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3.1 GENERAL INSTRUCTIONS

a) The instructions & procedures contained in this manual must be reviewed by the chief
Engineer and shall be strictly followed by all Engineers.

b) The Chief Engineer may enhance the instructions & procedures set forth in this manual only
by sending his reviews to the company through the master, to ensure the vessel’s safe opera-
tion.

c) The Company recognises that unusual events may arise which are not addressed by these
procedures. In any case, the Master and officers shall adhere to the intent of these procedures
as closely as possible.

d) The safety of personnel, environment, vessel, and cargo shall be the foremost consideration
in choosing a course of action.

3.2 FAMILIARISATION WITH ENGINE ROOM SYSTEMS

All Engine officers and crew unfamiliar with the vessel shall complete the familiarisation
checklist (ERP-03-02A) to the Engine Room Systems prior to any engine duty on joining the
vessel.

App:
ERP-03-02A Familiarisation with Engine Room Systems

3.3 CHIEF ENGINEER’S STANDING ORDERS

Chief Engineer’s ship specific standing instructions shall be available in the engine control
room and shall be followed by all other engineers. The Engineer on watch shall notify the Chief
Engineer immediately under any of the following circumstances:
a) Problem with main engine making it necessary to reduce power or stop the engine.
b) In case of problems with auxiliary engines.
c) In case of failure with electrical switchboard or transformer system.
d) In case of significant leak in/or failure related to cooling water or lube oil system.
e) Any problem related to cargo operation, boiler, inert gas and cargo pumps.
f) Any problem/abnormal functioning of steering gear.
g) Any problem related to functioning of thrusters.
h) Any other situation where he is in doubt.

Note: Soot-blowing of boilers shall not be carried out during tank cleaning/gas freeing (on
tankers) or in port.
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b) As a good practice, C/E shall write night orders every day which should contain instructions
as a minimum but not limited to following:

(i) Main engine RPM and load to be maintained

(ii) Calling C/E for specific work or operation
(iii) Boiler operation with respect to cargo heating (if applicable)
(iv) Any other as required by C/E

App:
ERP-03-03A Chief Engineer’s Standing Orders

3.4 DUTIES OF THE ENGINEER OF THE WATCH

3.4.1 Manned Engine Room Watch-keeping

a) Each watch shall have a minimum complement of one qualified engineer;
b) The engine room must never be left unmanned;
c) The Engineer on watch is responsible for the close observation of the main engine, auxiliary
engines, boilers and steering gear;
d) Under the Chief Engineer's supervision, the Engineer on watch is responsible for machinery
operations, inspections and testing according to requirement. This includes all machinery and
equipment within his area of responsibility.

3.4.2 Unmanned Engine Room Watch-keeping

The Engineer on duty shall make inspection of all machinery spaces according to instructions
given in the posted ship specific UMS checklist (ERP-03-05A).

3.5 INSTRUCTIONS FOR UMS ENGINE ROOM (Engine Room Part)

3.5.1 General
a) The Engine room shall be manned for at least 8 hrs in day. The normal manned hours
suggested are 0800 to 1200 hrs and 1300 to 1700 hrs. The discretion of the manned hours for
engine room shall be with the chief engineer in consultation with the Master. UMS checklist
shall be filled once a day at 0900 & 1700 hrs. A night round will be taken between 2100 to
2230 hrs.

b) Before transfer of alarm responsibility from engine room to bridge may take place, the
following shall be checked apart from complying with ship specific (to be prepared on board)
UMS checklist (ERP-03-05A):

(i) Propulsion machinery must be in bridge control position;

(ii) Stand-by generator must be ready for start;
(iii) Required stand-by pumps must be ready for start.
(iv) Generator loading must be normal;
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(v) All alarm circuits must be connected;

(vi) Alarm systems must be functionally tested including dead man's alarm system.
(vii) Fire alarms must be on, and all circuits connected;
(viii) Service tanks for fuel oil, diesel oil, lubricating oil and freshwater sufficiently
filled;
(ix) Bilge wells and sludge tanks/collection tanks sufficient space available
(x) Duty Engineer MUST verify the status of the Fire Alarm panel with the Duty
Officer prior changing over to UMS, so as to ensure that no zone is isolated
condition while the E/R is in UMS.
c) For all new delivered vessels, Engine room shall be manned for minimum of one loaded &
ballast passage or one month, which ever is of longer duration to ensure that all machineries
parameters are normal. Upon completion of this period, C/E & Master to decide on
Commencement of UMS operation in consultation with MMS Tech Dept.

3.5.2 Transfer of Alarm Responsibility

a) Call the bridge and inform that transfer of alarm responsibility is required;
b) Set selector to officer of the engineering watch;

3.5.3 Entry in the Log Book / alarm book

a) Checks as described have been completed;

b) The time of transfer of alarm responsibility;
c) All alarms released in the unattended period, their cause and actions taken;
d) Time when unattended period was finished.

