STANDING ORDERS

L & M FRIGATES

PART 6

MARINE ENGINEERING

VERSION 1.2

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 CONTENTS

1000 GENERAL .........................................................................................................3

1100 INTRODUCTION (P.M.) ....................................................................................3
1200 RELATION MARINE ENGINEERING TO OTHER DEPARTMENTS ON
BOARD .............................................................................................................3
1300 DUTIES OF MARINE ENGINEERING ..............................................................5
1400 MANAGEMENT.................................................................................................5
1500 ADMINISTRATION WITHIN RESPONSIBILITY OF MARINE
ENGINEERING.................................................................................................7
2000 EQUIPMENT .....................................................................................................7
2100 MANAGEMENT OF EQUIPMENT ....................................................................7
2200 MAINTENANCE OF INSTALLATIONS AND COMPARTMENTS......................8
2400 AVAILABILITY OF SYSTEMS UNDER THE MANAGEMENT OF MARINE
ENGINEERING............................................................................................... 10
3000 PERSONNEL .................................................................................................. 12
3100 RESPONSIBILITIES OF SEVERAL OFFICIALS............................................. 12
3200 STANDARD ORDERS .................................................................................... 15
3300 EDUCATION AND TRAINING ON BOARD .................................................... 16
4000 OPERATIONAL REGULATIONS .................................................................... 17
4100 PORT WATCH GENERAL .............................................................................. 17
4200 SEA WATCH GENERAL................................................................................. 18
4300 OIL REPLENISHMENT AT SEA ..................................................................... 20
5000 TECHNICAL INSTRUCTIONS ........................................................................ 21
5100 INSTRUCTIONS REGARDING LOADING, DELIVERING, QUALITY
CONTROL OF F76 ......................................................................................... 21
5200 INSTRUCTIONS REGARDING LOADING, DELIVERING, QUALITY
CONTROL OF F44 ......................................................................................... 22
5300 INSTRUCTIONS REGARDING LOADING AND QUALITY CONTROL OF
POTABLE WATER ......................................................................................... 23
6000 INDUSTRIAL SAFETY, ENVIRONMENTAL AND WORKING CONDITIONS . 25
6100 GENERAL ....................................................................................................... 25
6200 SEVERAL INSTRUCTIONS REGARDING INDUSTRIAL SAFETY ................ 25

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1000 GENERAL

1100 INTRODUCTION (P.M.)

1200 RELATION MARINE ENGINEERING TO OTHER DEPARTMENTS ON BOARD

1210 General

1211 Marine Engineering is closely related to all processes occurring on board of the EUG-
units with the equipment entrusted to it and the management and expertise. The
primary orientation of Marine Engineering is a maximum contribution to the
operational product. The Marine Engineering Officer (HTD) will guarantee this
embedding of Marine Engineering in the entire ship process in his role as head of this
service. Several detailed relations are described below.

1220 Relation to Operations

1221 To what extent the operational program can be realized, depends largely on the
availability of the primary platform installations. The HTD and the Head Operations
need to assure that the program demands (demanded capacity) and the maintenance
demands (maintenance of primary installations) are geared to one another.

1222 Marine Engineering support of helicopter units consists of the delivery of helicopter
fuel, support of hangar facilities (power and light), the ship related flight service
facilities and the readiness of the NBCD facilities/means.

1223 Marine Engineering is technically responsible for the platform technical facilities and
means in use with Operations. This concerns particularly cranes and deck equipment.
Marine Engineering must invest in technical understanding of the equipment with the
user, by which the equipment will be used within the specifications and possible
malfunctions are spotted early.

1224 The Operations Nautical Service (ONS) manages and monitors the certificates for the
hoisting, lifting, and pulling means, and the rigging & certifying log. The ONS is
responsible for offering certified parts and other in the rigging & certifying log
included parts for testing and inspection in time.

1225 Marine Engineering is responsible for all small vessels carried on board that fall under
UKC 9500. Within responsibility of the HTD, the ONS is in charge of the daily
management and maintenance of the small vessels. For the specific technical
maintenance, the ONS can ask the Marine Engineering personnel for assistance.

1226 Marine Engineering is responsible for the maintenance of the ship’s hull. Under the
responsibility of the HTD, the ONS is responsible for the preservation and the
appearance of the ship’s skin, open decks, deckhouses, and deck equipment.

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1230 Relation to Weapons Engineering

1231 ME provides an optimal support of the SEWACO systems particularly regarding the
delivery of sufficient cooling and electric power. Frequently adapting ME and WE is
therefore essential.

1232 Marine Engineering is responsible for maintenance of the high-pressure gas

installations. However, Weapon Engineering is responsible for any high-pressure gas
installations within the weapon systems.

1233 Weapon Engineering takes care of the Periodic Inspection Measure means (PIM) of all
measure means in use with Marine Engineering.

1234 The Head of Weapon Engineering (HWD) is charged with the registration of the
Operational Defects (OPDEF).

1240 Relation to Logistics

1241 Marine Engineering supports the logistic department by delivering the so-called “hotel
facilities”. In close consultation with the Head Logistics (SUPPO), the quality of the
deliveries must be monitored. Marine Engineering has an intensive relation with the
supply service in the field of object management and the use of spare parts.

1242 Marine Engineering takes care that, taking into account the limitations of the ship,
Logistics can work as much as possible in accordance with the HACCP directives.

1243 Marine Engineering is in charge of the treatment of the supplied or produced water.
Logistics is in charge of the monitoring responsibilities.

1244 Logistics is responsible for the re-provisioning of platform articles that are defect, used
or are part of the board provision. Especially when it is about OPDEF related logistic
requests, Logistics will do everything to realize the Final Date of Delivery (FDD) set
by Marine Engineering.

1250 Relation to the General Service (GS)

1251 Right through all services are the activities of the General Service, which fall under the
direction of the Executive Officer (XO). General Service is in charge of the realization
of all regulations concerning the internal organization of the unit. Together with other
services, Marine Engineering is responsible for hygiene, working conditions and
environmental conservation of workshops, compartments, and accommodation.

1252 Marine Engineering inspects electric private equipment for soundness (intact, power
consumption) and the presence of a recognized quality mark (CE, KEMA).

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1253 Marine Engineering is responsible for the technical maintenance of the NBCD
equipment. The General Service appoints, if required, personnel from other services
for carrying out simple maintenance work, like cleaning, painting and greasing NBCD
equipment.

1300 DUTIES OF MARINE ENGINEERING

1310 The duties of ME are briefly summarized below.

a. The maintenance of the material readiness of the platform including the NBCD
facilities and means by carrying out a correct and preventive maintenance.
b. The monitoring, operation and use of a number of technical installations, as well as
practicing several emergency procedures including fighting calamities in engine
room compartments.
c. Advising about operation and maintenance of platform installation, which are in
use with other services.
d. The preservation of the air and waterproof integrity of the platform.
e. Keep up the technical department administration.
f. Assisting in proportion with carrying out duties of the General Service (ship and
community duties) and the amphibious service (debark/embark), the NBCD
organization and other procedures.

