ENGINE ROOM MANUAL

7/30/2019 ENGINE ROOM MANUAL

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UK P&I CLUB NOVEMBER 1996

ENGINE ROOM WATCHKEEPING MANUAL SECTION 1

TECHNICAL

ENGINE ROOM WATCHKEEPING MANUAL SECTION 1....................................1

TECHNICAL......................................................................................................................1

ENGINE ROOM WATCHKEEPING MANUAL ENG-SEC1.DOC PAGE 1


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INTRODUCTION.............................................................................................................................41.1 RESPONSIBILITIES.................................................................................................................5

1.1.1 Chief Engineer................................................................................................................5

1.1.2 Second Engineer/1st Assistant Engineer......................................................................51.1.3 Communications with the Company ..........................................................................5

1.1.4 Discipline.........................................................................................................................5

1.1.5 Reports - Officers and Ratings......................................................................................61.1.6 Repairs.............................................................................................................................61.1.7 Speed and Fuel Consumption........................................................................................61.1.8 Freshwater.......................................................................................................................61.1.9 Joining and Leaving.......................................................................................................61.1.10 Inspections.....................................................................................................................61.1.11 Engine Room Log Books..............................................................................................61.1.12 Reports...........................................................................................................................71.1.13 Fire and Safety Regulations.........................................................................................71.1.14 Allocation of Watchkeeping Duties.............................................................................81.1.15 Accident Prevention.....................................................................................................8

1.1.16 Duty Engineer - Responsibilities.................................................................................81.1.17 Officers - Responsibilities............................................................................................81.1.18 Periodically Unattended Machinery Spaces (UMS)..................................................91.1.19 Handover: Duty of Responsibility...............................................................................91.1.20 Pollution Prevention Control......................................................................................9

1.2 CARE OF MACHINERY AND VESSEL................................................................................9

1.2.1 General............................................................................................................................91.2.2 Alarms............................................................................................................................10

1.2.3 Operation of Machinery in an Emergency.................................................................101.2.4 Planned Maintenance Systems....................................................................................10

1.2.5 Critical Equipment and Systems.................................................................................10

1.2.6 Specialised Equipment.................................................................................................121.2.7 Deck Maintenance........................................................................................................121.2.8 Engine Maintenance.....................................................................................................121.2.9 Electrical Maintenance................................................................................................121.2.10 Reliability of Equipment............................................................................................121.2.11 Main Engine Trials.....................................................................................................121.2.12 Lubricating Oils..........................................................................................................131.2.13 Electrical Installation.................................................................................................131.2.14 Auxiliary Machinery..................................................................................................141.2.15 Boilers..........................................................................................................................141.2.16 Emergency Steering Gear..........................................................................................14

1.2.17 Continuous Survey of Machinery.............................................................................141.2.18 Stern Tubes.................................................................................................................151.2.19 Indicator Cards and Condition Monitoring............................................................151.2.20 Vibration Monitoring.................................................................................................15

1.2.21 Testing of Hold/Bilge Suction Lines.........................................................................151.3 BREAKDOWN MAINTENANCE..........................................................................................16

1.4 UPGRADING............................................................................................................................161.5 MODIFICATIONS...................................................................................................................16

1.6 MONITORING.........................................................................................................................161.7 CONTINUOUS SURVEY OF MACHINERY (CSM)..........................................................171.8 STATUTORY/FLAG SURVEYS AND CLASSIFICATION...............................................17

1.9 COMPANY REPORTS............................................................................................................171.10 ON BOARD INSPECTIONS.................................................................................................181.11 CHARTERERS INSPECTIONS...........................................................................................181.12 DOCUMENTATION..............................................................................................................18



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1.13 SUB-CONTRACTORS..........................................................................................................181.14 PREVENTION OF CRANKCASE EXPLOSIONS............................................................191.15 OPERATIONAL INFORMATION......................................................................................19

1.15.1 Valves - General..........................................................................................................191.15.2 Stops - Scheduled and Unscheduled.........................................................................19

1.15.3 Emergencies................................................................................................................19

1.15.4 Alteration of Speed.....................................................................................................201.15.5 Starting Aids...............................................................................................................201.15.6 Heavy Fuel Oil............................................................................................................20

1.16 REPAIRS AND DRY DOCKING.........................................................................................201.16.1 General........................................................................................................................201.16.2 Inspection and Verification.......................................................................................211.16.3 Reporting.....................................................................................................................221.16.4 Alterations of Fittings.................................................................................................221.16.5 Supervision of Repairs...............................................................................................221.16.6 Dry Docking................................................................................................................221.16.7 Dry Dock Inspection...................................................................................................22

1.16.8 Gas Free Certificate....................................................................................................231.16.9 Boiler Blow Down.......................................................................................................231.16.10 Undocking.................................................................................................................231.16.11 Repairs in service......................................................................................................231.16.12 Repair Lists and Advice of Defects ........................................................................231.16.13 Major Spare Gear.....................................................................................................23

1.17 BUNKERS AND BUNKERING............................................................................................231.17.1 Liaison.........................................................................................................................23

1.17.2 Bunkers - Safety Margin............................................................................................241.17.3 Specification................................................................................................................24

1.17.4 Blending.......................................................................................................................24

1.17.5 Bunkering Procedures................................................................................................241.17.6 Samples........................................................................................................................251.17.7 Fuel Quality Testing Programme..............................................................................251.17.8 Pollution Prevention...................................................................................................251.17.9 Microbiological Degradation.....................................................................................25

1.18 TANK/HOLD INSPECTIONS..............................................................................................251.19 UNSCHEDULED INSPECTIONS........................................................................................261.20 TESTING OF EQUIPMENT.................................................................................................26

1.20.1 Machinery Alarms and Shutdown Devices..............................................................261.20.2 Smoke/Fire Detection and Alarm Systems...............................................................261.20.3 Fixed and Portable Gas Detection Equipment........................................................26

1.20.4 Gauges and Tools........................................................................................................261.21 OPERATIONAL GUIDANCE FOR DUTY ENGINEERS................................................27

1.21.1 Introduction................................................................................................................271.21.2 Engineering Watch Underway..................................................................................27

1.21.3 Taking Over the Watch.............................................................................................281.21.4 Periodic Checks of Machinery...................................................................................28

1.21.5 Engine Room Log.......................................................................................................281.22 PREVENTIVE AND REPAIR MAINTENANCE...............................................................28

1.23 BRIDGE NOTIFICATION....................................................................................................291.23.1 Navigation in Congested Waters...............................................................................291.23.2 Navigation During Restricted Visibility...................................................................29

1.24 CALLING THE CHIEF ENGINEER...................................................................................291.25 WATCHKEEPING PERSONNEL.......................................................................................291.26 ENGINEERING WATCH AT AN UNSHELTERED ANCHORAGE.............................301.27 ENGINEERING WATCH IN PORT....................................................................................30



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1.27.1 Watch Arrangements.................................................................................................30

INTRODUCTION

The instructions, guidelines and allocation of responsibilities, as set out in this section are intended

to ensure that the Company's managed vessels are maintained to a uniform standard and that soundengineering practice is applied.



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1.1 RESPONSIBILITIES

The C/E shall keep the Master advised of all matters relating to E/R staff, the technical maintenanceof the vessel and the operational state of equipment under his control.

