ch10 maintenance of the ship and equipment revised ch 10

7/26/2019 Ch10 Maintenance of the Ship and Equipment Revised Ch 10

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STARBULK S.A. Safety Management System Manual

Chapter 10 MAINTENANCE OF THE SHIP AND EQUIPMENT

Issue No. / Date: 1 / 02.02.09 Revision No. / Date: 0 / 02.02.09 Page 1 of 68

Chapter 10

MAINTENANCE OF THE SHIP AND EQUIPMENT

Contents

10.1 Maintenance strategy..................................................................................................6

10.1.1. Definitions......................................................................................................................6

10.1.2. Maintenance strategies..............................................................................................6

10.1.2.1. Reactive maintenance.................................................................................................6

10.1.2.2. Preventive maintenance.............................................................................................7

10.1.2.3. Predictive maintenance..............................................................................................7

10.1.2.4. Proactive maintenance...............................................................................................7

10.1.3. Main maintenance categories...................................................................................7

10.1.4. Companys maintenance objectives.......................................................................8

10.2 Maintenance management.........................................................................................9

10.2.1. General............................................................................................................................9

10.2.2. Voyage repairs..............................................................................................................9

10.2.2.1. Voyage repair specification.......................................................................................9

10.2.3. At tendance and condi tion monitoring....................................................................9

10.2.4. Dry-docking / Major refits........................................................................................10

10.2.5. Critical systems..........................................................................................................10

10.2.6. Stand-by equipment..................................................................................................11

10.3 Planned maintenance schedule (PMS).................................................................12

10.3.1. Introduction.................................................................................................................12

10.3.2. Responsibilities..........................................................................................................13

10.3.3. Overview of PMS........................................................................................................14

10.4 Maintenance of cargo holds and hatch covers..................................................15

10.4.1. Cargo holds.................................................................................................................15

10.4.2. Hatch covers and watertight openings................................................................15

10.4.3. Hatch cover maintenance........................................................................................16

10.4.3.1. Maintenance of hatch covers and openings , closing, securing and sealingsystems.........................................................................................................................17

10.4.3.2. Inspection of hatch covers and hatch opening, closing, securing andsealing systems..........................................................................................................17


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10.4.3.3. Records.........................................................................................................................18

10.5 Ballast system maintenance...................................................................................18

10.5.1. Pump strainers and mud boxes.............................................................................18

10.5.2. Hydraulic valves.........................................................................................................18

10.5.3. Manually operated valves........................................................................................18

10.6 Implementation of Companys PMS......................................................................19

10.6.1. General guidelines from the safety point of view..............................................20

10.6.2. General guidelines from the technical point of view........................................21

10.7 Obsolete equipment..................................................................................................23

10.8 Maintenance of Critical equipment........................................................................24

10.9 Engine department systems and equipment maintenance............................25

10.9.1. FO and DO systems...................................................................................................25

10.9.2. FO transfer system....................................................................................................25

10.9.3. LO systems..................................................................................................................25

10.9.3.1. Greasing and lubrication schedule.......................................................................26

10.9.3.2. Losses of LO...............................................................................................................26

10.9.3.3. LO treatment................................................................................................................26

10.9.3.4. LO sampling and analysis.......................................................................................26

10.9.4. Boiler and cooling water analysis program........................................................27

10.10 Engine department maintenance guidelines......................................................29

10.10.1. General..........................................................................................................................29

10.10.2. Main Engine.................................................................................................................29

10.10.2.1.M/E performance measurements...........................................................................29

10.10.2.2.Cooling and shutting down after Finished with Engines (FWE)...............29

10.10.2.3.Work in M/E crankcase.............................................................................................30

10.10.2.4.M/E inspections..........................................................................................................31

10.10.2.5.Performance checks and overhauls.....................................................................31

10.10.2.6.Crankcase....................................................................................................................32

10.10.2.7.Holding down bolts....................................................................................................32

10.10.2.8.Crankshaft deflections and wear down gauge readings.................................33

10.10.2.9.Lubricating oil filters.................................................................................................33

10.10.2.10.Governors and overspeed trips............................................................................34

10.10.2.11.Pre-lubr ication pumps.............................................................................................34

10.10.2.12.Torsional Vibration Dampers (TVD).....................................................................34


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10.10.2.13.Oil mist detectors......................................................................................................34

10.10.2.14.Thrust block................................................................................................................34

10.10.2.15.Stern tube bearings..................................................................................................34

10.10.2.16.Turbochargers ...........................................................................................................34

10.10.3. Generators...................................................................................................................35

10.10.3.1.Emergency Diesel Generator..................................................................................36

10.10.4. Main and Auxi liary machinery overspeed protection devices.......................37

10.10.5. Condenser and heat exchanger maintenance....................................................37

10.10.6. Cooling water systems (salt and fresh)...............................................................37

10.10.6.1.Diesel Engine cooling water quality......................................................................38

10.10.6.2.Flooding of Engine department during maintenance......................................38

10.10.7. Hydraulic systems.....................................................................................................38

10.10.8. Air condi tioning..........................................................................................................40

10.10.9. Refrigerators................................................................................................................40

10.10.9.1.Refrigerant gas losses..............................................................................................40

10.10.10. LO coolers, purifiers, coalescers and strainers................................................40

10.10.11. FO purifiers, blenders and other FO conditioners............................................40

10.10.12. Rudder and propeller Inspection...........................................................................41

10.10.13. Engine department overboard valves..................................................................41

10.10.14. Idle machinery.............................................................................................................41

10.10.15. Evaporators.................................................................................................................42

10.10.16. Engine department pumps......................................................................................42

10.10.16.1.Reciprocating pumps...............................................................................................42

10.10.16.2.Rotary pumps.............................................................................................................42

10.10.17. Oily Water Separator (OWS)....................................................................................42

10.11 Electrical and electronic equipment maintenance guidelines.......................44

10.11.1. Repair of navigation and communication equipment......................................45

10.11.2. Megger Tests...............................................................................................................45

10.11.3. Emergency batteries condition inspection.........................................................45

10.12 Defects, failure and damage of hull, machinery and equipment...................47

10.12.1. Introduction.................................................................................................................47

10.12.2. Responsibility.............................................................................................................47

10.12.3. Defects..........................................................................................................................47

10.12.4. Procedures for identifying and recording defects............................................48


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10.12.5. Monitoring of defects................................................................................................48

10.13 Performance monitoring..........................................................................................49

10.13.1. General..........................................................................................................................49

10.13.2. Responsibility.............................................................................................................49

10.13.3. Monitoring of performance......................................................................................49

10.13.3.1.Main Engine.................................................................................................................49

10.13.3.2.Diesel generator.........................................................................................................49

10.13.3.3.Bunkers and lubricants............................................................................................49

10.13.3.4.Reporting......................................................................................................................49

10.14 Maintenance of lifesaving appliances and fire fighting equipment..............50

10.14.1. Servicing and maintenance of lifeboats, launching appliances and on-load

release gear.................................................................................................................50

10.15 Mooring and anchoring equipment maintenance.............................................51

10.15.1. General windlass condit ion.....................................................................................51

10.15.2. Windlass brake drum repair....................................................................................51

10.15.3. Windlass brake linkages..........................................................................................51

10.15.4. Windlass brake lining replacement.......................................................................51

10.15.5. Mooring winch brake testing..................................................................................51

10.16 Ropes and wires.........................................................................................................51

10.16.1.