1400 MANAGEMENT

1410 General

1411 The HTD (HTD CT0001) is responsible for the correct fulfillment of ME duties.
Therefore, he sets the regulations for the department’s daily management.

1412 When setting the daily management, the HTD will be guided by the regulations,
instructions, directions and documentation he has at his disposal.

1413 When the commander of the unit gives the HTD orders that contradict the
management supported by him, he will always act in accordance with the commanding
officer’s instruction. However, if he wants to, he can take the initiative to inform the
Admiral Netherlands Fleet about this, who will, if it is considered necessary, consult
with the commander of the unit about the desired way of management.

1414 The HTD assures that the by him supported management is clear to the Marine
Engineering crew. For that he frequently calls a meeting and gives, if needed, written
directions in the form of a “Marine Engineering Notice”. In general, these
announcements will have a temporary character.

1415 The directions for daily management are established in the “Engineering Duty
Instructions”. The DHTD is responsible for keeping the duty instructions, which at
least includes the“HTD’s Notices”, the “Ship’s Class Engineering Notices ”, and the
daily duty instructions to be determined for the sea and/or port watch division,
complete and up to date.

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1420 Management of systems that are subject to legal regulations

1421 The by the Royal Netherlands Navy determined regulations regarding the
management, leaves enough room for the individual HTD’s to determine or adjust the
management to his view and depending on the circumstances. With regard to some
systems, the management is legally determined and subject to inspections of the
competent authorities. Systems of which the management is subject to legal
regulations are:
a. High-pressure gas installations;
b. Cooling installations;
c. High-voltage installations.

1422 To ensure that the management of such systems corresponds with the statutory
provisions, the HTD must make sure the personnel are aware of the Royal Netherlands
Navy regulations, which derive from the statutory provisions and that the maintenance
personnel has received the necessary training.

1430 Management of main installations

1431 In consultation with the OPSO, the HTD ensures that the sea watch duty officers are
familiar with the operational characteristics of the propulsion systems. In relation to
this, he particularly ensures that the bridge (duty officer) complies with the required
heating, transition, increasing and cooling down times.

1432 The ship can only deviate from the required heating, transition, increasing and cooling
down times in case of emergencies and in case of acute threat during critical missions

1433 In consultation with the OPSO, the HTD makes sure that the number of starts and
stops of the propulsion systems does not increase unnecessarily due to continuously
changing operational demands. Together with the DHTD he will plan exercises and
engine room emergency drills in such a way that the number of starts and stops are
limited.

1440 Running hours

1441 In so far that the operational deployability of the ship allows the operational
configuration of propulsion engines and diesel generators must be set to accommodate
the CZMNED-determined running hours related to the maintenance plans for these
installations.

1442 If on board from management’s point of view “preference” and “non-preference”

installations are indicated, the ship needs to ensure at least one weekly run of non-
preference installations.

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1450 Installations out of service for a longer period

1451 If a EUG-unit is not operational for a longer period of time, the personnel in charge of
the monitoring needs to turn all rotating equipment a quarter monthly. For rotating
equipment with sliding bearings, the bearings must be greased with a pre-lubrication
pump or a lubrication hand-pump before turning. Notes of these operations must be
made in the Marine Engineering log.

1452 For reciprocal and other equipment the statutory guidelines in the technical
documentation must be carried out. Notes of these operations must be made in the
Marine Engineering log.

1500 ADMINISTRATION WITHIN RESPONSIBILITY OF MARINE ENGINEERING

1510 The CME is responsible for of the efficient filing and updating of the technical
documentation and administrative documents that are available to the ship.

1520 The CME is systematically responsible for maintaining the technical administration as
instructed in the regulations. The Charge chiefs (CCs) are responsible with respect to
the technical administration and documentation concerning their maintenance group.

1530 The Chief Engineer takes care of the execution of the under the instruction directed
inspections and testing of systems within responsibility of Marine Engineering.

2000 EQUIPMENT

2100 MANAGEMENT OF EQUIPMENT

2110 Arrangement of equipment

2111 The crew list of Marine Engineering provides for 3 maintenance groups, namely:
Propulsion, Power supply and Platform. Each maintenance group is under the
command of a Charge chief (CC). The maintenance group Propulsion is responsible
for all systems within BSMI main group 1200, the maintenance group Power is
responsible for BSMI main group 1300, and the maintenance group Platform is
responsible for BSMI main groups 1100, 1400, 1500 and 1600.

2112 For managerial reasons, the HTD can consider to hand over the responsibility of
subsystems temporarily or permanently to another maintenance group.

2113 For maintenance of BSMI main group 1100 Marine Engineering is substantially
assisted by the ONS.

2114 On board of some ship’s classes the maintenance groups Propulsion and Power are
combined.

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2120 GBB management

2121 On board of a unit with an integrated monitoring and control system for the
presentation of operational conditions, alerts and a number of control functions,
whether or not automatically, a GBB maintenance group is established for
maintenance of this system. Because of the multidisciplinary character of this system
one or more employees from each maintenance group are charged with an additional
function in the GBB maintenance group.

2122 The CC maintenance group Power is charged with the function GBB system manager.
The GBB system manager is charged with the daily management and maintenance of
the GBB and supervises in that capacity the employees of the GBB maintenance
group. The GBB system manager is responsible for changing parameters and other
changes that influence the functionality of the system, but only after permission from
CZMNED/subdivision Marine Engineering/Bureau Indirect Support Platform (BISP).

2123 The GBB system manager is also responsible for keeping the GBB logbook up-to-date
with respect to the installed GBB release, parameter changes and other activities
related to the functionality of the system.

2124 An “Engineering Notice” (drawn up for each class of ships) has to state the way in
which the data carriers and the software of the GBB installation must be protected to
prevent unauthorized access and use. The GBB system manager supervises the right
execution of that instruction.

2200 MAINTENANCE OF INSTALLATIONS AND COMPARTMENTS

2210 The maintenance of the equipment can be divided into corrective maintenance and
preventive maintenance. The HTD takes care that a balanced decision is made between
the short-term (operational) necessity to carry out corrective maintenance and the
long-term necessity to maintain the platform by means of preventive maintenance.

2220 Corrective maintenance

2221 For reporting small defects and malfunctions with regard to the accommodation and
workplaces, a “General Defect Log” must be present in the ME section base. A brief
description of the defect, the time of registration, and the name of the person entering
the data must be entered into the general defect log. Because it mostly involves
installations and systems that fall under the maintenance group Platform, the CC
Platform sees to it that the defects and malfunctions adequately dealt with, or he keeps
the person who entered the data informed of delays to the repairs.

2222 Defects and malfunctions in installations and systems, which fall under direct
responsibility of Marine Engineering, must be mentioned in the Marine engineering
Defect Log. The Marine Engineering Defect Log must be present in the TC and must
be consulted daily by the SC’s. Defects and malfunctions which affect the operational
readiness or the safety of the ship and crew must be brought to the notice of the Duty
Officer and/or the DHTD by the Duty Chief Engineer immediately.

