The lifeboat engine's fuel (gas oil or diesel oil) is suitable for use at 15 oC or less
▪ Drinking water containers are temporarily stowed inside the accommodation.
▪ Lifeboat sump oil change of one sump volume of low viscosity oil (5W20 - in view
of Noack volatility) to be considered for cold weather conditions to avoid starting
difficulties

HYDRAULIC DECK MACHINERY (COLD WEATHER)

Hydraulic should be run continuously to keep the hydraulic oil temperature above 15Deg
C. No machinery should be put on load if the hydraulic oil temperature is less than 15Deg
C. Keep the header tank 2/3rd full always.

MISCELLANEOUS WEATHER DECK SERVICE PIPING (COLD WEATHER)

Drain and blow dry all piping not in use. This should include:
▪ Steam smothering
▪ Potable water filling
▪ Wash water filling
▪ Fire main

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▪ Compressed air
▪ Steam eductor system under forecastle head
Any vessel equipped with independent midships water systems should start the system
prior to entering freezing weather. Transfer and isolate wash water and potable water to
midships system and drain deck piping. If this is not possible, put steam tracer on both
systems.
Maintain a minimal flow of water through sanitary systems and soil drains. Tying down
one or more flushometers or fitting jumpers at selected locations will help to prevent
freezing. A small amount of antifreeze can be added in unused drain traps. Put steam
chaser on midship sanitary system and/or open overboard-circulating line.
Increase steam to quarters heating system. Quarters heating traps may be bypassed or
have the internals removed to ensure adequate flow.

MACHINERY SPACE PIPING AND FITTINGS (COLD WEATHER)

Reduce the flow of outside air into the machinery spaces by securing vent fans, trimming
vents out of the wind, fitting temporary covers over cowls and closing dampers. Opening
a skylight or hatch adjacent to the forced draft fan intake will short circuit the normal air
circulation and therefore provide warmer machinery spaces.
Utilize space heaters (where provided) to their full extent.
Circulate freshwater systems continuously to eliminate the possibility of freezing.

MISCELLANEOUS (COLD WEATHER)

In spaces such as storerooms, linen lockers, etc., where the possibility of sweating and
freezing exist, space heaters should be used where provided. Moisture-absorbing
material should be moved to warmer spaces when possible or moved away from ship's
structure where moisture collects and freezes.
Eliminate all steam and water leaks in spaces and keep doors closed if possible.
Alternate fuel oil service pumps to prevent a cold slug of oil from forming in the F.O.
system.
Be alert to the possibility of flooding in remote spaces, i.e. shaft alley and pump room
bilges, due to the breaking of water piping caused by freezing.

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If sea water temperature falls below zero deg C, all tanks adjacent to the ship's skin, i.e.
double bottoms, peaks, etc., containing fresh water, should be kept slack to prevent
possible rupture from freezing.
The installed heating elements of electronic equipment should be used when equipment
is not in use.
Equipment without heaters should be left on. Some radar scanners have heaters that
may be on when the equipment is in use. Consult your operating instruction manuals for
the best method of protecting your equipment.
Keep decks as ice free as possible to reduce slipping hazards, particularly heavily trafficked
areas. Use deck scrapers and generous amount of rock salt to assist in keeping ice off
decks.
Careful attention should be paid to the air pipes of fresh water tanks. A tank, which has
been filled from the evaporator or freshwater generator in which, the air pipe, has been
filled and the water frozen could collapse when the tank is put into service. Water
sloshing into the air pipe during rolling could also cause an ice plug to form. In freezing
conditions, the air pipes should be rodded out prior to putting the tank into service.

GENERIC CHECKLIST OF COLD WEATHER PRECAUTIONS

The below checklist is a guide to your vessel when trading in freezing conditions. Ship
personnel should use their discretion in deciding which particular items are applicable
and should take additional precautions which they consider necessary for efficient
operations.
Engine room
▪ Check condition of steam connections to sea chests and test. If the sea chest air
pipes extend above the boiler flat, additional steam connections may be rigged if
required.
▪ Use Low sea suction and keep steam on sea chests at all times in ice.
▪ Grease nuts etc. on main sea suction strainers. Have impact spanner available and
prepare spare suction strainer if available, for use if ice chokes strainers.
Remember that at speed the hull form may carry ice below the surface.
▪ In port, monitor stern tube temperature where fresh water cooling is used. If
temperature drops below 20 C, drain lower aft peak tank (Stern tube cooling water
tank) and remove manhole door. Post a prominent warning notice in control room
and refill tank before departure.

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▪ In port, circulate heated jacket water and keep main engine lubricating oil pump
in operation, or pump engine sump oil to high tank and bulk purify to maintain
temperature, running oil down to main engine just prior departure.
▪ Where fitted, sea water re-circulation systems should be set up to minimize intake
of freezing water. If a re-circulation tank is available, it should be put into use.
▪ Sufficient ballast should be taken to ensure that the propeller is submerged to
avoid ice damage. Turn rudder and propeller once every day but before turning
check that there is no ice formation around. Do not turn propeller / rudder if ice
formation is noticed. Assistance from shore / tug boat should be arranged if
necessary, to clear the ice formed around the rudder before departure.
▪ Rig space heaters in steering flat.
▪ If not in use, blow bunker tank heating coils with air. Remove plug or bend to
ensure complete drainage. Drain return lines at low points and blow drain traps
clear.
▪ Ensure vessel has sufficient fuel and fresh water reserves to cover additional
steam requirements.
Deck piping and deck machinery
▪ Drain fire main and all branches at lowest points. Fabricate air connection for
blowing lines clear immediately after use. Blow compressed air lines clear.
▪ Prepare steam hose for use in de-icing on deck.
▪ Run hydraulic winch and windlass pump unit continuously. Run Hydraulic deck
crane pump units continuously and ensure heaters are on.
▪ To minimize possible leakage, do not run hatch hydraulic units continuously. As
these units are normally under cover, the aim should be to maintain the
temperature of the space by the best safe means available.
▪ Where applicable, keep heater on whistles and drain strainers. Test whistle daily
using push button; do not use the hand lever without checking the entire length
of wire as it may be frozen.
▪ Lay old wire or rope along hatch cleats, cross joints etc., with an eye left free at
one end. If ice builds up, the eye may be taken to a winch and pulled clear to assist
in breaking the ice.
▪ Fill recesses sockets on hatches for cleats etc., with grease or soft soap.
▪ Lay cargo nets, old wire or rope over stowed gangways and accommodation
ladders to assist in breaking ice deposits. This may also be done on exposed
windlasses and winches.
▪ Drain moisture from deck machinery gearboxes and top up with correct oil.
▪ Keep air hoses, gangway winches, pilot hoists and ladders and all portable
equipment under cover in a warm place when not actually required for use.
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▪ Keep radar scanner turning and radars running in port where permitted. If
scanners must be stopped, check that the scanner is free to rotate before
switching on. Drain wave guide to confirm no accumulation of moisture.
▪ Wire aerials and whips may require to be manually cleared of ice to maintain
operational performance.
▪ Drain and isolate any exterior fresh water piping.
▪ Keep mooring ropes and wires under cover for as long as possible, consistent with
operational requirements
Ballast
▪ Change any fresh water ballast for sea water.
▪ Use double bottom and hold ballast only. Do not use topside tanks unless
absolutely essential. If topside tanks are to be filled, only fill up to 80% of tank
capacity.
▪ Do not press up double bottom tanks into air and sounding pipes.
▪ Dose sounding pipes with salt to prevent ice plugs forming. Keep caps screwed on
as much as possible.
Accommodation
▪ Seal external doors with PVC tape and limit normal access to accommodation to
one door. All doors must be available for emergency use.
▪ Rig fan heaters (portable hot air blower on hair dryer will do) in wheelhouse for
window de-icing. Keep clear view screen and window wiper motors running
continuously.
▪ Where deck heads are exposed to outside temperature, remove panels and rig fan
heaters to reduce risk of domestic water pipes freezing.
Safety
▪ Ensure emergency generator cooling system has sufficient anti-freeze and that
fuel tank contains fuel suitable for low temperature operation. This applies also to
lifeboat and emergency fire pumps.
▪ Lower level in lifeboat fresh water containers to allow for ice expansion.
▪ Ensure lifeboat plug holes are clear to prevent water building up in boats.
▪ Rig safety hand lines on main deck, use ropes and not wire. Keep a passage way
on deck clear of ice/snow at all times. It is easier to clear deck immediately after
snowfall when it is soft instead of later.
▪ No open heaters or naked lights are allowed in accommodation area.

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General
▪ Have ample supplies of sand, salt, and anti-freeze available.
▪ If crew must remain on deck for too long, then it should be organized in such a
way that at regular interval they are allowed to refresh themselves with hot food
and beverages. Ensure adequate warm dry clothing.
▪ The risk of freezing spray is very real. It is caused due to rapid changes in air
temperature in a very short time thus resulting in excessive ice formation on
contact. Ships with low GM must try avoiding same by reducing speed, altering
course or in extreme cases, remain in sheltered waters till safe to continue
voyages.
▪ On returning to warmer weather, ensure that all systems are returned to normal
operation.
▪ Storerooms and lockers at the shipside are liable to have their consents damaged
by frost. E.g. cans / bottles in poorly insulated beer locker break in extreme cold.
Move these into a warmer place if required.

PROTECTION OF LIFEBOAT ENGINE AGAINST COLD WEATHER

As per LSA code, Lifeboat engine starting systems and starting aids shall start the engine
at an ambient temperature – 150Celsius within 2 minutes of commencing the starting
procedure unless, in the opinion of the administration having regard to particular voyages
in which ship carrying the life boat is constantly engaged, a different temperature is
appropriate.
To meet above requirement and to avoid troubles during PSC inspections, recommend
following below:
▪ Lifeboat fuel tank to be drained/cleaned and filled with appropriate diesel oil such
as DMX grade which has a cloud point of minus 16 deg C. Alternatively, Arctic
grade fuel can be used.
▪ The heating elements on the lifeboat engine and in the lifeboat space should be
kept heated (Where applicable)
▪ The engine lube oil to be changed to synthetic oil of Low viscosity 5W 20 grade
▪ Ideally the lifeboat engine must have at least 50 running hours using mineral oil
for lubrication prior to the change to synthetic oil
▪ Lube oil sample to be tested at frequent intervals for loss of viscosity
▪ Quick start aerosols to be avoided.

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PROTECTION OF BALLAST WATER TREATMENT PLANT DURING COLD WEATHER:

Ships fitted with BWTS has ensure ballast water on the ballast lines, Cooling tanks,
Pumps, chemical dosing tanks and associated pumps must be drained before entering
cold zones.
Vessels equipped with working line for the BWTS system must be depressurized and
kept empty.
In case of BWTS room equipped with Heaters, it must be put on operation and
temperature has to be monitored on regular basis.

5.12BRINGING BACK MACHINERIES AFTER LONG SHUT DOWN OR MAJOR BREAK

DOWN REPAIRS
The machineries / equipment which are shut down for long time and / or after a Major
break down repairs must be brought back in to service only after carefully following the
procedures mentioned in the maker’s instruction manual specific to that particular
machinery.
In general, before any machinery brought back to normal continuous service, the
machinery must be tested to fullest satisfaction of the Chief Engineer which includes
testing of all safety alarms, safety trips and confirmation of thorough working of the
safety devices. The machinery must be tested in various conditions which may exist
actually during the machinery in normal operating condition. Initially while the
machinery is put in service, it should be monitored continuously for a minimum period
of 24 hours.

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6. DRY DOCKING
6.1 DRYDOCKING / REPAIRS - GENERAL
The objective of drydocking is to ensure that vessel repairs are carried out in a safe and
cost-effective manner meeting all operational, commercial, technical and regulatory
requirements to maintain the classification of the vessel.
Dry-docking Policy & Planning: Dry-docking intervals planned as per ship and
classification society requirements, keeping owner’s charter party, commercial
commitment, trading pattern, urgency of repairs, total time, and costs in mind. Company
issues dry-docking schedule for the fleet. Superintendent fills in estimation of time and
remarks on dry-docking. Opportunity should be taken during docking to complete all
deferred and outstanding repairs.
To improve the energy performance of the vessel, the company considers fitment of
energy saving devices such as Mewis Duct, PBCF, new design propellers etc and
application of high-performance hull coating.
Variable Frequency Drive (VFD) for large capacity electric motors and new technologies
offered by Yards in the vessel specification are considered at the time of building the
ship or during retrofits.
However, all such energy saving measures are subject to Owner’s concurrence.
Jobs which are to be carried out by ship staff, are not included in the drydock
specifications. A separate list is generated for follow up of such jobs during dry docking
when required.
Technical Superintendent shall take inputs from Marine Team (SMT and QSHE) and
include their requirements into dry dock specification.
On Tankers, Marine superintendent ensures tank cleaning, gas freeing, de-mucking are
done and gas free certificate by chemist is obtained.
The dry-dock specification will be reviewed by the DD coordinator and approved by
Technical Superintendent, Fleet Manager and Head of Technical Team. For
unscheduled dry-docking, the specification shall be adjusted according to requirement.

RESPONSIBILITY
Technical Superintendent is responsible for preparation and execution of drydock.
The Fleet Manager is responsible for:

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▪ Nominating a Technical Superintendent for the dry-dock

▪ the final approval of the work scope and the yard
The Head of Technical Team approves the final dry-dock budget.
The Dry Dock Coordinator is responsible for the following –
• review of dry dock repair specifications received from the vessel & enhancing
information from the manual by way of details, drawings & photographs.
• obtaining the approval of Technical Superintendent, Fleet Manager and Head of
Technical Team. For unscheduled dry-docking, the specification shall be adjusted
according to requirement.
• suggesting preferred area of docking basis trading pattern & Owner’s interest in
consultation with Fleet Managers / Technical Superintendents.
• preparing and updating the dry dock calendar for Synergy Group vessels identifying
definitive period & type of Docking Survey.
Technical Superintendent: Maintain & update docking file. Repair specification is
reviewed regularly and refined as required. It is advisable that Superintendent makes an
onboard visit before 3 months to verify the identified repair jobs and ascertain time/
facilities required to complete the job in drydock. Superintendent shall gather as much as
possible information from
• Onboard crew
• Previous docking specification & reports
• New regulation
• Maker’s recommendations
• Sister ships
• Best practices, latest trends, and technology.
Monitor vessel’s itinerary 3 to 4 months ahead of docking plans. Remind Master/Chief
Engineer to update office on dry-dock repairs. Make pre-docking inspection visit to vessel
if considered essential. Complete specifications. Add/delete repairs as essential.
Include paint/general services. Discuss with Technical Manager / Head of tech
department/Dry dock coordinator and decide tentative area (Europe, Far East etc.) and
scope of repairs.
The choice of Dry Docks selected to tender will depend upon:
▪ Geographic location matching the vessels required trading route
▪ Yard capability and facilities
▪ Yards past performance

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▪ Details of Tender Document

▪ Cost factor
▪ Scope of job
▪ Scope of owner service technicians
Pass repair specification to suitable yards. Compare quotations (3-4 yards) on price, total
time, payment terms, penalty clause and deviation. Consider yard experience on critical
jobs, past relationship, quotation reliability, weather conditions, yard congestion, port
costs, safety/pollution hazards, possibility of strikes etc. Advice Head of Operations and
Technical team / Head of Ship Management team on extraordinary or out of budget
expenses. Co-ordinate with Technical Manager for yard decision and inform principals for
approval of additional costs, if any. Superintendent and Technical Manager shall
scrutinise and evaluate the repair yard terms and conditions. Cancel sections which are
not in line with the company / owner’s agreement and add additional terms if required.
Negotiate time, price conditions and payment terms.
The selection of the yards is to take into account the owner’s requirements. A risk
assessment, based on the various factors mentioned in above paragraph to be conducted
to confirm the Yard’s competence and suitability to deliver on the various important
repair specifications prior stemming the vessel.
Owner/Technical Superintendent/Accounts: Once Owner approves additional costs,
Superintendent advises Accounts of total estimated dry-docking cost. Accounts follow up
for funds/receipt from owner.
Technical Superintendent: Once yard is finalised, place firm order in company specific
format. Appoint owner’s protective agents. Inform Master/Chief Engineer for
preparatory work on board. Inform/appoint direct sub-contractors for specific items e.g.
radars, gyro, hatch covers, electronics or others as agreed with yard. Inform classification
society on intentions. Call tender for paints if necessary. Confirm paint orders. Check for
spares confirmation, e.g. stern tube seal, underwater fittings, anodes, review exigencies
(if jobs anticipated) e.g. availability of rudder bushes, facility for reconditioning of vital
components, yard capability for re-bushing stern tube etc. Review fall-back position and
alternative options. Inform/arrange for required specialist/service engineers. Review for
H&M, P&I claims if any. Discuss crew matters with Fleet Personnel Department.
The date should be confirmed and updated to any specialists that are attending the
docking. Arrange pre- payment if agreed in the contract. Check with the Purchaser that
all spares and stores will be delivered on time and make arrangements for the Shipyard
or Agent to receive and connect onboard without delays.

