maritimeexpert.files.wordpress.com · Web viewThe safety of the crew, ship, cargo and environment...

VESSEL OPERATION MANUAL

OPERATION AND BRIDGE PROCEDURESThe Correspondence shall be in accordance with Transkim Gemi instructions.

3.01.1 General Communications The Ship is equipped with wireless radio telephone, VHF radio, telex systems.Letters and reports are mailed directly or through the Agent in each port of call.

- Urgent messages must be sent the most expedient way.

For urgent messages after office hours call your contact person at home or any other person in Transkim Gemi that you can reach.

- All telexes sent by Transkim Gemi to the ship are consecutively numbered.

Telexes sent by the ship shall be consecutively numbered, starting with 1/98, 2/98 etc., restarting each 1st of January, the first telex to be marked with reference to the last message of the previous year.

By this procedure missing telexes may be easily identified.

- Transkim Gemi Isletmeciligi wishes to stress that whenever a problem is faced, do not hesitate to contact your designated Superintendent or other responsible personnel, day r night, either by telephone, radio or telex.

3.01.2 Voyage instruction Voyage instruction will be forwarded to the Master by the Charterers or Transkim Gemi Isletmeciligi Operations Department or at the commencement of each voyage, containing all necessary information related to next port of call, cargo instructions, Charter Party clauses to be observed, appointed agents etc.

3.01.3 Operation reporting The following reports are in use:- Notice of readiness Company format 401- Voyage summary “ “ 307- Statement of Facts “ “ 408- Port summary “ “ 417- Certificate of cleanliness “ “ 402- Deadfreight claim “ “ 407- Empty Tank Certificate “ “ 403- Letter of Discrepancy “ “ 406- Cargo calculation “ “ 405- Port record “ “ 416- Off Hire report “ “ 418


OPERATION AND BRIDGE PROCEDURES

3.01.4 Agents Agents will normally be appointed by the Charterers. Agents full style will be forwarded to you when appointed. When agents are not appointed by the Charterers, and/or in special circumstances, Agents will be appointed by Transkim Gemi Isletmeciligi.

3.01.5 Bunkers All bunkers will be stemmed by the Charterers or Transkim Gemi Isletmeciligi. The Master shall ensure that the ship is adequately supplied with fuel oil and lubrication oil for the next voyage, with a suitable safe margin.

3.01.6 Cash to Master When cash is required the “Cash to Master” form shall be filled in and transmitted (by telefax) to Transkim Gemi Isletmeciligi Accounting Department, who will take care of further necessary arrangements.See 7.07 Cash to Master and Company Format 706.

3.01.7 Verification The Master shall keep close contact with Transkim Gemi Isletmeciligi, Charterers, Terminal Representatives, Port Authorities and Agents in order to fulfill the obligations of the Charter Party in a safe and efficient manner.

Transkim Gemi Isletmeciligi shall, through planned quality audits verify the adequacy of and adherence to, this procedure.

3.01.8 Documentation Significant information related to the operation of the ship shall be entered in the logbook.

Copies of all reports and correspondence must be kept on file on board.

3.01.9 Updating This procedure is subject to changes caused by new regulations, recommendations or operational requirements.

The Master shall report any disagreement between the procedure and the actual requirements to execute safe and efficient operations.

Proposed changes of the procedure are transmitted by the Master to Transkim Gemi Isletmeciligi for review and processing.



3.02 VESSEL REPORTING AT SEA

3.02 1 Purpose

This procedure describes the reporting precedes to Transkim Gemi Isletmeciligi in connection with departure from and arrival in ports as well as position reports en route. This reporting is in addition to all other reporting required by Charterers, Shippers, etc.

NB! IT IS VERY IMPORTANT THAT POSITION REPORTING IS CARRIED OUT AT THE AGREED TIME AND DAYS. IF A POSITION REPORT IS NOT RECEIVED, A SEARCH PROCEDURE WILL AUTOMATICALLY BE STARTED.

See Office Operation Manual, Chapter 10.50

3.02.2 Ship on Time Charter and/or not operated by Transkim Gemi Isletmeciligi

Arrival/departure time, ETA/ETD next ports, to be submitted by telex when embarking/disembarking pilot.


OPERATION AND BRIDGE PROCEDURESEn route:

- Time GMT, position, changes in ETA, every Monday, Wednesday, Friday and Sunday between 0000 and 1200 hrs. GMT.

- Bunker consumption and speed once a week.

No reporting is required if the voyage is less than 48 hrs.

3.02.3 Ships operated by Transkim Gemi Isletmeciligi in the spot market

Arrival/departure time, cargo discharged/loaded, bunkers onboard, bunkers received, ETA/ETD next ports. Telex to be sent from the ship when embarking disembarking pilot.

En route:- As under 3.02.2.

3.02.4 AMVER

The following reporting to be sent from the ship to the AMVER centre:

1. Report on departure.2. A report of position for every 15-degree change of latitude or

longitude, or every 48 hours if this gives shorter time interval.3. Deviation report in the case of change in the original voyage schedule

or when the observed position is more than 25 miles from the position by dead reckoning.

4. Report of arrival.

3.03 VOYAGE REPORTS AND PORT LOGS

3.03.1 Definitions

The duration of a voyage is defined as the time from the disembarkation of the pilot in the last discharge port, ballast voyage to loading port (s), loaded voyage to discharge port(s) and until disembarkation of pilot in the last discharge port again.

Duration in port is defined as the time from embarkation of pilot until disembarkation of pilot.



3.03.2 Voyage reports

When the vessel is on time-charter and the charterers have their own reporting system, no additional reporting is required to be sent to Transkim Gemi Isletmeciligi. However, copy of the reports being sent to the charterers shall be sent to Transkim Gemi Isletmeciligi.

When the vessel is operating on voyage-charters or if the time-charterers reporting system is not satisfactory, the following reports shall be sent to Transkim Gemi Isletmeciligi after each voyage:

- Engine Report Page 1 Company Format 502- Engine Report Page 2 Company Format 503- Voyage Summary Company Format 307- Deck and Engine Log Company Format 308

Analysis

3.03.3 Port logs/Statement of Facts

When the vessel is on time-charter and the charterers have their own reporting system, no additional reporting is required to be sent to Transkim Gemi Isletmeciligi. However, copy of the report being sent to the charterers shall be sent to Transkim Gemi Isletmeciligi.

When the vessel is operating on voyage charters or if the time-charterers reporting system is not satisfactory, the following reports shall be sent to Transkim Gemi Isletmeciligi after each voyage:

- Port Summary Company Format 417- Statement of Facts Company Format 408

3.03.2 Off Hire

The Off Hire Report, Company Format 418, shall be utilised for reporting off-hire when vessel is operating on a time charter. The report is mainly for off-hire in connection with a drydocking, but may be utilised also for other off hires.

3.04 USCG/OPA 90 DRILLS AND NOTICIATIONS

3.04.1 Purpose and scope

The purpose of this procedure is to establish a system to comply with and record the requirements in U.S. Coast Guard’s Vessel Response Plan.

3.04.2 Responsibility

The Master is responsible for implementing this procedure.

3.04.3 Description



Quarterly drills of the oil pollution prevention system and equipment on board shall be performed as described in U.S. Coast Guard Vessel Response Plan.

Notification shall be given to the Qualified Individual (SMCO Services Inc.) and the Oil Spill Removal Contractor (NRC) as describe in the U.S. Coast Guard Vessel Response Plan.

The drills and notifications shall be recorded in Company format no. 309.

3.10 PASSAGE PLANNING

Purpose and scopeThe purpose of this procedure is to make a plan for the next voyage with regards to courses, way points, charts to be used, objects to be observed, etc..

ResponsibilityThe Navigating officer is responsible for preparation of the passage plan, on the basis of the Master’s instructions and subject to implementation of the plan is the Master’s responsibility.