3.5.4 Alarm Condition

The Officer of the engineering watch must:
a) Acknowledge the alarm at remote location (cabin or other part of accommodation);

b) Immediately go to the control room and acknowledge the alarm;

c) Transfer the alarm responsibility to the engine room, if required.

d) Transfer alarm responsibility back to bridge if unattended period can continue after
conditions has been restored to normal.

Note I: Engine room to be attended during cargo loading/discharging operations, whenever

boilers are fired (for Tank cleaning or Inerting etc.) and when considered safe by the Master /
Chief Engineer, during cargo operations.

Note II: Before leaving E/R after an alarm; be sure to switch off the dead man alarm (where
fitted).
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Note III: In case no dead man alarm is fitted in the UMS engine room, Duty Eng. to inform
bridge before going down for E/R rounds and also to contact every 30 minutes if period of his
round exceeds 30 min.

App:
ERP-03-05A UMS Checklist

3.6 HANDING OVER THE WATCH AT SEA

a) Before taking over the watch, the relieving Engineer shall make a complete round of the
steering gear room and engine room, noting the condition of machinery, piping and bilges in
each compartment.

b) The Engineer going off watch shall:

(i) Never leave the engine room until the watch has been formally relieved;
(ii) Pass all pertinent information to the relieving Engineer;
(iii) Enter all enquired information in the Log Book.

c) Obtain all information pertinent to current machinery operation, incl. but not limited to the
following:
(i) Designated revolutions if under way;
(ii) Standing orders and any special instructions from the Chief Engineer;
(iii) All work being performed on machinery and systems, the nature of the work,
personnel involved and potential hazards;
(iv) The condition and level of water in bilges, holding tanks, reserve tanks, freshwater
tanks and special requirements of the use thereof;
(v) The condition and level of fuel in the fuel tanks, settling tank, day tank and other fuel
storage facilities as transferred or used during the watch;
(vi) The condition and mode of operation of the various auxiliary systems such as
lubrication systems, fuel transfer systems, feed and condensate systems, water
purification and clarification systems, cargo pumps, cargo heating and inert gas systems;
(vii) Where applicable, the condition of monitoring and control console equipment
including which equipment is being operated manually;
(viii) Where applicable, the condition and mode of operation of automatic boiler controls
such as flame safeguard control systems, limit control systems, combustion control
systems, fuel supply control systems and other equipment involved with the operation of
steam boilers;
(ix) The potential adverse conditions resulting from bad weather or adverse waters;
(x) Special modes of operation dictated by equipment failure or adverse ship operations;
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(xi) The reports or other engine room personnel relative to their assigned duties;
(xii) Conditions and hazards likely to be encountered during the watch;
(xiii) The current status of the fire-fighting equipment and emergency equipment.

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

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

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

App:
ERP-03-06A Handing Over Watch checklist

3.7 WATCH-KEEPING IN COASTAL/ CONFINED WATERS

a) When the ship is navigating in heavy traffic or narrow waters, at least one engineer and one
engine rating shall be on duty at Master's discretion. If the Chief Engineer finds it necessary,
the electricians shall also be on duty.

b) The Engineer on watch shall ensure that the main and auxiliary machinery, engine room and
steering gear are continuously monitored.

c) When the engine room is manned, the Engineer on duty shall at all times ensure that the
main engine is ready for manoeuvring. He shall ensure that sufficient electrical power is
available.

3.8 WATCH-KEEPING IN PORT

a) During stay in port two watch-keeping routines will apply:

• Normal manned watch keeping.

• Unmanned engine room.

b) Normal watch keeping is with one engineer and one Oiler on watch.

c) "Unmanned engine room" means that UMS routines are being adopted.

d) On tankers during loading/discharging operation, the engine room will be manned.

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e) When the ship is at anchor, it is up to Master's discretion whether the engine room should be
manned.

3.9 ENGINE LOG BOOK AND BELL BOOK

a) All entries in logbook shall be made in English. The entries should be neat and legible and
with ink or ballpoint pen. If an error is made, corrections are made by drawing a single line b)
through the error and writing correct entries above the incorrect entry. The officer making it
shall initial the correction. All major overhauls and surveys are to be recorded in the engine
logbook.

b) Log book shall be written at the end of every watch in manned engine room. In case of UMS
watch keeping the logbook will be recorded twice a day.

c) The chief engineer shall verify the readings and sign the logbook daily.

d) The Engineer on watch shall record in the Bell Book all engine orders received from the
bridge indicating exact time except from vessels fitted with automatic engine order/ revolution
logger systems, in which case the only orders which need to be recorded are:

"Stand-by Engines",

"Finished with Engines",

"Full Away on Sea Passage"; and/or

"End of Sea Passage".

e) Instructions for filling log book & bell book as given in SMP-12.5.6 shall be complied with.

