06 5759-tec ops-sect 3 (3.01-3.10)- repairs, maint & insp

Bernhard Schulte Shipmanagement

TECHNICAL OPERATIONS MANUAL-SECTION 3(3.01-3.10)- REPAIRS, MAINTENANCE AND INSPECTIONS

Document No. 5759

Approved by Director RSSC

Effective Date 17-OCT-2013

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SECTION 3 REPAIR, MAINTENANCE AND INSPECTIONS

3.01 General

It is the Company policy to ensure that every vessel in the fleet is maintained in conformity with all

relevant International, National and Classifications Society Rule and Regulations as well as Company

requirements and ship-specific requirements, in accordance with the highest industry standards and

good seamanship.

The vessel’s structure, equipment, safety and security installations are to be inspected in a controlled

and systematic manner and maintained as necessary and to a standard that ensures that the vessel

does not expose any persons, the marine environment or property to any unnecessary risk.

Each vessel shall be maintained to the highest possible Standard thereby fulfilling the

Obligation to owners/Investors, crew and environment by ensuring

A safe working environment

The continuous uninterrupted and profitable operation of the vessel

The highest possible resale value of the vessel

This is to be achieved by having inspection and maintenance procedures for all equipment with special

attention to critical equipment, safety, security installations and also the vessels’ structure.

Under the overall responsibility of the Master, the Chief Officer and Chief Engineer are responsible for

developing and maintaining appropriate ship-specific inspection and maintenance plans for all

equipment onboard. While performing various inspection and maintenance jobs, ship staff are advised

to refer to Section 5 of this manual - ‘Maintenance and Inspection Guide‘.

For all repair/maintenance work carried out on board, the safety instructions given in the ‘Safety,

Health and Environment manual’ and where applicable, the Risk Assessment procedures given in

the ‘Risk Assessment and Management of Change Manual’ shall be complied with.

3.02 Work Plan Meetings & Non-Conformity/Deficiency Reporting

3.02.01 Monthly Management Meetings

The Senior Officers (Master, C/E, C/O, 2/E and E/O) are to conduct a work related Management

Meeting at least once a month. A representative crew member from each department may participate

in these work plan meetings. Apart from the work which has been planned, and any management

issues, all related safety aspects of the same are to be discussed with the aim of completing the tasks

efficiently and safely. The discussions should cover:



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Minutes and outstanding items of previous meetings

Ship’s Operation –vessels trading, cargo ports etc

Certification, PMS, and Survey items coming due

Defects in machineries and equipment

Steel work surface maintenance and corrosion protection

General condition of the vessel and comments /plans on areas requiring improvement

Outstanding Purchase requisitions

Vessels budgets where provided

Status of resources available and any support required.

Associated safety issues like Risk Assessments, Work permits etc.

Minutes of the monthly management meeting are to be recorded on form TEC/011 and sent to the

Company. Any maintenance related non-conformities must be discussed reported as described in the

procedure given in Sec. 3.02.04 below.

3.02.02 Work Plan Meetings

Weekly:

Similarly to the Monthly Management meetings, a weekly meeting is to be conducted between the

senior officers (Master, Ch. Engineer, Ch. Officer and the second engineer) to discuss various work

related issues and plans for the forthcoming week. A representative crew member from each

department and the electrical officer (where deemed appropriate) may participate.

Daily:

Each Department head shall determine the schedule for each day’s work no later than the end of work

on the previous day, on the basis of the maintenance plan drawn out in the monthly/ weekly

management meeting. An on-site responsible person is to be nominated for each planned work and a

meeting will be held with the personnel involved to discuss the necessary preparations/ risk

assessments for the tasks, as appropriate.

Weekly and Daily Work Plan Meetings shall be recorded in the Deck/ Engine log book as applicable, or

in a separate register maintained for the same.

3.02.03 Toolbox Meetings



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Toolbox Meetings are to be conducted by deck & engine departments, either together or separately as

required, on board as detailed below:

a) The Department head shall hold a toolbox meeting before the start of work, delegating the work

and instructing each worker involved on the work procedure required to be followed. All

precautions required to be taken are also to be discussed. All existing non-conformities (refer

sect. below) as relevant are to be taken into account.

b) The Risk Assessments carried out for the work activity and relevant work permits required are

to be discussed in the meeting with all personnel involved in the work. The Risk Assessment

should include PPEs required (ref. PPE Matrix in SHE App.IX) and contingency plans.

c) The discussion should further include plans for periodical rounds by the on-site responsible

person, ensure the correct use of resources (manpower, spares/stores, tools etc), general work

safety/guidance and conformance to the documented procedures.

A laminated template covering all above points may be prepared and used in the meeting as a

prompter and each item discussed / confirmed that the instructions are all well understood.

Log entries in Deck or Engine Log book should state “A Tool box meeting as provided for In QHSES

TECHOPS Manual Sect.3.2.03 was conducted”. Any key points arising out of the meeting may be

entered if need be after that.

3.02.04 Reporting Non-conformities and Technical Defects

Reporting Non-Conformities:

Any system related problems /deviations noted during routine maintenance or during inspection

(Internal or External) or during operation shall be recorded as a Non-Conformity along with the root

causes, proposed corrective action plans, target completion dates etc. on the form SHE-50 ‘Non-

Conformity/Complaint/Improvement Suggestion Report’ and sent to the Company. Based on the root

causes identified for the management system failure, the closure of any NC may require new/revised

procedures or training. The corrective actions taken for closure of the NC shall be recorded on the

above form, which shall be subsequently verified by the Office for effective closure.

Reporting Technical defects:

All vessel equipment defects shall be recorded on the Form TEC 12 – ‘Tracking Sheet for Defects’ and

tracked continuously on a running basis for rectification.



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In the event that a technical deficiency cannot be rectified by the crew due to lack of spare parts or

scale/nature of the problem, then office must be contacted immediately and full details provided. The

following information should be provided as part of the initial notification:

1) Identification of the affected equipment

2) Nature of the problem

3) Why the problem cannot be handled by the crew – parts related, scale or size of the problem,

location of the ship etc.

4) What is needed to correct the deficiency – parts, shore service, any other form of assistance.