The C/E and the Master are to come to a clear understanding on the procedures to be adopted andfollowed for engine manoeuvres in circumstances of reduced visibility, upon entering confined/pilotage waters, and in the event of sudden emergencies. The following procedures are to bepromulgated in writing and posted on the Bridge and in the Engine Control Room:

Main Engine Failure Controllable Pitch Failure (where applicable) Black Out Collision or Stranding Steering Gear Failure.

1.1.1 Chief EngineerThe Chief Engineer Officer is responsible to the Master and the Company for the following:

a) The technical maintenance of the vessel and all its equipment.

b) The safe operation of all machinery and equipment on board.

c) The administration of the Technical Department.

d) The supervision of all repairs carried out by shore contractors.

Ref the Bridge/Deck Watchkeeping Manual for full details on the Chief Engineer'sresponsibilities together with those of all other ranks (Deck and Engine Room) on board.

The Chief Engineer is required to become conversant with the contents of this section and theapplicable sections of the STCW Regulations.

The provision of this guidance to other Engineer Officers is not a substitute for writtenstanding orders, which shall always be provided by the Chief Engineer to specify his own

particular requirements. Such standing orders should draw the attention of watchkeepingofficers to the guidance laid down in this manual and emphasise those points which are of

special importance to the particular ship.

1.1.2 Second Engineer/1st Assistant Engineer

The Second Engineer/1st Assistant Officer is responsible to the C/E for the efficient runningand maintenance of all technical equipment except Radio and Navigational Aids. In theabsence of the C/E, the 2nd Engineer will deputise for him on all matters.

1.1.3 Communications with the Company

The C/E is to keep the Master advised on all occasions when he wishes to communicatesdirectly with the Company.

1.1.4 DisciplineThe C/E is responsible for the supervision and discipline of all members of his staff and forensuring that they observe all Company Standing Instructions.



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The original of the Engineers Log Book is to be forwarded to the office when completed.

1.1.12 Reports

The following reports are to be completed by the C/E at the frequency as indicated and

forwarded to the FS.

Status reports of major items of machinery and any particular problems encountered orrectified to be forwarded monthly.

The manufacturers "Machinery Operation Report" is to be completed when running at fullspeed in good weather during each passage of more than 24 hours, and at monthly intervalson long voyages. Indicator cards for main engine should be enclosed with each report and

for the auxiliary engines, where possible, about every 2,000 running hours.

"Condition Report, Aux. Eng." ref form TECH/012/CAE to be completed and forwarded at

each cylinder head or major overhaul.

"Report on Bearing Clearances" ref form TECH/011/RBC to be completed and forwardedevery 6 months.

"Report on Crosshead Guide Clearances" ref form TECH/010/CGC to be completed andforwarded every 6 months.

"Piston and Liner Inspection Report" ref form TECH/008/PLI to be completed andforwarded after every inspection.

"Crank Shaft Deflection" ref form TECH/009/CSD to be completed and forwarded every 6months.

Machinery Component Running Hours ref form TECH/019/UCH to be completed andforwarded every 6 months.

Boiler and cooling water logs to be completed and forward (also to the Chemical company)every month ref form Chemical Company Form.

Impressed current log to be completed and forwarded every month ref form System MakersForm.

Electrical Machinery & Equipment megger readings to be completed and forwarded everythree months as per planned maintenance system.

1.1.13 Fire and Safety Regulations

The C/E must endeavour to ensure that all members of his staff are made aware of allCompany, statutory, local authority and installation fire and safety regulations, and that suchlegislations are strictly adhered to.

He is to ensure that all safety equipment assigned to those parts of the vessel under his directcontrol are properly maintained and, in particular, he is also to satisfy himself that lifeboat

engines and emergency electrical and mechanical equipment are at all times ready for use.



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The C/E is also to be actively involved in the vessel's Safety Committee meetings. He is toliaise with the designated officer with regard to checking and maintaining fire protectionequipment throughout the vessel.

1.1.14 Allocation of Watchkeeping Duties

The C/E is to allocate watchkeeping duties to his staff, ensuring that a competent Officer isalways in charge of the machinery spaces. When the vessel is in port the C/E is to ensure thateither himself or the 2nd Engineer/1st Assistant is available at any time. When the vessel isnavigating in pilotage waters, during river transits and at all times as directed by the Master,the Chief Engineer must ensure that sufficient qualified personnel are on duty in the engineroom.

When the vessel is running UMS, any alarms that occur must be answered by either the DutyEngineer or the Chief Engineer if he is not the Duty Engineer. Under no circumstanceswhatsoever is the engine room rating, or any other personnel, authorised to answer any alarmcondition in the engine room.

1.1.15 Accident Prevention

The C/E is to make every effort to promote Accident Prevention on board the vessel. He isto ensure that his staff are fully conversant with the correct operating methods for allmachinery. Particular attention is to be paid to instructing staff in correct procedure forlighting boiler oil fuel burners and opening up any pressure vessel for internal inspection.

The entire engine room staff should be familiar with the relevant sections of the Code of SafeWorking Practices for Merchant Seamen, andthe Company's Safety Manual.

A routine should be established for checking and recording the condition of all hand tools and

portable equipment, particular attention should be given to any electrical connections andcables.

1.1.16 Duty Engineer - Responsibilities

The Duty Engineer is directly responsible to the C/E and has full authority over the safe andeconomic operation of the main and auxiliary machinery during his duty period. Before beingrelieved, the Duty Engineer will complete all entries, as required, in the Engineers Log Book.The relief Duty Engineer will carry out a thorough examination of machinery spaces beforetaking over responsibility for the next duty period.

When the vessel is running UMS, the Duty Engineer is to ensure that all normal Watch-keeping duties are carried out during his period of duty. He is to make a final inspection of allmachinery spaces no earlier than 23.00 hrs and is also to make the final Log Book entries atthis time. The Duty Engineer will not leave the machinery space without ensuring that allalarms are in working order. A check list relevant to the particular engine room, is to becompleted before changing to UMS. The checks are to include function checks of the firedetection system.

1.1.17 Officers - Responsibilities

The Duty Engineer is responsible to the Bridge OOW for:

a) Ensuring that the main engines are running or manoeuvring in accordance withrequirements.



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b) Providing the electrical power necessary for navigational and operational equipment,including steering gear.

1.1.18 Periodically Unattended Machinery Spaces (UMS)

It is the responsibility of the Duty Engineer to notify the C/E of any malfunction or failure of

any item affecting control and/or alarm systems. Upon receiving such information the C/E inconsultation with the Master will then decide if it is necessary to revert to mannedwatchkeeping.

When the vessel is running UMS and it is necessary for a person to enter the machineryspaces alone, he must:

a) Inform the bridge OOW of his presence

b) Report to the bridge OOW by telephone at intervals, not exceeding 20 minutes, orutilise the dead man alarm facility if fitted

c) Inform the bridge OOW on departure from the engine room that the vessel had resumedUMS operation.

1.1.19 Handover: Duty of Responsibility

The Duty Engineer shall not be released from his duties until formally relieved by anotherduty engineer. When handing over to his relief the Duty Engineer shall inform him of allmatters relating to the status of all machinery.

1.1.20 Pollution Prevention Control

Every endeavour must be made to avoid pollution of the atmosphere, seas and inlandwaterways. The provisions of the International Convention(s) for the Prevention of Pollutionof the Sea by Oil shall be complied with. In addition to local port regulations no pollutant isto be discharged overboard without the permission of the Master. Oil record books should bekept fully up to date at all times. Where the MARPOL 73/78 (as amended) limits areexceeded, please refer to Vessel Response Plan (SOPEP) and Oil Record Book Regulations.

