CE-01

PMS Engine

1 Purpose

Planned maintenance must be performed to prevent breakdowns.

2 Procedure

Electronic PMS system "GL SM" to be used for planned maintenance and recording of executed jobs.

Reporting is to be done monthly with below forms by e-mail.

For ODS (Ozone Depleting Substances), please use the separate "ODS Record Book" and follow the instructions given (if ODS are carried on board).

Planned Maintenance for all equipment and systems may be postponed or delayed with the Office approval only.

3 Related Documents/Forms

• User Manual of PMS Software, Manuals of all systems.
• CE-0109 Inspection and Calibrating record measuring instruments
• CE-0112 Tank/Hold Inspection Report
• ODS Record Book

CE-02

Critical Equipment

1 Purpose

Equipment and Technical systems, which sudden operational failre may result in hazardous situations are considered as critical. 

2 Procedure

The company has identified Critical equipment and systems. The list will be reviewed annually by the company and updated as necessary.

Any of the critical equipment or systems shall be reported by completing the CE-0201 Defect Report (Critical and Non-Critical Equipment) and e-mailed to: technical.offshore@marlowgroup.com.

Planned Maintenance for all Critical Equipment and Systems may be postponed or delayed with the Office approval only.

If postponement or delay is approved specific Risk Assessment should be prepared taking into account the feasible lost, broken Critical Equipment or Systems, to define alternative means, and forwarded to Technical Superintendent for review.

The list of critical equipment and systems contains:

• Ship's integrity (hull, hatches, watertight doors and portholes)
• Main Engines (incl. pumps governors and ancillaries)
• Main Gearboxes and CPP equipment and ancillaries
• PTO Gearboxes driving alternators including FiFi
• Auxiliary Diesel Engines (incl associated Generators and Governors)
• Main Engine/CPP/Thruster Remote Control Systems
• Main Engine & Auxiliary Diesel Engine Fuel Oil Systems
• Main Engine & Auxiliary Diesel Engine Seawater cooling systems
• Main Engine & Auxiliary Diesel Engine Freshwater cooling systems
• Main Engine & Auxiliary Diesel Engine Lub Oil systems
• Main Engine Control Air systems
• Emergency Generators and/or Emergency Battery systems
• Power distribution switchboards 440/220/24 Volt (Main & emergency)
• Fire Pumps and Emergency Fire pump
• Shaft Alternators
• Steering Gear systems
• Side Thruster systems
• Bridge/Machinery Space communications systems
• Gyro Compasses
• Oily Water Separator 15 ppm monitoring equipment
• WBLFFS
• Fixed CO2 system 
• Fixed DP system
• Fixed Foam system
• Gas Detection system
• RB davit power supply 
• RB Engine 
• RB Release Gear 
• BA compressor
• ECDIS

3 Related Documents/Forms

• PMS Software
• CE-0201 Defect Report (Critical and Non-Critical Equipment) 
• MOG-RA-073 Critical Equipment Risk Assessment

CE-03

Oil Record Book

1 Purpose

The Oil Record Book must be kept to demonstrate compliance with environmental protection regulations.

2 Procedure

• There are new ORB recording requirements from January 1st, 2011! See MEPC.187(59) for all details, MEPC.1/Circ. 736 for guidelines and Corrections (by INTERTANKO).
• A copy of the up-to-date IOPP Supplement (Table 3.1 / 3.3 !!) must be placed in the ORB
• Code C 11 only for tanks listed in table 3.1 of the IOPP supplement
• Although voluntary, Bilge Water Holding Tanks shall be recorded weekly under code I (INDIA), refer to Circular MEPC.1/Circ.640.
• Vessels may not discharge in special areas without "15-ppm-alarm and automatic stopping device". While operating in special areas without this equipment, the oily bilge water is to be retained on board.
• All entries in the ORB have to be recorded with indelible ink.
• When making entries in the ORB Part I, the date (dd-mmm-yyyy format, e.g., 13-APR-2011), operational letter code and item number shall be inserted in the appropriate columns and the required particulars shall be recorded chronologically in the blank spaces. The ORB Part I shall be maintained in the English language.
• The ORB Part I must be properly completed. All machinery space operations must be clearly and accurately recorded.
• Each completed operation shall be signed for and dated by the officer or officers in charge of the operation concerned.
• The Chief Engineer shall present each completed page uncalled to the Master. The Master shall review the entries and countersign each completed page.
• Tank nomenclature should be recorded as per the format noted within the International Oil Pollution Prevention Certificate (IOPPC).
• In the event of accidental or other exceptional discharge of oil, a statement shall be made in the ORB Part I of the circumstances of, and the reasons for, the discharge.
• Any failure of the oil filtering equipment shall be noted in the ORB Part I.
• Do not leave any full lines empty between successive entries.
• If a wrong entry has been recorded in the ORB, it should immediately be struck through with a single line in such a way that the wrong entry is still legible. The wrong entry should be signed and dated, with the new corrected entry following. The use of correction fluid or whiteout is not permitted.
• Do not write over, block out (making a wrong entry illegible) or modify the error (for example making a 3 look like an 8).
• The Master shall review the corrected ORB entry if the page was previously signed. The Master shall resign and date, to indicate the review of the correction (if the correction was done after the page was already signed by the Master, or the previous Master).
• Observe INTERTANKO Guideline
• Incineration or landing ashore of oily garbage and used filters should be recorded in the Garbage Record Book only.

