TECHNICAL MANUAL Ch. 03 PLANNED INSPECTIONcompetency.synergyship.com/pdf/Technical_Manual/ch_03_Planned... · Each vessel shall prepare a vessel specific critical equipment list

TECHNICAL MANUAL

Ch. 03 PLANNED INSPECTION &MAINTENANCE

Rev. No: 7Date 28-Oct-16Page 1 of 106

3.1 MAINTENANCE OF THE VESSEL AND ITS EQUIPMENT

The Master and the Chief Engineer, in consultation with the Superintendent, must ensure that a shipspecific Planned Inspection and Maintenance system (PMS) is drawn out and followed. The PMSmust include all items of hull, equipment (including Life- saving / firefighting equipment, deck andbridge equipment), machinery, systems and components subject to class or statutory surveys. Thisshould also include other critical functions, equipment and systems which, if not maintained, mayresult in high-risk situations and / or significant damage to personnel, ship, cargo or the environment.All equipment supplied by charterer, owner or others, such as cargo handling equipment, must beincluded in the system. Inspections are held at intervals by ships’ staff and shore staff, as determinedby maker’s recommendations and operational experience of this type of vessel and equipment.

The shipboard planned maintenance system ensures;

Scheduled maintenance is easily identified. Maintenance tasks are carried out by suitably experienced and responsible personnel. A plant history is maintained with details of problems encountered and remedial actions taken. Work descriptions are attached to each item and the same is maintained. The testing of standby arrangements is incorporated into the PM system.

1. Spare parts used are recorded and an up to date inventory of spares and equipment is main-tained. Replacement spares are ordered as required.

2. The maintenance system provides for specified inspections by ship and shore staff.

Defect reports are used to identify structure, fittings and equipment that have required unplannedmaintenance or are defective. All machinery breakdown including damages and defects shall bereported through shipplam or through HMX on ships where shippalm is not operational. Whereverapplicable, a near miss report or a damage report shall be raised by the vessel in addition to thedefect report. All corrective actions to rectify the defect must be recorded in Shippalm to capturecomplete history for future reference.

The Planned Maintenance System (PMS) and Records are maintained on a computer database aboard the vessel and for vessels using SMMS regular updates sent to the office weekly once, preferably every Thursday.

3.2 CRITICAL EQUIPMENT

Critical standby items are those items of equipment, the sudden failure of which may result in ahazardous situation placing the crew, vessel or marine environment at risk.

Each vessel shall prepare a vessel specific critical equipment list. Equipment with redundancy doesnot fall into the critical equipment category.

Uncontrolled when Printed

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3.2.1. Identification of critical System and Equipment

The master/Chief Engineer in consultation with the technical superintendent shall prepare shipspecific list of critical equipment. A list of Critical spares and stores required to be maintained on boardshall also be identified and a list shall be prepared indicating items and the required quantity.All critical equipment shall be included in PMS and clearly identified.The following flow chart shall be used to determine critical equipment’s onboard.A generic list of critical equipment is shown in section 3.2.2 for guidance


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Identification of Critical Equipment

LIKELIHOOD OF FAILURE OF EQUIPMENT

Frequent(if a unit has

redundancy, is it likely that all systems could

fail)

Not Critical

2. Likely (Could the failure of a unit could lead to immediate

harm to an hazardous situation?)

Critical

3. Occasional(With more than one unit in use, could the failure of a single unit may lead

to a hazardous situation?)

4. Unlikely(Could the failure of the

single unit result in a hazardous situation?)

5. Remote(Could the failure of unit result

in interruption of vessel’s commercial operations?

BUSINESS CRITICAL

Yes

Yes

No

Yes

No

Yes

No

Yes

No

No


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Once the critical equipment list is made, same should be sent to the office for approval. All criticalequipment’s shall be included in the PMS and clearly identified.

2. Generic critical equipment list

Equipment Description Interval

Minimum Competency standards forcritical equipment system

Operations

Maintenance& Repair

Amendingparameters

1. Quick closing valves

Inspect valves, checkoperation

3M C/E C/E N/A

2. Steering Gear

Emergency steering Test 3M C/E C/E N/A

Timing Record 3M C/E C/E Office

3. Dead man Alarm

Alarm System test function 1W EO EO Office

4. Bilge Alarm

Level Sensors test function 1W EO EO Office

5. Cargo Tank level gauging

Level gauge Calibrate 1M CO CO Office

6. Emergency Generator

Batteries Check 1W EO EO Office

Battery start Test 1W EO/CE EO/CE Office

Hydraulic Start Test 1W CE CE Office

Test under load (Dry fleet) Test 3M CE CE Office

Test under load (Tankerfleet)

Test 1M CE CE Office

7. Emergency battery

Condition Inspect 1W EO EO Office

Discharge Test Test 3M CE CE Office

8. Hose handling crane

Operation Check

1W, &Before everyarrival port

CO COOffice



Operations

Maintenance& Repair

Amendingparameters


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Operations

Maintenance& Repair

Amendingparameters

9. OMD

Function 1M CE CE Office

10. ODME

Function1M, and Beforeevery operation

CO CO Office

11. SSAS

Test message Send 3M Master Master Office

12. Fire Detection System

Annual check fire detectionsystem

Check 12M EO EO Office

13. Fixed CO2 firefighting system

CO2 Cylinders Hydraulic Testing 60M Workshop Workshop Office

Level check / Record Record 24M Workshop Workshop Office

Lines Blow Through 3M CE CE Office

Release system Inspect 1M CE CE Office

14. Fixed CO2/Nitrogen firefighting system for Vent mast (For Gas Carriers)

CO2 / N2 Cylinders Hydraulic TestingAs requiredby FlagState

Workshop Workshop Office

Level check / Record RecordAs requiredby FlagState

Workshop Workshop Office

Release system Inspect 1M CE CE Office

15. Fixed DCP firefighting system Deck (For Gas Carriers)

Inspection of piping system Check 1M CO CO Office

DCP Powder Agitation Check 36M Workshop Workshop Office

16. Fixed Water Spray System ( For Gas Carriers)

Inspection of piping system Check 1M CO Office

Pump Function Test 1M 2E 2E Office

17. Fixed foam firefighting system Deck/ER (For Oil Tankers)

Inspection of piping system Check 1W CO / 2E Office


Foam Analysis Check 12M CE CE Office


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Operations

Maintenance& Repair

Amendingparameters


Minimum Competency standards for critical equipment system

OperationsMaintenance& Repair

Amending parameters

18. Fixed foam firefighting system Engine Room (For Gas Tankers)

Inspection of piping system Check 1W 2E Office


Foam Analysis Check 12M CE CE Office

19. Fixed Water - Based System (Hyper Mist) ER – Ship built after 1st July 2002

Inspection of piping system Check 1W CE Office

Pump Function Test 1M CE CE Office

Fresh Water Tank level Check 1W CE CE Office

20. Fixed Gas Detection System

Inspect6 monthly inspect gas detection sys-tem

6M CO CO Office

21. Emergency fire pump

CheckRun test. Check suction and dis-charge pressure.

1W 2E 2E Office

CheckCheck priming unitand pump perform-ance.

1M 2E 2E Office

CheckCheck Emergency fire pump

3M 2E 2E Office

RenewRenew grease for Emergency fire pump

12M 2E 2E Office

Lifeboat Engine

Start TestTest Start of Engineon each battery

1W 2E / CO CE Office

22. Cargo pump bearing Temp. monitor alarm/Trip

TestTest cargo pump Monitor/alarm/trip

3M CE CE Office

23. ME Shutdown Alarms

Test 3M CE CE Office


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Operations

Maintenance& Repair

Amendingparameters

24. 15ppm Monitor

Test Test 15ppm alarm 1W CE CE Office

25. ECDIS (On Vessels fitted with dual ECDIS and ECDIS is Primary)

As per maker’s instruction’s OOW CE Office


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3.2.2. Generic Minimum Spares List


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EQUIPMENT SPARE UNIT QTY RE-QUIRED

REMRKS /ROB

Navigation and Maneuvering

Steering Gear

1. Alarm relays pcs 1

2. Line filters pcs 1

3. Coupling for prime mover. set 1

4. Packing for Cylinder Ram. set 1

Radar 1. Fuse set set 1

Main Engine Con-trols.

1. Ship specific basic Repair kit set for Pneumatic Valves of Maneuvering system.

set 1

2. Shut down solenoid pcs 1

Communication and Signal

Aldis lamp 1. Spare bulb. pcs 2

Ships whistle 1. Diaphragm. pcs 1

Navigational Lights 1. Spare bulb pcs 12

Safety / Emergency

Fire Detector and Alarm System.

1. Detector head each type. pcs 1 each

2. Fuse set for control panel. set 1

Quick Closing Valves

1. Complete repair kit set for each type.

set 1

Life Boat Engines

1. Cylinder head gasket set. set 1

2. Timing belt pcs 1

3. L.O.Filter pcs 1

4. F.O.Filter pcs 1

Emergency fire pump

1. Mechanical seal/gland packing pcs 1

2. Coupling Bush set 1

3. Bottom Bush. set 1

4. Ball bearing set. set 1

5. Priming pump vanes. set 1

6. Friction pad/ belts. set 1

SPARE UNIT QTY RE-QUIRED

REMRKS / ROB

7. For Engine Driven.


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For Tankers

EQUIPMENT SPARE UNITQTY

REQUIREDREMRKS /

ROB

Cargo Pump tem-perature sensors

1. Temperature Probe pcs 1

Cargo Pump room fixed gas detection system

1. Span Gas bottle 1

2. Detector head pcs 1

Inert Gas System 1. Oxygen sensor Probe. pcs 1


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Additional spares for operational requirements

Main Engine

EQUIPMENT UNITQTY

REQUIREDREMARKS / ROB

Gaskets and packing’s for unit overhaul Set 2

Cylinder cover without fittings Pcs. 1

Starting air valves Pcs 1

Exhaust valve complete Pcs 2

Exhaust valve high pressure pipe Pcs 1

Indicator cocks Pcs 1

Piston complete Pcs 1

Cylinder liner complete with seals / o ring Pcs 1

Piston rings Set 2

Fuel valves complete Pcs 6

Fuel pump barrel and Plunger Set 1

Fuel pumps valves / springs Set 1

Fuel injection piping Set 1

Thrust block pads Set 1

Main bearings complete Set 1

Cross-head bearing complete Set 1

Bottom-end bearing Set 1

Chain drive Set 6

Cylinder lubricator Set 1

AUXILIARY ENGINES

Main bearings Set 1

Thrust bearings Set 1

Cylinder covers complete Pcs 1

Exhaust Valve Pcs 2

Inlet valve Pcs 2

Cylinder liners Pcs 1

Piston complete with connecting rods Set 1

Piston rings Set 2

Connecting rod bearings Set 1

Fuel valves complete Pcs 3

Fuel pump plunger and barrel Set 1

Fuel high pressure pipes Pcs 2

Turbo charger bearings Set 1

Pumps

Bilge pump

Piston Rings Set 1

Valve assembly Set 1


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EQUIPMENT UNITQTY

REQUIREDREMARKS / ROB

Motor Pcs 1

Air compressor

Suction and discharge valve Set 1

Piston rings Set 1

Miscellaneous Equipment

Pilot Ladder Wooden Steps Pcs 5

Wooden Spreader Pcs 1

Accommodation LadderSparewire

1

Life boat DavitSparewire

1

Provision CraneSparewire

1

Cargo Pumps

Bearings Set 1

Mechanical Seals Set 1

Seal Set 1

High temperature bearing sensor Set 1

Cargo IG plant : Bearing for IG Fan Set 1

Boiler

Water Level Gauges Set 1

Bearings of Boiler FD Fan Set 1

Ignition Burner Nozzle Pcs 1

Ignition Transformer Pcs 1

Photo Sensor Pcs 1

Hose handling Cranes:

Hydraulic HosesSET 1

Complete set of hoses. Ifmore than one hose is ofsame type and size, thenmaintaining 1 Pc will do.

Hatch Covers

Seal Kit Pcs 1

Cleats Pcs 2

Gaskets for Cleats Pcs 1

Spare Hydraulic Jack Set 1

Adhesive Liters 20

Seals for Ram Set 1

Emergency opening of hatch (wires) Set 1

3.2.3. Failure of Critical Equipment


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When the critical system, alarms or equipment become defective, the TechnicalSuperintendent shall be notified immediately and a defect report made along with a RiskAssessment.

If any routine maintenance is required on any critical equipment, that requires the system orequipment to be shut down for more than 3 hours, the Technical Superintendent shall beinformed of the repair plan and approval sought. In such cases vessel must submit form “TE22 – Critical Equipment Shutdown Request” to Technical Superintendent.

The repair plan shall include a risk assessment and the duration for which the critical equipment willbe “out of service”. The Technical Superintendent on verifying the existence of the necessary controlmeasures shall approve the plan for a stipulated duration.

If the agreed shut down period for critical equipment or systems is to be exceeded in caseenvironmental conditions or change or due to crew fatigue or operational parameters changes, afurther risk assessment shall be carried out and Technical Superintendent approval sought.

The risk assessment shall be carried out as per the form SF23 (Also refer HSM Manual Ch-08) andshall include personnel carrying out the task, spares, tools required, the work case scenarios etc. TheRisk assessment shall also include recovery and mitigation measures, commissioning and testingprocedures, alternate back – up equipment / systems, necessary modification in operationalprocedures as a result, additional safety procedures.

3.2.4. Test and Performance of Critical Equipment and System

The test and performance data for all critical equipment and systems shall be carried out to ensurethe high reliability and good maintenance. These tests and performance data are to be recorded atregular interval and after any maintenance.

3.2.5. Critical Equipment maintenance

All items of equipment onboard are maintained to a level, based on maker’s recommendations thatare designed to promote reliability of function when required. They are inspected at regular intervals,as highlighted by the PMS, and function tested to check that they operate in a proper fashion.

Steering Gears should be tested at the same time interval and in the same fashion, including thesteering hydraulic/electric control systems.

The Emergency Generator should be started and run weekly to the satisfaction of the Chief Engineer.

When it is safe and does not contravene local port regulations, carry out a blackout test to confirm thatthe emergency generator starts up and comes on line as specified in the ship's trials record.

At this time check the sequential restarting of the main supply pumps.Main generator tripping and load sharing can be checked during the normal operations of the vessel.


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3.3 MAINTENANCE SCHEDULES AND INTERVALS

3.3.1. Planned maintenance & inspection schedules

A sample list of all important maintenance and inspection schedules / intervals is drawn out andincluded in ANNEX I of this manual. A ship’s specific list to be drawn-out. This list can be reviewedany time, to include items from experience or incidence that demand improvement. All changes ofIntervals are to be made in consultation with the Superintendent. The jobs and maintenance intervalgiven in this manual are only for guidance. Ship specific maintenance to be carried out only as perrunning PMS onboard which is prepared specific for the vessel.

If the vessel is provided with computerized planned maintenance system, the print out of the completelist of schedules, after including all items, may be treated as a Master List.

If a paper based system is followed the Master list to be drawn on the guidelines included in ANNEX I.

The following factors should be considered in deciding the ship specific Maintenance intervals.

a) The manufacturer’s recommendations and specifications.

b) Predictive maintenance determination techniques (i.e. lube oil analysis, vibration analysis).

Practical experience in the operation and maintenance of the ship and its machinery, including histori-cal trends in the results of routine inspections, and in the nature and rates of failures.

c) The use to which the equipment is put – continuous, intermittent, standby, or emergency.

d) Practical or operational restrictions, e.g. maintenance that can be performed only in dry-dock.

e) Intervals specified as part of class, convention, administration and company requirements.

f) The need for regular testing of standby arrangements.


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3.3.2. Issuing Planned maintenance schedules

Chief Engineer and Chief Officer must ensure that the respective hourly and monthly maintenanceschedules for the month are issued and made available to the person in charge of the maintenance.Same is to be filed each month.If a schedule is required to be postponed, reason for the same should be recorded.

3.3.3. Maintenance procedures

Various Job Instructions are to be made specifying the maintenance procedure of each schedule ofthe Ship’s Planned Maintenance System, in consultation with the Maker’s specific instructions,Drawings and Service Notes. References can be made to the manual, with page numbers andspecific drawings in the job instructions.

3.4 MEASURING, TEST EQUIPMENT AND CALIBRATION

All equipment onboard used in conjunction with Quality, Occupation Health, Safety and Environmentcontrol performance shall be of approved type and calibrated periodically and as necessary.

The equipment’s shall include- Anchoring and mooring equipment.- Marpol Equipment.- Cargo gears.- Navigation equipment.- Atmosphere Sampling Equipment (Minimum list of these equipment are mentioned in

the respective Cargo Operations Manual- Other Essential and Critical equipment’s.

All critical measuring instruments on board is to be identified and a list is to be made and included inthe Ship’s Planned Maintenance System.

Such important instruments shall:-a) Be calibrated and adjusted periodically or prior to use, as per international or national standards;

where no such standards exist, the basis used for calibration shall be recorded;b) Safeguard from adjustments that would invalidate the calibration;c) Be protected from damage and deterioration during handling, maintenance and storage;d) Record results of their calibrations;e) Have the validity of previous results re-assessed if they are subsequently found to be out of cali -

bration, and corrective action taken.Calibration should be done on board by ships staff where possible and the results entered into thePMS system. Those items that cannot be calibrated by ship’s staff should be sent ashore forcalibration and a certificate issued.

A record of calibration must be maintained onboard for all the items which have been identified. Therecord must clearly state the identity of the equipment and the location.


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The Master and Chief Engineer of each vessel are responsible for keeping of records to ensure themeasuring and testing equipment used onboard are calibrated in accordance with the requirements.

Please refer to Generic list below for the calibration intervals and requirements of specific instruments.

Type ofShip

Equipment Frequency Check Method Acceptance Criteria

Action to betaken whenresults are

unsatisfactory

AllMagneticCompass

Annual Swing the vesseland prepareDeviation curve

Deviation less than 5degrees

Compass to beadjusted

All

GyroCompass

As perManufacturerrecommendation

Shore Service Ref Maker’s Tolerance InformCompany

All

LoadingcomputerSoftware

2 Months Run Testconditions givenin manual

Compare with Manualand verify againstapproved testconditions

Inform Office

All

Hydraulictighteningtool pressuregauge

Every 5Years

Onboard / ShoreTesting

Correct Reading Replace

AllOWS 15PPM Alarm

Annual Shore testing Correct function Inform Office

AllAlcoholBreathAnalyzer

Annual CalibrationAshore

Correct Reading Inform Office

AllPortableOxygenMeters


Certified for calibrationwithin makers values

Inform Office

AllCombustibleGas detector



Inform Office

TankersTank Scope Annual Calibration

AshoreCertified for calibrationwithin makers values

Inform Office

TankersToxic GasDetectors

AnnualCalibration


Inform Office

Tankers

Fixed GasDetection

System (P/R,WBT)

AnnualCalibration


Inform Office

TankersOxygen

Analyzer forIGS

AnnualCalibration


Inform Office


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Type ofShip

Equipment Frequency Check Method Acceptance Criteria

Action to betaken whenresults are

unsatisfactory

TankersFixed Tank

LevelIndicator

Every 3Years

Onboard ShoreCalibration


Inform Office

Tankers ODMCSEvery Dry

dockCalibration


Inform Office

TankersUllage Temp

InterfaceGauges

AnnualCalibration


Inform Office

Tankers

PressureTransmitters

in Pumproom

Every Drydock

Calibration usingShore workshop


Inform Office

TankersReference

ThermometerAnnual Shore Testing

Correct ReadingReplace

Other thanTankers

ReferenceThermometer

Annual Shore Testing Correct Reading Replace

TankersManifoldPressureGauges

AnnualUsing pressure

calibratoronboard

Correct Reading Renew

TankersReferencePressureGauge


Other thanTankers

ReferencePressureGauge


All Barometer Annual On-board vessel

Calibrating againstprecision aneroidBarometer where

possible. If notpossible, cross

checking with portmeteorological office

Error is notedand recordedfor correction

3.4.1. Updating computer based planned maintenance schedule

Officer in charge of the maintenance must ensure that the schedule is updated upon completion. Theactual work carried out, condition of the equipment and its critical parts and parts renewed, rather thanjust entering “Done”, to be entered while updating the schedule. Where relevant, the exact values /readings / measurements observed at the time of overhaul / inspection must be stated in the records.

A software data backup must be taken at least once a month and whenever major entries are made.However software data back-up is automatically done for vessels using Shippalm PMS.


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3.4.2. Stand-by and inactive equipment systems

All critical stand-by equipment must be identified updated in PMS for regular testing. Ship specific listsare to be drawn out and put into use.

3.4.3. Testing of automatic equipment, alarms and safety devices

A standardized list of all alarms and safety cut outs and their testing intervals is included in theANNEX II of this manual, as a sample guideline. A ship specific list is to be made using this as aguideline. This is to be included in the Ship’s Planned Maintenance System and strictly followed.

Alarms and Safety Trips should be tested as applicable utilizing the Standard testing equipmentprovided on your vessel. The alarm or the cut out value should be carefully noted and checked to bein compliance with the settings recommended by the Maker’s. Any deviation from the required valueshould be corrected immediately and the test repeated to ascertain correct set value. Proper record ofthe test and calibration should be maintained.

All malfunctions in the alarm system should be attended immediately. During such time malfunctionexists the Engine Room is to be kept manned and the equipment attended regularly.

All Officers are to familiarize themselves with the Overrides and Emergency stops provided in theequipment, especially in the main propulsion system. Their functions and the importance should bewell understood. These are to be used only in Emergencies where by the safety of the vessel is foundmore endangered than the equipment except where there is a requirement for actual emergencystops to be tested, these must not be simulated.

3.4.4. Maintenance of hull, superstructure and fittings

The Hull Superstructure and fittings shall be inspected and maintained through the PlannedMaintenance System. All ballast tanks, void spaces, trunks and cofferdams shall be inspectedinternally, as mentioned in Annex 03 (2. Frequency of reporting), and a report prepared (SMMS) onthe condition of the steelwork and coatings of these tanks. In bulk carriers, all cargo holds shall beinspected after every discharge for damage and structural integrity. The condition of the holds shall be documented and any defect noted will be informed to the company with the repair plan.The result of inspection should be sent to office using SMMS with photographs. On tankers onlyintrinsically safe cameras to be used. For guidance refer Annex 3 – Guidance for hull structureinspections.


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3.4.5. Maintenance of communications and navigational equipment

The master shall liaise with vessel’s superintendent for routine maintenance and service ofnavigational and communication equipment. The superintendent shall arrange authorised servicepersonnel on necessary.

Any breakdown of communication and navigational equipment shall be immediately reported to thesuperintendent in charge of the vessel.

The report may be over telephone but shall be followed up in an email with following information.1. Nature of Equipment2. Make / Model / Serial No. of Equipment3. Nature of Trouble4. Error / Alarm code displayed5. Trouble shooting instructions in maker’s manual6. Any history of similar equipment breakdown (from past service records)7. Details of trouble shooting attempted by ship staff.8. Information on spares available on board9. Details of agents at next port / ETA / ETD.

Master shall prepare a risk assessment for navigating with defective equipment and send to office.Shore management will review the risk assessment and provide input and guide the vesselaccordingly. Port state / flag state will be informed about the malfunction as required.The shore management shall seek guidance from equipment manufacturer and arrange servicetechnician at the earliest.

The defect shall be reported in thru defect reporting in ship palm or HMX report in the prescribed format if ship palm is not available and followed up till the issue is closed.

The master shall maintain records of service reports of navigation and communication equipment’s.

