1

Ship Management
Ship Management & Responsibility

Prepared By:

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Eng.Shawqi Assi

CONTENT
Items page

1- Structure of shipping companies 3

2-Maintenance 4

3- Classification societies 6

4- Dry docking 11

5- F.O Managements 14

6- L.O Managements 19

7- Structure of ship departments and responsibilities 22

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Structure of Shipping Company

Board of
Director

General
Secretary DPA / QM
Manager

Asst.GM Asst.GM
Marine Technical

Insurance &
Claims officer
Fleet Manager

Training /
Technical Purchasing
Marine
Manager MANAGER
Supt,
Fleet Purchasing
Technical
Manager Engineer
Supt. Supt.

Crewing Asst.Tech.
Officer Supt.

Fleet managements tools

1- Planning :-

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Specify the objective to established and specify the program & budget to achieve
these objections. ‫ اال‬1‫هداف والبرنامج وميزانيه تحقيقها تحديد‬
2- Organizing :-
Organize the objective as structure activity, roles, authority and responsibilities
3- Controlling :-
Control the process. (Control by Information flow between departments).
4- Controlling :
Measuring the results of the activities.

Duty and responsibility of Technical department:-

1- Prepare initial drawing for the vessels of company and maintaining back up
documentation. In addition to negotiation with ship yards, dry dock and handling
technical planning.
2- Routine inspections and technical audits.
3- Follow up for vessels maintenance and repairs.
4- Up to date information’s and maintaining fleet with latest international roles and
regulations.
5- Budget control for running and maintenance.
6- Planning cargo handling.
7- Control of all spares, stores, and repairs requisitions.
8- Follow up for certifications, surveys and others related inspections. Making sure all
Defect list, observation and non conformity as required.

MAINTENANCE

A GUIDE TO MANAGING MAINTENANCE

INTRODUCTION
One of the primary responsibilities of a ship owner and ship management Company is that
the ship hull structures, machinery and equipment are maintained and operated in
conformity with the applicable rules and regulations and any relevant additional
requirements, procedures and standards established by the Company. That responsibility
starts from the top Managers of the Company, who should be committed to direct efforts,
resources and investments in order to ensure that their ships are properly maintained and
operated by qualified and competent crew. Such a Company’s commitment from the top is
the first element to be verified by the ISM Auditors.

The objectives of a responsible Company should be to ensure, as required by the ISM

Code, that the procedures for ship maintenance established by the Company are properly
implemented ashore and on board.

WHAT THE CODE SAYS ABOUT MAINTENANCE

Paragraph 10.1 of the ISM Code states, “The Company should establish
procedures to ensure that the ship is maintained in conformity with the provisions

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of the relevant rules and regulations and with any additional requirements which
may be established by the Company”.

The procedures should be documented, and should ensure that applicable

statutory, class, international (e.g. SOLAS, MARPOL) and port state requirements
are met, and that compliance is maintained in the intervals between third-party
surveys and audits.

The maintenance procedures should also include any additional requirements

established by the Company. These may arise, for example, from an analysis of
the maintenance histories of machinery and equipment, from the particular
demands of a ship’s operations, or from a manufacturer’s recommendations.

Important aspects of maintenance

1- Maintenance activity should be carried out while machinery normally out of
service.
2- Maintenance to be carried correctly and efficiently.

(Maintenance Management Systems)

Maintenance Types:
- Breakdown Maintenance.
- Corrective Maintenance.
- Scheduled Shutdown Maintenance.
- Preventive Maintenance.
- Predictive Maintenance.

Computerized maintenance: planning which can be contain all above maintenance

as:-
1- Early maintenance feed.
2- Scheduled maintenance based calendar date or machinery running hours.
3- Break down maintenance feed.

Assessment of maintenance planning will be based on:-

1- Operating experiences.
2- Maker recommendations.
3- Classification society’s requirements.
4- Particular demand of ships operations

The computerized job card sheet are based in a tree structure database starting
with systems as the root. equipments as branches then specify component .with
relative maintenance level and all spare parts required.

The issued job card will include:-

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1- level of maintenance
2- safety instructions
3- what should be done
4- when it should be done
5- who should do it
6- how should it be done

Advantages of computerized planned maintenance:-

1- Up to date maintenance history. And facility to overview due and over due
maintenance.
2- Long term maintenance history.
3- It is a new requirement form Safety and quality managements system.
4- More efficient control of spare parts with up to date spares inventory, spare
parts used, required spares for next period and even automatic spare parts
ordering.

CLASSIFICATION SOCIETIES

IACS: International association of classification societies

Ship classification in its “purest sense” is said to be the development and
worldwide implementation of a set of published rules and regulations,
which set and maintain standards of quality and reliability.
For ships classed with Lloyd's Register. These standards are set out in Lloyd's
Register's Rules and Regulations for the Classification of Ships. It is the
compliance with the specific parts of these rules that determines the class
notation that is assigned to a ship and recorded in the Register book.
It must be stressed that classification is a partnership between the class
society, owner and Operator. It is only with the proper care and conducts on
the part of the owner and operator in conjunction with the correct application
of the rules that classification as a process will provide for adequate:

o Structural strength of all essential parts of the hull and its appendages:
o Safety and reliability of the propulsion and steering
systems.
o effectiveness of those features and auxiliary Systems
that have been built into the ship in order to Establish
and maintain basic conditions on board, so that
Cargoes and Personnel can be safely carried while the

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ship is at sea, at anchor, or moored in harbour.

What is not covered?

Generally, Classification rules and regulations do
not cover:as its parts of solas,marpol and load
line conventions

· Flotation stability.
· Life-saving appliances.
· Pollution prevention arrangements.

· Structural fire protection, detection and extinction

arrangements.

These are all covered by internationally adopted statutory codes and

conventions. Therefore. Lloyd's Register does not generally repeat these
requirements in its Rules and Regulations except ', when it wishes to apply the
provisions of such codes to additional vessels.

Function of classification societies:-

1- To provide register of ships, which contains the essential particular and class
notations.
2- To provide rules for constructions of new vessel and approve drawing and attending
ship building as per owners request.
3- To provide certifications for materials tests and equipments tests.
4- To establish inspections services reports & maintaining solid records of vessels
conditions.
5- To establish fairly the degree of damages assessment for cargo, equipments and
hull.
6- Determine the vessel for special cargo handling and issue certificate of fitness
accordingly.
7- To promote improvement standards of safety at sea via accumulated experience.