Any overboard discharge valve, that if inadvertently opened could result in oil pollution,must be locked closed during the vessel's port stay or when transiting restricted waters.

1.2 CARE OF MACHINERY AND VESSEL

1.2.1 General

The main and auxiliary machinery includes different engines from various manufacturers.Instruction manuals dealing with the correct operation of machinery and equipment etc. aresupplied to each vessel. These manuals, together with the Planned Maintenance Systems,must be used for the satisfactory operation and maintenance of machinery and equipment.

Reference is made to "Machinery Operation Reports" in this section.

The basic schedule for the maintenance programme is the assigned Classification Societystatutory certification and Continuous Machinery Survey (CMS) system.

In addition the Company maintains each vessel in compliance with Charterers' and Owners'written and recorded requirements.

To supplement this, specific items of machinery are maintained on a running hours schedule,based on manufacturers recommendations and operational experience. Maintenance recordsare kept by the Chief Engineerand copies are sent to the FS on a monthly basis.



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Where an Owner's written specification requires a computerised planned maintenance system,the hardware and software are provided as appropriate and the system is maintained on board

by the Chief Engineer accordingly. Status computer disks are sent by the Chief Engineer tothe FS on a monthly basis.

Where applicable, Quarterly or 4 monthly Technical Reports are provided to Owners.

1.2.2 Alarms

All machinery protection devices and alarms must be tested at maximum 3 month intervals.Should any protection device or alarm become defective, the C/E must be advisedimmediately in order that he can decide upon the necessary precautions to be taken until theequipment has been repaired. See checklist of protection devices (C/E Standing

Instructions).

1.2.3 Operation of Machinery in an Emergency

In all vessels the manufacturers instructions regarding the operation of the main machineryunder normal service conditions must be strictly adhered to except under emergencyconditions involving the saving of life or the safety of the vessel. In such cases, entries are to

be made in the relevant log book(s).

1.2.4 Planned Maintenance Systems

The Planned Maintenance Systems are designed to incorporate as many items as possible ofthe vessel's equipment. It is important that maintenance work is kept to the schedule and thatthe required records are properly maintained. The frequencies given for overhauls/inspections are, and can only be, guidelines. The trading pattern of the vessel, climaticconditions and operational circumstances must be carefully considered and, when necessary,frequencies increased to cater for the prevailing conditions. The frequencies quoted shouldtherefore be looked upon as minimums. Vessels which do not have formal plannedmaintenance systems should undertake overhauls and inspections at regular intervals asadvised in the manufacturers' instruction manuals.

1.2.5 Critical Equipment and Systems

The Company have identified the following equipment and systems as being critical in thatshould they fail, may result in a hazardous situation

Systems identified for programmed testing within the planned maintenance system are:

Hull & Cargo Systems

Water tight closuresVentsCargo GearCargo PumpsOil Transfer PipelinesTank Gauging SystemsAtmosphere Monitoring and Testing EquipmentInert Gas System

Hydraulic PipelinesODMEBilge System and Equipment



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Safety

Fire lines, Pumps, Hydrants and HosesFixed Foam SystemFixed Gas Extinguishing SystemBreathing Apparatus and Firemans OutfitsFire Detection and Alarm SystemInternal CommunicationsFire Dampers, Vents and StopsLifeboats, Davits and EquipmentLiferafts, Release System, and EquipmentLifejackets, Lifebuoys, and Flotation AidsInstruction Notices and PlansEpirbs and TranspondersPermit to Work Systems and Personal Safety Equipment

Bridge

Radars/ ArpaSpeed LogNavigation Lights and ShapesShips, Gong and WhistleGyro and RepeatersAuto Pilot and Steering StandRudder IndicatorsSignal LampME Control System and Emergency Stop

Internal Communications EquipmentEcho SounderMagnetic CompassCharts and PublicationsRDFAlarms including UMSStandby/ Backup Equipment and Systems

Radio

Main RadioEmergency RadioEmergency Batteries.EPIRBS & SARTS

Each failure of this equipment or systems is a non conformance. Wherethe failure has been rectified onboard without need to contact this officeand without safety or pollution hazards this is a internal nonconformance on the vessel and need not be reported to this office unlessa specific problem is reoccurring or the Master feels that other vesselsmay benefit from feedback due to this incident e.g. Radar antenna fuse

blowing. Where external help or spares are required in any form or thethreat to safety of the vessel or environment is real, e.g. oil transferpipeline failure, then the vessel must report it to this office as a nonconformance.



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1.2.6 Specialised Equipment

Specialised items of equipment may require maintenance by shore based technicians. In these

circumstances the vessel advises the Company of the requirements and the responsible FSashore makes the necessary arrangements for a suitable technician to attend.

1.2.7 Deck Maintenance

General deck maintenance is ongoing under the supervision of the FS and the day to daysupervision of the Master. A monthly record of work carried out is forwarded to the officeby the Master (and Chief Engineer where appropriate). All maintenance and repairs arerecorded in the vessels filing system and copies forwarded to the Company.

Vessel defects are notified to the responsibleFSby Defect Reports or may be telexed if theoperational capacity of the vessel is effected. These reports are used to assist in the

formulation of a running repair list which forms the basis for riding squad repairs and dockingrepair lists.

1.2.8 Engine Maintenance

Engine and machinery maintenance is an ongoing operation under the supervision of the FSand the day to day supervision of the Chief Engineer. Records of maintenance are forwardedon a monthly basis to the responsible FS.

All maintenance and repairs are recorded in the Vessel's Filing System (VFS) and copiesforwarded to the Company. The Chief Engineers Monthly Report, Voyage Abstract, RunningHours Report and Survey Reports enable the Company to monitor the maintenance progressand take any supportive/corrective action necessary.

1.2.9 Electrical Maintenance

Electrical, navigational and communications equipment are maintained under the day to daysupervision of the Master and Chief Engineer. Status reports are forwarded periodicallywhich include operational efficiency of equipment and insulation test results. All records ofmaintenance and repairs are maintained in the VFS.

1.2.10 Reliability of Equipment

In order to maintain an efficient record of reliability of equipment it is required that reportsshall be made on any operating problems experienced.

1.2.11 Main Engine Trials

Engines must not be turned or trials carried out until the Duty Engineer has confirmed withthe Master that the propeller is clear, moorings are adequate and it is safe to do so.

When preparing the main engine for manoeuvring after the completion of repairs, or after aperiod in port or at anchor, a full turn shall be made observing the open indicator cocks, afterwhich the turning gear will be disengaged, thus ensuring that all moving parts are free andclear of fuel and water prior to further test. Before starting the main engine it must be turned

on air, with the cylinder indicator cocks open.

Steam turbine engines are to be kept up to working temperature by turning the engine at verylow RPM whilst the vessel is stopped. Prior to manoeuvring main steam lines must be



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thoroughly warmed through to prevent water damage or thermal shock damage to theturbine.

1.2.12 Lubricating Oils

Irrespective of the vessel's trading pattern, the Company requires the taking of lubricating oil

samples on a regular basis, as directed by the supplier. The intervals for the taking of thesesamples must not exceed the following:Main Engine: (slow speed) - 3 monthsMain Engine: (medium speed) 2 monthsStern Tube - 6 months

Alternators - 3 monthsME Gearbox (where applicable) 3 monthsC/P Propeller (where applicable) - 3 monthsOther auxiliaries, hydraulic systems etc. 3 months

The samples taken from the main engine and the auxiliary engines must be a representative

sample with the oil in circulation. It is important that all samples are subsequently takenfrom the same location.

