FOM10 Sec-10 Maintenance Repair and Inspections

FAREAST SHIPMANAGEMENT HONGKONG LIMITED Revision# 1 Page 1/3
SAFETY AND QUALITY MANAGEMENT SYSTEM Date 01/07/2017

FLEET OPERATION MANUAL Section 10.0
MAINTENANCE AND REPAIR
10.0 Maintenance, Repair and

Inspections
Section Description No. of

Pages
10.0 Maintenance and Repair
10.1 Maintenance and repair policy 1
10.1.1 Maintenance and repair requirements
10.1.2 Maintenance and repair policy
10.1.3 Maintenance and repair time
10.2 Maintenance and repair planning 1
10.2.1 Scheduled maintenance and testing
10.2.2 Unscheduled maintenance
10.2.3 Repairs
10.2.4 Vessel cleanliness and appearance
10.3 Essential and critical items and functions 3
10.3.1 Definitions
10.3.2 Approach for essential items
10.3.3 Approach for critical items
10.4 Maintenance and repair responsibilities 1
10.4.1 The master
10.4.2 The chief engineer
10.5 Planned Maintenance System 3
10.5.1 Retronet PMS
10.5.2 Maintenance Record
10.5.3 Records of Modification
10.5.4 Landing of mechanical equipment
10.5.5 Repair reports
10.5.6 Electrical insulation readings
10.5.7 Drydock repair list
10.5.8 Preparing drydock specification for machinery and electrical sections
10.6 Shore side repair and maintenance assistance 6
10.6.1 Drydocking
10.6.2 Voyage repairs
10.6.3 Riding crew
10.7 Machinery and hull surveys 5
10.7.1 Classification societies
10.7.2 Specific requirements - RINA registered vessels
Section Description No. of

Pages
10.7.3 Specific requirements - Lloyd’s registered vessels
10.7.4 Specific requirements - American bureau of shipping registered
vessels
10.7.5 Specific requirements - Det Norske Veritas (DNV) vessels
10.7.6 Approved scheme for the survey of machinery by ships Chief
Engineer
10.8 Critical And Standby Arrangements Process Flow 1
10.9 Service calls and repairs to equipment 1
10.10 Bilge piping and seepage of water into holds 1
10.11 Store and spares 7

10.11.1 General
10.11.2 Requisition of spares
10.11.3 Requisition of stores
10.11.4 Requisition of provisions and bonded stores
10.11.5 Stowage of stores and spares
10.11.6 Oxygen and Acetylene
10.11.7 Medical supplies and inventories
10.12 Competent Person 1
10.13 Flag State Requirements 4
Appendix 1 - Critical Machineries 27
MAINTENANCE AND REPAIR POLICY
10.1 MAINTENANCE AND REPAIR POLICY
10.1.1 Maintenance and Repair Requirements
The vessel and its equipment must be maintained in a state of complete operational
readiness at all times, in conformance with all requirements of regulatory or
classification bodies, and as per direction of FAREAST SHIPMANAGEMENT
HONGKONG LTD.
10.1.2 Maintenance and Repair Policy

The FSMHK shall follow a risk based approach to maintenance management,
whereby equipment shall be maintained (inspected, monitored, overhauled and
renewed) to achieve the level of reliable operation required to reduce the risk to
personnel, environment, asset and reputation to ALARP.
FAREAST SHIPMANAGEMENT HONGKONG LTD policy contains three elements:
a) Scheduled maintenance is established for certain machinery and

equipment that is vital for safety, reliable vessel operation, or as
required by regulatory or classification bodies.
b) Non-scheduled maintenance is applicable to interior and exterior

decks, superstructures and bulkheads, masts and rigging, deck
machinery and mooring fittings, pipelines and valves, and
miscellaneous fittings.
c) Repairs are the work taken to return machinery to an operating

condition after an unexpected failure.
10.1.3 Maintenance and Repair Time
The Master may allow important vessel machinery or equipment to be disabled for
maintenance or repair provided:
1. The vessel's Charter requirements are not delayed.
2. The vessel is not on a cargo run.
3. The safety of the vessel is assured during the time of immobilization. If the
above conditions cannot be met, FAREAST SHIPMANAGEMENT HONGKONG LTD
Office approval must be obtained prior to maintenance.
MAINTENANCE AND REPAIR PLANNING
10.2 MAINTENANCE AND REPAIR PLANNING
10.2.1 Scheduled Maintenance and Testing

The Master will ensure that all such maintenance and testing is carried out in conformance
with established schedules in the maintenance program placed on board each vessel.
Should it become necessary to prolong the maintenance of equipment beyond the due date
as stated in the Maintenance program, then approval must be sought by the Chief Engineer
from the Office. Such approval may only be given by the Office after it has been confirmed by
the Chief Engineer that such delay in maintenance will not result in any adverse effect on the
relevant Machinery / Equipment and that the Machinery / Equipment is in good working order
as determined by its running condition.
All hydrostatic or operational tests required by the maintenance schedule, Classification
Societies, Regulatory Bodies, or FAREAST SHIPMANAGEMENT HONGKONG policies
must be made under the supervision of the Chief Engineer and the Chief Mate.
10.2.2 Unscheduled Maintenance

The judgement of Master and Chief Engineer is relied upon as the basis for the timing of
unscheduled maintenance.
Differences in vessel age, construction, operating conditions, and trade patterns may result in
differing maintenance requirements.
Planning of repair and maintenance items that are within the capability of vessel personnel is
left to the discretion of the vessel's Chief Engineer and Chief Mate.
10.2.3 Repairs
All equipment must be kept in good repair, operated, and maintained as follows:
1. Main and standby units should be changed over weekly to ensure equal
operating time and good performance of both units.
Equipment should be opened for inspection for the following reasons:
a) There is reason to suspect abnormal operation, such as noise, heat
or vibration.
b) Inspection is required by the Classification Society. However in
some cases the Surveyor may be satisfied with a demonstration that
the equipment is working satisfactorily.
c) When required by the manufacturer's specifications.
2. Both operating and standby units should be maintained in operable condition. If a
failure occurs and the standby unit is put into operation, the failed unit must be
promptly repaired.
3. If shut down of the machineries shall be planned for maintenance purpose. Prior
permission from FAREAST SHIPMANAGEMENT HONGKONG may be
necessary for shut down of any essential machinery, which may incur any loss of
time.
10.2.4 Vessel Cleanliness and Appearance

The vessel must be maintained in a high state of cleanliness and appearance.
a) The Master shall ensure that the vessel is kept freshly painted to preserve
the structure and also appearance. Outside decks and superstructures must
be frequently hosed down, scrubbed, swept and cleaned.
b) The Master shall ensure that passageways, quarters, toilets, galleys,
messrooms, and other interior spaces are swept, scrubbed or washed down
frequently. Interior living and working spaces should be kept free of dirt and
garbage and never get to the point of deterioration.
c) The Chief Engineer shall ensure that all engine room spaces are clean and
painted as necessary. Bilges shall be maintained free of oily residues .
ESSENTIAL AND CRITICAL ITEMS AND FUNCTIONS
10.3 ESSENTIAL AND CRITICAL ITEMS AND FUNCTIONS
10.3.1 Definitions
This section defines those shipboard items or functions that are considered to be
either essential or critical, terms are defined in Section 10.1 of this manual.
10.3.1.1 Essential Items

Essential shipboard items comprise those shipboard hull, equipment, systems,
components and functions subject to class or statutory survey as well as those that
may result in hazardous situations or accidents if not maintained. REFER TO
APPENDIX L of Section 10
10.3.1.2 Critical Items

Critical shipboard items and functions are those whose sudden loss of functional
capability, or failure to respond when activated, may create hazardous situations or
accidents.
The following shipboard items and functions are considered to be critical:
- Main engine(s), auxiliary machinery and associated control systems

- Steering gear (including thruster, if fitted)
- Ship control and navigation systems
- Ship and personal safety equipment
Proper maintenance and inspection of lifeboats, launching appliances and on-load
release gear should be carried out to prevent any accidents.
The periodical servicing / maintenance / repair work and testing of lifeboats systems
should be conducted by the manufacturer’s representative or a person appropriately
trained and certified by the manufacturer and attached to a approved workshop for
the work to be done in accordance with MSC.1/Circ.1206.
Additionally Masters to ensure compliance with the following:
1. On-load release equipment used is in full compliance with the requirements of

paragraphs 4.4.7.6.2.2 to 4.4.7.6.5 of the LSA Code and requirements of
MSC.1/Circ.1392
2. All appropriate documentation for the maintenance and adjustment of lifeboats,
launching appliances and associated equipment is available on board.
3. Personnel undertaking inspections, maintenance and adjustment of lifeboats,
launching appliances and associated equipment are fully trained and familiar with
these duties.
4. Maintenance of lifeboats, launching appliances and associated equipment is
carried out in accordance with approved established procedures.
5. Lifeboat drills are conducted in accordance with SOLAS regulation III/19.3.3 for
the purpose of ensuring that ship’s personnel will be able to safely embark and
launch the lifeboats in an emergency.
6. The principles of safety and health at work apply to drills as well.
7. Personnel undertaking maintenance and repair activities are appropriately
qualified.
8. Hanging-off pennants / Fall Prevention Device (FPD), as required by
MSC.1 Circ.1327 should only be used for maintenance purpose and not during
training exercises.
10.3.2 Approach for Essential Items

All FAREAST SHIPMANAGEMENT HONGKONG ships are maintained in class
under a continuous hull and machinery survey process, administered by either Det
Norske Veritas (DNV), the American Bureau of Shipping (ABS), Germencier Lloyds (
GL), Nippon Kaiji Kyokai (NKK), Bureau Veritas (BV), Lloyd's Register of Shipping
(LRS), India Register Of Shipping (IRS) and RINA.
Maintenance of Operationally and/or Commercially Significant equipment and

systems must follow the manufacturer’s guidelines and careful consideration must be
given to the quantity of spare parts carried onboard, taking a risk-assessed
approach.
Minimum Spare: An inventory of spare parts sufficient to meet the needs posed by
the ship's daily operation is maintained on board.
REFER APPENDIX 10 M of Section 10 .for list of Minimum Spares lists.
Critical Spare: Parts that cannot be manufactured using tools available to the
maintenance staff, and in the event of failure, would affect the operation of the
equipment and affect the vessel operation.
REFER APPENDIX 10 K of Section 10 for list of Critical Spares.
This continuous survey process, together with the associated system of records, is
described in Section 10.7: Machinery and Hull Surveys.
10.3.3 Approach for Critical Items
The availability and capability of critical items and functions aboard FAREAST
SHIPMANAGEMENT HONGKONG LTD is assured through a continuing series of
tests and drills. These tests and drills are conducted at a stated frequency or prior to
use or activation of the function, such as before departure or arrival in coastal waters.
Tests and drills for critical shipboard items and functions are described in Section
10.3 of this manual. Spares for critical machineries is maintained as per requirements
and inventory of same is sent to office monthly (form 3.4).Inventory is monitored
through RETRONET PMS system installed on vessels. When any critical spares is
being used onboard, Vessel should
Raise the requisition immediately and same to be adviced to the Technical Manager.
All efforts to be made from Office for the critical spares to be connected at the next
available port.
The following are requirements for Critical Items:
In the event that a critical system or equipment is rendered inoperative due to

malfunction, the managing office must be immediately advised and steps taken to
either remedy or mitigate the unavailability of the system or equipment. This
malfunction shall be recorded in Incident reporting form 1.9 A
Critical equipment shall be identified in the vessels planned maintenance system and
maintenance of his equipment must be treated as a priority item within the system.
No critical equipment maintenance should be overdue at the end of the month,
however if it is, the reasons must be justified to the Managing Office.
Maintenance on critical equipment that involves the equipment being removed from
service must be formally risk assessed and may proceed only if authorised by the
Managing Office. For clarification A risk assessment for work on Critical Equipment
should include but not be limited to:
 personnel, spares and tools

 worst case scenarios
 recovery and mitigation measures
 commissioning and testing procedures
 alternative back-up equipment/systems
 necessary modification in operational procedures as a result
 additional safety procedures (emergency).
If the agreed shutdown period for critical equipment or systems is to be exceeded,

any extension or alternative actions must be reviewed by the Managing Office. A
further risk assessment should be undertaken if circumstances (such as
environmental conditions, crew fatigue or operational parameters) change.
On the completion of any maintenance on Critical Items, the equipment must be fully
tested. The test procedure must be agreed beforehand with the management office.
Test results must be recorded in the log book and within the planned maintenance
system. This is particularly important after the completion of any modification.
The maintenance of critical equipment must be supervised by a competent senior
officer. When maintenance is completed the senior officer will test the equipment
before it is put back into service.
Critical equipment components shall be subject to minimum spares ROB levels.
Changes to operating parameters of critical equipment such as alarm set points must
follow the Management of Change Process.
10.3.4 Schedule testing of Standby equipment
Definition: The equipment or machinery which are NOT IN CONTINOUS operations

are known as standby equipments.
Maintenance and Testing : The Ship may identify all machineries and equipment
onboard which are not in continuous operation and must have same included in
regular testing and operations periodically not less than one month interval or more
than 3 months interval. The standby equipments comprises of critical, essential and
emergency equipments which already have been defined in above sections for
testing. All machineries which do not fall in these categories are listed as standby
equipments like 3 sets of same pump, The 2 pumps become standby equipment and
one may be stated as critical and other as non critical. Regular testing of these
pumps are required and to be recorded in long book or work done reports .Best
practices for pumps would be periodic change overs to ensure sound operations .
NOTE: The maintenance schedule of each piece of equipment shall be determined

by:
 The manufacturers recommendations

 The criticality of the equipment
 Past failure experience (Fleet & Industry)
 Classification Society survey cycle
 Available resources
MAINTENANCE AND REPAIR RESPONSIBILITIES
10.4 MAINTENANCE AND REPAIR RESPONSIBILITIES
10.4.1 The Master
- Is responsible for the level, effectiveness, and cost of the maintenance

program.
- Should convene meetings as necessary to assist the Chief Engineer

in developing the maintenance program, coordinating the activities of
the various departments, establishing areas of responsibility and
developing a sequence of action.
- Shall ensure that all significant repairs or maintenance, scheduled or

unscheduled, are reviewed with the Chief Engineer and work
procedures are agreed upon prior to the work being started on the
vessel.
- Will advise the FAREAST SHIPMANAGEMENT HONGKONG Office

of any maintenance or repairs of an important or critical nature. This
includes disabling essential equipment that affects maneuverability,
seaworthiness, or prevents the vessel from executing its required
operational tasks.
- In conjunction with the Chief Engineer, provide the FAREAST

