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Technical Instruction

Naval Headquarters
Materiel Branch

Issued : July 2020

Directorate of Naval Engineering

23 July 2020
5th Issue Pages: 94

BASIC ENGINEERING ADMINISTRATION

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INTRODUCTORY NOTES OF ASSISTANT CHIEF OF NAVAL STAFF (MATERIEL)

The need for a comprehensive Engineering Administration book in light of the Navy Regulations, different
Engineering BRs, present upkeep practices and procedures, vision documents, and organizational set up of
Bangladesh Navy, was felt for long. I am sure that, this Engineering Administration book, as a part of Technical
Instructions issued under the authority of Material Branch, will provide effective guidance to all the officers,
artificers and mechanics of Engineering Branch, particularly to those who are serving onboard BN Ships. This
book is to be read, discussed and practiced in everyday affairs, during professional examinations and in
assessing the tasks and responsibilities of Engineering Branch personnel. Fleet Engineering Orders for ships
and submarines (as/where applicable) will be based on the basis of the instructions contained in the book. I
hope that, this publication will amply fulfill the professional query of all on basic engineering administration
matters. I appreciate the timely effort of Directorate of Naval Engineering for composing and publishing this
book.

Rear Admiral M Moyeenul Haque, NPP, nswc, psc

Assistant Chief of Naval Staff (Materiel)

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FOREWORD
1. Engineering administration comprises of day to day engineering activities of an engineering branch
officer on board a ship. The same is also applicable in engineering staff and instructional duties. In such duties
the British Book of References (BR) are being used as guiding principal. But due to transformation of British
procedures and organizational setup over the past few decades a number of British BRs, to some extent,
became ineffective in context of Bangladesh Navy (BN). As a result, there was a crying need to compile
important aspects of engineering administrative procedures in a single book reflecting BN need, so that it can be
helpful for the engineering branch officers while attaining Charge Certificate, appearing Lt Cdr “Q” examination,
attaining Engineering Specialisation course and also for day to day activities. Therefore, a dedicated effort was
taken in August 2019 and after eleven months of continuous work this book “Basic Engineering Administration”
could be published. Guidance of ACNS(M) and remarks/suggestions of officers of DNE, Staff Engineers of BN
Fleets and also Engineer Officers of ships have enriched this book.
2. The “Basic Engineering Administration” book has been produced primarily to govern the duties and
responsibilities of officers and sailors of Engineering Departments in BN ships and submarines (as/where
applicable). A good number of references have been used from BR 3000 and BR 2000 series under the policy
of waiver of Crown Copyright (Ref: UK 2008, “Guidance –Waiver of Crown Copyright”). References have also
been used from the Navy Regulations (NR) 1982 and technical instructions issued from NHQ in the past.
However, If any instruction contained in this book conflicts with any of the provision of the NR, then the
provision of the NR will prevail and necessary amendment is to be issued.
3. The content “Basic Engineering Administration” supersedes all previous general policy and instructions of
similar nature issued in the past. General administrative policy is covered in this book may be elaborated in
future in the Fleet Engineering Orders for ships and submarines (as/where applicable). The instructions herein
are mandatory for personnel in engineering appointments, who are to ensure that everyone under their
direction comply with these instructions.

4. Copies of this book are issued to holders of posts rather than to individuals. These include:

a. Engineer officers of ships, submarines (as/where applicable) and fleet (Fleet Headquarters, Sea
Training Group etc.).
b. Engineer officers and Civilian officers holding certain posts in BN Dockyard, Base Engineering
facilities and civil Shipyard/Dockyards operated by BN.
c. Engineering School and Training Establishments.

5. The Bangladesh Navy is an equal opportunities employer and all references to male personnel in this
book are equally applicable to female personnel as well. The term "Ship” will mean both ships/crafts and
submarines (as/where applicable).

6. Questions on interpretation of the contents or proposals for amendment should be addressed to the
Directorate of Naval Engineering. Urgent changes will be issued by letter after proper security. Any cross-
reference to this book should only specify article number.

Commodore M Maksud Alam, (E), NUP, BCGM, BCGMS, psc, BN

Director of Naval Engineering

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PROPOSALS FOR CHANGES

SECURITY CLASSIFICATION

Ship/Establishment ............................... Originating

Dept......................Date....................
Title of Publication
Current Issue Status

DETAILS OF COMMENTS

Page Para No. Comment

Continue on a separate sheet if required

Originator:
(Name in block Letters)
Signature
Rank/Rate

SECURITY CLASSIFICATION

Forward through usual Administrative Channel to the Materiel Branch, Directorate of Naval Engineering,
Naval Headquarters, Banani, Dhaka-1213; (e mail: [email protected]).

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RECORDS OF CHANGES

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RECORDS OF TEMPORARY AMENDMENTS

Note. The incorporation of Signal DTG and letter number etc should be recorded below.

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CONTENTS
CHAPTER 1
ORGANIZATION AND OPERATION OF THE ENGINEERING DEPARTMENT

Ser Description Para

1. Responsibilities of Engineer Officer as the Head of Engineering Department 0101.
2. General Professional Responsibilities of the Engineer Officer 0102.
3. Equipment Responsibilities of the Engineer Officer 0103.
4. Responsibility of the Engineer Officer for Maintenance and Repair 0104.
5. Responsibility of Engineer Officer for Correct Operation of Machinery 0105.
6. Responsibility of Engineer Officer for Ensuring Emergency Communication 0106.
7. Responsibilities of Engineer Officer for Work Done by Dockyards, Base 0107.
Workshops and Other Repair Authorities
8. Propulsion Controls, Steering Gear and Engine Order Telegraph 0108.
9. Responsibilities for Propulsion Order System 0109.
10. Responsibility for NBCD 0110.
11. Responsibility for Aviation Fuels and Lubricants 0111.
12. Responsibility for Hull Preservation and Servicing 0112.
13. Responsibility for Preparations for Sea 0113.
14. Watertight Integrity 0114.
15. Responsibility for Recording Ship’s Draught 0115.
16. Responsibility for Pollution Prevention 0116.
17. Responsibility for Reports on Machinery Systems 0117.
18. Responsibility for Safety of Systems and Machinery Under Examination or Repair 0118.
19. Responsibility for Firefighting Organization and Fire Prevention 0119.
20. Responsibility for Engineering Department Equipment and Spares 0120.
21. Principles of Division of Responsibility for Equipment and Systems Between the 0121.
Engineer Officer and Electrical Officer
22. Responsibility of the Senior Engineer Officer (SEO) 0122.
23. Stand-by Machinery 0123.
24. Turning of Machinery 0124.
25. Danger of Damage or Waste 0125.
26. Knowledge of Construction and Condition of Machinery Systems and Ship’s 0126.
Structure
27. Station of the Engineer Officer 0127.
28. Station of the Engineer Officer in Action 0128.
29. Absence of the Engineer Officer and Senior Engineer Officer at Sea. 0129.
30. Special Sea Duty Men 0130.
31. Emergency Maneuvering Team 0131.
32. Engineer Officer’s Supersession Report 0132.
CHAPTER 2
ENGINEERING DEPARTMENT WATCH KEEPING AND DUTIES
1. Watch and Station Bill 0201.
2. Definitions Used in the Operation of Main Propulsion Machinery 0202.
3. Watch keeping by Officers 0203.
4. Watch keeping by Engineering Sailors 0204.
5. Charge in a Separate Compartment 0205.
6. Engineer Officer of the Watch and Chief of the Watch 0206.
7. Engine Room Artificer (ERA) of the Day 0207.

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8. Inspection of Machinery Compartments 0208.

9. Notice for Sea 0209.
10. Allocation of Duties 0210.
11. Authority of OOW 0211.
CHAPTER 3
SEA TRAINING AND EMPLOYMENT
1. Responsible Person 0301.
2. Training Organization 0302.
3. Engineering Watchkeeping and Duty Personnel 0303.
4. Advancement 0304.
5. Service Documents 0305.
6. Educational Training 0306.
7. Job Descriptions 0307.
8. Sea Training of Officers from Engineering Branch 0308.
9. Sea Training and Employment of Engineering Artificers and Mechanics 0309.
CHAPTER 4
MAINTENANCE, UPDATE AND UPGRADE
1. Ship Maintenance Philosophy 0401.
2. Maintenance Policy and Types 0402.
3. Maintenance Levels 0403.
4. Maintenance Depths 0404.
5. Mandatory and Starred Maintenance 0405.
6. Upkeep, Update, Upgrade and Changes to Design 0406.
7. Refit Periods and types of Refit 0407.
8. Supporting Units in the Navy 0408.
9. Logistic Support Provided to Naval Ships 0409.
10. Machinery Breakdown 0410.
11. Responsibility for Work Undertaken by Repair Organizations 0411.
12. Repair Onboard and Maintenance by Exchange 0412.
13. Emergency Repair by Repair Authority 0413.
14. Demand and Survey Procedure of Spares 0414.
15. Machinery Not Refitted – Precautions 0415.
16. Functional Tests of New, Repaired or Overhauled Machinery and Systems 0416.
17. Restoration of Machinery Performance 0417.
18. Restoration of Machinery Components to Standard Dimensions 0418.
CHAPTER 5
OPERATION, ENDURANCE AND TRIALS OF MACHINERY
1. Authorised Full Power and Propulsion Power Statement 0501.
2. Full Ahead and Full Astern Emergency Orders 0502.
3. Fuel Consumption Curves 0503.
4. Fuel Economy, Engine Life and Fuelling 0504.
5. Precautions when Towing - Shaft Torque and Loading of Machinery 0505.
6. Precautions when Under Tow - Lubricating Oil Systems 0506.
7. Aim of Machinery Trials 0507.
8. General Instructions for Trials 0508.
9. Reporting of Trials 0509.
10. Trial Procedures 0510.

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CHAPTER 6
DOCUMENTATION
1. Documentation and Record 0601.
2. Engineer Officer’s (EO’s) Office 0602.
3. Machinery Pack 0603.
4. Machinery Log Books 0604.
5. Watch Keepers’ Roster 0605.
6. Electronic Logs 0606.
7. Propulsion, Auxiliary and Domestic Machinery and System Readings and Records 0607.
8. Retention of Records 0608.
9. Night Rounds Report (NRR) 0609.
10. EO’s Night Order Book 0610.
11. Engineering Department Routine Defect Reporting Log 0611.
12. Alterations to Entries in Registers or Logs 0612.
13. Calculation of Fuel Expenditure, Records and Returns 0613.
14. Inspection of Documents 0614.
15. Ship’s Administration Check (Engineering) by FHQ or Admin Authority 0615.
16. The Ship’s Administration Check (Engineering) 0616.
17. Engineer Officer’s Engineering Department’s Standing Orders (EDSOs) 0617.
18. Engineer Officer of the Day/Duty ERA Handover Pack 0618.
19. Annex A: Format of Engineering Department Standing Orders 0619
CHAPTER 7
GUIDANCE ON MANAGEMENT OF SAFETY IN SHIP
1. Duties of Personnel in Regard to Safety 0701.
2. Risk Assessment and Safety BR 0702.
3. Responsibilities of the Engineer Officer 0703.
4. Safety Support within Fleet 0704.
5. Personal Legal Liability 0705.
6. First Aid and Emergencies 0706.
CHAPTER 8
GENERAL INSTRUCTIONS FOR THE OPERATION OF MACHINERY AND SYSTEMS
1. General Instructions 0801.
2. General Precautions 0802.
3. Preparation by Engineering Department Before Proceeding to Sea for Patrolling 0803.
4. Preparation of Engineering Department Before Proceeding to Sea for 0804.
SEP/SSEP
5. Preparation for International Cruise 0805.
6. Pre Deployment Preparations (For Voyage of 3 Months above and Tension 0806.
Situation)
7. Operation in Hot Weather 0807.
8. Operation in Cold Weather 0808.
9. Low Temperature Protection 0809.
10. Precautions to be Taken in Rough Weather 0810.
11. Terminology and Voice Procedure 0811.

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Ser Description Para

12. Discharge of Bilge Water Overboard 0812.
13. Water Compensated Fuel Systems - Precautions to be Taken When Fuelling in 0813.
Harbour
14. Dieso Fuel Filling and Transfer Systems 0814.
15. AVCAT Fuel Filling and Transfer Systems 0815.
16. Examination of Main Gearing and Shafting After Underwater Shock or Grounding 0816.
17. Steering Installations 0817.
18. Steam Systems and Associated Valves and Fittings 0818.
19. Gas Turbines 0819.
20. Power Boats 0820.
21. Desalination Plant and Domestic Fresh Water. 0821.
22. Compressed Gases, Gas Cylinders and Gas Compressors 0822.
23. Refrigeration 0823.
24. Loading of Cold and Cool Room 0824.
25. Air- Conditioning 0825.
26. Hull and Hull Fittings 0826.
27. Shock and Vibration Mountings 0827.
28. Tools and Workshop Practices 0828.
CHAPTER 9
ENGINEERING SAFETY AND PRACTICES FOR BANGLADESH NAVY SHIPS
1. Introduction 0901.
2. Prevention of Damage and Accidents 0902.
3. Welding and Burning Operation 0903.
4. Handling Hazardous Stores 0904.
5. Oil Leakage and Accumulation of Fuel 0905.
6. Entering or Working in Confined Spaces 0906.
7. Gearing Inspection after Grounding/Collision 0907.
8. Miscellaneous Safety Practices 0908.
CHAPTER 10
INSTRUCTIONS FROM THE NAVY REGULATIONS
1. Duties and Responsibilities of Engineering Officer 1001.
2. Station of Engineer Officer 1002
3. Inspection of Engineering Department 1003.
4. Examination of Engine-room Registers 1004.
5. Guidance to Engineer Officers on Problems of Refit 1005.
6. Telegraphs and Steering Gear Test 1006.
7. Machinery Trials 1007.
8. Knowledge of Constructional and Condition of Machinery and Ship's Fittings 1008.
9. Recommendations on Proposed Alterations and Additions 1009.
10. Night Rounds 1010.
11. Engine-Room Complements 1011.
12. Classification of Speed and Power 1012.
13. Requisitioned or Hired Merchant Ships 1013.
14. Fuelling 1014.
15. Ship’s Speed and Fuel Economy 1015.
16. Representations to Superior 1016.
17. Watchkeeping by Engineering Sailors 1017.

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CHAPTER 11
TECHNICAL INSTRUCTIONS AND VARIOUS POLICIES PROMULGATED BY NHQ
Ser Description Para
1. Use of Appropriate Plates 1101.
2. Preparation of Correct Defect List by Ship 1102.
3. Installation of New Equipment Onboard Naval Ships 1103.
4. Prevention of Leakage of Shaft Seal 1104.
5. Paneling in the Under-Water Area 1105.
6. Use of Test Kit for Testing POL 1106.
7. Preventing BN Ships from the Detrimental Effects of Adjacent Industries 1107.
8. Testing of Shaft and Under Water Fittings by NDT 1108.
9. Regular Operation of Sewage Treatment Plant 1109.
10. Maintenance of Important Equipment and Machinery 1110.
11. Standardization of Fuel HSD for BN 1111.
12. Sending of Proposal for Allocation of Naval Stores to Appropriate Directorate 1112.
13. Proper Inspection of Hull in BN Ships 1113.
14. Purchasing of good Quality Shipbuilding Material 1114.
15. Procurement of Under Water Seals 1115.
16. Precaution Before Welding 1116.
17. Use of Anti Corrosive and Cooling Agents in Engines 1117.

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CHAPTER 1

ORGANIZATION AND OPERATION OF THE

ENGINEERING DEPARTMENT

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CHAPTER 1

ORGANIZATION AND OPERATION OF THE ENGINEERING DEPARTMENT

0101. Responsibilities of Engineer Officer as the Head of Engineering Department.

a. The Engineer Officer (EO) of a BN ship is the mechanical expert on board, and in that capacity
he/she is the Head of the Department (HOD). As HOD he/she is accountable to the Commanding
Officer for:

(1) The organization, administration, training and good order of his/her department, including
the welfare and safety of personnel but taking into account of the Executive Officer’s
responsibility for the general organization of the ship, the discipline and welfare of the whole
Ship’s Company, and the coordination of training.

(2) The operation, maintenance, performance, availability, security, custody and safety of all
systems and equipment in his/her charge, as defined in Para 0103.

(3) The production and implementation of the departmental watch bill, operating procedures
and instructions.

b. In carrying the duties as the Engineer Officer of a ship he/she will adhere to the instructions laid
down in The Navy Regulations (NR), particularly the instructions of NR chapter 60 Section II. Besides,
as the Head of the Engineering Department he will take care of the followings:

(1) Ensure that proper professional standards and practices are adhered to in the upkeep and
maintenance of the machinery and equipment which are his/her material concern.

(2) Ensure that the equipment, stores and spare gears for which he or members of his/her
department are responsible are properly accounted for and mustered.

(3) Keep such technical records as are required and to prepare such reports or material as
may be ordered. In particular he/she is responsible to the Commanding Officer for:

(a) Records, reports, returns and other forms associated with the installation, operation,
performance, and upkeep of systems and equipment in his/her charge.

(b) The maintenance of records of approved Alterations and Additions and the
coordination of proposals for new Alterations and Additions.

(4) Avoidance of the pollution of the environment through the emission of dark smoke or
through any discharge or spillage in contravention of any order of Naval/Port Authority, MARPOL
regulations and appropriate environmental safety regulations of Bangladesh. Any such
contravention, due to ship’s incapacity, is to be reported to the Administrative Authority.

0102. General Professional Responsibilities of the Engineer Officer.

a. As the professional Engineer Officer, he/she is to ensure that proper professional engineering
standards and practices are adhered to in the upkeep and maintenance of engineering systems and
equipment in his/her charge.

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b. He/she is to work closely with the other Heads of Department (e.g. XO, SO, LO etc.). In
particular he is to:

(1) Ensure that all appropriate officers are aware of the operational requirements, and
performance capabilities and limitations, of the systems and equipment in his/her charge.

(2) Ensure that the Commanding Officer (CO) is kept informed of the requirements for system
maintenance so that maintenance and repair programmes are effectively coordinated within the
operational programmes.

(3) Ensure that the Electrical Officer (LO) is kept informed of any degradation in the services
supplied to weapon engineering equipment and systems, e.g. conditioned ventilation, hydraulic
power, chilled water and LP & HP air supplies for which he is responsible.

c. The Engineer Officer is accountable to the Commanding Officer for the maintenance in efficient
working order and readiness for use of the hull and fittings, including the stability, strength, water
tightness, gas tightness and preservation of the whole hull structure of the ship, including all opening
and operating mechanisms except for those openings which are the responsibility of the Electrical
Officer. In addition, he/she is accountable to the Commanding Officer for:

(1) The NBCD duties and responsibilities described in BR 2170 - Ship NBCD Manual (Surface
Ships) Volume 1, Chapter 2.

(2) The custody of drawings and publications associated with the equipment and systems in
his/her charge, and of ship’s machinery spares and stores in his/her charge.

(3) The maintenance of records of approved Alterations and Additions, and the coordination of
proposals for new Alterations and Additions for the whole ship.

(4) The records, reports, returns and other forms associated with Sub Para (2) and Sub
Para(3) with the installation, operation, performance and upkeep of machinery in his/her charge.

(5) The provision of technical advice and assistance to other departments.

(6) The maintenance and the standard of safety of all domestic equipment and for the logging,
inspection and safety of private electrical equipment on board.

(7) The provision of Quality Assurance (QA) Management.

(8) The conduct, completion, accept/ reject trial result and reporting of trial of all machinery,
equipment and systems of Engineering Department of the ship both at harbour and at sea.

(9) Self and radiated noise reduction, as/when applicable.

d. The Engineer Officer is accountable to the Commanding Officer (or the officer exercising actual
command as per NR article 0431) for efficiency and technical training of his department. Nevertheless
the whole ship discipline, training, general organization and welfare of Ship’s Company lies with XO as
per NR article 5601. Therefore, EO will work in coordination with XO and other HODs in regard to
common training and whole ship affairs.
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0103. Equipment Responsibilities of the Engineer Officer. The systems, equipment, structure and
fittings, including all associated electrical and electronic equipment, in the charge of the Engineer Officer are
listed below:

a. Hull and Machinery Systems.

(1) Propulsion systems of the ship, and of the embarked craft and ship’s boats (including the
associated control and monitoring systems).

(2) Hull structure, including:

(a) The watertight and gastight structure of the ship, all openings (except hull penetrations
dedicated to weapons systems), and the operating mechanisms and lifting and securing
arrangements of their closures.

(b) The non-watertight and non- strength structure dividing main compartments.

(c) Built-in lockers, racks, furnishings, deck-coverings, deckhead and bulkhead linings.

(d) Upper deck equipment.

(3) Anchor systems including all associated mechanical equipment and gears (repair only).

(4) NBCD systems and equipment (excluding NBCD communication equipment for which
the LO in coordination with SCO is to be responsible).

(5) All firefighting equipment, including its distribution, except where dedicated to weapon
systems, magazines.

(6) Embarked craft and ship’s boats (excluding Warfare Department responsibilities and
portable electronic equipment and pyrotechnics).

(7) Steam, drain, condensate and feed systems.

(8) Steering systems including autopilot (mechanical portion only).

(9) Signature reduction in accordance with BR 2000(63)- Ship Engineering Practices-

Signature Reduction and Control.

(10) Ship stabilizers.

(11) Fuel storage (including those for aviation fuel but excluding weapon fuels) and fuel transfer
systems.

(12) Hydraulic systems, Hydraulic Systems dedicated to Weapon Systems.

(13) All air, oxygen, and other gas compression machinery, storage arrangements and supply
mains.

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(14) All sea water, flooding draining and ballasting systems, and their associated pumps and
fittings, excluding flooding and spraying equipment and alarms fitted to magazines or dedicated
to weapon systems.

(15) Chilled water systems (excluding stand-alone systems dedicated to weapons systems).

(16) Air conditioning and ventilation systems (except where dedicated to magazines and
weapon systems).

(17) Refrigeration systems (refrigeration system components of ship’s inbuilt cold room and
cool room).

(18) Air purification and oxygen manufacture and storage systems.

(19) Distilled and fresh water equipment, tanks and systems.

(20) All Block, Chain, Pulley and other lifting gear used by Engineering Department.

b. Aviation Systems.

(1) Firefighting equipment, hydraulic, air, and lub oil systems (but excluding communications).

(2) Aviation fuel systems.

c. Domestic Service Systems.

(1) Galley equipment except hot plate and rice steamer.

(2) Domestic machinery.

(3) Sanitary and drainage systems.

(4) Fresh water systems.

(5) Waste Management Systems like oil water separator, garbage compactor, garbage
shredder etc.

d. Miscellaneous Systems.

(1) Passenger and store lifts (excluding those dedicated to weapons, magazines, and hangars
(but see Para 0103.b. Sub Para (1)).

(2) Bottled gases (excluding those dedicated to weapon systems and magazines).

(3) Workshop machinery, including domestic and hand tools and test equipment.

(4) Whistle and sound signaling systems.

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e. Outboard Engines. The Engineer Officer is responsible for the preventive and corrective
maintenance of all outboard engines in the ship, whether or not they are in his/her charge.
f. Diving Equipment and Breathing Apparatus. The Engineer Officer is responsible for
maintenance, preparation, and tests of breathing apparatus. Diving equipment is the responsibility of
the Diving Officer.

