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Chapter 10
Maintenance strategy..................................................................................................6
10.1.1.
Definitions ......................................................................................................................6
10.1.2.
10.1.4.
10.2
Maintenance management.........................................................................................9
10.2.1.
General............................................................................................................................9
10.2.2.
10.2.4.
10.2.5.
10.2.6.
10.3
10.3.1.
Introduction .................................................................................................................12
10.3.2.
Responsibilities ..........................................................................................................13
10.3.3.
10.4
10.4.1.
10.4.2.
10.4.3.
10.4.3.1. Maintenance of hatch covers and openings, closing, securing and sealing
systems.........................................................................................................................17
10.4.3.2. Inspection of hatch covers and hatch opening, closing, securing and
sealing systems..........................................................................................................17
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10.5.1.
10.5.2.
10.5.3.
10.6
10.6.1.
10.6.2.
10.7
10.8
10.9
10.9.1.
FO and DO systems...................................................................................................25
10.9.2.
10.9.3.
LO systems ..................................................................................................................25
10.10
10.10.1.
General..........................................................................................................................29
10.10.2.
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Generators ...................................................................................................................35
10.10.5.
10.10.6.
10.10.8.
10.10.9.
Refrigerators................................................................................................................40
10.11.1.
10.11.2.
10.11.3.
10.12
10.12.1.
Introduction .................................................................................................................47
10.12.2.
Responsibility .............................................................................................................47
10.12.3.
Defects ..........................................................................................................................47
10.12.4.
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10.13
10.13.1.
General..........................................................................................................................49
10.13.2.
Responsibility .............................................................................................................49
10.13.3.
Monitoring of performance......................................................................................49
10.14.1.
10.15
10.15.1.
10.15.2.
10.15.3.
10.15.4.
10.15.5.
10.16
10.16.1.
10.16.2.
10.16.3.
Life boat falls [ref. SOLAS/III/20.4, IMO Res. MSC 216(82), MSC.1206] .......51
10.17
10.17.1.
Definitions ....................................................................................................................51
10.17.2.
Statutory inspections................................................................................................51
10.17.3.
10.17.4.
10.17.5.
Tagging / labelling......................................................................................................51
10.17.6.
Elevators.......................................................................................................................51
10.17.7.
10.18
10.18.1.
10.18.2.
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Handling life saving, fire fighting and other equipment Certificates ...........51
10.18.4.
10.19
Inventory.......................................................................................................................51
10.19.1.
10.19.2.
10.20
Purchasing ...................................................................................................................51
10.21
10.22
10.23
Relevant forms............................................................................................................51
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Maintenance strategy
10.1.1.
Definitions
Maintenance strategies
A Maintenance Plan is developed in order to implement the Companys Maintenance Policy, and
incorporates a combination of maintenance strategies, in accordance with the aims of the
Maintenance policy. It is obvious that except for Reactive Maintenance, where only certain
monitoring functions may involve planning, the rest of the below mentioned maintenance strategies
require a system for planning, keeping historical records, and follow-up. Therefore, a Planned
Maintenance System (PMS) is mainly a tool for implementing preventive, predictive, or proactive
maintenance, or combination of the above. Maintenance strategies are as follows:
10.1.2.1. Reactive maintenance
It can also be called Run-to-Failure maintenance. This is the strategy where a system first breaks
down and then we fix it. With this kind of approach, the equipment controls us while we are trying
to control the breakdowns. Although this strategy is not generally acceptable for the PMS it may be
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The Maintenance work to be carried out can be categorized in three levels which are applicable for
both planned and unplanned events:
Organizational.
Intermediate; and
Depot level.
The Organizational and Intermediate state levels are integral part of ships operation and
accomplish maintenance during the ships operating cycle.
The Organizational level maintenance is that maintenance which is the responsibility of and
performed by ships personnel, as assigned. This level is divided into the following subcategories:
A1: Inspection activities.
A2: Servicing i.e. operational checks, filter changes, oil levels etc.
A3: Easy maintenance/repairs, i.e. routine overhauls, etc.
The Intermediate level maintenance is that maintenance which is normally performed by
authorized shore-side repair teams with the aid of ship personnel. It normally includes repair or
replacement of damaged or unserviceable parts, components, or assemblies. This level is divided
into the following subcategories:
B1: Middle maintenance/repairs (support with repair teams onboard or workshops ashore).
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Maintenance/
repairs categories
A1
Inspection
A2
Servicing
A3
Easy maintenance/repair
B1
Middle maintenance/repair
B2
Difficult Maintenance/repair
Depot maintenance/repair
Responsibilities Crew
Where:
2
c
X
X(1)
p= Planned.
c= Corrective.
X(1) = Go to port capability (Crew may perform the job to enable vessel to reach the
nearest port where shore assistance can be provided).
Availability of material, funds and skilled manpower for ship support activities regarding
maintenance is under the responsibility of the Companys Technical department.
10.1.4.
a.
b.
The Company has established procedures to ensure the vessels are maintained in
conformity with the provisions of the Management Agreement, relevant regulations and
where necessary, additional requirements as identified by the Company.
The Companys objective is to maintain all vessels in the most cost-effective manner and
consistent with Companys high maintenance standards.
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Maintenance management
10.2.1.
General
Companys general maintenance strategy and implementation are mentioned in paragraphs 10.1
and 10.3. Technical department and vessels maintenance management team (Master, C/O, C/E)
assumes responsibility as defined in SMSM Ch.3 and elsewhere in this manual.
10.2.2.
Voyage repairs
10.2.2.1.
a)
The C/O and the C/E are reporting on a regular basis of all machinery/structural defects to
the Technical Department.
b)
Repair specifications may comprise of listed defects and anticipated requirements, and in
addition take into account:
- Non conformity reports.
- Accident/Incident reports.
- Superintendent Engineers attendance reports.
- Internal and External audit reports.
- Flag, PSC, P&I condition reports, etc.
c)
The repair specification prepared by the Superintendent Engineer, once approved by the
Technical Manager, can be used as tender documents for obtaining repair quotations and
can be amended in line with alterations to the repair work, time schedule and cost.
d)
Where repairs to hull, machinery or equipment, which affect or may affect Classification, are to be
carried out by a riding crew during a voyage they are to be planned in advance. A complete repair
procedure, including the extent of proposed repair and the need for surveyors attendance during
the voyage is to be agreed upon with the Classification.
The above is not intended to include maintenance and overhaul to hull, machinery and equipment
in accordance with manufacturers recommended procedures and established marine practice, and
which does not require the Class Societys approval; however, any repair as a result of such
maintenance and overhauls which affects or may affect Classification is to be noted in the Bridge
logbook and submitted to the attending Surveyor for determining further survey requirements.
10.2.3.
The C/E and the C/O are to ensure all shipboard maintenance work for hull and machinery are
carried out in a satisfactory manner. In order to inform the Company on vessels maintenance
works, the Master in cooperation with the C/E must compile a Sunday Review Report by the
end of every week. The report should mention only the maintenance items / works or rectification
of defects and should be forwarded to the Company.
Vessels Superintendent Engineer or a Companys representative attend the vessels at least four
(4) times per year to verify the actual condition of hull and machinery, and to ensure that shipboard
maintenance is followed as per Companys maintenance plan and instructions. The scope of the
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Dry-docking and major refit specifications are compiled using the Companys dry-dock
specification, which is modified on the basis of any applicable:
-
Classification/Flag requirements.
The specification which is a detailed description of the work required to be carried out, is prepared
by the Superintendent and approved by the Technical Manager. The completed specification is
submitted for tender to a number of shipyards (or repair sub-contractors) whenever practicable.
Returned quotes are compared with each other and with previous quotes. Thereafter, each yard is
contacted in turn for negotiations in order to obtain the most cost-effective quote. The final choice
of yard will be based upon quality, experience, productivity, price, location, timing / schedule, etc.
The Technical Manager will review the final quotes and select the Yard to be used. The selected
yard will then be asked by the Technical Manager to confirm in writing the booking date. The
specification forms part of the contract with the Yard, but it is worded in such a manner to permit
changes as dictated by prevailing circumstances. The attending Superintendent keeps in contact
with the Technical Manager and together they determine, in consultation with the Yard, what may
need adding or deleting from the original specification. Changes to the specification are agreed
between the attending Superintendent and Yard before the work is allowed to commence.
During the repair work, the attending Superintendent, the Master, C/E and Senior Officers, check
to verify that work carried out by the contractors meets the specification. Regular meetings take
place to ensure their activities are co-ordinated. Records of all inspections, tests and data, such as
clearance dimensions, working pressures, volumes, etc. will be recorded in the appropriate forms
and in the final report submitted by the Shipyard. Upon completion of the Dry-docking / major refit,
the Superintendent shall complete and submit to the Technical Manager the form OT04.
10.2.5.
Critical systems
The Company has established procedures (ref. section 10.8) to describe the reliability tests carried
out in vessels critical equipment /systems and stand-by arrangements.
The Master is responsible for ensuring that inspections and testing of critical systems and stand-by
arrangements is carried out according to Companys instructions, witnessing as required.
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Stand-by equipment
The following non-running equipment should be kept in an auto start condition, to allow quick
starting in cases of emergency. Furthermore, it is of great importance that operation of all stand-by
equipment on board the vessel are carried out on a rotation basis and prior to conducting critical
operations, and this should be verified in a systematic way. To this respect rotation to be done at
each vessel departure, and relevant entries to be made appropriately.
It is the duty of C/E to strictly follow the stand-by equipment policy. Stand-by equipment list is
(running, stand-by):
-
D/Generators.
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10.3.1.
Introduction
One of the main Companys tools for implementing its policies is a properly organized vessels
PMS. The PMS aids the vessels Senior Officers and the Technical department to plan, monitor
and document the vessels planned maintenance work. Through the PMS, the following main
parameters are observed:
-
Adherence to the set maintenance intervals for all shipboard equipment, taking into account
the manufacturers instructions, sound engineering practices as well as the Class and Flag
relevant requirements and Companys experience.
Procedures to be followed in order to identify, record, monitor, plan and rectify defects that
may happen, despite the implementation of the PMS.
Regular vessels inspections by the Senior Officers and shore personnel in order the Office to
monitor the condition of the vessel and verify the proper execution of the PMS.
FO, DO, LO and water quality analysis for selected equipment, as per makers instructions.
Organization and maintenance of the vessels drawings and equipment manuals filing system.
The purpose of this Chapter is to ensure that vessels are always maintained and certified in
accordance with the Class Society, Flag State and Companys requirements. Although the
reliability of ship structure and equipment depends on many factors, including design, construction,
initial commissioning, operating practices and maintenance, properly planned maintenance
procedures are essential for ships reliable operation and avoidance of unnecessary downtimes
and costly incidents. In this respect, this Chapter intends to provide general guidelines with regard
to the minimum requirements for planned maintenance of ships systems and equipment. The
purpose of the PMS is to plan and carry out maintenance works in a preventive and/or predictive
manner (ref. para.10.1. for details on maintenance strategies).