DescriptionA passage plan shall be prepared for every voyage, short or long, using the Passage Plan, Company format 301.

The Passage Plan shall be made from the berth at departure port to the berth at destination port. When the port of destination is not known or is subsequently altered, the plan shall allow for extensions or amendments of the original plan.

The Passage Plan shall always show the following:

- Positions of way points.- Courses to steer between way points.- Important navigational marks.


OPERATION AND BRIDGE PROCEDURES- Permanent and temporary hazards to navigation such as wrecks, power

cables, shallow water problems (“squat”), with reference to corresponding information in the hydrographic publications/sailingdirections available.

- Bearing and radar range measurements check lines.

FilingPassage Plans are filed in Standard Filing System Box 45, marked “Voyage Planning.

Reference: Company Format no. 301.

3.11 PREPARATION FOR DEPARTURE TO SEA

Purpose and scopeThe purpose of this procedure is to ensure that the vessel is in all respects ready to put to sea.

ResponsibilityThe Master is responsible for implementation of the procedure.

DescriptionThe Navigation Officer is responsible for checking and testing of the various navigation and communication equipment, instruments, and bridge control. He shall complete the check-list to be reviewed by the Master prior to arrival.

The Chief Officer is responsible for the checking of the vessels seaworthiness with regard to cargo condition, draft, appliances on deck, securing of derricks and closing of watertight compartments.He shall report the state of readiness to the Master.

The Chief engineer is responsible for the checking of the vessel’s seaworthiness with regard to readiness of engines, stocks of bunkers, lub. Oils etc., with safe margins for the intended voyage, and securing of tools and spares.He reports the state of readiness to the Master.


OPERATION AND BRIDGE PROCEDURESReferences: Company format no. 302.

FilingFilled in check list to be filed in Standard Filing System Box 45, “Voyage Planning.”

Departure check with PilotOn embarkation the pilot, when advised of the vessel’s manoeuvring characteristics and basic details for it’s present condition of loading (Pilot Card/Tanker Check List), should indicate the route he intends to follow.

The Master shall ascertain that the route is safe, and that the pilot is fullySupported by the ship’s bridge team.See: 3.32 Pilot procedures.

References: Company Formats no. 305 and no. 306.

3.12 FAMILIARISATION WITH BRIDGE EQUIPMENT

Purpose and scopeThe purpose of this procedure is to establish a system for making new joining officers familiar with the navigation and communication equipment on the bridge.

ResponsibilityThe Master is responsibility for implementing this procedure. The new joining officer shall be briefed by the repatriating officer.

DescriptionNew joining officers shall be briefed by the repatriating officers according to the checklist. The check list shall be filled in by the joining officer and signed by him.

FilingSigned check lists shall be filed in Standard Filing System Box 9, “contract, Certificate, Qualification, Performance.”

In addition joining deck officers shall sign “confirmation Sheet” in Chapter 3.14 to confirm that they are familiar with the bridge procedures.




3.13 GUIDELINES FOR WATCHKEEPING OFFICERS AT SEA

Purpose and scopeThe purpose of this procedure is to establish a system for safe navigation of the vessel in strict compliance with Navigational Rules, pertinent laws and regulations.

ResponsibilityThe Master is responsible for implementing this procedure. The officer on watch is the Master’s representative and is responsible to him at all times.

DescriptionThe safety of the crew, ship, cargo and environment is dependent upon the alertness and conduct of those on watch. It is the officer’s duty to ensure that good seamanship is maintained at all times. This is particularly relevant to the keeping of a proper lookout at all times and when circumstances require, have the main engine ready for immediate manoeuvres.

Whenever radars are in use it should be born in mind that small or poor echoes may escape detections.

The officer on watch continues to be responsible for the safe navigation of the vessel, despite the presence of the Master on the bridge, until the Master informs him specifically that he has assumed responsibility. The transfer of responsibility shall be verbally confirmed by the watch officer, and the change to be recorded in the Log-book.



The instructions include the following:

1. Calling the Master The Master must keep the bridge officer advised of his whereabouts at all times when the vessel is at sea. The watch officer must not hesitate to call the Master at any time when in doubt, or when assistance is required.

The Master is to be called before a doubtful situation becomes an emergency, and early enough to ensure that he has sufficient time to analyse the problem.

The Master must be called under the following circumstances:

a) If there is a significant or imminent reductions in visibility.b) If traffic conditions or the movement of other vessels are causing

concern.c) If difficulty is experienced in maintaining course.d) On failure to sight land, a navigation mark or to obtain soundings by

the unexpected time.e) If land or navigation mark is sighted or a change in sounds occurs

unexpectedly.f) On the breakdown of engines, steering gear or navigation equipment,

or if any doubt exists with regard to the accuracy of such equipment.g) If a change in weather conditions constitutes a hazard to the vessel.

h) Upon receipt of distress call.

i) In any other situation where the officer of the watch is in doubt, or require assistance.

Notwithstanding the requirements to notify the master immediately in the foregoing circumstances, the officer of the watch must, in addition, not hesitate to take immediate action to secure the safety of the vessel where circumstances so require.

2. Instructions

The officer on watch shall carry out his duties according to Transkim Gemi Isletmeciligi standing order, and the Master’s orders given verbally or in writing. The Master shall determine the courses to be made good and shall instruct the watch officer accordingly.

The standing orders shall be signed by each officer before taking his first watch on the vessel to signify that the officer has ready the standing orders and is familiar with them.

The Master may add to the standing orders at his discretion. A night order book shall be kept, in which the Master shall enter his orders before turning in. Each officer shall read and sign the night orders before taking over the watch.



3. Look-out

A proper look-out by sighting and hearing to be maintained at all times. There may be circumstances in which the officer on watch can safely be the sole look-out in daylight. However, this practise shall only be followed after the situation has been carefully assessed on each occasion, and it has been established without doubt that it is safe to do so. Full account shall be taken of factors including but not limited to weather conditions, visibility, traffic density and proximity of navigation hazards.

The helmsman cannot, when actually assigned to the wheel, be a look-out.

4. Officer leaving bridge

The officer coming on watch must be sober, fully alert and fit in all respects to take over the watch, including having adjusted to night vision during hours of darkness.

The officer coming on watch shall:a) Examine the chart, checking:

1. Ship’s position, which is to be confirmed by personal observation when possible.

2. Present course and speed.3. Progress of the vessel throughout the previous watch.4. Courses to steer throughout the coming watch and two

two hours thereafter.

5. Navigation marks in sight or expected to be sighted during the watch and two hours thereafter.Navigation marks in sight or expected to be sighted during the watch and two hours thereafter. Navigation marks in sight are to be checked by personal observation using a stopwatch to confirm characteristics of lights.

6. Navigational hazards or potential danger which the ship is expected to pass during the forthcoming watch and the two hours thereafter.

b) Be aware of the total navigational and traffic circumstances, particularly with regards to the closest position of approach (C.P.A.), time to C.P.A. and course and speed of other ships in the vicinity.

c) Read and sign the Master’s Night Order Book or other written

instructions.

d) Familiarise himself with:


OPERATION AND BRIDGE PROCEDURES1. Tides and currents which are to be encountered during the

watch and the two hours thereafter.2. Existing and forecasted weather conditions.3. Prevailing visibility.4. Current radio and other navigational warnings.5. Work on deck which may necessitate action to ensure the safety

of personnel.6. Vessel’s trim and draft and any operations in progress which

may cause a change.7. Vessel’s status with regard to machinery which may affect

speed or ability to manoeuvre.

e) Check the compasses and course recorded as follows:1. Check the steering repeater against the magnetic standard and

steering compasses.2. Check the steering repeater against all other repeaters,

including the course recorder (where applicable), radar and D.F.

3. Check that all the compass courses are as shown on the wheelhouse blackboard/indicator board and in accordance with the track checked on the charts.

