VESSEL INSPECTION

& MAINTENANCE
MANUAL

No part of this document shall be reproduced, utilized, stored in any retrieval system or transmitted in
any form or by any means, electronic or mechanical, including photocopying, recording or by any
information, storage or retrieval system without the permission of
Capital Ship Management Corp.

CAPITAL SHIP MANAGEMENT CORP.

MANUAL CODE No: VIM (011)

CONTROLLED DOCUMENT

MANUAL VERSION STATUS: 03

MANUAL ISSUE DATE: JUNE 2022

EDITED BY: DPA

AUTHORISED BY: MANAGING DIRECTOR

Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
GENERAL
(011)
GENERAL

LIST OF EFFECTIVE PAGES

EFFECTIVE
SECTION No. TITLE REVISION
DATE
GENERAL 00 01/06/2022

MAINTENANCE OF EQUIPMENT AND

SECTION 1 00 01/06/2022
SYSTEMS

SECTION 2 ENGINE ROOM MANAGEMENT 00 01/06/2022

SECTION 3 DRYDOCKING AND MAJORS REPAIRS 00 01/06/2022

HULL, SUPERSTRUCTURE AND DECK

SECTION 4 00 01/06/2022
EQUIPMENT MAINTENANCE
GUIDELINES FOR MAINTENANCE OF
SECTION 5 00 01/06/2022
MACHINERY
GUIDELINES FOR MAINTENANCE OF
SECTION 6 00 01/06/2022
ELECTRICAL EQUIPMENT
NAVIGAT ION AND COMMUNICATION
SECTION 7 00 01/06/2022
EQUIPMENT
LIFE SAVING APPLIANCES & FIRE
SECTION 8 00 01/06/2022
FIGHTING EQUIPMENT AND SYSTEMS
GUIDELINES FOR MAINTENANCE OF
SECTION 9 INTRINSICALLY-SAFE & EXPLOSION-PROOF 00 01/06/2022
EQUIPMENT

SECTION 10 WASTE DISPOSAL AND SEWAGE SYSTEMS 00 01/06/2022

SECTION 11 BILGE-SLUDGE AND SEPARATOR SYSTEMS 00 01/06/2022

SECTION 12 BALLAST SYSTEM AND ODME 00 01/06/2022

SECTION 13 PIPELINES AND VALVES 00 01/06/2022

MOORING EQUIPMENT AND LIFTING

SECTION 14 00 01/06/2022
APPLIANCES

SECTION 15 CALIBRATION 00 01/06/2022

SECTION 16-1 CARGO EQUIPMENT - WET FLEET VESSELS 00 01/06/2022

SECTION 17 RECORDS 00 01/06/2022

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 2 of 4
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
GENERAL
(011)
GENERAL

REVISION HISTORY

When it becomes necessary to revise this manual, changes will be made by the issue of a
Section. These revised Sections will bear a new issue date and change status which must be
entered on this revision list below.

Revision Section
Date Revised Description
Number Number
00 All Sections 01/07/2005 Total Re-issuance (Manual Version Status 01)
00 All Sections 01/01/2018 Total Re-issuance (Manual Version Status 02)
00 All Sections 01/06/2022 Total Re-issuance (Manual Version Status 03)

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 3 of 4
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
GENERAL
(011)
GENERAL

CONTENTS

PROCEDURE No. TITLE

GENERAL

SECTION 1 MAINTENANCE OF EQUIPMENT AND SYSTEMS

SECTION 2 ENGINE ROOM MANAGEMENT

SECTION 3 DRYDOCKING AND MAJORS REPAIRS

SECTION 4 HULL, SUPERSTRUCTURE AND DECK EQUIPMENT MAINTENANCE

SECTION 5 GUIDELINES FOR MAINTENANCE OF MACHINERY

SECTION 6 GUIDELINES FOR MAINTENANCE OF ELECTRICAL EQUIPMENT

SECTION 7 NAVIGAT ION AND COMMUNICATION EQUIPMENT

LIFE SAVING APPLIANCES & FIRE FIGHTING EQUIPMENT AND

SECTION 8
SYSTEMS
GUIDELINES FOR MAINTENANCE OF INTRINSICALLY-SAFE &
SECTION 9
EXPLOSION-PROOF EQUIPMENT

SECTION 10 WASTE DISPOSAL AND SEWAGE SYSTEMS

SECTION 11 BILGE-SLUDGE AND SEPARATOR SYSTEMS

SECTION 12 BALLAST SYSTEM AND ODME

SECTION 13 PIPELINES AND VALVES

SECTION 14 MOORING EQUIPMENT AND LIFTING APPLIANCES

SECTION 15 CALIBRATION

SECTION 16 CARGO EQUIPMENT - WET FLEET VESSELS

SECTION 17 RECORDS

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 4 of 4
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

Contents
1. SCOPE ......................................................................................................................................... 2
2. INSTRUCTIONS .......................................................................................................................... 2
2.1 Planned Inspection & Maintenance Procedures ...................................................................... 2
2.1.1 General ................................................................................................................................ 2
2.1.2 Maintenance Philosophy ....................................................................................................... 2
2.1.3 Planned Maintenance System................................................................................................ 3
2.1.4 PMS Changes Handling ........................................................................................................ 4
2.1.5 PMS Introductory Period For New Acquisitions ....................................................................... 4
2.1.6 PMS Jobs Deferral ................................................................................................................ 4
2.1.7 Proactive Maintenance Activities ............................................................................................ 5
2.1.8 Responsibilities..................................................................................................................... 5
2.2 Critical Equipment..................................................................................................................... 7
2.2.1 Identification & Maintenance of Critical Equipment .................................................................. 7
2.2.2 Safety Critical Spare Parts ....................................................................................................10
2.2.3 Competency Standards of Critical Equipment and Systems ....................................................11
2.2.4 Minimum Competency Standards for Critical Equipment .........................................................11
2.2.5 Critical Equipment Damage or Shut-Down For Maintenance (Activation – De-Activation Process)
14
2.2.6 Permission For Maintenance On Critical Equipment (De-Activation / Re-Activation)..................14
2.2.7 Competency standards for amending alarms and control set points on board...........................15
2.3 Masters’ Inspections (Wet Fleet Vessels ONLY) ................................................................... 16
2.4 Maintenance Records Review & Evaluation .......................................................................... 17
2.5 Onboard Management Meetings ............................................................................................ 17
2.6 Shore Personnel Vessel Inspections...................................................................................... 17
2.7 Equipment Re-Commissioning After Overhauling ................................................................. 18
2.8 Identification and management of obsolete and/or not used equipment............................... 18
2.9 Unscheduled & Maintenance Procedures .............................................................................. 19
2.9.1 General ...............................................................................................................................19
2.9.2 Responsibilities....................................................................................................................20
2.9.3 Unscheduled maintenance ...................................................................................................20
2.9.4 Unscheduled Works Categories ............................................................................................21
2.9.5 Unscheduled Works Resulting from Crew Assessment ...........................................................21
2.9.6 Unscheduled Works Resulting from Shore Personnel Input and/or Third-Party Assessment......22
2.9.7 Maintaining Records ............................................................................................................22
3. RECORD .................................................................................................................................... 23

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 1 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

1. SCOPE

This section introduces the principles to be followed to ensure efficient maintenance and inspection
of the ship and equipment. The ship should be maintained in conformity with the provisions of
relevant Rules, Regulations and Company requirements.

This should ensure that the ship, in all respects, remains fit to proceed to sea without danger to the
ship or persons on board, to the environment and cargo.

It should be also ensured that maintenance and relevant surveys are carried out in a planned, safe
and timely manner.

In this procedure, the specific issue of the identification of shipboard critical equipment and alarms is
also addressed, together with reporting instructions, in case of equipment deactivation for planned
or unplanned maintenance.

2. INSTRUCTIONS

2.1 Planned Inspection & Maintenance Procedures

2.1.1 General

The purpose of the Planned Inspection & Maintenance System (PMS) is to clearly define when and
how the vessel and its equipment must be inspected and maintained to ensure continual
seaworthiness, trading readiness and compliance with existing rules, regulations and guidelines.

The PMS addresses all areas and equipment on board the vessel, having clearly identified and
emphasizing on the components deemed critical for the safe operation of the vessel ,machinery and
equipment to ensure its continual state of readiness. A clear indication of what the Company
identifies as being critical equipment is shown at the end of this section.

The procedures in place and maintenance instructions are a combination of the following elements:
 International Rules & Regulations
 Flag & Classification Society Requirements
 Manufacturers' Maintenance Instructions & Recommendations
 Shipping Industry guidelines
 Safety recommendations
 Expertise and accumulated practical experience within the Company
 Lessons Learned implementation.

2.1.2 Maintenance Philosophy

The company has established the Planned Maintenance System Philosophy on the basis of a
preventive principle, incorporating the following:
 Proper maintenance is the responsibility of the Manager
 Even for a well designed and built vessel, proper maintenance is a critical factor for long term
proper, efficient and safe operation
 Maintenance is based on a preventive-based approach, following manufacturers’ instructions to
ensure equipment reliability and maximum availability
 True preventive maintenance results in exceptional performance and shall be the basis for the
jobs setup
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 2 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

 Additional tools shall be used to further enhance maintenance regime allowing for a condition-
based and preventive approach where possible and in consultation with manufacturers.

The key objectives of the existing Planned Maintenance System:

 Provide a healthy and safe working environment with safeguards against identified risk
 Efficient and effective procedures are utilized
 Proper records are maintained
 Ensuring that resources are sufficient
 Sharing of experience and information
 Educate and train personnel to improve their skills
 Continuously monitor, assess and evaluate vessel and equipment’s performance against set
standards
 The implementation of Company’s Planned Maintenance System in the computer-based
application.

2.1.3 Planned Maintenance System

The company implements an approved computerized Planned Inspection and Maintenance System
which ensures:
 Adherence to maintenance guidelines at appropriate intervals and in accordance with detailed
schedules and job descriptions
 Proper records maintenance for all on board activities
 Efficient and effective maintenance conduction, with proper planning resources and material
allocation
 Continuous monitoring of vessels’ equipment performance against set standards or other
vessels
 Experience and Information sharing within the fleet.

The PMS has been structured to ensure that all equipment and areas of the vessel are thoroughly
inspected and/or maintained at given intervals so as to ensure continual compliance with safety
regulations and industry guidelines.
Within the PMS operational scope, the following features are also included:
 Spare parts management and inventory control
 Spare parts procurement and stock update
 Fleet-wide tracking of unscheduled works/defects and defects trends .
The maintenance of the vessel and the upkeep of the PMS records is the responsibility of the Senior
Officers, in cooperation with the Ship Superintendent. For this purpose, it is essential to ensure that
the Senior Officers are adequately trained and familiarized with the system so as to be able to follow
reporting needs.

This can be achieved as follows:

 During briefing sessions ahead of embarkation
 Familiarization upon embarkation by the relieving crew
 Guidance and support from Ship Superintendents both remotely and during on board visits
Relevant training and familiarization records should be maintained, as applicable.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 3 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

2.1.4 PMS Changes Handling

The Company has established procedures to continuously monitor and assess the application status
and effectiveness of the PMS in place, achieving constant system improvement.

The established maintenance procedures and/or time intervals in the PMS are constantly being
evaluated, revisited and amended subject to:
 Manufactures’ revised instructions and/or issuance of service letters
 Change of Class or regulatory requirements, affecting PMS
 Expertise and accumulated practical experience within the Company both on board and ashore,
having in mind a proactive approach
 NCRs, observations or recommendations raised either on board or ashore during
inspections/audits

Proposals for PMS instructions changes are managed through the Management of Change
procedure (MOC) which is not applicable for mere system updates, population changes or PMS
routines expansions. Records are maintained as per the MOC process.. In addition for any new
simple change within PMS and relevant instructions will be given by Technical dpt to vessel..

2.1.5 PMS Introductory Period For New Acquisitions

The information gathered during the pre-delivery inspections is to be utilised to prepare the PMS for
a newly introduced vessel into the Company’s management and the list of critical items drawn up on
priority basis. In case a PMS system is used by the Company, the PMS databases for the new
vessel are anticipated to need a reasonable time for population and updating. Until this process is
completed to the Fleet Technical Manager’s satisfaction, the vessel maybe temporarily operated by
by using a paper-based PMS VIM forms which are listed in PMS Common file for all ships , based
on the established PMS routines.

2.1.6 PMS Jobs Deferral

It is the responsibility of the Ship Officers and Technical / Marine Superintendents to properly follow
up on PMS requirements and plan for tasks conduction in a timely and efficient manner. However,
and in exceptional circumstances, if conditions do not allow for timely maintenance of major
components or conduction of inspection works, the PMS has been fitted with a formalized module
for deferring planed or unplanned jobs on critical on non-critical equipment specifying when or on
what basis particular job can be postponed.

Any request for postponement of forthcoming works will need to be accompanied by supporting
information in way of reasons for delay, current equipment condition (in the sense that work delay
will not compromise component integrity) and follow up plan.
All authorizations should be given by the Ship Superintendents in writing and for reasonable period
of postponement. Postponement of PMS jobs shall not be approved without Chief Technical Director
authorization.

Such requests including list of forthcoming job(s) that are expected not to be completed in time, shall
be issued to the Head Office in advance and ahead of tasks expiration.
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 4 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

The PMS itself is designed allowing the following works postponement tolerances, though all
deferrals are to be treated on a case-by-case basis and taking into consideration multiple factors
(feasibility, reasons for delay, safety conditions, regulatory requirements etc).

Company requirements and goals on acceptable overdue jobs levels are reflected in the KPIs.

2.1.7 Proactive Maintenance Activities

The Company has adopted the usage of on-board condition monitoring systems in order to enhance
the planned maintenance system and maximize equipment availability proactively addressing
maintenance or overhaul needs.
Such proactive systems may consist but are not limited to the following:
 Vibration Analysis and Monitoring, through both fixed and/or handheld measuring devices
 Infrared Monitoring of Electrical Switchboards/Panels through portable Infrared Camera
 Lub Oil Sampling and Analysis at fixed intervals
 Remote diagnostics offered by major machinery providers as/where applicable
 Faulty machineries, corroded electrical connections, damaged material components etc can be
cause of abnormal temperature distribution.

Additionally, Technical dept. maintains a controlled list of Technical circulars / broadcast letters,
which are part of this Manual. These Technical circulars / broadcast letters are reviewed during
MRM meetings and validity is verified .
SHQEE dept. are responsible for the control of Technical circulars / broadcast letters.
All officers must be well familiar when revisions are made by the Technical dept.
In addition, within PMS, specific makers’ forms are being used in order all maintenance issues to be
covered and well documented.
Technical Circulars / broadcast letters can be also found within ePMS common library for all vessels
.

2.1.8 Responsibilities

Shipboard Personnel Maintenance Responsibilities

The Master has the overall responsibility to ensure that all planned inspections and maintenance
are carried out on board in a timely and effective manner with the support of the Chief Officer and
Chief Engineer, each within their field of expertise.
The Master shall:
 Maintain responsibility for all activities being carried out on board
 Be the liaison between the vessel and the Head Office
 Be responsible to ensure that the navigation equipment remains up to date and fully functional
 Coordinate with the Chief Engineer the reporting of repairs and maintenance status to the Head
Office
 Ensure adherence to Company procedures and instructions.

The Chief Officer, also acting as the Safety Officer, is responsible for ensuring inspection and
maintenance of deck areas as well as lifesaving and firefighting.
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 5 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

The Chief Officer shall:

 Work closely with the Chief Engineer to coordinate vessel maintenance works
 Ensure that the following equipment and systems maintenance is conducted in line with the PMS
requirements and instructions:
- Emergency equipment, excluding those assigned to Chief Engineer
- Fixed and portable lifesaving and firefighting equipment
- Deck house interiors, funnel, masts, derricks, cranes, rigging and ventilators
- Accommodation ladders, gangways and pilot ladders
- Compartments, void spaces and areas not specifically assigned to Chief Engineer or Cook
- Cargo handling systems, pipelines and equipment, except of mechanical maintenance
- Cables, ropes, wires, chains and mooring equipment
- Cooperate with Chief Engineer and ETO for the maintenance the radio/navigation equipment
- Lifting equipment
- Passageways and accommodation spaces
- All running gear
 Ensure that the Chief Engineer is aware of all mechanical and operational deficiencies identified
on propulsion, cargo/ballast handling and auxiliaries.

The Chief Engineer is responsible for all machinery equipment and areas/fittings in accordance
with these procedures.
The Chief Engineer shall:
 Be responsible for the timely completion of the PMS tasks
 Assign competent personnel to complete the tasks
 Ensure the proper operation and maintenance of deck and engine machinery
 Cooperate with Chief Officer and ETO for the maintenance of the navigation and communication
equipment
 Keep records of:
- Maintenance and overhauls
- Major operating data
- Equipment class status
 Update Engine Log Book
 Delegate the 2nd Engineer for the spare parts inventory and handling
 Follow up spare parts needs and issue requisitions in a timely manner for scheduled tasks and
overhauls, in coordination with Head Office
 Notify the Master and Ship Manager of defects or deficiencies.

The Electrotechnical Officer (ETO) is responsible for the operation and maintenance of Electrical
and Electronic systems of the vessel, including Ex-Type, intrinsically safe equipment and lighting.
The ETO shall:
 Comply with IMS requirements
 Cooperate with Chief Engineer for the maintenance the radio/navigation equipment
 Follow PMS instructions and undertake assigned maintenance and/or troubleshooting works
 Report deficiencies to Chief Engineer
 Monitor the switchboards’ insulation indications
 Identify low insulation origin and rectify
 Inspect the condition of the earthing or bonding, where applicable.

Any deficiencies identified either during planned inspection and maintenance works or abruptly
occurred shall be reported as defects in the system and resolved accordingly.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 6 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

Shore Personnel Maintenance Responsibilities

The Fleet Technical Manager/Marine Manager and Superintendent Engineer/ Marine

Superintendent are responsible to ensure that the vessels and their equipment are being maintained
in line with the PMS instructions, defects are minimized and if any, resolved in a timely manner and
overall vessels remain in good operational condition. The Fleet Technical Manager /Superintendent
Engineer and Marine Manager/ Marine Superintendent have under their responsibilities to monitor
and review all tasks of the relevant shipboard personnel; Chief Engineer and Chief Officer namely.

The Fleet Technical Manager / Marine Manager shall:

 Ensure that the vessels maintain compliance with relevant regulations.
 Approve PMS maintenance schedule and/or potential extensions in scheduled maintenance
works
 Maintain overview of the vessels condition, open defects and/or major works underway, in
coordination with Superintendent Engineer / Marine Superintendent input
 Authorize the purchase of machinery, equipment, spare parts and engine/deck stores in line with
Superintendent Engineer / Marine Superintendent recommendations
 Approving and monitoring drydock and major repair expenditures.
 Oversee preparations for major surveys and inspections
 Ensure that corrective actions are taken in response to any recommendations or defects
identified.

The Superintendent Engineer/ Marine Superintendents shall:

 Monitor the Planned Maintenance System Records and following up with vessel further actions
needed
 Monitor unscheduled maintenance works carried out aboard the vessels
 Contribute to the development of the Planned Maintenance System, revisiting jobs and
instructions frequently
 Monitor and follow up on spares requirements needs both for stock replenishment
(critical/optimum) and planned maintenance tasks conduction, reverting with recommendations
on optimum spares changes too
 Provide support to shipboard personnel on vessels under their supervision on the operation and
maintenance of vessel machinery and equipment, including troubleshooting, makers’
engagement to support, attendance arrangements etc
Attending vessels as and when required in line with the annual attendance requirements, assessing
vessels maintenance condition and needs, preparing vessels for major works (drydocks) and
attending drydocking and major repairs.

2.2 Critical Equipment

2.2.1 Identification & Maintenance of Critical Equipment

Critical equipment is defined as all shipboard equipment and systems determined to be essential in
preventing the occurrence of – or mitigating the consequences of –an uncontrolled event. The failure
of such equipment may result in in hazardous situations that compromise the safe operation of the
ship, endangers human life, the environment, the vessel and/or her cargo.

Identification of such equipment has been based on industry standards and effected via the Risk
Assessment Process. List of identified Critical Components and is shown below:

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 7 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

Category of Critical Description Responsible

Equipment shore dpt.
Navigation equipment  RADAR – ECDIS SHQEE Dept
 MAIN ENGINE Components :
 MAIN BEARINGS
 CONNECTING ROD BEARING
 CROSSHEAD BEARINGS
 SAFETY VALVES
 ALARMS & SHUTDOWNS
 CYLINDER COVER WITH EXHAUST
Propulsion equipment Technical Dept
VALVE & ACCESSORIES
 PISTON & PISTON ROD
 CYLINDER LINER
 LUBRICATOR
 FUEL OIL SUPPLY SYSTEM
 M/E SAFETY DEVICES TRIPS ALARMS &
EMERGENCY SHUT DOWN
 D/G PRELUBRICATION PUMP & D.O
Power generation and SUPPLY PUMP
Technical Dept
management  D/G TRIPS ALARMS & EMERGENCY
SHUT DOWN
 EMERGENCY AIR COMPRESSOR & AIR
BOTTLE
 EMERGENCY GENERATOR
 EMERGENCY GENERATOR
Dead ship recovery
SWITCBOARD & BATTERIES Technical Dept
equipment
 EMERGENCY LIGHTING
 EMERGENCY STEERING
 BATTERY CHARGER & DSCHARGE
BOARD
Steering gear equipment  STEERING GEAR No1 or No 2 (Connected
Technical Dept
and alarms to emergency switchboard
 IGS – PLANTS SHQEE Dept/
Inert gas equipment
 GAS GENERATORS Technical Dept
 ODME
Bilge and Sludge  OILY WATER SEPARATOR SHQEE Dept/
management  DE WATERING SYSTEM (BULK Technical Dept
CARRIERS)
 OIL MIST DETECTORS M/E & D/G
 FIRE & GAS DETECTION ALARM
Control and monitoring Technical Dept
SYSTEMS
 TESTING EQUIPMENT
Cargo and ballast
 CARGO TKS LEVEL H+HH ALARMS SHQEE Dept
monitoring
 RESCUE BOAT (INCLUDING L/B No1 or 2 )
Lifesaving appliances SHQEE Dept
 FF LIFE BOAT
 QUICK CLOSING VALVES &
VENTILATION SYSTEM FUNNEL
Emergency response Technical Dept
DAMPERS
 EMERGENCY FIRE PUMP
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 8 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

 EMERGENCY FO SHUT DOWN SYSTEMS

 EMERGENCY FRAMO PUMP
(TANKERS/OBOS)
 FIXED HIGH PRESSURE CO2 FIRE
EXTINGUSING SYSTEM
 FIRE DETECTION & ALARM SYSTEM
 GENERAL ALARM AND PUBLIC ADDRESS
SYSTEM

Safety Critical equipment is an individual piece of equipment, a control system or an individual

protection device which in the event of a single point failure may:
 Result in a hazardous situation
Or
 Direct cause an accident that results in harm to people or the environment

Company’s safety critical equipment has been identified through a hazard analysis approach (risk
assessment), taking into consideration:
 latest industry standards
 ICS, IMO, IACS, requirements
 Business continuity issues

This specific RA can be found within the approved Company’s Risk Assessment Library, which is
reviewed on an annual base.
An ongoing process is used to eventually add additional critical items based on re-approaching the
risk analysis and on industry and Company identified needs.
Company’s PMS give a clear indication of the specific items categorized under each of the above
elements (Safety / Deck / Engine).
Operational checks are established for all shipboard critical equipment and alarms, are reported
monitored via the PMS Software. Any malfunctioning should be immediately reported and dealt with
as necessary.

Specific elevated work instructions for carrying out maintenance of critical equipment and systems
are available in the system’s manuals, supplemented by:
 National and International regulatory standards;
 Industry’s publications;
 Equipment makers’ manuals (as applicable).

These procedures include:

 Availability of spare parts and tools required to conduct the maintenance (refer to the procedures
for de-activation / re-activation reporting, as well as to the identified optimum stocks of spares for
critical equipment).
 Instructions about the way the maintenance is to be carried out (refer to specific guidance on
case-by-case basis, provided by all the applicable sources).

In several cases additional instruction issued by Technical Dept (in addition to the ones stated by
makers) may be found within the PMS being in use. The elevated work instructions are incorporated
in the maintenance routines structure, including the risk assessment and the de-activation / re-
activation reporting standards.

When any item from the above list requires a spare, the requisition must be endorsed and the
relevant order handled as a priority.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 9 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

Records of performance data of all critical equipment and alarms should be kept in a quantitative
manner, in order to assess their performance during the routine operational tests. This is done via
the PMS, in order to identify trends and re-adjust, if deemed necessary, the maintenance practice.
In the same as above context, recording the test frequency, test date and actual setting of each
alarm/trip against the original set points should be carried out. Any significant deviations from a
design set point found during routine testing/maintenance of critical systems, alarms, control or
shutdown system must be reported to the C/E and the Technical Department, via the applicable
maintenance reporting system.

Safety Critical equipment maintenance is always handled with priority amongst the shipboard
equipment and, under normal circumstances; leaving overdue PMS routines referring to critical
equipment is NOT TOLERABLE.

Safety Critical equipment status / failures should be checked through PMS, daily by the Technical
Superintendent or Marine Superintendent. Data from critical equipment failure should be discussed
during the MRMs. For this purpose, extracts of the PMS registries should be used.

Moreover, all safety critical equipment downtime, due to failure or to stoppage for maintenance,
should be recorded and added-up on vessels and fleet-wide basis, in order to be assessed against a
Company’s established KPI for this purpose.

In the above context, trends and historical data recorded in the PMS should be used by the
Company to improve the maintenance system of critical equipment/systems, so as to prevent
incidents or out of service periods.