Maintenance includes open-up inspections, replacement or refurbishment of defective parts, and
operational tests of the inspected machinery and systems. The periodicity of maintenance is
dependent on the number of running hours and/or the time period specified in the Companys PMS
schedule. The established maintenance procedures and inspection programs intend to:
-
Ensure that maintenance and testing deadlines within the defined parameters are always met.
Ensure that the structural integrity of all managed vessels is maintained according to
Company, Class, Charterer and Flag Administration standards.
Provide timely support and ensure the availability of approved and/or fit for purpose spares
and materials, by maintaining an optimum spare parts stock.
Ensure that maintenance records are consistently kept both onboard and in the Head Office.
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Ensure that adequate human resources necessary to carry out maintenance works are
allocated, as required. When the Company considers it necessary, additional crew members,
maintenance riding teams or competent service engineers may be embarked.
Provide a defect reporting and close-out system which is monitored both on board and ashore.
Ensure monitoring of Class condition reports, which provide an overview of the status of all
Class related shipboard equipment and the timely correction of Condition of Class items.
Ensuring that the ships Superintendents monitor the vessels performance and condition and
follow up on all required maintenance, by regular review of the received documentation and
regular visits and inspections onboard.
Ensure that all vessels and equipment Certificates are available and remain valid, by
establishing a shore and shipboard system to monitor them.
Ensure that the effectiveness of the PMS is regularly monitored by shore management.
10.3.2.
Responsibilities
The Companys policy is to maintain the vessels seaworthy and cargo worthy at all times,
minimising the risk of breakdowns, in accordance with high safety, environmental and quality
standards. The maintenance shall be carried out in the most cost-effective manner but always in
accordance with the Company policies, Class, National / International regulations and industry
standards.
The Technical Manager is responsible to ensure that the PMS complies with the statutory, Class
and/or makers requirements, and for controlling and monitoring the implementation of the
schedule, assisted by the Superintendent Engineers. He is responsible for:
Ensuring the maintenance procedures are complied with by the shipboard and shore staff.
-
Monitoring and ensuring that the shipboard inspections program is executed as planned by the
crew and Companys personnel. In case of any deficiencies reported during the inspections,
he initializes corrective actions and ensures they are duly closed out.
Assisting, when necessary, in arranging the necessary means and resources to carry out
repair work which cannot be dealt with by the shipboard personnel.
Supervising and approving the drydock / repair specification. He is also responsible for
contacting candidate shipyards and requesting quotations, based on the submitted
specification. Finally he is responsible for the assessment of the submitted quotations and
selection of the final contractor, in conjunction with the General Manager.
Participating in the implementation of the procedures for monitoring and evaluating the
performance of the PMS, through which identification of required improvements is effected.
The DPA is responsible for implementing formal procedures to continuously monitor and evaluate
the effectiveness of the maintenance and inspection system. He is also responsible for evaluating
non-conformities found during the inspections. Through these procedures, identification and
implementation of improvements to the maintenance and inspection system can be effected.
The Superintendent Engineers are responsible to the Technical Manager for:
Close monitoring the implementation of planned maintenance onboard their assigned vessels
and proper control of eventual deviations from PMS schedule.
-
Enforcing proper record-keeping and timely reporting of the maintenance work by their
assigned vessels.
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The Master is responsible for cooperating with, supporting and enforcing the implementation of
PMS by all departmental heads, reporting and suggesting appropriate corrective actions for any
defects and/or malfunctioning of equipment.
The Chief Engineer is responsible for:
Carrying out the maintenance work in accordance with the PMS.
-
Recording and reporting maintenance and repair facts according to the Companys guidelines
at specified intervals.
Identifying and suggesting any necessary adjustment or modification of the PMS, to reflect
current maintenance requirements.
Providing, whenever required, technical support to the other departments for implementation
of the PMS.
The Chief Officer is responsible for ensuring the implementation of PMS for:
Bridge areas and systems.
-
Cargo holds.
All ships Officers and the ship staff are responsible to comply with the requirements of the PMS
and to carry out safely and efficient repairs to hull, machinery and equipment.
10.3.3.
Overview of PMS
On board the Companys managed vessels the PMS covers critical and essential items, such as:
-
Navigational equipment.
Communication equipment.
Auxiliary machinery.
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Routine checks of critical equipment and systems identified in para. 10.4, and the maintenance
and inspections of Life Saving Appliances and Fire Fighting Equipment are considered and
handled as part of the PMS. Calibration of temperature and pressure gauges shall be conducted at
appropriate intervals and recorded in the form E26. This form shall be forwarded to the Office
annually.
Furthermore, in order to monitor/ensure the proper condition and operation of deck equipment and
tools, the form D47 is completed by the C/O, describing the quality and quantity of the equipment
and tools. This form is forwarded to the Office at quarterly intervals.
The condition of the tailshaft is checked by the Company during every dry-dock (form OT04).
10.4
10.4.1.
Cargo holds
All cargo holds should be maintained to the highest possible standard. Although it is the C/O's duty
to ensure that work is carried out in the cargo holds, whenever possible, to maintain and improve
their condition, it is the Master's responsibility to inspect the cargo holds on a regular basis, to
report their condition and record any defects to the Office. Normally cargo holds are inspected prior
to loading by the C/O but a thorough inspection must be carried out both by the Master and the
Companys Superintendents at least semi-annually. Details of inspection must be recorded in the
form D51. Attention is drawn to the need to check carefully for signs of any fractures, cracks or
corrosion in the plating or frames of the cargo holds. Reference is to be made to guides issued by
the Class Societies of where to look, and what to check for. Masters and Superintendents must be
aware of the contents of these guidelines and bring them to the notice of the ships staff.
Under no circumstances is any upgrading work to be carried out in a hold which contains cargo of
any type. Many claims have been made against Owners for cargo damage due to contamination
by rust, paint and grease, even though there appeared to be no damage at the time. In addition,
any paint applied prior to loading a cargo must be applied in ample time, to allow sufficient drying
and hardening periods before the commencement of loading.
Due regard must be given at all times to personal safety and PPE when carrying out cleaning,
maintenance and inspection work within the holds. During routine inspections of cargo holds,
special attention is to be given to safety aspects such as conditions of hold ladders, hand rails and
platforms. Attention must also be given to observation positions around the hatch coamings and
hold accesses, which are always to be kept in good condition and free from obstructions.
All ships carrying dangerous cargoes must have on board medical first-aid equipment, including
oxygen resuscitation equipment and antidotes for cargo carried, in compliance with the IMO
MFAG (Medical First Aid Guide) and WHOIMGS (International Medical Guide for Ships).
10.4.2.
The following guidance applies to most types of hatch covers, and is to be used in conjunction with
maker's manuals. Since access to the underside of hatch covers is difficult, the crew should carry
out such maintenance to the best of their abilities. Any scale or flaking paint on the undersides will
inevitably end up on top of the cargo, especially during opening and closing operations.
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The Company implements specific inspection and maintenance procedures for the Hatch Covers.
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Protecting exposed surfaces of plating and stiffeners of hatch covers and coamings, in order to
preserve overall structural strength.
Preserving the surface of trackways of rolling covers, and of compression bars and other steel
work bearing on seals or friction pads, noting that the surface smoothness and correct profile
are important for reducing wear rates on these components.
Maintaining manual cleats in adjustment, with replacement when significant wastage, wear or
loss of adjustment is identified.
Replacing seals and other wear components as per makers recommendations, noting the
need to carry on board or obtain such spares of correct specification, and that seals are
designed for the particular degree of compression, hardness, chemical and wear resistance.
Keeping all hatch cover drains and their non-return valves, where fitted, in working order,
noting that any drains fitted to the inboard side of seal lines will have non-return valves for
prevention of water ingress to hold in the event of boarding seas.
At each operation of a hatch cover, the cover and, in particular, the bearing surfaces and
drainage channels shall be free of debris, and as clean as practicable.
Attention is drawn to the dangers of proceeding to sea without fully secured hatch covers.
During voyages, especially on loaded passages, cover securing devices and tightness of
cleating and securing arrangements shall be checked, especially in anticipation of, and
following periods of, severe weather. Hatch covers may only be opened on passage, when
necessary, during favourable sea and weather conditions.
10.4.3.2. Inspection of hatch covers and hatch opening, closing, securing and sealing systems
It is Companys policy to test all hatch seals prior to loading cargo. This must be followed by hose
testing of all the holds, to ensure that all the seals are effective and that no water is entering the
holds. Any defects must be rectified immediately and certainly before commencement of loading or
inspection by Charterers or shore personnel. Any assistance required to carry out this task must be
notified immediately to the Company.
a. Statutory Surveys
Statutory Surveys of hatch covers and their coamings are carried out by the Class Society as
part of the annual surveys, and in accordance with the requirements for the Enhanced
Surveys. However, the continued safe operation is dependent to the regular programme of
inspections (weekly and monthly) to confirm the state of hatch covers in between surveys.
b. Weekly inspections
Once per week during voyages (weather permitting) an external examination of the closed
hatch covers should be performed, particularly to the condition of hatch covers located to the
forward 25% of the ships length, where sea loads are normally greater.
c. Monthly inspections
Following items shall be inspected when the hatch covers are opened or are otherwise
accessible on each voyage cycle, but need not be inspected more frequently than once per
month:
- hatch cover panels, including side plates, and stiffener attachments of opened covers for
visible corrosion, cracks or deformation;
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10.5
The internal visual examination of ballast lines by ship's staff crawling the lines is strictly prohibited.
10.5.1.
Ballast and stripping pump strainers and mud boxes must be opened and cleaned at frequent
intervals, as necessary. The frequency will depend upon the trade in which the ship is engaged.
Where mud box covers are secured by means of circumference banding devices, the 2nd Engineer
must verify that the cover is properly secured after it has been closed.
10.5.2.
Hydraulic valves
Hydraulically operated valves must be examined at least once every 12 months, to ensure that the
locking pins are free and operating. Where hydraulic valves are situated in tanks or other normally
inaccessible spaces, they must be examined during the tank inspections. Hydraulic power packs
that supply pressure to the valve actuating system must be inspected at the makers specified
intervals. Valve tightness must be inspected annually.
10.5.3.
The stems of all ballast valves must be kept lubricated and glands properly packed and adjusted.
At least once during each ballast voyage or monthly, whichever is less, the C/O must ensure that
all valves which were not used in handling ballast during the voyage, are operated to ascertain that
they are in order. Valves must never be unnecessarily jammed closed with a spanner. If leaks or
improper seating are discovered, the valves should be repaired at the first opportunity.
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Maintenance planning is formulated by the vessels Senior Officers and the Superintendent, in
consultation with the Technical Manager, on the basis of the following parameters:
-
Running or service hours intervals (form E13), established by the maker or based on the
Companys experience. The above service intervals are followed for the M/E and D/G sets,
E/R auxiliary, deck, cargo, bridge and electronic equipment, as well as for critical equipment,
alarms and systems, the failure of which can place the vessel at risk, or lead to an accident.
Inputs from the vessels Senior Officers regarding the vessels condition.
Technical abilities of the crew members, ships own means, shipboard repair equipment and
tools and the ships trading schedule.