IACS: International association of classification societies

Established for the following reasons:-
1- To promote improvement standards of safety at sea via accumulated experience.
2- To consult and cooperation IMO communities of safety at sea.
3- To maintain close cooperation’s with ship yards and world marine industries.

MEMBERS OF IACS:-
1- ABS : American bureau of shipping

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2- B.V : bureau vaeritas
3- G.L : germanischer Lloyds
4- LRS : Lloyds register
5- NKK : Nippon kaiji kyokia
6- RINA : Registro italiano navels
7- RRS : Russian register of shipping
8- DNV : Det Norske veritas.
CLASS NOTATION:-

Notation Meaning

Ψ (character symbol)
100
(character symbol)
The ship’s hull was checked and constructed under Lloyd’s register survey
from drawing stages up to sea trial (complies with Pt 1Ch2 Sec 2.2 of Lloyd’s
register’s rules for ships) and found to be complying with all requirements
and rules.
The ship is considered suitable for sea going service (complies with Pt 1Ch2
Sec 2.2 of Lloyd’s register’s rules for ships)

A The ship was constructed or accepted into Lloyd’s register class and is
(character symbol) maintained in good and efficient condition (complies with Pt 1Ch2 Sec 2.2 of
Lloyd’s register’s rules for ships)
1 The ship has good and efficient anchoring and mooring equipment in
(character symbol) accordance with the rules (complies with Pt 1Ch2 Sec 2.2 of Lloyd’s register’s
rules for ships)
Double hull oil tanker The ship’s structure was designed and constructed in accordance with
(hull type notation) Lloyd’s register rules for double hull oil tanker (complies with Pt1Ch2 Sec
2.2 of Lloyd’s register’s rules for ships)
The ship has met Lloyd’s register Shipright design and construction procedure
Shipright SDA FDA CM covering: structural design assessment, fatigue design assessment and
(hull type notation) construction monitoring (complies with Pt1Ch2 Sec 2.3.14of Lloyd’s register’s
rules for ships)

ESP The ship is subject to an “Enhanced Survey Program” as detailed in Pt1Ch3

(hull special feature notation) Sec 3.6.7 and 8 of Lloyd’s register’s rules for ships

*IWS The ship has met Lloyd’s register requirements In –Water Survey (complies
(hull special feature notation) with Pt1Ch2 Sec 2.3.10 of Lloyd’s register’s rules for ships)

LI The ship has a loading instrument installed as a classification requirement

(hull special feature notation) (complies with Pt1Ch2 Sec 2.3.13 of Lloyd’s register’s rules for ships)

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The ship’s propelling and essential auxiliary machinery has been constructed,
LMC installed and tested under Lloyd’s register’s special survey and in accordance
(machinery type notation) with Lloyd’s register rules (complies with Pt1Ch2 Sec 2.4.1 of Lloyd’s register’s
rules for ships)
The ship’s machinery & control equipment has been arranged, installed and
UMS tested in accordance under LR’s rules such that the ship can be operated with an
(machinery type notation) unattended machinery space (complies with Pt1Ch2 Sec 2.4.2 & Pt6 Ch 1 sec
4 of Lloyd’s register’s rules for ships)
IGS Ships intended for carriage of oil in bulk is fitted with an approved system for
(machinery type notation) producing gas for the inertion of the cargo tank
The cycle covers 5 years with the following surveys:-

Annual - intermediate –annual – renewal

With following windows:-
- Annual 3 month before/ 3 months after.
- Intermediate 9 month before/ 9 months after (6/6 for some classification
societies).
- Renewal 3 months before / 0 months after.
- Example hull survey the same applied to most other surveys.

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DRY DOCKING
Objectives
The objective is to maintain the seaworthiness of the vessel in compliance with the
Flag state, classification society Port state control. and other International and National
requirement.
Responsibilities:
The Master is responsible for preparing the vessel, in all respect, for Dry Dock
The Chief Engineer is responsible to register all lobs/ defects which cannot be permanently
repaired by either ship staff or as a running repair.

These shipyard repair list shall be maintained ashore and onboard and will be included in the
final shipyard repair specification.
Other repair which normally will be done while vessel in operation. May be included in dry
dock.
Me Chief Engineer may require some information and/or assistance in order to compile a
repair request& hence. The department concerned should render to the Chief engineer the
assistance he may require.

Procedure

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o Preparation before Dry Dock
o Repair request to be sent to the office, as soon as possible. For evaluation and
quotation
o Contract between the company and the Yard should be discussed among all
department to ensure that all persons on hoard will be complying with the Owner
and Yard requirement and limitations.
o Standing order for Deck and Engine departments should be discussed and
understood, I.e. Night Watch, Safety patrol, Monitoring and follow up repair.
Receiving store, logging the essential events and Supervising the repair which
attended by the vessel personnel.
o All Drawing, may be required by the Yard, should be made available and Log
should be maintained for the same.
o Log should be made for all the Tools requited by the Yard.
o Docking plan should be made available to the Yard as requited.
o Plan for the bottom plugs should be made available and log should be maintained for
the status of all bottom plugs

o Plan for tank cleaning, ballasting and de-ballasting should he made and approved by
the Master. Vessel should enter the Dock with no list and the trim to be advised by
the yard and approval by the Master
o The vessel should be re- floated. If possible, in the same stability condition at the
time of docking

o The effect of the draft and Trim restriction on the vessel operation before entering the
dock. "Should be considered.

o Ship staff wink List should be periled and discussed among the concerned
departments

o Preparation during Dry Dock

o Log books of deck and engine to be filled up every day noon time.
o The head of department including the Master to attend the daily Yard meeting with

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vessel's Superintendent.

o The head of departments should instruct the persons concerned in his department to
execute.

o All Spare parts, which have been used, should be recorded daily in the Inventory
spare parts book.

Some of the jobs usually used to be carried out during dry docking

Hull:-
- Cleaning the under water areas by high press. Water Jet, cleaning
marine growth by high press. Water jet
- Cleaning certain effected areas by sand sweeping as per finding.
- Removal of old zinc anodes and fitting new one.
- Cleaning all sea chest and repainting as required, zinc anodes changing
- Cleaning and repainting the bow thrusters, cleaning the thrusters
- the thickness measurement as per class requirements
- Cleaning the chain lockers and removal of the mud.