Persons that are responsible for the maintenance and repair of critical equipment and systems, as
well as the calibration and adjustment of alarms and other parameters of the same, must be senior
Officers or competent Contractors (subject to the Company’s selective and screening process),
properly qualified/trained/experienced for this task. See overleaf for details of Company's minimum
competency standards for critical equipment. These standards are reviewed annually at
Management Review Meetings.

2.2.2 Safety Critical Spare Parts

Safety Critical Spare Parts are the spare components associated with the maintenance and
repair of safety critical equipment.

The Company identified minimum quantity of SAFETY critical spare PARTS, through a risk based
approach according to company’s Risk assessment procedure taking into consideration:
 latest industry standards;
 ICS, IMO, IACS, requirements ;
 Vessel’s reliability from a business delivery perspective and business continuity

Relevant TRA can be found within the approved Company’s Risk Assessment Library which
is reviewed on an annual base.
Safety Critical spares which are carried out can be used in two ways:
 Proactively: Used on board during planned maintenance to ensure reliability of the safety critical
equipment to mitigate the occurrence of the hazardous situations.
 Reactively : Used on board during unplanned maintenance to repair damage safety critical
equipment to prevent a hazardous situation from escalating a more serious uncontrolled
incident.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 10 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

The PMS Software Program controls the quantities of spares found below minimum level and
alarms the user and office operator. Electronic requisition can be created automatically.

2.2.3 Competency Standards of Critical Equipment and Systems

Operation of Critical Equipment and Systems should be performed only by competent Officers
onboard.

Maintenance of Critical Equipment may only be undertaken by competent external contractors or

senior officers (Master, Chief Engineer, Chief Officer or Second Engineer or Electrician).

Changing of Manufacturer’s Alarms and Parameters is not allowed. In this context, Chief Engineer
is responsible to restore Critical Equipment parameters or setting points to their original values, in
case they found deviating during tests.

Chief Engineer is considered competent to amend a parameter/setting point for restoring

parameters to their original settings (if applicable).

Authorization to alter the parameters to a value other than the original settings lies to be
ONLY carried out after Fleet Technical Manager’s justified decision.

A detailed list of Competency Standards for the Operation, Testing and Repairs for amending of
Critical Equipment and Systems is given in the following table. Competency of ship personnel is
ensured via their established training and familiarization processes.

In case of required employment of external contractor / shore personnel, for being involved with the
maintenance of any critical equipment and/or systems, appropriate competency for the specified
operation should be ensured by the Fleet Technical Manager, prior to the appointment.

2.2.4 Minimum Competency Standards for Critical Equipment

EQUIPMENT MINIMUM COMPETENCY

CATEGORY OPERATION MAINTENAN REPAIRS SETTINGS
CE
1 ECDIS Bridge Officers4 MAF1 / MAF1/ MAF1
Ch. Engineer – Ch. Engineer /
Electrician Electrician
Electrician
Officer
2 RADAR Bridge Officers4 MAF1- MAF1- N/A
Electrician Electrician
3 CARGO TANK
OVERFILL LEVEL MAF1/C/E – MAF1/C/E –
ALARM SYSTEM OOW Electrician MAF1/C/E – Electrician
Electrician

4 INERT GAS SYSTEM OOW MAF1/C/E – MAF1/C/E – MAF1/C/E – Electrician

Electrician Electrician
5 MAIN ENGINE
Components :
a. Main Bearings Engine crew – C/E MAF1/C/E – MAF1/C/E – MAF1/C/E – Electrician
b. Connecting Rod
Bearing
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 11 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

c. Crosshead Bearings
d. Safety Valves
e. Oil Mist Detector
f. Alarms & Shutdowns

6 MAIN ENGINE
SAFETY DEVICES MAF1/C/E – MAF1/C/E –
Engine crew – C/E Electrician MAF1/C/E – Electrician
Electrician
7 A/E L.O PRIEMER Engine crew – C/E C/E – 2E/R- C/E – 2E/R- MAF1/C/E – Electrician
PUMP ELECTR. ELECTR.
8 M/E TRIPS, - C/E - Electrician/ MAF1/Ch. Engineer
ALARMS & Electrician Ch.Engineer3
EMERGENCY
SHUTDOWNS
9 D/GTRIPS, - C/E - Electrician/ MAF1/Ch. Engineer
ALARMS & Electrician Ch.Engineer3
EMERGENCY
SHUTDOWNS
10 EMERGENCY Engine Officers4 C/E - Electrician/ Ch. Engineer
FO & DO Electrician Ch.Engineer3
SHUTDOWN
SYSTEMS
11 FIRE DETECTION Engine Officers4 C/E - Electrician/ Ch. Engineer
AND ALARM Electrician Ch.Engineer3
SYSTEM
12 GAS DETECTION Deck– Engine Electrician Electrician/ Ch. Engineer
AND ALARMSYSTEM Officers4 Ch.Engineer3
13 FIRE FIGHTING Engine Officers4 Electrician Electrician/ Ch. Engineer
SYSTEMS & Ch.Engineer3
EQUIPMENT
14 OILY WATER Ch. Engineer MAF1/ Ch. MAF1/ Ch. Ch. Engineer
SEPARATOR Engineer Engineer
15 ODME Ch. Officer Electrician Electrician Ch. Officer
16 EMERGENCY FIRE Ch.Engineer Ch.Engineer Ch. Engineer
PUMP & D.O PUMP /Electrician /Electrician
17 EMERGENCY QUICK
CLOSING V/V –
VENTILATION & C/E – 2E/R- C/E – 2E/R-
Engine crew – C/E ELECTR. MAF1/C/E – Electrician
FUNNEL DAMPERS ELECTR.

18 EMERGENCY AIR
COMPRESSOR AND
EMERGENCY D/G C/E – 2E/R- C/E – 2E/R-
EMERGENCY AIR Engine crew – C/E ELECTR. MAF1/C/E – Electrician
ELECTR.
RESERVOIR

19 ATMOSPHEREMO
NITORING Deck– Engine Electrician/ Electrician/ C/O
Ch. Engineer
EQUIPMENT(FIXE Officers4 MAF1 MAF1
D & PORTABLE)
20 EMERGENCY
SWITCH BOARD C/E – 2E/R- C/E – 2E/R-
AND EMERGENCY Engine crew – C/E ELECTR. MAF1/C/E – Electrician
ELECTR.
BATTERIES
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 12 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

21 BATTERY CHARGER
& DISCHARGE C/E – 2E/R- C/E – 2E/R-
BOARD Engine crew – C/E ELECTR. MAF1/C/E – Electrician
ELECTR.

22 MAIN AIR C/E – 2E/R- C/E – 2E/R-

Engine crew – C/E ELECTR. MAF1/C/E – Electrician
COMPRESSOR No 2 ELECTR.
23 HIGH &HIGH HIGH - Electrician/ MAF1/Electricia MAF1/Electrician /
LEVEL ALARM Ch. Officer3 n Ch. Officer
SYSTEM
24 EMERGENCY MAF1/C/E – MAF1/C/E –
Engine crew – C/E Electrician MAF1/C/E – Electrician
STEERING GEAR 1-2 Electrician
25 PRIMARY & - Electrician Electrician / C/O MAF1/Master/
SECONDARY Hi /Ch.Officer / Electrician/C/O
Level Alarms MAF1
26 F/F LIFEBOAT C/0- BOSUN C/O – DECK MAF1/C/E – MAF1/C/E – Electrician
CREW Electrician
27 RESCUE BOAT C/0- BOSUN C/O – DECK MAF1/C/E – MAF1/C/E – Electrician
(INCLUDING L/B NO CREW Electrician
2)
28 FIXED HIGH
PRESSURE CO2
FIRE
EXTINGUISHING C/E – C/O MAF1- C/O MAF1 MAF1
SYSTEM

29 GENERAL ALARM
SYSTEM / PUBLIC MAF1- C/E- MAF1- C/E-
Master – C/O MAF1- C/E-Electrician
ADDRESS Electrician Electrician

Above officers / ratings to hold STCW licenses / diplomas relevant to their rank.

1. Manufacturers' Authorized Facility (MAF)

2. Within Manufacturers' Recommended Range
3. Supervisory Role; various tasks may be delegated as necessary
4. As applicable

* See overleaf for more detailed information on competency standards for amending alarms and control set
points on board.

Competency standards for service providers for periodic servicing and maintenance of LSA are also detailed
overleaf.

Important Notes:
1. Competency of ship personnel is ensured via their established training and familiarization
process.
2. Maintenance of critical equipment may only be undertaken by competent external contractors or
senior officers; junior officers and ratings may only play an assisting role.
3. In case of required employment of external contractor / shore personnel, for being involved with
the maintenance of any critical equipment and/or alarm, appropriate competency for the
specified operation should be ensured by the Fleet Technical Manager, prior to the appointment.
Shipboard introduction, familiarization and assessment are subject to procedures defining the
processes of ‘afloat repairs’ and ‘riding teams’ and detailed in the present Company’s System
manual.
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 13 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

4. Parameter amendment competency refers to the authority for restoring parameters to their
original settings (if applicable). Authorization to alter the parameters to a value other than the
original settings lies only with the Fleet Technical Manager
5. Operation and maintenance of critical equipment that might involve immobilization of the vessel
or re-planning of the voyage should be always subject to the Master’s approval
6. The C/E may held responsible to restore CE’s setting points to their original values, in case they
are found deviating, during tests; complete change of the setting points to different values from
the original ones should be ONLY carry out following the Fleet Technical Manager’s’ justified
decision.

2.2.5 Critical Equipment Damage or Shut-Down For Maintenance (Activation – De-Activation

Process)

Maintenance of the critical equipment is considered a priority over any other shipboard equipment.
To this effect, the C/E is urged:
 To always keep onboard a minimum safe level of spares and tools for such equipment.
 To ensure all required manufacturers’ maintenance manuals are readily available.
 To ensure that the engine Officers are familiar with the manuals and the relevant IMS/PMS
maintenance procedures.

Leaving overdue maintenance operations associated with critical equipment is not tolerable. Specific
reporting requirements are established in case for critical equipment is shut-down for maintenance
in the following cases:
 When a malfunction is found during regular testing, or at any other time.
 When planned maintenance must be carried out that requires de-activation of the critical
equipment.

2.2.6 Permission For Maintenance On Critical Equipment (De-Activation / Re-Activation)

Before any planned or unplanned maintenance work can be carried out involving
stoppage/disarmament of any critical equipment and alarms, the Master must ensure the matter is
discussed on board and planned at the “Tool Box” meeting. Part of the tool box meeting should
include:
1. The results of the existing in TRA Library or the one prepared by the vessel with additional
hazards and controls.
2. Completion / submission of activation – de activation of critical equipment form.

The Risk Assessment

The risk assessment must include the following as a minimum:
 personnel, spares and tools
 worst case scenarios
 recovery and mitigation measures
 commissioning and testing procedures
 alternative back up equipment/systems
 necessary modification in operational procedures as a result
 hazards related to taking the equipment or systems out of service
 possible consequences of equipment disbarment in piracy prone areas, when applicable
 Time required
 additional safety procedures (emergency)

This risk assessment must be forwarded to the shore Risk Assessment Team, including the Fleet
Technical Manager DPA /Marine Superintendent / Technical Superintendent. TRA team will review
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 14 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

the assessment and will approve/reject (if needed) permission for the work to go ahead, providing
the Master with any additional precautions to be taken as applicable.

If circumstances change in any way while work is in progress, such as environmental conditions,
crew fatigue or operational parameters, the work must be suspended and a further risk assessment
undertaken for review and approval/refusal by shore Risk Assessment Team.

Company has prepared "Critical Equipment De-activation/Re-activation Permit” to be used

whenever critical equipment must be shut –down or become defective, which is divided in 4 parts.
“Critical Equipment De-activation/Re-activation Permit” and relevant TRA should be submitted
by mail for review and approval and afterwards to be posted in PMS software with relevant records.

Part 1 (Initial Information) of this form should be filled in and sent immediately to the attention of the
Chief Technical Director and the DPA, including TRA.
Topics listed such us:
a. Reasons for critical equipment shut down or nature of equipment failure
b. A TRA including specific control measures
c. Alternative back up equipment
d. Recovery and mitigating actions
e. Additional safety / emergency procedures

Part 2 – Shore Management initial approval / approval of extension

The Responsible shore staff, after assessing the situation, may provide either their approval so that
the maintenance work can be commenced, or will be prohibited stating the reasons.
Provided the approval of the Company is received, the maintenance work may be carried out.

Part 3 – Work time extension request

Part of this form should be completed whenever work cannot be completed in the time frame initially
planned. If the initial TRA is still valid no additional approval is required. A new Risk assessment
will be requested in case initial hazards changed or new included.

In this part the following should be completed:

a. Reason for extension
b. Any expected changes to weather or Operational conditions
c. Necessary modification in operation
d. Any modification to safety / emergency procedures

When the maintenance work is completed, the Master and the C/E must send the form Part 4 (Work
completion confirmation) to the Fleet Technical Manager and the DPA, to inform them on the critical
equipment repair or maintenance work close out.

All communications between the ship and shore must be maintained as records together with the
maintenance request and should be posted within ePMS.

Note: Approval of all parts can be obtained also by mail.

2.2.7 Competency standards for amending alarms and control set points on board

1. No person on board is authorized to amend/change machinery and equipment set points

OUTSIDE the manufacturer’s suggested working ranges.
Should the need for such an actions arise, a written request shall be sent to the office (except in
emergency situations when the Master might override these instructions). The request should
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 15 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

properly document the need for such an action, including duration and eventual consequences
etc..
2. The Chief Engineer is the only person on board to authorize amending/changing of machinery
and equipment set points WITHIN the manufacturer’s suggested working ranges. The actual
action may be delegated to and be performed by the Electrician and 2nd Engineer.
The action must be recorded in the E/R Logbook, including justification of need, duration,
anticipated consequences, any contingency measures etc. (See IMS Manual, IMSPRO – Risk
Management and Management of Change).

The office must be informed without delay.

Competency standards for service providers for periodic servicing and maintenance of
lifeboats, launching appliances and on-load release gear. (MSC/Circ.1206)

In order to meet the newly introduced guidelines when engaging service providers for above
mentioned servicing and maintenance, the Company will make every effort possible to engage
Manufacturers or their approved providers.

If a manufacturer-certified provider is not available, the maintenance and testing may be carried out
by a service provider who the owner has determined to be competent to conduct this service. As
minimum, the process by which this determination of competency is made is as follows:
 evidence service provider’s operation is certified in accordance with a quality standard (ISO
9001 or equivalent),
 service provider’s operations follow standardized procedures,
 evidence that service provider has servicing experience with vessel’s lifesaving equipment;
service provider has a record system which provides traceability of work carried out and parts
used. All spare parts used should be the original manufacturer’s spare parts. If the equipment
manufacturer no longer exists and there are no original spares then equipment must be replaced
by equipment compliant with Marine Equipment Directive (Wheel marked),
 service provider has a formal service personnel training program with details of individual
training and experience. Persons undertaking maintenance should have at least one year’s
experience of the maintenance of lifesaving appliances,
 all information referred to above must be readily available in case of an accident involving a
lifeboat serviced by the service provider at the request of the owners or the administration.

2.3 Masters’ Inspections (Wet Fleet Vessels ONLY)

Masters of tanker vessels are obliged to carry out a full inspection of the vessel, preferably within
the 1st or 2nd month of their service, using the OCIMF publication VIQ (Vessel Inspection
Questionnaire). It is not necessary for the inspection to be carried out in one day, however, all items
should be covered over a period of 2 – 3 days.

These inspections will not only ensure a clear picture of the condition of the vessel but will also act
as a training tool for officers and crew, who should be questioned as they would be by an actual
vetting inspector and respond accordingly.

Deficiencies raised during these inspections should be reported to the office stating Chapters and
item numbers as per VIQ.

Samples of Schedules/Checklists/Reports etc., mentioned in these procedures can be found

in IMS Forms Manual. These samples are for reference purposes only and must never be
removed from the manual for use or photocopying. The SQHEE Department is responsible
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 16 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

for distributing these documents in accordance with the specific requirements of vessels and
shore side departments.

2.4 Maintenance Records Review & Evaluation

The electronic Planned Maintenance System allows historic information to be maintained for every
component but also statistics to be drawn in terms of each component, job, vessel or even fleet wide
level.

Maintenance records are reviewed, analyzed, presented and discussed during the MRMs including
but not limited to:
 Amount of completed jobs (Planned/Unplanned)
 Amount of defects (subject to the amount of defects, trends in terms of specific recurring failures
or failing equipment are being identified)
 Overdue jobs
 Critical equipment planned/unplanned maintenance jobs
 Critical Safety spares inventory.

Subject to identified needs and/or even emerging trends, above scope may vary so as to properly
capture vessels/fleet maintenance status.

Besides the above, Critical equipment failures are checked monthly by the Technical Department
staff and reported to the Chief Technical Director, utilizing extracts of the PMS registries used.

In addition to the above, critical equipment failures are discussed during the monthly company’s
meetings.

Moreover, all critical equipment downtime due to failure or to stoppage for maintenance is recorded,
in order to be assessed against Company KPIs.

2.5 Onboard Management Meetings

On board Management meetings should be held once every week. The meetings should be chaired
by the Master and attended by Chief Engineer, Chief Officer and 2nd Engineer as a minimum. The
agenda for the work planning meeting should include but is not limited to any outstanding work
planning issues from previous meeting, new repair and maintenance items, risk assessment and
allocation of resources.

Planned inspections and maintenance must be discussed at weekly meetings to avoid conflicts in
work activities and to highlight safety issues related to the planned work activities. The Master must
be present at such meetings as well as other appropriate officers and ratings.

In addition to the above weekly meetings, daily “toolbox” meetings must also take place.

2.6 Shore Personnel Vessel Inspections

Reference is made to the IMSPRO, "Company Representatives' Visit Onboard"

Shore management is regularly visiting the vessels in the fleet.

 A minimum of two (2) visits per calendar year by marine superintendents and superintendent
engineers shall be performed, to the extent possible at six (6) months intervals.
 At least one (1) visit per year by a marine superintendent is mandatory
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 17 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

During each inspection, checks as per the reporting form should be carried out. The extent of the
inspection should be pre-agreed between the Fleet Technical Manager and the Superintendents,
depending on their expertise, the available time and/or the vessel’s operational status and specific
needs. The completion of all sections of the inspection form may be achieved during one or more
ship inspections by attending superintendent(s), the respective Director is responsible to ensure that
all sections of the form are inspected at least once within a calendar year.

The superintendents, at least every two years, shall make a voyage with the vessel and in
conjunction with any other duties, will observe the standards of safety and advice the Company of
any required improvements and corrective actions, as well as to verify that reported maintenance
had been carried out through random cross checks of records and machinery and observe
engineering practices and engine room management standards.

To the extent possible and when practicable, Ballast Tanks are also to be inspected by attending
Superintendent during vessel visit. The purpose of these inspections is to identify in situ areas and
extent of coating breakdown, pitting, corrosion, substantial corrosion and approaching substantial
corrosion, though inspections should anyway be regulated and findings recorded in the PMS.

Shore personnel (Marine Superintendents & Superintendent Engineers) use detailed vessel
inspection guidelines produced by the Company in the format and with the contents of oil majors’
VIQ7 Questionnaire and further checks taken from other 3rd party inspection checklists. These
documents also provide guidelines for tank inspections as an additional aid and are controlled and
updated by the SHQEE Department.

Shore personnel record their findings (defects, non-conformances, best practices etc) on an format
report that allows for automatic updated of the Company’s defect database. Non-conformances and
best practices are handled by the SHQEE Department.

Corrective and preventive actions are monitored and records maintained by relevant departments.

2.7 Equipment Re-Commissioning After Overhauling

Special attention should be paid for the proper re-commissioning of equipment, following the
completion of any shipboard maintenance operation.
For this purpose, the following should be considered:
 Upon completion of any maintenance work and before preparing the documentation and formally
closing the pending activity, it should be ensured that the equipment has been brought back in
normal operation.
 If tagging/untagging and/or work permit process is implemented, closing of the permit and/or
untagging should be carried out, prior to considering the job as “done”.
 Attention should be placed for ensuring proper operation of adjacent equipment that might be
indirectly affected by the subject activity.
 Any job reported as completed is supposed that includes confirmation of proper re-
commissioning of equipment in full operational status. In case of doubt, of residual failures or
limited operability of the equipment, this should be clearly mentioned in the relevant report.

2.8 Identification and management of obsolete and/or not used equipment

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 18 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

All machinery or equipment, and parts thereof, that is deemed to be restrained from use or
continued service and which is not immediately disposed of, must be clearly identified by means of
“Obsolete Equipment” or “Equipment not in Use” tags.
Equipment must be withdrawn from service and tagged accordingly if:
 It does not meet the requirements for which it has been procured.
 It has failed in service and is to be landed for disposal.
 It has been withdrawn from service pending an overhaul, repair or service by ship's staff or
outside contractor, or is permanently or temporarily replaced by other equipment in use.

Tags are to be attached to the subject equipment by secure means that require a physical act to
remove e.g. locking ties or staples and must contain the following information:
 The rank of the person withdrawing the equipment from service.
 The date that the equipment has been withdrawn from service.
 A brief reason for the withdrawal from service e.g. overhaul, leaking, replacement etc.

The entries on the tags should be made using ink that is not easily erased i.e. will not wash off in
rain or spray. The tags can be reused, providing that subsequent entries are clearly legible.

Machinery or equipment that has been withdrawn from service or is unsuitable for service must be
kept always isolated from the power supply and segregated from satisfactory equipment, whenever
possible.
The tag must be removed prior to the defective/unsuitable equipment being disposed of or landed
for repair or where the item is subsequently repaired, so that it is ready for service.

Withdrawn / isolated equipment tags can only be removed with the permission of the Master, Chief
Engineer, Chief Officer or 2nd Engineer, who must be satisfied that removal of the withdrawn
equipment status is justified.

NOTE:
Equipment temporarily isolated for the purposes of planned and/or unplanned maintenance should
follow the Lock-out / Tag-out processes.

2.9 Unscheduled & Maintenance Procedures

2.9.1 General

These procedures are in place to ensure unscheduled maintenance work is carried out as and when
needed in an efficient and effective manner to ensure the vessels' continual seaworthiness and
trading readiness.

Unscheduled maintenance means work that needs to be carried out aboard a vessel that has
not been pre-planned and is not part of the Planned Maintenance System.

Unscheduled maintenance system comprises as a minimum:

 All defects and malfunctions of the vessel and its equipment reported to the Company by the
vessel’s crew and/or Company’s superintendents during their shipboard attendances.
 All equipment failures or breakdowns identified by third parties (SIRE, PSC, CDI etc).
 Additional maintenance or inspection needs arising from other vessels findings and/or additional
makers recommendations
 All Conditions of Class (CoC) and Class memos with due date reported by Class.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 19 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

For reporting, registering, analysing and following-up / tracking of all unscheduled maintenance from
failure to repair the electronic maintenance system is used.

The purpose of the procedures is to ensure the need for unscheduled maintenance work is:
 carefully reviewed before commencement to ensure it is carried out by competent persons in a
safe and efficient manner,
 reported to shore management,
 recorded to allow for close monitoring of the condition and status of vessels' structure, fittings,
machinery and equipment.

2.9.2 Responsibilities

The Master, in close liaison with the Chief Engineer and Chief Officer, is responsible for
deciding the following:
 if the maintenance work to correct an identified defect can be performed safely and efficiently by
crewmembers
 if shore assistance is needed i.e., specialists/technicians, extra personnel, spare parts, supplies
etc.,
 if a stay in port or gas free conditions are necessary,
 if shore management permission is needed, i.e., hot work at sea.

The Chief Engineer is responsible for unscheduled maintenance work on machinery, equipment,
fittings etc., categorized as Engine in the Planned Maintenance System (Chapter 1)

The Chief Officer, who is also the Safety Officer, is responsible for handling unscheduled
maintenance work on equipment, fittings etc., categorized as Safety and Deck in the Planned
Maintenance System (Chapter 1)

They must both ensure that:

 the Master is informed of the need for unscheduled maintenance work in their respective areas
of responsibility,
 the work is planned carefully and supervised throughout to ensure it is carried out safely and
effectively,
 necessary documentation is completed and records are maintained

Ship Superintendents and Technical Director/ Marine Manager, are responsible for:
 monitoring unscheduled maintenance work carried out aboard the vessels and ensuring it is
logged into the Unscheduled Maintenance (defect) database and a record is kept of its close out
when completed,
 arranging for a risk assessment to be carried out before permission is granted for hot work to
take place outside permitted areas,
 arranging for stays in port, gas free conditions etc., in liaison with the Fleet Operator,
 arranging for extra personnel, technicians/ specialists to attend the vessel.

2.9.3 Unscheduled maintenance

Unscheduled maintenance refers to work carried out aboard a vessel that has not been pre-planned
and is not part of the Planned Maintenance System in place.

These procedures must be followed for all unscheduled maintenance work related to the safety,
seaworthiness and trading readiness of the vessel.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 20 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

The Company uses the PMS that allows the close monitoring of unscheduled maintenance work and
maintaining an updated picture vessel condition and needs. The PMS also maintains a history of all
unscheduled maintenance for future review purposes.

The Chief Engineer and Chief Officer must inform the Master of the need for all unscheduled
maintenance work in their areas of responsibility, as soon as identified and must together evaluate
the situation and decide what action should be taken. Evaluation may take place at weekly
management meetings held onboard unless the work is urgent and needs to be handled
immediately.

The need for unscheduled maintenance and repairs may be identified during:
 planned inspections and maintenance
 day to day observations by the Master, Officers and crew
 defects identified during emergency drills
 a Class surveyor
 a third-party inspector or auditor
 a member of shore side personnel attending the vessel

Unscheduled maintenance may be required as a result of:

 Damage to the vessel or its machinery and equipment
 A malfunction or breakdown of a piece of machinery or equipment
 Significant abnormal wear and tear of the vessel's structure, fittings, machinery and equipment
 Proactive intervention on vessel equipment

When evaluating the situation Masters, Chief Engineers and Chief Officers together with Technical
Department must assess if the crew can carry out the work, under which circumstances, when (ex.
during normal voyage or Drydock/gas free condition) and/or if shore assistance is needed.