2230 Preventive maintenance

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2231 The preventive maintenance is directed by Maintenance Planning System (MPS),
initially placed at the ship’s disposal, by DMKM. The Chief Engineer takes care that
the MPS is available for the CC’s, administers changes, and submits MPS change
proposals to ANF. He takes care of the periodical reports of the MPS to CZMNED.

2232 The CC’s are, within their maintenance group, responsible for the planning and
execution of the preventive maintenance as instructed in the MPS . They can if
necessary, delegate these accompanying activities to their Sub-charge chiefs (SCC’s).
At the end of a planning period, they supply the Chief Engineer with the information
needed for the periodical report.

2233 If the CC during planning notices that the maintenance group will not be able to carry
out the instructed periodical maintenance, he informs the DHTD. In these cases in
consultation between the CC and the DHTD priorities are established with regard to
the execution.

2240 Condition dependant maintenance

2241 Condition dependant maintenance is a form of preventive maintenance in which

maintenance is carried out on the basis of condition monitoring. On board, condition
measurements are performed out by carrying out vibration measurements/performance
measurements and taking fluid samples. The condition measurements are included in
the MPS and are executed by therefore trained Marine Engineering staff.

2250 Good workmanship

2251 As well as corrective and preventive maintenance, the CC’s and SCC’s are expected to
pay attention to “good skills” with regard to the installations under their management,
whether or not the installations are in Marine Engineering areas.

2252 Good workmanship is in many cases not described in maintenance documents, but is
joined together inherently to the extent of workmanship of the maintenance man in
question. Good workmanship entails for example providing adequate brackets, correct
marking of lubrication and oil fill up points, prevention of small leaks, the if necessary
blinding or locking of mountings, and clean installations and foundations etc.

2260 Maintenance of compartments

2261 Within the framework of First Line Maintenance (FLM) all compartments on board
are assigned to a certain department, this is recorded in the so-called cleaning plan.
The department that got the compartment assigned is responsible for the frequent
execution of FLM.

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2262 By FLM is meant:
a. Keeping clean and if necessary repair paint systems of compartments (including
the instruments, equipment, furniture, pipe works, etc. placed there)
b. Cleaning, as far as the accessibility allows, of ventilation systems in the
compartments and the in time replacement of the present dust filters
c. Keeping in good condition of moving parts as doors, hatches, hinges, clamps, etc.
d. The reporting in the General Defect log of defects that cannot be repaired without
the assistance of Marine Engineering.

2400 AVAILABILITY OF SYSTEMS UNDER THE MANAGEMENT OF MARINE

ENGINEERING

2410 General

2411 The extent in which the systems of Marine Engineering must be available and the way
that availability is monitored, is closely connected with the operational readiness and
the alert state determined by the Commanding officer. The HTD supervises that the
maintenance activities are planned in such a way that the ship can comply with this.

2420 In port

2421 The Commanding officer decides which port watch regulation is valid. The
instructions with regard to the availability of the technical systems during port watch
are in general sense established in the Standing Orders Part 2 Port Watch Regulations.

2422 If due to technical malfunctions or maintenance the hotel systems are not completely
available, the CC’s Platform or Power supply must inform the Chief Logistics about it
(if possible in advance).

2423 While in port, the availability of the Marine Engineering systems are, every working
day, recorded in the duty instructions by the DHTD. In the absence of the DHTD the
senior present petty officer within the department is charged with this. The HTD
initials the duty instructions. The Duty Officer, the chief of the watch and the Duty
chief engineer initial the duty instructions for notification.

2424 If the in the duty instructions recorded availability of the Marine Engineering systems
changes without order from the DHTD and this change affects the safety and/or
readiness of the ship and the crew, the duty chief engineer will inform the Duty
Officer. Of each change at least a record is kept in the Marine Engineering Log.

2425 All start/stop keys, enabling- or securing keys of the propulsion installations are stored
in the key cabinet of the HTD and are only issued to the responsible personnel of the
maintenance group Propulsion.

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2430 At Departure to sea

2431 In principle all technical systems of Marine Engineering must be available at departure
to sea. However, there can be an operational necessity to depart to sea without this
being the case. Although the responsibility for the decision to whether or not depart to
sea is with the Commanding officer, consultation between ship and ANF is required if
the below indicated minimal availability is at issue. Minimum disposal of:
a. 1 shaft with accompanying supporting systems including emergency and backup
auxiliary systems;
b. 2 driving machines with all protection including emergency and backup systems;
c. 1 anchor and the accompanying windlass installation;
d. 1 fuel transport and separating system by which the fuel level in the service tanks
can be maintained;
e. Control and monitoring of the propulsion systems from the TC;
f. 1 rudder installation with at least 2 independent hydraulic pumps and the standard
remote and emergency operation modes;
g. 1 high-pressure air compressor for the starting air of the driving machines and the
diesel generators for which all relevant board spare parts must be present;
h. 75% of the installed electric power;
i. The availability of the main distribution system to provide all primary installations
with standard and alternative power supply;
j. 1 frequency transformer for the power supply of all primary navigational aids;
k. Sufficient electrical buffer capacity to supply the emergency systems during the
required period in case of dropout of the electric power supply;
l. 2 electric fire extinguisher pumps and 1 independently (diesel engine or electric
emergency mains) supplied fire extinguisher pump;
m. The availability of 1 installation for the application of a area filling extinguishing
agent in compartments with an increased risk;
n. The availability of all dry and wet sprinkler systems of areas where ammunition is
actually stored;
o. 75% of the emergency lighting systems and the NBCD means;
p. The for that unit required rescue and survival means;
q. The chilled water circulation system with at least 1 chilled-water plant.

2440 At sea

2441 In principle, all technical Marine Engineering systems are available at sea. If it is not
possible to comply with this due to technical malfunctions, the duty chief engineer
needs to inform the Duty Officer, the DHTD and the responsible CC about this
immediately. Depending on the necessity to regain availability of the defect systems,
in consultation with the Duty Officer, the DHTD will give instructions to the
responsible CC with regard to urgency and way of repair. It is the responsibility of the
Commanding Officer (Advised by the HTD) to continue or to return to a port. Making
this decision, the Commanding Officer will take the weather, the navigational
circumstances and the need for external assistance in account.

2442 To maintain propulsion systems and power generating systems at sea, the DHTD
consults with the Head of Operations and/or the Navigation Officer (NAVO) about the
times this work can be carried out without impeding the operational availability.

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2443 If by technical malfunctions or maintenance security means are not or partly not
available, the non-availability must be limited to a minimum. Especially in
circumstances of increased risk the systems must be available again.

2444 If by technical malfunctions or maintenance the hotel systems are not completely
available, the CC’s Platform and Power must inform the Chief of Logistics. If
possible, they consult with one another to prevent possible discomforts for the
management of Logistics.

2445 The availability of the Marine Engineering systems at sea are recorded in the duty
instructions by the DHTD before 20:00 hrs. The duty instructions are accorded by the
HTD and are initialed for notification by the NAVO, the CC’s and, at the start of their
watch, by the duty chief engineer (sea watch).