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- Repainting the flat bottom and side bottom as per paint requisition to
the same specifications and paint thicknesses.
- Calibrations for stern tubes wear down and rudders clearances
- Cleaning the propellers
- Lowering the two anchors for inspections and survey, chains weld as
required, attachment as required.
- All ship side sea water valves overhauling by workshop other normal
valves overhauling by ship stuff , valves renewal as necessary
- Both boilers opening for routine maintenance and survey as required

Fuel oil management

Fuel oil:..\bunkering fuel oil quality\FUEL OIL PROPERY II\mf_prop2\
mf_prop2.exe
Fuel oil is a fraction obtained from petroleum distillation, either as a distillate or a residue,
fuel oil is any liquid petroleum product that is burned in a furnace or boiler for the
generation of heat or used in an engine for the generation of power, except oils having a
flash point of approximately 40 °C
Diesel is a type Fuel oil is made of long hydrocarbon chains, particularly alkanes,
cycloalkanes and aromatics. The term fuel oil is also used in a stricter sense to refer only to
the heaviest commercial fuel that can be obtained from crude oil, heavier than gasoline and
naphtha.
Types of fuel oil used on board commercial vessels
1- LNG/ LPG Liquefied natural gases and liquefied petroleum gases
2- Marine distillate fuel (gas oil and diesel oil)
3- Marine residual fuel oil

Standards and classification

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Since the 1980s the International Organization for Standardization(ISO) has been the accepted
standard for marine fuels (bunkers). The standard is listed under number 8217, with recent updates
in 2005 and 2010. They have broken it down to Residual and Distillate fuels.

CCAI (calculated carbon aromaticity index)and CII (Calculated Ignition Index ) are two
indexes which describe the ignition quality of residual fuel oil, and CCAI is especially
often calculated for marine fuels. Despite this marine fuels are still quoted on the
international bunker markets with their maximum viscosity (which is set by the ISO 8217
standard - see below) due to the fact that marine engines are designed to use different
viscosities of fuel.[7] The unit of viscosity used is the Centistoke and the fuels most
frequently quoted are listed below in order of cost, the least expensive first-

* IFO 380 - Intermediate fuel oil with a maximum viscosity of 380 Centistokes (<3.5% sulphur)

* IFO 180 - Intermediate fuel oil with a maximum viscosity of 180 Centistokes (<3.5% sulphur)

* LS 380 - Low-sulphur (<1.5%) intermediate fuel oil with a maximum viscosity of 380
Centistokes

*LS 180 - Low-sulphur (<1.5%) intermediate fuel oil with a maximum viscosity of 180
Centistokes

*MDO - Marine diesel oil.

*MGO - Marine gas oil.

*LSMGO - Marine gas oil.

*LSMGO - Low-sulphur (<0.1%) Marine Gas Oil - The fuel is to be used in EU community Ports
and Anchorages. EU Sulphur directive 2005/33/EC

Marine Distillate Fuels

Parameter Unit Limit DMX DMA DMB DMC
Density at 15°C kg/m3 Max - 890.0 900.0 920.0
Viscosity at 40°C mm²/s Marine
Max Residual
5.5 6.0Fuels 11.0 14.0
Viscosity at RMA RMB
40°CLimit mm²/s Min RMD RME RMF
1.4 1.5 RMG
- RMH- RMK RMH
Parameter Unit RMK 700
30
% V/V30 Max 80 - 180 -180 380
Water 0.3 380 0.3 380 700
Density at 1
Sulfur kg/m3 Max 960.0 % (m/m)
975.0Max 1.0 991.0
980.0 991.0 1.5 991.0
2.0 991.0
2.0 1010.0 991.0 1010.0
15°C
Aluminium + Silicon 2
mg/kg Max - - - 25
Viscosity at
mm²/s
Flash point 3
Max 30.0
°C 30.0 80.0
Min 180.0
43 180.0
60 380.0
60 380.0
60 380.0 700.0 700.0
50°C
Pour point, Summer °C Max - 0 6 6
%
WaterPour point, WinterMax 0.5°C 0.5 Max 0.5 0.5
- 0.5
-6 0.5
0 0.50 0.5 0.5 0.5
V/V
Cloud point
% °C Max -16 3.5
3.5 3.5 - -
3.5 3.5- 3.5 3.5 3.5
SulfurCalculated
1
CetaneMax 3.5
Index 3.5 Min 45 40 35 -
(m/m)

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Aluminium +
mg/kg Max 80 80 80 80 80 80 80 80 80 80
Silicon2
Flash point3 °C Min 60 60 60 60 60 60 60 60 60 60
Pour point,
°C Max 6 24 30 30 30 30 30 30 30 30
Summer
Pour point,
°C Max 0 24 30 30 30 30 30 30 30 30
Winter

Bunkering
Recognizing that bunkering contain the risk of pollution all companies develops procedures
and contingency plans in order to minimize this risk

An oil tanker taking on bunker fuel.

Procedures
1- INETIAL PREPARATION:-
1 Ensure all personnel are aware of intention to bunker and emergency response instructions and actions to
be taken.
2 The operation has been pre-planned & written down. All persons to take part in this operation have been
briefed & copy of the plan posted.
3 Plug all deck scuppers and make oil/watertight.
4 Provide means of draining off any accumulations of water on deck.
5 Check all bunker tank air pipes are open and unblocked.
6 The drip pans, for bunker tanks natural ventilation heads/air pipes, are oily / water tightly secured.
7 Ensure all sounding pipe caps are tight, except when sounding tank.

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8 Reconfirm space remaining in all bunker tanks to be filled.
9 Check all bunker tank high level alarms are functioning.
10 Ensure all fire precautions are observed.
11 Ensure all oil pollution prevention equipment is readily available near & at the side of bunker hose
connection.
12 Bunkering pipes tested at pressure of 6,5 Kg/cm 2 and noted in ship’s book according to U.S.C.G.
regulation
13 Inspect hose and couplings for damage.
14 Ensure crew is equipped with personal H2S gas detectors

2- PERIOR TO BUNKERING
15 Check weight of hose does not exceed SWL of vessel's lifting gear.
16 Place drip trays under hose couplings and flanges.
17 Check delivery note quantity and specification are correct.
18 Discuss bunkering plan with supplier. Pre-bunkering conference held.
19 Establish communication link between bunkering station, duty officer & engine room. An
alternative emergency method of communication to be established in case of failure of the main
one.
20 Agree signaling system with supplier. An alter-native emergency method of communication to be
established in case of failure of main one.
 Commence Pumping.
 Reduce Pumping Rate.
 Cease Pumping
 Emergency stop.
21 Agree with supplier the quantity of oil to be pumped aboard and unit of measurement (metric tons,
cubic meters etc.)
22 Agree maximum pumping rate and pressure.
23 All sea & overboard valves connected to the bunker system are closed & sealed.
25 Appoint seaman for deck rover to tend mooring lines during bunkering.
25 Rig fire wires fore and aft (if applicable).
26 Ensure designated overflow tank is prepared.
27 Prepare filling line and open all relevant valves.