Reasons for the crew not being able to complete the work without shore assistance may include the
need for :
 shore personnel to attend,
 attendance of external specialists/technicians,
 class attendance during or after the work is completed,
 the vessel to be in gas free condition,
 a stay in port/anchorage or a stop of the vessel.

2.9.4 Unscheduled Works Categories

Procedures detailing how an unscheduled work must be handled are split in two different categories:
 unscheduled work identified by crew
 unscheduled work identified by shore personnel and/or third-party inspectors.

Important Reminder:
When unscheduled maintenance work will involve hot work outside permissible areas, or entry into
enclosed spaces, procedures detailed in Shipboard Safety Manual (SSM) must be followed.

2.9.5 Unscheduled Works Resulting from Crew Assessment

When the crew carry out works without any shore assistance a defect must be maintained in vessel
PMS and flagged as such. Same applies in cases where crew are not able to carry out the work
without shore assistance, with the difference that the defect shall remain open.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 21 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

The Head Office will then make all the necessary arrangements for the work to be carried out and
inform the Master of how and when this will take place.

When shore technicians/repair gangs are sub-contracted by the Company to perform work aboard a
vessel the Master must ensure work to be carried out is discussed at a tool box meeting together
with team leader/technician and appropriate officers and crew, that hazards are identified and
barriers/controls are agreed to eliminate or lower identified hazards to a tolerable level.

When the work is completed and equipment has been tested (if necessary) the remaining
information must be recorded on the Planned Maintenance System being reviewed by the
Technical/ Marine Department.

2.9.6 Unscheduled Works Resulting from Shore Personnel Input and/or Third-Party Assessment

A copy of third-party inspector reports listing any deficiencies must be forwarded to the Technical,
Marine and SHQEE Departments as soon as they are received.

Whenever possible this should be accompanied by Master’s comments i.e., clarification of

inspector’s remarks, list of items that will be corrected by crew, when work has been scheduled to
take place, and what items will require shore assistance, including supply of spares, shore
technicians etc. At this point the Master should also state what is believed to be the cause of the
deficiencies.

All reports of defects, whether from the vessel or raised by third party or member of shore
personnel, are logged into the PMS for close monitoring and rectification on the basis of a due date,
set either by Head Office or 3rd Party inspector, whichever is applicable.
The same applies to Classification Society Conditions of Class. These are also logged into the PMS,
as unscheduled works to ensure they proper monitoring and closeout in a timely manner.

Through the PMS both the Head Office (Technical/ Marine Department) and vessels are able to
closely monitor the status of the defects and to ensure timely closure.

When work is needed on items categorized as being Critical Equipment and Standby Equipment,
the Master shall immediately forward a Ship’s Defect Report to the Head Office (Technical/ Marine
Department) and copy this and Operations Department. If urgent action and/or shore assistance is
required a phone call upon occurrence shall suffice for initial notification but this must be followed up
by a report form as soon as possible.

When the work is completed, whether by crew or by other means, Master must immediately forward
a fully completed Ship’s Defect Report to the Head Office (Technical/ Marine Department).

When external specialists/technicians attending a vessel provide their own service/repair reports a
copy of these must be forwarded to the office and filed in the PMS work as well for proper record-
keeping. When Machinery/Equipment is landed ashore for repair/calibration/testing etc., Form
"Landed ashore report" must be completed and shared with the office for follow up and handling.

The items planned for rectification during the ensuing Drydock should be clearly identified as will be
included in the specification for the next Drydock and/or planned repairs.

2.9.7 Maintaining Records

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 22 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

Full records of unscheduled maintenance, including open and closed cases, should be available via
the electronic PMS. Any service/repair reports provided by shore specialists/technicians etc., must
be attached to these records.

There must always be full co-operation between the Chief Engineer and Chief Officer to ensure the
work is carefully planned and carried out effectively. All work whether planned maintenance or
unscheduled work must be discussed at weekly Management Meetings and the daily Toolbox
meetings with the Master being kept up to date on the status at all times.

Unscheduled maintenance is also one of the main discussion topics during weekly meetings held
between heads of department shore side.

3. RECORD

Vessel Inspection Questionnaire VIM / SECTION 1 /F001

SAMPLE JOB LIST SUPERITENTEND VIM / SECTION 1 /F000

 Ship’s Defect Report VIM / SECTION 1 /F002

 Critical Equipment De-activation/Re-activation Permit VIM / SECTION 1 /F003
 3-Month Condition Report - Safety VIM / SECTION 1 /F004
 3-Month Condition Report - Engine VIM / SECTION 1 /F005
 3-Month Condition Report - Deck VIM / SECTION 1 /F006
 3-Month Megger Test Report VIM / SECTION 1 /F007
 Monthly Running Hours Reports M/E and Aux. Engines
(not required for vessels with electronic PMS) VIM / SECTION 1 /F008
 Monthly M/E Inspection through Scavenging Port VIM / SECTION 1 /F009
 M/E Performance Report VIM / SECTION 1 /F010
 Monthly Aux. Engine Performance Report VIM / SECTION 1 /F011
 Monthly Tailshaft Monitoring Report VIM / SECTION 1 /F012
 6-Month Inventory/Condition Report Chain Blocks etc VIM / SECTION 1 /F013
 1 Year Automation & Alarm System Test Report VIM / SECTION 1 /F014
 Cargo Tank Condition Reports VIM / SECTION 1 /F015
 Non-Cargo Tank/Space Condition Report VIM / SECTION 1 /F016
 Voyage Engine Log Abstract VIM / SECTION 1 /F017
 M/E Cylinder Unit Gauging Report VIM / SECTION 1 /F018
 Piston & Piston Ring Report VIM / SECTION 1 /F019
 M/E Crankshaft Deflection Report VIM / SECTION 1 /F020
 6-M M/E Crankshaft & Thrust Bearing Inspection & Clearance Report VIM / SECTION 1 /F021
 M/E Holding Down Bolts & Tie Rods VIM / SECTION 1 /F022
 Connecting Rod Bearing Clearance VIM / SECTION 1 /F023
 Crosshead Guide Clearance Report VIM / SECTION 1 /F024
 Auxiliary Engine Crankshaft Deflection Report VIM / SECTION 1 /F025
 D/G General Overhaul Report VIM / SECTION 1 /F026
 Multi stage Centrifugal Pumps Report VIM / SECTION 1 /F027
 Centrifugal (Vaccum) Pumps Report VIM / SECTION 1 /F028
 Screw Pumps Report VIM / SECTION 1 /F029
 Gear Pumps Report VIM / SECTION 1 /F030
 Piston Pumps Report VIM / SECTION 1 /F031
 Critical Spare Parts Inventory VIM / SECTION 1 /F032
 Planned Inspection/Maintenance Schedule- Deck VIM / SECTION 1 /F033
 Planned Inspection/Maintenance Checklist- Deck VIM / SECTION 1 /F034
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 23 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 1
(011) MAINTENANCE OF EQUIPMENT AND SYSTEMS

 Planned Inspection/Maintenance Schedule- LSA & FF Equipment VIM / SECTION 1 /F035

 Planned Inspection/Maintenance Checklist- LSA & FF Equipment VIM / SECTION 1 /F036
 Diesel Generators Crankcase Pressure Monitoring Table VIM / SECTION 1 /F037
 Working Bearings Inventory VIM / SECTION 1 /F038
 Detection of malfunction and leaks in M/E hydraulic system
with M/E stopped VIM / SECTION 1 /F039
 ME stuffing box leakage monitoring VIM / SECTION 1 /F040
 Weekly Emergency Fire Pump Test Form VIM / SECTION 1 /F041
 Weekly Emergency Generator Test Form VIM / SECTION 1 /F042
 Filters Monitoring Replacement and Cleaning VIM / SECTION 1 /F043
 E/R pumps monthly checks VIM / SECTION 1 /F044
 Monthly Works for Fitter Activity Log VIM / SECTION 1 /F045
 3-Month Vibration Monitoring VIM / SECTION 1 /F046
 Stern tube monitoring Form VIM / SECTION 1 /F047
 Cooler (Plate type) Report VIM / SECTION 1 /F048
 Test & Inventory Hydraulic Tools & Jacks VIM / SECTION 1 /F049
 FO Pumps Inventory List for VLSFO VIM / SECTION 1 /F050
 Scrubber Overboard Pipe Thickness Measurement VIM / SECTION 1 /F051
 Monthly Main Engine TBN Records VIM / SECTION 1 /F052
 Engine Measuring Tools inventory form VIM / SECTION 1 /F053
 V-Belts Inventory VIM / SECTION 1 /F054
 Purifiers Monthly Running Hours VIM / SECTION 1 /F055
 PMS Forms for CMS to CLASS VIM / SECTION 1 /F056
 PMS Electric Motors Forms for CMS to CLASS VIM / SECTION 1 /F057
 Inventory Portable Pumps - Portable Hoses - Brake seals VIM / SECTION 1 /F058
 1-Year Record of Tank Overfill Alarms on 3-month basis VIM / SECTION 1 /F059

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 24 of 24
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 2
(011) ENGINE ROOM MANAGEMENT

Contents
1. SCOPE ......................................................................................................................................... 2
2. INSTRUCTIONS .......................................................................................................................... 2
2.1 General ..................................................................................................................................... 2
2.2 Minimum Number of Persons on-watch ................................................................................... 3
2.3 Engine Watch Arrangements.................................................................................................... 4
2.4 Pre-arrival and Pre-departure Checks ..................................................................................... 4
2.4.1 Engine Room Pre-arrival Checks ........................................................................................... 4
2.4.2 Engine Room Pre-Departure Checks...................................................................................... 4
2.5 Standing Orders ........................................................................................................................ 4
2.5.1 Chief Engineer’s Standing Orders .......................................................................................... 5
2.5.2 Chief Engineer’s Engine Order Book ...................................................................................... 5
2.6 Taking-over & Performing an Engine Watch ............................................................................ 6
2.6.1 Watchkeeping Duties ............................................................................................................ 7
2.6.2 Special Considerations During Maintenance Works................................................................. 8
2.6.3 Watch in Restricted Visibility .................................................................................................. 8
2.6.4 Watch in Coastal and Congested Waters................................................................................ 8
2.6.5 Watch in Port and Anchorage ................................................................................................ 8
2.6.6 Periodic Inspections during the Watch .................................................................................... 9
2.6.7 Stand-by conditions in the engine room .................................................................................. 9
2.7 Alteration of Speed & Stops at Sea..................................................................................... 10
2.8 Calling the Chief Engineer ...................................................................................................... 10
2.9 Emergency situations in the E/R ............................................................................................ 10
2.10 Notifying the Bridge ............................................................................................................. 11
2.11 Precautions During Winter Navigation & Sub-Zero Temperatures .................................... 11
2.12 Procedures to be followed when operation in UMS Mode.................................................. 12
2.13 Conditions Needed for UMS Operation .............................................................................. 14
2.14 Engine Room Documentation ............................................................................................. 15
2.15 Analysis Program ................................................................................................................ 15
2.15.1 Cooling and Boiler Feeding Water Analysis Program ..............................................................15
2.15.2 Lubricating Oil Analysis Program ..........................................................................................16
2.15.3 Fuel Oil Analysis ..................................................................................................................16
2.16 Identification and management of obsolete and/or not used equipment ........................... 16
3. RECORD .................................................................................................................................... 17

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 1 of 17
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 2
(011) ENGINE ROOM MANAGEMENT

1. SCOPE

This section describes the actions for engine room management including duties etc. The purpose
of these procedures is to ensure safe and efficient engine watches are maintained aboard Company
vessels. Engineer Officers are obliged to be familiar with these procedures and to follow them at all
times.

It is Company policy to operate certificated vessels in UMS Mode, unless a decision to the contrary
has been taken and approved by Managing Director.

It is also Company policy that whenever engines are on standby and when vessel is maneuvering,
the E/R be attended as per requirements detailed in paragraph “Engine on Standby”.

2. INSTRUCTIONS

2.1 General

Procedures for watch keeping in port and at anchor are shown in Chapter 4, Port Procedures
together with procedures for Bunkering.

Procedures on how to respond in an emergency situation are detailed in the Emergency Response
Manual (ERM).

The DPA, the Chief Technical Director, the Heads of shore departments, Masters and Chief
Engineers are all responsible for ensuring these procedures continually comply with International/
National Rules & Regulations, Shipping Industry Guidelines and the Company’s policies and
requirements.

The Chief Engineer is responsible for:

 preparing and posting his own Standing Orders when taking over from the previous Chief
Engineer,
 ensuring his standing orders are read and signed by engineering officers and posted in
machinery spaces and ECR etc.,
 assisting the Master to establish Engine Watch Schedules and ensuring these are signed by
himself and the Master and posted in the Engine Room and Messrooms,
 ensuring a proper watch is maintained at all times,
 supporting the Engine Watch Team and if ever needed, performing a watch at sea,
 issuing any necessary instructions in the Chief Engineer’s Night Order Book in relation to
prevailing circumstances.

The Engineer Officers on Watch (DEO) are responsible for:

 maintaining a safe and efficient watch in accordance with the Company’s standing orders and
the Chief Engineer’s daily instructions,
 giving clear and precise orders to members of their watch team,
 ensuring machinery spaces are kept clean and tidy at all times.

The OOW is the Chief Engineer's representative and his main responsibility is the safe and efficient
operation and upkeep of machinery and equipment that could affect the safety of the crew, vessel
and the environment.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 2 of 17
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 2
(011) ENGINE ROOM MANAGEMENT

The OOW continues to be responsible for machinery space operations even in the presence of the
Chief Engineer, unless the Chief Engineer has specifically informed him that he is taking over. An
entry must be made in the Engine Logbook in such circumstances.

The OOW must always ensure orders from the Bridge relating to changes in speed or direction are
immediately implemented.

OOWs must never be assigned or undertake any tasks that could interfere with their watchkeeping
duties.

OOWs must always give the other members of their watch clear and appropriate instructions and
information to enable them to keep a safe watch.

2.2 Minimum Number of Persons on-watch

The Company's policy for the minimum number of persons on watch is as follows:
 Engine Watch at open sea, at anchorage, during Cargo / Ballasting Operations - OOW and
1 wiper/oiler or UMS.
 Engine on Standby, SPM, STS Operations, in restricted waters navigation, when
navigating in ice – ( In prolonged operations, Chief Engineer may delegate his duties to the
Second Engineer to prevent any violation of the work and rest hours restrictions.
 Electrician may participate on watch subject to C/E approval
 Port maneuvering, docking / undocking, during pilotage - Chief Engineer, OOW and one
Oiler/Wiper

In the event of extended watch periods related to the above operations, the Chief Engineer can
delegate his duty to the 2nd Engineer, so that adequate rest (as per the Work and Rest restrictions)
is ensured. Furthermore, the Chief Engineer should ensure that the Resting Hours of the Electrician
are kept.

Our policy for the minimum plant status when navigating confined waters and approaching and departing
from ports is as follows:
• Two steering motors to be running
• Two diesel generators to be operational

Reference is also made to "Navigation and Mooring Manual", Section 2.

All vessels that are transiting any HRA/VRA worldwide, will comply with the following Company
policy on Engine Room Watch. For a vessel that is notated “UMS”, the Engine Room will remain on
“UMS” mode during the HRA/VRA Transit. The Engine Room to be manned at Master’s discretion
upon suspicious sighting /approaching or other emergency, for which the Company has already
been notified.

When only one (1) rating forms part of the Engine Room watch, the watchkeeper should be qualified
to the standards and hold certification prescribed in Table A-III/4 or 5 of STCW, according to the
duties required to be performed. When more than one (1) rating is included in the Engine Room
watch, each rating must be qualified in accordance with the vessel's Flag Administration
requirements.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 3 of 17
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 2
(011) ENGINE ROOM MANAGEMENT

2.3 Engine Watch Arrangements

The Chief Engineer, in liaison with the Master arranges the Engine Room Watches, ensuring the
watch team is adequate for the safe operation of machinery and appropriate for the prevailing
circumstances and conditions.

Watch arrangements must be such that the efficiency of the OOW and Ratings is not impaired by
fatigue. Duties must be organized so that persons taking the first watch at the commencement of the
voyage and all subsequent watches are sufficiently rested and fit for duty (see Human Resources
Manual, MLC Supporting Requirements and Shipboard Operations Manual, Vessel in Port).

When arranging Engine Room Watches the Master and Chief Engineer must take the following
factors into consideration:
 the experience, knowledge and fitness for duty of Officers and Ratings,
 the condition of the machinery and the need for adequate supervision,
 weather conditions, traffic density, separation schemes in the area the vessel is navigating,
 any unusual demands on the Engine Room Watch that may arise as a result of special
operational circumstances,
 international and local requirements related to Engine Room manning.

Watch Hour Schedules must be posted in the Engine Room and Messrooms.

2.4 Pre-arrival and Pre-departure Checks

2.4.1 Engine Room Pre-arrival Checks

Twelve (12) hours before arrival in Port, the Engineer Officer of the Watch should start all the
checks listed in the relevant Checklist and inform the Chief Engineer of the test results and report
any deficiencies. All checks should be completed at least one (1) hours before arrival.

Upon completion of the checks, a relevant Engine Log Book entry should be made.

2.4.2 Engine Room Pre-Departure Checks

Twelve (12) hours before departure from Port, the Engineer Officer of the Watch should start all
the checks listed in the relevant Checklist and inform the Chief Engineer of the test results and
report any deficiencies. The checks should be completed at least one (1) hour before departure.
The M/E Ahead /Astern test should be carried out only after ensuring that the Cargo Loading
operations (i.e. for wet fleet vessels the cargo arms/pipes are disconnected, the Gangway / vessel is
clear of obstructions and after informing the Pilot and/or the Terminal).

Upon completion of the checks, a relevant Engine Log Book entry should be made.

2.5 Standing Orders

The DPA, in liaison with the Managing Director, Chief Technical Director, Heads of Departments,
Masters and Chief Engineers, has established the following Company Standing Orders for Engine
Watch Officers. These orders are posted in the Engine Room for continual easy reference. They
must be read and fully understood by all newly embarked Engineering Officers before the
commencement of their first voyage. (see Human Resources Manual - Training)

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 4 of 17
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 2
(011) ENGINE ROOM MANAGEMENT

Important Notice:

No Standing Orders should ever conflict with International/National Rules, Regulations and
Guidelines and the Company’s Policies and Procedures.
 “Company Standing Orders for Engine Watch Officers - At Sea” (including watch take-over)
 “Company Standing Orders for Duty Engineer Officer, when vessel is operating in UMS Mode”
 "Company Standing Orders for Engine Watch Officers - at Anchorage" (including watch take-
over)
 "Company Standing Orders for Engine Watch - in Port".

Above standing orders are to be posted in ECR.

2.5.1 Chief Engineer’s Standing Orders

Chief Engineer’s must establish their own Standing Orders according the their own requirements
and circumstances particular to the vessel, its machinery and equipment and the knowledge and
experience of Engine Room team presently serving on the vessel.

The Chief Engineer’s Standing Orders must be clearly written in English (common working
language) and posted in the Engine Room. All Engineering Officers must read and sign these
Standing Orders when joining the vessel and when the Chief Engineer issues a new edition.

Chief Engineer’s Standing Orders should always include instructions for alternating duplicate
auxiliary machinery, i.e., sea water pumps, fuel oil pumps etc., as is normal practice on an odd and
even monthly basis.

Contents of Chief Engineer's Standing Orders may also include but are not limited to:
 further instructions over and above those stated in Company Standing Orders,
 safety is the responsibility of all persons aboard a vessel and safe working practices to be
followed at all times,
 any instructions he feels are necessary in relation to the present status of the vessel's machinery
and equipment,
 engine personnel to work as a team and maintain good working relationships between
themselves and deck personnel,
 clear and precise instructions to be given to lower ranking seafarers,
 instructions concerning cleanliness and tidiness of engine spaces, lockers etc. and the correct
handling of dirty materials (oily) and equipment that could be a fire hazard,
 instructions on the need to keep escape routines free from obstruction,
 the need for polite and friendly behaviour to be shown to third parties inspecting the vessel.

2.5.2 Chief Engineer’s Engine Order Book

In addition to the above the Chief Engineer must note his own daily instructions in the Chief
Engineer’s Engine Order Book. These instructions, which must be read and signed by DEO s before
taking over a watch, must be clearly written in the common working language of the vessel.

Entries in the Engine Order Book could include:

 special watch requirements,
 specific instructions as to when he wants to be called to the E/R over the next 24 hours
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 5 of 17
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 2
(011) ENGINE ROOM MANAGEMENT

 requirements for minimum manning when engine on standby

 what precautions must be taken if heavy weather is expected,
 his specific requirements for recording ROB, consumption, temperatures etc., and other
activities.

2.6 Taking-over & Performing an Engine Watch

The Officer in charge of the Engine Room must not hand-over to the relieving DEO until he has
satisfied himself that his relief is capable of carrying out his duties effectively. If in any doubt he must
notify the Chief Engineer. Illness or the effect of alcohol, drugs or fatigue could be reasons why a
relieving Officer is unfit for duty.

The relieving DEO is responsible for ensuring any other members of his watch are capable of
carrying out their duties.

Before taking over his watch the relieving DEO must also follow the watch take-over requirements
detailed on the Company’s Standing Orders for Engine Watch Officers - At Sea and make and entry
in the Engine Logbook as evidence watch take-over procedures were carried out.
 Chief Engineer’s Engine Order Book
Before taking over the watch the relieving DEO must sign the Chief Engineer's Engine Order
Book as evidence that he has read and understood the instructions therein.
 Company Standing Orders for Engine Watch Officers - At Sea
At the end of his watch the DEO going off duty must make an entry in the Engine Logbook
stating these Standing Orders were followed.

Entries must be recorded in Engine Logbook when additional manning requirements for engine on
standby are in force.

If a maneuver or action to avoid a hazard is taking place at the time an DEO is to be relieved,
change over must be deferred until such action has been completed.

The DEO must bear in mind that changes in speed resulting from machinery malfunction or loss of
steering may imperil the safety of life, the environment and the vessel and must immediately notify
the Bridge about any impending actions in machinery spaces that may cause:
 a reduction in the vessel's speed,
 imminent steering failure,
 stoppage of the vessel’s propulsion system,
 an alternation in electric power.

He must also inform the Bridge about any impending dangers such as:
 a sudden drop in sea temperature,
 any other threat to safety.

Whenever possible the notification must be given before changes are made to give the Bridge the
maximum time available to take whatever actions are possible to avoid a potential marine casualty.

All members of the Engineering watch should be familiar with their assigned watch-keeping duties
and, among others, should be aware of:
 The use of appropriate internal communication systems.
 The escape routes from machinery spaces.
 The Engine Room alarm systems, with the ability to distinguish between the various alarms, with
special reference to the fire-extinguishing media alarm.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 6 of 17
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 2
(011) ENGINE ROOM MANAGEMENT

 The number, location and types of fire-fighting equipment and damage-control gear in the
machinery spaces, together with their use and the various safety precautions, which should be
taken.
No member of the Engine Room watch should be allowed or instructed to enter the Engine Room
alone, except under controlled conditions (refer to IMO Resolution A.481).

2.6.1 Watchkeeping Duties

1. Any machinery not functioning properly, expected to malfunction or requiring special service
should be noted down along with any action already taken. Plans should be made for any further
action required.
2. When the machinery spaces are in the manned condition, the DEO should at all times be readily
capable of operating the propulsion equipment, in response to needs for changes in the direction
or speed.
3. When the machinery spaces are in the periodic unmanned condition, the Designated Engineer of
the Watch should be immediately available and on call, to attend the machinery spaces.
4. All Bridge orders should be promptly executed. Changes in the direction or speed of the main
propulsion units should be recorded, (except where an Administration has determined that the
size or characteristics of a particular ship make such recording impracticable). The DEO should
ensure that the main propulsion unit controls, when in Manual Mode of operation, are
continuously attended under stand-by or maneuvering conditions.
5. Due attention should be paid to the ongoing maintenance and support of all machinery, including
mechanical, electrical, hydraulic and pneumatic systems, their control apparatus and associated
safety equipment, all accommodation service systems equipment and the recording of stores
and spare gear usage.
6. The Chief Engineer should ensure that the DEO is informed of all preventive maintenance,
Damage Control or repair operations to be performed during the engineering watch. The DEO
should be responsible for the isolation , bypassing and adjustment of all machinery under the
responsibility of the Engineering watch that is to worked on, and should record all work carried
out.
7. When the engine-room is put in a stand-by condition, DEO should ensure that all machinery and
equipment, which may be used during the maneuvering, is in a state of immediate readiness and
that an adequate reserve of power is available for steering gear and other requirements.
8. DEO should not be assigned or undertake any duties which would interfere with their supervisory
duties in respect of the main propulsion system and ancillary equipment. They should keep the
main propulsion systems under constant supervision until properly relieved and should
periodically inspect the machinery in their charge.
9. They should ensure that adequate rounds of the machinery and steering gear spaces are made
for the purpose of observing and reporting equipment malfunctions or breakdowns, performing or
directing routine adjustments, required upkeep and any other necessary tasks.
10. DEO should direct other members of the Engineering Watch to inform them of potentially
hazardous conditions which may adversely affect the machinery or jeopardize the safety of life or
the ship.
11. The DEO should ensure that the machinery space watch is supervised, and should arrange for
substitute personnel in the event of incapacity of any Engineer watch personnel.
12. The DEO should never leave the machinery spaces unsupervised in a manner that would
prevent the manual operation of the engine room plant or throttles.
13. The DEO should take action necessary to contain the effects of damage resulting from
equipment breakdown, fire, flooding, rupture, collision, stranding, or other cause.
14. The DEO should give the watchkeeping personnel all appropriate instructions and information
which will ensure the keeping of a safe engineering watch. Routine machinery upkeep,
performed as incidental tasks as a part of keeping a safe watch, shall be set up as an integral
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 7 of 17
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 2
(011) ENGINE ROOM MANAGEMENT

part of the watch routine. Detailed repair maintenance involving repairs to electrical, mechanical,
hydraulic, pneumatic or applicable electronic equipment throughout the ship shall be performed
with the cognizance of the DEO and Chief Engineer Officer. These repairs should be recorded.