3.5 CERTIFICATES, SURVEYS AND CONDITIONS OF CLASS

The Master and the Chief Engineer must liaise with the vessel’s Superintendent to ensure that allSurveys required by the Class are carried out as per schedule. Special care must be taken to ensurethat any Condition of Class (COC) is closed well before the due date and all Statutory and ClassSurvey requirements are completed within due date. Overdue surveys or COC can lead to suspensionor automatic cancelling of the Classification of the vessel, with serious commercial / legal / insuranceimplications.

The Surveys must be planned in advance to allow sufficient time to arrange for an attending Surveyorat a suitable port. Surveys planned in conjunction with the major overhauls must involve dueconsideration for sufficient time required for arranging the spares. The requisitions for the samemust be raised accordingly.


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The Ch/Engr should maintain adequate records of equipment’s due for surveys and is beingoverhauled. A suitable entry should then be made in the Engine Log Book with all calibrationsrecorded and photographic evidence maintained. The extracts should then be made available to thefirst attending surveyor for Confirmatory Survey to ensure that Vessel’s Master List is updated. SurveyReport form must be filled in and signed by the Chief Engineer who carried out the survey.

ESP File:As per IMO resolution A.744(18), an ESP file has to be maintained on board and file should containfollowing:

1. ESP – Survey programme.2. ESP – Questionnaire3. Condition Evaluation report4. Thickness measurement 5. Class survey report of structural surveys

Only items 1 and 2 are generated prior commencement of special survey whereas 3 and 4 aregenerated during and after completion of special survey. Item 5 is generated when there is anoccasional survey related to structural condition of Hull.

Vessels which are less than 5 years old must have items 1 and 2 in ESP file. Vessels above 5 yearsold must have items 1 to 4 in ESP file and item 5 if there is an occasional survey related to Hullstructure.

In addition to above the following supporting documents need to be kept in ESP file:

1. Main structural plans of Holds, Cargo tanks and Ballast tanks.2. Previous Hull repairs history if any3. Cargo and Ballast history4. Inspections by ship staff with reference to:

a) Structural deterioration if anyb) Leakages in bulk heads and pipingc) Condition of coating or corrosion preventive system.

It is recommended that the checklists used by Classification Societies, are utilized to preparefor the surveys.

If a Class Survey of shipboard items results in a Condition of Class is being placed on an item ofequipment then the program below is followed: The condition of class is applied.

A time scale is agreed for any remedial actions that are appropriate.

Plans are drawn up for remedial work and submitted to the Class Society for approval.

Class Society either approves the plans or asks for amendments before approval.

When the plans are fully approved the remedial work is carried out.

The item of equipment, carrying the Condition of Class, is offered for survey.

When the surveyor is satisfied then the condition of class is removed.


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LSA / FFA MAINTENANCE GUIDELINES

+++ FIRE FIGHTING AND LIFE SAVING EQUIPMENT SHALL BE MAINTAINED IN GOODWORKING CONDITION AS PER THE SHIPS PLANNED MAINTENANCE SYSTEM, “SOLASCHECKLIST” AND LSA AND FFA MAINTENANCE MANUAL.

3.5.1. Lifeboat

1. The Lifeboat and Life raft operating instructions should be with the IMO recommended symbolsand should be displayed near the Lifeboat and Life raft respectively and located under / near anemergency light in order that they are readable at night. They shall be maintained in a good condi-tion.

2. The boat suspension bolts and nuts are to be examined for corrosion. 3. The release gear must be maintained in accordance to the manufacturer’s instructions. It

is to be subject to a Thorough Examination annually as per Flag Requirements and over-hauled accordingly. The operation instructions must be clearly posted next to the mecha-nism.

4. If rudder is provided with a remote steering mechanism, the linkage must be kept well lubricatedand checked for movement. Where remote operation is through the hydraulic actuator, the systemshould be checked for oil level every week.

5. The winch brake assembly is to be examined every 6 months or as suggested in the maker’smanual.

6. The Davit limit switches are to be checked for operation every time the boat is lowered andhoisted.

The lifeboat engine starting procedure is to be posted clearly next to the engine. The require-ments demand the engine should be capable of starting at an ambient temperature of –15oCwithin 2 min of commencing the start procedure. Same is to be tested for starting every week.Use of quick start sprays should normally be avoided. If however required, should be usedvery sparingly and only in extreme cold weather. These sprays have explosive properties andare dangerous if used in abundance and / or during warm conditions.

SOLAS requires: “the engine should be run weekly ahead and astern for a total period of notless than 3 min provided the ambient temperature is above the minimum temperature required forstarting the engine”

7. If provided with a sea water cooling arrangement the engine should not be run outside the waterfor very long. If fitted with fresh water cooling system then antifreeze levels are to be maintainedat the correct levels during cold weather periods.

8. Short movements may be given to check propeller movement in ahead and astern direction. Toolong movements outside water must be avoided as these may damage the shaft bush.


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9. The Fuel tank must always be kept topped up.

a. SOLAS requires: “Sufficient fuel, suitable for use throughout the temperature range ex-pected in the area in which the ship operates, shall be provided to run the fully loaded lifeboatat 6 knots for a period of not less than 24hrs.”

b. Additional fuel in portable cans must be kept handy at a suitable place (safe from fire hazard)and carried to the boat in emergency.

10. While topping up engine fuel tank MDO supplied as diesel bunkers should not be used.Only HSD capable of cold start must be used. Vessels trading in cold weather conditions touse only ‘WINTER GRADE GAS OIL’. As an alternative vessels may carry a Low TemperatureFuel Additive which can be added to HSD. Tests carried out onboard should determine tempera-ture when waxing occurs.

11. The Engine crankcase oil and gear case oil is to be renewed every year.

12. Where battery start is provided, the alternative source of starting is to be tested at least once amonth. The battery, starter / dynamo, and the charger are to be maintained in good working orderat all times. The battery log is to be maintained for charge and density of the electrolyte.

13. Always maintain sufficient spares for the lifeboat engine, as per critical spare parts list.

The maintenance of the engine should be time based rather than hourly based.

3.5.2. Emergency Fire Pump

1. Emergency fire pump must be tested for operation, every week. The priming pump and associ-ated piping near valve should be confirmed functioning well.

2. In addition the pump is also to be tested during light draught condition at least once in fourmonths, with two fire nozzles with hoses, connected one forward and one aft. Following is tobe recorded and included in the deck four monthly reports sent to the office.

a) Pump running duration. (pump to be operated for at least 30 minutes)b) Pump suction and discharge pressure at the local station and on the bridge.c) Priming Pump operation, if fitted.d) Electrical load, if driven by electric motor.e) Load on the engine, parameters, and condition of exhaust, if driven by a diesel engine.f) Vessel’s forward and aft drafts.g) Position of engine fire line isolation valve, whether open or shut and operation of valve.

3. The suction and discharge valves of emergency pump are to be tested for operation, every week.Where the suction valve is provided with remote operating devices or extension spindles, opera-tion of the same to be tested every week.


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4. The position of isolating valves to isolate the section of the fire main of the machinery spaces fromthe rest of the line must be clearly marked and tested for operation every week.

5. The position of deck fire main valve is to be similarly marked and the valve is to be operated ev-ery week.

6. Where the emergency fire pump is driven by a diesel engine, High Speed Diesel capable of read-ily starting the engine in its cold condition down to a temperature of 0o C, should only be used.The fuel tank should always be kept topped up. The regulation requires the fuel tank of sufficientcapacity to run on full load for at least 3 hrs and sufficient reserves of fuel should be available out-side the main machinery space to enable the pump to be run on full load for additional 15 hrs.

7. Sufficient spares, as per the critical spares part list, are to be maintained for the main and thepriming pump, at all times.

3.5.3. Fixed Co2 Installation

1. The access to the CO2 installation room must be kept clear at all times

2. The ventilation fan is to be started at least 10 minutes prior to entering the room.

3. The operating instructions to start releasing CO2 must be posted near the remote and local sta-tions.

4. The release station cabinet door operated alarm and its associated trips, are to be tested ev-ery three months. All ship staff must be familiar with the audible alarms. All other audiblealarms in the releasing system, including gas approach alarm, are also to be tested everythree months.

5. Where Low pressure bulk CO2 system is provided, the rated amount of liquid carbon dioxide is tobe stored in vessel under the working pressure in the range of 18 to 22 bar. High pressure alarm(22 bar), low pressure (18 bar) and low level alarms to be tested every three months. The reser -voir pressure / temperature and cooling system parameters are to be recorded in the engine roomLog Book.

6. The piping for the distribution of fire-extinguishing medium is so arranged and discharge nozzlesso positioned that a uniform distribution of medium is obtained. The requirements demand that 85per cent of the gas can be discharged into the space within 2 minutes

a. To ensure that the piping and the nozzles are clear to meet the above requirements, these mustbe blown through by clean dry air, once in three months and recorded.

7. The Flag administration may sometimes require the onboard annual weighing or level check ofthe individual bottles of the gang release system. Same is to be confirmed with the vessel’s Su-perintendent and complied with.


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8. System examination and servicing by approved workshop is to be carried out every twoyears. For maintenance purposes the CO2 lines must be blown through every threemonths.

9. The securing arrangement for the cylinders in a gang release system should be periodicallychecked. Special attention should be paid in re-tightening the clamps when the cylinders are re-moved for weighing or replenishment. The cylinders may otherwise rotate due to vibration and re -sult in malfunction or rupturing of pipe connections and in some cases to the premature release ofthe CO2 gas. The rotation may also cause misalignment making the operation difficult or even im-possible when required.

10. When work is to be carried out on any part of the CO2 system, including remote controls, or anyspace containing CO2 cylinders or a CO2 bulk storage unit all precautions should be taken toprevent accidental release of gas. Risk assessment shall be made prior to the work.

11. When nature of the work requires the system be made inoperative or where it has to be temporar -ily inactive to permit safe working, due consideration to the various fire risks in the spaces nor-mally protected by the CO2 system, should be given. In addition during the period while the sys-tem is not available, work which would increase the hazard within the protected spaces should notbe permitted.

12. Where the system has been made inoperative or temporarily inactivated to permit safe working, itshould be ensured that the system is restored to its operating condition on the completion of thework

13. It will be prudent to mention that unless there is a clear written agreement which delegates the re-sponsibility to the ship repairer or the company undertaking the work, the responsibility of the ac-cidental release remains with the owner. When the responsibility has been delegated in writing tothe repairer, the Master should ensure that the system is restored to its operating condition oncompletion of the work.

14. To prevent unauthorized use, the space containing the CO2 cylinders or the CO2 bulk storage unitshould normally be kept locked at all times, with one of the keys being readily available in a glassfronted case near the entrance to the space.

3.6 ENGINE ROOM MACHINERY MAINTENANCE

3.6.1. Main Engine

1. All Main engine alarms and trips are to be tested as per PMS / guideline listed in Annex II.

2. Increasing and Decreasing of Main engine Power:

In the absence of programmed or automatically controlled speed and power changes in the FullAhead (maneuvering) to M.C.R. range, the Master, as advised by the Chief Engineer, will establishprocedures for acceleration and deceleration based upon the propulsion plant characteristics. This isto avoid thermal stress on Main Engine.


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Engine Room personnel are to be given sufficient notice prior to standby to allow the main propulsionplant power to be reduced gradually over a period of not less than two (2) hours so that Full Ahead(maneuvering) revolutions can be reached ten minutes before standby.

For engines with critical speed ranges, these are to be clearly displayed on notices adjacent to eachengine control station and in the wheelhouse and must be bypassed, either manually or byprogramme, during acceleration or deceleration stages.

3. Camshaft inspection must be carried out regularly at recommended intervals. The rollers of bothExhaust valve and Fuel pump driving gear must be checked if it is turning. In the event of rollersnot turning, it will result in damaging the cam surface & other roller itself.

4. On the exhaust valve actuator of B&W engines, the clearance between the lifting gear arm,where fitted, and the roller guide, at its bottom most position, should be checked during each in-spection. Improper tightening of the Exhaust valve actuator roller guide lifting arm bolt maycause the arm to break due to repeated hits by the roller guide. The lifting gear arrangement is rarely used, and only in connection with emergency running, apossible breakage will not normally be identified until the bottom tray of the camshaft housing isinspected. In worst cases, the broken piece may get trapped between the cam and the bottomtray and cause severe damage.

Once the clearance is adjusted / ascertained, the lifting arm bolt must be locked in positionusing the locking plate provided. Care must also be taken to adjust clearance, duringoverhauling of the exhaust valve actuator.

The above-mentioned lifting tool has been modified by a new lifting tool by some B&W enginemakers and therefore may not be found on some new engines.

5. The crankcase must be inspected every month or after every long voyage. In addition to thenormal checks, the supporting ribs of the cross girders in the thrust bearing section must bechecked for cracks. Also condition of Diaphragm between sump and crankcase must be in-spected.The Holding plate for the main bearing jack bolts, where fitted, should be checked for cracks.Care must be taken while tightening the bolts to ensure that hydraulic oil pressure higher thanspecified is not applied.

6. Correct cylinder L.O rate should be maintained at all times. On Engines not fitted with “Load De-pendent Lubrication” system, care should be taken to ensure right lubrication during start upand increased load condition. The lubricator low level alarms and non-flow alarms must betested regularly. The Lubricator drive coupling bolts must be checked for tightness every sixmonths. The timings must be recorded and compared with the specifications.

7. Pay attention to the following when the main engine is running.

a. Running condition of the fuel pumpb. Amount of drainage from the drain valve on the air-side of the air cooler


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c. Physical properties of the system oil and blowing frequency for the secondary filterd. Quantity, foaming, turbidity of lubricating oil for the turbo chargere. Oiling of joint at the fuel pump and cylinder lubricator drive gear systemsf. Cylinder head cleaning and early detection of various kinds of leakageg. Inspection of seal ring when the amount of leakage from the stuffing box exceeds the stan-

dard specified by the maker.

8. Fuel oil pressure must be maintained as recommended by the Maker’s. (Normally between 7-8bar) The increased Fuel pressure is observed to have negative effect on functioning of shockabsorbers and VIT racks of pumps, fitted on B&W engines. When required, the pressure shouldbe adjusted by the pressure regulating valve at the engine outlet and not by adjusting the by-pass safety valve of the booster pump.

The shock absorbers of these pumps are designed to work optimally at 7 – 8 bar inlet pressure.Due to improper functioning at high fuel inlet pressure, the high peak pressure, which is createdwhen the cut-off edge of the plunger passes the cut-off holes, will not be absorbed and mightthus have a damaging effect on pipes and other components in the low pressure system.

Also at the increased fuel oil inlet pressure the force required by the air positioner to move theVIT rack is higher than at low fuel pressure.

9. The Back-up rings for jacks in the Hydraulic Ring on cylinder covers, where fitted must bechanged at each overhaul. Specially, those closer to the exhaust manifold are observed to dete-riorate fast and consequently cause difficulty in loosening of the nuts.

10. Heavy sludge sometimes may accumulate on the top of fuel pump barrels in B&W engines. Onpumps fitted with VIT, this may prevent the movement of the barrel causing excessive increaseof Peak pressures. The accumulated sludge must be periodically cleaned while running, usingcompressed air / light diesel, and by removing the top cover at recommended intervals duringstoppages.

11. Care must be taken while handling the cross head and crank pin bearing caps. The bearingshells have sometimes fallen off due to breakage of the locking screws. The precautions aremost important on the larger engines. Additional support must therefore be provided for secur-ing the bearing shells during inspections by using the tool, if provided by some maker’s.

12. Where more than multiple fuel injectors are fitted on a unit, it must be ensured that the differ -ence between their opening pressure is not more than specified by the maker.

The fuel injectors must be maintained in a good operating condition to avoid impropercombustion, loss of thermal efficiency and excessive burn out on piston crowns. The nozzle tipsof right specification must be used always. The dribbling of the injectors can cause deep burnspots on the piston crown.

The maker’s instructions for the interval of reconditioning of nozzles, spindle / spindle guides, asfitted must be adhered to. When reconditioned ashore, the maintenance reports and records


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must be maintained. All fuel valves on board to be numbered so that the maintenance interval ofthem can be monitored.

While fitting the fuel injectors, care should be taken to ensure that maker’s instructions arefollowed for proper tightening. Excessive tightening may cause deformation of components inthe fuel valve.

13. Reversing link for Fuel pump roller guide on B&W MC engines must be inspected for cracks bypulling out the roller guide. After first inspection, this can be done along with the Fuel pump ac-tuator overhaul.

14. Fuel pump puncture valves (B&W MC Engines), where fitted, are known to sometimes get stuckduring start up. The valves are therefore to be overhauled at maker’s recommended interval orless and monitored closely for correct operation. A lifting tool should be fabricated onboardwhich can be used for checking in events of problems.

15. Condition report of the exhaust valves should be maintained. All exhaust valves, including thespare ones must be marked with identifying number. Record for the complete assembly,

Seat, spindle, housing and seal rings must be maintained. Wear status / limits against each ofthese should be recorded. Sample forms drawn by the maker’s in their service notes or manu-als may be used for this purpose.Care must be taken to ensure that the exhaust valves are overhauled as per the Maker’sinstructions and all bolts and nuts tightened to the specified torque. Over tightening of theactuator bolts have sometimes caused the air piston cylinder of B&W exhaust valves to deformcausing the failure of air piston sealing leading the valve to remain open.

Where Nimonic valves are used, Maker’s special instruction for grinding, using the specialgrinding wheel provided, must be adhered to.

16. Inspection must be carried out through the scavenge ports every 1000 Hours to ascertain thepiston and the liner condition. The rings must be checked for lubrication, deposits, springing ac-tion and micro seizures. Assessment can be made of the piston ring radial wear by checking thebutt clearance, where visible and accessible. The piston skirt bolts and locking must bechecked. The piston top must be examined for deposits and burning. The lubricator should beoperated manually and each quill checked for operation. The liner surface, as much as visiblemust be examined for lubrication, scoring marks and micro seizures. The piston cooling must bekept on and piston checked for leakage. The under piston spaces must be cleaned thoroughlyand the drains cleared off blockage. After the inspection, all data should be entered in formTE08 and sent to office along with month end mail.

17. The shaft earthing device must be maintained in good order. Improper maintenance may causearcing between the shaft and bearing leading to bearing damage. The band surface should beregularly polished and the brush tension maintained to ensure good contact. A spare set ofbrushes must be maintained on board. The reading should be recorded daily and checked to bein compliance with the specified limits depending upon the operating condition i.e. draught, S.Wtemperature, and S.W density.


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18. The Top stays and braces must be checked regularly for cracks at the fastening points.

19. The dynamic forces, which are imposed by the engine, are taken by the engine seating. Thebedplate bolts (holding down bolts) to the seating should be checked for tightness to ensurethat no dynamic movement is possible between the bedplate and the seating. All bedplatechocks, side and end-chocks are also to be examined as per maker’s maintenance intervals

3.6.2. Operation at Low Loads

Some of the values listed below maybe subject to change and careful reference should be made toManufacturers Service Manuals and latest Service Bulletins.

When the engine has to be operated for a prolonged period of time (longer than two hours), carefulobservation of the following measures are to be taken:-

3. The fuel injectors must be in good condition, i.e atomization should be good and their spray holesmust not be eroded.

4. Careful preparation of the heavy fuel is essential.

5. The temperature of the fuel is to be set to the upper limit i.e. a viscosity of 10-12 mm 2/s (cSt) is tobe maintained at the fuel pumps of the engine. In addition the tracer steam to the fuel injectorpipes is to be kept open in order to maintain adequate fuel temperature at the fuel injectors.

6. The jacket temperatures are to be kept on the higher scale of range, so that the combustion air inthe cylinder does not cool down unnecessarily.

7. To keep the combustion air and in turn also the exhaust temperature at a higher level during slowrunning, the seawater inlet temperature to the air coolers must also be kept as high as possiblemaintaining the normal flow rate. (The seawater outlet temperature should, however, not ex-ceed 450 C).

8. The exhaust gas temperatures after the cylinders should not drop below 2000 C. Should it forsome reason not be possible to maintain an exhaust temperature of 2000 C after the cylinders,due to operational reasons, then the engine must be run up to a higher power level at least twicewithin 24 hours until an exhaust temperature of 2750 C is reached.

9. The run-ups should be executed in small steps, during which the Turbocharger tachometers mustbe kept under close observation. Once an exhaust temperature of 2750 C after the cylinders hasbeen reached, the respective engine speed should be maintained for at least 20 minutes.

3.6.3. Indicator Diagram

1. Indicator diagrams are to be recorded at least once during each loaded and ballast passages inthe month.


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2. These must preferably be recorded on departure during normal weather conditions.

3. The wind, current and the swell condition is to be recorded for the comparison.

4. The repairs / overhauls carried out since last set of cards recorded should also be mentioned toanalyze improvements through overhauls.

5. In addition a set of cards must be recorded prior to and after dry-docking to estimate improve -ments through underwater hull maintenance

6. The differential between the Pmax between units should be within the makers recommended lim-its.

7. If the average Pmax for the units is higher / lower than specified or as compared to test recordsfor the similar rpm / load condition, the cause is to be analyzed and attended on priority. The ‘shoptrial’ performance curve should be used as a reference / analysis.

8. The difference between Pmax and Pcomp should not be more than specified by the maker. Toohigh a difference would cause the piston rings to collapse.

9. All other engine parameters are to be recorded and compared with the test records for similarload conditions.

10. Main Engine performance should be sent to office every month using form TE07 on the followingoccasions:

Once every month for normal operating parameters

Immediately upon change of bunker fuel

Immediately upon major overhaul of components

3.6.4. ESTIMATING TORQUE CONDITION OF MAIN ENGINE

The most dependable method of estimating the engine power developed is T/C RPM. FromTurbocharger RPMs readout, refer to Engine power/load diagram and estimate the power developed~ say BHP say at engine rpm N

As per propeller curve, calculate N1, i.e.

N1 = (BHP / BHPMCR) 1/3 X NMCR

Apply calculated value of N1 and derive M, i.e.

M = {(N – N1) / N1} x 100 (%)

If M<0 (Minus value): M/E is operating under torque rich condition.


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If All OK, M>0 (Positive value).

Chief Engineer should always assess the torque running conditions of the engine and should be famil -iar with the use of the above formula.

3.6.5. Engine Cooling Water Treatment

1. The cooling water is to be kept free from rust and deposits.

2. When replenishing, use water only from ship’s distillation plant.

3. Appropriate corrosion inhibitor and dosage, as per the maker’s and chemical supplier’s recom-mendation is to be applied.

4. Cooling water is to be tested on board every week when on / normal make up condition .Water is also to be tested each time make up water is taken after overhauls, and till the requiredchemical level is achieved. Sample is to be taken from the circulating system, and not from theexpansion tank or the pipe leading to it. Records for the tests on board are to be maintained onthe chemical manufacture prescribed forms and sent to chemical manufacture and to synergy of-fice by email.

5. Inhibitor in the powder form is not to be dosed directly into the expansion tank, but must be dis-solved in water and then added to the cooling water system.

6. The cooling water space must be regularly examined to check the efficiency of the corrosion pro-tection. The spaces must be checked for corrosion, corrosion fatigue, cavitation, and scale forma-tion.

7. Chromate based inhibitors are not to be used due to the possibility that the cooling water mayleak into drinking water circuit via the freshwater generator.

8. Only nitrite-borate based inhibitors are to be used. When using these inhibitors, no pipe sectionof fresh water cooling system is to be renewed with galvanized pipe during repairs, as this maylead to zinc sludge deposits.

9. When increase in the chloride content is observed, the salt-water leakage is to be traced and re-paired at first opportunity. The upper chloride limit specified by the inhibitor supplier must not beexceeded, and additional inhibitor must be added as per the maker’s recommendations.