The instructions supplied with the sample kit are to be strictly adhered to when the samplesare drawn and sent for analysis. The analysis results will be sent to the Company by theLaboratory. Any abnormalities will immediately be informed to the Chief Engineer.

The stern tube system must be tested monthly for water using the on board test kit and theresults recorded in the ER log book. When receiving large quantities of lubricating oil asample must be drawn and retained on board until the next delivery of lubricating oil has beenreceived on board. The main engine sump must be fully charged as recommended by the

manufacturer.

The main engine lubricating oil must be continuously centrifuged and, when circumstancespermit, the engine charge will be transferred to the renovating tank for heating, settling andsubsequent return to the crank case through the centrifuge. All lubricating oils must beordered through the Company.

Should any contamination be suspected, the oil samples should be landed at the first availableport and the necessary steps taken to prevent machinery damage.

The lub oil purifiers must be continuously monitored and maintained to provide optimumefficiency. The C/E must be vigilant to ensure that the lubrication systems are notcontaminated by water. Masters and Chief Engineers must be aware that machinery damagesresulting from the ingress of water into lubricating systems may not always be covered byunderwriters, especially if it can be proved that the vessel's personnel have been negligent.

1.2.13 Electrical Installation

The number of alternators on load, either at sea or in port depends upon the vessel'soperational and domestic requirements, and must at all times be adequate to ensure the safecontinuity of supply. Under normal circumstances at sea only one alternator should berequired. During idle periods, main and emergency diesel alternators are to be tested weeklyand, where fitted, remote and automatic controls checked.

When the vessel is navigating in narrow waters, entering and leaving port etc., the stand-byalternator must be in use and sharing the load on the main switchboard.



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The vessel's shaft alternators if fitted, must not be used for E/R or domestic loads when thevessel is navigating in pilotage waters or during river transits.

1.2.14 Auxiliary Machinery

In all cases where duplicate units are fitted, the operating time is to be equally shared between

the two units. All automatic changeover devices are to be tested when putting units intoservice and when shutting them down. Shutdowns should be tested at regular intervals.

1.2.15 Boilers

Adjustment of safety valves. It is required that after every survey, the safety valves beadjusted to the correct safe working pressure. This adjustment must be done to thesatisfaction of the surveyor on the first occasion when steam is raised on the boiler. Wherethe firing arrangements are such that normal working pressure of the boiler cannot be attaineduntil the vessel is under way, the safety valves are to be adjusted by the Chief Engineer to thecorrect safe working pressure. This is to be recorded in the vessels log book and theClassification Society and Company informed by telex. The logbook entry must be presented

to the next attending Class Surveyor for verification and to complete the societies records.

The Company issues the following advice:

a) When the boilers are in service:

i) Proper feed treatment should be administered at all times and alkalinity, suspendedsolids, and reserve levels maintained within the required parameters.

ii) The boiler water tests are to be made at least twice weekly and recorded.

iii) Maker's instructions should be followed.

b) During maintenance, routine cleaning and out of service periods:

i) Boilers when not in use should either be kept full of water which is alkaline orcompletely empty and dry and should be maintained in accordance with themanufacturers instructions.

1.2.16 Emergency Steering Gear

The emergency steering gear is to be tested and the vessel steered from the emergencyposition for at least one hour every three months. A suitable entry is to be made in theEngine Room Log Book recording the test, and the OLB (official log book) or deck log.

Instructions for the operation of emergency steering must be posted. Further details on theSOLAS regulations for the testing of steering gear can be found in SOLAS Chapter V -Safety of Navigation. These regulations shall be strictly adhered to and regarded as theminimum requirements.

USA CFRs require additional testing prior to entering US waters in excess of SOLASrequirements.

1.2.17 Continuous Survey of MachineryPlanned Maintenance is carried out by ship's staff and based on the CSM schedule.Additionally, specific items of machinery have running hours recorded and maintenanceschedules are based on manufacturers recommendations, and operational experience.



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It is the responsibility of the C/E to ensure that the CSM cycle is maintained up to date.Where applicable the C/E will arrange to progress the CSM and forward to the Head Office alist of items completed. Originals of Classification Interim Certificates are to be retained on

board, duplicates are to be forwarded to the Company.

1.2.18 Stern Tubes

In vessels fitted with water cooled oil lubricated stern tubes there must always be sufficientwater in the lower after peak, (or stern tube cooling tank), to cover the stern tube beforeusing the main engine.

1.2.19 Indicator Cards and Condition Monitoring

Indicator diagrams from the main engine, where applicable, must be taken as perMachinery Operation Report instructions or as considered necessary by the Chief Engineer tosatisfy himself that the timing and combustion conditions are correct. This information shouldbe forwarded to the Company in the monthly status report.

Vessels with main engines fitted with the facilities for obtaining data for themanufacturers performance program, must forward the relevant data to the Company in themonthly status report. This data must be forwarded more frequently if the C/E has reason tobelieve that poor or reduced performance is suspected.

1.2.20 Vibration Monitoring

On specific vessels portable vibration monitoring equipment is provided in order to assessthe performance of rotating machinery. The manufacturer's instructions provided with theequipment are to be adhered to.

The concept behind the use of this equipment is to identify trends. Therefore the accuratekeeping of records and analysis of previous readings are essential in order to identifychanges in the levels of vibration present in equipment. By this means, costly breakdownsmay be avoided. Conversely routine maintenance may be deferred if the readings takenremain at constant levels.

Where not provided by the Company, the Chief Engineer is to list all major rotating andreciprocating machinery for monitoring.

Three positions on each item of equipment are to be selected and marked with paint.

Tests are carried out on a quarterly basis and the results sent to the FS. The results are usedto supplement the maintenance systems.

1.2.21 Testing of Hold/Bilge Suction Lines

When testing hold bilge and suction lines there is a possibility for water to flood into theengine room. To avoid this possibility the following practice should be adopted when carryingout these tests.

1. Testing of the suctions is to be carried out using practical pumping tests.

2. Leakage tests on the valves are to be carried out by pressurising the main. Conversely,an inspection as to the condition of the valves may be carried out in lieu of a pressuretest, but verification as to the tightness of the valves must be ensured. Hold and ballastsuction lines must not be subjected to a pressure greater than 3 bar during testing.



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Charterers' and Owners' Inspections

Internal Safety Audits

Frequency of Machinery Failure and consequential off-hire periods.

1.7 CONTINUOUS SURVEY OF MACHINERY (CSM)

The Technical Director is responsible for ensuring that approximately 20% of each vessel's CSMitems are credited each year. This is monitored by referring to the Periodical and Annual Listingsreceived from the Classification Society.

1.8 STATUTORY/FLAG SURVEYS AND CLASSIFICATION

Surveys of hull, machinery, electrical and safety equipment are planned and carried out inaccordance with the appropriate rules and regulations.

Certificates and periodical printouts from the vessel's Classification Society provide the necessaryrecords of surveys and the next due date for survey.

Whenever a Planned Maintenance System is in place, it is co-ordinated with Class requirements inorder to avoid duplication of overhauls or inspections. Records are maintained by the ChiefEngineer and the FS in the vessels filing system.

If the Planned Maintenance System has been approved by Class, Continuous Machinery Surveys(excluding crankshafts, crankshaft bearings and pressure vessels) may be carried out by the ChiefEngineer during planned maintenance overhauls, provided the Planned Maintenance System isaudited by Class annually. Records of such maintenance is recorded by the Chief Engineer in the

vessels filing system.