The requirements of National and International rules and regulations, Classification rules, as
well as good shipping industry standards and practices.
Material availability.
Labor availability.
Operation demands.
Based on the above, a 1-year planned maintenance schedule is formulated every December by
the vessels Superintendent for the next year, taking into account the previous PMS records, the
Class CMS survey schedule, actual machinery running hours, any recommendations imposed and
the current outstanding defect list. The Superintendent is in contact with the vessels management
team in order to ensure accuracy of all data reported in the PMS schedule.
Each maintenance work is carried out as per makers or Companys job card, but in case of conflict
between maker and Companys recommendations, makers have preference.
The vessels Superintendent is responsible to monitor the planned and corrective maintenance,
and to take appropriate actions to support timely the vessel with labor and material, according to
the planned and corrective maintenance schedule.
Maintenance records should be kept at the Office, clearly demonstrating the following:
-
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10.6.1.
Work must be conducted by competent personnel under the supervision of the C/E or C/O.
Fire fighting equipment, emergency escape routes and watertight doors should never be
obstructed or blocked by dismantled components.
Escape routes shall be well marked with distinctive fluorescent arrows and yellow lines. For
any doors required to remain locked for special reasons i.e. pilferage, it is essential that the
pertaining keys be in the possession of a responsible person and hung on the inside of the
door in glass fronted box or similar.
Moving parts of machinery shall be provided with permanent guards that shall not be removed
except only if the subject machinery is stopped and isolated.
All valves, pipes and fittings shall be adequately supported or clamped to avoid excessive
vibration and/or possible fracture.
All items such as steam pipes, exhaust pipes and fittings, which because of their location and
operating temperature present a hazard, shall be properly lagged or shielded.
The source of any oil leak shall be located as soon as possible and the leak stopped.
Bilge shall be kept clear of rubbish and foreign substances and waste oil shall not be allowed to
accumulate in the bilge or on tank tops.
A competent person shall carry out any FO and LO transfer, and adequate precautions shall be
taken to avoid overflow.
Special attention shall be given to preventing leakage into machinery spaces of exhaust gases
from engines, boilers, etc.
Adequate lighting and ventilation shall be maintained to ensure a safe and comfortable
atmosphere, with special attention given to the working areas and control rooms.
Unless it is authorised to operate in UMS, the E/R shall be manned by persons adequate for
the duties required and supervised by a competent person.
Special care shall be taken to ensure that the drainage is clear and pressure has been relieved
in any pipe, container, chamber or system before it is opened/maintained, with attention given
to the effective securing of the necessary stop valves.
All stores, spares and tools shall be properly stowed and adequate arrangements shall be
made to secure each item against heavy weather.
When lifting weighs, the lifting device shall be handled by a competent person who shall ensure
that the SWL is not exceeded and the weight being lifted is properly secured.
When working alone, a person shall arrange to communicate at regular and frequent intervals
with other persons in the machinery spaces or on the bridge.
No maintenance work or repair which might affect the supply of water to the fire main or
sprinkler system should be started without the prior permission of the Master and C/E.
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Only intrinsically safe flashlights should be used for illuminating spaces where oil or oil vapour
is present (crankcase, interior of tank, etc.). Vapour should be dispersed by ventilation before
work is done.
Care is to be exercised when starting machinery by hand instead of power, like lifeboat engines
or the emergency fire pump.
Extreme caution must be exercised before attempting any repair to the main sea water lines
and associated systems that may affect the vessels seaworthiness.
Fire fighting equipment must be deployed in the form of portable fire extinguishers and/or fire
hoses, if hot work is required.
Personnel must be protected from machinery moving parts, either by retreating from the
location (as in the case of engine crankshaft deflection measurements) or by refitting protective
guards (as in the case of pump and motor couplings).
All piping, mechanical and electrical power connections must be isolated prior to work
commencement and relevant DO NOT OPERATE tags posted at the control positions.
Partially dismantled piping must be supported to avoid deformations, movement and fractures.
Avoid exhaust gases from boilers and engines leaking in the E/R.
Any LO, FO, DO transfer must be carried out by competent personnel, with particular attention
of avoiding tank overflow.
Any accumulation of waste oil shall be removed as soon as possible, as per MARPOL Annex I.
Oil leak collection cans must be emptied regularly. Oil spills on plates and machinery are to be
wiped up straight away.
All lagging and insulation is to be maintained in a clean, dry and complete condition. When
appropriate, lagging is to be protected by sheet metal sheathing. In the event that any lagging
becomes impregnated with oil or other flammable material, the affected portion is to be replaced
without delay.
The Company will advise the Master and the C/E of any location where asbestos is known or
believed to be present on their ship, in order that a formal record of such locations is compiled and
regular condition reporting system is established. Should the Master or the C/E suspect from their
inspections of the vessel, its building or repair specifications or drawings that asbestos materials
have been used, they must immediately notify the Company giving full details. Similarly should any
deterioration of suspected asbestos insulation occurs naturally with ageing or through damage, the
Company must be notified immediately. The removal or disturbance of asbestos-containing
materials which are in sound condition should be avoided, as far as possible, and not without prior
consultation with the Company (ref. COSWP and SMSM Chapter 7.10).
10.6.2.
Prior to commencing a maintenance task on any piece or plant or machinery, other than routine
tasks normally undertaken while the machinery is in motion (e.g. lubrication), the responsible
Engine Officer shall ensure that the machine has been isolated from its power supply by removing
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Ensure correct spares are used during assembly, especially in the case of standard items like
bolts, nuts, seals, bearings, etc.
During all phases, take and record all the necessary measurements.
Use LO, grease and cleaning agents appropriate for the equipment.
During assembly observe that no metallic particles, rags and other garbage are accidentally left
in the equipment, particularly in lubricating holes, on bearing and shaft surfaces, etc.
When the assembly is completed, carry out operation tests as per makers instructions and
normal practices.
Any machine that can be started remotely, either manually or automatically, shall be clearly
marked. It is important to ensure that machinery capable of being remotely or automatically
started has been positively isolated prior to commencement of maintenance. This is of
importance with regard to main and auxiliary engines starting, turning gear arrangements, etc.
where inadvertent operation of controls may cause an accident.
With the first indication of breakdown or any other defect of the machinery or boilers, the
OOEW is to take the necessary action to prevent further damage and to inform the C/E.
Prior to commencing any M/E repairs, the C/E shall inform the Master. The C/E shall also
inform the Master of the expected time for finishing the repair work.
Tests of the M/E should never take place in congested or restricted waters.
The OOEW should cooperate with any Engine Officer in charge of maintenance work during
the watch to ensure the following:
i) Isolating and bypassing machinery to be worked on.
ii) Adjusting the remaining plant to function adequately and safely during the maintenance
period.
iii) Recording, in the Engine logbook or other document, the equipment worked on.
iv) Testing & putting in service, where necessary, the repaired machinery/equipment.
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Obsolete equipment
Machinery or equipment that has been withdrawn from service or is unsuitable for service must be
kept segregated from satisfactory equipment, whenever possible. All machinery or equipment, and
parts thereof, that is deemed to be unfit for service or continued service and which is not
immediately disposed of, must be clearly identified by means of Obsolete Equipment tags.
Machinery and equipment must be withdrawn from service and tagged accordingly if:
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it does not meet the requirements for which it has been procured;
it has been withdrawn from service pending an overhaul, repair or service by ship's staff or
outside contractor.
Obsolete equipment tags are to be attached to the subject equipment by secure means that
requires a physical act to remove e.g. locking ties or staples. The entries on the tags should be
made using ink that is not easily erased i.e. will not wash off in rain or spray. The tags can be
reused, providing that subsequent entries are clearly legible.
The tag must be removed prior to the defective/unsuitable equipment being disposed of, or landed
for repair or where the item is subsequently repaired, so that it is ready for service. Withdrawn
equipment tags can only be removed with the permission of the Master, C/E, C/O or the 2/E, who
must be satisfied that removal of the withdrawn equipment status is justified.
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10.8.1
The Company has adopted specific testing and maintenance procedures for equipment and
systems onboard identified as critical, in order to ensure their functional reliability. Critical
equipment are all shipboard equipment, protective devices and alarm/shutdown systems, which
upon failure may place the crew, the vessel and the environment at risk, or even worse lead
directly to an accident. All critical equipment, systems and alarms are tested on a regular basis,
and a record of such testing is maintained on board. The purpose of the procedure is to ensure
that an effective control process is in place to deal with the increased risks, which may result from
the failure, disarming or deactivation of critical alarms, controls and shutdown systems.
The Company has identified in each vessels PMS the following equipment as critical:
1. Fire Alarms
2. E/R Bilge Alarms
3. Lifeboats (L/B) and L/B launching appliances
4. Cargo Hold Water Ingress Alarm System
5. Dewatering System
6. Radar/ARPA
7. Navigation lights and panel
8. Telegraph
9. Gyro Compass
10. Magnetic Compass
11. Windlass
12. Emergency Batteries for GMDSS
13. E/R trips & alarms (M/E, D/G, Boiler)
14. Emergency Generator /Batteries
15. Oily Water Separator (OWS)
16. Steering Gear
17. Emergency Air Compressor
18. Emergency Fire Pump
19. EPIRB
Operating procedures, parameters and personnel training requirements are included in each
equipment manual. The latter are kept in the ECR, the Bridge or the vessels library. The C/O and
the C/E shall ensure above information is easily accessible to personnel involved with the
operation and maintenance of this equipment. When any item from the above list requires a spare,
the relevant requisition / order (form E31) should be handled as a priority.
No critical systems, alarms, control or shut down may be by-passed, inhibited or taken out of
service without the authority of the Master and/or the C/E. Persons that are responsible for the
operation, maintenance and repair of critical equipment and systems, as well as the calibration and
adjustment of alarms and other parameters of the same, must be properly qualified, and
trained/experienced in their use. The Master or the C/E is responsible for ensuring that their
competency is sufficient to carry out the task. If there is any doubt as to their ability and
competence to carry out a particular task successfully on critical equipment or systems, then the
Office must be notified for guidance as to how to proceed.
- Responsibility for the correct maintenance lies with the C/E and the C/O.
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When any alarm or protective device is found to be defective, it must be repaired or renewed
as soon as possible. If for any reason it cannot be put back into order, immediately steps must
be taken to ensure that the system affected will be adequately monitored.
Adequate records of maintenance work and initial and final alarm and trip settings must be
maintained. Functional condition of alarms and shut down systems is a matter of constant
concern for the Company and the various external inspection bodies (PSC inspections, etc.).
Maintenance of the critical equipment is considered a priority over any other shipboard equipment.
To this effect the C/O and the C/E are urged:
- To always keep onboard a minimum safe level of spares and tools for such equipment.
- To ensure all required manufacturers maintenance manuals are readily available.
- To ensure that the engine Officers are familiar with the manuals and the relevant SMS
maintenance procedures.
Routine inspections and testing of the critical equipment shall be carried out as per PMS (form
E12), Appendix III and form D41, and appropriate records to be maintained.
10.9
10.9.1.