10. A decrease in the pH value, or an increase of the sulphate content, may indicate exhaust gasleakage into the water system. In such an event the leakage must be identified and rectified.

11. Vessel should enter analysis result in TE-O-03 or in chemical supplier’s analysis form and send tooffice along with the month end report.

3.6.6. NOx Technical File


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MARPOL Annex VI requires all diesel engines installed after 1st January 2000, with a power output ofmore than130 kw to be tested and issued with an Engine International Air Pollution Prevention(EIAPP) certificate and an approved NOx Technical File. The approved Technical File provides detailsof the original engine components settings, operating values and allowable adjustments which ensurethe engine will continue to operate within the acceptable NOx emission limits. This EIAPP certificateand approved Technical File stays with the engine and remains valid for its life. Periodic verificationsurveys are carried out by the Class to confirm the engine continues to operate within the on-boardNOx emission limits.

If any adjustment, part replacement and modifications, which influence NOx emission characteristics,are carried out, then this should be recorded chronologically in the engine’s record book. ID numbersof all such components used are to be recorded. The ID numbers are stamped on these parts and record the numbers before fitting the component tothe engine.

For Eg: the ID number of a cylinder liner usually stamped just above the scavenge ports, on theinjection nozzle of a fuel injector valve. The location of ID numbers of these components will bementioned in the NOx technical code.

When adjustments are made on FQS (Fuel Quality Setting) and injection timing for operationalreasons, the limits mentioned in the NOx Technical file should not be exceeded.The following are the list of components and settings that normally influence the NOx Emission. Forship specific list please refer to the NOx Technical file:-

a) Fuel injection timingb) Fuel injector nozzlec) Fuel pump plunger & barreld) Fuel cam e) Exhaust camf) Cylinder coverg) Piston crownh) Cylinder lineri) Turbochargerj) Compressor wheel / turbine rotork) Diffuser / nozzle ringl) Aux blowerm) Scavenge air coolern) Governoro) Shim thickness to change the compression ratio and if shims used on the fuel pump

The above guide lines are applicable for the auxiliary engines also.

3.7 MAIN ENGINE TURBOCHARGERS

1. Utmost care must be exercised in the operation and the maintenance of the Main Engine Turbochargers.


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2. All indicating instruments, including tachometers, manometers, pyrometers for exhaust gas, ther-mometers for bearing oil and vibration monitors (if fitted) are to be maintained in good working or -der.

3. Minimum spares as indicated, in the ship’s minimum spare part list is to be maintained at alltimes.

4. Proper record is to be maintained for each overhaul, in terms of the measured clearances, align-ment, dynamic balancing, details of the parts renewed. All reports from the Service Engineersmust be retained in the onboard filing system.

5. Maker’s instructions for the overhauling schedules and intervals are to be strictly adhered to.

6. When the bearings & pumps are to be renewed it must be ensured that the correct type for theturbocharger fitted, are available on board or ordered in time. The correct type can easily be foundfrom the regular service notes sent to the vessel. In case of any doubt, the office should be con -sulted immediately.

7. When overhaul or spares are requested, full specification from the name plate on the tur-bocharger casing must be furnished.

8. The L.O pumps must be checked for proper L.O flow after each stoppage and especially afteroverhaul and oil change, as these have been known to lose suction under such conditions. A canof L.O must be kept handy to prime the pump by pouring oil on to the filling cup.

9.3.8 BOILERS

3.8.1. Boilers require careful monitoring, operations, inspection and maintenance.

The general condition under which any particular vessel’s machinery is required to operate will beadvised in maker’s manual.

There are different boiler designs of high pressure water tube boiler types in service, but the principlesof care and attention are generally similar. Detailed requirements for specific boilers on individualvessels are to be obtained by reference to the Maker’s Instruction book.

Gauge glass readings and the operation and function of boiler alarms, trips and the low water levelfuel shut-off, must be clearly understood by all personnel appointed to tend boilers.

Personnel shall be instructed that: -

• If there is any doubt regarding the adequacy of water in boilers, fires must be shut off immediately• Feed water must not be added to a boiler in an overheated condition

Raising Steam


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Manufacturer’s recommendations on time scale, fuel firing rate and general precautions to be takenwhen raising steam must be followed as closely as possible.

A Senior Engineer Officer shall check that all valves are correctly set (open or closed as appropriate)before a boiler is lit and be present when a boiler is first lit after a period of shutdown or maintenance.

The Senior Engineer Officer is to ensure that the water level is satisfactory, gauge glasses, pressuregauges, and all necessary air vent are open and drain valves are shut prior to a boiler being lit.

These valves are to be kept open until such time as the boiler has been fully warmed through andsteam raised. The attending engineer Officer must ensure that the water level is satisfactorilymaintained whilst raising steam. These valves should only be shut when flow through the superheater has been established by other means.

It is essential that the super heater vent valve be opened prior to firing the boiler, and be kept openuntil the boiler has been placed on line.The super heater vent valve may be referred to as the “Starting Valve” in some manufacturer’sliterature.

Prior to the initial lighting of any fire it must be ensured that the furnace is clear of all debris and anyaccumulated oil residues, and that air purging of the furnace has been carried out in accordance withthe Makers recommendations. When flashing from cold, the following must be observed:

• The boiler will be flashed in timed steps to reduce thermal stress.• If the boiler FD fan is not available, check that the boiler purge is on a ‘number of air volume

changes’ and note that longer purge time will be required.• If initial firing is with Gas oil, as soon as the plant is warmed through sufficiently to heat Fuel oil,

changeover to Fuel oil. Extra care should be taken for purging when flashing on gas oil, due tothe greater quantity of gas generated.

Similarly after a burner failure in service, or failure to light during initial firing, it must be ensured thatthe recommended minimum purge period is completed before the burner is re-lit.

After raising steam and prior to placing the boiler on line all gauge glasses, alarms, trips, and the lowwater level fuel shut-off are to be tested in operation.

A Senior Engineer Officer is to supervise the operation of putting a boiler into service. He is to ensurethat all level, pressure and flow sensing lines are open and that the emergency fuel shut off valve iscorrectly set.

When the boiler is on line and delivering its required load the Senior Engineer is to ensure that thefeed water regulator, combustion control equipment and other automatic duties are operatingcorrectly. He is to verify that all relevant gauges and indicators are functioning.


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Alarms and Shutdowns

All alarms and shut downs shall be tested regularly in accordance with a schedule for testing allmachinery alarm systems. At each boiler shutdown, boiler trips shall be tested.

Combustion

Good combustion is a prerequisite for maximum boiler efficiency.

The combustion process is to be considered as including everything from the receipt and storage ofbunkers to the emission of flue gas.

Fuel is to be heated to a maximum of 50oC for pumping. Fuel is to be retained in settling tanks andallowed to settle for as long as possible to obtain optimum separation and extraction of water andsludge.

Standby fuel oil service pumps are to be maintained in good operating order and set for automatic cutin when applicable.Suction and discharge fuel oil strainers are to be changed over and cleaned regularly. Operatingcycles for self-cleaning strainers are to be checked similarly.

Oil burning equipment designs usually require viscosity at the burner of between 15 and 65centistokes. The requirements for each vessels installation are to be obtained from the MakersInstruction Book and temperature or viscometer settings adjusted to achieve it.

When bunkering different grades or viscosities of fuel, all reasonable measures are to be taken toavoid mixing of grades. Where mixing of grades is unavoidable however, due allowance is to bemade for the resulting variations in viscosity during the pre-heating of the fuel prior to burning.

Fuel Heaters

Fuel heaters must be maintained in good condition ready to meet the outlet temperature required atfull load.

Burners

In principle, burners are to be treated with the same degree of care as is usually afforded dieselengine fuel valves.

The dismantling, inspection and re-assembly of burner parts is always to be done by, or under, thesupervision of an Engineer Officer.

Incorrect cleaning of important parts, such as cleaning sprayer holes with hard wire, may causeconsiderable damage and must be avoided.

Fireside fouling, tube impingement damage and severe local over heating can be caused by adistorted fuel spray pattern often the result of damaged edges of sprayer plate holes.


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Sprayer plates with damaged or oversize holes are to be discarded.

Close attention to the mating faces of sprayer plates can reduce burner tip leakage and thedeterioration of quarls which results from fuel dripping onto them.

To obtain a balanced operation with efficient combustion in a multi burner furnace the fuel throughputof all burners must be the same. To ensure that this is so, the holes in sprayer plates are to bechecked regularly for size using a taper gauge or shank of a parallel twist drill.

Mixed burner tip sizes are not to be employed in a furnace.

During steady steaming conditions burners are to be kept in the boiler for as long as is possiblewithout changing to reduce damage sustained by unnecessary handling. Cooling air should be opento burners not in use.

Carbonized fuel adhering to burner barrels attracts yet more fouling. Polishing the barrels before usewill diminish this tendency.For greater efficiency at reduced load the greatest number of burners utilizing small tips are to be keptin operation, with the fuel pressure maintained in the upper range of the permitted limits.

Air/fuel ratio and air temperatures have a marked influence on combustion efficiency and are to beregularly checked against design figures.

If good combustion is to be achieved the only supply of air into the furnace should occur through theburner register. To assist in maintaining good combustion care is to be taken to ensure that casingdoors fit tightly and that joints and gaskets are not damaged.

Uptake Temperature

To avoid ‘cold corrosion’ in uptakes resulting from the condensation of sulphuric acid, final flue gastemperatures must be kept above the prevailing dew point (usually about 150oC)

Automatic Combustion Control

The various components and systems installed for the efficient and safe operation of the combustionprocess are to be maintained to the highest standard.

Manufacturer’s and Builder’s instructions and settings based on design and trials parameters forburner management and combustion control are to be adhered to as closely as possible.

Adjustments or alterations to settings are not to be made without the knowledge and approval of theChief Engineer.


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Super heater vents to be opened

1. Low water alarm / trip and safety cut outs are to be tested. The float chambers for the sameare to be blown through once a month in port to ensure that the steam / water side valves andthe drains are not blocked at any time.

2. All other alarms and safety cut outs are to be tested every month.

3. Burners are to be overhauled every month.

4. Proper combustion is to be maintained at all times to ensure that emission is clear and within thelimits and requirements laid by the port or terminal authorities. Ch/Engr should always check thecolor of the smoke and assess the air/fuel ratio. Smoke discoloration is often and indication of aproblem inside the boiler.

5. The soot blowing must be carried out once every watch or at least 4 times a day when the ma-chinery spaces are kept unmanned.

Permission must be obtained from the Bridge duty officer prior carrying out soot blowing.

On tankers, soot blowing may not be permitted whilst the vessel is at the terminal or within portlimits. Tankers fitted with Inert gas system the interlock between soot blowing & I.G. plant isoperational.

6. All mountings should be maintained in good condition. All steam leakages must be attended to onpriority.

7. The supporting stays and hangers must be regularly checked for cracks and tightness.

8. The foundation must be regularly inspected.

9. While the boiler is in operation check that the flame is not impinging on the tubes.

10. BURNERS SHOULD NOT BE FIRED BEFORE THE FURNACE HAS BEEN PROPERLYPURGED

3.8.2. Furnace

1. On tankers the boiler furnace must be inspected during each shut down. The furnace of otherauxiliary boilers must be inspected at least once in three months. Boilers burning waste oilmust be cleaned every two months and furnace inspected at this time.

2. During fireside inspection, ensure that the tube bank is clean and free of any accumulation of sootor slag. Surfaces of water drum exposed to combustion gases, including tube and areas along thesides of the drum underneath the last row of tubing between drum and casing must be closely ex-amined.


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3. Check that there is no heavy accumulation of slag or crusted ash on the screen tubes.

4. Ordinarily the screen and water wall tubes can be cleaned by scraping or with a wire brush.

5. Inspect the water wall tubes and front row tubes for any indication of cracking, blistering, or over-heating.

6. Inspect the furnace refractory for slag, flame impingement, or inadequate provision for expansion.Failure of refractory to be repaired in accordance with the instructions in the manufacturer’s tech-nical manual.

3.8.3. Water / Steam Drum

1. Carry out inspection of the waterside whenever a boiler is opened for any reason, to be certainthat the methods of analysis and treatment of the feed water and boiler water are satisfactory.

2. Check the appearance of the drum and tubes carefully, looking for the presence of corrosion,scale and other deposits. Open the water wall hand holes nearest the ends of the water wallheaders and see that water wall supply tubes and headers are free of sludge or other foreign ma-terial which may restrict the circulation

3. Boiler and water wall tubes must be kept free of scale deposits, oil, and corrosion. Water walltubes and the boiler screen tubes which are exposed to the radiant heat of the furnace wall canoverheat with even a very thin layer of scale deposit. Scale deposits are caused by failure tomaintain correct chemical conditioning of boiler water, failure to vent the boiler when starting toraise pressure, or improper lay-up and care of the boiler when out of service. If pitting or localizedcorrosion is present, the cause is most likely oxygen in the feed water.

4. If scale is found, it must be removed before returning the boiler to service.

5. Oil deposits in water spaces lead to poor heat transfer, local overheating of the surfaces, and inworst cases may cause hazardous atmosphere in the drum. Oil may also cause deposits in superheaters and turbine blades, blockage in valves and piping leading to pressure and level indicatorsand controllers. If found, the cause of oil ingress must be ascertained and rectified before puttingthe boiler back into service. The surface must be thoroughly cleaned of all deposits by manual orchemical cleaning procedures as per the maker’s guideline.

6. Corrosion or pitting damage will require repairs. These must be reported to the office in order toarrange suitable repairs under the supervision of Class.

7. After completing or any repair work in the boiler, ensure that all tools, bolts, and other items havebeen removed. Brush out all dirt welding spatter and similar material. Wipe up any oil and washthe drums with warm fresh water. A thorough inspection must be carried out.

3.8.4. Boiler Low load operation


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On tanker vessels, often ship staff found reducing the Air ratio to achieve 5% oxygen content in theFlue gas, while operating the boiler at low load. This results in incomplete combustion of the fuel andcauses:

Excessive soot formation Risk of cargo contamination (especially on product and chemical tankers) Excessive froth formation at scrubber outlet

What is LOW LOAD operation of boiler?Operation of Aux Boiler at any load less than 30% of full load is considered as LOW LOAD.Why below 30% load is considered as LOW LOAD?Please refer to the below graph showing relation between boiler load and oxygen concentration for atypical marine boiler.

At 20 % load the ideal O2 in flue gas should be about 6.5%. If the EXCESS AIR ratio is reduced toachieve 5% O2 (to meet Inert Gas requirement) at 20% load, the combustion enters SMOKE ZONE.We can also note that, at all loads below 30%, ideal O2 content is always above 5%. Only at andabove 30% load, O2 content in flue gas can be at or below 5% without entering in to SMOKE ZONE. Hence operating boiler below 30 % load is considered as LOW LOAD operation.

Why EXCESS air is required?Theoretically, perfect combustion occurs when there is just enough O2 in the supplied air to react withall the carbon in the fuel supplied. This quantity of supplied air is often referred to as the “TheoreticalAir”. To ensure there is enough oxygen to completely react with the fuel, extra combustion air is usuallysupplied. This extra air, called “Excess Air”, is expressed as the percent air above the amounttheoretically needed for complete combustion.Percent of Excess Air required to obtain a particular O2 content can be roughly determined using thefollowing formula:% Excess Air = %O2 measured x 100

(20.9 - %O2 measured)


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By rule it is mandatory to maintain oxygen level of flue gas below 5%, when flue gas is used forinerting cargo tanks. This is achieved by adjusting the Air/ Fuel ratio (most of the boilers it is preadjusted) to achieve the desired O2 content.

Applying the above formula the “Excess Air” required for achieving 5% O2 comes to about 31 %(about 131 % of theoretical air). Below graph indicates the relationship between %O2, CO and CO2.We can note, as excess air percentage increases, there is drop in CO and CO2

What are the Conclusions?While operating in Tanker Service mode the boiler load can theoretically fluctuate from 0 to100 %.During initial startup/ end of cargo operation, steam demand is generally low and boiler load canfall below 30 %. This causes the O2 content to rise higher than 5%. To bring down the O2 contentEngineers tend to decrease the Air/Fuel ratio and this results in operating the boiler in SMOKEZONE.If due to low steam demand the boiler load is falling below 30%, Engineers should change overthe LOAD control to MANUAL and set the load above 30%. DO NOT CHANGE OVER AIRCONTROL TO MANUAL MODE.


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If the steam demand is low and boiler drum pressure is rising, excess steam should be effec-

tively utilized for other heating applications. If steam pressure still increases, dump the ex-cess steam instead of reducing boiler load to below 30%.

Boiler Burner settings should never be tampered. Any change in the settings to be carried

out only after taking approval from office. Changes in the setting value should be properlydocumented (Before and After).

When using the boiler in IGS mode the minimum load on the boiler is limited (factory set) to

above 30%. This setting should not be changed. Engineers and Deck officers must understand that it is not necessary to maintain Oxygen

content below 5% when flue gas is not used for inerting cargo tanks. Pre-discharge meeting between Engineers and Officers must discuss about cargo discharge

rate, expected load on boiler, IG pressure to be maintained and plan should be made accord-ingly.

Above instruction is applicable only to vessels where auxiliary boiler flue gas is used for inerting cargotanks.

3.8.5. Exhaust Gas Economizer

1. Water circulation through the Economizer must be commenced at least 2 hours before using themain engine. Similarly water circulation must be maintained for at least 4 to 6 hours after the en-gine is stopped and circulating pump can be stopped only upon confirming that economizer tubeshave cooled down and there are no signs of soot burning.

2. Modern diesel engines are efficient and have reduced exhaust gas temperatures. Boilers fittedwith narrowly spaced gills or fins on the coils surfaces for high efficiency are more prone to foulingand fires especially when Main Engine is operated on reduced speed for prolonged periods or issubjected to extensive manoeuvring or is run on poor quality fuels.Soot blowing must therefore be carried out once every watch or at least 4 times a day whenmachinery spaces are kept unmanned during nights. Prior permission must be obtained from theBridge.The steam supply line must be drained of any condensate prior to soot blowing; else this canhave very damaging effect on the tubes.If engine is operated at slow speed ( less than 40% MCR), the engine must be revved upgradually to 85% MCR (unless other restrictions are imposed) and run at that RPM for 30 minutesbefore commencing soot blow operation with maximum exhaust gas velocity. This operation to becarried out at least once in 48 hours when vessel is employed on long voyages ( more than 5days) and once in 36 hours if voyage is less than 5 days.In case of suspected soot burning, precautions shall be taken to prevent soot burning from esca-lating into a soot fire by ensuring sufficient flow of cooling water, regular rounds and monitoringtemperatures and pressures. In case of a soot fire, immediate action shall be taken such as stop-ping Main Engine at the earliest opportunity, ensuring the circulating pump is kept running, stop-ping auxiliary blowers and covering TC suction filters to prevent ingress of fresh air into econo-mizer. In case of water loss, circulating pump should be immediately stopped and economizer tobe drained.

This section is applicable to ships were owners permit water washing of boilers.


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3. The Economizer smoke spaces must be cleaned by fresh water high-pressure jet every 500 ~1000 running hours of Main Engine. Vessels operating on Slow Steaming will need to monitor theeconomizer fouling closely and implement water washing at 500 hours or earlier when found nec-essary. Vessels operating under normal loads may stretch the water washing intervals to 1000hours. Upon completion of water washing the circulating pumps should be started immediatelywhen the remaining soot is still wet. This will cause the remaining soot to dry up and detach fromthe tubes and fall off. . Thereafter, Economizer is to be blown with dry air. Use of Ship-specificChecklist “Exhaust Boiler water washing procedure must be ensured”. Special attention to be paidto ensure that the engine exhaust casing and the Turbocharger are not flooded during washing.Drains provided on the exhaust gas side of T/C should be kept open throughout the entire opera-tion.

On sailing fire watch must be arranged on deck to check on the loose carbon flakes that may falloff during initial running of the engine.

4. While inspecting the flue gas side of the economizer the surfaces of the elements are to bechecked for corrosion, thinning, and accumulations of packed soot.

5. The soot blowers should be operated through a full cycle and inspected.

6. The welds of the return bends must be inspected for corrosion.

7. The water side of the economizer must be inspected annually for oxygen corrosion or pitting.

PLEASE COMPLY WITH THE OWNER SPECIFIC POLICY IF IT IS DIFFERENT FROM THEINSTRUCTIONS GIVEN ABOVE.

3.8.6. Precautions While Working on Boilers

1. Boilers should be opened only under the direction of a Senior Engineer. Care should be taken tocheck, after emptying, that the vacuum is broken before the manhole doors are removed.Even if an air cock has been open the practice should always be to loosen the manhole door nutsand break the joint before the removal of the dogs and knocking in the doors. The top manholedoors should be removed first. Personnel should stand clear of hot vapor when the doors areopened.

2. Entry should not be made in drums, furnace, or flue space until it has cooled sufficiently. EnclosedSpace Entry Permit must also be obtained prior to entry.

3. When an entry is to be made in a boiler which is a part of two or more boilers, it should be en-sured that:-a) All inlets through which steam or water might enter the boiler from any other part of the range

have been disconnected, drained and left open to the atmosphere.or, where that is not practicable


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b) All valves or cocks, including blow down valves controlling entry of steam or water, have beenclosed and securely locked, and notices posted to prevent them being opened again until au-thorization is given.

3.8.7. Safety Valves

1. Safety valves differ from the relief valves in that they are designed to open completely (pop) whenthe set pressure is reached, and to stay open until the boiler pressure is reduced below the setpressure. The difference between the pressure at which the valve opens and the pressure atwhich it closes is called blow down.

2. The safety valves must be adjusted to lift at the pressure in accordance to the maker’s specifica-tion and under the supervision of the Class surveyor. Where boilers are not fitted with super heater, the safety valves are normally to be set to open ata pressure of not more than 3% above the approved working pressure. The correct liftingpressure for the boiler fitted on the vessel must however be verified from the specifications.

3. Blow down ratio in accordance with the specification must always be maintained.

4. The location of the easing gear, provided for floating the safety valve should be clearly marked.The gear should be maintained well and tested for operation at least once a month.

5. Drain pipes leading from the drain Safety valve chest to the bilge or to a tank, must be maintainedclear.

3.8.8. Boiler Water Treatment and Control

This applies to boilers operating up to maximum pressure of 20 bar

1. Careful control and monitoring to be done on the type and the quantity of impurities found in theboiler water. Incorrect or inadequate treatment can result in the failure of tubes, headers, anddrums. High corrosion rates can result from improper water pH or failure to remove dissolved oxy-gen from the water. Scale formation on the inside of the boiler can result in tubes overheating.High levels of dissolved and suspended solids can also result in carryover, Causing problems insuper heater and turbines. A program of regular boiler water testing, chemical addition and blowdown is necessary to avoid problems and obtain maximum service life from the boiler.

10. Following control limits may however be taken as guidelines. The list is however provided forguidance only and must not be considered complete. The boiler makers and chemical supplier’sdosing instructions must always be referred to for the best results. Hydrazine test is to be carriedout by vessels installed with high pressure boilers of rating > 10 bar and supplied with hydrazineTest Kit. Total solids and conductivity tests are required to be carried out on vessels provided withthese test kits.