Ropes and mooring line care..................................................................................51

10.16.2. Wire maintenance......................................................................................................51

10.16.3. Life boat falls [ ref. SOLAS/III/20.4, IMO Res. MSC 216(82), MSC.1206].......51

10.17 Lift ing gear and portable lift ing appliances maintenance..............................51

10.17.1. Definitions....................................................................................................................51

10.17.2. Statutory inspections................................................................................................51

10.17.3. Inspections, maintenance and testing by ship's personnel...........................51

10.17.4. Portable Lifting Appliances (PLA) and Loose Gear (LG)................................51

10.17.5. Tagging / labelling......................................................................................................51

10.17.6. Elevators.......................................................................................................................51

10.17.7. Ladders and gangways............................................................................................51

10.18 Statutory and Class surveys and certification...................................................51

10.18.1. Statutory and Class Certificates renewal............................................................51

10.18.2. Annual and intermediate endorsements of Statutory and Class Cert if icates.........................................................................................................................................51


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B2: Difficult maintenance/repairs (support with service engineer with or without repair teamsupport).

Depot level maintenance is that maintenance performed by industrial activities on material

requiring major overhaul or a complete rebuilding of parts, including modifications. This is normallyaccomplished at shipyards during dry docking, or whenever a need arises.

A summary layout of maintenance/repairs categories is as follows:

1 2 3 4Support level

Maintenance/repairs categories p c p c p c p c

A1 Inspection X

A2 Servicing X

A3 Easy maintenance/repair X X

B1 Middle maintenance/repair X(1) X X

B2 Difficult Maintenance/repair X X

C Depot maintenance/repair X X

Responsibilities CrewCrew with repairteam or workshopassistance.

Crew (with or withoutrepair teams) inpresence of serviceengineer.

Yard with crewassistance.

Where: p= Planned.

c= Corrective.X(1) = Go to port capability (Crew may perform the job to enable vessel to reach the

nearest port where shore assistance can be provided).

Availability of material, funds and skilled manpower for ship support activities regardingmaintenance is under the responsibility of the Companys Technical department.

10.1.4. Companys maintenance objectives

a. The Company has established procedures to ensure the vessels are maintained inconformity with the provisions of the Management Agreement, relevant regulations andwhere necessary, additional requirements as identified by the Company.

b. The Companys objective is to maintain all vessels in the most cost-effective manner and

consistent with Companys high maintenance standards.


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10.2 Maintenance management

10.2.1. General

Companys general maintenance strategy and implementation are mentioned in paragraphs 10.1and 10.3. Technical department and vessels maintenance management team (Master, C/O, C/E)assumes responsibility as defined inSMSM Ch.3and elsewhere in this manual.

10.2.2. Voyage repairs

10.2.2.1. Voyage repair specification

a) The C/O and the C/E are reporting on a regular basis of all machinery/structural defects tothe Technical Department.

b) Repair specifications may comprise of listed defects and anticipated requirements, and inaddition take into account:- Non conformity reports.- Accident/Incident reports.- Superintendent Engineers attendance reports.- Internal and External audit reports.- Flag, PSC, P&I condition reports, etc.

c) The repair specification prepared by the Superintendent Engineer, once approved by theTechnical Manager, can be used as tender documents for obtaining repair quotations andcan be amended in line with alterations to the repair work, time schedule and cost.

d) When repairs are completed, the C/O and the C/E:- Inspect, check and approve the completed work using the final specification as a guide.- Sign/date the work list to signify satisfactory completion and approval of the work done.

Where repairs to hull, machinery or equipment, which affect or may affect Classification, are to becarried out by a riding crew during a voyage they are to be planned in advance. A complete repairprocedure, including the extent of proposed repair and the need for surveyors attendance duringthe voyage is to be agreed upon with the Classification.

The above is not intended to include maintenance and overhaul to hull, machinery and equipmentin accordance with manufacturers recommended procedures and established marine practice, andwhich does not require the Class Societys approval; however, any repair as a result of suchmaintenance and overhauls which affects or may affect Classification is to be noted in the Bridgelogbook and submitted to the attending Surveyor for determining further survey requirements.

10.2.3. Attendance and condit ion monitori ng

The C/E and the C/O are to ensure all shipboard maintenance work for hull and machinery arecarried out in a satisfactory manner. In order to inform the Company on vessels maintenanceworks, the Master in cooperation with the C/E must compile a Sunday Review Report by theend of every week. The report should mention only the maintenance items / works or rectificationof defects and should be forwarded to the Company.

Vessels Superintendent Engineer or a Companys representative attend the vessels at least four(4) times per year to verify the actual condition of hull and machinery, and to ensure that shipboardmaintenance is followed as per Companys maintenance plan and instructions. The scope of the


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- Critical alarms and remote controls.

Routine checks of critical equipment and systems identified in para. 10.4, and the maintenanceand inspections of Life Saving Appliances and Fire Fighting Equipment are considered and

handled as part of the PMS. Calibration of temperature and pressure gauges shall be conducted atappropriate intervals and recorded in the form E26. This form shall be forwarded to the Officeannually.

Furthermore, in order to monitor/ensure the proper condition and operation of deck equipment andtools, the form D47is completed by the C/O, describing the quality and quantity of the equipmentand tools. This form is forwarded to the Office at quarterly intervals.

The condition of the tailshaft is checked by the Company during every dry-dock (form OT04).

10.4 Maintenance of cargo holds and hatch covers

10.4.1. Cargo holds

All cargo holds should be maintained to the highest possible standard. Although it is the C/O's dutyto ensure that work is carried out in the cargo holds, whenever possible, to maintain and improvetheir condition, it is the Master's responsibility to inspect the cargo holds on a regular basis, toreport their condition and record any defects to the Office. Normally cargo holds are inspected priorto loading by the C/O but a thorough inspection must be carried out both by the Master and theCompanys Superintendents at least semi-annually. Details of inspection must be recorded in theform D51. Attention is drawn to the need to check carefully for signs of any fractures, cracks orcorrosion in the plating or frames of the cargo holds. Reference is to be made to guides issued bythe Class Societies of where to look, and what to check for. Masters and Superintendents must beaware of the contents of these guidelines and bring them to the notice of the ships staff.

Under no circumstances is any upgrading work to be carried out in a hold which contains cargo ofany type. Many claims have been made against Owners for cargo damage due to contaminationby rust, paint and grease, even though there appeared to be no damage at the time. In addition,any paint applied prior to loading a cargo must be applied in ample time, to allow sufficient dryingand hardening periods before the commencement of loading.

Due regard must be given at all times to personal safety and PPE when carrying out cleaning,maintenance and inspection work within the holds. During routine inspections of cargo holds,special attention is to be given to safety aspects such as conditions of hold ladders, hand rails andplatforms. Attention must also be given to observation positions around the hatch coamings andhold accesses, which are always to be kept in good condition and free from obstructions.

All ships carrying dangerous cargoes must have on board medical first-aid equipment, including

oxygen resuscitation equipment and antidotes for cargo carried, in compliance with the IMO MFAG (Medical First Aid Guide) and WHOIMGS (International Medical Guide for Ships).

10.4.2. Hatch covers and watertight openings

The following guidance applies to most types of hatch covers, and is to be used in conjunction withmaker's manuals. Since access to the underside of hatch covers is difficult, the crew should carryout such maintenance to the best of their abilities. Any scale or flaking paint on the undersides willinevitably end up on top of the cargo, especially during opening and closing operations.