The Master/Chief Engineer will then liaise with the ship’s Technical Superintendent to determine if the

current operation can be safely continued or if other intervention is required. Other intervention may

take the form of

1) The provision of additional safe guards to manage the deficiency safely,

2) Shore assistance to repair locally,

3) Permission to move the ship to another location where the deficiency can be better repaired

4) Assistance to make such a move.

The staff involved ashore and afloat shall make full use of risk assessment techniques to develop a

documented appraisal of the situation, identify potential hazards and means to control these before

making a final decision as to the course of action to be followed.

Non-conformities and technical deficiencies must be always taken into account in the Tool box and

Management meeting discussions /planning if it pertains to the job to be undertaken.

3.03 Planned Maintenance System (PMS)

3.03.01 General

Maintenance of machinery and equipment must always be based upon the manufacturer's instructions,

where maintenance procedures and intervals are specified. Special attention must be paid to isolation

of equipment / system to prevent any accidental activation or release of hazardous substances. This is

particularly required for systems that remain pressurized and/or elevated temperatures when shut

down and isolated which may discharge their contents under pressure when disturbed.

Maintenance routines must be planned to prevent machinery failure due to lack of scheduled

maintenance.

Vessels with computerized Planned Maintenance System will plan and execute the maintenance jobs

in accordance with generated data base which will be updated regularly. Jobs which can only be

undertaken during Dry docks will also be suitably entered in computerized PMS and consolidated list



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generated as and when required, provided this facility exists. On vessels without computerized PMS,

Dry dock related jobs will be entered and maintained in Form TEC/027 and TEC/028 (Section 3.16.01

refers.)

Maintenance intervals for all equipments must be specified. Overdue items must be reported with

reasons (why not completed) to the Company on a monthly basis, so that shore based personnel may

follow-up and provide resources when necessary. As far as possible maintenance routines on ‘Critical’

equipments shall not be delayed or deferred. In general, the maximum percentage of deferred

(Outstanding) jobs year to date should not exceed 6%.

Ship staff should refer to the PMS system guide for carrying out unscheduled jobs.

The planned maintenance program should include;

Details of maintenance schedules whether carried out according to running hours or calendar

period, or if condition monitoring is used as a substitute.

Details referenced to equipment manufacturer’s instructions or experience, of what

maintenance is required, including Safety precautions for the isolation and preparation of

machinery and systems in readiness for maintenance (references to work permits, lock & tag

procedures, Risk Assessments etc.).

Inspection, testing and maintenance of all safety and relief devices forming part of the system.

Historical data on maintenance and repair work which has been carried out.

Spare part inventory.

Any proposed major repairs or overhauls should have a completion schedule, with spare parts

verifies as being on board or on order.

The following guidelines should be adhered to

When the planned maintenance system indicates that a particular machine or item is due for

attention, all routine maintenance such as greasing, oil changes, filter cleaning etc, should be

done and the work recorded

The Chief Engineer does not have the discretion to alter the frequency of planned maintenance

schedules without confirmation and agreement from the Company

If a machine has had abnormally low running hours since the last routine maintenance, the

Chief Engineer may postpone part or all of the tasks to a later date in consultation with

Company, but must report the job as maintenance not done. This may not be applicable to

those items which require Time Based maintenance

Where the planned maintenance system indicates that a major overhaul is due, the Chief

Engineer should verify if there has been any deterioration in performance. If it is concluded that

the machine does not exhibit any deterioration in performance, the data should be discussed

with the Company to determine if it is feasible to defer the overhaul to the next due date

While carrying out maintenance of any equipment as part of the PMS or otherwise, status of its

Classification survey should also be verified and if classification survey is due in near future,

same can be offered to class surveyor also. This way the item will not have to be opened twice

i.e. once for PMS and once for Class survey. Please also refer to 4.01 and 4.02.02



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Any vessel that does not have an operational computerized Planned Maintenance System installed

must have a basic electronic spreadsheet or paper based system implemented as soon as possible

after management take-over to monitor the maintenance of all critical and safety related equipment in

accordance with the requirements of the ISM Code. This also applies to vessels where the

computerized PMS has failed to remain effective for whatever reason for an extended period.

Vessels that have a PMS notation included in their Certificate of Class, should have the latest version

of the PMS installed on board and the Type Approval certificate for that specific PMS version should

be available on board.

3.03.02 Responsibility

It is the Master’s duty to ensure that as a minimum the guidelines and routines of the PMS are followed

and completed satisfactorily. The Chief Engineer and Chief Officer are to assist him in meeting this

objective.

3.03.03 Dispatch of PMS Records from Vessel to Office

The Chief Engineer and Chief Officer shall compile the PMS records and forward to the Company from

the first available port at the beginning of each month, through the Master. Ships may send the PMS

reports by hard copy print outs generated from the program itself or in soft copies in the form of export

file generated by the program / or other suitable means.

This will not be required for systems that support on line viewing in Office.

3.04 Engine Room Machinery Inspection and Maintenance

The Chief Engineer is entirely responsible for inspection, maintenance and repairs of all engine room

machinery as per the ‘Planned Maintenance System’ (PMS). Machinery overhauls, whether to main,

auxiliary or ancillary equipment should be carried out taking into consideration the manufacturers’

recommended service intervals (which should normally be used as a maximum limit), Class Survey

cycles and the circumstances surrounding the operation of the machinery. Service intervals should be

reduced if any of the parameters such as fuel specification, ambient conditions or abnormalities are

close to manufacturers recommended limits.

Where possible, internal inspections using non-invasive techniques such as sighting cylinders/pistons

through scavenge ports etc. should be used to monitor machinery components. This will allow

evaluation of internals and appropriate revision of service intervals.

The Main Engine sump tank shall be cleaned in every routine dry-dock



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The Ch. Engineer and all duty engineers are to ensure gauge glass closing device for oil tanks are

kept in a good condition and are not kept inhibited.

They shall also ensure that all self closing device of Double bottom tanks sounding pipes shall be

maintained in a good condition and be kept closed at all times.

Further to the records maintained in the PMS, the Chief Engineer shall make a monthly report of

maintenance carried out on all machineries on the form TEC/021 B and send to the Company along

with the month end mail. The form TEC/021 C should be used to report details of maintenance and

repair jobs for specific machinery. Following are the forms that are to be used for recordkeeping, with

regard to maintenance work carried out in the engine room.

