Professional Documents
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Engine Room Manual
Engine Room Manual
TECHNICAL
INTRODUCTION.............................................................................................................................4
1.1 RESPONSIBILITIES.................................................................................................................5
1.1.1 Chief Engineer................................................................................................................5
1.1.2 Second Engineer/1st Assistant Engineer......................................................................5
1.1.3 Communications with the Company ..........................................................................5
1.1.4 Discipline.........................................................................................................................5
1.1.5 Reports - Officers and Ratings......................................................................................6
1.1.6 Repairs.............................................................................................................................6
1.1.7 Speed and Fuel Consumption........................................................................................6
1.1.8 Freshwater.......................................................................................................................6
1.1.9 Joining and Leaving.......................................................................................................6
1.1.10 Inspections.....................................................................................................................6
1.1.11 Engine Room Log Books..............................................................................................6
1.1.12 Reports...........................................................................................................................7
1.1.13 Fire and Safety Regulations.........................................................................................7
1.1.14 Allocation of Watchkeeping Duties.............................................................................8
1.1.15 Accident Prevention.....................................................................................................8
1.1.16 Duty Engineer - Responsibilities.................................................................................8
1.1.17 Officers - Responsibilities............................................................................................8
1.1.18 Periodically Unattended Machinery Spaces (UMS)..................................................9
1.1.19 Handover: Duty of Responsibility...............................................................................9
1.1.20 Pollution Prevention Control......................................................................................9
1.2 CARE OF MACHINERY AND VESSEL................................................................................9
1.2.1 General............................................................................................................................9
1.2.2 Alarms............................................................................................................................10
1.2.3 Operation of Machinery in an Emergency.................................................................10
1.2.4 Planned Maintenance Systems....................................................................................10
1.2.5 Critical Equipment and Systems.................................................................................10
1.2.6 Specialised Equipment.................................................................................................12
1.2.7 Deck Maintenance........................................................................................................12
1.2.8 Engine Maintenance.....................................................................................................12
1.2.9 Electrical Maintenance................................................................................................12
1.2.10 Reliability of Equipment............................................................................................12
1.2.11 Main Engine Trials.....................................................................................................12
1.2.12 Lubricating Oils..........................................................................................................13
1.2.13 Electrical Installation.................................................................................................13
1.2.14 Auxiliary Machinery..................................................................................................14
1.2.15 Boilers..........................................................................................................................14
1.2.16 Emergency Steering Gear..........................................................................................14
1.2.17 Continuous Survey of Machinery.............................................................................14
1.2.18 Stern Tubes.................................................................................................................15
1.2.19 Indicator Cards and Condition Monitoring............................................................15
1.2.20 Vibration Monitoring.................................................................................................15
1.2.21 Testing of Hold/Bilge Suction Lines.........................................................................15
1.3 BREAKDOWN MAINTENANCE..........................................................................................16
1.4 UPGRADING............................................................................................................................16
1.5 MODIFICATIONS...................................................................................................................16
1.6 MONITORING.........................................................................................................................16
1.7 CONTINUOUS SURVEY OF MACHINERY (CSM)..........................................................17
1.8 STATUTORY/FLAG SURVEYS AND CLASSIFICATION...............................................17
1.9 COMPANY REPORTS............................................................................................................17
1.10 ON BOARD INSPECTIONS.................................................................................................18
1.11 CHARTERERS INSPECTIONS...........................................................................................18
1.12 DOCUMENTATION..............................................................................................................18
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1.13 SUB-CONTRACTORS..........................................................................................................18
1.14 PREVENTION OF CRANKCASE EXPLOSIONS............................................................19
1.15 OPERATIONAL INFORMATION......................................................................................19
1.15.1 Valves - General..........................................................................................................19
1.15.2 Stops - Scheduled and Unscheduled.........................................................................19
1.15.3 Emergencies................................................................................................................19