Example of weekly entries:

Example for the inspection of the overboard pipe:

3 Related Documents/Forms

• MARPOL Annex I
• Oil Record Book
• IOPP Certificate, including supplement
• MEPC 187(59) Amendments to MARPOL Annex I, effective 2011-01-01
• MEPC Circ. 640 Bilge Water Holding Tanks
• MEPC.1/Circ.736 Rev 2 Guidance for Recording in Oil Record Book
• MEPC.1/Circ.736 (Rev 0)

CE-04

Oil Transfer (Bunkering / Sludge Removal)

1 Purpose

Pollution resulting from a spillage of Oil Based products has a catastrophic impact on the environment and it is important to ensure that all necessary precautions are taken to prevent spillage occurring.
Government Administrations and Port Authorities impose severe penalties on companies and individuals involved in a pollution incident due to spillage of Oil Based products.
This procedure sets out the Marlow Offshore Germany (B) working procedures to ensure that all fuel and oil based products are loaded in a safe and controlled manner with minimal risk of spillage. This includes the use of a check list for this operation.

2 Procedure

Preparations

The Officer in Charge of loading should perform no other duties. If any diversions occur which require the officer’s attention then he should obtain assistance or cease loading operations. The Officer in Charge should formulate a loading plan in advance taking into account the quantity to be loaded, also accounting for the requirements for stability and trim. If possible maximum tank dips to be 85% capacity, and if it is necessary to load above this assistance will be obtained. This plan should be verified by either the Master or his designate.
All deck scuppers are to be plugged prior to commencement of any transfer operation, whether it be from shore side or internal. The Officer in Charge shall verify that the ships pollution control equipment and fire extinguishers are readily available and that all fire precautions are adhered to, especially with regard to NO SMOKING or NAKED FLAME on deck. The Officer in Charge shall ensure any issued Hot Work Certificates are cancelled for the duration of loading operations. The Officer in Charge shall check the condition of the loading hose for signs of damage and ensure that all manifold connections are tight.
The Officer in Charge should check then double check all lines and valve settings. Ensuring all valves / connections in the product line being loaded are open, shut or blanked off as necessary.
The Officer in Charge shall inform the Deck Officer of Watch of operation and ensure one member of ships compliment is on deck throughout the operation.
On vessels fitted with conventional tank sounding systems, the Officer in Charge shall ensure that sounding tapes and calibration tables are available and that the necessary sounding caps are free, ready for use. Automatic sounding systems when used should be in good working order.

Communications

The Officer in Charge must ensure an efficient means of communication is established and maintained throughout bunkering operations between the bunkering station / Deck Officer of Watch / Officer in Charge. The Officer in Charge should verify the quantity to be loaded with the Shore Loading Supervisor and obtain an "expected" loading rate.

Emergency Stop

The Officer in Charge must agree emergency stop procedures with the shore loading station.

Loading

Prior to commencement of operations ensure checklist is completed.
When loading commences, the Officer in Charge should check there are no leaks at the manifold and in the hose and then confirm fuel is being expelled into the correct tank.
The Officer in Charge, when loading, should frequently compare the quantity received onboard with that delivered through the meter. Should any large deviations occur then loading should be stopped until a reason is found.
In the case of loading fuel, if possible two fuel samples should be obtained, one near the commencement of loading and one near the completion.
Should loading of tanks above 85% be necessary the Officer in Charge shall if required, request the shore loading station to slow down the loading rate and obtain assistance.

Completion

Upon completion of loading, when disconnecting the hose the Officer in Charge shall ensure a receptacle is available in case of any residual product at the coupling.
The Officer in Charge must compare and agree the quantity loaded before signing delivery receipts.
The Officer in Charge shall COMPLETE THE OIL RECORD BOOK immediately upon completion of operations.
The Officer in Charge shall ensure scupper plugs are removed.
Checklist is completed, before filing A Fuel Transfer Note is to be completed if required.

Bunkering Offshore

For vessels engaged on long contracts offshore, the need may arise for bunkering from another Supply Vessel. The appropriate checklist to be used for this operation.
Bunkering offshore must only be carried out after the consent of the Masters of both Supply Vessels involved.
Transfer of fuel should only proceed after taking into account actual and forecast weather, wind speed and sea state. The requirements with regard to preparation etc. remain the same as with procedures above with the following additional points; The appropriate staff of the discharging supply vessel shall be informed with regard to the amount of fuel which is to be delivered and when this is to take place.
When the supply vessel comes alongside the engine room personnel will be informed. The Deck Crew will deliver the fuel hose over to the supply vessel and will connect the vessel end. When all preparations are complete the bridge must be informed.
The Duty Officer on Watch will contact the engine room and verify that all preparations have been completed prior to commencing operations. When the engine room has verified everything is in order, the Duty Officer will inform the supply vessel that they can commence with operations.
The Duty Officer shall stay in close contact with the supply vessel via VHF radio. This contact shall not cease before bunkering is complete and the supply vessel has left the ship's side.

3 Related Documents/Forms

• CE-0401 Fuel Oil Transfer Checklist
• CE-0402 Oil Transfer Checklist (US waters)
• CE-0403 Letter of Protest Bunker Samples
• CE-0404 Letter of Protest Bunker Quantity / Quality
• CE-0405 Sludge Transfer Checklist
• CE-0406 Bunker Delivery Note (Offshore)
• "Discharge of Oil Prohibited" - Placard

CE-05

Handover

1 Purpose

Assure proper familiarization with the duties.

2 Procedure

The Chief Engineer is going to prepare a handover report for the new Chief Engineer. All relevant information’s shall be entered in this document.

No other documents shall be attached without making a reference into the handover report.

The report shall be signed by both, filed on board. One copy is to be sent to the company.