FO and DO systems
Every effort must be made by the engineering staff to keep FO and DO losses to a minimum. FO
and DO tanks fitted with high and low suctions shall rely on the use of the low suction only. The
exception being in the event of an emergency or if large quantities of water are present. Regular
checks for the presence of water must be carried out on each E/R watch. Any water found must be
drained off immediately. On no account must be the FO and DO tanks remote quick closing suction
valves be locked or obstructed from closing. All FO and DO transferring, purifying and filtering
equipment must be maintained to ensure maximum efficiency.
10.9.2.
FO transfer system
All necessary precautions must be taken to prevent water contamination of FO. Prior to receiving
or transferring bunkers, the appropriate tanks of the bunkering vessel/shore facility must be
checked to ascertain that they do not contain any water. Bunker vents must be inspected annually,
to ensure that flame arrester screens are in proper condition and that check valves or vent flaps
are operating properly, to exclude sea water.
10.9.3.
LO systems
Quantities of LO remaining onboard must be recorded in the Engine logbook daily. In the event of
LO becoming contaminated, the Company must be notified immediately. It is the C/Es
responsibility to ensure that after receiving LO in bulk, the operation is correctly entered into the
ORB Part I.
When receiving LO in bulk, pollution prevention precautions similar to those used during bunkering
must be followed. All LO transferring, purifying and filtering equipment must be maintained to
ensure maximum efficiency.
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Main engine crankcase oil must be sampled and analyzed every 3 months.
Generator engine oil must also be sampled and analyzed every 3 months.
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Windlass, Mooring winch and Hatch cover hydraulic system is set to 12 months.
It is essential that the sample drawn is representative of the oil circulating in the system. The
sampling points for each system should be located in accordance with the instructions provided
with the LO sampling kit. Each sampling point should be conspicuously identified and used
exclusively for the test program. Standard LO sampling points must be established and marked for
each machinery item, according to the following guidelines:
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Samples should not be taken from stagnant lines. If this cannot be avoided, sufficient draining
of the line at the sampling point must be effected to ensure representative sampling. This is
especially applicable in the case of stern tube oil sampling points.
The samples must be drawn from a point on the discharge side of any LO pump, as near to the
point of entry to the engine as practical and with the oil circulating. Cold oil samples should not
be taken.
The sampling point may be before or after the LO filter or cooler. The position of this sampling
point must be noted on the sample bottle and the same point should be used for any future
sampling.
Samples must not be taken from the purifiers or coalescer suction or discharges.
The Company has arranged for standard LO analysis by a recognized laboratory. Preparation and
dispatch of the samples must be carried out according to the laboratory procedure. Each of the
samples must be sealed in the special bottles provided and a label with the vessels name, the
machinery item and the LO data must be posted on the bottle. The bottles are sent to the
laboratory via the local agent. The C/E must ensure that there is an adequate supply of sample
bottles and labels at all times.
Upon receipt of the analysis report in the Office, the Superintendent must review the results. In
case a problem is found he must send the analysis to the vessel with relevant corrective action
guidance. record of all LO analysis reports must be maintained onboard and ashore.
10.9.4.
Boiler water, as well as M/E and D/G cooling water must be tested every week and treated as per
maker's recommendations and chemical suppliers instructions. The results should be recorded on
the chemical supplier form in triplicate, 1st copy of which should be forwarded to the chemical
supplier for analysis at the end of each month. The 2nd copy must be forwarded to the Technical
department for follow up of analysis results. The 3rd copy must be kept in the ships files.
Upon receipt of the corresponding analysis report, the Superintendent must keep a copy in his file
and send the original report onboard. In case the analysis results show deterioration of the water
quality, the results must be passed onboard to the C/E for subsequent corrective actions.
Corrective action by the C/E mainly includes modification of the chemicals dosage and boiler blow
downs, according to instructions by the chemicals supplier and the Superintendent.
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The purpose of this procedure is to maintain all vessels machinery and equipment in operational
condition according to sound engineering practices, and to ensure their proper functionality by
periodical inspection and testing. Responsible for the implementation of this procedure is the C/E.
Maker's instructions regarding operation, wear measurement, periodic maintenance and overhaul
should be used for guidance. Records must contain details of maintenance carried out, faults
found, remedial action taken and spares used.
Prior to commencing a maintenance task on any piece of plant or machinery, other than routine
tasks normally undertaken while the machinery is in motion, the responsible Engineer is to ensure
that the machine has been isolated from its power supply and cannot be inadvertently restarted.
Appropriate cautionary notices are to be attached to the isolating device. The responsible Engineer
must also ensure that temperatures and pressures in the machine and associated pipe work have
been reduced to safe levels prior to commencement of work. Notices are to be placed at the
appropriate stop valves, local actuators and circuit breakers.
A Senior Officer must ensure that ships and/or shore staff onboard are appropriately fore-warned
about the works. Adequate supervision must be arranged according to the criticality.
10.10.1.
General
Maintenance, repair or inspection work on the M/E or ancillary machinery, which would:
-
result in the ship being immobilised whilst at anchor, at a port or during cargo operations, is
prohibited without the permission of the Master;
result in the ship being unable to manoeuvre at short notice, is prohibited whilst the ship is
handling cargo; and
impair the ships manoeuvrability whilst under way is prohibited without the C/E permission.
Should such maintenance, repair or inspection be unavoidable, then every effort should be made
to minimise the immobilisation time. Routine maintenance or inspections must be planned to avoid
any unnecessary delay to the ship's arrival, berthing or departure from a port.
When necessary, permission by the Port Authorities should be requested prior to proceeding to the
conduct of the work. The recommendations of the makers must be used for guidance regarding the
periodic inspection, overhaul and clearance measurements of diesel engines.
10.10.2.
Main Engine
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The Jacket Water cooling system is to be shut down after a minimum period of 4 hours.
Cooling systems temperatures are to be gradually reduced before circulation is stopped, to avoid
thermal shocking of the plant.
As a general rule, a crankcase examination and hammer test should be carried out as soon as is
practical following the shut down of the M/E. Post signs stating following:
Turning gear fuses shall be removed and fuse box door locked or circuit breakers opened.
Since crankcase is considered an enclosed space, follow the relevant SMS requirements.
10.10.2.3. Work in M/E crankcase
- Do not perform hot work inside or around an open crankcase without a Hot Work Permit.
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Whenever a person is in the crankcase, have another person posted outside, capable to
respond in case of an emergency relevant with work at hand.
Clear communication is necessary between turning gear operator and others involved.
It may be necessary to have another person stand in an area to monitor moving parts and
signal to turning gear operator, if required. No additional work should be in progress on engine
or in other areas, where turning of engine might be consequential.
When performing work which requires periodic turning of engine (such as taking crank deflection
measurements), ensure that no one is in a position where movement of engine parts could result in
injury, even in the event that turning gear controls fail to shut off turning motor. In such an event,
operator of turning motor must be able to:
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Take frequent brakes and drink sufficient quantities of fluids to avoid heat exhaustion.
Measure toxic vapours periodically, to assure that atmosphere remains suitable for work
without respiratory protection.
Before disconnecting any pipe or fitting ensure that the system is shut down and pressure has
been relieved.
Ensure that parts removed for overhaul and spare parts are ready for use, well secured and out
of the way, as much as possible.
Clean up any oil, fuel, water, grease, etc. immediately, as cleanliness is most important around
work area. To avoid tracking oil to other areas of E/R, maintain adequate supply of wiping rags
and cleaning supplies at working site.
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The adequacy of the flow of oil from the bearings, its direction and pattern are to be carefully
observed and compared with the manufacturers instructions. This test can provide positive
indications towards locating faulty bearings.
As appropriate to the engine type and to built-up crankshafts, the proof marks should be
examined for correct alignment and the Office must be informed if there is any doubt.
The running gear such as the crankshaft, main bearings, bottom end bearings, top end bearings,
guides etc. must be examined as every opportunity occurs, preferably as soon as the crankcase is
safe to enter, after the "finished with engines" order is given. In carrying out this examination,
attention must be given to the locking arrangements and tightness of all nuts, LO pipes, piston
cooling pipes and glands, if fitted, oil drainage arrangements, drainage lines, etc. A sharp look out
must also be kept for any sign of white metal flakes or splinters, as these are often evident if any
bearings have "wiped" or tended to "run". Attention must also be given to crankshaft coupling bolts.
The welding of main bearing girders must be examined for signs of cracking.
The chains and/or gearing driving the camshaft must also be examined. The chains must be kept
at the proper tension. The crankcase doors are always replaced between overhauling periods to
ensure that as little moisture as possible condenses in the crankcase. Care should be exercised to
see that ventilators are not directed into the crankcase for the same reason.
Crankcase pressure release doors, which are fitted to each M/E crankcase, should be inspected
periodically and the diaphragm, where fitted, renewed if damaged.
The following instructions regarding the prevention of explosions and fires in crankcases are to be
prominently displayed on the engine and all Engine Officers are to be familiar with them:
NOTICE: EARLY DETECTION OF OVERHEATING AND PROMPT SLOWING DOWN OR
STOPPING OF THE ENGINE, AS CIRCUMSTANCES PERMIT, WILL PREVENT THE
OCCURRENCE OF CONDITIONS FAVOURABLE TO FIRE OR EXPLOSION.
CRANKCASE DOORS OR INSPECTION DOORS SHOULD NOT BE OPENED AND THE
ENGINE NOT RESTARTED UNTIL THE ENGINE HAS COOLED DOWN.
10.10.2.7. Holding down bolts
The tightness of holding down bolts, particularly of main and auxiliary engines, must be checked
and the chocks should also be tested to ascertain that no movement or fretting has taken place.
Precautions to be exercised when checking holding down bolts with resilient pads that the
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After cleaning, the cleanliness and condition are to be carefully checked and any elements
replaced should the filter-mesh be damaged.
Throw-away filter cartridges made from cellulose or similar material must never be cleaned and
reused. These filters must be discarded when dirty and new cartridges fitted.
The use of LO filter by-pass valves is for emergency operation only and must never be opened
during routine starting or running conditions.
Care must be taken during refitting of filtering cartridges to ensure that gasket, compression
springs, etc. are in position and in good condition, to avoid any oil bypassing the filtering mesh.
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Indications of pressure drops and alarms must be maintained operational and must be tested
according to makers recommendations.
10.10.2.10.
Governors and overspeed trips
Attention is drawn to the testing of overspeed trip and protection devices. The condition of the
linkage coupling the engines fuel pump actuating levers and the governor is also to be regularly
examined. The governor cannot compensate for either seized fulcrum pins or excessive
clearances.
10.10.2.11.
Pre-lubrication pumps
They provide an essential part of the lubrication system on many types of engine, in particular
Auxiliary Engines with engine driven LO pumps. They provide a supply of oil to the bearings prior
to start up and limit the length of time that boundary lubrication exists, and shorten the time when
hydrodynamic lubrication commences.
10.10.2.12.
Torsional Vibration Dampers (TVD)
It is essential that the units which use Silicone have taken at the recommended intervals. Some
units have a limited lifespan and the Office must be informed when the change out running hours
are approaching the limit.
10.10.2.13.