When all the foregoing has been completed and the relieving officer is satisfied that he is familiar with the situation and that all is in order, the watch shall be formally relieved by a verbal exchange of gyro and standard compass courses.

The watch is NOT to be relieved during a manoeuvre.

The officer going off watch shall:

a) Never leave the bridge until the watch has been formally relieved.b) After compasses have been checked and the watch officer has been

formally relieved, write up and sign the log, transcribing any appropriate entries from the bellbook.

c) Be sure that the relieving officer is familiar with the situation at the time of relief and is in all respects fit and capable of taking over the watch.

d) Pass all pertinent information to the relieving officer.e) Assist the relieving officer in the required compass checks.

If for any reason the relieving officer refuses to take over the watch, or the officer on watch thinks the relieving officer unfit to safely accept the watch, the Master shall be called immediately. The Master will take appropriate action in such circumstances.

6. Equipment tests


OPERATION AND BRIDGE PROCEDURESThe officer on watch shall be responsible for main tests of whistle, engine telegraph, telephones and general alarm bells at noon each day while vessel is at sea and before entering restricted waters.

The whistle shall not be tested when the presence of other vessels might result in being mistaken for a passing signal.

The navigational lights shall be tested before sunset and regularly between sunset and sunrise.

On vessels fitted with direct bridge control of engine systems, prompt and effective engine response shall be tested prior to entering restricted waters and at any time it is anticipated that manoeuvring control may be needed.

The automatic pilot shall be disengaged and the vessel steered in manual for at least 10 minutes each day. Before entering waters where navigation may required special caution the manual steering system shall be tested, and the result recorded in Log-book.

All shifting from automatic steering to manual steering or vice versa shall be recorded in Log-book.

Vessels fitted with magnetic follow-up steering systems should use them for automatic steering for at least one hour each week, circumstances permitting.

Radars and echo sounders shall be tested once each day.

Standard and gyro compasses shall be compared at the change of the watch at sea and at least once every 30 minutes thereafter, as well as after each change of course.

The compass shall be checked frequently by observation, and the error determined after each change of course, or at least once each watch, if possible, when there is no change in course. Full date regarding each observation shall be entered in the compass observation book.

The error of all compasses and the deviation of the magnetic compasses shall be entered in the deck Log-book, and due allowance shall be made for the courses steered and the application of bearings.

An up-to date deviation table shall be maintained and kept available to the officer on watch.

7. Security patrol


OPERATION AND BRIDGE PROCEDURESThe officer on watch shall have personnel make a security inspection of unfrequented parts of the vessel, as designated by the Master, at intervals of not more than two hours to detect any outbreak of fire or other dangerous condition. The crewmember making the inspection shall report his findings to the officer on watch who shall make an appropriate entry in the deck officers’ logbook. All dangerous conditions to be reported to the Master immediately.

The inspection described in the foregoing is not required during normal working hours or when personnel are up and about the vessel.

8. Assisting Master or Pilot

When the Master has taken bridge command with or without pilot, the officer on watch must assist by being constantly alert and aware of the entire navigational situation and emphasise on controlling:

a) Course as per Master’s/Pilot’s instructions.b) Course followed by helmsman.c) Vessel’s position.In order for this to be accomplished, the planned track must be drawn on the charts or otherwise clearly defined to the watch officer.

FilingNone.Joining deck officers shall sign “Confirmation Sheet” in Chapter 3.14 of this Manual to confirm that the guidelines have been read and understood.

3.20 BASIC WATCH CONDITIONSPurpose and scopeThe purpose of this procedure is to define manning on bridge, instruments, charts, etc to be used during various navigation conditions.ResponsibilityThe Master is responsible for implementing this procedure. The deck officers are responsible that the procedure is followed.DescriptionThe watch conditions given in procedures 3.21 – 3.27, with details, are the basic orders to be followed by the Navigation Officers when carrying out watch at the bridge.The actual “Watch Condition” in force shall be recorded in the Log-book for every watch by entering the initial for the actual “Watch Condition” (A,B, CAnd so forth) in a made-up column on the right side in the Log-book.When changing from one “Watch Condition” to another, the actual time when the change took place shall be recorded in the Log-book in front of the initial (for ex. 1530 C). The various watch conditions are described in the following sections:Watch Condition To be used when

A Navigating in coastal water/traffic separation schemesin clear weather.



B Navigation in coastal waters/traffic separation schemes in fog or poor visibility.

C Navigating in deep sea/ocean passage in fog or poor

visibility.

D Navigating in deep sea/ocean passage in fog or poor visibility.

E Appendix to Watch Conditions A, B, C and D.Navigating in heavy weather or tropical storm area.

Shall be recorded in Log-book as condition AE, BE, CE or DE depending waters/visibility of the vessel.

F Navigating with pilot onboard.

G The vessel is at anchor.

3.21 NAVIGATION IN COASTAL WATERS/TRAFFIC SEPARATION SCHEMES IN CLEAR WEATHER

3.21.1 Manning in daylight- One navigation officer always on the bridge.- One qualified rating on the bridge or at calling range.

3.21.2 Manning at night- One navigation officer always on the bridge.- One qualified deck rating on the bridge wing as lookout.- If required due to heavy traffic, narrow waters, etc., one additional

rating to be called out for steering.

3.21.3 Information to be at hand To be observed - Voyage plan - Way points, course, other information- Relevant charts, updated - Are courses laid out well clear of & with courses laid out. obstructions?- Relevant publications - Fixed lights and other objects for

position fixes.- Tide tables. - Current setting- Ship’s draft - Water depths.

3.21.4 Instruments to be used To be observed - Satellite navigator - Position fixes- Decca navigator- Gyro compass/repeaters. - Observe gyro error once a day.

- Position fix by cross bearings.


OPERATION AND BRIDGE PROCEDURES- Course to be checked frequently.

- Standard compass - Course to be checked with gyro and recorded in log-book.Observe and record compass errors everyCourse change.

- Radio direction finder - Position fix by cross bearings- RDF-error to be observed and recorded

once a day.- Radar - Position fixes.

- Traffic tracking/shoreidentification.

- Echo sounder - Water depths in shallow wate- Navtex - Navigational warnings/weather.

NOTE A. Position fixes to be made and laid out in the charts and recorded in the log book at about. 15 min. intervals by alternate use of the instruments.

B. Do not hesitate to reduce speed in necessary to avoid collision.C. Otherwise, follow standing orders.

3.22 NAVIGATION IN COASTAL WATERS/TRAFFIC SEPARATION SCHEDMES IN FOG OR POOR VISIBILITY

3.22.1 Manning day and night- One navigation officer always on the bridge.- Two qualified ratings to be posted as lookouts, one of them as

helmsman when required.3.22.2 Immediate actions when fog/poor visibility occur :

- Star radar keep radar watch and plot traffic.- Check course and position.- Give fog signal by whistle as per regulation.- Switch on navigation lights.- Call the Master.- Advice engine room and put telegraph on “Stand by”.- Reduce speed if heavy traffic or in doubt of position.- Call out extra crew as indicated in item 1 above.

3.22.3 Information to be at hand To be observed - Passage plan - Way points, danger points,

other relevant information.- Updated charts with - Are courses laid well clear- Courses laid out. Of obstructions?- Plotting sheets.- Traffic separation scheme.- Relevant publications. - Lights and objects visible on

radar for position fixes.- Tide tables. - Current setting.- Ship’s draft. - Water depths.

3.22.4 Instruments to be used To be Observed



- Satellite navigator. - Position fixes.- Decca navigator - Position fixes.- Gyro compass/repeaters. - Check course frequently.- Standard compass - Check course with gyro and

record in the log book.- Radio direction finder - Position fix by cross bearings.- Radar - Position fixes.

Traffic tracking/shoreIdentification.

- Echo sounder - Water depths/passing depthcurves laid out in charts.