2.6.2 Special Considerations During Maintenance Works

The Chief Engineer should ensure that the Engineer of the watch is informed and will co-operate
with any engineer in charge of maintenance work and/or repairs. This should include:
 Isolating and bypassing machinery to be worked on.
 Adjusting the remaining plant to function adequately and safely during the maintenance period.
 Recording in the Engine Log Book the equipment worked on and the personnel involved, and
which safety steps have been taken and by whom, for the benefit of relieving officers and for
record purposes.
 When necessary, testing and putting into service, the repaired machinery or equipment.
 General - In order to prevent injury caused by the accidental starting of equipment during
maintenance, a lock-out/tag- out procedure is to be adopted and used on energy isolating
devices. List with machinery under repairs must posted in ECR at visible place

2.6.3 Watch in Restricted Visibility

The Engineer of the watch should ensure that permanent air or steam pressure is available for
sound signals and that at all times, Bridge orders, relating to changes in speed or direction of
operation are immediately implemented and logged. In addition, he should ensure that auxiliary
machinery used for maneuvering is readily available.

2.6.4 Watch in Coastal and Congested Waters

The DEO should ensure that all machinery involved with the maneuvering of the ship can be
immediately placed in the manual mode of operation, when notified that the ship is in congested
waters. He should also ensure that an adequate reserve of power is available for steering and other
maneuvering requirements. Emergency steering and other auxiliary equipment should be ready for
immediate operation.

2.6.5 Watch in Port and Anchorage

The Master, in liaison with the Chief Engineer, must decide the composition and duration of the
watch, taking into account any security measures required and having considered the following:
 likely hood of stowaways, refugees, thieves etc.,
 special operations dictated by weather, confined or shallow water, emergency conditions and
pollution prevention,
 International, National and Local Rules & Regulations.

When the ship is at anchor in an open road-stead or any other virtually “at-sea” condition, the
Engineer of the watch should ensure that:
 An efficient engineering watch is kept.
 Periodic inspection is made of all operating and stand-by machinery.
 Main and auxiliary machinery is maintained in a state of readiness in accordance with orders
from the bridge.
 Measures are taken to protect the environment from pollution by the ship, and that applicable
pollution –prevention regulations are complied with.
 All damage control and fire-fighting systems are in readiness.
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 8 of 17
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 2
(011) ENGINE ROOM MANAGEMENT

2.6.6 Periodic Inspections during the Watch

The DEO should carry out periodical E/R inspections. These inspections should verify that:
 All Main and Auxiliary machinery, Control Systems, Indicating Panels and Communication
Systems are functioning satisfactorily.
 The Steering System and all associated gear are functioning satisfactorily.
 The water level is properly maintained in the Boiler and Heat Exchangers.
 The Engine or boiler exhausts indicate good combustion characteristics.
 The condition of bilges with respect to water level and contamination is satisfactory.
 The condition of piping, including control and machinery systems piping are free from leaks,
functioning properly and are adequately maintained.

The DEO should ensure that bilges are examined regularly and that oil leaks and spillages are
stopped and contained, where possible. In permissible areas, any discharge of bilge water to the
sea, should only be effected by utilizing the approved Oily Water Separator prescribed in MARPOL
and in compliance with the MARPOL and the Company’s applicable procedures and restrictions.

It is essential that the ingress of water or oil in any form be kept to an absolute minimum. The DEO
should report any excess or abnormal leakage of oil or water to the Chief Engineer immediately.
Every effort should be made to determine the source of leakage.

In the event of serious flooding, he should take the following action:

 To inform immediately Bridge duty officer and C/E
 Ring the Engine Room Alarm,
 Take immediate remedial action to contain flow from whatever source
 Pump-out the bilges by the most effective means available, including the use of the Emergency
Bilge suction.

2.6.7 Stand-by conditions in the engine room

Stand-by conditions in the engine room should be maintained when:

 Departing a port or anchorage.
 Arriving at a port or anchorage.
 Navigation in congested waters or other hazardous areas.
 Navigation in Coastal Waters or Traffic Separation Scheme.
 Navigation during restricted visibility.
 Ice Navigation.
 Whilst at anchor in a hazardous or exposed area.
 While vessel encountering heavy weather.
 Main Engine Warming-up.
 At any other time, determined by the Master or Chief Engineer.

For safety reasons, the Main Engine should remain at “STANDBY’ condition, at least fifteen
(15) minutes, after anchoring, in order to be able to immediately respond, in the case of dragging
or loss of Anchor.

The DEO, before and during the period of stand-by conditions should ensure that:
 All machinery and systems are in a state of readiness.
 An adequate reserve of power is available (i.e. an additional generator on line).
 Both Steering Gear Pump/Motors are running.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 9 of 17
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 2
(011) ENGINE ROOM MANAGEMENT

 In conjunction with a Deck officer the steering gear, whistle, telegraph and communication
systems should be tested and a relevant entry should be made in the Engine Room Log Book.
 If any system is not in a state of readiness, he should immediately notify the Bridge and the
Chief Engineer.
 All engine movements should be entered in the Engine Movement Book.
 In case a Movement Recorder is fitted, he should check the Movement Recorder entries.

2.7 Alteration of Speed & Stops at Sea

Any alteration to the operational speed of the vessel must be agreed between the Master and the
Chief Engineer. If this is in conflict with instructions received from the Company, then the reason
must be communicated to the Operations Manager shoreside and full details must be recorded in
the Deck and Engine Logbooks.

The DEO must not alter the vessel’s speed (pitch or rpm) without first informing the Bridge, unless
exceptional circumstances in the Engine Room call for emergency action.

Stops at sea, whether scheduled or unscheduled, must be clearly noted in the Deck and Engine
Logbooks.

2.8 Calling the Chief Engineer

The DEO must immediately notify the Chief Engineer, if any of the following situations occur:
 if engine damage or malfunctions occur that the DEO believes could endanger the safe
operation of the vessel;
 if malfunctions occur that the DEO believes could cause damage or breakdown of propulsion
machinery, auxiliary machinery or monitoring and governing systems,
 in an emergency or a situation where the DEO is in doubt as to what decision or measures
should be taken,
 if the DEO is in doubt as to whether a relieving Watch Officer is capable of taking over and
carrying out his duties
 If the OOW feels that he is not in Good health to perform his duty
 if there is any fire or flooding in any space or compartment,
 he has difficulty in complying with orders received from the Bridge,
 in any other circumstances detailed in the Chief Engineer’s Engine Order Book.

These requirements must not stop the DEO from taking immediate action he believes necessary
for the safety of the crew, the environment, the vessel and its machinery and cargo.

2.9 Emergency situations in the E/R

The following circumstances constitute an emergency requiring immediate action:

 Fire or flooding in any E/R compartment.
 Non-compliance with orders received from the Bridge.
 Black-out and requirement for manual starting from dead plant, etc.
 Fire in Main Engine externally.

In any of these circumstances, the DEO must immediately inform the Bridge OOW and the Chief
Engineer. The OOW should not hesitate before taking immediate action to prevent an emergency
situation from deteriorating.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 10 of 17
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 2
(011) ENGINE ROOM MANAGEMENT

For the black-out case in particular, a ship specific step-by-step procedure to start the Main Engine
from a dead plant should be posted in vessel’s ECR. The Chief Engineer should be in charge of the
operation and he may assign tasks/steps to the E/R Officers and the Electrician, as required.

In any emergency situation, where there is insufficient time to use the telephone or any other normal
method of communication, the DEO should summon assistance by sounding the Fire Alarm Bell. On
assessing the situation, the Master and Chief Engineer will act accordingly.

In circumstances, when the Engine has to be stopped immediately, the DEO should:
 Ring “STOP” on the Engine Room/Bridge communication line,
 Sound the Engine’s Alarm and
 Stop the Engine.
In the event of an automatic shutdown of the Main Engine, the emergency override mechanism
should 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.

2.10 Notifying the Bridge

The DEO should bear in mind that changes in the speed, resulting from machinery malfunction, or
any loss of steering, may imperil (endanger) the safety of the ship and life at sea.

The Bridge should be immediately notified under the following conditions:

 In the event of fire or flooding
 Of any impending action in the machinery spaces that may cause:
- Reduction in the ship’s speed.
- Imminent steering failure
- Stoppage of the ship’s propulsion system, or
- Any alteration in the generation of electric power or similar threat to safety.
 In a Pollution ( air/ oil) event

This notification, where possible, should be accomplished before changes are made in order to
afford the maximum available time to take whatever action is possible to avoid a potential marine
casualty.

On ships equipped with Bridge control of the main engine, this facility shall be used as the normal
method of control. Local control should be used in circumstances when due to plant conditions,
mechanical failure or other sound reason, Bridge control is considered to be impractical.
The Chief Engineer shall ensure that despite the use of Bridge control, all Engine Room staff is
familiar with and practiced in local and emergency control of the M/E and the methods of
changeover for the systems and relevant training is provided on the local / emergency maneuvering
station.

2.11 Precautions During Winter Navigation & Sub-Zero Temperatures

Precautions against freezing of Engine Room equipment and systems are required when
temperatures fall to a near-freezing point. This will normally only occur under Dead-Ship conditions
or during Drydocking / Repairs

In areas where concentrations of ice are considered dangerous, the Engine Room should operate
continuously and in fully manned condition. When the vessel is transiting ice-zones, the Chief
Engineer should issue written instructions on a daily basis, adjusting the safety precautions to be
taken, based on the information received by the Bridge Officer on the Watch.
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 11 of 17
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 2
(011) ENGINE ROOM MANAGEMENT

The DEO should be advised by the Bridge OOW, well in advance, of the expected low
temperatures, in order to timely take all the necessary precautions. After that, the OOW should be
continuously updated on the actual temperatures. At this point, a close cooperation between the
Bridge and Deck Officers of the watch is very important.

Whilst in port, the main engine should be on pre-heat and 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. If this is not possible, then all the spaces containing water should be fully
drained. This especially applies, when the vessel is dry-docked with sub-zero ambient atmospheric
conditions; in such case all the hazards applicable to the freezing E/R conditions should be analyzed
and assessed. The Engine should be moved by the turning gear at least once a day. During this
operation, the cylinders should be oiled by the hand-operated gear on the mechanical lubricators.

Reference is made "Shipboard Safety Manual", Working in Extreme Weather Conditions.

2.12 Procedures to be followed when operation in UMS Mode

It is Company policy that when a vessel joins the fleet, shore management will decide on a
ship-by-ship basis and after a risk assessment, whether or not she is to operate in UMS
mode.

Unmanned operation of the Engine Room is only permitted on ships, which have a valid
Classification Society notation for periodic unmanned operation.

Duty Engineer will be in charge of Engine room during unmanned operation whereas ratings are not
allowed to enter Engine room while in unmanned condition, excluding the time , where they can
enter the Engine Room as part of their preparation to take-over the Watch.

All alarms and automation must be regularly tested and maintained in accordance with PMS
(Planned Maintenance System). This applies to all vessels fitted with UMS equipment, even when
not operating in UMS mode.

Safety is the first priority when considering UMS operation. For UMS operation to be safe and
practical and allow the Duty Engineer Officer to have sufficient rest, it is especially important that the
following be maintained in good working order:
 fire detection and alarm system;
 machinery monitoring an alarm system;
 Duty Engineer Officer extension alarms and call system (all locations);
 all automatic control systems;
 controls that start a second unit (e.g. pump) should the first fail;
 oil fired boiler shut-down and control systems;
 emergency generator.

UMS mode means machinery spaces are unmanned on a 24 hour, 7 days a week basis. UMS
status continues to apply even when engine staff is in machinery spaces performing maintenance
work.

The decision to temporarily arrange for persons to be on watch in machinery spaces is at the
discretion of the Master and Chief Engineer. This decision may be taken for operational reasons, i.e.
when engine is on standby, during cargo operations and navigating in confined waters etc.,
however, UMS mode is not suspended and remains in force.
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 12 of 17
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 2
(011) ENGINE ROOM MANAGEMENT

In such cases the Work Schedule must be revised as necessary.

The word “ATTENDED”, in relation to machinery spaces, means there are persons in machinery
spaces carrying out maintenance work. It does NOT mean there are persons on watch and it does
NOT mean the E/R is “manned”, therefore there is no change to UMS status.

The Duty Engineer Officer (DEO) is in no way relieved of his duties when machinery spaces are
“ATTENDED”.

“UNATTENDED” machinery spaces means there is nobody in the spaces at all.

If it is ever necessary to temporarily revert to manned machinery spaces, due to

machinery/equipment malfunction or breakdown, the Technical Department must be notified
immediately and if applicable, the Company will take immediate steps to comply with minimum safe
manning for manned mode.

Prior to commencement of a UMS operational session, the consent of the Bridge Officer on Watch
should be requested, all items in form “UMS Operations - Bridge Checklist” must be checked and an
entry to the Engine logbook is made. From his end, the Bridge Officer on Watch should complete his
checklist as per the aforementioned form and record relevant information in the Bridge logbook.

When in UMS mode the duty period for the Duty Engineer Officer (DEO) will normally be 24
continuous hours, beginning and ending at 1200 hrs. The duties must be shared equally between
engineering officers.

Details of DEO duty periods must be recorded on the Work Schedule that must be prepared for
remaining engine staff who will be carrying out maintenance work as daymen. Work Schedules must
be posted in ECR and in messrooms.

Duty/Work/Watch schedules and all other matters related to UMS operation must be discussed at
daily “Tool Box” meetings.

No person may enter E/R during “UNATTENDED” periods, unless accompanied by the Duty
Engineer Officer.

All persons wishing to enter E/R during UMS OR ATTENDED periods must always advise the DEO
of their intention to do so, before entering. Normally, during UMS operation, the entry into the
machinery spaces is prohibited except in the following circumstances:
 Entrance by the Engineer Officer on duty (plus assistant if required) for operational purposes.
The Officer on Bridge watch must be advised before entry is made. Such entries must be
recorded by the Engineer Officer in the Engine logbook with the time of entry, duration, reason
for entry, action taken and time of exit.
 Entrance ordered by the C/E, 2nd E/R or Master. In this case, the Engineer Officer is to be
informed and all logbook entries completed as above after informing the Officer on Bridge watch.
 During inspection rounds by the Engineer Officer on duty during the UMS period:
- Between 18:00-19:00 hours.
- Between 22:00-24:00 hours.
- Between 06:00-08:00 hours.
- Any other time at the OOEW’s discretion and as per the C/E’s additional standing orders.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 13 of 17
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 2
(011) ENGINE ROOM MANAGEMENT

The maximum allowable period for a continuous UMS operation, without a Round of
Inspection or Machinery Log being taken is eight (8) hours.

During UMS inspection rounds the time of inspection should be recorded in the Engine logbook.
Prior to the Engineer Officer on duty entering the machinery space for a round of inspection during a
UMS period, contact must be established with the Officer on Bridge watch. Thereafter, contact
should be established at intervals not exceeding 15 minutes and recorded in the Bridge logbook.

Time spent on Engine Room inspection rounds, as well as Engine room alarms attendance during
UMS operations, is considered as working time for involved personnel, therefore relevant records
should be made in the Work/Rest hours registry.

There must always be more than one person in the E/R during “attended” periods, one of which
must always be an Engineer Officer.

A sign must be posted at all times at the entrance to the Engine Room, clearly showing
“Unmanned” or “Manned” status.

Company Standing Orders for Duty Engineer Officer when vessel operating in UMS Mode must
always be followed.

These standing orders include the testing of fire, bilge, officer cabin extension alarm and public
system alarms and the Engineer's call system each day at noon.

A record must be kept of all alarm soundings that occur during unattended operation and all
unexpected alarms during attended operations. If alarm printer is not available onboard or there is
no memory-keeping facility, reference is made to the paragraph "Competency standards for
amending alarms and control set points on board" of Section 1 of this Manual.

The only person permitted to cancel alarms is the DEO, unless he has designated another person to
do so for a limited time, i.e., during equipment tests.

When responding to an alarm or entering machinery spaces during an “unattended” period, the DEO
must call the Deck OOW to inform him of the nature of the problem or why he is entering and give
an estimated time for restoring to “unattended” mode. The DEO must use the Dead Man Alarm (to
be set to activate at no more than 15 minute intervals). On leaving the E/R the DEO must inform
Deck OOW that machinery spaces are once again on “unattended” status.

The Chief Engineer may allow UMS operation with one or two minor alarms out of operation. This
decision must be reviewed every day at “Tool Box” meetings, for each alarm that is out of order. Any
non-functioning alarms must be noted in the Engine Logbook.

The elevator must NEVER be used by the DEO during his duty period, or any person
responding to a call for extra assistance.

2.13 Conditions Needed for UMS Operation

Before an Engine Room can be operated in UMS mode, the following conditions must be met:
 the bridge control system must be fully operational and in use;
 the alarms and automation must be in good working order and have been recently tested;
 fire detection system must be fully operational;
 the E/R must be clean with no accumulations of oil or garbage;
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 14 of 17
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 2
(011) ENGINE ROOM MANAGEMENT

 skylights and hatches must be closed in case of rain;

 only essential equipment must be running;
 the Master has been advised by the Chief Engineer that it is safe to do so;
 if the ship is in port - the E/R must be physically secure with all direct access from deck secured
from the inside.

Records must be entered in Deck and Engine Logbooks should the UMS status change. These
records must be entered in Engine Logbook as well as all other DEO activities, i.e. scheduled
checks, call outs for alarms etc.

Operation of the E/R in UMS mode is strictly prohibited in the following occasions:
 Τhe fire/smoke detection system is inoperative.
 Critical alarms are inoperative.
 The alarm extension system to the engineers’ quarters and Bridge is inoperative.
 The bridge main engine control system or the emergency stop system is inoperative.
 The bridge remote starting of main fire pump is inoperative.
 Bridge starting/change over systems for steering gear are inoperative.
 The ship is on standby under pilotage, in restricted visibility and when maneuvering in enclosed
waters.
 When navigating in ice.
 During Cargo operations or where port regulations prohibit UMS operation mode.
 During adverse weather conditions both at sea or when at anchor.
 During intense traffic conditions both at sea or when at anchor.
 While transiting the HRA/VRA.

2.14 Engine Room Documentation

The following logs should be kept updated in a safe place inside the Engine Room:
 Engine logbook.
 E/R Bell Book (unless vessel is fitted with Engine Order Recorder).
 E/R (Night) Order Book.
 UMS Alarm Log.
 Low Sulphur Change-over Log
 Oil Record Book

Special attention should be placed for all entries in all logs to be made in ink and corrections of
errors to be always be made by drawing a single line through the error and writing above or below
the incorrect entry. Correcting fluids and erasers must not be used. The correction shall be initiated
by the officer making it.

Before going off duty, the Engineer Officer on Watch should ensure that all events relating to the
main and auxiliary machinery and any other Engine Room activities which have occurred during his
watch have been suitably recorded in Engine Logbook. The Chief Engineer should examine and
sign the Engine Room Log Book at least daily.

2.15 Analysis Program

2.15.1 Cooling and Boiler Feeding Water Analysis Program

Where a proprietary brand of water treatment is used, the supplier recommendations regarding
dosage and test procedures must be followed and routinely reported through the PMS.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 15 of 17
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 2
(011) ENGINE ROOM MANAGEMENT

2.15.2 Lubricating Oil Analysis Program

The quality of vessel’s equipment lubricating oil must be regularly monitored.

To this effect, the Company has established an LO analysis program consisting of sampling at fixed
intervals per component and samples dispatch to Lubricant Supplier for further review and analysis,
at intervals stipulated in relevant task in PMS.

Upon receipt of the analysis report, the Superintendent must review the results and share with
vessel that should also attach relevant records in the PMS job. In case a problem or reason for
further investigation is found, actions shall be taken on board and monitored through unscheduled
task in PMS.

Moreover, the vessel is also provided with on-board measuring kits to check the viscosity and Total
Base Number (TBN) content in machinery lube oil systems of the main engine and D/G. Relevant
records are monitored via the PMS.

2.15.3 Fuel Oil Analysis

Reference is made to "Shipboard Operation Manual", section "Bunkering". Fuel samples are
collected from every bunkering and are retained under the ship’s control until the fuel oil is
substantially consumed, but in any case for a period of not less than twelve months from the time of
delivery. Furthermore, the Company is monitoring closely the quality of the bunkers by using a
service provider for the independent verification of fuel quality.
Fuel Oil analysis ensures that the certain parameters that affect the fuel oil calorific value (e.g.
density, water content, calorific value, ash) are closely monitored.
Moreover, the vessel is also provided with on-board measuring kits to check the compatibility
between the new and old bunkers.

2.16 Identification and management of obsolete and/or not used equipment

All machinery or equipment, and parts thereof, that is deemed to be restrained from use or
continued service and which is not immediately disposed of, must be clearly identified by means of
“Obsolete Equipment” or “Equipment not in Use” tags. Machinery and equipment must be withdrawn
from service and tagged accordingly if:
 It does not meet the requirements for which it has been procured.
 It has failed in service and is to be landed for disposal.
 It has been withdrawn from service pending an overhaul, repair or service by ship's staff or
outside contractor, or is permanently or temporarily replaced by other equipment in use.

Tags are to be attached to the subject equipment by secure means that require a physical act to
remove e.g. locking ties or staples and must contain the following information:
 The rank of the person withdrawing the equipment from service.
 The date that the equipment has been withdrawn from service.
 A brief reason for the withdrawal from service e.g. overhaul, leaking, replacement etc.

The entries on the tags should be made using ink that is not easily erased i.e. will not wash off in
rain or spray. The tags can be reused, providing that subsequent entries are clearly legible.

Machinery or equipment that has been withdrawn from service or is unsuitable for service must be
kept always isolated from the power supply and segregated from satisfactory equipment, whenever
possible.
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 16 of 17
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 2
(011) ENGINE ROOM MANAGEMENT

The tag must be removed prior to the defective/unsuitable equipment being disposed of or landed
for repair or where the item is subsequently repaired, so that it is ready for service.

Withdrawn / isolated equipment tags can only be removed with the permission of the Master, C/E,
C/O or the 2/E, who must be satisfied that removal of the withdrawn equipment status is justified.

Equipment temporarily isolated for the purposes of planned and/or unplanned maintenance should
follow the Lock-out / Tag-out processes.

3. RECORD

 Company Standing Orders for Engine Watch Officers - At Sea VIM / SECTION 2 /F001
 Company Standing Orders for Duty Engineer Officer, when vessel
is operating in UMS Mode VIM / SECTION 2 /F002
 Company Standing Orders for Engine Watch Officers - at Anchorage VIM / SECTION 2 /F003
 Company Standing Orders for Engine Watch - in Port VIM / SECTION 2 /F004
 Pre-arrival Checklist - Engine Room VIM / SECTION 2 /F005
 Pre-departure Checklist - Engine Room VIM / SECTION 2 /F006
 Gases/Gas Welding / Electrodes Monthly Inventory VIM / SECTION 2 /F007
 Onboard Lub Oil Analysis VIM / SECTION 2 /F008
 Verification Form for Dipping Tapes VIM / SECTION 2 /F009
 Verification for flow meters VIM / SECTION 2 /F010
 Bridge CCR important equipment inventory VIM / SECTION 2 /F011
 Internal Transfers in E/R with portable pipes or hoses Log VIM / SECTION 2 /F012
 MONTHLY MAIN ENGINE TBN RECORDS VIM_SECTION 1-F052

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 17 of 17
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 3
(011) DRYDOCKING & MAJOR REPAIRS

Contents
1. SCOPE ......................................................................................................................................... 2
2. INSTRUCTIONS .......................................................................................................................... 2
2.1 Introduction ............................................................................................................................... 2
2.2 Structural Maintenance ............................................................................................................. 3
2.2.1 Dry docking .......................................................................................................................... 3
2.2.2 Hull ...................................................................................................................................... 3
2.2.3 Cargo and Ballast Tanks Inspections...................................................................................... 3
2.2.4 Competency of Tank Inspectors ............................................................................................. 5
2.2.5 Condition Assessment Programme (CAP) (Wet Fleet Vessels) ................................................ 5
2.2.6 Cathodic Protection ............................................................................................................... 5
2.2.7 Anodes Fitting Principles ....................................................................................................... 5
2.2.8 Procedure for Pitting Repairs ................................................................................................. 5
2.2.9 Steel Work & Renewal Practices ............................................................................................ 6
2.2.10 Record Keeping .................................................................................................................... 7
2.3 Planning & Preparation Procedures ......................................................................................... 7
2.4 Verification ................................................................................................................................ 8
2.5 Dry docking Precautions........................................................................................................... 9
2.5.1 Supervision and Control ........................................................................................................ 9
2.5.2 Before entry.......................................................................................................................... 9
2.5.3 While Entering dry dock Yard................................................................................................. 9
2.5.4 Following Docking ................................................................................................................. 9
2.5.5 Dry dock Requirements ........................................................................................................10
2.5.6 Precautions for dry dock Flooding .........................................................................................10
2.7 Dry docking Completion ......................................................................................................... 11
2.7.1 Post Drydock Trials ..............................................................................................................11
2.7.2 Verification of Equipment Re-Commissioning.........................................................................11
2.8 Precautions Against fatigue .................................................................................................... 12
3. RECORD .................................................................................................................................... 12

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 1 of 12
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 3
(011) DRYDOCKING & MAJOR REPAIRS

1. SCOPE

This section defines the way in which dry dock works and major repairs should be specified,
awarded, conducted and reported.