Oil mist detectors
All alarms from oil mist detectors are to be treated as an emergency situation and the engine
stopped. False alarms must be reported to the Office immediately. The oil mist detector shall be
tested for correct operation frequently.
10.10.2.14.
Thrust block
The clearances between the thrust pads and the thrust collar must be checked as per makers
instructions unless instructed otherwise by the Office. The condition of the thrust collar surfaces
must also be noted. The oil pressure alarms must also be kept in good order.
10.10.2.15.
Stern tube bearings
The oil in the propeller stern tube bearings must be kept in good condition and the cooling water
connections kept in good working order. If any of these bearings tend to overheat, a note to this
effect should be made in the Engine logbook.
10.10.2.16.
Turbochargers
Great care must be exercised in the operation and maintenance of turbochargers. It is essential to
avoid the build up of fuel, cylinder or LO in the exhaust trunking before the turbocharger, as it may
result in combustion in the exhaust manifold. Under these conditions the increase in quantity of
exhaust gas available to the turbocharger can result in disastrous overspeeding. The conditions
leading to this phenomenon are generally to be found following long periods of slow steaming.
Overhauls: In the case of turbochargers using ball bearings, the overhaul period is generally
controlled by the manufacturers recommendations regarding the change out of these bearings.
Please ensure that the correct recommended and authorised bearings are used. At each overhaul,
the following procedures are to be checked by the C/E:
- Cleaning and inspection of all parts, as appropriate.
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Measuring and recording of the impeller, bearings, thrust, seal clearances, as appropriate to
the type of turbocharger.
Surging turbocharger cleaning: Cleaning of the turbocharger while the M/E is running must be in
accordance with makers instructions. The washing process of the compressor side can result in
deposits building up on the scavenge air cooler lines, and must therefore be followed if possible by
cleaning of the air cooler. If this is not possible, then cleaning of the compressor side of the
turbocharger must not be carried out whilst the M/E is running.
10.10.3.
Generators
The generating plant must be maintained to the highest standards as per makers instructions. The
protective alarms and trips must be regularly tested, when possible, and the results recorded in the
form E27. The D/G must be inspected/overhauled as per PMS(E12). The emergency generator
engine and alternator must be inspected annually.
Switchboards and distribution boards must be checked on a regular basis for cleanliness and
ensure that all protective devices are fully operational.
During manoeuvring, entering and leaving port or transiting areas of restricted navigation, at least 2
generators/alternators must be running in parallel. Defects that do not allow at least 2 generators to
run in parallel must be reported to the Company. Any accidental over speed, overheating, blackout
or major failure must be also reported.
Makers instructions with regard to maintenance, overhaul and critical components such as
connecting rods, bottom end bolts, shell bearings, pistons, etc. should be followed. All
maintenance, overhauls and repairs must be fully and accurately recorded.
The instructions given for main machinery are also applicable to auxiliary engines, generally the
routine inspections must be carried out at much more frequent periods. The crankcase inspection
is most important and must be carried out after a machine is shut down following a long run.
The LO in the engine system must be treated with the same care as the oil in the M/E system, but
with auxiliary engines there is usually more risk of fuel contamination.
Oil cleaning arrangement i.e. filters or similar equipment must be kept in use the whole time the
engine is working. If for any reason this equipment is not kept in use, a note must be made in the
E/R logbook that the equipment was not used and the reason given for not using it.
The minimum number of auxiliary engines should be run to maintain the electrical requirements.
The C/O should be consulted regarding the deck requirements in port. The reduction in the number
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It is imperative that machinery safety devices are maintained in working order, and that they are
tested at regular intervals according to the makers instructions. The shutdown systems fitted to
each machine are to be tested at intervals not exceeding 3 months. The Engineer Officers carrying
out the trip tests are to consult the makers manual to ensure that they are fully conversant with the
operation of the shutdowns, in particular the overspeed device and the method of testing it. Should
there be any doubt about how to test the device he must contact the Office.
The operation of protection systems must also be checked after any maintenance is carried out on
the machinery, which could in any way affect the operation of the shut downs or associated
equipment. In such cases the engine must only be started under controlled conditions where it can
be shut down immediately should a protection device, such as the overspeed shutdown, fails.
Remote control and automation failures have been known to occur, especially in pneumatically
operated systems. This can be due to insufficient maintenance or lack of overhaul being carried
out on pilot or solenoid valves.
Problems are also caused by poor quality control air. The dehydrators must be maintained in good
condition. Operation of air cleaning systems must be monitored as part of watch keepers checks.
They must in addition note any quantity of oil or water drained or exhausted from any components
of control systems and the source of such contamination must also be traced. Any failure of the air
purification system which cannot be repaired immediately is to be reported to the Office at once.
An entry for pneumatic valves or devices inspection and overhaul is included in the PMS. Function
checks are normally sufficient to ensure sound operation, but ALL critical valves (i.e. valves which
control main and auxiliary systems and whose failure could have serious impact on the vessels
safe operation) must be opened for inspection and overhaul at least once every 3 years or earlier,
if so stipulated by the makers.
When a vessel enters management, testing and confirming the operation of all engine protection
devices is to be carried out at the earliest practical opportunity.
10.10.5.
The salt water sides of condensers and other heat exchangers must be kept as clean as possible.
Condensers and heat exchangers must be cleaned when the temperature rise across the
condenser/exchanger exceeds the maker's recommendations. Each time the inspection plates are
removed, the division plate must be inspected. The cathodic protectors should be cleaned and
renewed when necessary. record must be kept of all plugged/blocked tubes.
10.10.6.
Every effort must be made to minimise the loss of cooling water from all machinery. Cooling water
treatment suppliers instructions must be followed to ensure the correct concentration of chemicals
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Hydraulic systems
Any oil leaks must be repaired at the first opportunity, as per makers instructions. Prior to
carrying out any maintenance on a hydraulic oil system, the accumulators must be isolated and
the system pressure released.
To avoid contamination of the systems, the correct grade of oil for each system must be used.
It is essential that operating oil (hydraulic fluid) contained within hydraulic systems is
maintained in a clean condition. Failure to do so will result in poor operating performance,
component failure and increased maintenance.
Dirt is the worst enemy of any hydraulic system and not only the oil but the total environment in
which the system is sited must be kept spotlessly clean. Hydraulic station rooms are not be
used as storage areas for other items which are not associated with the plant.
Oil samples are to be sent for analysis every 3 months. When in operation, the hydraulic plant is
to be regularly checked for external leakage, contamination, damage, noise level, instrument level,
temperature, oil levels, accumulator pressure (nitrogen only to be used) and short cycling of
system pressure pumps on valve operating systems.
Disposable filter elements are to be changed as specified by the manufacturer. Should any debris
be found in the filter or filter chamber, the Office is to be notified. The contaminated filter is to be
placed (sealed) in a clean plastic bag ready for analysis of the debris. The C/E must investigate the
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Air conditioning
Drains and scuppers on heat exchangers and plummer boxes must always be clear. The C/E has
to verify that the air is correctly distributed, but no modifications are allowed unless specifically
approved by the Office. Accommodation doors must be closed at all times, while air conditioning is
in operation.
10.10.9.
Refrigerators
Temperatures in all refrigerated spaces should be maintained within the proper ranges. Any
abnormal temperature must be investigated immediately and restored to normal. Refrigerator
personnel alarms must be tested at monthly intervals.
All makers recommendations have to be carried out regularly. The test of all cut outs i.e. HP, LP,
LO, HT have to be carried out at annual interval.
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Machinery under C/Es responsibility may include domestic ref. plant, cargo ref. plants, air
conditioning plants and ventilation and heating plants.
Filter separators and driers should be regularly cleaned in order to have always the circuit
moisture, dirty and oil free.
When shutting down a plant, all refrigerant gas must be pumped in the liquid receiver or
condenser.
Temperatures of domestic refrigerated rooms have to be corrected daily by the 2nd Engineer.
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Centrifugal purifiers must be operated as per makers instructions, with emphasis on the correct
sizing of gravity discs (or dam rings), sludging cycles and spot checks that purifier rotational speed
is correct.
Of utmost importance is the fuel treatment. Fuel must be homogenous and free of water and
abrasive particles that may damage the parts of the circuit. The purifier gravity disc must be
checked and changed when required, and the purifiers must be opened and checked (in particular
when self cleaning type) at regular intervals according to makers instructions.
When dismantling purifiers for cleaning, care must be taken in handling the various parts so that
they are not damaged and the balance lost. If a machine is in the least way out of balance, trouble
will be experienced with the bowl spindle bearings. Similarly, the cleaning must be properly carried
out, as again indifferent cleaning results in loss of bowl balance. The purifier should be examined
for corrosion or pitting on any part of the bowl, cover and plates.
The various pumps must be kept in good order and valves kept tight. All glands and joints must
also be kept tight, so that leakage and spillage is kept to a minimum.
Purifiers must not be operated with any sight glass open, because this allows inflammable gases to
escape into the engine room, creating a fire hazard.
Operation of the FO purifiers must be influenced by the results of any analysis carried out on the
fuel. When centrifuging poor quality fuel (as defined by the fuel analysis report), operation of the
purifiers must be closely monitored to avoid contamination of the FO service tank(s). Full
consultation with the Technical department is required, should the FO analysis show that the fuel
to be purified is outside the operating parameters of the onboard fuel treatment plant.
An adequate supply of spares to maintain this equipment must be always maintained on board.
Inspection date records of fuel conditioning equipment are kept in the form E12.
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Any flanges located at or near the OWS equipment and overboard discharge valves not used as a
matter of course must be blanked off. These may exist as original or modified construction.
Flanges should be removed from any flexible hoses maintained on board, in order to avoid creating
wrongful suspicion of an illegal by-pass of the OWS equipment.
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Work on electrical systems and equipment is considered a specialised work and must be
undertaken only by qualified personnel from the ships staff or a shore contractor.
Work on electrical equipment in an area where an explosive atmosphere may be present requires
special precautions and permit from the Master. He shall ensure that qualified persons are doing
the work, in compliance with regulations in force and with adequate safety precautions in place.
The Master shall ensure that the personnel are supervised and all measures are taken to avoid
any accidents or injuries from such work.
The installation of unauthorised electrical equipment, temporary wiring and portable equipment is
prohibited. Advice from Class and the Company must be sought for changing any configurations.
It is of vital importance for the safe execution of the work on electrical equipment and fittings to
comply with all regulations and recommendations in force. The materials used shall conform to the
regulations and certification provided, where applicable.
The Electrician is responsible for the safe operation of the electrical installation, the control
systems and the electronic equipment onboard, including bridge equipment. He is following the
PMS for the installation under his responsibility, including keeping the relevant records, drafting the
monthly repair work list (reporting) and maintaining the electrical spare parts supplies, inventory
and drawings. He is responsible for the maintenance of all electrical motors onboard and their
documentation. The list of the major motors must be always updated, and the type/number of their
bearings documented. In case that some of the bearings require greasing, this should be carried
out according to the makers instructions and the periodic greasing procedure must be recorded.
A major requirement of the jobs undertaken is the safety precautions taken during the various
repair/maintenance works. A brief outline of the safety precautions is repeated here:
-
Electrical tools used, including instruments must be properly isolated and in good condition.