0104. Responsibility of the Engineer Officer for Maintenance and Repair.

a. The Engineer Officer is to ensure that proper professional standards are maintained and
practices followed in the upkeep and maintenance of machinery and systems under his/her charge. In
this respect he/she is to arrange that equipment are dismantled and reassembled only by, or under the
supervision of, qualified engineering personnel.

b. He/She is to take every opportunity, both at sea and in harbour, to progress the maintenance
and repair of systems and equipment which are his/her material concern. Whenever possible he is to
arrange that defects are made good as they are discovered.

c. On each occasion of arrival in harbour, the Engineer Officer is to ascertain from the
Commanding Officer the ship’s notice for sea and the length of time available for maintenance. He/she
is to arrange his/her work accordingly, ensuring that the systems will remain within the notice for sea
and will be available when required. Where the rectification of essential defects cannot be completed
within this notice, the Commanding Officer is to be informed and an extension sought from the
appropriate authority.

d. The Engineer Officer is to represent to the Commanding Officer details of important repair and
maintenances which cannot be undertaken due to the exigencies of the Service.

e. Should a defect develop at sea which, in the opinion of the Engineer Officer, necessitates the
ship’s return to harbour, he is to report to the Commanding Officer to that effect, stating the
circumstances.

f. Close cooperation between the Engineer Officer and heads of other departments (e.g. XO, SO,
LO etc) is to be maintained, so that he/she may be aware of the other defect rectification work in hand.

0105. Responsibility of Engineer Officer for Correct Operation of Machinery.

a. Once a ship has been accepted from the builders or other sources, the Engineer Officer is
responsible for the correct operation of its machinery and systems in his/her charge at all times,
including such occasions as when either contractors’ representatives or Dockyard Staff are present on
board. He is to ensure that all relevant instructions for the operation of the machinery and systems in
his/her charge are fully observed at all times.

b. The Engineer Officer is to ensure that the machinery and systems in his/her charge are operated
so far as possible to achieve maximum economy in fuel consumption and operating hours of
equipment are minimised.

c. The Engineer Officer is to make representation to the Commanding Officer should he receive an
order which, if executed, would in his/her opinion tend to damage machinery, or reduce abnormally its
life expectancy or cause an excessive increase in fuel expenditure. Unless the order is
countermanded after such representation, he is to execute it. When this occurs, the Commanding
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Officer will direct that the order and the representation made be noted in the MCR/ECR Log book and
be intimated to the NHQ (DNE and DNO) by letter at the earliest opportunity.
d. The Engineer Officer is to regularly inspect all systems in his/her charge to ensure that they are
being correctly operated.

e. In all BN Ships, operating instructions for all important equipment are to be posted at central or
operating positions so that they may be read easily by the watchkeepers and operators concerned.

f. Due precautions are to be taken to prevent accident and damage to persons and material. All
exposed parts of moving machinery (shafts, belts, fans etc.) under Engineering Department are to be
guarded by appropriate cover, rail, casing etc to prevent inadvertent contact. Care, in regard to
personnel safety, must be taken before starting remotely operated engine/machinery. The engineering
personnel are to be trained to deal with all likely occurrences. Before newly joined personnel assume
their duties or after unfamiliar equipment have been installed, a careful check is to be made that all
personnel are able to perform their duties.

g. The Engineer Officer is to be fully aware of the Safety and Readiness Checks (SARC)
procedures and its use during the notice for sea and in the period before post upkeep trials. He/She is
to ensure that all personnel and in particular, newly joined members of the Engineering Department,
are able to perform their duties and that ME departmental SARC items have been thoroughly
completed. Advanced drills or evolutions are to be avoided until straightforward operation has been
mastered and emergency breakdown procedures have been fully exercised.

h. The Engineer Officer is to call the attention of the responsible officer to any operation of systems
not in his/her charge which he considers dangerous or detrimental.

0106. Responsibility of Engineer Officer for Ensuring Emergency Communication. A

recognized emergency method of communication between the propulsion machinery control position(s) and the
bridge is to be arranged by the Engineer Officer so that:

a. The Commanding Officer can be informed that an engine or engines have had to be stopped
owing to circumstances beyond control.

b. The Commanding Officer can be asked for permission to stop immediately an engine or engines
to prevent serious damage to the machinery.

c. Main engine orders may readily be passed if telegraphs fail and

d. The Commanding Officer can override the emergency stop in the interests of ship’s safety.
However, the representation/advice of Engineer Officer is to be recorded with DTG in the engine room
register. NR article 5340(4) and 6025 also refers.

0107. Responsibilities of Engineer Officer for Work Done by Dockyards, Base Workshops and Other
Repair Authorities.

a. The principle to be followed is that the repair authority undertaking the work is responsible for the
satisfactory completion of that work. This applies to CSD Organization, dockyard or shipyard companies
or other contractors/ suppliers.

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b. The responsibilities for trials and acceptance of work undertaken by contractors will be specified
in the relevant contracts/ suppliers.
c. Ship’s staffs are to take every opportunity of witnessing the maintenance and repair of their
equipment whilst in the hands of the repair authority as well as shop trials/inspections whenever
possible. They are also to extend their support if requested by the personnel of repair authority.

0108. Propulsion Controls, Steering Gear and Engine Order Telegraph.

a. Before getting under way the propulsion controls, steering gear and engine order telegraphs are
to be tested by the Engineer Officer, or other officer or responsible engineering personnel nominated
by him. The Engineer Officer or his/her representative is to satisfy himself, by actually working the
steering gear and telegraphs that they are free from obstruction and in good working order.

b. The report that the propulsion controls, steering gear and telegraphs are correct, is to be made
by the Engineer Officer to the Commanding Officer at the same time as the propulsion machinery is
reported ready for sea.

c. Where two or more engineering personnel are allowed by complement for watchkeeping at each
propulsion machinery control position, the Engineer Officer is to ensure that a record is kept of all
orders received for starting, stopping and altering the revolutions of the propulsion machinery except
when control is from the bridge. In small ships (as defined in BNP-6) and boats engine telegraph and
revolution orders might not be recorded.

0109. Responsibilities for Propulsion Order System.

a. Functional Checks. Engine order and revolution telegraphs are to be tested as detailed in
Para 0113 for ships. The Engineer Officer is to arrange for a functional test of all propulsion system
order telegraphs to be carried out on the following occasions:

(1) Before getting underway.

(2) At the end of maintenance and post refit periods.

(3) Daily at sea when there has been no change of engine order or revolutions during the
previous 24 hours.

(4) Daily at sea when the ship has been in Bridge control for the previous 24 hours.
b. Emergency Methods of Communication. The Engineer Officer is to satisfy himself that the
emergency methods of communicating between the remote and local propulsion system control
positions and the bridge/Control Room are effective. These methods, and the procedures to be
followed in the event of telegraph failure, which are to be approved by the Commanding Officer, are to
be detailed in Engineer Officer’s Standing Orders. The methods of communication are to be such to
enable the Commanding Officer:

(5) To be informed when the propulsion system can no longer obey telegraphs.
(6) To be asked for permission to stop immediately a propulsion system or systems to prevent
serious damage to machinery.

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(7) To acknowledge the receipt of the information in Sub Para (1) and to approve the request
in Sub Para (2).
(8) To override the emergency stop in Sub Para (2) by indicating that every endeavour to
obey telegraphs is to be made in the interests of ship safety.

(9) To readily pass propulsion system orders in the event of a telegraph failure.

(10) To control the propulsion machinery when the normal propulsion control position is no
longer usable.

c. Records.

(11) The Engineer Officer is to ensure that all orders for starting, stopping or altering the speed
of propulsion machinery are recorded where:

(a) The engineering complement allows continuous operation of the propulsion system.

(b) There is a watch keeper or additional sailor (eg. during special Sea Dutymen) other
than the throttle watchkeeper (unless the propulsion control system can automatically
keep record and can subsequently output a hard copy of engine order).

(12) Records should be kept in Fair Engine Room Register.

(13) In ships fitted with bridge control and engine room or machinery control room positions,
orders received for starting, stopping or altering the speed of propulsion machinery need not be
recorded when control is from the Bridge.

0110. Responsibility for NBCD. Instructions of BR 2170 - Ship NBCD Manual, Volume 1 for surface ships
are to be followed for whole-ship and departmental NBCD responsibilities of the Engineer Officer with respect
to actions, organization, training and maintenance. Nevertheless, it is to be noted that XO is responsible to the
CO for the overall efficiency of NBCD organization, training of ship’s company and for coordination of NBCD
activities of all departments. Further to be noted that, training and action are primarily the concern of NBCD
team, under the direction of NBCD Officer (Ref: NR article 5365).

0111. Responsibility for Aviation Fuels and Lubricants. In ships carrying helicopter, the Engineer Officer
is responsible for the safe custody of all aviation fuels, except supplies issued for use. When a helicopter is
refueled and an Air Engineer Officer or Senior Air Department Maintenance Personnel is not available, the
Engineer Officer is responsible for final acceptance of the fuel in accordance with AP100(N)-0140 Naval
Aircraft Maintenance Manual. The Engineer Officer may delegate this task to SEO or Chief ME, provided he
has been trained in aviation fuel quality control from appropriate training institute.

0112. Responsibility for Hull Preservation and Servicing. Where preservation and routine servicing is
carried out by another department, the head of that department is responsible to the Commanding Officer for
meeting the requirements of the Engineer Officer for the standard of preservation (see BR 2203 - Ship
Husbandry Manual).

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0113. Responsibility for Preparations for Sea.

a. Propulsion Controls, Steering Gear, Telegraphs and Sirens.

(1) The Engineer Officer is to ensure that a test of propulsion controls, steering gear systems,
main propulsion engine order telegraph system and sirens (where allowed) is conducted before
getting underway during Pre-Sea Checks. Prior to testing, fittings and associated shafting are
to be inspected to ensure that they are free from obstruction and in good working order. The
propulsion engines are also to be turned for checking the freeness.

(2) Primary and alternative steering gear and automatic change over systems are to be tested.

(3) Propulsion order system telegraphs are to be worked through their full range. In systems
fitted with full-speed stops, the telegraph is to be moved hard against the stop and any tendency
to override or stick is to be rectified immediately.

(4) Revolution order telegraphs are to be moved through their full range to prove their correct
functioning.

(5) Where a Platform Management System is fitted, the Engineer Officer is to ensure that an
integrity test of the system and its network including reversionary control modes is carried out. All
defects which affect the availability of the propulsion plant must be brought to the notice of the
Commanding Officer.

b. Pre-Sea Checks. Pre-Sea Checks are to be carried out at least a day prior proceeding to sea;
otherwise weekly.

c. Securing for Sea. All articles and equipment in machinery spaces and other compartments for
which the Engineer Officer is responsible, are to be adequately secured before proceeding to sea. (Also
see BR 9275(1) - Operational Sea Training Guide.)

d. Reports. The Engineer Officer is to formally report the result of the above checks to the
Commanding Officer when reporting the ‘Engineering Department ready for sea’. In addition, he should
advise the Commanding Officer of the current operational defect state and overall condition of the
machinery, repair intentions if appropriate, the state of fuel, water and key personnel issues. A written
briefing pro-forma should be used to assemble this information.

0114. Watertight Integrity. The Engineer Officer is accountable to the Commanding Officer for the
maintenance in efficient working order and readiness for use of the hull and fittings, including the stability,
strength, water tightness (as per NR article 5367 (3), also see NR article 5643), gas tightness and preservation
of the whole hull structure of the ship, including all opening and operating mechanisms except for those
openings which are the responsibility of the Electrical Officer.

0115. Responsibility for Recording Ship’s Draught. In Surface Ships, where no Shipwright Artificer is
borne, the Engineer Officer is to arrange that the ship’s draught, forward and aft, is reported to the
Commanding Officer and the Navigating Officer, for entry into the Ship’s Log before sailing and on arrival in
harbour. However, this duty is primarily assigned to the Shipwright Officer as per NR article 5650 and to the
Executive Officer as per NR article 5653.

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0116. Responsibility for Pollution Prevention.

a. BN warships will generally comply with national and international pollution regulations except
where operational circumstances dictate. General instruction on the disposal of waste and pollutants is
given in MARPOL regulations. This includes pollution due to oil, black water (sewage), grey water
(non- oily waste), garbage and atmospheric emissions.

b. The Engineer Officer is to ensure that the local legislative requirements for prevention of pollution
are met. In foreign ports, more stringent requirements may be specified through local regulations
than are applicable in Bangladesh. The Engineer Officer is to obtain guidance on local regulations in
advance of visits or transits of territorial waters, ensure that such legislative requirements are met.

0117. Responsibility for Reports on Machinery Systems.

a. Engineer Officer is to draw the attention of the Dockyard/ respective admin authority/ FHQ to any
points in the design or arrangements of systems which in their opinion could be improved and to report
any unusual occurrences or temporary emergency repairs so that the possibility of improvement may
be studied and useful information may be promulgated.

b. Defects which affect the operational capability of the ship are to be raised as signaled and place
requisition as per Dockyard Manual (BNP-6).

c. Any major breakdown or serious equipment defect which caused, or could have caused,
personnel injury or damage to equipment should be subject to a Technical Investigation, Ship
Investigation or Board of Inquiry. Pending the inquiry, the defective parts are, if it can be done without
inconvenience to the Service, to be left as nearly as possible in the condition in which they were found
immediately after the accident or the defect was discovered. For accidents and serious defects NR
article 5029 also refers.

0118. Responsibility for Safety of Systems and Machinery under Examination or Repair.

a. Before any work starts, the Engineer Officer is to ensure that the system or machinery is in a safe
condition for repair and examination.

b. While systems or equipments are open for examination or repair, and when closing up, every
precaution is to be taken to prevent anything lodging in, falling into or remaining inside or upon any part
of the propulsion, auxiliary or domestic systems or equipments, which would be likely to lead to
obstruction or injury when the system concerned is in use.

c. Where work is undertaken by Ship’s Staff, any Engineer Officer, or nominated person, is to
satisfy himself that the system or equipment concerned is entirely free from tools, bolts, nuts, dirt or
any other obstruction, before being closed up. He is also to ensure that the sub-assemblies are
correctly built up and that the final assembly is in accordance with the drawings and handbooks.

0119. Responsibility for Fire Fighting Organization and Fire Prevention.

a. Instructions responsibilities etc. related to NBCD organization and Fire regulations are laid down
in NR article 5365 and 5368 respectively. However, the Engineer Officer is responsible for the teaching
of the correct methods of ship firefighting to all personnel and for minimising fire and smoke risks in

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machinery compartments. He is to be guided in the performance of these duties by the instructions

contained in BR 2170 - Ship NBCD Manual (Surface Ships Volume 1; Submarines Volume 4) and BR
4007 - Guide to Ship’s Firefighting.

b. The Engineer Officer is to ensure that the regulations contained in BR 1754 - Safety Regulations
for Storing and Handling Petroleum Oils and Lubricants are read periodically by all engineering
personnel concerned with the handling and stowage of these stores, and that the appropriate
instructions are followed.

c. Particular attention is to be given to the avoidance of fire risks likely to be encountered in the
Engineering Department, such as:

(1) Spontaneous ignition of rags etc, particularly when they contain even small quantities of
grease or oil or have become damp.

(2) Stowage of combustible material in obscure places, especially in uptake spaces.

(3) Welding and burning operations.

(4) Clothing impregnated with oil or gasoline.

(5) Lagging impregnated with combustible liquid (diesel fuel, lubricating oil, hydraulic oil, etc).

(6) Naked lights left unattended near combustible material.

(7) Accumulation of oil in bilges.

(8) Gauge glasses fitted to tanks and other vessels containing combustible liquids.

d. Oil of any kind is not to be allowed to accumulate in bilges; bilges are to be examined frequently
and any fluid is to be removed using the oily water separator and discharging oily residues to sludge
tanks. An approved bilge cleaner or detergent may be used as required. Only in emergency oil may be
pumped overboard (see Para 0116) taking due permission of CO/OOW (as appropriate). The source
of leakage of oil is always to be investigated immediately, and action taken to make good the defect at
the earliest opportunity. Should there be a tendency for the oil in the bilges to become hot, it is to be
cooled by the admission of sea water, care being taken to avoid the oil coming into contact with hot
machinery or systems. Naked lights are not permitted in a bilge when oil leakage is evident.

e. When operating machinery fitted with forced lubrication arrangements, naked lights are not to be
permitted in the vicinity until the oil chamber has been ventilated thoroughly (see BR 2000(20) - Safety
Considerations and Precautions).

f. Care is to be taken to avoid accumulation of fuel, mineral lubricating oil, hydraulic fluid, and other
combustible liquids near gas turbine uptakes, casings and exhaust pipes, steam pipes and fittings or
other parts of machinery installations where high temperatures are likely to be present.

g. All combustible stores, wiping rags etc are to be stowed in their proper containers or suitable
steel bins. Plastic containers are not to be used in machinery spaces for any flammable or
combustible fluids, due to the fire hazard resulting from the release of these fluids should such

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containers come into contact with a hot surface and melt.

h. Gauge glass cocks or valves on tanks and vessels containing combustible liquids are invariably
to be kept shut except when readings are being taken. This is to be done to reduce the possible fire
hazard following fracture of the glass. Personnel responsible for checking tank quantities are to be
instructed accordingly and warned that top and bottom cocks or valves are to be shut on completion.
A notice to this effect is to be posted on tanks and vessels concerned.

j. The thickness of paint on all surfaces is to be kept to a minimum and only the approved schemes
for various types of painting are to be followed.
0120. Responsibility for Engineering Department Equipment and Spares.

a. The Engineer Officer is responsible for the custody of Engineering Equipment and Spares and
their associated records, returns, reports, etc. It is essential that worn and repairable change units are
returned promptly to the appropriate supply authority (NSD Chattogram/NSSD/NSD Khulna).

b. It is essential that worn and repairable change units are returned promptly following the
procedures to the appropriate supply authority (NSD Chattogram/NSSD/NSD Khulna).

c. Defective Engineering Spares and Packaging Reports. Receipts of defective spares or

spares in defective packaging are to be reported to appropriate authority / organization for
replacement.
0121. Principles of Division of Responsibility for Equipment and Systems between the Engineer
Officer and Electrical Officer. Equipment and system responsibilities in BN ships are generally allocated to
the Engineering Department when they are clearly part of the Hull Structure, Propulsion and Auxiliary
Machinery Systems and to the Electrical and Radio Electrical Department when they are clearly part of the
Electrical and War fighting role. Where an equipment or system provides a common service, maintenance
responsibility for the whole system falls to the department (Engineering or Electrical) which is the major user or
to whose function most of the ‘sub-systems’ subscribe. The line of demarcation between a common service
and equipment connected to the service is at the point of isolation of the equipment in question. In the case of
mechanical systems, it is at the joint on the equipment side of the valves which isolate the equipment. Where
this isolating equipment is used for both Engineering and Electrical equipment, it is an Engineering Department
responsibility. Incase of propulsion and machinery control system, the responsibilities will be shared by both
Engineering and Electrical Department. If it becomes very difficult to set the line of demarcation of a common
service, then a team comprising of member(s) from both Engineering and Electrical Department will be tasked
for repair/maintenance of that common service.
0122. Responsibility of the Senior Engineer Officer (SEO). The SEO (when born) will be responsible to
the Engineer Officer for following tasks:

a. To carry out the duties of EO in his absence.

b. To be the divisional officer of ER division (Ldg and below).

c. To ensure that planned maintenance routine are carried out in time and records are up dated.

d. To maintain good order, discipline and welfare of Engineering Department.

e. To ensure proper upkeep and planned maintenance routine of those part of hull, hull structure,
ventilation etc for which Engineering Department is responsible.
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f. To ensure that FF and DC gears are well maintained, correctly stowed and kept in efficient order.

g. To formulate training programs for Engineering Department UT officers and sailors in conformity
with whole ship training programs and also to keep training records up to date.

h. To ensure proper stowage of engineering spares gears and PLRs.

j. To ensure economy in use of stores, spare gears including fuels and lubricants and that records
of on board spares (for which EO is responsible) is kept up to date.
k. To ensure cleanliness and proper preservation of machinery compartments and other spaces for
which Engineering Department is responsible.

l. To carry out rounds in the machinery compartments, where work is in progress, at least once
during working hours preferably at about 1200 hours.

m. To make occasional rounds of machinery compartments to ensure correct function of the running
machinery.

n. To take rounds of the machinery compartments in the evening along with MCPO (E) and Ch. ME,
while at sea, and to submit night rounds report to EO.

0123. Stand-by Machinery.

a. Definition. A stand-by machine is one which is serviceable and in a state of readiness to be
brought into use either to replace a defective machine or to supplement another to deal with increased
load. Care is to be taken to identify those stand-by machines which are required to be at instant
readiness for use and those which may be brought into use without having to remain in a fully
prepared condition for prolonged periods. The former are to be fully prepared in accordance with the
handbook or operating instructions.

b. Testing. The following procedure for testing stand-by machinery is to be followed to avoid
excessive wear and tear of such machinery which can be caused if it is run up for short periods at
frequent intervals.

(1) Stand-by machinery at instant readiness for use, except main propulsion gas turbines and
diesel generators, is to be tested briefly under running conditions:

(a) Shortly before proceeding to sea (must be within preceding 24 hours, and

(b) Daily.

Notes:
1. Such machinery is also to be inspected thoroughly once each watch to check
temperatures, oil levels etc, and where appropriate to pump round lubricating oil.

2. In ships authorised to operate Unmanned Machinery Space procedures, stand-by

machinery is to be inspected thoroughly at the start of the duty period of the each watch
shift and thereafter at the discretion of the Engineer Officer, but at intervals no greater than
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eight-hourly.
(2) Other stand-by machinery is to be tested when power is available, or turned by hand,
weekly.

(3) Main propulsion engines at stand-by are to be tested briefly under running conditions only
on those occasions when the interval since they were last in use exceeds seven days. They may
be started for training purposes, testing, cleaning or adjustment at the discretion of the Engineer
Officer.

(4) Diesel generators are to be tested weekly.Where a machine other than a main propulsion
gas turbine, is fitted with remote starting arrangements, e.g in a machinery control room, it is to
be tested by starting it in local control before the remote arrangements are tried. Only in case of
emergency starting in local control may be waived.

0124. Turning of Machinery. Unless defined otherwise by the specific machinery operating instructions, all
rotating machinery in the charge of the Engineer Officer which is not in use or at immediate standby is to be
turned once a week, either by hand or by turning gear where this is fitted.

0125. Danger of Damage or Waste. The Engineer Officer is to represent to the Commanding Officer or to
the Officer of the Watch anything which is being done, or which is ordered to be done, tending in his/her
opinion to injure the machinery or systems, or to cause a waste of fuel. Having made this representation, he is
to be guided by the directions contained in this BR or any relevant Manual.

0126. Knowledge of Construction and Condition of Machinery Systems and Ship’s Structure. All
Engineer Officers in ships are to be acquainted fully with the construction and condition of the propulsion,
auxiliary, domestic, power generation and electrical distribution systems, with the nature and extent of major
repairs that have been undertaken, and with such other facts as may be necessary to give them a thorough
knowledge of the history and capabilities of such systems. They are also to be acquainted fully with the
watertight sub-division and constructional particulars of the ship generally. Additionally, they are to be
acquainted fully with the magazine spray arrangements, which are the responsibility of the Electrical Officer. All
the official drawings, books of information and electronic records are to be readily accessible to them.

0127. Station of the Engineer Officer.

a. The station of the Engineer Officer in action and emergency stations is to be that approved by the
Commanding Officer, who is to be guided by the instruction in BR 2170(1), Ship NBCD Manual, Vol I.

b. When the ship is entering or leaving harbour, and at other times when particular care is
necessary in the operation of machinery under his/her charge, the Engineer Officer’s station in surface
ships is normally to be the Ship Control Centre/Machinery Control Room or primary control position. He
is to arrange for a suitably qualified person (SEO, MCPO (E) or CERA) to attend the bridge to monitor
bridge machinery control and provide advice to the Command/MCR as appropriate. Alternatively, the
Engineer Officer may, with the approval of the Commanding Officer, be stationed on the bridge, but in
any event should the Engineer Officer consider that his/her presence is required elsewhere, he is to
arrange that the Commanding Officer is informed immediately of his/her whereabouts.