2447 In principle, all systems are available at sea. The actual use of the installations and the
extent of readiness of the installations that are not in use is determined by the Duty
Officer and depends on the operational duty of the ship. At sea, watch alert state 3 the
“stand-by” propulsion machines must be ready for immediate use and the steering
machines must make maximum maneuverability and redundancy possible.

3000 PERSONNEL

3100 RESPONSIBILITIES OF SEVERAL OFFICIALS

3110 ME section baser (HTD; CT0001)

3111 The duties and responsibilities of the HTD are mentioned below.
a. The HTD is responsible for the material readiness and the maintenance of the
platform
b. He is responsible for maintaining the buoyancy, stability, air and water
impermeability, as well as all facilities with regard to the propulsion, ventilation
and air treatment of the unit
c. He is in charge of the daily maintenance of the working accommodation, storage
rooms and living rooms which are in use with his service
d. He promotes the development of knowledge and skills of his personnel
e. He advises on classifying the personnel of his service in rolls, duties and the watch
f. He monitors and promotes an effective and efficient management in his service
g. He is responsible for the industrial safety in his service.

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3120 The DHTD (CT0002/CT0003)

3121 The role of the DHTD is in principle fulfilled by a lieutenant engineer senior grade
placed on function number CT002. He also acts as deputy HTD. If this function
number is not filled, a lieutenant engineer placed on CT003 takes over the duties of the
DHTD, with the exception of the duty of deputy HTD.

3122 The DHTD is in charge of the direction of the daily material procedure at Marine
Engineering. He takes care that matters occur in accordance with the by the HTD
given directions with regard to the management and the operation of installations. He
regularly checks the actual status of the instruments and the engine rooms.

3123 The DHTD monitors the availability of the systems in accordance with the in this
regulation given directives and gives in case that it is not possible to comply with the
required availability, directions with regard to the urgency and way of repair of defect
installations.

3124 The DHTD has the general command when practicing engine room emergency drills.

3125 The DHTD determines the outlines for the execution of the systematic and corrective
maintenance.

3126 The DHTD draws up night orders on a daily basis in consultation with the charge
chiefs. He takes care that the administrative processes assigned to him are executed.

3130 The Additional Engineering Officer (AEO; CT0003)

3131 If the AEO is not responsible for the duties belonging to the function of DHTD, this
function placing is a continuation of the Practical Introduction and a direct preparation
for the position of DHTD.

3132 The HTD decides the best way to do this, taking the history, experience, length of
employment and future placement into consideration. The basic principle is that the
AEO has to take on more responsibilities during the learning process.

3133 After a while, the AEO must at least be able to act as an independent D-officer
(damage control officer) and manage the execution of engine room emergency drills.
He also must be able to be charged with being responsible for one of the subsystem
groups.

3140 The Chief Engineer

3141 The Chief Engineer is as senior present petty officer of Marine Engineering the
representative for the personnel affairs of his service. In that capacity he frequently
consults with the HTD and the XO.

3142 The Chief engineer is responsible for the execution of several regulations with regard
to the personnel administration within his department, such as maintaining leave and
compensation administration, sick reporting, requests, function training, transfers,
leave and port watch regulations etc.

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3143 The Chief engineer is in charge of the introduction and the supervision of personnel
working on the Practical Introduction or the trainee book.

3144 The Chief engineer is in charge of the monitoring and the management of the
administration that is kept by Marine Engineering.

3145 Although the Chief engineer is not responsible for maintenance and control of
installations, he does not fear to share his knowledge and experience if the material
readiness benefits from that. The way input to do so must be determined in
consultation between the DHTD, the Chief engineer, and the CC.

3150 The Charge chief (CC)

3151 The CC is a petty officer of Marine Engineering. He takes care that the systems he is
responsible for (in accordance with the BSMI list), are available as indicated in
chapter 2000.

3152 The CC takes care of the execution of the Periodic Maintenance (PM) and has direct
command over the execution of corrective maintenance. If in his opinion external
assistance is necessary, he submits a work order request, which is presented through
the DHTD for approval to the Head of Engineering.

3153 The CC assures that daily, at sea and during port watch, the availability and details of
the systems under his responsibility are noted in the duty instructions. At his absence,
one of his Subsystem responsible Petty Officers is in charge of this.

3154 He advises the DHTD about the optimal way to use and apply the systems under his
responsibility in so directions concerning operation and management can be adjusted
to this.

3160 The Sub charge chief Platform Systems (“the Fuel man”)

3161 The SCC Platform Systems is a leading rating of Marine Engineering who does not
usually have seas watch duty and is generally referred to as “the Fuel man”. Because
the responsibilities of the Fuel man are partly outside of the responsibilities of the
maintenance group and, for safety reasons due care should be taken when defining
them. It is recommended to give further instructions in the Standing Orders with
regard to his duties and responsibilities.

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3162 The Fuel man is charged with loading and pumping all fuels, lubrication, and
hydraulic oils. He does this in accordance with the on board determined stoke order
and the further by the HTD determined management. He takes care of sufficiently
filled buffer and service tanks and that the quality of the fuel complies with the
standard. The supply and conditioning of the fuel from service tank to the consuming
instrument is a responsibility of the maintenance group the instrument belongs to.

3163 To let the loading and pumping of fuels, lubrication and hydraulic oils pass in a safe
way, the Fuel man checks, before actual pumping, if all valves are in the right position
and that the content of the tanks to be loaded can be determined and monitored in the
right way.

3164 When loading or pumping with temporary facilities (hose couplings; loading pistols),
he takes care of immediate availability of foam-based extinguishing equipment and
present means to collect spilled fuel in case of a leakage.

3165 The Fuel man is responsible for the storage and handing in of dirty oil and the correct
functioning of the bilge water oil separator. If the bilge water oil separator is not
working properly or if oil is drained to the surface water, he immediately stops the
operations that cause this pollution and he informs the duty chief engineer and the
DHTD.

3166 At sea, the Fuel man sounds at least once a day the present fuels, lubricants and water.
He informs the HTD about this so that he can discuss the necessity of the loading of
fuels, lubricants, and possibly water with the Head of Operations, in time and in
accordance with the operational guidelines. If necessary, the Fuel man makes sure that
the “tank (condition) information” in the TC is updated daily.

3167 The necessity to fill or empty trimming tanks and/or ballast tanks for stability reasons
is made by the HTD. The Fuel man is charged with the safe execution of these
operations.

3200 STANDARD ORDERS

3210 Duty chief engineer (DCE)

3211 The function of DCE is at sea watch and port watch fulfilled by a petty officer of
Marine Engineering. He has the direct command over the supervision and monitoring
of all available systems of Marine Engineering. He takes care of the execution of the
by the Duty Officer instructed availability of Marine Engineering systems and he does
so in accordance with the management and operational regulations that apply for this.

3212 If in his opinion the by the Duty Officer instructed configuration/readiness conflicts
with the instructed management, he immediately informs the DHTD about it.