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If the vessel is a Tanker then arrangement must be made for Slop discharge between the
last discharge port and entering the shipyard. Vessel also to be given instructions BEFORE
the last discharge to carry out full COW if a Crude Oil Tanker and/or full tank cleaning for
Product and Chemical Tankers.
If a vessel is having LNG fuel tanks, then arrangement as per vessel specific manual to be
undertaken in preparing tanks for human entry for inspection or repair. Tank preparation
should be initiated through Tank warm-up as a part of the gas-free operation prior to dry
docking or tank inspection. The most of fuel will be removed from the tank or moved to
other space to reduce the vaporizing time.
Nitrogen is used for warm-up to proceed gas free at the same time. Hot nitrogen gas from
LNG Bunker vessel/terminal is introduced through the filling line to the bottom of the tank
for evaporating of the remaining LNG in the tank. Excess BOG generated during the warm-
up operation is returned to the shore.
Gas freeing is necessary to prevent the possibility of the mixture of air and NG vapor in the
flammable range. The operation is continued until the hydrocarbon content is less than
2% in volume.
Technical Superintendent/Master/Chief Engineer: Inspect jobs/vessel on arrival at dry-
dock port/yard. Ship to prepare and submit crew work lists for the period of the docking.
Protective surfaces to be laid in all accommodation areas where shipyard workers will
have access. All tools to be removed from workshops and placed in secure stores. All
stores to be kept locked and keys to be held with duty officer. Confirm all necessary stores
/ spares including yard supply are ready.
Superintendent shall examine
• the scope of Sub-Contractors and verify their facilities if work is being done
outside the yard.
• Carry out a general survey/ tour of the yard to know the location of relevant
workshops.
• Confirm shipboard Black & Grey water facilities are being stopped during the
repairs and ensure adequate shore facilities are available close to the vessel
• Check yard facilities provided for the Superintendent including phone and internet
facilities.
• Check the yards drydocking procedures and how that will interfere with the
repairs schedule.

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Re-evaluate items to be done at yard vis à quoted price. Continuously inform yard all
additions/deletions to specification as soon as possible. Obtain time cost quotations
progressively prior to commencement of extra work if possible. Maintain daily
communication channel with Head of Ops & tech team on progress. Communicate
additional works, costs, over-budgets as soon as possible & clear with Technical Manager
/owners as required. Superintendent to inform Accounts of extra costs, if substantial.
Instruct and advise Master/Chief Engineer for required supervision on materials, and to
maintain log of labour/work progress as required.
Reference is made to following Forms for guidance and which shall be adhered to and
completed at each phase of the dry docking as applicable –
• Master/Chief Engineer to be guided by Form TE-51
• Superintendent to be guided by Form OF-TE-024
Vessel to conduct a risk assessment for important maintenance activities during
drydocking to ensure that the reliability of the machinery is not adversely affected by the
maintenance activity. It is to be conveyed to the Yard and the vendors that maintenance
activity undertaken by them w.r.t significant energy uses such as main engine, generators
and boilers should not adversely affect the energy performance of the vessel post the
drydocking.
Technical Superintendent/Master/Chief Engineer/Yard Representative: Maintain
record of all delays, incorrect work, stoppages, labour shortages, interruptions etc. and
arrange to keep detailed accounts by ship staff of work processes where verification on
completion of job is not possible (e.g. sand blast areas for quality and quantity). Maintain
full documentation for items under H&M or P&I claims. Co-ordinate surveys as required.
Maintain progressive records with photographs for all important work. Master / Chief
Engineer must consult with attending Superintendent prior signing / stamping any work
completion reports submitted by yard. Make sure work done reports are endorsed with
relevant facts by Master/Chief Engineer where any discrepancy has been noted.
Superintendent: The first meeting on the vessel, should include all relevant yard
personnel, Ships Officers, Bosun, Specialist Technicians etc. so everybody knows the
concerned persons and Safety Procedures are discussed. Morning meeting shall be
carried out as early as possible with the Ship Repair Manager (SRM), Yard Safety Officer,
Senior Officers plus any other relevant people such as Class, Painting Supervisors etc.
These are an important part of the daily routine where any yard or shipboard problems
can be discussed and sorted out. Morning meeting is also important to Discuss the days
schedule and progress/delays of the previous days. Minutes of the Meeting is to be
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Technical Superintendent/Yard Representative: Bill negotiation with yard. Verify

costs/statements. Contact Technical Manager / Head of Ops & tech team / Head of Ship
Management team prior to arriving at final repair amount.
Make settlement. If unable to arrival at final figure, consult Technical Manager, draw out
written document for items of differences prior to return, stating position of each side.
Collect, if possible, all invoices and reports from shipyard and contractors.
Keeping the costs up to date is a daily task of Superintendent, variance must be recorded
against the additional/ cancelled job. Any extra works required should be priced by the
shipyard and written confirmation received within 24hrs. Superintendent shall ensure
that Shipyard issues a draft invoice several days before the end of the docking, it is
required to calculate the first payment required before the ship leaves the yard. Always
Superintendent along with Fleet manger shall try and finalise all the costs BEFORE the
vessel leaves the shipyard.
Technical Superintendent: Upon return, fill in draft bill column of repair/dry-docking
cost. Possible alteration of amounts communicated to Accounts by Superintendent.
After the dry-docking is completed the superintendent will complete a final report and a
contractor assessment for the dry-dock. This assessment is used to build up a history of
the dry-dock company for reference. Evaluation of the dry dock will be done by Fleet
Manager & Head of Technical Team with the Superintendent in-charge by comparing
the budget and schedule with actual figures achieved after completion of the dry dock.
Technical Superintendent /Shipyard/Accounts: Reach final
agreement/discounts/payment terms. Final amount column completed. Accounts follow
up for funds & effect payment for schedule. Make provision for accrual of all docking costs
in the month in which docking completed (including cost of agency, paint supply, spares,
anodes, etc.)

TENDERS/QUOTATIONS
Tenders / Quotes need to be obtained (at least 2 quotations), and if intended yard is
decided due to vessel trading pattern or by request of owners, then 1 quotation is
sufficient. Returned quotes shall be compared with each other and with previous
quotes. Negotiations will occur, and the final choice of yard will be based on:
▪ Quality / experience
▪ Price
▪ Location
▪ Timing / schedule

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The DD coordinator shall review the quotes from respective yards and present the result
to the Fleet Manager who shall in consultation with the Head of Technical Team, select
the yard to be used.
Technical Superintendent with Fleet Manager will prepare the budget for the dry-
docking.
MD will review and approve the final budget. Yard will be informed and asked to
confirm their acceptance of the subject vessel for repairs. Yard gives written
confirmation of acceptance.
Technical Superintendent will summarize the final cost incurred, including shipyard,
subcontractors, and materials and subdivide the information based on the major work
done in the budget on repair specification report.
Actual final costs will be presented along with the budget amount to Fleet Manager and
Head of Technical Team for approval.
Upon approval, the payment will be released.

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PROCESS FLOW CHART

Master, DD
Coordinator, Tech.
Suptd / Marine
Suptd & Fleet Mgr

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PREPARING DRY-DOCK SPECS

Ideally the specifications preparations for the next docking must commence from the
time of departure from last dry-dock. Latest format of the dry dock specification form to
be used and each specification should have a unique identity number. A separate
drydocking specification folder shall be maintained and respective department head
ensures that docking folder details are explained in the handing over note.
Each time a defect is noted, which in the opinion of Master/Chief Engineer must be
repaired in dry-dock, a repair specification should be duly completed with as much detail
as possible including details of equipment, scope of job including sketches, photographs,
or drawings.
Repair specification should be clear and concise shall include the details of consumables
and services required to complete the job. Duly completed repair specification shall be
forwarded to Office and copy shall be retained in the ship’s dry dock repair specification
folder and to the office.
All minor details and ship specific procedures also to be documented in Repair
specification as quotation is based upon the same.
The success of a good docking lies in compiling absolute water-tight specifications and
estimating the extent of job scope. This enables list down all jobs and eliminates hidden
costs, enabling the docking to be completed within OR close to the declared estimated
budget.
Risk assessment for all hazardous operations like tank inspections, hot work etc. must be
sent to office at least one week before reaching dry-dock.

COMPILING DATA AND SPECIFICATIONS PREPARATION: -

Following a generic flow & checklist to enable compile and prepare: -
• Defect list from vessel to obtain. All Defect are to be reported in ship palm in-spite
of whatever reporting carried out through emails & excel sheets. The purpose of
having an open and transparent reporting system is lost if those defects are get
communicated through emails only''.
• Major COCs to list.
• Ship side damages & Cargo hold damages to be assessed and reported.
• Survey list - CSM & SSH to list pending items.
• Check Tail shaft survey and boiler survey due.
• Recommendations from class and PSCs to check.

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• New regulations requirement to list.

• Defects from vessel inspection reports
• Defects from Audit reports
• Flag requirements
• Charterer’s commercial requirements
• Oil Major’s recommendations
• Terminal requirements
• List Major M/E Overhauls - T/C, Fuel pumps, Liner etc. Obtain running hours.
Governor last overhaul dates for M/E & A/E. Any major defects which require
attention during repairs.
• Statutory surveys due.
• Lifting gear load testing last dates.
• Check last VIR & audit recommendations & NC - list down important jobs if same
pending.
• Compile following information from Ship & ship’s drawings / plans: -
▪ Area of Hull.
▪ Paint scheme.
▪ Flat bottom, Vertical bottom, boot top and top side demarcation drawing or
area calculation details.
▪ Area of holds - to calculate if not readily available.
▪ Area of tanks - to calculate if not readily available.
▪ Area of Main deck, forecastle deck, and poop deck if separate.
▪ Area of hatch tops, sides, and underside - or obtains dimensions separately.
▪ No of bottom plugs - list against the tanks.
▪ Mooring winch drums conditions, liner condition.
▪ Anodes calculation details. ICCP details, MGPS details.
▪ List of all Ship side valves, and intermediate valves - with details of sizes
▪ (Also makes for standard Butterfly valves).
• Hatch coaming - condition and measurements to decide if same to be
done.
• Navigational equipment status - gyro last overhaul etc.
• Steering gear ram seals.
• Ships particulars to obtain.
• Check if Bead welded ships name and class symbols for plimsoll mark.
• Check poker gauge and tramell gauge available - any other tools for rudder
stock, pintle bearing, shaft coupling, propeller etc.
• Instruct ship staff to send Stern tube, bow thruster oil samples analysis.

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• Instruct ship staff to make water tight specs and allot DD Spec numbers for
the essential DD jobs, such as Tail shaft, seal, rudder, propeller, hull
blasting/ painting etc.
• Based on jobs check spares inventory & spares requisition and advice to
raise requisition individually against each DD specs. Boiler man hole doors
and gaskets, Stern seals, Bow thruster seals & Bearings, Steering gear ram
seals.
• Advice to raise requisition for DD stores - Joints, gland packing’s, packing
extractors, valve grinding tool, Apexior 3, zinc anodes, grinding paste,
molykote, silicon, glass wool and insulation, valves general (Only gate,
globe etc. – butterfly valves to make separate requisition for seats and
other spares).
• Every docking all storm valves internals to be inspected and renewed as
necessary.
• As a practice, renew all storm valves alternate docking (i.e. once in 5 years).
• Every docking Main sea water pipe (from sea chest to inlet of sea water
pumps) thickness measurement to be carried out (UT gauging) for ships
which are older than 10 years.
• Port and Starboard Anchor “D” shackle pin to be welded with the body.
• Confirm if the following drawings available on board or office: -
▪ General arrangement
▪ Capacity plan.
▪ Docking plan
▪ Stern tube, propeller, and shafting arrangement
PREAMBLE
• To make preamble for the DD specs - based on above information.
• Compile complete specs for quotations.
• Send for quotations.
• Obtain DD quotes and make cost comparison and work out budget.
SPARES & STORES
• Send RFQ for Stern seals, anodes, paints, bow thruster spares/ seals, ram seals,
butterfly valve seat rings.
• ME spares if required.
• Hatch cover spares if requisition - including rams, cranes, or grabs.
• Stores RFQ & Supply.
• Try to connect at convenient ports.

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• Update the Requisition status.

• Update specs with fresh ones and obtain quotes.
OWNERS CONFIRMATION & ORDER CONFIRMATION: -
• Finalise and suggest Drydock available around area of off hire.
• Visa arrangements for self.
• Appoint agents and obtain quotes.
• Arrival condition to Drydock to find out.
• Arrangement for self-stay.
• Check Lubes required for DD.
• Bunkers for DD & after DD.
JOB PLAN TO BE PREPARED BY SHIP STAFF: -
• Plan for Draining of HO & DO tanks - provision. Sludge disposal.
• Bilges to empty prior arrival docks.
• List of shipside valves with sizes & details to keep ready.
• List of intermediate valves with sizes & details to keep ready.
• List of other valves for overhaul to keep ready.
• Stern tube draining arrangement and keep ready blank flanges etc.
• Stern tube filling arrangement to find out and purging arrangement.
• Empty drums for sludge disposal.
• List of tanks to be cleaned.
• Easing up of all vent and purging valves for SW pipelines and pumps to be
completed prior to dry dock arrival and rechecked again prior docking.
• Confirm arrangement for AC, Fridge & ECR Cooling water.
• Confirm arrangement for Sewage.
• Confirm arrangement understood for shore power.
• Check if ballast pump can be run on shore power.
• Check if MSB can be feedback from E/G from ESB.
• Check boiler can be kept fired in the docks by venting steam bypassing Dump
condenser.
• Prepare check list for Docking, undocking etc.
• Work list - basis the jobs finalised by supt.
• Work plan - basis 3 options of dock entry schedules and the same total number of
days.
• To ensure ODME is checked, and function tested prior calling Drydock. If required,
arrange service engineer, and ensure that the equipment is in normal operating
condition as per maker’s requirement.
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IMPORTANT
Prior arriving the dock, vessel will be in light condition with low propeller immersion
which may lead to damages to stern tube.
Stern tube failure can happen quickly when low immersion conditions occur. Its main
cause is the loss of the hydrodynamic lubrication film within the white metal bearing,
causing a rapid rise in temperature and overheating.
Conditions in which stern tube failures occur vary and can be affected by the overall
condition of the propeller, rudder, stern tube, and main engine. When looking into the
factors that cause specific failures, a number of issues must be considered as listed:
a. A main consideration is the detrimental effect of wiping the bearing due to loss
of the oil film, causing shaft and bearing contact. Hydrodynamic lubrication
failure will lead to excessive temperatures and other symptoms including
reduced engine performance. Although this failure may not be a direct result of
low immersion, the effect of cyclic loading and shear stress on the stern tube
bearings over time may lead to failures.
b. Pressure conditions within the bearing surfaces should also be considered. The
stern tube manufacturer’s recommended oil supplier should be consulted, as it
will advise the oil grade to be used with the correct viscosity during service.
c. The propeller shaft diameter and weight determine the contact area on the
bearing, but shaft misalignment tolerances will affect the overall bearing load
distribution. This will also be influenced by the propeller’s weight, which will
cause bending moments along the shaft leading to localized pressure
variations.
d. When the propeller is only partially immersed, its performance is usually
another main contributory cause of stern tube problems. Because it is not
operating to its optimum and designed thrust and torque parameters, the
effects of eccentric thrust, cavitation and vibration will create uneven load
distribution and inadvertently lead to bending moments and localized stress
areas, especially in the aft part of the bearing where edge loading may develop
and increase over time. Apart from the stern tube being exposed to damage,
cavitation damage on the propeller may also occur because of operating the
vessel in these conditions over an extended period.
e. Large rudder angles when the propellers are in a low-immersion condition can
also play a part in increasing the risk of damage, as propeller wash efficiency is
reduced causing the vessel to respond to helm orders more sluggishly. In some
instances, this can cause the master to increase main engine power and speed,
exacerbating the situation.

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To avoid above conditions, ship’s staff must closely monitor the stern tube bearing
temperatures and maintain hourly monitoring parameter sheet during the passage.
The responsibility of the safety of the vessel remains always with the Master.

REFMAN SOFTWARE
REFMAN software is used for managing all dry-docking related activities in all SMPL
vessels.
Overview
REFMAN is designed to allow vessel and office staff to manage the ship repair process.
REFMAN has a specification generator for compiling and printing specification
documents, cost control for comparing shipyard tenders, reporting drydocking costs,
shipboard defect recording, monitoring for managing defects and other jobs initiated
onboard. It provides a comprehensive system for dealing with defects related to yard
repair, identified during ship inspections/ audits, ad hoc defects and or jobs that are
identified following a Superintendents visit to a ship as well as for items that are raised
by ship’s staff
Various planning features in REFMAN are as follows;
• REFMAN’S specification generator
• REFMAN’S cost control
• Ship-board defect recording (Ship Palm remains primary means of defect
reporting and monitoring. Only the defects which are agreed with vessel
Superintendents for Dry Docking repair needs to be manually fed in REFMAN)
• Ship-board defect monitoring as applicable for dry docking
• REFMAN’s drawing module
• REFMAN’S time management
• REFMAN’S yard performance evaluation

Figure: REFMAN Cover Page

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6.2 ORGANISATION AND STRUCTURE

The normal organization structure of the ship must remain intact during the entire stay
at the Yard. Crew change is practical, but the safety aspects of the operation must be kept
in mind. It must also be considered whether it is wise to change senior staff during a
docking period.
The Master will remain responsible for the safety of crew, ship, and cargo during the
docking period. However, the following must be discussed and agreed upon prior to the
stay at the Yard:
The division of responsibility between the Master and the Yard, while the ship is resting
on the blocks and ship systems may be closed, regarding:
▪ Firefighting
▪ Lifesaving, abandoning ship, etc.
▪ Environmental issues, such as pollution, clean-up, etc.
The Master/Pilot relationship will remain as under normal arrival/departure conditions.
The responsibilities and duties within the ship’s departments will also remain unchanged.
The Superintendent will have a consultative role towards the Master. Towards the Yard
he will act as the Manager’s Representative and, as such, be entitled to interfere within
the framework set up by his Superior.