3- DURING BUNKERING
28 Commence bunkering at minimum pumping rate.
29 Monitor supply line pressure.
30 Ensure proper monitoring of tanks.
31 Examine hose connections for leakage.
32 Proper samples are taken (from the hose, bunker tanks), sealed & correctly labeled (see section D).
33 Reduce pumping rate and/or open next tank before topping up.
34 Close valves as each tank is completed.
35 Witness, date, jointly countersign & retain sealed bunker samples.
36 Ensure sufficient ullage in final tank for hose draining/line blowing.
37 Notify supplier when final tank is reached.
38 Give suppliers timely warning to reduce pumping rate.

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39 Give suppliers timely warning to stop pumping.
40 Drain hoses on completion of bunkering and close all filling valves.

4- SAMPLING
41 Sampling point was from the receiving ship's inlet bunker manifold
42 Sample was drawn from an approved sampling device
43 A means was provided to seal the sampling equipment throughout the supply
44 Primary sample container remained secure and attached
45 Sample was not tampered with during bunkering
46 Sample was drawn by continuous drip throughout the bunker delivery period
47 Sample collected is not less than 400 ml
48 Label with specified information is securely attached.
Label to include:
• Date of commencement of bunker delivery
• Name and IMO No. of receiving ship
• Method by which sample was drawn
• Location at which the sample was drawn
• Name of bunker tanker/bunker installation
• Bunker grade
• Details of seal identification
• Names and signatures of supplier's and ship's representatives
49 Tamper-proof security seal with unique identification is installed by supplier in the presence of the
ship's representative
50 Annex V1 Sample Seal details recorded on the BDN - (Note all samples drawn, signed and
witnessed at the inlet manifold should have their seal details recorded on the BDN)

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L.O Management

Why you need Oil in your engine

1-Lubrication
• Oil is Reducing Friction and Wear.
2-Cooling
• Oil acts as a Coolant (piston Cooling)
3-Cleaning
• Oil flushes away the tiny wear particles
4-Sealing
• Oil is forming a seal (piston rings)
5-Protecting
• Oil prevents rust and corrosion
Viscosity
• Viscosity refers to an Oils thickness or its resistance to flow.

• The more VISCOUS (or thicker) an Oil is the thicker the Oil film it will provide.
• The thicker the Oil film, the more resistant it will be to being wiped or rubbed from
lubricated surfaces.

L.O Base Stocks

• Mineral Base Stock Refined from petroleum crude Oils.
• Synthetic Base Stock Formed by a chemical process.

Additives
• Additives strengthen or modify certain characteristics of the base Oil.
• Additives enable the oil to meet requirements beyond the abilities of the base
Oil.
Types of Additives
1- Detergents
• Help to keep the engine clean by chemically reacting with oxidation products.
• To stop the formation and deposit of insoluble compounds (plug Oil filter).
• Change the combustion and oxidation acids into harmless salts.

2-Alkalinity agents
• Alkalinity agents help neutralize sulfur by products like sulphurous and sulfuric
acids.
• And retard corrosive damage to the engine in particular Cylinder liners.
3-Oxidation Inhibitors
• Help prevent increases in viscosity.
• And the development of organic acids and the formation of carbonaceous matter.
• Zinc is used as a anti-oxidant

4-Dispersants

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• Help prevent sludge formation by dispersing contaminants and keeping them in
suspension.
• If particles are allowed to bond together, they will eventually increase engine wear
and plug the Oil filters.

5-Anti-Foaming Agent
• Prevents the Oil from Foaming which causes the loss of oil pressure,
• Foaming reduces the Oil’s cooling ability,
• Once Oil becomes aerated it will lose its lubricating capacity.
6-Anti-wear agents
• Reduce friction by forming a film on metal surfaces and by protecting metal
surfaces from corrosion.
• Alkaline detergents and zinc are types of agents.

7-Viscosity index improvers

• Help prevent the Oil from becoming too thin at high temperatures.
• V.I. improvers are chemicals which improve (reduce) the rate of viscosity change
with temperature change
8-Pour-point dispersants
• Keep the Oil fluid at low temperatures by preventing the growth and agglomeration
of wax crystals.

9- Total Base Number (TBN)

• The alkalinity reserve in the oil is known as its TBN

• The higher the TBN value the more acid (sulfur) neutralizing capacity the Oil
contains.

Scheduled Oil Sampling

Onboard analyses consist of checking following
1- water content
2- TBN
3- Viscosity comparing with fresh oils
Done twice /month or as per company instructions
Purpose of laboratory Analyses
1 : Wear Analysis
2 : Chemical and Physical Tests
3 : Oil Condition Analysis

Chemical and Physical Tests

Detect Water, Fuel and Antifreeze in the Oil.
• Water : Sputter test (0.1-0.5 %).
• Fuel : Cetaflash tester (4 %).
• Antifreeze : Chemical test (0 %).
Oil Contamination
• Wear Elements : indicate that a part or a component is wearing.
• Dirt : Blowby, in the Oil, Scraped from cylinder walls.

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• Soot : Partially burned fuel.
• Fuel : Failure in the fuel system.
• Water : Condensation / Coolant leakage.

Wear Elements
1-CU = Copper , Where do we find CU in the Engine ?
• Turbo Bearings.
• Oil Cooler.
• Bearings (Copper bounding).
• Gaskets.
2-FE = Iron, Where do we find FE in the Engine ?
• Camshafts and cam followers.
• Gearwheels.
• Pumps.
• Cylinder Liners.
• Valve Stem and Valve Guide
3-CR = Chromium = Chrome, Where do we find CR in the engine ?
• Piston rings.
• Valve Stem.
• Fuel pump / Injector parts.
• Bearings.
4-AL = Aluminum,Where do we find AL in the engine ?
• Pistons.
• Bearings.
• Housings.
5-SI = Silicon = Sand, Silicone = Chemical compound,Where do we find SI in the
engine ?

• Dirty / Damaged / or no Air Filter.

• Assembly of dirty engine parts !
• Oil storage ? / Environment ?

6-H2O = Water,Why Water ?