0128. Station of the Engineer Officer in Action.

a. In BN surface ships the Engineer Officer is to be stationed in HQ1 as the Action NBCDO. The
Senior Engineer Officer(SEO) is to be the Engineer Officer’s immediate deputy in NBCD matters and is
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to undertake the Action NBCDO role if the Engineer Officer is unable to undertake or continue his/her
duties (See BR 2170(1) Chapters 2 and 8). The SEO’s normal action station is to be geographically
separated from that of the EO.

b. In minor or small BN ships where there is no Engineer Officer borne, Executive Officer is to act as
Action NBCDO in addition to NBCDO. In all cases it is the Engineer Officer’s direct responsibility to
provide ship’s propulsion power to move the ship, assigning priorities as directed by the Command. If
conditions require his/her presence elsewhere other than at his/her nominated station he is to proceed
there and arrange that the Commanding Officer is informed of his/her whereabouts immediately.

0129. Absence of the Engineer Officer and Senior Engineer Officer at Sea.

a. All major surface ships (Frigate, Corvette and above) of BN should have an Engineer Officer
(specialisation qualified) and a Senior Engineer Officer (preferably specialisation qualified).Other than
leave or exigencies of services, it is recommended that both should be onboard whenever the ship sails
for sea. But in no case such ships should proceed to sea without having any of them or their appropriate
replacement on board.

b. If in such type of ship only a Senior Engineer Officer is borne, he is to act as Engineer Officer by
the Captain’s Temporary Memorandum.

c. Medium size ships like OPV (Offshore Patrol Vessel) and LPC (Large Patrol Craft) should have
an Engineer Officer with/without specialisation in Engineering. If borne, such ship should not proceed to
sea without him (or his/her appropriate replacement) other than leave or exigencies of services.

d. Other smaller BN ships such as PC (Patrol Craft), Missile Boat and ships smaller than those may
proceed for sea in the absence of Engineer Officer while having at least one SVCC qualified CERA/ERA
onboard.

e. Prior permission of FHQ/ administrative authority must be obtained for any deviation from the
above.

Table 1-1: Appointment of Engineer Officer and Senior Engineer Officer and Their Absence in BN Ships

Category of Ship Engineer Officer Senior Engineer Officer Minimum Requirement for
Sail
Frigate/Corvette/ Yes(specialisation Yes (preferably Either of EO or SEO
Equivalent Large Ship qualified) specialisation qualified)
LPC/British OPV/ Yes - EO/appropriate replacement
Equivalent Medium size
Ship
PC/ Missile Boat/ - - EO/SVCC qualified CERA
Equivalent Small Ship
Other Smaller Craft - - EO/SVCC qualified ERA

0130. Special Sea Duty Men. Special Sea Dutymen are to be posted wherever required, to ensure that all
foreseeable emergencies that may affect the functioning of the machinery systems are dealt with expeditiously
by qualified personnel. Engineer Officer’s Standing Orders are to contain details of the duties of each Special
Sea Dutymen.
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0131. Emergency Maneuvering Team. An Emergency Maneuvering Team is to be detailed on the Watch
and Station Bill, such that the main propulsion system may be safely taken into hand control in the event of a
control system failure and telegraphs can be obeyed. It is to be exercised as part of Machinery Drills.

0132. Engineer Officer’s Supersession Report.

a. Objective.

(1) The objective of the Supersession of the Engineer Officer (EO) is to achieve an effective
transfer of charge responsibility from one officer to another. This transfer should be without
prejudice to the service that the EO provides to the Command and without detriment to
the effective management of the Engineering Department. A prime requirement of the
supersession is that the outgoing EO communicates as much as possible of his/her experience
and ship knowledge to his/her successor.

(2) The Supersession Report also provides the fleet headquarters/ administrative authority with
an update of the general condition of the ship.

(3) Prior to supersession, the EO should conduct a comprehensive review of all aspects of the
department’s material state, administration and organization. Where possible, he should be
assisted in this activity by FEO staff. This is to cover all items which form part of the
supersession, taking account of the proximity of other assessments (eg Operational Sea
Training, Pre-Upkeep Material Assessment etc.). This instruction is not applicable to capital
ships.

b. Actions by the Outgoing Engineer Officer.

(1) Supersession Notes. The outgoing EO is to prepare comprehensive Supersession Notes

and give a copy to the incoming EO soon after his/her joining the ship to enable him to become
familiar with the contents prior to detailed discussions during the handover period. Guidance on
the compilation of notes may be sought from FHQ/administrative authority, Squadron EO and
should normally include:

(a) A short overview of the ship’s upcoming programme.

(b) An Administrative State Summary covering current administrative practices and the
organization of the Engineering Department, indicating:

i. Departmental Organization.

ii. Divisional organization and responsibilities.

iii. The appointing/drafting forecast for Engineering Department personnel.

iv. Comment on any significant manpower issues, especially gapping, including all
manpower related OPDEFs.

v. The state of all operator and advancement training within the department.

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vi. The state of the whole-ship training in damage control and firefighting.

vii. Any outstanding or recognised safety issues.

viii. Engineering Department Temporary Memoranda.

ix. Outstanding actions from FHQ/ administrative authority Engineering Section and
any deficiencies in documentation, drawings, stores or spares.

x. Any instructions or orders issued by a higher authority which has not yet been
complied with.

xi. Additional comments as necessary.

(c) A Material State Summary containing all significant Engineering equipment, where
appropriate, indicating:

i. A list of outstanding defects and their current status including defects under
warranty from OEMs.

ii. All known and suspected important defects including those of a long term or
recurrent nature.

iii. Any special precautions necessary in the operation of machinery, equipment and
systems which the department is responsible for maintaining.

iv. All starred and mandatory maintenance items and calibrations overdue and any
equipment out of date for statutory test are to be listed. Appropriate references of
correspondence requesting or authorising concessions to defer mandatory
maintenance are to be included.

v. Health and Safety hazards.

vi. The state of the Damage Control and Firefighting equipment, including fixed
firefighting systems.

vii. The status of all trials, ensuring that reporting is up to date.

viii. Ship’s Staff actions outstanding from Installation Inspections, HAT or SAT reports,
Propulsion Power Trials or Assessments and other such events.

ix. A list of all concessions.

x. Additional comments as necessary.

(2) Supersession Report (Part –I).
(a) Prepare a Supersession Report (Part –I) following the format laid out at the end of this
chapter. Key issues are to be listed in Annex A of the report:

(b) Annex A of the supersession report (Part –I) is to cover the following key issues listed
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below:

i. A list of outstanding operational defects and warranty defects, with short notes on
their status and repair intentions.

ii. Any special precautions necessary in the operation of machinery, equipment and
systems for which the department is responsible and which have not yet been covered
in other publications, equipment handbooks or departmental standing orders.

iii. All starred and mandatory maintenance items and calibrations overdue, stating
reasons and intentions for compliance.

iv. Any shortfall in maintenance achievement against the maintenance schedule.

v. The status of all trial conducted recently.

vi. Brief details of current and predicted manpower shortfalls.

vii. Brief details of training shortfalls.

(3). Supersession Report Staffing Procedure.

(a) The Supersession Report is to be completed and signed by both officers and
submitted to the Commanding Officer for signature before the outgoing officer leaves the
ship. A copy to be placed in the ship’s files and one copy, forwarded through service mail.

(b) Whenever possible, FHQ / admin authority staffs are to be consulted during the
drafting of the Supersession Report and, on completion of the handover, FEO/ Engineer
Staff of the admin authority is to visit the ship at an early opportunity to assist the new EO.

(c) FEO/Engineer staff is to thoroughly scrutinize all Supersession Reports to

ensure accuracy and completeness. Where specific action is required in response to
comments contained within the Supersession Report, FEO/Engineer staff is to ensure that
the appropriate authority is invited to provide such feedback.

d. Actions by the Incoming Engineer Officer Immediately Before and After

Joining.

(1) Complete all necessary pre-joining training before taking up appointment.

(2) Arrange to make all call on with the FEO/BEO/Repair Authority.

(3) Endeavour to obtain and read the following documents before or as soon as
possible after joining:

(a) Fleet Engineering Orders.

(b) Engineer Officer’s Standing Orders.

(c) Captain’s Standing Orders.

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(d) Ship’s General Orders.

(e) Captain’s and EO’s Temporary Memorandum.

(f) War Orders.

(g) NBCD Standing Orders.

(h) Operating procedures or operating instructions for important equipment.

(j) Propulsion Power Statement.

(k) Current material and spares state Portfolio Summary.

(l) Supersession handover notes.

(m) EO’s Note Book (for smaller craft).

(n) Machinery Pack (for larger craft).

e. Actions by the Incoming and Outgoing Engineer Officers During the

Handover Period. During the handover period the incoming and outgoing EOs are to
jointly muster, where applicable, the documentation listed below and conduct an
inspection, The incoming EO is to make such comment as he deems necessary at Annex
B to the Supersession Report regarding areas or items of concern which have come to
his/her attention during the handover and which cannot be rectified prior to the outgoing
EO leaving the ship.

i. Documentation to be Mustered at Handover:

ii. Divisional Record Book and SRBs of personnel under Engineering

department.

iii. Classified Books in the charge of the EO.

iv. The latest Operational Sea Training Report from OSTG and subsequent
actions.

v. Engineering Department Master and Logistics Logs (where applicable).

vi. NBCD Training and Material Assessment Log.

vii. Propulsion Power Statement/ Record of Full Power Trial.

viii. Material and spare State.

ix. Class Certificate

(2) They are both to sight, as appropriate:

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(a) Records.

i. Records of proposed and pending As & As.

ii. Record of Underwater Bearing clearance from previous refit/ docking data.

iii. Hull and Structure Logs.

iv. Condition Monitoring Logs.

v. Small ICE (including portable fire pumps), Motor Boat and Outboard Engine.

vi. Register (S1197).

vii. Refrigerant Gas Control Log.

viii. Flexible Hose Register.

ix. Pressure Vessel Register.

x. Endurance Curves and Steady State Reading Records.

xi. Gas Turbine Change Unit Logs.

xii. Gas Turbine Module Logs.

xiii. Diesel Engine Logs (BR 3630).

xiv. Diesel Engine Module Logs.

(b) Test, Trial and Evaluation Reports and Certificates.

i. Breathing Air Purity Certificates for all BA Charging Points.

ii. SUEZ CANAL Special Tonnage Certificate.

iii. Certificate of International Tonnage (1969).

iv. F97- Certificate of Test of Boat Slings.

v. D166 - Citadel Test Reports Parts 1 and 2.

vi. D171 - Report of Survey.

vii. S194 - Survey of Anchors and Cables etc.

viii. S238 - Report of Docking/Slipping/Launch.

ix. S236 - Report of Testing of Electrical Generators.

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x. S346 - Report of Machinery Trials in Ships.

xi. D448 - Post-refit Report of Inspection.

xii. D514 - Certificate for Anchor and Capstan Trials.

xiii. D741A - Insulation Test of Refrigerated Rooms.

xiv. D786B - Certificate of Test of Anchor, Chain Cables and Gear, and Towing
Gear

(c) Stores and Machinery Support Spares.

i. Record of Spares on Order (S145)

ii. Machinery Support Spares Ledger Page (S151)

iii. Ship Allowance List (D1206)

iv. Parts Identification Lists (PILs)/Illustrated Parts Catalogues (IPCs)

v. List of Drawings and Special Tools.

(d) Personnel Records Forms.

i. Nominal List of Personnel in the Department
ii. Machinery Space Duty Register/log
iii. Department Training Programme and Log
iv. Watch and Station Bill
v. Departmental Quarter Bill
vi. Extra Pay and Special Allowances for Engineering Department sailors working in
unpleasant conditions (C27).
vii. Radiation Dose Records

(e) The dormant work package for the next Refit and the state of trials and work package for
the next Upkeep Period.

(f) If in Upkeep.

i. Vol 0, 1 - 5 and 8 of the Upkeep Work Package

ii. Scheme of Complement build up profile (if in a reduced manned refit)
iii. Post Refit Trials Programme (if issued)
iv. Key Date Plan

(2) The outgoing EO is to make arrangement to brief his/her successor on:

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(a) Engineering Department Standard Operator Checks.

(b) Engineering Department action, defence, special sea dutymen and emergency
states.

(c) Pre-sea checks (SAFER Cards).

(d) Magazine Adjacent Compartment Rounds applicable to the Engineering

Department.

(e) Safe keys, classified compartment keys, equipment keys and spare keys.

(f) Full and modified ceremonial lighting and confusion lighting techniques.

(g) NBCD organization.

(h) Fixed and portable black/grey water discharge arrangements.

(j) Ship Husbandry (FLAGO) procedures (cleaning, painting and vent) and Low-Level
Maintenance support procedures.

(k) Ship Husbandry Plan.

(3) During and immediately after the handover period the incoming EO is to take particular care
to ensure that he is familiar with his/her responsibilities as Action NBCDO in both peacetime
emergencies and the action state. He should be briefed on the communications, ship hazards,
SOPs, stability criteria and other ship-specific information relevant to this role.

f. Actions by the Incoming Engineer Officer after the Handover Period.

(1) Within three months of joining the ship, the new EO is to sight and inspect where
appropriate:

(a) Engineering Department Ship Equipment Files / Machinery PACK.

(b) Maintenance schedules, planning and control systems, including Defect Books,
Performance Servicing Logs and the Hull Preservation Plan.

(c) All proposed and approved As & As plan and calculation.

(d) BRs, Technical Handbooks and Parts Catalogues IPCs, confirming that their
amendment state is correct.

(e) An EO is to be conversant with BR 3000, Technical Instructions issued by NHQ and

other relevant publications which will include but not limited to the followings:

i. BR 2000 (52)(1) are strictly adhered to.

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ii. BR 2000(63) - Ship Engineering Practices - Signature Reduction and Control.

vi. QRRN 1041.

vii. BR 2203 - Ship Husbandry Manual.

viii. BR 9275(1) - Operational Sea Training Guide.

ix. BR 9623 - Prevention of Pollution from Ships.

x. BR 2000(20)- Safety Considerations and Precautions.

xi. BR 1754 - Safety Regulations for Storing and Handling Petroleum Oils and
Lubricants and Certain Other Hazardous Stores.

(2) As soon as possible after taking over, the EO is to make a detailed inspection of the
equipment considered necessary as a result of discussion with his/her predecessor or which
could not be undertaken during the supersession. He is also, in the course of normal
maintenance routines, to make a thorough inspection of a representative proportion of
engineering equipment within six months of assuming charge, including checks of major
equipment which could not be completed during the supersession. These inspections should
include, where fitted:

(a) Hull.
i. At least three watertight compartments.
ii. The structure in areas which are particularly difficult to maintain and where
conditions are likely to promote corrosion.
iii. Arrange for a diving inspection of all underwater fittings (if possible, a video
record should be taken).

(b) Gas Turbine Machinery.

i. Visual inspection of the internal condition of the main and cruise engines by
endoscope using all available access positions.

ii. Visual inspection of the condition of the inlet filters, down takes, inlet guide
vanes and first stage compressor blading and the power turbine from the exhaust
volute.

iii. Both sets of main gearing through the inspection covers, paying particular
attention to gear meshes, security of fastenings and cleanliness.

(c) Internal Combustion Machinery.

i. Crankshaft deflection readings.

ii. The records and a check of engine loading, temperatures and fuel and
lubricating oil consumption under running conditions, to verify that the propulsion and
auxiliary machinery systems are satisfactory.
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iii. Record of Static and Dynamic Tuning.

(d) Flooding, spraying and associated systems.

(3) Engineer Officer’s Supersession Report (Part II). Supersession Report (Part
II) is to be rendered 6 (six) months after taking up the appointment by the EO. This report
should follow a similar format to Part I of the Supersession Report but with greater
emphasis being given to action taken to resolve difficulties. It is also an opportunity to
outline future strategies. A format of this report is given at the end of this chapter.

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FORMAT OF SUPERSESSION REPORT (Part –I)

SECTION A (To be completed by the Outgoing Engineer Officer)

File Ref…………………………
The Commanding Officer BNS
...........................
Date ...........................
ENGINEER OFFICER’S SUPERSESSION REPORT

1. I certify that, to the best of my knowledge and belief, the structure, machinery, equipment, fittings and systems which have
been in my charge are in a satisfactory state of maintenance and repair, and are in efficient working order.
2. I have produced, to my relief, a summary of important known or suspected defects, long term problems and other
shortcomings in the material state of the ship of which he should be aware and a statement of special precautions necessary in the
operation of the machinery.
3. I have also provided a comprehensive summary of the administrative state of the Engineering Department covering
documentation, management and personnel issues.
4. I confirm that:
a. All documentation and records are in good order and up to date, all records have been properly kept, and all reports
and returns required have been rendered.
b. Appropriate action has been taken to comply with all official instructions received.
5. I consider that the Engineering Department is in a proper state to be handed over to my relief, subject to the comments at
Annex A.
Signature (with date)..................................
Name ........................................................
Rank ...................................................

SECTION B (To be completed by the Incoming Engineer Officer)

1. I confirm that I have completed the requisite courses required of me before taking up this appointment.

2. I also confirm that I have carried out an inspection of the whole of the Engineering Department with the outgoing Engineer
Officer in accordance with the instructions contained in Technical Instructions Booklet/ Basic Engineering Administration/BR 3000.

3. The necessary documentation has been produced for my inspection in accordance with the instructions contained in
Technical Instructions Booklet/ Basic Engineering Administration/BR 3000.

4. I am satisfied, from the information produced for me and from my own observations so far, with the general state of the
department, subject to any additional comments at Annex B.

5. I will forward the details of any relevant shortcomings regarding personnel, administration, materiel state or performance to
the appropriate authority as required.

Signature(with date)..................................
Name .....................................................
Rank.....................................................

..........................................................................
Countersigned by Commanding Officer
Annexes:
A. Additional Comments by Outgoing Engineer Officer
B. Additional Comments by Incoming Engineer Officer

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FORMAT OF SUPERSESSION REPORT (Part –II)

File
Ref…………………………. The Commanding Officer BNS .....................
. Date ...........................

ENGINEER OFFICER SUPERSESSION REPORT (PART II)

1. I certify that, since taking up my duties as Engineer Officer of BNS ....... on (date) I have:

a. Made a detailed examination of the structure, machinery, equipment and fittings specially
required in accordance with the instructions contained in Technical Instructions Booklet/ Basic
Engineering Administration/BR 3000, and a general inspection of other equipment in my charge.

b. Checked the performance of the machinery, equipment, fittings and systems.

c. Acquainted myself with the records of the operation, maintenance and repair of the structure,
machinery, equipment, fittings and systems.

d. Undertaken a muster of a representative selection of machinery support spares in my charge.

e. Reported any important defects or deficiencies which I have found.

Any reservations to the above are noted at Engineer Officer Supersession Report Part I, together with the
references to any reports which have been made.

2. I confirm that I have no reservations to add to Section B of the Engineer Officer Supersession Report
Part I which I signed on assuming my duties as Engineer Officer.

Signature(with date)..................................
Name ........................................................
Rank ...................................................

Annex:

A. Additional comments by Engineer Officer

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CHAPTER 2

ENGINEERING DEPARTMENT WATCH

KEEPING AND DUTIES

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CHAPTER 2

ENGINEERING DEPARTMENT WATCHKEEPING AND DUTIES

0201. Watch and Station Bill

a. The Engineer Officer (EO) is to prepare a Watch and Station Bill to indicate the full organization
of the Department by listing all ranks and rates in a three watch system showing the employment of
each person, his day work station and watchkeeping position, and to make provision for special
parties in accordance with ship’s Watch and Quarter Bill prepared under the guidance of the Executive
Officer (XO). The Departmental Watch and Station Bill is to be displayed prominently for ready
reference within the Engineering Department.

b. Departmental organization in minor BN ships is to be displayed on a Whole Ship Watch and

Station Bill coordinated by the Executive Officer (XO), covering all aspects of the operational role or
ship class task.

0202. Definitions Used in the Operation of Main Propulsion Machinery.

a. Manned Machinery Spaces. These machinery spaces are permanently manned. Machinery is
controlled in the machinery space as ordered by the Officer of the Watch (OOW) on the Bridge.

b. Unattended Machinery Spaces. Machinery spaces are not continuously manned but are visited
periodically or from remote during round by watchkeeper from Machinery Control Room (MCR) or Ship
Control Centre (SCC) or Engine Control Room (ECR) under the control and direction of a
EO/SEO/COW in MCR or SCC or ECR. Machinery is controlled remotely from the SCC or MCR or
ECR as ordered by the OOW on the Bridge.

c. Unmanned Machinery Spaces. Machinery spaces are not manned, machinery is controlled
from the Bridge and the SCC or MCR or ECR (if fitted) is not permanently manned. The rounds of
such machinery space will be undertaken by engineering artificer/mechanic as directed by the EO or
departmental In-Charge in absence of EO. This is applicable to very small ships and tugs in BN.

d. Manned Machinery Operation. Machinery is operated with continuous supervision from either
a local control position in the machinery space or machinery is controlled from the SCC or MCR or
ECR. In the later case the machinery spaces are designated as unattended.

e. Unmanned Machinery Operation. Machinery is operated with machinery spaces and SCC or
MCR or ECR if fitted, unmanned. Under such arrangements the machinery spaces are designated as
unmanned.

0203. Watchkeeping by Officers. All BN frigates and corvettes preferably will have an appointed EO and
SEO. Both of them are exempted from watchkeeping duties at sea. If such ship has any other engineering
branch officer except UT officer will be employed as Engineer Officer of the Watch (EOOW) and they will follow
a three-watch system irrespective of their number. UT officer from Engineering Branch will also follow their own
roaster in a three-watch system for similar duty. EO’s in small BN ships are also exempted from watchkeeping
at sea.

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0204. Watchkeeping by Engineering Sailors. Watchkeeping by all Engineering department personnel at

sea will be in three watch system. The watchkeeping by ERA as COW will also follow a three watch system.
In frigate and corvette MCPO (E), if appointed will be exempted from watch keeping at sea. Such ship may
exempt Chief ME and Operation Chief (in the rank of CERA) from watch keeping provided that ship has
adequate qualified ERA for watch keeping. In small BN ships only the senior most artificer in the Engineering
Department (preferably CERA or above) will be exempted from the watchkeeping. Following procedures are to
be followed in employing engineering sailors for watchkeeping:

a. Those sailors required to watchkeep only when the ship is at short notice or at sea are not to be
worked in less than three watches, except in urgent circumstances. Should these occur, the period of
working in two watches is not to continue for more than 24 hours except in cases of actual emergency.
When employment in two watches exceeds a period of 12 hours, details of the circumstances are to be
recorded in a ME Personnel file within the Ship Equipment Files and a report of the circumstances is to
forwarded to NHQ(DNE), (see NR article 6045).

b. Employment in Defence Watches is to be in accordance with the Watch and Quarter Bill and
subject to the rules at Sub Para a. above.

c. Sailors who are required to watchkeep continuously both in harbour as well as at sea are
normally to be worked throughout in four watches.

0205. Charge in a Separate Compartment.

a. The senior artificer/mechanic on watch in any separate compartment (such as a propulsion

system control room or engine room) is directly responsible for the efficient working and proper
management of all the systems in or controlled from that compartment and must use all means
available including CCTV, Platform Management Systems and machinery trending or logging systems
to monitor equipment and systems in his charge. In such compartments, the ‘senior artificer/mechanic’
for the purpose of this article is to be the person who has been detailed to be in charge of the watch.
Should an accident occur, or should he observe anything which in his opinion is likely to cause
damage to the machinery, he is immediately to inform the Engineer Officer of the Watch or Chief of
the Watch, and his complete responsibility only ceases by order, and with the presence, of any officer
or sailor senior to him. He is not to leave the compartment or control position in which he is in charge
unless properly relieved or ordered to do so. All communications with the Engineer Officer of the
Watch (EOOW)/ Chief of the Watch (COW) are to be made by telephone or machinery broadcast
system unless circumstances prevent this, when a reliable messenger is to be detailed.

b. In ships authorised to operate Unmanned Machinery Space Procedures, the Engineer Officer of
the Watch or the Chief of the Watch is authorised to leave the propulsion control position and the
machinery spaces as long as he remains within audible range of the engine control remote alarms. In
the event of an alarm, he is to return to the control room and establish communications with the
Officer of the Watch on the Bridge at the earliest opportunity. In the event of a fault condition that
deserves the reversion of control of the propulsion plant, he is to recommend transfer of responsibility
from the Bridge.