6.3 RESPONSIBILITY - CO2 SYSTEMS

Most repair yards will have a paragraph in their general conditions like the following:
“In all cases of emergency, all fire-fighting and rescue operations will be under direct
control of the Yard Safety Department, in conjunction with the Master, who will remain
ultimately responsible for the crew and the vessel.”
Prior to work initiated in enclosed spaces equipped with CO2 systems, these shall be
disconnected and secured. The CO2 storage room and local release stations shall be locked
and secured. It is the responsibility of the Master to ensure that the system is physically
disconnected. He has the authority to reactivate the system if deemed necessary. He must
ensure, beyond doubt, that the area has been evacuated prior to releasing the system.
The Master does not need approval from the Yard to initiate fire-fighting operations.

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When Head of Security of the Yard arrives at the scene of a fire, all available ship crew
and equipment shall be put at his disposal, the Yard taking command of the operation in
conjunction with the Master.
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’ remain fitted for the system to be ready for immediate use. When
inspecting the CO2 systems, the inspector should determine from the officer
accompanying whether the pins should be ‘in’ or ‘out’ for the system to be ready for
immediate use. If in any doubt reference should be made to the manufacturers operating
inspections.

6.4 EMERGENCY PLAN PREPAREDNESS

The vessel’s Emergency Plan will remain in force throughout the repair period. The Plan
must be analysed in conjunction with the work to be carried out and revised temporarily
regarding: -
• Firefighting/lifesaving equipment out of operation
• Locations/areas of the ship not accessible during periods of time
• The normal alarm and communication systems not operational
• Duties of the crew that changes
• Based on the above conditions, changes to the Emergency Plan may be:
• “Abandon ship” position will be changed
• Fire stations/meeting points must be relocated
• Parts or all the alarm system disengaged
• Parts or whole fire detecting system out of operation
• Parts of the emergency equipment immobilised
• In addition, the following information must be given the crew prior to arrival:
• General information concerning hot work to be done
• General information concerning enclosed space work to be done
• General about the Yard’s alarm and emergency procedures
The crew must be made familiar with the temporary changes. The Master must also
ensure that the crew understands that, even though the Yard has its own emergency
procedures and equipment; it will always be their duty to safeguard themselves, the
environment, and the ship.

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6.5 ABANDON SHIP PREPAREDNESS

The following should be considered before deciding on an abandon ship procedure:
Overbooking at the Yard, resulting in inconvenient mooring position/arrangement
(double/triple banking). The Emergency Plan does not cover eventualities where the
company’s ship might be “sandwiched” between jetty and a burning ship. The Master
must, if agreeing to such arrangement, at least consider the following:
• Strict safety measures regarding hot work onboard own and other vessel(s)
• Escape routes
• Familiarise with Yard’s Emergency Plan concerning the ships in question
• That tugs/mooring gangs are available
• That the Yard takes full responsibility for damages
• Caused by double/triple banked mooring
• When own ship changes from one location to the next, the situation must be re-
analysed.

6.6 ALARM SIGNAL PREPAREDNESS

Parts of the alarm system might be disconnected either to prevent false alarms, due to
maintenance of the system itself, or lack of power supply. It should be the aim to maintain
the major parts of the alarm system engaged. Ensure that continuous watch is kept in
those locations where fire alarm has been disconnected.
Upon arrival at the Yard, the Ship and the Yard must compare emergency plans and agree
on common alarm systems and emergency procedures. The Master must also request a
“silent test” of those alarm systems and procedures.

6.7 FIRE-FIGHTING AND LIFESAVING EQUIPMENT PREPAREDNESS

The risk of fire is considerably increased during a Yard stay, compared to when in normal
operation. The Master must, after reviewing the situation, decide which parts of the
equipment must and can be put out of service. In principle, equipment must be kept
operational to max extent practicable. If possible, maintain fire main and sprinkler
systems pressurized.
If parts of the ship’s emergency equipment are out of service during the Yard stay, the
Master must ensure that replacement equipment is made available. This may be the Yard
equipment or equipment rented and put onboard temporarily.
Portable fire-fighting equipment should be serviced onboard.
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If brought ashore for service, the firefighting ability may be reduced / incapacitated.
It is recommended that the air pressure test be performed at a suitable shore-based
facility equipped to make any necessary repairs in accordance with the manufacturer's
recommendations. In view of the wide variety of materials and adhesives used in
immersion suits and anti-exposure suits, it is strongly recommended that any repairs to a
suit be carried out by a facility which has access to the original manufacturer's
recommended servicing instructions, parts and adhesives, and suitably trained personnel.
The air pressure test may be carried out on board ship if suitable equipment is available.
(MSC Circ 1114).

6.8 MEETINGS
Regular meetings must be held during the stay with the ship’s senior staff, the Yard
personnel and sub-contractors participating. The agenda must consist of aspects
regarding the safety of personnel, environment, and property, in addition to work
planning.

6.9 INFORMATION
The ship staff must be regularly informed regarding issues on their personal safety, issues
such as: -
▪ Hot work to be carried out, including location(s)
▪ Danger points, deck openings, etc.
▪ Changes in the alarm systems
▪ Changes regarding the Emergency Plan
▪ Communication
Watch Officers and crew shall carry walkie-talkies, as shall crew have involved in any other
critical operations such as hot work, work in enclosed spaces, etc.
The Ship will normally be connected to the Yard’s telephone system. A list of emergency
numbers must be displayed next to the telephone. The Master must also have a back-up
telephone system, such as a mobile phone.

6.10 CONTROL OF PERSONNEL AND VISITORS

Ship crew involved in critical operations such as hot work, work in enclosed spaces, etc.
must be accounted for. A log shall be maintained by the Officer on Watch.

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It is not realistic to keep account of Yard personnel. The Officer on Watch must, however,
make sure Yard personnel stay out of areas with no relevance to the work being
performed.
The Ship and the Yard must agree on a procedure for controlling visitors. Normally, the
control system will suffice. However, the Officer on Watch must ensure that unauthorized
personnel stay out of areas with no relevance to their visit on board the ship.

6.11 PERSONAL SAFETY EQUIPMENT

During a Yard stay it is more important than ever to use personal safety equipment. It
must be made certain that all crew understands this. Otherwise, Officers and crew shall
dress as during normal port stays.

6.12 MONITORING OF ATMOSPHERE

Measurement of the atmosphere must be performed where hot work is carried out, in
addition to measurements done by the Yard. This work may be performed by the Officer
on Watch and must be done regularly, preferably during work breaks. Special attention
must be paid to enclosed spaces. In addition to gas measurements, regular inspections of
such areas must be done.

6.13 MONITORING OF WORK

The Officer on Watch and his staff shall monitor all critical operations carried out by Yard
personnel, ship staff and sub-contractors. A “Statement of Facts” shall be maintained, i.e.
Bell book records. All irregularities shall be reported to the Senior Management of the
ship who will, if found necessary, bring the matter up with the Yard. This particularly
concerns work where distinctive procedures must be followed.

6.14 CHANGE OF SHIP CONDITION

Whenever the condition of the ship is changing (change of trim and other technical
conditions) all critical operations shall be suspended until the condition of the area in
question has been checked and found safe.
The intention is that the Yard must supply resources to cope with a fire onboard when
the vessel’s fire-fighting systems are disconnected for safety reasons. These resources
may be any kind of fire-fighting equipment, or a combination of systems.
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6.15 HSE MANAGEMENT PLAN – REPAIR PERIOD

HSE MANAGEMENT DURING REPAIR PERIODS.
▪ A Safety Committee is to be formed with representatives from the Repair Yard and
the Ship Operator prior to the vessel’s arrival at the repair yard. The Safety
Committee should address the following issues:
▪ Responsibilities and authority shall be established and communicated to the ship
staff and all supervisory staff, including contractor’s supervisors.
▪ Emergency Response Procedures shall be discussed and agreed with the Ship Yard,
as described “Maintenance of Ship Condition”.
▪ Adequate stability and trim requirements to be achieved before vessel enters dry
dock.
▪ Provision of adequate electrical power and water pressure for the fire main.
▪ Monitoring and co-ordination of all work carried out by ship staff, in addition to
monitoring of all other work, to ensure adequate safety measures are in place.
▪ Obtaining Gas Free Certificates - these must state whether the space is gas free
for hot work or entry only.
▪ Established Work Permit procedures to be implemented as described in the
Shipboard Main Manual.
▪ Vessel to retain permits issued by Yard in Dry Dock for a period of 2 years.
▪ Material Safety Data Sheets to be made available as required.

SAFETY COMMITTEE MEETINGS.

▪ Daily meetings will be held by the Safety Committee to discuss HSE issues related
to the work. The Committee to be chaired by the Captain in conjunction with the
Ship Repair Manager from the yard. The agenda will include;
▪ Résumé of work completed / planned.
▪ All planned entries into enclosed spaces. A plan must be maintained of all manhole
covers that have been removed or replaced and checked by ships staff
▪ All planned breaches of systems that may represent a hazard to staff.
▪ Planned hot work and precautions required. Work permits to be available during
the meeting.
▪ Cargo Hold Insulation work is of special concern. A competent AB, with no other
duties, equipped with SCBA and VHF portable radio is to be on watch always.
Fireproof mats should be rigged to protect vulnerable insulation from sparks and
a charged fire hose provided to hand.
The Duty Officer may be employed for the night watches.
▪ Planned testing and commissioning of equipment and machinery.

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▪ Minutes of all meetings are to be maintained by the vessel.

▪ Résumé of work completed / planned.
▪ All planned entries into enclosed spaces. A plan must be maintained of all manhole
covers that have been removed or replaced and checked by ships staff.
▪ Planned hot work and precautions required. Work permits to be available during
the meeting.
▪ Planned testing and commissioning of equipment and machinery.
▪ Minutes of all meetings are to be maintained by the vessel.

SPECIFIC RESPONSIBILITIES FOR SHIP OPERATOR STAFF.

▪ The Technical Superintendent will ensure that a meeting between the repair yard
team and the ship staff is arranged prior to work commencing to address HSE
issues, including individual responsibilities and the responsibility of the Safety
Committee.
▪ The Shipboard Management Team will consist of the Captain, Chief Officer, Chief
Engineer, 1st Asst. Engineer and Reefer Engineer. The Team will co-ordinate the
ship staff in all matters related to the repair work including HSE related issues.
▪ The Chief Officer is responsible for the safekeeping and replacement in position of
any bottom plugs that have been removed during the dry-dock.
▪ The 3rd Officer will act as the Ships Safety Officer during the repair period and will
have no other duties other than tasks related to HSE issues. The Safety Officer will
be a member of the Safety Committee, liaising closely with the repair yard’s Safety
Representative and the Captain/Chief Officer if in any doubt.
▪ The Duty Officer for Deck and Engine will be nominated on a daily basis by the
Chief Officer and the Chief Engineer respectively and his name posted on the
notice board. The Safety Committee will also be notified about the watch
arrangements. The Duty officer will carry out safety rounds before being relieved
and maintain all relevant logbooks.
From 0800 to 1800, ship staff will patrol the ship continuously whilst performing normal
duties. Between 1800 and 0800 designated ratings will be appointed to carry out fire
patrol.

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SAFETY RELATED ISSUES.

▪ If the ships emergency alarm sounds at any time during the repair period, ship
staff will muster in accordance with the vessel’s Emergency Plan/Muster Plan. It
will be the responsibility of the Master or his deputy to notify the repair yard’s
emergency teams.
▪ To ensure sufficient staffs are available at all times, at least 4 Officers and 6 ratings
must be onboard at any one time. This is the minimum staff required to efficiently
respond to an emergency situation. Reference is made to the Shipboard Main
Manual under section “Maintenance of Ship Condition” and the Vessel’s Casualty
Contingency Plan.
▪ It is important that all staffs are accounted for as soon as possible following an
emergency situation. This shall be achieved as follows.
▪ All ship staffs are to be provided with nametags prior to entering the repair yard.
The nametag to be worn at all times while on duty onboard.
▪ A Control Board is to be established by the vessel and placed at the shore
gangway. All ship staff leaving the vessel shall leave their nametag at the Control
Board. If there are 2 shore gangways, one is to be nominated for the Control
Board.
▪ Furthermore, additional Control Boards are to be provided and placed
immediately outside the entrance of enclosed spaces. Before entering the space,
the nametag shall be left on the Control Board. When leaving the space, the
nametag shall be put back on the boiler suit.
▪ The Chief Officer and the Chief Engineer are responsible for issuing shore leave
permission to staff. They must liaise closely to ensure sufficient staff are available
onboard the vessel at all times.
▪ The vessel’s alarm system to be tested every day, at noon time to ensure all yard
staff is familiar with emergency alarm system.

REPAIR WORK RELATED ISSUES.

The work specification shall clearly state who is responsible for monitoring and following
up each individual repair work. Instructions for testing, approval criteria and
commissioning should be clearly explained for each individual work specification.
During all stages of the repair work, Environmental Protection related issues must be
identified and discussed within the Safety Committee.

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CONTROL OF CONTRACTORS PROCEDURE

When any Contractors arrive onboard, at dry-dock or any other time, the person in charge
shall be directed to the Master/Chief Engineer or designated senior officer.
After agreeing the work required, they would meet the ships officer responsible for the
work.
This officer will discuss specific work details and brief the person in charge on safety
requirements including: -
▪ Vessel’s emergency procedures
▪ Means of safe access to place of work
▪ Vessel’s safety and operational requirements
▪ Authorisation of work starting
The person in charge of the contractors will acknowledge his understanding of the above
and that the safety arrangements provided are satisfactory. When required, he will sign
the appropriate section of the permit to work.
Contractors will normally provide qualified and experienced personnel to supervise the
work contracted for and provide protective clothing and equipment for the workforce as
required.
In the event of the contractor not providing adequate supervision, or if language
difficulties exist, a member of the ships staff will be appointed to oversee work.
Throughout contractor operations a responsible officer will periodically monitor their
progress and compliance with safety requirements.
Assistance of ships staff will be made available when the operation of vessels equipment
or machinery is required.
On completion of contractor operations, the following shall be checked by the person in
charge of the contractors together with the ships responsible officer-
▪ All work has been completed or suitably terminated.
▪ All contractor personnel, equipment and materials have been removed.
▪ When the permit to work, system has been used the person in charge of the
contractors will complete the relevant section of the form.
▪ In all cases the Master / Chief Engineer will be informed when the work has been
completed.

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WORK AND TIME SHEETS

Whenever possible, the Chief Engineer is to verify and sign the work and time sheets daily.
This should avoid the situation where time sheets are presented for signing just prior to
the Riding Squad or Service Technicians leaving the vessel where, due to time
constraints, thorough checking is not possible and excessive working hours and/or
travel times claimed by them are signed for by ship’s staff.
Where travel is included in total working hours, the total time should be adjusted to “Time
Onboard the Vessel”; this can be verified by checking with the Deck Logbook which will
have the times of launches alongside.
Some repair companies have separate columns on their time sheets specifically for travel
time. When this is found to be the case then the hours can be signed for but the time
sheets should still be ‘stamped’ as “CONFIRMATION ONLY OF HOURS WORKED
ONBOARD. SUBJECT TO CHECKING AND APPROVAL BY OWNERS FOR ANY TRAVEL TIME
TO AND FROM THE VESSEL”
During the Riding Squad’s stay on board the vessel, it may be necessary for the vessel to
supply them with PPE. If members of the riding squad keep these items, then a separate
list showing items supplied is to be sent to the Office, duly signed by the Riding Squad’s
person in charge and the Chief Engineer. A copy of this list is to be attached to the
completed time and work sheets.
A copy of these Work and Time sheets and any attachments to them should be send to
Office.

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ANNEX 01 –GUIDELINES ON HULL STRUCTURE INSPECTION

OBJECTIVES OF INSPECTIONS
Periodical inspections of Hull Structure, viz Cargo Tanks, Cargo Holds, Ballast Tank or
Void Spaces should be carried out. The primary objectives of these inspections are to
identify, at an early date, any structural defects in Hull Structures, which if left
unattended may lead to extensive hull damage at a later stage.
These periodical inspections should encompass the different main structural areas of
the hull which have been identified as critical areas, focusing on the main features of the
structural items in each of these areas. It should also include identification of areas of
corrosion and assessment of extent of coating break down. An overall impression of the
Structural Integrity and the Extent of any Corrosion /Deterioration will be established
from these inspections.
The structural damages and deterioration may be caused by: -
▪ Excessive Corrosion / wastage
▪ Design Fault
▪ Material defects or bad workmanship
▪ Navigation in extreme weather conditions
▪ Loading and Discharging procedure
▪ Wear and Tear
▪ Impact damage
Deficiencies are normally recognized as: -
▪ Material wastage
▪ Fractures
▪ Deformations
MATERIAL WASTAGE:
It is necessary to be aware of the various forms and possible location of corrosion that
may occur to the structural members on decks, in holds, and in tanks.
Corrosion:
Corrosion has been a major cause of some of the major structural failures. Failure to
maintain the integrity of protective coatings and absence of cathodic protection in
ballast tanks is the primary cause of accelerated corrosion and subsequent structural
damages.