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Sealing Rubbers: Sealing rubbers are to be inspected for damage, distortion, cracking and overcompression, which can result in deterioration of elasticity and poor sealing. At the points wherethe rubber sections are joined, gaps may begin to appear. If this occurs, it is to be remedied assoon as it is discovered. The rubbers must be smooth and free from rust particles and paint flakes,

possibly picked up from hatch coamings. If the rubbers have deteriorated due to age, the Office isto be notified. Poor sealing can often be remedied by insertion of an extra rubber lining underneaththe main sealing rubber to increase the compression and provide a better seal.

Compression Bars: Compression bars must always be kept smooth, free from rust and paint andany damages must be repaired immediately. The areas immediately surrounding the compressionbars are to be swept clean of any cargo residues after loading/discharging operations, to ensurethat no distortion of rubbers and retainer channels takes place when the hatch cover is closed.

Securing Dogs/cleats: Securing dogs/cleats must always be used while the vessel is at sea. Theymust be well maintained and greased and are to be checked on a regular basis.

Drain Channels: Drain channels are normally inaccessible after the hatch cover has been closed,

and are therefore to be checked immediately after completion of loading/discharging. If anyobstructions are present, water will be permitted to build up and overflow into the cargo hold. Thechannels must be swept clean of any cargo residues and are always to be free of rust, scale andflaking paint. Loose items, such as these, will be washed into the coaming drains and causesblockages which result in accumulation of water and eventual overflow into the cargo hold.

Coaming d rains:The non-return drain facilities on the hatch coamings must always be kept clear.They are most susceptible to blockage during loading/discharging operations and must be checkedand cleared after their completion. The condition of the non-return facility must be checkedfrequently to ensure optimum operation and prevention of water ingress during heavy weather.

Hatch Sealing Tape: It is the Masters responsibility to maintain an adequate supply of hatchsealing tape on board at all times. The use of hatch sealing tape such as Ramneck is approved by

the Company, if following remedial hatch sealing repairs and subsequent hose testing that leakageis still experienced, or as an extra protection in the case of delicate and susceptible cargoes.

Opening/Closing Systems: The machinery and associated equipment required for the openingand closing of hatch covers must be kept in order at all times, and any defects which cannot berectified immediately by ship's staff, must be notified to the Office immediately. Care must be takento avoid leakage of hydraulic fluid which would cause hazardous conditions on the vessel's deckand possible injury. It has also been the cause of fines for pollution when such fluid has escapedover the ship's side.

Watertight openings: There are various types of openings: coal vents, natural vents, forced draftfan cowlings, cement feeder lids, inspection hatches, etc. All these types of openings involve somekind of seal and securing devices, which must be checked on a regular basis. Securing dogs/bolts

must always be free and greased, ready for immediate use. Some openings, such as cementfeeder lids, which have not been brought back into use after a long period of time, may best be leftundisturbed, if reliably known to be fully watertight following a hose test. However, if the seal hasperished due to age, it must be renewed immediately. This also applies to hold access hatches.

10.4.3. Hatch cover maintenance

The Company implements specific inspection and maintenance procedures for the Hatch Covers.


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10.4.3.1. Maintenance of hatch covers and openings, closing, securing and sealing systemsHatch Covers maintenance is directed to:

- Protecting exposed surfaces of plating and stiffeners of hatch covers and coamings, in order topreserve overall structural strength.

- Preserving the surface of trackways of rolling covers, and of compression bars and other steelwork bearing on seals or friction pads, noting that the surface smoothness and correct profileare important for reducing wear rates on these components.

- Maintaining hydraulic or mechanically powered opening, closing, securing or cleating systems,in accordance with manufacturers recommendations.

- Maintaining manual cleats in adjustment, with replacement when significant wastage, wear orloss of adjustment is identified.

- Replacing seals and other wear components as per makers recommendations, noting theneed to carry on board or obtain such spares of correct specification, and that seals aredesigned for the particular degree of compression, hardness, chemical and wear resistance.

- Keeping all hatch cover drains and their non-return valves, where fitted, in working order,noting that any drains fitted to the inboard side of seal lines will have non-return valves forprevention of water ingress to hold in the event of boarding seas.

- At each operation of a hatch cover, the cover and, in particular, the bearing surfaces anddrainage channels shall be free of debris, and as clean as practicable.

- Attention is drawn to the dangers of proceeding to sea without fully secured hatch covers.During voyages, especially on loaded passages, cover securing devices and tightness ofcleating and securing arrangements shall be checked, especially in anticipation of, andfollowing periods of, severe weather. Hatch covers may only be opened on passage, whennecessary, during favourable sea and weather conditions.

10.4.3.2. Inspection of hatch covers and hatch opening, closing, securing and sealing systems

It is Companys policy to test all hatch seals prior to loading cargo. This must be followed by hosetesting of all the holds, to ensure that all the seals are effective and that no water is entering theholds. Any defects must be rectified immediately and certainly before commencement of loading orinspection by Charterers or shore personnel. Any assistance required to carry out this task must benotified immediately to the Company.

a. Statutory SurveysStatutory Surveys of hatch covers and their coamings are carried out by the Class Society aspart of the annual surveys, and in accordance with the requirements for the EnhancedSurveys. However, the continued safe operation is dependent to the regular programme ofinspections (weekly and monthly) to confirm the state of hatch covers in between surveys.

b. Weekly inspections

Once per week during voyages (weather permitting) an external examination of the closedhatch covers should be performed, particularly to the condition of hatch covers located to theforward 25% of the ships length, where sea loads are normally greater.

c. Monthly inspectionsFollowing items shall be inspected when the hatch covers are opened or are otherwiseaccessible on each voyage cycle, but need not be inspected more frequently than once permonth:- hatch cover panels, including side plates, and stiffener attachments of opened covers for

visible corrosion, cracks or deformation;


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10.6 Implementation of Companys PMS

Maintenance planning is formulated by the vessels Senior Officers and the Superintendent, inconsultation with the Technical Manager, on the basis of the following parameters:

- Running or service hours intervals (form E13), established by the maker or based on theCompanys experience. The above service intervals are followed for the M/E and D/G sets,E/R auxiliary, deck, cargo, bridge and electronic equipment, as well as for critical equipment,alarms and systems, the failure of which can place the vessel at risk, or lead to an accident.

- Planned maintenance reports (form E12).

- Inputs from the vessels Senior Officers regarding the vessels condition.

- Vessels periodically submitted maintenance monitoring forms and inspection reports.

- Superintendents inspection reports and work lists.

- The criticality of machinery or system.

- The manufacturers instructions.

- The professional experience of Companys personnel.

- The experience gained from the implementation of the PMS.

- Technical abilities of the crew members, ships own means, shipboard repair equipment andtools and the ships trading schedule.

- The requirements of National and International rules and regulations, Classification rules, aswell as good shipping industry standards and practices.

- Defect list database and corrective actions schedule.

- Material availability.

- Labor availability.

- Operation demands.

Based on the above, a 1-year planned maintenance schedule is formulated every December bythe vessels Superintendent for the next year, taking into account the previous PMS records, theClass CMS survey schedule, actual machinery running hours, any recommendations imposed andthe current outstanding defect list. The Superintendent is in contact with the vessels managementteam in order to ensure accuracy of all data reported in the PMS schedule.

Each maintenance work is carried out as per makers or Companys job card, but in case of conflictbetween maker and Companys recommendations, makers have preference.