3 Related Documents/Forms

• CE-0501 C/E / CTV Engineer Handover Report

CE-06

Ordering / Stock Keeping / Landing Material

1 Purpose

Provide resources to prevent breakdowns

2 Procedure

In order to keep the PMS, the Chief Engineer shall order the needed materials and spares at the company. Emergency purchase at the local market are accepted.

All material which must be returned (wrong delivery, refurbish, etc), must be accompanied by a Pro forma Invoice.

3 Related Documents/Forms

• GLSM is used
• CE-0603 Chemicals And Gases Stock List
• CE-0604 Lubricants Consumption
• CE-0606 Record of Landed Materials

CE-07

Permit to Work System

1 Purpose

To ensure safe working environment in compliance with all international, flag state and local laws.

2 Procedure

All work carried out onboard must be risk assessed and the appropriate Permit To Work (PTW), found under the Safety Officer’s forms, issued.
Lock Out & Tag Out (LOTO) ensures that machinery, systems and equipment associated with the PTW is not inadvertently operated whilst out of service.
Every PTW issued is to have a unique identifying number and is to be recorded at the time of issuing on form SO-0110, Register for Controlling Permits to Work, maintained in file D10 on the Bridge.

3 Related Documents/Forms

• COSWP MCA Code of Safe Working Practices by Merchant Seafarers
• SO-0110 Register for Controlling Permits to Work and Isolations

CE-08

Vessel General Permit (VGP)

1 Purpose

Pollution Prevention and to meet US national regulations (US clean water act). The VGP regulates 25 different discharges of pollutants incidental to the normal operation which are not covered by MARPOL.

2 Procedure

Weekly/Monthly/Annual inspections and keeping a record book for all inspections. Before filing, the inspection reports must be verified and countersigned by the Master.
Detailed instructions are available in the VGP Record Book.

The CG 543 Policy Letter 11-01 provides "Guidelines for Coust Guard Evaluations of Compliance".

3 Related Documents/Forms

• CG 543 Policy Letter 11-01
• CE-0801 VGP Record Book
• CE-0802 VGP Inspection Report
• CE-0803 VGP Assessment Report
• EPA/NPDES Guide (in progress)
• Vessel VGP Fact Sheet (119 pages)
• Vessel General Permit (165 pages)

CE-09

Reporting of Defects / Deficiencies

1 Purpose

Defects must be reported in a timely manner to the office so that assistance can be organized, lessons learnt for sharing within the fleet and to maintain the vessel in good order.

2 Procedure

All departments on board are to report by email to technical.offshore@marlowgroup.com
Such reports may include an order for spares and/or the request for an external service provider. The Technical Superintendent will check what is necessary and initiate further steps. He will also inform the vessel about what has been arranged.
Each defect report, CE-0201 Defect Report (Critical and Non-Critical Equipment) should be sequentially numbered, then suffixed with the year. E.g. 001-23 would be the first defect reported in 2023.
CE-0902 Tracking Sheet for Defects/Recommendations form should be updated and sent to the office as part of the end of month returns.

3 Related Documents/Forms

• CE-0201 Defect Report (Critical and Non-Critical Equipment)
• CE-0902 Tracking Sheet for Defects/Recommendations

CE-10

End of Month Reporting

1 Purpose

To ensure that only necessary information is sent to the office for the purposes of safe and efficient management of the vessel.

2 Procedure

Forms used are to be taken from the latest version of the SMS. The following is a comprehensive list of the company forms, for which the Chief Engineer is responsible, that are required to be sent every month.

1. CE-0109
2. CE-0603
3. CE-0604
4. CE-0902
5. 2E-0901 Cooling Water Tests

6. CE-1001DA Damen - Engine Performance Report

7.CE-1001UT ULSTEIN - Engine Performance Report
8. CE-1101 Fuel Management Report
9. EE-0201 Megger Test

They should only be sent to technical.offshore@marlowgroup.com to reduce bureaucracy.

3 Related Documents

CE-11

SEEMP

1 Purpose

To ensure compliance with MARPOL Annex VI the vessel must have an operational Ship Energy Efficiency Management Plan (SEEMP). Meaningful results in the form of an Energy Efficiency Operational Index, EEOI (grams of CO2/tonne.miles), and Key Performance Indicators, KPI (litres/hour) for different operations, are produced to measure the vessel’s performance with regards to hull fouling and engine combustion quality.

2 Procedure

The company has generated Form CE-1101 for the fleet. The Chief Engineer is to ensure that it is implemented, maintained and sent to the company monthly.
• The displacement of the vessel is used as PSV’s are workboats, they are in effect part of the cargo. The vessel’s displacement is derived from the hydrostatic curves and knowing the draft of the vessel on any one day. Use the same draft as recorded in the deck logbook.
• Select vessel’s hull number to ensure correct displacement is used.
• Distance in nautical miles .
• Fuel used in m3.
• Send in with the EOM.
• Superintendent will review and generate a chart showing the vessel’s trend figures and a comparison of the key performance indicators with the rest of the fleet.

3 Related Documents

• SEEMP (ship specific)
• CE-1101 Fuel Management Report (UT755 LN)
• CE-1101 Fuel Management Report Henderson
• A Guide to Fuel Management

CE-12

General Engineroom Procedures

1 Purpose

2 Procedure

Chief Engineers Obligations

The Chief Engineer is bound to ensure that watch keeping arrangements are adequate to maintain a safe and efficient engine room watch.

Easing Engines

Engines must be eased in heavy weather to reduce risk of damage and to avoid excessive straining and vibration.