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3213 The DCE Sea Watch must be well acquainted with the standard operating procedures
and the primary engine room emergency drills (aimed at securing/damage limitation).
He must be able to execute secondary emergency drills (reparation of primary Marine
Engineering systems) independently after consultation of the Order book engine room
emergency drills and the platform manual. He assures that the personnel under him
have sufficient knowledge of the procedures and the emergency drills.

3214 If the availability of technical systems changes without order from the DHTD and if
this change affects the safety of the ship and crew, he informs the Duty Officer and the
DHTD.

3215 Upon taking over the watch he informs himself about the details in the Duty
instruction book Marine Engineering and he takes note of the details given to him by
his predecessor. He also informs his relief about all important details. Right after
handing over his watch to his relieve, he takes care of the reporting of his watch period
in the Marine Engineering Log.

3216 During port watch the DCE is at post in the TC. During his watch, he only leaves the
TC after he notified the Duty Officer of his intention to size up the situation elsewhere
and after he made sure that his substitute can replace him temporarily.

3217 During port watch, the DCE has freedom of action on board. He regularly checks if
TC1, TC2 carrying out the duty instructions in accordance with the Order book
Commander Port Watch Regulations. He has to take care that there is no audio and
video equipment in the TC and that outside working hours only on a limited scale of
light reading is present.

3218 The DCE has the key of the key cabinet ME(marine engineering) and is responsible
for issue and management of the keys. At sea, he is also responsible for the
management of the start/stop keys and the disabling/securing keys

3300 EDUCATION AND TRAINING ON BOARD

3310 The experience of the sea watch divisions

3311 The HTD supervises that the personnel of the sea watch divisions are experienced
enough to execute the standard operating acts1 and the engine room emergency drills.

3312 With the appointment of a new DCE sea watch, he must have the relevant function
education to stand on sea watch independently. If he does not have them because of
function placement reasons, he must demonstrate during the transfer/takeover period
that he on the basis of previous experiences has at least knowledge and skills to direct
the standard operating acts and the primary engine room emergency drills safely.

1
Standard operating acts is understood to mean starting, stopping of machines, switching from one to
another machine, trailing a shaft and couple a shaft again.

16
3313 If the transfer/overtake period of the DCE does not provide for a period at sea, the
knowledge and skill as described above, must be demonstrated if possible in the
presence of NTS instructors in a TC trainer.

3314 Engine room emergency drills are meant to prevent consequential loss at a disruption
of the standard management and to regain the availability of Marine Engineering
systems as soon as possible, or at least maintain it.

3315 The handled procedures and the safety measures to take during engine room
emergency drills are recorded in the Platform manual part 4. ANF authorizes the
platform manual part 4 which is formulated with care by the Head of the Royal
Netherlands Naval Technical School (HRNNTS).

3316 The DHTD determines in consultation with the Head of Operations the time and the
engine room emergency drills to practice. This and other relevant information must
beforehand be offered by means of a memo to the Commanding officer, HTD, Head
Operations/NAVO, Duty Officer, Chief Propulsion and the involved DCE.

3317 The DHTD has the complete command when executing engine room emergency drills
and an expert ME PO (preferably the CC of the maintenance group Propulsion)
supervises that any actions in engine room compartments are executed safely.

4000 OPERATIONAL REGULATIONS

4100 PORT WATCH GENERAL

4110 During port watch, Marine Engineering fulfils several important watch and fire picket
functions in the port watch divisions. The way the watch must be kept is determined in
the Standing Orders part 2 Port Watch Regulations.

4120 The qualifications watch officials must meet, are also recorded in the Standing Orders
part 2 Port Watch Regulations.

4130 On the basis of available experience or demonstrated skills, the CME decides if the
personnel are able to comply with the requirements made in the Standing Orders part 2
Port Watch Arrangements.

4140 The Chief engineer takes care of the division of the personnel of Marine Engineering
into port watch divisions. He makes sure that each division contains a good mix of
experience and knowledge of the several maintenance groups.

4150 When shifting from sea watch to port watch and opposite, the DCE must give special
attention at the watch turnover. With the Duty Officer he gears to when the duties of
the fire picket will be shifted from port watch to sea watch or opposite.

17
4200 SEA WATCH GENERAL

4210 In the TC, the duty chief engineer has command over a sea watch division and fulfils
his function in accordance with the prevailing management procedures and the
instructions given to him by the HTD, the DHTD and the CC’s. Operatively, he
reports to the duty officer and takes care of the immediate readiness of the technical
systems so that the ship can run the required courses and speeds.

4220 Sea watch alert state 4

4221 At sea watch alert state 4 the 2 divisions the crew is divided into (see Standing Orders
part 1 General), are divided into 4 divisions. This is also called the relieved sea watch.

4230 Sea watch alert state 3

4231 At sea watch alert state 3 (among maneuvering stations and procedure narrow waters)
the relief of the sea watch is cancelled. The entire sea watch division must be available
immediately, at which the (relieved) division at post actually stays at post in the TC.
The other personnel of the division carry out activities but must be available to be
deployed by the DCE if necessary. The DHTD is also at post in the TC.

4232 Although the in par. 3210 described responsibilities of the DCE at sea watch alert state
3 remain unimpaired valid, the DHTD has total command in the TC In that capacity he
can correct the DCE and give directions with regard to the control of propulsion
installations and the communication between TC and Duty Officer. The DHTD can be
relieved by the CC Propulsion.

4233 If the Commanding officer considers it necessary because of special navigational

circumstances or technical problems, the HTD is at sea watch alert state 3 on the
bridge. The HTD can be temporarily relieved by the Chief engineer.

4234 With the assistance of the extra personnel available at readiness degree 3, the
following actions can be executed quickly, in case of technical problems:
a. Get a spare machine on the line;
b. Transfer to the “hand electric” operating of the propulsion;
c. Occupy the emergency operating positions and if necessary shift to the local
Maneuvering on at least 1 shaft.

4235 At sea, watch readiness degree 3 personnel of Operations will be at post in the steering
engine room to switch over to emergency steering using the locally available spare and
emergency operating modes if necessary. Marine Engineering personnel of the sea
watch division must be available on demand to assist in case of technical problems
with the steering machines.

4240 Patrol stations/alert state 2

4241 During Patrol stations (alert state 2) half Marine Engineering personnel is at post but
the TC is occupied according to relieved sea watch. The personnel not needed in the
TC carry out (maintenance, repair or other) activities and are immediately available at

18
 emergencies. The DHTD and the AEO each have total command over one of the patrol
stations divisions and function as the D-officer of that division.

4242 Patrol stations must enable the ship to operate prolonged in an operation area with an
increased risk to hostilities. Patrol stations must enable the Marine Engineering and D-
control organization to:
a. React quick and effective to calamities at an unexpected confrontation;
b. Quickly proceed to Battle stations/readiness degree 1 at threat of immediate
hostilities.