The vessels Superintendent is responsible to monitor the planned and corrective maintenance,

and to take appropriate actions to support timely the vessel with labor and material, according tothe planned and corrective maintenance schedule.

Maintenance records should be kept at the Office, clearly demonstrating the following:

- History of inspections/overhauling for each particular machinery or equipment.

- Intervals between inspections.

- Work descriptions and dates carried out.

- Measurements, findings and corrective actions taken.


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- Only intrinsically safe flashlights should be used for illuminating spaces where oil or oil vapouris present (crankcase, interior of tank, etc.). Vapour should be dispersed by ventilation beforework is done.

- Care is to be exercised when starting machinery by hand instead of power, like lifeboat engines

or the emergency fire pump.

- Extreme caution must be exercised before attempting any repair to the main sea water linesand associated systems that may affect the vessels seaworthiness.

- The E/R should be kept as clean as possible.

- Fire fighting equipment must be deployed in the form of portable fire extinguishers and/or firehoses, if hot work is required.

- Personnel must be protected from machinery moving parts, either by retreating from thelocation (as in the case of engine crankshaft deflection measurements) or by refitting protectiveguards (as in the case of pump and motor couplings).

- All piping, mechanical and electrical power connections must be isolated prior to work

commencement and relevant DO NOT OPERATE tags posted at the control positions.- Partially dismantled piping must be supported to avoid deformations, movement and fractures.

- Heated items must be adequately insulated to avoid personnel injury.

- Avoid exhaust gases from boilers and engines leaking in the E/R.

- Any LO, FO, DO transfer must be carried out by competent personnel, with particular attentionof avoiding tank overflow.

- Disposal of chemical substances to be carried out following the manufacturers instructions.

- Avoid testing boilers and engines in ports where smoke is prohibited.

- Any accumulation of waste oil shall be removed as soon as possible, as per MARPOL Annex I.

- Oil leak collection cans must be emptied regularly. Oil spills on plates and machinery are to bewiped up straight away.

All lagging and insulation is to be maintained in a clean, dry and complete condition. Whenappropriate, lagging is to be protected by sheet metal sheathing. In the event that any laggingbecomes impregnated with oil or other flammable material, the affected portion is to be replacedwithout delay.

The Company will advise the Master and the C/E of any location where asbestos is known orbelieved to be present on their ship, in order that a formal record of such locations is compiled andregular condition reporting system is established. Should the Master or the C/E suspect from theirinspections of the vessel, its building or repair specifications or drawings that asbestos materialshave been used, they must immediately notify the Company giving full details. Similarly should any

deterioration of suspected asbestos insulation occurs naturally with ageing or through damage, theCompany must be notified immediately. The removal or disturbance of asbestos-containingmaterials which are in sound condition should be avoided, as far as possible, and not without priorconsultation with the Company(ref. COSWP and SMSM Chapter 7.10).

10.6.2. General guidelines from the technical point of view

Prior to commencing a maintenance task on any piece or plant or machinery, other than routinetasks normally undertaken while the machinery is in motion (e.g. lubrication), the responsibleEngine Officer shall ensure that the machine has been isolated from its power supply by removing


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10.8 Maintenance of Critical equipment

10.8.1The Company has adopted specific testing and maintenance procedures for equipment and

systems onboard identified as critical, in order to ensure their functional reliability. Criticalequipment are all shipboard equipment, protective devices and alarm/shutdown systems, whichupon failure may place the crew, the vessel and the environment at risk, or even worse leaddirectly to an accident. All critical equipment, systems and alarms are tested on a regular basis,and a record of such testing is maintained on board. The purpose of the procedure is to ensurethat an effective control process is in place to deal with the increased risks, which may result fromthe failure, disarming or deactivation of critical alarms, controls and shutdown systems.

The Company has identified in each vessels PMS the following equipment as critical:

1. Fire Alarms2. E/R Bilge Alarms

3. Lifeboats (L/B) and L/B launching appliances4. Cargo Hold Water Ingress Alarm System5. Dewatering System6. Radar/ARPA7. Navigation lights and panel8. Telegraph9. Gyro Compass10. Magnetic Compass11. Windlass12. Emergency Batteries for GMDSS13. E/R trips & alarms (M/E, D/G, Boiler)14. Emergency Generator /Batteries15. Oily Water Separator (OWS)

16. Steering Gear17. Emergency Air Compressor18. Emergency Fire Pump19. EPIRB

Operating procedures, parameters and personnel training requirements are included in eachequipment manual. The latter are kept in the ECR, the Bridge or the vessels library. The C/O andthe C/E shall ensure above information is easily accessible to personnel involved with theoperation and maintenance of this equipment. When any item from the above list requires a spare,the relevant requisition / order (form E31) should be handled as a priority.

No critical systems, alarms, control or shut down may be by-passed, inhibited or taken out ofservice without the authority of the Master and/or the C/E. Persons that are responsible for theoperation, maintenance and repair of critical equipment and systems, as well as the calibration andadjustment of alarms and other parameters of the same, must be properly qualified, andtrained/experienced in their use. The Master or the C/E is responsible for ensuring that theircompetency is sufficient to carry out the task. If there is any doubt as to their ability andcompetence to carry out a particular task successfully on critical equipment or systems, then theOffice must be notified for guidance as to how to proceed.

- Responsibility for the correct maintenance lies with the C/E and the C/O.


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10.9.3.1. Greasing and lubrication schedule lubrication/greasing schedule and record covering all machinery and equipment, must bemaintained on board. Companys instructions regarding the types of grease and oil to be used, andmanufacturer's instructions regarding frequency and quantity of lubricant must be complied with.

The C/E is responsible to establish a list of machinery requiring periodic lubrication. TheSuperintendent is responsible for agreeing the specs and grades of oil for this list of machinerywith the LO supplier. A copy of the LO schedule (as well as MSDS) shall be made availableonboard and in the Office.

Some grades of oil may be taken and stored in drums on board at safe locations agreed with theMaster and lashed safely for bad weather conditions.

Bunkering of LO shall be handled with care due to the risk of pollution. Since the auto-ignitiontemperature of LO is much lower than fuels, utmost safety precautions must be taken.

Regular inventory of LO shall be kept under the responsibility of the C/E, separating broached and

unbroached oils. These shall be recorded in a LO soundings book, and corrected for trim/listsimilar to the FO soundings book.

The C/E is responsible for placing orders for all LO and greases for a period of time and/or theforthcoming voyage, as applicable. The calculations for the LO consumption and next voyagerequirements should be done by a senior Engineer and checked by the C/E.

Each requirement for LO must be done by a requisition form specifying the grades, quantities andwhether in bulk or in drums. The Company requires the vessel to maintain one complete sparerunning charge of M/E Crankcase oil as unbroached spare for any emergency at any time.

10.9.3.2. Losses of LOAll possible preventative action must be taken, to ensure that LO losses are kept to a minimum.

There are to be no discrepancies between the quantity of lubricants on board, and the totalsentered in the E/R Logbook. Accurate entries must always be recorded, and any indication ofabnormal losses or consumptions advised immediately to the Office.

Regular and vigilant tours of the E/R by OOEW or duty engineers are essential to check for leaks.LO coolers using SW or FW as the cooling medium must be also periodically checked for leakage.

10.9.3.3. LO treatmentContamination of LO can lead to severe damage and corrosion of machinery components, and it isessential that the instructions and recommendations of the supplier are followed, and thatpurification and filtration equipment is maintained to the highest standards. Care must be exercisedin the purification of LO, particularly in respect of the temperature.