The purpose of this section is to ensure all the needs of the vessel are known well in advance of a
dry docking or major repair and the work to be carried out is carefully planned before
commencement and verified by competent persons, both during and after completion.

2. INSTRUCTIONS

2.1 Introduction

It is essential to ensure all the needs of the vessel are known well in advance of a Drydocking or
major repair and the work to be carried out is carefully planned ahead and verified by competent
persons throughout.

The Fleet Technical Manager/Marine Manager are responsible for approving cost estimations for
Drydocking and major repair work, appointing Superintendent Engineer / Marine Superintendent to
be in charge of the works to be carried out.

The Master together with the Chief Engineer and Chief Officer are responsible for:
 providing the Fleet Technical Manager with a list of the vessel’s needs
 overseeing all works carried out aboard the vessel and ensuring necessary safety precautions
are taken.

The Fleet Technical Manager is responsible for:

 ensuring Drydocking takes place in accordance with Class requirements
 review and approve the specification
 coming in contact and obtaining detailed written quotations from repair yard and other
contractors
 Review the cost and time estimation and obtaining approval
 identifying together with Master/Chief Engineer of areas where hot work is to be carried out and
inform Safety Department responsible to instruct the vessel with regard to tank cleaning/ gas
freeing etc
 monitoring the whole operation and reporting to and obtaining approval from the Chief Technical
Director if there is any deviation from the vessel’s listed needs, costs or time.

The appointed Superintendent Engineer / Marine Superintendent are responsible for:

 gathering together all necessary information and preparing a list of the vessels needs
 preparing cost and time estimation
 attending the vessel, normally, prior to Drydocking, to provide support during the intense
preparatory works, which may include complex tank aeration.
 ensuring work is carried out in accordance with the Company’s requirements,
 ensuring all necessary safety precautions are taken
 ensuring daily meetings take place with shipyard representatives with particular emphasis given
to discussion and agreement on safety issues associated with the work to be carried out
 reporting to the Fleet Technical Manager on a daily basis.

The Operations Manager is responsible for arranging and instructing the Master at discharge port
prior to scheduled Drydocking, with regard to cargo tank discharge, washing and overall gas freeing
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 2 of 12
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 3
(011) DRYDOCKING & MAJOR REPAIRS

preparations in cooperation with the Marine Manager so that the vessel will meet yard’s
requirements in order to enter the dock.

The Master, Superintendent Engineer and Chief Engineer or Chief Officer are responsible for
signing relevant work/service documentation as evidence of their verification and approval.

2.2 Structural Maintenance

2.2.1 Dry docking

All vessels are scheduled for Drydocking at sixty (60) month intervals, with intermediate underwater
inspection in lieu of Drydocking being carried out every thirty (30) months.
All underwater areas and equipment are thoroughly examined and maintenance is carried out to
ensure continued integrity and performance.

2.2.2 Hull

Vessels' hulls are inspected out of water twice in every five year period. Maintenance includes de-
scaling and painting in consultation with paint supplier inspectors. Paint applied to the hull will be
TBT free and will be certificated as complying with the terms of the IMO Convention on the Control
of Harmful Antifouling Systems on Ships (10/2001). The dry film thickness of paint coatings will be
sufficient to protect the hull for the next five years.

Any damage to shell plating will be dealt with in consultation with the Class Surveyor.

2.2.3 Cargo and Ballast Tanks Inspections

To the extent possible and when practicable, Ballast Tanks are also inspected by suitably qualified
members of shore personnel during visits to vessels while Cargo Tanks are only inspected during
Drydocking when vessels are in gas free condition.

In the above context, the Company policy for vessel's personnel to carry out cargo tank inspections
has been established as follows:

Record Keeping
Monitoring of these inspections and handling of relevant records is carried out via the PMS.

CARGO TANKS
1. Oil/Chemical Double Hull Tankers less than 1 year old, with fully coated cargo tanks.

All cargo tanks are to be inspected within first year to establish and report coating condition.
If new buildings carry palm oil as their first cargo all cargo tanks to be inspected immediately after
discharging and tank cleaning.

Oil/Chemical Double Hull Tankers over one year of age, with full or partially coated cargo tanks, are
inspected by experienced officers at intervals of 2.5 years intervals with a +/- 6-monthly window,
enabling the inspection to coincide with either the Intermediate or the Special Survey of the vessel.
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 3 of 12
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 3
(011) DRYDOCKING & MAJOR REPAIRS

In case of vessels of young age, for which drydocking during intermediate surveys is not mandatory
(in-water survey being sufficient as per Class), and after elaboration of risks involved by carrying out
a Risk Assessment, inspection of Cargo Tanks may be deferred to the next Special Survey.

If problems are identified further tank inspections take place and condition reported.

Crude Oil Tankers and DPP carriers

The industry believes the associated risks, practicalities and environmental issues as a result of entry
into COTs need to be assessed when deciding the frequency to inspect these spaces. They also
note inspections in adjacent SWBTs and void spaces provide a large amount of information and give
a good indication of the condition and integrity of the COTs structure. In addition, many DPP carriers
have the "under deck" structure on the deck and thus easily accessible to inspections.

It is therefore suggested the inspection regime of COTs and frequency of entries into COTs takes into
account a number of factors such as ship's age, risk evaluation of frequent entries in COT versus the
track record of the condition of the structure of COTs and whether the ship has means that could
identify structural problems (e.g., hydrocarbon gas detector systems).

With the above in mind the Company adopted a policy that whenever ballast tanks or void spaces are
inspected, the condition and integrity of any adjacent COT structure must be inspected. Cargo Tank
Condition Reports are not required for these inspections but any identified defects must be immediately
brought to the attention of the Technical Director and a note made in the comments section of the
Non-Cargo Tank/Space Condition Report.
IF crude oil tankers and DPP carriers cargo tank inspection is not feasible at
planned intervals same can be postponed with the approval of fleet technical
manager / technical superintendent taking into consideration relevant TRA

1. Ballast Tanks, Double Bottom, Fore Peak, Aft Peak, Void/Trunk Spaces, Cofferdams
and Fresh Water Tanks

To be inspected every 12 months by vessel's experienced officers.

In case, for any reason, the void spaces and/or ballast tanks inspections intervals cannot be
attained, a Risk Assessment shall be carried out and on this basis permission for extension
shall be requested from the Technical Department.

2. Fuel Oil and Lub Oil tanks

To be inspected as per class requirements

The purpose of the tank/void space inspections is to identify areas and extent of coating
breakdown, pitting, corrosion, substantial corrosion and approaching substantial corrosion.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 4 of 12
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 3
(011) DRYDOCKING & MAJOR REPAIRS

Repair of steel structure, which will include all areas of substantial corrosion and tank
coatings will be carried out at each Drydocking. Treatment of pitting, fractures and spot
corrosion may be carried out at inspection cycles. All new steel will be fully painted.
Sacrificial anodes may be used to arrest excessive rate of corrosion and coating breakdown
in ballast tanks.

2.2.4 Competency of Tank Inspectors

Proper industry’s guidance and training is provided to the Company’s superintendents and vessels’
crew for carrying out the inspections properly and reporting their findings in an objective manner.

Apart from other information sources, the Company uses the Industry’s guidance including Risk
Based Inspection (RBI) of Cargo, Ballast tanks which should be considered as practically
appended to the reporting forms and incorporated in the PMS. ((Broadcast Letter 105-GDI-19 Risk
Based Inspection (RBI) of Cargo, Ballast tanks and Void spaces)

2.2.5 Condition Assessment Programme (CAP) (Wet Fleet Vessels)

The Condition Assessment Programme (CAP) Survey is carried out at 36-month intervals and
applicable to vessels of more than 15 years of age.

The CAP Survey will include Fatigue Analysis and areas having projected fatigue lives between
"less than five years" and "20 - 25 years" inclusive, will be identified and inspected by ship and shore
staff during cargo tank inspections.

For hull structure and tank coating condition a minimum of CAP 2 rating by a recognized major
Classification Society will be maintained at all times and limits of replacement of steel structure and
refreshment of tank coatings will be established accordingly.

2.2.6 Cathodic Protection

The vessels are equipped with both ICCP and MGPS protection.
Daily monitoring procedures are in place on board and monthly reports are forwarded to Technical
Department and then to Manufacturers for monitoring and analysis.
Sacrificial anodes are replaced subject to actual wear condition, performance assessment and
maker recommendations.

2.2.7 Anodes Fitting Principles

All water ballast tanks are coated and fitted with Zinc sacrificial anodes for tank surface cathodic
protection.
The condition of anodes is assessed during regular tank inspections and the anodes will be replaced
subject to actual condition and amount of consumption recorded during inspections.

2.2.8 Procedure for Pitting Repairs

Pitting results from localized corrosion, usually affecting horizontal surfaces and can be found to be
shallow or deep, localized, scattered or extensive.

Localized shallow pitting with depth less than 33% of plate thickness may be repaired by filling with

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 5 of 12
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 3
(011) DRYDOCKING & MAJOR REPAIRS

a suitable epoxy compound which should be applied in accordance to the manufacturer’s

instructions.

Isolated deep pits with depth greater than 33% of plate thickness may be repaired by welding,
provided the thickness of material left at the bottom of the pit exceeds 6 mm. Where the repair is not
carried out afloat, welding at thickness less than 6 mm may be acceptable, provided that it can be
demonstrated that the welder will not burn through the plating. All welding of pitting is to be carried
out in accordance with established welding procedures.

The pitting must be cleaned and prepared as necessary for a repair by welding. The electrodes to
be used should be of a suitable type from an approved class list of welding consumables for use in
ship structure, appropriate for the grade of steel to be welded. A minimum of four weld beads are to
be deposited in any pit. Care should be taken to ensure that stop and start positions are outside the
pit and that the welding direction is alternated for successive layers.

Where the pitting intensity is found to be extensive (above 25 per cent of the surface area) in
association with deep pits (over 50 per cent of the original fitted thickness), or where the thickness of
material left at the bottom of the pit is less than 6 mm, the affected plating should be cropped and
renewed.

2.2.9 Steel Work & Renewal Practices

The Company carries out steel thickness measurements according to Class requirements.
Structural members having a defined “renewal” wastage need be cropped and renewed, while those
with “substantial” wastage are considered to sustain “substantial” corrosion and need to be
monitored on an annual basis.

The Company, recognizing the importance of maintaining the ship’s hull in good condition, has
decided that areas reported to sustain “substantial” wastages (e.g. in excess of 15% for plating)
shall be checked in order to be included in the steel renewals specification and replaced by material
of equivalent thickness and strength during the next major repair period.
It must be noted that the relevant Class Rules for “renewal” and “substantial” wastage limits shall be
applied to each particular vessel.

Regarding the steel / welding repairs authorized to be carried out by the ship’s staff, the following
provisions apply:

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 6 of 12
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 3
(011) DRYDOCKING & MAJOR REPAIRS

 Steel / welding repairs on material of steel quality Lloyds Grade A steel or equivalent may be
carried out by ship’s crew, subject to holding valid welder’s certification. This comprises hull
repairs and pipe repairs (not under pressure) also being subject to the Class Society’s consent
(when applicable).
 No weld repairs should be carried out on material of steel quality in excess of Lloyds Grade A
steel or equivalent.
 No weld repairs are to be undertaken on any pressure vessel or high pressure pipeline.
It is appreciated that under emergency conditions it may be necessary for ship's staff to carry out
temporary weld repairs in contradiction to the above, in which case the vessel must obtain Chief
Technical Director's approval who will assess the situation and issue approval, if considered
applicable with co-ordination with Class and the Administration.

2.2.10 Record Keeping

Monitoring of these repairs and handling of relevant records is carried out via the PMS.

2.3 Planning & Preparation Procedures

The Managing Director, in liaison with the Chief Technical Director and Operations Manager, will
decide when Drydocking will take place in accordance with Class regulations and when major
repairs are to be carried out.

Vessel needs are compiled by the Technical Department that gathers information from the following
sources:
 Classification and Flag requirements
 Charterers’ requirements
 Port State Control Inspection Reports
 P&I Club Condition Reports,
 External and Internal Inspection/Audit Reports
 PMS records
 Condition Reports and Work Requisitions from the vessels
 Master/Chief Engineer/Chief Officer’s list of requirements and recommendations
 Information available from measurements carried out onboard reasonably in advance to the
Drydocking period or upon start like LDPT, SBTT, Ultrasonic measurements etc.
 Pre-Drydocking Inspection report is fulfilled by vessel in cooperation with sup/engineer in case
physical sup/eng visit on board can not be performed

Having gathered together all the above information the Technical Department must prepare:
 ADrydock/Major Repair Specification giving a clear description of work to be carried out by
the repair yard and other contractors and
 A list of works to be carried out by crew, including the work needed to comply with Planned
Inspection/Maintenance System requirements.

For compiling the Drydock specification the unscheduled work register from the PMS may be used
(gathering pending works identified are postponed for the next Drydock), along with the form "Dry-
dock work specifications". Instead of using this method, an appropriate function of the electronic
maintenance system may be used, for automatic compilation of the Drydocking work lists.

As soon as the Technical Fleet Director has obtained quotations from the repair yards and other
contractors, a decision will be made jointly with Technical Chief Director and, Managing Director
for yard selection taking into consideration reliability, cost, experience, quality assurance, safety
performance
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 7 of 12
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 3
(011) DRYDOCKING & MAJOR REPAIRS

, location, reputation, contract terms, climate, Company and Contractor/Yard time schedule,
deviation costs/time, off-hire time, Penalty Clause, as well as on the following:
 Agents, Pilot and Tugs
 Gas freeing
 Spares for Drydock
 Service Engineers/Sub Contractors availability and cost
 Freight and transport
 Health, Safety, Security and Quality standards
 Actual jobs & additional jobs to be done from the specification, etc
 Charterer Requirements

Selection of shipyard
The Company maintains a list of yards of preference, compiled on the basis of past experience and
the relevant yard evaluations done by the attending superintendents and the reputation of the yard
within the industry. Especially, for yards intended to be visited for the first time, the reputation of the
yard, as well as information about evaluations made by other peer Companies, even informally /
verbally communicated to the Technical Manager, are of importance. In cases of dry-docking
projects of importance, apart from direct enquiries and Industry’s reviews, a new yard evaluation
including facilities, practices, delivery times, experience, cost, Health-Safety-Security- Environmental
issues etc, may be carried through on-site visits and audits.

Drydocking and major repairs must be carefully planned to ensure all necessary work can be
completed in the time available and at the estimated time cost.Plans must include cargo tanks heel
out at last discharge and gas freeing completion prior to arrival at Drydock yard.

Daily meetings must take place with the participation of the vessel’s Officers, Ship Superintendents
and Yard Repair Team with particular emphasis given to the safety issues associated with each
work activity.

2.4 Verification

The Superintendent Engineer/ Marine Superintendent and Chief Engineer or Chief Officer must
monitor the activities of the crew, repair yard and other contractors and ensure the work is being
carried out in a safe and satisfactory manner and in accordance with the Drydock/Major Repair
Specification and list of crew works.

The Superintendent Engineer/ Marine Superintendent shall report to the Fleet Technical Manager
giving an updated status of works carried out and/or potential deviations from the planned activities,
followed by a weekly report summary.

On completion of each activity the Technical Superintendent together with the Master and Chief
Engineer or Chief Officer, must check the work carried out and sign the repair yard/ contractor’s
work/service documentation or the crew work list, as evidence of their verification and approval.

Great care must be taken at time of verification and approval of work carried out. Attending
Technical Superintendent Engineer/ Marine Superintendent must double check the job has been
completed properly.

Copies of these documents must be forwarded to the Fleet Technical Manager for final review on
completion of Drydocking / Major Repair.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 8 of 12
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 3
(011) DRYDOCKING & MAJOR REPAIRS

2.5 Dry docking Precautions

2.5.1 Supervision and Control

The Master, Superintendent or other specifically appointed person should maintain full control of the
Drydock activities, ensuring that all work is carried out in a safe and proper manner.

Specific procedures will be required when the ship is to be repaired in a "dead ship" condition or
when there are limitations on the electrical power available.

2.5.2 Before entry

Well in advance prior to calling the Drydock yard, Port Authorities and docking yard should be
contacted to ascertain local requirements and procedure for vessel acceptance for Drydock.
In this context, the following should be ensured by Marine Department with the cooperation of the
vessel:
 Check the stability of the vessel and docking condition
 Check the vessel at required draft
 Mooring lines preparation
 Unused mooring lines stowage
 Standby for dock master
 Proper flags displayed as required
 Free surface effects minimum
 Movable weights to be secured
 Ship power, fire main, fresh water, telephone connections to be ready
 Echo sounder to be turned off
 Overboard discharges to be shut
 Gangway/ accommodation ladders to be stowed
 Anchors stowed and secured.
 Crews standby to assist moorings as required.

2.5.3 While Entering dry dock Yard

Times of the followings to be logged down:

 When vessel enters dock;
 When the gate closed;
 When pumping out commenced;
 When pump out completed.

2.5.4 Following Docking

 Tanks and bilge soundings throughout the vessel.

 Records to be kept with copy to dock-master.
 Hull high pressure wash as the level goes down.
 Initial inspection of the hull to be done to determine as soon as possible:
- Hull condition and potential damage extent, if any
- Rudder and propeller condition
 Plugs to be removed, if draining of the tanks to be required.
 All removed plugs to be in safe custody of C/O.
 Bridge equipment, gyro shut down, heading recorded.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 9 of 12
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 3
(011) DRYDOCKING & MAJOR REPAIRS

2.5.5 Dry dock Requirements

Stability is the most important requirement for getting a ship safely into a Drydock.

Prior to entering the Drydock, stability and stress calculations for the docking phases should be
carried out and relevant Loading Computer printouts should be submitted to the Marine
Departmentfor reviewing. Relevant outcome must be communicated to Dry Dock Yard for final
approval.

The Office may revert to the Master with remarks and recommendations, in case this is deemed
necessary.

Prior to docking, the Master and the Chief Engineer in cooperation with Dry Dock representatives
shall verify that all safety issues are taken into account and control measures will be properly
implemented .Drydock safety & environmental procedures will be followed and instructions will
remain on board for reference during that period.

2.5.6 Precautions for dry dock Flooding

Immediately prior to flooding up, the Master, the Chief Officer and the attending
Superintendent(s)along with Paint Manufacturer’s inspector and Yard Repair Manager /
Representative will carry out a final Drydock inspection to ensure that all dock works have been
completed and the vessel is in a fit condition to float.

The inspection team shall verify all checks included in the " VIM_SECTION 3-F002_Re floating checklist

The order to commence flooding will be given by the Master.

It is the responsibility of the Superintendent and the vessel’s Senior Officers to ensure that the
“management of change” process is applied to all onboard systems either modified or installed
during Drydock periods, in order that all appropriate drawings, procedures, etc. are updated. Such
documentation will be maintained both in the Company’s Office and onboard the vessel.

Ballasting of the tanks must be arranged by the Master, to ensure the stability characteristics will be
as per the undocking written agreement. The yard must guarantee the delivery of the agreed
quantities and distribution of ballast water.

The Chief Officer will:

 Verify that all bottom plugs are properly fitted before ballasting
 Will supervise the overall ballasting process
 Ensure that the yard finally has delivered the agreed quantities of ballast water for each tank.
 Before undocking, the Superintendent and the Chief Engineer will ensure that all suction
grillages, the propeller shaft rope guard and the anodes are properly fit and secured.

During flooding, an effective communication system is to be maintained to ensure that in the event
of any evidence of lack of stability or untoward ingress of water being detected, the flooding
operation may be halted without delay.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 10 of 12
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 3
(011) DRYDOCKING & MAJOR REPAIRS

During refloating, the engine Officers must be stationed in the machinery spaces to check that there
are no leaks, and deck Officers must check the tanks and void spaces.

On completion of flooding, the vessel’s Senior Officers, the Superintendent and the Yard Repair
Manager will confer. The order to move out of the dock will be given by the Master.

2.7 Dry docking Completion

2.7.1 Post Drydock Trials

Dock Trials may only be held with the consent of the shipyard and/or the relevant Port Authorities,
who must always be given adequate notice.

Whenever dock trials are held, the Master, the Chief Officer, the Chief Engineer and 2nd Engineer
must be on board and aware of relevant plans in advance. The Master must verify that any
necessary additional moorings have been put out, that the ship is securely moored and that the
propeller is clear. Sufficient Officers and personnel to handle the moorings must standby on deck
throughout dock trials.

The shore gangway must be removed prior to commencing a dock trial.

When the ship is ready for dock trials, the Master must take up station on the bridge and notify the
Chief Engineer that the dock trial may proceed. The desired direction and speed of engine operation
must be indicated on the E/R telegraph by the Engineer Office on Duty and must not be altered until
the bridge has answered the signal.

Mooring lines must be kept under close observation during the trial, and in the event of excessive
strain, the engines shall be immediately slowed or stopped and additional mooring lines put out.

Sea Trials or VerificationTrials of short duration and subject to vessel commercial instructions, will
be carried out to ascertain vessel overall condition, overhauled machinery functionality and
operability and allow to establish revised hull and speed-power performance baseline following new
antifouling coating application.

During the verification trials the Chief Engineer must supervise the operation of the ship's
machinery.

Extreme caution must be observed in starting up all machinery, which must be closely observed until
properly warmed up in the normal operation. Any malfunctions must be immediately reported to the
Chief Engineer.

On completion of verification trials the Superintendent, the Master and all department heads must
review the performance of the ship and the operation to the machinery and in case of any
abnormality noticed, this must be rectified, to the Superintendent’s and Master’s satisfaction, before
vessel’s departure.

2.7.2 Verification of Equipment Re-Commissioning

Returning the ship back to service after a repair period is a time of high stress and intense activity.
As such the potential for a serious incident can be higher than during the rest of the repair period. All
personnel must be extremely vigilant during this period, to ensure that all the ship systems have
been restored to their optimum condition and properly re-commissioned prior to final testing.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 11 of 12
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 3
(011) DRYDOCKING & MAJOR REPAIRS

It is the Master’s responsibility to ensure that all required updated Certificates and endorsements are
available on-board prior to vessel sailing. Copies of all new Certificates or endorsements must be
sent to the Office.

Further to the above, there is a large potential for the various work items to conflict, as work moves
to a completion to meet the ship's departure time. The daily meeting must cover all the testing and
re-commissioning work planned for that day, in order to ensure that all potential conflicts are
identified and resolved.

The Superintendent shall obtain from the contractor all calibrations, drawings and calculations
relating to the work carried out and return all ship’s property (special tools, etc.) to the ship before
departure.

On completion of shipyard repairs, a thorough inspection is to be made of all tanks and scrap metal
and other debris must be completely removed. All deficiencies and problems in respect of any unit
or system must be brought to the attention of the Master and Superintendent.

Information such as safety signs, vent locators, sprinkler heads and other stenciled data can be lost
when marking up repair specification items with spray paint. Proper care must be taken to ensure
that such markings are fully restored upon completion of the repair period.

In the above context, all checks as per the checklist should be satisfied for this purpose and a notice
about satisfactory completion of all shipboard equipment re-commissioning should be entered in the
Bridge Log Book. Prior to departure from the Yard, the Master should send to the Office the
completed checklist and an email, confirming vessel’s return back to normal operation, with all
equipment adequately re-commissioned and with full operational integrity as necessary.

2.8 Precautions Against fatigue

During Drydocking period, crew work and rest hours shall comply with the applicable requirements
and shall be documented in accordance with Company’s procedures.

Prior to vessel return to normal operation, after completion of the Drydock, the Master shall ensure
that all the Officers and crew have received adequate rest (in accordance with the International and
Company’s established procedures) and they are in all means ready and fully capable of assuming
duties. Should circumstances require, the vessel will stop operations after departing from Drydock
and not proceed on a voyage until the crew and particularly watch keepers have had adequate rest.

3. RECORD

 Dry-dock work specifications VIM / SECTION 3 /F001

 Vessel Re-floating after Dry Docking - Safety Checklist VIM / SECTION 3 /F002
 Shipyard Performance Report VIM / SECTION 3 /F003
 Shipyard’s Report Summary with works done must hand over to Master / Chief Engineer

 Risk Based Inspection (RBI) of Ballast tanks and Void spaces VIM / SECTION 4 /F001

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 12 of 12
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
HULL, SUPERSTRUCTURE AND SECTION 4
(011)
DECK EQUIPMENT MAINTENANCE

Contents
1. SCOPE ......................................................................................................................................... 2
2. INSTRUCTIONS .......................................................................................................................... 2
2.1 Deck and Hull Exterior Shell Plating......................................................................................... 2
2.2 Ballast Tanks and Cofferdams or Void Spaces .................................................................... 2
3. RECORD ...................................................................................................................................... 2

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 1 of 2
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
HULL, SUPERSTRUCTURE AND SECTION 4
(011)
DECK EQUIPMENT MAINTENANCE

1. SCOPE

This section provides general guidelines for the maintenance of Hull, Superstructure and Deck
equipment.

Corrosion and lack of maintenance of the steel construction of vessels is the most important cause
of its deterioration. In order to minimise the effects of corrosion to the hull and superstructure the
following inspection / maintenance guidelines are established.

2. INSTRUCTIONS

2.1 Deck and Hull Exterior Shell Plating

Inspection of Deck and Hull plating is to be scheduled by the Master and carried out by Deck
Officers so that inspection of the total area of deck and hull exterior shell plating to be completed
within the period of one year.

All areas of deck and hull exterior shell plating should be visually inspected. Plates found with
obvious signs of initial corrosion, structural defects or deep wear or any significant bending or
indentation must be reported to the Company immediately by e-mail and if applicable to be
scheduled for maintenance by vessel crew.

Action should be taken with respect to any findings which must be recorded to vessel's files.