PERMISSIBLE LIMITS FOR BOILER WATER:


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BOILER PRESSURE (kg/cm²) LESS THAN 10 10 ~ 20 20 ~ 30

TYPE OF FEED WATER

SHOREWATER

DISTILLEDWATER

DISTILLEDWATER

DISTILLEDWATER

ITEM UNIT

1 pH 11.0 ~ 11.5 10.5 ~ 11.5 10.5 ~ 11.5 10.5 ~ 11.0

2 P. ALKALINITY ppm 120 ~ 300 50 ~ 150 40 ~ 150 30 ~ 80

3 M. ALKALINITY ppm 150 ~ 500 80 ~ 180 60 ~ 180 40 ~ 100

4 PHOSPHATE ION ppm 20 ~ 40 20 ~ 40 10 ~ 50 10 ~ 50

5 CHLORIDE ION ppmLESS THAN

150LESS THAN

50LESS THAN

20LESS THAN

20

6 HYDRAZINE ( N2 H4 ) ppm - - 0.03 ~ 0.1 0.03 ~ 0.1

7 TOTAL SOLIDS ppm 3500 3500 2500 2500

8 CONDUCTIVITY milliohms 500 500 100 ~ 300 100 ~ 300

2. As far as possible shore supplied water should be avoided as boiler water feed. Sufficient quantityof distilled feed water from the ship’s Fresh water generator should be maintained. When fillingthe feed water from FWG, special attention should be paid to the salinity.

3. Short blow down and scum blow downs to be given every day to avoid sediments and floatingscum.

4. Prolonged blow downs to be done once a week and or when the chlorides level is found in-creased.

5. All steam and condensate losses must be checked and controlled.

6. Condensate returns should be regularly checked for oil. Under no circumstances must oil be al-lowed to reach the boiler. Any oil in the returns should be immediately identified, coils or heat ex-changers isolated and repaired before being put into use again. All oil from the surface of the ob-servation tank should be removed and the tank kept attended till the clean feed is established.

7. The boiler water is to be tested every day on board by Third Engineer, Same to be verifiedweekly by Chief or Second Engineer. Proper records of dosing level and quantity to be main-tained using the suitable forms supplied by the Chemical supplier and sent to the office everymonth.

3.9 AUXILIARY ENGINES / GENERATORS

1. All alarms and trips are to be tested as per PMS / guidelines in Annex II. Over speed trip tobe tested under supervision of Chief Engineer. Engine should be run for at least 1 hour prior totesting the engine for over speed – to safeguard against bearing damage due to lack of lubrica-


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tion, which is the case for an engine that has not run sufficiently long and subjected to over speedconditions. It is the Ch/Engrs responsibility to ensure that the Lube oil trips for all Aux engines aretested regularly and ensured the same is functional at all times. Any defects which might makethe trips in-operational must be immediately informed to the head office.

2. Where disposable paper cartridges are used as the discharge filter, sufficient stock for at leastone change of all engines is to be maintained on board. Under no circumstances should these fil -ters be washed and reused.

3. All maintenance to be carried out as per the maker’s instructions and ship’s planned maintenanceschedules. Tightening torque and methods, as instructed by the maker to be strictly adhered to.

4. Functioning of the rotocaps at the inlet and outlet valves must be ensured. Non-rotating rotocapscause increased deposits at the valve seat, constant one-sided bending stresses and involve therisk of spindle failure. Worn-out and non-rotating rotocaps must be exchanged or the worn-outparts replaced (spring cap, ball race ring, balls, tangential springs)

5. Proper valve clearances must be maintained at all times. Excessive clearance causes contact ofthe valve cone at the cage to become too heavy during dropping. The seat surface then becomestoo hardened and brittle, resulting in cracks.

6. The camshaft inspection must be carried out regularly at recommended intervals. The rollers ofboth Exhaust valve and Fuel pump driving gear must be inspected for rotation. The sliding of these without rotation may damage both roller and cam surface and cause heavywear. The roller guides must be withdrawn periodically to clean the accumulated sludge, moreparticularly on engines run on IFO or Blend oil.

7. The seal leakage telltale holes on the engine driven F.O booster pumps or tandem pumps mustalways be kept clear to and checked daily for leakage. The lip seals separating F.O from the L.Osystem must be examined once a year.

8. As a standard practice, Bottom end bearing bolts are to be renewed at 20,000 hours of runningor as prescribed by the maker. Special care must be taken while tightening the bottom end bolts,and proper procedures as recommended by the maker must be followed. If the bolts have to beused over 20,000 hours, check carefully its threaded portion and seat surface as well as its trunkportion to ensure the following items:-

a) No signs of damage due to hitting or bitten marks by foreign matters.b) No peeled and rough surface.c) No deformed ridge of thread, or inclined and indented seat surface.d) No cracks or other defects.

9. The standby generator is to be barred and blown through every day, as a check for normal condi-tion.


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10. Unless starting on auto standby mode or emergency, the engine is to be started locally, after bar-ring and blowing through the engine. Starting and stopping from remote control also to be testedat least once a week.

11. Auto standby cut in function of the generator to be tested once in three months. Care should betaken to put off all navigational, radio equipment and computers. Under no circumstancesshould these tests be carried out when safety of the vessel and equipment is at risk and orcargo or any other operation is affected.

12. When the engine is operated on Heavy Oil, low load operation may lead to unburned hard andadhesive carbon residue that may hinder piston ring seal function. It must therefore be ensured:

a) Low load running is avoided as far as possible to reduce unburned residue on the combustionchamber.

b) Air intake temperature is maintained on higher side of the recommended value, ensuring theexhaust gas temperature at each cylinder outlet is within limits.

c) Fuel injectors are maintained in good order.d) Before stopping, the engine is run at least 30 minutes over specified low load limit plus 5%.

13. Turbo Charger turbine side, wherever possible and recommended by the maker, is to be waterwashed every 250 hours of operation, when the engine is run on Heavy Oil.

14. The peak pressures are to be recorded at full load as far as practicable at least once everymonth. In addition these are also to be recorded before and after the piston and/or cylinder headdecarb, and Fuel pump overhauls and / or timing adjustments, to monitor the changes. ALL PER-FORMANCE REPORTS, DEFLECTIONS MEASUREMENTS AND OVERHAUL RECORDSMUST BE PROMPTLY SENT TO OFFICE BY E-MAILS.

3.9.1. Running control

Following for guidance to ensure safe and efficient operation of Auxiliary diesel engines:

1) Understand the running characteristics, and monitor the performance.

2) Compare the running characteristics and shop/sea trial data, and when running at 75% ormore of the rating is impossible, check the cause and take corrective measures.

3) Even if there is no measuring point by the data logger, keep the running record of importantcharacteristics.

4) Check the performance before and after overhauling the turbo charger.

5) Pay attention to the fuel oil change at the time of S/B when the engine does not runexclusively on heavy fuel oil or blended oil.

Over speeding and other defects frequently occur due to sticking of fuel pump and fuel valveat the time of changing over. Always keep the fuel pump rack moving smoothly.


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6) Set the controlling conditions so that the specified blended oil mixing rate can be maintained.Correctly provide lagging for the fuel system.

7) Check the operation of exhaust/intake valves equipped with a valve rotator.

8) Uniformly lubricate the rocker arm.

9) When running is remote-controlled, check the machine-side starting/stopping operationregularly.

10) Pay attention to the follow-up performance of the governor.

11) Even for automatic synchronization, turn on the synchro. Indicator and check thesynchronizing point. When the load fluctuates, pay attention to the automatic load controller.

12) Check the quantity and color of the generator-side bearing oil, as well as the existence ofwater drops on the sight glass.

13) Certainly carry out air running before running the generator except at an emergency.

3.10 AIR COMPRESSORS AND AIR RESERVOIRS

1. The air reservoirs provided are normally designed to meet the following requirements:-

Duty of engines Number of starts

Propulsion engines, reversible 12 startsPropulsion engines, non-reversible 06 startsEngines for driving electric generators and emergency Generators, and engines for other purposes 3 starts each

If a starting system serves two or more of the above specified purposes, the capacity of thesystem is the sum of the capacity requirements.

Compressors are normally installed with total capacity sufficient for charging air receivers ofcapacities from atmospheric to full pressure in the course of one hour.

The compressor performance based on above or the capacity as per maker’s specification mustbe monitored.

2. Where more than one compressor is arranged to supply the common piping, the non-returnvalves isolating the compressor must be checked for tightness and overhauled once in a year.

3. The auto drains must be checked daily for proper operation and overhauled at least once in sixmonths.

4. The unloader function must be regularly examined and overhauled every six months.


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5. All alarms and trips are to be tested every month and recorded.

6. Pressure gauges of all stages are to be maintained in good working order at all times and cali -brated on board once a year. Proper record for the same should be maintained.

7. The compressor must be regularly monitored for proper cylinder lubrication.

8. Crankcase is to be monitored for pressure. If found excessively pressurized, piston rings are to bechecked for tightness and renewed as necessary.

9. Bumping clearance is to be checked and recorded during each overhaul.

10. Motor compressor coupling, if directly driven to be examined regularly. A spare set of bolts andcoupling pad or bushes to be maintained.

11. The reservoirs must be drained off water regularly.

3.11 PURIFIERS

1. F.O purifiers (conventional – Non ALCAP/HIDENS) where possible are to be run in series as puri-fier clarifier combination from settling tank to service tank at all times. Throughput should be keptminimum,(lowest possible) sufficient to maintain full level in the service tank with the daily con-sumption on the engines.

2. For L.O purifiers running on main engine sump to sump, the continuous centrifuging is to be main-tained at optimum throughput. Since main engine system oil is continuously being contaminatedwith combustion by-products, the purification system should be always be kept running, includingduring port stays.

3. All alarms and trips are to be tested every month. Discharge pressure / no flow alarm should beset @abt. 0.3 kg/cm2 below the steady discharge pressure.

4. To achieve efficient separation of oil from water, the interface between the two liquids must restjust outside the disk stack, so that the oil utilizes the whole length of all the separation chan-nels. Small changes in temperature, flow, density, and viscosity may cause the interface to moveinwards, resulting in a blocked disc stack, or outwards giving a broken liquid seal. Optimum oper-ating conditions must therefore be maintained at all times and correct size gravity disc must beselected as per the oil specifications. Purifiers that do not use gravity discs should be operatedas per manufacturer’s instructions.

5. In order that a separation can take place, a density difference between oil and water must exist.The change in density of oil and water when heated are not same. For IFO, the maximum densitydifference between oil and water exist when oil, is at a temperature of 98o C. The highest level ofseparation efficiency exists at this temperature when cleaning heavy fuel oils. To maintain opti-mum level of separation and correct interface position, the oil temperature should not deviate bymore than +/- 2o C.


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6. Long intervals between sludge discharges can cause compaction and hardening of the sludgecake. It may then break up unevenly on discharge and cause the bowl to become unbalanced. Tocheck if the interval is appropriate, the bowl should be inspected after a certain time of operation.The period before inspection depends on the oil being separated and on operating conditions. Ifno noticeable amount of hard sludge is found, the interval may be prolonged somewhat, but mustnot exceed the maximum recommended interval. If hard sludge has accumulated, the intervalmust be shortened.

7. During overhauls, assembling and disassembly is to be carried out as per the maker’s instructionsand procedure, using only appropriate tools provided by the maker.

8. When overhauling the vertical and the horizontal shafts, bearings supplied by the maker’s shouldbe used.

9. This being a high speed dynamically balanced machine, care should be taken not to interchangerotary parts of the similar makes of purifiers fitted on board. No welding repairs are to be carriedout on any of the rotating parts.

10. Shaft revolutions are to be regularly monitored from the manual counter, where fitted, and com-pared with the specified speed.

11. Where the electronic automatic control systems are provided with the backup battery, properrecords of battery renewal dates, battery life and next renewal should be maintained. When renewing the same, maker’s instructions must be referred to and the change should be effectedwithin the specified time.

12. During routine rounds with purifier in operation, no inspection cover should be opened without as-certaining the deluding cycle from the timer. Hot oily mixtures discharge under force through theopen covers may cause injury to the person inspecting.

3.12 AIR CONDITIONING & REFRIGERATION SYSTEM

1. The system is to be regularly checked for leaks and recorded.

2. The refrigerant is to be kept free of moisture, oil and air.

3. The drier charge / unit renewal is to be done periodically and a record maintained. When satu-rated, the drier would clearly indicate by sweating at its outlet or the entire surface. Special atten -tion should be paid when fresh charge of refrigerant is added to the system.

4. Inefficient operation of the oil separator may not only cause the sump to run low on oil but also ef-fect efficiency of evaporator, in case of carry over, and in worst cases may cause blockage. Theoil separator must be regularly checked for proper functioning. Special attention must be paid dur-ing low loads when the speed of movement and agitation of the evaporating refrigerant is insuffi-cient for proper oil separation. The float operated drain valve must be examined for operation andleakage once in six months by dismantling the separator.


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5. The refrigerant charge must be collected into the condenser / receiver before opening the systemto the atmosphere. The system should be purged of air each time it is opened to atmosphere forrepairs. After repairs, and initial purging, the entire charge must again be collected in the con-denser and cooled sufficiently to attain the sea water temperature. The condenser pressure maythen be compared with the saturation pressure of the refrigerant at sea water temperature tocheck for air in the system. The air may then be vented out till the corresponding pressure isachieved. Care must be taken to ensure that refrigerant is not vented into the atmosphere.

6. Expansion valve once properly set for the right working condition must not be unduly adjustedwithout proper reason and understanding. Improper adjustments may lead to the liquid carry overand severe damage to the compressor and its parts. The bulb should be regularly checked forproper fastening and capillary must be examined for breakage and/or kinks. For the refrigerationsystem, the expansion valve filter must be cleaned and orifice examined. When effecting change,right size orifice should only be used.

7. The fridge room door rubber packing must be maintained free of ice, to maintain proper sealingand prevent damage to the packing. Door heaters, where fitted, must be maintained in good work-ing order.

8. The fridge room drain sealing should be maintained to minimize cooling losses.

9. Defrosting efficiency of the timer controlled system must be checked periodically by examining theevaporators of the fridge room. If required same is to be defrosted manually.

10. The evaporation efficiency of air conditioning plant is greatly affected in the event of icing on theevaporator coils. This would happen if heat exchange were affected at temperatures below zero.To avoid this suction pressure must be maintained between 4 to 4.5 bar, when using R22.

11. The air conditioning system for the accommodation space is to be kept on partial re-circulationduring cargo operations on tankers and re-circulation on bulk carriers when the cargo is dusty.

12. The accommodation Blower flaps are to be maintained for easy operation.

13. The accommodation Blowers are to be checked for vibration and the bearing lubrication to bemaintained.

14. The evaporator is to be checked for corrosion and cleaned manually every six months.

15. The maintenance of Air Cond. Compressor and Domestic Fridge Compressor should be an inte-gral part of the ship’s PMS.

Sufficient spare parts for air conditioning plant should be maintained on-board at all times. This in -cludes blower fan driving belt, thermostatic expansion valve and required consumable gaskets.


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3.13 MAJOR ELECTRIC EQUIPMENT

3.13.1. Main Switchboards

1. Main Switchboards are to be periodically checked and appropriate maintenance should be car-ried out, for trouble free operation.

2. Daily checks should be carried out on insulation level by earth lamps, all meters and indicatorlamps for proper function, and no abnormal sound and smell. Any Low insulation alarm shouldbe investigated and rectified immediately.

3. Every 3 months, the following items should be checked :

a) The inside of panels for loosening and falling off of small items such as screws, nuts etc.b) No foreign objects or material inside the panelsc) Insulation measurement for auxiliary equipment should be checked and recorded. d) Where fitted, the condition of thermal seals should be checked.

4. Every 6 months, in addition to the items every 3 monthly, the following items should be checked :

a) ACB’s should be inspected and any dust inside removed.b) The arc extinguishing chambers should be inspected for cracks or other damagec) Moving parts should be lubricated as necessary.d) Conductors should be visually examined for discoloration.

5. At every docking, the following items are recommended to be checked:-

11. Inspection of Bus bars to be carried out.12. All screws and bolts should be retightened.13. The interior of panels should be thoroughly cleaned.14. Megger test by 500V should be carried out for each ACB and Group Starter Panels.15. Contact resistance of main contacts of the ACBs should be checked and recorded.16. The surfaces of arcing and main contacts should be cleaned.

6. Every 5 years, in addition to the foregoing points, the following is recommended to be checked:-

17. Inspection and calibration of the Auto synchronizing system, Auto load sharing system, Auto gov-ernor control systems, as well as tests for reverse power relays, over current relays, etc.

18. Where fitted, the thermal seals should be replaced.19. ACB’s for large electric equipment such as Bow thrusters, large ballast pumps etc, should be

overhauled.


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3.13.2. Group Starter Panel

1. Group Starter Panels are to be periodically checked and appropriate maintenance should be car-ried out, for trouble free operation.

2. Daily checks should be carried out on all meters and indicator lamps for proper function, and noabnormal sound and smell.


a) The inside of panels for loosening and falling off of small items such as screws, nuts etc.b) No foreign objects or material inside the panelsc) Insulation measurement for auxiliary equipment should be checked and recorded. d) Where fitted, the condition of thermal seals should be checked.

4. Every 6 months, in addition to the items every 3 monthly, the following items should be carriedout:

20. ACB’s should be inspected and any dust inside removed.a) The arc extinguishing chambers should be inspected for cracks or other damageb) Moving parts should be lubricated as necessary.

3.13.3. Alternators

1. Alternators are to be periodically checked and appropriate maintenance should be carried out,for trouble free operation.

2. Daily checks should be made on running alternators for no abnormal operating temperatures,sound or smell. If winding temperature readouts are available, these should be logged in the logbooks.

3. Air filters should be cleaned every month , or earlier, as necessary

4. Every 4 months, air gaps should be measured and recorded.


a) The inside of panels for loosening and falling off of small items such as screws, nuts etc.b) No foreign objects or material inside the alternators.c) Where fitted, the condition of thermal seals should be checked.

6. Every docking, the following items should be carried out:

21. All screws and bolts should be retightened.22. The interior of the alternators should be thoroughly cleaned.23. Megger test by 500V should be carried.24. Coil resistance of the main phases and field circuits should be measured.25. The field equipment should be examined for discoloration due to overheating and/or loose con-

nections.


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3.13.4. Battery Charging and Discharging Panel

The following checks should be carried out daily:

a) Battery charging voltage should be checked.b) The insulation level by earth lamps or megger.c) Solution level of all batteries should be checked.

All batteries should be renewed every 3 to 4 years or earlier if required.

All motor insulation should be checked every 3 months and results should be sent to office using TE

18.

ANY LOW INSULATION AND GROUD FAULTS ON ANY ELECTRICAL DISTRIBUTION SYSTEM

SHOULD BE PROMPTLY IDENTIFIED AND RECTIFIED.

3.13.5 High Voltage System Guidelines

High voltage system training is part of STCW 2010 (Manila amendment) as mentioned in section B-III/2, the convention covers the responsibility for operating and maintaining the high voltage (above1000 Volts) electrical power plants on board ships and process platforms. Note: On board any voltage above 1000v is to be treated as high voltage.

General inspection and maintenance

1. Daily inspection Check appearance for any damage. Pay special attention for noise, bad odour and

discoloration 2. Periodic inspection

Check each bus bar fixing section, device mounting section and wiring section for any

looseness. If any looseness is found then fasten the fixed bolts again. Check appearance of each device (vacuum circuit breaker, vacuum contactor, protec-

tive relay, current and potential transformer, fuse, module card etc.) for noise, badodour, discoloration. If any abnormality is found then replace it with appropriate sparepart

NB: High voltage switch gear normally does not require any maintenance, VCB’s are designed forlarge no’s of operations and these are well suited for repeated operation of almost all type of loads(approx. 30,000 operations)


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Do’s:

Correct PPE should be worn; Ensure the person doing the inspection checks his PPE. PPE should fit the person properly should be comfortable to wear

a) Wear a helmet, safety shoes and work clothes when working on the equipment, alwaysuse proper PPE, certified for high voltage system

b) Ensure PPE are maintained in good order and checked prior every use. c) No electrical conductors should be regarded as being safe unless it has been isolated

earthed, secured and proved deadd) Ensure all electrical safety standards while handling any electrical equipmente) Cut off the power supply, otherwise there is the danger of electric shock from live bus-

bars and other current carrying parts when the switchgear or other electrical panel isopened.

f) Precautions should be taken to ensure that isolated equipment cannot be re-energized.Isolation procedure should be followed (refer HSM chapter 2). Put up warning and cau-tion notices

g) When not attended the barriers should be placed around live conductorsh) Treat electrical equipment as highly flammable material at all timesi) Voltage indicators should always be tested before and after usej) Use only certified test instruments when taking high voltage measurements

Make sure there is no voltage in the circuit before any electrical work is done. The panel

should be ground. (Use equipment such as voltmeter, circuit tester etc.) Before working think carefully about the steps you will take, inspect the surroundings for any

possible dangers, inform your associates of what you plan to do. Then work quickly and effi -ciently

Provide sufficient lighting for the work area Maintain an orderly work area. Avoid scattering tools or other articles around Learn the proper way to use a circuit tester and necessary tools Use safety locks, key exchange and lock out boxes If isolation is done by other than competent person then it should be demonstrated to the

competent person Documentation – Electrical work permits must be used. ( permits should be in writing & not

verbal /telephones/walkie talkies) Ensure proper electrical connection before charging any switch gear On completion of the work the competent person shall demonstrate to the authorized person

that all work has been completed in line with the work instruction. On completion of the work, the permit to work shall be cancelled and all personnel should be

made aware that it is no longer safe to work on the high voltage system or apparatus On completion of the work where necessary a sanction for test shall be issued an all persons

involved shall be made aware of any danger that may arise during the test and made awareof any points of isolation that may be necessary

On completion of tests the competent person in charge of the test shall demonstrate to the

authorized person that all the equipment used in the test has been removed and that thesanction for test has been cancelled

Once the permit to work or sanction for tests have been cancelled the authorized person shall

ensure that all isolators and earths have been removed and that it is safe to energize the sys-tem

Don’ts


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26. No work shall be carried on any high voltage system or apparatus until an assessment has beencarried out to highlight the dangers or consequences of that work (Risk assessment)

27. No work shall be carried on any high voltage system or apparatus by persons not authorized orqualified to do so

28. No work shall be carried out on any high voltage system or apparatus until a high voltage permitto work has been issued No high voltage permit to work shall be issued until all competent persons who carry out work

have been :1. Made aware of the full extent of the work to be carried out 2. Made aware of the points of isolation and earthing 3. Made aware of any dangers that may be present in the immediate vicinity of the work

No work shall be carried on any high voltage system or apparatus until:1. The system or apparatus has been isolated from the supply2. The system or apparatus has been properly earthed3. The system or apparatus screened from any other apparatus as may be necessary

and danger or caution notices posted in the relevant areas Never work without proper certified PPE Do not smoke or use a flame in the vicinity of the equipment Do not resort to poor work conditions, equipment and practices Do not be careless, inadvertent actions on part of individuals, shall lead to disasters Do not work with insufficient illumination Do not use uncertified test instruments when taking high voltage measurements Ensure no tool is left inside the panel/electrical equipment upon completion of work Do not remove high voltage system circuit main earth, while carrying out any maintenance HT breakers- Do not charge without wearing 33KV hand gloves & without closing breaker

panel. Do not touch PF capacitor terminals without discharging them

3.13.6 INTRINSICALLY SAFE EQUIPMENTS AND MAINTENANCE

An “intrinsically safe” classification and design means that an electronic circuit and its wiring will notcause any sparking or arcing and cannot store sufficient energy to ignite a flammable gas or vapour,and cannot produce a surface temperature high enough to cause ignition. Such a design is notexplosion proof, nor does it need to be. The metallic cable screens of intrinsically safe circuits shouldbe earthed at the power supply end only to prevent circulating currents within the sheath.

RESTRICTED BREATHING

The enclosure relies on tight seals and gaskets to prevent diffusion of the explosive atmosphere intothe equipment enclosure. Provision for checking that the restricted breathing properties of theenclosure are maintained is provided.