0206. Engineer Officer of the Watch and Chief of the Watch.

a. Responsibility. The Engineer Officer of the Watch(if available as per 0203) or Chief of the
watch in the Engineering Department, is to have immediate charge and control of the engineering
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sailors on watch or duty, and is to exercise a general superintendence over the propulsion, auxiliary
and domestic systems in use or being prepared for use. He is to hold operator qualifications
appropriate to the type of machinery and must be deemed competent by the Engineer Officer. For
more information See NR, article 6041.

b. Taking Over the Watch/Duty. Turnover of watches or duty is to take place at the propulsion
system control position. The officer or sailor about to take charge of the watch is to ascertain from the
officer or sailor he is relieving:

(1) The exact condition of the main propulsion system, fuel, auxiliaries and domestic systems,
equipment and tanks in use or available for use in the department, and the bilges.

(2) All orders received by his predecessor which remain in force or require to be carried out.

c. As soon as possible after taking charge, the Engineer Officer of the Watch or the Chief of the
Watch is to confirm that all orders are being complied with, and that the machinery systems are being
operated satisfactorily and efficiently. If the oncoming Engineer Officer of the Watch or Chief of the
Watch is not satisfied with the condition of the machinery systems or equipment, he is to inform the EO
immediately.

d. Absence from the Control Position. Engineer Officer of the Watch or Chief of the Watch is
not to be absent from the control position of the propulsion system, except to undertake rounds or
maintenance as detailed in Sub Para f and Sub Para g or to take action in emergencies which make
his presence elsewhere essential. He is to keep his subordinate at the control position informed of his
whereabouts.

e. Rounds. The Engineer Officer of the Watch or Chief of the Watch is to carry out rounds of the
machinery spaces as soon as possible after taking over the watch or duty, and thereafter as required
by the EO, provided that the following conditions are met:

(1) The ship is not in NBCD State 1.

(2) The ship is not in NBCD State 2.

(3) Particular vigilance is not required in the operation of the machinery systems at the time.

(4) He is able to leave a subordinate at propulsion system control position who is competent,
in the opinion of the EO, to:

(a) Execute orders received, and

(b) Take first aid action in emergency.

(5) During his absence contact can be made with him immediately from the propulsion system
control position by the broadcast system or telephone. For more information see NR, article
6042.

f. Where the requirement in Para 0206.e.(4) Sub Para (b) cannot be met, the Engineer Officer of
the Watch or Chief of the Watch is to carry out rounds only in those compartments which have direct

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and ready access to the propulsion system control position, and from which he can be, and makes
effective arrangements to be, recalled immediately. Under these conditions he is to ask permission of
the Officer of the Watch on the Bridge before starting rounds.

g. In major surface vessels the EO may allow the Engineer Officer of the Watch or Chief of the
Watch to hand over control of the propulsion system position, in order to carry out rounds or
maintenance elsewhere in the Engineering Department, provided that the following conditions are met:

(1) The provisions and instructions of other paragraphs in this article are complied with.

(2) Before leaving the propulsion system control position he is to inform the Officer of the
Watch.

(3) He is to ensure that the control position is under the direct control of a qualified operator,
and that there is at least one other sailor in the control room to assist that operator.

h. Detailed instructions concerning the operation of this watch system are to be included in EO’s
Standing Orders.

j. Accidents and Unusual Working. The Engineer Officer of the Watch or Chief of the Watch is
immediately to inform the EO should an accident occur to, or he observes or is informed of anything
unusual in the working of, the machinery systems in his charge. The Engineer Officer of the Watch or
Chief of the Watch is meanwhile to take immediate action for the safety of the machinery systems,
informing the Officer of the Watch on the Bridge should the action taken or proposed affect the mobility
of the ship. In such a contingency, the safety of the ship is the first consideration.

k. Economy. The Engineer Officer of the Watch or Chief of the Watch is to pay the closest
possible attention to matters affecting the consumption of fuel and stores and the attainment of
economy in these respects is an important part of his duties. The strictest attention is to be given to
instructions concerning the correct operation of machinery systems in accordance with the technical
publications and operating manuals. All leaks of steam, water, fuel, oil etc. are to be made good as
early as possible.

l. Synchronizing Clocks. The Engineer Officer of the Watch or Chief of the Watch is to ensure
that the propulsion system control position clock is synchronized with the Bridge clock before getting
under way, when the ship enters confined waters and every 24 hours at sea. A notation that this has
been done is to be made in the appropriate log.

0207. Engine Room Artificer (ERA) of the Day (in Harbour).

a. The ERAs of the BN ships are to hold the duty of ‘Duty ERA’ or ‘ERA of the Day’ and perform the
following responsibilities on a daily basis in harbour:

(1) Ensure that the required notice for sea is maintained in the Engineering Department.

(2) Bring the department to reduced notice as ordered by the Command.

(3) Ensure the satisfactory operation of the machinery systems in use.

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(4) Inspect the department, as required by the EO, for flood and fire hazards.

(5) Supervise work in the department which is undertaken outside working hours.

(6) Be a part of the Harbour Fire and Emergency Party as per NBCD order.

(7) Be available as divisional officer of Engineering personnel in the absence of the nominated
officers.

(8) The roster of Duty ERA should not include any LME & below sailor other than service
exigencies.
0208. Inspection of Machinery Compartments.

a. Frequency of Inspection.

(1) Machinery compartments are to be inspected regularly at sea and in harbour to ensure
that systems are operating correctly and to guard against fire and flooding. The EO is to ensure
that explicit orders regarding the duties of personnel carrying out these inspections are detailed
in the EO’s Standing Orders and that a ‘Record of Inspection of Compartments’ Log is
maintained. At sea and in harbour, inspections of machinery compartments in which there is no
watchkeeper are to be carried out as follows:

(a) At least once each hour. Propulsion machinery spaces and other compartments
containing running machinery in use.

(b) At least once each watch. Compartments containing machinery and fresh water
tanks that are not in use.

(2) These requirements may be relaxed at the EO’s discretion during leave periods,
maintenance periods and refits. However, account is to be taken of the additional risk of fire,
flood and unauthorised interference with machinery systems which may arise and of the reduced
number and experience of the duty watch when notice for sea is extended.

(3) Where remote visual monitoring equipment is fitted and functional, machinery spaces and
compartments that contain running machinery may be visited once each watch, This requirement
may be modified at the EO’s discretion where particular running machinery requires more
frequent visits.

b. Inspections by the Engineer Officer. When at short notice for sea or at sea, the
Engineering Department is to be inspected daily by the EO. In large BN ships SEO or any engineer in
department may take up this task as directed by the EO. Personnel carrying out these rounds are to
ensure that the machinery systems are working correctly and being operated in accordance with the
EO’S Standing Orders. They are to search thoroughly each compartment visited to ensure system
configurations are correct, that there are no signs of fire, flooding or other safety related hazards or
irregularities, and are to report the state of the department to the EO on completion of the rounds. The
EO is to have a closed loop reporting procedure in place for the recording of defects identified and
actions taken.

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c. Harbour Inspection. In harbour, a similar inspection is to be carried out by the MCPO (E) or
nominated senior sailor in the department. He will be assisted as necessary by other senior sailors
nominated by the EO.

d. Inspections on Completion of Work by Repair Authorities. Those compartments for

which the EO is responsible and in which BN Dockyard or Base workshop personnel have been
employed, are to be inspected within one hour after completion of their work for the day, by
engineering personnel nominated by the EO. However, in case of welding/burning operation such
tasks will be carried out by the Fire Prevention Officer as per BR 2170. In those compartments in which
there is a fire or flood risk because of the nature of the work, an inspection is to be carried out as soon
as work ceases and the compartment is vacated, and again one hour later.

0209. Notice for Sea. The EO is to be fully aware of the prevailing notice for sea (eg. extended, normal,
immediate etc) of the ship and accordingly ensure the preparation of all personnel and engines/machinery
under his/her charge. A sufficient number of sailors of the Engineering Department who hold appropriate
watchkeeping certificates, or those about to qualify and considered competent by the EO, are to be on watch or
duty in the Engineering Department to sustain the notice for sea required by the Command.

0210. Allocation of Duties.

a. The EO is to assign the various duties of his/her department to the officers and sailors
comprising his staff and is to define those duties in the EO’s Standing Orders. These orders are to be
read and signed in the master copy by all engineering personnel to indicate their understanding of the
instructions therein. He/she is to call the attention of the officers and sailors of his/her department to all
instructions issued by him/her regarding the operation and maintenance of the systems and equipment in
his/her charge, and he/she is to ensure that they are competent to carry out those instructions.

b. When a SEO or any junior engineer officer is borne, the EO is normally to delegate to him/her
the responsibility for all duties relating to hull, hull fittings, equipments and system under him/her. In
absence of Shipwright Officer, engineering Senior Sailors trained in hull and structure disciplines (if
borne) are to be employed in the maintenance of this equipment. There is a need for Engineering branch
officers to develop an awareness of hull matters, both to ensure the correct maintenance of the hull
structure and fittings within their ship and also to gain the experience necessary to undertake
appointments previously designated for Hull specialist officers. EOs are to ensure that all junior engineer
officers become closely involved with the workings of the Hull Section and that engineering Senior Sailors
employed in the hull section are given adequate guidance and support for their specialist tasks and whole
ship husbandry role.

c. Attention is drawn to the necessity for interchanging the duties of the various Section in-charges
and sailors, and for ensuring that those newly joined acquaint themselves with the ship’s systems as soon
as possible. SEO and junior engineer officers are, as far as practicable, to work under the direct
supervision of EO for a period after joining, to allow them to familiarise themselves with their watch
keeping and other duties.

0211. Authority of OOW. The OOW has the authority for command as per NR article 0434 in regard to
the performance of duties with which he is charged. And such area of authority vis a’ vis duty area is described
in NR Part II, Chapter 55, Section III ; which are not to be confused in regard to the performance of assigned
duties by the watchkeepers of Engineering Department.

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CHAPTER 3
SEA TRAINING AND EMPLOYMENT

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CHAPTER 3

SEA TRAINING AND EMPLOYMENT

0301. Responsible Person. The Engineer Officer is responsible for ensuring the arrangements for the training
and instruction of officers and sailors of the Engineering Department in accordance with NHQ and Admin
Authority directives.

0302. Training Organization.

a. EO is responsible for establishing of a comprehensive, well-structured and fully audited training

organization which provides a high standard of On Job Training (OJT) for all Engineering personnel in
the pursuit of timely advancement and watchkeeping certification. The organization, headed by
Training Coordinators, is to be promulgated throughout the department to ensure that all Officers,
Artificers and Mechanics are fully conversant with the organization, individual responsibilities, aims,
objectives and timelines.

b. The organization is to provide a continuous programme of quality training throughout the ship’s
full operational cycle (deployment, maintenance periods, OST etc.) covering all ME training
requirements (technical training, operator training, NBCD, formal instruction etc.) and fully utilizing
whole-ship training evolutions. Training coordinators are to seek advice and support as required from
NHQ or FHQ or Admin Authority through proper channel.

c. The general objectives and responsibilities of the Training Coordinators (in consultation with
Departmental Officer) are listed below:

(1) Organize, implement and supervise a suitable training programme in line with the ship’s
programme and to meet the requirements of departmental personnel.

(2) Monitor the preparation of individual sailor for advancement examination.

(3) Prepare engineering sailors for different course qualifying examination.

(4) Taking of appropriate and timely action, in qualifying and advancement examination, to
redress instances of failure to achieve satisfactory progress.

(5) Maintain accurate and up to date training records.

(6) Be fully conversant with, and arrange distribution of training documentation.

(7) Monitor and encourage departmental sailors in their academic progress; particularly for
suitability test and advancement exam.

(8) Advise on and coordinate the departmental requirement for NBCD.

(9) Advise EO on the availability of shore training facilities appertaining to the Engineering
Department.

(10) Assist and advise the EO and other HODs in the planning of whole-ship activities.

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(11) Maintain the Engineering Watchkeeping and Duty Personnel Competence Log.
a. Identifying any shortfall in engineering training, EO is to report the shortfall and subsequent
impact on Operational Capability on a Training Feedback Report Form. Similarly a post course
questionnaire, Training Feedback Form, is to be completed for all personnel after 3 months of joining.

b. On joining, all sailors - particularly juniors are to be given instruction on their part of ship and
watchkeeping responsibilities by Section Incharges. They must prove themselves upto the satisfaction
of the EO that they are capable of carrying out their duties. They should be trained on operating
procedures of the machineries to which they will be employed. The Training Coordinators are to
ensure that several theoretical and practical sessions are arranged for the new comers to orient them
with systems/equipment. Increased supervision of inexperienced personnel will be required by Section
Incharges.

0303. Engineering Watchkeeping and Duty Personnel.

a. All ships and their systems are not identical. Such differences are to be highlighted to all
Engineering Department personnel who watchkeep, hold positions in the Harbour Fire and Emergency
Party (HFEP) or have a position as an operator during Special Sea Dutymen (SSD). Personnel
gaining their watchkeeping certificates endorsed by either the EO or a suitably qualified and
experienced delegate will have to be noted in record book. Once that person changes ship, they will
be required to undergo formal endorsement on board new ship before rejoining the watch bill at a level
commensurate with their rate. Sailors are not authorized to be employed on watchkeeping duties or as
part of a Duty Watch until they have been assessed as competent to undertake the full range of
responsibilities required of the duty and their level of competence registered in the ME watchkeeping
and Duty Personnel Competence Log. A competent person is one who has the theoretical knowledge
and a commensurate level of practical experience of the equipment and systems in his charge and
which he has to operate. Such competency is endorsed primarily through Auxiliary Watchkeeping
Certificate.

b. The following personnel are required to be qualified and endorsed on board BN ships:

(1) All watchkeeping personnel (Main engine, DG, MCR watchkeeper).

(2) All Engineering Department personnel forming part of the HFEP.

(3) SSD - Personnel closed up in the steering gear room and LCPs.

c. The level and depth of training required for the endorsement will vary according to the duty
position concerned and the experience of the individual, but the minimal standard must be as if the
qualification was being gained for the first time. For example, An ERA joined newly in BNS PROTTOY
coming from BNS ALI HAIDER will need more and intense training than an ERA joined from BNS
SHADHINOTA (because of similarity with PROTTOY). However, both are required to be as competent
and knowledgeable about their ship and systems as another person on board taking their
watchkeeping certificate for the first time.

d. The department has to prepare necessary syllabus and arrange training in the department for
such new comers in the department prior giving them certificate and endorsement. Endorsement for
Engineering personnel employed during SSD is covered by their watchkeeping endorsement. EOs
are to ensure that the QMs in the tiller flat are also endorsed for their ship.
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e. In ships emerging from long periods of maintenance or refit, EOs may occasionally find
themselves with too few endorsed personnel and too little sea time to assess watchkeepers. In
such instances, EOs may apply to their respective FEOs to utilise the suitable simulators (if held) for
the provisional endorsement of EOOW or COW. Completion of the requisite task books and
examination boards will still be required. A qualifying set of drills is to be completed satisfactorily at
sea in order to gain full endorsement.

f. The plan for a sailor to gain his/her endorsement should appear in their Service Record Book
(SRB).

g. In cases ships can readily produce evidence that watch keepers and members of the SSD and
HFEP are awarded with certificate, their qualifications are to be registered in the ME Watchkeeping
and Duty Personnel Competence Register/Log.

0304. Advancement.

a. The syllabuses for professional examinations for advancement of engineering sailors are
approved by DNT. The qualifications and other requirements for the advancement of engineering
sailors are given in NR Chapter 9 Section V, NI 1/S/65 and other Fleet Orders and instructions
issued by NHQ from time to time.

b. Attention is particularly drawn to BR 1066 and BR 2170(5) - Ship NBCD Manual Vol 5, regarding
NBCD training. The rules governing the standard of NBCD knowledge to be achieved for each rate are
laiddown in BR 2170(5). It is not necessary for Professional Examination Boards to include questions
on NBCD subjects but the Boards are to be satisfied that a candidate has reached the standard
required for eligibility to sit before the Board where this is specified.

c. The EO is to ensure that the engineering sailors are aware of the above information and have
access to them.

0305. Service Documents. The EO is to draw the attention of Divisional Officer and Assistance Divisional
Officer concerning the keeping of service documents. When an engineering sailor completes a course, passes
an examination or obtains a certificate or endorsement to a certificate, his Divisional Officer is to ensure the
appropriate details are entered in the SRB and records are contained in the book.

0306. Educational Training. The EO, though not responsible for the educational training of engineering
sailors, is to be acquainted with the educational requirements for their advancement. He is to take due care so
that the advancement of engineering sailors are not delayed due to their ignorance about appearing suitability
tests and participating course in due time.

0307. Job Descriptions. To enable prospective employers to assess the abilities of engineering sailors, all
such sailors on discharge from the service are to be issued with an appropriate Job Description. Divisional
Officers are to ensure that all engineering sailors about to be discharged from the Service are aware of the
information given on these certificates.

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0308. Sea Training of Officers of Engineering Branch.

a. The Engineering Branch Officers, on completion of graduation on appropriate Engineering

discipline or on completion of required training (as the case may be), will perform sea training onboard
any of the major surface ships of BN for duration of at least six months to obtain Charge Certificate.
Engineer Officers in possession of Charge Certificates are eligible to hold the appointment as EO of
smaller and medium crafts of BN like, OPV, LPC, PC, MBS. Direct Entry and Special Duty (SD) Officers
of Engineering Branch will also be required to obtain Charge Certificate. An Officer of Engineering Branch
(other than SD officers) is likely to attend the Marine Engineering Specialisation Course (MESC) from
‘Engineering School’ at BNS SHAHEED MOAZZAM or equivalent approved courses from institution(s)
abroad. On completion of the course, such Officer will be considered as Specialised Engineer and will be
eligible to perform as EO of major BN ship like Frigates and Corvettes.

b. Details of applicability, timescale, syllabuses etc will be promulgated by NHQ.

0309. Sea Training and Employment of Engineering Artificers and Mechanics.
a. Scope of Training and Feedback. On completion of ME-II-UT training at BNS SHAHEED
MOAZZAM, the ME-II rates will be sent to BN ships for practical training onboard. Engineering
Department has to take adequate care for training and imparting practical knowledge to such mechanics.
Both theoretical and practical training session should be arranged for such mechanics by the department.
Feedback of performance should be sent by the ship to BNS SHAHEED MOAZZAM on completion of
three months from the date of joining of such mechanics in the ship. Similarly on completion of every
professional course of mechanics and artificers (LME ‘Q’ ERA-IV ‘Q’ and CERA ‘Q’,) they should be
posted to available BN ships to serve as per their rank and capacity. Initial three months of their stay on
ship to be considered as ‘sea training’. After three months of stay, Feedback performance is to be sent by
ship to BNS SHAHEED MOAZZAM based on their performances in departmental works. The training and
feedback system are subjected to modification by NHQ (DNT).
b. Employment of Artificers During Sea Training (after ERA IV and CERA course).
(1) During their sea training all should receive common operator training on all systems and
machineries in the Engineering Department.

(2) When employed on maintenance tasks, they must be given every opportunity to increase
their knowledge and experience in a particular sub-specialisation.

(3) Whenever possible, they are to be given responsibilities appropriate to their rank and
capacity so that they may gain experience.

(4) Operator Certificate Task books for all positions in ships and advancement task books are
to be completed by them which are mandatory prior recommendation to next rank.

c. Employment of Mechanics During Sea Training.

(5) During their sea training all LME ‘Q’ Course qualified mechanics should receive common
operator training on systems and machineries in a particular section of the Engineering
Department.
(6) When employed on maintenance tasks, they must be given every opportunity to increase
their knowledge and experience in a particular sub-specialisation.

(7) Whenever possible, they are to be given responsibilities appropriate to their rank and

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capacity so that they may gain experience.

(8) Operator Certificate Task books for all positions in ships and advancement task books are
to be completed by them which are mandatory prior recommendation to higher rank.

(9) All ME-I has to attempt for AWKC tests to the Engineer Officer before performing
independent watchkeeping onboard.

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CHAPTER 4
MAINTENANCE, UPDATE AND UPGRADE

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CHAPTER 4

MAINTENANCE, UPDATE AND UPGRADE

0401. Ship Maintenance Philosophy. BN ships may in time of war meet the heavy operational demands
with the minimum of outside assistance. Therefore, it is essential that the material state of their hulls and
equipment are maintained in the best possible condition during peacetime. To achieve this, all Engineering
personnel are to be trained to carry out maintenance and repair work making best possible use of their
capabilities and the resources available. Peacetime programmes are to be planned to enable a balance
between material & personnel state and operational requirements to be achieved; such programming also
serves as a guide in periods of tension and war. Ship usage and upkeep plans give detailed information
concerning Refit and Self Maintenance Periods, including the frequency and general instructions for such
periods. EOs are to be fully aware of the contents of the usage and upkeep plans applicable to their ships.

0402. Maintenance Policy and Types. The EO is to take every opportunity, both at sea and in harbour, to
make progress with routine maintenance and to effect the repair of equipment and systems which are his
material responsibility. All ship’s of BN will follow a definite Maintenance Management System (MMS)
applicable for individual ship. The general MMS will be promulgated by FHQ/ Admin Authority after required
endorsement from NHQ(DNE). Maintenance Systems descriptions and instructions will be given in BR 1313 -
Maintenance Management in Ships. In general terms there are three types of maintenance:

a. Planned or Scheduled Preventive Maintenance. Maintenance which is intended to pre-empt

failure and is applicable to equipment which for operational, safety or legal reasons must be repaired
on a calendar time or hours run basis or for which maintenance must match a specific event such as
docking. A degree of over-insurance is accepted. This type of maintenance is also used for equipment
for which there is no suitable condition monitoring technique.

b. Condition Monitoring Maintenance. Maintenance undertaken as a result of a measurable

deterioration in the performance of equipment and for which maintenance does not have to be tied to
a specific occasion. For condition monitoring techniques the instructions in BR 6534 - Vibration and
Condition Monitoring of Machinery may be followed.

c. Corrective Maintenance. Maintenance undertaken either as a result of or during defect repair.

Whenever possible the EO is to ensure that defects are made good as they are discovered.

0403. Maintenance Levels.

a. Maintenance Level denotes the group/organization that will carry out the maintenances. The
following terminology will be used with regard to the organizational levels of maintenance of naval vessels
and shore based operational equipment (this is not to be confused with the Depth of Maintenance):

(1) First Line denotes ship’s staff that is responsible for both the preparation for operation
and the initial diagnosis of defects on the systems.

(2) Second Line denotes the Fleet Maintenance Unit established to provide support for
vessels and their systems for which facilities do not exist onboard the vessel to carry out repairs.

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(3) Third Line denotes the maintenance organizations within the Naval Service (Naval
Dockyard, Workshops of Naval Stores Depots and Armament Depots) to provide support for
vessels and their systems, excluding the organization within the First or Second Line. It implies
workload for which no facilities or expertise exists within Second Line.

(4) Fourth Line denotes private organizations (contractors) providing repair, modification
and reconditioning/overhaul of vessels and their equipment for which the facilities, expertise or
resources are not available within BN.

0404. Maintenance Depths. Depth of Maintenance denotes the intensity of maintenance operation. The
following terminology will be used in regard to the depth of maintenance and repair of naval vessels, machinery
and equipment:

a. Depth A is that maintenance which is directly concerned with preparing the item for use, and
keeping them in day-to-day order.

b. Depth B focuses on all maintenance and repair activities beyond those maintenance activities
identified as Depth A and will normally not require specialised skills and support resources.

c. Depth C ensures that the item identified as faulty during Depth B maintenance is repaired and
will normally require more advanced skills and support resources.

d. Depth D is full reconditioning, overhauling, major conversion, major rework, or such repair as
involves work on this depth.