TEC/013 - Bearing Clearances for Main Engine and Aux. Engines are to be recorded on this form.

TEC/014 - When Main Engine units are overhauled, condition and calibration of parts like piston and

liner to be recorded on this form.

TEC/015 - When Aux. Engines are overhauled, condition and calibration of various parts are to be

recorded on this form.

TEC/016 - Crankshaft Deflections for Main Engines and Auxiliary Engines are to be recorded on this

form.

TEC/017 - Monthly Main Engine performance is to be recorded on this form and indicator cards

attached. (To be taken in calm sea conditions and max. possible load).

TEC/018 - Performance of all Aux. Engines to be recorded on this form. (To be recorded in

maximum possible steady load conditions.).

TEC/019 - When vessel equipment is landed ashore for repairs, the details should be recorded on

this form.

Work Permits - Works requiring particular safety precautions are to be issued with work permits as

documented in the ‘Safety, Health, Environment and OHS Manual’.

3.04.01 Steering gear compartments

The steering gear compartment must be fitted with safety handrails, grating or other non-slip surfaces

in working areas around the steering gear.

There should be a provision for reading the ships heading information and should have means of

communication with bridge in good working condition.



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The rudder angle indicator should be clearly visible form the position of emergency steering.

Bilge drain from Steering flat should be direct to machinery room spaces or bilge tank. If any

arrangement exists where steering room bilges can be pumped directly overboard then the overboard

valve should be locked / sealed to prevent inadvertent discharge of oily bilge water to sea.

The Chief Engineer must ensure that the emergency reserve tank is kept fully charged at all times.

3.05 Electrical Equipments Inspection and Maintenance

3.05.01 General

Only measurements made with appropriate test equipment may be made on live equipment.

Maintenance or repair work must never be attempted on live equipment. Appropriate Warning tags

must be prominently displayed and the electrical circuit disabled by removing the fuses or similar

means. Testing and maintenance of electrical equipment and circuits shall be performed only by the

Electrical Officer, Senior Engineer, or a Contractor who is familiar with the electrical systems and

associated safety procedures. The electrical safety precautions and applicable permits described in

the ‘Safety, Health & Environment Manual’ shall be complied with before attempting any work on

electrical circuits.

When working on battery systems, parts of which cannot be isolated, all tools and utensils must be

insulated to prevent short circuits.

3.05.02 Generation and Distribution Systems

The electrical generating and distribution systems differ in manufacture, type of equipment and

configuration, between ships. Instructions for the particular equipment must always be followed.

The main alternator sets are designed to run in parallel for all conditions of loading and any instability

should be investigated and rectified.

Inability to operate satisfactorily in parallel must be regarded as an operational defect and the

Company must be notified. Diesel-alternators are to be loaded according to the operating instructions

considering fuel selected and spinning reserve required and must not be allowed to run unloaded for

more than a few minutes.

(Note: Some load management systems/schemes will call for lead machines(s) loaded to MCR with

lagging machine only providing the spinning reserve)



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All electrical equipment including Junction Boxes and cable runs are to be maintained in good

condition.

All standby equipment including motors, feeder cables, steering supplies, etc., should be changed over

with running equipment at regular intervals. Heaters, where fitted, should be switched on in standby

electric motors.

Marking on electrical connections/wirings should be carefully retained and promptly replaced if soiled

or illegible for easy co-relation with the circuit diagram.

Non-conducting deck coverings, such as non-conducting mats or gratings, suitable for the specific

switchboard voltage should be installed for personnel protection at the front and rear of the

switchboard and should extend the entire length of and be of sufficient width to suit, the operating

space. This applies to switchboards exceeding 50 volts AC/120V DC. Some decks are made from

insulating composite material and will not need extra insulation.

The matting should preferably be of a light colour and comply with one of the standards for electrical

matting.

If the main switchboard is not located in the engine control room or other protected location, measures

that have to be taken to protect it from water spray. Risk due to water ingress from scuttles,

ventilations and in the event of failure of sea water pipes, including fire mains and hydrants, should be

assessed.

3.05.03 Battery Systems

Batteries must be maintained carefully and tested regularly in accordance with the industrial

requirements.

Battery rooms must be adequately ventilated to prevent build up of hydrogen gas, kept clean and free

of unnecessary objects.

3.05.04 Hazardous Area Installations

All installations in hazardous areas must be maintained in good condition. Flameproof equipment, in

particular flameproof lighting fittings, must be maintained in a safe condition at all times. Enclosure

covers must be secured as specified by the manufacturers. . A monthly check of all lighting in the

hazardous area is to be carried out and the results recorded on board in the below format.

VESSEL

REPORT MONTH

DATE:



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TO BE COMPLETED EVERY MONTH AND FILED ON BOARD

Check: is the light intact, does the bulb work, is there water inside the light, is there indication of overheating or scorching anywhere on the light fitting,is there evidence of corrosion, is the cabling intact, is the cable penetration in good condition, are all securing devices in place and secure, is the bonding cable in place and connected.

LOCATION

SATIFACTORY COMMENT

COMMENT

1.

2.

3.

4.

5.

Intrinsically safe installations usually use zener barrier devices to separate parts of circuits which are

installed in hazardous areas from parts which are installed in safe areas. Their function is to limit the

electrical energy, which may be transferred to the parts of the circuit, which are installed in the

hazardous areas under fault conditions. The energy limit is selected to ensure that an explosive

mixture present in the hazardous area cannot be ignited. The barrier units are sealed and must not be

opened. Testing must be confined to replacing a suspect unit with an identical spare. No other

maintenance action may be permitted. Test meters must not be connected to the wiring on the

hazardous side of the barrier unless they are of an approved safe type.

3.05.05 Earth faults and Insulation Testing

Earth indication lamps are located on all switchboards and certain sub-switchboards. Action must be

taken as soon as possible to locate and clear an earth fault as soon as the lamps have given

indication. Failure to clear one fault may result in failure of supply to equipment and risk of fire or other

damage to the electrical installation should a second fault occur on another phase of the same system.

Insulation tests (a Megger or similar meter is supplied to all Company ships) should be carried out at a

voltage exceeding the rated voltage of the circuit being tested but by no more than double.