• Coolant leakage / Condensation.
• Water combined with oil creates an emulsion which will plugs Oil filters.
• Water will evaporate but will leave NA in the Oil.
• Condensate in scavenge manifolds causes cold corrosion
Oil Change Interval Extension
• There are 6 Parameters that can tell the extent of Oil degradation,
1 : TBN or Sulfur level.
2 : Soot level.
3 : Oxidation level.
4 : Viscosity.
5 : Contamination levels
Water / Antifreeze / Fuel / Wear Debris / Dirt
6 : Condition of the Oil Filter (Plugged/Sludged

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Departments

The Heads of Departments are responsible to Master tor the

activity in their departments. They are to report, immediately, to
Master whenever anything unforeseen happens.

Departments

Master

Communicati
-ons

Engine Deck Catering

Department Department Department

Head of Head of Head of

Department Department Department
Chief Engineer Chief Officer Chief Steward
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Engine Department

All engineers, fitters and crew to report, immediately, to second engineer and / or
chief engineer whenever any unforeseen happenes.
If works carried out under the supervision of engineer, then fitters are to report to
him. Engineer to report to second engineer.

Engine
Department

Chief Engineer

Electrical
Second Engineer Engineer
Third Engineer
Fourth Engineer
Petty Officer
(Wilder)
Cadets
General Purpose
Crew
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Deck Department

All officers, Cadets, COP, Pump-man and the general purpose crew to report,
immediately, to C / O and / or master whenever any unforeseen happens.
If works carried out under the supervision of deck officer, then COP and pump
man are to report direct to him. The deck officer to report to C / O.

Deck Department

Chief Officer

Second Officer
Chief Patty Officer
Third Officer/Cadet
(C.P.O)

Patty Officer
(Pump man)

General Officer

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Master
Master's Overriding Authority
The Master has the OVERRIDING AUTHORITY and responsibility to make decisions
take any steps and issue any orders, whether or not they are in accordance with the
contents of this Management System. Which he considers are necessary for the
preservation of life. Prevention of pollution or for the safety of the ship and to request
the Company’s assistance as may be necessary.
Duties & Responsibility
The Company requires the vessel to be managed in a safe and efficient manner
and the Master charged with the shipboard responsibility of ensuring this.
Appropriate orders and instructions shall be issued in a clear and simple manner.
The Master is responsible for, and has full authority for ensuring that the vessel
under his command fully complies with Company's and statutory requirements. He
should immediately advise the Headquarters if for any reason, he is unable to
comply with those requirements. In addition. He shall ensure that industry codes
and guidelines are properly implemented.
Safety, Quality & Environment
Regarding Safety, Quality and Environment protection matters, the Master is
responsible to implement the Company’s policy procedures and instructions and
further motivate crew in the observation of same. It must be well understood that
Safety, Quality and Environment Protection aspects are the first priority and most
important matters in shipboard operations. The Company, being highly conscious and
aware of the significance of such matters delegates to the Master the overriding
authority and the responsibility to make decisions with respect to safety and pollution
prevention and to request the Company’s assistance as may be necessary.
The Master has authority and responsibility for the overall safety of the vessel and
crew and for Environment protection matters. Such authority and responsibility
includes but is not limited to:
· To ensure the vessels certificates are in force, and to notify the Company
when surveys are required.
· Ensuring that safety and pollution prevention requirements as defined in the
major conventions (SOLAS, MARPOL etc) and in the Company’s
Management System are communicated to the ships officer and crew and
complied with.

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· Implementing a programme of drills and tests to prepare for emergency actions,
with the full co-operation of the Chief officer
· Ensuring that all safety equipment and life saving appliances are available
complete and in good apparent working order.
· Reporting of all safety incidents, near misses and pollution incidents in
accordance with company’s requirements and statutory regulations.
· Ensuring that regulations regarding garbage disposal are followed, fully co-
operated by the chief officer.
· Organizing safety Committee meetings.
· Ensuring that the vessel is in all respect seaworthy to proceed at sea.
· Ensuring together with the chief Engineer that the vessel is adequate&
bunkered and has sufficient Fresh Water (F.W.) for the voyage.
· Ensuring that the charter requirement are met

Navigation
o Regarding navigational matters the Master’s responsibility includes but is not
limited to the following:-
o To ensure that all charts and publications for the intended voyage are
available and up to date.
o To ensure that a file of navigating warning massage is maintained and
regularly updated in accordance with the latest Notices to mariners.
o To ensure that regular maintenance of navigational equipment is carried out,
in accordance with manufacture’s instruction manuals.
o To arrange for the pilot card to be prepared.

Security
The master is appointed as the ship’s security officer. The specific duties of the ship
security officer are detailed in the ship’s security plan.
Technical
o Regarding technical matters, the master’s responsibility includes but is not
limited to the following:-
o To carry out regular inspections on board and prepare condition reports, with
the full co-operation of the C / O.
o To supervise the yard activities during dry docking.
o To verify and sign together with the chief engineer and the company’s
superintendent the work done list on completion of dry docking.

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Crewing
Regarding crew matters, the master is responsible to issue appropriate
instructions and orders in a clear and simple manner and motivate crew.
Furthermore the master’s responsibilities with respect to crewing include but
are not limited to the following:-
o Rearrange and allocate duties to officer and crew as he considers best
for the safe and efficient operation of the vessel, with the full co-
operation of the C/O.
o Deal with all discipline matters on board.
o Muster is responsible to report any adverse performance appraisal of a
crew (Ratings), using the Crew Confidential Report. The concerned
crew should be notified of his advise performance report accordingly
prior to his actual disembarkation.
o Ensure familiarization of training needs and appraisal of seafarers as
required by company’s procedure, fully co-operated by the C/ O & the
chief engineer.
o Ensure that the company’s drugs and alcohol policy and procedure is
followed by all officer and crew.

Management System Implementation

Regarding matters concerned with the company’s management system’s effective
implementation, the master is responsible to (the responsibility not limited to the
following):-
o Review regularly, as he deems appropriate, the company’s management
system as described in the policies, procedure and instructions.
o Report any deficiencies of the management system to the office by
issuing Non-Conformities and defect reports as required.
o Upkeep the controlled documents on board.
o Remove the superseded documents from areas of work.
o Ensure that a copy of safety management certificate is always placed on
board in order to produce it for the administration or organizations
recognized by it.

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Change of Command
When of command takes place, the Master must hand all papers and
documents concerning the ship to his successor. He must prepare hand over
notes which are to be signed by both joining and leaving Masters. Entries
regarding change of command detailing names, date times and certificate
numbers are to be recorded in the official log book.