0405. Mandatory and Starred Maintenance.

a. Mandatory Items. Maintenance items that will have a critical effect on safety or operational
capability are marked as mandatory and must be completed when due. The EO does not have
authority to defer these items. If for operational or logistical reasons the EO is unable to complete
these items then he is to seek a concession from the FHQ or Admin Authority before the mandatory
maintenance item due date, informing the CSD or Base Workshops. The FHQ or Admin Authority will
seek the advice and authority of the relevant design authority before either issuing a concession or
other instruction, and this authority is to be entered in the Machinery Pack. In extreme cases a
programme change may be required to enable mandatory maintenance to be carried out.

b. Starred Items. Starred maintenance items are those for which undue postponement may
affect the safety of personnel or result in damage to equipment which will seriously degrade the ship’s
seagoing characteristics or fighting capability. The EO does have the authority to defer starred
maintenance items but is not allowed to delegate this responsibility. The EO is to ensure that he is
made aware of all items of starred maintenance that may need to be deferred before the due date and
he must give very careful consideration to the implications of allowing the postponement of this
maintenance, where necessary this decision should be recorded in the Machinery Pack.
0406. Upkeep, Update, Upgrade and Changes to Design.
a. Upkeep. Upkeep is the term used to describe maintenance or repair activity that is undertaken to
restore and maintain (i.e. not improve) material state and capability.
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b. Update. Update is the term used to describe modification or As & As activity that is undertaken to
maintain an existing level of capability but will involve material changes to either overcome
obsolescence, improve safety and operability or to reduce the operation/lifecycle cost by the
introduction of new types of equipment.

c. Upgrade. Upgrade is the term used to describe modification or As & As activity and is
undertaken to improve the ship capability. Upgrade normally involves the fitting of new equipment.

Notes:

1. Both update and upgrade will involve change to the original structure, system or arrangements
defined in the ‘as fitted’ drawings of a ship. A Modification is defined as any change to an equipment,
assembly, sub-assembly, fitting or component that does not alter the structure, system or
arrangements. Details of As & As and Modification procedures and other references are contained in
BR 1313 and relevant FO issued by NHQ.

2. Changes to machinery or systems which involve modification of approved design or omission of

any approved or customary safeguards, or which affect the mode of working of any mechanism, are
not to be made unless specific approval has first been given under upkeep, update or upgrade
procedures.

0407. Refit Periods and Types of Refit.

a. In general, ‘Refit Period’ is the overarching term used to describe the programmed period used to
restore or improve the specified material condition or level of performance of all equipment or system
of a BN ship. Refit periods will contain items that individually can be described as upkeep, update or
upgrade as defined above. ‘Refit Periods’ are associated with ‘Types of Refit’. There are three types of
refit (extended refit, normal refit and self refit) and their duration is mentioned in BNP-6 article 0108.
For self-maintenances the instructions of BNP-6 article 0113 are to be followed.

b. Instructions of BNP-6 are to be followed in regard to the refit procedures of the ships.

0408. Supporting Units in the Navy. The following maintenance capabilities/units are to provide the BN with
an integrated maintenance or upkeep support system.

a. Technical Upkeep Section. Technical Upkeep Section under FEO is responsible to co-ordinate
and control the technical upkeep planning for all vessels and equipment.

b. Fleet Maintenance Unit. The Fleet Maintenance Unit may be created as the second line and
quick reaction upkeep capability. Fleet Maintenance Unit will provide the technical components, as well
as the preparation and co-ordination of technical upkeep contingency plans of a Transportable Logistic
Support Service during joint and autonomous military operations.

c. Naval Dockyard. The Naval Dockyard is the third line maintenance organization and refitting
authority. Generally the maintenances having depth C and D will be performed by them. However, in
exceptional circumstances the Ship’s Staff and the Fleet Maintenance Unit may seek their assistances

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only if the repair requirement is beyond the predetermined capability and capacity of the Fleet. The
assistances/support of fourth line may be arranged only through the third line organizations.

0409. Logistic Support Provided to Naval Ships. Logistic support in various forms is provided to ships
on deployment. The larger ships in the BN inventory are self-supporting, but the smaller ships need additional
support facilities when deployed for extended periods from their home base. The section below describes the
procedure that may be followed in supporting the ships when deployed from their home bases.

a. Naval Support to Ships on Deployment in Foreign Countries. A shipping agent, appointed

on contract basis, may be made responsible for delivering fuel, oils, lubricants, victuals and spare parts
to ships in any foreign port. There may be a direct link between Naval Stores Depot and the shipping
agent to enable the delivery of spares to the ships.

b. Transportable Logistic Support (TLS). TLS can be used to support ships on deployment. It
consists of transportable self-contained containers, equipped with support and test equipment and
spares. During deployments it is manned with personnel from the technical support units in the Navy.
This concept is used to support the smaller ships, whereas the larger ships have the ability to support
themselves.

c. Logistic Support Ships. Logistic support ships will be used to re-supply Navy ships that are
deployed at sea for extended periods where the operation does not permit them to proceed to a
harbour for the required logistic support. If the ships are deployed on an UN mission with other nations,
their supply ships could be used in lieu of a BN ship.

0410. Machinery Breakdown.

a. When machinery or equipment failures occur it is essential that correct action is carried out
immediately (simultaneously intimating the OOW/OOD and EO) to avoid hazarding the ship and to
minimise damage to machinery and injury to personnel. It is therefore essential that all officers and
sailors of the Engineering Department acquire a thorough knowledge of the principles of operation,
capabilities of systems, and breakdown procedures, in the ship in which they are serving.

b. This necessary standard of knowledge can only be achieved by frequent instruction and exercise
in which each individual is taught to carry out the correct drill. Senior sailors can then assume overall
charge without being tied down to a particular equipment failure.

c. Regular and carefully monitored exercises are to be carried out on suitable occasions as
detailed in BR 9274 - Maintenance of Operational Capability (Surface ships), following the procedures
laid down in the machinery breakdown drills manual/handbook.

d. Training is to be carried out in the following order of priority:

(1) Formal instruction in principles of operation.

(2) Formal instruction in cause and effect of machinery failures.

(3) Practical training in machinery breakdown drills. (Touch drills followed by full drills.)

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e. EO is to ensure that adequate precautions are taken to prevent damage to or malfunction of

machinery when conducting breakdown drills. He/she is to provide a competent safety number, in
each machinery spaces affected whilst the drill is being exercised, who is to be clearly identified by the
wearing of a surcoat. The safety number is to observe that actions taken are safe, drawing the
attention of the person in charge of the compartment to any unsafe action. As stopping and tripping of
machinery can lead to increased wear and some additional risk of damage, indiscriminate stopping is
to be avoided and other means of simulating failures which provide adequate realism are to be
considered.

f. Drills requiring control of the ship or potentially affecting other departments should be planned
into the ship’s programme.

g. The EO is to ensure that if circumstances permit a comprehensive record of Machinery carried

out by each watch is kept in the Machinery Breakdown Drills Log.

h. EO has to ensure that such breakdown drills or exercises are arranged preferably once in every
alternate week for all watch keepers in the department within the scope of operational activities of ship.

0411. Responsibility for Work Undertaken by Repair Organizations.

a. When maintenance or repair work is undertaken in BN Ships by a Repair Organization, the EO is

to establish close liaison with the appropriate Repair Organization officers responsible for the work in
his department. He/she is to ensure that all necessary information and assistance are provided to
enable them to carry out the work.

b. The EO is responsible for ensuring that the work required is correctly specified and is to ensure
that all necessary information, assistance and facilities are provided to enable the Repair Organization
to carry out the work. Before work starts, the EO or his/her appropriate representative is to confirm with
the Repair Organization personnel concerned, that arrangements have been made to take and record
all clearances, gauge readings and adjustments which are necessary. He/she is also to ensure that
appropriate tests and trials are carried out to demonstrate the satisfactory performance of machinery
on completion of work. The essential details of all work undertaken are to be recorded in Machinery
Pack.

c. Repair Organizations are responsible for their own work and for providing adequate supervision to
ensure a satisfactory standard of workmanship is achieved. However, the EO is ultimately responsible
for the acceptance of all work conducted by external agencies, On all occasions of closing up of
equipment and systems onboard, the Repair Organization is to arrange with the EO a joint final
inspection to ensure that the machinery is clean and clear of obstructions and debris. The EO is
responsible for the final acceptance of the equipment.

d. If the EO observes anything which has been done or omitted to be done, which in his/her opinion
would impair the efficiency of the ship and its equipment, or has any suggestions to make, he/she is
not to interfere directly with the person undertaking the work (unless safety is involved) but is to report
the matter to the Repair Organization concerned. If he is not then satisfied, he/she is to seek the
advice of the FHQ staff and his Commanding Officer. If the matter cannot then be resolved, the
Commanding Officer is to be informed, and he/she should make such official representation as he
considers necessary.

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e. The essential details of all work undertaken are to be recorded in the Ship Equipment Files. The
EO is to confirm, before work starts, with the Repair Organization concerned, that arrangements have
been made to take and record all clearances, adjustments, gauge readings etc which are necessary.

f. Ship’s staffs are to take every opportunity of witnessing the maintenance and repair of their
equipment whilst it is in the hands of the repair authority, and of attending associated shop trials and
inspections whenever possible.

g. Ship may, through appropriate channel, place the requirement of Afloat Repair Team (ART) from
Repair Organization concerned during annual exercises, cruise abroad and foreign deployment. Upon
approval, such team will board the ship and the engineering personnel of the team will work under the
supervision of EO. The ART will be free from normal watchkeeping duties.
0412. Repair Onboard and Maintenance by Exchange. The practice of maintaining equipment in BN
Ships by Upkeep by Exchange (UEx) has steadily increased. The increase in cost resulting from the application
of this policy must be controlled whilst maintaining the required operational availability. To this end the following
rules are to be observed in applying Repair Onboard and Maintenance by Exchange policies
a. Onboard Repair. The policy for onboard repair is that, this repair option should be undertaken
whenever possible. All defective items are to be repaired onboard down to the lowest level for which
onboard supply is provided, even when spare units are supplied for rapid repair. When an item cannot
be repaired onboard, the reason will generally be one of the following:

(1) Capability. The ship does not have the capability to repair (e.g. because the necessary
skills, documentation, test equipment or component allowances have not been provided). This
should normally be important enough to invoke the Operational Defect (OPDEF) procedure.

(2) Capacity. The ship lacks the capacity to repair within an operational acceptable time; this
should normally be important enough to invoke the OPDEF procedure.

(3) Lack of Stores. Demands for components needed to repair the unit cannot be met.
b. Initiation of Upkeep by Exchange Demands. If an item cannot be repaired onboard then
the equipment should be repaired using Upkeep by Exchange (UEx). Ship’s staffs are responsible for
initiating UEx demands when:

(4) Equipment fails in ships after refit.

(5) Preparing for Upkeep by:

(a) Raising specific defect items in the Original to Ship Work Package (OTSWP) of
equipment found defective as a result of pre-refit trials, whose repair is beyond the
immediate resources of the ship. The responsibility thereafter for initiating UEx demands for
such defect items will rest upon the FHQ or Admin Authority.

(b) Reviewing all outstanding demands for Exchange Units when preparing the
Supplementary Work Package. When these units are not in course of supply and are not
required before non-operational date, a notation is to be raised in the Defect List stating:
‘Ship demands for the requisite Exchange Units are outstanding - see list enclosed’. The
list must show:
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i. Serial Number.
ii. Date of Demand.
iii. Stock Reference Number.
iv. Quantity demanded.
Note: If the FHQ/ Admin Authority accepts repair of an item on a UEx basis, no further demand by
ship’s staff will be necessary. However, if the FHQ/ Admin Authority advises that Exchange Units
shown in the supplementary work package are not required, the ship is to cancel the demand.

0413. Emergency Repair by Repair Authority. Other than the planned maintenance, in case of any
defect ships are to raise a requisition to repair authority (dockyard or base workshop) for repair. For immediate
repair and the defect which affects the operation capability ship has to raise a requisition followed by a signal
about the defect. Procedure of BNP-6 is to be followed.

0414. Demand and Survey Procedure of Spares.

a. For the planned maintenance an early demand of spares for the equipment to be sent to NHQ
through respective Admin Authority. EO should make a proper scrutiny of the spare list in coordination
with repair authority concern workshop to make such list. In case of replacement of any equipment
demand is to be placed to NHQ through the standard format laid down in FO 9/90 or its updates. For
survey and return of spares and any equipment to the depot the procedure laid down in FO 02/2013 or
its updates are to be followed.

b. Planned Life Exchange. Certain items are scheduled for exchange on a time occasion basis
because retention beyond their estimated reliable life would hazard the ship’s operational availability.
Items will be identified in equipment maintenance schedule and must be exchanged at the laid down life
interval. This interval will not necessarily be related to the ship’s refit period.

c. Condition Monitoring Based. Equipment not subject to replacement by Time and Occasion,
(i.e. equipment in maintenance categories ‘Measurement Wear Out’ and ‘Natural Wear Out’) are to be
subject to ‘Condition Monitoring’ and exchanged subject to the EO’s judgment in accordance with BR
1313 - Maintenance Management in Ships. Condition Monitoring will include vibration analysis and defect
analysis techniques.

d. Exchange of Complete Equipments. When planned exchange of complete equipment is to be

carried out between refits, this will be laid down in equipment maintenance schedules. Such exchange
action will usually be undertaken during refit periods and demands must be made sufficiently far in
advance to ensure timely availability of the replacement equipment by the format laid down in FO 9/90 or
its updates.

d. Base Support for Spares. Dockyard and Base workshop will not usually hold stocks of
exchange units. When it is known that repair/replacement particular equipment will take plan during refit,
demands for Exchange Units/ Equipment should be generally made by Ship’s Staff directly to Naval
Stores. Such demands should give as much notice (preferably 03 months) of the requirement as
practicable. This will permit Naval Deport to collect/procure the spares before the commencement of
repair work.

0415. Machinery Not Refitted – Precautions. During a refit period, the EO is to take all reasonable
precautions to prevent articles being left on or in machinery that has not been opened up, which would be
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liable to cause damage to the machinery when in operation. Before starting any machine, which has been left
idle for such a period, a careful search of the machine is to be made by a responsible officer or artificer. For this
purpose, easily removable doors giving access to working parts are to be removed and a careful examination
made for objects dropped or placed therein.

0416. Functional Tests of New, Repaired or Overhauled Machinery and Systems.

a. Prescribed functional tests are to be carried out:

(1) Before any new equipment or system is accepted into service.

(2) On equipment and systems at the first opportunity after examination, repair or overhaul.

b. These tests are designed to ensure that the equipment or system can be operated safely.

(1) Any new equipment or system fitted as a result of Alterations and Additions is to be
accepted by the Sea System Command (when established), Platform Integrated Project Team
Leader, or other authority acting on his behalf.

(2) Where an equipment or system has been repaired, overhauled or replaced by a Repair
Organization, it is to be accepted by the EO only after satisfactory completion of the prescribed
tests for that equipment/system, which are to be witnessed by him/her or his/her representative.

0417. Restoration of Machinery Performance. Whenever possible, the performance of machinery after
overhaul is to be compared with the type test data in the relevant equipment handbook/latest test form, to
establish the performance standard to which the machinery has been refitted.

0418. Restoration of Machinery Components to Standard Dimensions. When repairs to machinery

involving the replacement or reclamation of components are undertaken, the new replacement parts, or the
worn parts repaired or reclaimed are, whenever possible, to be finished to standard dimensions (including
authorized oversizes and sub-standards) in order to avoid prejudicing interchangeability of spares. Where
repairs are carried out by a repair organization that have involved departures from standard dimensions, the
EO is to ensure that he/she obtains the relevant details and that the ship records, drawings and outfit of spares
are adjusted accordingly.

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CHAPTER 5
OPERATION, ENDURANCE AND TRIALS OF MACHINERY

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CHAPTER 5

OPERATION, ENDURANCE AND TRIALS OF MACHINERY

0501. Authorised Full Power and Propulsion Power Statement.

a. All BN ship must prepare authorised full power and propulsion power statement based on
classification of speed and power enumerated in NR article 6046 and send to Directorate of Naval
Engineering (DNE) for approval. The statement will be authorised or approved by DNE in accordance
with the recommendation of the ship designer or builder and based on the present state of propulsion
plant. The authorised full power is to be taken as that power achieved when any authorised limit is
reached. The authorised limitations for the three categories to which they apply (Normal, Emergency
and Trials) will be specified in the Propulsion Power Statement issued to each ship by the Naval
Headquarters (DNE).

b. For surface ships, Emergency or Normal and Trial operating limitations are never to be
exceeded. Whenever Normal Operation Limits are exceeded, the circumstances and duration are to be
reported to the FHQ/ Admin Authority.

c. Trials limitations granted by the Design Authority for the conduct of specific trials are extant for
those trials only and delegated to the officer conducting the trial; normally the Fleet/ Base Engineer
Officer or exceptionally the EO.

0502. Full Ahead and Full Astern Emergency Orders. Full Ahead or Full Astern is an emergency
order which accepts the risk of machinery damage. The order requires that the authorised limitations for the
emergency operation of the propulsion plant must be applied to the shaft or shafts as quickly as possible, and
maintained for as long as possible or until no longer required by the Command. While an emergency order
indicates an acceptance of the risk of damage to machinery by the OOW, the responsibility for operation of
machinery continues to rest with the EOOW (Engineer Officer of the Watch) or COW (Chief of the Watch) as
applicable for that ship. Full Ahead or Full Astern orders are to be recorded in the Ship Equipment File
containing the Propulsion Power Statement.

0503. Fuel Consumption Curves.

a. For surface ships fuel consumption curves, determined during first trials, are recorded on Ship’s
Data Book. The information will be updated as necessary by conducting special fuel consumption trials
as arranged by the Sea System Command (when established).
b. As soon as possible after a ship commissions, the EO is to prepare curves of fuel consumption,
shaft power and revolutions against ship speed under varying conditions of draught, weather and state
of ship’s bottom. Where the installation allows different combinations of propulsion machinery to be
used (Gas turbine and Diesel engine), separate curves are to be prepared for each machinery operating
mode. These curves should be prepared with reasonable accuracy so that they can be used for future
reference. However, the curves may also be generated during the SAT held after construction of the
ship with full support of ship builder otherwise by the FEO/BEO with the help of BN Dockyard.
c. These curves are to be compared to those shown for the other ships of same class in the every
opportunity is to be taken to check fuel consumption, and a plot is to be maintained on a continuous
basis throughout the life of the ship. Any significant discrepancies are to be investigated, and if the
cause cannot be found the circumstances are to be reported to the Sea System Command and
FEO/BEO. From these curves the ship’s most economical speed and engine configuration should be
determined. This information is to be available for use by the Navigating Officer for passage planning.
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0504. Fuel Economy, Engine Life and Fuelling. The EO is to ensure that machinery is operated to
maximise equipment life and minimise fuel consumption. For setting ship’s speed and ensuring economy of fuel
instructions (where applicable) of NR article 5024, 5025 and 5306 are to be followed. The EO is to represent to
the Commanding Officer or the Officer of the Watch anything which is being done, or which is ordered to be
done, which may damage machinery, or cause a waste or excessive use of fuel.

a. CODAD / CODOG Propulsion Systems. Economy and propulsion engine life depends to a
great extent on the way the ship is operated. When advising the Command on the operation of systems
the EO is to pay particular attention to the following:

(1) At speeds above economical speed, fuel consumption increases rapidly with increasing
power. Generally, fuel consumption increases eight times if the engine speed is doubled.

(2) Quoted power ratings are usually based on an air inlet temperature of 15°C. In conditions
of high ambient temperature, the power achieved at any throttle opening will be less than that
achieved in temperate conditions.

(3) Fuel consumption of diesel engines is much less than that of the gas turbines.

(4) In CODAD and CODOG ships significant fuel savings can be made by single-shaft
running. It should be noted that, there is a marked reduction in specific fuel consumption of a gas
turbine with increasing power. Single-shaft running will also economise on engine hours and will
reduce maintenance effort.

(5) The EO should work closely with the Navigating Officer to ensure that the most fuel
economic propulsion system configuration is achieved. A ship, having separate cruise engines
and boost engines, is to workout which arrangement/combination ensures fuel economy for a
required Speed over Ground (SOG). It may happen that, to run one boost engine at high power
may be more economical than two cruise engines. Exact circumstances will depend on the ship
type, machinery availability and whole-ship requirements.

(6) Engine life can be adversely affected by large step changes of engine power, and the
consequent high rates of change of gas turbine component temperatures. This can be avoided by
the Command ordering large changes of power in two or three discrete steps, where applicable.

b. Diesel Propulsion Systems. To effect maximum economy, diesel engines must be correctly
tuned. The EO is, therefore, to ensure that fuel injection equipment, superchargers and valve gear are
maintained regularly in accordance with maintenance instructions. In multi-engine systems, the
minimum number of engines is to be run, commensurate with operational requirements. In general,
additional engines are only to be started and put on load when the loading of each engine exceeds 80%
of its maximum continuous rating. For particular classes of ship and systems the appropriate operating
instructions are to be consulted.

Fuelling. All ships are to top up (up to maximum 95% of capacity) fuel at the earliest opportunities.
Normally the ships must embark fuel before the fuel stock falls below 45%. However, the same may
vary due to the type and stability requirements of the ships. In all cases the actual percentage must be
specified in Captains and EO’s standing orders. In case of prolonged operation, long voyage or cruise
abroad the fuel stock may be allowed to fall up to 30% before replenishment. The instructions
regarding fuelling given in NR Part II, article 6061 to 6065 are also to be followed.

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0505. Precautions when Towing - Shaft Torque and Loading of Machinery. When towing other vessels
the machinery of the towing ship can be subjected to excessive torque in the main shafting and gearing.
Damage to the thrust block can occur under certain towing conditions. For particular classes of ship and
systems the appropriate operating instructions are to be consulted. To safeguard machinery under towing
conditions the following minimum precautions are to be observed:

a. In ships fitted with torsionmeters, 70% of full power torque is not to be exceeded when towing.
Should there be any reason to doubt the accuracy of the torsionmeter readings, the precautions at Sub
Para bare to be followed.

b. In ships not fitted with torsionmeters or when torsionmeters are defective:

(1) Gas Turbine Driven Ships. The fuel flow is not to exceed 70% of the authorised full power
fuel consumption rate. Where it is more convenient to monitor gas generator speed, the speed
corresponding to 70% of the authorised full power fuel flow quoted in the engine handbook, or
established from the results of machinery trials, is not be exceeded.

(2) Diesel Driven Ships.

(a) The propulsion plant should be restricted to70% of its full power limits as stated in its
relevant Propulsion Power Statement the authorised full power limitations stated are not to
be exceeded. A careful check is to be maintained on fuel rack settings, exhaust pyrometer
temperatures and also on couplings for evidence of slipping; engine power is to be
reduced immediately should slipping occur. Shaft lines are to be continually monitored for
signs of overheating.

(b) Diesel Driven Boats and Small Crafts. The fuel control is to be kept below the point
where the engine exhaust shows black smoke. Engine power is to be reduced immediately
if clutch slip occurs. Engine speed is to be kept below 70% of the authorised full power
rating when towing loads in excess of that of the towing craft.
0506. Precautions when Under Tow - Lubricating Oil Systems. If a ship is under tow and the
minimum safe pressure cannot be maintained in part or all of the main lubricating oil system, the affected
machinery is to be prevented from turning. This is to be achieved by use of clutches, brakes or shaft locking
gear, or by disconnecting the shaft as appropriate to the prevailing circumstances and the machinery
installation concerned. The turning gear is not to be used for locking shafts unless specifically designed for that
purpose. In all cases class operating instructions are to be consulted.
0507. Aim of Machinery Trials. Machinery system trials are to be undertaken in BN Ships to ensure that:

a. New system installations meet their specification, and key parameters are established with which
subsequent performance may be compared.

b. All defects in the performance of machinery systems are identified before Upkeep or Refit
Periods.

c. After Upkeep or Refit Periods, machinery systems are fully fit for service and any changes
affecting performance are identified for comparison with subsequent trial results.
d. After repairs, modernisation or conversion, machinery systems are performing to the original or
revised design standard.
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e. Ships’ Companies are practiced in the operation of the machinery systems up to the authorised
limitations of the propulsion plant.