If the Chief Engineer has been given dispensation from Class to undertake Continuous MachinerySurveys, this is taken advantage of whether or not a formal Planned Maintenance System is in placeand is recorded by the FS in the vessels filing system maintained by the Technical Department.

Records of all surveys are kept in the appropriate files on board the vessel. Copies of surveyreports are also kept in the corresponding files in Technical Department for a minimum of 5

years.

Inspections by Port State Control and Flag State may be performed unannounced at any time. In

such cases the Master, Chief Engineer and ship's staff render full co-operation. The aboveinspections take priority over commercial and operational considerations. Summary reports arehanded to the Master and retained in the VFS with copies to the Technical Department for theattention of the FS and MS. Any non-conformities must be corrected immediately. Where this isnot possible due to new equipment/spares being required, the Technical Department are responsiblefor arranging the supply of such equipment in consultation with the FS and MS. The TechnicalDepartment will advise the inspecting authority when all non-conformities are corrected.

The vessel's statutory and trading certificates are retained on board for inspection by Port StateControl/Flag/Class as appropriate.

1.9 COMPANY REPORTS

The Company has a standard set of forms that give positive feed-back on the condition andmaintenance status of the monitoring system and affected equipment. The Technical Director isresponsible for ensuring this reporting system is complied with. A Master checklist of all reports



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is maintained and incoming reports from vessels verified. The FS scrutinises all reports, takes anynecessary action, initials each report before filing by the Fleet Secretary.

1.10 ON BOARD INSPECTIONS

Each vessel is inspected by FS, Technical Director or by a representative appointed by the

Technical Directorat least twice per annum. An inspection report is compiled and signed beforesubmitting to the Masterand theTechnical Director. A copy is made available for the Owners asrequired.

1.11 CHARTERERS INSPECTIONS

The vessel'sFSis responsible for monitoring and recording all charterers, and in the case of tankers,Oil Majors Inspections.

The Master is responsible for advising the Company of all inspections carried out.

Each vessel may be, with the Owner's permission inspected by Charterers. Reports received by the

Company are scrutinised and if deficiencies are noted, the vessel is instructed to take correctiveaction.

The vessel is to report when deficiencies are corrected. The FS and MS are responsible forinforming the inspecting company that all deficiencies are corrected. Should corrective actionrequire a period of time to rectify the FS is to advise the inspecting company of this factimmediately.

1.12 DOCUMENTATION

Records and reports are kept on board in the Company's Vessel Filing System (VFS) and Deck andEngine Log Books.

Where a vessel has a computerised Planned Maintenance System, it is the Chief Engineer'sresponsibility to maintain the computer files and forward copies to the Company.

Copies of all records and reports from the vessel are kept by the Company in the VFS ashore.

In the event that a vessel leaves the Company's management, the VFS will be archived for a periodin accordance with the Records Procedure or until any outstanding insurance claims are settled,whichever is the later and then destroyed.

1.13 SUB-CONTRACTORSWhere a vessel requires assistance from sub-contractors, a quote for the specified work is obtainedwhenever possible and approved by the FS before a purchase order is generated and the workauthorised. If the expenditure is not within the budget or is in excess of limits previously agreedwith the Owner, then the Owner is advised.

It is the responsibility of the Master and/or Chief Engineer to monitor the performance of the workbeing carried out if a member of the shore management is not present.

On completion of the work the Master and Chief Engineer are to sign for the work completed andverify that the hours on the time sheet are correct.

The responsible FS ashore checks the invoice against the work done report/timesheet beforeauthorising payment.



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1.14 PREVENTION OF CRANKCASE EXPLOSIONS

Care must be taken to avoid the conditions that are necessary for a crankcase explosion to occur.

These are normally caused by excessive local over heating of moving parts and/or blowpast in thecase of medium speed engines.

Checking of bearing clearances, crankcase inspections and regular LO analysis will significantlyreduce the chances of a crankcase explosion occurring.

Where vessels are fitted with a mist detector this unit is to be operational at all times. In additionroutine inspection of the crankcase and feeling by hand for any hot spots should be carried out.

Where vessels are fitted with bearing temperature sensors these should be closely monitored andany significant change in temperature investigated.

Should a crankcase overheat the engine should be slowed immediately and stopped as soon aspossible. The LO supply should be maintained and the turning gear engaged and operated.

UNDER NO CIRCUMSTANCES MUST ANY CRANKCASE DOOR BE OPENED UNTIL

THE ENGINE HAS COOLED DOWN. THE ENGINE MUST NOT BE RESTARTEDUNTIL THE CAUSE OF OVERHEATING HAS BEEN IDENTIFIED AND RECTIFIED.

1.15 OPERATIONAL INFORMATION

1.15.1 Valves - General

All valves that are not generally opened or closed frequently must be lubricated and regularlyoperated to ensure that they will operate in an emergency and recorded in the ER log book.

1.15.2 Stops - Scheduled and Unscheduled

Stops at sea, due to scheduled or unscheduled circumstances must be clearly defined in theDeck and Engine Room Log Books. Included in unscheduled stops will be any delays thatinterrupt cargo operations or cause delays during the period from End of Passage arrival toFull Away departure.

Where vessels are on charter, the charter party clauses must be fully understood in relation tostops and the possible resultant off hire.

1.15.3 Emergencies

The following circumstances constitute an emergency requiring immediate action:

a) Fire or flooding in any space or compartment.

b) Difficulty in complying with orders received from the Bridge.

c) Difficulty in complying with instructions or standing orders for the proper operation ofmachinery.

In any one of the above circumstances the Duty Engineer must immediately inform the OOWon the Bridge and the C/E. The Duty Engineer should not hesitate before taking immediate

action to prevent an emergency situation deteriorating.



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1.15.4 Alteration of Speed

Any alteration to the operational speed of the vessel must be agreed between the Master andthe C/E. If this conflicts with the instructions received from the Company or Charterer thenthe reasons for the alteration must be communicated to the Company, with full detailsrecorded in the Deck and Engine Room Log Books.

The Duty Engineer must not alter the vessel's speed (pitch or rpm, as applicable) withoutinforming the OOW on the Bridge beforehand, unless it is in response to orders direct fromthe Bridge or if exceptional circumstances in the engine room call for emergency action.

1.15.5 Starting Aids

All persons concerned with the operation of diesel engines are advised to bear in mind thedangers that can arise from the use of volatile low flash point starting fluids in engines,

particularly those which are started by admission of compressed air to the cylinders.

Regardless of the engine starting arrangements such fluids should always be used in

accordance with the makers instructions but never at the same time as cylinder or manifoldheater plugs are being used or when the engine is hot.

1.15.6 Heavy Fuel Oil

Particular attention is drawn to the makers operation instructions for engines designed tooperate constantly on heavy fuel oil. The engine manufacturer's instructions must be observedwith all engines when changing from heavy fuel oil to diesel oil operation.

1.16 REPAIRS AND DRY DOCKING

1.16.1 General

Prior to carrying out major repairs and/or drydocking the ship, there are a number ofconsiderations to bear in mind as outlined in the following paragraphs.

The Company is responsible for ensuring that each vessel is drydocked in accordance withClassification Societies rules. Special circumstances may occur that require the scheduleddocking to be brought forward or deferred. In this case the Company advises the vessel'sOwner and makes the necessary arrangements.

Major refits may be required as a result of unforeseen damage, changes to International Rulesand Regulations, or major modifications required by the vessel's Owner.