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Types of Corrosion:
Uniform General Corrosion: General corrosion appears as non-protective rust which can
uniformly occur on any surfaces that are uncoated. The rust scale continually breaks
off, exposing fresh metal to corrosive attack. Thickness loss cannot usually be judged
visually until excessive loss has occurred. Failure to remove mill scale during
construction of the vessel can also accelerate corrosion experienced in service.
Impact: With overloading, it can lead to deformation, buckling, cracking, and even
collapse of girders and plates.
Areas to inspect: Ballast Tanks, girders, side plates, inner skin, floors, etc.
Uniform General Corrosion

Local Corrosion: It is caused by the local breakdown of coating.

Impact: It can cause reduced thickness causing local cracks and buckling.
Local Corrosion

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Pitting Corrosion:
It is a localized corrosion that occurs on bottom plating, other horizontal surfaces and at
structural details that trap water, particularly 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 the attack produces deep and relatively small diameter pits
that can lead to hull penetration in isolated random places.
Pitting of uncoated surfaces, as it progresses, forms shallow but very wide scabby
patches (e.g. 300 mm diameter) the appearance resembles a condition of general
corrosion. Severe pitting of uncoated surfaces can affect the strength of the structure
and lead to extensive steel renewals. If the corrosion is more than 75% or if the pitting is
more than 10% of original thickness, affected structure needs to be renewed after
getting approval from class.
Taking into account all the possible factors which might be relevant to a particular cargo
space or ballast tank, special attention should be paid to the following areas when
looking for signs of serious corrosion:
▪ Horizontal surfaces such as bottom plating face plates and stringers, particularly
towards the after end of the structural element. The wastage may take the form
of general corrosion or pitting. Accelerated local corrosion often occurs at the
after bays and particularly in way of suctions.
▪ Deck heads and ullage spaces in uncoated ballast holds or cargo holds and ballast
tanks where anodes may not be effective, the surface temperature is high and
the space has high humidity.
▪ Structure in way of lightening holes or cutouts where accelerated corrosion may
be experienced due to erosion caused by local drainage and flow patterns, or
lack of stripe coating.
▪ Grooving may also take 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.
▪ Impact: Pitting intensity of more than 20% can have an impact on strength.
Refer to the diagram as guidance for assessing pitting corrosion intensity.

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Pitting Corrosion

Pitting Intensity Diagram (From 1% to 50% Scattered

Grooving Corrosion: It is a form of local corrosion along welded seam.

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Impact: Grooving of L-profiles reduces shear capacity and it is critical due to skew
bending. Areas to inspect: Grooving corrosion is often found in or beside welds,
especially in the heat affected zone.
Grooving corrosion at the welded seams

Edge Corrosion: It is a local corrosion at the edges of internal structures.

Impact: Reduced local strength and critical towards shear buckling.
Edge Corrosion

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EROSION:
Erosion which is caused by the wearing effect of flowing liquid and abrasion which is
caused by mechanical actions may also be responsible for material wastage.
FRACTURES:
▪ In most cases fractures are found at locations where stress concentration occurs.
▪ Weld defects, flaws, and where lifting fittings used during ship construction are
not properly removed are often areas where fractures are found.
▪ If fractures occur under repeated stresses which are below the yielding stress,
the fractures are called fatigue fractures. In addition to the cyclic stresses
induced by wave forces, fatigue fractures can also result from vibration forces
introduced by main engine(s) or propeller(s), especially in the afterward part of
the hull.
Fractures may not be readily visible due to lack of cleanliness, difficulty of access, poor
lighting, or compression of the fracture surfaces at the time of inspection. It is therefore
important to identify, clean, and closely inspect potential problem areas. If the initiation
points of a fracture are not apparent, the structure on the other side of the plating
should be examined. Fracture initiating at latent defects in welds more commonly
appears at the beginning or end of a run of welds, or rounding corners at the end of a
stiffener, or at an intersection.
Special attention should be paid to:
▪ Welds at toes of brackets, at cut-outs, and at intersections of welds.
▪ Fractures may also be initiated by undercutting the weld in way of stress
concentrations.
▪ Although now less common, intermittent welding may cause problems because
of the introduction of stress concentrations at the ends of each length of weld.
Consequences of Fracture:
▪ It should be noted that fractures, particularly fatigue fractures due to repeated
stresses, may lead to serious damages, e.g. a fatigue fracture in a frame may
propagate into shell plating and affect the watertight integrity of the hull.
▪ In extreme weather conditions the shell fracture could extend further resulting
in the loss of part of the shell plating and consequent flooding of cargo hold.

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Nature of Reporting regarding Fracture:

Location and size of the fracture is recorded

Deformation is caused by impact loads, contact, or overloading. Deformation may be

local (deformation of panel or stiffener) or global (deformation of a beam, frame, girder,
or floor including associated plating).
Buckling & Indents:
Buckling: Buckling is a structural deformation caused by in-plane stress exceeding the
buckling stability. Plastic buckling of a structure is more critical and it is not acceptable.
Buckling:

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Areas to look for Buckling:

▪ Transverse Bulkhead
▪ Lateral Buckling of Stiffeners & Pillars. Profile buckles out between stiffeners
▪ Torsional Web Buckling of Bottom Longs with high webs & relatively small
flanges
▪ Double Bottom Floor in the aft and forward of a ship due to slamming effect.
▪ Buckling of web frame on Deck
Consequences of Buckling:
▪ The load carrying capacity is reduced
▪ Loss of structural strength
▪ Collapse of Structures
Nature of Reporting regarding Buckling:
▪ Intensity of buckling, whether it’s large, medium, or small.
Indents: These can be caused due to impact loading or lateral forces acting on the
surface.
Areas to look for indents are:
▪ Side Shell- caused by impact from a Tug boat handling, quay contact, etc.
▪ Inner Bottom- caused by cargo handling, grabs & trucks.
▪ Outer Bottom- grounding contact, bow impact, bottom slamming, etc.
Consequences of Indent:
▪ Sharp indents can lead to crack or leakage

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▪ Indents on large surface can result in reduced buckling strength

▪ Adjacent areas to the indent are stressed and overloaded.
Nature of Reporting regarding Indents:
▪ Smooth or Rough or Deep Indent.
▪ Whether indent result in a crack or not
▪ Angle of deformation out of plane for stiffeners and girders.
▪ (Small deformation is usually less than 15°)
INDENTATION

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CONTACT DAMAGES TO BOTTOM PLATE

COATING CONDITION
Coatings are the first barriers to protect tanks against corrosion. Sacrificial Anodes are
used to complement the coating at areas of exposed steel. During the inspection if the
Coating breakdown is observed and bordering at a Fair rating, the head office should be
informed. The Superintendents in consultation with Anode Manufacturers will have an
Anode system designed to provide adequate Current Density levels.
Zinc and Aluminium anodes are widely used; at times Magnesium anodes are also used.
▪ On Tankers, as far as possible Zinc anodes should be used. Aluminium anodes if
fitted must comply with the height restriction requirement. On Tankers
Magnesium anodes are not to be fitted.
Coating Breakdown
Intact coatings prevent corrosion of the steel surface.
However, a local absence of coating (due to coating depletion, deterioration, damage,
etc.) can result in corrosion rates similar or greater than those of unprotected steel.
Holidays in coating can lead to pitting corrosion rates higher than for unprotected steel.
Periodic inspections at appropriate intervals and repair of coating as required are
effective in minimizing corrosion damage.

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These pictures represent the condition of coating in GOOD, FAIR, and POOR form.
Good: Condition with only minor spot rusting

Fair: Condition with local breakdown of coating at edges of stiffeners and weld
connections and/or light rusting over 20 per cent or more of areas under consideration,
but less than as defined for poor

Poor: Condition with general breakdown of coating over 20 per cent or more of areas of
hard scale at 10 percent or more of areas under consideration

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INSPECTION GUIDELINES
Ship Side (Inspection guidelines)
▪ Shipside is to be inspected after every long voyage, preferably during light
condition for deformation, sea growth and rusting.
▪ Where the Port Authorities permit, accessible areas are to be de-rusted and
touched up, after seeking prior permission from the authorities.
▪ “Working at height Permit” (Form PTW 03) must be used each time such
maintenance is carried out.
▪ All precautions are to be taken to ensure that no pollution is caused during the
use of paint.
Main Deck (Inspection guidelines)
▪ Close up inspection of main deck and its structures are of prime importance. It
must be ensured that no fracture can extend transversely in the deck structure.
▪ Special attention must be paid to the stringer plate and sheer strake joint.
▪ Check plating around the scuppers for corrosion and cracks.
▪ Check for fractures at the weld seam between the deck plating outside the line
of hatchways and the thinner cross deck plate, especially when the difference in
plate thickness is large.
▪ Check hatchway beam for fractures, buckling and corrosion.
▪ Check cross deck strip for buckling.
▪ Check hatch way corners for cracks at welded attachments and shedder plates
close to or on the free edge of the hatchway corner plating.
▪ Check hatch coaming top and coaming top bar at the mid length of hatchway for
fractures.
▪ Check 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.
▪ Check the area around the supports for the deck piping and cable conduits for
cracks and detachment.
Double Bottom Tanks (Inspection Guidelines)
Double Bottom Section
▪ Check inner and outer bottom longitudinals, especially the interconnecting
brackets or stiffeners in way of transverse floors, under stool spaces of ballast
holds.
▪ Check Bilge well underside and bracket connection to longitudinals.

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▪ Check for pitting corrosion under ballast/bilge suction bell mouth.

▪ Check for pitting corrosion under sounding pipe striker plate.
▪ Check for indentation of the tank top and associated damages to inner bottom
longitudinals, girders and floors.
▪ Check transverse floors and division girders in way of fuel oil tank for excessive
corrosion.
▪ For the Double Bottom ballast tanks, close to heated fuel oil tanks check the
condition of the coating. Check associated structural elements for fracturing,
buckling and corrosion due to aggravated stress.
Hopper Section
▪ Check connection between hopper sloped plate, tank top and side girder at
transverse web to check carefully for any cracks at the scallop of the web.
▪ Check transverse web frame in way of scallop for hopper longitudinals.
▪ Check bottom longitudinals with associated brackets or flat bar stiffeners at web
frames & penetration through water tight bulkheads.
▪ Check transverse web frame flat bar or brackets connection to ship longitudinals
in way of scallop.
▪ Check side longitudinals with associated tripping brackets in way of web frames
and transverse swash bulkhead (continuation of stool sloped plates).
▪ Check trunk (connecting top side tank to double bottom) access opening in lower
hopper plate and connection to lower stool shelf plate
Top Side Tanks (Inspection Guidelines)
▪ Check the manhole doors and access ladders condition.
▪ Check transverse webs frames in entirety, with special attention to:
a. Wastage or cracks at edges of opening/slots for bottom hopper longitudinals.
b. Wastage or cracks at edges of opening/slots for deck longitudinals.
c. Wastage or cracks at edges of opening/slots for cut out side longitudinals.
d. Buckling or excessive corrosion at the corners of webs.
e. Connection of webs to longitudinal swash bulkhead.
f. Horizontal flat bar connection to side longitudinals.
g. Flat bar connections to hopper longitudinals.
h. Flat bar connections to deck longitudinals.
▪ Check connection of inboard strake to the topside sloped plate.

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▪ Check ship side gussets (brackets) connection to side longitudinals and lower
hopper longitudinal. Also check the ship side gussets for any buckling/excessive
corrosion.
▪ Check ballast trunk access opening in the sloped plate for any possible cracks.
▪ Check drop valves recess & pipe connection to sloped plate, valve opening
extended spindle or hydraulic lines with the fastening.
▪ Check all sounding pipes and for hold bilges passing through topside tank. Check
for thinning around the U clamp fastening area due flexing. Check that none of
the clamps are loose.
▪ Scarphing arrangement in the topside tank adjacent to engine room and fore
peak.
▪ End brackets of all longitudinal to engine room bulkheads and collision bulkhead.
▪ Pitting corrosion under suction bell mouth if topside tanks are not connected to
double bottom tanks.
▪ Water tight division/bulkhead for excessive corrosion/buckling etc.
▪ Excessive corrosion at the lighting holes and for possible cracks.
▪ Check for general wastage. In case of doubt, few ultrasonic measurement should
be taken and recorded vis-a-vis the original thickness. Please mark the location
on the relevant plans
Peak Tank (Inspection Guidelines)
Fore Peak Tank
▪ The scarphing arrangements at collision bulkhead in top and bottom of the tank.
▪ Connection of transverse webs to side longitudinals 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 at toe of web frames bracket connection to stringer deck top and also
under side.
▪ Cracks at the end of faceplates of the stringer platforms.
▪ Cracks in way of flat bars sniped toe on the stringer platforms.
▪ Check for any buckling of center swash bulkheads, breast hooks etc.
▪ All pipe lines and ballast valves with associated extended spindles.
▪ Check shell plating in way of ballast suction bell mouth for pitting.
▪ Check condition of sounding pipes and conduit pipe and fastening U clamps for
tightness.

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After Peak Tank (Inspection Guidelines)

▪ Look at forward bulkhead for severe corrosion, buckling.
▪ Connection of transverse floors to side shell in way of propeller aperture.
▪ Check the box type construction close to rudder trunk.
▪ Check the welding between stern frame and rudder horn casting for any possible
cracks etc.
▪ Check all pipelines passing through the tank.
▪ In case of heavy scaling and corrosion take few ultrasonic gauging and indicate
the location on the plan vis-a -vis the original thickness.
Cargo Holds (Inspection Guidelines)
Hatch Coamings & Hatch End Beams
▪ Check hatch coaming brackets/stays connection to the main deck for any cracks,
especially stays close to centreline and at extreme ends of the coamings.
▪ Check hatch coaming flats for any grooving in way of resting area of hatch
covers, cracks in way of hatch cover wheel lifting plates and cut outs for cleats.
▪ Check all hatch corners (inside) for cracks in the deck plating and in the coaming.
▪ Check for cracks in main deck plating and top stool shelf plate in way of hatch
entrances.
▪ On Hatch end beams, check for cracks in way of knuckles, grain filling holes,
hatch end beam connection to top side tanks and 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.
Transverse Bulkheads
▪ Connection of the bulkhead with upper stool shelf plate, especially at the
swaged end of the corrugation.
▪ Connection of the bulkhead to topside sloped 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 plate and shedder
plate. Check shedder plate carefully for cracks in way of X-over of shedder plate
in adjacent hold and for any cracks in the bulkheads.
▪ Lower stool bulkhead and its connection to tank top & side hoppers.
▪ Connection of curtain plate/diaphragm between corrugations with corrugated
bulkheads.

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▪ Access ladders and platforms condition including handrails.

▪ Manhole doors to lower stools for any leakage.
Under Side of Transverse Cross Deck Strips
▪ The main deck between the hatches must be checked for any signs of buckling.
▪ Corrosion/wastage of underdeck stiffeners/structure
▪ Fractures in the connection of transverse bulkhead to the cross deck structure.
▪ Fractures and/or buckling of hatchway end deep transverse beams.
Scarphing Arrangement
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.
The typical examples are 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 cracks.
Side Shell and Frames
▪ Check each frame connection to lower hopper tank and connection of faceplate
with the web.
▪ Check entire frame web and faceplate for indentation and buckling.
▪ Check connection of the top bracket with the topside tank sloped plate.
▪ Connection of the frame to side shell in way of welding (corrosion, erosion, and
grooving).
▪ Thickness gauging of the lower web plate, middle part of frames & face plate
lower and middle part in case of serious corrosion.
▪ General 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.
Tank Top
▪ Check entire tank top for serious indentation.
▪ Check recessed bilge and ballast wells for cracks. Check strum box for cracks.
▪ Tank top in way of centre girder/duct keel below lower stools for any possible
cracks.
▪ Check bilge cover plate and ballast well cover plate for deformations and the
securing stud/nut arrangement.