Further Duties
Other responsibilities and authorities include, but are not limited to:-
o Upkeep of his filing system Voyage planning.
o Issue standing orders as required to complement company’s
instructions.
o Protecting company’s owner’s and charter interests.
o To ensure the security of confidential material.
o To appoint the vessel’s GMDSS operator(s).
o Transmit distress calls.
o Transmit voyage reports.

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Chief Officer
Duties & Responsibilities
The C / O is the departmental head of the deck department, and as such, he is
responsible the master for the safe efficient management of the vessel outside of
the engine room.
Also he has the authority and responsibility for the over all safety of the vessel and
crew and for environment protection matters under the supervision of the master the
chief officer is the person authorized to deputize the master.
In addition to normal shipboard routines the chief officer has particular
responsibility for:-
o Complying with master’s orders / instructions for the proper / safe operation
& maintenance of the vessel.
o Upkeep of his filing system.

Safety Officer
The C/ O is the ship’s safety officer who must make regular inspection of all
spaces in the ship and monitor personnel working practices to ascertain that no
safety hazards exist. He is responsible to the master for ensuring that:
The maintenance of all cargo gear is carried out.
The maintenance of all safety, firefighting and LSA equipment on board is
carried out.
All incidents and near misses are reported and investigated and, where
appropriate preventive action recommended.
Safety committee meetings are held not less once every month. Minutes are
published and submitted to the master for onward transmission to the
company.
The compilation and posting of muster lists.

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Familiarization identification of training needs and assisting the master with
the appraisal of seafarer as required by Company's procedures.
Training and supervision of the Master
That safety and pollution prevention requirements as defined in the major
conventions (SOLAS, MARPOL.etc) and in the company's management
system are communicated to the ship's officers and crew satisfied.
Security
The Chief Officer is appointed as the Deputy ship's security Officer. The
specific duties of the ship security officer are detailed in the ship's security
plan.
Cargo& stability
The Chief Officer is responsible to the Master for the safe stowage, loading,
carriage and discharge of cargo and compliance with charters instructions
regarding the cargo. He shall make a positive report to Master prior to each
and every departure, and confirm that the condition of the ship meets all the
requirements of the trim and stability Booklet and will continue to do so
throughout the forthcoming voyage.
He must ensure that a cargo plane is prepared for the proposed loading and
that stability calculations are made for the intending voyage including
departure and arrival calculations. It is his duty to ensure that all cargo
complies with all safety criteria for its carriage.
He must ensure that written "In Port" standing orders relating to cargo
operations are issued so that no confusion concerning loading / discharging
operations occur.
He is responsible for the organization of cargo work and for tank or hold
cleaning and will direct junior Officers accordingly. Safety Regulations for

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cargo must be strictly enforced and at no time are risks to be taken which
might endanger the ship or the safety of the ship's company.
He is responsible for liaising with the Chief Engineer with regards to
machinery:-
Requirements for cargo operations
Further more cargo operations
Further more Chief Officer is responsible for:
Liaison with the terminal representatives
Ballast orders to the engine room
The securing and water integrity of the vessel prior to putting sea.
Ensuring that the ship has adequate stability, at all times, and to minimize
stresses.
Organizing cargo watches and ship keeping routines.
To control ballasting and de-ballasting of vessel and to control the domestic
water consumption and storage.
Garbage Management
The Chief Officer is responsible for implementing the ship's Garbage
Management Plan and ensuring that regulations regarding garbage disposal
are followed under Master's supervision. In order to follow properly the rules
regarding garbage he shall be assisted from the Chief Engineer 2nd Engineer,
Bosoun & Chief Cook. Chief Officer is responsible for proper updating of
relevant Garbage Record logbook. To supervise Chief Steward regarding his
duties & responsibilities as far concerning accommodation internal spaces
cleanliness.

Maintenance
The chief Officer is to inform the Chief Engineer of any defect or failure of deck and
cargo handling equipment.

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The Chief Officer, in conjunction with the Chief Engineer must satisfy himself that
the steering gear is working efficiently after any repair or over haul has been carried
out and prior to departure from every port.
To carry out regular inspections on board and prepare condition reports, under the
supervision of Master. The submission of hull and deck repairs to the Chief
Engineer. Hull and deck maintenance with the exception of mechanical maintenance
Pollution prevention
The Chief Officer is responsible to the master for ensuring that all adequate anti-
pollution measures are in operation as required by MARPOL, flag registry and port
regulations. On tankers he is to maintain the relevant section of the Oil Record
Book. He is to liaise with Chief Engineer with regards to stability and stress when
bunkering.
Medical
The chief officer is ship's Medical Officer.
Regarding Medical matters the Chief Officer's responsibility includes but is not
limited to the following:
o Supervising the treatment of patients.
o Maintaining the ship's hospital at all times in operational condition.
o Maintaining the ship's medical stores up to date by monitoring the
consumption and expiry date of medicines
o Upkeep of the required medical records including the Medical log book

Second officer
Duties & Responsibilities
Second Officers are next authority to the Chief Officer and are expected to be
familiar with and able to perform the Chief Officer's duties as required.
The Second officer is responsible to the Master for the proper performance of his
assigned Bridge Watch keeping and navigational duties, including but not limited to,
the tasks detailed in the following paragraphs.
The Second Officer is responsible to the Master through the Chief Officer for Watch
duties pertaining to handing cargo or ballast and various maintenance functions. The
Second Officer's duties pertaining to cargo or ballast handling must be performed
under the direction of the chief Officer. The Second Officer must become
completely familiar with cargo stowage systems and their operation and must learn
to lay out a cargo and load or unload the vessel.