Routine Testing

All alarms, interlocks and safety devices provided for the protection of personnel, the protection of machinery or concerned with safe and efficient operation of the vessel must be checked at regular intervals. The intervals between testing may be stipulated in the planned maintenance system currently being operated but in any case must not be more than three months. In addition, alarms and trips must be operated and checked on each occasion that the equipment is brought into service.
When checks are made, appropriate entries are to be made in the Engineer's Log Book, signed by the person making the check and giving details of any faults found and measures taken to maintain the necessary standards of safety. A detailed report on faults found and remedial measures taken must be forwarded to Marlow Offshore Germany at the earliest opportunity.

Engine Department Responsibilities

The Engine Department, under the supervision of the Chief Engineer, is responsible for:
a) The safe and efficient operation of all machinery and plant and all instrumentation controls associated with such equipment.
b) The maintenance and cleanliness of all machinery and machinery spaces and all compartments that are used for the storage of tools, spare gear, engine stores, fuel, and boiler feed water and lubricating oil required for the operation of the machinery. Structural maintenance of the compartments is to be carried out in conjunction with the Deck Department.
c) The sounding and recording of the contents of all double bottom spaces, including bilge tanks, bilge oil tanks and void spaces, and all compartments throughout the ship designed for the storage of fuel, boiler feed water and lubricating oils used for the operation of machinery.
d) The operation, maintenance and testing of equipment or components associated with access to machinery spaces and compartments as in (b) above.
e) The operation, maintenance and proving of all ship side valves and fittings, irrespective of the purposes for which they are used.
f) The operation, maintenance and testing of all safety equipment associated with the machinery and plant, and the compartments as in (b) above.
g) Bunkering.
h) Training of Engineering Cadets and Ratings in accordance with company recommendations.
i) In the case of specialised ships supporting Offshore Exploration and similar activities, additional duties as specified in the Operating Instructions for the ship.
j) Any additional duties within the competence of Department personnel, as ordered by the Master.

Unmanned Machinery Spaces (UMS)

Operation On any ship certified for UMS operation maximum usage should be made of the facility while at sea, at anchor or in port. Subject to the overall approval of the Master and the satisfactory condition of the specified UMS alarm and control systems, UMS should be adopted as the normal operating condition for such ships except:
a) When manoeuvring in and out of port.
b) When cargo related operations alongside renders UMS operation impractical or when port regulations prohibit UMS conditions.
c) At sea or at anchor when the Master determines the necessity for the Engine Room to be manned, due to adverse weather or traffic conditions, or If Bridge Control of Engines is unavailable.
d) At any offshore installation, or barge.
The Engine Room shall be manned after sailing from port until the Chief Engineer is satisfied that the machinery has settled and that all alarms and automatic controls are operating satisfactorily. When satisfied, he should advise the Master that changeover to the UMS condition may take place. The Chief Engineer shall ensure that any Engineer Officer appointed as Duty Engineer during periods of UMS operation is totally familiar with the machinery installation, capable of carrying out routine inspections and of dealing effectively with alarm conditions, and familiar with all instructions specified for inspection and communication routines. The Chief Engineer shall ensure that his Standing Orders establish such routines. Communication routines shall specifically require that the Duty Engineer notifies the Bridge Officer of the Watch immediately prior to entering the machinery spaces while unmanned, maintains contact while in the spaces and again reports on finally leaving the spaces.
Means shall be adopted to ensure that entry to UMS machinery spaces outside of normal working hours is restricted to the Duty Engineer and other persons specifically authorised by the Chief Engineer. All access doors shall carry appropriately worded "Entry Prohibited" signs, in languages understandable by the crew, indicating the times during which special restrictions apply.

Bridge Control of Engine

On ships equipped for Bridge Control of Main Engines, this facility shall be used as the normal method of control. Local control should only be used in circumstances when due to plant conditions, mechanical failure or other sound reason, Bridge Control is considered to be impracticable. The Chief Engineer shall ensure that despite the use of Bridge Control, all Engineering staff are familiar with and practised in, local and emergency control of the main engine.

Fire Detection Systems

The fire detection system covering any space shall be kept activated except when:
(a) Authorised Hot Work, or
(b) Routine operational procedures of a type liable to set off false alarms are taking place.
In such cases the fire detection system may be shut down, to the minimum extent permitted by any sectional isolation available, for the time necessary to complete the work. The system shall be restored to full operating status immediately the work has been completed. The Master and Chief Engineer shall give prior approval before the system is shut down and shall be notified of the completion of work and reactivation of the system.

3 Related Documents

CE-13

Engineer of the Watch

1 Purpose

2 Procedure

General

The term "Engineer of the Watch" refers to the Senior Watch-keeping Engineer. He is the representative of the Chief Engineer and, as such, has the full authority for the safe and economical operation of the main and auxiliary machinery and over all Engine Department personnel on his watch.
The term "Assistant Engineer of the Watch" refers to any Engineer assisting the Senior Engineer appointed as Engineer of the Watch. He must give every assistance to, and work under the direction of, the Engineer of the Watch. When Engine Room watches are being maintained at sea or in port, the Engineer of the Watch shall be responsible for the safe and efficient operation of all equipment and machinery, the safety of all personnel in the machinery spaces and for the prompt and efficient response to orders from the Bridge.
If main engines are operating under Engine Room Control, the responsible Engineer shall remain in the vicinity of the engine controls, in order to respond rapidly to telegraphed orders. When personnel are engaged on maintenance or other duties within the machinery spaces, the Engineer of the Watch shall ensure that they conduct their duties in a safe and efficient manner.

Standing Orders and Instructions

On taking over the watch, the Engineer of the Watch is to familiarise himself with the instructions in force in the Chief Engineer's Order Book and to acknowledge these instructions by counter signing and timing his signature in ink. He is further to ensure that all orders as issued are complied with.