2.2 Ballast Tanks and Cofferdams or Void Spaces

Reference is also made to section "Drydocking and Major Repairs" of this Manual.

2.3 Deck Equipment maintenance requirements are stated within ePMS and inspection
intervals are clearly defined

3. RECORD

 Risk Based Inspection (RBI) of Ballast tanks and Void spaces VIM / SECTION 4 /F001

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 2 of 2
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 5
(011) GUIDELINES FOR MAINTENANCE OF MACHINERY

Contents
1. SCOPE ......................................................................................................................................... 2
2. INSTRUCTIONS .......................................................................................................................... 2
2.1 Main Engine .............................................................................................................................. 2
2.2 Generating Engines .................................................................................................................. 2
2.3 Emergency Diesel Generator ................................................................................................... 2
2.4 Boilers & Economizers.............................................................................................................. 3
2.5 Engine Room and Automation Alarms ..................................................................................... 3
3. RECORD ...................................................................................................................................... 3

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 1 of 3
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 5
(011) GUIDELINES FOR MAINTENANCE OF MACHINERY

1. SCOPE

This section provides general instructions for the maintenance of Machinery and Systems, including
the Main Propulsion Machinery and other engine room equipment and systems.

2. INSTRUCTIONS

2.1 Main Engine

Planned maintenance of the Main Engines is carried out as per the instructions and guidelines set
out in PMS, in line with manufacturer recommendations. All required documents and forms that
need to be filled out shall may be handled via this system, to the extent it is feasible.

The Master and Head Office should be informed for any Main Engines stoppage and also to provide
consent for any intended disassembly for maintenance.
In the latter case, operational scenarios, local requirements and terminal’s standards should be
taken in account.

2.2 Generating Engines

The generating plant must be maintained to the highest standards in accordance with the
manufacturers’ recommendations and as stipulated in the PMS.

2.3 Emergency Diesel Generator

The emergency generator engine and electrical generator section must be subject to
thorough inspection during the major repair period of the vessel and in accordance with
manufacturers’ recommendations and as stipulated in PMS

The Emergency Diesel Generator must be subject to weekly Run Tests, a Run Under Load test
once every 6 months .Performance should be reported in the PMS accordingly. Relevant records
should be maintained in the PMS

The “Test Run” should be of not less than 30 minutes duration. The “Running On Load Test” should
be as near to the capacity of the generator as practicable, to ensure that normal running
temperature and pressures are achieved and should be of not less than 45 minutes duration.
Test results should be recorded into PMS with VIM / SECTION 1 / F-042 and in the Engine Log Book.

The following should be adhered to:

 The Service Tank should be maintained at 90% capacity
 Minimum level quantity corresponding to 18hours of continuous Emergency Engine Operation
should be marked at the level gauge
 Clear and concise starting instructions of the Emergency Generator shall be displayed near the
Generator, in case even non-experienced personnel will need to start it.

Inspections of vessels by the Port State Control authorities may include a test of the emergency
sources of power. In this respect, the crew's familiarity with their related duties should be always
ensured.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 2 of 3
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 5
(011) GUIDELINES FOR MAINTENANCE OF MACHINERY

2.4 Boilers & Economizers

Periodic inspections of the boiler must be carried out and in line with PMS instructions to
ensure their integrity.
Boiler water analysis should be taken frequently as per PMS and results should be send to
the supplier of chemicals for evaluation. Periodically physical attendance by expert service
engineer appointed by supplier of chemicals company should be arranged.

Soot blowing of aux. boiler and economiser shall be carried out as necessary by the U-tube
differential pressure indication while on passage, with special precautions taken to avoid
sparks falling on deck. Boiler tubes should be soot blown prior to arrival and after departure
from port and not blown when the vessel is in port. The OOBW should be consulted prior to
commencing. Under certain weather conditions and especially wind direction, the vessel’s
course may have to be altered, if necessary. The time of soot blowing operation should be
recorded in the engine log book.

2.5 Engine Room and Automation Alarms

E/R alarms (including UMS) should be tested annually as per the form VIM Section 1-F014 1 year
record of automation alarm system

Testing results should be reported against their original setting points (as applicable). Relevant
routines and reporting instructions are incorporated in the PMS.

2.6 Tank overfill alarms for Cargo tanks

All Cargo tanks overfill alarms should be tested every 3 months as per VIM / SECTION 1 / F-059
And reporting into one calendar year form.

2.7 Bunker tanks overfill alarms

All Bunker tanks High level and overfill alarms should be tested before every bunkering and should
be recorded into “Bunker Operation Checklist” SOM Section 7/ F-002

3. RECORD

 Boilers Overhaul - Inspection - Repair report VIM / SECTION 5 /F-001

 A/C operation Running Check Sheet VIM / SECTION 5 /F-002
 Refrigerant Gas Consumption Log VIM / SECTION 5 /F-003
 ODS Discharge Record VIM / SECTION 5 /F-004
 ACS-2 Values PCB Check Sheet VIM / SECTION 5 /F-005

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 3 of 3
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
GUIDELINES FOR MAINTENANCE OF ELECTRICAL SECTION 6
(011)
EQUIPMENT

Contents
1. SCOPE ......................................................................................................................................... 2
2. INSTRUCTIONS .......................................................................................................................... 2
2.1 Electrical Equipment Maintenance and Megger Testing ......................................................... 2
2.2 Emergency Batteries ................................................................................................................ 2
3. RECORD ...................................................................................................................................... 3

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 1 of 3
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
GUIDELINES FOR MAINTENANCE OF ELECTRICAL SECTION 6
(011)
EQUIPMENT

1. SCOPE

This section provides general instructions for the maintenance of electrical equipment, including the
Emergency batteries.

2. INSTRUCTIONS

2.1 Electrical Equipment Maintenance and Megger Testing

Work on electrical systems and equipment must be carried out as per the PMS and is considered a
specialised work, undertaken only by qualified personnel from the ship’s staff or – if required – a
shore contractor.

The electrical insulation is an extremely important parameter regarding the maintenance of electrical
Equipment and as such Low insulation values need to be timely identified to avoid damage to
equipment and accidents caused by leakage currents. Therefore, the need arises for frequent
insulation resistance or Megger tests. Megger tests must be carried out at least quarterly, covering
the complete set of motors and other equipment requiring testing within this interval and monitored
via the PMS.

The cargo pipelines should be ensured performing zero resistance, by carrying out regular
conductivity tests, recorded in the quarterly megger test report and monitored via the PMS.

Moreover, when using flexible cargo hoses, one length only of hose without internal bonding
(electrically discontinuous) may be included in the hose string as an alternative to using the
insulating flange. All other hoses in the hose string should be electrically bonded (electrically
continuous). Since electrical continuity can be affected by any of the physical hose tests, a check
on electrical resistance should be carried out prior to, during and after the annual pressure tests
with PMS monitoring.

2.2 Emergency Batteries

Each vessel is equipped with emergency batteries sets, used to provide power to critical and
communication equipment, when the main source of power fails. The following emergency battery
sets are installed onboard ships:
 For GMDSS equipment.
 For ECR alarm monitoring system.
 For emergency lighting and other similar emergency loads, whenever no emergency generator is
available onboard.
 For emergency generator starting, if such machinery is available onboard.

Usually all above battery sets comprise a number of lead–acid batteries connected in parallel and in
series to provide the required voltage and supply current. Emergency batteries are charged by
purpose installed battery chargers.

Each battery in each set and the battery chargers must be inspected at least weekly by the C/E or
the Electrician to ensure good condition and correct operation. Battery condition must be recorded in
the form “Emergency Batteries Log”.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 2 of 3
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
GUIDELINES FOR MAINTENANCE OF ELECTRICAL SECTION 6
(011)
EQUIPMENT

Moreover, as per SOLAS, capacity test of GMDSS emergency batteries should be carried out on
annual basis; relevant monitoring should be ensured via the PMS.
This test is usually conducted by the external workshop undertaking the annual radio survey.

3. RECORD

 Battery Status Log VIM / SECTION 6 /F-001

 Batteries Load Unload Test Log VIM / SECTION 6 /F-002
 Inventory List of New/Old Spare Electrical Motors on board VIM / SECTION 6 /F-003
 Alternators Load test VIM / SECTION 6 /F-004
 Circuit Breakers -Contactors Inventory VIM / SECTION 6 /F-005
 Electrician Tools inventory VIM / SECTION 6 /F-006
 Electric Motor Particulars VIM / SECTION 6 /F-007

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 3 of 3
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 7
(011) NAVIGATION AND COMMUNICATION EQUIPMENT

Contents
1. SCOPE ......................................................................................................................................... 2
2. INSTRUCTIONS .......................................................................................................................... 2
3. RECORD ...................................................................................................................................... 2

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 1 of 2
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 7
(011) NAVIGATION AND COMMUNICATION EQUIPMENT

1. SCOPE

The scope of this section is to describe the maintenance and inspection requirements for navigation
and communication equipment.

2. INSTRUCTIONS

Maintenance and inspection of communication and navigational equipment should be made as per
ePMS .Reference is made to the "Navigation & Mooring Manual".

3. RECORD

None

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 2 of 2
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
LIFE SAVING APPLIANCES & FIRE FIGHTING SECTION 8
(011)
EQUIPMENT AND SYSTEMS

Contents
1. SCOPE ......................................................................................................................................... 2
2. INSTRUCTIONS .......................................................................................................................... 2
3. RECORD ...................................................................................................................................... 3

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 1 of 3
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
LIFE SAVING APPLIANCES & FIRE FIGHTING SECTION 8
(011)
EQUIPMENT AND SYSTEMS

1. SCOPE

These instructions outline the company’s guidance for the maintenance of the shipboard life saving
and fire-fighting equipment and systems, including regular tests and checks

Reference is made to the ship specific stand-alone SOLAS Training Manual and Fire Fighting
Operational and Maintenance Instruction Booklet.

2. INSTRUCTIONS

The Chief Officer and the Safety Officer, in cooperation with the Chief Engineer and Engineer
Officers, when deemed necessary, are responsible for carrying out the conditional inspections and
tests of the ship’s LSA and fire-fighting equipment.

A relevant Inspection Plan must be followed at scheduled intervals (weekly / monthly / quarterly /
annually etc) as established by the PMS and in accordance with the recommendations by the
Makers, the IMO and the Flag Administration requirements. Especially for the maintenance and
inspections routines as per IMO MSC.1 Circ.1432 and Circ.1516, together with Flag Administration
guidance, if applicable, should be taken in account.

All LSA and fire protection systems and appliances shall at all times be in good order and readily
available for immediate use while the ship is in service. If a system is undergoing maintenance,
testing or repair, then suitable arrangements shall be made to ensure safety is not diminished
through the provision of alternate fixed or portable fire protection equipment or other measures.

For this purpose, the following measures shall be taken in account (among many possible others to
be considered on case-by-case basis), when following up the testing, inspection and maintenance
plan:
 When any piece of Fire Fighting Equipment or LSA undergoes testing, inspection and/or
maintenance requiring by nature shutting-down or becoming unavailable for use, a specific Risk
Assessment shall be drafted in advance, for identifying the risks and establishing alternative
measures for ensuring safety.
 Deactivation of equipment identified as “critical” shall be carried out in accordance to the
established “de-activation / re-activation” hazard analysis and reporting procedures.
 Maintenance of Life Boats, Life Rafts and associated launching and release equipment, when by
nature renders the equipment unavailable for use, shall be undertaken whilst the vessel securely
moored and never when at the anchorage, unless alternative safety means are temporarily
provided onboard.
 Landing ashore of CO2 bottles, portable/mobile extinguishers, EEBDs and SCBA bottles for
maintenance by external workshop shall be done in a way that ensures:
 Either landing is done in bunches, so that adequate quantity of equipment remains functional
onboard, in accordance to a revised and temporarily-enforced fire plan, which might include
appropriate operational, working and manning modifications and restrictions, or
− Adequate quantity of alternative functional equipment is temporarily provided onboard by the
contractors.
− In all cases a special fire drill shall be arranged to ensure familiarization of the crew to the
new temporary implemented fire fighting arrangements, which shall last until the landed
equipment is returned or replaced onboard and implementation of the original fire plan re-
established.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 2 of 3
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
LIFE SAVING APPLIANCES & FIRE FIGHTING SECTION 8
(011)
EQUIPMENT AND SYSTEMS

3. RECORD

 Record of Fire Detection System Testing VIM / SECTION 8 /F001

 Annual Test of Local Fire Fighting System VIM / SECTION 8 /F002
 On-load Release Mechanism Inspection VIM / SECTION 8 /F003
 Planed inspection record / maintenance schedule LSA & FF VIM_SECTION 1-F035
 Planed inspection maintenance Check List LSA & FF Chem Tank VIM_SECTION 1-F036

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 3 of 3
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
GUIDELINES FOR MAINTENANCE OF INTRINSICALLY- SECTION 9
(011)
SAFE & EXPLOSION-PROOF EQUIPMENT

Contents
1. SCOPE ......................................................................................................................................... 2
2. INSTRUCTIONS .......................................................................................................................... 2
2.1 Definitions ................................................................................................................................. 2
2.1.1 Definition of “dangerous spaces” ............................................................................................ 2
2.1.2 Definition and categorization of explosion protection equipment ............................................... 2
2.2 Identification of explosion protection apparatus and space dependent minimum explosion
protection requirements ..................................................................................................................... 4
2.3 Installation, maintenance and calibration of associated/explosion protection apparatus ....... 4
2.4 Programmed maintenance tasks to be carried out by shipboard personnel ........................... 5
2.5 Maintenance of explosion proof lighting fixtures ...................................................................... 5
2.6 Handling unexpected malfunction of an explosion protection or associated apparatus ......... 6
2.7 Training on the maintenance of explosion-proof and intrinsically safe equipment.................. 6
3. RECORD ...................................................................................................................................... 7

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 1 of 7
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
GUIDELINES FOR MAINTENANCE OF INTRINSICALLY- SECTION 9
(011)
SAFE & EXPLOSION-PROOF EQUIPMENT

1. SCOPE

This section provides general instructions for the operation and maintenance of intrinsically-safe and
explosion-proof equipment.

2. INSTRUCTIONS

2.1 Definitions

2.1.1 Definition of “dangerous spaces”

Dangerous spaces are categorized as follows:

a. Spaces and tanks containing flammable liquids, the ambient temperature of which is within 15ºC
of their flash point or containing flammable gases (e.g. cargo and bunkering tanks).
b. Spaces adjacent to and isolated from the above by a single bulkhead or deck (e.g. cofferdams,
ballast tanks, deck stores above cargo tanks).
c. Piping systems containing a flammable liquid or gas, and the enclosed or semi-enclosed spaces
containing such piping systems (e.g. pump room).
d. Open deck area extending transversally to the full breadth of the ship, longitudinally up to 3 m
fwd and aft of the cargo space and the bunkering area and up to a height of 2.4 m.
e. Spherical areas of radius 3 m around cargo tank openings (e.g. around access hatches, tank
cleaning openings).
f. Cylindrical areas of 10 m radius around and above cargo tank venting device exhausts and
Cylindrical areas of 3 m radius around and below cargo tank venting device exhausts (e.g. areas
below and above P/V valve exhausts).
g. Spaces below the main deck, with direct access to it, but located outside the areas defined in d,
e and f above and having no mechanical ventilation.

The above spaces have the presence of an explosive atmosphere as a common characteristic. The
explosive atmosphere is the result of a flammable gas or vapour (originating from a flammable liquid
surface) mixing with air, when the mixture is within the explosive range.

However the duration for which the explosive atmosphere is present differs in each space category.
The duration of the explosive atmosphere existence is reflected to the type of intrinsically safe or
explosion proof electrical equipment which is allowed for installation in the space.

2.1.2 Definition and categorization of explosion protection equipment

Electrical apparatus intended for use in dangerous spaces follow 3 design principles for explosion
protection:
 Explosion containment: The apparatus components may be in contact with the explosive
atmosphere and may store electric or thermal energy, sufficient when released (through sparks
or heated surfaces respectively) to cause ignition/explosion of the atmosphere. However the
explosion is contained within the apparatus, due to its robust enclosure construction.
 Segregation: Includes techniques that separate the apparatus electrical components and hot
surfaces from the explosive atmosphere. This is achieved by use of pressurized inert gas
surrounding the components or immersion in oils, resins or special powders.
 Prevention: Apparatus based on the prevention principle are designed so that the electrical
components are incapable of storing electrical energy or dissipating heat sufficient to ignite the
explosive atmosphere with which they come in contact.
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 2 of 7
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
GUIDELINES FOR MAINTENANCE OF INTRINSICALLY- SECTION 9
(011)
SAFE & EXPLOSION-PROOF EQUIPMENT

Electrical apparatus are categorized according to their design protection type as follows:

 Flameproof Enclosure “d”

 Oil immersion “o”
 Pressurization “p”
 Sand filling “q”
 Simple apparatus

Protection type “d” falls under the explosion containment principle. Protection types “o”, “p”, “q” and
“m” fall under the segregation principle. Types “i”, “e” and “n” fall under the prevention principle.

As “simple apparatus” are defined those for which the following electrical values are not exceeded:
1.2V, 0.1A, 20μJ / 25mW. These are practically incapable of generating an igniting spark or high
temperature and therefore do not require to be designed under any explosion protection principle.
Examples are passive sensors, like thermocouples and resistance detectors.

Associated apparatus are devices, parts of which may be located in the dangerous area and the rest
in the gas safe area. Even when completely located in the gas safe area, parts of them are
galvanically connecting the dangerous area devices to the gas safe area devices. Therefore,
associated apparatus must be designed to ensure that no dangerous voltage or current may be
transferred to the dangerous area located apparatus.

Design principles to ensure the above are employed. Typical examples are the use of intrinsic safety
principles for the complete circuit of low secondary voltage transformers in active galvanically
isolated barriers and use of zener diodes in passive diode barriers.

Further to the protection type, the explosion protection apparatus are categorized according to the
group of explosive gases they are designed for, and the maximum surface temperature they are
allowed to develop during their operation.

Explosive gas groups are:

 II A (representative gas: propane).
 II B (representative gas: ethylene).
 II C (representative gases: hydrogen, acetylene).

Surface temperature classes are:

 T1: Maximum surface temp. 450 0C.
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 3 of 7
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
GUIDELINES FOR MAINTENANCE OF INTRINSICALLY- SECTION 9
(011)
SAFE & EXPLOSION-PROOF EQUIPMENT

 T2: Maximum surface temp. 300 0C.

 T3: Maximum surface temp. 200 0C.
 T4: Maximum surface temp. 135 0C.
 T5: Maximum surface temp. 100 0C.
 T6: Maximum surface temp. 85 0C.

2.2 Identification of explosion protection apparatus and space dependent minimum

explosion protection requirements

Explosion protection apparatus are marked for easy identification with:

 The symbol “Ex” or “EEx”.
 The protection type.
 The gas group for which they are suitable.
 The surface temperature class they will not exceed during operation.

Thus a squirrel cage motor identification label may read: Ex “e” II C T4, meaning protection type
“Increased Safety”, suitable for explosive gases Group II C (acetylene) and maximum component
surface temperature during operation 135 ºC.

Electrical components of a gas detector may be identified as: Ex “ia” II A T6, meaning protection
type “Intrinsic Safety”, suitable for explosive gases Group II A (propane) and maximum component
surface temperature during operation 85 ºC.

A lighting fixture installed in the battery room may read Ex “d” II A T6, meaning protection type
“Flame Proof”, suitable for gases group II A (propane) and maximum component surface
temperature during operation 85 ºC.

Associated apparatus are classified in the same manner, with the difference that the type of
protection is enclosed in brackets (e.g. [Ex ia] II C, means associated apparatus category “ia”,
suitable for connecting apparatus present in group II C gas dangerous atmosphere).

2.3 Installation, maintenance and calibration of associated/explosion protection apparatus

Explosion protection apparatus are certified for installation in dangerous spaces following careful
design, performance assessment under specific fault conditions and extensive testing.

Similarly the design of associated apparatus ensures, subject to testing, that they are incapable of
allowing voltage and current above specified limits to be transferred to the dangerous area. For this
reason their installation maintenance and calibration must be carried out strictly according to
maker’s instructions and by suitably trained and authorized personnel only. Preferably the maker
service engineers should be employed.

Non–qualified personnel intervention or repairs to explosion protection and associated apparatus

components, including protective enclosures and covers, is prohibited. Exception to the above may
only be the direct replacement of standard components, like fuses or replaceable plug-in printed
circuit boards. These may be changed by the shipboard personnel, if and only if this is prescribed by
the manufacturer.

Prior and during calibration or programmed maintenance of explosion protection and associated
apparatus, the authorized service engineer, assisted by the C/O and the C/E, depending on the
locations and equipment involved, must take all necessary precautionary measures:

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 4 of 7
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
GUIDELINES FOR MAINTENANCE OF INTRINSICALLY- SECTION 9
(011)
SAFE & EXPLOSION-PROOF EQUIPMENT

 Prior to and during the in situ calibration/maintenance, the electrical power must be turned off or
if this is impracticable, the space atmosphere monitored continuously by explosion meter to be
out of the explosive range (maximum acceptable LEL 1%).
 Prior to and during the in situ maintenance, the electrical power must be turned off and the
atmosphere monitored continuously for explosive gases.
 Prior to maintenance of associated apparatus, the electrical power and connections to the
dangerous space apparatus must be isolated.
 Whenever possible, the apparatus must be removed to a gas safe space/workshop and
calibration and/or maintenance carried out therein.
 Disconnected conductors in the dangerous space must be firmly anchored to an electrically safe
point (e.g. grounded to an iso-potential ground system, or secured and fully isolated between
each other and other conductors or the hull to avoid generation of sparks).
 In situ maintenance and calibration of explosion protection apparatus should be limited to:
1. Disconnection, removal or substitution.
2. Calibration adjustments necessary to be done in situ.
3. Maintenance activities clearly specified to be done only in situ by the manufacturer.

2.4 Programmed maintenance tasks to be carried out by shipboard personnel

Specific tasks which are identified by the manufacturer, as permitted for the shipboard non –
qualified personnel must be carried out strictly following corresponding instructions and maintenance
intervals must be adhered to. Only original spares should be used and the Company must ensure an
adequate stock of such spares (fuses, plug in cards, etc.) is always available onboard.

Prior to and during such operations all necessary precautionary measures, including any additional
manufacturer’s instructions, must be strictly followed. Provided all precautionary measures are
taken, a relevant work permit for the job must be issued (if job location is in the dangerous area) and
the job commenced.

2.5 Maintenance of explosion proof lighting fixtures

The following factors must be adhered to when maintaining explosion proof lighting fixtures:
 The flange faces must be clean and without score marks. They must never be cleaned by using
metal tools, to avoid scratches. Use only solvent or plastic scrapers.
 The flange faces must never be allowed to become pitted by corrosion.
 The gap must never be allowed to become blocked by corrosion or any other material. Never
allow paint to intrude into the gap. Never, under any circumstance, seal the gap with tape, putty,
etc. Never insert a gasket between the flange faces.
 The gap width must be checked with a feeler gauge and maintained within the range specified
on the equipment Certificate and in the manufacturer’s instructions. Therefore, whenever the
equipment is opened, even for a bulb change, it must be re-closed using all the securing bolts.
Never over tighten the bolts or leave any loose.
 Cover bolt threads must be clean and undamaged.
 In order to maintain the integrity of the pressure containment structure, the glass cover itself
must contain no hairline cracks, the cover sealing rings must be flexible and non-cracked and
the glass sealing cement must be unbroken.
 All cable entry covers/plates, glands or stopper plugs must be intact, of the correct type and
correctly fitted, with all fasteners located and secured.
 Only use a bulb of the wattage for which the light is rated. Never use higher wattage bulbs, as
this may result in the equipment becoming hotter than its rated temperature. In case of
incandescent bulbs, only types certified for the particular fixture should be used.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 5 of 7
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
GUIDELINES FOR MAINTENANCE OF INTRINSICALLY- SECTION 9
(011)
SAFE & EXPLOSION-PROOF EQUIPMENT

 Check cable clips and cage clips, to ensure that they have not worked loose due to vibration.
 Always ensure that earth or bonding connections remain intact.

2.6 Handling unexpected malfunction of an explosion protection or associated apparatus

This paragraph presents actions to be followed in the exceptional case of an explosion protection or
associated apparatus malfunction, between programmed maintenance intervals. This procedure
applies to apparatus other than explosion proof lighting fixtures.

An attempt to proceed to repairs by shipboard personnel should NOT be undertaken beyond the
extent and components prescribed by the manufacturer. In case intervention by shipboard personnel
is not allowed, shut down and isolation of power supply, as per manufacturer’s instructions, should
be performed. Repairs to the apparatus should be arranged by the Technical department for the first
convenient port of call.

The following is a list of basic actions to be followed in case of an explosion protection apparatus
malfunction, which must be supplemented by the equipment manufacturer’s instructions:
 Ensure that all manufacturer’s manuals and drawings are available onboard, studied and clearly
understood by the C/E and/or the Electrician. In case of doubt, contact the Company and the
manufacturer in writing (via e-mail, fax or telex).
 In case some extent of repairs is prescribed to be done by non qualified personnel, ensure
necessary tools and certified original spare components are available onboard. Never use non
identical spares, as this may incapacitate the explosion protection capability of the apparatus.
 Ensure that calibration required equipment is available onboard for carrying out calibration
procedures, if these are prescribed to be done by non qualified personnel.
 Issue a hot work permit for the dangerous space(s) involved.
 Disconnect the power supply (and the connections to the dangerous area in case of associated
apparatus), open up the apparatus to the extent allowed to non qualified personnel and assess
condition of interchangeable components.
 Replace damaged components with original certified spares only.
 Carefully box back the apparatus and connect the power and connections to the dangerous
area.
 Carry out the apparatus calibration, if required and allowed to non qualified personnel.
 During the intervention to the explosion protection and/or associated apparatus, the following
general rules must never be breached:
1. Avoid intervening with electrical components determining the apparatus intrinsic safety.
These are identified with shading on the printed circuit boards and the connection diagrams.
2. Do not modify air, surface distances, air gaps of electrical components and conductors and
ensure any gaskets, isolators and spacing collars are refitted upon repairs completion.
3. Ensure grounding terminals and conductors of enclosures and safety barriers are intact and
do not interfere with them if not allowed.
4. Ensure power and signal conductors are tight connected to the correct terminals.
5. Inform the Company on the malfunction or damage sustained.