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Piping Arrangements
▪ Check vent pipes.
▪ Check sounding pipes for wastage due to corrosion, and wear due to rubbing
around the clamps. Check “U”-clamps and nuts.
▪ Check hold temperature pipes.
▪ Check hold cleaning eductor pipes.
▪ Check pipe guards.
Hold Access
▪ Check vertical and Australian ladders.
▪ Check intermediate platforms and stanchions.
General nomenclature of BULK CARRIER

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MID-Ship Section
STRUCTURAL DAMAGE AND DETERIORATION PRONE AREA
Top Side Tank – Potential Problem Areas

Side Shell Frame – Potential Problem areas

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Transverse Bulkhead – Potential Problem areas

Fractures in the connection of hopper sloping plating to tank top and longitudinal to
bulkhead

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Double bottom tank structure in including hopper – Potential problem areas

Upper and lower stool – Potential Problem areas

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General Nomenclature of CONTAINER

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MID – Ship Section:

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Transverse bulkhead nomenclature

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STRUCTURAL DAMAGE AND DETERIORATION PRONE AREA

Ship Side – Potential Problem Areas

Bulkhead – Potential Problem Areas

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Inner and double Bottom – Potential Problem Areas

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General Nomenclature of OIL TANKER:

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MID-Ship Section

Transverse Bulkhead Nomenclature

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Corrugated transverse bulkhead nomenclature

STRUCTURAL DAMAGE AND DETERIORATION PRONE AREA
Bilge hopper and wing cargo tank – potential problem areas

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Wing ballast tank and ship side– potential problem areas

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Bottom ballast tank – potential problem areas

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Web frames in cargo tank – potential problem areas

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Transverse bulkheads cargo tank – potential problem areas

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General nomenclature of GAS CARRIER:

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MID-Ship Section

Watertight Transverse Bulkhead Nomenclature

STRUCTURAL DAMAGE AND DETERIORATION PRONE AREA
Topside Tank – Potential Problem Areas

Side Shell Frame – Potential Problem Areas

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Transverse Bulkhead – Potential problem Areas

Cargo and Double Bottom Tank Structure – Potential Problem Areas

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General Nomenclature of Hatch Cover and Coaming

Hatch Cover and Coaming Potential Problem Areas

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Cracks in Hatch Coaming Flange Amidships in The Way ofCutouts

Cracks in hatch coaming flange amidships in the way of cutouts

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Typical Cracks in Fore Peak Tank

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Aft Peak Tank

STRUCTURAL FAILURES AND REPAIRS

Structural failures should be brought to the notice of the Office. In consultation with
the Technical Superintendent the Classification Society must be informed.
If the failures have occurred as a result of an inadequate or poor design, the failure
should be assessed and modification proposals worked into using the services of a
qualified naval architect.

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If repairs are not possible, a deferment in the form of a ‘Recommendation’ should be

obtained from the Classification Society.
On Tankers, no voyage repairs are to be carried out except where direly essential to
complete the voyage. If carried out they must be approved and supervised by the
Classification Society
METHOD OF STRUCTURAL REPAIRS:
Permanent
▪ All structural defects are to be reported immediately to this office, mentioning
the location in terms of Frame Number, longitudinal and the side. Details of
damaged steel structure to be included.
▪ Superintendent to be liaised for informing Class, accordingly.
▪ All permanent repairs would be arranged by our office and carried out under the
supervision of the Class and procedures laid by them and the Class authorized
workshop.
▪ Also refer to “IACS Guidelines for Surveys, Assessment and Repair of Hull
Structure”.
Temporary
Superintendent is to be consulted for all temporary repairs carried out on structural
defects, where applicable, the following may be used as a guideline.
▪ Clean the concerned surface thoroughly to bare metal by using a light wire
brush.
▪ Use dye penetration test to ascertain the start and end points of the crack.
▪ Punch mark the end positions of the crack.
▪ Drill suitable size holes at the end positions marked, ensuring that the crack does
not extend beyond the drilled holes.
▪ Carefully gouge the crack length.
▪ Prepare the gouged surface for welding by carefully grinding the entire length to
V. Ensure that all surface cracks due to gouging are ground off.
▪ Use dye penetration test to ensure that no cracks exist on the prepared surface.
▪ Weld the prepared surface from both sides. Bolts of suitable thickness may be
inserted in the drilled holes.
▪ WPS to be followed.
▪ Coat the surface with suitable primer.
▪ Monitor the crack regularly to ensure that it does not propagate.

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CLASS SURVEY REPORT

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CONTENTS

General.......................................................................................................................................................... 3
Preparation for Surveys ............................................................................................................................ 3
Annual Surveys.............................................................................................................................................. 3
Annual Surveys for Hull, Equipment, Fire Extinction and Fittings ............................................................ 3
General Examination................................................................................................................................. 4
Performance Test ...................................................................................................................................... 6
Internal Examinations of Spaces and Tanks .............................................................................................. 9
Docking Survey ............................................................................................................................................ 11
Requirements for Docking Surveys ......................................................................................................... 11
Boiler Survey ............................................................................................................................................... 12
Requirements of Boiler Survey ............................................................................................................... 12
CARGO GEAR SURVEY ................................................................................................................................. 13
CARGO GEAR RETESTING/RENEWAL SURVEY ......................................................................................... 14
Remote Surveys………………………………………………………………………………………………………………………………15
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GENERAL
Ship at all time is to be in compliance with Class and Statutory requirements. Surveys are to arranged
well in advance prior to the expiry date. Preparing ad presenting ship in a methodical way will save time
and money.

PREPARATION FOR SURVEYS

Preparations as required for classification, periodical and other surveys and thickness measurements etc
and those required by the Surveyor are to be arranged during / prior survey. The preparations are to
include provisions of an easy and safe access, necessary facilities, certificates and records for the
execution of the survey and thickness measurements, open-up examinations of equipment, removal of
obstructions and cleaning. Inspection, measuring and test equipment, which Surveyors rely on to make
decisions affecting classification are to be individually identified and calibrated to a standard deemed
appropriate by the Society. The Surveyor may also accept equipment fitted on board a ship and used in
examination of shipboard equipment (e.g. pressure, temperature or rpm gauges and meters) based
either on calibration records or comparison of readings with multiple instruments.

Prior to the commencement of survey and measurement, a survey planning meeting is to be held by the
surveyor(s), the owner s representative, the thickness measurement company representative, where
involved, and the master of the ship or an appropriately qualified officer of the ship appointed by the
master, ship owner or Company so as to ensure the safe and efficient conduct of the survey and
measurement work to be carried out.

ANNUAL SURVEYS
ANNUAL SURVEYS FOR HULL, EQUIPMENT, FIRE EXTINCTION AND FITTINGS
Examination of Plans and Document

Item Examination
Loading Manual Confirmation that approved manual is available
Stability Information Confirmation that approved manual is available
Booklet
Damage Control Plan, For ships required to have the damage control plan on board, confirmation
Booklet and Damage that the approved plan is exhibited and the booklet containing the
Stability Information information shown in the plan and the damage stability information are
kept on board.
Fire Control Plan Confirmation that the fire control plan is exhibited and properly stored is to
be made.
Operating and For ships required to have the manual and notices on board
Maintenance Manual • Confirmation that the manual is kept on board is to be made.
for the door and inner • Confirmation that the board is exhibited is to be made.
door and notices
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Item Examination
indicating procedures
for closing and securing
Instruction Manuals for For ships required to have the manual on board
the Inert Gas System • Confirmation that the manual is kept on board.

Towing and Mooring Confirmation that the Towing and Mooring Fitting Arrangement Plan is kept
Fitting Arrangement on board.
Plan
Ship Structure Access For ships required to have the manual on board, confirmation that the
Manual manual is kept on board and updated as necessary is to be made.
Documents related to Confirmation that the documents are kept on board.
the surveys for bulk
carriers, oil tankers and
ships carrying
dangerous chemicals in
bulk with integral tanks
Coating Technical File Confirmation that the files are kept on board and that maintenance and
and/or Corrosion repair work are properly recorded and kept on the files.
Resistant Steel
Technical File
Noise survey report For ships required to have the manual on board ,Confirmation that the
report is kept on board
GENERAL EXAMINATION
Item Examination
Shell plating Confirmation that areas visible above the load waterline are in good
Weather deck plating condition
Openings on deck and Confirmation that the following are in good condition: coamings and closing
outside of the hull appliances of hatchways and flush deck openings on the exposed deck and
within unenclosed superstructures; gangway ports, cargo ports and coal
ports; and side scuttles below the freeboard or superstructure deck.
Casings of engine room Confirmation that the following are in good condition: exposed engine
casings and their openings; and skylights of the engine room and boiler
room and their closing appliances.
Ventilators Confirmation that coamings and closing appliances of ventilators to spaces
below the freeboard deck or within enclosed superstructures are in good
condition.

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Air pipes Confirmation that the air pipes on weather deck and their closing
appliances are in good condition
Watertight bulkhead, Confirmation that watertight doors, penetrations and stop valves on
superstructure end watertight bulkheads, and closing appliances of openings in superstructure
bulkhead and end bulkheads, deckhouses or companions protecting hatchways giving
deckhouses access to spaces below freeboard deck are in good condition.
Load line marks Confirmation that deck line and load line markings are appropriate.
Bulwark Confirmation that bulwarks and the shutters of its freeing ports; and hinges
and guard rails are in good condition.
Means of access Confirmation that permanent gangways or other means of access are in
good condition.
Scuppers, inlets, other Confirmation that all areas which can be examined are in good condition.
discharge pipes and
valves
Securing arrangement Confirmation that securing arrangement for on-deck timber including eye
for on-deck timber plates, lashing wires, etc. is in good condition regardless of timber
freeboard markings.
Anchoring and mooring Confirmation that the anchoring and mooring arrangements including their
arrangement accessories are in good condition as far as can be seen.
Fire extinguishing Confirmation that the fire extinguishing arrangement is in good condition
arrangement and the fixed fire extinguishing system, semi-portable and portable fire
extinguishers, fireman s outfits and emergency fire pumps are maintained
in good order.
Fire protection Confirmation that no alteration has been made to these arrangements
arrangement and since the last survey
means of escape
Towing and mooring Confirmation that the mark of Safe Working Load (SWL) on towing and
fittings mooring fittings of ships required to have markings and is clearly visible and
these fittings are in good condition
Emergency towing Confirmation that the emergency towing arrangement of ships, is in good
arrangement condition
Loading computer Confirmation that the computer of ships is maintained in good order.
Ship Identification Confirmation that the markings of the ship s identification number for ships
Number required to be so marked are in good condition.
Means of embarkation Confirmation that the means of embarkation and disembarkation are in
and disembarkation good condition
Bow doors, inner Confirmation that the bow doors, inner doors, side shell doors and stern
doors, side shell doors doors are in good condition
and stern doors

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Hearing protectors Confirmation that hearing protectors are in good condition

Portable gas detecting Confirmation that portable gas detecting instruments are in good condition
instruments

Additional Requirement for Tankers, Ships Carrying Dangerous Chemicals in bulk and Ships Carrying
Liquefied Gases in bulk
Item Examination
Piping Confirmation that cargo oil, fuel oil, ballast, vent pipes including vent masts
and headers, inert gas pipes and all other piping in cargo pump room, cargo
compressor rooms and on weather decks are in good condition
Additional Requirement for Bulk Carriers / General Cargo ships over 10 years of age
Item Examination
Piping in the cargo Confirmation that all piping and penetrations in cargo holds, including
holds overboard piping, are in good condition.

PERFORMANCE TEST
Item Examination
Weathertight hatch • Hose test (when deemed necessary by the Surveyor)
covers • Random checking of the satisfactory operation of mechanically
operated hatch covers including hydraulic and power components,
wires, chains and link drives
• For mechanically operated hatch covers on bulk carriers, hatch
cover sets within the forward 0.25Lf and at least one additional set,
including hydraulic and power components, wires, chains and link
drives, are to be checked for satisfactory operation so that all sets
on the ship are checked at least once every 5 years between special
surveys
Closing appliances of • Checking whether the appliances work in good order is to be made
watertight door on as deemed necessary by the Surveyor.
watertight bulkheads • Hose tests or equivalent tests are to be carried out. Such tests may
and openings on be dispensed with at the discretion of the Surveyor.
superstructure end
bulkheads, deckhouses
or companions
protecting hatchways
giving access to spaces
below freeboard deck

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Item Examination
Appliances related to Checking whether the appliances work in good order is to be carried out.
fire protection and
escape
Fire detection system Checking whether the systems work in good order (including proper
and fire alarm system operation of malfunction indicator) is to be made.
including manually
operated call points
Fire pumps (including Performance test of the fire fighting system composed of fire pump,
emergency fire pumps) hydrants, etc. is to be carried out. For ships with fire pumps in periodically
piping, hydrants, hoses, unattended machinery spaces, an operation test of the remote control
nozzles etc. system or automatic operation system of one pump is to be carried out.
Fixed deck foam Checking whether the system works in good order is to be carried out by
system delivering water.
Ventilation system Checking whether the system works in good order is to be carried out.
Stability Computer A performance test is to be carried out on computers for stability
calculation that are installed as a supplement to the stability information
booklet on board ships contracted for construction
Water level detection Checking whether the systems work in order is to be made at random
and alarm systems
Dewatering Checking whether the systems work in order is to be made
arrangements
Bow doors, inner • Checking whether the appliances work in good order is to be
doors, side shell doors carried out.
and stern doors • Hose test (when deemed necessary by the Surveyor)
Shut-off devices for oil Operation tests for the remote shut-off devices for fuel oil tanks and
tanks lubricating oil tanks are to be carried out
Fuel oil pumps, cargo Operation tests for emergency stopping means are to be carried out.
pumps, ventilating fans
and boiler draught fans
Emergency electrical Operation tests for the emergency source of electrical power and its
power source associated equipment are to be carried out in order to ascertain that the
whole system is in good working order. Automatically operated equipment
is to be tested in the automatic mode.
Communication Operation tests for the means of communication between the navigation
systems bridge and the machinery control position and between the navigation
bridge and the steering gear compartment are to be carried out

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Item Examination
Steering gears Performance tests specified in the following (a) to (e) are to be carried out
for the main and auxiliary steering gears including their associated
equipment and control systems
(a) Operation test for the power units including changeover from one to
another
(b) Operation test for automatic and remote isolation of the power
actuating systems
(c) Test for supply of the alternative source of power
(d) Operation test for the control system including the changeover system
(e) Operation test for the alarm devices, rudder angle indicators and
running indicators of power.
Bilge systems Operation tests for the valves (including ones for emergency use), cocks,
strainers, pumps, reach-rods and level alarms of the bilge systems are to be
carried out.
Safety devices Operation tests for the safety devices, etc. specified in the following (a) to
(d) are to be carried out. However, the tests may be omitted at the
Surveyor s discretion based on the general examination, reports of working
conditions at sea and inspection records taken by the ship s crew.
(a) Main propulsion Operation tests of the following safety/alarm devices on prime movers of
machinery and main propulsion machinery; electric generators; auxiliary machinery
auxiliary machinery essential for propulsion; and auxiliary machinery for manoeuvring and crew
safety are to be carried out. Where deemed necessary by the Surveyor, the
maintenance records of the cooling water and lubricating oil are required to
be presented for review.
(i) Overspeed protective devices
(ii) Automatic shut-off and alarm devices in case of loss or low
pressure of the lubricating oil
(iii) Automatic shut-off devices in case of abnormally low pressure
of the main condenser vacuum for main steam turbines
(b) Boilers, thermal oil Operation tests for the safety devices, alarm devices and pressure
heaters and indicators are to be carried out. Calibration records for the pressure
incinerators indicators are to be ascertained and the relieving gears of the safety valves
are to be examined and tested to verify satisfactory operation. However,
the relief valves provided on the exhaust gas economizers are to be tested
by the Chief Engineer at sea prior to the Annual Survey within the period.
This test is to be recorded in the logbook for review by the attending
surveyor. Where deemed necessary by the Surveyor, the control records of
the boiler water and thermal heater oil are required to be presented for
review.

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Item Examination
(c) Monitoring devices Operation tests for pressure indicators, thermometers, ammeters,
voltmeters and revolution meters are to be carried out.
(d) Automatic control Operation tests for automatic and remote control devices of auxiliary
devices or remote machinery essential for propulsion, manoeuvring, and crew safety are to be
control devices carried out.

Additional Requirements for Tankers and Ships Carrying Dangerous Chemicals in Bulk

Item Examination
Cargo pumps, bilge Operation tests for the remote control systems and shut-off devices of the
pumps, ballast pumps, pumps installed in cargo pump rooms are to be carried out.
stripping pumps and
ventilators
Bilge systems Operation tests of the bilge systems installed in cargo pump rooms are to
be carried out
Level indicators Operation tests of level indicators used in cargo tanks are to be carried out
Pressure indicators Operation tests of pressure indicators installed in cargo discharge lines are
to be carried out.
Inert gas systems Inert gas systems are subjected to the following tests. Other inert gas
systems are to be examined as deemed appropriate by the Society.
(a) Operation tests of the inert gas blowers and scrubber room ventilation
systems
(b) Function tests of the water seals or general examinations of double-
block and bleed valves and the non-return valves
(c) Operation tests of the remotely operated or automatically controlled
valves
(d) Operation tests of the interlocking system between the soot blowers
and the shut-off valves on gas supply line
(e) Operation tests of the measuring devices, alarm devices and safety
devices

INTERNAL EXAMINATIONS OF SPACES AND TANKS

Item Examination
Requirements for cargo ships except when specified otherwise
Engine room and boiler An internal examination is to be carried out
room

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Item Examination
Ballast tanks For ships over 5 years of age, an internal examination of the tank(s), of
which an internal examination is required as a consequence of the last
intermediate Survey or special survey, is to be carried out.
Requirements for Tankers, Ships Carrying Dangerous Chemicals in bulk and Ships Carrying Liquefied
Gases in bulk
Engine room and boiler An internal examination is to be carried out
room
Cargo pump rooms, An internal examination is to be carried out after the areas are thoroughly
other pump rooms cleaned out and free of gas. Attention is to be paid to the sealing
adjacent to cargo arrangements of all penetrations of bulkheads, ventilating arrangements,
tanks, cargo foundations and gland seals of pumps and compressors.
compressor rooms and
cargo pipe tunnels
Ballast tanks For oil tankers, ships carrying dangerous chemicals in bulk with integral
tanks and ships carrying liquefied gases in bulk over 5 years of age, an
internal examination of the tank(s), of which an internal examination is
required as a consequence of the last intermediate Survey or special
survey, is to be carried out.
Requirements for Bulk Carriers other than Double Skin Bulk Carriers
Engine room and boiler An internal examination is to be carried out
room
Ballast tanks For bulk carriers over 5 years of age, an internal examination of the tank(s),
of which an internal examination is required as a consequence of the last
Intermediate Survey or Special Survey, is to be carried out
Cargo holds For bulk carriers over 10 years of age, an internal examination of all cargo
holds is to be carried out.
Requirements for Double Skin Bulk Carriers
Engine room and boiler An internal examination is to be carried out.
room
Ballast tanks For bulk carriers over 5 years of age, an internal examination of the tank(s),
of which an internal examination is required as a consequence of the last
Intermediate Survey or Special Survey, is to be carried out.
Cargo holds • For bulk carriers over 10 years and up to 15 years of age, an
internal examination of two selected cargo holds is to be carried
out.
• For bulk carriers over 15 years of age, an internal examination of all
cargo holds is to be carried out.