SHIPMANAGEMENT HONGKONG Office with weekly reports of
maintenance and repair work performed.
10.4.2 The Chief Engineer
- Will be responsible for the development, planning and assigning of

maintenance work based upon departmental requirements.
- Co-ordinates individual jobs and sees that available man-power is

used effectively.
- Determines which work shipboard personnel can most economically

accomplish.
- Prepares and submits Maintenance and Repair Report/Records to

FAREAST SHIPMANAGEMENT HONGKONG LTD.
- Oversees scheduling, conducting, and supervising of the

maintenance.
PLANNED MAINTENANCE SYSTEM
10.5 PLANNED MAINTENANCE SYSTEMS
Planned Maintenance is controlled by a computerised system named

Retronet Planned Maintenance System (PMS)which should be
operated in full accordance with its operating manual.
The Planned maintenance system shall describe detailed maintenance instructions

for all structure and equipment of the ship including frequencies, based upon:
Classification society requirements

Flag state requirements
Manufacturers recommendations (Original instructions + service bulletins)
Company requirements – see : (Section 10- Appendix)
Identified best practices
MAINTENANCE REPORTS AND RECORDS
10.5.1 RETRONET Planned Maintenance System (PMS) shall be used to:
 Initiate maintenance (Planned Maintenance Schedule)

 Record planned and ad hoc maintenance
 Manage refit maintenance requirements
 Provide reports to Managing office
10.5.2 Maintenance Record -Failures of critical or commercially significant equipment shall

be recorded and reported through the incident reporting form. The failure mode shall
be analysed and if it relates to maintenance management the maintenance system
shall be amended as necessary
A record of all work carried out must be maintained on board to provide an historical record
for all items of equipment. This record must be maintained in an electronic format, hard
copies should be maintained for ease of reference and presentation at annual surveys/audit.
All work, such as overhauls and repairs must be recorded in detail.
A suitable inventory of spare parts shall be maintained onboard, with minimum ROB levels
specified, based upon the following:
 The criticality of the equipment
 The level of redundancy
 The availability of supply
 The forecast usage
 The anticipated failure rate
Detailed records should include (where applicable) but may not be limited to the following:
Spares used
General condition of equipment
Indication of wear, corrosion and/or erosion
Clearance records, such as; liner wear, shaft clearance, burn away etc
Performance data where applicable
Records of functions tests, including actual activation points against set points and
adjustments made
Hours run where applicable
Any additional work completed over and above that indicated on the Planned Maintenance
worksheet
Any additional comments or observations that would benefit those undertaking this task in the
future
Location of any hard or soft copies of additional information such as photographs or
manufacturer’s inspection reports
10.5.3 Records of Modifications

It is not permitted to modify the vessel, its systems, machines, gear and equipment
without agreement of the Managing Office . If alterations are deemed to be beneficial,
a proposal for such should be presented to the Managing Office, indicating the costs
of the alteration and the benefit resulting. When temporary alterations have been
made to a system it is imperative that notices are posted to this effect and that all
personnel are informed of the changes made and their implications.
It is essential for the safe and efficient operation and maintenance of the ship that full
sets of relevant technical drawings and instruction books are retained on board.
Duplicate sets of these drawings shall be held in the Managing Office.
It is important that adequate information is sent from the ship to enable these to be
updated promptly when modifications are made or discrepancies are found on board.
The Technical Superintendent for each vessel must ensure that information on any
shore-initiated modification is incorporated in the Managing Office technical drawings
and records and that one copy are forwarded to the vessel affected by the change.
The Chief Engineer shall ensure new information is added to the shipboard records
and that the filing list is amended and any redundant plans or instruction books are
removed. It should be noted that modifications to systems may affect several
drawings, particularly in the case of piping, electrical or instrumentation drawings. In
such cases, each drawing should be corrected to show the modification or should be
marked on the title label with cross-reference to the source of any relevant later
information.
Where a modification requires a change to the spare gear or planned maintenance

records, the change shall be initiated by the Chief Engineer and details of that change
sent to the vessel's Technical Superintendent who should ensure it is added to the
Managing Office copy of those records.
The Managing Office may, in the case of extensive modifications, re-issue revised
prints of shipyard drawings to the ship. In such cases, original plans held by the ship
should be destroyed.
10.5.4 Landing of Mechanical Equipment

The Chief Engineer or Chief Mate shall use the appropriate FSMHK form for landing
shipboard equipment for repairs (Removal report form 5.13). All involved parties should sign
this form, and a copy forwarded to the Superintendent Engineer.
10.5.5 Repair Reports

The Chief Engineer should inform the FSMHK of any item repaired in the text of his monthly
report. At the same time spare parts consumed during the repair should be recorded.
10.5.6 Electrical Insulation Readings

Accurate records are to be maintained of electrical insulation resistance. All electrical
machinery must be "Meggered" every three months. Copies of these readings are to be
forwarded to the FSMHK Office, and the originals retained on board for classification review
as per form 5.9.
10.5.7 Drydock Repair List

On the basis of Repair Lists, Report Forms and Repair Reports, a Drydock list will be
compiled by the vessel.
The list must be divided into deck, machinery and electrical sections and numbered D1, D2,
etc.; M1, M2, etc.; E1, E2, etc. The deck repair lists should be signed by the Chief Mate and
Chief Engineer and countersigned by the Master. The machinery and electrical lists should
be signed by the Chief Engineer and countersigned by the Master. The numbering should be
continuous for the period between drydockings.
Each item on the lists should be written as a working specification together with any
necessary technical information and details of materials to be supplied. If, however, materials
are already on board in ship's spares, this should be stated. If delivery of parts is required
from the original manufacturer in order to carry out the repairs, the requisition reference and
date should be stated.
Form 3.16 and 3.17 should be used when preparing Dry dock specification and repair list.
10.5.8 Preparing Drydock Specifications for Machinery and Electrical Sections

1. Routine maintenance and overhaul items should not normally be included in the lists.
However, any outstanding items should be included in the final list just prior to
drydocking.
2. When preparing the items on the list it should be ensured that the following have
been included in your description where applicable:
- removal and refitting for access any equipment, pipework, floorplates,

casing doors as necessary
- height and width of staging as necessary
- local cleaning prior to removals as necessary
3. Pipework repair specifications should always include a sketch of the replacement or

repairs. The following should always be stated and if convenient this data can be
shown on the sketch:
- pipe lengths and diameters including branches and flanges.

- pipe and flange thickness or standard.
- pipe material which should also state if galvanized.
- state if flanges can be burned off and reused.
- state if bolts are reusable or will require to be cut and replaced.
- on the sketch mark the point of failure.
4. When equipment must be taken ashore for repairs, this should be stated.
5. In some cases with machinery items, the correct method of repair may not be known.
If there is any doubt, include the words "proposed repair method".
6. With routine machinery repairs it is not necessary to have a detailed description.
Typical examples of this are replacement of a cylinder liner or stripping a pump for
replacement of wear rings and bearings. For abnormal repairs, detail all work
necessary for the repairs.
When stating an engine cylinders number, it shall be clearly specified that no. is either
forward or from aft.
SHORE SIDE REPAIR AND MAINTENANCE
10.6 SHORE SIDE REPAIR AND MAINTENANCE ASSISTANCE

For repairs and maintenance beyond the capability of the vessel's personnel, the FAREAST
SHIPMANAGEMENT HONGKONG Office will provide assistance. This assistance will be
arranged based upon information provided in Vessel Inspection Sheet and Report Forms.
10.6.1 Dry-docking
At dry-docking major work requiring shipyard facilities will be undertaken under the direction
of a Superintendent Engineer, who will prepare the dry docking report as per form 3.19 upon
completion. This work will include:
1. Designated Survey Inspection items which require shipyard facilities to accomplish.

2. Standard dry-docking and repair items as designated by FAREAST
SHIPMANAGEMENT HK policy.
3. Major alterations and capital items as approved by FAREAST
SHIPMANAGEMENT HK.
4. Repairs and /or replacements of hull steel and fittings as determined by inspection.
5. Repairs requested by vessels on Report Forms and Dry-dock Lists which are beyond
the capability of the crew and are approved by FAREAST SHIPMANAGEMENT
HK.
10.6.1.1 Preparation for Dry Docking
Preparation of DD specification items should be a continuous process while the ship is at

service, irrespective of time period to remaining for the schedule dry docking.
1. Finalizing the DD Specification is the most important task while planning a Dry Dock. Dry
dock specs should be prepared, while taking into account the following:
a) Any outstanding Memo or COC from Class.
b) Condition ship side penetrations after the overboard valves should be carefully
checked for renewal.
c) the pending items of defect list register
d) any pending PSC item
e) any pending non conformance report
2. check previous anchor gauging reports and plan renewal of lengths which were at limit and
not renewed last DD.
3. check the previous rudder clearances and plan for pintle inspection / bush renewal by
ordering material in advance. Sometimes the material needs to be ordered in advance
depending on the dimensions of the bushes in use. In case of wear at limits as per previous
docking then alignment check with rudder removal to be planned.
4. check the previous tailshaft measurements and stern tube bearing condition. If the same
were at limit during the previous DD then the bearing may need to be ordered in advance.
5. stern tube seals renewal to be planned depending upon the leakage / lubricating oil report.
Chrome liner measurements from previous DD reports to be checked and accordingly new
liners to be ordered / skimmed / distance piece to be fitted. Makers limits for runouts, seal ring
interference, bonding information, liner skimming limits, etc to be obtained before proceeding
for docking.
6. bow thruster seals to be renewed and overhauled once in ten years or earlier depending on
condition of lubricating oil or thruster performance.
7. to take quotes for grit blasting / painting of cargo holds of bulk carriers at every 2nd / 3rd
special survey or as per Owners / trade requirement.
8. to keep thickness measurement quotes in hand from locally available TM companies. For
all SS and 3rd ITSS requirements the TM gauging to be carried out prior docking in order that
repair quantum can be assessed in advance.
9. to procure few storm valves in advance as the cost of these items are very low and
invariably one or two valves come up for renewal after inspection.
10. to carry out TM check of important and large sea water lines which otherwise appear in
healthy condition in order that post docking nasty surprises can be avoided.
11. to check hatch covers condition and plan repairs in advance - particularly for bulk carriers
in order to avoid cargo claims post dry docking.
10.6.1.2 Minimum work to be done in dry dock
1. Main Engine Turbocharger

1. Overhaul and rotor balancing.
2. Measurement of rotor covers ring clearances and renewal if required.
Keep spare cover ring for this purpose.
3. Thickness gauging of water cooled casing
2. Main Engine Air Cooler cleaning. Replace cooler if pressure drop consistently above 1.5
times trial data value
3. Main Engine fuel p/p overhaul. Check mating of plunger/barrel as per makers instruction (if
available) or by gravity check. Renew plunger / barrel as per makers recommendations.
Renew all suction, spill and discharge valves. Bosch p/ps can be done by s/staff
4. Main Engine fuel pump timing check and re-adjustment
5. Main Engine fuel linkages check and renewal of worn pins and bearings.
6. Main Engine governor overhaul
7. Main Engine Pneumatic system check. To be carried out as per makers recommendations.
8. Check chain tensioning of M.E. if fitted.
9. M.E. Starting air distributor to overhaul. Can be done by s/staff.
10. All ACBs to check trips by simulation
11. grit sweeping underwater area so that all flaking paint is removed
12. Check with maker polishing rate and interval between docking to conform if the thickness
is sufficient.
13. Take comparison sheet, for Yard cost and paint and Budget Sheet for selected Yard.
14. Tail Shaft wear down checks.
15. Inspection of Stern tube systems.
16. To check and record upper and lower rudder pintle bearing clearances. Jumping stopper
clearance between rudder and rudder horn to be measured.
17. Crack detection of Propeller. Propeller shaft clearances to be taken.
18. Draft marks to be checked.
19. Sea Inlet and discharge and other opening checks including all ship side valves.
20.Under water Hull protection system.
21.OWS System complete cleaning .Internal coating, heater and Coalescer filter to be
checked.
22.Application of anti fouling paint system.
23.Sewage Plant cleaning and Inspection.
24.Cleaning and Inspection of WBT and Cargo Tanks.
25.ODME AND OWS Inspection and Caliberation.
26.Cleaning and painting of Chain locker. Ranging and marking of anchor chain.
27. IG scubber tower cleaning and inspection.
28.NRV and deck seal inspection and overhauling.
29.Inspection and overhauling of lifting appliances
10.6.2 Voyage Repairs

All shore side repairs should be kept to a minimum and limited to critical situations. Voyage
and emergency repairs will be arranged as necessary based upon information provided on
Report Forms or e-mail requests. The vessel will be notified, prior to arrival, about the repairs
to be accomplished, preparations to be made, etc.
10.6.3 Riding Crew

When appropriate and approved by the FAREAST SHIPMANAGEMENT HONGKONG
Office, additional personnel will be made available to accomplish specific maintenance and
repair work while at sea. This extra crew may take one of the following forms:
a) Additional specified ratings for minor repairs to be accomplished under the
direction of the Chief Engineer or Chief Mate.
b) Contract repair crew for accomplishment of major repairs or modifications
under the direction of a Superintendent Engineer. In this event, the
Superintendent Engineer and the ship’s staff will jointly plan the work.
The following guidelines should be followed in managing riding crews on FAREAST
SHIPMANAGEMENT HONGKONG LTD ships.
10.6.3.1 Planning
When requesting a riding crew the Chief Engineer should submit a detailed work list as
follows:
a) Prepare a detailed work list that lists each work item, defines the scope of
each item and provides a concise reason that each item needs to be done.
b) Prepare a list of all materials needed, by work item if appropriate, and
indicate whether these materials are on board or need to be ordered.
c) Prepare an estimate required that includes the number of personnel needed,
the functions and skills required to accomplish the work, and the number of
days that the crew will be needed.
Work requirements are to be accumulated until a substantial and clearly defined work
package has been created. If modification, addition or alteration type work is requested, a
complete explanation of the benefits to the vessel should be provided.
Requests for riding crews should not be made to cover work, which would normally be carried
out by the crew, nor should they be employed on such work when they are on board.
10.6.3.2 Reporting Requirements

When riding crews are on board, the following reporting procedures are to be followed:
a) Email-weekly reports that provide progress on each work item, work
remaining to be done, and estimated date and time of completion.
b) Time sheets are to be kept and forwarded to the FAREAST