Inspections of Machinery

The Engineer of the Watch must make frequent inspections of all machinery during his watch, and must ensure that the plant is working safely and efficiently. All temperatures, pressures, level, flows and loading etc, are to be kept under observation and within normal operating limits and where alarm conditions occur, he is to investigate the cause and initiate remedial action immediately.

Alterations to Main Engine Speed

Except to obey the Engine Room telegraph and/or to avert machinery damage, the Engineer of the Watch must never alter the speed of the Main Engine on his own initiative. If at any time a condition develops in the Engine Room, which may necessitate slowing or stopping the main engine, he is to inform the Chief Engineer immediately. Except in an emergency, he is to ask the Bridge Officer of the Watch for permission before any speed reduction is made, as the safety of the ship is the first consideration. However, in circumstances beyond his control when the engine has to be stopped immediately, he is to take the following action:
RING 'STOP' ON THE ENGINE ROOM/BRIDGE TELEGRAPH.
SOUND THE ENGINEER'S ALARM (If fitted) AND 'STOP' ON THE ENGINE
In the event of an automatic shutdown or slow-down of a main engine, the emergency override mechanism must not be activated unless either the safety of the ship is at risk or it has been established beyond doubt that the shutdown was caused by a faulty control or alarm system.

Procedure in the Event of Machinery Defect

At the first indication of breakdown or any other defect of the machinery, the Engineer of the Watch is to take the necessary action to prevent damage, and to inform the Chief Engineer as soon as possible.

Lubrication of Machinery

The Engineer of the Watch must ensure that the lubricating oil supplies to the various items of machinery are kept under observation and must take suitable precautions to avoid losses. He must also ensure that only oils/greases as recommended for specific duties are used.

Examination of Bilges

The Engineer of the Watch must ensure that bilges are examined regularly and that oil leaks and spillage’s are stopped and contained where possible. It is essential that ingress of water or oil in any form is kept to an absolute minimum. He must report any excess or abnormal leakage of oil or water to the Chief Engineer without delay. Every effort should be made to determine the source of leakage, by sampling if necessary. In the event of serious flooding, he is to take the following action:
RING THE ENGINEER'S ALARM.
TAKE IMMEDIATE REMEDIAL ACTION TO CONTAIN FLOW FROM WHATEVER SOURCE AND BY THE MOST EFFECTIVE MEANS AVAILABLE, INCLUDING THE USE OF A BILGE INJECTION SUCTION. IN A FLOODING EMERGENCY, OIL POLLUTION REGULATIONS MAY BE IGNORED.
He is to ensure that bilges are pumped out regularly without contravention of Oil Pollution Regulations. When necessary, bilges should be discharged to the bilge reception tank and overboard, through the oily water separator. In all other cases shore reception facilities must be used.

Fuel Economy

The Engineer of the Watch must pay attention to matters affecting the consumption and economical use of fuel. He is to ensure that any auxiliary machinery not actually required is shut off.

Prevention of Accidents

The Engineer of the Watch is to be particularly alert in the prevention of accidents to personnel and machinery, and at all times to enforce the Health, Safety and Environmental Policy and Safety Regulations of Marlow Offshore Germany. He must ensure that all activities are in accord with the Code of Safe Working Practice for Merchant Seamen.

3 Related Documents

• CE-1301 Engine Room Night Order Book (Incl CE Standing Orders)

CE-14

Engine Room Operations in Port and at Anchor

1 Purpose

2 Procedure

Engine Room Operations in Port and at Anchor

The Engineer of the Watch in Harbour and at anchor is to assume the duties and responsibilities as set out for the Engineer of the Watch at sea, and any additional requirements specified by the Chief Engineer.

Engineer in Charge

In the absence of the Chief Engineer the Senior Engineer on board shall be recognised as the Engineer in Charge.

Cleanliness

The importance of cleanliness cannot be impressed too strongly on all Engine Room personnel. A notice must be displayed in the engine room and boiler space as follows:
CLEANLINESS IS ESSENTIAL TO SAFETY. FITTINGS MUST BE KEPT TIGHT AND BILGES SCRUPULOUSLY CLEAN OTHERWISE SMALL FIRES WITH DISASTROUS CONSEQUENCES ARE INVITED.

Vessel at Anchor

In non-UMS vessels, watches are to be maintained while the vessel is lying at anchor. In UMS vessels the engine room may be unmanned at anchor, subject to agreement with the Master.

Vessel in Port

When the vessel is in port, the Chief Engineer must ensure that there is always a competent certified senior Engineer on board except on those occasions, as authorised by the Master, on which all watch keeping is suspended. It is essential that the wheelhouse, the emergency generator room, fire pump space and any other compartment containing fire detection system panels are kept unlocked so that rapid location of a fire zone is possible. At all times, adequate manpower must be available on board to meet operational requirements.

Tank Level Monitoring

Please refer to the Tank Level Monitoring procedure under the followink link: CE-14 Tank Level Monitoring

Reliefs

When an Engineer Officer leaves the ship he is to explain to his successor everything which will assist the latter in his duties. He is to hand over to his successor all documents, records, equipment and stores in his care. If the vessel's operational schedules mean limited time is available and a fully comprehensive handover cannot be carried out, comprehensive handover notes should be written.

3 Related Documents

CE-15

General Duties

1 Purpose

2 Procedure

Responsibilities

The Chief Engineer is responsible to the Master for the management of the engine department, for the safe and efficient operation, maintenance and repair of the propulsion unit, all auxiliary, hotel and galley equipment and all machinery and electrical items on board.