MAINTENANCE ON INTRINSICALLY SAFE EQUIPMENTS

No maintenance on live equipment should be carried out in hazardous zones.

‘Work Permits’ to be observed and use only approved test instruments.


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When replacing any glands, the approved glands and sealing material should be used. This sealingcompound forms a barrier between the individual conductors and prevents entry of explosive productsfrom the enclosure entering the cable.

When replacing any components, light fittings and luminaries, only approved type of spare partsshould be used.

Unless the hazardous area can be made gas free, or otherwise safe, or the electrical equipment re-moved from the area, and then insulation resistance testing should be carried out by using a 500 VDCtester of certified intrinsically safe design.

3.13.7. Elevator Maintenance:

Vessels which ever provided with elevators must be maintained strictly following companyPMS system.

3.14 OILY WATER SEPARATOR, BILGE & SLUDGE MANAGEMENT:

Company has issued Effluent Management Manual (EEMM) for the purpose of guiding the Ship staffon Company’s procedures on management of general effluents from engine room. Please refer to theEMS manual on-board for further guidance on MARPOL equipment.

3.14.1. General Instructions:

Machinery Space Oily Bilge Water must be pumped overboard ONLY through the Oily waterSeparator AND functional 15 ppm monitor.

1. Oily water separator is not to be used without prior permission of Master & Chief Engineer andmust NOT be used within the Special areas unless OWS is fitted with automatic stopping devicemeeting with requirements of Reg 14 (7) which will stop discharge of oily mixture when oil contentof effluent exceeds 15 ppm and operation is in compliance to MARPOL Reg 15 B. The vessel toensure FULL COMPLIANCE to MARPOL Annex I “Regulations for Prevention of Pollutionby Oil” at all times.

2. The bilge overboard valve must be kept locked with two locks in shut position at all times and notto be opened without the consent of Chief Engineer. The keys shall be kept with the Chief Engi -neer and Master. The Chief Engineer, prior to the transfer operation must confirm vessel’s positionwith the Bridge, with due consideration to the estimated time of operation. The Master/Duty Offi -cer to regularly monitor to ensure there are no traces of oil going overboard. In case any oil issighted, the pumping operations have to be stopped immediately, the cause immediately investi-gated and the office informed about the accident.

3. All pumping operations are to be carried out as far as possible in daylight, carefully monitored &duly recorded in the oil record book and signed by the person in charge of the operation.


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4. Chief Engineer is to confirm upon joining that the details of the equipment / tank capacities etc.are entered correctly in the IOPP certificate, all bilge, sludge and drain tanks including scavengedrain tanks to be included. If there are any discrepancies found the office is to be informed of thesame. Chief Engineer upon joining should check the Oily water Separator including the pipingand the Incinerator and should include the performance of these items in his Taking over report.

5. All transfer along with the sounding & quantities, before & after pumping is to be promptlyrecorded in the oil record book (ORB) and signed by the person in charge of the operation.Please ensure “ORB” filling up requirements is fully understood & no mistakes or ambiguity

Exists in the record Failure on this account will be construed as contravention of Marpol with pos-sible arrest of ships personnel responsible.

6. The amount of bilges pumped overboard in the particular time span should match with the capac-ity of the bilge pump keeping in mind that the pump will not be operating at 100 % capacity.

7. OWS operation is to be clearly understood by all Engineers & should be conversant enough todemonstrate convincingly to a third party. Please be reminded this is a Marpol requirement & anycontravention can have very serious repercussions, resulting in arrest / fine & detention of vessel.

8. In the event of malfunction of the OWS, with immediate effect bilge pumping operation is to bestopped. All valves on the system to be positively closed & office to be contacted immediately forinitiation of further action.

9. The safest method of preventing any problems with the Oily Water separator is to keep the bilgesclean and free of oil. Thus to ensure that all machinery is kept oil tight with oil drains leading to thedirty oil drain tanks.

3.14.2. Maintenance, Operational & Record Keeping Instructions:

1. A spare set of Filter / Coalescer elements is to be maintained on board at all times. As soon asthe spare is consumed, ch/engr should ensure a new set is promptly ordered.

2. A spare set of important parts to be maintained on board for the Bilge and Sludge pump. A spareBilge Pump Motor to be maintained.

3. A separate register to be henceforth maintained by Chief Engineer. This register to contain thedocumentary and photographic evidence of all testing and maintenance of the Oil pollution pre-vention equipment , but not restricted to the following :

A) Oil content monitoring system - Function-tested monthly. B) 15 ppm alarmor the 5 ppm alarm where fitted - to be tested monthly using the Makers

premixed calibration liquid.C) Three way re-circulation valve or stopping of bilge pump - to be tested monthly. It

must also include the time taken to change over the three way valve from the actua-tion of the alarm.


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D) Bilge separator – Six monthly inspection & cleaning of internals with photographic evi-dence pasted in the register.

E) Filter/Coalescer – Date of renewal, condition noted before renewal, with photographicevidence of condition.

4. The above register must form part of the handover of the Chief Engineers & must be signed byboth the outgoing and incoming Chief Engineers.

5. Where a test cock system is fitted as per MEPC-60(33), a sample of the bilge water has to bedrawn before and after the separator. A photograph comparing Samples before Separator, AfterSeparator, Fresh Water taken with the date and recorded in the register.

6. The flanges from the OWS leading to the overboard valve and leading to the bilge holding tankare to have the fastening nuts and bolts tack welded to prevent illegal tampering.

7. The performance of the Coalescer is greatly affected by detergents. Use of detergents shouldtherefore be avoided in the E/R bilge spaces. In no cases can the OWS handle chemically emulsi-fied oils and thus the use of emulsifiers in the bilges must be prohibited. Where the use is un-avoidable, these should be of quick separating approved type or the drainings should be to a sep-arate tank or the sludge tank.

8. It is recommended that the bilge tank is cleaned every 4 months. During the final stripping opera -tions of this tank, it is to be ensured that the oil layer floating on top of the bilge water is not drawninto the bilge water separator. If possible this must be transferred to the ship’s waste oil tank.

9. The OWS is to be flushed out with sea water before and after each use for minimum 15 minutes.

10. The heating system for the OWS is to be used at each operation for efficient separation.

11. Care has to exercise that the clean bilge tank is not cross contaminated with fuel oil tank whendraining the water from fuel oil tanks.

12. No loose hoses with flanges are to be stored in the Engine room which could give grounds for theport authorities to suspect that illegal transfer operations are taking place.

3.14.3. Method of Testing used by Port State Control

(i) Confirm 0 ppm reading of the oil content meter when fresh water is supplied, where the meter isfitted.

(ii) Sample the filtered water from the test cock of the oil filtering equipment or the outlet of the oilcontent meter in a cup with a bilge pump supplying bilge water to confirm no visible oil content.

(iii) Carry out an ‘opening-out’ examination of the oil filtering parts and associated piping when thesampled water in (ii), contains visible traces of oil.

(iv) Confirm the normal operation of the oil content meter taking account of the condition of the sam-pled water, where the meter is fitted.

(v) All Engineers on board should familiarize with the procedure for testing the OWS, meters and re -trieving the datas and should be able to demonstrate the same to any PSCO / Marpol Authorities.3.14.4. Bilge Management


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1. Ships equipped with a Decanting tank / Bilge Primary tank – Ch/Engr should ensure that thissystem is always in use. The bilges are to transferred to the retention tanks / Bilge holding tankthrough the decanting tank / Bilge primary tank at all times. This is not to be bypassed at any time,except for maintenance routines for a short duration.

2. The Bilge tank should be cleaned at least once every 4 months (preferably on change ofCh/Engr). The tank should be kept clear of muck and silt accumulation and tank walls should befree of rust. Rusty water affects the operation of OWS.

3. At the time of inspection of the tank in entirety, especially shell in way of sounding pipes andsuction pipes should be closely inspected for pitting.

4. The key element to a successful bilge management is identification of source of leakages andarresting them in time – be it water or oil. Oil leakages should never be routed to Bilge well orBilge holding tanks – but should be routed to Leakage accumulation tanks. If the ch/engr identifiessuch problems on the vessel, he should send a proposal with detailed drawings for approval ofthe proposed modification to the head office. Head office will seek approval from the respectiveclassification society, only after approval of which the modification may be carried out. Themodification once carried out, must be surveyed by the classification society.

MODIFICATION OF SHIPS BILGE & SLUDGE PIPINGS WITHOUT PRIOR APPROVAL FROMAUTHORITIES, IS VIOLATION OF MARPOL AND PUNISHABLE. IF THE CH/ENGR NOTICES ANYDEVIATION IN SHIP’S PIPING, WHICH IS NOT IN LINE WITH THE ORIGINAL PIPING & NEITHERANY APPROVAL IS AVAILABLE ON BOARD – HE SHOULD NOTIFY THE HEAD OFFICEIMMEDIATELY WITH DETAILED DRAWINGS FOR FURTHER ACTION.

3.14.5. Sludge Management

1. All free water to be drained out from the waste oil tank after extensive heating to avoid transfer -ring water to the barge.

2. The quantity of sludge generated should meet the universally accepted criteria in the industry(about > 1%) of the quantity of fuel burned on board. Correct sounding records to be maintainedat all times.

3. The purifiers to be correctly maintained to avoid excessive sludge formation.4. In case where the waste oil is burnt in the incinerator or in the boiler, a proper record of the quan -

tities to be maintained down to two decimal places. A record to be also maintained for the amountof water drained out and/or the water evaporated from the Waste Oil (Incinerator) Settling/Service.

5. The vessel to follow all procedures similar to bunkering when transferring sludge to shore facili -ties. All relevant check lists are to be filled and strictly adhered to by the ship’s staff.

6. The amount of sludge to be transferred to be discussed with the barge or truck operator in ad-vance and the correct quantity to be landed to avoid overfilling the shore facility, keeping in mindthat the quantities which the vessel is pumping ashore may differ from the truck or barge capacity.

7. Correct stopping signals have to be decided well in advance with the shore operator. 8. The sludge landing receipts have to be properly signed by the shore reception facility and records

maintained on board.All the Bilge system tanks should be cleaned and demucked once in 4 months.

3.14.6. Waste Oil Tank / Day Tank for Incinerator


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The Waste oil tank should be opened up, demucked and cleaned internally every 4 months. This is toensure that the heating efficiency of the heating coils are maintained at maximum rated. In addition,the steam heating coil steam trap should be ensured working as required.

With proper Bilge and sludge management, and regular incineration of the accumulated waste oil /sludge, the vessel should be able to maintain retentions levels to less than 40% of the tank capacities.However, if due to some reason the retention levels increase and there arises a need for shoredisposal, timely requests must be made to the head office to enable arrange for the same.

IT IS THE RESPONSIBILITY OF THE MASTER & CH/ENGR, TO SEND TIMELY REQUESTS FORBILGE & WASTE OIL DISPOSAL, PRIOR ARRIVAL PORTS.

3.14.7. Port State Control Inspection

a. It is important to remember that there is no specific MARPOL inspection which any PSC will carryout. If they suspect the vessel is responsible for oil pollution it could be in the guise of a MARPOLINSPECTION which should already alert the vessel.

b. If the authorities take any samples of bilges or oil, the office to be advised immediately. The ves-sel should also endeavor to take samples from the same location, seal them with the counter-sig-nature of all parties concerned, if the authorities agree to sign the ship’s representative samples.

c. If the authorities take any photographs of the installation, the vessel should also take similar pho-tographs from the same viewpoint with the data stamp on the camera operational to the local dateand time.

d. It is most important that the authorities are escorted by the Chief Engineer and preferable anotherengineer or officer during the engine room inspection. Close communication with the Master viaWalkie-talkie is a must.

e. A record of all conversation with the authorities is to be made as soon as possible to avoid miss -ing out any details later.

f. It is the responsibility of the Ch/Engr to ensure all engineering officers are familiar with the opera-tion of the OWS and alarm testing, including on board testing of 15 ppm equipment, with calibra-tion liquid and retrieving the data from 15ppm equipment.

3.15 INCINERATOR

1. Shipboard incinerator should be used only for the purpose of burning products such as sludge oilwith flash point above 60°C and / or other waste products which do not cause danger of explo-sion.

2. As a general guideline incinerators on board are not to be used in ports, harbour and estuaries.

3. The incineration of the following materials that could result in toxic emissions is prohibited.

a) Cargo residues from MARPOL Annex I, II and III and any related contaminated packaging,

OIL POLLUTION IS SERIOUS AND IS CONSIDERED A CRIMINAL ACT – THESHIP’S STAFF COULD BE PERSONALLY FINED & CAN BE SENT TO JAIL FOR A

LENGTHY PERIOD.


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b) Polychlorinated biphenyl’s (PCB’s),c) Garbage containing traces to heavy metals andd) Refined petroleum products containing halogen compounds.

4. Do not feed waste into a continuous feed shipboard incinerator (IMO approved installed on or af-ter 1st Jan 2000) when the furnace temperature is below 8500C.

5. Shipboard incineration of polyvinyl chlorides (PVC’s) is prohibited except in shipboard incineratorsfor which IMO type approval certificate has been issued permitting their incineration.

6. All incineration of waste oil is to be recorded in the Oil record book and signed by the person incharge of the operation. Any garbage incinerated must be recorded in the Garbage DisposalRecord Book.

7. Burner is not to be used before the incinerator is sufficiently purged either manually or automati-cally. Suitable warning regarding the same is to be displayed near the incinerator.

8. All alarms and trips are to be tested as per PMS.

9. The following records / documents are to be maintained onboard for verification.

a) Incinerator furnace and flue gas outlet temperature is to be recorded in the engine logbook.

b) Training records for personnel operating the incinerator (All officers and ratings using theincinerator must be trained in the operations)

c) Type approval certificate for the incinerator and manufacturer’s operating manual.

10. Face and hand protection are to be used while charging solids into the incinerator. Person han-dling the same must ensure to keep clear of the charging door.

11. During use it must be ensured that the area around incinerator is kept well ventilated. The auto-matic fire detection in the area should not be isolated during operation and maintained in goodworking order. If the automatic Fire detection system is not operational for some reason, the incin-erator should be kept attended during such operation.

12. The smoke uptakes must be regularly examined for proper fastening and cracks.

13. The refractory must be examined every three months and repaired, if required, as per the maker’sinstructions.

3.16 EMERGENCY BILGE SUCTION

1. The position of the emergency bilge suction valve must be clearly marked.

2. The emergency pumping diagram should be displayed near the pump used for the purpose.

3. Where the ship’s main sea water pump is provided for this purpose, it must be ensured that over-board three way valve is kept on 100% overboard direction, when using emergency bilge pump-ing arrangement.


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4. The valve operating wheel should be painted with Black & Red paints as indicated. The valveshould be sealed against unauthorized opening. The sealing arrangement should be such that itcan be immediately used in case of emergency. To facilitate weekly routines (testing freeness andgreasing of valve) and to avoid frequent change of seals, the arrangement should have a num-bered seal and a pad lock in series using a chain.

5. The valve must be tested for operation every three months (in port).

6. All engine room staff must be familiar with the emergency pumping arrangement provided on theship and the same must be included in the training schedule of the ship.

3.17 EMERGENCY GENERATOR

Emergency generators are required to be put into service quickly in the event of an emergencyand to be operated under a wide variety of climatic conditions. It is, therefore, essential that theyare always maintained in good working order.

1. Starting arrangement, battery, hydraulic or air, should all be maintained well and tested foroperation every week.

When testing weekly on battery starting arrangement – the engine should be started on EACH setof batteries once. i.e start on battery No.1 – Stop engine, changeover to battery No.2 and start.This procedure will enable assess the condition of each set of battery.

2. Battery and their charging arrangement should be maintained in good working condition andproper records should be kept of electrolyte density and the charging current. Date of last renewalof the batteries should be recorded and battery life considered in planning renewal. Strong possi -bility of hydrogen rich atmosphere should be considered and ensured that the area is well venti -lated and no naked light is brought to the vicinity. While removing the liquid charging plugs, possi-bility of the presence of pressure in the event of pressure releasing hole being blocked should beconsidered and eye and face protection should be used. Incidents have occurred in the past whensuch plugs have flown under pressure and caused injury.

3. Suitable warnings of “No Naked Flame” should be displayed near the battery storage area.4. Where hydraulic starting arrangement is provided, only hydraulic oil as specified by the maker

should be used and sufficient pressure should be built up before a start is attempted.

5. With air starting arrangement, it should be ensured that the separate air bottle provided for thesame is kept suitably charged at all times and the charging valve from the main air bottle is al -ways kept open. The non-return valve in this line should be maintained in good working order toensure that this bottle is not drained back into the main system. Emergency filling arrangementfor such bottle is to be tested every week.

6. Whether started on battery, air or hydraulically, the Emergency generator is generally providedwith a suitable starter motor. This should be maintained in good working order at all times. Itshould be checked regularly that the motor engages and disengages well with the teeth on the fly-


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wheel, at the time of starting. Vessel provided with only one means of starting should have onespare starter motor.

7. Where heating arrangement is provided for the jacket coolant, it should be ensured that it is keptON in cold zones and cuts out at correct temperature setting, to prevent the overheating of thejacket and avoid evaporation losses of the coolant.

8. The Fuel oil tank should always be kept full at all times. When replenishing, it must be ensuredthat correct grade of oil is used.

Solas requirements state:

Where the emergency source of electrical power is a generator, it shall be:

a) driven by a suitable prime-mover with an independent supply of fuel, having a flash point (closed cup test) of not less than 43°C,

b) started automatically upon failure of the main source of electrical power supply and shall beautomatically connected to the emergency switchboard; and the essential services requiredby the Administration to maintain an adequate standard of safety,

c) Automatically started and supply the required load as quickly as is safe and practicable sub-ject to a maximum of 45 seconds.

The engine should be capable of being started in its cold condition at a temperature of 0°C.If this is impractical or if temperatures below 0°Care likely to be encountered, provisionsmust be made for heating the engine so that it will start readily.

It should, as a general guideline on cargo ship’s be capable of supplying the essential supplies,laid by the Administration to maintain adequate standard of safety, for 18 h.

9. It should be ensured that antifreeze is used in the Jacket water coolant when temperatures belowsubzero are expected to be encountered. Room heaters, if provided, should be used.

10. Automatic starting under black out, within specified time and connecting to all essential workingloads should be tested every three months and included in the Engine quarterly report sent to theoffice. All parameters under full load conditions should be recorded and a suitable entry should bemade in the Engine Room Log Book. The engine is to be run for at least 30 minutes. Prior to test-ing all sensitive equipment’s Gyro / Radars etc. should be switched off to prevent damage due topower surge.

11. After auto start of the engine, ensure that ventilators are open.

12. All maintenance carried out on the Emergency generator is to be time based rather than hourlybased. All engine maintenance routines must be regularly carried out as per the maker’s instruc-tions. Crankcase L.O should be renewed once in six months (so that it is not necessary toanalyse sump oil once in six months) as a regular practice, even though the running hours


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may be less, due to the possible deterioration in the quality of the oil because of biological degra -dation.

3.18 SEWAGE TREATMENT PLANT

1. ANNEX IV of MARPOL 73/78 came into force from 27 th September, 2003 and the Annex IVAmendments (i.e. ‘the revised text’) came into effect from 1st August, 2005. For implementationpurposes, ‘the revised text’ should be referred to, and not the original version. (Refer MARPOL73/78, Consolidated Edition 2002, Chapter 6 - Additional information) The provisions of the “re-vised text’ applies to new and existing ships engaged in international voyages of 400 GRT andabove.Irrespective of the date of entry into force, if local port regulations require that sewage bedischarged as described in paragraph 2 (below), then it must be done accordingly

2. Discharge of sewage into the sea is permitted under any of the following conditions: a) The ship is discharging comminuted and disinfected sewage using an approved sys-

tem at a distance of more than 3 nautical miles from the nearest land; or b) Sewage which is not comminuted or disinfected is discharged at a distance of more

than 12 nautical miles from the nearest land, provided that in any of the above cases, thesewage that has been stored in holding tanks shall not be discharged instantaneously but at amoderate rate when the ship is en route and proceeding at not less than 4 knots; or

c) The ship has in operation an approved sewage treatment plant and the effluent shallnot produce visible floating solids nor cause discoloration of the surrounding water.

3. Where discharge is not permitted the overboard valve is to be kept locked in shut position and notto be opened without the consent of Chief Engineer.

4. Vessel should be fitted or equipped with shore reception flange with dimensions and details aslaid in ‘the revised text’ MARPOL Annex IV “Regulations for the Prevention of Pollution bySewage” Regulation 10.

5. The sewage treatment plant must have a nameplate providing information on the type and serialnumber of the device, the name of the manufacturer, the date of the completion of the manufac-ture, etc. Same to be checked for proper readability.

6. When any cover on the sewage treatment plant or the holding tank is to be removed, the areamust be kept well ventilated. Warning sign is to be displayed and the person involved with the op-eration must wear SCBA. No hot work must be allowed in the vicinity. Suitable warning signs bar -ring the same must be displayed.

7. No hot work is to be carried out on the holding tanks or treatment plant tank plating.

8. Different systems for the disposal of sewage may be found on ships such as:-a) An approved sewage treatment plant which shall be in compliance with the standards and test

methods developed by the IMO, which can be verified from the name plate on the equipment /the maker’s manual; or

b) An approved sewage comminuting and disinfecting system, fitted with facilities for the tempo-rary storage of sewage when the ship is less than 3 nautical miles from the nearest land;or


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c) A holding tank of sufficient capacity for the retention of all sewage with a means to indicatethe amount of its contents visually.

d) Records for discharge from the holding tank should be made in the engine room log book asfollows:-i. Date, location and quantity of sewage discharged at sea or ashore.ii. Distance from land and ship's speed, when discharge is at seaEntry made in TE-46 form

9. When sewage is flushed from toilet pans it enters the drainage pipelines and storage tanks whereit is broken down by naturally occurring bacteria. This is an aerobic process which strips oxygenfrom the water, producing more water, carbon dioxide and new bacteria. If sufficient oxygen is notpresent, alternative bacteria become dominant and the process becomes anaerobic with the pro-duction of gases including hydrogen sulphide, methane, ammonia, etc. These gases are highlytoxic and have flammable properties; in particular, hydrogen sulphide is toxic to humans in con-centrations as low as 10 parts per million and its flammable vapors are heavier than air so thatpotentially lethal pockets of gas may accumulate in enclosed spaces.

10. Any tank used for holding sewage is a potential source of anaerobic activity, and the resultant pro -duction of toxic and flammable gas adequate oxygen level, by design feature or otherwise shouldtherefore be maintained to eliminate anaerobic conditions. These are based on direct air injection,or by air induction into the liquid whilst pumping through an injector nozzle.

11. When not equipped with an active aeration feature the storage tank should be completelyemptied and flushed in 24 hrs. Where discharge is permitted, unless some other treatment isused which maintains satisfactory conditions.

12. Where treatment systems use the aerobic digestion process, or other means to purify the effluentthe manufacturer’s recommendations for operation and maintenance should be followed to en-sure satisfactory operation at all times.

13. Thorough inspections should be carried out when unsatisfactory conditions prevail or once ev-ery year. These should include:-

(a) Removal of tank inspection covers and cleaning out any deposits.(b) Inspection of tank structure and internals.

(c) Checking of sensing instruments, level measuring devices and valves.

(d) Confirmation that air distribution system is free from leaks and any nozzles or diffuser ele-ments used to introduce air are in satisfactory condition.

14. The sludge in the aeration compartment level increases due to the collection of inert residue re-sulting from the digestion process. The aeration chamber has to be de-sludged at an interval of atleast once in two months at sea, in compliance with the regulations. The tank should be re-filledwith fresh seawater after emptying the 3/4th of the content. In case a full pumping out is done, thenthe water should be allowed to remain settled for at least 4 to 6 hours before the sewage is al -lowed to enter.