2.7 Training on the maintenance of explosion-proof and intrinsically safe equipment

The vessel’s electrician and the C/E should be familiarized on the maintenance of the available
onboard specific explosion-proof and intrinsically safe equipment. This familiarization is, normally,
carried out by being introduced upon embarkation to the existing onboard manuals and
manufacturer’s instructions, guided by their predecessor, and documented either in the relevant
familiarization records or in the individual training log.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 6 of 7
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
GUIDELINES FOR MAINTENANCE OF INTRINSICALLY- SECTION 9
(011)
SAFE & EXPLOSION-PROOF EQUIPMENT

3. RECORD

None

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 7 of 7
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 10
(011) WASTE DISPOSAL AND SEWAGE SYSTEMS

Contents
1. SCOPE ......................................................................................................................................... 2
2. INSTRUCTIONS .......................................................................................................................... 2
2.1 Sewage Treatment System ...................................................................................................... 2
2.2 Incinerator ................................................................................................................................. 2
3. RECORD ...................................................................................................................................... 3

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 1 of 3
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 10
(011) WASTE DISPOSAL AND SEWAGE SYSTEMS

1. SCOPE

These instructions provide general guidelines for the maintenance of the Sewage Treatment System
and the Incinerator.

Reference is also made to "Environmental & Energy Efficiency Manual".

2. INSTRUCTIONS

2.1 Sewage Treatment System

The Sewage System should be run at all times, on a continuous automatic mode, at sea and at
ports.

Discharge from sewage holding tanks should only be carried out as per applicable regulations. If
local authorities refuse to allow discharge overboard, then the vessel should use the holding tank
until clear of port limits. For more details, refer to Environmental & Energy Efficiency Manual. If no
holding tank is available, the Port Agent should be contacted to arrange for disposal facilities.

The Sewage Treatment unit should be opened for cleaning and general maintenance, as per
Makers instructions. It should be always treated by using Calcium Hypochloride Tablets for
disinfecting purposes.

The Chief Engineer should ensure that there is adequate supply of Calcium Hypochloride Tablets for
treatment of the plant, for at least three (3) months.

If tanks have to be entered for whatever reason, the Company’s procedures for entering enclosed
space should be strictly followed.

Periodic inspections and maintenance are carried out according to manufacturer’s instructions.
Regular maintenance should be carried out by vessel's crew. In case work is considered beyond
crew’s capability the Superintendent Engineer should be notified. Prior to commencement of any
maintenance works all safety and health precautions should be taken.

Maintenance of the sewage treatment system includes the following items:

 Hypo chlorinator
 Compressors - Air Diffusers
 Discharge and circulating pumps
 Piping system with the respective valves
 Primary compartment
 Aeration compartment
 Clarification compartment
 Treatment compartment
 Grey Water Collecting Tank
 Sewage Collecting Tank

2.2 Incinerator

An incinerator for shipboard use consists of a combustion chamber which is usually a

verticalcylinder, lined with special refractory material. An auxiliary oil fired burner and steam/air
atomisingnozzle is used to ignite the refuse and oil sludge and is thermostatically controlled to
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 2 of 3
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 10
(011) WASTE DISPOSAL AND SEWAGE SYSTEMS

minimise fuelconsumption. The burner is monitored by the PLC and has built in primary air fan and
diesel Oil pump. Solid material, usually in sacks, is burnt by an automatic cycle of operation as
described inthe maker’s instruction Manual. For information regarding general rules for use of
incinerators,reference is made to MARPOL ANNEX VI.

Periodic inspections and maintenance are carried out according to manufacturers’ instructions.
Regular maintenance should be carried out by vessel's crew. Maintenance of the incineratorincludes
the following items:
 Combustion chamber & Ash Box
 Auxiliary oil fired burner
 Inlet and outlet cooling inlets
 Exhaust duct
 Control panel
 Sludge oil dosage pump with motor
 Circulating pump
 Photo Resistor
 Ignition electrode
 Flue gas fan.

3. RECORD

 PMS Incinerator 4-Hour Performance Test VIM / SECTION 10 / F-001

 Monthly Incinerator Inspection Checklist VIM / SECTION 10 / F-002

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 3 of 3
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 11
(011) BILGE-SLUDGE AND SEPARATOR SYSTEMS

Contents
1. SCOPE ......................................................................................................................................... 2
2. INSTRUCTIONS .......................................................................................................................... 2
3. RECORD ...................................................................................................................................... 3

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 1 of 3
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 11
(011) BILGE-SLUDGE AND SEPARATOR SYSTEMS

1. SCOPE

These instructions provide general guidelines for the maintenance of the Bilge-Sludge and
Separators Systems.

Reference is also made to "Environmental & Energy Efficiency Manual".

2. INSTRUCTIONS

Bilge system equipment should be operated and maintained in such a manner that all relevant
requirements of MARPOL as amended, and of IOPP Certificate are complied with, at all times. Any
difficulties encountered in meeting the above requirements should be reported to the Company
without delay.

The bilge main system is arranged to drain any watertight compartment other than ballast, oil or
water tanks and to discharge the contents overboard. The number of pumps and the capacity
depends on the size and type of the vessel. All bilge suctions must be fitted with suitable strainers,
which in the machinery space would be mud boxes positioned at floor plate level for easy access.

Bilge water should not be allowed to collect beneath any machinery, electric motors and other
equipment. Every effort should be made to keep all bilges in an oil-free condition.

Except from the above, the vessels are equipped with the emergency bilge suction or bilge injection
valve is used to prevent flooding of the ship. It is a direct suction from the machinery space bilge
which is connected to the largest capacity pump which is capable of operating even submerged.

All the bilge water collected from machinery space in the bilge water holding tank cannot be directly
pumped out into the sea. For this reason, the oil water separators are interconnected with the bilge
system and are used to ensure that the level of suspended oil particles in the mixture is significantly
brought down. When the PPM of oil particles in the mixture comes down to permissible limit of 15
PPM of oil, it is allowed to be discharged overboard, but only when the ship is en route.

Oil Residue (Sludge) Tanks are provided and are used to hold oil residues (sludge) which may be
disposed directly through the standard discharge connection or any approved means of disposal.
Furthermore, there should be no interconnections between the sludge tank discharge piping
and Bilge water piping. If the systems are interconnected, a non-return valve should separate /
install.

If difficulties encountered are likely to prevent legal requirements being met, alternative courses to
pumping bilge water overboard should be taken, such as:
 Retention onboard by transferring to slop tank if permitted (For Tankers)
 Retention in holding tanks
 Approved discharge to shore or barge.

The Oil water separator unit is considered as a critical item therefore corrective action that may
result from the maintenance inspections must be immediately reported to the Company.

Calibration of the oil content meter (OCM) of oil water separator (OWS) unit should be carried
out according to manufacturer’s recommendations.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 2 of 3
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 11
(011) BILGE-SLUDGE AND SEPARATOR SYSTEMS

Maintenance of Bilge system and separators include the following items:

 Piping and Fittings
 Suction and Discharge Valves
 Bilge Water High Level Alarm
 Engine Room Bilge Wells and Filters
 Emergency Bilge Suction Valve in Engine Room
 Bilge Oily Water Separator
 Overboard Discharge Valves
 Pumps
 Bilge wells, in way of Cargo holds (applicable to dry fleet vessels)
 Bilge piping system fitted in the Cargo Holds and lower and upper stools (applicable to Bulk
Carriers).

3. RECORD

 Weekly Test Bilge Alarms Form VIM / SECTION 11 /F001

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 3 of 3
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 12
(011) BALLAST SYSTEM AND ODME

Contents
1. SCOPE ......................................................................................................................................... 2
2. INSTRUCTIONS .......................................................................................................................... 2
3. RECORD ...................................................................................................................................... 2

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 1 of 2
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 12
(011) BALLAST SYSTEM AND ODME

1. SCOPE

These instructions provide general guidelines for maintenance of the onboard Ballast System and
ODME.

2. INSTRUCTIONS
Specific Instructions are included within e PMS and reference is made to the "Environmental &
Energy Efficiency Manual".

3. RECORD

None

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 2 of 2
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 13
(011) PIPELINES AND VALVES

Contents
1. SCOPE ......................................................................................................................................... 2
2. INSTRUCTIONS .......................................................................................................................... 2
2.1 Piping Systems ......................................................................................................................... 2
2.1.1 Steel Pipelines ...................................................................................................................... 2
2.1.2 Flexible Hoses (Applicable to Oil / Product Tankers and Chemical Tankers) ............................. 2
2.2 Heating Coils for FO Tanks and Cargo Oil Tanks.................................................................... 3
3. RECORD ...................................................................................................................................... 3

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 1 of 3
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 13
(011) PIPELINES AND VALVES

1. SCOPE

This section provides general instructions for the maintenance of pipelines and valves.

2. INSTRUCTIONS

2.1 Piping Systems

2.1.1 Steel Pipelines

Ballast and fire lines must be pressure tested to the working pressure as per the PMS. All pressure
test for all systems are according to procedures stated within Broadcast letter GDI-024-08 .and
ePMS
Bunkering, IG lines must be pressure tested annually to their rated working pressure and at 150% of
the rated working pressure twice within a 5-year period.

For all vessels operating in USA ports the cargo and bunkering lines shall be pressure tested to 1.5
times the rated working pressure on annual basis. Also, annual tightness verification of the cargo
system, including the vapor return lines should be carried out.

Records with pipelines (incl. hoses) pressure testing and renewal details are maintained via the
ePMS.

All flexible hydraulic hoses exposed on deck must be inspected according to e PMS in order to verify
condition. In case any issue observed same has to be reported and replaced as required.

2.1.2 Flexible Hoses (Applicable to Oil / Product Tankers and Chemical Tankers)

Flexible cargo hoses in Engine Room and on Deck are classified according to their rated pressure,
which should not be exceeded in service. Each length of hose should be marked by the
manufacturer with:
 The manufacturer's name or trademark.
 Standard working specification from manufacturer.
 Factory test pressure.
 Month and Year of Manufacture.
 Manufacturer's serial number.
 Indication that the hose is electrically continuous or electrically discontinuous.

Test and inspection of cargo hoses should include the following:

 A visual check for deterioration/damage.
 An pressure test to 150% the Rated Working Pressure (RWP) annually but not less than 22.5
bar to check for leakage or movement of end fittings. Temporary elongation at RWP should be
measured as an interim step. Pressure testing of hoses involves gradual pressurization,
maintaining test pressure for a pre-set amount of time and measuring the hose elongation. Then
the hose must be gradually de-pressurized. Failure to follow the indicated test procedure may
lead to hose damage.

In addition to the above pressure testing, annual vacuum test smooth bore rubber cargo hoses to
0.85 bar.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 2 of 3
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 13
(011) PIPELINES AND VALVES

Hoses should be withdrawn from service as defined by the manufacturer (when applicable) and
under any of the following conditions, with respect to their elongation:
1. The temporary elongation, when measured during test, should not exceed 1.5 times the
temporary elongation when the hose assembly was new.
For example:
- Temporary elongation of new hose assembly: 4%
- Temporary elongation at test: 6% maximum
OR
2. For hose assemblies where the temporary elongation of a new assembly was 2.5% or less, the
temporary elongation at the test should not be more than 2% more than that of the new hose
assembly.
For example:
- Temporary elongation of new hose assembly: 1%
- Temporary elongation of old hose assembly: 3% maximum.

The hose assembly must also be removed from service if it does not meet the electrical continuity
requirements as follows:
 Electrically discontinuous hose should have a resistance of not less than 25,000 ohms measured
between nipples (end flange to end flange). The testing of electrically discontinuous hoses
should be carried out using a 500 V tester.
 Electrically continuous hoses should not have a resistance higher than 0.75 ohms/metre
measured between nipples (end flange to end flange).

In addition to the above conditional retirement criteria, the following retirement standards apply,
based on the hoses’ age:
 The cargo hose on-board must be withdrawn from service at their defined retirement age (by the
maker, if applicable) but not exceeding 6 years for rubber cargo hoses and 4 years for composite
cargo hoses.
 All flexible hydraulic hoses exposed on deck must be replaced at least every 5 years.

2.2 Heating Coils for FO Tanks and Cargo Oil Tanks

Heating coils must be tested, and any leaks repaired promptly, as follows:
 For Dry Fleet Vessels
At least every dry-dock (hydrostatically at the designed pressure).
 For Wet Fleet Vessels
- Prior to loading cargo, which requires heating: (pressure test to be carried out by using
steam).
- Before loading a product which is non-kindred to the grade previously carried in the tank.
- Prior to entering a shipyard.
- At least annually as per the PMS (hydrostatically at the designed pressure).
The preloading tests should be documented in the appropriate pre-loading checklist and the
annual tests are to be recorded in the PMS (as discrete per tank and slop tank operation).

3. RECORD

None

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 3 of 3
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
MOORING AND EQUIPMENT AND LIFTING SECTION 14
(011)
APPLIANCES

Contents
1. SCOPE ......................................................................................................................................... 2
2. INSTRUCTIONS .......................................................................................................................... 2
2.1 General ..................................................................................................................................... 2
2.2 Operational Safeguards for Mooring and Anchoring Equipment ............................................. 2
2.3 Winch Brake Testing and Linkages Checking ......................................................................... 2
2.4 Mooring Lines Care .................................................................................................................. 2
2.5 Mooring Fittings ........................................................................................................................ 3
2.6 Emergency Towing Arrangements (for Wet Fleet Vessels Only) ............................................ 3
2.7 Cargo / Lifting Gear .................................................................................................................. 4
3. RECORD ...................................................................................................................................... 5

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 1 of 5
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
MOORING AND EQUIPMENT AND LIFTING SECTION 14
(011)
APPLIANCES

1. SCOPE

This section provides general instructions for the mooring and anchoring equipment and lifting
appliances.

2. INSTRUCTIONS

2.1 General

The PMS in place covers all anchoring and mooring equipment maintenance and reporting needs,
including the description and method for each maintenance task, spares inventory and
replenishment of used parts.

2.2 Operational Safeguards for Mooring and Anchoring Equipment

Special care is being placed for adequate protection of personnel in the vicinity from the operating
power supplies of the mooring / anchoring equipment. Integrity of insulation of the electric cables
should be visually ensured prior to any operation and spray shields should be available, to protect
personnel and adjoining equipment/motors from leaks.

In case such safeguards are not available, as per the vessel’s original specification, every effort
shall be placed to be installed during the forthcoming major repair period(s).

2.3 Winch Brake Testing and Linkages Checking

Winch brakes must be tested annually as per e PMS instructions and latest OCIMF ‘’ Mooring
Equipment Guidelines ‘’.

Relevant records should be included in the PMS and monitored accordingly. The Master must also
maintain relevant test Certificates when test is performed by external workshop.

Attention should be paid for the particular case that 60% of the breaking load of the wire/rope
exceeds the maximum endurance of the winch or the mooring fittings as per their specification.
In such case maximum holding capacity and testable load should be less than 60% of the breaking
load of the wire/rope, never left to exceed the specified endurance of the winch or the mooring
fittings.

All brake linkages must be inspected at least once per year and recorded in PMS, preferably
together with the brake testing, to ensure that they remain intact and without excessive clearances.

Brake linings must be renewed as per the PMS, when the specific wear limits set by the
manufacturer are exceeded. Brakes linings must be also replaced if ever oil or grease contaminates
them. Additional instructions can be found also to Mooring System Management Plan ( MSMP)

2.4 Mooring Lines Care

Records should be maintained to indicate the inspection and replacement dates of mooring ropes
and tails (or wires if applicable) as per the PMS. Certificates for ropes and wires should be
annotated with dates and the specific winches to which they are fitted and/or end for ended.
All mooring ropes should be tagged.
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 2 of 5
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
MOORING AND EQUIPMENT AND LIFTING SECTION 14
(011)
APPLIANCES

The mooring lines are to be retired from services on the basis of the following criteria:
 The fracture of strands
 Reduction of rope diameter, including that resulting from core deterioration
 Decreased elasticity
 External and internal wear
 External and internal corrosion
 Deformation
 Damage due to heat or electric arcing
 Rate of increase of permanent elongation
 Actual aging in case of intensive use.

Wires must be replaced if the numbers of broken strands (snags) exceed 10% of the visible strands
in any length of wire equal to 8 diameters.

Mooring lines should be retired and renewed at intervals not exceeding 5 years from the date
entering into service. Intensive trading patterns and multi-buoy mooring may expedite deterioration
of mooring ropes and tails and these factors should be considered for the perspective retirement
planning, as well as for the spare levels available on-board.

Mooring wire tails must be renewed at intervals not exceeding 18 months from date of fitting.
Prolonged use in excess of 18 months is only accepted, subject to assessing actual time in service
and available results on case-by-case basis from destructive tests, as per the “Mooring Equipment
Guidelines”.

2.5 Mooring Fittings

All mooring fittings should be checked as per the PMS to ensure their proper condition.
In this context, winch drums, chocks and fairleads must be smooth and free of rust & paint when
using fibre ropes to avoid abrasion. Roller leads to be kept lubricated and freely moving

2.6 Emergency Towing Arrangements (for Wet Fleet Vessels Only)

Safe working loads of connection points are shown in vessel drawings. Clearly written procedures
for deployment should be posted, so that these are accessible to all personnel, at each fwd and aft
location of the equipment, as well as on the bridge. These must also identify any hazards which may
arise during the deployment.

Onboard tools and equipment should be available for assembling the towing gear and their locations
fwd and aft. These include, but are not limited to:
 chains
 cables
 shackles
 stoppers
 tools
 line throwing apparatus.

The Chief Officer must inspect emergency towing systems regularly (monthly / quarterly), in order to
ensure availability and suitability of all necessary equipment, as well as readiness for immediate
deployment.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 3 of 5
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
MOORING AND EQUIPMENT AND LIFTING SECTION 14
(011)
APPLIANCES

Any holding down bolts or other securing devices must be operated to ensure that they remain free
for immediate removal in an emergency. Α record of these inspections and maintenance details
must be maintained in the PMS.

Emergency towing-off pennants should not be attached to a set of bitts with an SWL that is less than
the MBL of the pennant. It should be noted that the SWL marked on the bitts (double bollards)
should be the maximum allowed when using a wire or rope belayed in a figure of eight near the base
of the bitts. This will be half the maximum permissible SWL when a single eye is placed over one
post. Additional instructions can be found also to Mooring System Management Plan ( MSMP)

2.7 Cargo / Lifting Gear appliances

Lifting Appliances & fittings should be checked as per the PMS to ensure their proper condition.

All Lifting appliances and loose Gear derricks, cranes and chain blocks must be clearly marked with
their Safe Working Load (SWL) and, where appropriate, the operating angle. All lifting slings, strops,
running wires, lifting wires, hooks, shackles and Traveling Trolleys and Bea minimum breaking load
to which the item has been tested. The SWL is not to be exceeded in service.

Close attention is to be paid to statutory survey and prooftesting requirements and no lifting
equipment subject to certification requirements is to be used unless a valid Certificate is available.
There must be valid Certificates on board in respect of all lifting gear, including running and standing
wires, lifting wires, slings and strops, nets, slings, hooks, blocks and shackles.

All statutory inspections, tests and surveys of lifting equipment must be entered in the Cargo Gear
Book and duly stamped and signed by the attending surveyor. These surveys are to include all
permanently attached hooks, swivels, etc. It is the responsibility of the Chief Officer, under the
supervision of the Master, to ensure that all the permanently attached equipment is always in
accordance with that stated on the test Certificates, and are to be clearly marked as such. The file of
lifting plant and lifting gear Certificates, together with the Cargo Gear Book, shall be maintained up
to date, with all Certificates valid and ready for inspection.

In addition to the statutory inspections, tests and surveys, it is the Company's policy that the lifting
gear is subject to frequent inspections by the Chief Officer and the Chief Engineer as stipulated in
the PMS. This examination should include all component parts including blocks, sheaves, shackles,
lifting hooks, runner wires, topping lift wires, guy ropes/wires, etc. Numbers on all shackles, hooks,
chains, etc. should be cleaned and legible. Any faults found must be rectified and defective parts
replaced. Prior to any operation and monthly as a minimum, a routine check should be carried out
as per the form “Lifting Appliances Permit”, as per Shipboard Safety Manual.

All running wires and topping lifts of deck cranes must be renewed at intervals not exceeding 5
years from the date of fitting. Wires must be replaced, before the above interval, if there are any
signs of wear or deformation, such as kinking or flattening, excessive external corrosion, any signs
of internal corrosion, or if in any length of 10 diameters the number of visible broken wires exceeds
more than 10% of the total wires.
The date of wire replacement should be recorded in the PMS.

Rocking tests of the crane’s slew bearings should be carried out every six months in accordance
with the manufacturers’ instructions, and the results are recorded in the relevant form of the
manufacturer's booklets and monitored in order to ensure the wear tolerances remain within the
limits permitted by the designers. Monitoring and recording of such rocking tests is required by
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 4 of 5
Capital Sh ip Man agemen t Corp.
Vessel Inspection & Maintenance Manual
VIM
MOORING AND EQUIPMENT AND LIFTING SECTION 14
(011)
APPLIANCES

inspecting bodies, so availability of relevant records of tests carried-out in the previous six months
are a prerequisite for the successful completion of the annual statutory surveys. These 6-monthly
rocking tests are also monitored via the PMS.

All portable ladders MUST have a unique identifying number clearly marked on the ladder are
subject to regular inspection, as defined in PMS.

Portable lifting devices such as chain blocks, slings and shackles etc must be supplied with original
test certificates and are subject to regular periodical inspection as per PMS; nevertheless, they must
be always inspected prior to their use.

3. BEAMS FOR TROLLEYS & BEAM TRAVELLING TROLEYS - INSPECTION

Traveling Trolleys and Beams in Engine Room must be inspected annually as per PMS.

4. RECORD

See records section

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 5 of 5
Cap ital Sh ip M an ag emen t Co r p .
VIM Vessel Inspection & M aintenance M anual
SECTION 15
(011) CALIBRATION

Contents
1. SCOPE ......................................................................................................................................... 2
2. INSTRUCTIONS .......................................................................................................................... 2
3. RECORD ...................................................................................................................................... 2

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 1 of 2
Cap ital Sh ip M an ag emen t Co r p .
VIM Vessel Inspection & M aintenance M anual
SECTION 15
(011) CALIBRATION

1. SCOPE

This section provides general instructions for the operation, inspection and calibration of several
fixed or portable instruments onboard.

2. INSTRUCTIONS

The safe management of operations onboard is dependent on the operator’s ability to determine the
composition of the ambient atmosphere or the atmosphere of an enclosed space. We need to
measure the oxygen and hydrocarbon and toxic gas concentrations in the atmosphere. This will
enable us to detect the presence of any explosive mixtures, toxic vapours and any oxygen
deficiency that may present a risk of explosion or hazard to personnel.

All atmospheric monitoring equipment (portable) and personal monitors should be serviced and
calibrated as per the instructions provided in IMSPRO, procedure "Control of Monitoring and
Measurement Equipment".

Also annual servicing and certification by competent external workshop should be ensured for the
following equipment, with relevant PMS monitoring:
 UTI/MMC tapes
 Reference calibrators (Master Instruments – Portable Temperature test kit – Portable Presure
test kit .

For Wet Fleet Vessels, the latter shall be used for testing the accuracy of gauges in Engine Room
and on deck, as per periodic routines defined in the PMS. Especially, all pressure and temperature
gauges fitted on the cargo system and the manifolds should be checked on quarterly basis. Tankers
fitted with an inert gas system have the additional need to measure the oxygen content of inert gas
and levels of hydrocarbon and toxic gas concentrations in cargo tanks, as part of safe management
of cargo tank atmospheres.

3. RECORD

 Annual Calibration Record (Functioning / Indication Instruments) VIM / SECTION 15 /F-001

 Portable Test / Measuring Equipment Record Book VIM / SECTION 15 /F-002
 VERIFICATION FORM FOR DIPPING TAPES VIM_SECTION 2-F009
 VERIFICATION FORM FOR FLOW METERS VIM_SECTION 2-F010
 Tech 019-17-a Verification Form for UTI Dipping Tapes.xls Missing Comment [GDI1]: Missing form from
t he new list

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 2 of 2
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 16-1
(011) CARGO EQUIPMENT - WET FLEET VESSELS

Contents
1. SCOPE ......................................................................................................................................... 2
2. INSTRUCTIONS .......................................................................................................................... 2
2.1 Cargo Tanks ............................................................................................................................. 2
2.2 Inert Gas System ...................................................................................................................... 2
2.3 Cargo Pumps and Equipment .................................................................................................. 3
2.4 Pump Room Inspection and Maintenance ............................................................................... 3
2.5 FRAMO Pumps ......................................................................................................................... 6
2.6 Cargo Tank P/V Valves ............................................................................................................ 6
2.7 Fixed and Portable Level Gauges and High Level Alarms ...................................................... 6
2.8 Cargo Tank Temperature Sensors ........................................................................................... 7
2.9 Loading Software ...................................................................................................................... 7
3. RECORD ...................................................................................................................................... 7

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 1 of 7
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 16-1
(011) CARGO EQUIPMENT - WET FLEET VESSELS

1. SCOPE

This section describes the instruction for ensuring proper functionality of cargo equipment and
systems of wet fleet vessels.

This section should be read in conjunction with the "Cargo Operations Manual" for the
specific type of the vessel.