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Navigation
The Second Officer is the ship's Navigation Officer
Regarding Navigation matters, the Second Officer's responsibility includes but is not
limited to the following:
o Charts and navigational publications covering routes and areas of the vessel's
projected voyages.
o Before sailing ensuring that charts and navigational publications required for
the voyage are abroad and corrected.
o Compasses including the magnetic compasses, the maintenance of the gyro
compass and its repeaters, course recorder and compiling the logs concerning
them. If necessary, the Second Officer must start the master gyro compass in
time to permit it to settle before sailing, check its accuracy set the repeaters
and the magnetic compasses.
o Chronometers must be wound and the errors obtained daily. The Second
officer is responsible for maintaining the chronometer Rate Book. The
ultimate responsibility for chronometers resides with the Second Officer, even
through the actual tasks of winding checking and entering rates may be
assigned to another Deck Officer due to conflicting schedules.
o Sounding equipment including the electronic Fathometer, the mechanical or
electronic sounding equipment (if carried) and hand sounding lead lines.
These must be maintained in good order and be ready for use.
o Electronic navigation equipment including radar and satellite navigation
equipment must be tested and proved operational. Defects are to be reported
to the master and Radio/Electronic Officer.
o The Second Officer is responsible for making routine adjustments or
requesting the master to obtain a service technician when necessary. He must
ensure that the equipment is in good operating condition one hour prior to
sailing time. All repairs and maintenance to equipment must be done in
accordance with manufacturer's instructions and noted in the appropriate
equipment logs as required
o Before sailing the Second Officer must check the radars (incl. ARPA) and
other electronic navigation equipment for proper operation and alignment.
o All other navigation equipment instruments, including sextants, plotting gear
and tables, azimuth circles navigation lights and shapes, and so forth.
o Barographs and anemometers, if supplied, together with barometers,
thermometers and hydrometers.

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Safety assistant
The Second officer is also the assistant safety Officer responsible to the Safety
Officer (Chief Officer)
Under the supervision of the safety Officer, the Second officer may carry out duties
related to the monitoring inspection and maintenance of the ship's fire fighter
equipment.
Third officer
Duties& Responsibilities
The Third Officer shall be familiar with and able to perform the navigating officer's
duties as required.
The Third Officer is responsible to the master for the proper performance of his
assigned Bridge Watch keeping and navigational duties including but not limited to,
the tasks detailed in the following paragraphs.
The Third Officer is responsible to the Master through the Chief Officer for watch
duties pertaining to handling cargo or ballast, and various maintenance functions.
The Third Officer must become completely familiar with cargo systems and their
operation and must learn to lay out a cargo and load or unload the vessel.
Prior to getting underway the Third Officer shall obtain the vessel's forward, aft,
mean, and midships drafts as well as the port and starboard freeboard upon
anchoring or docking and before sailing this information must be reported to the
Chief Officer. The Third Officer is also responsible for taking water salinity tests at
the loading and discharge berth and for determining allowances for the vessel's draft,
freeboard, and salinity results must be reported to, and logged by the Chief Officer.
Further to all above the master at his discretion is free to distributed additional job
instructions to the third officer on a case by-case basis, according to the operation of
the vessel.
Safety assistant
The third officer is also the Assistant safety officer responsible to the safety officer
(Chief Officer).
Under the supervision of the safety Officer the Third may carry out duties related to
the monitoring inspection and maintenance of the ship's life saving appliances.

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Deck Cadet
Duties & responsibilities
Purpose
To gain seagoing experiences as a trainee in shipboard matters and navigation under
the supervision of the chief officer and 2nd officer
Accountabilities/Responsibility
To assist the Officer of the watch while at no time undertaking or having delegated
to him any responsible duty or task
To participate in all shipboard jobs as directed, according to his experience and
aptitude in maritime work.
To participate in all shipboard jobs as directed according to his experience and
aptitude in maritime work.
To deal with any office work as required but the master or checking of loaded and
delivered cargo.
To assist the Master to discharge his obligations towards the Authorities.
Decision Making Authority:
Job challenges
To increase his knowledge of shipboard operations.
To refer to other deck offers for resolution of any technical/professional queries,
who are obliged to provide to the Apprentice Deck Officer, any useful technical
clarification or explanation for his better possible professional training.
Relationships
With seniors: in carrying out assigned duties in a conscientious manner.
With his colleagues: as a member of the deck Team of the vessel.
Chief engineer
Duties & Responsibilities
The Chief Engineer is responsible to the Master for the management of the Engine
Department and for the safe efficient and economical operation, maintenance and
repair of the propulsive unit, boilers, all cargo handling equipment, deck machinery
and in general of all machinery and electrical items onboard the vessel. The Chief
Engineer has a special relationship with the master and he should consult with him
regularly on the concerns of the ship and provide him in full with information
connected with his department.

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In carrying out his duties the chief engineer may delegate responsibilities to the 2nd
Engineer while retaining overall responsibility. In the event of the Chief Engineer
being indisposed, the Second Engineer will temporarily assume his responsibilities.
The Engineer Department must be managed in strict conformance with sound
engineer practice existing statutory and classification requirements and company's
polices and procedures.
The Chief Engineer is responsible for the cleanliness and maintenance of engine
room and all compartments throughout the ship which are used for the storage of
spare gear engine stores boiler feed water, fuel and lube oil required for the
operation of the machinery.
The Chief Engineer is responsible for ensuring that all engineering records are
properly and accurately maintained at all times and for reporting to the Office on a
regular ad-hoc basis.
The Chief engineer is responsible for ensuring that all engineering records are
properly and accurately maintained at all times and for reporting to the office on a
regular ad-hoc basis.
The chief engineer will advise the Master on the planning requirements for the
Engine Department and machinery maintenance.
In addition, the Chief Engineer is responsible:
o To insure standing orders to complement Company's instructions
o To carry out regular inspections on board and prepare condition reports
o To supervise the yard activities during dry .docking whenever a company
superintendent is not present.
o To verify and sign together with the Master and the Company's
Superintendent the work done list, on completion of dry- docking repairs.
o For the maintenance and repair off all machinery and electrical equipment as
well as the updating of the computerized planned Maintenance System.
o To ensure the repairs are carried out in a safe manner
o To be kept informed of any structural defects and hull condition in general
o To ensure that he and his staff are familiar and comply with Company's
policies and procedures regarding Safety and Environment Protection.
o For the discipline of his staff and all those carrying out work under his
responsibility for the allocation of watch keeping duties and for ensuring that
a competent person is always assigned to a job

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o To ensure that accurate logs kept
o To ensure that all instruction books, ship's drawings and records placed on
board for vessel is adequately bunkered and has sufficient FW for voyage.
o Is in charge of bunkering vessel
o To carry out personally (when in possession of the appropriate Certificate)
any survey work according to the Classification Society regulations

Safety & Quality

The Chief Engineer is responsible, together with the Master to ensure that safety and
pollution prevention requirements, as defined in the major conventions (SOLAS
MARPOL, etc) and in the company's management system are communicated to the
ship's officers and crew and satisfied
The Chief Engineer is to ensure that the machinery is operated at maximum
efficiency in order to maintain the current Charter Party performance requirements
Personal
With respect to personnel matters the C/E is responsible for:
o Completing in collaboration with the Master, the appraisal report for those
personnel in his department
o Identifying the training needs of engine personnel
o Supervising the training of junior engineers and engine cadets

Noon Report
Each day at noon the Chief Engineer must submit to the Master a report showing
fuel and, water remaining on board and the quantities consumed during the
preceding 24 hours.
Change of Chief Engineer
After joining a ship the incoming Chief Engineer must report to the Master.
The outgoing and incoming Chief must, when time permits make a through
inspection of those parts of the ship, its machinery and equipment for which he is
responsible. The outgoing and incoming Chief Engineer must complete the form
"Handover Form Chief Engineer" as part of the formal handover. The handover
should contain information on the duties and equipment for which that person is
responsible, with particular emphasis on the Safety aspects of these responsibilities.