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15. Vessels fitted with sewage plants, operating on the activated sludge / suspended aeration system,(a) A warning sign notice should be placed in each toilet. “THE SHIP IS FITTED WITH BIOCHEMICAL SEWAGE PLANT.”

(b) All crew onboard including supernumeraries should be instructed that no foreign matter otherthan sewage should be discharged into the sewage system.

(c) Use only bacteria friendly chemicals to clean the toilets.

16. If the manufacturer of the sewage plant has provided with the test kit, tests to be carried out regu-larly as per the instructions. Chief Engineer may assign a competent person for carrying out thesetests and results should be recorded in TE-45 and should be available for verification.

17. The air compressors used for aerating the chambers are of oil less type. If any external air supplyis provided temporarily due to any break down of these compressors, ensure that the air is abso-lutely free from oil. A blotting paper / filter paper test can confirm this.

18. All associated alarms, automatic function and manual functions should be tested regularly as perthe manufacturer’s maintenance instructions, and as per company instructions. Necessaryrecords of testing the alarms should be maintained onboard.

3.19 LUBRICATING OIL CARE AND MAINTENANCE

Proper care & maintenance to be carried out to avoid damage to machinery due to lubrication relatedproblems.

3.19.1. General Guidelines

1. Since main engine system oil is continuously being contaminated with combustion by-products,the main engine crankcase oil is to be purified continuously from sump to sump tank includingduring port stays. The oil temperature for this treatment is 85OC with the lowest possible LOthroughput. The purifier has to be opened up and cleaned strictly following PMS schedule.

2. The automatic lubricating oil filters back flush counter should be recorded, to monitor any abnor-mality in lube oil condition. The auto back flush filter elements are to be cleaned regularly includ-ing the flushing filter. Cleaning of auto filters should be planned when there is sufficient time tocarry out proper thorough cleaning. While cleaning the filter screen & filter seating condition is tobe specially checked for any damage / tear which may cause lube oil to bypass the filter. There isalso risk of filter screen torn bits entering the lube oil system and damaging the bearings.

3. The main engine sump tank must be cleaned manually at least once in 5 years, preferably duringdry dock.

4. The main engine stuffing boxes are to be overhauled at every piston overhaul or earlier if requiredif the oil loss increases. IT MUST BE UNDERSTOOD, IT IS NOT ADVISABLE TO RENEW


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STUFFING BOX RINGS WITH EVERY OVERHAUL, IF THE BUTT CLEARANCES ARE WITHINLIMITS, AS THE RINGS HAVE ALREADY RUN IN.

5. Reuse of stuffing box drain tank oil should be avoided. If the same is required to be reused, exten-sive purification through purifiers and other filters provided should be carried out in consultationwith the superintendent.

6. If the sump oil is also being used for camshaft, indication of reduction in the viscosity and flashpoint indicate leaky fuel pumps and seals. The Camshaft oil must be landed for analysis and re -newed as required. The camshaft oil filters to be inspected for metal debris regularly..

The oil analysis parameters as laid down by the manufacturer are to be followed and deficiencieswith regard to water content, TBN or viscosity have to be investigated and rectified. For higherwater contamination, the source must be eliminated as soon as possible with measuressuch as intensified purification or settling out in a renovating tank must be considered.

7. Aux engine sump oil, as a standard practice is to be renewed at 3000hrs, if sump oil capacity isless than 1000 liters. However technical superintendent approval must be obtained, prior carryingout such renewals. If auxiliary engine sump oil capacity exceeds 1000 liters, all efforts to be madeto maintain sump oil in good condition by continuous purification. If oil analysis report warrants oilrenewal, same to be done in consultation with office. It is advisable to time sump oil renewal insuch a way that it falls due after Aux major overhaul.

8. Auxiliary engine lube oil must be purified preferably sump to sump with the engine in stop condi-tion. For vessels equipped with overflow method, office approval to be obtained prior using same.

9. All filters in a hydraulic system to be checked and cleaned every three months, with oils landedfor analysis every 6 months. Cartridge filters must be renewed as per maker’s recommendation.The hydraulic oil tank internals must be cleaned at least yearly.

3.19.2. Storage and Transferring of Lubrication Oil

1. Always double check the hose connection to the respective bunker flange before starting thebunkering to avoid oil contamination with wrong grade.

2. Rain water or sea water can enter the storage tanks through corroded air vents.

3. Avoid storing lubricating oil drums on the weather deck as they easily corrode and could be asource of water ingress. Ensure the drums are placed on wooden pallets and covered withplastic/tarpaulin to protect them from damage.

4. Extra care should be taken to avoid mixing of different grades of oil while transferring drums intothe storage tanks or replenishing into machinery. Pumps and flexible hose used for transferring oilshould be completely drained.

3.19.3. Sampling Point


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The following points must be considered when selecting a sampling point.

1. Areas where lubricant flow is restricted or where contaminants and wear products tend to set-tle or collect should be avoided as sampling points.

2. A sample point must be selected before any discharge filters in the system so as to give some in-dication of wear metals or harmful material circulating in the system.

3. Samples must not be taken from the discharge side of separators or venting lines of filter casings.

4. The sample point should not be located in the proximity to exhaust manifold/hot surfaces as apossible oil spray may result in fire. If unavoidable the sample point should be suitably shielded soas to avoid any accidental splash onto hot surfaces.

5. The sampling point is to be painted yellow to make it distinct so that sampling is consistently donefrom the same point.

3.19.4. Sampling Method

Obtaining a representative sample is one of the most important aspect of a scheduled oil analysis pro -gram. If a sample does not represent the true condition of the lubricant and component at the time ofsampling, the reliability of both the test result and its interpretation is affected.

1. Sample should be collected while the machinery is running if it is safe to do so or within 15min after stopping the machinery, with at least one liter (depending on the location of the samplingpoint) is to be drained off before the representative sample is taken. The sampling points are to beclearly and permanently stenciled (painted yellow). And for a particular component, oil samplesshould always be taken from the same point.

2. Chief Engineers should supervise the sampling procedures.


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3.19.5. Sampling Interval

Lube oil samples from diesel ships are to be landed two times a year preferably in January and July.

The samples to be landed from each ship should be taken from the following locations/equipment:

1) Main engine crankcase oil - – Inlet to engine

2) All AE Sump lube oil

3) Turbo-generator sump oil (if fitted)

4) Cargo pump hydraulic system

5) Cargo pump turbine oil (#s 1,2,3,4 as fitted) and ballast pump turbine oil (if fitted)

6) Stern tube system oil

7) Steering gear system oil

8) Hydraulic systems oil (from each system of over 5,000 liters capacity)

9) Deck crane hydraulic system oil

All samples should be clearly marked as to vessel, date and port, as well as service/type of oil, andthe approximate number of running hours – in short complete in all respects.

All samples must be in the proper sample bottles, and should be sent to the appropriate laboratory,advised by Synergy Group. Advise Synergy Group the date and port agent receiving samples,including AWB details.

For Second hand vessels coming into management all oil samples to be sent for analysis at the timeof takeover.

Metal content of Hydraulic oil has to be checked for trends over time. If the metal content is higherwith a rising trend the same has to be discussed with superintendent for action.

3.19.6. Analysis Results

Inform the Office if you have not received the analysis result within 15 days of mailing the sample.If there is an adverse report, action to be taken immediately with another sample landed foranalysis for the safety of the equipment. . In cases where analysis report states “ The oil is fitfor further use, but continuously monitored”, subject oil must be tested once in 15 days usingon – board lube oil test kit. If further deterioration of oil is noticed, same to be brought to thenotice of office. For vessels which are not provided with on-board lube oil test kits, such oilsto be landed for analysis once in 3 months.

An up-to-date file of analysis results should be maintained. These reports will be sent by mail.Synergy Group will advise if there is a problem with a specific sample.


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3.19.7. Lube Oil Quality Control:

The lube oil quality is to be maintained based upon the below guidelines. An appropriate controlmeasure require to be taken when the quality of oil falls beyond the Alarm/Critical range.

System Oil

TurbineOil

Hydraulic OilC: Critical

MainEngine

Aux. Engine

A: Alarm HFOuse

DOuse

Power Control

Viscosity (%)[ New Oil = 100% ]

Upp C 140 140 140 115 115 115

A 125 125 125 110 110 110

Low C 85 85 85 85 80 80

A 95 95 95 90 90 90

Flash PointLow C 170 170 170

A 190 190 190

Water (Vol %)Upp C 0.4 0.4 0.4 0.2 0.2 0.2

A 0.2 0.3 0.3 0.1 0.1 0.1

Total Acid Number Upp C +0.5 +0.5 +0.5

(mgKOH/g) A +0.3 +0.3 +0.3

Total Base Number Low C 2 4 2

(HCL mgKOH/g) A 3 6 3

Low C 5 10 5

(HCL4 mgKOH/g) A 7 12 7

N-Pentane Insoluble Upp C 1.5 3 3

(B Method - wt%) A 1 2 2

Contaminants Upp C 30 30 15

(0.8 µ m filter mg/100ml) A 15 15 10

NAS 1638 #

UppC 10 10

Particle Contamination Class

A 8 8

#Particle contamination class has been introduced for Hydraulic Oil Systems:

1. If NAS Class > 8, then return line filter should be replaced by 10 microns. Check thepressure loss is not excessive. Filter clog meter to be monitored frequently.

2. If NAS Class > 9, then return line filter should be replaced by 05 microns and system runwhen not in operation. If pressure loss is excessive, this should be replaced by 10 microns filter during cargooperation.

3. Where the NAS Class test is not carried out, equivalent ISO standards may be considered.


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3.19.8. Lube Oil Consumption Reporting

Lube oil consumption reports are to be submitted to the Superintendent at monthly intervals. Aninventory of all lube oils must be maintained. The Chief Engineer must ensure the inventory isaccurate and when being relieved the incoming Chief Engineer must check and confirm the quantitiesremaining.

3.19.9. Personal Precautions

Prolonged contact with lubricating oil (used / fresh) may cause dermatitis (skin rash). Material SafetyData Sheets are to be followed.

3.20 STEERING GEAR

1. All means of communications provided between the navigation bridge and the steering gear com-partment to be maintained in good working condition and tested regularly. (Prior every arrivaland departure.)

2. Emergency steering drills, involving all ship’s personnel to be carried out once in three months.Proper records for the same to be maintained.

3. Emergency steering gear changeover procedures are to be displayed clearly in the steer-ing compartment and in the wheelhouse.

The administration requires:Simple operating instructions with a block diagram showing the change-over procedures forremote control systems and steering gear power units shall be permanently displayed on thenavigational bridge and in the steering gear compartment.

4. Steering timings to be recorded every three months and included in the four monthly report.

The Administration requires:The main steering gear and rudder stock shall be: capable of putting the rudder over from 35O onone side to 35O on the other side with the ship at its deepest seagoing draught and running aheadat maximum ahead service speed and, under the same conditions, from 35O on either side to 30O

on the other side in not more than 28 s.

Where auxiliary steering, if fitted,the auxiliary steering gear shall be: capable of putting the rudder over from 15O on the one sideto 15O on the other side in not more than 60 s with the ship at its deepest seagoing draught andrunning ahead at one half of maximum ahead service speed or 7 knots, whichever is the greater

5. The auto isolation system, where provided to be tested once in three months.

The Administration requires:The main steering gear of every tanker, chemical tanker or gas carrier of 10,000 grt and upwardsshall be so arranged that in the event of loss of steering capability due to single failure in any one


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part of the power actuating systems, excluding the tiller, quadrant or components serving thesame purpose, or seizure of the rudder actuators, steering capability shall be regained in notmore than 45 seconds.

Where manual isolation system is provided, all isolation and by-pass valves must be clearlymarked. Change over procedure must be posted and included in the shipboard training program.

6. Hydraulic oil to be maintained clean. Line filters are to be inspected / renewed as required andproper records to be maintained.

7. Low level alarm of the hydraulic oil reservoir is to be tested every three months.

8. Fixed storage tank having sufficient capacity to recharge at least one power actuating system in-cluding the reservoir to be always kept full.Instructions “to be kept full at all times” is to be posted on the reservoir tank.

9. Safe accessibility to the compartment is to be maintained at all times

10. Proper safe working access to steering gear machinery and controls are to be maintained at alltimes. This will require to maintain the handrails, gratings and or anti-skid surfaces to ensure suit-able working conditions in the event of hydraulic fluid leakage.

11. All rudder angle indicators are to be maintained in good working and in synchronism to the localangle indicator.

12. Local rudder angle indicator markings are to be kept legible and clear at all times.

13. Ensure that Hydraulic system relief valves are set at correct value and never tampered. As aguide line note that the relief valve setting should never exceed design pressure, which is at least1.25 times the maximum working pressure of the system.

14. All pressure gauges in the main and control hydraulic system are to be maintained in good work -ing order.

15. Auto standby function of both motors is to be tested regularly. (prior every departure port or atleast once a month)

16. Overload alarm, phase failure alarm, excess current protection (if provided) are to be tested everythree months. Please note that protection against excess current, including starting current, ifprovided, shall be for not less than twice the full load current of the motor or circuit so protected,and is arranged to permit the passage of appropriate starting currents. These set values shouldtherefore be noted carefully and never be tampered with.

17. Chain type coupling, when fitted, for steering main pump and motor are to be examined once insix months. Same are to be checked for grease, seal and chain link condition also.


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18. Motor should be checked to start automatically upon the restoration of voltage after a power fail -ure (sequential start).

19. Remote control system power failure alarm is to be tested regularly. (every month)

20. The access door from engine room to the steering gear room and / or emergency fire pump roomshould be kept shut at all times as a fire precaution.

21. The system fed from the Emergency generator (ESB) to be clearly marked and understood wellby all ship’s personnel.

22. When duplicate identical system is provided as a general practice the system should be changedover every day.

23. Hydraulic circuit / piping should be regularly checked for leaks and attended immediately.Inspection of the Steering Gear for possible oil leaks should be done daily and recorded.

24. Proper lubrication should be maintained for the rudder carrier at all times. Accumulation of excessgrease should be cleaned up at regular intervals. Rudder trunk spaces to be inspected regularlyand excess grease removed.

25. Foundation bolts should be regularly checked for tightness. Positioning chocks should be exam-ined.

26. Limits for the maximum rudder angle should be checked.

27. Arrangement for disposal of Steering Room bilge water to be tested every month.

3.21 MAINTENANCE OF DECK MACHINERY AND FITTINGS

ANCHORING AND MOORING EQUIPMENT

3.21.1. Winch Brakes

1. Ensure that the brakes are regularly inspected, for the lining thickness and freeness of the bandhinging pins. The pins are to be greased regularly.

2. The adjustment screw should be checked for the correct clearance and adjusted with the wear ofthe lining.

3. As for winches with electrical brake assembly, ensure to check the condition of friction lining bymeasuring the clearance between the armature plate and coil core.If this clearance becomes bigger, the brake lining that engages in the brake flange has graduallyworn out, you must renew it or interchange with other brake assembly. This is very important forwindlass motors that have taken more operational hours than mooring motors.


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4. Proper record is to be maintained of the brake lining renewal dates. Brake rendering test must becarried out after any maintenance on the brake bands.

5. A set of brake linings of each type to be kept as spare, along with a set of right size countersunkbrass screws and nuts.

6. The band tightening arrangement should be kept greased and maintained well for easy operation.

7. Brake rendering test of the brakes is to be carried out annually on Tankers. Mooring winchbrake design capacity is the percentage of the minimum breaking load of a new mooring rope orwire it carries, at which the winch brake is designed to render. Winch brakes will normally be de-signed to hold 80% of the line’s minimum breaking load. The primary brake should be set to hold60% of the mooring line’s MBL. The winch capacity must never be exceeded during the brakerendering test.

8. If slippage occurs at a load less than required, the brake should be repaired.

9. If slippage does not occur at the required pressure, the brake setting should be adjusted.

10. Once the brakes are tested and calibrated, the proper setting should be recorded. Specificationsshould be available on the winch drum to show the rendering capacity and the torque required onthe hand wheel or lever to achieve this. In the case of conventional screw brakes, a tag should beattached stating the proper torque. For spring-applied brakes, the spring compression distanceshould be recorded and the spring adjustment mechanism secured with a seal.

3.21.2. Ground Stopper

Ground stopper is dimensioned to take the full force of the vessel riding at anchor. When at anchorwith the Ground Stopper closed, the brake is a backup. Please ensure that Ground Stopper cannotjump-out while at anchorage, by using a locking pin.

3.21.3. Anchor Chain

The anchor must be stowed hauled-in at maximum blocking, using the lashing arrangement providedon the vessel. The Ground Stopper to be used only if it can be closed at fully hauled-in position of theanchor. In no case should the anchor be veered out to allow the Ground Stopper to be closed, therebyleaving it slack in its housed position. The Ground Stopper is NOT the primary securing device at sea.

3.21.4. Windlass, Winches and Mooring Ropes

Windlass and WinchesEnsure that the engaging clutch lever securing arrangement is maintained in good order.

The clutch mating surfaces should be checked for wear. If the wear is excessive, and the surfaces ta-pered, an axial component of the force will tend to de clutch the drum and thereby exert excessiveforce on the engaging lever securing pin. This may cause the pin to shear and de clutch the drum. As for the electrical brake assembly, ensure to check the condition of friction lining by measuring theclearance between the armature plate and coil core.


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If this clearance becomes bigger, the brake lining that engages in the brake flange has gradually wornout, you must renew it or interchange with other brake assembly. This is very important for windlassmotors that have taken more operational hours than mooring motors.

Idling speed of the Windlass and the Winch shaft is to be recorded and compared with the timings asper the maker’s specification or the previous readings. Record is to be maintained for the same tomonitor the performance on a 6-monthly basis.

If knocking sound is observed, hydraulic motors must be checked for air trap at the purging plugs pro-vided.

Shaft bearing bushes must be kept well lubricated. These must be checked for wear regularly bychecking the clearances and/or inspecting by removing the upper half.

The shaft must also be checked for wobbling.

Effective lubrication of the mooring winch / windlass and other such equipment can be best achievedwhile the equipment is running (rotating). Adequate amount of grease should be introduced into thebearings. All old / excess grease must be wiped off as otherwise this works as a dust catcher. Allsafety precautions must be taken while greasing with the equipment running.

Mooring Ropes

Ropes with low elastic / elongation properties are recommended for larger tankers as they limit thetanker’s movement at the berth. Pure Polyproplene ropes are not permitted on tankers. Ropes withratio of 60:40 (Polyprop / Polyester) are to be used and same to be included in the purchase requestssent to office while ordering new ropes.

Any material having moderate to high elasticity is suitable for the manufacture of tails. Common mate-rials include polyester, polyester/polyolefin composites and polyamide. To increase fatigue life andstrength, it is recommended that tails are torque matched to the main line. Synthetic tails should havean MBL at least 25% higher than that of the mooring line to which they are attached. Polyamide tailsshould have a 37% higher MBL than the mooring line to take account of loss of strength when wet.(MEG 6.5.1)Polyamide is previously referred to as Nylon and it loses 10-15% of its strength when wet. It has thehighest elasticity of regularly used materials with good temperature and abrasion resistance (MEG6.3.1.2)Tails should be replaced at least every 18 months unless experience and hours in use coupled with in-spection indicates a longer or shorter period is warranted. A record of service should be maintainedthat includes time in use and inspection results. Tails should be replaced prior to their residualstrength falling to 60% of their original MBL. (MEG 6.5.3).


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Care of fibre ropes

Synthetic lines are not very resistant to cuts and abrasion and should not be exposed to conditionsthat might damage them. If they are used in chocks or fairleads, previously used with wires, it shouldbe ensured that the surfaces have not become grooved or roughened by the wires. It may benecessary to grind the chocks or fairleads smooth.

Care should be taken when dragging synthetic lines along a deck. Contact with sharp edges andrough surfaces should be avoided. When possible lines should be carried instead of dragged.

When dirt, grit or rust particles are allowed to cling to and penetrate into synthetic ropes, internalabrasion will result. The rope should be brushed or cleaned before storing.

Fibre ropes (twisted type) can be harmed by kinking, which may form into hockles if not properlyremoved. When a kink forms, the load must be removed and the kink gently worked out.

Twisted ropes must be coiled in the proper direction. Most lines are right-hand lay and should becoiled clockwise. When removing new rope from a coil, the coil should be suspended on a shaft androtated.

Storage of Synthetic Lines

Synthetic ropes should be stored in clean and dry surroundings. Excessive heat can damagesynthetic fibres. Synthetic ropes should not be stored near steam pipes or against bulkheads that mayreach high temperatures.

Ropes should not be exposed to the elements or sunlight for a prolonged period. Ropes should bestowed below deck when the vessel is underway, except on voyages of very short duration and in fairweather. If ropes are kept on deck for any reason, the upper eye of the coil should be on the bitts andan overall lashing applied.

Mooring ropes on drums should be protected from the elements by a properly secured cover.

Ropes should never be allowed to come into contact with wet paint, chemicals or thinners. Polyesteris damaged by some alkalis. Industrial solvents, including paint thinners, will damage most syntheticlines if that are stored in paint lockers or near paints and paint fumes.

When stowed under deck, ropes should be coiled on wooden gratings to permit air circulation anddrainage.

Although oil and petroleum products will not normally damage synthetic fibres, care should be takento avoid contact with them. If a rope becomes oily, it is more difficult to handle. Dirt and grit will adhereto the oil and cause internal abrasion of the rope. If a line becomes oily or greasy, it should bescrubbed with fresh water and a paste-like mixture of granulated soap.

Inspection of Fibre Ropes

Fibre mooring lines should be examined frequently in service. They should be checked for obvioussigns of deterioration before each use and in no case exceeding intervals of 3 months and undergo athorough inspection at least once each year.

This inspection should be carried out under the supervision of the Chief Officer.


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Before inspection, identify the rope by its label or permanent marking and consult any

previous inspection records.

Visually inspect the rope over its entire length identifying any areas requiring in-depth in-

vestigation.

Spliced terminations should be inspected in particular to ensure that they are in ‘as-made’

condition.

Inspect internally where practical for powdered fibre.

Feel along the length of the rope, inspect for:

o Abrasion

o Glossy or glazed areas

o Inconsistent diameter

o Discoloration

o Inconsistencies in texture and stiffness

If there is no actual fibre damage or distortion, there is no positive method by which the residualstrength of a used rope can be determined visually.

Ropes are also subject to internal abrasion.

Marking of fibre mooring ropes

Mooring ropes are to be marked so as to identify them with their certificate.

Retirement Criteria

The following factors provide a fair amount of judgement on the quality of the rope that is being used:

Load history

Abrasion

Bending radius

Chemical attack

OR

Small Diameter ropes used for messenger ropes, Heaving Lines and for pick-up lines shouldbe renewed every two years or earlier as deemed by Retirement Criteria.

Discard fibre ropes when:

The rope has more than two splices within its length (HMPE rope should be splice free)

25% of material is lost through abrasion (14% for HMPE)

Localised reduction or increase in diameter is observed*

Localised area of stiffness is observed*


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Extensive area of heat fusion is observed*

Discolouration caused by chemical contamination is observed*

* The damaged area in these cases can be cut and the rope re-spliced if the length ofrope is sufficient.

Winch-mounted lines should be turned end-to-end after about two years to distribute wear, unless in-spection dictates shorter schedule.

Mooring wires

Mooring wires stowed on winches should be protected from the elements by a properly secured cover.

Mooring wires should be kept well-greased / lubricated. Lubrication should be sufficiently frequent toprevent surface rust forming, with particular attention to the outboard end of the wire. The line shouldbe lubricated every three months.