1.15.4 Alteration of Speed.....................................................................................................20
1.15.5 Starting Aids...............................................................................................................20
1.15.6 Heavy Fuel Oil............................................................................................................20
1.16 REPAIRS AND DRY DOCKING.........................................................................................20
1.16.1 General........................................................................................................................20
1.16.2 Inspection and Verification.......................................................................................21
1.16.3 Reporting.....................................................................................................................22
1.16.4 Alterations of Fittings.................................................................................................22
1.16.5 Supervision of Repairs...............................................................................................22
1.16.6 Dry Docking................................................................................................................22
1.16.7 Dry Dock Inspection...................................................................................................22
1.16.8 Gas Free Certificate....................................................................................................23
1.16.9 Boiler Blow Down.......................................................................................................23
1.16.10 Undocking.................................................................................................................23
1.16.11 Repairs in service......................................................................................................23
1.16.12 Repair Lists and Advice of Defects ........................................................................23
1.16.13 Major Spare Gear.....................................................................................................23
1.17 BUNKERS AND BUNKERING............................................................................................23
1.17.1 Liaison.........................................................................................................................23
1.17.2 Bunkers - Safety Margin............................................................................................24
1.17.3 Specification................................................................................................................24
1.17.4 Blending.......................................................................................................................24
1.17.5 Bunkering Procedures................................................................................................24
1.17.6 Samples........................................................................................................................25
1.17.7 Fuel Quality Testing Programme..............................................................................25
1.17.8 Pollution Prevention...................................................................................................25
1.17.9 Microbiological Degradation.....................................................................................25
1.18 TANK/HOLD INSPECTIONS..............................................................................................25
1.19 UNSCHEDULED INSPECTIONS........................................................................................26
1.20 TESTING OF EQUIPMENT.................................................................................................26
1.20.1 Machinery Alarms and Shutdown Devices..............................................................26
1.20.2 Smoke/Fire Detection and Alarm Systems...............................................................26
1.20.3 Fixed and Portable Gas Detection Equipment........................................................26
1.20.4 Gauges and Tools........................................................................................................26
1.21 OPERATIONAL GUIDANCE FOR DUTY ENGINEERS................................................27
1.21.1 Introduction................................................................................................................27
1.21.2 Engineering Watch Underway..................................................................................27
1.21.3 Taking Over the Watch.............................................................................................28
1.21.4 Periodic Checks of Machinery...................................................................................28
1.21.5 Engine Room Log.......................................................................................................28
1.22 PREVENTIVE AND REPAIR MAINTENANCE...............................................................28
1.23 BRIDGE NOTIFICATION....................................................................................................29
1.23.1 Navigation in Congested Waters...............................................................................29
1.23.2 Navigation During Restricted Visibility...................................................................29
1.24 CALLING THE CHIEF ENGINEER...................................................................................29
1.25 WATCHKEEPING PERSONNEL.......................................................................................29
1.26 ENGINEERING WATCH AT AN UNSHELTERED ANCHORAGE.............................30
1.27 ENGINEERING WATCH IN PORT....................................................................................30
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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 sound
engineering practice is applied.
1.1 RESPONSIBILITIES
The C/E shall keep the Master advised of all matters relating to E/R staff, the technical maintenance
of 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 and
followed 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 be
promulgated in writing and posted on the Bridge and in the Engine Control Room:
Ref the Bridge/Deck Watchkeeping Manual for full details on the Chief Engineer's
responsibilities 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 the
applicable sections of the STCW Regulations.
The provision of this guidance to other Engineer Officers is not a substitute for written
standing orders, which shall always be provided by the Chief Engineer to specify his own
particular requirements. Such standing orders should draw the attention of watchkeeping
officers to the guidance laid down in this manual and emphasise those points which are of
special importance to the particular ship.
1.1.4 Discipline
The C/E is responsible for the supervision and discipline of all members of his staff and for
ensuring that they observe all Company Standing Instructions.
1.1.6 Repairs
The Master's agreement must be obtained before undertaking any repair work which
necessitates immobilising the vessel's engines or reducing the standby power (electrical)
capacity.
1.1.8 Freshwater
The C/E is to confer with the Chief Officer concerning the quantity of fresh water to be
carried and is to exercise strict control over the use of fresh water in the engine room. The
Chief Officer and C/E must closely liaise on the daily consumption of fresh water. The
soundings of fresh water tanks must be entered daily in the Deck Log Book.
