Chief Engineer
2.3.1
Enhanced Survey Programs (ESP)
An ESP file is a structured digital survey plan used to organize and manage inspections of a
vessel’s structural condition. It is required for:
*Enhanced Survey Programs, which are mandatory for certain vessel types.
* Ensuring compliance with safety regulations and class rules.
*Preparing for periodical surveys, like annual, intermediate, or special surveys.
2.4.1
10.5 Defects and repairs
10.5.1 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 good management. The defects are notified to
the Office via the [Link] 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.A Defect
Report may not be issued for minor cases caused by normal wear and tear and rectified
forthwith on board without assistance from the Office. In such cases the Technical
Superintendent is notified through the form 503001 or the ePMS, by the Master or the C/[Link] any
case, when defects concern critical and/or safety equipment, a Defect Report must always be
issued without [Link] reported 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.
Defects which can be entered in the PMS. These include defects which do not need urgent
maintenance, but care can be taken by the crew during normal ship operation. Thus
permanent repair can be scheduled in the PMS.•Defects which require extensive resources and
time to be rectified and/or the vessel’s stoppage and they do not need immediate correction.
Rectification of these is usually scheduled for the next major repair period. Information
about such defects, is finally transferred to the ePMS which is used for compiling the final
shipyard repair [Link] a defect report, the Superintendent should attend the
rectification process by informing all relevant parties, giving instructions to crew, arranging 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 [Link] damage occurs as a result of inadequate
conformance to the SMS, the relevant procedures of the Company’s Management System
must be followed and documentation for non-conformity, etc. must be [Link]
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
thearrival 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
2.4.2
10.5.2 Procedures for identifying and recording defects
Identification of defects is mainly carried out through the following procedures:•The continuous
inspection of the vessel by the crew during everyday work onboard.•The continuous monitoring
of the maintenance reports submitted to the Office.
•The established Superintendents’ inspections (documented as observations and/or ‘job orders’
in the forms OPR016).
•Accidents and incidents.
•Classification Society’s surveys.
•Internal and external audits.
•Third party inspections, Flag State/P&I/PSC inspections, etc.
Superintendents are responsible for keeping the Company’s Management advised of all defects
and particularly of those that cannot be readily corrected by ship and Company ownresources.
Management is then responsible for reviewing the situation to establish what further action may
be necessary to correct or minimize the impact of that [Link] significant defect/repair on the
hull or on the machinery monitored by the ship’s Class should also be reported to the Class.
Record keeping and monitoring of defects, as well as job orders issued by attending
superintendents, should be carried out via the e-PMS. A due date for rectification of each work
and an item number must be recorded. Every defect must be entered into the ePMS system
within 24 hours at the latest. If the defect affects the operation or navigation of the ship, it should
be notified by [Link] dates set must be adhered to. If this is not possible, the matter should
be discussed with the Technical Manager, so that an extension can be granted by the Office.
The vessel’s Senior Officers and the Superintendent must prioritize work items for inclusion in
the [Link] forms should only be available for backing up purposes in case of electronic
system’s failure
2.7.2
Communication lines with company and DPA
DPA – GOKHAN OZGAL ‘ın adının ve telefonun yazdığı poster (Company poster no 44)
3.4.1
Work and rest hours record on PMS
4.3.2
Company Instruction Card 25 ( WATCHKEEPING UNDER DIFFERENT CONDITIONS AT
ENGINE ROOM)
5.2.3
5.5.2
[Link].4. Hot Work Procedure
This procedure contains details of the precautions which must be taken in respect of all repairs
involving hot work outside the E/R workshop. The hot work permit procedures must be complied
with for each individual repair task. The Master must advise the Company if the necessary
conditions cannot be achieved or these instructions cannot be complied with.
1. Hazard identification - Hot Work Permit preparation.
The Master, in consultation with the C/O and the C/E, must review the work location and the
prevailing conditions in order to identify the hazards involved and establish the necessary safety
measures to restrict and maintain these hazards as low as reasonably practicable.
Further to the above, the hot work shall be prepared by the C/O and C/E. All steps detailed in
the following paragraphs, as well as in the Form No. 103001 Hot Work Permit must be adhered
to.
A Hot Work Permit is not required when the hot work is going to take place in the E/R workshop,
since the latter has been identified as the hot work designated space, via a Risk Assessment
and Risk Mitigation process presented in the following page. Particular attention should be
placed for using this initial Risk Assessment for guidance, re-assessing it every time a hot work
in the E/R workshop is intended, to ensure that no material changes have occurred negating its
validity and in such a case, an amended Risk Assessment should be carried out.
2. Work Planning Meeting
A work planning meeting must be organized by the Master and attended by the C/O, C/E and all
personnel involved in the hot work i.e. fire fighters, welders. A briefing of all involved in the work
plan regarding the safety precautions to be taken and the PPE to be worn must be carried out.