High voltage insulation testers must not be used on alternator rotor or exciter windings, which are rated

for low voltage operation. Rectifiers and other semiconductor devices are also incorporated in this

equipment and the application of a high reverse voltage would cause serious damage to these

devices. High voltage insulation testers must not be used on any part of electronic control circuits.

As a general rule, all motors not fitted with operational heaters should be tested prior to starting after a

prolonged shutdown period.

Megger readings of all electrical equipments are to be taken every 3 months and recorded on the form

TEC/ 020 The report can be filled in over the course of the 3 months every time resistance readings

are taken.

3.06 Testing Instruments and Monitoring Devices



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All monitoring devices (including but not limited to those listed below) covered by national or

international survey and certification regulations shall be maintained in good order, checked, tested,

overhauled, calibrated and certified as necessary by ship staff (if allowed) or by authorized contractors

at intervals not exceeding the intervals as stipulated in the relevant regulations and vessels Planned

Maintenance System.

During new takeovers, the Company appointed Engineer will regularly observe all monitoring,

recording and testing devices and duly take note of any defective or seemingly defective, in

performance and reliability, devices. The list of defective / seemingly defective devices is to be

forwarded to the Technical Department of the Company.

The following instruments, as applicable, shall be calibrated at intervals not exceeding 12 months on

tankers and every Dry-Dock on other type vessels either on board with certified equipment or if not

available from authorized contractors ashore

Magnetic Compass

Portable Oxygen Meters

Portable Gas Detecting Meters

Fixed Gas Indicator/Alarms

Oxygen Analyser for Inert Gas Plant

Cargo Loading Instruments

Test Manometers (Reference Pressure gauges)

Test Thermometers

Main and Aux Engine Manometers

Main and Aux Engine Thermometers

Boiler Manometers

Boiler Thermometers

Air Compressor and Air Bottle Manometers

Cargo System Manometers

Cargo System Thermometers

Oil Mist Detector

ODME

Bilge Oily Water Separator (tankers annually, However for non-tankers during each Dry

Docking but not exceeding 3 years)

Records and References

Records of all calibrations and tests must be recorded in applicable log- books. The records should be

systematically maintained for easy verification by authorities. Each instrument shall be identified by a

number and full calibration details recorded on the form TEC/022. The calibration records should be

available with traceability details up to national/international measuring standards. (Details of the



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reference gauge/instrument against which the ships instrument was calibrated should be available on

the certificate or as an attachment).

Calibration records of Pressure Gauges associated with Boilers, Air compressors, Air Bottles etc are

specifically asked by classification societies during surveys and relief valve settings of these

equipment.

Equipment covered and recorded in the Planned Maintenance System need not be recorded again.

Calibration of Gas measuring instruments shall be carried out by the Chief Officer and records

maintained as described in the ‘Tanker Operations Manual’.

3.07 Critical Equipment

The inspection and maintenance of all equipment identified as critical shall be in accordance with the

relevant International, National and Classification Society rules and regulations, Company and ship-

specific requirements.

The following list of Equipment and systems have been identified through risk assessments as

critical i.e. sudden operational failure of which may result in hazardous situations.

For the RA the Severity and Likelihood of consequences have been interpreted / evaluated

under People, Environmental and Commercial aspects as applicable using the guidance for the

Shipboard Operation Matrix detailed in Sec. 1.5.1 and 1.5.3 of the RA & MOC Manual and in the

Risk Level Matrices/Table on the individual Risk Assessment Forms (RA-01).

1. Main Engine Shut Down Alarms.

2. Steering Gear.

3. Fire detection and Fire-Fighting systems, including Emergency Fire Pump.

4. Emergency generator.

5. Emergency Air Compressor

6. Crankcase Oil Mist detectors

7. Oily Water Separator

8. Funnel Smoke Detectors, Nox/Sox meters etc. where fitted.

9. Lifeboat & Rescue Boat Engines.

10. Lifeboat release gear.

11. Oil Discharge Monitoring Equipment ( Tankers)

12. Cargo Plant Emergency Shut Down Device (Tankers).

13. Cargo Pump temperature monitors. (Tankers)

14. Pump room fixed gas detection systems. (Tankers).

15. Thermal oil system - Safety alarms and trips (where applicable)



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A ship-specific condition may require that further equipment or systems are categorised as critical, e.g.

a cargo hold fan on a container vessel is not normally considered a critical component. However, if the

vessel carries a dangerous cargo that requires that the ambient temperature be kept below a certain

temperature, such a fan for that particular cargo hold may become a critical component.

In view of this it is the Master, Chief Engineer and Chief Officer’s responsibility to, on a continuous

basis, make an assessment of the vessel operational conditions in order to identify further equipment

that, due to the ship-specific conditions, becomes a critical item as defined above. Such Risk

Assessments may also justify, based on backups, control measures, additional actions/precautions

taken etc that the equipment in question need not be categorized as critical equipment provided such

actions are in place. The responsibility of identifying such equipments either way lies with the Master

and Chief Engineer of the vessel in consultation with the SDC. With Office approval, the final list of

critical equipments should be recorded in the OPCP manual (Ref. Sec.10.1), identified in vessel’s PMS

and maintained accordingly.

The Vessel’s Planned Maintenance System should take into account methods to promote reliability of

the same which may involve regular maintenance, testing/changeover as applicable. The guidelines

given in the instruction manuals for the operation, maintenance and repair for the equipment are to be

followed.

A written procedure should be readily available within the engine room which should be specific to the

particular ship in order to identify relevant controls. The procedure should include the following

guidance, where applicable, on how to

Regain power from the emergency to the main switchboard;

Charge the air receivers for the main diesel generators in order to provide electrical power to all

auxiliaries (fuel and lubricating oil pumps and the boiler supply);

Restart all auxiliaries;

Restart the main engine and boiler.

Emergency Steering should be tested and recorded within every 3 months period from the last date

done.

Any change in operating parameters, such as changing alarm set points, etc., are to be carried out

only in consultation and agreement with the Company.