AnAdvice of Defectsystem of reporting is maintained. Each vessel's Master/Chief Engineerreports, as necessary, any defects or repairs for inclusion in the docking specification.

Each vessel'sFSprepares a full docking specification against information obtained from:

Classification Society requirements Owners requirements Inspection reports Planned maintenance reports Advice of defects report Incident/damage reports

Masters/Chief Engineers reports Changes in legislation, National, Port State and International.



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The docking/refit specification contains advice on the vessel's date of availability and definesthe work to be covered in the following areas:

General services Drydocking Hull preparation

Painting Steel repairs/renewals Deck repairs Engine repairs Electrical repairs Accommodation repairs Outside contractors Surveys.

The completed specification is checked for accuracy and detail and then presented to theTechnical Directorfor authorisation.

If required, a copy is forwarded to the vessel's Owner.

Once the quotation is approved by Technical Directorthe authorised specification is tenderedto several company approved shipyards for quotation.

A comparison summary containing all anticipated expenditure, authorised by the TechnicalDirector, with the Company recommended yard is forwarded to the vessel's Owner forauthorisation.

On receipt of the Owner's written approval, the contract is awarded by the Technical

Director or his designated FSto the selected yard.

The vessel is advised of the selected yard and the Master is sent an approved specification.The vessel's Underwriters and Class are informed of the selected yard and the dockingschedule.

1.16.2 Inspection and Verification

All drydocking/major refits are attended by at least one Company superintendent and/or arepresentative nominated by the Technical Director.

In conjunction with the Company representative, the vessel's Senior Officers monitor thework carried out on board for compliance with the repair specification.

The progress of the docking/repair is monitored at a daily meeting attended by both companyrepresentatives and responsible shipyard personnel. This meeting ensures that resources areallocated in the most effective manner to enable completion of the docking/repair within timeand budgetary limits.

All maintenance work carried out by ships staff or sub-contractors is recorded in the VFS onboard and by the Company.

Additional work, not included in the original specification, is only approved by the attendingFS



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1.16.3 Reporting

The attending FS forwards progress/status reports, in writing, to the Company and ownersas required by the Technical Director.

On completion of the docking a full drydock repair report is prepared. This report isforwarded to the Owner and copies kept in the VFS on board and by the Company.

A drydocking/repair analysis form is prepared and forwarded to the owner if required andkept in the VFS on board and by the Company.

1.16.4 Alterations of Fittings

No structural alterations to the vessel or her fittings, including the re-locating of safetyequipment, shall be made without the sanction of the Company. Should this sanction beobtained then the Master and the Chief Engineer must ensure that the appropriate drawingson board are correctly amended. Copies of amended drawings must be forwarded to theCompany with all changes highlighted in order for the office copies of the same drawings to

be similarly amended.

Stability information must reflect any substantial changes BEFORE the vessel leaves the shipyard or repair berth. The Master and the C/E must liaise with the Company on this matter asa matter of extreme importance. Additional steelwork may result in the requirement for aninclining experiment to be carried out.

1.16.5 Supervision of Repairs

It is usual for all work in connection with the dry docking, repair and upkeep of the ship to becarried out under the supervision of the vessel's FS. Additions to the original specificationshall not be put in hand without the permission of the FS or the Company. It is the

responsibility of the vessel's staff to thoroughly test and prove satisfactory all repairs and forquality control and report any defects to the FS. Regular meetings between the vessel's seniorofficers, superintendent and repairer are held to monitor work progress and discuss difficultiesand work schedule.

1.16.6 Dry Docking

Before entry into drydock, the C/E is responsible for ensuring that the bilge wells and engineroom tank tops are dry and that all double bottom tank lids are in place and secured. Fire

pumps, sanitary pumps and sewage unit pumps are to be isolated when the vessel is drydocked and the shore fire main has been connected.

Before the vessel enters dry dock the C/E and C/O must discuss and decide upon thedistribution of both ballast and bunkers to obtain the correct docking condition and thus avoidundue stress to the hull when the vessel takes the blocks. Records of the draft forward andaft, and the ullages or dips of water or oil in double bottom tanks, peaks, cofferdams and

bunker compartments, must be entered on theDry Dock Reportandin the E/R and Deck LogBooks.

1.16.7 Dry Dock Inspection

When the dock is dry, the outside and bottom of the hull, propeller, rudder etc. must beinspected by the Master, Chief Engineer and the Company's representative to ascertain the

condition and if any damage has been sustained since the previous docking.



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1.16.8 Gas Free Certificate

During repair periods no space is to be considered Gas Free unless a gas free certificate hasbeen obtained and maintained. The certificate must state whether the space is gas free forhot-work or entry only.

1.16.9 Boiler Blow DownWhen it is necessary to steam a boiler during dry dockings the blow down valves and cocksmust be secured to prevent accidental discharge into the dry dock.

1.16.10 Undocking

Prior to flooding the dock the C/E and Master will satisfy themselves that all drain plugs areproperly fitted and that all sea valves are shut. All such plugs should be held by C/O whilstremoved. Distribution of weight and trim of the ship must be the same on leaving dry dock ason entering. Special sanction must be obtained from the FSin charge of repairs and from theDocking Authorities for any departure from this instruction.

The C/E is to station Officers to inspect all sea connections and hull repairs while the drydock is being flooded. Flooding is to be stopped before the vessel lifts off the blocks and afull examination is to be carried out to ensure that the vessel is watertight.

1.16.11 Repairs in service

When essential repairs are required, the Company must be informed by telex or cable givingthe nature of the work to be undertaken, the time required, likely delays to vessel.

Under no circumstances must repairs be initiated without the prior consent of the Company.

1.16.12 Repair Lists and Advice of DefectsThe Chief Engineer is to continually advise the Fleet Superintendent, of all outstanding repairitems. There items will form the basis of a drydock repair specification for the vessel andmust be noted on the appropriate company form.

Whenever goods are landed for repair, shipment or storing the Company must be advised onthe appropriate company form.

1.16.13 Major Spare Gear

Many of our vessels carry major items of spare gear such as tailshafts, thrust bearings,tailshaft coupling bolts, main engine studs and main and cross head bearings. Much of thisequipment, particularly the latter, is susceptible to corrosion on the machined portion.

This equipment is extremely valuable. To ensure readiness, equipment should be adequatelyprotected from the elements and the bearing surfaces cushioned on lead. The use of sackingand canvas should be avoided as this tends to attract dampness when the oil/grease level fallsand pockets of moisture form which then cause pitting.

1.17 BUNKERS AND BUNKERING

Prior to bunkering the vessel, there are a number of considerations to bear in mind as outlined in thefollowing paragraphs.

1.17.1 Liaison

The C/E will liaise closely with the Master to ensure that sufficient bunkers and lubricatingoils are on board to meet operational requirements in accordance with general instructions. A



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daily log entry is to be made showing the bunkers and lubricating oils remaining on board. Allbunker receipts are to be signed by the Chief Engineer.

1.17.2 Bunkers - Safety Margin

The Master must ensure that the quantity of bunkers stemmed is sufficient to enable the vessel

to arrive at the next bunkering port with an adequate safe margin of usable oil. Although theMaster should consider the relative bunker costs and other commercial factors involved, hemust consider all aspects of the vessels minimum stability requirements, the weather prospectsand ensure a minimum safe margin. Normally this would be 5 days fuel oil and 7 days dieseloil where used for aux. engines.