Excessive lubricant must not be used. Lubricants for mooring wires should be of an environmentallysuitable type (to avoid sheen on port waters) and should not be mixed with other lubricants.Vessel’s fitted with split type mooring drums should have sufficient turns on the tension drum (at leastfour full turns in a single layer) to avoid reduced brake holding capacity and excessive strain on thecrossover point between the tension and storage drum.

Wires should be reeled in the direction that enhances brake efficiency.

Mooring wires should be changed end-for-end during shipyard repair periods (or sooner if the condi-tion of the wire requires). A record shall be maintained of whether / when wires have been turned end-for-end. They should always be maintained with an eye (in good condition) at both ends, so that, inthe event of failure in port, the wire can be end-for-ended and re-run with minimum delay. A manmade splice is permitted until such time that the wire can be replaced. All splices should contain atleast 6 tucks and should include a locking tuck.

Inspection of Wire Ropes

Wire mooring ropes should be inspected in such a manner that the entire length of each rope is in -spected at least once every Six Months. This inspection should be carried out under the supervisionof the Chief Officer.

When inspecting, particular attention should be paid to those sections that are subject to

deterioration (i.e. at the termination of the mechanical splice; at the eyes; at areas proneto chafing at fairleads).

Particular attention should also be paid to any localised area that exhibits dryness or de-

naturing of lubrication. Inspection should identify excessive wear, broken wires, distortion and corrosion.

Protective clothing such as overalls, industrial gloves, hard hat, eye protectors and safety footwearshould be worn during inspection of mooring wires.


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Where severe rope wear has taken place at one end of a wire rope, the life of the rope can beex-tended by turning the rope end to end.Inspection should include the anchoring of the rope at the drum end and its integrity.If broken wires are observed during inspection then they should be removed by bending them back-wards and forwards using a pair of pliers until they break deep in the valley between two outerstrands.

A detailed record should be maintained for each rope that has been inspected in the mooring equip-ment folder. The inspection report should include:

Details of broken wires in relation to their number and position in the rope.

Any defects observed with the wire rope.

Any corrective measure / action that has been taken to rectify defects observed.

Retirement Criteria

Discard wire ropes when: Two or more valley breaks are found in one lay length.

(Valley is the space between two adjacent strands & The length of one rope lay isapproximately equivalent to 6 x d where‘d’ is the nominal rope diameter)

The number of visible broken wires found in a rope is more than 4 over a length of 6d or 8

over a length of 30d, ‘d’ being the nominal diameter of the rope. When excessive broken wires are observed at, or adjacent to, the termination.

Broken wires are very close together, constituting a localised grouping of such breaks

even if broken wires do not exceed more than 4 over a length of 6d or 8 over a length of30d.

A complete strand fracture occurs.

If the rope diameter decreases by 10%. Decrease in diameter could be caused by:

29. Internal wear and wire indentation30. Internal wear caused by friction between individual strands and wires in the rope31. Fracture of a steel core

(Note: It is normal for new ropes to have an actual diameter greater than the nominal di-

ameter) Wire slackness observed coupled with corrosion of the outer surface.

It can be confirmed that severe internal corrosion has taken place following an internal ex-

amination. The wire appears visibly distorted. Distortion can be in the form of:

Formation of a basket or lantern deformation

Protrusion of the core between the outer strands

Wire protrusion (wires or group of wires rise up in the form of loops)

Localised increase in diameter of rope by 5% or more than the nominal diam-

eter) Kink or tightened loop

Severe bend

Discarded rope should be stored in a safe and secure location suitably marked to identify it as ropethat has been removed from service and is not to be used again.


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Tails of the wire lines should be replaced at least every 18 months unless experience and/or in-spection indicate a longer or shorter period is warranted. Sufficient spares must be maintained takinginto consideration the frequency of mooring operations and the availability in the trading areaA record should be maintained on board of all Mooring Ropes & Tail Ropes in use and those in spare.Test certificates for mooring lines, mandel / tonsberg shackles and tail ropes should clearly show towhich winch each particular component has been fitted. A recommended format for maintaining thisrecord is mentioned in a later section.

Mooring lines should preferably all be of the same material and construction.

3.21.5. Hydraulic System

1. The windlass and mooring winch hydraulic system should be maintained clean.

2. Hydraulic line filters are to be cleaned every 3 months or more frequently if required. Thesemust be checked for metallic fines, which give the first indication in wear and tear in the hydraulicpumps and motors.

3. The system pressure on ‘no load’ and under ‘full load’ must be carefully recorded and comparedwith the specifications every 6 months.

4. The system pressure should not be adjusted to overcome the excess force that may be encoun-tered while heaving. Additional hydraulic pump may be used on the same line instead, by chang-ing over the valve arrangement. All officers must be fully conversant in the flexibility of the hy-draulic system to put a different pump or additional pump on a line.

5. The safety valve must be maintained at the correct set value.

6. The lube oil cooler must be periodically cleaned in accordance with Manufacturer’s instructions, toensure effective cooling of the oil in the system.

3.22 STEEL HATCH COVERS AND OPERATING SYSTEM

3.22.1. Covers

1. A chronological record of all maintenance work carried out on hatch covers and coamings mustbe maintained. It could be required as evidence to defend cargo claims.

2. All Hatch Covers are to be hose tested or chalk tested prior each loading (containerships ex-cepted) and the cause of the leakage, if any to be ascertained and rectified. Special care must betaken to check the tightness of the center joint. A suitable entry of hose test to be made in therecords.Often surveyors may use ultrasonic testing equipment for checking the hatch cover tight-ness. Please ensure that all the cleats are secured and correctly adjusted.

3. Ensure that all coaming and cross joint channels and drains are clear. Non-return ball valveswhere fitted, on coaming drains, should be maintained operational.


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4. Check if the sealing surface is not lodged with cargo residue or any other foreign material.

5. Inspect the rubber packing for breakage, hardening or permanent set in way of compression bar.6. Ensure the cross joint tightness with minimum clearance in the athwart centering locators.

7. Check compression bar surface for damage due indentation or rubbing.

8. Check coaming, main deck cross strip for deformation, if any.

9. Carry out chalk test on the suspected area or the entire sealing face.

10. The concerned locating wedge may then be renewed / built up ensuring that the rubber packing isnot compressed beyond the permissible limit.

11. Resting pads must be checked to ensure that the packing is not compressed beyond maximumlimit. Rest pads take the weight of the pontoon. Excessive thinning down of the pads will causethe packing to be compressed beyond maximum permissible limit causing a permanent set and inworst cases the packing to be torn / the hatch cover skirt plate cutting into the coaming table topplate.

12. The cleating arrangement is to be maintained in good working order and should be adjusted peri -odically.

13. All rollers, wheels, idlers, and sheaves must be kept free and well lubricated. The bushes must bechecked for wear. Cargo dust, sand blasting grit, dried grease or rust must not be allowed to setin. This increases the operating resistance considerably.For the chain operated covers, the hydraulic system would have to work against a considerablyhigh added resistance, if a chain was to be dragged along a seized sheave, rather than beingrolled. Also if the pontoon had to be dragged out rather than being rolled out.

14. The track way must be examined for deformation and wear. All wheels must make rolling contactwith the track way.

3.22.2. Hydraulic System

1. The hydraulic system is to be maintained clean at all times.

2. The line filters and the tank filters are to be cleaned every 3 months or more frequently if re-quired.

3. The return line filters to be examined for metal fines, to monitor the wear and tear in the hydraulicpumps and motors.

4. The hydraulic tank is to be cleaned internally once a year and examined for sludge deposits /metal particles.


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5. The system working pressure is to be monitored regularly and compared with the specification.The pressure is not to be increased without the consent of Chief Engineer. When increased resis-tance is observed in hatch cover operation, the cause should be ascertained at the first opportu-nity and rectified on priority.

6. Care must be taken to avoid cargo dusts, grit etc. from depositing on the rams of the hydraulicjacks and shafts of the hydraulic motors. The chrome plating of these surfaces to be protectedfrom corrosion and pitting, to maintain the sealing surface oil tight. When not in use, these mustbe covered with water proof canvas. The dust seals for the jacks should be checked periodicallyand maintained in good order.

7. The flexible high pressure hoses must be maintained and protected from rubbing against themoving parts. Essential spare hoses must be identified and kept as spare.

8. Hydraulic lines and pressure couplings on deck must be prevented from corrosion. All leakagesmust be rectified immediately.

9. Sufficient spares are to be maintained to ensure that repairs can be handled effectively andpromptly.

Emergency operation of the hatch covers should be carried out every six months, andconcerned officers / crew trained.

Reference is to be made to IACS guidelines “Care of Hatch Covers” for more information andunderstanding. All vessels should comply with checklist OP-BCR-04“Hatch cover test report”.

3.23 CRANES

3.23.1. Cargo Crane and Hose Handling crane

1. SWL must be clearly marked on the cranes.

2. Each control lever is to be clearly marked for direction of operation. The control lever shouldspring back to neutral position when released.

3. All cranes are to be tested for operation prior arrival, and before handing over to stevedores. Logentry to be made.

4. Lubrication schedule is to be followed each month.

5. Limit switches are to be tested by Duty Officer and Electrical Officer prior arrival port, prior tohanding over the controls to the shore operator and subsequently every day thereafter if ship’scranes are to be used for discharging. Emergency stop switch should be similarly tested.

6. Condition of the wire ropes is to be examined prior arrival port, prior to handing over controls tothe shore operator. Crane running hours record must be maintained. Hoisting wires must be re -newed once in 500 hours of operation and luffing wires to be renewed once in 1800 hours of


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crane operation. For Hose handling crane, irrespective of number of operational hours, Hositingwire must be renewed once in 5 years prior to load test.

7. Test certificate of all wires on board must be carefully maintained on board. Certificate for eachwire in use must be available and identified separately.

8. Test certificate of every shackle, block, and any other gear used for cargo lifting must similarly beindividually identified.

9. For cargo cranes parking or by-pass keys are to be kept with Chief Officer. He must ensure thatthe key is removed prior commencement of Cargo Operations.

10. All blocks, sheaves, etc. must be maintained free. The ones that are accessible, to be overhauledat least once a year. Remaining to be planned for quintenial (5 yearly) surveys or dry-docking.

11. The chain coupling, where fitted, of hydraulic pump / motor are to be examined for lubrication,grease seal, and the wear and tear in the chain links, at least once in six months.

12. The seating and the hull reinforcement for the cranes should be checked for cracks.

13. The SWL of the stopper used for lashing of crane hooks, should be lesser than that of the system.

3.23.2. Provision Crane

1. SWL must be clearly marked on the cranes.

2. Each control lever are to be clearly marked for direction of operation.

3. Provision cranes are to be tested before arrival port after every long voyage or at least once amonth.

4. All limit stops are to be tested prior each use.

5. Hydraulic lines are to be protected by weather resistant tape (e.g. Denso Tape) as required.

6. Condition of the wire ropes is to be examined quarterly. If the condition is not good, they must berenewed. Generally wires must not be used for more than 5 years.

7. Hydraulic pump and motor are to be inspected once in three months through the inspection portsif provided.

8. Cranes are to be parked and secured well after use and to be confirmed by duty officer prior de-parture.

9. All sheaves and blocks are to be maintained free and overhauled at least once in a year.10. The seating and the hull reinforcement for the cranes to checked for cracks.


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11. The Provision cranes are to be load tested at least once every 5 years.

12. The SWL of the stopper used for lashing of crane hooks, should be lesser than that of the system


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3.23.3. Bunker Davits

1. SWL must be clearly marked on the davit.

2. Control levers are to be marked for direction of operation.

3. Wire ropes are to be examined regularly, and renewed if condition is not good.

4. Limit stops are to be tested before use.

5. Winch oil is to be checked for water regularly from the drain plug, and renewed once a year.

6. Brake and ratchet arrangement is to be inspected once a year.

7. If air operated, motor to be overhauled as required.

8. Sheaves and blocks are to be maintained free, and to be overhauled once a year.

9. The SWL of the stopper used for lashing of davit hooks, should be lesser than that of the system.

3.24 PIPELINES

1. Pipelines on deck and in ballast spaces must be checked for corrosion and wastage, with specialattention to the underside.

2. The securing U clamps must be checked for tightness.

3. The supports must be checked for detachment and cracks.

4. The expansion joints, where fitted, are to be examined for leaks and flexing. If the movement dueto the deck or hull is not observed in the pipe expansion joint, same must be eased up to avoidundue stresses in the pipe.

5. Spare packing for the type and size of expansion joints must always be maintained board.

6. Hydrostatic testing of Bunker pipeline is to be carried out once in 12 months to MAWP and every

2.5 yearly to 1.5 x MAWP. MAWP to be considered as 5 Kg/Cm2 or design pressure as described

in vessel drawings, whichever is lower.

7. All pipe lines should be identified and marked as per their intended service.

3.25 CABLE CONDUIT

1. Cable conduits on deck must be regularly examined for corrosion and wastage. Special attentionmust be paid to the underside of junction boxes to check for corrosion wastage, and cracks atpipe connections.


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2. The drains must be regularly checked for water.3. The expansion joints must be maintained and checked regularly for movement, during the flexing

of the deck plating.

3.26 AIR VENTS

1. All air vents are to be marked as per the color coding and stenciled for identifications.

2. The automatic lift up devices, where fitted must be checked for operation, periodically. As perPMS, the vent head should be opened to check for condition of the float and smooth operation ofthe closing device.

3. The flame screens of the Oil tanks must be maintained intact. The integrity of the flame screen isof utmost importance for the oil tanks, as these may; accidentally or otherwise reach tempera-tures close to the flash point of the oil.

4. The piping on deck must be regularly inspected for pitting from corrosion and wastage.

5. Vent pipes for Double Bottom Tanks passing through the Cargo Holds must be inspected regularlyfor their conditions.

3.27 SOUNDING PIPES ON DECK

1. All sounding pipes are to be clearly & permanently marked.

2. Caps of all sounding pipes on deck are to be kept shut at all times. The threads are to be checkedto ensure that the caps fit properly.

3. The sounding pipes for the double bottom tanks passing through the cargo spaces must be regu-larly inspected for the entire length. Leakages through these have often been the cause of cargodamage. Areas around the U clamps and supports must be checked in particular, as maximumwear and tear may occur at these locations.

4. Guards fitted to the pipes in the cargo tanks must be checked and repaired immediately to pre-vent damage from the cargo handling equipment.

3.28 ACCOMMODATION LADDERS AND WINCHES

1. Hinge pins must be maintained free and well lubricated.

2. The stanchions locking arrangement are to be inspected and repaired.

3. Both lower and upper rotating platforms are to be maintained free and checked regularly for rota-tion. The swivel pins for the same to be kept well lubricated at all times and the load bearing sur-face to be checked for wear. The underside of the platforms to be checked for corrosion andmaintained.


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4. The limit switches are to be tested every month.5. The winch brake is to be inspected once in twelve months. The ratchet arrangement to be in-

spected at the same time.

6. Winch gear oil to be checked for water regularly and the oil to be renewed at least once a year.

7. The wire ropes are to be inspected every 3 months and replaced if condition is not good. Wireropes must be replaced every 12 months.

8. Pneumatic Lubricators on the line if fitted should be checked for proper operation & lube oil filledup on regular basis. On yearly basis lubricator is to be drained of oil & cleaned internally.

9. The steps must be periodically inspected for condition, especially the securing arrangement.

10. Lighting arrangement for gangway should be adequate.

11. Lashing arrangements, especially for mid-ship gangways, to be checked regularly for adequacy.

12. Any repairs carried out by using mild steel on aluminium gangways must have a rubber buffer inbetween to prevent galvanic corrosion.

3.29 FRESH WATER TANK MAINTENANCE

Fresh water tanks are inspected and cleaned once per year. Hoses used for receiving fresh water areto be disinfected once every 6 months and ends kept capped when not in use.Potable water to be analyzed once in 6 months, using Portable water test kit or by shore analysis

3.30 TANKER CARGO MACHINERY AND SYSTEM

Maintenance of Cargo Machinery and Systems must be done in accordance with theManufacturers instructions and must be included in the Planned Maintenance System (PMS).

a) A sample list of all important maintenance and inspection intervals is included in Annex Iof the manual; this can be utilized as guidance for preparing the vessel specific mainte-nance plan.

b) General operating and maintenance guidance/instructions has been provided in theCargo Handling Manual relevant to your vessel.

3.31 VOYAGE REPAIRS AND MAINTENANCE

Where Voyage repairs or maintenance are to be carried out by riding team they have to planned wellin advance.

A review of intended repair or work has to be done. Complete Details of the work to be carried out tobe collected and work order to be prepared. A Repair or maintenance request to be raised specifyingscope of work.

This requisition is then floated to companies or contractors who has expertise in the type of work.


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Quotes received are compared and reviewed to identify the cost effective one.When maintenance riding team-subcontractors board the ship, the fact that extra and unfamiliarpersonnel as well as their intended task become potential hazards In this respect, Company’s policy is to ensure that subcontractors have a policy and perform all workunder a formal management system to ensure quality and safety.The system should include:

32. Measures to demonstrate that all contractors’ personnel are medically fit and competent to per-form their tasks safely.

33. Procedures that all personnel are familiar with the working conditions, the rules and standards re-lated to the working environment and the hazards and risks associated with the work programme.

34. Means that hazards have been identified, assessed and eliminated where possible are being con-trolled / mitigated through formal planning methods and procedures.

Visible commitment by the subcontractor to the mitigation or reduction of risks is critical and it can bedemonstrated by:

The contractor prepares a project specific plan .

The contractor appoints a project specific leader with sufficient authority and resource.

Regardless of the controls and safeguards identified within the plan, the contractor should confirm that

the ship’s personnel are authorized to interrupt or terminate all works if, in the sole opinion of the

Master or the Owner’s representative, the contractor’s personnel fail at any time to comply with the

requirements of the agreed safety management System. Generally, this will be as a result of ship’s

personnel identifying the existence of unsafe act or condition. For this purpose here should be a

periodic joint inspection tour of the contractor’s leader and the ship’s safety officer to observe and

respond to any potentially unsafe act and condition.

It is imperative contractor’s personnel to comply with Company’s policy, the rules and regulations of

ship’s flag, the state where the ship is as well as with Master’s advice and instructions.

In this respect contractors must accept the following:

Company’s Permit to Work Systems Alcohol and drugs policy Emergency preparedness Personal Protective Equipment

35. Smoking Regulations36. Safety meetings

On the basis of above Company’s requirements, the Contractor’s operating procedure must bereviewed by shore and ship’s personnel.The responsibility of the review is subject to technical and marine managers in the office and Masteron board the ship.In-cases where repairs to hull, machinery or equipment, which affect or may affect classification, areto be carried out by a riding crew during a voyage additional below guidelines to be followed.


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A complete repair procedure including the extent of proposed repair and the need for surveyor’sattendance during the voyage is to be submitted to and agreed upon by the Surveyor reasonable inadvance. Failure to notify the Classification Society, in advance of the repairs, may result insuspension of the vessel’s class.

A meeting is to be held with the owners prior to commencement of hull repairs during a vessel’svoyage to discuss and confirm the following:

37. It is the owner’s responsibility to ensure continued effectiveness of the structure, including the lon-gitudinal strength and the watertight/weather tight integrity of the vessel.

38. Extent of intended repairs. All repairs to be based on the Classification Society’s recommenda-tions and/or concurrence.

39. Availability of pertinent drawings.40. Verification of new materials regarding certification, grade and scantlings. Verified mill sheets to

remain on board and to be provided to attending Surveyor examining completed repairs.41. Verification of welding consumables regarding certification and suitability for materials involved.

Check on availability of drying ovens, holding containers, etc.42. Verification of the qualification of welders and supervisory personnel, qualification records to re-

main on board and to be provided to attending Surveyor examining completed repairs.43. Review of intended repair.44. Review of the intended revisions to facilitate sound weldments, i.e. cleaning, preheating (if appli -

cable) adherence to welding sequence principles. Further, it might be necessary to restrict weld-ing to certain positions and prohibit welding in more difficult positions when the ship’s motionsmight influence the quality of the welding.

45. Review of intended working conditions, i.e. staging, lighting, ventilation, etc.46. Review of intended supervision and quality control.47. Completed repairs to be examined and tested to the satisfaction of attending class surveyor.

Many times additional crew are placed on board for short duration ranging from few weeks to fewmonths to assist ship staff in maintenance work like cosmetic upgrade of main deck / Engine room,Cargo and bunker tanks cleaning etc. In such cases, the additional / riding crew to be handled insame way as other crew on board.

The crew should undergo ship specific familiarsiation at office and on board like other permanent crewon board. Prior placing additional crew on board, work plan to be discussed with vessel, duration to befinalised, budgetary estimate to be submitted to owners for approval. Once approved, crewing team tobe informed for arranging additional crew at convininet port. During their stay, vessel should weeklyworkdone report by additional / riding crew and same to be submitted to vessel owners.

3.32 PIPELINES AND FITTINGS

All pipelines and their fittings on board to be regularly inspected for leaks, wastage etc by ship staffwith special emphasis to pipes below the floor plates. All lube oil and fuel oil pipelines and couplingsmust be covered with anti-splashing tapes to prevent pressurized oil from splashing on to hot surfaceswhen there is a leakage or rupture. This is essential to minimize the risk of fire and injury.


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3.33 LIFTING EQUIPMENT

The purpose of this section is to provide guidelines for use of ship’s lifting equipment, to operate andmaintain the equipment in a safe and efficient manner.

Definitions

Lifting plant

Any ship’s stationary or mobile appliance (including attachments for anchoring, fixing or supportingthat appliance) which is used on a ship for the purpose of suspending, raising or lowering loads ormoving them from one position to another whilst suspended and includes ship’s lift trucks and similarvehicles; but it does not include:-Pipes or gangways; or Conveyors used for the continuous movement of cargo or people but doesinclude the lifting appliances used to suspend, raise, lower or move any of these items

Survival craft or rescue boat launching and recovery appliances or arrangements; or Pilot hoists

Lifting gear

Any gear by means of which a load can be attached to a lifting appliance and which does not form anintegral part of that appliance or load but does not include pallets, one-trip slings and pre-slung cargoslings, and freight containers.

Lifting plant

includes any lifting appliance or lifting gear or device (for e.g.cranes, portable and beam, chain blocks,pad eyes, lifting beams, etc.)

Thorough examination

means a detailed examination by a competent person, supplemented by dismantling as thecompetent person considers necessary, and access to or removal of hidden parts also at thediscretion of the competent person in order to arrive at a reliable conclusion as to safety of the plantexamined. An examination of a sample or parts of a lifting appliance is not sufficient to constitute athorough examination.

Maintenance Requirements

The regulations require that any lifting plant (i.e. Lifting appliance plus any lifting gear / device) usedon board ships is:

· Of good design

· Of sound construction and material, free from patent defect

· Fit for purpose,

· Properly installed or assembled; and

· Properly maintained;

Ship’s lifting plant is not loaded in excess of its safe working load, except for the purpose of carryingout a statutory test.


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Lifting plant should be kept in good, efficient working order. Systematic preventative maintenanceshould be carried out as given in the manufacturer’s instructions. This should include regularinspection by a competent person to assess whether the lifting plant is safe for continued use.

No lifting appliance/device on board ship is to be used unless it has been suitably tested by acompetent person within the preceding five years and has been thoroughly examined by a competentperson at least once within the last 12 month period.

The period of 12 months is the maximum period that should be met for the examination of all plant.

Where plant is subject to arduous or very frequent use more frequent thorough examinations may beappropriate: in such cases or any other case where they think fit, the competent person carrying outthe thorough examination may specify in their report a period of less than 12 months to the nextthorough examination.