0508. General Instructions for Trials.

a. The types of trial, and instructions for their conduct in Surface Ships, are described in the
succeeding paragraphs. These are:

(1) Basin Trial

(2) Standard Propulsion maneuver
(3) Propulsion Performance Assessment
(4) Large Repair Trial
(5) Pre Refit Trial
(6) Post Refit Trial
(7) Dynamic Machinery Trials
(8) Propulsion Performance Trial

b. Ship’s Staff are responsible for conducting all trials in ships in naval service. Under certain
circumstances (e.g. where specialist knowledge is required), and by agreement with the relevant
authorities and Ship’s Staff, personnel who are not members of the Ship’s Company may be required
to undertake specific duties during trials. Such duties are to be carried out under the control of the
ship’s EO. When engineering sailors are so employed, EO or Artificer in charge of them are to ensure
that the instructions are properly carried out.

c. The presence of External Authority personnel (service or civilian) does not in any way relieve the
Ship’s Staff of their responsibility with respect to having charge of the machinery systems or associated
equipment. However, personnel from External Authorities are to monitor carefully the proceedings of
contractors, their agents and Ship’s Staff. If anything is done or occurs which, in their opinion,
endangers the safety of the ship or personnel or may result in damage to machinery systems or
associated equipment they are to immediately report the fact to Ship’s Staff to ensure that appropriate
and timely action is taken; subsequently informing the repair and witnessing authorities and their own
superior. They are also to exercise strict attention and vigilance to ensure that equipment is maintained
in correct working order. They are to bring to the notice of the witnessing authority and the ship’s EO in
case of any deviations from the regulations for the trial. All external authorities attending the ship in
conjunction with Machinery System trials do so in an advisory and analysis capacity only and the
responsibility for the safe operation of all Machinery Systems is retained by Ships Staff.

d. The successful achievement of all trials and in particular, those requiring operation at authorised
full power is dependent on good planning and thorough preparation of both Engineering Department
machinery and personnel. To this end the EO should ensure the following:

(1) Sufficient fuel and adequate ship’s programme time is allocated well in advance of trials to
enable instrumentation to be checked, routines to be practiced and if applicable, Good
preparation will avoid the need for repetition, prolonged high power running and excessive fuel
expenditure. The advice of the FHQ/admin authority and ASD/CSD/Base Workshop should be
sought when appropriate.

(2) Immediately prior to trials the EO should liaise closely with the Navigating Officer to ensure

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that the planned navigational track during trials is satisfactory. Of key importance is the depth of
water during trials and the need to avoid busy shipping lanes, which might necessitate excessive
maneuvering.

e. Propulsion Performance Assessment, Propulsion Performance Trial and Large Repair Trial
should be conducted in depths of water in excess of the minimum depth stated in the trial procedures,
and with weather conditions less than a Wind Force 5 and Sea State 4. For larger ships like Frigates/
Corvettes/equivalent depth above 30m is preferable. The ship is to be brought to the trial loading
condition as revealed through ship’s draught. Trials conducted outside these parameters are likely to
provide false or inaccurate readings rendering the trials invalid, and may cause damage to the hull and
structure.

f. Transient torques in excess of the ‘normal’ torque limit stated in the ship’s Propulsion Power
Statement (PPS) may result from rapid accelerations or high speed turns. Where applicable,
dispensation to exceed the ‘normal’ torque will usually be granted by FHQ/ Admin Authority, subject to
the maximum torque and duration being recorded and the ‘maximum’ limit quoted in the PPS not
being exceeded.

g. If, in the opinion of the EO, the machinery systems are in such condition as to render it
undesirable to subject them to full power, a Propulsion Performance Trial or Assessment the same
may be omitted or deferred at the discretion of the Commanding Officer with the approval of Sea
System Command/NHQ(DNE). The FHQ/Admin Authority and repair authority (ASD/CSD/Base
Workshop) are to be informed stating the reason of such omission. If permission has not been
obtained from the Sea System Command/NHQ(DNE) to omit or defer a Propulsion Performance Trial
or Assessment and the trial is not carried out due to other unforeseen reasons, a report is to be made
by signal to the Sea System Command/NHQ(DNE) informing FHQ/Admin Authority, stating the
reasons for the omission and reporting the fitness of the systems to develop authorised full power. A
report is also to be made by signal to the Sea System Command/NHQ(DNE), if the overall result of
any Propulsion Performance Trial or Assessment is deemed unsatisfactory.

0509. Reporting of Trials.

a. Basin trials and the Standard Propulsion Manoeuvre. These will be assessed and records
analysed by Ship’s Staff. Reporting of these evolutions to external authorities is not required.

b. Propulsion Performance Assessments (PPA). This will be assessed by Ship’s Staff, who will
analyse the records and identify technical defects. The PPA report and analysis is to be forwarded to
the ASD/CSD for technical verification. A copy of the covering letter and the PPA summary is to be
copied to the FHQ for the attention of FEO. Significant technical matters will be brought to the
attention of Sea System Command.
c. Large Repair Trial (LRT). These trials will normally be witnessed, reported and assessed by
Staffs from Repair Organization (ASD/CSD) and FHQ/Admin Authority.

d. Pre Refit Trials. These trials will be assessed by Ship’s Staff, who will analyse the records and
identify technical defects. Results of the trials are then to be passed to the FHQ/Admin Authority.

e. Dynamic Machinery Trials. These trials will normally be witnessed, reported and
assessed by Repair Organization (ASD/CSD) and FHQ staffs. Results will be brought to the notice of
the Sea System Command/NHQ(DNE).
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f. Post Refit Trials. These trials will be witnessed, reported and assessed by FHQ/Admin Authority
staffs. Results will be brought to the attention of the Sea System Command/NHQ(DNE).

g. Propulsion Performance Trials (PPT). These trials will be witnessed, reported and assessed
by Repair Organization (ASD/CSD) and FHQ staffs. Results will be brought to the notice of the Sea
System Command/NHQ(DNE).

0510. Trial Procedures.

a. Basin Trial.

(1) A harbour trial of the propulsion system and auxiliary systems is to be undertaken to test
the correct functioning of the machinery and its control equipment before the ship proceeds to
sea on the occasions listed at Table 5-1. The trial is to be carried out at a time, which allows any
minor defects discovered during the trial to be rectified before the systems are next required for
use. The EO is the acceptance authority for Basin Trials for the regular cases.

(2) All systems, including auxiliary and outside machinery, which would be in use at sea, are to
be operated and tested within the limitations imposed by the ship being alongside. Before
undertaking such a trial, the approval of the Admin Authority or appropriate Harbour Authority is
to be obtained. The ship is also to be secured for this purpose in accordance with local orders,
and the Bridge manned by the appropriately qualified OOW/NO.

(3) The propulsion system is to be operated to drive both ahead and astern. In ships with more
than one shaft, one shaft is to drive ahead while the other drives astern. The ship’s rudder is to
be used as necessary to steer the ship’s stern away from the jetty.

(4) All methods of control of the propulsion systems are to be tested and all remote reading
instruments, such as bridge tachometers, are to be checked. The Commanding Officer or his
authorised representative will direct movements of the propulsion machinery, by orders from the
Bridge. Communications between the control positions of the propulsion system and the Bridge
are to be tested before propellers are turned, and are to be maintained throughout the trial.

b. Standard Propulsion Manoeuvre.

(1) A Standard Propulsion maneuver is to be conducted on occasions as listed in Table 5-1.

The maneuver is to be carried out in accordance with correct procedures which are specific to
each class of ship, and is to be conducted immediately it is safe to do so after proceeding to sea.
The EO is the acceptance authority for the Standard Propulsion maneuver.

(2) The Standard Propulsion Maneuver consists of a steering gear trial and a propulsion
maneuvering trial. All propulsion system local and remote reading instruments are to be
monitored during the maneuver. The Commanding Officer or his authorised representative will
direct movements of the propulsion machinery, by orders from the Bridge. Communications
between the control positions of the propulsion system and the Bridge are to be tested before
carrying out the maneuver, and maintained throughout.

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c. Propulsion Performance Assessment. All operational ships are to assess the performance of
the propulsion system on the occasions given in Table 5-1.The assessment is to be carried out in
accordance with the instructions for Propulsion Performance Trial (see Para 0510, h), but authorised
full power is to be maintained only for sufficient time to ensure that the systems are working
satisfactorily and to obtain a set of readings for comparison with those recorded at previous
Propulsion Performance.Trials or Assessments. Maneuvering Trials are required as part of the
assessment where relevant, but astern trials are not. On completion of Trial Form F(NE)-10 are to be
completed by Ship’s Staff.

d. Large Repair Trial.

(1) Following a large repair the Sea System Command/FHQ will specify to the Repair
Authority those elements of the Propulsion Performance Trial or any other special trials that are
to be undertaken. The Large Repair Trial will normally be witnessed, reported and assessed by
FHQ and ASD/CSD Staffs.

(2) The trial after replacement of a main propulsion engine in a minor war vessel will not under
normal circumstances be witnessed by Repair Organization and FHQ staff. Whenever possible
the original equipment manufacturer (OEM) is to set the replacement engines to work. The
setting to work procedure is to be followed. The EO is to conduct a Propulsion Performance
Assessment to ensure the replacement engine functions satisfactorily and to obtain a set of
readings for comparison with those recorded at previous performance trials.

e. Pre Refit Trial. Ships planned to enter Refit are to carry out a Pre-Refit Trial for assessment of
all systems and equipment under Engineering Department. In arranging such trial, the ship, Admin
Authority and Repair Authority should follow the guideline given in BNP -6, article 0118. Trials will
require the operation of propulsion plant, steering gear, fin stabilizer, operation of electric pumps,
(including the stand by pumps) etc. The trial can have both harbour (Basin Trial) and sea phase. The
sea phase should include Propulsion Performance Trial, fin stabilizer trial, steering gear trial and
should be conducted within two days for a frigate and corvette. The trial must be witnessed by the
appropriate staffs from the Repair Organization and representatives from the FHQ/Admin Authority.

f. Dynamic Machinery Trials.

(1) Wherever possible, a Dynamic Machinery Trial (DMT) is to be carried out by all BN surface
ships approaching a refit period. The trial should be planned as late as practicable (typically 3-6
months) prior to refit so that its outcome may still influence the content of the Defect List. This
trial is to be conducted in lieu of the nearest routine Propulsion Power Assessment and will be
witnessed and assessed by the staffs from Repair Organization. During this trial Thermo-graphic
Survey of electrical equipment and systems has to be also conducted.

(2) The Dynamic Machinery Trials will consist of two phases; a harbour phase and a sea
phase. During the harbour phase, associated documentation will be checked, VA surveys
conducted and MIMIC data analysed. The sea phase will consist of engine optimizations, full
power operation, manoeuvring trials, steering gear trials and stabilizer trials and should take no
more than two days for an FF/ Corvette.

(3) The Dynamic Machinery Trials are to be carried out in accordance with the standard
schedules for each class of ship distributed by the FHQ. These trials will normally be witnessed,
reported and assessed by Repair Organization staffs.
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(4) Ship’s Staff are to liaise directly with FHQ/ Admin Authority and Repair Organization at
least 6-9 months prior to discuss the timings of the DMT and subsequently request attendance of
these authorities by letter/e-mail at least 3 months prior to the planned DMT. Ship’s Staff are to
ensure dedicated time is allocated within the ship’s programme to accommodate these trials.

g. Post Refit Trials.

(1) Trials of all equipment and systems in the charge of the EO are to be carried out after
every Refit Period. The acceptance authority for these trials is the ship (except PPT) and
FHQ/Admin Authority (for PPT only). The trials consist of harbour and sea trial. The trials should
be conducted in accordance with the guideline given in BNP 6, article 0135. All the machineries
have under gone repairs including propulsion plant should be operated during this trial. The trails
consist of:

(a) Harbour Acceptance Trials (Console)/Control System Integrated

Check (HAT(Console)).

(b) Preliminary harbour trials.

(c) Harbour Acceptance Trials (HAT(ME)).

(d) Preliminary sea trials.

(e) Sea Acceptance Trials (SAT(ME)), including Propulsion Performance Trial.

(2) Before propulsion machinery may be run in remote control, the control system must be
fully set to work and HAT (Console) or Control System Integrated Check conducted in
accordance with authorised documentation. The HAT(Console) or Control System Integrated will
normally be witnessed and assessed by FHQ/ Admin Authority and ASD /CSD/ Base Workshop
staffs.

(3) Preliminary harbour Trials are to be carried out before HAT(ME) is started and are to
culminate in a preliminary basin trial (see Para 0510, Sub Para a).

(4) Harbour Acceptance Trials (HAT(ME)), which include a machinery inspection, are to be
carried out in accordance with the standard schedules for each class of ship distributed by the
FHQ/admin authority. These trials are to culminate in a Basin Trial (sometimes referred to as the
official Basin Trial (see Para 0510, Sub Para a) and are to be successfully completed before a
ship proceeds to sea. HAT(ME) will normally be witnessed, reported and assessed by
FHQ/Admin Authority staffs.

(5) Preliminary sea trials are to be undertaken before starting SAT(ME). Detailed
requirements are to be agreed between the ASD/CSD and Ship’s Staff. Adequate time is to be
allowed before preliminary sea trials for training ship’s companies in system operation and in
basic firefighting and damage control duties, in accordance with the Safety and Readiness
Checks.

(6) Sea Acceptance Trials (SAT(ME)) are to be carried out in accordance with the standard
schedules for each class of ship distributed by the FHQ/ admin authority. The trials are to
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culminate in a Propulsion Performance Trial. These trials will normally be witnessed, reported
and assessed by FHQ or Admin Authority.

h. Propulsion Performance Trial.

(1) A Propulsion Performance Trial (PPT) is to be carried out on the occasions given in Table
5-1. The trial requires full authorised full power to be maintained in each drive mode for the
period specified in Table 5-2. During these periods, three sets of F(NE)-10 readings are to be
taken.

(2) Where manoeuvring trials are required as part of a Propulsion Performance Trial, detailed
requirements and procedures are contained in trials schedules. Results of controls checks and
manoeuvring trials are to be appended to Form F(NE)-10. A manoeuvring trial will normally
include:
(a) Ahead/astern manoeuvres in principal propulsion modes.
(b) Trials using the full envelope of all other propulsion modes.
(c) All relevant propulsion mode changeovers.
(3) On completion of the Propulsion Performance Trial, Trial report is to be forwarded to the
FHQ/Admin Authority who is the accepting authority for PPT.
(4) Whole-ship evolutions, which might affect the validity of the trial, results (e.g. flying
operations or manoeuvring) are not to take place during the Propulsion Performance Trial.
Adequate time and fuel should be programmed for pre-trial calibration and GTCU optimization
(when applicable) in order to obtain maximum value from the trial, thus avoiding the need for
repetition and prolonged high-power fuel expenditure. The preparations described in Para
0508,Sub Para d and e are particularly relevant for PPT.

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Table 5-1. Trials of BN Ships

Trial Type and Occasion Report

Reference Compiled by Assessed by
Basin Trial 1. Maintenance period Ship’s Staff EO
(Para 0510 Sub Para a) 2. Change of main diesel propulsion engine
3. Gas Turbine Control Unit change
4. Machinery control software change
5. Commissioning
6. Change of key personnel
7. Repair to propulsion system
8. Repair to auxiliary systems
9. Undocking
10. Refit period
11. At the discretion of EO
Standard Propulsion 1. Conducted after all periods greater than 2 weeks Ship’s Staff EO
Manoeuvre alongside
(Para 0510 Sub Para b) 2. As required by Commanding Officer
Propulsion Performance 1. Every 12 months (unless Propulsion Ship’s Staffs EO
Assessment Performance Trial conducted within this period)
(Para 0510 Sub Para c) 2. As required by ships designer
3. During Dynamic Machinery Trials
Large Repair Trial (Para 1. Power turbine major overhaul or re- blading Ship’s and Repair Org.
0510 Sub Para d) (complete or partial) Repair Org. Staff
2. Propulsion diesel engine major overhaul or Staffs
replacement
3. Removal / replacement propulsion gearing or
shafting
4. Major overhaul of CPP
5. Installation of replacement machinery control
software
6. Removal / repair of more than half the
main propulsion auxiliary machinery
Pre Refit Trial(Para 0510 1. Pre Refit, as per BNP 6 Ship’s and Repair FHQ/Admin
Sub Para e) Org. Staffs Authority Staff
Dynamic Machinery Trial 1. During Pre Refit trial Ship’s and Repair FHQ/Repair
(Para 0510 Sub Para f) Org. Staffs Org. Staff
Post Refit Trials 1. As required by ship’s designer Ship’s and Repair FHQ/Admin
(Para 0510 Sub Para g) 2. Post Upkeep/refit Org. Staffs Authority Staff
Propulsion Performance 1. As required by ship’s designer Ship’s and Repair FHQ/Repair
Trial 2. Before Reserve or Standby Org. Staffs Org. Staff
(Para 0510 Sub Para h) 3. Post Refit

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Table 5-2. Performance Trial Required

Ship’s Class Trials Required Duration

Major Ships 1. Full power-main engines 2 hours (see Note 1)
2. Full power-cruise engines 1 hour (see Note 1)
3. Maneuvering trial (see Note 1)
4. Full power astern (see Note 2)
Minor Ships 1. Full power-main engines 1 hour
2. Maneuvering trial (see Note 1)
3. Full power astern (see Note 2)
All Ships having CODLAG 1. Full power-CODLAG 100% bias 2 hours
2. Full power-EM drive 1 hour
3. Maneuvering trial (see Note 1)
4. Astern trial (see Note 2)
Notes:
1. Maneuvering trials, including engine changeovers, nominally required 2 hours for Minor War Vessels to
complete
2. Astern trials are to be sufficient duration to obtain one set of full power readings. Prolonged running astern at
full power is not required. If the maximum permitted ship’s speed astern is reached before full power astern, a
set of readings at that speed is to be taken.
3. Where full power cannot be achieved in the all-engine-driving configuration, full speed is to be maintained for
sufficient time to achieve one set of readings.
4. The individual parts of a Performance Trial listed above may be carried out on separate occasions.
5. All trials are to be carried out after steady state of propulsion system is achieved. Normally it takes 1 to 2
hours in case of diesel engines.
6. Major ships and Minor ships are ships as defined in BNP-6.
7. In case of acceptance trial for newly built or procured ships from abroad the senior most Engineer witnessing
the Trials in abroad will be the acceptance authority of engine, machinery and system under the purview of this
BR.

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CHAPTER 6
DOCUMENTATION

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CHAPTER 6

DOCUMENTATION

0601. Documentation and Record. Documentation and record keeping is very important for smooth
operation and maintenance of machinery and equipment of Engineering Department. The documentation and
records maintained in Engineering Department is limited to log book for various machinery operation, record of
various machinery maintenance, operating and maintenance manuals of system and equipment, watchkeeper
duty roster, record of consumption of POL and other consumables, ledger of spares and stores etc. A list of all
document and records of Engineering Department is given below:

a. Rough E/R Register

b. Fair E/R Register
c. POL Expenditure Book
d. Spare Parts Consumption Book
e. Main Defect Book
f. EO’s Note Book (smaller craft)
g. Work Requisition Book
h. Demand Register
j. Survey Register
k. DRB (Divisional Record Book)
l. Hull Inspection Book
m. Rough Report Book
n. Divisional Request Book
o. Machinery Maintenance Register
p. Machinery Log Book
q. Machinery pack (larger craft)

To assist the Fleet in achieving the aims set out in Para 0501, ships and submarines are to follow Maintenance
Management Systems issued by NHQ. The instructions below, relating to a range of support documentation,
are to supplement the MMS in the efficient running of the Engineering Department in achieving this aim.

0602. Engineer Officer’s (EO’s) Office. An Engineer Officer’s Office (EO’s Office) is to be established
from which the organization of the department and the regulation of engineering personnel is to be conducted.
The organization of the office should include:

a. Correspondence log and pack system.

b. Office filing system.

c. Ship Equipment Files and their location.

d. Register of:

(1) Books, drawings etc.

(2) A & As.

(3) FO, NI, Publications, Technical Instructions etc.

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e. A method of amending handbooks technical publications, documents etc.

f. A method of distributing correspondence and circulating the EO’s Night Order Book.

g. A ‘Bring Up System’ for reports and returns and books for signature.

h. Signal log.

j. General reading files for BNTMs

0603. Machinery Pack. The EO is to ensure that a record of important facts about the ship and her
equipment is maintained and information of lasting relevance or interest about equipment and system
performance and upkeep is to be entered in the Machinery Pack. Apart from the obvious items in the detailed
instructions for the Machinery Pack, the selection of what to record is at the discretion of the EO. The guiding
principle is that equipment running histories, inspections, trials, defects or other significant events should be
recorded which will be of value to the EO’s relief or influence future decisions on the maintenance, upkeep or
replacement of equipment and systems

0604. Machinery Log Books. Individual equipment Log Books are to be maintained for following
equipment and machinery:

a. Main Engine (individual)

b. Generator (individual)
c. HP Compressor (individual)
d. Fin Stabilizer (one)
e. AC Plant (individual)
f. Fridge Plant (one)
g. Major Pumps
h. Controllable Pitch Propeller
j. Reduction Gear

0605. Watch Keepers’ Roster. EO has to ensure that Engineering Department maintains a Duty Roster Book
for all watch keepers at sea and signed by all individuals during their daily time. Following watchkeeper roster
to be maintained:

a. Chief of the watch duty roster

b. ECR/MCR/CCS watch keepers’ duty roster
c. For each machinery room watch keeper separate duty roster
d. Remote/Bridge control position duty roster (if applicable)

0606. Electronic Logs. To maximise the use of installed IT systems logs, log books, registers and
equipment files may be compiled onboard in electronic format provided that:

a. Periodic inspections in accordance with Para 0614are completed and a robust auditable trail of
these inspections maintained.

b. Although the documents need not be presented to the EO in hard copy during periodic
inspection, a Record of Signature of Inspections is to be maintained in hard copy.

c. The EO is to ensure that a retrievable copy of all electronic documentation is maintained and
appropriate data backup systems are established.
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0607. Propulsion, Auxiliary and Domestic Machinery and System Readings and Records. A record of
all propulsion, auxiliary and domestic machinery and system parameters and status is to be maintained at
the propulsion system control position or in fully automated ships at a data collection point in accordance with
the requirements of the FHQ or Admin Authority at build and amended through life as applicable, as advised by
FEO/ BEO and tailored by ships staff as required. Strict adherence to this requirement and the in-depth
interrogation of recorded data by watch-keepers is fundamental to maintaining engineering standards in the
safety, operation, performance and availability of systems and equipment. Similarly, records and trend analysis
provided by this data are essential in achieving and upholding maintenance philosophies. The records are to be
maintained in either manuscript registers and machinery running logs or by using available computer aided
machinery surveillance systems; this will be dependent and determined by platform fit (PMS, MIMIC, MCAS,
DECCA ISIS).

0608. Retention of Records. The Machinery and System parameters and status recorded in accordance
with the requirements of the paragraphs above, whether in manuscript or electronic format, are to be retained
for a minimum of 03 years. Auditable documents are to be preserved till audit is completed. However the
reports of accidents, incidents, trials, As & As, renovation/modification, control system operating guidelines etc.
are to be retained life time of the ship along with electronic backed up (if Possible). In the event of collision,
grounding or any other incident that may require evidence of the operation of machinery, the records logs and
registers are to be retained until the conclusion of any investigation or proceedings. The general
correspondences are to be retained as per NHQ policy or Information Preservation Act of Bangladesh as
deemed fit.

0609. Night Rounds Report (NRR). The Night Rounds procedure is an important and independent check of
the state of the department that is carried out daily at sea and in harbour at the end of the working day. The
product of Night Rounds is the Night Rounds Report this contains an overview of the day’s activity of daily
equipment, system and logistic status. At sea the NRR is to be presented formally to the EO, this should
normally occur before the EO writes his Night Orders. Subsequently EO will present a copy of the NRR formally
to the CO during his Rounds Report. In harbor, the NRR is to be presented formally to the OOD and to the EO
(if onboard); if not onboard the EO is to make alternative arrangements for the oversight of the report. EOs are
permitted to enhance the NRR locally to include additional information as required. NRRs are to be included in
the Ship’s Administration Check (Engineering) process.