3.10 ARRIVING PORT

Prior to arriving a port ERP-03-10A Pre Arrival Port Checklist shall be complied with.

3.11 LEAVING PORT

Prior leaving a port ERP-03-11A Pre Departure Port Checklist shall be complied with.

3.12 CLEANLINESS & HOUSEKEEPING

a) Engine room areas and store room(s) shall be kept clean and tidy.

b) Lighting in engine room shall be in order.

c) Oil leakage shall be located and repaired as soon as possible. Oil spillage shall be cleaned
up properly.
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d) Fire doors must be kept shut. Access to emergency exits must under all circumstances be
available and ready for use.

e) Smoking should be confined to designated areas.

f) Fire-fighting equipment shall be clearly marked and ready for use.

g) Sounding pipe cock must be kept closed.

h) Drying of clothes must not take place in machinery areas

i) Spares and tools must be kept properly stowed and secured.

3.13 COLD WEATHER PRECAUTIONS

3.13.1 Responsibilities
a) Chief Engineer is responsible to the Master for ensuring that all machineries on board the
ship are maintained in a working condition having due regard to cold weather conditions that
may require additional precautions.

b) Engine Officer is responsible to the Chief Engineer for ensuring cold weather precautions
are observed as may be highlighted in this procedure or may be supplemented by Chief
Engineer’s instructions.

3.13.2 Winter Precaution Guidelines

Ship specific Winter Checklist shall also be based on the following:

a) Engine Room
(i) All spare electricity should be used to heat accommodation and ice/cold-exposed
compartments (fore peak, etc.). Beware of the fire hazard if industrial heaters or gas
torches are used. Keep doors closed to retain the heat.
(ii) Engine ventilators may, in some cases, be turned off (but remain open) to avoid
freezing of sensitive equipment in engine room.

b) Fittings and Piping in Machinery Spaces:

(i) Where space heaters exist, use them.

(ii) Secure vent fans and outside air vents out of the wind, close dampers and cover cowls
to slow outside air flow into machinery areas. These areas can also be kept warmer by
opening a hatch next to fan intake.
(iii) Keep water systems circulating.

c) Bunkers
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(i) Cold weather boiler needs can increase fuel consumption. Bunker reserves should be
higher when cold weather or operation in ice is anticipated.
(ii) Whilst at port or at the repair yard in locations with an extremely cold climate, it is
imperative that heavy fuel oil bunkers remain properly heated at all times in order to
retain enough viscosity for pumping and consumption.

Note: If the fuel oil is not kept at the proper temperature, it could take days before it can be
heated sufficiently for use, thus causing delays.

d) Freshwater Cooled Engines Exposed to Low Temperatures

(i) Such engines would include L/B engines, emergency generator and engine driven
deck air compressors (if present).
(ii) To be sure of adequate fuel and to reduce condensation in the tank, keep tanks at least
90% "full".
(iii) Spare heater to be on.
(iv) Take necessary measures to prevent fuel waxing, especially if the fuel tank is outside
the machinery area.
(v) Cover the vent with canvas from inside.
(vi) If the emergency diesel engine is not in a heated compartment, the jacket water
system and radiator should have antifreeze added.
(vii) Jacket cooling water system heater to be on.

e) Strainers, Sea Suction and Heat Exchangers

(i) Have less than 3 ft of trim to keep sliding ice under the vessel from reaching the sea
suctions.
(ii) Whenever possible, keep sea suction and propeller below the ice level by proper
ballasting procedures.
(iii) If possible, maintain deepest draft by loading cargo prior to discharging ballast.
(iv) If sea chests and/or suction piping get ice clogged, they should be thawed with
Butterworth equipment or steaming out fittings. Have adequate feed water reserves
available.

f) Crew
(i) Low temperatures reduce the crew's physical ability, effectiveness, and can impair
judgment. Proper clothing is therefore essential to maintain crew safety and awareness.
(ii) Review rotation of watches for crewmembers working in excessively cold areas to
ensure exposure is kept at a minimum.
(iii) Always brief the crew properly in advance of any operation that is not carried out on
a regular basis.

g) Safety equipment should be checked frequently, including safety hand lines, if rigged.
Remember the fresh water tanks in the lifeboats.