All C/E's are required to complete this form and send a copy to the vessel's FS.
This checklist serves as a reminder and must be used when reporting to the relief Chief
Engineer. A copy of this report, signed by both Chief Engineer's must be forwarded to the
Company.
The information given in this checklist will assist the relief Chief Engineer during the first
period on board. When completing the checklist, the best efforts should be made to inform
about potential problems and irregular operations which have been experienced during the
service period on board.
1.1.10 Inspections
The C/E is to be at all times familiar with the condition of the vessel and/or equipment under
his control. He is to accompany the Master on inspections of the vessel and is to co-operate
fully with other Departments to preserve the efficiency of the vessel.
For UMS operated vessels, the Log Book entries shall be made at noon and 23.00hrs each
day. On occasions where the main engine is not running at these times the C/E is to ensure
that, where reasonably practicable, all engine pressures and temperatures are recorded along
with the status of all plant, e.g. parts dismantled for repair or inspection etc.
The Log Book is to be kept clean and it is essential that only factual information is recorded.
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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 or
rectified to be forwarded monthly.
"Condition Report, Aux. Eng." ref form TECH/012/CAE to be completed and forwarded at
each cylinder head or major overhaul.
"Piston and Liner Inspection Report" ref form TECH/008/PLI to be completed and
forwarded after every inspection.
"Crank Shaft Deflection" ref form TECH/009/CSD to be completed and forwarded 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 Makers
Form.
Electrical Machinery & Equipment megger readings to be completed and forwarded every
three months as per planned maintenance system.
He is to ensure that all safety equipment assigned to those parts of the vessel under his direct
control 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.
The C/E is also to be actively involved in the vessel's Safety Committee meetings. He is to
liaise with the designated officer with regard to checking and maintaining fire protection
equipment throughout the vessel.
When the vessel is running UMS, any alarms that occur must be answered by either the Duty
Engineer or the Chief Engineer if he is not the Duty Engineer. Under no circumstances
whatsoever is the engine room rating, or any other personnel, authorised to answer any alarm
condition in the engine room.
The entire engine room staff should be familiar with the relevant sections of the Code of Safe
Working Practices for Merchant Seamen, and the 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 and
cables.
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 all
machinery spaces no earlier than 23.00 hrs and is also to make the final Log Book entries at
this time. The Duty Engineer will not leave the machinery space without ensuring that all
alarms are in working order. A check list relevant to the particular engine room, is to be
completed before changing to UMS. The checks are to include function checks of the fire
detection system.
a) Ensuring that the main engines are running or manoeuvring in accordance with
requirements.
b) Providing the electrical power necessary for navigational and operational equipment,
including steering gear.
When the vessel is running UMS and it is necessary for a person to enter the machinery
spaces alone, he must:
c) Inform the bridge OOW on departure from the engine room that the vessel had resumed
UMS operation.
The basic schedule for the maintenance programme is the assigned Classification Society
statutory 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 records
are kept by the Chief Engineer and copies are sent to the FS on a monthly basis.
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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 advised
immediately in order that he can decide upon the necessary precautions to be taken until the
equipment has been repaired. See checklist of protection devices (C/E Standing
Instructions).
Systems identified for programmed testing within the planned maintenance system are:
Safety
Bridge
Radars/ Arpa
Speed Log
Navigation Lights and Shapes
Ships, Gong and Whistle
Gyro and Repeaters
Auto Pilot and Steering Stand
Rudder Indicators
Signal Lamp
ME Control System and Emergency Stop
Internal Communications Equipment
Echo Sounder
Magnetic Compass
Charts and Publications
RDF
Alarms including UMS
Standby/ Backup Equipment and Systems
Radio
Main Radio
Emergency Radio
Emergency Batteries.
EPIRBS & SARTS
Vessel defects are notified to the responsible FS by Defect Reports or may be telexed if the
operational 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 docking
repair lists.
All maintenance and repairs are recorded in the Vessel's Filing System (VFS) and copies
forwarded to the Company. The Chief Engineers Monthly Report, Voyage Abstract, Running
Hours Report and Survey Reports enable the Company to monitor the maintenance progress
and take any supportive/corrective action necessary.