4250 Battle stations/readiness degree 1

4251 At Battle stations (readiness degree 1) the entire Marine Engineering personnel is at
post and all control positions in the TC and engine room compartments are manned.
Marine Engineering personnel that are not directly assigned to monitoring, operating,
or repairing platform installations, are part of the D-control organization. The HTD
occupies the management position in the TC. He is NBCD officer and has total
command.

4252 In the TC, the HTD is directly in charge of the M-officer, the E-officer and the D-
officer2. He keeps in touch with the command through the Operational Technical
Advisor (OTA). If the situation necessitates,, he consults directly with the
commanding officer.

4253 The M-officer is responsible for the monitoring, operating and availability of the
propulsion and auxiliary systems3. To this end, the propulsion and auxiliary systems
operators and the Marine Engineering repair team (MERT), which is present in the
engine room compartments and at other appointed locations, is at his disposal.

4254 The Chief engineer is charged with the function of M-officer. A DCE of one of the sea
watch divisions acts as operator of the propulsion systems. A Petty Officer with the
rank of leading rating operates the auxiliary systems.

4255 The E-officer is responsible for monitoring, operating and availability of the power
generation and the main and auxiliary distribution systems. For this purpose, he has
disposal of an operator of the E-panel in the TC, operators on the main switchboards
and personnel from the MERT, which is gathered for that at the appointed locations.

4256 The CC of the maintenance group Power is charged with the function of E-officer. The
operators of the E-panel and the main switchboards are MEE leading ratings and
ratings

4257 The DHTD is charged with the function of D-officer. He manages the D-control
organization. If the HTD considers the AEO qualified, he can appoint the AEO as D-
control officer at battle stations.

4258 The NBCD officer manages in accordance with the priorities received from the
commando with regard to the operational availability of the unit. He assures that the
2
The “M” means Mechanic, the “E” means Electrical, and the “D” means Damage.
3
The systems often indicated as platform systems also fall under the auxiliary systems.

19
 priorities are known by the M-, E- and D-officers and if necessary he attunes
conflicting interests to that. The M-, D- and E-officers assure that they have a clear
status survey of their installations at any time.

4300 OIL REPLENISHMENT AT SEA

4310 Prior to the oil replenishment at sea, the tanks must be gauged by the Fuel man
(charged with the fuel loading and transporting system) and the amount of fuel to be
loaded should be determined by the DHTD and passed on to the OPSO/NAVO.

4311 To load a maximal amount of fuel, all tanks that cannot be loaded through the loading
shafts must be peaked first.

4312 The DHTD has the total command when loading fuel and supervises that all necessary
preparations are made in time and the readiness of that is reported to the bridge. To
these preparations belong:
a. Test the connections of the fuel loading line;
b. Put ready extinguishing equipment for direct availability of foam at a fire;
c. Have ready leakage containers and absorption materials to clean up fuel spills;
d. The availability of the necessary couplings or the good functioning of the fuel
probe receiver;
e. The availability of sample bottles and test kit;
f. Valves in the fuel loading and transporting system set the right way;
g. Executing a Marine Engineering personnel check for presence at several
relevant positions.

4313 Under the total command of the XO the Chief Platform has command over the
technical aspects at the fuel replenishment site. During the preparations, the actual
pumping and disconnecting, he keeps in touch with the fuel replenishment group (the
technical personnel involved with the fuel loading) and the personnel in charge of
nautical aspects or in charge of the communication with the delivering unit. He
supervises that the coupling is made technically correct. If that is the case, he passes
“ready for pumping” to the XO and the DHTD.

4314 The Fuel man is responsible for the loading from the loading shaft to the storage tanks.
He is charged with the optimal peaking of the tanks and he assures sufficient spare
collecting capacity to prevent that fuel reaches the open decks through ventilation
openings in case the loading shafts fill up unexpected.

20
4315 The Fuel man will, by requesting more or less pressure, ensure that the fuel
replenishment procedure is executed as quickly as possible without affecting the
safety. If the storage tanks are almost filled, he informs the DHTD and the Chief
Platform with the announcements: “10 minutes/1 minute before end pumping”. If the
storage tanks are filled, he passes “stop pumping” to the fuel replenishment point and
the DHTD.

4316 If the fuel loading hoses are blown through, the Chief of Platform supervises that the
order “blow through” is not given before the loading shaft is empty and enough
loading valves are open.

4317 Directly after the fuel replenishment, the Fuel man gauges the tanks on which is
loaded and reports the amount of loaded fuel to the DHTD, who makes sure that this
information reaches the HTD and the Duty Officer.

5000 TECHNICAL INSTRUCTIONS

5100 INSTRUCTIONS REGARDING LOADING, DELIVERING, QUALITY CONTROL

OF F76

5110 Quality control

5111 The management on board must be focused on keeping the F76 fuel in the day service
tanks free from pollution, water and micro organisms (fungi). Because of that, the
users can only draw from the day service tanks intended for that.

5112 All tanks must be drawn from weekly to prevent condensation from collecting into the
tanks. If there is extreme formation of condensation the frequency of suction must be
increased.

5113 If microorganisms are found in the fuel, ANF must be informed. Taking action to
remove the detected microorganisms with chemical means can only occur after
consultation with ANF.

5120 Loading F76

5121 Before the actual loading of the fuel takes place, a sample of the fuel must be taken
and the fuel must be visually checked for the presence of pollution and water. Also
during the loading some samples must be taken and checked.

5122 The samples taken at the loading must be kept until it is clear that the loaded fuel does
not lead to operational problems in any way. If it does, the samples must be kept
available for possible further analysis.

21
5200 INSTRUCTIONS REGARDING LOADING, DELIVERING, QUALITY CONTROL
OF F44

5210 Quality control

5211 The management on board must be focused on keeping the F44 fuel in the day service
tanks free from pollution, water and micro organisms. F44 can only be given to the
helicopter from the day service tanks intended for that.

5212 The management must also assure that no copper is absorbed by unnecessary pumping
of fuel through the CUNIFER pipe works. The pumping of fuel must be restricted to:
a. The filling of day tanks;
b. The loading of the helicopter;
c. The filling of a sample bottle;
d. The once-only re-pumping over the filter water separator if the sample taken
gives cause for this.

5213 The F44 in the day tank must be periodically checked on water and pollution with the
board tests (in accordance with. MLD 06-5-1). If not complied with the board tests, the
fuel from the day tank may be poured back into the storage tank and the day tank may
once-only be peaked over the filter water separator. If the fuel from the day tank still
not complies with the board tests, there must be further investigation into the quality of
the fuel and the correct functioning of the filter water separator.

5214 EUG units must offer F44 fuel samples for analysis to ANF/Condition control:
a. Once every 6 months (cf. MPS);
b. For a flight service inspection in port/at sea;
c. If in doubt of the quality of the (supplied) fuel;
d. After work on the F44 pipe work;
e. On request of DMRNN or ANF.

5215 Samples from loaded F44 do not have to be offered for analysis, but must be kept until
the concerning fuel is used.

5216 If the F44 is rejected by ANF/Bureau condition control, ANF will indicate if and in
what way the F44 can be mixed with other fuel. In addition, if a remnant F44 has to be
removed from a tank, the ship has to contact ANF/Bureau condition control for further
directions with regard to mixing fuels.