App:
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ERP-03-13A Winter Precautions Checklists (ship specific)

Ref:
BDP-05-04 Cold Weather Precautions

3.14 OPERATION & MAINTENANCE OF MAIN ENGINE & CONTROL DEVICE

a) The main engine is to be operated strictly in accordance with the maker’s instruction book.
As a general rule, under normal conditions, the main engine should always be operated at a
speed equivalent to 85% of MCR as power and not to exceed Thermal Limit Line of maker’s
recommended Load Diagram. In some cases C/P requires speed equivalent to 90% of MCR
which should be complied with.

b) If however the Charterers requests for slow steaming (MEP Running), then the company
specified minimum limit for running Main Engine is 50% of MCR as power. Under such
conditions the main engine rpm should be raised to Full speed equivalent Rpm for 30 minutes to
1 hour twice a day to clear accumulated soot, and during this time soot blow of the exhaust gas
economiser is to be increased to more than usual.

c) The maintenance of various components of the main engine is to be carried out as per the
procedures and interval given in the maker’s instruction book and the company’s PMS.

d) For each single voyage, the typical main engine performance data is required to be taken
down in detail on the form Main Engine Performance Data (ERP-03-14A). Under normal
conditions, this report (two reports for round-trip voyage ballast & loaded) is required to be
sent to company by the end of the current round-trip voyage. However, when engine trouble or
any abnormalities are found, these reports are required to be taken and sent to company as soon
as possible for analysis and for advice from the Technical department.

e) Running hours of the important parts of the main engine are required to be calculated and
reported to company once every (3) three month, by using the form of Main Part Running
Hours Report (ERP-03-14B). This information allows company to plan a short-term
maintenance schedule, including the schedule of when and where to conduct necessary
overhauling and to prepare spare parts.

f) When an overhauling is carried out, the wear down on cylinder liners, piston ring grooves, and
piston rings, etc., must be calibrated and recorded using the form of Main Engine Overhaul
Report (ERP-03-14C).
g) The control equipment, such as the governor, manoeuvring relay, linkage, etc. including the
safety devices, is to be checked thoroughly.
h) The 1st engineer is responsible for implementing the maintenance work for the main engine
and its control equipment.
i)The engineer in charge shall take the necessary data for machinery such as revolutions, tempera-
ture, pressure, oil quantity and so on at regular times during every duty watch-keeping while at
sea and shall make an effort to maintain the good working condition of each part and enter a
record of them in the engine logbook every day.
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j) The chief engineer is to check the content of the report by himself, especially obtained values
of speed and fuel oil consumption in the AB LOG and other reports.
k) The 1st engineer shall take indicator cards once for each laden/ballast voyage to calculate an
out-put/ F.O. consumption of M/Engine and make an effort to maintain good working conditions.
l) In the meantime, as for the engine without indicator cams, the calculation method shall be
followed by the maker’s instructions.
(i) The 1st engineer shall measure the R.O.B. of L.O. at the time of entering a port and
shall calculate the consumption of cylinder oil/system oil for each voyage and shall also
record them in the separately prepared L.O. Consumption Report (ERP-03-14D) with a
copy being kept by the ship and another being submitted to company at end of voyage.
(ii) He shall confirm whether the consumption is proper or not and make reference for the
supply amount of L.O.
(iii) The system oil shall always be treated by circulated purification at sea and shall also
be kept in good condition by the manufacturer’s analysis to justify with a sample, which
is sent by the vessel once every 6 months.
m) The 1st engineer officer shall obtain the sealing condition of each stuffing box of the cylin-
ders by measuring the oil leakage once every 3 months and to decide their overhaul time.
n) When the following items are overhauled and checked, obtained data shall be recorded in the
separately prepared recording paper:
(i) The exhaust valve:
To realize the limit of use by implementing measurements and maintenance
(ii) The fuel valve:
To maintain the specified injection pressure and to keep a good burning condition
(iii) The piston:
To check and measure the burn away (heat damage) of the piston crown, existence of the
cracks, wear and tear of the rings, ring grooves and liners and to confirm the burning con-
dition; If necessary, to study the change of cylinder oil supply amount and time of over-
haul, etc.
(iv) Stuffing box:
To measure the wear and tear of the rings (use the piston ring measurement form) and to
confirm the abrasive surface condition of the piston rods
(v) Crank deflection:
To confirm the value of deflection is being within an adjustable limit. In principle, to
measure the deflection whenever there is no draft change of the vessel and to check the
crankcase is down at the same time.
o) Smoke Condition to be checked
App:
ERP-03-14A Main Engine Performance Data
ERP-03-14B Main Part Running Hours Report
ERP-03-14C Main Engine Overhaul Report
ERP-03-14D L.O. Consumption Report
ERP-03-14E ME Cooling water analysis report
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ERP-03-14F ME Exhaust V/V Measurement record

ERP-03-14G ME & DG Crankshaft Deflection record
ERP-03-14H ME Scavenge Inspection report

