Engine Room Documentation

Note:

If there is a defect which is known, take the following steps as applicable:

• Inform office
• Enter it in the defect report (if applicable).
• Raise Requisition
• Raise Guarantee claim (New ships) or Repair plan as applicable
• Prepare Risk assessment if applicable
• Procure class dispensation if applicable
• Prepare near-miss reports if applicable.

Machinery space procedures must include items such as UMS operation, Reporting deficiencies, emergency preparedness, etc.

Notes: An Operator's policy should specify the maintenance and cleaning procedures to avoid spark emissions. Logbook entries Should confirm that these have been conducted.

Note: These are controlled substances defined in the Montreal Protocol on substances that deplete the Ozone Layer, 1987. Ozone-Depleting substances that may be found on-board: Halon 1211, Halon 1301, Halon 2402, CFC-11, CFC-12, CFC-113, CFC-114, CFC-115

Note: In this case, the MAWP can be assumed to be either the pressure at which the transfer piping relief valve is set or, where no relief valve(s) are fitted, the maximum discharge pressure that can be developed by the vessel's pump.

NOTE: Bunker plan must include :-

• Method to determine adequate space in Bunker tanks, Deciding on max Ullage/volume in tanks;
• Control of bunker system valves,
• Loading rates for start and bulk loading;
• Special precautions for DB tanks;
• Ventilating the tanks;
• Internal overflow arrangements;
• Verifying the gauging system and its accuracy;
• Alarm settings on overfill alarms;
• Communication with Terminal/Barge;
• Communication with the supplier prior commencement;
• H2S precautions;
• Testing for H2S;
• checking the Temperature of bunkers;
• Emergency stop procedures;
• Manning requirements;
• Monitoring the operation to be safe;
• Oil pollution equipment available.

Note: Ensure Quick closing valves are operable from outside the E/room and can be operated without the power from main or emergency Generators [i.e. hydraulic or pneumatic or mechanical, with long-handled valve wheels]

Separate Test routines may be required for certain countries. Comply accordingly.

Eg. Steering gear tests must be carried out prior entry into USA Waters as per USCG 33 CFR 164.25.

Note: If PMS notation is included in the Certificate of Class, the latest version of PMS and the Type approval certificate for the specific version should be available.

Note: Check the company policy regarding whether the Engine room can be unmanned for a short time (eg. Lunchtime) if OWS is running.  If the company policy states that the C/E must supervise the running of OWS, it cannot be unmanned.

The inspector may note the times entered in ORB and compare them with the OWS' digital memory.

Remarks: Not all records may be present with C/E. It is important for all Dept heads to arrange the documents.

Note: For some flags (eg. Panama) Annex VI Oil Record book is in use. Liberia and Bahamas have flag state documents. Other flag states - records can be maintained in company forms.

Fuel Changeover:

For changeover from VLSFO to LSMGO and vice versa, the time for which the complete changeover will ensure that the required fuels are in the system completely. The FOBAS calculator accounts for values of consumption and piping quantity hence calculating the required change over time.

The Inspector may ask to see the changeover entry and compare it with the calculation.

Note: With the advent of new sulphur regulations from 1st Jan 2020, PSC inspectors are keen to see the Annex VI records. The list of checks below Is guided by MEPC Circular 74/18/Add.1. However, not all the checks may apply to all ships. Applicability of a certain requirement is guided by the

1. Date of ship construction,

2. What equipment (such as EGCS) are installed as per IAPP Supplement and

3. The date of installation of equipment on board.

Remarks: The above is the basic guidance for vessels following the latest Sulphur regulations. Follow the guidance in MEPC Circular 74/18/Add.1 for more details on how to verify compliance with the latest sulphur regulations. It gives details on what to do in case compliant fuel is not available, how PSCOs will inspect vessels which are not parties to the Annex VI, what are reasons for more thorough inspections, and what to check; inspections expected in ECA regions and detainable deficiencies.

NOTE:- It is surprising to note so many instances where checklists are ticked off even though the specific check or equipment is not present on board. Take time to go through and ensure all ticks are applicable.

Remarks: Safety officer to be in charge of Risk Assessments review and preparations. The vessel can use generic RAs for low-risk jobs, which are to be prepared vessel specific and reviewed regularly; However, for high-risk Non-routine jobs like Enclosed space entry and Working aloft a more thorough RA is to be prepared by the personnel who are directly involved in the job.

Remarks: Safety officer to be in charge of Risk Assessments review and preps.

Vessel can use generic RA s for low-risk jobs, which are to be prepared vessel specific and reviewed regularly; However, for high-risk Non-routine jobs like Enclosed space entry and Working aloft a more thorough RA is to be prepared by the personnel who are directly involved in the job.

Remarks: It is considered safe for entry if Hc concentration is below 1% LFL; and toxic gases not exceeding 50% of the OEL. These values of TLV-TWA of a gas and OEL and actual gas reading must be clearly mentioned in the permit. The operator may have lower value requirements than above. If in any emergency, a space which is not cleared has to be entered, the operator permission is required.

Remarks: Applies to Hose Handling Cranes, Provision Cranes, E'room cranes

Remarks: Records for Regular inspection and testing of lifting devices - Crane test records generally found in Annual Chain register/Lifting gear register and PMS:

Remarks: A computerized system for maintaining Rest Hours record is recommended but not mandatory.

Note: There is some confusion at times among senior officers regarding the RH criteria. MLC 2006 and STCW 2010 (Manila amendments) has different criteria of Rest hours.

MLC provides for Max work hours per day(14)/per week(72) OR min rest hours per day(10)/per week(77). STCW has only Min rest hours per day(10)/per week(77).

The ship must specify in their rest hour program, which convention is being followed. Senior officers must understand this difference. In all cases, however, rest hours must not be broken into more than 2 periods, one of them being min 6 hours, and interval between them not to exceed 14 hours. The terms 'day' and 'week' here is meant to be a cyclic 24 hours, or cyclic 7 days and not based on calendar.

It may result in an rest hours observation if :

1. "Any 24 hours" is not taken literally, and is not understood by the ship staff (senior officers);

2. Shore managers dont have access to rest hour once a month;

3. There are 3 or more days containing violations for the same person not addressed;

4. The calculations are not made as described above.

NOTE: It says 3 or more days, not 3 or more violations. i.e. if on one day there are two violations, this is still considered ONE.

Any observations sited at this time must be immediately rectified.