Any failure of identified critical equipment should be immediately reported to the office. All efforts

including availing the assistance of shore repair facilities must be made to have the defect in the

critical equipment rectified at the earliest opportunity. A risk assessment should be carried out to

assess the feasibility of continued safe operation of the vessel in case the failed critical equipment

cannot be repaired with the facilities available on board or in that port as applicable and Office

informed of the same. It shall be ensured that the control actions identified in the Risk Assessment to



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mitigate the risks are kept in force until the critical equipment is satisfactorily repaired and put back in

to service. Refer. Contingency Plans Manual Sec. 2.03.033 – ‘Failure of Critical Equipment’.

All maintenance performed on critical equipment should be under the supervision of the vessel’s Chief

Engineer.

All vessels if Critical equipment needs to be taken out of service for routine maintenance, it is

recommended that a full Risk Assessment be carried out and sent to appropriate levels of shore

management for approval, prior to taking the equipment out of service.

References

01) Sec. 3.13.01 of this manual for instructions on ‘Critical Spares’.

02) SHE Manual for maintenance, test schedules and details of LSA and FFA equipments.

3.08 Critical Alarms and Tests

Following sections gives guidance on critical alarms and important tests for various equipment, with

test intervals, which will have to be followed and records maintained in the PMS or equivalent.

Vessels must, where considered necessary, alter the test intervals based on the maker’s

recommendation/regulatory requirement and also include additional equipment that are considered

critical to the operation and safety of the vessel.

Vessels must identify from below list items applicable to them and maintain records accordingly. A

copy of this record must be sent to the company for inclusion in the Planned Maintenance System.

Set point values must be properly recorded and stenciling of the set point values adjacent to their

respective safety device is to be considered where practical.

3.08.1 Main Engine (Test Item and Interval)

1) M/E Lub Oil Low Pressure - 3 M

2) M/E Camshaft Lub Oil Low Pressure - 3 M

3) Thrust Pad High Temp -3 M

4) Reduction Gear Box Low Lub Oil Press - 3 M

5) M/E Over Speed - 3 M

6) Emergency Stop - 3 M

7) Piston Cooling - Non Flow (each unit) - 6 M

8) Piston Cooling - High Outlet Temp (each unit) - 6 M

9) Cooling Fresh Water Inlet - Low Press - 6 M

10) Exhaust Gas - High Temp (each unit) - 6 M

11) Cylinder Oil - Non Flow ( each unit) - 6 M



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12) Scavenge Air - High Temp (Fire) (each unit) - 6 M

13) Cooling Fresh Water Outlet - High Temp (each unit) - 6 M

14) Piston Cooling - Low Inlet Pressure - 6 M

15) Oil Mist Detector - High Content - 6 M

16) Axial Vibration - High Limit - 6 M

17) Turning Gear Limit Switch-Blocking When FWE – 6M

18) F.O. Leakage Alarm - 6 M

19) M/E Stuff Box Drain Tank - High Level 6 M

20) M/E Piston Cooling Oil - Low Press - 3 M

21) M/E Camshaft Lub Oil - Low Press - 3 M

22) M/E Air Cooler LT Inlet - Low Press - 6 M

23) M/E Fuel Oil Inlet - Low Press 6 M

24) M/E Turbo Charger Lub Oil - Low Press - 3 M

25) Main Bearing Alarm Function Test - 6m

26) Cross Head Low Oil Pressure – 6M

27) Low Jacket Cooling Water Flow Alarm – 6M

28) Lube Oil High Temperature Alarm – 6M

3.08.2 Aux. Engines (Test Item and Interval)

1) A/E - Over Speed - 3 M

2) A/E - Lub Oil Inlet Press - LOW - 3 M

3) A/E - CFW Outlet Temp – HIGH - 3 M

4) Remote Stop - 3 M

5) A/E Lub Oil Temp - High - 3 M

6) A/E Lub Oil Filter - High Diff Press - 6 M

7) A/E Fuel Oil Pressure - Low - 6 M

8) A/E Fuel Oil Drain Tank - High Level - 6 M

9) A/E Lub Oil Sump - Low / High Level - 3 M

10) A/E HT CFW Pump Outlet - Low Press -12M

11) A/E 1 Generator Winding R - High Temp -12M

12) A/E 1 Generator Winding S - High Temp -12M

13) Low Jacket Cooling Water Pressure Alarm – 6M

14) Jacket Cooling Water High Temperature Shutdown – 6M

3.08.3 Oil Fired Boiler (Test Item and Interval)

1) Water Level - HIGH - 1 M

2) Water Level - LOW -1 M

3) Water Level - LOW -1 M

4) Boiler Drum Steam Press – HIGH - 6 M

5) Flame Failure -1 M



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6) Burner Not In Firing Position - 6 M

7) Emergency Stop - 6 M

8) Atomising Steam Press – LOW - 6 M

9) Combustion Air Fan - OVERLOAD - 6 M

10) Combustion Air Pressure – LOW - 6 M

11) Aux Boiler Feed Water Pump - Low Press - 6 M

12) No 1 Aux Boiler Fuel Oil Temp - Abnormal - 3 M

13) No 1 Aux Boiler Drum Level – Abnormal - 3 M

14) Safety Valves Test -6M ( only test, no adjustments/change in settlings allowed without

informing Classification Society)

15) High Steam Pressure Shutdown – 6M

16) Low Water Level Shutdown -1M

3.08.4 Exhaust Gas Boiler (Test Item and Interval)

1) EGE Circ. Pump - Low Pressure 6 M

2) EGE Circ. Pump - St-By start - 6 M

3) EGE outlet - High Temp 6 M

4) Safety Valves Test -6 M ( only test, no adjustments/change in settlings allowed without

informing Classification Society)

5) High Water Level -3M

6) Low Water Level Alarm – 3M

7) High Steam Pressure Alarm – 3M

3.08.5 Ancillary Equipment (Test Item and Interval)

1) Water In Forecastle - 3 M

2) Emergency Fire Pump Hold - Bilge Alarm -3 M

3) Engine Room Bilge Level, Aft (StB, PS) - Weekly

4) Engine Room Bilge Level, Fwd (StB, PS) - Weekly

5) Air Compressor Low Lub Oil Pressure - 6 M

6) Air Compressor High Air Temp - 6 M

7) M/E Control Air - Low Press - 6 M

8) M/E Safety Air - Low Press - 6 M

9) M/E Exh. Valve Spring Air - Low Press - 6 M

10) Quick Closing Air bottle - Low Pressure - 3 M

11) Main Air Reservoirs - Low Pressure - 6 M

12) M/E Oil Mist Detector - System Fail - 3 M

13) Stern Tube Fwd Bearing - High Temp - 12M

14) Stern Tube Aft Bearing - High Temp - 12M



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15) Fwd Simplex Seal Tank - High / Low Level - 12M