10.9.3.4. LO sampling and analysisThe quality of LO of some vessels equipment must be regularly monitored. When taking largequantities of LO, a sample should be taken from the original containers before it is introduced intothe system. When sampling oil in service, the sampling cock and pipe must be flushed throughbefore filling the sampling container. The sample container must always be washed out with the oilbeing sampled. To this effect, the Company has established the following LO analysis program:

- Main engine crankcase oil must be sampled and analyzed every 3 months.

- Generator engine oil must also be sampled and analyzed every 3 months.


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- Stern tube oil sampling and analysis frequency is set to 6 months.

- Steering gear oil sampling and analysis frequency is set to 6 months.

- Windlass, Mooring winch and Hatch cover hydraulic system is set to 12 months.

- Deck crane hydraulic system frequency set to 12 months.

- Emergency generator sump oil frequency set to 12 months.

It is essential that the sample drawn is representative of the oil circulating in the system. Thesampling points for each system should be located in accordance with the instructions providedwith the LO sampling kit. Each sampling point should be conspicuously identified and usedexclusively for the test program. Standard LO sampling points must be established and marked foreach machinery item, according to the following guidelines:

- Sampling points should be selected according to the manufacturers manuals.

- Samples should not be taken from stagnant lines. If this cannot be avoided, sufficient drainingof the line at the sampling point must be effected to ensure representative sampling. This is

especially applicable in the case of stern tube oil sampling points.- The samples must be drawn from a point on the discharge side of any LO pump, as near to the

point of entry to the engine as practical and with the oil circulating. Cold oil samples should notbe taken.

- The sampling point may be before or after the LO filter or cooler. The position of this samplingpoint must be noted on the sample bottle and the same point should be used for any futuresampling.

- Samples must not be taken from the purifiers or coalescer suction or discharges.

The Company has arranged for standard LO analysis by a recognized laboratory. Preparation anddispatch of the samples must be carried out according to the laboratory procedure. Each of thesamples must be sealed in the special bottles provided and a label with the vessels name, themachinery item and the LO data must be posted on the bottle. The bottles are sent to thelaboratory via the local agent. The C/E must ensure that there is an adequate supply of samplebottles and labels at all times.

Upon receipt of the analysis report in the Office, the Superintendent must review the results. Incase a problem is found he must send the analysis to the vessel with relevant corrective actionguidance. record of all LO analysis reports must be maintained onboard and ashore.

10.9.4. Boi ler and cooling water analysis program

Boiler water, as well as M/E and D/G cooling water must be tested every weekand treated as permaker's recommendations and chemical suppliers instructions. The results should be recorded on

the chemical supplier form in triplicate, 1

st

copy of which should be forwarded to the chemicalsupplier for analysis at the end of each month. The 2ndcopy must be forwarded to the Technicaldepartment for follow up of analysis results. The 3 rdcopy must be kept in the ships files.

Upon receipt of the corresponding analysis report, the Superintendent must keep a copy in his fileand send the original report onboard. In case the analysis results show deterioration of the waterquality, the results must be passed onboard to the C/E for subsequent corrective actions.Corrective action by the C/E mainly includes modification of the chemicals dosage and boiler blowdowns, according to instructions by the chemicals supplier and the Superintendent.


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10.10 Engine department maintenance guidelines

The purpose of this procedure is to maintain all vessels machinery and equipment in operationalcondition according to sound engineering practices, and to ensure their proper functionality by

periodical inspection and testing. Responsible for the implementation of this procedure is the C/E.Maker's instructions regarding operation, wear measurement, periodic maintenance and overhaulshould be used for guidance. Records must contain details of maintenance carried out, faultsfound, remedial action taken and spares used.

Prior to commencing a maintenance task on any piece of plant or machinery, other than routinetasks normally undertaken while the machinery is in motion, the responsible Engineer is to ensurethat the machine has been isolated from its power supply and cannot be inadvertently restarted.Appropriate cautionary notices are to be attached to the isolating device. The responsible Engineermust also ensure that temperatures and pressures in the machine and associated pipe work havebeen reduced to safe levels prior to commencement of work. Notices are to be placed at theappropriate stop valves, local actuators and circuit breakers.

A Senior Officer must ensure that ships and/or shore staff onboard are appropriately fore-warnedabout the works. Adequate supervision must be arranged according to the criticality.

10.10.1. General

Maintenance, repair or inspection work on the M/E or ancillary machinery, which would:

- result in the ship being immobilised whilst at anchor, at a port or during cargo operations, isprohibited without the permission of the Master;

- result in the ship being unable to manoeuvre at short notice, is prohibited whilst the ship ishandling cargo; and

- impair the ships manoeuvrability whilst under way is prohibited without the C/E permission.

Should such maintenance, repair or inspection be unavoidable, then every effort should be madeto minimise the immobilisation time. Routine maintenance or inspections must be planned to avoidany unnecessary delay to the ship's arrival, berthing or departure from a port.

When necessary, permission by the Port Authorities should be requested prior to proceeding to theconduct of the work. The recommendations of the makers must be used for guidance regarding theperiodic inspection, overhaul and clearance measurements of diesel engines.

10.10.2. Main Engine

10.10.2.1. M/E performance measurementsMain engine temperature and pressures should be taken bi-monthly. A day preferably during laden

passage with calm sea condition and wind less than 3 Beaufort scale should be selected for takingthe measurements. Measurements shall be recorded in the form E33. Engine performancemeasurements should include pressure indicator diagrams. Indicator diagrams and associatedindicated pressure and indicated and brake horsepower calculations should be recorded in formE15.

10.10.2.2. Cooling and shutting down after Finished with Engines (FWE)As a general rule, subject to maintenance requirements following FWE and providing the engineswill not be required in less than 36 hours, the M/E is to be systematically and gradually shut down,


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according to the manufacturer's instructions. It is essential that the cooling systems are only shutdown once the residual heat in piston crowns, etc. has been dissipated.

- In the case of oil cooled pistons this is to be a minimum of 4 hours.

- In the case of water-cooled pistons this may be reduced to 1 hours.- The Jacket Water cooling system is to be shut down after a minimum period of 4 hours.

Cooling systems temperatures are to be gradually reduced before circulation is stopped, to avoidthermal shocking of the plant.

As a general rule, a crankcase examination and hammer test should be carried out as soon as ispractical following the shut down of the M/E. Post signs stating following:

Do not start, man working inside the engine.

When work is performed on M/E and/or turning gear, the following precautions shall be observed:

- Turning gear fuses shall be removed and fuse box door locked or circuit breakers opened.

- A DO NOT OPERATE tag shall be attached to the door.

Turning gear shall not be operated:

- Except as directed by the C/E.

- By personnel inside engine, without standby personnel outside engine.

Since crankcase is considered an enclosed space, follow the relevant SMS requirements.

10.10.2.3. Work in M/E crankcase- Do not perform hot work inside or around an open crankcase without a Hot Work Permit.

- Use only intrinsically safe lighting.

- Whenever a person is in the crankcase, have another person posted outside, capable torespond in case of an emergency relevant with work at hand.

- Clear communication is necessary between turning gear operator and others involved.

- It may be necessary to have another person stand in an area to monitor moving parts andsignal to turning gear operator, if required. No additional work should be in progress on engineor in other areas, where turning of engine might be consequential.