- Navtex - Navigational warnings/weather

NOTEA. Position fixes to be made, laid out in the charts and recorded in the

Log-Book at abt. 15 min. intervals by alternate use of the instruments.B. Any further precautions to be decided by the Master.

3.23 NAVIGATION IN DEEP SEA/OCEAN PASSAGE IN CLEAR WEATHER

3.23.1 Manning in daylight - One navigation officer always on the bridge.- One qualified rating at calling range from the bridge.

3.23.2 Manning at night - One navigation officer always on the bridge.- One qualified on the bridge wing.

3.23.3 Information to be at hand To be observed

- Voyage plan - Way points, courses and otherInformations.

- Relevant charts - Are courses laid well clear ofobstructions?

- Relevant publications - Prevailing currents and winds

3.23.4 Instruments to be used To be observed - Satellite navigator - Position fixes as they occur.- Decca navigator - Position fixes when applicable- Gyro compass and - Check course frequently. Repeaters.

- Observe gyro error.- Standard compass - Course to be checked against

gyro and recorded in the Log book.- Check and record compass error

- Radar - To be used at night, and fortraffic tracking if heavy traffic.


OPERATION AND BRIDGE PROCEDURES- Sextants - Observations to get at least one

position fix per day, and to maintain practice.

- Navtex - Navigational warnings/weather.

3.23.5 AMVER The vessel participates in AMVER on ocean passages.The 2nd Officer prepares the AMVER messages.

NOTE A. Radio weather forecast to be obtained from the Radio Officer twice a day.

B. Otherwise, follow standing orders.

3.24 NAVIGATION IN DEEP SEA/OCEAN PASSAGE IN FOG OR POOR VISIBILITY

3.24.1 Manning day and night - One navigation officer always on the bridge.- One qualified rating to be posted on the bridge wing as look-out.-

3.24.2 The following to be done immediately when fog/poor visibility occur - Start up radar, keep radar watch and plot the traffic.- Switch on navigation lights- Give fog signal by whistle as per regulation- Call the Master

3.24.3 Information to be at hand To be observed

- Voyage plan. - Way point, course, other relevant information.

- Relevant charts - Are courses laid out well clearof obstructions?

- Relevant publications - prevailable currents and winds

3.23.4 Instruments to be used To be observed

- Satellite navigator - Position fixes as they occur- Decca navigator - Position fixes as applicable- Gyro compass/repeaters - Check course frequently.- Standard compass - Course to be checked with gyro

and recorded in log-book.- Radar - To be switched on for possible

traffic tracking.


OPERATION AND BRIDGE PROCEDURES- Navtex - Navigational and weather warnings.

3.24.5 AMVER The vessel participates in AMVER on ocean passages.

The 2nd Officer prepares the AMVER messages.

NOTE A. Radio weather forecast to be obtained from the Radio Officer twice a day.B. Otherwise, follow standing orders.

3.25 NAVIGATION IN HEAVY WEATHER OR TROPICAL STORM AREA

NOTE Watch condition “E” is an Appendix to watch conditions A, B, C and D, and should therefore be recorded in the Log book as AE, BE, CE or DE as applicable.

3.251 Watch conditions A, B, C, or D Instruments given in Sections 3.21, 3.22, 3.23 and 3.24 for watch conditions A,B,C and D shall be followed at the time the heavy weather /tropical storm occur, with the following additional guidelines.

3.25.2 Heavy weather precautions When weather forecast or barometer drops predict bad weather, proceed as follows:

- Call out the crew to check the entire ship.- Check all lashings and secure all moveable parts.- Close all ventilation hatches to the forecastle.- Check closing/cementing of pipes to chain lockers.- Shut all weather doors.- Rig safety lines/hand ropes where necessary.

Reduce speed as found necessary.

Course changes due to heavy weather shall always be referred to the Master’s decision.

3.26 NAVIGATION WITH PILOT ON BOARD

NOTE The vessel shall maintain full navigational procedures also when pilot is on board.

3.26.1 Manning


OPERATION AND BRIDGE PROCEDURESManning shall be as stated in Watch condition A (in clear weather) or Watch Condition B (in fog/poor visibility), or as required by Port Regulations or the Pilot.

3.26.2 The following to be at hand To Be observed

- Voyage plan - Information taken from relevantpublications and Port Regulations.

- Relevant updated charts - Navigation marks, danger points anddepths.- Have Pilot confirm route

- Tide tables - Current setting.- Ship’s draft - Water depths.

3.26.3 Instruments to be used To Be observed - Radar - Position fixes by bearing and

distance from fixed objects only.(Buoys may be out of position).

- Gyro compass/repeaters - Check course frequently- Cross bearings by fixed objects only

- Standard compass - Check course with gyro course.- Echo sounder - Check depths.

- Keep echo sounder running frompilot on board until pilot off.- Write on the echo sounder paper theplace/date/time of start and end of recording.

- Navtex - Navigational and weather warnings.- Never to be switched off.

NOTE.A. The Pilot Card to be filled out and given to the Pilot together with Tanker

Check List (for tankers only) and Cargo Stowage Plan.B. Position fixes to be taken with no more than 10 minutes intervals. All position

fixes to be recorded in the Log book.C. Be free to ask the Pilot of whatever comes to your mind regarding the

navigation.

3.27 ANCHORING/ANCHOR WATCH/VESSEL AT ANCHOR

3.27.1 Anchoring procedure The ship may have to anchor on arrival at the destination to await pilot, port clearance or vacate berth.


OPERATION AND BRIDGE PROCEDURESPurposeThis procedure is established to provide proper guidelines related to anchoring in order to maintain a high degree of safety and to ensure that regulations and recommendations in force are followed.

ResponsibilityIt is the responsibility of the Master to implement the procedure and to instruct and supervise his officers accordingly.

Anchor planNormally each port has one or more designated anchorage area, clearly marked in the chart.Areas marked with “Anchorage prohibited” or with cable crossings, rocky bottom, wrecks or other subsea obstructions must be excluded when selecting the anchoring position.The bottom conditions, win direction and speed, seastate, traffic and the positions of other ships at anchor shall be considered when determining the anchoring.

The length of chain required will depend on the water depth and weather conditions.

Under normal conditions the chain should be paid out no less than three times the depth of the water at the designated anchorage.

The ship’s turning radius, i.e. the length of ship and anchor chain, must allow for free passage in all directions to other ships at anchor, and sufficient distance from obstructions above or beneath water. Allowance for minor draft should be in calculated.

AnchoringWhen the ship proceeds to the chosen anchor site it should head against the wind direction/and or current at slow speed and make the following preparations:

- Advise the engine room about the decision to anchor and order the engine stand by for manoeuvring.

- Prepare for anchoring and arrange stand-by on the forecastle.- Check the communication lines between the bridge and the forecastle.- Prepare anchor lights/shapes.

The Master shall inform the Duty Officer on the forecastle which anchor he will be using. The anchor must be run out by the winch, stopped above water surface unless otherwise ordered by the Master, and “taken out of gear” ready to be dropped by regulating the brake.

When the ship is completely stopped at the anchor site, drifting slowly astern by wind and/or current, the anchor and chain is paid out, allowing it to stretch out on seabed, till the required length is out.



The Duty Officer shall order the anchor light/shapes to be hoisted, and report to bridge the amount of shackles paid out and the direction of the chain, till it is completely stretched out ahead and has obtained secure holding power in the seabed.

The Master will order the brake securely fastened when bearings to fixed points ashore confirms that the ship maintain the position at the anchor site.

Weighing anchorWhen orders to proceed into port are received the following preparations must be carried out:

- Make sure water supply valves to hosepipe is open.- Inform the engine room and order water on deck.- Prepare and stand by to weigh anchor.- Check the communication line between the bridge and the forecastle.- Weigh anchor as ordered by the Master and notify when anchor is free

of bottom and above water. Lower the anchor signals, and set navigation lights.