Maintenance

In conjunction with the Chief Officer he is responsible for the maintenance and cleanliness of all machinery and machinery spaces and all compartments throughout the ship, which are used for the storage of tools, spare gear, engine stores, fuel and lubricating oil required for the operation of the machinery. The requirements of the planned maintenance and condition monitoring systems currently in force must be followed.

Record Keeping

He is responsible for ensuring that Marlow Offshore Germany engineering records are accurately and properly maintained. He is also responsible for the full and accurate reporting of information and defects as required by Marlow Offshore Germany, and for the maintenance of all documentation relating to the engineering department. He is responsible for co-ordinating the compilation of repair lists.

Plant Management

The Chief Engineer is to make frequent inspections of all machinery and machinery spaces, timing these inspections to ensure that he is thoroughly familiar with the conditions under which all machinery is operated, also to satisfy himself that standards of maintenance and cleanliness are at the required levels. He must ensure that the plant is being efficiently operated and that all activities are being carried out in a safe and efficient manner.

Electrical Installation

The Chief Engineer is responsible for the proper care and upkeep of the alternators / generators, wiring and all electrical equipment. The installation of unauthorised electrical equipment and wiring is strictly prohibited. Any modifications are to be advised to Marlow Offshore Germany.

Engineering Practices

The Chief Engineer is responsible to the Master for ensuring that the applicable rules set out in the regulations and instructions are correctly implemented and carried out by a competent member of the engineering staff. He is responsible for providing adequate supervision of staff and for ensuring that his instructions are strictly observed.

Familiarity with Control, Piping and Electrical Systems

The Chief Engineer is to ensure that all members of his staff are familiar with all systems and operating procedures so that, in emergencies essential services can be restored quickly and safely.

Responsibility during Repairs and Overhauls

It is the responsibility of the Chief Engineer to ensure that all repair work carried out on the vessel by the ship's staff or shore personnel is executed and completed in a satisfactory and safe manner. The Chief Engineer is responsible for the management and planning of the repairs plus efficient quality and expenditure control.

It is most important that all repairs are closely supervised so that the necessity for damage claims does not arise.

Note: Although in certain circumstances it may be possible to substantiate a claim against shore repairers consequent upon defective workmanship it must be remembered that their liability is normally conditional upon the matter being brought to their attention in writing within a very limited period following re-delivery. Furthermore, a repairer's liability is always limited to replacing any defective work or material at their own works, and does not extend to any consequential repairs or losses occasioned thereby.

Witnessing the Opening up of Machinery

When machinery is opened up for overhaul, the Chief Engineer is to arrange for inspections to be carried out. All defects, which may have affected the performance, are to be noted and rectified before the machinery is re-assembled.

Witnessing of Work by Contracted Workers

When contract or additional labour is engaged on shift work, the Chief Engineer is to ensure that a responsible engineer is available outside normal working hours to provide continuity of the work by witnessing opening up, re-assembly and testing of machinery and equipment.

Survey of Machinery by Chief Engineers

Chief Engineers authorised by the classification society for their particular ship are to survey items of machinery which are opened up for overhaul, to classification society requirements, and to complete the appropriate machinery survey report. Confirmatory surveys are to be arranged as required by the classification society.

Seaworthiness - Watertight Integrity

No repairs of any description that could possibly jeopardise the seaworthiness of the ship are to be put in hand until approval has been obtained via the Master from Marlow Offshore Germany showing the time at which such repairs may be made and the conditions under which they may be carried out. Only in grave emergency shall such repairs be carried out whilst the ship is at sea.

Voyage Repairs

On arrival at a port or anchorage the Chief Engineer is to ascertain from the Master how long the vessel is expected to remain there in order that repairs, maintenance and / or surveys may be progressed in the most efficient manner. Should the proposed work be such that the vessel will be immobilised in any manner, then the Master must be fully informed of the expected duration of immobilisation and his authority to proceed with work obtained. If, during the course of repairs, it becomes apparent that unforeseen defects or circumstances are likely to extend the time of completion beyond the previously advised estimate the Master is to be advised immediately.

Damage Surveys

In the event of damage being caused to the vessel or its equipment which may affect the status regarding statutory certification requirements, e.g. grounding, contact by or with an outside agent causing structural damage, or failure of essential machinery/equipment, the Chief Engineer is to assist the Master in providing full details of the incident and damage incurred. Marlow Offshore Germany (B) is to be informed immediately by telephone followed by a full report. Full details of damage must be recorded on an accident or incident report form.

Discipline

The Chief Engineer is responsible to the Master for the discipline of his staff and all those delegated to carry out duties in areas under his responsibility. He should investigate any complaint or breach of discipline whether resulting from personal conduct, technical negligence or breach of professional standards, reporting therein to the Master. In conducting such an investigation he should follow the procedures laid down by any applicable code of conduct and the instructions of the company and / or manning agency.

Co-operation within the Ship's Management Team

The Chief Engineer should keep all other shipboard functions fully informed on all matters within his sphere of responsibility.

Allocation of Watch keeping Duties

The Chief Engineer is responsible for the allocation of watch keeping duties for his staff, ensuring that a certified and competent engineer is always in charge of the machinery spaces. This responsibility is applicable equally to ships having conventional manning of watches and those certified for Unmanned Machinery Space operation (UMS).

In the event of single man watch keeping, it is the responsibility of the Chief Engineer to ensure that an effective communication routine is maintained between the single watch keeper and the bridge. This may take the form of periodical telephone or portable VHF radio communication, the routine being maintained to ensure the safety of the single watch keeper.