When performing work which requires periodic turning of engine (such as taking crank deflection

measurements), ensure that no one is in a position where movement of engine parts could result ininjury, even in the event that turning gear controls fail to shut off turning motor. In such an event,operator of turning motor must be able to:

- Reach motor controller.

- Promptly disconnect panel.

- Disconnect turning motor.


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Where one person may be inside (such as to take measurements), that person shall positionhimself in a safe location, while turning gear is in operation. When working inside crankcase:

- Take frequent brakes and drink sufficient quantities of fluids to avoid heat exhaustion.

- ALCOHOL IS STRICTLY FORBIDDEN.- Measure toxic vapours periodically, to assure that atmosphere remains suitable for work

without respiratory protection.

- Provide adequate ventilation.

10.10.2.4. M/E inspections- Wear all PPE, such as safety shoes with non-slip soles, long sleeves/pants, helmet, eye

protection, proper gloves, hearing protection, respiratory protection, etc.

- Before disconnecting any pipe or fitting ensure that the system is shut down and pressure hasbeen relieved.

- Ensure that parts removed for overhaul and spare parts are ready for use, well secured and out

of the way, as much as possible.- Clean up any oil, fuel, water, grease, etc. immediately, as cleanliness is most important around

work area. To avoid tracking oil to other areas of E/R, maintain adequate supply of wiping ragsand cleaning supplies at working site.

10.10.2.5. Performance checks and overhaulsThree of the factors used in checking the performance of an internal combustion engine are themaximum firing pressure, the mean indicated pressure and the exhaust gas temperatures.

After making engine adjustments in port, performance measurements must be taken once theengines have settled down under steady working conditions after "full away" has been given. Themean indicated pressures, maximum pressures and exhaust gas temperature must then beadjusted so that they each have very nearly the same value for each cylinder.

Performance measurements must also be taken during the voyage as the circumstances presentthemselves and as indicated by the Companys policy. Indicators cards shall be attached to theM/E performance report, formE33. If at any time there is doubt about the working or combustion ofany of the cylinders, then indicator cards should be taken in an endeavour to find the causes of thetrouble.

The governor, which should be set to act within the limits prescribed, must not be altered to permitthe engines to run at a higher rate of revolutions.

The cylinder valves i.e. fuel, air starting, relief, air inlet and exhaust valves, must be changed andoverhauled at regular periods. The period of time that each valve is kept in operation will be

dependant on the valve use and the engine rating, according to makers instructions andexperience. In the case of air inlet valves, the period between overhauls should be such that thereis no danger of the valve housing seizing in the cylinder head. After overhauling fuel valves, theymust be carefully pressure tested to see that the seats, glands, connections, etc. are tight and that"weeping" does not occur.

Whilst under pressure test, the valve must be operated to ensure that atomization is good, thevalve must then remain tight after checking atomization.


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10.10.2.6. CrankcaseCrankcase inspections must be carried out, at, or within the maker running hours. In the case ofair starting systems, the main air starting line is to be drained and completely vented. Before acrankcase inspection is carried out, the turning gear must be engaged, indicator cocks or other

cylinder pressure relief devices opened and the air or other starting arrangements isolated.

In the case of smaller medium speed engines and high speed engines without turning gear, thestarting arrangements must be isolated and the cylinder pressure relief devices opened. In anycase the following checks are to be carried out:

- Sump drain grids for blockage, metal or other impurities.

- If appropriate to the engine type, a LO pressure test is to be carried out.

- The adequacy of the flow of oil from the bearings, its direction and pattern are to be carefullyobserved and compared with the manufacturers instructions. This test can provide positiveindications towards locating faulty bearings.

- Take feeler clearances according to manufacturers instructions.

- As appropriate to the engine type and to built-up crankshafts, the proof marks should beexamined for correct alignment and the Office must be informed if there is any doubt.

The running gear such as the crankshaft, main bearings, bottom end bearings, top end bearings,guides etc. must be examined as every opportunity occurs, preferably as soon as the crankcase issafe to enter, after the "finished with engines" order is given. In carrying out this examination,attention must be given to the locking arrangements and tightness of all nuts, LO pipes, pistoncooling pipes and glands, if fitted, oil drainage arrangements, drainage lines, etc. A sharp look outmust also be kept for any sign of white metal flakes or splinters, as these are often evident if anybearings have "wiped" or tended to "run". Attention must also be given to crankshaft coupling bolts.The welding of main bearing girders must be examined for signs of cracking.

The chains and/or gearing driving the camshaft must also be examined. The chains must be keptat the proper tension. The crankcase doors are always replaced between overhauling periods toensure that as little moisture as possible condenses in the crankcase. Care should be exercised tosee that ventilators are not directed into the crankcase for the same reason.

Crankcase pressure release doors, which are fitted to each M/E crankcase, should be inspectedperiodically and the diaphragm, where fitted, renewed if damaged.

The following instructions regarding the prevention of explosions and fires in crankcases are to beprominently displayed on the engine and all Engine Officers are to be familiar with them:

NOTICE: EARLY DETECTION OF OVERHEATING AND PROMPT SLOWING DOWN ORSTOPPING OF THE ENGINE, AS CIRCUMSTANCES PERMIT, WILL PREVENT THE

OCCURRENCE OF CONDITIONS FAVOURABLE TO FIRE OR EXPLOSION.

CRANKCASE DOORS OR INSPECTION DOORS SHOULD NOT BE OPENED AND THEENGINE NOT RESTARTED UNTIL THE ENGINE HAS COOLED DOWN.

10.10.2.7. Holding down boltsThe tightness of holding down bolts, particularly of main and auxiliary engines, must be checkedand the chocks should also be tested to ascertain that no movement or fretting has taken place.Precautions to be exercised when checking holding down bolts with resilient pads that the


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alignment is not distorted. It is also necessary to check these parts if the vessel has been in heavyweather.

10.10.2.8. Crankshaft deflections and wear down gauge readings

In order to prevent crankshaft failure and breakdowns, it is essential to maintain the main bearingsof an engine in true alignment. The alignment must be checked as per makers instructions, withthe main bearing bridge gauge and the crankweb deflection gauge. In taking these measurements(form E17), care must be taken to see that the journal is bedding on its bearing. The thickness ofthe lower half main bearing shells must also be measured/recorded, if the reduction in thickness ofindividual bearing shells is not uniform then the differences will be a true record of misalignment.

A chart is provided by the engine manufacturers which gives the various tolerances which may beallowed. The clock gauge readings taken should be checked against this chart to ascertain thatalignment is within satisfactory limits.

10.10.2.9. Lubricating oil filtersLubricating oil filters can be found both on the suction and discharge sides of the LO pump and

their maintenance is important to the life expectancy of the crankshaft and its bearings. The LOfilter is the final barrier preventing particulate matter (solid impurities) from reaching the enginebearings. If the particulate size is greater than the hydrodynamic film thickness (i.e. 0.002 to 0.007mm) then mechanical damage will occur to the bearing shell wearing surfaces and the journal andcrankpin surfaces of the crankshaft. Failure to maintain an adequate flow of clean LO will lead tobearing failure and possible severe damage to the crankshaft.

The long, small diameter filter candles should be cleaned according to makers instructions. Underno circumstances must dirty cleaning fluid be allowed to flow into the open clean side of the filtercandle, as it is almost impossible to get dirt out again either by blowing or flushing. Suchdirt/impurities, however, will almost certainly find its way directly into the engine once the filterelement is back in service. Therefore, when hand-cleaning, the filter candles must stand upright inthe cleaning tank (not lying on the bottom) and the fluid level in the cleaning tank must be low

enough to ensure no fluid flows into the clean side of the candles. Actual cleaning is done byblowing the filter candles with compressed air cleaning gun from the inside of the filter. Thecleaning tank must only be used for cleaning filter candles and for no other cleaning work.