The Master / Chief Engineer is responsible for ensuring that no lifting plant on board ship is usedAfter manufacture or installation or After any repair or modification which is likely to alter the safeworking load, or affect the lifting plant’s strength or stability; without first being tested by a competentperson.

The Ships Lifting Plant must be operated by trained Personnel or a person authorized by aresponsible ship’s officer. The same applies to the operation of a ship’s ramp or a retractable cardeck. The only exception is in the event of an emergency endangering health and safety.

Marking of Lifting Equipment

Ship staff must ensure that each lifting appliance and each item of lifting gear carried is clearlymarked with its safe working load and a means of identification. Where such marking is notreasonably practicable, the safe working load shall otherwise be ascertainable by other means.

Where the safe working load of a crane varies with its operating radius, it is required to be fitted withan accurate indicator, clearly visible to the operator, showing the radius of the load lifting attachmentat any time and the safe working load corresponding to that radius.

Lifting Equipment Register Including Certificates and Reports

Latest certificates and maintenance reports for lifting plant and associated gear should be keptreadily available on board for inspection by PSCO / third parties.

A register of lifting appliances and items of loose gear should be maintained in a form based onthe specification given below (as per ILO recommendation)

Records of reports may be kept in either paper or electronic form on the following recommendedformat.


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PART - 1

SerialNo.

Situation anddescription of liftingappliances andloose gear withdistinguishingnumbers or marks.

CertificateNos.

Examinationperformed

Examinationresultincludingsignature &date ofinspection

Remarks

PART – 2

SerialNo.

Condition of loose gear includingthe distinguishing numbers/marks

Signature and dateof person carryingout the inspection

Remarks relating tothe inspection

3.34 GAS CARRIERS CARGO MACHINERY AND SYSTEM

3.34.1. Re-Liquefying Equipment Maintenance

Preparations for Work

Confirm or carry out the following before the commencement of work.

a) The equipment is not runningb) Power for the re-liquefying compressor is off.c) The LO pump is not running.d) Operate valves necessary for the maintenance.e) Drain sea water and fresh water in the equipment as needed.

Precautions for Re-liquefying Compressor Maintenance


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In maintenance, overhaul and disassemble the equipment in accordance with the Instruction Books,clean each part, and inspect, confirm, or measure the following important items, and replace or adjustdevices and parts as needed if dimensions, clearances, the amount of wear, and the like exceed theallowable values.

Reciprocating Parts

c) Check and measure the piston ring and rider ring.d) Check the piston ring groove.e) Check and measure the sliding surface of the cylinder liner.f) Check the sliding portion of the piston rod.g) Check the piston rod gland packing, and replacing it if required.h) Check the crosshead pin bearing, and replacing it if required.i) Check the crosshead guide shoe.j) Check the crosshead pin, and replacing it if required.k) Measure the shake of the piston rod before disassembling and after assembling.

Rotating Parts

a) Check the crank pin.b) Check the crank pin bearing, and replace it if required.c) Measure the crank web deflection.d) Check the main bearing, and replacing it if required.

Suction and Delivery Valves

a) Disassemble and check the valve, replace the damaged valves and worn parts.

b) Check the seat surface, lap, adjust or machine it if required.

Safety Valve

a) Overhaul and check the valve seat and valve body, lap and adjust, or machine it if required.b) Adjust the valve opening pressure after assembling.

Maintenance of Other Units Related to Re-liquefying Equipment

Service the condenser, other heat exchangers, and related pumps in accordance with each Instructionbooks, and enter necessary items in the record. Condenser sea water side to be cleaned every 3months. Frequency of cleaning sea water side to be reduced if there is fouling / drop in performanceof the condenser.

3.34.2. Cargo Compressor Performance test

The test is to be carried out to confirm the performance of the re-liquefaction plant. This test shall becarried out during cargo cooling down, and the following to be verified:

a) Suction gas volume of re-liquefaction gas compressorb) Refrigeration capacity of re-liquefaction plantc) Required power of re-liquefaction gas compressor

Re-liquefaction Plant Efficiency Test Procedure

1) Measure the following items and record it.a) Compressor suction pressure.b) Compressor suction temperature.c) Compressor 2nd discharge pressure.d) Compressor discharge temperature.


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e) Receiver temperature.f) Liquid temperature control valve inlet.g) Cooling seawater inlet/outlet.

2) Close the valve before liquid injection valve.3) Wait until liquid level in the intercooler is empty. (If required you can open the drain valve.)4) Close the valve after liquid injection valve.5) Open the by-pass valve and decrease the liquid level in the receiver below level (1).6) Close the by-pass valve and measure the time taken to fill from between (1) to (2). (May need

250mm scale on level gauge.)7) Quickly open the by-pass valve after liquid level comes up to (2). (If this opening is late, com-

pressor will be stopped by high level.)8) Repeat this procedure more than 3 times9) After measuring the time, all of the valves must be set to normal operation.

Refrigeration capacity:

Q =439.22 x pi

x 250 x3600

x g x 10-6 x ( a - f ) x 0.914 t

Q: Refrigeration capacity (kcal/h)

g: Liquid density (kg/l) (TABLE1)

a: Suction gas enthalpy (kcal/kg) (TABLE2)

f : Liquid enthalpy before control valve (kcal/kg) (TABLE3)


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Table1: Density of commercial propane at in receiver.

A : Ethane content in liquid phase mol% in cargo tank

B : Ethane content in vapour phase mol% at inlet of the plant


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Mol %Liquid temperature in receiver degree C

10 15 20 25 30 35 40 45A 2.5

0.492 0.480 0.468 0.456 0.444 0.432 0.420 0.408B 16.0A 2.0 0.495

0.483 0.471 0.459 0.447 0.435 0.423 0.411B 14.0A 1.5

0.498 0.488 0.474 0.462 0.450 0.438 0.426 0.414B 12.0A 1.0

0.501 0.489 0.477 0.465 0.453 0.441 0.429 0.417B 10.0A 0.5

0.503 0.492 0.480 0.468 0.456 0.444 0.432 0.420B 5.0A 0

0.506 0.495 0.483 0.471 0.459 0.447 0.435 0.423B 0

Table 2: Enthalpy of suction gas

Temperature Deg C -40 -35 -30 -25 -20 -15 -10 -5 0

Enthalpy kcal/kg 178.5

180.4

182.0

183.6

185.2

186.6

188.3

190.4

192.5

KJ/kg 747.3

755.3

762.0

768.7

775.4

781.3

788.4

797.2

806.0

Table 3: Enthalpy of liquid at before of level control valve

Liquid Temp. Deg C -10 -5 0 5 10 15 20 25 30

Enthalpy kcal/kg 94.0 97.0 100.0

103.0

106.2

109.5

113.0 116.5 120.0

KJ/Kg 393.6

406.1

418.7

431.2

444.6

458.5

473.1

487.8

502.4

3.34.3. Cargo Pumps

On board Maintenance Work

Maintenance Items

a) Measure the insulation resistance periodically.

b) Check the cryogenic cable and power supply junction box on the deck for penetration ofmoisture.

c) Replace the absorbent in the power supply junction box.

d) Check the external appearance of the feed through part for damage.


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Reaction when Insulation Resistance Drops

Since a drop in insulation resistance is often caused by penetration of moisture into the cryogeniccable and the power supply junction box on the deck, thoroughly dry such spots, and place anabsorbent inside the connection box as needed.

Precautions in Overhaul Work

Though the cargo and spray pump is overhauled and serviced by the manufacturer during a dry-docking, pay attention to the following.

Confirmation Items in Disassembling

a) Workers shall fully understand the construction and functions of each part to avoid anymistake in the work.

b) Before disassembling, be sure to affix tallying marks to parts for joints.

c) Handle each part carefully not to damage it.

d) Disassemble carefully the fitted parts and do not disassemble them by force.

e) Carry out work in an area well ventilated and free of gas explosion.

f) Pay extraordinary attention not so allow water, oil, grease, and dirt to stick on the bearing.

g) Provide a protection sheet over the stator and coil ends, and be very careful not to damagethem.

Confirmation Items in Assembling

In assembling, pay attention to the following, and assemble them in the opposite sequence to theabove disassembling procedure.

a) Remove foreign articles from disassembled parts, and dry them completely.b) Check each portion of disassembled parts for abnormality.c) Reuse reusable parts after thorough servicing, and replace non-reusable parts.d) Be careful for dirt, water, or oil not to stick on parts having surfaces to be fitted or engaged to-

gether, or having sliding surfaces.e) Incorporate parts with tallying marks in the original positions according to the marks.f) If a stopper against turning is provided to nuts and bolts, be sure to set the stopper securely

as before.g) Once the pump is disassembled, renew the bearing without fail. For handling the bearing to

be incorporated, follow the instruction books.h) Be sure to clean the lubricating oil line filter.i) For bolt tightening procedure and tightening torque, follow the instruction books.j) After assembling, turn the rotor by hand to confirm that it turns lightly and evenly.k) Measure the insulation resistance of the cryogenic cable alone, the motor alone, and those

after connections, and confirm that they are more than the standard values.l) Make a low-voltage motor-starting test before mounting to confirm that the direction of rota-

tion is correct.

Inspection Items


TECHNICAL MANUAL



a) Measure the dimensions of the parts, such as the impeller, wear ring, and sleeve, and meas-ure wear conditions and rotor clearances, and renew the parts the measurements of whichexceed the allowable values.

b) If there are parts with abnormal flaws, cracks, deformation, detachment, wear, and the like,repair or replace them

Precautions

a) Before starting pump check insulation resistance of motor winding and power cable is higherthan 1 M ohm.

b) Do not run the pump in dry conditionc) Do not start the cargo pump if the tank level is from the tank bottom is less than that of what is

given in the cargo pump instruction manual. 5. Confirm the permissible number of restarts and the time gap from the instruction

manual and display the same in the CCR.d) Do not operate the pump with discharge pump shut-off for too long. Confirm time as given in

the manual and display prominently.

3.34.4. Cargo Condenser, Heater, Piping and Valve Maintenance

Heat Exchanger for Cargo

Body of Heat Exchanger

Carry out the following during the inspection.

a) Carry out a leakage test of the connection between the tube and tube plate.b) If a safety valve is provided, inspected and overhauled by lapping, adjusting, and renewing

gaskets and reassembled upon confirming that the blow pressure is at desired level.c) Check each joined park for leakage.d) Check each area for thermal distortion.

Check each heat transfer surface for dirt.

Measuring Instruments and Temperature Regulating Valve

Carry out maintenance in accordance with the Instruction Books.

Pressure test

Cargo condensers to be checked for leaks before each operation of cargo compressors.

a) Please follow maker’s instruction and prepare vessel specific procedures.. (Genericguidelines: Shut sea water / cooling medium valves and drain condenser. Pressurise gas sideof condenser using cargo compressor. Check for gas leaks using gas detector from sea water/ cooling medium drain pipe.)

b) Pressure test of the cargo condensers to be carried out as per maker instruction or every 3months.


TECHNICAL MANUAL



Eddy current test

Cargo condenser tubes to be checked using Eddy current in every docking as per specific owner’sstanding requirements.

Eddy current generated in the tube material and discontinuities in the material due to the eddy currentis observed and analysed to assess the condition of condenser and plan for necessary repairs.

Valves and Pipelines

Valves

Maintenance during Dry-docking

a) Overhaul, inspect, and service the valve body.b) Carry out a leakage test with N2 (positive and negative pressure).c) For a hydraulically driven valve, carry out overhauling the actuator and renewing the O-rings

and packing.

Maintenance Other than Dry-docking Period

a) Check the hydraulic pipeline for leakage periodically. Tighten the pipe joints additionally asneeded.

b) Confirm the tightening force of the bonnet block tightening bolts by a torque wrench periodic-ally, and tighten them additionally as needed.

c) Check the body and valve handle of the actuator for rust, and treat them as required.

Pipes and Expansion Joints

a) Confirm the tightening force of flange tightening bolts by a torque wrench periodically in ac-cordance with section 2.3, and tighten them additionally as needed. Make a torque check forleakage very carefully, when cryogenic conditions have been recovered after a dry-docking inparticular.

b) Inspect the flange bonding cable, and replace it as needed.c) Take the expansion joint ashore, and make a penetration test colour check to it. Check the

tie bolts for a bend and the like at the same time.d) Repair the defective insulation material during a dry-docking.e) Inspect the pipe supports and U-bolts, and take measures necessary to protect pipes from

improper stress.

Torque Checks on Cargo Lines

a) Prepare a ship specific checklist and carry out a torque check on the flanges and valve bon-nets installed on all the cargo lines.

b) Checks shall be carried out every six months. Checks after docking shall be carried out be-fore the initial cool down operation and after the loading.

c) The checklist shall be signed by the Chief Officer and the Chief Engineer and filed on board.The checklist should be retained for three years.

Inspection of Safety Valve on Liquid Line

The following inspection shall be implemented for early detection of cracks in the vicinity of the safetyvalves on the liquid line:


TECHNICAL MANUAL



Object equipment

The following parts on all the safety valves on the liquid line

a) Connection part of the main liquid line and the inlet line on the safety valve.b) The body of the safety valve and the support of the inlet line and the outlet line on the safety

valve.

Items to be inspected and inspection methods

a) Check to see that no significant vibration takes place on the above equipment.b) Carry out visual inspection of the restraint conditions of the supports.c) Upon inspection of the above items (a and b), if it is discovered that the conditions could lead

to or likely result in causing cracks, carry out a colour check (dye-penetration test) and checkfor any cracks.

d) Use the attached checklist when carrying out an inspection (refer to the attached sample).e) When any cracks are discovered, report to the company and confirm measures to be taken.

Inspection interval

Inspection shall be carried out every 6 months.

Records

6. The above inspections shall be included in the maintenance Tool.7. The checklist shall be retained on board for three years.

3.34.5. Inert Gas Generator

The Inert Gas Generating System shall be maintained in accordance with the relevant manufacturers’instructions. All personnel must be aware of, and observe the precautions to be taken beforemaintenance of system components is commenced. IGG plant alarms and trips to be tested as permaker instruction or at internal not exceeding 3 months.


a) Confirm the following before the commencement of work.b) The equipment is not running.c) The power supply to the control panel is off.d) The power supply to the devices related to the equipment, such as the air blower, FO pump,

inert gas compressor (LPG carriers), dryer regeneration blower (LNG carriers), and coolingfresh water pump, is off.

e) Operate valves necessary for maintenance.f) Drain sea water and fresh water in the equipment as needed.

Precautions for Overhaul

For maintenance, inspect, confirm, measure, or replace the following important items in accordancewith the Instruction Book of each equipment, and enter necessary items in the record.

Combustion Unit Burner and Accessories

a) Cleaning the flame eye (flame monitor).b) Cleaning the burner nozzle tip.c) Cleaning the burner cone swirler.

Air Blower and Dryer Regeneration Blower


TECHNICAL MANUAL



a) Inspecting and adjusting the tension of the V-belt.b) Renewing the lubricating oil in the gear case.c) Renewing the grease or lubricating oil in the drive side bearing case.d) Inspecting the oil seal.e) Removing the suction side piping, and inspecting the impeller and the inside of the casing.f) Opening the gear case, and inspecting the gear.g) Cleaning or renewing the air suction filter.

Inert Gas Compressor (Gas Carriers)

a) Inspecting and adjusting the tension of the V-belt.b) Cleaning and replacing the suction filter element.c) Opening, cleaning, and inspecting the suction and discharge valves, or replacing the defect-

ive parts.d) Renewing the lubricating oil.e) Overhauling and cleaning the cylinder head.f) Cleaning the after cooler.g) Cleaning the lubricating oil filter.h) Measuring each spot, and replacing parts the measurements of which exceed the allowable

values.

Cooling Type Dryer (Gas Carriers)

a) Carrying out the maintenance of the compressor for the refrigerator in accordance with the In-struction Books.

b) If the condenser is of a sea water cooling type, clean the sea water side and replace the pro-tection zinc plates, and the like.

Absorption Type Dryer

a) Inspecting and cleaning the filters.b) Checking the absorbent for a colour change and adhesion of oily ingredients.c) Analysing property of the absorbent, and replacing it as needed.d) For the absorption type dryer on LNG carriers, if the cooler is of a sea water cooling type,

cleaning the sea water side and renewing the protection zinc plates.

Other Pumps

Servicing to be carried out in accordance with the Instruction Books of each pump.

Implementation of Firing Test

In order to ensure the firing in case of necessary and to confirm ensuring the required oxygen contentand carbon dioxide content in the inert gas, the firing test shall be implemented at least oncein two months.

Nitrogen Generator Maintenance


Confirm the following before the commencement of work.

a) The air compressor is not running.b) The power supply to the main control panel is off.c) The power supply to the heater is off.

Precautions for N2 Generator Overhaul


TECHNICAL MANUAL



For overhauling the generator, clean each part, and inspect and confirm the following important itemsin accordance with the Instruction Books.

Membrane Separator Unit

Inspect and clean the line filter, and replace the element if required.

Air Compressor

a) Check filters and replace elements for them if required.b) Check the differential pressure or internal pressure of the separator, and replace the filter ele-

ment if required. And check the property of lubricating oil in use, and renew the oil if re-quired.

c) Check the LO level, charge lubricating oil if required, or renew it as needed.d) Check the tension of the V-belt, and renew it if needed.e) Overhaul the air compressor in accordance with to the Instruction Books.

Oxygen Analyser

Inspect the analyser in accordance with the Instruction Books, and renew the fuse or sensor ifrequired.

Inspection and Confirmation Items after Assembling

Upon reassembling the unit after the necessary inspection and parts replacement, make a test run toconfirm that such process values as pressures and temperatures are at desired level and thatnitrogen gas with a proper oxygen concentration is being supplied.

3.34.6. ESDS (Emergency Shut Down System) Maintenance

Maintenance of Pneumatic ESD System

a) Check the solenoid valve for heat generation and/or howling noise.b) Check the cover of the manual operation cock and pipeline system installed outside the CCR

for corrosion.c) For an ESD trip test before the commencement of cargo operation, select operating stations

deliberately, and confirm that the system is operable from every operating station.d) Inspect corrosion conditions of pneumatic piping and supports for the ESDS on weather

decks, and take measures for pitting not to lead to holes. If on board maintenance is deemedimpossible, make permanent repairs to, or complete renewal of, such a portion of the pipingduring a dry-docking.

e) Inspect conditions of fusible elements, and confirm that no fusible part is covered by paint, orthe like.


TECHNICAL MANUAL



Optical ESD System Maintenance

a) When the ship arrives at a terminal where the optical ESD system is used, connect the testplug to the optical fibre link connector to confirm normal signal are being transmitted/re-ceived, at an appropriate timing before entering the port.

b) Clean the optical fibre link connector pin periodically with the chemical agent provided by theCompany.

c) Apply a protection cover, such as a canvas cover, to the fibre line connector box for sea waternot to penetrate into the box at sea.

3.34.7. Hydraulic Accumulator for ESD Valve Drive

a) Check the pressure periodically of the independent accumulator that is provided to actuateESDS in the case the hydraulic pressure drops due to a trouble of the hydraulic unit for re -mote valve control.

b) Inspection intervals for accumulatora. Small accumulator for the hydraulic pump Pressure Check: Once a yearb. Accumulator for the hydraulic line and ESDS Pressure check: If possible every two

and half years or at every dry dock.c) Spare parts and inspection tool inventory

Spare parts and inspection tool inventory for the associated equipment on the hydraulic sys-tem must be maintained.

d) Precaution for operation and maintenance- Confirm the present setting value of the following associated equipment on the hy-

draulic system and indicate it to the control console.- Operating pressure to activate ESDS- Starting pressure to activate the backup pump for the hydraulic pump- Nitrogen filling pressure of small accumulator for the hydraulic pump (only applicable

ships)- Delivery flow of the hydraulic pump- Display of precaution plate

e) Confirm the number of valves capable of being operated simultaneously and display precau-tion plates on the cargo console and the ballast console. Provide adequate training and makepreventive measures known to valve operators.

3.34.8. Cargo Plant Safety devices

General

Manufacturers and “SIGTTO, Liquefied Gas Handling Principles on Ships and Terminals guidelines onmaintenance and testing of safety and relief devices” should be consulted and maintenancescheduled accordingly.

Following is a generic list of cargo plant safety test / trips / alarms. Vessel specific list of testing ofalarms /trips as per manufacturer’s instruction is to be maintained. Cargo plant alarms and trips are tobe tested as per maker instruction or at internal not exceeding 3 months.

a. Cargo compressor suction low pressure (1st stage

b. Cargo compressor discharge high pressure ( 2nd / 3rd stage)

c. Cargo compressor discharge high temperature ( 2nd / 3rd stage))

d. Cargo compressor discharge very low lube oil pressure


TECHNICAL MANUAL



e. Knockout drum high level

f. Condenser and receiver level high

g. Cargo compressor motor overcurrent

h. Cooling sea water low pressure

i. Condensate return high pressure

j. Intercooler level high

k. Control air low pressure

l. Glycol / brine pump stop

m. Glycol / brine low pressure

n. Cooling fresh water High Temperature

o. Hold space low pressure alarm

p. Hold space high level alarm

q. Cargo booster pump high discharge pressure

r. Cargo Booster pump low suction pressure

s. Cargo heater cargo outlet temperature low

t. Cargo heater sea water outlet low temperature

u. Cargo heater sea water low flow

3.34.9. Nybrine / Ethylene Glycol for re-liquefaction system

The cooling medium of the re-liquefaction plant is to be maintained as per the maker instruction. Thespecific gravity should be checked every month, and pH value of 7.0 or more to be maintained.

48. Where the use of cooling coils is essential for certain cargoes, a mixture of ethylene glycol andwater is normally used.

49. For ships carrying cargo down to - 55 °C (minus), a 60% volume mixture of glycol and freshwatershould be adequate for all purposes. If the glycol percentage is more than 60%, the additionalglycol will not have practical advantages.

50. It has been observed that the use of glycol in warm weather conditions can lead to sludge genera-tion. In such cases chemical treatment of the cooling water may be considered in consultationwith the company.


TECHNICAL MANUAL



Fre

ezi

ng P

oint

(o C)

Den

sity

(w

t %

)

Spe

cific

Gra

vity

(15

o C)

Spe

cific

Hea

t K

cal/k

g C

(0o C

)

The

rmal

Con

duct

ivity

Kca

l/m h

r C

(0

o C)

Viscosity C.P

(0oC) (-10oC) (-20oC) (-30oC)

CaCl2 brine -10

-20

-30

-40

14.5

21.0

25.2

29.0

1.128

1.194

1.236

1.263

0.798

0.723

0.688

0.659

0.472

0.466

0.461

0.456

2.6

3.4

4.2

5.8

4.1

4.9

5.3

9.1

10.1

14.7

Nybrine -10

-20

-30

31.0

48.0

61.5

1.034

1.054

1.070

0.92

0.85

0.81

0.43

0.40

0.39

3.5

5.0

6.2

7.7

10.0 16

Freezing Point of Glycol water solution


TECHNICAL MANUAL



-40 71.5 1.081 0.80 0.37 8.2 14.0 23 38

PropyleneGlycolic brine

-10

-20

-30

-40

24.5

39.0

48.0

54.5

1.021

1.033

1.041

1.042

0.92

0.85

0.80

0.77

0.40

0.36

0.33

0.31

4.0

7.0

10.0

14.0

9.0

13.0

23.0

30.0

64

82 260


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TECHNICAL MANUAL Ch. 03 PLANNED INSPECTIONcompetency.synergyship.com/pdf/Technical_Manual/ch_03_Planned... · Each vessel shall prepare a vessel specific critical equipment list