- Secure the anchor and order the water on deck line stopped.

Verification The safe position of the ship is verified by position fixes taken by Duty Officer.

3.27.2 Anchor watch/Vessel at anchor

Manning

- One navigating officer on the bridge. If he must leave the bridge for any reason for a short while, one qualified rating shall take his place.

- One qualified rating shall be within calling range from the bridge or on the bridge itself.

Chart

The relevant chart for the anchorage area shall be at hand, updated with the anchor position laid out.

Keeping position

By radar observations and cross bearings from fixed objects, the anchor position should be checked frequently.



- In rivers or areas where the current is especially strong or the holding ground weak, the following shall be observed:

- Keep engine stand by for start up on short notice.- Check anchor position at least every 10 minutes or as instructed in

Master’s “Night Order Book”.

- If a change in bearings indicates that the vessel is dragging anchor, do not hesitate to:

- Call engine room and order them prepare for start up.- Call the Master.- Call out crew for weighing anchor.

Communication

Always keep listening on VHF channels required/instructed. Answer, if any calls, note calling stations name and call sign, and receive the message. Advise the Master.

In fogCall out extra crew and give signals every 2 minutes by ringing the bell on forecastle and sounding the gong on the poop deck.

If heavy weather occur, the following to be carried out:

- Call engine room and order stand-by for start up.- Call the Master- Call out crew for weighing anchor- Maintain continuous position check- Keep main engine stand-by for star-up on short notice.

Documentation

The anchoring operation and final position shall be entered in the Deck Log Book.

Updating

This procedure is subject to changes caused by new regulations, recommendations or operational requirements.

The Master is requested to report any disagreement between the procedure and the actual requirements to safe anchoring.

Proposed changes of the procedure are transmitted by the Master to the Technical Director for review and processing.



3.30 NIGHT ORDER BOOK

Purpose and scopeThe purpose of this procedure is to advise the navigating officers of which orders from the Master shall be followed during night hours.

ResponsibilityThe Master is responsible for implementing this procedure. The navigating officers are responsible for following the orders in the Night Order Book.

DescriptionA Night Order Book shall be kept at the bridge. The book shall contain Master’s standing orders for the navigating officers to be following during night hours.

Before turning in for the night the Master shall write in the Night Order Book additional orders for the night. If no additional orders, only “Standing Orders Apply” should be stated.

Each officer shall read and sign the night orders before taking over the watch.



3.31 PREPARATION FOR ARRIVAL IN PORT – BRIDGE AND ENGINE

Purpose and scopeThe purpose of this procedure is to ensure that the vessel is in all respects to enter Port.

ResponsibilityThe Master is responsible for the compliance with the procedure.

DescriptionThe Duty Officer and the Duty Engineer shall check the items on the pre-arrival checklist, and present it for the Master’s and Chief Engineer respectively for review and approval.

The Chief Officer shall check all relevant items and preparations for cargo transfer, or gas free-condition as the case may be, and report readiness to enter Port to the Master.

The Chief Engineer shall check the state of engine preparedness, and report readiness to enter Port to the Master.

QualificationOn scheduled routes, calling one or more ports daily, the testing of steering gear and other equipment prior to arrival is considered integral elements of the operation of the ship.

On such routes the testing of equipment and filling in of bridge and engine check-lists is conducted in full once weekly, and the results/findings are noted in the deck-and engine log books.

FilingThe checklist shall be filed in Standard Filing System Box 45, “Voyage Planning”.




3.32 PILOT PROCEDURES

Purpose and scopeThe purpose of this procedure is to prepare information for the Pilot, and to advise the navigating officers of measures to be taken when navigating with Pilot onboard.

ResponsibilityThe Master is responsible for implementing this procedure.

The presence of a pilot on the bridge does not relieve the Master or the officer of the watch of their duties and obligations. The responsibility for ship’s navigation is not transferred to the Pilot and the officer of the watch retains all his duties.

DescriptionThe Pilot is advised by the Master of the manoeuvring characteristics and basic details of the vessel for its present condition of loading, draft and trim. The Master shall indicate to the pilot the passage he intends to follow. The general aim of the Master should be to ensure that the plan is safe and that the expertise of the Pilot is fully supported by the ship’s bridge personnel. The Tanker Checklist and Pilot Card is submitted for his reference.The Master shall request information from the Pilot regarding local conditions, the route he intends to follow, and eventual obstacles en route. This information should be in a form to enable the Master and the officer of the watch to monitor the passage.

The officer of the watch shall co-operate closely with the Pilot to assist him where possible, and to maintain an accurate check on the ship’s position and movements.

If the officer of the watch is in doubt of the Pilot’s actions or intentions, he should seek clarification. If still in doubt, he should inform the Master immediately, and take the necessary action without undue delay.

FilingCopy of Tanker Checklist and Pilot Card as issued to Pilot to be filed in Standard Filing System Box 45, “Voyage Planning”.


OPERATION AND BRIDGE PROCEDURESReference: Company Formats no. 305 and no. 306.

3.33 EXCHANGE OF COMMAND ON BRIDGE Purpose and scopeThe purpose of this procedure is to establish procedures for exchanging the watch between the navigating officers and when the Master is assuming control at the bridge.

ResponsibilityThe Master is responsible for implementing this procedure. The navigating officers shall comply with the procedure.

Description

3.33.1 Change of navigation watch The officer coming on watch must be sober, fully alert and fit in all respects to take over the watch, including having adjusted to night vision during hours of darkness, and shall:

a) Examine the chart, and check:- Ship’s position, which is to be confirmed by personal observation

when possible.- Present course and speed.- Progress of the vessel through the previous watch- Courses to steer through the next watch plus two hours.- Navigation marks in sight or expected to be sighted during the watch

plus two hours.- Navigation marks in sight to be checked by personal observations

using a stopwatch to confirm characteristics of lights.- Navigational hazards or potential danger which the ship is expected to

pass during the forthcoming watch plus two hours.

b) Be aware of the total navigational and traffic circumstances, particularly with regards to the closest position of approach (C.P.A.), time to C.P.A. and course and speed of other ships in the vicinity.

c) Read and sign the Master’s Night Order Book or written instructions.

d) Familiarise himself with:- Tides and currents to be encountered during the watch plus two hours.- Present visibility.- Radio Navigational warnings.


OPERATION AND BRIDGE PROCEDURES- Work on deck which may necessitate action to ensure the safety of

personnel.- Vessel’s trim and draft and any operations in progress which may

cause a change.- Vessel’s status with regard to machinery which may affect speed or

ability to manoeuvre.

e) Check the compasses and course recorded as follows:- Check the steering repeater against the magnetic standard and steering

compasses.- Check the steering repeater against the other repeaters, including the

course recorder (where applicable), radar and D.F.- Check that all compass courses are as shown on the wheelhouse

blackboard/indicator and in accordance with the track checked on the chart.

f) Check navigation lights.

When the foregoing has been completed and the relieving officer is satisfied that he is familiar with the situation and that all is in order, the watch shall be formally relieved by a verbal exchange of gyro and standard compass courses.

NOTEThe watch is NOT to be relieved during a manoeuvre.The officer going off watch shall:

a) Assist the relieving officer with compass checks.b) After compasses have been checked and the watch officer has been

formally relieved, write up and sign the log, transcribing any appropriate entries from the bell book.

c) Be sure that the relieving officer is familiar with the situation at the time of relief and in all respects fit and capable of taking over the watch.

d) Pass all pertinent information to the relieving officer.e) Never leave the bridge until the watch has been formally relieved.

If for any reason the relieving officer refuses to take over the watch, or the officer on watch thinks the relieving officer unfit to take over, the Master shall be called immediately.He shall take appropriate action under the circumstances.

3.33.2 Assuming control by the Master

When the Master is called to the bridge or when he is entering the bridge for whatever reason, he does not take over command and relieve the officer of the watch of his responsibility.