3. Restrictions relevant to the location and conditions for undertaking hot work
Hot work should only be carried out outside the E/R workshop if no other possible means of
repair exists. Alternative to be considered includes removal of the work piece to the E/R
workshop. Hot work outside the E/R workshop should only be permitted in accordance with the
prevailing National and International Regulations and/or Port/Terminal requirements and is
subject to the restrictions of a “Hot work permit” and the procedure for issuing and approving it.
Hot work, when associated with fuel tanks and fuel pipelines, must take into consideration:
Possible presence of hydrocarbon vapours in the atmosphere; these must not
exceed 1% LFL for hot work to be allowed in adjacent spaces.
Oxygen content of the atmosphere.
Potential ignition sources which may affect the operation.
No hot work shall be carried out on bulkheads of bunker tanks or within 500mm of
such bulkheads, unless the tank has been cleaned for hot work.
Hot work is prohibited in any space where chemicals or solvents are being used for any purpose.
Hot work for which a “Hot work permit” is required is prohibited during bunkering or where port
authorities have hot work restrictions in force. This includes the E/R workshop.
4. Company notification and Authorization request
For hot work outside the E/R workshop, before approving and signing the Permit, the Master
shall inform the Company by emailing the Permit to the Office, as well as all the details of the
work to be carried out.
Approval to carry out hot work will be given by two (2) persons in Office, normally the Technical
Manager and the DPA. They, in coordination with the vessel’s Superintendent, are responsible
to investigate requests for hot work and approve the relevant Permit. When requesting
authorisation to carry out hot work, the following procedure must be complied with:
Each job must be the subject of a separate request.
Each request must give sufficient details of the actual hot work involved for the job.
Each request must confirm that the precautions required by this procedure have
been complied with.
Each request must confirm that a “Hot work permit” (Form No. 103001) have been
issued and will be approved as per these instructions.
Each request must give the anticipated starting and finishing times of the job, which
shall not exceed 8 hours.
Each request must be accompanied by the relevant Risk assessment conducted.
The Technical Manager and/or the DPA may send to the Master a written approval for
proceeding to the job mentioned in the permit and shall include any additional precautions
identified. This confirmation must be attached to the Permit. The hot work authorisation by the
Company is valid only for the period for which the work has been requested. After this period, if
an extension is necessary, the ship must request the extension of the authorisation confirming
the status of the job commenced, the reasons of the delay and the precautions taken.
Brief reports may be sent to the Company to confirm the progress of the operation and that all
precautions continue to be maintained; this is particularly useful in case of prolonged operations.
The Company must always be advised when the job is completed.
5. Permits to be issued prior & during hot work execution.
Any change in the conditions or criteria relating to its issue renders the checklist invalid. Work
must be suspended until safe conditions have been re-established and a new form has to be
issued. The Checklist must be signed by the Responsible Officer that prepared it, and be
countersigned by the Master.
5.8.7
EHS pumproom inspection / engine room inspection form. Online ISM’de [Link] nın evraklarının
olduğu yerde. 3 aylık form.
5.9.2
Hose crane spare part ve ilgili RAS I göstereceğiz.
6.6.1
Oily Water Separator (OWS)
OWS is of vital importance for the prevention of oil pollution, and ensures that the oily
bilge water is separated effectively and any discharge is within the limits set by MARPOL
Annex I. The OWS is included in the PMS of each vessel, ensuring that it is maintained and
operated according to the maker’s instructions and MARPOL regulations and should remain fully
operational at all times. There should be no method of bypassingOWS, as this is a breach of
regulations. Any flanges located at or near the OWS should be permanently blanked and any
overboard discharge valves should be locked close. Any temporary arrangements, such as
hoses or anything else that may create the impression that illegal by-pass is being used, are not
allowed. For the test of OWS and OCM, the OOEW should follow the “OWS Testing / Operation
Standing Orders” as follows.
[Link] OWS and the OCM is to be tested outside ports on a monthly basis. The test
must document the performance of the OWS and OCM without dilution at the OWS inlet, storage
tank or tricking of the OCM.
[Link] the test is to take place inside ports or special areas, the overboard valve will be kept closed
and the OWS will deliver inside the engine room only.
[Link] order to ensure that the OWS is used outside prohibited areas, request permission from the
OOBW before use.
[Link] entry should be made in the Engine logbook with the following data:
•Date / Time and duration of test.
•Position of vessel.
•Results of test.
[Link] the testing and operation details of the OWS should be also recorded in the ORB.
[Link] least the Chief Engineer and the OOEW should be present during the test. The
Chief Engineer will ensure that all Engineer Officers will participate on rotation.