16) Aft Simplex Seal Tank - High / Low Level - 12M

17) M/E Fuel Oil Temp - High / Low - 6 M

18) HFO Auto Filter - High Diff Press - 12M

19) HFO Supply Unit - Abnormal Viscosity H/L - 6 M

20) FW Generator - Abnormal - 12M

21) FW Generator - High Salinity - 6 M

22) Oily Water Separator – 15 PPM - Weekly

23) Sewage Plant - Abnormal (High Level) 12M

24) No 1,2,3,4 E/R Fan - Fail - 12M

25) Ventilation Shut Down System - 3 M

26) Accommodation Air Condition Alarms and Shutdown - 3M

27) Provision Refrigeration Compressor Alarms and Shutdown - 3M

28) ECR Air Condition -– Failure - 12M

29) Incinerator - Abnormal – 3M

30) No 1 HFO / MDO Purifier - Fault - 12M

31) No 2 HFO Purifier - Fault -12M

32) M/E LO Purifier - Fault -12M

33) A/E LO Purifier - Fault -12M

34) ODME TESTS - Monthly

35) Viscosity Alarm – 3M

36) OWS Dump V/V Operation -3M

37) Bilge level alarms for Pumproom / Focsle / void spaces / cargo holds / thruster spaces/ other -

Monthly

3.08.6 Tanks (Test Item and Interval)

1) HFO Settle Tank - High / Low Level - 6 M

2) HFO Serv. Tank - High / Low Level - 6 M

3) MGO Settle Tank - High / Low Level - 6 M

4) MGO Serv. Tank - High / Low Level - 6 M

5) MGO Bunker Tank (Port, StB) - H / L Level - 6 M

6) HFO Bunker Tank 1(Port, StB) - H / L Level not normally fitted - 6 M

7) HFO Bunker Tank 2 (Port, StB) - H / L Level not normally fitted - 6 M

8) Cyl Oil Storage Tank - High / Low Level not normally fitted -12M

9) M/E Lub Oil Storage Tank-High / Low Level not normally fitted-12M

10) M/E Lub Oil Settle Tank - High / Low Level -12M

11) M/E Lub Oil Sump Tank - High / Low Level -6 M

12) M/E Stuff Box Drain Tank - High Level -6 M

13) M/E Camshaft Lub Oil Tank - Low Level -l 6 M

14) Fuel Oil Drain Tank - High Level -6 M

15) Fuel Oil Over Flow Tank - High Level -6 M



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16) Separated Oil Tank - High Level -6 M

17) Fwd Simplex Seal Tank - High / Low Level -12M

18) Aft Simplex Seal Tank - High / Low Level -12M

19) Stern Tube Lub Oil Gravity Tank - H/L Level -12M

20) Lub Oil Drain Tank - High Level -12M

21) Cylinder Oil Measure./Service T. - L/H Level -3 M

22) Quick Closing Valves Function Test -3 M

3.08.7 Pumps (Test Item and Interval)

1) LT CFW Pump Outlet - Low Press -12M

2) A/E HT CFW Pump Outlet - Low Press -12M

3) Main CSW Pumps - Low Press -12M

4) M/E HT CFW - Low Press -3 M

5) A/E HT Pump - St-By start -12M

6) Boiler Feed Water Pump - St-By start -6 M

7) EGE Circ. Pump - St-By start -6 M

8) Steering Gear St By Pump - Started -3 M

9) LT CFW Pump Outlet - St-By start - 6 M

10) Main CSW Pumps - St-By start - 6 M

11) M/E HT CFW - St-By start - 6 M

12) M/E HFO CIRC. Pumps -low pressure and St-By start - 3 M

13) M/E HFO Supply Pumps - low pressure and St-By start - 3 M

14) M/E LO Pumps - low pressure and St-By start - 3 M

15) M/E Cam LO Pumps -– low pressure and St-By start - 3 M

16) No 1,2 Bilge / Fire / GS Pump -– Remote Start, Test, Weekly/Monthly

17) .Emergency Fire Pump - Start, Test Weekly

18) .M/E St/By Piston Cooling Pump Cut In - 3 m

19) .F.O Booster Pump Pressure Alarm - 6m

20) .F.O Booster Pump Standby Pump Cut In - 6m

3.08.8 Main Switchboard (Test Item and Interval)

1) ACB Reverse Power Trip D/G 1,2,3,S/G - 12M

2) High / Low Voltage -12M

3) High / Low Frequency -12M

4) Preferential Trip 1 and 2 - 12M

5) MSB 440 V - Low Insulation - 12M

6) MSB 220 V - Low Insulation - 12M

7) ESB 440 V - Low Insulation - 12M

8) ESB 220 V - Low Insulation - 12M

9) DC 24 V - Low Insulation - 12M



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10) Bus Short Circuit -12M

11) MSB Emgcy. Stop & PT Source Fail - 12M

12) ESB Emgcy. Stop Source Fail - 12M

13) DC 24 V Source Fail - 12M

3.08.9 Inert Gas Generator (Test Item and Interval)

1) High Sea Water Level in Scrubber – Prior Cargo Discharge or at least 1M

2) Low Instrument Air Supply - Prior Cargo Discharge or at least 1M

3) Blower Failure 1 and 2 - Prior Cargo Discharge or at least 1M

4) High IG Temp Outlet Scrubber - Prior Cargo Discharge or at least 1M

5) High Sea Water Temp in Cooling Jacket – 3M

6) Flame Failure - Prior Discharge or at least 1M

7) Low Press Fuel Supply to Burner – 3M

8) Low Press Sea Water Supply to Scrubber - Prior Cargo Discharge or at least 1M

9) High Gas Pressure IG Main - Prior Cargo Discharge or at least 1M

10) Low Gas Pressure IG Main - Prior Cargo Discharge or at least 1M

11) LOW Gas Pressure IG Main - Prior Cargo Discharge or at least 1M

12) HIGH / LOW Oxygen Content - Prior Cargo Discharge or at least 1M

13) Emergency Stop Local / Remote - Prior Cargo Discharge or at least 1M

14) Deck Seal low level / no flow - Prior Cargo Discharge or at least 1M

3.08.10 Steering Gear (Test Item and Interval)

1) No 1,2 Steering Gear Control Power - Fail - 6M

2) No 1,2 Steering Gear Motor - Overload - 6M

3) No 1,2 Steering Gear Main Power Fail - 6M

4) No 1,2 Steering Gear Oil Tank Low Level - 6M

5) No 1,2 Steering Gear - Phase Fail - 6M

3.08.11 Cargo Tanks and Cargo Equipments (Tests and Intervals)

1) High Level Alarm - Prior load.