3.15 OPERATION & MAINTENANCE OF GENERATORS

a) Generators are to be overhauled in accordance with the maintenance schedule in company’s

PMS, the instruction book of the engine maker, and whenever the Chief engineer considers it
necessary.

b) When an overhauling is carried out, the wear down for liners, piston ring grooves, and piston
rings, etc., are to be measured and recorded using the form of Generator Engine Overhaul
Report (ERP-03-15A).

c) The 2nd engineer is responsible for implementing the maintenance work for the generators and
their control equipments.

d) The Diesel Generator

(i) Every day at a fixed time, the duty engineer shall measure the temperature, the
pressure, and the oil quantity etc. of the machine in operation. He also shall confirm the
normal operable condition and make an entry of the necessary data in the engine logbook.
(ii) After completion of overhaul or exchange of the main parts, the duty engineer officer
shall execute the test operation without fail and confirm good normal conditions. He
shall, at the same time, take the indicator card and confirm the burning condition of each
cylinder.
(iii) Long term low load operation is to be avoided as per maker’s instructions
(iv) When the maintenance of the S/B machine is required, it shall in principal, be
completed 2 days before entering a port and all generator engines shall be kept ready for
working on the previous day before entering a port.
(v) The purifying of system oil shall be done every 750 PMS working hours except in
the case where the ship has a circulated purifying system, and the cleaning of the sump
tanks shall be made every 1500 hours, at which time the crank cases shall also be
checked.
A sample of L.O. shall be taken and sent to the manufacturer for their analysis once every
six months and it is requested to be always in good working condition.
(vi) The 2nd engineer officer shall pay special attention to the condition of the T/C and
try to calculate the proper time for exchanging its shaft bearings and overhaul for
cleaning.
(vii) Smoke condition is to be checked

e) The Turbo Generator

(i) Every day at a fixed time, the duty engineer officer shall measure the temperature,
pressure and oil quantity etc. of the machine in operation. He shall confirm the normal
operable condition and make entries of the necessary data in the engine logbook.
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(ii) The existence or non-existence of the moisture mixing in the L.O. drain tank shall be
regularly checked and the 2nd engineer officer shall make an effort to keep the good
working condition by taking and sending a L.O. sample to the manufacturer once a year
for their analysis.
f) The Emergency Generator
(i) A test operation shall be conducted once a week to confirm the operable condition of
each part and the proper quantity of F.O. and L.O. shall be confirmed. This data shall be
recorded in the record book and/or Engine Log Book.
(ii) In case of the starting system being battery powered, a voltage check of the battery
shall be made properly (at least once every 2 weeks) and battery shall be charged
properly.
(iii) In case of an air starting system, the air pressure shall be confirmed and the test
operation of the emergency compressor shall be executed.

App:
ERP-03-15A Generator Engine Overhaul Report
ERP-03-15B D/G Operating Condition Report

3.16 BOILER OPERATION & MAINTENANCE

Boilers vary greatly between dry cargo ships and tankers and depending upon burner types. It is
therefore important for all engineers to understand and follow maker’s instructions for boiler
and burner operation.

a) Aux. Boiler water is to be tested and checked every three days and the results to be reported to
company once a month, using the form of ERP-03-16A Boiler water analysis report.

b) Testing of boiler water by a shore technician is to be carried out once every 6 months.
c) The 3rd engineer officer, or 2nd engineer officer in case of a Tanker, is responsible for imple-
menting the maintenance work for the Aux. boiler and its accessories.
d) Soot blowing of the generating and super heater tubes of the economizer shall be carried out
twice a day and before entering port, and recorded in the engine logbook. The chemical for soot
release shall be fed within 1 hour before the soot blowing, if supplied.
e) The differential pressure between the gas inlet and outlet of the economizer shall be checked
every day, if fitted.
f) The gas inlet temperature of the economizer shall be checked every day.
g) The gas side of the economizer tubes shall be cleaned regularly with fresh water.
h) The boiler water-circulating pump shall be run continuously even after the main engine is
stopped, to ensure that soot fires and low temperature corrosion are prevented from taking place.
i) Smoke condition to be checked
App:
ERP-03-16A Boiler Water Analysis Report (For 15kg/cm2 boiler)
ERP-03-16B Boiler Water Analysis Report (For 7kg/cm2 boiler)
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ERP-03-16C Boiler Water Analysis Report (For Ocean Ace)

3.17 STEERING GEAR

The general inspection of the steering gears is carried out as described below and the routine
maintenance as per the maker’s instruction and the company’s PMS.
a) Before entering or leaving a port, the steering gear, including its control units, such as auto-
pilot, the rudder angle indicator, lubricant condition of rudder carrier, lube oil level in head tank
and attached storage tank etc., are to be checked, tested.
b) The 1st engineer officer is responsible for implementing the maintenance work for the steering
gears.
c) The following items are to be confirmed once a day during a voyage.
(i) The oil quantity and temperature of L.O. Head Tank.
(ii) The existence or non-existence of a L.O. leak from the gears and piping systems.
(iii) The L.O. condition in the rudder carrier (Grease quantity, if grease is used).
(iv) The discharge pressure and the ampere of the hydraulic pressure pump (including
those of the auxiliary pump, if it is installed).
(v) The discharge pressure of the autopilot hydraulic pressure pump (when so equipped).
(vi) The rudder angle indicator link mechanism.
(vii) The ground seal condition of the rudder stock.