[Link] malfunction is to be recorded in the ORB (section F) and in the Engine Logbook
and reported to the Office.
[Link] method of testing depends on the maker’ instructions, and may include the
following:•Switch on the main power switch and the power supply unit and verify that primary
and secondary voltage is in accordance with the maker’s instructions.
•Start the pump and confirm that pressure builds up. The pump should not be left to run dry.
•Ensure that all the pressure and temperature gauges are operable.•Ensure that oil valve
solenoid is operable.
•Open the photocell cover and clean lenses; insert a solid matter between the photocell lenses
(i.e. wood chip) and verify that the alarm sounds and the 3-way valve is activated.
•Wipe clean the photocell and assemble back ready for use.
•Fill up the unit with fresh clean [Link] above Standing Orders should be posted near the
[Link] case of any suspicion that the OWS has been bypassed or any illegal discharge has
occurred, the Master and DPA must be immediately informed.
6.4.2
8.3.2
7.5.13. Inert Gas Operations
[Link] Inert gas system
Maintenance and tests to the IG system must be in compliance with the manufacturer's
instructions. Details of the appropriate tests and relevant inspection dates must be recorded in
the PMS. The IG lines must be inspected by the C/O and drained every 6 months and this must
be recorded in the e-PMS. In the event of a tank overflow this procedure must be carried out
immediately.
10.2.1
[Link] Emergency Generator
The emergency generator engine and electrical generator section must be thoroughly inspected
[Link] emergency D/G must be tested each week and, where possible, be run under load
when it is safe to do so, taking in account the vessel’s navigational, operational, and ambient
and all rest applicable adverse circumstances at least 3 monthly, or alternatively as per the e-
PMS. The test run should be of not less than 30 minutes duration and the load should be as
near to the capacity of the generator as practicable, to ensure that normal running temperature
and pressures are achieved. Navigation equipment atthe emergency switchboard must be
isolated during the test. Before the black out, an assessment should be made of the effect
on the gyro compasses, computers and other sensitive equipment. Provision of uninterruptible
power supplies may be considered necessary in view of the potential consequences of an
unplanned black [Link] case of visiting USA [Link] coastguard asks for monthly onload test
of Emergency Generator with 2-hourly duration, as a [Link] is to be considered, when
intending to visiting a USA [Link] prime mover is to be started by a simulated power failure
(and on alternate weeks by other optional methods available).Suitable frost precautions must be
taken with water cooled engines. On air-cooled engines thepath is to be maintained unrestricted,
with venting arrangements clear of obstruction and free to [Link] faults or defects in the
emergency generator/alternator, its prime mover and associated equipment, must be rectified
and immediately reported to the Office.
Where automatic starting arrangements are fitted, opening the inter-connector feederbreaker at
the main switchboard may simulate the loss of the main source of power. Alternatively, if an
inter-connectoris not installed, the supply to the emergency generator "auto-start" controller may
be switched off from the main source of electrical power. Where automatic starting
arrangements are not fitted, the emergency generator must be manually started. If an inter-
connector is fitted, then this may need to be switched off to permit the emergency generator to
take [Link] are to be taken to ensure that the emergency generator prime mover can be
satisfactorily started by all means fitted for this purpose, i.e. manual starting and any
cold starting [Link] of vessels by the Port State Control authorities may
include a test of the emergency sources of power andcheck of the crew's familiarity with their
related [Link], Emergency Generator must be tested first with secondary means
of starting the mechanism. This may be a spring starter, hydraulic starter or second battery pack
with change-over switch. Every crewmember must be familiar with these systems and able to
start emergency generator with these mechanisms.
10.3.5
Bunu baştan sona okumak lazım. (Engine organization manual ch 10)
10.2.5 Maintenance of Critical Equipment
The Company has adopted specific testing and maintenance procedures for equipment
and systems onboard,identified as critical, in order to ensure their functional [Link]
equipment is all shipboard equipment, protective devices and alarm/shutdown systems, which
upon sudden operational failure may result in hazardous [Link] Company requires that
all critical alarms and trips are tested on a regular basis and that 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.
Devamında critical ekipman listesi ve alarmlar yer almakta.
10.5.1
7.4.13. Handling of fuel oils – Bunkering operations
Çok uzun o yüzden başlığı yazdım (chp 7.04 Engine Room Operation)
Çarkçıbaşım bir göz gezdirsen yeterli. Bunkering plana bakacak, Bunker checklist vs.
10.7.1
[Link] Quick-Closing Valves and Emergency Shut-downs
Engine Staff:
•Ensure that quick-closing valves are NEVER blocked, modified or leaking
.•Always maintain quick-closing valves and emergency shut-downs in good operational
conditions, considering these systems as critical.
•Regularly inspect and test these systems as per PMS.
Ayrıca PMS deki işler gösterilecek.