SHIPMANAGEMENT HONGKONG Office for each individual, that identify
the total man-hours worked each day and the work item on which the effort
was expended. A summary for the entire riding crew shall also be provided.
On completion of the planned work, the FAREAST SHIPMANAGEMENT HONGKONG
Office will arrange for the men to be taken off at a convenient port.
10.6.3.3 Other Considerations

Riding crews should work under the direct supervision of their foreman/lead-man under
direction from the responsible ship's officer. The safety and welfare of the riding crew must
be of primary concern and maintained at the same level as for the regular crew. They should
be provided with necessary protective gear and they must adhere to all recognized safety
practices and procedures.
Care should be taken in laying out the scope of the work to be performed by riding crews to
ensure the most productive use of their time while on board. This work scope should be
agreed upon in advance and progress regularly monitored by the responsible shipboard
department.
Riding crews are on board to assist the regular crew, not to replace them. Nor are they to
perform tasks or duties, which are the responsibility of any crewmember. It is the
responsibility of the appropriate department head aboard ship to assure cooperation and
mutual respect between the riding crew and the regular crew.
Working agreements and labor rates for various riding crews differ; this information is
available on a need-to-know basis. Nevertheless, it is important that you account for and
verify all the time worked by riding crews. Riding crews should not work in excess of 12 hours
per day, without the express approval of the Master, and in no case in excess of 16 hours per
day except in emergency conditions. At the end of each day, the responsible department
head should check and initial the time sheets of the riding crew, prior to their submission as
described above.
Each riding crew is under the authority of the Master while on board. The Master is
responsible for maintaining proper discipline among the members of the riding crew as well as
the regular crew. Ant disciplinary problems should be reported to FAREAST
SHIPMANAGEMENT HONGKONG LTD as soon as practicable.
10.6.4 Main Engine Shut Down and Immobilisation Policy
10.6.4.1 Permission Requests
Prior to any planned immobilisation approval must be requested through your

Operations Superintendent or where not available Technical Superintendent.
Sufficient notice should be given however if the requirement for the immobilisation is
urgent or only becomes apparent after normal office hours then the approval shall be
requested by calling the Superintendent followed by recording the request in mail.
The final permission will be at the discretion of the Technical Manager.
Immobilisation requests must include:
Details of the work required

Detailed justification for the immobilisation
The expected time frame required to complete the work.
The responsible Superintendent will then assess the request and discuss it within the
shore management team, Charterers and/or Owners as necessary to confirm the
immobilisation is justified and to obtain the required permissions.
If the request is approved then this shall be communicated to the vessel in writing. If
the shutdown is urgent, the initial communication may be verbal however this shall be
followed up in writing as soon as possible.
10.6.4.2 Considerations When Immobilising
General Considerations
Before immobilising the engine the following points shall be considered:
Ascertained that the required spares, tools and other materials are available on
board and prepared in order to ensure the work can be successfully completed and
the immobilisation time kept to a minimum.
The immobilisation shall be planned with respect to manpower, rest periods etc.
If shore assistance or service is required then this is to be pre-planned and arranged
well in advance.
The frequency of Status Report should be agreed in advance and communicated to

the office and Agent as required. If the work scope changes and the immobilisation
time is expected to differ from the original time frame requested then this information
should be communicated to the office and agent immediately. Direct communications
may additionally be required with the Port Authority and/or Terminal, particularly
where the vessel is being monitored by a Vessel Traffic Service (VTS) system.
The master should fully appraise himself of the work scope prior to immobilisation
and be able to act as a focal point for communication during periods of high
engineering activity.
In addition to the normal "Risk Assessment" for the work to be completed and the
safety of personnel, an additional "Risk Assessment" for the Safety of the vessel
should be produced, discussed and forwarded to the office for approval. This RA is to
include as a minimum the hazards associated with the below lists and detail the
possible consequences and safety guards to reduce any potential risk to as low as
reasonably practicable (ALARP)
If the immobilisation is to be at anchor or alongside then the Master must arrange
additional permissions from the Port Authority and/or Terminal via the local Agent
always adhering to all local regulations.
Immobilisation at Sea
Before immobilising the engine at sea the following points shall be considered and
included in the risk assessment:-
 Distance from land

 Distance from navigational hazards including offshore platforms, FPSO's or
other structures and traffic separation schemes
 Distance from grounding points
 Drift pattern (speed & direction) influenced by wind and current
 Sea state at the place of immobilisation and in the anticipated drift pattern
 Weather conditions at the time and place of immobilisation
 Weather forecast for the duration of the immobilisation with safe margin
 Traffic density (inc proximity to traffic separation zones)
 Tug availability
 Potential security issues
 Polling of the Purple finder so vessel drift can be tracked from the office
 Immobilisation at Anchor
Before immobilising the engine at anchor the following points shall be considered and
included in the risk assessment:-
 Distance from land

 Distance from navigational hazards including offshore platforms, FPSO's or
other structures and traffic separation schemes
 Dragging of Anchor
 Swinging radius with respect to other vessels & navigational hazards
 Traffic density (inc proximity to traffic separation zones)
 Currents (speed & direction) at the place of anchorage
 Sea state
 Weather conditions
 Weather Forecast for the duration of the immobilisation with safe margin
 Fire wires
 Emergency Towing System
 Immobilisation Alongside
Before immobilising the engine alongside, the following points shall be considered
and included in the risk assessment:-
 Currents (speed & direction)

 Sea state
 Weather conditions
 Weather Forecast for the duration of the immobilisation with safe margin
 Permissions of stakeholders involved in the operation.
 Moorings - No of wire/ropes condition etc
 Traffic density and speed and proximity of passing traffic
 Fire wires
 Emergency Towing System
10.6.4.3 Exemption from Immobilising Requirements
When in port or at anchor and work being undertaken will not add any additional
delay to the normal time it would take to make engines ready then this may not be
classed as immobilization.
Examples include, but are not limited to the following:-
Scavenge space inspection

Crankcase inspection
Water washing WHU/EGB
In all the above examples the spaces can be quickly vacated and the engine made
ready within the normal preparation time.
The work shall be properly planned and executed so that the engine can be made
ready in the shortest possible time.
If in doubt the Managing Office shall be consulted for verification/clarification.

Removal of fixtures and fittings from the engine will require clarification by the
appropriate superintendent.
10.6.4.4 Shutting down the Engine in Port
The main engine shall be inhibited from starting for the entire period that cargo hoses
or loading arms are connected, except where local conditions dictate otherwise.
When the main engine is not inhibited, procedures shall be adopted to prevent
inadvertent starting of the main engine.
MACHINERY AND HULL SURVEYS
10.7 MACHINERY AND HULL SURVEYS
10.7.1 Classification Societies

Classification Societies require the examination of the vessel's hull and designated
vessel machinery once every five years in order to maintain its classification.
FAREAST SHIPMANAGEMENT HONGKONG LTD utilizes a special hull survey and
continuous machinery survey (CMS) for its vessels in accordance with the rules of
the appropriate classification society. Survey schedules unique to each vessel are
established by the appropriate Classification Society for each five year cycle. These
schedules then become part of the vessel's maintenance program.
Hull surveys must be accomplished by a society surveyor and are generally
scheduled during the vessel's Annual, Intermediate or Special Survey, or as required
for CMS items. Surveys of auxiliary machinery are accomplished by the Chief
Engineer subject to verification by the appropriate society surveyor. Critical and
important machinery (such as condensers, boilers, main engines, steering systems,
etc.) on continuous machinery survey must be surveyed by a Society surveyor.
These procedures may vary with different Classification Societies.
The established schedule can be amended to allow survey credit for auxiliary
machinery repaired as a result of equipment failure.
In order to obtain proper credit for auxiliary machinery surveys made by the Chief
Engineer the following information must be available for verification by the surveyor:
1. Completed Machinery Maintenance and Repair Book filled out and filed
aboard the vessel for each piece of machinery, including the following
information:
a) Running clearances as found upon disassembly.
b) List of spares used in accomplishing any repairs, and running
clearances obtained upon completion of these repairs.
c) Photographs or sketches illustrating the condition as found and after
any repairs.
2. Credit for surveys can be given up to six months after the survey; when
several items are to be verified by the surveyor, this will be arranged at the
next convenient port for a classification society surveyor to attend the vessel.
3. Notify FAREAST SHIPMANAGEMENT HONGKONG of all surveys
accomplished by vessel personnel giving the continuous machinery survey
item number. The appropriate form (Form 5.14), signed, should be used for
this notification.
4. There are some items like pressure vessels , main engine bearings and ME
Turbochargers which would mandatory required classification societies to be
surveyed and cannot be substituted by the chief engineer .These need to be
planned and clubbed during the class surveys and requested in good time
.Any works on these would be subject to class surveyor verification and
attendance.
10.7.2 Specific Requirements - RINA Registered Vessels

Each RINA Register classed vessel on Continuous Survey of Machinery is provided
with a Master List of Surveyable Ship and Machinery items. Each vessel is also
provided with a Quarterly Listing indicating:
a) Status of all certificates
b) Status of all surveys
c) Surveys credited since previous list
d) Items due for survey within next 12 month period

e) Items overdue
Every effort must be made to comply with the survey schedule as indicated by the
Quarterly Listing.
Whenever a given piece of equipment is opened for survey, any required
maintenance should be accomplished at that time.
Equipment surveys on Lloyd's vessels may be accomplished by the Chief Engineer if
he holds a RINA Certificate of Authorization. All surveys accomplished by the Chief
Engineer are subject to verification by a RINA Surveyor, based upon a review of the
pertinent maintenance record and, in some cases, an operational test.
10.7.3 Specific Requirements - Lloyd's Registered Vessels

Each Lloyd's Register classed vessel on Continuous Survey of Machinery is provided
with a Master List of Surveyable Ship and Machinery items. Each vessel is also
provided with a Quarterly Listing indicating:
a) Status of all certificates
b) Status of all surveys
c) Surveys credited since previous list
d) Items due for survey within next 12 month period
e) Items overdue
Every effort must be made to comply with the survey schedule as indicated by the
Quarterly Listing.
Whenever a given piece of equipment is opened for survey, any required
maintenance should be accomplished at that time.
Equipment surveys on Lloyd's vessels may be accomplished by the Chief Engineer if
he holds a Lloyd's Certificate of Authorization. All surveys accomplished by the Chief
Engineer are subject to verification by a Lloyd's Surveyor, based upon a review of the
pertinent maintenance record and, in some cases, an operational test.
10.7.3 Specific Requirements - American Bureau of Shipping Vessels

Each ABS classed vessel on Continuous Machinery Survey is provided with a Master
List of Machinery Items, which indicates:
a) All items required for survey completion.

b) The year in which each item is to be surveyed during the current
survey cycle.
All items in this List which cannot be readily accomplished by the crew will be
accomplished at Period Overhaul.
On ABS classed vessels, the Chief Engineer is authorized to conduct required
surveys on auxiliary machinery subject to surveyor verification within six months of
the date of survey. Granting of this verification is dependent upon the completeness
of the vessel's Machinery History Record.
10.7.4 Specific Requirements - Det Norske Veritas (DNV) Vessels

Each DNV classed vessel on continuous survey of machinery is provided with a list
of all equipment to be surveyed over a five-year period at an average of 20% of the
items each year.
If the Chief Engineer is approved by DNV to carry out surveys, approximately 50% of
the items to be surveyed should be completed by the Chief Engineer and the
remainder by a DNV Surveyor. During the next survey cycle the items covered by
the Chief Engineer will be covered by a DNV Survey and vice versa so that over a
two-cycle period a DNV Surveyor will cover each item.
All surveys carried out by the Chief Engineer are subject to verification by a DNV
Surveyor. Should there be any doubt about the condition of the equipment, a DNV
Surveyor can ask for any piece of equipment to be opened up for survey or subjected
to an operational test.
10.7.5 Approved scheme for the survey of machinery by ships Chief Engineer
10.7.5.1 General
Under this scheme, certain parts of the machinery may be surveyed overhauled by
the Ship's Chief Engineer while the ships is at sea or in a port where the Society is
not represented provided the following conditions are fulfilled.
Administrative arrangements
1. The prescribed form of application for approval is to be completed, giving the

principal particulars of the Chief Engineer name, age, qualifications and experience.
(a) He should hold a first class certificate of competency or equivalent and in
general have worked on the Owner's vessels for at least 3 years since
obtaining this certificate.
(b) If these particulars are found to be satisfactory, the Society' will issue a
letter to the Employer, authorizing the approved Chief Engineer' to carry out
surveys under the terms of the scheme .
(c) A certificate of authority will be issued for the Chief Engineer-, and will be
valid only while he remains in the employment of the Employer.
2. When approval has been granted, the Employer is to arrange for copies of the
Certificate of Authorization to be kept on board the ship for the information of the
Master, Chief Engineer and the Society's Surveyors.
3. In the event of a Chief Engineer leaving his employment, the Employer is to

inform the Society in writing in order that the certificate may be cancelled.
10.7.5.2 Practical application
1. With regard to stand-by units, for example auxiliary engines and main lubricating
oil pumps, it will be the responsibility of the Chief Engineer, in consultation with the
Master in their joint capacity as representatives of the Employer, to ensure that such
items are only opened up for examination under favorable conditions so that no
hazard, including fire, to the ship or cargo would result from breakdown of a working
unit.
2 . The Number of auxiliary generator sets must be such that all services essential to
the propulsion and safety of the ship, together with preservation of the cargo, can be
supplied when any two of the sets are not working. One of these two sets could then
be overhauled while the other remained available as the stand-by set.
3 . After a survey by the Chief Engineer at the first port where the services of the
Society's Surveyors are available, the Surveyors are to the relevant entry in the log
book and given two copies of a in English by the Chief Engineer describing the item
he has its condition as found, and any repairs effected.