If and when the Master takes over command, he shall clearly advise the officerOf the watch by the statement “I take over”.


OPERATION AND BRIDGE PROCEDURESThe take over of responsibility shall be entered in the Log book.

Conditions permitting, and if the officer of the watch is relieved for other duties, he shall not leave the bridge until the Master has had time to complete the take-over procedure specified under 3.33.1.The formal take-over then take place by a verbal exchange of gyro and standard compass courses.

3.34 CHECK OF NAVIGATION AND COMMUNICATION EQUIPMENT

Purpose and scopeThe purpose of this procedure is to establish procedures to control that the navigation and communication systems as well as main engine remote control and steering gear are working properly at all times.

ResponsibilityThe Master is responsible for implementing this procedure. The navigating officers shall follow this procedure during their watches.

DescriptionThe Officer on watch is responsible for main tests of whistle, engine telegraph, telephones and general alarm bells at noon each day while the vessel is at sea and before entering restricted waters.

The whistle shall not be tested in the presence of other vessels, to avoid the test to be interpreted as a signal.

The navigation lights shall be tested before sunset and regularly between sunset and sunrise.

On vessels fitted with direct bridge control of engine systems, prompt and effective engine response shall be tested prior to entering restricted waters and at any time it is anticipated that manoeuvring may be needed.

The automatic pilot shall be disengaged and the vessel steered in the manual for at least 10 minutes each day. Before entering waters where navigation may require special caution the manual steering system shall be tested, and the result recorded in the Log-book.

All shifting from automatic steering to manual steering or vice versa shall be recorded in the Log-book.

Vessels fitted with magnetic follow-up steering systems shall use them for automatic steering for at least one hour each week, circumstances permitting.

Radars and echo sounders shall be tested once a day.


OPERATION AND BRIDGE PROCEDURESStandard and gryo compasses shall be compared at the change of the watch at sea and at least once every 30 minutes thereafter, as well as after each change of course.

The compasses shall be checked frequently by observation, and the error determined after each change of course, or at least once each watch, when there is no change in course. Full date regarding each observation shall be entered in the compass observation book. The error of all compasses and the deviation of the magnetic compasses shall be entered in the Log-book, and due allowance shall be made for the courses steered and the application of bearings.

An up-to-date deviation table shall be maintained and used by the officer on watch.

NOTEDaily checks of navigation and communication system to be recorded in the Log book.

ReferenceChapter 3.13 of this Manual, “Guidelines for Watchkeeping Officers at Sea”.



3.35 CHARTS AND NAUTICAL PUBLICATIONS

Purpose and scopeThe purpose of this procedure is to describe Tanskim Gemi Isletmeciligi system for supplying charts and nautical publications to the vessel and the system for updating same on board.

ResponsibilityTechnical department of Transkim Gemi Isletmeciligi has the responsibility of supplying the vessel with charts and nautical publications.The Master is responsible for control of receipt of same and order additional information if required.The Master is responsible for updating the charts and nautical publications on board.

DescriptionThe Master has the responsibility to check which charts and nautical publications are required for the areas in which the vessel is trading. If possible the Master shall order additional charts and nautical publications through Transkim Gemi Isletmeciligi office who in turn will arrange supply either through a local port agent or through Transkim Gemi Isletmeciligi supplier in Istanbul.

Transkim Gemi Isletmeciligi has contracts with Kelvin Hughes for chart correction service. Every week Notice to Mariners is sent from Kelvin Hughes to Transkim Gemi Isletmeciligi office who will forward them to the vessels as ship’s mail.

Tracings with charts corrections are enclosed in the weekly issue of the Notice to Mariners.

The Master has the responsibility to organise and document the correction of the charts and nautical publications onboard. New charts and publications shall be ordered when considered necessary.

NOTENotice to Mariners give corrections for British Admiralty charts only. Normally vessels therefore will be supplied with BA charts only.

3.40. MACHINERY OPERATION


OPERATION AND BRIDGE PROCEDURESThe ship is equipped with a wide range of machinery, which when in use, required a high degree of attention from the personnel involved in the operation of it.

3.40 MACHINERY OPERATION

The ship is equipped with a wide range of machinery, which when in use, requires a high degree of attention from the personnel involved in the operation of it.

3.40.1 Purpose This procedure is established to ensure that all machinery operation is executed by qualified personnel, and in accordance with regulations and recommendations in force.

3.40.2 Responsibility It is the responsibility of the Chief Engineer to implement the procedure, and to instruct and supervise the Engineer Officers and Ratings involved in the operation of machinery.

3.40.3 Operation Instructions New Engineer officers shall familiarise themselves with the Makers’ instructions for the maintenance of various machinery assigned to their care, and the operation instructions for the machinery under their responsibility as Duty Engineers.

As far as practicable machinery and machinery-controls shall be demonstrated to, and personally operated by Engineer Officers as soon as possible after joining the ship, and prior to taking on duties as Duty engineer.See: 3.42

The opportunity shall be taken during periods of manned engine room to instruct inexperienced Engineers in their watchkeeping duties.

3.40.4 Economical Operation The Duty Engineer shall operate all machinery to effect the greatest economy, consistent with safety, as outlined by the Chief Engineer.

Auxiliaries not required for the proper operation of the plant shall be shut down, unless otherwise ordered by the Chief Engineer.

3.40.5 Manned Engine Room The primary consideration of the Duty Engineers is the safe operation of the machinery. The machinery must be run at all times in accordance with:

- The Chief Engineer’s instructions


OPERATION AND BRIDGE PROCEDURES- The requirements of the Master- Transkim Gemi Isletmeciligi and Makers’ instructions, and procedure

3.41 “Guidelines for watchkeeping officers engine”.

3.40.6 Unmanned Engine Room The machinery must not be operated with unmanned engine room in the following circumstances:

- In the absence of a valid “Unmanned Operation Certificate”.- If any fire or major alarm/safety system is inoperative.- If any propulsion standby equipment with a back-up provision is

inoperative.- If any major control or communication system is inoperative.- If bridge control console is inoperative.- During manoeuvering in confined or restricted water passages.

The Chief Engineer shall ensure that at least twice per day, during the manned period, a Senior Engineer shall inspect all machinery to ensure that it is running correctly and that readings are normal.

The Engine Log Book is to be fully notated during the EIGHTH HOUR manned period. The Chief Engineer is to ensure that entries are covering the parameters required to monitor the daily performance of the machinery.

In the event of an engine room alarm occurring during the unmanned period, Engineers are to take up their stations as laid down in the Chief Engineer’s Standing Orders.

The bridge Duty Officer shall be informed when anyone enters an empty engine room during the unmanned period and when the last person leaves the engine room. The times must be duly noted in both Deck and Engine Room Logbooks. The deadman alarm must be switched on when entering an unmanned engine room and switched off when leaving.

3.40.7 Engine Watches in Port

The watchkeeping requirements also apply in Port, although the Duty Engineer’s attention will be directed to auxiliary engine(s) boilers, cargo pumps, ventilation systems, inert gas systems etc., rather than the main engine.

However, the engine watch in Port should always be prepared to respond to requirements dictated by an emergency situation.

Watchkeeping in Port is conducted as:

- Continuous engine room watch with one Duty Engineer and one Mechanic.


OPERATION AND BRIDGE PROCEDURES- Unmanned engine room, with unmanned routines implemented only to

be used when alongside safe berth, when no cargo transfers are performed.

- In port, during loading/discharging operation, Duty Engineer shall cooperate with Chief Officer/Pumpman.

It is of particular importance that he shall ensure that sufficient electric power and steam is available.

When ship is at anchor, routines for watchkeeping in port may be adopted.

3.40.8 Verification Each Duty Engineer is responsible for the performance of his duties and shall control the quality of his own work.

The Chief Engineer shall monitor all machinery operation to verify that his instructions and applicable guidelines and regulations are adhered to.