22
5300 INSTRUCTIONS REGARDING LOADING AND QUALITY CONTROL OF
POTABLE WATER

5310 Loading water

5311 Personnel which are in any way involved in loading, treating and the quality
monitoring of potable water, must see to:
a. Special hoses are used for the loading of water;
b. The water hoses used are stored cleanly and the couplings are covered with
plastic bags;
c. All activities must be carried out with clean hands, clean instruments and if
necessary clean Personal Protection means;
d. When connecting a standpipe the valve on the standpipe must be opened before
the valve in the main shore supply on the pier is opened;
e. The standpipe and the loading hoses must be flushed out before the water is
loaded.

5312 If on the basis of harbor guides or other information is expected that in foreign ports
potable water of doubtful quality is offered, units must consider to use the additional
potable water filters4 put at the ship’s disposal on loan from ANF.

5320 Purify and disinfect water

5321 Marine Engineering is responsible for the purification of the drinking water and any
disinfecting of tanks and distribution systems. The Medical Service on board is
charged with the monitoring of the quality of the drinking water.

5322 To keep the quality of the water in the tanks high, the water that is loaded from the
shore of produced by the ship, must be purified. Every unit must have a “Marine
Engineering Notice” with the necessary management routines with regard to the
purification of water. The essence of these management routines is that water is not
simultaneously consumed from the tank which is being purified A tank which is
loaded is only available if the free chlorine content complies with the standard of 0.3
mg/liter.

5323 In order to properly supervise the right execution of the management routines and to
check afterwards when contamination possibly occurred, every unit’s Marine
Engineering must have a Water treatment logbook, in which a chronological survey is
kept of times, tank, amount of loaded water, amount of added HADEX and the
measured free chlorine content.

5324 Also, when docked in port the water in all tanks must be refreshed and purified
regularly. Therefore it is not allowed to (except for technical problems/limitations)
lead the potable water pressure from the shore directly through to the distribution
network of the ship.

4
For SPARK drinkable water filters, the ship must put in a logistic request for the required filter
elements NSN 4330-14-422-7569

23
5325 If the purification of the water does not manage to comply with the quality standard,
the tanks and the distribution systems must be disinfected. Also with disinfecting, the
procedures must be followed conscientiously and the activities must be kept in the
Water treatment logbook.

5326 For preparing a leave of more than 7 days, ships with a dormant status must preserve
the drinking water tanks and the distribution system (with the exception of the carbon
filter) with the quantity used for disinfection. During the leave the drinking water
system must be left in that condition. On return the drinking water system must be
flushed thoroughly and after that filled in the usual way.

5330 Control of temperature of water systems to prevent Legionella bacteria

5331 To prevent contamination with Legionella the temperature for hot water systems must
be at least 60° C at the users end.

5332 If the minimum temperature of 60° C is not reached in hot water systems, the cause
must be restored immediately. The defect must be noted in the Water treatment
logbook. The Medical Service on board must be informed about the failings and the
measures taken.

5333 To prevent contamination with Legionella in drinkable water systems, there must be
sufficient circulation and heating in the pipe works to temperatures above 25° C must
be avoided.

5334 Water in drinkable water systems which is warmer than 25° C and which has been
standing still in unused pipe work parts for 7 days or more, must be emptied as soon as
possible by flushing out. During the emptying the arising of mist or steam must be
prevented. Exceeding of the standard and the measures taken must be noted in the
Water treatment logbook. The Medical Service on board must be informed about the
failings and the measures taken.

5335 In tropical areas it cannot always be avoided that the temperature of the water in the
potable water tanks reaches 25° C, especially when the ship is moored. If the
temperature exceeds 25° C, the circulation must be monitored better and with standstill
in unused pipe work parts the water should be emptied quicker from those parts of the
pipe work.

5336 In order to optimize the atmospheric humidity degree, steam is injected into the air
treatment systems if necessary. This steam is directly drawn from a ship steam system
or is generated by electric heating of water. The use of steam practically excludes the
chance on contamination with Legionella through the air treatment but the
maintenance personnel must check the correct working of these moistener systems
regularly and in accordance with the Maintenance Planning.

24
5340 Bacteriological research

5341 If the quality of the water has to be examined for bacteria, a treatment time of 3 to 4
days must be taken into account before the result is known. The water is only fit for
consumption if the bacteriological research proved so.

6000 INDUSTRIAL SAFETY, ENVIRONMENTAL AND WORKING CONDITIONS

6100 GENERAL

6110 Industrial safety, Environment and Health and Safety are the responsibilities of the
entire ship.

6120 Furthermore, the personnel has access to all sorts of education, technical regulations,
documentation and product information to enable them the work safe, to consider the
environment and work in accordance with Health and Safety regulations.

6130 In the nature of activities of Marine Engineering, the Marine Engineering personnel
must be aware of the necessity to work safely.

6200 SEVERAL INSTRUCTIONS REGARDING INDUSTRIAL SAFETY

6210 General safety measures for working in engine room compartments and on low
voltage installations

6211 Working safely cannot only be extracted from instruction, regulation, and pressure. To
a significant extent, the business culture determines whether or not work is done
safely. Below is a number of elementary rules of conduct which always have to be
observed in order to work safely in engine room compartments.
a. Before a machine is started, the operating personnel must assure that there is
no work on the installation, that there is no personnel around rotating and
unprotected parts, and that there is no personnel located in the exhaust, air
intake, or adjacent masts.
b. When entering engine room compartments, the personnel must be dressed in
long trousers, shirt with long sleeves, socks, and safety shoes. Outer clothes
can be covered by an overall.
c. Wearing hearing protection is mandatory if installations are running.
d. Wearing eye protection is mandatory for grinding and metal chipping
activities.
e. For work on flammable or poisonous systems under pressure, the part that is
undergoing work must be made free of pressure. The pressure free part must be
isolated with two valves in series or by means of one valve and blank flanges.
f. Valves that cannot be opened or closed under normal circumstances must be
secured sound with a lockable securing construction. Opening and closing is
only allowed after permission of the CC.
g. For work in confined steel spaces such as tanks, crank casings, inlets and
exhausts only safe voltage can be used.
h. For work in confined spaces, there must be at least 2 persons and the entrance
to the area must be guarded.

25
 i. Exposed pipe work systems must be sufficiently covered or sealed to prevent
dirt from entering.
j. The bilges must be free of dirt and oil residue. When bilge water sensors are
activated, the bilge water must be removed through the bilge system.
k. Besides the smoking bans in many general areas, there is also a permanent
smoking ban in all engine room compartments.
l. The emergency exits and escape hatches must be kept free of obstructions and
obstacles in any form. The emergency exits must clearly be marked as such.

6212 For work on installations with low voltage that is not safe5, the next rules of conduct
always have to be observed.
a. The personnel must wear rubber gloves.
b. On the deck in front of switchboards rubber mats must be placed.
c. The users of the equipment must be aware of the work on the equipment.
d. There can only be worked on installations that are powerless. Before the work
starts, the equipment must be checked to be actually powerless.
e. There must be assured that the normal and alternative voltage cannot be
switched remotely by the users from a distance.