(1) Parts which have been replaced by spare are to be retained and shown to the
Surveyor.
(2) Items such as auxiliary engines, independently driven pumps and compressors
are to be examined under working conditions by the Surveyor who, if not
satisfied, will have the right to require any item to be opened out for his
inspection.
(3) The Surveyor will issue an interim certificate to the Owners and forward his
report to the Committee in the usual way.
(4) The Surveyor are not authorized to accept statements by chief Engineers who
are unable to produce valid Certificates.
4. It is to be understood that the owners will carry out as much of the machinery
surveys as practicable at ports where the represented.
5. Any item which constitutes a qualification of class is executed from this scheme.
6. The Employer is to instruct his Chief Engineers that the survey of auxiliary engines
is to proceed indicated below:
1) The engine 1S to be completely opened up and a careful examination made
of all cylinders, liners, covers, valves, valve gear, pistons, piston rings, top
and bottom end bearings, gudgeon pins, crankcase door fastenings and
exp1osion relief devices .
2) The top halves of all main bearings are to be removed and at least two
bottom halves turned out for inspection. If these are found in good condition
the remaining bottom halves need not be disturbed.
3) A very careful examination to be made of all crankpins and journals for
cracks especially at the fillets and in the vicinity of oil holes.
4) The crankweb deflections are to be measured and recorded (form 5.18).
N.B. Care must be taken to ensure that the journals are resting on the; main
bearings when the readings are taken.
5) The cylinder liners are to be gauged and the wear recorded (form 5.11).
6) The lubricating oil cooler is to be opened, examined and tested.
7) Any direct driven lubricating oil pumps, cooling pumps, air compressors,
etc, are to be opened up and examined.
8) It is to be verified that all safety devices are in efficient working condition.
7. A Confirmatory Survey is to be carried out by the Society’s Surveyor as follows:
(1) At least one main bearing and one bottom end bearing to be selected
opened up and inspected together with the journal and crankpin. In engines
having more than four cylinders, at least two main journals, crankpins and
their bearings are to be examined.
(2) The deflections of the crankwebs are to be measured and compared with
those recorded by the Chief Engineer.
(3) The engine is to be examined running under load and the governor and
circuit breaker tested.
(4) All safety devices, remote controls and automatic alarms to be tested.
10.7.5.3 Parts of machinery, which may be examined

1) Main Engine Cylinder covers
2) Main Engine Values and valve gear.
3) Main Engine cylinder liners

4) Main Engine pistons and piston rods
5) Main Engine connecting rods, crossheads, top and bearings and guides.
6) Main Engine Oil fuel injection pumps and oil fuel booster pumps.
7) Main engine pumps and blowers expect where only one unit is fitted
8) Main engine detunes
9) Main Engine driven pumps, e.g. bilge lubricating oil cooling
10) Independently driven pumps e.g. bilge, ballast, fire, fresh cooling, sea water
cooling, lubricating oil, oil fuel transfer.
11) Main Engine fresh water and lubricating oil coolers except there is only one
cooler for each service.
12) Low pressure heaters used in high viscosity fuel systems of oil engines.
13) Air Compressors
14) Windlasses
15) Forced or induced draught fans and engines.
16) Auxiliary oil and steam engines including their coolers and pumps (providing
that the number of generator sets is such that all services essential to the
propulsion and safety of the ship also the preservation of refrigerated cargo
can be supplied where any two sets are not working – one of these sets can
then be overhauled while the other remains as stand by
17) Refrigeration Cargo Ships
 -Reciprocating refrigerant compressors;
 -Brine pumps;
 -Condenser cooling pumps;
 -Liquid refrigerant circulating pumps.
18) Inert Gas Systems:
 -Independent gas generators;
 -Scrubber units;
 -Blowers.
19) Liquefied Gas Carrying Ships:
 -Reciprocating refrigerant compressors;
 -Reciprocating cargo gas compressors;
 -Condenser cooling pumps,
 -Circulating pumps (where fitted).
All readings must be recorded as per forms 5.10, 5.11, 5.17, 5.18, 5.19 and sent to
office when maintenance is carried out on main and auxiliary engines.
Running hour of Main engine & Aux engines must be maintained in the PMS & a print
out of the running hours report sent to office every month.
Running hours form 5.1 & 5.2 to be sent only when PMS is not operational or if
unable to obtain a printout of the PMS data.
Form 5.16 must be filled and sent to office for all damages to the vessel.
CRITICAL AND STANDBY ARRANGEMENTS PROCESS
FLOW
10.8 CRITICAL AND STANDBY ARRANGEMENTS PROCESS FLOW
The Chief Engineer shall identify the list of critical and stand by machinery on board.
While identifying the critical machinery the Chief Engineer shall use the process flow
chart provided on the following page.
If the failure of equipment on board results in a hazardous situation the equipment

shall be identified as critical equipment.
If the equipment is critical equipment it should be checked if a standby equipment is
available for immediate use in the event of failure of critical equipment.
If the standby equipment is provided the standby equipment shall be entered in the
Saturday routine book and be tested every Saturday.
In case the critical equipment does not have a standby in that case that particular
equipment shall require a thorough and detailed reliability measures. This may
include the following:
a) keeping essential critical spares on board
b) Increased inspection and overhaul routines over and above recommended
frequency by the manufacturer
c) Drills in association with failure of such critical machinery section 7.3.2
Conduct a review of each individual item

of shipboard equipment
Yes
Could the sudden failure of Equipment is a part of

the equipment item result No normal PMS
in a hazardous situation
e.g. Main Engine, Main Steering

Gear, Diesel Generators. Normal
to tabulate this equipment and
cross reference procedures
Yes
Clearly identify as “Critical Equipment” and

provide specific measures aimed at promoting it’s
reliability
Yes
Will require a more

thorough & detailed
Does the critical item has No reliability measures
standby arrangement?
(written in procedures)
e.g. emergency
steering gear,
Emergency Fire
Pump, Batteries,
Duplicate Pump
Yes e.g. main engine which
require a host of
monitoring, checking,
Provide procedures to effect and record testing, preventive and
regular testing of the standby arrangements predictive maintenance
Techniquet
SERVICE CALLS AND REPAIRS TO EQUIPMENT
10.9 SERVICE CALLS AND REPAIRS TO EQUIPMENT
There are many instances of service calls for minor repairs to communications and
navigation Equipment. In most cases this entails a checkout of the equipment which
consists of replacement of boards or repairs to wire antennas, coaxial cables and
connectors. These types of repairs should be well within the ships staff's capacity to
accomplish without shore assistance. Accordingly, shipboard staff is expected to
accomplish minor repairs to this equipment without resort to shore services.
However, there will be occasions when a service call is necessary. In order that the
FSMHK Office may exercise full control over these repairs, and provide replacement
parts or exchange units when necessary, all service calls involving repairs to radio,
radar and navigation equipment are to be arranged with the FSMHK Office, except for
urgent emergency repairs essential to the safety of the vessel.
These urgent repairs may be arranged through the local agent at the discretion of the
Master. However, the FSMHK Office must be kept informed of these repairs, and
advised when they are completed and the equipment is working satisfactorily (or
otherwise).
When requesting service for service calls through the FSMHK Office, it is important to
provide the following information:
1. Exact nameplate data of the equipment requiring repair.
2. Brief details of the nature of the defect, if known.
3. Whether any replacement parts are required to accomplish the repair,

so that the serviceman may bring these with him.
Service calls for repairs to Walkie-Talkies should not be arranged by the vessel.
These units will be replaced as necessary by the FSMHK Office on an exchange
basis. Repairs of defective Walkie-Talkies will be arranged by the FSMHK Office
upon receipt of the defective units, and when repaired stored for future use as
required.
It is also important that spare parts which are carried on board the vessel be
maintained at a reasonable level, so that the ships staff may carry out necessary
minor repairs, such as replacing defective tubes, transistors, etc., without calling for
shore assistance.
BILGE PIPING AND SEEPAGE OF WATER INTO HOLDS
10.10 Bilge Piping and water seepage in cargo holds
Main cause of flooding / partial flooding of cargo holds were due to one of the following
factors:
A. Leaking non return bilge line valves in cargo holds

B. Leaking ballast tank manhole covers
C. Leaking ballast and air pipe lines
In order to prevent such incidents please follow the following practices:
1. All non return bilge line valves to be subjected to pressure test, to confirm tight, as
soon as possible and in future at 3 monthly intervals. This is to be done by putting the
bilge lines under head pressure after removing the lid of the non-return valves in
engine room.
If non return valves are not fitted in bilge lines, within the cargo holds, please fit same
after bringing to the attention of the vessel’s superintendent.
2. Upon takeover of vessel and yearly all non-return bilges line valves to be checked for
internal condition.
Photographs to be taken and filed on floppy. Any deficiencies noted should be to be
rectified. The above to be carried out as soon possible and in future at 12 monthly
interval.
3. While tightening ballast tank manholes care should be taken, as they may leak after
being boxed back improperly on completion of tank maintenance / inspection. To
avoid this please ensure that whenever a tank manhole is opened, the tank should be
pressure tested to normal head to confirm that the manhole is once more tight
4. Hold bilge well sounding pipes have a tendency of getting choked. To ensure that
correct soundings are obtained please carry out following.
a. Mark expected depth, to which sounding tape should go, next to sounding pipe. The
person taking the bilge soundings can check actual depth versus marked depth.
b. Check physically that sounding bob is actually seen in the hold bilge. If this is not
possible then fill hold bilges to a known level and then check that the tape reads the
correct level. Same should be carried out at 3 monthly interval.
5. Ballast lines passing through cargo holds to be pressure tested, to normal maximum
ballasting pressure, at 3 monthly internals.
6. All air pipes passing through cargo holds to be pressure tested during next ballast
passage and in future every 3 months
7. To confirm every 3 months that hold bilges can in fact be pumped out.
8. Hold bilge plating to be examined every 3 months to confirm integrity and plating to
be upgraded if necessary.
STORE AND SPARES
10.11 STORES AND SPARES
10.11.1 GENERAL
10.11.1.1 Responsibilities
The Master is responsible for ensuring that the vessel has adequate supplies of
Deck, Engine and Steward consumable stores, with normal reserves for the
forthcoming voyage.
The Chief Engineer is responsible for ensuring that machinery spares are kept at
reasonable levels.
FAREAST SHIPMANAGEMENT HONGKONG policy places reliance on Masters for
the accuracy, propriety and necessity of requisitions originating from their vessels.
The Master and Chief Engineer have the knowledge and authority to determine what
their ships must have. But with this authority goes the responsibility to see that only
standard and necessary items are ordered.
Access to spare gear stocks should be limited to those personnel who are aware of
the procedure for stock withdrawal and the importance of keeping accurate records.
At frequent intervals, spot checks should be carried out to confirm that the electronic
inventory and the actual shelf stocks are in agreement.
10.11.1.2 Stores Level

When deciding upon the level of stores to be carried aboard the vessel the Master
and Chief Engineer will bear in mind the stores period advised by FAREAST
SHIPMANAGEMENT HONGKONG. Additionally the original vessel-outfitting list is a
good guide for spare parts levels. As no two vessels are alike in age, condition,
service, trades, maintenance requirements, and so forth the experience of the Master
and Chief Engineer on their vessel will also have a bearing on the stores level.
In addition, the following factors should be considered before raising an indent for an
item of spare gear for installed equipment:
The estimated mean time between failures.

Whether it is critical to the safe, economic running of the ship
The number of pieces of the same equipment installed on board.
The level of redundancy (i.e. whether or not back-up equipment is installed).
The value of the item.
Whether or not the item is available from depot stock.
The lead time of the item (manufacturer’s lead time plus delivery time taking into
account the average time between port calls).
Any known future consumption of the component in planned maintenance.
Particular care must be taken in ordering items with a limited shelf life. For specific
advice on inventory control, the vessel’s superintendent should be contacted
10.11.1.3 Numbering of Requisitions
All requisitions from the vessels shall be numbered as per ShipServ system
instructions.
STORE AND SPARES
10.11.2 REQUISITION FOR SPARE PARTS
10.11.2.1 General
Spare parts should be ordered through ShipServ system, which should be completed
and forwarded to the Technical Department. If the spare part is urgently required the
order can be email or faxed, but this should only be done in exceptional
circumstances.
10.11.2.2 Filling out Requisition Forms

When ordering spares the following information is required and should be entered in
the appropriate column on the Requisition Form (Form No.: 3.9, 3.10)
- Name of equipment manufacturer

_ Type of equipment
- Serial number
- Size, model No. and/or drawing No.
- Catalogue and/or part No.
- Item No. from spare parts catalogue
- Quantity
- Description
10.11.2.3 Processing of Requisitions

On receipt of the Requisition for Spare Parts Form, the Technical Department will
check the item has not already been ordered and check with the supplier for
availability and cost. The Requisition will then be passed to the Fleet Manager
and/or Superintendent Engineer for review and approval.
After the order is placed with the supplier, copy of the Purchase Order (P.O.) will be
sent to the ship, one to be retained in the ship's files.
10.11.2.4 Requisitions by email/fax

If spare parts are urgently required and there is not time to use the Shiplink format,
orders can be placed by e-mail or fax using requisition forms (Form 3.9, 3.10). The
message must include all the information required on the Requisition Form - see sub-
section 10.3.3.
10.11.3 REQUISITION FOR STORES

10.11.3.1 General
The consumption of supplies and equipment aboard each FAREAST
SHIPMANAGEMENT HONGKONG ship is one of the largest single controllable cost
in ship operations. Many types of material are, of course, necessary in the
maintenance of a seagoing ship. It is this infinite variety of material, however, that
subjects the ship to the ever present possibility of waste. This can unknowingly
occur through pilferage, thoughtless waste by crew members, short weight or
measure on delivery, lack of recommended maintenance on equipment and by poor
inventory control and planning.
Ship officers are generally aware of the importance of conserving supplies and
equipment, but one of the main sources of waste aboard ship can be the unlicensed
crew who may be young, inexperienced, and conditioned to casual and wasteful
practices ashore. This is one of the principal areas in which the Master, Chief Officer
and Chief Engineer must be alert and educate the crew in strict economy in the use
of ships stores and supplies.
STORE AND SPARES
10.11.3.2 Stores Requisition Methods

Stores may be requisitioned by the following methods:
1. ShipServ system.
2. Message request. This should be viewed as an urgent procedure
only. A brief explanation of why this method has been adopted should
accompany the requisition.
3. Direct purchase. Direct purchase from a chandler or supplier must not
be made unless the item is necessary for the immediate safety of the
crew or ship, or lack of the item would delay the ship. In either case
FAREAST SHIPMANAGEMENT HONGKONG must be notified by
message as soon as possible after the purchase.
10.11.3.3 Normal Stores Requisition Procedure.