When preparing the main engine for manoeuvring after the completion of repairs, or after a
period in port or at anchor, a full turn shall be made observing the open indicator cocks, after
which the turning gear will be disengaged, thus ensuring that all moving parts are free and
clear 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 very
low 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 the
turbine.
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 taken
from the same location.
The instructions supplied with the sample kit are to be strictly adhered to when the samples
are drawn and sent for analysis. The analysis results will be sent to the Company by the
Laboratory. 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 the
results recorded in the ER log book. When receiving large quantities of lubricating oil a
sample must be drawn and retained on board until the next delivery of lubricating oil has been
received 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 circumstances
permit, the engine charge will be transferred to the renovating tank for heating, settling and
subsequent return to the crank case through the centrifuge. All lubricating oils must be
ordered through the Company.
Should any contamination be suspected, the oil samples should be landed at the first available
port and the necessary steps taken to prevent machinery damage.
The lub oil purifiers must be continuously monitored and maintained to provide optimum
efficiency. The C/E must be vigilant to ensure that the lubrication systems are not
contaminated by water. Masters and Chief Engineers must be aware that machinery damages
resulting from the ingress of water into lubricating systems may not always be covered by
underwriters, especially if it can be proved that the vessel's personnel have been negligent.
When the vessel is navigating in narrow waters, entering and leaving port etc., the stand-by
alternator must be in use and sharing the load on the main switchboard.
The vessel's shaft alternators if fitted, must not be used for E/R or domestic loads when the
vessel is navigating in pilotage waters or during river transits.
1.2.15 Boilers
Adjustment of safety valves. It is required that after every survey, the safety valves be
adjusted to the correct safe working pressure. This adjustment must be done to the
satisfaction of the surveyor on the first occasion when steam is raised on the boiler. Where
the firing arrangements are such that normal working pressure of the boiler cannot be attained
until the vessel is under way, the safety valves are to be adjusted by the Chief Engineer to the
correct safe working pressure. This is to be recorded in the vessels log book and the
Classification 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.
i) Proper feed treatment should be administered at all times and alkalinity, suspended
solids, and reserve levels maintained within the required parameters.
ii) The boiler water tests are to be made at least twice weekly and recorded.
i) Boilers when not in use should either be kept full of water which is alkaline or
completely empty and dry and should be maintained in accordance with the
manufacturers instructions.
Instructions for the operation of emergency steering must be posted. Further details on the
SOLAS 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 the
minimum requirements.
USA CFR’s require additional testing prior to entering US waters in excess of SOLAS
requirements.
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 a
list of items completed. Originals of Classification Interim Certificates are to be retained on
board, duplicates are to be forwarded to the Company.
Vessels with main engines fitted with the facilities for obtaining data for the
manufacturers performance program, must forward the relevant data to the Company in the
monthly status report. This data must be forwarded more frequently if the C/E has reason to
believe that poor or reduced performance is suspected.
The concept behind the use of this equipment is to identify trends. Therefore the accurate
keeping of records and analysis of previous readings are essential in order to identify
changes in the levels of vibration present in equipment. By this means, costly breakdowns
may be avoided. Conversely routine maintenance may be deferred if the readings taken
remain at constant levels.
Where not provided by the Company, the Chief Engineer is to list all major rotating and
reciprocating 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 used
to supplement the maintenance systems.
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 pressure
test, but verification as to the tightness of the valves must be ensured. Hold and ballast
suction lines must not be subjected to a pressure greater than 3 bar during testing.
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4. All isolating and crossover valves between the ballast pumping systems and the
hold/bilge suctions are to be shut and the pressure in the hold suction lines should be
monitored to ensure that over-pressurising of the main is avoided.
5. After pumping of ballast and bilges, the securing and isolating of these individual
systems should be checked. The practice of just shutting the minimum number of valves
to save time at future pumping must be avoided.
6. During the voyage, soundings of holds should be taken daily. A record of the results
should be kept in the Deck Log Book.
Details of each breakdown are to be recorded in the vessel's Deck and Engine Log Books,
Underwriters and Classification Society are to be informed as deemed necessary by the FS/TD after
consultation with the Insurance Manager.