3.18 BATTERY CARE

3.18.1 General
a) Batteries contain a fluid, which is among the most aggressive, and toxic fluids know, and the
battery casing shall be considered as fragile.

b) A battery produces the most combustible gas Hydrogen.

c) A battery, when partly or fully charged is a high-energy source which can release extensive
power either instantaneous or over-time discharge.

d) Proper battery care is a means of good safety preparedness as shipboard battery installation
is to have continuous access to accumulated energy for use in emergency situations.

e) To be renewed if completing its life as per maker’s instructions

3.18.2 Maintenance
a) Batteries need to be capacity tested to ensure its condition. A well-charged and healthy
battery shall by a drain test (through resistors or similar consumer element) on constant Amp-
flow be confirmed to hold the Amp/h rating. This kind of test also "trims" the condition of
the batteries, since the chemical reaction that takes place in batteries when being drained and
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recharged is stimulating. Such drain test should take place once every six months or when a
battery indicates to be weakened.

b) The sulphur acid density is an important indication of the condition of the batteries, and
measurement is required at intervals not exceeding one week.

Note I.: A good quality density tester shall always be available on board, and this instrument
shall, after use, be well kept and cleansed in neutralised water only.

Note II: Each battery shall be monitored by recording the sulphur acid density. When analysing
the record, any density deviation between cells shall be kept under keen observation.

c) Battery cells shall always be maintained with correct liquid level, and only neutralised
water shall be used when replenishing is required.

Note I.: Replenishing shall be recorded.

Note II.: Abnormal need for top-up of liquid level shall be observed, and seen in relation to the
charging current (Amp) used as well as determined in view of ambient condition.

d) Charging of batteries shall be paid utmost attention. Trickle charging is a common system
for shipboard installation. The Amp-instrument shall, under any charging condition used, be
monitored with the utmost care, and as a general rule, the current flow shall be moderate and/or
be on a level just to maintain the battery or the battery bank fully charged.

Note I.: Over-charging gradually damages the battery or the battery bank.
Note II: Rapid or Boost-charging shall, as a general rule, be avoided and should be considered an
emergency operation only.

e) For single battery bank, which supply starter motors for small diesel engines such as life-
boat motors and emergency generators, a simple test exists for a quick determination of the
battery condition.

f) When observing the liquid surface (caps off) at the moment when the starting motor engages
and the battery comes under high Amp out-rush, small bubbles will normally appear from any
of the battery cells which may have a weakness. The "bubble observation" shall be followed
with further condition determination as listed above.

Note: Observation of bubbles shall only be done through a thick glass (or other transparent
material) plate. This is to protect against any "boil-up" or splash from the sulphur acid fluid,
which may occur unexpectedly.

3.18.3 Safety Precautions

a) Make sure that any compartment where batteries are left when being charged is well venti-
lated with no possible accumulation of hydrogen gas.

b) Any battery which has been separately charged, and specifically when charging has taken
place through a relatively short period of time, will contain considerable accumulation of
hydrogen gas and shall therefore be considered explosive. Hence, prior to use of the battery,
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sufficient time must be allowed for the hydrogen gas to evacuate. This process can be accel-
erated when the battery is being tilted back and forth.

Note: Caps for battery cells shall always be closed and well secured when batteries are trans-
ported and when battery terminals are connected or disconnected.

c) Proper PPE shall be worn as not to expose bare human skin to contact with battery fluid or
patches from dried fluid. Safety goggles are must. Generally, battery fluid will damage
normal fabrics, and garments used when working with batteries shall be kept in separate safe
storage.

d) Eye-wash fluid shall always be available close to the location where battery work takes
place.
e) External areas of battery units and/or battery banks shall be kept clean and without any
patches of dried battery fluid. Terminals and connecting sockets shall be kept clean for good
electrical connection, and the bare metal shall be coated with neutralised Vaseline.

App:
ERP-03-18A Shipboard Battery Specifications

3.19 REPORTING & RECORDING FORMS

Following is the concise list of all the forms/ reports related with various machineries and need
to be recorded on board at various intervals and sent to the company.