6220 The safe executing of work on gas turbine installations

6221 For work on gas turbine installations:

a. The TC must always be warned;
b. The starting air must be closed off;
c. The servo-mechanism of the igniters must be blocked or the igniters must be
removed;
d. The key switch must be placed in position “Local” and the key must be
removed;
e. The fire extinguisher system must be disabled.

6222 If the machine for adjustments/maintenance is started without the intention to choose
the machine as driving machine, the SSS clutch must be “out and locked” to prevent
unwanted engaging of the clutch.

6223 Pay attention when opening the “power speed controller” of the cruising speed gas
turbines on board of the L frigates, fuel may gush out/leak to hot machine parts if a
machine is running. When working in the power speed controller, the toxic fire
extinguishing gas connection must be cut off.

6224 Bearing in mind harmful gasses that can be situated in a gas turbine module, especially
when the Halon fire extinguisher installation has been activated, no one is allowed into
a module before it is sufficiently ventilated.

6225 Except for the brief inspection after commencement, a module of a running gas turbine
can only be entered in exceptional cases and with permission of the HTD. An assistant
must stay at post at the opened door; the fire extinguisher system must be blocked.

5
Low voltage installations are electric installations with a voltage less than 1000V AC or less than
1500V DC. Safe voltages are voltages less than 42V.

26
6226 With inspection and work in intake air channels of a gas turbine, special overalls must
be worn (without pockets and without buttons) and there it must be certain that no
unnecessary loose objects (under the clothes) are taken along. The required tools must
be registered before and after the activities.

6230 The safe execution of work on diesel engines

6231 To put a diesel engine safely into operation, the maintenance must be carried out in
accordance with the MP and the technical documentation. Especially the correct
functioning of the protection circuits against exceeding maximum revolutions,
overloading, the loss of lubricant oil pressure and the emergency shutdown mechanism
must be expressly monitored.

6232 When carrying out maintenance, the activation of a diesel engine must be prevented by
blocking the starting system locally. To prevent the unwanted canceling of this block,
a warning sign stating that the diesel is not available due to maintenance/repair must
be placed at the starting mechanism.

6233 If it is suspected that dragging of the driving gear is causing the temperature of the
lubricant in the carter to rise higher than the ignition temperature, then opening the
carter for inspection purposes can only take place after considerable time and if it can
be assumed that the temperature of the lubricant has dropped below the ignition
temperature.

6234 Before a diesel engine can be started after maintenance and repair, it must be made
certain that that the lubricant system is intact, the lubricant is pumped through and that
it is the prescribed quality. It must also be made certain that the cooling-water system
is intact, the system is filled and that the cooling-water is of the prescribed quality.

6235 If a diesel engine is started after maintenance and repair, the correct working of the
diesel must be tested by carrying out a “trial after maintenance” procedure indicated in
the documentation. Following smaller repairs, a limited “trial after maintenance”
procedure, determined by the CC is enough. In particular, the fuel system has to be
checked for leakage before putting the engine back into service.

6236 If a diesel engine, used as propulsion installation is tested, unwanted engaging or

activation of the clutch must be prevented.

6237 A special atomizer tester that is protected with Plexiglas should be used for testing
atomizer. The area where the atomizers are tested must have sufficient ventilation.

6240 The safe execution of work in tanks

6241 Work in a tank can only start after permission of the HTD.

6242 A fuel tank can only be opened or open if there is no open fire near it.

6243 With an opened and not degassed tank, stand-by firefighters have to be at post. The
smoking bans in the area must also be valid.

27
6244 Non-degassed tanks can only be entered by personnel supplied with a compressed air
mask and a lifeline.

6245 Where fire-risk activities are concerned, a degassing certificate must be issued by the
navy fire department first, before the activities can be started.

6246 On board of HNLMS. Amsterdam and HNLMS. Zuiderkruis the activities can only be
commenced once the navy fire department is informed about it (in accordance with
“safety decree tank ship”).

6247 Work on tanks must take place with at least 2 people and one of them stays at the
entrance to stay in touch with the personnel working in the tank. If the personnel in the
tank become distressed in any way, the person at the entrance must raise the alarm
immediately and get assistance.

6250 The safe and environmentally acceptable execution of work on sewage installations

6251 If a sewage installation or the pipe work belonging to it is opened, there is a risk to the
release of the poisonous and explosive gas hydrogen sulphate and, to a lesser degree, a
risk to contamination with living organisms (pathological bacteria). Therefore,
precautionary measures are valid for working on sewage installations.

6252 H2S gas can form in the storage tank of the sewage installation because of the
decaying process of the excreta. In a low concentration this can be detected by the
smell of rotten eggs. After some time or in a higher concentration the sense of smell is
numbed. H2S gas is harmful to the health and can even be fatal.

6253 Before opening the sewage tank, it has to be flushed several times with salt water to
remove the biggest part of sludge from the tank. After opening the tank it must be
ventilated for a time to discharge possible gasses.

6254 With work other than on the sewage tank, ventilation of the area where is worked in, is
enough. It is necessary to isolate that part of the installation that is worked on from the
rest of the sewage installation, so the amount of gas is reduced to a minimum.

6255 Furthermore, attention must be paid to the personal hygiene of the one carrying out the
activities. Infections can be contracted through wounds in the skin, the eyes and hand
to mouth contact. With extremely dirty activities rubber gloves and safety goggles
must be worn.

6256 After the activities the hands and arms and the face must be washed with a special
antiseptic soap. The clothes worn must be washed immediately, because bacteria are
also on the clothes. Also, the used tools and the area of the activities should not be
forgotten.

6257 Smoking, eating and other hand to mouth contact must be avoided during the
activities.

28
6258 Work on or in a sewage tank should be treated as “working in a closed area” and
performed in accordance with the corresponding regulations.

6259 The discharging of sewage and grey water is bound by international regulations. The
HTD ensure that operations are carried out in accordance with these regulations.

6260 The safe execution of work where asbestos is involved

6261 On board of ships asbestos can be found in fixed form in installations and parts of the
ship’s construction. During normal operation, the risk to personnel being exposed to
the asbestos applications is small. It cannot be ruled out with maintenance and repair
of installations.

6262 When carrying out maintenance and repair to installations, the personnel must first
refer to the asbestos status book, the letters Tyne/Olympus and the ship’s
documentation so that they are prepared if exposed to asbestos during activities.

6263 The Royal Netherlands Navy still has a limited supply of gaskets and seals containing
asbestos and no asbestos-free replacements are available. These can still be supplied
by the supply service of the naval maintenance facilities under provision of the
exemption regulation until 1 January 2005. In order to ensure that these gaskets are
only delivered in accordance with the guidelines for exemption, the naval maintenance
facility only supplies these items to the units as “controlled items” after obtaining
permission from ANF/subdivision Marine engineering

29