2) High - High Level Alarm - Prior load.

3) Remote/ Emerg. Shut Down Cargo Pumps - Prior disch.

4) P/V Valves Check - Prior to cargo/ballast ops

5) P/V Valves Test - Some majors require Class to witness tests, which can only be properly

conducted in shoreside facility. 12 M / Docking

6) Cargo Pumps ELPS System - 6 M

7) Cargo Compressor Alarms & Shutdowns – 3M



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8) Temperature alarms on Cargo heaters - 6m

9) Flame screens in vent masts – 3M

10) Vent mast liquid sensor / alarm – 3M

11) Air lock / interlock alarms – 1M

12) High / low pressure alarms – 1M

13) Cargo tank filling valves – 1M

14) Cargo valves – 1M

15) Closing time of manifold valves – 1M

16) Heating coils - Prior to Chem. Loading – 3M

17) Pressure tests of condenser or re-heater – 12M

18) Portable cargo hoses– pressure – 12M(The cargo specific manual may specify a stricter

regime which will require to be complied with)

19) Portable cargo hoses continuity – 6M

20) Butterworth hoses - continuity – 6M

21) Ballast tank/void space gas detection – 1M

22) Cargo pump room fire detection and alarm -1M

23) Cargo pump room gas detection and alarm - 1M

3.08.12 Winches, Windlass and Cranes (Test Item and Interval)

1) Hydraulic Tank Oil Low Level Alarm - 6 M

2) All Cranes - Limit Switches - 3 M

3) Winch Brake Tests - Annually on Tankers, Every Dry-Dock on Non-Tankers.

3.08.13 Thermal Oil Systems

A) Thermal heater (Boiler)

1) Expansion Tank low level – 1M

2) Thermal oil low flow – 3M

3) Oil Temperature High & High–High – 3M

4) Fuel low Temperature – 3M

5) Fuel High Temperature – 3M

6) Combustion air low pressure – 3M

7) Fuel Low Pressure – 3M

8) Flame Failure – 1M

9) Oil leakage – 3M

B) Economizer

1) Oil Leakage – 3M

2) Control air low pressure– 3M



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3) Thermal oil low flow– 3M

4) Oil Temperature High & High–High– 3M

5) Exhaust gas high temperature– 3M

6) Inlet fluid – low temperature– 3M

For all thermal oil systems the high temperature alarm set point should always be set at least 10% or

10deg C (whichever is greater) below the flash point of the thermal oil being used in the system and

adjustments made according to routine laboratory analysis results, though it should never be adjusted

higher than the manufacturer’s recommendation.

3.09 Piping Systems

3.09.01 Integrity of Pipes and Valves

As far as possible a periodic visual examination of all piping systems on board must be carried out.

The Company acknowledges that the feasibility of this depends on the position of pipes onboard the

vessel and that, for instance deck and engine room piping above the floor plates, are generally

examined on a daily basis by officers passing by whereas others can only be examined under special

circumstances for example pipes in cargo or ballast spaces. However, a concerted effort must be

made to visually check all piping on board at intervals not exceeding 6 months. Use of mirrors can be

considered to inspect hidden areas of piping systems.

In particular the condition of flanges, couplings, expansion pieces and other potential sources of

leakage should be checked. Other points of attention are valve integrity, pipe external coatings,

cathodic protection when fitted, heat tracing, pipe supports and support linings, vent pipes' shut-off

devices. Also Ballast piping close to heated cargo oil tanks will need careful inspection, the area being

corrosion prone.

Manifold blank flanges must also be fitted correctly with all fixing bolts in position. Careful checks on

there condition must be carried out as per interval stated above. Plate thickness of all manifold blanks

must be equivalent to the thickness of the pipe manifold flange they are fitted to.

Valves which are not used daily must be checked regularly to ensure they are still operable and free.

Sea valves in systems which are shut down must be kept closed. Main sea inlet and intermediate

valves should be kept closed in shallow water ports and inland berths with muddy bottoms, in so far as

port activities allow. Notices must be placed in the engine control room and on the bridge alerting

officers to these valves being closed.

Whenever remote control valves are overhauled, particular care is to be taken during reassembly to

verify that the actual valve position and the indicated valve position are consistent.

3.09.02 Testing of Bunker, Cargo & Ballast Lines



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Bunker lines, including relief valves, pressure gauges, any non-metallic hoses for transfer of oil or

hazardous material to, from or within each vessel are to be tested on an annual basis. For vessels

trading into the United States, it is strongly recommended that testing of bunker lines is effected prior

to each bunkering operation.

Pressure Testing of bunker lines shall be carried out hydraulically (static liquid pressure) and not

pneumatically (with air). The test pressure shall be 100% of their rated working pressure (MAWP) and

carried out at least annually.

Bunker pipelines should be tested to 1.5 times their rated working pressure at least twice within any

5 year period. Pipelines should be marked with the date and the test pressure

Pollution prevention precautions as appropriate should be taken and the gauges used for pressure

testing should be calibrated before carrying out the pressure tests.

The test pressure and date of testing is to be marked in White Paint on a Black Background in letters

and figures 50mm high.

For the Cargo Lines the marking is to be on each pipe on the Main Deck and for Bunker Lines near to

the Bunkering Manifold on both sides of the vessel.

Pressure tests on piping systems shall be recorded in the log books.