On many vessels, the actual cleaning work is usually left to people who do not always realise theimportance of proper cleaning, servicing and assembly of LO filters. It is therefore important thatthe C/E ensures total quality control on this service works. If no quality control is carried out, thefilters may actually cause damage to the engine which they are meant to protect. The cleaningprocedures are to be monitored and verified and any substandard cleaning immediately corrected.Proper assembly and checking that the clean and dirty side of the filter elements are positivelysealed against each other (o-ring, gaskets, etc. in good order) is essential. Study of the filtermakers instructions is essential for anybody entrusted with cleaning, servicing and quality control.

- After cleaning, the cleanliness and condition are to be carefully checked and any elementsreplaced should the filter-mesh be damaged.

- Throw-away filter cartridges made from cellulose or similar material must never be cleaned andreused. These filters must be discarded when dirty and new cartridges fitted.

- The use of LO filter by-pass valves is for emergency operation only and must never be openedduring routine starting or running conditions.

- Care must be taken during refitting of filtering cartridges to ensure that gasket, compressionsprings, etc. are in position and in good condition, to avoid any oil bypassing the filtering mesh.


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- Indications of pressure drops and alarms must be maintained operational and must be testedaccording to makers recommendations.

10.10.2.10. Governors and overspeed trips

Attention is drawn to the testing of overspeed trip and protection devices. The condition of thelinkage coupling the engines fuel pump actuating levers and the governor is also to be regularlyexamined. The governor cannot compensate for either seized fulcrum pins or excessiveclearances.

10.10.2.11. Pre-lubrication pumpsThey provide an essential part of the lubrication system on many types of engine, in particularAuxiliary Engines with engine driven LO pumps. They provide a supply of oil to the bearings priorto start up and limit the length of time that boundary lubrication exists, and shorten the time whenhydrodynamic lubrication commences.

10.10.2.12. Torsional Vibration Dampers (TVD)It is essential that the units which use Silicone have taken at the recommended intervals. Some

units have a limited lifespan and the Office must be informed when the change out running hoursare approaching the limit.

10.10.2.13. Oil mist detectorsAll alarms from oil mist detectors are to be treated as an emergency situation and the enginestopped. False alarms must be reported to the Office immediately. The oil mist detector shall betested for correct operation frequently.

10.10.2.14. Thrust blockThe clearances between the thrust pads and the thrust collar must be checked as per makersinstructions unless instructed otherwise by the Office. The condition of the thrust collar surfacesmust also be noted. The oil pressure alarms must also be kept in good order.

10.10.2.15. Stern tube bearingsThe oil in the propeller stern tube bearings must be kept in good condition and the cooling waterconnections kept in good working order. If any of these bearings tend to overheat, a note to thiseffect should be made in the Engine logbook.

10.10.2.16. TurbochargersGreat care must be exercised in the operation and maintenance of turbochargers. It is essential toavoid the build up of fuel, cylinder or LO in the exhaust trunking before the turbocharger, as it mayresult in combustion in the exhaust manifold. Under these conditions the increase in quantity ofexhaust gas available to the turbocharger can result in disastrous overspeeding. The conditionsleading to this phenomenon are generally to be found following long periods of slow steaming.

Overhauls: In the case of turbochargers using ball bearings, the overhaul period is generally

controlled by the manufacturers recommendations regarding the change out of these bearings.Please ensure that the correct recommended and authorised bearings are used. At each overhaul,the following procedures are to be checked by the C/E:

- Cleaning and inspection of all parts, as appropriate.

- Bearings change (ball bearing type).

- LO pump change (ball bearing type).

- Balancing of the Rotor assembly.


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- Checking of the intake grid integrity.

- Examination for erosion and crack detection of the nozzle ring.

- Ultrasonic testing of the casings, particularly at cooling water inlet if any.

- Checking and re-securing of the silencer felt, as required.

- Cleaning of the air filter elements.

- Examination of the bearing resilient housing.

- Measuring and recording of the impeller, bearings, thrust, seal clearances, as appropriate tothe type of turbocharger.

- Change of oil charge.

Surging turbocharger cleaning: Cleaning of the turbocharger while the M/E is running must be inaccordance with makers instructions. The washing process of the compressor side can result indeposits building up on the scavenge air cooler lines, and must therefore be followed if possible by

cleaning of the air cooler. If this is not possible, then cleaning of the compressor side of theturbocharger must not be carried out whilst the M/E is running.

10.10.3. Generators

The generating plant must be maintained to the highest standards as per makers instructions. Theprotective alarms and trips must be regularly tested, when possible, and the results recorded in theform E27. The D/G must be inspected/overhauled as per PMS(E12). The emergency generatorengine and alternator must be inspected annually.

Switchboards and distribution boards must be checked on a regular basis for cleanliness andensure that all protective devices are fully operational.

During manoeuvring, entering and leaving port or transiting areas of restricted navigation, at least 2generators/alternators must be running in parallel. Defects that do not allow at least 2 generators torun in parallel must be reported to the Company. Any accidental over speed, overheating, blackoutor major failure must be also reported.

Makers instructions with regard to maintenance, overhaul and critical components such asconnecting rods, bottom end bolts, shell bearings, pistons, etc. should be followed. Allmaintenance, overhauls and repairs must be fully and accurately recorded.

The instructions given for main machinery are also applicable to auxiliary engines, generally theroutine inspections must be carried out at much more frequent periods. The crankcase inspectionis most important and must be carried out after a machine is shut down following a long run.

The LO in the engine system must be treated with the same care as the oil in the M/E system, butwith auxiliary engines there is usually more risk of fuel contamination.

Oil cleaning arrangement i.e. filters or similar equipment must be kept in use the whole time theengine is working. If for any reason this equipment is not kept in use, a note must be made in theE/R logbook that the equipment was not used and the reason given for not using it.

The minimum number of auxiliary engines should be run to maintain the electrical requirements.The C/O should be consulted regarding the deck requirements in port. The reduction in the number


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Steps are to be taken to ensure that the emergency generator prime mover can be satisfactorilystarted by all means fitted for this purpose, i.e. manual starting and any cold starting arrangements.

Inspections of vessels by the Port State Control authorities may include a test of the emergency

sources of power, and check of the crew's familiarity with their related duties.

10.10.4. Main and Auxil iary machinery overspeed protection devices

It is imperative that machinery safety devices are maintained in working order, and that they aretested at regular intervals according to the makers instructions. The shutdown systems fitted toeach machine are to be tested at intervals not exceeding 3 months. The Engineer Officers carryingout the trip tests are to consult the makers manual to ensure that they are fully conversant with theoperation of the shutdowns, in particular the overspeed device and the method of testing it. Shouldthere be any doubt about how to test the device he must contact the Office.

The operation of protection systems must also be checked after any maintenance is carried out onthe machinery, which could in any way affect the operation of the shut downs or associated

equipment. In such cases the engine must only be started under controlled conditions where it canbe shut down immediately should a protection device, such as the overspeed shutdown, fails.

Remote control and automation failures have been known to occur, especially in pneumaticallyoperated systems. This can be due to insufficient maintenance or lack of overhaul being carriedout on pilot or solenoid valves.