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DOCKING SURVEY
In-water Surveys may be accepted in lieu of Surveys in the dry dock or on the slipway subject to prior
approval by the Society. In any case, Surveys in the dry dock or on the slipway to be carried out at the
times specified in (1) or (2) are not to be replaced with In-water Surveys. Except where expressly
approved by the Administration, consecutive In-water Surveys should not be accepted in lieu of Surveys
in dry dock or on slipway carried out. Enhanced Survey Programme (abbreviated to ESP) (2) Docking
Surveys carried out for ships with the class notation Enhanced Survey Programme (abbreviated to ESP),
all of which are 15 years of age and over.

REQUIREMENTS FOR DOCKING SURVEYS

Item Examination
Shell plating including Discontinuous structures, structural parts liable to excessive corrosion and
keel plate, stem and openings in the shell are to be examined carefully. Grillage covers are to be
stern frame removed where deemed necessary by the Surveyor
Rudder The rudder is to be lifted or removed and visible parts of the rudder, rudder
pintles, gudgeons, rudder stocks and couplings and stern frame are to be
examined. Where applicable, a pressure test of the rudder may be required
as deemed necessary by the Surveyor. The rudder bearing clearance is to be
measured. The rudder may not require lifting or removal provided the
Surveyor is satisfied with the condition of the rudder by measurement of
the clearance.
Scupper, overboard • The main parts of valves and cocks are to be opened up and
discharges and sea examined. The bolts or studs fastening these mountings to the hull
inlets including are to be examined. The valves and cocks may not require open-up
distance pieces below examination at the discretion of the Surveyor provided they were
freeboard deck, and opened up and found to be in good order at the last Docking
valves and cocks on Survey.
shell plating, sea chest • In cases where consecutive In-water Surveys in lieu of Docking
or distance piece, and Surveys conducted in dry dock or on slipway may be applied with
side thrusters Administration approval, the open-up examination of valves and
cocks required may be exempted at the discretion of the Society
provided they were examined (including visual inspection by diver)
and found to be in good order.
• Side thrusters are to be visually examined for any damage which
may affect the hull structure.
After end of stern bush The wear down of the bearing is to be measured; or the clearance between
the propeller shaft or stern tube shaft and the after bearing of the stern
tube or the shaft bracket bearing

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Item Examination
Sealing devices for In the case of oil or freshwater lubricated stern tube bearings, the efficiency
stern tube and shaft of the oil or freshwater gland is to be checked.
bracket bearing
Propeller Propellers are to be examined. Where a controllable pitch propeller is
fitted, the pitch control device is to be examined without dismantling
Anchor, anchor chain, At the Docking Surveys anchor and anchor chains are to be ranged and all
ropes, hawse pipe, chains and chain related equipment are to be verified and externally
chain locker and cable examined. In cases where In-water Surveys in lieu of Docking Surveys
clenches anchors and anchor chains may not be required to be ranged and examined
at the discretion of the Society provided they were examined (including
visual inspection by diver) and found to be in good order. In such cases,
anchors and anchor chains should be ranged and all chains and chain
related equipment should be verified and externally examined at the next
Docking Surveys conducted in dry dock or on slipway. At Special Survey
No.2 and subsequent Special Surveys, the diameter of the anchor chain is to
be measured. If the mean diameter of a link, at its most worn part, is
reduced by 12% or more from its required nominal diameter, it is to be
renewed.
Tanks and spaces The internal examination, close-up surveys and thickness measurements
are to be carried out as stipulated below.
(i) At Docking Surveys in the dry dock or on the slipway carried out
in conjunction with Special Surveys at least the portions below
the light ballast water line of the cargo holds/tanks and water
ballast tanks
(ii) At Docking Surveys

BOILER SURVEY
REQUIREMENTS OF BOILER SURVEY
Item Examination
Pressure parts of To be internally examined with the manholes, cleaning holes and inspection
boilers holes dismantled. Where considered to be necessary for external
examination by the Surveyor, the parts are to be examined to the Surveyor
satisfaction with the insulation around the parts removed
Super heaters, To be examined internally and externally. For exhaust gas economizers of
economizers and the shell type, all accessible welded joints are to be subject to a visual
exhaust gas examination for cracking and non-destructive testing may be requested
economizers where deemed necessary by the Surveyor

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Item Examination
Combustion parts of The furnaces, combustion chambers, combustion gas chambers, etc. are
boilers and thermal oil internally examined with their doors opened
heaters
Valves and cocks The principal mountings and their fastening bolts or studs are to be opened
up and examined
Thickness of plates and To be measured where deemed necessary by the Surveyor
tubes and size of stays
Safety valves and The safety valves are to be adjusted under steam to a pressure not more
relevant parts of than 103 % the approved working pressure after the open-up examination.
boilers, superheaters The pressure gauge used for this adjustment is to be calibrated properly.
and thermal oil heaters The relieving gears of the valves are to be examined and tested to verify
satisfactory operation. However, for exhaust gas economizers, if steam
cannot be raised at port, the relief valves may be set by the chief engineer
at sea, and the results recorded in the logbook for review by the Surveyor.
The general conditions of relief pipes for thermal oil heaters are to be
examined. The popping pressure of safety valves fitted on thermal oil
heaters is to be ascertained
Safety devices, alarm These devices examined to ascertain that they are in good working
devices and automatic conditions after the above examinations
combustion control
devices
Review of the records Review of the following records since last boiler survey is to be carried out.
of the logbook • Operation
• Maintenance
• Repair history
• Quality control of the feed water or thermal oil

CARGO GEAR SURVEY

All gear as noted in the Cargo Gear Register was examined as follows and found satisfactory:

CRANES: Visually inspected the crane structure for deformation, excessive wear, corrosion, and
damage or fractures. Crane boom was lowered for examination. Crane hooks were visually
examined for deformation, excessive wear or fractures. Crane hooks were subjected to NDT (for
personnel lifting cranes and offshore cranes only). A visual exam and operational test was
carried out of the crane machinery including prime movers, clutches, brakes, hoisting, slewing
and luffing machinery. The wire rope including end attachment was visually examined for
excessive wear, corrosion, flattening, kinks, strand separation, core failure or other defects. The

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slewing ring assembly was examined for slack bolts, damaged bearings and deformation or
fractured weldments. Rocking test results were reviewed, which are to be taken in accordance
with bearing manufacturer’s instructions. Function tests were conducted for the main and
auxiliary load hoisting and lowering, crane boom raising and lowering, slewing (swinging), safety
protective (fail-safe) and limiting devices, and load and crane boom angle or radius indicators.

CONVENTIONAL BOOMS: All structural parts, including winches, booms, stayed masts, pins and
connections, wire ropes, chains, rings, hooks, links, swivels, and blocks were visually examined.

Replacement wire rope was supplied with manufacturer's certificate conforming to the
construction type, size, and minimum breaking strength specified in the load diagram design
data.

Endorsed Cargo Gear Register to be ensured.

CARGO GEAR RETESTING/RENEWAL SURVEY

Requires an annual inspection be carried out. Should all gear not be tested, survey not to be
considered complete. Gear tested/remaining to be tested to be noted in register.

1. Cargo gear was load tested and noted in cargo register

2. Post test examination of all gear carried out as follows and found satisfactory.

CRANES: Examined each crane, together with all critical accessories, including foundation,
sheaves and rope guides, wire ropes including end connections, hoist machinery, brakes and
clutches, hooks, slewing ring assembly and bolting arrangements for slack bolts, damaged
bearings, and deformed or fractured weldments. Rocking test and grease samples taken, and if
bearing wear is indicated, the bearing to be internally examined. Based on the age of the crane,
a representative sample of the slewing ring assembly bolts is to be removed and examined by a
suitable nondestructive testing method. Upon completion of proof tests: (1) pedestal critical
butt welds and pedestal/slew ring transition pieces subjected to volumetric NDT, and (2) critical
fillet welds in the pedestal and transition pieces subjected to NDT (for offshore cranes only).

CONVENTIONAL BOOMS: Examined all cargo gear, with the whole of the gear accessory thereto,
including all chains, rings, hooks, links, shackles, swivels, pulley blocks or other loose gear for
damage or permanent deformation.

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REMOTE SURVEYS

View the uncertainties due to the Covid 19 pandemic and restricted attendance by Class
Surveyors, some of the surveys may be done by remote means.
Remote surveys may be used as an alternative to physical inspection on board. It involves
direct interaction between the nominated Class Surveyor and the ship staff by employing
remote inspection techniques. Such a survey can be carried out wherever the ship is
located.
Classification societies have clear guidelines/procedures regarding the conduct of remote
surveys.
One of the requirements is that the Company has a procedure in place in their SMS for
the conduct of a remote survey.

APPLICABILITY

Eligibility of the remote survey is to be decided based on type and scope of the requested
survey, in accordance with the below list. It is subject to Flag permission in case of
statutory items and when the Society is carrying out the statutory survey on behalf of the
flag State Administration.
A remote survey is deemed eligible when it provides the same level of assurance, as if it
was conducted with attendance on board by the Surveyor.

Remote surveys are applicable generally in the following cases –

1. Postponement, issuance, deletion of Condition of Class
2. Postponement of Class surveys
3. Occasional survey for change of ship’s name
4. Occasional survey for loss of anchor
5. Occasional surveys which involve minor defects or damage to hull/machinery
6. CSM surveys for examination/testing of machinery or postponement of such
surveys.
7. Occasional survey for minor deficiencies/defects not subject to a Condition of Class
8. In-water bottom survey
9. Specified items of a class periodical survey (excluding additional specific items of
initial or renewal surveys), including completion of remaining items of a part held
class periodical survey

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10. Non-propelled / un-manned barges/pontoon – annual surveys when no survey of

hull compartments is due
11. Minor retrofit / installation/upgrade of equipment
12. Documentary or data based initial / periodical / renewal / occasional verifications
and surveys
13. Occasional surveys for extension of a Condition of Class.
14. Occasional surveys towards postponement of periodical surveys till the next
feasible port where they can be completed by physical attendance by the
Surveyor.
15. Occasional Surveys for issue of specific documents as required by the Company.
16. Interim or Additional audits towards compliance with ISM/ISPS/MLC requirements.
17. On a case-by-case basis, verification of closure w.r.t statutory deficiencies or
remarks arising out of PSC / Flag State inspections.
18. Radio surveys which involve the onboard attendance by an authorized radio
technician.

Note - The individual Classification Society is to be contacted for confirmation on

whether a planned survey is eligible for a remote survey or not.

SURVEY PROCESS
1. The Company will apply for the remote survey as per the requirements of the Class
society. The nominated Surveyor will review the survey request and decide the
means of hardware/software to conduct the surveys in direct co-ordination with the
ship. The means include live streaming of audio-visual data through video
conferencing, trend analysis etc. Depending on the scope of survey, the means of
inspection may also include the use of divers, unmanned robot arm, remote
operated vehicles (ROV), climbers, drones, thickness measurement/ultrasonic
testing machines, vibration meters and other means acceptable to the Class society.
2. The Company will provide the required devices to the ship staff to be used as per
the Surveyor’s requirement and instructions. Specialized devices which require a
qualified operator will be decided on a case-by-case basis.
3. The use of the above devices will be subject to safety considerations of the vessel
and the local port regulations.

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4. The Surveyor will be in direct contact with the ship staff to obtain the necessary
information or documents by email, telephone/video calls.
5. An opening meeting will be held between the Surveyor and the ship by video
conferencing to decide the scope of survey, the extent of inspection and the data
required by the Surveyor. All exchange of data is to be done in an environment
which does not pose a cybersecurity risk to the ship.
6. The nominated person onboard will collect and provide all the data as directed by
the Surveyor. In case specialized devices are used, the qualified operator will do this
task. Based on his analysis of the data provided, the Surveyor will determine the
result and convey it in the closing meeting.
7. All electronic data transmitted must have an accurate time stamp.
8. The live videos must have sufficient resolution with quality of images to the
Surveyor’s satisfaction.
9. If the Surveyor determines that the data provided by the devices is of poor quality
or is insufficient to make a judgement, the remote survey may be cancelled.
10. In such case, the Company will arrange for a re-inspection by onboard attendance
at a feasible port.

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 Annex 3
List of Minimum Mandatory Safety Critical Spares

Generic "Safety Critical" Indicative Mimimum Mandatory Spares List

"Safety Critical" - an individual piece of equipment, a control system or an individual protection device which in the event of
a single point of failure (SPOF) may:
- Result in a hazardous situation which could lead to an accident.
- Directly cause an accident that results in harm to people, the ship itself and/or the environment. (loss of containment)
The "Safety Critical" mandatory spares list is to be drawn vessel specific by the Ch/Engr & Tech Supt, and approved by the office.
The approved "Safety Critical" spares list is not a static document and needs to be reviewed for additions frequently.

EQUIPMENT
SPARES UNIT MIN QTY REQD
Main Engine Crank case - Oil Mist Detector Photocell / Detector Head Pcs 1
(OMD) Filters / Sintered Bronze Filter Set 1
Main Engine Safety Shutdowns LO Low pressure trip relay Pcs 1
Shut Down Solenoid Pcs 1
Overspeed Trip relay Pcs 1
Shut Down Solenoid Pcs 1
Main Engine - Main Components Piston Assembly Complete Set 1
Piston Ring Set 2
Gaskets & packings for unit overhaul Set 2
Cylinder Liner Pcs 1
Starting Air valve Pcs 1
Exhaust Valve Set 2
Cylinder Cover Set 1
Indicator Cock Pcs 1
Fuel Valve Pcs 6
Fuel Oil High Pressure Pipes Pcs 1
Exhaust Valve High Pressure Pipes Pcs 1
Fuel pump Plunger & Barrel Set 1
Fuel pump valves & springs Set 1
Connecting Rod Bearing Set 1
Crosshead Bearing Set 1
Bottom End Bearing / Crank pin Bearing Set 1
Thrust Bearing Segment Set 1
Chain drive Set 1
Cylinder Lubricator Set 1
Stern Tube Bearing Temperature Temperature Sensor Probe Pcs 1
ME- Engines: Engine Control System CCU Multi-Purpose Controller (MPC) Pcs 1
Multi-way valve (ELFI) Pcs 1
FIVA valve Pcs 1
HPS pressure transducer Pcs 1
Proportional Valve for Hyd pump Pcs 1
Hydraulic hoses (vessel specific) Set 1
RT-FLEX- Engines: Engine Control System ALM Module Set 1
Power supply unit for E95 Pcs 1
PCV for IFA Set 1
Hydraulic hose for Fuel rail Pcs 1 each
Hydraulic hose for servo rail Pcs 1 each
Pulse lubricating pump Unit Pcs 1
Steering gear & Hydraulic telemotor system Alarm relays Pcs 1
(Isolation System & alarms), Emergency Steering Filters (Suction) Pcs 1
Filters (Return Line) Pcs 1
Actuator repair kit Set 1
Solenoid Valve Pcs 1
Pump - Motor Coupling /Chain Coupling /Spider
Set 1
Coupling
Gaskets & O-Rings or V-Packing for Cyl Ram Set 1
Emergency Diesel Generator & Switchboard Cartridge Oil filter Set 1
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List of Minimum Mandatory Safety Critical Spares