For Cargo and Ballast line pressure testing procedures, please refer to:

Doc. 5180 - Tanker Safety Manual - Sec.1.02.02 (for Oil Tankers)

Doc. 4966 - Chemical Tanker Manual - Sec. 6.05 (for Chemical Tankers).

Doc. 6807 - Gas Tanker Manual - Sec.1.4 (for Gas Tankers)

Detailed Ship Specific Procedure and test values shall be recorded in the ‘Operational Procedures

Booklet (OPCP) – Doc. 7187.

3.10 Precautions against Freezing

Precautions must be taken to prevent damage being sustained by the freezing of water in the various

services, whilst maintaining as far as is practicable the efficiency of the ship and the comfort and

amenities for all on board. Although the Chief Engineer is responsible for taking precautions to avoid

frost damage to all pipe systems, pumps, machinery and the chief officer for precautions with regard to

cargo lines, their mutual cooperation in the forewarning of frost and the implementation of

precautionary measures is required if damage and discomfort are to be avoided.



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Precautions against freezing will need to be taken for equipment in the engine room when

temperatures there fall to near freezing point. This will only occur under dead-ship conditions or during

refit in cold conditions. It should be noted that sudden changes in sea and air temperatures - are to be

expected during winter months on passage from the Caribbean or Mexican Gulf to N. American ports.

The checklist given in Section 3.10.06 can be used as guidance while preparing for operating in

extreme cold conditions, however further precautions specific to the vessel will have to be taken.

3.10.01 Main Engine - Freezing Precautions

In port the cooling spaces for the cylinders, pistons, turbo-blowers, etc. should be circulated with their

respective media which should be heated by the means provided. Should this not be possible, then all

spaces containing water must be completely drained.

Hand hole-doors should be removed and pipes disconnected where necessary to ensure that no

pockets of water remain. The engine should be moved by the turning gear at least once a day, and

during this operation the cylinders should be oiled by the hand operated gear on the mechanical

lubricators. If the stay in the cold zone is prolonged, a short trial run should, if possible, be taken at

least once a week after the engine has been given two complete turns by the turning gear, and all

precautions taken to see that the propeller is not damaged by pack ice during the process. When the

presence of pack ice is suspected, the main engine should always be started as slowly as possible.

3.10.02 Emergency Diesel Engine - Freezing Precautions

Water cooled emergency diesel engines not fitted with heating elements should be filled with an anti-

freeze solution. The strength of this solution should be checked at regular intervals and adequate

stocks of anti-freeze should be carried.

3.10.03 Pumps & Piping Systems - Freezing Precautions

All pumps and piping systems that are not in use must be completely drained of water. Due

consideration should be given to the possibility of their refilling through passing valves and to any

anticipated requirement to return them to service quickly.

3.10.04 Bunkers - Freezing Precautions

If fuel is carried in the forward deep tanks, all slack spaces at the after end should be topped up before

the cold zone is reached to obviate transferring difficulties under freezing conditions, and also to

reduce loss or contamination should forward tanks become damaged during passage through ice.

3.10.05 Accommodation - Freezing Precautions



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When destined for high latitude ports during winter months, the accommodation heating system should

be thoroughly inspected and all necessary repairs carried out before reaching the cold zone. If it is

necessary to shut down the system after arrival, widespread freezing up will be unavoidable, and it

may not be possible to get the system working again until a more temperate climate is reached.

3.10.06 Checklist for Precautions against Freezing

The following steps must be taken to safeguard the Shipboard Machinery and Equipments, whilst

operating the vessel in extreme cold conditions. The steps described below are only general

guidelines to the Master and Chief Engineer. A checklist should be made based on below guidelines

considering the vessel’s typical characteristics.

No. Item

1. Deck fire line must be drained of all water to prevent freezing and collapse of pipelines.

2. Hydraulic circuits exposed to cold conditions must be kept running.

3. Fresh water lines running on deck should be drained of water.

4. Electrical motors on deck should be kept running if feasible.

5.

Electrical and Hydraulic cranes on deck must be kept running in idle condition

throughout the stay in port. All Deck machinery must also be kept running in idle

condition if situation permits.

6. Keep space heaters operational on all idle motors.

7. Sea injection chests must be regularly blown through with steam, or air to displace any

packed ice from blocking the inlet.

8. If vessel has a separate internal cooling water circuit for operating Auxiliary Engines

and other circuits, this must be put to use.

9. If vessel does not have a separate internal cooling water circuit, ship staff are

encouraged to modify pipelines, to set up a suitable circuit.

10. Emergency generator, if Fresh water cooled, must have anti-freeze liquid put in the

cooling circuit.

11. Emergency fire pump engine, if Fresh water cooled, must have anti-freeze liquid

topped up in the radiator.

12. Lifeboat engine, if Fresh water cooled, must have anti-freeze liquid added to coolant.

13.

If vessel is to maneuver out from a port with packed ice or floating ice around it,

consider keeping tugboats to move vessel to an area, which is free of floating ice etc,

before the first engine movement is given.

14. Prior starting of engines is propeller clear of packed or floating ice.

15. Confirm vessel ballasted to keep propeller clear of packed ice

16. Is Main engine on pre-heat, while in port?

17. Have you kept the HFO in bunker tanks heated?



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18. Have you turned Main and Auxiliary Engines daily and operated the cylinder lubricators

by hand?

19. If vessel has been in cold zone for more than one week, have you run engine on air

and fuel for short interval after turning engine on turning gear for at least 2 turns?

20. Do you have adequate stock of anti-freeze liquid?

21. Have you ensured bunker HFO has been transferred to aft tanks?

22.

Have you kept the various salt and fresh water pumps in the Engine Room running to

prevent seizure due to freezing? If pumps cannot be run, have you kept the pumps

drained of water?

23. Is Main Engine LO Purifier in operation and temperatures being maintained?

24. Are the HFO temperatures being maintained in then Service and settling tanks? Are the

purifiers in operation?

25. Monitor engine and other machinery parameters closely when vessel is sailing or

maneuvering in extreme cold conditions.

26. Have you adjusted Engine speed to avoid overloading of engine?

27. Have you kept all Watertight doors in Engine Room shut?

06 5759-tec ops-sect 3 (3.01-3.10)- repairs, maint & insp

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