The Stores Requisition is to be fully completed before sending out. For each item,
please provide the following information:
- Quantity on hand
- Quantity required
- Item description
When using the IMPA Catalog please provide the catalog and page number in the
description.
Each requisition shall be prepared by the department heads and approved by the
Master prior to being mailed to reqs@shipserv.com. Upon receipt, each requisition
will be priced and forwarded to the responsible Fleet Manager or Superintendent
Engineer for review and approval prior to placing an order.
When an order has been placed, a purchase order will be issued to the supplier.
Requisition status will be exchanged on monthly bases. Stores/Spares arrangements
will be sent 2 days prior to every port arrival as applicable.
When ship chandlers deliver stores, which have been ordered by the Technical
Department they have been instructed to include a copy of the invoice with the
stores. It is imperative that the vessel officers see the invoice and are aware of the
cost. Please ensure that these copies of invoices are received from the ship's
chandler.
10.11.3.4 Frequency of Stores Requisitions

Stores requisitions shall be express mailed to the FSMHK Office at 3-month intervals.
Requisitions are to be sent a minimum of 30 days prior to storing. You can expect to
receive the stores at least 30 days after your submission, or we will inform you of the
port and time of delivery.
10.11.3.5 Items not Received

Stores are ordered on a one-time basis. Items not received should be marked on the
purchase order copy before returning to the FSMHK Office. If these items are still
required, they should be requisitioned again unless the supplier specifically indicates
that the missing items are back ordered.
The Technical Department will not automatically re-order un-received stores.
STORE AND SPARES
Any comments which the department head may have on the quality, substitution or
other characteristics of the supplies should be submitted to the Technical
Department.
10.11.3.6 Interim Stores Requisitions

Under exceptional circumstances Masters may submit interim requisitions for stores
essential to the operation, maintenance and safety of the vessel. Since such
requisitions will be processed on an emergency basis. Masters should resort to
interim requisitions only in cases of extreme urgency. In all such instances a detailed
explanation of why an emergency requisition became necessary must accompany
the requisition.
Emergency ordering of stores incurs financial penalties to FSMHK due to:
- Time not being available to select the optimum supplier, fully

considering quality, cost and availability.
- Relatively high delivery costs charged for small quantities, especially
at remote locations.
- The delivery of stores cannot be planned ahead and integrated into
the ship's port schedule.
To obtain the maximum economies in the overall procurement of stores and spare
parts, the frequency of requisitions must be minimized.
10.11.4 REQUISITION FOR PROVISIONS AND BONDED STORES

Master shall order the requisition for provisions and bonded stores to the suppliers
approved by FAREAST SHIPMANAGEMENT HONGKONG. In general Master
should maintain 1 month stock on board for milk, fresh vegetables and fruit and ice
cream (perishable items) and he may decide to keep a larger stock upto 2 months of
frozen poultry, meat or fish and dry provisions.
Account of provision s received and consumed shall be send to FSMHK accounts
department in the format as in the form manual (form 9.2) supported by purchase
vouchers.
10.11.5 STOWAGE OF SPARES AND STORES

10.11.5.1 Stores Inventory
All stores coming aboard the vessel, after verification of quantity and accuracy of
supply, should be registered in the stores inventory. This inventory should indicate
the date and quantity loaded, then the updated running total. Similarly, when stores
are consumed the date and quantity removed from storage should be indicated on
the inventory with the new running total.
10.11.5.2 Location of Spares and Stores

The Stores inventory should list the precise location of all spare parts and stores.
Spares and stores should be stowed in accordance with supplier’s instructions in
order that deterioration in quality or condition does not occur.
Part consumed quantities of consumables should be resealed and stored away form
the affects of heat and sea water.
STORE AND SPARES
Spares should remain wrapped and boxed until ready for use. Larger items should
be lashed and wedged to prevent their breaking free or chattering when the vessel is
underway.
10.11.5.3 Rotational Use of Stores

As many items in storage have a limited shelf life, or may be subject to ongoing
modification in specification by the makers, it is essential that stores be use on a
rotational basis.
Correct use of inventory and careful stowage of stores will ensure that the older
stores are consumed before a new consignment is broached.
10.11.5.4 Care of Equipment

Department Heads must encourage their staff to take proper care of the vessel's
equipment, tools, test equipment, etc.
Items such as boiler suits, wet gear, boots, etc., should be cleaned and dried after
use and stored ready for further use. Items such as typewriters, photocopiers, etc.,
should be covered when not in use and should be bolted down to avoid damage in
bad weather. Test equipment should be returned to proper, secure stowage after
use.
If any item which is not considered consumable is ordered, an explanation as to why
the item is required must be seen with the requisition.
10.11.6 OXYGEN AND ACETYLENE

Oxygen and acetylene bottles should only be exchanged with Unitor representatives.
The standard inventory level is 5 Acetylene and 10 Oxygen bottles and this level
should be maintained.
By arrangement with Unitor additional bottles can be supplied if these are required
for specific work, for example during docking or with a riding crew on board, but
these additional bottles must be returned when the work is completed. If additional
bottles are required they must be requested via the Superintendent Engineer.
10.11.7 MEDICAL SUPPLIES AND INVENTORY PROCEDURES

Maintaining a fully stocked and current medicine chest on board FAREAST
SHIPMANAGEMENT HONGKONG vessels is a responsibility of both vessel and
office staff alike. The importance of having the proper medicines and first aid
supplies on a vessel while it is at sea or in remote locations is crucial if the
emergency needs of the crew are to be adequately addressed. Therefore, the
following procedures have been established to assist you in maintaining your medical
inventories.
10.11.7.1 Inventory of Medical Supplies

A physical inventory of the vessel's medical supplies is to be performed by the
Master on a quarterly basis, in order to determine if any items require replenishment
due to usage or expiration. A full inventory is to be performed in JANUARY of every
year.
The "WHO scale A” given in “The International Medical Guide for Ships” shall be
used when performing the yearly physical inventory of the vessels medical supplies.
Please check inventories very carefully for expiration dates, and quantities of opened
and partially used pharmaceuticals and narcotics.
STORE AND SPARES
The form has been designed especially for FAREAST SHIPMANAGEMENT

HONGKONG vessels; in determining the quantities on this form, the trading pattern
of the vessel and also the crew size have been taken into consideration.
Once the annual physical inventory has been completed together with the entire
form, a requisition number should be assigned, the form dated and signed, and sent
via Mail to the FSMHK Office.
Once an order has been issued and the material delivered, our supplier will then
issue an updated Medical Chest Certificate that is valid for one year from date of
issue.
10.11.7.2 Reordering of Medical Supplies

Medical supplies will automatically be furnished to each FAREAST
SHIPMANAGEMENT HONGKONG ship on a yearly basis, upon receipt of its annual
medical inventory.
10.11.7.3 Intermittent Ordering of Medical Supplies

Medical items may be ordered on an intermittent basis if the quarterly inventory
indicates a need exists to replenish some medical items due to usage or expiration.
In addition, always show the quantities that are on board and also the expiry date.
Please do not mix requisitions for medical supplies with those for deck and or engine
stores. Medical supplies must always be submitted on a separate page.
Any medical requisitions not properly submitted may have to be returned to the
vessel. Please assign a requisition number and send this form via express mail to
the FSMHK Office.
Vessels are to avoid ordering medical supplies directly from local chandlers and or
agents, as no control over quality or cost is afforded in this way.
10.11.7.4 Disposal of Narcotics and Controlled Substances

The following procedures must be followed when narcotics and controlled
substances become outdated and must be destroyed at sea:
- Tablets and capsules: shall be crushed and diluted with water, which
is then disposed of at sea, or down the drain.
- Injectables: the active ingredient in each vial, ampule or syringe shall
be extracted from the container and diluted with water, which can
either be disposed at sea or down the drain.
- Narcotic Liquids(e.g., paraldehyde, cough syrup with codeine): shall
also be diluted with water and disposed of in the same fashion.
- Plastic Syringes & Needles - shall be crushed and destroyed, in order
to eliminate the possibility of being washed ashore.
The Master of each vessel must enter in his Medical Log those narcotics and
controlled substances which are being disposed. The following information shall be
entered in this log:
Example
- Name of drug Codeine Sulphate tablets
- Strength of Drug 30 mg
- Quantity of Drug 100 Tablets
- Expiration date 1/20/90
- Lot Number 31760
- Manufacturer Name Wyeth Laboratories
STORE AND SPARES
The Master shall have two officers witness the destruction of these narcotics and
controlled substances, and sign the Narcotic Register Log. This log entry shall also
show the date, time, latitude and longitude of the vessel, when narcotics or controlled
substances are destroyed.
10.11.7.5 Annual Narcotic Summary Report

The company requires that the Master of a vessel shall prepare a report for each
calendar year, which will give a detailed accounting for all controlled substances
purchased, dispensed, or disposed of during the year.
The Master shall file a copy of this report with the FSMHK Office. The original of this
report shall remain on board the vessel, together with other medical records required
to be kept under the law.
COMPETENT PERSON
10.12 Competent Person

Company is guided by the Bahamas Circular BMI 89 regarding the competent
person. Chief Engineer and Chief Officer are responsible for the maintenance
& inspection of the life saving appliances and fire fighting appliances. The
records of the Competent Person are also maintained by the company.
FLAG STATE REQUIREMENTS
10.13 FLAG STATE REQUIREMENTS

MARSHALL ISLAND PANAMA HONG KONG
EEBD EVERY 5YEARS HYDRO EVERY 5 YEARS EVERY 5 YEARS
TEST HYDRO TEST HYDRO TEST
TRAINING EEBD 1NO 1 NO 1 NO
SPARE EEBD 50% OF TTL NO/BUT 2 NOS 2 NOS
MINIMUM 4 NOS
SCBA BOTTLES EVERY YEAR EVERY 2 YEARS EVERY 2 YEARS
CHECKED BY SERVICE CHECKED BY SERVICE
AGENT/EVERY YEAR AGENT /EVERY YEAR
BY SHIP STAFF BY SHIP STAFF
PRESSURE TEST EVERY 5 YEARS EVERY 5 YEARS EVERY 5 YEARS
AIR QUALITY TEST ANNUALLY ANNUALLY ANNUALLY
MEDICAL OXYGEN EVERY 5 YEARS OR AS PER EVERY 5 YEARS OR AS EVERY 5 YEARS OR AS
MANUFACTURER PER MANUFACTURER PER MANUFACTURER
INSTRUCTION/REFILLED AS INSTRUCTION/REFILLE INSTRUCTION/REFILLE
REQUIRED D AS REQUIRED D AS REQUIRED
PORTABLE FIRE EVERY 2YEARS BY EVERY 2 YEARS/1 EVERY 2 YEARS/1
EXT COMPETENT PERSON YEAR BY SHIP STAFF YEAR BY SHIP STAFF
HYDRO TEST EVERY 10 YEARS EVERY 10 YEARS EVERY 10 YEARS
FIXED CO2
CONTROL VALVES EVERY 5 YEARS SERVICE EVERY 10 YEARS EVERY 10 YEARS
OF FIXED FIRE SERVICE SERVICE
FIGHTING
PRESSURE TEST NOT EXCEEDING 10YRS FIRST 20 YEARS /THEN FIRST 20 YEARS /THEN
EVERY 5 YEARS EVERY 5 YEARS
AIR BLOWN CONTENTS CHECK EVERY EVERY 2 YEARS EVERY 2 YEARS
2 YEARS
FOAM EVERY 3 YEARS FOR NEW EVERY 3 YEARS/ EVERY 3 YEARS/
CONCENTRATES FOAM & THERE AFTER AIR PRESSURE TEST AIR PRESSURE TEST
EVER YEAR FOR
CONTINUED USE OF SAME
CONCENTRATE
IMMERSION SUIT EVERY 3 YEARS EVERY 3 YEARS EVERY 3 YEARS
EPIRB BATTERY TO BE CHECKED AND TO BE CHECKED AND TO BE CHECKED AND
/RADIO ANNUAL ORDERED IN TIME ORDERED IN TIME ORDERED IN TIME
SSAS BATTERY TO BE CHECKED AND TO BE CHECKED AND TO BE CHECKED AND
ORDERED IN TIME ORDERED IN TIME ORDERED IN TIME
SPARE CHARGES 100% FOR FIRST 10 & 50% 100% FOR FIRST 10 & 100% FOR FIRST 10 &
FOR REMAINING 50% FOR REMAINING 50% FOR REMAINING
LIFE RAFTS ANNUALLY ANNUALLY ANNUALLY
HRU AS PER THE DATE AS PER THE DATE AS PER THE DATE
STAMPED / RENEWED ALSO STAMPED / RENEWED STAMPED/RENEWED
BY ANNUAL SERVICE ALSO BY ANNUAL ALSO BY ANNUAL
PROVIDER FREE OF SERVICE PROVIDER SERVICE PROVIDER
CHARGE FREE OF CHARGE FREE OF CHARGE
LIFEBOAT
ON LOAD ANNUALLY ANNUALLY ANNUALLY
RELEASE
THOROUGH ANNUALLY ANNUALLY ANNUALLY
INSPECTION
INCLUDING WINCH
BREAK OVERHAUL
DAVIT ANNUALLY ANNUALLY ANNUALLY