1.4 UPGRADING
Where the vessel’s Owner decides or the Company recommends that certain areas or items of
equipment require upgrading, the appropriate FS provides a proposed schedule of work, with
estimated costs for approval by the Owner. When agreement is reached, the FS arranges for the
necessary materials and resources to be made available. Instructions are then given to the vessel
concerned, in writing, according to the conditions contained in the written agreement with the
Owner by the appropriate FS.
1.5 MODIFICATIONS
May be required by new legislation or to Owners' written requirements. Each vessel's Master may
also make recommendations to improve the vessels operating efficiency to the appropriate FS in
writing.
The Company studies the requests/requirements and submits to the Owner an implementation
schedule, with costs. Classification approval, if necessary will be obtained by the FS for any
modification.
1.6 MONITORING
The effectiveness of the maintenance programs are monitored by:
Certificates and periodical printouts from the vessel's Classification Society provide the necessary
records of surveys and the next due date for survey.
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 Chief
Engineer during planned maintenance overhauls, provided the Planned Maintenance System is
audited 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 Machinery
Surveys, this is taken advantage of whether or not a formal Planned Maintenance System is in place
and 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 survey
reports 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 above
inspections take priority over commercial and operational considerations. Summary reports are
handed to the Master and retained in the VFS with copies to the Technical Department for the
attention of the FS and MS. Any non-conformities must be corrected immediately. Where this is
not possible due to new equipment/spares being required, the Technical Department are responsible
for arranging the supply of such equipment in consultation with the FS and MS. The Technical
Department 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 State
Control/Flag/Class as appropriate.
is maintained and incoming reports from vessels verified. The FS scrutinises all reports, takes any
necessary action, initials each report before filing by the Fleet Secretary.
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 corrective
action.
The vessel is to report when deficiencies are corrected. The FS and MS are responsible for
informing the inspecting company that all deficiencies are corrected. Should corrective action
require a period of time to rectify the FS is to advise the inspecting company of this fact
immediately.
1.12 DOCUMENTATION
Records and reports are kept on board in the Company's Vessel Filing System (VFS) and Deck and
Engine Log Books.
Where a vessel has a computerised Planned Maintenance System, it is the Chief Engineer's
responsibility 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 period
in accordance with the Records Procedure or until any outstanding insurance claims are settled,
whichever is the later and then destroyed.
1.13 SUB-CONTRACTORS
Where a vessel requires assistance from sub-contractors, a quote for the specified work is obtained
whenever possible and approved by the FS before a purchase order is generated and the work
authorised. If the expenditure is not within the budget or is in excess of limits previously agreed
with the Owner, then the Owner is advised.
It is the responsibility of the Master and/or Chief Engineer to monitor the performance of the work
being 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 and
verify that the hours on the time sheet are correct.
The responsible FS ashore checks the invoice against the work done report/timesheet before
authorising payment.
These are normally caused by excessive local over heating of moving parts and/or blowpast in the
case of medium speed engines.
Checking of bearing clearances, crankcase inspections and regular LO analysis will significantly
reduce 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 addition
routine 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 and
any significant change in temperature investigated.
Should a crankcase overheat the engine should be slowed immediately and stopped as soon as
possible. The LO supply should be maintained and the turning gear engaged and operated.
Where vessels are on charter, the charter party clauses must be fully understood in relation to
stops and the possible resultant off hire.
1.15.3 Emergencies
The following circumstances constitute an emergency requiring immediate action:
c) Difficulty in complying with instructions or standing orders for the proper operation of
machinery.
In any one of the above circumstances the Duty Engineer must immediately inform the OOW
on the Bridge and the C/E. The Duty Engineer should not hesitate before taking immediate
action to prevent an emergency situation deteriorating.
The Duty Engineer must not alter the vessel's speed (pitch or rpm, as applicable) without
informing the OOW on the Bridge beforehand, unless it is in response to orders direct from
the Bridge or if exceptional circumstances in the engine room call for emergency action.
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 manifold
heater plugs are being used or when the engine is hot.
The Company is responsible for ensuring that each vessel is drydocked in accordance with
Classification Societies rules. Special circumstances may occur that require the scheduled
docking to be brought forward or deferred. In this case the Company advises the vessel's
Owner and makes the necessary arrangements.