Working area must be free from live adjacent equipment as much as possible.
Insulating type approved mats must be always used (min 15000V, AC).
Special care to be taken when working with batteries (PPE, ventilation, possibility of dangerous
gases emission).
The operational checks of the following equipment (and the operational value recording, if
applicable) must be carried out on a daily basis:
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Inspect the corrosion of printed circuit boards, rust on the wires of components and their
soldering. Clean splashes and salts on the printed circuit boards, rust on wires of components.
Inspect the cable connections between units, wiring connections between each block inside the
unit.
Special attention to be given to the radar scanners (wipe off the radiator dust gently with soft
cloth soaked in water or alcohol without using chemical cleaners, lubricate scanner rotary
driving section, keep waveguide flanges painted).
High Voltage Systems (i.e. Voltages exceeding 100 volts): All maintenance and testing of high
voltage equipment must be carried out only by qualified staff strictly in accordance with the
Companys regulations and the Companys procedures for safe work performance (SMSM
Ch.7.9.5).
Circuit Breakers: Main Circuit Breakers are to be clearly labelled to ensure that the Engine
department staff do not inadvertently trip or try to close an incorrect circuit breaker.
10.11.1.
When a fault occurs on any of the navigation and communication equipment not covered by the
shore based maintenance contract and which cannot be readily rectified by ship staff, an approved
repair subcontractor should be contacted for assistance. Initially they will attempt to diagnose the
fault and ascertain if repair by shipboard personnel is feasible. If this is the case, they will provide
the necessary instructions and advice to ensure that the repair is carried out satisfactorily. If such
repair proves to be non-viable, they will arrange for a service visit to be made to the ship and will
ensure that the attending serviceman always has the required spares.
10.11.2.
Megger Tests
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For emergency lighting and other similar emergency loads, whenever no emergency generator
is available onboard.
Usually all above battery sets comprise a number of leadacid batteries connected in parallel and
in series to provide the required voltage and supply current. Emergency batteries are charged by
purpose installed battery chargers.
Each battery in each set and the battery chargers must be inspected at least weekly by the C/E or
the Electrician to ensure good condition and correct operation. Battery condition must be recorded
in the form E28.
The following battery parameters should be checked:
-
The audible alarm stops when the verification button is pushed down.
When the SECONDARY equipment is going to be activated, the MAIN equipment stops to
operate.
During the aforementioned tests the A-meter indicates the discharge current.
After the completion of tests, the main power supply must be re-established on the console.
Confirmation that all units are under voltage shall be made.
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10.12.1.
Introduction
This procedure intends to provide general guidance on handling defects, mal-functions and damage
of systems and equipment and should be considered along with para. 10.3.
10.12.2.
Responsibility
The Master and the C/E are jointly responsible to determine the necessity, extend and degree of
urgency of repairs in response to defects, failures and/or damages of machinery and equipment
onboard the ship. They shall be furthermore responsible to report to the Company defects with
precise description, and proposed corrective actions to restore.
10.12.3.
Defects
The PMS is established to minimize the occurrence of steel structure deterioration and equipment
breakdowns and defects. However, such defects may happen and the Company has established
procedures for their categorization, recording, monitoring and effective rectification. A defect may
also be called failure, breakdown, damage or malfunction and is a fault in the structure,
fittings, machinery or equipment of the vessel. Recording, reporting and the timely correction of
defects is an essential element of safety and environmental protection and good management.
This procedure should NOT be followed when defects are minor or considered normal wear and
tear and can be rectified on board without assistance from the Office. In such cases the Technical
Superintendent must be notified through the Sunday Review Report.
Defects are divided in 3 categories depending on their severity and the urgency of rectification.
-
Defects which must be rectified immediately, since they are directly affecting the operation of
the vessel. Such defects are notified to the Office using the Defect Report (form E30).
Defects which can be entered in the PMS. These include defects which do not need urgent
maintenance, but can be taken care by the crew during normal ship operation. Thus
permanent repair can be scheduled in the PMS. Such defects are also notified to the Office
using the Defect Report (form E30).
Defects which require extensive resources and time to be rectified and/or the vessels
stoppage and they do not need immediate correction. Rectification of these is usually
scheduled for the next major repair period.
The defect reporting system is based on a requirement to positively report every defect which
exists on a ship. Management will assume that if, in respect of any piece of equipment or structure,
no defect is reported then no defect exists. The defect reporting system thus becomes the prime
tool for the assessment of a ship's operating capability.
Whenever a damage occurs affecting or putting at risk the vessel, the crew or the environment, as
a result of inadequate conformance to the SMS, the relevant procedures of SMSM Chapter 9 must
be followed and documentation for non-conformity, etc. must be prepared.
The Superintendent is to inform all relevant parties and arrange spare parts and/or specialist
contractors services. He shall also ensure that the vessel is kept informed of details relating to the
arrival of specialist contractors, surveyors and/or delivery/uplift of spare parts, etc. The Master/C/E
is to monitor the progress of the corrective actions, keeping the Superintendent informed.
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10.12.4.
The continuous inspection of the vessel by the crew during everyday work onboard.
Superintendents are responsible for keeping the Companys Management advised of all defects
and particularly of those that cannot be readily corrected by ship and Company own resources.
Management is then responsible for reviewing the situation to establish what further action may be
necessary to correct, or minimize the impact of that defect. Any significant defect/repair on the hull
or on the machinery monitored by the ships Class should also be reported to the Class.
10.12.5.
Monitoring of defects
Defects are recorded in a specific database monitored by the Technical department. List of all
pending defects are distributed to all Superintendent engineers and Technical Manager for their
perusal and actions. The vessels Superintendent shall take whatever action is necessary to
correct the situation, as soon as possible.
For each defect a unique identification system shall apply. All history files (msgs, reports, etc)
related to the case should be characterized accordingly, in order for each case all history data to
be available in a systematic way.
In case there is a lack of resources (e.g. spares, specialists, tools) the Superintendent must be
immediately notified for further action. When required, the repair is surveyed and approved by a
Class or a Flag State surveyor, as appropriate.
Defects that need immediate repair take priority in the work planning. The Company recognizing
the above and that unscheduled repair work may conflict with planned work, cargo and other
vessel operations, has established unscheduled work planning meetings. If during the meeting it is
identified that significant risks will be caused by execution of the work, despite other works
rescheduling, the unscheduled work should be communicated to the Superintendent. The
Superintendent shall assess the relevant risk and advise the ship accordingly.
Each defect considered as rectified and relevant case as closed only after receiving a written
report by the Master, the C/E or the Superintendent Engineer. Reoccurring problems for all vessels
of the fleet should be brought to the attention of the Technical Manager, Operation Manager, DPA
and Managing Director for their perusal and actions.
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Performance monitoring
10.13.1.
General
Responsibility
Monitoring of performance
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The safety equipment fall under the following broad categories regarding their maintenance:
-
Equipment requiring minor regular maintenance by shipboard personnel. Under this category
are included items like the lifeboats and davits (which require mainly regular greasing and
working of the mechanisms, starting the engine, etc.), liferafts, etc. Regular extensive
maintenance of this equipment is carried out again by approved workshops.
The responsibility of the C/O and the Safety Officer in these cases is to carry out only the
maintenance which is permitted by the manufacturers for shipboard personnel. He is responsible
for the implementation and monitoring of the PMS of the ships safety and fire-fighting equipment at
scheduled intervals, and the results are recorded in the Safety maintenance logbook (form D41).
The testing of smoke detectors may be done by the Electrician or the C/O or the 2nd Officer, by use
of smoke or special sprays sold for this purpose. The testing of heat detectors may be done by
applying heat, but with care to avoid damaging the detector and the nearby ceiling material. These
tests should cover the complete system and also logged in the form D41a. A selected number of
fire detectors must be tested weekly and all detectors must be tested at least once every month.
10.14.1.
Any inspection and maintenance of lifeboat equipment must be carried out according to the
manufacturers instructions. A full set of maintenance manuals must be available onboard for the
lifeboat and the associated launching appliances (davits, brakes, etc.). Weekly and monthly
inspections and routine maintenance may be conducted by the shipboard personnel under the
direct supervision of a Senior Officer, as per the makers instructions. All other inspections,
servicing and repairs should be conducted by the makers representative or a person appropriately
trained and certified by the maker for the work to be done (service engineer). The Master or the
Technical Superintendent must ensure that the reports/attestation handed over by the service
engineer are properly filled in and signed.
The setting and maintenance of the release gear must be carried out, keeping in mind that it is a
critical system regarding the safety of the lifeboat and the personnel in it. No maintenance must be
permitted while the lifeboat is suspended from the hooks. Adequate alternative securing of the
lifeboat to the davit, like setting hanging off pennants, must precede the maintenance operation.
The maintenance must only be carried out by the service engineer and it includes:
Dismantling of the hook release units.
Examination of vital parts with regard to defects and cracks.
Examination with regard to tolerances and design requirements.
Adjustment of release gear after assembly.
Upon completion, the Companys representative must ensure that the system is restored to
working order and to immediately operable condition.
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The PMS covers all mooring equipment and includes the description and method for each
maintenance task, the spares inventory and the replenishment of used parts. The PMS contains
procedures for the regular maintenance and routine condition monitoring of the mooring
equipment.
The upkeep of the deck machinery is a joint responsibility of the deck and engine departments.
The engine department is responsible for the winches when they are regarded in every sense as
engines, and the deck department is charged with their care as deck fittings including painting,
protection from effect of weather, corrosion, etc.
With enclosed type winches, the gears and internal parts must be regularly inspected and
lubricated. The condition of the oil in enclosed winches must be regularly checked, and any water
which may find its way into the crankcase must be drained off prior starting. At sea, clutches and
similar gear should be moved at regular periods to prevent the parts seizing. Bright parts of the
machinery must be protected against rust. Protection guards and cover must be kept in good
condition and properly positioned, so that there is no danger to personnel. Brakes, drums and
braking mechanism must be corrosion free.
Winches must be inspected, tested and maintained in accordance with the PMS, all work carried
out to windlass and winches must be recorded and detailed spare parts lists must be maintained.
Before and after cargo operations, they must be inspected and greased. During continuous long
operations, they must be checked daily and greased.
Where the power source of a winch or windlass is a single hydraulic motor, alternative supplies
should be made available such as a spare motor or cross connection.
10.15.1.
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When brake drums have their original diameter reduced by more than 8mm, a repair specification
must be raised to install a stainless steel band (min. thickness 5mm) on the drum. This band must
be welded on both edges and plug welded in at least 4 locations, and then must be machined true.
10.15.3.
All brake linkages must be inspected at least once per year to ensure that they remain intact and
without excessive clearances. Attention should be paid to those areas of linkages which are
inaccessible beneath bedplates, cable lifters, etc. All hinges and linkages must be maintained in a
well-lubricated condition to minimise friction on moving parts, thereby ensuring maximum brake
surface contact.
10.15.4.
Brake linings and the brake control system must be visually monitored on a regular basis.