Emergency Diesel Generator & Switchboard

Cartridge Fuel filter Set 1
V-Belt for timing & radiator fan Set 1
Starting Motor (if 2 means of starting is motor) Set 1
Emergency Power Source /Emergency Batteries Under Voltage Trip unit Set 1
Closing Coil Pcs 1
Emergency Air Compressors Suction / Delivery valve plates Set 1
LP-HP Piston Rings Set 1
Crank Pin Metal Set 1
Piston Pin Metal Set 1
Gaskets Set 1
**Fire Detector & Alarm Systems Detector Head (Smoke) Pcs 2
Detector Head (Heat) Pcs 2
Detector Head (Flame) Pcs 2
**Detector Head - Each Type - 2 or 10% of the Total
Pcs 2
count. If < 5 Total count, then 1 spare set
Fuse set for control panel Set 1
Resistors Set 1
Cargo Hold Fire Detection & Alarm Systems
Detector Head Pcs 1
Emergency Fire pump & Prime mover Mechanical Seal / Gland Packing Pcs 1
Ball bearing Set 1
Seal Rings Set 1
Coupling bush Set 1
Bottom Bush Set 1
Soft spares for Priming unit overhauls Set 1
Friction pad Set 1
Cartridge Oil filter ( for Engine driven) Set 1
Cartridge Fuel filter (for Engine driven) Set 1
Foam Type - Fixed Fire fighting system Mechanical Seal / Gland Packing Pcs 1
CO2 - Fixed Fire fighting system Flexible hoses Set 1
CO2 - Fixed Fire fighting system for FPR on IGF
Flexible hoses Set 1
vessel
Fixed CO2/Nitrogen fire-fighting system for vent
Flexible hoses Set 1
mast (For Gas Carriers)
Hyper Mist - Fixed Fire fighting system Mechanical Seal / Gland Packing Pcs 1
Deck Water spray system (Gas Tankers) Mechanical Seal / Gland Packing Pcs 1
Fixed Fire-fighting system for LNG system on IGF
Mechanical Seal / Gland Packing Pcs 1
Code vessels
Fixed DCP fire-fighting system for bunker
Flexible hoses Set 1
manifold on IGF Code vessels
Fixed DCP fire-fighting system Deck (for Gas
Flexible hoses Set 1
Carriers)
Cargo hold (Container ships) - Fixed Fire fighting
Nozzle heads Set 1
system
Quick Closing valves & Emergency Air reservior
O-Ring kit for Pneumatic / Hydraulic Piston Set 1
Fire Alarm, Fire push buttons & General
Push Buttons Pcs 1
Emergency Alarm
Emergency Trips - Ventilation & FO/LO pumps
Relays Set 1
Accommodation Fan Trips Relays Set 1
Fire Flaps & Dampers Repair kit for remote Air cylinder Set 1
Lip Seal Pcs 1
Fine Lines & Isolation valves Gland Packing Pcs 1
Valve Seat Pcs 1
Lifeboat & Engines Lifeboat FRP repair kit Pcs 1
Sprinkler pump repair kit Pcs 1
LO Cartridge filter Pcs 1
FO Cartridge filter Pcs 1
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Lifeboat & Engines List of Minimum Mandatory Safety Critical Spares

Timing belt Pcs 1

Starter motor Pcs 1
Spark plug Pcs 1
High pressure hoses Set 1
High pressure hoses for air cylinder charging Pcs 1
Bulb for searchlight Pcs 1
Lifeboat Launching device Limit Switch Pcs 1
Repair kit for Hydraulics Pcs 1
**Rescue boat & Outboard Engines **Cooling water impeller Pcs 2
Carburetor repair kit Pcs 1
Accelerator cable Pcs 1
Spark plug Pcs 1
2-T oil 500 ml Can 1
Rescue boat & launching device Fuses Set 1
Relays Set 1
Hydraulic hoses Pcs 1
Accumulator bladder Pcs 1
Water tight door alarms Microswitch Set 1
Engine Room Bilge Alarms Float Switch Complete Pcs 1
Emergency Bilge Injection valve Gland Packing Set 1
Emergency Shut down / COP - Cargo pump Shut down switch Pcs 1
Shutdown Safety Barrier Pcs 1
Fixed Gas Detection Systems (Pump room, , Gas Detector / Sensor Head (H2S, O2, HC & CO) Pcs 1 each
compressor & Motor room) Flow filters Pcs 1
Safety Barrier Pcs 1
Sampling pump overhaul kit Set 1
Fixed Gas Detection System for IGF Code vessels
- FPR and LNG pipelines to machinery Detector / Sensor Head (CH4)) Pcs 1

Flow filters Pcs 1

Safety Barrier Pcs 1
Sampling pump overhaul kit Set 1
**Inert Gas Generator (IGG) Systems Ignition plug / Electrode Pcs 1
Photocell Pcs 1
IG Recorder Paper Pcs 1
**O2 Sensor (Not applicable for vessels fitted with 2
Pcs 1
O2 analysers)
** Refer to detailed instructions Fire Detector & Alarm Systems
Rescue boat & Outboard Engines
Inert Gas Generator (IGG) Systems

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 ANNEX 4
GENERIC LIST OF COMPLIANCE
CRITICAL SPARES

Generic "Compliance Critical" Indicative Mandatory Spares List

"Compliance Critical"- an individual piece of equipment, a control system, an individual protection device or a spare part which in the
event of a failure may:
- Result in Environmental damage. (violations & non-compliance)

- Result in non-compliance with the requirements of various IMO Conventions such as SOLAS, MARPOL, Load Line, BWMC, MLC etc
- Result in intervention by PSC/Flag State and affect the outcome of external inspections/audits
The "Compliance Critical" spares list is to be drawn vessel specific by Ch/Engr & Tech Supt, and approved by the office.

EQUIPMENT MIN QTY

SPARES UNIT
REQD
Oily Water Separator & Oil Content Monitor Coalescer Filter Set 1
(OWS & OCM) Solenoid Coil for 3-way valve Pcs 1
Mechanical seal for pump Pcs 1
Oily Discharge Monitoring Equipment (ODME)
Pressure sensor Pcs 1
Sewage Treatment Plant Discharge Pump Mechanical seal Set 1
Pressure / Vacuum transmitter Set 1
V- Belt - Compressor Pcs 1
Effluent Treatment kit Set 1
Incinerator Solenoid Valve Pcs 1
Ignition Transformer Pcs 1
Electrode Set 1
Flame Eye Pcs 1
Nozzle (Pilot burner) Pcs 1
Marine Exhaust Gas Scrubber systems (EGCS) Pump shaft Pcs 1
Casing ring Set 1
Mechanical Seal Pcs 1
Ball Bearing Set 1
Level switch Pcs 1
Sampling pump with motor Set 1
PH sensor Pcs 1
PAH sensor Pcs 1
Turbidity sensor Pcs 1
Exhaust Gas Selective Catalytic Reactor Systems Nozzle tip Pcs 1
(EGSCRS) Nox sensor Pcs 1
Urea (For Vessel operating in ECA Areas) Days usage 6
Ballast Water Treatment Systems (BWTS) - Alfa- UV Lamp set (1 lamp and 2 o rings) Set 2
Laval Quartz sleeve set Pcs 2
CIP liquid Set 2
Lamp power supply Set 1
UV sensor Pcs 1
Temperature switch Pcs 1
Temperature transmitter Pcs 1
Filter maintenance kit Set 1
CIP pump spare part set Set 1
pH test paper Set 1
Lamp cable Pcs 1
Pilot solenoid valve for valve actuator Set 1
Ballast Water Treatment Systems (BWTS) - TRO sensor optical overhaul kit Set 1
Sunrui Hydrogen Sensor Pcs 1
Chlorine Sensor Pcs 1
EDU pressure sensor Pcs 1
AFU Sludge pump Mechanical seal Pcs 1
AFU Booster pump Mechanical seal Pcs 1
EDU Sludge pump Mechanical seal Pcs 1
Ballast Water Treatment Systems (BWTS) - NK- Spare X-ring for Ozone/Oxygen Gas Valve (FV202,
Set 2
O3 FV203)
Mass flow controller Pcs 1

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 ANNEX 4
GENERIC LIST OF COMPLIANCE
CRITICAL SPARES

Ballast Water Treatment Systems (BWTS) - NK-

O3
EQUIPMENT MIN QTY
SPARES UNIT
REQD
Electric TRO sensor Pcs 1
Rupture disc - Ozone Generator Pcs 1
Oxygen Detector - Ozone Generator Pcs 1
Ozone Detector - Ozone Generator Pcs 1
Pressure control valve - Ozone Generator Pcs 1
Mechanical seal for Re-Cirulation pump Pcs 1
Mechanical seal for drain pump - Neutralizer Pcs 1
Flow indicator transmitter for SW System Pcs 1
Ozone Batches Set 6
Ballast Water Treatment Systems (BWTS) - JFE Diaphragms for Diaphragm valves Set 1
Ballast Ace Mechanical seal replacement kit for chemical dosing
Set 1
pump
Impeller for sampling pump Pcs 1
Mechanical seal for the sampling pump Set 1
Cartridge filter for sampling filter Set 1
TRO Sensor Set 1
TRO flow cell Set 1
TRO retainer net Pcs 1
Bed for TRO meter Set 1
Sensor-RE-21B and RE-40B Pcs 1
O -ring for sensor Pcs 2
Ballast Water Treatment Systems (BWTS) - TRO Sensor - Sol. Valve flange type Pcs 1
Techcross Gas detector - Sensor cartridge Pcs 1
ANU - Level switch Pcs 1
ANU - GGM Induction motor Pcs 1
ANU - GGM Gear head pump Pcs 1
ANU - Relay DC24V Pcs 1
ANU - Solenoid valve Pcs 1
ECU - EX pressure switch Pcs 1
ECU cooling pump mechanical seal Pcs 1
ECU cooling pump casing ring Pcs 1
ECU cooling pump O ring Pcs 1
ECU - EX temperature switch Pcs 1
APU - Air pump Assy ; EX APU Pcs 1
APU - Solenoid valve Assy Pcs 1
CSU - EX-Conductivity sensor Pcs 1
Reverse flow sensor Pcs 1
PDE - Magnetic switch Pcs 1
**Magnetic Compass Spare Pcs 1
**(unless Gyro Or Satellite compass is fitted)
X and S band Radar Magnetron for X-band Set 1
Magnetron for S-band Set 1
Echo Sounder / Depth Finder Stylus Pcs 1
Belt drive Set 1
Gyro & Repeaters Supporting liquid Charge 1
Mercury Charge 1
Insulator Charge 1
Illumination lamp for Repeater Set 2
**Hose Handling Cranes **Hydraulic Hoses Set 100%
**100% set for Single Crane
**50% set for Two Cranes
**Spare Wire Set 1
Cargo Oil Turbine pumps (COPs) Bearing Temperature Sensor Pcs 1
**Portable Gas detection (Measuring O2 & % of Span Gas Set 1
LFL,CO & H2S - both "Atmosphere" & "oxygen Sensors Set 1
deficient atmosphere") Filters Set 1
** ROB to include one sensor of each type that the
instrument can detect

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 ANNEX 4
GENERIC LIST OF COMPLIANCE
CRITICAL SPARES

EQUIPMENT MIN QTY

SPARES UNIT
REQD
****UTI Tapes UTI Tapes Pcs 3
SCBA Compressor V-Belts Pcs 1
Filter element Pcs 1
Lube oil Charge 1
Cargo Hold water ingress detection & alarm Level sensor Pcs 1
system (for bulk carriers) Main Control PCB Pcs 1
** Refer detailed instructions Magnetic Compass
Hose handling Cranes
Portable gas detection
****UTI Tapes - Synergy policy is 3 tapes

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 ANNEX 5
GENERIC LIST OF
BUSINESS SENSITIVE SPARES

Generic "Business Sensitive" Indicative Recommended Spares List

"Business Sensitive"- an individual piece of equipment, a control system, an individual protection device or a spare part which in the
event of a failure may:
- Result in restricting /degrading the smooth operations of the vessel
- Result in major commercial impact
The "Business Sensitive" spares list is to be drawn vessel specific by Ch/Engr & Tech Supt, and approved by the office.
*Note: There are mandated items in this list, which please see below the table

EQUIPMENT MIN QTY

SPARES UNIT
REQD
Main Engine Control System 3/2 Way Solenoid Valve complete
Set 1
or repair kit full set
5/2 Way Solenoid Valve complete
Set 1
or repair kit full set
Pneumatic System Valves Repair kit Set 1
ME- Engines: Engine Control System HCU -Top Cover unit Set 1
HCU - Inductive Sensor Pcs 1
Exhaust valve - Inductive Sensor Pcs 1
ECC - Encoder for Tacho Pcs 1
ECC - Amplifier for Tacho Pcs 1
RT-FLEX- Engines: Engine Control System ICU Set 1
VCU Set 1
5/2 valve for ASV Set 1
Camshaft complete with bearings Set 1
Rail valve for ICU Set 1
Accumulator for lubricator Set 1
Rail valve for VCU Set 1
Main Engine Turbochargers Bearings Set 1
Filter Set 1
Oil pumps Set 1
Main Engine Aux Blowers Motor Set 1
Main / Aux Boilers Flame-Eye Set 1
FD Fan motor Set 1
Pilot Burner Electrodes Set 1
Atomizer for Pilot Buner Set 1
Safety Valve Spring Set 1
Gauge Glass with Packing Pcs 1
FO line Solenoid Valves Pcs 1
Manhole Cover Gasket Set Set 1
Ignition Transformer Pcs 1
Main Burner Assembly Pcs 1
Water Level Transmitter Pcs 1
Main Ballast pumps Mechanical seal/ gland packing Pcs 1
Impeller casing rings Set 1
Shaft neck and bottom bush Set 1
Motor bearings Set 1
Tank Cleaning machines Repair Kit Set 3
Cargo Line & Manifold valves Seat Rings Set 50%
Actuator Repair Kit (Seals & O-Rings) Set 6
Hydrulic Valve Remote control system Solenoid Valve Repair Kit (Seals & O-Rings) Set 6
Open / Close Indicator Pcs 4
Accumulator bladder Pcs 1
Windlass Brake Lining, and rivets (or nuts&bolts) Set 1
Oil Seal Set 1
Set of O-rings and gaskets (p/p connection block)
Set 1
of power pack
Set of O-rings and gaskets (Control block)
Set 1
of power pack

1 of 5
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 ANNEX 5
Windlass
GENERIC LIST OF
BUSINESS SENSITIVE SPARES

EQUIPMENT MIN QTY

SPARES UNIT
REQD
Hydraulic Hoses Set 1
Oldham Coupling Set 1
Brake disc Set 1
Brake flange Set 1
Armature plate Set 1
Magnetic coil Set 1
Pr. Coil spring Set 1
Mooring Winches Brake Lining, and rivets (or nuts&bolts) Set 1
Oil Seal Set 1
Set of O-rings and gaskets (p/p connection block)
Set 1
of power pack
Set of O-rings and gaskets (Control block)
Set 1
of power pack
Hydraulic Hoses
Oldham Coupling Set 1
Brake disc Set 1
Brake flange Set 1
Armature plate Set 1
Magnetic coil Set 1
Pr. Coil spring Set 1
Mooring ropes Set 1
Mooring Tails Set 1
Cargo Tank Pressure, Level & Temp Monitoring
Sensors Set 1 each
Systems
Air Condition & Air Handling Unit (AHU) Pedestal Bearing Pcs 1
Motor bearings Set 1
Main Air Compressor Gasket Sets Set 1
Valves Sets Set 1
FO Purifier & Controls Major Overhaul Kit Set 1
Bowl Overhaul Kit Set 1
Pr Transmitter Pcs 1
Water Content Monitor Pcs 1
Solenoids Pcs 1
LO Purifier & Controls Major Overhaul Kit Set 1
Bowl Overhaul Kit Set 1
Pr Transmitter Pcs 1
Water Content Monitor Pcs 1
Solenoids Pcs 1
FO Auto Back Flush filters Filter Candles Set 1
DP Transmitter Pcs 1
Water Content Monitor Pcs 1
Solenoids Pcs 1
Main Boilers (for Tankers & Turbine Propulsion) Flame-Eye Pcs 1
Pilot Burner Electrodes Set 1
Atomizer for Pilot Buner Pcs 1
Safety Valve Spring Set 1
Gauge Glass with Packing Set 1
FO line Solenoid Valves Set 1
Manhole Cover Gasket Set Pcs 1
Ignition Transformer Pcs 1
Water Level Transmitter Pcs 1
Oxygen Analyser Pcs 1
Cargo Oil Turbine pumps (COPs) Bearing Temperature Sensor Pcs 1
Ceramic Sleeve Pcs 1
Mechanical seals Pcs 1
Lip Seals Pcs 1
Wear Rings Set 1
Framo System & Portable Framo pump Framo pump Mechanical seals Pcs 1
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 ANNEX 5
GENERIC LIST OF
BUSINESS SENSITIVE SPARES