Major refits may be required as a result of unforeseen damage, changes to International Rules
and Regulations, or major modifications required by the vessel's Owner.
Each vessel's FS prepares a full docking specification against information obtained from:
The docking/refit specification contains advice on the vessel's date of availability and defines
the 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 the
Technical Director for authorisation.
Once the quotation is approved by Technical Director the authorised specification is tendered
to several company approved shipyards for quotation.
On receipt of the Owner's written approval, the contract is awarded by the Technical
Director or his designated FS to 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 docking
schedule.
In conjunction with the Company representative, the vessel's Senior Officers monitor the
work 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 company
representatives and responsible shipyard personnel. This meeting ensures that resources are
allocated in the most effective manner to enable completion of the docking/repair within time
and budgetary limits.
All maintenance work carried out by ships staff or sub-contractors is recorded in the VFS on
board and by the Company.
Additional work, not included in the original specification, is only approved by the attending
FS
1.16.3 Reporting
The attending FS forwards progress/status reports, in writing, to the Company and owners
as required by the Technical Director.
On completion of the docking a full drydock repair report is prepared. This report is
forwarded 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 and
kept in the VFS on board and by the Company.
Stability information must reflect any substantial changes BEFORE the vessel leaves the ship
yard or repair berth. The Master and the C/E must liaise with the Company on this matter as
a matter of extreme importance. Additional steelwork may result in the requirement for an
inclining experiment to be carried out.
Before the vessel enters dry dock the C/E and C/O must discuss and decide upon the
distribution of both ballast and bunkers to obtain the correct docking condition and thus avoid
undue stress to the hull when the vessel takes the blocks. Records of the draft forward and
aft, and the ullages or dips of water or oil in double bottom tanks, peaks, cofferdams and
bunker compartments, must be entered on the Dry Dock Report and in the E/R and Deck Log
Books.
1.16.10 Undocking
Prior to flooding the dock the C/E and Master will satisfy themselves that all drain plugs are
properly fitted and that all sea valves are shut. All such plugs should be held by C/O whilst
removed. Distribution of weight and trim of the ship must be the same on leaving dry dock as
on entering. Special sanction must be obtained from the FS in charge of repairs and from the
Docking Authorities for any departure from this instruction.
The C/E is to station Officers to inspect all sea connections and hull repairs while the dry
dock is being flooded. Flooding is to be stopped before the vessel lifts off the blocks and a
full examination is to be carried out to ensure that the vessel is watertight.
Under no circumstances must repairs be initiated without the prior consent of the Company.
Whenever goods are landed for repair, shipment or storing the Company must be advised on
the appropriate company form.
1.17.1 Liaison
The C/E will liaise closely with the Master to ensure that sufficient bunkers and lubricating
oils 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. All
bunker receipts are to be signed by the Chief Engineer.
1.17.3 Specification
Prior to commencement of bunkering the Chief Engineer must obtain from the supplier a
specification of the fuel being supplied to ensure that this fully meets with the engine
manufacturers' limitations on fuel quality. The Company should be advised immediately if this
specification 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 in
tanks for long periods. Bunkers should not be shipped unless they have been blended ashore
and 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 has
been carried out ashore before shipment.
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 and
not used until an analysis has confirmed that they are acceptable.
Bunkering procedures with a fuel pipeline plan must be permanently displayed at the
bunkering station and ECR. The procedures must clearly state who is in charge of the
operations and the communications procedures that are to be adopted. Emergency stop
instructions are to be clearly stated.
Before bunkering operations can be allowed to begin, the C/E must ensure that the quantity to be
delivered can be safely received by the vessel and that the pumping rate (tonnes/hour) is agreed
with the supplier. All measuring equipment to be used throughout the operation must be
checked 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 has
been 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 of
heavy 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 on
board for a period of twelve months. If samples are not delivered on board, the Company
must be advised.
Samples drawn off during bunkering in the presence of the supplier's representative should be
sent 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.
Should weather conditions develop or be likely to develop into an electrical storm bunkering
operations should be stopped, tank openings and valves should be closed. It should be noted
that this instruction applies to all vessels.