Problems are also caused by poor quality control air. The dehydrators must be maintained in goodcondition. Operation of air cleaning systems must be monitored as part of watch keepers checks.They must in addition note any quantity of oil or water drained or exhausted from any componentsof control systems and the source of such contamination must also be traced. Any failure of the airpurification system which cannot be repaired immediately is to be reported to the Office at once.

An entry for pneumatic valves or devices inspection and overhaul is included in the PMS. Functionchecks are normally sufficient to ensure sound operation, but ALL critical valves (i.e. valves whichcontrol main and auxiliary systems and whose failure could have serious impact on the vesselssafe operation) must be opened for inspection and overhaul at least once every 3 years or earlier,if so stipulated by the makers.

When a vessel enters management, testing and confirming the operation of all engine protectiondevices is to be carried out at the earliest practical opportunity.

10.10.5. Condenser and heat exchanger maintenance

The salt water sides of condensers and other heat exchangers must be kept as clean as possible.Condensers and heat exchangers must be cleaned when the temperature rise across the

condenser/exchanger exceeds the maker's recommendations. Each time the inspection plates areremoved, the division plate must be inspected. The cathodic protectors should be cleaned andrenewed when necessary. record must be kept of all plugged/blocked tubes.

10.10.6. Cooling water systems (salt and fresh)

Every effort must be made to minimise the loss of cooling water from all machinery. Cooling watertreatment suppliers instructions must be followed to ensure the correct concentration of chemicals


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are maintained. Regular monitoring of the cooling water condition must be maintained under C/Esresponsibility.

Engine cooling water analysis measurements should be sent to the Company office every month.

Shore supplied water should not be used until suitable tests for salinity being carried out andcontent proves to be acceptable, unless an emergency situation develops and dictates otherwise.

In the event of sea water leakage developing, extreme caution must be exercised beforeattempting any repair. Any unnecessary risk must be avoided when carrying out repairs to the mainsea water lines and associated systems.

10.10.6.1. Diesel Engine cooling water qualityAn alkaline condition must always be maintained in the FW cooling system. Where a proprietarybrand of water treatment is used, the suppliers recommendations regarding dosage and testsmust be followed and routinely reported to the Office and the suppliers. During diesel engineoverhauls, internal cooling surfaces are to be examined and any build up of material, which wouldadversely affect proper heat transfer or flow of cooling water, recorded. In vessels fitted with

cooling water drain tanks for use during engine overhauls, these tanks are to be kept clean andready for use.

10.10.6.2. Flooding of Engine department during maintenanceIncidents have occurred whereby main SW systems undergoing maintenance have beeninadvertently operated, resulting in the flooding of the Engine department. It is the responsibility ofthe C/E to issue standing instructions to all Engine department staff regarding the impendingmaintenance of any system or machinery, and also, that the said systems or machinery must notbe operated until confirmation is received from the C/E that the maintenance is satisfactorilycompleted, and it is safe to operate. The isolation of any SW pipework system for the purpose ofmaintenance to machinery or repair to the pipeline must be supervised by the C/E or the 2ndEngineer.

10.10.7. Hydraulic systems

- Any oil leaks must be repaired at the first opportunity, as per makers instructions. Prior tocarrying out any maintenance on a hydraulic oil system, the accumulators must be isolated andthe system pressure released.

- To avoid contamination of the systems, the correct grade of oil for each system must be used.

- It is essential that operating oil (hydraulic fluid) contained within hydraulic systems ismaintained in a clean condition. Failure to do so will result in poor operating performance,component failure and increased maintenance.

- Dirt is the worst enemy of any hydraulic system and not only the oil but the total environment inwhich the system is sited must be kept spotlessly clean. Hydraulic station rooms are not be

used as storage areas for other items which are not associated with the plant.

Oil samples are to be sent for analysis every 3 months. When in operation, the hydraulic plant isto be regularly checked for external leakage, contamination, damage, noise level, instrument level,temperature, oil levels, accumulator pressure (nitrogen only to be used) and short cycling ofsystem pressure pumps on valve operating systems.

Disposable filter elements are to be changed as specified by the manufacturer. Should any debrisbe found in the filter or filter chamber, the Office is to be notified. The contaminated filter is to beplaced (sealed) in a clean plastic bag ready for analysis of the debris. The C/E must investigate the


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plant in order to locate the source of the contamination. Reusable filters must be opened andcleaned as per the manufacturers instructions.

The ideal operating temperature for hydraulic oil is 50oC but temperatures may be between 60C -

80C. It must be taken into account that the higher the operating temperature, the more quickly theoil ages. If overheating occurs, it is essential that the reason be found and eliminated.

Should hydraulic oil be drained from the system for maintenance or repair purposes, then uponcompletion the system is to be bled of any trapped air.

Bleed the system at the load lines as far as possible, and if possible at the highest points. Switchthe directional control valves several times between their possible positions. Check reservoir tankoil levels after bleeding.


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10.10.8. Air condit ioning

Drains and scuppers on heat exchangers and plummer boxes must always be clear. The C/E hasto verify that the air is correctly distributed, but no modifications are allowed unless specifically

approved by the Office. Accommodation doors must be closed at all times, while air conditioning isin operation.

10.10.9. Refrigerators

Temperatures in all refrigerated spaces should be maintained within the proper ranges. Anyabnormal temperature must be investigated immediately and restored to normal. Refrigeratorpersonnel alarms must be tested at monthly intervals.

All makers recommendations have to be carried out regularly. The test of all cut outs i.e. HP, LP,LO, HT have to be carried out at annual interval.

- Machinery under C/Es responsibility may include domestic ref. plant, cargo ref. plants, airconditioning plants and ventilation and heating plants.

- Filter separators and driers should be regularly cleaned in order to have always the circuitmoisture, dirty and oil free.

- When shutting down a plant, all refrigerant gas must be pumped in the liquid receiver orcondenser.

- Temperatures of domestic refrigerated rooms have to be corrected daily by the 2ndEngineer.

10.10.9.1. Refrigerant gas lossesIt is important that gas losses are minimised in systems since they are both expensive and adanger to health. The system is therefore to be kept in an absolutely gas-tight condition. Beforecarrying out repairs, the refrigerant should be pumped down to the liquid receiver or the condenser.The remaining gas should be vented off and the area well ventilated. According to Annex VI of

MARPOL, gas dumping to atmosphere must be avoided at all costs.

Certain refrigerant gases (e.g. R-12) presently in use will be phased out (no longer supplied). Thereplacement gas may require new or substantially modified refrigeration compressors.

10.10.10. LO coolers, puri fiers, coalescers and strainers

LO coolers, coalescers and strainers must be operated and maintained in accordance with themanufacturer's recommendations. sufficient supply of spare parts shall be always kept on board.Records of inspection/overhaul of the above equipment are kept in the form E12.

10.10.11. FO puri fiers, blenders and other FO condit ioners

Filters do not address the problem of water contamination or the large scale removal of solids,which centrifugal purification does deal with. Centrifugal purification on a long term basis is asimportant as filtration is on a short term basis. Centrifugal purification operating on a bypasssystem from the main LO system under engine operating conditions will control contamination fromboth sources.

When the engine is not in use, batch purification of the entire LO charge can be carried out. The oilis pumped to the vessels renovating tank and then fed by gravity through the centrifugalpurification process which can remove the contamination from both sources.


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Centrifugal purifiers must be operated as per

ch10 maintenance of the ship and equipment revised ch 10

Documents