0610. EO’s Night Order Book. Operational instructions to the Engineering Department are to be
promulgated in writing using the EO’s Night Order Book. Instructions and timings of evolutions should be
unambiguously stated and the Order Book should be distributed to key Officers and Sailors who should sign to
indicate that they have read and understood the orders contained therein. The EO should write Night Orders to
initiate preparations for sea, daily at sea and on any other occasion at his discretion.

0611. Engineering Department Routine Defect Reporting Log. The EO is to maintain a single
Engineering Department Routine Defect Reporting Log. It will be kept in the SCC or MCR/ECR under the
control of the ERA of the Watch at sea and the in harbour. It is to be readily available to members of the Ship’s
Company to report defects on equipment, fixtures and fittings maintained by the Engineering Department. The
format of the log is to be as laid out below. Safety items are to be given prompt attention and rectified at the
earliest opportunity in order to protect personnel, equipment and systems. Other defects are to remain extant
within this log until rectified or, where applicable, treated as long term defects and transferred to the
maintenance management system for further action. The log is to be sighted daily by the EO’s nominated
representative, and weekly by the EO.

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Engineering Department Routine Defect Log

Signature of
Defect
Name/Rate of Safety Section
Equipment Rectified/ Signature of
Date/Time Person Location Item Leader
& Defect Action Taken duty ME
Reporting Yes or No (Defect
No
sighted)

0612. Alterations to Entries in Registers or Logs. Alteration to any Register or Log is to be initialed by
the person making the alteration, and is not to make the original entry illegible.

0613. Calculation of Fuel Expenditure, Records and Returns. Fuel expenditure is to be calculated and
recorded daily (0001 to 2359). Monthly fuel expenditure is to be reported in accordance with BNLR.

0614. Inspection of Documents. The installation and implementation of robust engineering administrative
procedures and records is essential in the upholding of engineering standards and the continued availability
and reliability of equipment and systems. To assist in ensuring that correct administrative procedures are being
followed, Books and Forms are to be inspected by the EO and Captain. The documents and frequencies of
inspection are to be promulgated in EO’s Standing Orders. As a minimum, the following BN ship Engineering
Department and whole-ship documents require inspection and signature by either the EO or a member of the
ME Management Team, as indicated, at the frequencies stated:

a. Daily.

Document Name Inspection and Signature

Night Rounds Report (at Sea) EO
Defect Reporting Log Management Team

b. Monthly.

Document Name Inspection and Signature

Harbour Watch Training Log EO
Main Engine Log Books Management Team
Main Switchboard Log Management Team

Diesel Engine Log Books Management Team

Logistics Log Management Team Management Team
Condition Monitoring Records
Machinery Drill Log Book Management Team

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Document Name Inspection and Signature

Diving Equipment PSL (Including ELSA, EDBA Management Team
and EEBD)
Tag out Log
Ballast Water Log (if separate Log ie LPH) from Management Team
the Logistics
Hydraulic Sampling Logs
Junior Rates’ Training Log EO
Artificers’ Training Log EO
Departmental Training Log EO
Emergency Fire Pump Running Logs Management Team
Refrigerant Gas Control Log Management Team
Emergency Generator, Motor Boat and Fire Management Team
Pump Running Logs
Performance Servicing Logs for Management Team
Upper deck Parts of Ship incl CBM Private and
Portable Equipment Logs

c. Three Monthly.

Document Name Inspection and Signature

Junior Rates’ Task and Sketch Books EO

Artificers’ Task and Sketch Books EO

Lifting Equipment Register/ Management Team

Flexible Hose Register Management Team

Pressure Vessel Register Management Team

PMS Signal Register Management Team

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d. Six Monthly (Rolling Programme).

GT Module Log Books

Anchors, Cables and
Associated Equipment
Log
BR 1754
Ship Husbandry
Log Paint and
PAWIF Log
Performance Servicing
Logs for all ME Sections
Hull and Structure
Logs Monitoring
Logs Chilled

Notes:

1. All logs indicated as "Management Team" are to be inspected by a member of the Senior
Management team (in FF/Corvettes/Larger ships EO, in OPV/LPC/Smaller Crafts by EO or
CERA) in rotation, at the periodicity stated. They are not to be delegated to any individual
member of the Management Team for their sole inspection. In Capital ships the auditors may
include Section Officers.

2. All documents and logs are to include a signature and comment page to record inspection
dates, shortfalls and actions taken.

3. The periodicities stated are the minimum required. However, EOs should use their
discretion if they need to be seen more frequently or if they wish to expand on the list.

4. Where logs are held in electronic format a single departmental signing form is to be held, in
hard copy format, showing dates of inspection with comments and action undertaken.

0615. Ship’s Administration Check (Engineering) by FHQ or Admin Authority. FHQ or Admin
Authority are to conduct an engineering administration check to ensure that engineering records (e.g.
maintenance summaries, rounds reports, logs, test forms/data and correspondence) are being maintained in
accordance with current instructions and to further support engineering personnel in ensuring that:

a. An effective safety management regime is being operated which meets current legislation and the
principles of Engineering.

b. High engineering standards are maintained to support the delivery of Operational Commitment in
a safe and cost-effective manner.

c. Accurate records of material state are maintained to support the reconciliation and cost
effectiveness of upkeep/maintenance packages.

d. Trial reports are accurately compiled and information forwarded to appropriate authorities within
acceptable timescales.
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e. A comprehensive training organization is in place, understood and utilised.

f. Administrative practice is efficient, accurate and up to date.
g. There is a clear understanding of engineering administrative processes, procedures and
documentation.
0616. The Ship’s Administration Check (Engineering). The Ship’s Administration Check (Engineering)
is to be conducted for both Upkeep and new build ships and repeated annually as arranged by FHQ/ Admin
Authority, while taking full consideration of Operational Sea Training reports, deployment cycles and additional
requests of EOs. The FHQ/Admin Authority staff will follow the instructions of NR Chapter 60 Section-I in
regard to the performance of their duties.
0617. Engineer Officer’s / Engineering Department’s Standing Orders (EDSOs).

a. The EO in every ship is to publish a set of orders for the Engineering Department. The following
points are to be observed in a EO’s Standing Orders:
(1) EO’s or Engineering Department’s Standing Orders are complimentary to, and do not
supersede, unless specifically stated, directions contained various naval publication including
NR, NI, FO or CO’s Standing orders etc.
(2) Orders may follow the format at Annex A. If a particular section is not relevant to the class
of ship then that section is to be left blank (spare) and not deleted. If further sections or chapters
are required they are to be added with the agreement of the lead FHQ/ Admin Authority

(3) Orders are to be concise and unambiguous. They are to concentrate on ship and class
specific items and are not to duplicate orders or instructions issued in equipment handbooks or
elsewhere. However special parameters/instructions which are peculiar to the ship’s
engine/machinery are to be included in the orders. Departmental Orders should state which other
orders are to be read by officers and sailors on joining.
(4) Orders are to reflect and amplify the Command’s Health, Safety and Environmental
policies, with a clear commitment to implement and regulate the policies as they affect
engineering departments.
(5) Responsibility for ensuring consistency of orders, incorporating best practice and approval
of amendments rests with the Engineering Section of FHQ or Admin authority.
(6) All members of the Engineering Department are to read EO’s Standing Orders within two
weeks of joining and sign the relevant copy.

(7) All members of the Engineering Department are to be fully familiar with the contents of
EO’s Standing Orders.
b. EOs are to review EO’s Standing Orders annually and amendments are to be forwarded to FHQ/
Admin Authority for consideration of class wide implementation.
0618. Engineer Officer of the Day/Duty ERA Handover Pack. In order to assist in maintaining the safe
custody of the department, its equipment, systems and personnel, the EO is to ensure that a comprehensive
handover pack is provided for the use of the EOOD or Duty ERA in the execution of his duty. A framework of
detailed content of the handover pack is to be included in EO’s Standing Orders in accordance with Para7, and
is to cover such items as general guidance, system and equipment status, contact information, out of hours
work, etc.

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ANNEX A TO
CHAPTER 6
(Example of EDSOs)

BNS …………………….

ENGINEERING DEPARTMENT’S STANDING ORDERS

DEPARTMENTAL ORGANIZATION, DUTIES OF KEY PERSONNEL ETC

………………
GREEN POLICY, ENVIRONMENTAL PRESERVATION INSTRUCTIONS FOR WORK PLACES
………………
SPECIAL MAINTENANCE AND SAFETY INSTRUCTIONS (example as follows)

Compressor Cleaning and Inhibiting Procedures

References:

A. BR 6615 (001) (Propulsion plant operating instructions)

B. BR 6560 (001) (1) (Olympus wash routines)
C. S2022a serial number 3934/6 Dated 06 April 05

Procedure for Engine Wash Routine

1. Frequency:

a. Every 100 running hours or 02 Months (whichever occurs sooner) or

b. To return an inhibited engine to a running condition or
c. Before a performances assessment or
d. When the GTCU is to be shut down for up to 20 days.

2. Procedure:

a. Allow 30 minute cool- down period post engine shut down if the GT has been running.

b. Fill wash tank with correct CCF/ Technical/feed quality water (and Anti-Freeze when
necessary. See table 3).

c. Carry out a 40 second dry motor cycle. Immediately after STARTER OFF select the 3- way
cock to the WASH position and operate the air pressure control lever to pressurize the metering tank.
Ensure the metering tank has emptied its contents after 2 minutes. The air pressure control
valve has a spring return to OFF.

d. Allow 10 minutes for the gas generator to soak and drain, during which time the 3-way cock
should be selected to OFF.

e. Fill wash tank with 27 Ltrs of Technical/feed quality water (and Anti-Freeze when necessary.
See table 3).

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f. Carry out a 40 second dry motor cycle. Immediately after STARTER OFF select the 3- way
cock to the WASH position and operate the air pressure control lever to pressurize the metering tank.
Ensure the metering tank has emptied its contents after 2 minutes. The air pressure control valve has a
spring return to OFF.

g. Empty air intake cascade drain.

h. Allow 10 minutes for the gas generator to come to a complete rest. If the GTCU is not required
within 5 hours, conduct drying out run.

Drying Out Routine

1. Frequency:

a. On completion of the Engine Wash Routine, if the GTCU is not required within 5 hours.

b. Not to be conducted if the engine is to be Long Term Inhibited.

2. Procedure:

a. Engine to be started, allowing it to stabilize at idle (2100 +/- 100 NL) (Power Turbine may
start to rotate).

b. Run the engine for 10 minutes.

c. Shut down the engine.

Note:
1. This procedure will require the engine to be run in various control and gearing configurations,
dependent on the ships routine at the time:

a. At sea, two shafts driving, or washed engine shaft trailing; engine wash routine to be carried
out in remote control, engine deselected.

b. Whilst in harbour, engine wash routine can be carried out in local/remote control. However, it
must be noted that when conducting engine wash in remote, all precautions must be taken to ensure
the correct operation of the propulsion plant is maintained, i.a.w. Ref A.

c. To prevent main shafts turning, one of the two options must be used:

i. Lock out GT clutches.

ii. Apply the shaft brake.

Procedure For Long Term Inhibiting GTCU

1. Frequency: When the GTCU is to be shut down for 20 days or more.

2. Procedure:

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a. Allow 30 minute cool-down period post engine shut down if the GT has been running.
b. Carry out an Engine Wash Routine procedure (With the exception of the drying out run).Fill
wash tank with 1 litre of inhibiting fluid. (PX 24).

c. Carry out a 40 second dry motor cycle. Immediately after STARTER OFF select the 3- way
cock to the INHIBIT position and operate the air pressure control lever to pressurize the metering tank.
Ensure the metering tank has emptied its contents after 20 seconds. The air pressure control valve has
a spring return to OFF.

d. Repeat steps 3 and 4 every 20 days tropical or 40 days temperate climates.

e. Carry out Engine Wash Routine procedure before running GT.

Materials and Quantities – OLYMPUS

1. The following materials and quantities should be used:

a. Water Up to 27 Ltrs of Technical/feed quality water per wash.
b. CCF 5.4 Ltrs of CCF per wash. The Rolls-Royce approved CCF fluid is ZOK27 available in 25
Ltr drums (NSN 0473-99-741-1559).
c. Anti Freeze AL-20 available in 25 Ltr drums (NSN 0473-99-224-6027) is used as a proportion
of water content of the wash solution at ambient temperature at or below + 5 Deg.Anti- Freeze is to be
mixed with Technical/feed quality water in the proportions listed at Table to make a total of 27 Ltrs.

Table - OLYMPUS

WATER /ANTI-FREEZE (27 LTR) WATER /ANTI-FREEZE (21.6 LTR)

PLUS CCF (5.4 LTR)
AMBIENT TEMP – 0C ANTI-FREEZE
ANTI-FREEZE (LTR) WATER (LTR) (LTR) WATER (LTR)
Above +5 NIL 27.0 NIL 21.6
+5 TO -5 5.4 21.6 4.3 17.3
-5 TO -20 8.1 18-9 6.5 15.1
-20 TO -40 10.8 16.2 8.6 13.0
-40 TO -50 13.5 13.5 10.8 10.8

Caution

When preparing CCF wash mixtures, observe warning and the following precautions:

1. Pre-mix water with CCF and / or anti-freeze in separate container, observing (2) or (3) below.
Do not prepare mixture in wash tank.

2. For a water /CCF mixture, slowly add solvent to water with continuous agitation. For
water/CCF/ anti-freeze mixture, first mix water with anti-freeze then slowly add CCF with continuous
agitation.

Warning

1. When handling CCF and anti-freeze observe and follow documentations provided with fluids, wear
PVC gloves, a face visor / goggles and rubber apron

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CHAPTER 7
GUIDANCE ON THE MANAGEMENT OF SAFETY IN THE
ENGINEERING DEPARTMENT

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CHAPTER 7

GUIDANCE ON MANAGEMENT OF SAFETY IN SHIP

0701. Duties of Personnel in Regard to Safety. Most of the machinery and equipment in a ship has
moving parts. Some of these have very high speed of rotation. In case of any break down or failure, these can
cause severe injury to person working around. Thus, maximum care is to be taken to avoid this type of accident
of machinery. The duties of all personnel in regard to the safety are as follows:

a. The duties of the officers at all levels are to:

(1) Ensure that compartments and access thereto are kept in a safe condition.
(2) Ensure that equipment can be operated safely.
(3) Inform personnel of any hazard that may exist.
(4) Ensure all material can be handled and stowed safely.
(5) Ensure suitable and sufficient instruction and training has been given in the use of Personal
Protective Equipment (PPE) and any other items of safety equipment provided.

b. The duties of all officers and sailors are to:

(1) Follow procedures laid down for safe systems of work.
(2) Ensure that any defects with equipment and any unsafe practices are reported to prevent
injury.
(3) Ensure that items of PPE and any other safety equipment provided are properly maintained.
0702. Risk Assessment and Safety BR. The management of Health and Safety requires a proactive
approach based on the fundamental principle of risk assessment. Risk assessment requires all the hazards
associated with a particular task or system of work to be identified and preventative measures introduced to
ensure the elimination or minimization of hazards which may cause injury to an individual in the course of their
duty. All aspects relating to safety ship engineering practices - safety considerations and precautions
are enumerated in BR 2000(20).This book contains detailed guidance on safety precautions and
considerations for a wide variety of hazards, substances, work equipment and processes. The EO should be
familiar with the content of this book and is to ensure that the Engineering Department complies with
instructions contained therein. Particular attention should be paid to the following areas:
a. Safety responsibilities.
b. Procedures following accidents.
c. Diving operations.
d. Noise.
e. Control of Substances Hazardous to Health (COSHH).
f. Working in confined spaces.
g. Hot work.
h. Wood dust and local exhaust ventilation.
j. Private and portable electrical equipment.

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k. Workshop machinery.
l. Tag out.
m. Handling pressurised systems.
n. Fuelling/de-fuelling.
o. Ammunitioning /deammunitioning.
0703. Responsibilities of the Engineer Officer. The EO is to ensure that the Engineering Department
complies with the safety instructions in the publication(s) detailed above and is to ensure that all publications
relating to safety are readily available to all staff for reference either in hard or soft copy. The EO is to foster a
positive safety culture within the department and ensure that all personnel are aware of the hazards associated
with engineering machinery, equipment, systems and processes. All personnel are to be fully conversant with
accident and incident reporting procedures and are to be encouraged to use the system for highlighting unsafe
practices or conditions. To this end, when conducting examinations, EOs are to place particular emphasis in
assessing candidates’ familiarity with safety documentation and procedures in accordance with BR 2000(3)(3)
– Marine Engineering Training and Examinations, Volume 3 General Service Examinations.

0704. Safety Support within Fleet. The Fleet Safety Management Office (FSMO), composed of few
capable personnel, within the Fleet Organization is the focal point for safety and environmental matters. The
office will support the fleet on safety matters and advice on statutory bindings and safety practices.
0705. Personal Legal Liability. Statute Law places a responsibility on individuals to avoid causing injury to
others through negligence, willful or reckless disregard for safety. Abrogation of the said responsibilities could
lead to criminal prosecution of the individual. Common law places a similar responsibility on personnel. A single
negligent act may have both criminal (prosecution under statute law) and civil (suing under common law)
implications. An accident at work may result in prosecution of the individual for criminal offence by the Fleet
Commander/ Admin Authority. The same may also cause a civil claim for compensation from the injured party.
Service personnel who are found liable under these terms may also be charged under the Naval Law.
0706. First Aid and Emergencies.
a. First Aid. All personnel in the Engineering Department are to be aware of, and capable of
carrying out, First Aid treatment in the event of accidents. All senior sailors are to be fully conversant
with the emergency drills associated with electric shock and they are to ensure that each sailor in their
section is able to carry out artificial resuscitation.
b. Drills in the event of Electric Shock. The following is a summary of the drill widely displayed on
posters:
(1) Avoid getting electrocuted yourself.
(2) Isolate victim from power - switch off power is possible.
(3) If victim has stopped breathing, start artificial resuscitation.
(4) Call for help, but do not stop artificial resuscitation.
(5) If victim’s pulse is absent consider external heart massage.
c. Artificial Resuscitation Training. Posters showing methods of resuscitation after electrical
shock are to be displayed in all Switchboards and Electrical Distribution Centers (EDCs). All members
of the Engineering Department are to receive instruction in artificial resuscitation techniques in
accordance with the First Aid training requirement as arranged by the Senior Medical B

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CHAPTER 8
GENERAL INSTRUCTIONS FOR THE OPERATION OF
MACHINERY AND SYSTEMS

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CHAPTER 8

GENERAL INSTRUCTIONS FOR THE OPERATION OF MACHINERY AND SYSTEMS

0801. General Instructions. The Aim of this Chapter is to provide broad guidance and direction on key
issues for EOs. In no way does it override existing instructions for operation, maintenance and repair of
machinery systems, the detail of which is contained in the BR 2000 series and in the Planned Maintenance
Schedules (PMS). In case of any conflict between instructions, the FHQ or Sea System Command or the
Admin Authority or NHQ is to be consulted.

0802. General Precautions. The following precautions are to be observed in regard to machinery and
systems:

a. The state of a system or equipment is to be established by a positive check of the valves and
controls immediately before it is brought into use. Nothing is to be assumed. Routines laid out in PMS
cards and start/stop instructions are to be observed.

b. Functional tests, in particular of all safety devices and trips, are to take place as soon as is
convenient after examination, refit or maintenance of any equipment or system. The equipment or
system is not to be brought back into use until these checks are complete.

c. Machinery safety guards around all forms of machinery and equipment are to be used at all times
and only to be removed under exceptional circumstances and not without the approval of the EO.
Section Leaders are responsible for ensuring that suitable guards are fitted and maintained in efficient
condition.

0803. Preparation by Engineering Department before Proceeding to Sea for Patrolling. Both the large
and small platforms of BN participate in patrolling operation to maintain good order at sea and ensure maritime
interests of the nation. The preparation for such patrolling depends on the length of stay at sea. Normally, the
duration varies from 5 to 15 days. Following steps should be taken by the Engineering Department prior
proceeding to sea:

a. Check for any pending and upcoming (during patrolling time) maintenance of machinery and
equipment.

b. Carry out all the maintenance works as per the findings of sub Para a.

c. Place demand for fuel to depot authority and top up all fuel tanks within suitable time.

d. Top up all fresh water tanks day before.

e. Carryout pre-sea check day before.

f. Bring in the immediate notice of the Commanding Officer about any machinery or equipment
not functioning properly or operating with limitation, and advise him regarding pragmatic alternatives.

g. Ensure that all required spares and stores are in inventory for immediate use. If not held
collect immediately.

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h. Check and master all DC/FF equipment and gears.

i. Brief Commanding Officer regarding the preparedness for sea.

j. Brief departmental personnel on the operation and safety of machinery and equipment.

k. Inspect the ship’s boats and out board engines and prepare for operation at sea. Collect
adequate octane ( if required) for boat operation.
0804. Preparation of Engineering Department before Proceeding to Sea for SEP/SSEP. Generally, the
regular preparation of Engineering Department for proceeding to sea for SEP/SSEP is same as the preparation
for patrolling. Yet, there are few additional cares to be taken during SEP/SSEP which are given below:

a. Check main engine and propulsion system and their auxiliaries considering continuous
operation at varying load condition.

b. Check all generators for higher load and parallel operation considering power requirement to
weapon and radar.

c. Check and master all departmental books and BR.

0805. Preparation for International Cruise. BN Ship specially, the frigates and corvettes travels
international waters frequently for attending various exercises and also for goodwill visits. Such voyages
involve prolong machinery operation and Engineering Department may face any emergency or machinery
failure in foreign waters. So intensive preparation is required prior such voyages to foreign water. In this regard,
followings are few guidelines for Engineering Department:

a. Estimate the required running hours of all major machinery for the upcoming voyage. Economic
speed and fuel economy are to be maintained as far as practicable.

b. If any major maintenance is expected to become due within the upcoming voyage, then
complete the maintenance before the voyage.

c. Calculate/Estimate the POL consumption during the voyage as per the passage plan prepared
by Navigating Officer.

d. Accommodate fueling in foreign ports as to ensure minimum balance of main engine fuel is
30% of the total capacity of ship.

e. For calculation of total consumption, consider the specific fuel consumption at cruising speed of
the ship.

f. Calculate the total Lub Oil consumption.

g. Prepare list of all other consumables including spares taking into account of emergency
breakdown of machinery.

h. Plan leave of departmental personnel ahead so as to ensure presence of maximum personnel

(including key personnel) during the voyage.

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j. Make a fresh water consumption, production, procurement plan based on ship’s need, capacity
of RO plant and passage plan respectively. Plan for rationing of fresh water if necessary.
k. Master all departmental spares, tools, stores and check for any shortfalls.

l. Prior sailing ensure top up of all fuel tanks, fresh water tanks and lub oil tanks.

m. Master and check all damage control and firefighting equipment and rectify the shortcomings.

n. Secure all loose gears in the machinery room for the rough sea.

p. Perform pre-sea check before one day.

q. Carry out complete round in all machinery places prior commencing voyage.

r. Inspect the ship’s boats and other outboard engines and carry out trial if necessary.

s. Ensure adequate octane (if required) for boat operation.

t. Brief Commanding Officer about the complete readiness of Engineering Department.

u. General briefing to the departmental personnel by EO regarding the precautions and care to be
taken during the voyage.