1.17.3 Specification

Prior to commencement of bunkering the Chief Engineer must obtain from the supplier aspecification of the fuel being supplied to ensure that this fully meets with the enginemanufacturers' limitations on fuel quality. The Company should be advised immediately if thisspecification is unacceptable. Bunkers should not be accepted without further authorisation.

1.17.4 Blending

Fuel oils are generally blends of different grades of oil. These oils will separate out if left intanks for long periods. Bunkers should not be shipped unless they have been blended ashoreand under no circumstances shall they be shipped in separate parcels and mixed in the vessels

bunker tanks. When bunkering ex-barge it is important to ascertain that any blending hasbeen carried out ashore before shipment.

1.17.5 Bunkering Procedures

The C/E must ensure that all personnel engaged in bunkering operations are thoroughly

familiar with the vessel's bunkering arrangements including air pipes, valves and soundingpipes. Prior to commencement of bunkering all pipework, air vent pipes and flame screensmust be examined to ascertain that air and gas can escape freely. Unused connections must

be properly blanked with all bolts fitted. Blanks must be refitted to the bunker connectionbeing used immediately on completion of bunkering operations.

It is important that bunker tanks are free of water before taking bunkers.

New bunkers should as far as possible be segregated from bunkers remaining on board andnot used until an analysis has confirmed that they are acceptable.

Bunkering procedures with a fuel pipeline plan must be permanently displayed at thebunkering station and ECR. The procedures must clearly state who is in charge of theoperations and the communications procedures that are to be adopted. Emergency stopinstructions are to be clearly stated.

Before bunkering operations can be allowed to begin, the C/E must ensure that the quantity to bedelivered can be safely received by the vessel and that the pumping rate (tonnes/hour) is agreedwith the supplier. All measuring equipment to be used throughout the operation must bechecked for accuracy prior to commencement.

The C/E must ensure that continuous supervision by Officers is maintained during the bunkering

operation. and the C/E must ensure by careful ullaging/sounding, that the specified quantity hasbeen received.

The bunker manifold must be attended at all times during the operation.



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Heavy and diesel bunkering must not be carried out concurrently and no internal transfers ofheavy or diesel should take place during bunkering operations.

1.17.6 Samples

Sealed samples drawn off during bunkering in the presence of the C/E must be retained onboard for a period of twelve months. If samples are not delivered on board, the Companymust be advised.

1.17.7 Fuel Quality Testing Programme

Unless otherwise advised all Vessels are entered in a Fuel Quality Testing Programme.

Samples drawn off during bunkering in the presence of the supplier's representative should besent off without delay.

Samples must be taken by the continuous drip method throughout the whole bunkering

operation. Batch samples cannot be considered as being representative samples.

1.17.8 Pollution Prevention

Every precaution to prevent spillage must be taken and the C/E must be in attendancethroughout bunkering operations and during any transfer of bunkers. Pollution preventionmeasures must be taken.

Should weather conditions develop or be likely to develop into an electrical storm bunkeringoperations should be stopped, tank openings and valves should be closed. It should be notedthat this instruction applies to all vessels.

Oil spill equipment must be deployed before operations commence. The Company requiresthat all manifold and airpipe containment should be plugged and clearly marked with thecapacity of the saveall in US barrels.

The above procedure is also to be followed when transferring sludge ashore.

1.17.9 Microbiological Degradation

Care must be taken to prevent occurrence for fuels and LO's, particularly those that are likelyto remain unconsumed for a prolonged period.

Seawater is the primary source of the microbes, therefore it is essential to check that bulkstorage tanks are clean and dry.

1.18 TANK/HOLD INSPECTIONS

The Master is to inspect cargo tanks and fuel oil tanks at least every 2 years. All other holds,tanks and enclosed spaces are to be inspected at least onceper year.

When carrying out inspections Masters of bulk carriers should carry out the following procedure:

After discharge the following specific hold checks should be carried out.

1. Toe or root of lower bracket connection to hopper tanks.

2. Toe or root of upper bracket connection to topside tanks.



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3. Welded attachment of frames to ship's shell and to brackets.

4. Deformation of frames and brackets

Special attention should be paid to the forward two holds and to the aftermost hold.

1.19 UNSCHEDULED INSPECTIONS

The Technical Director will ensure that the FS directly responsible for the vessel visits the vesselat least twice per year and formulates full reports which are evaluated by the Technical Director.

1.20 TESTING OF EQUIPMENT

1.20.1 Machinery Alarms and Shutdown Devices

It is the responsibility of the Chief Engineer to ensure that machinery alarms and emergencyshutdown devices are at all times functional.

Dates and results of last test/simulation should be recorded in the alarm checklist as submittedto the classification society. Details of any alarm or device found to be faulty should beentered in the engine room log book.

All primary equipment used in the above procedure shall be subject to a check as to its fitnessfor purpose.

1.20.2 Smoke/Fire Detection and Alarm Systems

It is the responsibility of the Master to ensure that the smoke and fire detection and alarmsystems are tested in accordance with makers instructions.

Records of tests and results are kept in the Solas Maintenance Record book.

1.20.3 Fixed and Portable Gas Detection Equipment

Fixed O2 Meter For IG SystemThe Chief Engineer is responsible for ensuring that prior to using the I.G. system the fixed O2meter is calibrated using span gas. The results are to be recorded in the E.R. log book.

Portable Gas Detection EquipmentThe Chief Officer is responsible for ensuring that portable gas analysers are tested before useand at least once per month. The results of tests using the appropriate span gas in accordance

with the manufacturers instructions are kept.

1.20.4 Gauges and Tools

The Chief Engineer is responsible for ensuring that all critical pressure gauges (excludingthose covered by classification CSM) are checked annually. Where a deadweight tester is on

board this may be used for the testing of pressure gauges but must itself be checked ashoreannually.

Torque wenches are to be sent ashore annually for accuracy checks.

All micrometers, verniers and dial gauges should be tested prior to use by the means of slipand thickness gauges and at least once per year the results of these tests should be recorded.



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The Chief Engineer should notify the FS in good time when equipment requires to be sentashore for accuracy checks.

1.21 OPERATIONAL GUIDANCE FOR DUTY ENGINEERS

1.21.1 Introduction

The Chief Engineer shall supplement this operational guidance with written instructions/standing orders as appropriate. This section contains operational guidance for EngineerOfficers in charge of a watch (Duty Engineer)

Every Duty Engineer must appreciate that efficient performance of his duties is necessary inthe interest of the safety of life and property at sea and the prevention of pollution of themarine environment.

1.21.2 Engineering Watch Underway

GeneralThe Duty Engineer is the Chief Engineer's representative and his primary responsibility, at alltimes, is the safe and efficient operation and upkeep of machinery affecting the safe operationof the ship. He should ensure that at all times Bridge orders relating to changes in speed ordirection of operation are immediately implemented.

The Duty Engineer shall ensure that the established watchkeeping arrangements aremaintained. Under his general direction, engine room ratings, if forming part of the watch,should assist in the safe and efficient operation of the propulsion machinery and auxiliaryequipment.

The Duty Engineer should keep the main propulsion plant and auxiliary systems underconstant supervision until properly relieved. He should also ensure that adequate tours of themachinery and steering gear spaces are made for the purpose of observing and reportingequipment malfunctions or breakdowns, performing or directing routine adjustments, requiredupkeep and any other necessary tasks.

The Duty Engineer should take all action necessary to contain the effects of damage resultingfrom equipment breakdown, fire, flooding, rupture, collision, stranding, or other cause.