5 YEARLY DYNAMIC LOAD TEST 1.1 DYNAMIC LOAD TEST DYNAMIC LOAD TEST
TIMES 1.1 TIMES 1.1 TIMES
L/BT WIRES TO BE REVERSED EVERY TO BE REVERSED TO BE REVERSED
2.5 YEARS, BUT IF NOT EVERY 2.5 YEARS, BUT EVERY 2.5 YEARS, BUT
FOLLOWING SAME, THEN IF NOT FOLLOWING IF NOT FOLLOWING
ANNUAL THOROUGH SAME, THEN ANNUAL SAME, THEN ANNUAL
INSPECTION REGARDS TO THOROUGH THOROUGH
AREAS PASSING ON INSPECTION REGARDS INSPECTION REGARDS
SHEAVES, CORROSION, TO AREAS PASSING TO AREAS PASSING
FULL WIRE SHOULD BE ON SHEAVES, ON SHEAVES,
LOWERED UNTILL ONE CORROSION, FULL CORROSION, FULL
ROLL IS LEFT ON DRUM WIRE SHOULD BE WIRE SHOULD BE
WIRE TO BE REPLACED IN 4 LOWERED UNTIL ONE LOWERED UNTIL ONE
YEARS ROLL IS LEFT ON ROLL IS LEFT ON
DRUM, WIRE TO BE DRUM, WIRE TO BE
REPLACED IN 4 YEARS REPLACED IN 4 YEARS
ALCOHOL METER ANNUALLY ANNUALLY ANNUALLY
GAS METER YEARLY/EVERY 3 MONTHS YEARLY/EVERY 3 YEARLY/EVERY 3
CALIBERATION MONTHS CALIBRATION MONTHS CALIBRATION
EPIRB ANNUALLY ANNUALLY ANNUALLY
BATTERY AS PER EXPIRY DATE AS PER EXPIRY DATE AS PER EXPIRY DATE
HRU AS PER DATE STAMPED AS PER DATE AS PER DATE
STAMPED STAMPED
SVDR ANNUALLY ANNUALLY ANNUALLY
BLACK OUT TEST BY SHIP STAFF ANNUALLY BY SHIP STAFF BY SHIP STAFF
OR BY MAKERS ANNUALLY OR BY ANNUALLY OR BY
INSTRUCTIONS MAKERS MAKERS
INSTRUCTIONS INSTRUCTIONS
BACK UP KNOWLEDGE OF DECK KNOWLEDGE OF DECK KNOWLEDGE OF DECK
OFFICERS REGARDING OFFICERS REGARDING OFFICERS REGARDING
TAKING BACKUP AS PER TAKING BACKUP AS TAKING BACKUP AS
FLAG/CLASS PER FLAG/CLASS PER FLAG/CLASS
GYRO ANNUALLY ANNUALLY ANNUALLY
RADAR AS PER MANUFACTURER AS PER AS PER
INSTRUCTIONS/ANNUALLY/ MANUFACTURER MANUFACTURER
MAGNETRON RUNNING INSTRUCTIONS/ANNUA INSTRUCTIONS/ANNUA
HOURS LLY/MAGNETRON LLY/MAGNETRON
RUNNING HOURS RUNNING HOURS
BAROMETER ANNUALLY ANNUALLY ANNUALLY
AIS ANNUALLY ANNUALLY ANNUALLY
EMBARKATION LOAD TEST TO BE CARRIED ANNUALLY ANNUALLY
LADDER OUT AT FIRST SCHEDULED
(ACCOMMODATIO DRY DOCK AFTER
N) 01/01/2010 (REF: NEW
CLASS INFORMATION
4/2010)
Marshall Island
MI registered vessels are guided by MI information bulletin and documentation.
1. Accident reporting procedures as per MI No2-011-31: MI-registered vessel is

involved in an accident involving serious injury; loss of life; or damage to the
ship, property or the environment the owner or manager must report the
accident to the MARSHALL ISLAND Maritime Authority (MI-109, Form).
2. At the times when offices are closed and in the case of genuine emergency, the
Emergency response officer’s mobile telephone number is +1-703-620-4880.
3. Company is also guided by the circular MI No. 2-011-26 regarding the
applications for exemptions, extensions and or equivalence to international
convention requirement.
4. MI officers guide to merchant shipping legislation of the MI has been supplied
to all vessels.
5. Managers also guided by the MI Circular 2-011-29, all port state control
detentions must be reported to the RO / Administration body at the first
opportunity, later the managers should submit corrective actions and root
cause analysis.
6. Annual safety inspections are carried as per MI 5-034-1. All the deficiencies
should be corrected without undue delay.
7. Official log books and oil record book are provided to all MI registered
vessels
A full set of MI regulations and updated circulars are provided on each MI registered
vessels.
Panama
Panamanian registered vessel’s are guided by the Panama circular’s and
documentation.
1. Annual safety inspections and other safety inspections will be carried as per
circular-20. The Safety and quality department will arrange inspections within
the time frame. The deficiencies should be corrected within 30 days.
2. In the event of casualty involving Panamanian Flag vessels, the
owners/operators of the vessel shall file a formal casualty report detailing the
circumstances surrounding the accident. This report should include copy of
statement of facts, note of protest, report of underwriter's survey, repair plans
if any, and any other information that might be useful in determining the
circumstances of the casualty. Circular 31, 32 and 33.
3. Annual Accommodation inspections to be carried as per the circulars.
4. All vessels to carry Panamanian official, oil and crew roll log book.
5. Company is also guided by the circulars regarding the applications for
exemptions, extensions and or equivalence to international convention
requirement.
6. Extensions of the ISSC certificates and SMC certificates will be carried out
with prior approval of the flag states.
7. In order to improve the exchange of information regarding Port State Control

(PSC) Inspections to Panamanian Flagged vessels, this Administration requires to
all Masters, Owners/Operators and Recognized Organization to report
immediately to Port State Control Section. (Form attached), the safety and quality
department to send correction to the Panama safety division.
A full set of updated circulars are provided on board the vessel, which are being updated
by the Safety and quality department.
Hong Kong
Hong Kong Registered Vessels
All Hong Kong registered vessels are guided by Marine Department Notices ,
Merchant Shipping Notices and Merchant Shipping Information Notes.
The Safety & Quality Department will notify vessel on issues of new notices. All
vessels are also guided by Press Releases e.g. Marine Industrial Accident Statistics.
The latest list of all circulars & notices are kept on board for all Hong Kong
Registered vessels.
All vessels to carry onboard documents & certificates as per Merchant Circular
14/2005.
FLEET OPERATION MANUAL Appendices
CRITICAL MACHINERIES
Appendices:
Critical Machineries
FLEET OPERATION MANUAL Appendix A
STANDBY PROPULSION SYSTEM & CONTROL
Appendix (A)- Critical Machineries

Standby Propulsion System & Control
PROCEDURES FOR TESTING THE STAND-BY PROPULSION SYSTEM

AND CONTROLS.
General arrangement
1) The stand-by propulsion system includes the stand-by cooling water, lube oil and
fuel oil pumps, compressed air system, necessary for the operation of the propulsion
engine.
2) Where applicable, the auto-start and cut in arrangement of the main pumps would
form the stand-by control system.
Procedures and frequency for testing and inspection
1) Daily: While the vessel is underway at sea or during manoeuvring, general
surveillance of the stand-by main pumps as to the exterior conditions of the pumps
body, leakages, reverse motoring, electrical motor and wiring, readiness of the
starting air system, should be included as a part of the watch keeping routine.
2) Both main pumps in use and on stand-by shall be tested singly while the vessel is
in port to verify the motor and pump performance, control of leakages and free
movement. Where applicable, the auto-cut in arrangement is to be tested by inducing
a pressure drop of the running pump.
3) The main pumps are to be switched over for use at each preparation of the engine
for sea. Where applicable, the auto cut in to be switched over.
4) Main air compressors are to be changed over for use daily and to confirm operating
parameter in order.
) The test frequency may be limited by the length of port stay, or interference to
machinery maintenance or survey being undertaken, however no test interval is to
exceed 2 months.
Maintenance
Maintenance of the main pumps and system shall be in accordance with the
Manufacturer’s instruction.
Man in-charge
1) The Chief Engineer shall ensure the procedures and testing be carried out and
recorded in the maintenance Record.
FLEET OPERATION MANUAL Appendix B
STANDBY GENERATORS
Appendix (B)- Critical Machineries

Standby Generators
PROCEDURES FOR TESTING THE STAND-BY GENERATOR
General arrangement
1) The generator inclusive of engine which is not under maintenance or repair and is
in a state of readiness, shall form the stand-by generator.
Procedures and frequency for testing

1) Daily: The surveillance on the stand-by generator with regard to ingress of liquid to
the electrical parts, free movement and leakage condition on the engine mechanical
parts and cooling system, oil level, should form part of the watch keeping routine. The
standby generator engine lube oil system should be primed once daily to keep the
system in readiness.
2) Weekly : The stand-by generator shall be manually barred over to ensure free
movement, blown through with air, and started for test run and where applicable on
parallel load sharing with the generator in service for 10 minutes. All parameters
should be checked for good order.
3) Monthly: A mega test to be carried out on the generator electrical parts.
4) The weekly test schedule may be modified if it is in interference with the
repair/survey / maintenance of the generator engine, or cargo operation, however the
interval shall not exceed 2 weeks.
Man in-charge
1) Chief Engineer is to ensure the procedure and test are carried out and recorded in
the Maintenance Record.
FLEET OPERATION MANUAL Appendix C
STANDBY STEERING GEAR SYSTEM
Appendix (C)- Critical Machineries

Standby Steering Gear System
PROCEDURES FOR TESTING THE STAND-BY STEERING GEAR SYSTEM
General arrangement
The stand-by steering system shall be formed by the spare set of hydraulic power
pump and motor, and the tele control system.
Procedures of test
1) Change over procedure: Check the working system for oil level and leakages. Start
up the stand-by unit and operate in parallel to ascertain normal operation before
switching over to the stand-by unit. Check the response of the running gear by test
movements.
2) Testing of the local manual control: Start up the steering gear power unit, check for
movement, oil level and leakages. Change over to the local manual control according
to specific instruction displayed, and together with co-ordination and communication
from bridge, carry out steering movement hard port/starboard. Revert back to remote
control after completion of testing.
Frequency of testing
1) Steering gear shall be changed over every noon while at sea, this shall be recorded
in the Engine Log book.
2) Operation tests of steering hear shall be carried out before arrival port and
departure and recorded in Deck/Engine Log books.
The emergency steering bear shall also be tested and recorded.
3) Emergency steering should be carried out on monthly basis. If calling US ports

then as close as practicable, weather permitting, 12 hrs before arrival and recorded in
the Deck log book.
Man in-charge
Master and chief of engineer are to ensure the procedures are carried out and same
recorded. The Monthly testing of the steering gear shall be recorded in Deck/Engine
Log books.
FLEET OPERATION MANUAL Appendix D
MOORING SYSTEMS AND ASSOCIATED HYDRAULICS
Appendix (D)- Critical Machineries

Mooring Systems and Associated Hydraulics
PROCEDURES FOR TESTING THE MOORING SYSTEMS AND

ASSOCIATED HYDRAULICS
General Description
1) Mooring systems include the windlass, mooring winches, capstans and hatch-
opening motors. It also includes hydraulic motors used don deck, and cargo-handling
gear, such as cranes or derricks and their winches, if fitted.
Procedure for Testing

1) The Anchor windlass fwd, capstans, aft mooring winches hall be switched on and
turn tested for forward and aft movements.
2) The windlass brake actuator, engaging clutches are to be tested for free movement.
3) The brake lining inspected to ensure not excessively worn out.
4) Whilst the motors are running, check the system for leaks, ensure that leaks are
arrested before being put into use.
Frequency of Test
1) Before arrival in port, mooring and deck machinery should be tested in good time
to ensure that it is operational. If the vessel’s voyage is long, then at appropriate
intervals of one month. The tests for the forward and aft mooring machinery shall be
tested, as close as practicable, one hour before arrival and departure the port.
2) An exception must be made, of course, in case where the vessel enters port directly
from a bad-weather passage. In these circumstances the best that can be done is to
inspect and test the mooring and deck machinery as soon as possible after reaching
sheltered waters.
Maintenance
1) Windlasses and winches on most vessels are usually electro-hydraulic. Problems
are most likely to occur if they are not properly lubricated, and if the electric controls
become wet.
2) The grease nipples at each bearing must be regularly greased.
3) The level of lubricating oil in the sumps of winches should be checked, which is
usually done by looking through the glass viewing port, and they should be topped up
as necessary.
4) The lubricating oil will turn milky if water has been forced in and mixed with the
oil. If that happens the seals must be renewed and the oil must be changed.
FLEET OPERATION MANUAL Appendix D
MOORING SYSTEMS AND ASSOCIATED HYDRAULICS
5) Motors in exposed positions, control pedestals for deck machinery, and emergency
stop buttons can usefully be provided with canvas or waterproof covers to protect
them from heavy spray or rain, and these should normally be fitted at sea.
6) They can be temporarily removed in hot dry weather to give covers and equipment
an airing.
7) Heaters for deck machinery, when provided, should remain switched on at sea to
provide a warm dry atmosphere for the electric control system.
8) The hydraulic systems for operating the hatch covers and the deck machinery
depend upon an adequate supply of hydraulic oil. The levels in the header tanks
should be checked before entering port, and the tanks should be topped up as
necessary from the storage tank in the motor room.
9) The brake lining inspected to ensure not excessively worn out. If requiring renewal,
then it should be done in good time when opportunity permits.
10) When the deck machinery and services are switch on, the decks should be
checked for hydraulic leaks and, which sometimes develop as a result of the ship
working in a seaway or vibration during the passage. Any leaks which are found
should be promptly repaired, and any leakage of oil cleaned up.
Man in-charge
1) The Chief Officer and Chief Engineer shall ensure that these procedures,
maintenance b e carried out and recorded in the Maintenance Record.
FLEET OPERATION MANUAL Appendix E
EMERGENCY FIRE PUMP
Appendix (E)- Critical Machineries

Emergency Fire Pump
TESTING AND MAINTAINING THE EMERGENCY FIRE PUMP
General Arrangement
The emergency fire pump is normally located in the steering gear flat or at times in
the forward section of the vessel down in a recess space. The source to propel the
pump can be too diesel engine driven or from electrical source provided by the
emergency generator.
Testing procedure
Start the diesel engine with the suction valve open and discharge valve closed. Check
the S.W. pressure (about 5 bar). If fail to get any suction engage the vacuum pump to
prime the pump.
Open the anchor chain valves and note the S.W. pressure.
Open the S.W valves on the weather deck after connecting the fire hose with nozzle to
it and observe the spray.
Frequency of the test

The test must be carried out weekly.
Maintenance
As per Manufacturer’s instruction.
Man in Charge
Third Engineer in charge of the operational test. In the absence of the 3 rd Engineer,
Second Engineer should carry out the duties. The test shall be recorded in the Engine
Log. General maintenance shall be recorded in the Maintenance Record.
FLEET OPERATION MANUAL Appendix F
STAND-BY COMMUNICATION SYSTEMS
Appendix (F)- Critical Machineries

Stand-by Communication Systems
PROCEDURES FOR TESTING THE STAND-BY COMMUNICATION

SYSTEM
General
All Stand-by communications shall in general be maintained for the use in any
emergency.
The following equipment are identified as Stand-by Communication equipment.

1) The vessel’s PA system
2) Portable operational Walkie Talkie
3) GMDSS Walkie Talkie
4) Emergency Telephone to Emergency Steering Flat
5) Emergency telephone to Engine room
Maintenance
The general maintenance to be carried out shall be according to the makers
instructions. Power packs shall be kept charged and kept ready for use.
Frequency of tests
Such equipment for emergency communication vary from ship to ship. They shall be
tested at every opportunity when boat and fire drills are held and when the emergency
steering is being tested.
Man in charge
The testing shall be carried out by the Electrical Engineer. In the absence of the E/E,
Chief Officer shall carry out the duties. The test shall be recorded in the Deck Log.
FLEET OPERATION MANUAL Appendix G
ANTI-POLLUTION EQUIPMENT SYSTEMS AND
ASSOCIATED SYSTEMS
Appendix (G)- Critical Machineries

Anti-pollution Equipment Systems and Associated Systems
I) BILGE SEPARATOR
Testing and maintaining the oily water separator alarm and control system.
General arrangement and type of sensors employed

The turbulo oily water separators used on board rely on probes to detect the oil water
interface level.
These probes are activated by the signals from the controller box. The control
functions as a central processor. In here the signal is processed and analyzed and
activate the magnet valve and alarm circuit cutting off the pump and sending at the
same time once the bilge water being pump to the sea had exceeded 15.
The oily separator and controller unit is usually located in the engine room slave
alarm unit may be located in the bridge.
Testing equipment
1) Verify that there is no leakages in the pump and piping system.
2) Verify that the electrical control system is working. The power supply and all the
voltages are correct at all critical control points.
3) Operate the equipment and ensure there are no alarms. Open the lower test cock
provided in the upper part of primary chamber, instead of oily water, oil flow out of
the lower cock. The controller to be checked/adjusted.