2. INSTRUCTIONS

2.1 Cargo Tanks

Inspection of Cargo Tanks should be made, if possible, at intervals not exceeding 2.5 years (± 6
months), depending on vessels trading pattern. Results must be recorded. Reference is also made
to Section 3 of this manual.

For vessels carrying Dirty Petroleum Products or are on a crude trade, internal cargo oil tank
inspection should only be allowed after carrying out a full tank cleaning. A tank inspection plan
should be prepared by the vessel’s responsible personnel along with a risk assessment and should
be submitted to the Company for reviewing and monitoring by the Marine / Vetting and Technical
Departments. Above documentation will be retained by the Marine / Vetting Department.

During these inspections the following must be checked:

• Internal plating and structural members condition
• Ladders
• Earth wires
• Delivery and suction valves
• Handrails and platforms
• Coating and sacrificial anodes
• Pipe Lines passing through any space with respective valves
• Expansion joints, pipe supports, heating coils
• Actuators and hydraulic lines
• Soundings and level alarms ( High and High-High Level Alarm)
• Gas detention System
• Tank Cleaning System
• Fixed Ullage System
• Ullage openings
• Access hatch packing
• Butterworth openings

2.2 Inert Gas System

Maintenance and operation of the Inert Gas System must be in accordance with the instructions
given in the manufacturer's manual, as well as in Cargo Operations Manual. Further information
regarding the maintenance of the system is also provided in SOLAS, ISGOTT booklets, and other
IMO publications.

Inspection items and maintenance intervals for all components of the Inert Gas System are specified
in the PMS. The PMS must be always kept updated and be available at any time to be presented to
any shore personnel when they visit the vessel.
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 2 of 7
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 16-1
(011) CARGO EQUIPMENT - WET FLEET VESSELS

Inspection findings, corrective action, and any requirements for rectification of any deficiency that is
to be carried out must be recorded in the system. In case of Inert Gas system failure (fail to deliver
the required quality and quantity of inert gas, or to maintain a positive pressure in the cargo tanks
and slop tanks), action must be taken immediately to prevent any air being drawn into the tanks. All
tank operations must be stopped, the inert gas deck-isolating valve must be closed, the vent valve
between the isolating valve and the gas pressure-regulating valve must be opened and immediate
actions should be taken in order to repair the inert gas system. Discharge or tank cleaning should
not be resumed until the operation of the inert gas plant is restored or an alternative source of inert
gas is provided. National and local regulations may require the failure of an inert gas system to be
reported to the harbour and/or terminal operator.

Items for maintenance are:

 Air- flue/inert supply system (Fans), and control – delivery valves.
 Scrubber and pumps
 Deck water seal - Pumps and its level control valves
 Non return valves
 P/V valves
 P/V-breaker
 IG Isolating valve
 Mast Riser and breather valve
 Pressure, temperature, and level switches.
 Oxygen analyser (s)
 Piping system, supports, expansion joints

2.3 Cargo Pumps and Equipment

All officers must be able to operate the vessel’s cargo pumps and must be aware of their condition
and performance capabilities. All deck officers must be familiar with the use operation of
loading/unloading system, having knowledge of the location and use of all valves, fittings, and
accessories used for the cargo loading system, as well as of the emergency tripping devices.

The cargo pumps should operate over their rate of maximum efficiency. Therefore, maintenance
schedule, as recommended by the manufacturers, should be carried out. Respective records for the
corresponding maintenance work are to be uploaded in the PMS where applicable or sent to
technical department by email. Furthermore, any finding and required corrective action must be
recorded in the PMS. If external resources for assistance are required, the Superintendent Engineer
should be notified by regular means of communication.

In addition, operational performance of the cargo pumps, should be monitored and recorded at the
end of each discharging operation.

2.4 Pump Room Inspection and Maintenance

The Master, in co-operation with the Chief Engineer, one Deck Officer and one Engine Officer,
should be assigned for periodical inspection and maintenance of cargo pump room.
Prior to entry into the pump room all safety and health measurements have to be taken as described
in the Company’s Shipboard Safety Manual. The environmental conditions have to be verified
interlocking arrangement between lighting switch and exhaust fan is to be tested operational and
relevant "ENTRY PERMIT" is to be issued.

PERIODICAL INSPECTION SHOULD BE CARRIED OUT:

Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 3 of 7
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 16-1
(011) CARGO EQUIPMENT - WET FLEET VESSELS

 During discharging of cargo;

 During loading of cargo;
 At sea.
The following have to be checked and recorded for good operational condition:

1. Gas Monitoring System

Following to be carried out according to maker's instructions:
a) Toxic gas and oxygen sensors:
 Check for cleanliness and securing of protective covers;
 Periodically check and calibrate zero adjustment.
b) Air horn and Rotary lights:
 Check for good operational condition;
 Check for correct air pressure supply.

2. Cables and Lights

 All cables laying in way of ceiling, bulkheads and below the tank top gratings of P/R lower
platforms for bilge lighting, to be visually checked for any external insulation damage,
especially if repairs have been carried out.
 All gas-tight lights to be periodically checked for tightness.
 Condition of protecting glass and packing to be checked to ensure tightness. In particular,
after any light bulb renewal, the proper fitting of protecting glass must be made in order to
maintain its tightness.

3. Bilge system
 Bilges must always be inspected to be clean and dry.
 High level alarms to be periodically checked for good operational condition.
 Cleaning of contactors should be carried out at specified time intervals, even though the
alarm itself is operated.
 Suction strainers to be checked and kept always clean.
 Mud boxes and filters to be checked and verified that they are properly sealed after they
have been opened for routine cleaning or examination.
 Bilge space must always be inspected to be clean and dry.

4. Piping and Valves

 Piping and valves to be kept always clean to allow easy detection of small oil leakage,
especially from flange's packing and bolts.
 Pressure test to be periodically carried out to verify condition.
 Hydraulic cylinders and H.P. pipes of valve actuators to be closely checked for leakage.
Valve glands and drain cocks to be periodically checked for leakage.
 Bolts of connecting flanges and supports to be periodically checked for tightness and rigidity.

5. Pumps and Stripping Systems

 Maintenance of pumps should be carried out according to maintenance schedule
recommended by the manufacturer. Prior to starting and during cargo discharging visual
close inspection for normal condition and operation should be carried out. The following is to
be carried out:
1. Pumps emergency TRIP to be checked from all available locations for proper functioning.
2. Mechanical seals to be visually inspected for external leakage.
3. Seals cooling water gravity tank, where applicable, to be checked for proper level and for
any contamination with cargo oil in order to detect internal leakage of seals.
4. Bearings oil level, or greasing, whichever applicable to be checked and/or carried out as
appropriate prior to starting for discharging operation.
Authorized by: Designated Person Approved by: Managing Director
Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 4 of 7
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 16-1
(011) CARGO EQUIPMENT - WET FLEET VESSELS

− Bearings and pumps casing thermometers to be checked for good condition and
proper indication.
− Pump shut-off device, due to high bearings temperature, if applicable, to be checked
for proper operation before starting.
5. Stripping systems, vacuum or steam, control devices to be periodically inspected
according to Maker’s recommendations.
− Drums glass level indicators to be clean and clear-sighted.
6. During COW operation, in addition to the above, the tank washing water heater has to be
inspected at time intervals for oil tightness through the indicating drain valve (where
applicable).
7. Tank washing pump and ballast pumps, to be inspected according to above 1, 3 and 4.
8. Foundation bolts of all pumps to be periodically inspected to ensure that they are tight
and secured.
− Shaft guards securing bolts to be also inspected to be tight and guards to be aligned.

6. Sea Valves Testing Device

 Prior to calling at any port either for loading of discharging, tightness of sea valves for cargo
pumps to be checked with the permanent testing device and results to be recorded.
 Pressure gauges to be inspected for good condition and proper indication.
 Air pipes and cocks for testing to be checked for blocking. Periodically, to be removed and
blown off with compressed air.

7. Exhaust Fans and Dampers

 Exhaust fans to be periodically inspected for normal operation.
 When starting, attention to be paid for any unusual noise from fan impeller or from bearings.
If unusual noise occurs the ventilator to be immediately stopped, and source of noise to be
investigated. Noisy operation may be due to impeller's blade contact to the housing or due to
bearing malfunction thus causing overheating. Both cases are hazardous conditions for
spark generation.
 Ensure bearings lubrication and greasing of them as necessary.
 Ensure tightness of bulkhead penetration and lubrication of seals (where applicable).
 Ensure dampers are in the correct indicated position and locked. Inspection of damper shaft
and remote manual mechanisms, where applicable, are operational and lubricated.

8. Emergency Exit and Emergency Line

 The passage way to the emergency exit to be free and clear.
 The doors on the deck to be clear and free to open.
 The top exit cover tightening bolts to be well maintained and greased, free to operate from
inside and under the worst situation.
 The emergency line to be ready for use at all times.
 The line rope and the wooden block to be kept in excellent condition. In case of any doubt for
the strength of either of them, same to be immediately renewed.
 Emergency escape skylight to be ready for use at all times including all the accessories fitted
on the respective system.
 Emergency exists in Engine Room should be painted yellow / black (“Tiger Stripes”)

9. Communication System
 All communication instruments, i.e. permanent and magnetic telephone to and from bridge,
engine room, cargo control room etc, to be periodically tested for proper operation.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 5 of 7
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 16-1
(011) CARGO EQUIPMENT - WET FLEET VESSELS

10. Bulkhead Penetration

 Bulkhead penetration glands to be regularly checked for proper alignment, in relation to the
shaft passing through.
 Condition of packing to be checked and greasing/lubrication to be carried out at regular
intervals to keep and ensure gas tightness.

The relevant checklist should also be completed at specified intervals and reviewed by the Technical
Department.

2.5 FRAMO Pumps

The following practices apply to those vessels equipped with FRAMO pumps:
 The System Feed Pump should be run continuously 24 hours a day, 365 days a year.
 This is necessary in order to protect the system from ingress of water and air and additionally, to
make sure that no foreign particles are transported to the filters and to ensure cleanliness of the
system.
 The Cargo pump inlet and ball valves should always be in open position.
 These valves should be “worked” every three (3) months, when minimum pressure on the line, to
ensure they are free. The manual control valve at the Flow Control Valve should be kept in the
open position except when in use for stripping purposes, etc.
 The System pressure should be maximum 15bar above highest cargo pump motor pressure.
 The Hydraulic tank level should be kept at ¾ level in gauge glass

Purging of pump cofferdam space is the most important Maintenance Program of the Framo pumps.

When pumps are due for CMS as required by Class, the Records of the Cofferdam Purging along
with the Running hours, coupled with Running Test for noise, should suffice to pass the pump.

The "Framo Purging Report" and "Form for Liquid Filled Cofferdam on Framo Submerged Ballast
Pumps", as per Framo Maker’s forms, should be sent to the Technical Department for evaluation on
a Monthly basis.

Pumps should be opened-up for inspection, only if there is suspicion of excess wear or damage.

2.6 Cargo Tank P/V Valves

Cargo tank P/V valves should be tested for correct operation prior to any load/discharge operation
by using the check lifts facility (if fitted). The P/V valves should be calibrated during dry docking
period and records kept. The procedure requires the P/V valve to be removed from the vent pipe,
positioned on the calibration device and the pressure and vacuum settings to be checked.

In case these are out of manufacturer’s tolerances, the valve should be opened up, cleaned,
reassembled and recalibrated for pressure and vacuum according to manufacturer’s instructions.

2.7 Fixed and Portable Level Gauges and High Level Alarms

Cargo Tank Float Gauges, or remote Liquid Level Indicators should be used to monitor the tank
level which integrates a high level alarm. In addition, a secondary independent HI-HI Overfill Alarm
System for monitoring the tank level is used.

The High Level Alarm is set to 95% and the High-High Level Alarm is set to 98%.

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 6 of 7
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 16-1
(011) CARGO EQUIPMENT - WET FLEET VESSELS

Fixed level gauges should be calibrated during Dry Docking.

UTI devices should be calibrated annually.

Both calibrations should be carried out by competent external workshops, who issue relevant
Certificates. Records should be kept and monitored via the PMS.

Cargo tank float gauges should be secured during Tank Cleaning operations. High Level /
independent alarms should be checked before each operation, in order to verify the System’s
operability.

All vessels are sufficiently equipped with UTI units, as per the Industry’s and Charterers’ standards,
in order to ensure independent monitoring of ullages, in addition to the primary system.
In case of breaking-down of all UTI sets available on board , the Company shall arrange delivery of
replacement units upon arrival at port, either by forwarding onboard ready and available UTI’S at
Contractor’s premises or by supplying new through the Local Agent from the first available Supplier.
The accuracy of the Primary Gauging System, including differences with the UTI devices
measurement should be identified monthly.
If the UTI measurement differs from the primary fitted gauging system, ullaging must be conducted
by UTI measurement device readings.

2.8 Cargo Tank Temperature Sensors

Cargo Tank Temperature Sensors should be checked for accuracy before cargo operation or
monthly, as per PMS.

2.9 Loading Software

Onboard each vessel there is a Class-Approved Loading Computer. This computer should be used
for all required trim, stability, damage stability and longitudinal strength calculations. It should also
be used for cargo planning, in order to determine anticipated bending moments, shearing forces and
trim, during different sequences of the cargo plan.

To ensure accuracy of the loading software, it is required to check it against the approved testing
conditions from the vessel’s trim and stability booklet or the approved loading manual.
The test should involve physically entering the data and verifying the result. It is not acceptable to
simply retrieve a stored test condition from the computer and compare this against the original
condition.
This Loading Software test should be done on a monthly basis.

3. RECORD

 Cargo Tank Diagram VIM / SECTION 16-1 /F001

 Purging Routine for FRAMO submerged Cargo Pumps VIM / SECTION 16-1 /F002
 Tank cleaning operations log VIM / SECTION 16-1 /F003
 MR product vessels tank cleaning log VIM / SECTION 16-1 /F004
 Crude Oil vessel tank cleaning operations log VIM / SECTION 16-1 /F005
 Fixed Gas Detection Sensors VIM / SECTION 16-1 /F006
 Cargo & Ballast valves remote valve operations VIM / SECTION 16-1 /F007
 Risk Based Inspection (RBI) of Cargo Tanks VIM / SECTION 16-1 /F008
 Cargo tanks pressure transmitters VIM / SECTION 16-1 /F009

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 7 of 7
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 17
(011) RECORDS

LIST OF VESSEL INSPECTION & MAINTENANCE MANUAL (VIM) RECORDS

VIM / SECTION 1 /F000 SAMPLE SUPERITENTENT JOB LIST

VIM / SECTION 1 /F001 VESSEL INSPECTION QUESTIONNAIRE

VIM / SECTION 1 /F002 SHIP’S DEFECT REPORT

VIM / SECTION 1 /F003 CRITICAL EQUIPMENT DE-ACTIVATION/RE-ACTIVATION PERMIT

VIM / SECTION 1 /F004 3-MONTH CONDITION REPORT - SAFETY

VIM / SECTION 1 /F005 3-MONTH CONDITION REPORT - ENGINE

VIM / SECTION 1 /F006 3-MONTH CONDITION REPORT - DECK

VIM / SECTION 1 /F007 3-MONTH MEGGER TEST REPORT

VIM / SECTION 1 /F008 MONTHLY RUNNING HOURS REPORTS M/E AND AUX. ENGINES
(NOT REQUIRED FOR VESSELS WITH ELECTRONIC PMS)

VIM / SECTION 1 /F009 MONTHLY M/E INSPECTION THROUGH SCAVENGING PORT

VIM / SECTION 1 /F009A MONTHLY M/E INSPECTION THROUGH SCAVENGING PORT

VIM / SECTION 1 /F010 M/E PERFORMANCE REPORT

VIM / SECTION 1 /F011 MONTHLY AUX. ENGINE PERFORMANCE REPORT

VIM / SECTION 1 /F012 MONTHLY TAILSHAFT MONITORING REPORT

VIM / SECTION 1 /F013 6-MONTH INVENTORY/CONDITION REPORT CHAIN BLOCKS ETC

VIM / SECTION 1 /F014 1 YEAR AUTOMATION & ALARM SYSTEM TEST REPORT

VIM / SECTION 1 /F015 CARGO TANK CONDITION REPORTS

VIM / SECTION 1 /F016 NON-CARGO TANK/SPACE CONDITION REPORT

VIM / SECTION 1 /F017 VOYAGE ENGINE LOG ABSTRACT

VIM / SECTION 1 /F018 M/E CYLINDER UNIT GAUGING REPORT

VIM / SECTION 1 /F019 PISTON & PISTON RING REPORT

VIM / SECTION 1 /F020 M/E CRANKSHAFT DEFLECTION REPORT

VIM / SECTION 1 /F021 6-M M/E CRANKSHAFT & THRUST BEARING INSPECTION &
CLEARANCE REPORT

VIM / SECTION 1 /F022 M/E HOLDING DOWN BOLTS & TIE RODS

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 1 of 5
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 17
(011) RECORDS

VIM / SECTION 1 /F023 CONNECTING ROD BEARING CLEARANCE

VIM / SECTION 1 /F024 CROSSHEAD GUIDE CLEARANCE REPORT

VIM / SECTION 1 /F025 AUXILIARY ENGINE CRANKSHAFT DEFLECTION REPORT

VIM / SECTION 1 /F026 D/G GENERAL OVERHAUL REPORT

VIM / SECTION 1 /F027 MULTI STAGE CENTRIFUGAL PUMPS REPORT

VIM / SECTION 1 /F028 CENTRIFUGAL (VACCUM) PUMPS REPORT

VIM / SECTION 1 /F029 SCREW PUMPS REPORT

VIM / SECTION 1 /F030 GEAR PUMPS REPORT

VIM / SECTION 1 /F031 PISTON PUMPS REPORT

VIM / SECTION 1 /F032 CRITICAL SPARE PARTS INVENTORY

VIM / SECTION 1 /F033 PLANNED INSPECTION/MAINTENANCE SCHEDULE- DECK

VIM / SECTION 1 /F034 PLANNED INSPECTION/MAINTENANCE CHECKLIST- DECK

VIM / SECTION 1 /F035 PLANNED INSPECTION/MAINTENANCE SCHEDULE- LSA & FF

EQUIPMENT
VIM / SECTION 1 /F036 PLANNED INSPECTION/MAINTENANCE CHECKLIST- LSA & FF
EQUIPMENT
VIM / SECTION 1 /F037 DIESEL GENERATORS CRANKCASE PRESSURE MONITORING
TABLE
VIM / SECTION 1 /F038 WORKING BEARINGS INVENTORY

VIM / SECTION 1 /F039 DETECTION OF MALFUNCTION AND LEAKS IN M/E HYDRAULIC

SYSTEM WITH M/E STOPPED

VIM / SECTION 1 /F040 ME STUFFING BOX LEAKAGE MONITORING

VIM / SECTION 1 /F041 WEEKLY EMERGENCY FIRE PUMP TEST FORM

VIM / SECTION 1 /F042 WEEKLY EMERGENCY GENERATOR TEST FORM

VIM / SECTION 1 /F043 FILTERS MONITORING REPLACEMENT AND CLEANING

VIM / SECTION 1 /F044 E/R PUMPS MONTHLY CHECKS

VIM / SECTION 1 /F045 MONTHLY WORKS FOR FITTER ACTIVITY LOG

VIM / SECTION 1 /F046 3-MONTH VIBRATION MONITORING

VIM / SECTION 1 /F047 STERN TUBE MONITORING FORM

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 2 of 5
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 17
(011) RECORDS

VIM / SECTION 1 /F048 COOLER (PLATE TYPE) REPORT

VIM / SECTION 1 /F049 TEST & INVENTORY HYDRAULIC TOOLS & JACKS

VIM / SECTION 1 /F050 FO PUMPS INVENTORY LIST FOR VLSFO

VIM / SECTION 1 /F051 SCRUBBER OVERBOARD PIPE THICKNESS MEASUREMENT

VIM / SECTION 1 /F052 MONTHLY MAIN ENGINE TBN RECORDS

VIM / SECTION 1 /F053 ENGINE MEASURING TOOLS INVENTORY FORM

VIM / SECTION 1 /F054 V-BELTS INVENTORY

VIM / SECTION 1 /F055 PURIFIERS MONTHLY RUNNING HOURS

VIM / SECTION 1 /F056 PMS FORMS FOR CMS TO CLASS

VIM / SECTION 1 /F057 PMS ELECTRIC MOTORS FORMS FOR CMS TO CLASS

VIM / SECTION 1 /F058 INVENTORY PORTABLE PUMPS - PORTABLE HOSES - BRAKE

SEALS
VIM / SECTION 1 /F059 1-YEAR RECORD OF TANK OVERFILL ALARMS ON 3-MONTH
BASIS
VIM / SECTION 2 /F001 COMPANY STANDING ORDERS FOR ENGINE WATCH OFFICERS
AT SEA
VIM / SECTION 2 /F002 COMPANY STANDING ORDERS FOR DUTY ENGINEER OFFICER,
WHEN VESSEL IS OPERATING IN UMS MODE

VIM / SECTION 2 /F003 COMPANY STANDING ORDERS FOR ENGINE WATCH OFFICERS
AT ANCHORAGE

VIM / SECTION 2 /F004 COMPANY STANDING ORDERS FOR ENGINE WATCH - IN PORT

VIM / SECTION 2 /F005 PRE-ARRIVAL CHECKLIST - ENGINE ROOM

VIM / SECTION 2 /F006 PRE-DEPARTURE CHECKLIST - ENGINE ROOM

VIM / SECTION 2 /F007 GASES/GAS WELDING / ELECTRODES MONTHLY INVENTORY

VIM / SECTION 2 /F008 ONBOARD LUB OIL ANALYSIS

VIM / SECTION 2 /F009 VERIFICATION FORM FOR DIPPING TAPES

VIM / SECTION 2 /F010 VERIFICATION FOR FLOW METERS

VIM / SECTION 2 /F011 BRIDGE CCR IMPORTANT EQUIPMENT INVENTORY

VIM / SECTION 2 /F012 INTERNAL TRANSFERS IN E/R WITH PORTABLE PIPES OR

HOSES LOG
VIM / SECTION 3 /F001 DRY-DOCK WORK SPECIFICATIONS

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 3 of 5
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 17
(011) RECORDS

VIM / SECTION 3 /F002 VESSEL RE-FLOATING AFTER DRY DOCKING - SAFETY

CHECKLIST
VIM / SECTION 3 /F003 SHIPYARD PERFORMANCE REPORT

VIM / SECTION 4 /F001 RISK BASED INSPECTION (RBI) OF BALLAST TANKS AND VOID
SPACES
VIM / SECTION 5 /F-001 BOILERS OVERHAUL - INSPECTION - REPAIR REPORT

VIM / SECTION 5 /F-002 A/C OPERATION RUNNING CHECK SHEET

VIM / SECTION 5 /F-003 REFRIGERANT GAS CONSUMPTION LOG

VIM / SECTION 5 /F-004 ODS DISCHARGE RECORD

VIM / SECTION 5 /F-005 ACS-2 VALUES PCB CHECK SHEET

VIM / SECTION 6 /F-001 BATTERY STATUS LOG

VIM / SECTION 6 /F-002 BATTERIES LOAD UNLOAD TEST LOG

VIM / SECTION 6 /F-003 INVENTORY LIST OF NEW/OLD SPARE ELECTRICAL MOTORS

ON BOARD
VIM / SECTION 6 /F-004 ALTERNATORS LOAD TEST

VIM / SECTION 6 /F-005 CIRCUIT BREAKERS -CONTACTORS INVENTORY

VIM / SECTION 6 /F-006 ELECTRICIAN TOOLS INVENTORY

VIM / SECTION 6 /F-007 ELECTRIC MOTOR PARTICULARS

VIM / SECTION 8 /F001 RECORD OF FIRE DETECTION SYSTEM TESTING

VIM / SECTION 8 /F002 ANNUAL TEST OF LOCAL FIRE FIGHTING SYSTEM

VIM / SECTION 8 /F003 ON-LOAD RELEASE MECHANISM INSPECTION

VIM / SECTION 10 / F-001 PMS INCINERATOR 4-HOUR PERFORMANCE TEST

VIM / SECTION 10 / F-002 MONTHLY INCINERATOR INSPECTION CHECKLIST

VIM / SECTION 11 /F001 WEEKLY TEST BILGE ALARMS FORM

VIM / SECTION 15 /F-001 ANNUAL CALIBRATION RECORD (FUNCTIONING / INDICATION

INSTRUMENTS)

VIM / SECTION 15 /F-002 PORTABLE TEST / MEASURING EQUIPMENT RECORD BOOK

VIM / SECTION 16-1 /F001 CARGO TANK DIAGRAM

VIM / SECTION 16-1 /F002 PURGING ROUTINE FOR FRAMO SUBMERGED CARGO PUMPS

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 4 of 5
Capital Sh ip Man agemen t Corp.
VIM Vessel Inspection & Maintenance Manual
SECTION 17
(011) RECORDS

VIM / SECTION 16-1 /F003 TANK CLEANING OPERATIONS LOG

VIM / SECTION 16-1 /F004 MR PRODUCT VESSELS TANK CLEANING LOG

VIM / SECTION 16-1 /F005 CRUDE OIL VESSEL TANK CLEANING OPERATIONS LOG

VIM / SECTION 16-1 /F006 FIXED GAS DETECTION SENSORS

VIM / SECTION 16-1 /F007 CARGO & BALLAST VALVES REMOTE VALVE OPERATIONS

VIM / SECTION 16-1 /F008 RISK BASED INSPECTION (RBI) OF CARGO TANKS

VIM / SECTION 16-1 /F009 CARGO TANKS PRESSURE TRANSMITTERS

Authorized by: Designated Person Approved by: Managing Director

Revision Status: 00 Manual Issue Status: 03
Revision Date: 01/06/2022 Manual Issue Date: 01/06/2022 Page 5 of 5