S. Description of Forms / Records Interval at which to Retention

No. be sent to company Period on
board
1. ERP-03-14A Main Engine Performance Data Twice a Voyage 3 Years
(Laden & Ballast)
2. ERP-03-14B Main Parts Running Hours Report Quarterly 2 Years
3 ERP-03-14C Main Engine Overhaul Report Occasional 5 Years
4 ERP-03-14D L.O. Consumption Report Every Voyage 2 Years
5 ERP-03-14E ME Cooling water analysis report Monthly 2 Years
6 ERP-03-14F ME Exhaust V/V Measurement record Occasional 3 Years
7 ERP-03-14G ME & DG Crankshaft Deflection record Yearly 5 Years
8 ERP-03-14H ME Scavenge Inspection report
9 ERP-03-15A Generator Engine Overhaul Report Occasional 5 Years
10 ERP-03-15B D/G Operating Condition Report Every Voyage 3 Years
11 ERP-03-16A Boiler Water Analysis Report Monthly 3 Years
(For 15kg/cm2 boiler)
12 ERP-03-16B Boiler Water Analysis Report Monthly 3 Years
(For 7kg/cm2 boiler)
13 ERP-03-16C Boiler Water Analysis Report Monthly 3 Year
(For Ocean Ace)
14 ERP-03-19A Record of Electric Insulation Quarterly 2 Years
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15 ERP-03-19C C/E Survey Report Occasional 5 Years

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3.20 ENGINE ROOM EMERGENCY PROCEDURES

3.20.1 Emergency Operation Procedures of Important Machinery / Equipments
a) The following emergency procedures for operation of important machinery (ship specific)
shall be posted at stated locations in the engine room. These emergency procedures should be
followed in case of emergencies or malfunction of critical equipment.
b) All engineering officers and crew are responsible to read these instructions and to be
familiar with the operation thereof.
Item OPERATION OF LOCATION OF POSTED PROCEDURES
No.
1. Start-up Procedure after Black-out Engine Control Room