1) The test must be carried out every month while at sea and 3 days before port.
Maintenance
Monthly
1) Check the connections of wiring.
2) Remove the detector from the SHELL, and take dirt away from sensor.
3) Open the oil discharge valve and drain excess oil in the secondary chamber.
II) Sewage Treatment

Procedure for testing and maintenance of the sewage system
General arrangement
The sewage treatment process for the vessel is the extended – aeration process.
The sewage treatment system consists of five compartments; screening compartment

aeration tank, settling tank, sterilization tank and holding tank.
FLEET OPERATION MANUAL Appendix G
ANTI-POLLUTION EQUIPMENT SYSTEMS AND
ASSOCIATED SYSTEMS
The screening compartment accept all drainage from galley, pantry and toilet, the
comunitor crush the drainage continuously in the screening tank.
Screened raw sewage is then fed to the aeration tank and replace sewage into
inorganic matter by aerobic bacteria action. The aerated sewage is fed to the sewage
tank. The sludge in the sewage then settle in the hopper tank. Settled sludge
continuously returned to the aeration tank as activated sludge by means of air pump.
Clean fluid of the upper part level of this tank is fed to the sterilization through the V
notch weir. Treated fluid from the settling tank is fed to the sterilization tank bottom
with partition wall and contacted enough with calcium hypochlorite.
Chloric treated fluid overflows to the holding tank where the start stop of the
discharge pump control the discharge of the fluid. An alarm is fitted in the high level
in the tank.
1) Verify by checking the blower air pressure to the diffuser.

2) Verify that alarm function correctly when a malfunction occurs externally. The
monitoring system, such as discharge pump not working and air blow not working.
3) Verify that the fluid discharge is clean through the sampling cock.

The test must be carried out before arrival port. Tests carried out should be logged
into the Log Book.
Maintenance
Monthly
1) Check the connections of wiring,
2) Lubricate and grease the valve handles.
3) Check the discharge pump glands for leakages.
4) Check blower is giving the correct pressure.
½ yearly
1) Clean the screening compartment.
Yearly
1) Use the discharge pump to discharge residual sewage at open sea.
2) Inspect the air diffuser.
If diffuser is clogged with oil and dust, submerge diffussor in 3% of hydrochloric
acid and washed by brush.
3) Clean all electrical parts of dust.
Man in charge
1) Second Engineer and Electrician in charge of the operational test. In the absence of
the Second Engineer, the electrician should carry out the duties and record the
operational test in the Maintenance Record.
FLEET OPERATION MANUAL Appendix H
FIRE DETECTION ALARM SYSTEMS
Appendix (H)- Critical Machineries

Fire Detection Alarm Systems
PROCEDURE FOR TESTING AND MAINTAINING THE FIRE ALARMS.
General arrangement and type of the sensors employed

The alarm sensors are normally arranged in small groups on a close zonal loop circuit
easy identification. Three type of sensors are mainly used for engine room application
are ionization smoke, thermal and flame type. In the accommodation area heat type is
normally employed.
The main alarm control panel is usually located on the bridge with a slave unit in the
control or designated fire control station.
Testing equipment
1) Some of the sensors are mounted high up on the ceiling of deck head and testing
and activation of the sensor cannot be done without a long pole which should be made
for that purpose.
2) Medium for the activation must be used. Ionization smoke sensors need gas test,
small container containing smoking burning oily rages. Thermal sensors use high
producing electrical resistance lamp. Flame sensors can use flickering flashlight.
3) No testing medium is required for the control station panels except to activate test
buttons provided and ensure the alarm goes accordingly.
Frequency of test
1) Test must be carried out weekly and with random activation of selected sensor of
zonal loop.
Maintenance
1) Not much maintenance is needed as sensors need only replacement. Yearly
cleaning is suffice to keep out accumulated dust.
Man in charge
1) Electrician is in charge of the operational test. In the absence of the Electrician,
Second Engineer should carry out the duties. The test shall be recorded in the
Deck/Engine Logs.
FLEET OPERATION MANUAL Appendix I
EMERGENCY SHUT DOWN SYSTEMS
Appendix (I)- Critical Machineries

Emergency Shut Down Systems
PROCEDURE FOR TESTING AND MAINTAINING
General arrangement and type

Emergency shutdown systems are applied to the following systems:-
A) Tripping of discharging valves to fuel oil settling and service tanks, fuel oil storage
into high tanks (if arranged within the engine room), diesel oil settling and service
tanks and lub oil storage tanks.
B) Stopping of fuel oil, diesel oil or lub oil transfer pumps.
C) Stopping of supply or exhaust fans to the engine room.
Testing equipment and procedure

Item A
1. The discharge valves are tripped by means of steel wire rope connected from the
valve to the tripping cabinet for each individual valve. Therefore within the cabinet,
there will be many tagged handles indicating the name of the tank valves. Needs to
pull the handle to trip the valve. Normally the diesel oil service tank main trip should
be used with care as it would stop fuel to the running generator causing a “black out”.
2. Alternatively the medium of operation to trip the valve is control air. In this system,
small bottle is arranged at the control station or cabinet. A distributing branch is
provided and on each branch to the individual tank a shut off valve is provided.
Generally one needs to open the valve to trip the valve.
3. In both cases after confirming the valve has been tripped said valve must be reset.
Closing down the valve, reset the actuating mechanism and reopen the valve
completely.
Item B and C
1. The fuel, lubricating or diesel pumps or engine fans are equipped with push button,
switches and one needs to activate the button switch to the stop the said pump or
functioning.
Frequency of Test
1) Test must be carried out once every two months for item A.
2) Test must be carried out once every month for item B and C.
Maintenance
Item A
1. If the operating medium for shut down is compressed air then following the
maintenance guidance as spelt out in section 10 (Air compressors and air system), the
“planned maintenance” manual for guidance. If the operating medium employs a wire
FLEET OPERATION MANUAL Appendix I
EMERGENCY SHUT DOWN SYSTEMS
rope then adjustment of the wire is necessary every year to ensure no elongation or
sagging.
2. The tanks valve must be overhauled once every five years.
Item B and C
1. Not much maintenance is required except to maintain clean and if malfunction of
the culprit part is renewed accordingly.
Man in charge
1. Second Engineer is in charge of the operational test for item A. The electrician in
charge of operational test for item B and C and in the absence of the electrician,
second engineer should carry out the duties. The test shall be recorded in the Engine
Log Book.
FLEET OPERATION MANUAL Appendix J
CO2 FLOODING ALARM SYSTEM
Appendix (J)- Critical Machineries

CO2 Flooding Alarm System
PROCEDURE FOR TESTING THE CO2 FLOODING ALARM SYSTEMS
General Description
The CO2 flooding Alarm system is fitted on vessels that utilizes CO2 gas as the main
extinguishing medium.
It should include the safety precautions as follows:-
Safety Precautions
1) The CO2 Room must be prominently marked, properly lighted and provided with
ventilator or extraction fan.
2) The entrance of the Compartment must never be blocked, the interior clean at all
times.
3) The CO2 room must always be properly ventilated prior entry.
4) An instruction poster in English showing how to release the CO2 gas and the banks
of bottles for each particular compartment.
The CO2 Flooding alarm

1) The CO2 flooding alarm fitted it found in the engine room. The remote air-control
trigger to release the battery of CO2 gas into the engine room is normally protected.
A box and its location varies on each individual vessel. On some vessels it is located
in the Cargo Control room, others in the CO2 room itself.
Procedure for testing the CO2 Flooding Alarm

1) Within the box is found a contact switch, immediately when the box is opened.
Switch will activate the solenoid valve and the klaxton (CO2 alarm) will sound.
2) Important: The compressed air bottle for the Klaxton must be kept topped-up at all
times.
FLEET OPERATION MANUAL Appendix K
CRITICAL SPARES LIST TO BE MAINTAINED
ONBOARD
Appendix (K)- Critical Spares list to

be Maintained Onboard
Risk: Main Engine failure to start and run due to

a breakdown could lead to a situation where in
the vessel would need towing to the nearest port.
MAIN ENGINE
Some essential spares to be kept onboard as
stipulated by Class NK and later added based on
additional risks as assessed.
Cylinder Cover 1
Cylinder Liner 1
Fuel Valve 1 complete set
Exhaust Valve 3 sets
Air Starting Valves 1 set
Cylinder Safety Valves 1 set
Indicator Valves 1 set
Piston Complete 1
Liner O-Rings 1 set
Main Bearing 1 set
Con. Rod Bearing 1 set
Piston Rings 1 set
X-Head Bearing 1 set
Thrust Bearing 1 set
Fuel Pump Complete 1 set
Fuel Pump Plunger & Barrel 1
Puncture Valve 1
Suction Valve 1
H.P. Pipe 1 set
Stuffing Box Rings 1 set
Risk: Failure of turbocharger could lead to main

TURBOCHARGER
engine stoppage.
Bearings 1 set
Seal Rings 1 set
O-Rings 1 set
Lube Oil Pumps 1 set
AUXILIARY ENGINE Risk: As per class minimum requirement

Main Bearing 1
Thrust Bearing 1
Bottom End Bearing 1
ONBOARD
Piston Rings 1 set

High pressure pipe 1
Fuel Pump 1 set
Governor motor 1
TURBOCHARGER Risk: As per class minimum requirement

Bearings 1
Overhaul kit 1
Spare turbocharger 1
AUXILIARY BOILER Risk: As per class minimum requirement

Main Nozzle 1
Pilot Nozzle 1
Electrodes 1 set
Ignition Transformer 1
Risk: Failure of main air compressor could disable

MAIN AIR COMPRESSOR the starting of main engine and can lead to
emergency situation during approaching berths etc
Piston rings 1set
LP valves complete 1set
HP valves complete 1set
Main bearing 1set
Bottom end bearing 1set
Connecting rod bolts 1set
BA compressor
Lube oil 1 charge or 5 liters
Filters 1 set
Belts 1 set
Risk: Failure of Radar at sea could make safe

RADAR
navigation not possible
Magnetron (or any one Radar) 1
Navigation lamps
Bulbs 1 set
Aldis lamp
Spare Bulbs 1 pce
FIRE PUMP Risk: Affect the fire fighting capability of the vessel
Mechanical Seal 1
ONBOARD
Bearing 1set
Sleeve 1set
Risk: The failure in an emergency situation could

EMERGENCY FIRE PUMP lead to total loss. Additional spares as safety are to
be kept onboard as below.
Casing Ring 1
Line bearing 1
Mechanical Seal/ Gland packing 1
Sleeve 1
Risk: Failure to take suction during an emergency

VACUUM PUMP FOR
and if the vacuum pump cannot be repaired could
EMERGENCY FIRE PUMP
lead to a dangerous situation
Friction lining 1
Clutch 1
Ball bearings 1 set
Oil seal 1
Risk: No fire alarm or non-functional fire alarm will

FIRE ALARM prevent early detection and allow fire to spread on
board
Fire Detector (Heat/Smoke) 1 each
Risk: During port stay if the brake lining gets

WINDLASS excessively worn out due to constant stresses the
brakes would slip
Brake lining 1
Countersunk screws 1set
Risk: During port stay if the brake lining gets

MOORING WINCH excessively worn out due to constant stresses the
brakes would slip
Brake lining 1
Countersunk screws 1set
GAS METER Risk: To life and possibility of fire and explosion

Calibration gas 1 set
STEERING GEAR Risk: Loss of steering capability

Ram packing 1 set
Motor Coupling 1 set
Filters 1 set
ONBOARD
EMERGENCY GENERATOR Risk: Loss of power on board

Starter Motor 1
Filters 1 set
LIFEBOATS & DAVITS

Boat engine repair kit 1 set
Filters 1 set
Brake pads 1 set
OIL MIST DETECTOR Risk: Crankcase explosion

Fuses 1 set
HYDRAULIC HOSES (ENV) Risk: Spill in water

Hatch cover (Bulk carriers) 1set
Deck crane (For all Vessels) 1 hose of each type
OILY WATER SEPARATOR Risk: Failure in operation could result in a

(ENV) pollution incident
Coalescer Filter 1 SET
BILGE PUMP FOR OWS Risk: Failure could result in accumulation of bilge
(ENV) water on board
Stator 1
Bilge Pump Complete 1
INCINERATOR Risk: Failure could result in waste oil accumulation

(ENVIRONMENT) and several ports still do not have reception facilities.
Main nozzle 1
Pilot nozzle 1
Flame eye 1
Mech. Seal For Dosing Pump 1
Refractory 50kgs
Electrode 1 set
D.O. pump 1
WILDEN PUMP Risk: Breakdown and non availability of spares
(ENVIRONMENT) could create a problem in case there is a spill
Pump repair kit 1 set
Risk: Failure in operation could result in a pollution

ODME (Environment)
incident
Glass detecting tube 1
Fuses 1 set
ONBOARD
Risk: This could lead to overflow from other tanks

CARGO VALVE
when not being loaded. Spares to overhaul to be
(Environment)
present in case required.
Seat rings 3sets
Drive mechanism repair kit 3 sets
PACKINGS Risk: Leakage during shipping sprays on deck on sea
(ENVIRONMENT) passage could lead to cargo contamination
Tank dome packing 2 sets
Purge pipe O-ring 3 sets
Butterworth pocket packing 3 sets
FLEET OPERATION MANUAL Appendix L
ESSENTIAL ITEMS
APPENDIX L
Essential Items
1. Emergency Towing Arrangement 21. Lifeboat Davits & Winches
2. Ventilators & Shut Off Flaps 22. Lifeboats & Engines
3. Windlass Cable Lifters and 23. Liferafts & HRU