EQUIPMENT MIN QTY

SPARES UNIT
Framo System & Portable Framo pump REQD
Main filter element Pcs 1
Emergency Framo pump Pcs 1
IG Systems (IGG, IGS) Pressure switch Pcs 1
Auxiliary Relays for main control panel( 100VAC &
Pcs 1
24VDC)
I/O Relay for sequence controller Pcs 1
Silicon diode Pcs 1
Analyser Unit ( for vessels with single unit ) Set 1
Sensor Pcs 1
Flame eye Pcs 1
Ignition transformer Pcs 1
Pressure switch (FO, Control air, SW) Pcs 1
Pilot Burner electrode Pcs 1
Pilot burner atomiser Pcs 1
Pilot burner pump Pcs 1
Oxygen sensor Pcs 1
Bacharac test kit Set 1
Main Diesel Generators Connecting rod Pcs 1
Piston Pcs 1
Cylinder liner Pcs 1
Cylinder head complete Pcs 1
Bottom end bearing Pcs 1
Main bearing Pcs 1
Con rod bolts Pcs 1
Piston rings Pcs 1
Fuel pump Pcs 1
Plunger Barrels Pcs 1 engine
Fuel injector Set 1 engine
Main Switch Board Under Voltage Trip unit Pcs 1
Closing Coil Pcs 1
Automatic voltage regulator Pcs 1
Cargo System Diesel Generator Power packs Connecting rod Pcs 1
(Framo) Piston Pcs 1
Cylinder liner Pcs 1
Cylinder head complete Pcs 1
Bottom end bearing Pcs 1
Main bearing Pcs 1
Con rod bolts Pcs 1
Piston rings Pcs 1
Fuel pump Pcs 1
Plunger Barrels Pcs 1 engine
Fuel injector Set 1 engine
Hose Handling Cranes Control valve Block Set 1
Ram Seals Set 1
PV Valves PV valve or Test kit Pcs 1
Cargo Compressor & Motor Room Fan Ball Bearings Set 1
Main Cargo Pump (Gas vessels) Flexible couplings Set 1
Top Seals Set 1
Cargo Compressors LP Side Rider ring Set 2
HP Side Rider ring Set 2
Rod Packing Set 1
Oil Thrower Ring Set 3
LP Cylinder Head Gasket Pcs 2
HP Cylinder Head Gasket Pcs 2
Stuffing Box Seal Set 1
Lube Oil Pump relief valve Pcs 1
HP/LP valve Set 1
Booster Pump (only LPG vessel) Coupling Pcs 1
N2 Generator (only LNG vessel) Filter Element, Coalescing Pcs 2
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 ANNEX 5
GENERIC LIST OF
BUSINESS SENSITIVE SPARES

EQUIPMENT MIN QTY

SPARES UNIT
N2 Generator (only LNG vessel) REQD
Automatic Drain Valve Pcs 1
Pressure Transmitter Pcs 1
Temperature Transmitter Pcs 1
Auxiliary Interface Relay Pcs 1
Oil Separator Element Pcs 2
Oil Filter Element Pcs 2
Air Filter Element Pcs 2
Belt Pcs 1
Discharge Valve Repair Kit Assembly Set 1
Discharge Valve Seal Kit Assembly Set 1
Air Inlet Valve Repair Kit Assembly Set 1
Air Inlet Valve Seal Kit Assembly Set 1
Automatic Drain Valve Set 1
Gas compressors (only LNG vessel) Compressor Shaft Dry Seal Set 1
Attached LO Pump coupling shaft assembly Set 1
Bulkhead Seal Set 1
Main Boiler (Steam Turbine LNGC) Flame-Eye Set 1
Safety Valve Spring Pcs 1
Gauge Glass with Packing Set 1
FO line Solenoid Valves Set 1
Manhole Cover Gasket Set Set 1
Fuel Atomizer (FO) Pcs 1
Fuel Atomizer Nozzle Pcs 1
Oxygen Analyser Pcs 1
***Hatch Cover Operating System Straight packing Mtrs 10
Corner packing Pcs 4
Spare seal kit for Hydraulic jacks Set 2
Hydraulic hoses Set 1
Bearing for hatch cover wheels Set 1
Bearing for folding hatch cover hydraulic cylinder Set 1
Hatch cover cleats Set 6
Hatch cover drain channel NR drain valve Set 1
***Deck/Cargo Cranes Luffing wire Set 1
Hoisting wire Set 1
Grabbing wire Set 1
Filter element Pcs 1
Hydraulic hoses Set 1
***Cargo Grabs Sling wire Set 1
Closing wire Set 1
Receiver and transmitter kit Set 4
Battery for receiver Set 8
Battery for transmitter Set 12
Hydraulic hoses Set 1 set
Hydraulic cylinder repair kit Set 1
***Cargo conveyor system Carrier rollers Set 10
Return rollers Set 2
Side rollers Set 3
Reduction gear Set 1
Pulley pedestal bearings Set 2
Electrical drive motor bearing Set 1
Limit switches Pcs 1
Tensioning wire Set 1
Boom luffing wire Set 1
****Stern ramp Main wire Set 1 full set
Sub flap wire Set 1 full set
Hydraulic Control valves Set 1 full set
Limit switch/Sensors Set 1
External Hydraulic hoses Set 1 each
4 of 5
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 ANNEX 5
GENERIC LIST OF
BUSINESS SENSITIVE SPARES

EQUIPMENT MIN QTY

SPARES UNIT
REQD
****Center ramp Main wire Set 1 full set
Lifting wire & Jigger wire (if applicable) Set 1 full set
One spare of each type Set 1 full set
Limit switch/Sensors Set 1
External Hydraulic hoses Set 1 each

***Mandated requirement for Bulk Carriers

***Hatch Cover Operating System
***Deck/Cargo Cranes
***Cargo Grabs
***Cargo conveyor system

****Mandated requirement for Car Carriers

****Stern ramp
****Center ramp

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 TECHNICAL MANUAL

Rev No. : 2
Date : 15-Dec-22
APPENDIX 01 – CE’S STANDING ORDER BOOK Page : 1 of 7

APPENDIX 1- CHIEF ENGINEERs STANDING ORDERs

(On-board CE to refer this document as guideline ONLY, this may be customised with
vessel specific information in tandem with technical manual Chapter 2 section 2.2.1)
THE COMPANY’S RULES AND SAFETY REGULATIONS ARE TO BE STRICTLY ADHERED TO
AT ALL TIMES. SAFETY IS PARAMOUNT. IT AFFECTS YOU, YOUR COLLEAGUES AND THE
VESSEL.
It is your responsibility to be familiar with the Company SMS, national and international
safety regulations, Code of Safe Working Practices and industry best practises. Ensure
that all recent safety updates, alerts, bulletins are read and understood.
All Engineering and Electrical Officers, including cadets are to read and sign these
standing orders.
On taking over and during the watch or UMS duty, the Engineer of the Watch / Duty
Engineer shall ensure that following procedures and practices as defined in chapter 18
of SMM manual are complied with;
a. All standing and other orders issued are being complied with.
b. All machinery and ancillary equipment are working safely and efficiently.
c. Bilges are pumped out regularly without contravention of local or international
Oil Pollution Regulations.
d. The water level in steam generating plant is kept under frequent observation
particularly when lighting up and shutting or blowing down. Any loss of visual
water level above or below the gauge glass must be reported to the Chief
Engineer and recorded in the Logbook.
e. Precautions are taken to ensure that cocks or alternative closing attachments are
closed after sounding engine room tanks, cofferdams or voids.
f. Self-closing cocks and scuppers / bilge lines from watertight compartments are
kept functional: i.e. when released, cocks should close automatically.
g. Any excess or abnormal leakage of oil or water into the bilges is reported
immediately to the Chief Engineer.
IN THE EVENT OF SERIOUS FLOODING, THE FOLLOWING ACTION TO BE TAKEN:
1. Ring the Engineers alarm.
2. Take immediate remedial action to contain the flow from whatever source and
by the most effective means available.

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APPENDIX 01 – CE’S STANDING ORDER BOOK Page : 2 of 7

3. In case of severe flooding that jeopardises the safety or seaworthiness of the

ship, the priority to comply with oil pollution regulations becomes secondary in
nature (MARPOL, Annex I, Reg4).However, inform me before taking such action.
EMERGENCY REDUCTION OF ENGINE SPEED OR STOP:
If at any time a condition develops in the Engine Room that necessitates slowing or
stopping the main engine, the Engineer of the Watch / Duty Engineer must inform the
Chief Engineer immediately. Unless it is a dire emergency, the Engineer of the Watch /
Duty Engineer must ask the Navigating Officer of the Watch for permission before any
speed reduction is made. Safety of the ship must be the first consideration.
If, due to circumstances beyond control, the main engine has to be stopped
immediately, the Engineer of the Watch / Duty Engineer must take the following action:
1. Stop the engine
2. Sound the Engineers alarm.
3. Inform the bridge of the situation.
SECURITY LEVEL:
Security Level shall be at level 1 unless otherwise stated in daily orders.
LOGBOOK:
This is an official document and must be kept clean and tidy. Care is to be taken to
ensure that the Logbooks are filled in accurately, the senior watch keeper being
responsible for this. Any mistakes are to be crossed out once and initialled.
WATCHKEEPING/UMS OPERATION:
The vessel is designed to operate in the watchkeeping/UMS condition at all times. Local
rules can stipulate otherwise
If the incoming officer of the watch is not satisfied with the condition of the machinery,
ancillary equipment etc. he is to draw the attention of the outgoing Watch keeper to the
fault and if it cannot be remedied he is to inform the Chief engineer without delay. The
alarm for the duty person’s cabin and public rooms is to be checked on each occasion
the ER changes to UMS mode.
The Duty Engineer MUST ensure that before going UMS:
Prior to going UMS the Duty Engineer must complete inspection of all machinery spaces
- Use of the UMS checklist will ensure you establish the route that covers all the
machinery spaces.

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APPENDIX 01 – CE’S STANDING ORDER BOOK Page : 3 of 7

Evening and Morning walk rounds of the machinery spaces are to be carried out during
unmanned periods.
Where fitted, the Deadman system must be switched ON when entering the ER during
UMS operation (set at 15 minutes). The duty engineer must also inform the OOW
whenever entering the Engine Room or exiting after a UMS alarm call out.
LOOK, LISTEN, TOUCH, SMELL are all important qualities of a good Watch keeper. If in
any doubt, and before a situation gets out of control, do not hesitate to call for
assistance from the Chief or Second Engineer.
The Duty Engineer must be within audible or visual range of the UMS alarm system or a
UMS alarm extension at all times.
All alarms that occur while in UMS mode must be entered in the Log Book showing
clearly the alarm channel, description and time.
STAND-BY REQUIREMENTS:
During stand-by operations the engine room must be manned.
Call the Chief Engineer for every stand-by operation. Ensure the gear is tested in ample
time prior to stand by and arrival and departure checklists are completed accurately,
and the Engine Logbook is endorsed.
No maintenance work is to be carried out whilst on stand-by without prior permission of
the Chief Engineer. In congested waters use the dump controller to keep the boiler in
use at minimum fire, the consequences of failure by far outweigh any fuel savings.
Ensure all counters required are entered in the logbook for EOP and RFA. When using
the Movement Book, record steering motors on, generators in use, and whether the
steering gear, clocks and telegraph have been tested. The Main Engine may be in ECR
control or on bridge control and this fact is to be logged in the movement book. In the
event of any altercation with other vessels/obstructions the time of the event is to be
logged and all further movements are to be recorded manually, if necessary, call extra
personnel.
PUMPING OF BILGES:
To comply with regulations in MARPOL Annex 1, bilges are to be pumped out as follows:
• IN PORT-Pump wells to the bilge tank, sound the tank after each use. Bilge
overboard valves are to be locked shut and separator is not to be used.

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• RFA-Under normal circumstances when 12 miles or over off nearest land, pump
the bilges through the bilge separator. Always check with O.O.W. and enter
details in the Logbook & Oil Record Book.
The OIL RECORD BOOK IS TO BE KEPT UP TO DATE (Guidelines on how to record each
entry can be found in the oil record book and EMS manual).
NOTE: Prior to each OWS operation the alarm and overboard solenoid valve operation is
to be proved working.
BOILER OPERATION:
The remote water level gauges in the control room are for indication only and are not to
be relied upon when raising steam, blowing down etc. Any alarm or change in water
level is to be confirmed using direct mounted gauges.
Any oil in the gauge glasses is to be reported immediately to the Chief Engineer. When
flashing a boiler or after a flame failure it is essential to ensure the furnace is properly
purged prior to any attempt to ignite. The boiler management system should correctly
purge the furnace but must not be relied upon. Purging is to be monitored at all times,
after flame failures and when flashing from cold.
INCINERATOR OPERATION :
Ch 3.1.5 of the Environment & Energy Management System (EEMS) Manual is to be
referred for guidance on incinerator operation. In any case, incinerator operation must
always be under attendance and it is not to be operated during UMS periods.
STERN TUBE:
Remember that the temperature probe is located below the bearing surface and any
temperature indicated will be lower than the actual surface temperature. The slightest
deviation from normal taking into consideration the sea water temperature and main
engine operation must be considered serious and call me immediately.
INERT GAS SYSTEM (If fitted):
This system is to be monitored during cargo operations. Attention is to be paid to the
oxygen content of the inert gas and should be no greater than 5%.
BAD WEATHER EXCESSIVE MAIN ENGINE LOAD:
During inclement weather the power meter is to be monitored and the average must be
maintained at NCR, if not the engine speed is to be reduced until within range.
Ensure this is monitored and brought back to normal once the weather has eased.

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APPENDIX 01 – CE’S STANDING ORDER BOOK Page : 5 of 7

CARGO OPS:
Before start of cargo operation, each cargo related equipment is to be tested and
checked. In tanker vessels, cargo pump to be tested on CCR (Cargo Control Room)
remote trip prior to use before each cargo operation. Test to be recorded in the log
book.
Running hours of each cargo related equipment needs to be recorded. A close check on
the stuffing box and bearing temperatures is to be maintained.
BUNKER OPS:
Before start of Bunker operation, all bunker tanks are to be tested and checked.
Technical manual chapter 5 section 5.1 related to Bunkering operation to be followed,
relevant readings recorded in the logbook.
FUEL CHANGEOVER :
Fuel changeover is to be carried out as per approved ship specific procedure. Reference
is made to Ch 7 of the Fuel Management Plan for guidance.
FIRE DETECTION:
Zones are only to be isolated when absolutely necessary. They are to be reinstated as
soon as work is completed. Bridge must be informed.
Minimum isolation only – restricted to only those areas where there is a realistic chance
of a fire detector being activated.
All personnel to be aware of State of readiness of on-board fire-fighting equipment and
procedure to follow if alarm is raised.
GAS DETECTION: (APPLICABLE FOR ENGINE CONSUMING LNG AS FUEL):
The gas monitoring system is fitted on board and operated continuously while the ship
is in service which is composed of fixed gas detectors and fixed gas sampling points.
In the event of gas detection, alarms are activated simultaneously at the ICMS stations
on the wheelhouse, cargo control room and engine control room, and on the repeater
units in the wheelhouse and engine control room.

ATMOSPHERIC EMISSIONS:
The IMO annex VI requirements or subsequent amendment shall apply to all smoke
emissions from vessels, unless more stringent local regulations are applicable.

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APPENDIX 01 – CE’S STANDING ORDER BOOK Page : 6 of 7

Funnel smoke indicators, if installed must be kept fully operational. Great care must
always be taken to control the emission of any smoke.
DEFECT REPORTING:
All defects must be reported to the Second Engineer and entered into the Ship Palm
system in a timely manner.
The following items are required by class to be kept up to date:
a. The planned maintenance period routines
b. The planned maintenance monthly routines
c. The planned maintenance weekly routines
d. The condition monitoring system (Latest update of vibration report)
e. Unscheduled maintenance work must be entered into the system together
with correct function number. A wok under order should be created and
issued prior to the maintenance,
f. Monthly alarm prints out sheets to be kept for one year (The check list must
be updated daily by the duty Engineer).
All of the following must be recorded in the ER logbook as well as in Ship Palm:
Generator trips, quick closing valves, boiler trips, emergency stops, steering gear 3
monthly test, M.E on local control test, M.E alarms & trips tests.
NOTE: The date in Ship Palm must match log book date.
GENERAL:
No alteration to alarm set points, instrumentation settings, proportional band / reset
etc. without the permission of the Chief Engineer with all changes recorded.
Second Engineer along with other Engine room stay should finalise the list of repair
work to be carried out during stay in port. All planned/unplanned job should be entered
in Daily work planner. Indicator lamp checks are to be carried out daily and EO to ensure
adequate stock levels.
The designated location for hot work is the engine room w/shop. All hot work and cold
work to be done in the engine room is subject to the Permit to Work system as
described in Ch 02 of the Health and Safety Manual (HSM).
You are expected within reason, to clean up your own working area on completion of
maintenance.

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The welding workshop is a designated hot work area and as such should be kept clear of
combustible materials at all times. Any other hot work you require the appropriate
permit. All welding and gas equipment is to be shut off when hot work is finished or
stopped.
No Notices are to be put up without the permission of the Chief Engineer.
Oil gauge glass clamps are only to be used on storage tanks when topping up oil sumps
and filling. At any other time, they are to be kept by the Second Engineer in a locked
cupboard. Under no circumstances is any form of clamping arrangement to be in use at
any other time.
Makers’ manuals are to be checked prior to any maintenance being carried out. There
are 2 copies onboard (1 working and 1 master), inform the Chief Engineer if any are
missing and a copy will be requested.
It is the responsibility of each engine room staff to check and ensure company’s work
and rest hours policy is followed without any compromise. Same to be recorded in ISF
Watchkeeper software.
In case of black-out, all engine room staff should maintain calm and restore back ship as
per checklist.
Personal individual computer files are not considered good practice to keep for
unplanned work or maintenance histories. Apart from your handover notes ALL
maintenance details are to be kept in Ship Palm. Likewise, any common files should be
kept on shared drives only and not on your personal desktop. On your desktop create a
shortcut to the specific file in the shared drive.

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