2. Local Operation of Main Engines Engine Control Room & Local Starting Console

3. Emergency Operation of Steering Gear Steering Gear Command Post, Steering Gear Flat

4. Emergency operation of Aux. Boiler Engine Control Room & Boiler Panel

5. Operation of Emergency Generator Emergency Generator Room

6. Operation of Emergency Fire Pump Emergency Fire Pump Room & Fire Station

7 Operation of Fixed Fire Fighting System All Operating Stations

8 Operation of Aux. Fixed F/F System All Operating Stations

9. Operation of Quick Closing Valves At Operating Station

10. Remote Shut of E/R Vent Dampers At Operating Station

11. Emergency Operation of Elevator Elevator Machinery Room

12. Manual Clutch / Declutch of Propeller Clutches Control Cabinet for each Clutch, E/R Floor

13. Operation of Bow Thrusters Bow Thrusters Room / Bridge

3.20.2 Fire in Engine Room

a) All fires always start small. It is an explosion that is sudden, and can be big; on the other
hand a fire may increase rapidly but always starts small. Hence that is the best time to fight the
fire. You can find statistics or reasons for what caused a fire, but it is difficult to get statistics
for what did not cause a fire. It is universally accepted that cleanliness and good housekeeping
is one of the most important factor that prevents a fire.
b) In an engine room some areas are more prone to fire than others. Localised fires inside
engine room cannot be generalised, as circumstances will vary with location and machinery
affected.
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Hence, the approach to fight the fire will be governed by this fact, and for this reason, different
procedures for this type of emergency, should be worked out by each vessel, and discussed
during fire drills.
c) Given below are some of the areas that are considered more fire prone and a short guide to
fire fighting in these areas. General precautions such as the use of PPE, Fireman’s suit, SCBA
and evacuation have not been mentioned here but should not be overlooked.
d) Ship specific procedures should be made on board for such fires in engine room:
(i) Fire in Purifier Room – This is considered the most fire prone area in the engine room
as fuel and heat are both present. Most new ships are fitted with an auxiliary fixed fire
fighting system for this area. Common systems are ‘Sprinkler, Foam, Micro Fog, or
Hyper Mist’. These may be manually operated or automatic. Fire fighting procedure for
the purifier room would be to shut off the purifier room exhaust fan and close the
damper. Switch off power to the distributor panel feeding the purifiers and purifier feed
pumps. Close the fuel & lube oil valves leading to the purifiers, from outside the purifier
room. First attempt fire fighting with portable extinguishers of the foam or dry powder
type. Next the Aux. Fixed F/F system. If the fire still continues then the fire hose, and
finally if nothing helps then the main fixed F/F system.
(ii) Fire in Fuel Pump Space – This is next fire prone area and in many ships the fuel
pumps are located in the purifier room or purifier space. Procedure for fire fighting is
similar to purifier room, with the addition that the main engine will have to be stopped
as fuel pump will be stopped. As far as possible the generator should be kept running on
MDO.
(iii)Fire in Boiler Flat – The boiler burner space is considered a high fire risk area and you
may find that this area has a high concentration of portable fire extinguishers, larger
semi-portable extinguishers, sand box & scoop, portable foam applicator etc. Procedure
for fire fighting should be to stop the boiler and FD fan, if necessary trip it. Stop the fuel
oil burning pump and shut valves. First attack with the large number of extinguishers
foam and dry powder type, which should contain the fire. Next the aux. F/F system if
fitted, followed by fire hose and finally the main fixed F/F system.
(iv) Fire in Auxiliary Engine Area – This is another area where fire is likely. Where
possible the generator most far from the fire area should be started, load transferred, and
the generator near the fire stopped. If not possible or no time, then trip the main engine
and all generators. Start the emergency fire pump after the emergency generator starts.
Then as in all above cases fight the fire first with portable extinguishers, then the aux.
Fixed F/F system if fitted, next fire hose and finally the main fixed F/F system.
(v) Fire near Main Engine – The most common cause for fire near main engine is the
spraying of high-pressure fuel oil on to the hot exhaust manifold. However as all high-
pressure fuel pipes now have double cover this likelihood has reduced. In case of a fire
the main engine and the fuel pump should be stopped and fuel valves shut. Fire fighting
as in the above cases should follow the same 4 stages.
(vi) Fire in Exhaust Boiler & Stack – In case of fire in the exhaust boiler, also called an
uptake fire the main engine should be stopped, the auxiliary blowers stopped and
turbocharger air filters covered to avoid air intake. The boiler water-circulating pump
should be kept running and external boundary cooling of exhaust boiler and uptake done
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by fire hose. DO NOT carry out soot blowing as under very high temperature the steam
can breakdown into oxygen and hydrogen and result in an explosion.
(vii) Fire in M/E Scavenge – Almost all main engines are fitted with a fire fighting system
for the scavenge space. Generally this is steam smothering. In case of a fire stop main
engine and auxiliary blowers, cover turbocharger air filters to avoid air intake. Release
the fire-fighting medium fitted on the engine. Engage turning gear and keep turning the
main engine, keep jacket cooling water pump running.
(viii) Fire in Engine Room Workshop – The main cause for fire in the engine room
workshop is poor housekeeping and not enough precautions during hot work. Especially
hot work not involving arc or flame is often underestimated. Another major cause is
electric heating elements or incandescent lamps left on with flammable material above
it. Fire fighting procedure would be to switch off power to equipment and use foam or
dry powder portable extinguishers. If this is not successful then fire hoses should be
sufficient.
(ix) Fire near Incinerator – This is another area where fires are likely. Fire fighting
procedure would be shutting off power and fuel to the incinerator and using foam or dry
powder portable extinguishers. Some ships have aux. Fixed F/F system here and this is
to be used next, followed by fire hoses.
(x) Fire in the Bilges – Poor housekeeping and falling hot particles from some hot work
being carried out above mainly cause this fire. For fire fighting, if the burning material is
clearly visible then portable foam or dry powder extinguishers can be used. If not then
fire hoses are most effective.
(xi) Fire in Steering Flat – This is generally a very low fire risk area if proper housekeeping
is done. In the unlikely event of a fire, switch off ventilation and power to equipment.
First use foam or dry powder portable extinguishers followed by fire hoses.
(xii) Fire in Emergency Generator Room – This is also a low risk area, and in the event of
a fire on the generator engine, the engine should be stopped, the fuel tank outlet valve
closed and the fire fought with foam or dry powder portable extinguishers. In case the
fire is on the emergency switchboard then portable CO2 extinguishers should be used.
(xiii) Fire on Main Switchboard – Fire on main switchboard is unlikely, but in case of a
fire the part on fire should be isolated if possible and portable CO2 extinguishers used.
NEVER USE FIRE HOSES WITH THE POWER ON. In case portable CO2
extinguishers do not control the fire, then trip and lock shut all running and non-running
generators before using any other means or the fixed F/F system. Please be aware that
non-running generators in stand-by position may suddenly start without warning.
e) As per SOLAS amendment, external high-pressure fuel delivery lines between the high
pressure fuel pumps and fuel injectors shall be protected with a jacketed piping system capable
of containing fuel from a high pressure line failure. This shall be verified by Chief Engineer
and be complied with.

f) During drills, training sessions and also during informal discussions, all staff should be
encouraged to see the exact location of the electric breakers, valves and extinguishers to be
used in all the various cases above.
Reference: ECP-05-01
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