Oil spill equipment must be deployed before operations commence. The Company requires
that all manifold and airpipe containment should be plugged and clearly marked with the
capacity of the saveall in US barrels.
Seawater is the primary source of the microbes, therefore it is essential to check that bulk
storage tanks are clean and dry.
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.
Special attention should be paid to the forward two holds and to the aftermost hold.
Dates and results of last test/simulation should be recorded in the alarm checklist as submitted
to the classification society. Details of any alarm or device found to be faulty should be
entered in the engine room log book.
All primary equipment used in the above procedure shall be subject to a check as to its fitness
for purpose.
Records of tests and results are kept in the Solas Maintenance Record book.
All micrometers, verniers and dial gauges should be tested prior to use by the means of slip
and thickness gauges and at least once per year the results of these tests should be recorded.
The Chief Engineer should notify the FS in good time when equipment requires to be sent
ashore for accuracy checks.
Every Duty Engineer must appreciate that efficient performance of his duties is necessary in
the interest of the safety of life and property at sea and the prevention of pollution of the
marine environment.
General
The Duty Engineer is the Chief Engineer's representative and his primary responsibility, at all
times, is the safe and efficient operation and upkeep of machinery affecting the safe operation
of the ship. He should ensure that at all times Bridge orders relating to changes in speed or
direction of operation are immediately implemented.
The Duty Engineer shall ensure that the established watchkeeping arrangements are
maintained. 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 auxiliary
equipment.
The Duty Engineer should keep the main propulsion plant and auxiliary systems under
constant supervision until properly relieved. He should also ensure that adequate tours of the
machinery and steering gear spaces are made for the purpose of observing and reporting
equipment malfunctions or breakdowns, performing or directing routine adjustments, required
upkeep and any other necessary tasks.
The Duty Engineer should take all action necessary to contain the effects of damage resulting
from 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 the
various safety precautions to be observed.
The Duty Engineer should be aware of potential hazards in the machinery spaces which could
cause injury, and be able to administer first aid.
The Duty Engineer should continue to be responsible for machinery space operations despite
the presence of the Chief Engineer in the machinery spaces, until the Chief Engineer informs
him 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 potentially
hazardous conditions which may adversely affect the machinery and jeopardise the safety of
life or the ship.
The Duty Engineer should ensure that the machinery space watch is supervised and arrange
for substitute personnel in the event of the incapacity of any watch personnel. The watch
should not leave the machinery spaces unsupervised in a manner which would prevent the
manual operation of the engine room plant.
The relieving Duty Engineer should satisfy himself that the members of his watch are
apparently fully capable of performing their duties effectively.
The relieving Duty Engineer should not take over the watch until he has examined the engine
room 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 supplementary
orders left by the Chief Engineer.
a) Main and auxiliary machinery, control systems, indicating panels and communications
systems 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 been
blown 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.
b) Adjusting the remaining plant to function adequately and safely during the maintenance
period.
c) Recording, in the Engine Room log or other suitable document, the equipment worked on and
the personnel involved, the safety steps taken and by whom, for the benefit of relieving
engineer 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 are
available to assist in the manual operation of machinery in the event of automatic equipment failure.
i) When engine damage or malfunctions occur which in his opinion are such as to endanger the
safe 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.
Despite the requirement to notify the Chief Engineer in the foregoing circumstances, the Duty
Engineer should in addition not hesitate to take immediate action for the safety of the ship, its
machinery and crew.
electronic equipment throughout the ship should be performed with the cognisance of the Duty
Engineer and the Chief Engineer. These repairs shall be recorded.
c) Main and auxiliary machinery is maintained in a state of readiness in accordance with orders
from the Bridge.
d) Measures are taken to protect the environment from pollution by the ship and that applicable
pollution regulations are complied with.
a) Type of ship.
Under the direction of the Chief Engineer, the Duty Engineer is responsible for inspection and
testing, 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 of
all machinery related to cargo operation, the safety of the ship, the port and its environment.
The Duty Engineer while in charge of a watch, should not be assigned or undertake any task
or duty which would interfere with his supervisory duty in respect of the ship's machinery
system.