Engines
24. CO2 Fixed Fire Fighting System
4. Mooring winches & spooling
winches 25. Foam Fixed Fire Fighting System
5. Emergency Fire Pump 26. Self Contained Breathing

Apparatus (SCBA)
6. Inert Gas Plant
27. Quick Closing Systems
7. Cargo Pumps (oiL)
28. VDR/SVDR
8. Gas Compressors
29. Radars
9. Reliquefaction Plant
30. EPIRB’s/SART’s
10. Emergency Generator
31. GMDSS Station
11. Emergency Air Compressor
32. Purplefinder
12. Incinerator
33. Automatic Identification System
13. Sewage Plant (AIS)
14. Bilge Separato
15. Emergency Bilge Injection
16. Emergency Batteries
17. Emergency Shutdown System
18. Cargo/Ballast tank Level

Indicators/Alarms
19. Cargo Custody Transfer Systems
20. Oil Content Meters (Bilge/Ballast)

FLEET OPERATION MANUAL Appendix M
MINIMUM SPARE REQUIREMENT
APPENDIX M
Minimum Spare requirement
Table A1 Recommended spare parts for internal combustion engines for

propulsion of ships for unrestricted service
Number
Item Specification recommended
Main bearings Main bearings or shells for one bearing of each size and type fitted,
1
complete with shims, bolts and nuts
Pads for one face of tilting type thrust block, or 1 set
Main thrust Complete with metal thrust shoe of solid ring type, or 1
block Inner and outer race with rollers, where roller thrust bearings are
1
fitted
Cylinder liner Cylinder liner, complete with joint rings and gaskets 1
Cylinder cover, complete with valves, joint rings, gaskets and rocker
arms with brackets. For engines without covers, the respective valves 1
Cylinder cover
for one cylinder unit
Cylinder cover bolts and nuts, for one cylinder 1/2 set
Exhaust valves, complete with casings, seats, springs and other
2 sets
fittings for one cylinder
Air inlet valve, complete with casings, seats, springs and other fittings
1 set
Cylinder for one cylinder
valves- Starting air valve, complete with casing, seat, spring and other fittings 1
Cylinder overpressure sentinel valve, complete 1
Fuel valves of each size and type fitted, complete with all fittings, for
1 set 2)
one engine
Bottom end bearings or shells of each size and type fitted, complete
1 set
Connecting rod with shims, bolts and nuts, for one cylinder
bearings Top end bearings or shells of each size and type fitted, complete with
1 set
shims, bolts and nuts, for one cylinder
Crosshead type: Piston of each type fitted, complete with piston rod,
1
stuffing box, skirt, rings, studs and nuts
Pistons
Trunk piston type: Piston of each type fitted, complete with skirt,
1
rings, studs, nuts, gudgeon pin and connecting rod
Piston rings Piston rings, for one cylinder 1 set
Telescopic cooling pipes and fittings or their equivalent, for one
1 set
Piston cooling cylinder unit
Cylinder Lubricator, complete, of the largest size, with its chain drive or gear
1
lubricators wheels
Fuel pump complete or, when replacement at sea is practicable, a
Fuel injection complete set of working parts for one pump (plunger, sleeve, valves, 1
pumps
springs, etc.)
Fuel injection High pressure fuel pipe of each size and shape fitted, complete with
1
piping couplings
Scavenge
blowers Rotors, rotor shafts, bearings, nozzle rings and gear wheels or 1 set 3)
(including equivalent working parts if other types
turbo-chargers)
Scavenging
system Suction and delivery valves for one pump of each type fitted 1 set
Reduction Complete bearing bush, of each size fitted in the gear case assembly 1 set
and/or reverse
gear
Roller or ball race, of each size fitted in the gear case assembly 1 set
Main engine Piston rings of each size fitted 1 set

driven air
compressors
Suction and delivery valves complete of each size fitted 1/2 set
Gaskets and Special gaskets and packing of each size and type fitted for cylinder
packing covers and cylinder liners for one cylinder -
1) In case of multi-engine installations, the minimum recommended spares are only
necessary for one engine.
2)
a) Engines with one or two fuel valves pr. cylinder: one set of fuel valves,
complete
b) Engines with three or more fuel valves pr. cylinder: two fuel valves complete
per cylinder and sufficient number of valve parts, excluding the body, to
form with, those fitted in the complete valves, a full engine set.
3) The spare parts may be omitted where it has been demonstrated, at the builders
test bench for one engine of the type concerned, that the engine can be
manoeuvred satisfactorily with one blower out of action.
The requisite blanking and blocking arrangements for running with one blower
out of action are to be available on board.
Table A2 Recommended spare parts for internal combustion engines driving unrestricted
electric generators of ships with service 1)
Number
Main bearings Main bearings or shells for one bearing of each size and type fitted, 1
complete with shims, bolts and nuts
Exhaust valves, complete with casings, seats, springs and other
fittings for one cylinder 2 sets
Air inlet valves, complete with casings, seats, springs and other
fittings for one cylinder 1 set
Cylinder valves Starting air valve, complete with casing, seat, springs and other
fittings 1
Cylinder overpressure sentinel valve, complete 1
Fuel valves of each size and type fitted, complete, with all fittings, for
one engine 1/2 set
Bottom end bearings or shells of each size and type fitted, complete 1 set
with shims, bolts and nuts, for one cylinder
Connecting rod
Top end bearings or shells of each type fitted, complete with shims, 1 set
bearings
bolts and nuts, for one cylinder
Trunk piston type: Gudgeon pin with bushing for one cylinder 1 set
Piston rings Piston rings, for one cylinder 1 set
Telescopic cooling pipes and fittings or their equivalent, for one
Piston cooling cylinder unit 1 set
Fuel pump complete or, when replacement at sea is practicable, a 1
Fuel injection
complete set of working parts for one pump (plunger, sleeve, valve
pumps
springs, etc.)
Fuel injection High pressure fuel pipe of each size and type fitted, complete with 1
piping couplings
Gaskets and Special gaskets and packings of each and type fitted, for cylinder 1 set
packings covers and cylinder liners for one cylinder
1) Where the number of generators of adequate capacity fitted for essential service
exceed the required number, no spare are required for the auxiliary engines.
Table A3 Recommended spare parts for main steam turbines and auxiliary steam turbines driving
electric generators of ships with unrestricted service
Number
Bearing bushes or roller bearings of each size and type fitted, the 1
Main bearings
rotor, pinion and gear wheel shafts, for one turbine
Pads of each size for one face of tilting type thrust, with liners, or 1 set
Turbine thrust rings for turbine adjusting block, of each size fitted with assorted
liners, for one turbine
Main thrust Tilting type: Pads for one face 4) 1 set
block Roller type: Inner and outer race with rollers 1
Turbine shaft Carbon sealing rings, where fitted, with springs, for each size and type 1 set
sealing rings of gland
Strainer baskets or inserts, for filters of special design, of each type
Oil filters
and size 1 set
1) In case of multi-turbine installations, the minimum required spare parts are

only necessary for on turbine of each type.
2) The list covers auxiliary turbines as far as applicable.
3) Where the number of generators of adequate capacity fitted for essential service
exceed the required number, no spare are required for the auxiliary engines.
4) When the pads of one face differ from those of the other, a complete set of pads is
to be provided.
Table A4 Recommended spare parts for boilers and steam-heated steam generators of ships with
unrestricted service
Number
Specification recommended
Safety valves: springs of each size 1
Water gauge glasses of round type with packings 3 sets
Water gauge glasses of flat type with packings 1 set
Strainers: strainer basket of each size for fuel oil system 1
Fuel oil burner: parts subjected to wear, for each burner 1 set
Pressure gauge for steam drum 1
Tube stoppers or plugs of each size for boilers, superheater and economiser 2%
Table A5 Recommended spare parts for various machinery equipment of ships with unrestricted service
Number
Pumps 1) Piston pumps:
fuel oil Valve with seats and springs each size fitted 1 set
- transfer
Piston rings each type and size for one piston 1 set
- feed water
- cooling water Centrifugal pumps:
- bilge water Bearings of each type and size 1
lubrication
- oil Rotor sealings of each type and size 1
Gear type pumps:
Bearings of each type and size 1
Rotor sealings of each type and size 1
Air
compressors
Suction and delivery valves complete for each size fitted in one unit 1/2 set
for essential
service
Piston rings for each type and size fitted for one piston 1 set
1) When a sufficiently rated standby pump is available, the spare parts may be
dispensed with.
Table A6 Recommended spare parts for electrical installations of ships with unrestricted service
Item Specification Number recommended
1 complete brush holder,
The spare parts are generally
1 set of brushes,
to be supplied for each size
1 set of any special tools required,
and type of generator required
1 set of necessary spare parts for excitation and automatic
according to Ch.8.
voltage regulation equipment.
Generators 1/3 of the number of main diodes for excitation,
For generators having
1 complete set of all other semiconductor components, or
excitation and voltage
alternatively
regulation equipment with
1 complete specimen of each assembled unit of such
semiconductors, the following
components, if the units are such that it is impracticable to
is generally recommended.
carry out repairs on board.
1 set of contacts, subject to wear,
1 set of other parts, subject to wear,
1 set of springs,
For each repairable circuit-
1 coil of each type used,
breaker on each pole:
1 resistance element of each type used.
For 6 or less circuits-breakers of same type, 1 set of such
Switchboards
spare parts.
For each type of non-
repairable circuit-breaker (e.g. 5% of each size with a minimum of 2 of each size used.
»miniature« circuit-breakers):
10% of each size with a minimum of 12 of each size used,
For each type of fuses:
3 fuse-bases of each size used.
1 set of any special tools and equipment for repairing
Cables
mineral-insulated cables, where such cables are installed.
1 complete brush holder,
For each essential and
1 set of brushes,
important D.C. and A.C.
1 set of any special tools.
motor with commutator or
For 6 or less motors of the same size and type, 1 set of
slipring:
such spare parts.
In addition to the spares stated
above for essential and
important D.C. and A.C. D.C. machinery: 1 armature of each size fitted, complete
motors are recommended for with shaft and halt coupling, 1 field coil of each type
Motors
each size of steering gear fitted, A.C. machinery: 1 stator complete of each size
motor and motor generator, if fitted.
no standby electrical machine
is installed:
For electric starting of main
engines on ships having only
one main propelling engine, 1 complete starting motor.
with no other means of
starting:
Table A6 Recommended spare parts for electrical installations of ships with unrestricted service
(Continued)
1 set of the contacts which are subject to wear,
1 set of springs,
For each repairable control 10% of each different resistance element, with at least 1 of
gear of motors and other each,
consumers, intended for 1 of each type coil used.
essential and important When 6 or less motors or other consumers are fitted with
services: control gear having interchangeable parts, it is normal to
Control gear provide one set of spares for the control gear which is
provided with the greatest number of parts.
For each type of non-
repairable control gear of
motors and other consumers
5% of each size with a minimum of 2 of each size used.
intended for essential and
important services (e.g. some
types of small motor starters):
Portable Ships with electrical installation of 100 kW and above are
insulation- recommended to carry insulation-resistance measuring
resistance instrument, having a D.C. test voltage of not less than the
measuring
instrument installation's voltage.
For navigation lights with
1 complete set of lamps.
their pilot lamps:
Miscellaneous Where the emergency lighting
voltage is different from the 10% of the emergency lamps, with a minimum of 10.
main lighting voltage:

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FAREAST SHIPMANAGEMENT HONGKONG LIMITED Revision# 1 Page 1/3

SAFETY AND QUALITY MANAGEMENT SYSTEM Date 01/07/2017

10.0 Maintenance, Repair and

Section Description No. of

Section Description No. of

10.11 Store and spares 7

10.1 MAINTENANCE AND REPAIR POLICY

10.1.1 Maintenance and Repair Requirements

10.1.2 Maintenance and Repair Policy

a) Scheduled maintenance is established for certain machinery and

b) Non-scheduled maintenance is applicable to interior and exterior

c) Repairs are the work taken to return machinery to an operating

10.1.3 Maintenance and Repair Time

1. The vessel's Charter requirements are not delayed.

2. The vessel is not on a cargo run.

10.2 MAINTENANCE AND REPAIR PLANNING

10.2.1 Scheduled Maintenance and Testing

10.2.2 Unscheduled Maintenance

10.2.4 Vessel Cleanliness and Appearance

10.3 ESSENTIAL AND CRITICAL ITEMS AND FUNCTIONS

10.3.1.1 Essential Items

10.3.1.2 Critical Items

The following shipboard items and functions are considered to be critical:

- Main engine(s), auxiliary machinery and associated control systems

Additionally Masters to ensure compliance with the following:

1. On-load release equipment used is in full compliance with the requirements of

10.3.2 Approach for Essential Items

Maintenance of Operationally and/or Commercially Significant equipment and

10.3.3 Approach for Critical Items

In the event that a critical system or equipment is rendered inoperative due to

 personnel, spares and tools

If the agreed shutdown period for critical equipment or systems is to be exceeded,

10.3.4 Schedule testing of Standby equipment

Definition: The equipment or machinery which are NOT IN CONTINOUS operations

NOTE: The maintenance schedule of each piece of equipment shall be determined

 The manufacturers recommendations

10.4 MAINTENANCE AND REPAIR RESPONSIBILITIES

10.4.1 The Master

- Is responsible for the level, effectiveness, and cost of the maintenance

- Should convene meetings as necessary to assist the Chief Engineer

- Shall ensure that all significant repairs or maintenance, scheduled or

- Will advise the FAREAST SHIPMANAGEMENT HONGKONG Office

- In conjunction with the Chief Engineer, provide the FAREAST

10.4.2 The Chief Engineer

- Will be responsible for the development, planning and assigning of

- Co-ordinates individual jobs and sees that available man-power is

- Determines which work shipboard personnel can most economically

- Prepares and submits Maintenance and Repair Report/Records to

- Oversees scheduling, conducting, and supervising of the

10.5 PLANNED MAINTENANCE SYSTEMS

Planned Maintenance is controlled by a computerised system named

The Planned maintenance system shall describe detailed maintenance instructions

Classification society requirements

MAINTENANCE REPORTS AND RECORDS

10.5.1 RETRONET Planned Maintenance System (PMS) shall be used to:

 Initiate maintenance (Planned Maintenance Schedule)

10.5.2 Maintenance Record -Failures of critical or commercially significant equipment shall

10.5.3 Records of Modifications

Where a modification requires a change to the spare gear or planned maintenance

10.5.4 Landing of Mechanical Equipment

10.5.5 Repair Reports

10.5.6 Electrical Insulation Readings

10.5.7 Drydock Repair List