3.40.9 Documentation

The running of machinery shall be documented in the Engine Log Book.

A continuous surveillance is maintained, with automatic and/or manual print-outs of machinery status.

Readings are regularly carried out to measure the effect in the combustion chambers of main and auxiliary engines.

3.40.10 Updating

This procedure is subject to changes caused by new regulations, recommendations or operational requirements. The Chief Engineer is requested to report any disagreement between the procedure and the actual requirements to execute safe and efficient machinery operations.

Proposed changes of the procedure are transmitted to Transkim Gemi Isletmeciligi for approval.

3.41 WATCHKEEPING OFFICERS ENGINE

The Chief Engineer is responsible to the Master for ensuring that a safe, proper and adequate manned engineering watch is maintained at all times. In the case of vessels with automated unmanned engine rooms, this may be considered to mean ensuring that all the automated alarms warning devices are properly monitored and attended.

The Engine Officer on watch is responsible to the Chief Engineer for the safe, efficient and economical operation of the main engine(s), all auxiliaries,


OPERATION AND BRIDGE PROCEDURESincluding cargo pumps and heating systems, and in particular for ensuring the immediate response of the main engine and its associated equipment to required changes in speed or load while the vessel is underway.

Engineer Officer in Engine Room

At all times when the vessel is underway there is to be an Engineer Officer on watch in the engine room, and this officer must not leave the engine room unless properly relieved by another Engineer Officer.This requirement does not apply to vessels with automated and automatically monitored unmanned engine rooms.

Assignment of other Duties

An Engineer Officer, while in charge of an engineering watch, should not be assigned or undertake any duties which would interfere with the monitoring and control of ship’s propulsion system and its attendant auxiliary equipment. In addition, the Engineer Officer in charge of the engine room watch should, at all times, while the ship is underway, be readily capable of operating the propulsion machinery in response to required changes in propulsion speed or direction of operation.

Telegraph and Telephone

The Engineer Officer on watch is to answer the telegraph and telephone promptly and all orders from the bridge are to be promptly carried out.The Chief Engineer is to be notified of any change of speed or other important order from the bridge.

Relieving the Watch

Engineer Officer coming on watch: Before taking over the watch, the relieving Engineer Officer shall:

- Make a complete round of the steering engine room and engine room, noting the condition of machinery, piping and bilges in each compartment.

- Obtain all information pertinent to current machinery operation, including but not limited to the following:

1. Designated revolutions if underway.2. Standing orders and any special instructions of the Chief Engineer.3. All work being performed on machinery and systems, the nature of the

work, personnel involved and potential hazards.4. The condition and level of water in bilges, holding tanks, reserve

tanks,fresh water tanks and special requirements for the use thereof.5. The condition and level of fuel in the reserve fuel tanks, settling tank,

day tank and such other fuel storage facilities as transferred or used during the watch.


OPERATION AND BRIDGE PROCEDURES6. The condition and mode of operation of the various auxiliary systems

such as lubrication systems, fuel transfer systems, feed and condensate, water purification systems, exhaust system, refrigeration and air condition systems, power generating systems, purification and clarification systems, cargo pumps cargo heating and inert gas systems.

7. Where applicable, the condition of monitoring and control console equipment including which equipment is being operated manually.

8. Where applicable, the condition and mode of operation of automatic boiler control such as flame safeguard systems, limit control systems, combustion control system, fuel supply control systems and other equipment involved with the operation of steam boilers.

9. The potential adverse conditions resulting from bad weather or adverse waters.

10. Special modes of operation dictated by equipment failure or adverse ship operations.

11. The reports of other engine room personnel relative to their assigned duties.

12. Conditions and hazards likely to be encountered during the watch.

13. The current status of the firefighting equipment and emergency equipment.

Revolutions ordered, details of cargo pump operations and any special instructions shall be recorded on the engine room blackboard.

Engine Officer going off watch: The Engineer Officer going off watch shall:

- Never leave the engine room until the watch has been formally relieved.

- Pass all pertinent information to the relieving Engineer Officer.- Enter all required information in the Logbook.

If for any reason the relieving Engineer Officer refuses to take over a watch, or the Engineer officer on watch thinks the relieving Engineer Officer unfit to accept the watch, the Chief Engineer is to be called immediately.

Economical Operation

The Engineer Officer on watch shall operate all machinery to effect the greatest economy, consistent with safety, as outlined by the Chief Engineer.

All auxiliaries not required for the proper operation of the plant shall be shut down unless otherwise ordered by the Chief Engineer.



All grounds in electrical circuits and all steam, air, oil and water leaks shall be repaired promptly if possible.

Inspection During Watch

The Engineer Officer on watch shall make inspections as necessary and constantly monitor plant operation.

Unusual Operation and Breakdown

At the first indication of machinery malfunction the Engineer Officer on watch shall notify the Chief Engineer.If the malfunction will cause an alteration in revolutions, or affect the ship’s ability to manoeuvre or interfere with the navigational equipment as would, for example, an interruption or variation in electrical power supply, the Deck officer on watch is to be informed promptly. This notification, where possible, should be accomplished before changes are made in order to afford the Deck Watch Officer maximum available time to take whatever steps are possible to avoid a possible marine casualty.

Calling the Chief EngineerAt any time the Engineer officer on watch requires assistance or is in doubt concerning the condition or operation of the machinery, the Chief Engineer is to be called immediately.

The Chief Engineer must be called:- When engine damage or operational interferences occur witch affect

the safe operation of the ship.- When operational interferences occur which in opinion of the Engineer

Officer on watch may cause damage or breakdown of propulsion machinery, auxiliary machinery or monitoring and governing systems.

- Whenever the Master or Deck Watch officer calls for a standby condition.

Despite the requirement to notify the Chief Engineer immediately in the foregoing circumstances, the Engineer Officer on watch should, in addition, not hesitate to take immediate action for the safety of personnel, vessel, environment and machinery and equipment where circumstances require.

Emergency Call Signal

If in an emergency when there is insufficient time to use the telephone or other normal means of communication the Navigating or Engineer Officer on watch required assistance, he may sound three short rings on the general alarm bell. On hearing this signal, the Master and the Deck Officers will proceed to the bridge, and the Chief engineer and the Engineer Officers to the engine room. After assessing the situation, the Master and Chief Engineer will either employ or dismiss the Officers who answered the call.


OPERATION AND BRIDGE PROCEDURESEngine LogbookThe Engineer on watch is to record all engine orders received from the bridge with the exact time in the Logbook, except that on the vessels fitted with automatic engine order/revolution logger systems, the only orders which need to be recorded are “Stand by Engines”, Finished with Engines”, “Full Away on Sea Passage” and “End of Sea Passage”.The Engineer on watch shall sign the Logbook on completion of the watch.

Watch in Port

The watchkeeping criteria and requirements specified in the above for an engineering watch also applies in Port, although the Engineer’s attention in Port will be directed more to auxiliary equipment, cargo pumps, ventilation systems, inert gas systems etc., rather than the main engine. However, the engine watch in Port should always be prepared to respond to requirements for any machinery or emergency equipment as may be dictated by an emergency situation.

3.42 NEW ENGINEERS’ FAMILIARISATION WITH MACHINERY AND ENGINE PROCEDURES

The ship is equipped with a complex range of machinery, i.e. main engines, auxiliary engines, generators, separators, pumps for cargo, ballast, lub oil, fresh and sea water, winches, air compressors and steering engines etc.

When in use, the machinery requires full attention from qualified, trained and well informed Engineer Officers.

3.42.1 Purpose

This procedure is established to ensure that Engineer Officers are familiar with the machinery installation and the procedures prepared to ascertain that machinery is operated in compliance with the manufacturers recommendations and operation manuals, and the Chief Engineer’s instructions.