The Duty Engineer should ensure that all members of the watch are familiar with the number,location and types of fire-fighting equipment and damage control gear, their use and thevarious safety precautions to be observed.

The Duty Engineer should be aware of potential hazards in the machinery spaces which couldcause injury, and be able to administer first aid.

The Duty Engineer should continue to be responsible for machinery space operations despitethe presence of the Chief Engineer in the machinery spaces, until the Chief Engineer informshim specifically that he has assumed that responsibility and this is mutually understood.

The Duty Engineer should direct any other member of the watch to inform him of potentiallyhazardous conditions which may adversely affect the machinery and jeopardise the safety oflife or the ship.

The Duty Engineer should ensure that the machinery space watch is supervised and arrangefor substitute personnel in the event of the incapacity of any watch personnel. The watch



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should not leave the machinery spaces unsupervised in a manner which would prevent themanual operation of the engine room plant.

1.21.3 Taking Over the Watch

The Duty Engineer should not hand over the watch to the relieving Duty Engineer if he has

reason to believe that the latter is obviously not capable of carrying out his duties effectively,in which case he should notify the Chief Engineer accordingly.

The relieving Duty Engineer should satisfy himself that the members of his watch areapparently fully capable of performing their duties effectively.

The relieving Duty Engineer should not take over the watch until he has examined the engineroom log and checked that it is in accordance with his own observations.

Prior to taking over the watch the relieving Duty Engineer shall follow any supplementaryorders left by the Chief Engineer.

1.21.4 Periodic Checks of Machinery

It is the responsibility of the Duty Engineer to periodically inspect the machinery in his charge.Such inspection should verify that:

a) Main and auxiliary machinery, control systems, indicating panels and communicationssystems are functioning satisfactorily.

b) Steering system and all associated gear are functioning satisfactorily.

c) Water levels are properly maintained in boilers and heat exchanger equipment.

d) Engine or boiler exhausts indicate good combustion characteristics and soot has beenblown where applicable.

e) Condition of the bilges with respect to water level and contamination is satisfactory.

f) Various piping, including control and machinery systems piping are free from leaks,functioning properly and being adequately maintained; special attention is given to

pressurised oil piping.

1.21.5 Engine Room Log

Before going off duty, the Duty Engineer should ensure that all events related to the main andauxiliary machinery which have occurred during the watch are suitably recorded.

1.22 PREVENTIVE AND REPAIR MAINTENANCE

The Duty Engineer should co-operate with any engineer officer in charge of maintenance workduring the watch to ensure the following are suitably recorded:

a) Isolating and bypassing machinery to be worked on.

b) Adjusting the remaining plant to function adequately and safely during the maintenance

period.



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c) Recording, in the Engine Room log or other suitable document, the equipment worked on andthe personnel involved, the safety steps taken and by whom, for the benefit of relievingengineer officers and for record purposes.

d) Testing and putting into service, where necessary, the repaired machinery or equipment.

The Duty Engineer should ensure that any engine room ratings who perform maintenance duties areavailable to assist in the manual operation of machinery in the event of automatic equipment failure.

1.23 BRIDGE NOTIFICATION

The Duty Engineer shall bear in mind that changes in speed, resulting from machinery malfunctionor loss of steering, may imperil the safety of the ship and life at sea. The Bridge should beimmediately notified of impending actions in machinery spaces that may cause a reduction in ship'sspeed, imminent steering failure, stoppage of the ship's propulsion system or any alternation in thegeneration of electric power or similar threat to safety. This notification, where possible, should beaccomplished before changes are made, in order to afford the Bridge the maximum available time to

take whatever actions are possible to avoid a potential marine casualty.

1.23.1 Navigation in Congested Waters

When navigating in confined or congested waters the Duty Engineer should ensure that allmachinery involved with the manoeuvring of the ship can immediately be placed in manualmodes of operation . The Duty Engineer should also ensure that an adequate reserve of

power is available for steering and other manoeuvring requirements. Emergency steering andother auxiliary equipment should be ready for immediate operation.

1.23.2 Navigation During Restricted Visibility

The Duty Engineer should ensure a permanent supply of air pressure for fog sound signals.He should be ready to respond to any bridge orders and should ensure, in addition, thatauxiliary machinery used for manoeuvring is readily available.

1.24 CALLING THE CHIEF ENGINEER

The Duty Engineer should notify the Chief Engineer without delay, in the following circumstances:

i) When engine damage or malfunctions occur which in his opinion are such as to endanger thesafe operation of the ship.

ii) When malfunctions occur which in his opinion may cause damage or breakdown of propulsion

machinery, auxiliary machinery or monitoring and governing systems.

iii) In emergencies or in situations when he is in doubt as to what decision or measures to take.

iv) In other circumstances as required in the Chief Engineers standing orders.

Despite the requirement to notify the Chief Engineer in the foregoing circumstances, the DutyEngineer should in addition not hesitate to take immediate action for the safety of the ship, itsmachinery and crew.

1.25 WATCHKEEPING PERSONNEL

The Duty Engineer should give the watchkeeping personnel all appropriate instructions andinformation which will ensure the keeping of a safe watch. Routine machinery upkeep, performedas incidental tasks as a part of keeping a safe watch, should be set up as a part of the watch routine.Repairs and maintenance involving to electrical, mechanical, hydraulic, pneumatic or applicable



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electronic equipment throughout the ship should be performed with the cognisance of the DutyEngineer and the Chief Engineer. These repairs shall be recorded.

1.26 ENGINEERING WATCH AT AN UNSHELTERED ANCHORAGE

When the ship is at anchor in an open roadstead or any other virtually 'at sea' condition, the Duty

Engineer shall ensure that:

a) An efficient watch is kept.

b) Periodic inspection is made of all operating and stand-by machinery.

c) Main and auxiliary machinery is maintained in a state of readiness in accordance with ordersfrom the Bridge.

d) Measures are taken to protect the environment from pollution by the ship and that applicablepollution regulations are complied with.

e) All damage control and fire-fighting systems are in readiness.

1.27 ENGINEERING WATCH IN PORT

This section applies to a ship in service while in port, safely moored or safely at anchor and relatesto the requirements for watchkeeping by Engineer Officers during these periods. Particularrequirements may be necessary for special types of propulsion systems or ancillary equipment andfor ships carrying hazardous, dangerous, toxic or highly flammable materials or other special typesof cargo.

1.27.1 Watch Arrangements

The Chief Engineer of every ship is bound, in consultation with the Master, toensure that the engineering watchkeeping arrangements are adequate to maintain a safeengineering watch while in port. When deciding the composition of the engineering watch,which may include appropriate engine room ratings.

The following points are among those to be taken into account:

a) Type of ship.

b) Type and condition of the machinery.

c) Special modes of operation dictated by weather, ice, confined or shallow water,emergency conditions, damage containment or pollution prevention.

d) Qualifications and experience of the ratings forming part of the watch.

e) Safety of life, ship, cargo, port and the environment.

f) Observance of international, national and local rules.

Under the direction of the Chief Engineer, the Duty Engineer is responsible for inspection andtesting, as required, of all machines and equipment under his responsibility.

The composition of the watch shall, at all times, be adequate to ensure the safe operation ofall machinery related to cargo operation, the safety of the ship, the port and its environment.



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The Duty Engineer while in charge of a watch, should not be assigned or undertake any taskor duty which would interfere with his supervisory duty in respect of the ship's machinerysystem.



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ENGINE ROOM MANUAL

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