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Any previously unreported defects must be immediately brought to the attention of
the master.
The incoming Chief Engineer must review the Job Order and the Defect Reporting
System records with the outgoing Chief Engineer and discuss any imminent action
required to deal with active defects.
The outgoing chief engineer must give details of the general condition of machinery
and equipment any deficiencies are to be identified by reference to the appropriate
Defect Report.
The outgoing Chief Engineer must give details of the current status of the vessels
planed maintenance system.
The incoming Chief Engineer must ascertain the condition of the boilers main and
auxiliary machinery and all compartments and equipment for which the engine
department is responsible. He must also ascertain the quantity of fuel, lube oil and
water on board and requirement for the ship's future employment. Any
unsatisfactory conditions must be reported to the master company.
The incoming Chief Engineer must assume custody of all engine department records
manufacturer's instructions, plans and other publications. As soon as practicable
after joining the chief engineer any information, this would assist him in the safe,
efficient and economical operation of the engine department
It's recommended that an email folder be maintained with all relevant
correspondence for the incoming Chief Engineer. The messages in this folder should
be deleted once the incoming chief Engineer has reviewed this material.
Second Engineer
Duties & Responsibilities
The second Engineer is directly is directly responsible to the Chief Engineer for the
efficient running overhauling of, and repair work to, the main engine boilers,
auxiliaries, electrical equipment, deck machinery, cargo pumping plant, life boat
motors, emergency pantry machinery and steam and oil fuel connections. He is to
maintain close liaison with the Chief Officer in day-today matters affecting the Deck
Department.
When the Chief Engineer is absent or indisposed the Second Engineer will assume
his duties and take charge of the Engine Department.
The second engineer may be employed in watch keeping or day work roles as
required by the Chief Engineer and must consult daily with him concerning the
methods and procedures for the maintenance and upkeep of the department
The Second Engineer is responsible to the chief Engineer for the management and
supervision of the Engine Department and for the delegation (allocation) of

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responsibility to the other engineers with reference to routine maintenance and
operating duties as practiced in company managed vessels.
Any defects in equipment are to be brought to the attention of the Chief Engineer
immediately.
The Second Engineer is particularly responsible to the Chief Engineer for the safe
and efficient operation, maintenance and repair of boilers man machinery and all
items of auxiliary machinery which are the responsibility of the engine department
The Second Engineer is directly responsible to the Chief Engineer for setting up the
main machinery and ensuring all safety and alarm system are functional
The second Engineer in addition responsible to the Chief Engineer for protecting
ship’s property against loss or damage and against irregular or wasteful practices on
the part of any member of the engine department
The Second Engineer must keep a full record or overhauling and repair work carried
out and of all gauging and boiler water tests. These records are to be presented at
regular intervals to the chief Engineer for his signature.
He is responsible for the cleanliness and orderliness of the engine and Boiler Rooms
and for the proper and economical use of all stores, tools and spare gear, an
inventory of which be will keep.
He will maintain a very close liaison with the chief officer and apprise him well in
advance of any additional labor requirements he may have.
The second engineer must keep the Chief Engineer fully informed about the progress
of the maintenance and repair work running of the machinery conduct and ability of
the staff and is to report immediately to him any unusual occurrence in the Engine
Room.
Duties prior to Departure
The Second Engineer must ensure that all work affecting the ability of the ship to
safely go to standby conditions is completed that all appropriate equipment and
machinery is tested prior to the expected standby time and that all tools material and
equipment are secured for sea passage. Once confirmed this fact must be recorded in
the engine room log book.
Duties on joining
After joining a ship the Second Engineer must report to the Chief Engineer. He must
consult with the officer being relieved regarding the condition of machinery and
equipment under the jurisdiction of the engine department.
The outgoing Second Engineer must complete handover notes as part of the formal
handover. The handover notes should contain information on the duties and
equipment for which that person is responsible, with particular emphasis on the

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safety aspects of these responsibilities. If time permits the Second Engineer must,
together with the officer being relieved, make an inspection of the engine
department spaces and all items for which he is responsible and must report any
deficiencies found to the Chief Engineer
Electrical Engineer
Duties & Responsibilities
Although the Chief Engineer has the ultimate responsibility for the efficient
operation of all Electrical Equipment on board this task is normally delegated to the
Electrical Engineer.
The Electrical Engineer is responsible for the safe efficient operation and
maintenance of the vessel's electrical system including all alternators/generators,
motors wiring and switchboard. He is responsible for the safe and efficient
maintenance of all gas proof, flameproof and intrinsically safe equipment, and
therefore must be fully conversant with the relevant Codes of Practice and
maintenance techniques associated with the equipment installed.
He is to familiarize himself with the ship's electrical drawings instruction manuals
and test instruments and it is his responsibility to keep these in good order filed
indexed and readily available.
He is to ensure that no unauthorized installation of equipment or unauthorized
temporary/portable wiring is carried out.
On all matters for which he is responsible, the electrician shall be accountable to the
Chief Engineer. On matters of operation, maintenance and repairs, he must work
closely with and, in the first instance, reported to the Chief Engineer.
Fourth Engineer
Duties & Responsibilities
The Forth Engineer is responsible for:
o Executing all orders given by the chief engineer and second engineer
o Safe and correct operation off all machinery
o Maintenance of purification of lubricating and fuel oil
o Maintenance of all compressed air equipment both fixed and portable
o To report, immediately, to the chief engineer and or second engineer
whenever anything unforeseen happens.
o Responsible for a continuous reporting to the second engineer, work reports,
spare parts consumption requesting.

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o Responsible counting of spare parts, under the supervision of the second
engineer
o Executing all duties and maintenance routines as per vessel instruction.

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