Appropriate adjustments must be made, as required, to the incremental adjusting device in order to
ensure that the brake is fully applied, well before the brake control mechanism reaches the end of
its travel. If after testing the brake, OCIMF Mooring Equipment Guidelines are not met, attempts
should be made to rectify the situation by:
Checking all linkages to make sure they remain sound.
Descaling the brake drum.
Adjusting any incremental device (e.g. triangular plate, bottlescrew, etc.) which is fitted.
If there is no improvement, the brake lining must be replaced. Brakes linings must be also replaced
if ever oil or grease contaminates them. Windlass brake linings must be opened and
inspected/replaced at least during each major repair period. When brake linings are renewed:
the brake band and drum must be descaled to remove any frictional wastes, rust and scale;
the drum must then be ground smooth to maximise the effective contact area between brake
lining and drum (failure to establish a smooth surface will result in grinding or cutting of the
brake lining, thereby reducing the efficiency of the brake); and
any incremental adjusting device fitted must be returned to a position which ensures that full
braking power can be applied.
Ships must always carry enough brake lining material and bolts to renew both windlass brake
bands. Stocks must be replenished immediately as they are used. Only non-asbestos type brake
linings are to be used and these must be ordered via the Company.
10.15.5.
Winch brakes must be tested and adjusted during every major repair period or after excessive
loading have been experienced. The winch brake test procedure must be carried out by an
external competent workshop. Each time the test is carried out, the adjustment must be marked on
the special indicator provided on the winch. By following the indicator, the operator will ensure the
brake is not over-tightened. Winch drum brakes should be adjusted at 60% of the used rope
minimum breaking load (MBL), so that if the adjustment value is exceeded, the drum will be
slipping on the brake, instead of the rope breaking.
Special attention should be given to the rendering values of mooring-winch brakes, in order to
reduce the risk of injury from overstressed moorings. The Master must maintain test Certificates
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10.16
10.16.1.
Records should be maintained to indicate the inspection and replacement dates of wires, ropes
and tails. Certificates for ropes and wires should be annotated with dates and the specific winches
to which they are fitted and/or end for ended. Spares levels should reflect the trading area, since
intensive trading patterns may require more frequent inspection or change-out of tails. As the major
cause of premature rope failure is surface abrasion, certain visual inspections should be carried
out at regular intervals by the C/O during the rope's service life.
Inspect the outer cover of the rope for abrasion damage. Should the damage appear
excessive, trace the cause and attempt to overcome the problem by modification of the
equipment or method of use by fitting a rope protection sleeve at the critical point.
Test the rope flexibility to see if there are any areas of firmness or stiffening. This may be
caused by extreme overload. If limited to one section, the damaged area may be cut out and
respliced or the rope should be rejected.
Look for evidence of surface fusion or melting of the ropes outer braid, i.e. yarns welded
together. This indicates excessive surging probably under high loads.
If eight or more adjacent strands have been cut or braided to less than 30% of their original
size, the rope should be replaced.
If the core of the rope becomes visible through damage to the outer sheath, the rope should
be replaced.
Check the condition of the eye splices. Ensure the cover is in good condition and that there
has been no significant splice movement. If in doubt, cut off and resplice.
If damage or wear is localised, it can be cut out and the rope spliced.
rope must not be used if there are more than two splices between the eyes.
All mooring fittings (bollards, chocks) must be marked by weld bead with their SWL to prevent
excessive loading. In case of damage to such fittings, their use should be avoided until
permanent repair is effected.
The condition of the synthetic mooring ropes should be inspected by the C/O at least every 6
months. The inspector must run through the length of the rope, checking external condition,
as well as internal by slightly opening the strands. Particulars to be checked are as follows:
i. Abrasion internal and external and extensive cuts, caused by rough drum surfaces and
improper handling.
ii. Presence of dirt and grit, which will lead to cuts and abrasion.
iii. Impregnation of liquid chemicals which leads to material decomposition.
iv. Presence of hockles in twisted ropes.
v. Ultraviolet damage, observed as a discoloration and/or brittle character of the rope yarns.
vi. Fusion of rope material caused by heat.
To protect the mooring ropes against these defects the following precautions should be taken:
Ropes should be stored on drums and protected by dirt, oil, chemicals and their vapours, heat
and sunlight.
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Excessive build up or loss of turns should be avoided. To achieve this, the ropes should be
turned end to end on the drums every 6 months.
Anti-chafing leather jackets should be used where chafing is expected.
Winch drums, chocks and fairleads must be smooth and free of rust and paint when using fibre
ropes to avoid abrasion. Roller leads should be kept lubricated and freely moving.
Avoid dragging ropes over ground and rough surfaces.
Documentation of the rope inspection is effected by filling the sheet Statement of mooring
arrangements & condition of ropes in the form D 45 Wires and ropes inspection log. There must
be a valid test Certificate on board for each mooring line and tail. Mooring ropes should be
renewed at intervals not exceeding 5 years from the date of first use. The date that each mooring
rope is first used should be recorded on the test Certificate and in the sheet Statement of mooring
arrangements & condition of ropes in the form D 45.
10.16.2.
Wire maintenance
Mooring wire stowed on winches should, wherever practical, be protected by a plastic cove.
Vessels exempt from this requirement on voyages less than 48 hours in duration. Mooring wires
should be kept greased/lubricated. The majority of wear and tear to wires is likely to occur at the
working end. Wires should thus be end for ended during shipyard repair periods. In the event of
damage close to the end, provided that the original length of the wire is not reduced by more than
10%, the end of the wire should be cropped off and a new eye spliced into the wire. Wires must be
inspected by the C/O at intervals not exceeding 6 months and recorded in the form D 45.
The wire diameter should be checked. If a decrease in wire diameter of 12% or greater is
measured, the wire should be replaced. Reasons for the decrease could be core deterioration,
internal wear and wire failure or internal corrosion.
The wires of the outer layer should be inspected for wear and breaks. If in any length of more
than 8 diameters, the number of broken strands exceeds 10% of the visible strands, the wire
should be replaced.
Wires should be checked for abrasion. If the wires show a considerable loss in metallic area,
the wire should be removed from service.
The wire should be removed from service and replaced if corrosion has penetrated below the
surface of the wire.
Mooring wires should be renewed at intervals not exceeding 10 years from the date of fitting.
10.16.3.
Life boat falls [ref. SOLAS/III/20.4, IMO Res. MSC 216(82), MSC.1206]
Falls used in launching shall be inspected periodically with special regard for areas passing
through sheaves, and renewed when necessary due to deterioration or at intervals of not more
than 5 years, whichever is the earlier. With ref. to MSC 1206 [Measures to prevent accidents with
lifeboats], there is no requirement to turn over the lifeboats falls every 30 months.
10.17
10.17.1.
Definitions
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The SWL of a running lifting wire must be 8 times higher than the force induced to this wire by
the SWL of the lifting appliance.
The SWL of a standing rigging wire rope must be 5 times higher than the force induced to this
wire by the SWL of the lifting appliance.
The SWL of a single sling must be 20% of its breaking load, as stated on the relevant
certificate.
Swivel lifting hooks should always be used in order to prevent rotational damage to lifting wires.
The angle of separation between any two legs of a lifting sling, or any two strops used in concert,
must not exceed 30 degrees. Rope slings and strops should not be used for lifting purposes.
When necessary, it is permissible to manually splice a running wire, provided such a splice has
been inspected by the C/O prior to use.
10.17.2.
Statutory inspections
Close attention is to be paid to statutory survey and testing requirements and no lifting equipment
subject to certification requirements is to be used, unless a valid Certificate is available. There
must be valid Certificates in respect of all lifting gear, including running and standing wires, lifting
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A visual examination of the crane cargo gear and its associated structure, wires, etc. for signs
of fracture, wear, etc.
A load test of the gear, usually using static weights. The test weight will be SWL plus 25% for
cranes less than 20 metric tonnes SWL. For cranes with SWL between 20 and 50 metric
tonnes the test weight shall be the SWL plus 5 metric tonnes. Cranes with SWL greater than 50
metric tonnes will be subject to weight test of SWL plus 10%.
Where hooks, swivels, chains, etc. have been re-stamped, it must be ensured that:
1. Where a new test number is used, a new Certificate bearing the new number is issued.
2. Where the existing marks are used, they must be re-stamped and the numbers verified.
On completion of the examination, the Cargo Gear Book must be properly endorsed on the page
reserved for quadrennial surveys, and the marks on the relative crane cargo gear matches the
Certificates. This will always be countersigned and stamped by the Class surveyor who attended
the examination. It is the C/O responsibility to ensure that these requirements are met.
10.17.3.
In addition to the statutory inspections/tests and surveys, the cargo gear is subject to at least
annual inspections by the C/O (for wires, shackles, hooks, swivels, ponder balls, etc.) and the C/E
(for the lifting machinery and plant). This examination should include all component parts, including
blocks, sheaves, runner wires, topping lift wires, guy ropes/wires, etc. The numbers on all
shackles, hooks, chains, etc. should be cleaned up and made legible. Any faults found must be
rectified and defective parts replaced.
Derrick and crane winches fitted with open or enclosed friction brake systems must be inspected
by the C/E at intervals not exceeding 1 year. Such inspections should include the opening of the
brake housing plug, where fitted, to ensure no oil leakage. The oil pressure should be monitored
and the brake operation should be checked when in use.
A frequent check of cranes oil levels, filters and internal search for leakages must be carried out.
Checks to jibs, bases, attachments, wires, blocks, sheaves and Engine department crane wires
have to be also carried out by the C/O and the C/E at least once per month Notwithstanding this,
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PLA and LG should be kept in good order by systematic preventative maintenance following
manufacturers instruction. This should include the regular inspection by the Competent Person, to
assess whether the PLA and LG are safe for continued use. These inspections are separate from
and additional to those required under the following provisions. The intervals between such
inspections will depend on the character and use of PLA and LG.
Before being placed in service, all new PLA and LG should be thoroughly inspected and tested by
the Competent Person.
No PLA and LG should be used unless it has been thoroughly examined:
- and tested by the Competent Person within the preceding 5 years
-
by the Competent Person after any repair or alteration which may affect their strength.
Suitable training of personnel associated with lifting activities is considered essential to support
these activities, and to optimize the safe use of lifting equipment. Records of appropriate training
should be kept readily available onboard.
10.17.5.
Tagging / labelling
The maximum SWL should be marked in a conspicuous place in a legible and durable manner,
e.g. by incision or stamping. All PLA and LG must have stamped on, or attached to it, a permanent
identification mark through which it can be identified throughout its life span, to enable it to be
readily related to its appropriate test Certificate.
10.17.6.
Elevators
Ship's elevators must be examined and overhauled on an annual basis. Certificate of test must
be posted inside the elevator.
Elevator wires are usually of special construction and are sized to fit the sheaves. In order to avoid
damage to sheaves and/or wire, care must be paid to ensure that the correct wire, as per the
elevator plan/instructions, is ordered. There must be a valid Certificate of test for all elevator wires,
which must be renewed approximately every 5 years, preferably during a major repair period.
10.17.7.
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The rope ladders must be stored in clean dry areas away from direct sunlight. Side ropes must be
inspected regularly. All ladders must be kept free of oil, grease and other slipping hazards.