Chief Engineer's Night Order Book

The Chief Engineer is to use his Night Order Book to give those extra orders or instructions which are required from day to day and any temporary orders and instructions for which a written record to engineer officers on watch or on duty in UMS operations, is desirable. The book is normally to be kept in the engine room. Marlow Offshore Germany standing orders and additionally those that the Chief Engineer wants to be observed are to be written on the page provided for this purpose and are to be dated and signed. When a Chief Engineer is relieved, the new Chief Engineer must, at the time of relieving, either write in his acceptance of any additional standing orders and date and sign this acceptance, or remove the additional standing orders from the book. The relieving Chief Engineer may substitute his own additional standing orders, dated and signed, at any time. All engineering staff are to check the Night Order Book daily and sign any new orders as required.

Instruction and Training

The Chief Engineer should provide every assistance and encouragement to engineers and ratings in their studies and training in respect of both professional qualifications and the development of skills and experience.

Safety Requirements

The Chief Engineer shall ensure that the company Safety Management System, in accordance with the ISM code is complied with at all times. The Chief Engineer is responsible for ensuring that his staff are familiar with the requirements of the Marlow Offshore Germany Health, Safety and Environmental Policy, safety regulations and appropriate legislation and that compliance is ensured throughout his area of responsibility. He must take due care for the health and safety of himself his staff and other seafarers and ensure that he maintains a safe and healthy working environment.

He must take a personal interest in the working practices of his staff to ensure that they fulfil their duties safely and efficiently.

He must be fully conversant with the use of all safety equipment and the implementation of emergency procedures and is responsible for ensuring that his staff are equally conversant. He must actively promote safety throughout his department and the vessel.

Communication with Marlow Offshore Germany Carriers office

The Chief Engineer is to communicate directly with Marlow Offshore Germany on matters relating to the technical management and administration of his department. In the first instance all matters should be forwarded to the operations department in order that an effective dialogue is established and maintained. The Master should see and sign a copy of all communications before despatch.

Instruction Books and Diagrams

The Chief Engineer is responsible for the safe-keeping of all instruction books, ship's drawings and records placed on board for guidance in the operation and maintenance of machinery, and is to ensure that they are available for examination and study by all his staff. It is essential that all instructional literature is preserved in good condition and replacement copies indented for as necessary.

Bunkers

The Chief Engineer is responsible to the Master for ensuring that sufficient fuel oil of a quality suitable for the installed plant is shipped for the intended passage, in accordance with the bunkering instructions issued. All bunkering operations are the responsibility of the Chief Engineer who must ensure that full supervision is practised at all times. He is also responsible to the Master for the efficient use of bunkers, ensuring that the quantity remaining in each bunker tank is ascertained every day and that the Master is advised accordingly on a daily basis. The Chief Engineer is authorised to sign bunker receipts on behalf of Marlow Offshore Germany. Regular testing is to take place of fuel oil tanks in rotation as to the biocidal tests, utilising the supplied dip slides.

Instructions to Catering Staff

The Chief Engineer is to render such assistance and instruction to the personnel of the catering department as may be necessary to ensure that those operating equipment are familiar with correct, safe and efficient methods of operation. When repairs are made to any galley equipment, the equipment must be tested and proved in safe working order before the catering department takes over its operation.

Testing of Steering Gear and Associated Equipment

Before leaving port the Chief Engineer must ensure that the steering gear and associated equipment is fully examined and tested by a certified and competent engineer. Before entering areas of restricted navigation or entering port the Chief Engineer must ensure that both steering gears are running and in full working order. Test details are to be recorded in the engine LogBook.

Lifeboat / Rescue Boat / FRC Engines

The Chief Engineer is to nominate one or more of his staff to undertake the maintenance of the lifeboat / Rescue boat / FRC engines.

Safety Equipment

The Chief Engineer shall, in close co-operation with the chief officer, ensure all fire fighting equipment in the engine room is maintained in working order.

Pollution Prevention & Environmental Protection

Observance of current pollution prevention legislation to be adhered to at all times. The Chief Engineer is to be aware of environmental hazards on his vessel. The company’s health, safety and environmental protection policy is to be strictly observed.

Spare Gear and Stores

The Chief Engineer is to maintain a spares inventory, and order spare requirements for the vessels machinery in a constructive and cost effective manner, general consumable stores are ordered by the Chief Engineer at Marlow Offshore Germany specified intervals.

Change of Appointment of Chief Engineer

a) Relief at Turnaround or Repair Port

On joining the vessel, and before accepting responsibility, the relieving Chief Engineer is to make a thorough inspection of the machinery spaces, all machinery and equipment. During the course of this inspection due note is to be made of all outstanding repairs / surveys and recently completed repairs / surveys. Due note is also to be made of operating parameters of the equipment, and the daily consumption of fuel, lubricating oils, water and stores both in port and at sea.

b) Relief Outside Port Limits

Where relief takes place outside port limits i.e. by launch or helicopter with the vessel under way, the procedure outlined above obviously cannot be carried out.

Therefore, in both cases the Chief Engineer being relieved is to complete the Chief Engineers turn-over form covering outstanding defects / repairs / surveys and repairs / surveys recently completed, operating parameters and all aspects affecting safe and efficient operation of the vessel systems which the relieving Chief Engineer should be made aware.

Anchor Handling Operations

The Chief Engineer is to handle winch control operations on anchor handling vessels, under the command of the Master for safe and efficient deck operations. The Chief Engineer shall supervise and train other engineers when the opportunity permits.