3.42.2 Responsibility

It is the responsibility of the Chief Engineer to implement the procedure and to instruct Engineer Officers and Ratings involved in the operation of machinery.

3.42.3 Operation instructions

Operation of machinery shall be executed in accordance with the Maker’s operating instructions, and the Engineer Officers shall familiarise themselves with the instructions for all pieces of machinery under their care.

3.42.4 New Engineers’ familiarisation with the machinery



When joining, new Engineer Officers shall be informed about the machinery installation and operation/watch keeping procedures. The briefing shall include:

- Demonstration of installations and equipment- Review of the engine check list.- Review of applicable procedures for Duty Engineers.- Machinery controls shall be demonstrated and personally operated,

conditions permitting, by the joining Engineer Officer.- The Formal no. 310 “Familiarisation with equipment and systems in

the engine room” shall be completed within a three month period.

3.43 PREPARATION FOR DEPARTURE – ENGINE

The Chief Engineer is responsible for seaworthiness of the Engine Department, with regard to safe margins of bunkers, lub. Oils, critical spareparts and stores, and shall advise the Master accordingly as soon as ready, noting same in the Engine Log Book. The Master shall note the Chief Engineer’s report of seaworthiness in the Deck Log Book.

When the Chief Engineer is notified by the Master of the time of departure, he shall arrange for:- Testing of machinery 60 minutes prior to the departure time.- Start-up of the various engine units 15 minutes prior to the departure

time- Ensure that the engine room is manned and that engine bridge controls

are tested.- Report engine readiness for departure to the Master, and specifically if

a main machinery component, such as a main or auxiliary engine is demobilised for maintenance or other reason.

Specifically machinery tests and start shall be executed by the Duty Engineer as specified in checklist 9.05.2, and he shall note same in the Engine Log Book.

The Chief Engineer shall verify that this is performed, prior to reporting readiness to put to sea to the Master.

3.44 ENGINE ROOM CLEANLINESS AND HOUSEKEEPING

- Engine room areas and store rooms shall be kept clean and tidy. All floorplating to be washed one time each week.

- Lighting in engine room shall be in order.- Oil leakage shall be located and repaired as soon as possible. Oil

spillage shall be cleaned up promptly.- Fire doors must be kept shut. Access to emergency exits must under

all circumstances be available and ready for use.


OPERATION AND BRIDGE PROCEDURES- Smoking shall be confined to designated areas, and all cigarette ends

be safely disposed of.- Firefighting equipment shall be clearly marked and ready for use.- Sounding pipe cocks must be kept closed.- Spares and tools shall be kept properly stowed and secured.

3.45 BILGE PUMPING

Engine room bilge water

Treatment of oil residues from the engine room is executed according to instructions described in:

- MARPOL Annex I- The Norwegian Ship Control Rules, section 21

Prior to discharging oily water, the Master’s permission shall be obtained.

Bilge water from the engine room shall be separated and/or filtered and be discharged through the Oil discharge Monitoring Equipment (ODME) ensuring an oil content of 15 PPM or less of the discharges.

Operation of the oily water separator to be in accordance with the Maker’s instructions.

Oil residues will be transferred to the sludge tank(s), or incinerator, as applicable.

All members of the Crew are requested to make preparations to avoid pollution from the ship and to reduce the effect of possible pollution.

The oil records book shall be signed by Engineer Officer responsible for discharging or incinerating sludge and be countersigned by the Master.

3.46 ENGINE DAILY ROUTINES



1. Check sewage equipment to ensure that everything is running normally.

2. Keep the level in bilges as low as possible, transfer to bilgewater tank.3. Sounding and reading of pressure/temperature, according to separate

daily sounding book.4. Refill injection pump cleaning system tank (if applicable).5. Drain water/oil from:- 4 starting air receivers, and 2 service air receivers- Control air filtering/dry unit- Manoeuvre system/control air to Main Engine- Scavenge air receivers, air cooler/water mist catcher- F.O. boiler t.k. (as applicable)

6. Lubricate/cleaning of racks for regulation and timing on M.E. injection pumps

7. Check water level in expansion tanks for: Main engine, aux. Engines and starting air compressors.

8. Check level in purifiers, operating water tanks.9. Check oil level in:- Air compressors- Provision refrigeration compressors- Accommodation aircondition compressors- Purifiers- Nozzle cooling aux. Eng.- Valve gear- Oil tanks on aux. Eng.- Turbochargers- Propeller shaft bearings- Stern tube header tanks.

10. Check all fuel and lub. oil filters, clean if necessary.11. Soot blow boilers.12. Add and blow soot remover powder through injector unit(s)

at exhaust pipe.13. Add liquid evaporate treatment to evaporate dosage tank (if

applicable). Dosage: Flowrate:

14. Keep Main engine and Aux. Engines clean, all leakages to be taken immediately.Keep floorplatings clean of oil spill.

15. Generally, check around for oil, water, steam leaks.16. Abnormal conditions to be reported to the Duty Engineer.17. Check steering gear power units and hydraulic fluid recharging system.

Attend to any oil leaks.Routine checks shall be recorded when performed.

3.47 CONTROL OF VARIOUS POLLUTANTS


OPERATION AND BRIDGE PROCEDURES3.47.1 Smoke emissions

The escape of smoke and soot is minimised by systematic maintenance and inspection routines for machinery, boilers and funnel.

Special care shall be exercised during port stays and when starting main, auxiliary engines, and when lighting boilers.

3.47.2 Sediments and Wastes

The ship is equipped with slop tanks for preliminary storage of bunker/bilge sediments and other liquid wastes. These are subsequently to be delivered to the most convenient terminal equipped to receive such residues. Documents for the delivery to be filed.

3.47.3 Sewage Release

For the discharge of sewage the ship shall adhere to the regulations in MARPOL 73/78, annex V.

In port and other restricted areas

Prior to and during port stays, or when operating in any other area where the release of sewage is prohibited, a passive tank system connected to the sewage tank onboard is used for the preliminary storage of sewage, (if applicable).

3.47.4 Garbage Disposal

General

A delivery system is established where all types of garbage comprised by the International regulations may be delivered to shore, provided that facilities are available.

Additionally, the ship is equipped with an incinerator for bunging of garbage and sludge, (if applicable).

When alongside, permission from the proper Authorities shall be obtained prior to burning of garbage and/or sludge. Special circumstances

In circumstances where delivery is not obtainable, the disposal of garbage shall be executed in accordance with the Norwegian Ship Control Legislation regulations of 1991, section 21, Chapter 5 and MARPOL 73/78 annex V.

Entry in the Log Book


OPERATION AND BRIDGE PROCEDURESAll relevant information regarding settlement and disposal of garbage shall be entered in the Log Book. Information regarding the burning of garbage is entered in the Engine Log Book.

3.48 DAILY INSPECTION, ELECTRICAL INSTALLATIONS

Emergency Gen Room

a. Make sure generator is in automatic start up mode, by checking the indication on the start panel in emergency switchboard.

b. Emergency battery converter.


OPERATION AND BRIDGE PROCEDURESc. Insulation on 220v and 440v emergency distribution.d. Charger for staring batteries.

Bridge

a. Fire detection plan; check for system faults or groundfaults.

Galley

a. Main switchboard; check condition by reading voltage, current and insulation meters. Check inside for moist and that main breakers in panel, are switched on.

Engine Room

a. Abnormal temperatures, noise or vibration on running electric motors.

b. Visual check on starter panels for machinery in service (normal current/indication lamps/other).

Steering Gear Room

a. Steering gear pumps and starters.

Engine Control Room

a. Insulation on 220v and 440v main switchboards.

b. Any abnormal conditions on EO-alarm plant.

maritimeexpert.files.wordpress.com · Web viewThe safety of the crew, ship, cargo and environment...

Documents

Transcript of maritimeexpert.files.wordpress.com · Web viewThe safety of the crew, ship, cargo and environment...