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Footwear used whilst using the ladder must be in good condition, clean from mud or grease.
Metal or metal reinforced ladders must not be used near electric cables.
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It is a legal requirement that the vessels Certification and the Classification records are maintained
in an updated condition. Failure to comply with certification requirement may result in a heavy fine,
arrest or a penalty and loss of insurance. Responsibility for maintaining updated vessels
Certification is shared between the Master and the Office staff.
The Technical Superintendent, under the supervision of Technical Manager, arranges for surveys
to be carried out within the defined survey window and before each Certificates expiration. He also
files all correspondence with the surveying Authority, and informs the Master of survey
arrangements made and their schedules. Ships trading pattern must be taken into consideration,
so that renewal of Certificates is not too far advanced or delayed.
The Technical Manager is responsible for ensuring that all vessels Certificates remain valid at all
times, by monitoring their due dates and being aware of the survey windows.
To monitor the Certificates and survey status, the Company has developed the form D40 Surveys
- Certificates Status. Additionally, copies of all Certificates, survey reports and notices of survey
status are kept by the Technical department. Every 3 months the Superintendent compares the
received or downloaded survey status with the form D40, and updates the latter as necessary.
Thereafter he must send a copy to the vessel.
The Master and the C/E are responsible for ensuring that all Certificates are current and valid for
their vessel and arranging through the Company for the appropriate surveys to be carried out. The
Company must be kept advised of all survey intentions and results. They are responsible for
maintaining an orderly Certificates folder, in which the vessels original Certificates are filed, and
for maintaining the Certificates file index up to date. Attached supplements (e.g. Safety Equipment
Record, etc.) must be kept with the corresponding Certificates.
Upon receipt of a Certificate onboard, the Master and the C/E are responsible for checking the
information contained therein for their correctness and accuracy. Any discrepancies should be
reported immediately to the vessels Superintendent.
Moreover, every 3 months the Master and the C/E must also review the Certificates file, the form
D40 and the survey status report and any due item must be identified well in advance, in order to
plan the survey in a suitable location.
10.18.1.
Normally such renewals are taking place every 5 years, after the successful completion of the
special survey. During the special survey, one or more Technical Superintendents attend onboard
and escort the Surveyor(s) during their shipboard visits. In the absence of a Technical
Superintendent, the Master will arrange for a Senior Officer to be in attendance with the surveyor.
Upon completion of the surveys, the Surveyor will issue short term/interim statutory and Class
Certificates. The Technical Superintendent and the Master must verify that all information printed
on the Certificates is correct and valid.
Further to the above, the form D40 must be updated and filed onboard. The Technical
Superintendent ensures also that all newly issued Certificates are photocopied and their copies, as
well as the updated form D40 are delivered to the Office.
The Technical Superintendent upon his return to the Office liaises with the Class responsible Office
to ensure that they shall issue the permanent Certificates in time. These will be received to the
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When these surveys have been completed, the Master will ensure prior to the Surveyors departure
that all relevant Certificates are correctly endorsed. The Certificates file is correctly set up by the
Master, and copies of the endorsements are forwarded to the Office. Upon receipt of these copies
the Technical Superintendent updates his Certificates file as well as the form D40 and sends a
copy of the latter back onboard.
10.18.3.
The Technical Superintendent during his reviews of the form D40 must follow up the status of all
equipment Certificates, taking into account the Class and Flag requirements. He must arrange
surveys and service of the equipment well in advance of the expiry dates, taking into account the
vessels schedule and availability of approved service workshops at the planned ports of call.
When servicing equipment onboard, the Master must assign the Safety Officer to attend the
service procedure and ensure that the job is done properly. When service is carried out ashore, the
Master should also assign an Officer to attend at the service workshop premises, if possible.
Upon receipt of the serviced equipment, the Master must ensure that all documentation verifying
the service is also received and filed onboard. Copies are to be sent to the Office, whereupon the
Technical Superintendent will update the form D40 and the Office files. A copy of the updated form
D40 must be also sent to the vessel.
10.18.4.
All CoC items should be dealt with as soon as is practicably possible, as these are of great
concern to potential Charterers. Therefore it is of paramount importance that any CoC are rectified
before the due dates. Whenever CoC are imposed by surveyors, the Office is to be informed
immediately on the nature of the defect and the necessary means and time to rectify it.
Rectification of the defect will be arranged by the Master and the vessels Superintendent. Upon
completion of required work, the Class is to be informed and a surveyor visit arranged onboard to
erase the Condition of Class.
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Inventory
For both deck and engine departments there are available major spare parts inventory lists,
including the optimum quantity of spare parts that should be available onboard, based on
manufacturers manuals and critical equipment evaluation (form E14). Inventories are conducted at
appropriate intervals and inventory reports are forwarded to the Company as follows:
-
Form E29 Spare parts inventory form every six (6) months.
Form E14 Major spare parts onboard every four (4) months.
The Master and the C/E, depending on the department, must update the spare parts inventory
(form E29) each time spares are consumed or received onboard. Additionally, they must carry out
inspections of all spare parts every month, comparing the quantities of spares available against the
inventory status. Any lack of essential spares is to be reported immediately to the Company.
10.19.1.
The LO and cylinder oil consumption and specific consumption must be recorded monthly. Every
effort shall be made to minimize LO losses. Nevertheless such losses when occurred shall also be
recorded in the monthly LO report. Besides the consumptions, the ROB of the LO and cylinder oil
must also be reported monthly.
10.19.2.
The following M/E and D/G major spare parts must be maintained made-up and ready for
immediate installation in the event of a breakdown:
-
piston assembly complete with skirt, rod, telescopics and piston rod stuffing box, pressure
tested with a new set of rings ready to fit;
cylinder cover complete with air start valves, relief valves, fuel valves and, where applicable,
inlet and exhaust valves;
at least one cylinder set of fuel valves, tested and ready to fit.
The Companys Technical Department must be advised whenever any of the above items are
used, and every effort must be made to replace them as soon as possible.
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Purchasing
Requisitions for provisions (no specific form exists) apart from the type and quantity of each item
required, the following should be indicated:
-
the existing inventory of each requested item on the date of the requisition
A list of the items to be delivered onboard shall be sent to the vessel for follow up.
Requisitions are made by the Master, the C/O and the C/E to the Company, taking into account the
stock levels, the maintenance work schedule and possible need for repairs. To speed up the
process, requisitions may be sent by fax/email, especially in cases of emergency.
When preparing requisitions the Master, the C/O and the C/E must provide concise information of
the items required. This can be achieved in the following ways:
-
Provide the equipment type, serial number and part number of spares, fully complying with
manufacturers instructions.
Provide codes of spares, tools, stores, consumables, etc. according to IMPA catalogues or to
manufacturer/supplier ordering system.
In case documentation is not available onboard, identification of data on the equipment labels
or marked on spare parts, identification of material in conjunction with detailed description and
sketches with dimensions, etc. can facilitate ordering.
The Superintendent, under the guidance of the Technical Manager, must assess and when
appropriate approve the requisitions, taking into account the following parameters:
-
The criticality of the equipment and the urgency of the requested spares.
When a decision has been taken, the Purchasing Manager must inform the vessel in writing about
the items approved for delivery, and provide information on delivery schedule and any delivery
details. The Purchasing Manager and the concerned department onboard must have
documentation to verify that requisitions have been totally or partially complied with and what
requisitions are still pending.
Spare parts and stores are checked on receipt by ship staff for condition, suitability and quantity. In
case important items were not delivered or did not comply with the requisition specification, the
Issue No. / Date: 1 / 02.02.09
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The Companys specific requirements of SMS documentation are described in the form OS08
Forms register and follow up.
In order for the Company to promptly monitor certain significant works carried out onboard, a
weekly Sunday review report has been established. In this respect, each vessel shall report to
the Company on a weekly basis, the progress of maintenance done on items regarding
PMS/inspection report deficiencies/breakdown/Superintendents work lists during the week, as
follows:
1.
DECK DEPARTMENT
1A. Form D42 HULL PLANNED MAINTENANCE WORKS
Just mention the item number
1B. Form OT03 SUPERINTENDENTS WORK LIST
Just mention the item number
1C. DEFICIENCIES (DECK DEPT. RELATED) FROM PSC, FLAG, RIGHTSHIP
INSPECTIONS AND AUDITS.
Mention the type of inspection (e.g. PSC, FLAG, INTERNAL AUDIT, RIGHTSHIP)
followed by its respective report date and the relevant item numbers (not descriptions)
that have been worked on during the past week.
(Example:PSC 31MAR 2008 items: 3,8 in progress 14,17)
1D. OTHER SIGNIFICANT WORKS (INCLUDING FITTER'S WORKS AND REPAIRS ON
ITEMS OF THE SAFETY MAINTENANCE LOGBOOK- Form D41)
2.
ENGINE DEPARTMENT
2A. Form E12 ENGINE PLANNED MAINTENANCE WORKS
Just mention the item number
2B. Form OT03 SUPERINTENDENTS WORK LIST
Just mention the item number
2C. DEFICIENCIES (ENGINE DEPT. RELATED). FROM PSC, FLAG, RIGHTSHIP
INSPECTIONS AND AUDITS.
Mention the type of inspection (e.g. PSC, FLAG, INTERNAL AUDIT, RIGHTASHIP)
followed by its respective date and the relevant item numbers (not descriptions) that
have been worked on during the past week.
(Example: RIGHTSHIP 31MAR 2008 items: 1,5,12)
2D. OTHER SIGNIFICANT WORKS (INCLUDING ELECTRICAL WORKS)
Note: The Sunday review report should be brief, clear and concise (in telegraphic manner).
Routine works or procedures (e.g. deck cleaning, bunkering, watchkeeping etc.) should not be
mentioned.
In case NO work was done for one or more of the above categories, insert the word "NIL".
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The monitoring of the effectiveness of the maintenance system is carried out by the Technical
Department, by reviewing all forms/reports received at the Office from inspections/audits carried
out by the crew, Companys representatives and third parties. After reviewing each report, the
reviewer acknowledges review of same by signing the form (if in hard copy) or otherwise marking it
(if in electronic format). If the reports indicate any deficiencies or non-conformities, the
Superintendent initiates the appropriate corrective action. If immediate corrective action is
necessary, he contacts the Master to activate an effective response.
The results of all vessels inspections are analysed to identify trends and common problems,
reviewed by the Top Management and discussed during the annual Management Review
Committee meetings to identify potential weaknesses in the SMS. Improvements to the SMS are
fed into the Companys continuous improvement process. As part of this process the results of
ships inspections are regularly compared with those from third parties. Whenever are consistent
anomalies, appropriate steps are to be taken to review and improve inspection process.
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Relevant forms
D40
D41
D41a
D42
D43
D44
D45
D46
D47
D48
D49
D50
D51
D52
E12
E13
E14
E15
E16
E17
Crankshaft deflections
E18
E19
E20
E21
E22
E23
E24
E25
E26
E27
E28
E29
E30
Defect report
E31
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E32
OT01
OT02
OT03
OT04
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