Outside Labour supervision

The Chief Engineer is to keep a careful account of all labour coming under his jurisdiction, so that contractor’s bills can be thoroughly checked. It is essential that he should sign no voucher until he has satisfied himself that the labour detailed therein has actually been utilised. Such accounts should be signed "For work carried out and goods supplied only, costs subject to agreement with owners / managers". Contractors are to be made aware that they must comply with all Marlow Offshore Germany safety standards when they are working on the vessel, and are briefed on the same before work commences.

General Responsibilities

The general responsibilities under the policy and procedures are:

• It shall be the duty of every employee while at work, to take reasonable care for the health and safety of himself and of other persons to may be affected by his acts or omissions at work.
• As regards to any requirement imposed on his employer of any other person by or under any of the relevant statutory provisions to co-operate with him so far as is necessary to enable that duty or requirements to be performed or completed.
• No person shall intentionally or recklessly interfere with or misuse anything provided in the interest of Health, Safety and welfare in pursuance of any of the relevant statutory provisions.
• All personnel shall keep themselves informed of this policy and their responsibilities in its enactment.
• Shall observe all safety procedures as they affect the work they are undertaking.
• Shall wear safety equipment and clothing as required, or as is necessary for the work being undertaken.
• Shall report to his / her direct supervisor, accidents and / or dangerous situations whether personal injury is caused or not.
• Shall contribute in the planning and risk assessment of any work they participate in.
• Shall participate in the safety meetings held.

3 Related Documents/Forms

• tbn

CE-16

Lay-Up Procedures

1 Purpose

When vessels become idle, further operation is usually evaluated on a cost/benefit basis considering different technical and economic conditions. Following factors to be considered for the choice of the lay –up condition:

• Estimated time in lay-up condition,
• Operational cost savings,
• Re-commissioning time and cost,
• Next intended destination after re-commissioning e.g. normal trade, repair yard or scrap yard,
• Age of vessel and recycling value

2 Procedure

Hot lay-up
In this lay -up condition, the machinery is kept in operation for the sake of fast re-commissioning, but measures may be taken to reduce various operational costs.
Vessel should normally be laid-up without cargo.
Minimum manning can be decrease below Safe Manning level upon permit from the Flag and Port Authorities.

Cold lay-up
In cold lay- up condition the machinery is taken out of service and the vessel is kept "electrically dead’’ with the exception of emergency power.
This condition usually implies 3 weeks re-commissioning time or more depending on the level of preservation and maintenance during lay-up.
All machinery must be prepared for the cold up by following maker’s recommendations.
Heaters or dehumiditors to be arranged to avoid negative effects of the humidity.
Minimum manning covering fire, leakage, moorings and security watches should be kept. The lay-up site is usually in a remote site and access is therefore limited.

Classification
Owner should notify the Society when the vessel is laid-up or otherwise taken out of service for a period of more than 3 months. A written notification by email will be sufficient for the Society to change the status of the vessel to ‘’laid-Up’’.

Further information – pls refer to attached DNV GL Class Guideline: Lay- up of the vessels.

Re-commissioning.
The following steps should be taken by the owner upon re-commissioning of a vessel:

• Notify local port authorities in the lay-up area,
• Notify the classification society and check which class requirements have to be fulfilled prior to leaving the lay-up site,
• Ensure that the safety equipment certificate and all other statutory certificates are valid,
• Re-commission the vessel, using vessel’s crew or other competent personnel (preferable with guidance and attendance of local class surveyor).

Following procedure shall be followed up:

• All temporary arrangement or installations shall be removed,
• Hull – if the vessel has been laid-up for more than 12 months the underwater part of the hull shall be checked by the divers, incl. sea chests,
• Cargo tanks – temporary anodes should be removed; other tank equipment should be checked and verified to remain efficient,
• Safety equipment must be checked to the satisfaction of relevant authorities. Special attention to be given to emergency and firefighting systems,
• Machinery lub. Oil samples shall be sent to laboratory for full analysis,
• All systems to be checked for completeness and sufficient operation,
• Fuel oil samples to be sent for analysis prior to use in diesel engines.
• Electrical equipment – all circuits should be checked for insulation resistance to earth,
• Navigation equipment shall be verified to be in good order,
• Testing shall include at least the following equipment:
• Main engines safety alarms,
• Main engines shut -downs and slow- downs function,
• Auxiliary engines with connected automation equipment,
• All pumping, pneumatic and hydraulic systems,
• All alarms covering main engines, auxiliaries with steering arrangement,
• Remote operation of fuel oil and lube oil, pumps and valves,
• Cargo and ballast pumps,
• Bilge systems,
• All communication system,
• All deck machinery and equipment,
• All navigation and sounding lights and signals.

Result of the test to be reported to the Technical Team of the Management Company. Necessary action to be agreed in order to solve all technical problems.

3 Related Documents

• Lay-up procedures

CE-17

Black-out recovery

1 Introduction

Black-out is the failure of ship electrical power supply due to the problem with the power generating equipment.

It is always emergency situation resulting in total or partial standstill condition of propulsion machineries, thus in loss of ship maneuverability and may lead to potential marine accidents.

Black-out is something nobody wants to have on the ship and all possible means should always be taken to prevent it from happening, for example by running two generators during maneuvering operations, so if one goes down, other can take load or by keeping standby generators in constant readiness.

However, there are some factors that are not in the hands of the human beings and black-outs do occur. In that unwanted case, the following Black-out recovery procedure will help to restore the electrical power supply and to ensure, that all required machineries are back in running condition.

• DAMEN PSV 3300 CD Black-out recovery procedure

• CE-1701 DAMEN PSV 3300 CD Partial black-out recovery check list

• CE-1702 DAMEN PSV 3300 CD Total black-out recovery check list