0806. Pre-Deployment Preparations (For voyage of 3 months above and tension Situation). Pre
deployment planning should ideally commence six months prior to deployment as advised in Fleet
Administrative and General Orders and is a coordinated whole-ship evolution. The local FHQ is able to advise
further on the appropriate pre deployment checks that can be carried out. The preparations also take previous
lessons into account. The following list highlight some of the more common preparations required:

a. Issue a timely and comprehensive Engineering Department Temporary Memorandum clearly

stating the checks and actions to be carried out and reported on completion.

b. Read Port Guides in advance to identify concerns and level of logistic and engineering support.

c. EO should familiarize him/herself with contractor assistance, abroad routines and procedures.

d. Ascertain the fuel requirements and ensure right supply at right time.

e. Ensure that a comprehensive set of commercial/standard fuel, lubricant and water hose
connectors are carried on board.

f. Review all maintenance operation, identifying essential items (mandatory, starred or resource
dependent) which require immediate completion.

g. Ensure all Diving, EDBA and ELSA bottles are in date for use throughout deployment period.

h. Ensure HP air and AVCAT samples are in date. If duration of deployment requires retest, ensure
that requirements and procedures for re-certification are in place.

j. Review expiry date of all lifesaving equipment and components (LIFEX).

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k. Identify safe additional stowages; especially important if directed to carry Emergency Relief
Stores (ERS).
l. Ensure ERS items related to engineering applications are complete to achieve ‘end use’; for
example: fuel pipes, micro filter, feed pump, HP pipe line, injector, nozzles etc.

m. Ensure ERS training courses are complete; e.g. courses for chain saw operator and maintainer.

n. Review stock of onboard stores; place demands as required.

p. Place demands for stores in excess of allowance (as appropriate).

q. As directed by Supply Department guidelines, submit stores demands for mid deployment top
up.

r. Ensure holding of MARPOL equipment is sufficient.

s. Ensure that drawings are held detailing the position of all sea openings; also ensure that
measurements of all sea tubes and gratings are held so that blanks can be made locally to assist
defect rectification (if required).

t. Using average consumption data, review stock position and deployment requirements of all
consumables such as lubricants, greases, gases, filters, rags, cleaning and inhibiting agents etc.
Allow a 20% - 30% margin for the unexpected.

u. Bulk stowages of fuels and lubricants (F76, F44, OM33, OM100, OMD113 etc.) should be 95%
full prior to deployment but note that a range of other lubricants must be carried to support fridges, AC
plants and domestic machinery in the galley and laundry.

v. When calculating the quantities of lubricants, chemicals, and cleaning compounds required for
deployment full consideration should be given to programme, predicted running hours and deployed
logistic support with due consideration for a sensible reserve in case of changes to the programme
and the possibility of conducting major repairs.

w. Ensure sufficient stowage of octane (if required) for outboard engines in approved/safe
container at safe location.

x. Personnel preparations should not be forgotten. Use the Divisional system to ensure that
inexperienced personnel are fully prepared for a long period away from home port, medical and dental
checks in date, passports available, kit and uniforms inspected and up to mark, personal objectives
set and, for those with families, domestic arrangements are in place.

0807. Operation in Hot Weather. The efficient and sustainable operation of a modern warship in tropical
or extreme tropical conditions presents a number of challenges to the Engineering Department. Cooling is
essential for the operation of weapons, sensors, communication equipment and in some cases propulsion
systems, while the maintenance of tolerable environmental conditions within the ship is vital for both morale
and fighting efficiency. The following lists highlight standard precautions which should be undertaken prior to,
on transit to and during operations in areas where high temperatures may be experienced.

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a. Prior to Deployment (Variable with the Ship Type).

(1) Prove correct operation of Chilled Water plants.

(2) Prove cleanliness and correct operation of Chilled Water system.

(3) Ensure correct operation of Chilled Water system chemical injection equipment.

(4) Calibrate Chilled Water system thermometers and flow rates.

(5) Ventilation systems to be clean and balanced (Part of long-term cleaning programme).

(6) Ventilation system Air Treatment Units (ATU) matrix to be cleaned.

(7) Check all ATU filters in place and clean, and can be removed for weekly cleaning.

(8) Check ATU matrix and compartment drains clear.

(9) Ensure barometric legs and ATU drip trays are sufficient to prevent water carry over into
system or into compartment.

(10) Check all Tanflos are functional.

(11) Check all Tanflos drip trays are adequate, drains clear, do not back up and discharge
overboard valves operate correctly.

(12) Check flow rates of ventilation supply to living spaces correct.

(13) All lagging defects to be rectified and an appropriate selection of lagging materials to be
carried. Arrange for local training of Ship’s Staff laggers at BN Dockyard.

(14) Check condition and operation (self-closing) of air conditioning doors. Wooden hatch flaps
to be considered for mess-deck hatches where necessary.

(15) Order free-standing fans for compartments where air flow is poor or to supplement existing
ventilation.

(16) In extreme tropical conditions some equipment will be operating at its design maximum
and will require the assistance of piped air supplies to appropriate sub-assemblies (e.g. heat
exchangers of some galley ready-use fridges). The procurement of suitable trunking and tubing
should be considered prior to deployment.

(17) Ensure sufficient GT intake filters are carried to ensure that at least one set is always
clean and available for fitting. Excessively dusty and sandy conditions are frequently
encountered in tropical regions causing intake filters to clog quickly.

(18) Clean heat exchanger tube stacks prior to deploying, advancing maintenance operation as
required.

(19) Ensure sufficient polyurethane foam is held to use as intake filters for generators and
ventilation systems.
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(20) Take extra sea water intake strainers, to reduce down time when strainers block in rapid
rotation with tropical marine growth and debris.

(21) Ensure that heat exchanger cleaning gear is held.

b. Transition to Tropical Climate.

(1) The passage to warmer climates is an ideal opportunity to educate the Ship’s Company in
air conditioning discipline before it becomes critical.

(2) Inform all personnel of the need to maintain air conditioning boundaries. This will reduce
condensation to a minimal level whilst significantly improving habitability.

(3) Maintain air conditioning boundaries at upper deck doors and into MMS by rigidly enforcing
correct airlock routines.

(4) Leave wooden doors in place and ensure that inner and outer airlock doors remain shut.

(5) By far the greatest problems exist with Bridge wings and the after airlocks. If the Bridge
require the doors (or windows) open then the hatch to the Bride should be shut, Tanflos stopped
and Punkahlouvres closed.

(6) Escape scuttles can become problematic, particularly if ropes and wires have to be worked
through them. Develop routines that reduce ‘open’ time to a minimum and if possible conduct these
evolutions during the cooler parts of the day.

(7) Rounds men should note areas of condensation or areas that are suffering from mould
growth so that early action can be taken.

(8) Shower curtains assist in containing condensation within shower cubicles, they are
particularly useful if bathroom exhaust vent is poor.

(9) Engineering Department rounds should pay particular attention to habitability, identifying
and ensuring speedy rectification of defects.

(10) Ensure during accommodation rounds that XO emphasises the importance and benefits of
correct functionality of Tanflos and the regular cleaning of their filters.

(11) Encourage the continuous use of Tanflos throughout the ship.

(12) Monitor and increase the frequency of ventilation and filter cleaning routines as required to
maintain system efficiency.

(13) Office and compartment doors should remain shut to maintain air conditioning boundaries,
reduce condensation and improve habitability within air-conditioned areas.

(14) Instigate routines to flush through machinery intake water traps regularly (daily if
necessary).

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c. On Deployment.

(1) DO NOT ‘blow through’ to freshen up the ship; this is an outdated procedure undertaken
on non-air-conditioned ships. The likely outcome of such action is that the ship will stream with
condensation for at least four hours and place unnecessary load on the AC plants.

(2) Entry to main and galley ready-use fridges is to be strictly controlled.

(3) Provide additional cooling using piped air supplies to appropriate sub-assemblies.

(4) Reduce all sources of wild heat to as low a level as is practical while maintaining safety
(especially with respect to lighting).

(5) Maintain full integrity of steam systems (leaks and lagging) and, where design and demand
allow, isolate appropriate sections of the system for determined periods reducing heat in
passageways with no experience of increased leakage.

(6) The majority of galleys are not air-conditioned; therefore, a balanced non conditioned
supply and exhaust should be maintained. Failure to achieve this will result in either blowing hot
and moist air into, or sucking cool conditioned air out of the ship.

(7) Isolate steam to the galley when not required.

(8) Galley shutters to remain shut unless meals are being served.

(9) Shut down plate warmers when not required.

(10) Ensure correct laundry air conditioning boundaries are maintained, preventing and reducing
escape of wild heat into the ship.

(11) Ensure correct operation and maintenance of laundry air conditioning units in order to
maintain a high level of unit efficiency in combating large amounts of wild heat from washers,
dryers and presses.

(12) The collective effect of lighting is a considerable source of wild heat. A 50% reduction in
lighting around 2 Deck, while ensuring safety is not compromised, will have a marked effect on
reducing overall ship’s temperatures.

(13) Reduce heads to red lighting, reverting to white lighting for cleaning periods only.

(14) Switch off or reduce lighting in selected unoccupied compartments such as offices and
cabins.

(15) Ensure personal belongings are correctly stored in mess decks and that they do not
prevent air circulation, especially behind bunks.

(16) Ensure that Leading Hands of Messes carry out regular and thorough inspections of mess
decks to enable early identification and rectification of damp and mould problems.

(17) Ensure that the laundry vent hatches open fully, are clipped back and unobstructed.

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0808. Operation in Cold Weather.

a. Modern Warships are generally designed for cold weather operations but not extremely cold
weather conditions when the formation of ice on exposed structure would be prolific. Some upper
deck equipment may be fitted with electric heaters or anti-condensation heaters and in cold weather
these should be used whenever possible.

b. EO should be aware of the limitations imposed on operation by the general lack of fitted systems
to assist in the removal of upper deck ice. When icing conditions prevail EO should do all that is
possible to raise the internal temperature of the ship (e.g. by reducing ventilation, the use of black
heaters in upper deck compartments or running additional machinery) to prevent ice formation in the
first place or to facilitate its removal once it has formed. In raising the overall temperature of the ship
the EO must advise the command of the likely increase in overall IR signature and the effect that this
may have on detection ranges.

c. If upper deck ice does begin to form all possible efforts should be made to remove ice
manually from the upper deck structure and the EO must take immediate action to assess the stability
margin of the ship advising the command as appropriate. Ballast and trim tanks should be pressed
full, freshwater tanks should be maintained in as full condition as possible, the number of slack tanks
should be reduced to the absolute minimum (as is normal practice) and top weight reduced by the
movement downwards of stores, ammunition and lifts. In ships with uncompensated fuel systems
consideration should be given to ballasting empty fuel tanks with sea water, accepting the
degradation of the fuel system and risk to propulsion and power generation that this may cause, in an
attempt to maintain stability margin.

d. In all cases of upper deck icing Admin Authority and Ship’s Support System Command are to
be informed by priority signal and if necessary appropriate advice sought from the Sea System
Command Naval Architect.

e. In cold weather, all necessary precautions are to be taken to prevent frost damage to any part
of the machinery, pipes or fittings. In this respect it is to be noted that lagging alone is effective only
when low temperatures are experienced for short periods. When temperatures below the freezing
point of the liquid in a system are expected, one of the following procedures is to be adopted:

(1) If no portion of the system is exposed to the weather, the temperature of the
compartment in which the system is sited is to be maintained above the freezing point of the
liquid.

(2) If part of the system is exposed to the weather, that part is to be adequately lagged,
heat is to be applied to part of the system if necessary, using electric heaters and a flow of
warm liquid maintained through the exposed section.

(3) If neither procedure Sub Para (1) or Sub Para (2) is possible, the system, its
associated machinery and fittings and all other equipment likely to retain liquid, are to be
drained thoroughly. However, in the case of the sea water system, only the risers to upper
deck hydrants are to be drained above the isolating valve, the remainder of the system is to be
left full and working.

f. In systems containing anti-freeze and corrosion inhibitors a check of the effectiveness of the
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mixture is to be made by placing samples in the deep freezer. The strength of the solution is to be
increased as necessary. The cooling systems of internal combustion piston engines are to be treated
with inhibited ethylene glycol in accordance with BR 2000(27) - Ships Engineering Practices, Internal
Combustion Piston Engines.

g. The capacity of electric batteries for power boats is considerably reduced at very low
temperatures and it may be necessary to utilize both the working and spare batteries connected in
parallel.
b. In gas turbines where lubricating oil tank or sump heating is fitted, no attempt is to be made to
start the machine until the oil has reached a sufficiently high temperature to prevent excessive viscous
drag in the bearings which could result in overheating the turbine on starting. Under cold conditions,
such drag could result in the gas generator failing to reach the correct speed when ignition takes
place, causing over fuelling and a risk of overheating the turbine.

j. The danger of ice forming in the intakes of gas turbines is to be fully appreciated. Frequent
checks are to be made to ensure the freedom of intake by-pass valves and flaps, and anti-icing
measures are to be taken in accordance with the technical publications.

0809. Low Temperature Protection.

a. Application of grease LG380, and de-icing compound (NSN 6850-99-224-2649 (0473-224-2649))

on ships expected to operate in cold weather should ease problems associated with:

(1) Low temperature lubrication.

(2) Adhesion of ice to equipments and covers, and

(3) Freezing of trapped water.

b. Application is to be carried out in port, before sailing, to avoid trapping water underneath the
coatings. The items can be applied singly or in combination.

c. Grease LG380 remains soft down to minus 57°C but is easily washed away by hostile
environments such as weather, sea water impingement/spray. Accordingly it is used in two ways:

(1) For lubrication of fine mechanisms such as gearboxes etc, which have no or negligible
openings so that the grease is not exposed to weather.

(2) For coating equipments, covers etc, not exposed to a hostile environment, to prevent ice
formation adhering to them. (In the case of covers, grease is to be applied to the outside of the
covers).

d. De-icing compound acts both as a barrier (reducing adhesion between ice formation and coated
surfaces) and as a lubricant for coarse mechanisms such as turnbuckles, anchor and cable gear, door
hinges, roller fairleads etc. It is not easily removed by weather, hence its suitability for use in hostile
environments. In such applications it is used on its own.

e. Use of the two items in combination:

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(1) Protection of fine but open mechanisms exposed to weather, e.g. winches, helicopter
handling equipment and some exposed gun mechanisms. In such cases the LG380 grease is to
be liberally applied and de-icing compound applied over it as far as practical.

(2) Prevention of ingress (and subsequent freezing) of water amongst moving parts and
cavities. If water gets inside, among moving parts and it freezes it could overload or prevent
movement of ‘moving’ parts. In such cases spaces are to be liberally filled with LG380 grease
and openings to weather covered over by de-icing compound to protect the grease from weather.

CAUTION

In fast moving mechanism, intended/designed to work in air

with only film lubrication, LG380 grease may cause excessive
opposing forces due to the grease viscosity. If doubt still
exists then the equipment sponsor should be consulted for
further advice.

f. A suggested method of application is to spread the de-icing compound on a piece of suitable

paper. Using the paper as a backing sheet, apply the compound to the article to be protected in such
a way as to cause the compound to mould around the low temperature grease, thus sealing it in place.
Gently remove the outer paper covering and repeat the procedure as necessary to provide complete
covering of the equipment.

0810. Precautions to be Taken in Rough Weather. Ships underway should be secured for sea at all times
whilst taking into consideration the requirement to carry out normal day to day business and prevailing weather
conditions. Although common sense prevails in rough weather, the following precautions should be undertaken:

a. Ship fully secured, all loose gear either stowed or lashed; this condition to be maintained
throughout the period of rough weather.

b. Ensure ship is as upright as possible in prevailing conditions.

c. Ensure correct operation of stabilizers.

d. Dependent on sea direction, consider closing down vulnerable ventilation system intakes and
exhausts to prevent the possibility of flooding and damage to equipment.

e. Balance tank states and maintain below maximum levels to reduce or prevent spurious high
alarm activation.

f. Prepare for blockage of filters caused by disturbance of debris (e.g. churn in fuel or water
systems and tanks).

g. Ensure all upper deck doors and clips are fully operational and shut correctly.

h. Clear all vulnerable gear from the upper deck.

i. Ensure all bilges are clean and dry.

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j. Check chair and table hold-down points are secure.

k. Upper deck to be placed out of bound.

l. Consider the safety implications and necessity prior to carrying out any maintenance work.

0811. Terminology and Voice Procedure. Engineer Officers and Senior Rates are to ensure that correct
voice procedure and terminology is used at all times when operating machinery and equipment. Regular
practice and insistence on correct procedure when conducting routine operations or normal watch keeping
activities will help to ensure that voice procedure becomes second nature; this will aid clarity in the event of a
crisis. Of particular note is that equipment should be identified by its correct name and its location or
damage control marking also given. Valves, doors and hatches are either open or shut, electrical breakers are
either open or closed; a breaker operating in opposite sense to a valve on a mechanical system.

0812. Discharge of Bilge Water Overboard. MARPOL regulations forbid the discharge of oil effluent, where
the oil constituent exceeds 15 ppm into water ways. Load legislation in touristic areas may require even higher
standards. The BN ships must have oil separator or bilge separator on board. EOs of ships must ensure use of
such separators on regular basis. Special emphasis is to be given in operation and use of such equipment in
foreign ports and international water. Prior permission of CO/OOW (as appropriate) is mandatory before
discharging created effluent overboard.

0813. Water Compensated Fuel Systems - Precautions to be Taken When Fuelling in Harbour. When
fuelling compensated tanks in harbour, displaced water is always to be discharged into a suitable barge or
lighter via the high-level discharge. Barges are available in the major naval ports and are generally fitted with a
pumping facility to assist in the removal of displaced water so as to reduce the time taken to fuel. Other ports,
however, are likely to need notice of this requirement. Detailed fuelling procedures as laid down in ships’ hand
book/standing orders are to be strictly adhered to.

0814. Dieso Fuel Filling and Transfer Systems.

a. General instructions for fuelling are enumerated in NR article 6061 to 6065. But some procedures
are different in different ships. Therefore, very shortly after joining the ship, EOs are to familiarize
themselves with the method of working of the dieso fuel filling and transfer system and are to assure
themselves that the procedures and routines in place are comprehensive and are being adhered to.
During Fleet time the ship’s dieso fuel system is in constant use and will be operated by a large
number of personnel. The potential for equipment failure or operator error can be high unless
operating procedures are clearly defined and personnel are regularly exercised and instructed in these
routines. The consequences of mal-operation can be severe; a pollution incident, machinery failure or
the spread of micro biological contamination, to name but a few.

b. In particular, the EO is to ensure that the procedures for working and cycling fuel, stripping water,
polishing and transferring to service and ready-use tanks are correct. When filling tanks an adequate
measure of safety should be allowed so as to avoid overfilling the tank. The EO should also assure
himself that fuel system equipment is in good condition paying particular attention to level sensors,
valve operation, pipe work condition, earthing arrangements and communications. The regulations in
BR 1754 - Safety Regulations for the Storing and Handling of Petroleum, Oils, Lubricants and Certain
Other Hazardous Products, are to be strictly adhered to.

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c. General instructions for embarking and testing fuels and fuel tanks are contained in BR 3009 -
Naval Oils Manual Vol 1 and BR 3009A - Naval Oils Manual Vol 2 -Fuel Systems Management
Handbook. Instructions for operating particular fuel systems are contained in Class Operating
technical publications.

d. Prior to tank filling or any transfer of liquids, the liquid levels in the tanks are to be ascertained.
Regular monitoring of tank levels is to be carried out during filling and transfer operations. Liquid
levels are to be measured and recorded on completion of each evolution. Tank levels are to comply
with the requirements of intact stability in accordance with the Certificate of Safety - Stability.

0815. AVCAT Fuel Filling and Transfer Systems. Many of the rules and the basic principles that apply to
the High-Speed Diesel(HSD)/ Dieso fuel system and described in the previous paragraph apply to the AVCAT
fuel filling and transfer system. However, the dangers are increased because of the lower flash point of this fuel
and the potential effect on air safety in the event of delivery of poor quality or contaminated fuel to the
flight deck. In those ships which have a cross connection between the AVCAT and HSD fuel systems the EO is
to ensure that this cannot inadvertently be opened or HSD allowed to contaminate the AVCAT system. Valves
should be locked and preferably a spectacle plate fitted at an appropriate flange. EOs, working closely with the
Air Department, are to take particular care when de-fuelling aircraft that have been operating from shore-based
air stations. Very often these aircraft will have received aviation fuel (eg AVTUR) of a lower flashpoint than that
permitted for storage onboard. In these cases, de-fuelling is only to take place using specifically designed de-
fuelling systems and ship endorsed and approved procedures.

0816. Examination of Main Gearing and Shafting after Underwater Shock or Grounding. If severe
underwater shock is experienced, or if the propeller strikes a submerged object at speed, or if the ship grounds
aft, the following procedures are to be carried out as soon as is practicable to ascertain the extent of any
resultant damage:

a. The shaft brackets, palm plates, stern tubes, stern seal, plummer blocks, bulkhead glands, thrust
blocks and gear cases, are to be examined for fracture, cracks or distortion. Particular attention is to be
given to seatings and holding down arrangements, and all rivets and bolts.

b. The propeller, and the intermediate, thrust and main gear wheel shafts, are to be checked for
bending, and the truth of the thrust collar is to be checked. Shafts are to be disconnected as necessary
to enable clock gauge readings to be taken.

c. The shaft alignment, alignment of gearing to shafting and of turbines to gearing, are to be
checked. Shafts are to be disconnected as required.

d. The main gearwheel rim and teeth and associated pinion teeth are to be checked for distortion
and cracking.

e. In the event of severe damage to the final gear reduction, the remaining gear meshes and
gearbox internal couplings are to be examined.

f. Propeller shaft flexible couplings, if fitted, are to be examined for damage to flexible elements and
bearing and sliding surfaces, and for distortion or cracking of main components.

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0817. Steering Installations.

a. Standing-By Awaiting Orders.

(1) Whenever the steering installation is in a stand-by condition, the rudder is to be moved at
least 5 degrees each side of amidships at intervals not exceeding 15 minutes. The EO is to
arrange for this procedure to be followed whenever circumstances permit, including those
occasions when pump units are run for trials.

(2) Where the hydraulic supply for the steering gear is drawn from a common service supply,
the stand-by procedure is only to be followed where it is required to assist oil circulation.

b. Procedures for Changing Over Steering Control Systems in Emergency.

(1) Orders detailing the procedures to be followed in the event of steering gear systems
failures are to be laid down in EO’s and Captain’s Standing Orders as appropriate. These orders
are to be prominently displayed at steering control positions and a copy held with the Bridge
File.The EO is to bring the orders to the attention of personnel concerned in changing over to the
various steering positions and control systems, and is to ensure that such personnel are
exercised frequently. To achieve this, the EO is to arrange with the ship’s officers concerned that
all personnel employed as helmsmen are instructed in the principles of the working of the
steering gear system, and in the arrangements for changing over to each steering mode and
position. Helmsmen are also to be instructed in the immediate action to be taken when
misalignment between the control system and the rudder becomes apparent. They are to be
made aware of any dangers that could result from continued operation of equipment which is not
working correctly.

0818. Steam Systems and Associated Valves and Fittings.

a. Systems. Steam is only used in very few surface ships for auxiliary and domestic systems at
relatively low pressure; never the less, in the event of a system failure it still has the potential to cause
severe injury and damage. The EO is to ensure that all personnel concerned with its operation are
familiar with the details of the steam system fitted, including the settings and functions of control and
relief valves. General instructions on steam systems are contained in BR 2000(24). Safety instructions
for steam systems are contained in BR 2000(20).

b. Boilers. Auxiliary Boilers utilize a combination of High Voltage, LP Air, and pressurized fuel,
while producing high exhaust stack temperatures in the generation of steam. In order to reduce the
fire hazard and potential for injury to personnel or damage to machinery created by this equipment
EOs are to ensure that the highest engineering standards are maintained. Meticulous attention is to be
paid to ensure the correct operation, watchkeeping standards, training and maintenance routines are
adhered to with particular consideration given to mandatory and starred maintenance and the
immediate rectification of system leaks through competent person and appropriate procedure.

0819. Gas Turbines.

a. Efficient Operation.

(1) Gas Turbine is not very common in BN Ships. Therefore the EO is to ensure that the

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instructions contained in the operating handbooks relating to gas turbines particular engines are
carefully observed.

(2) For simple cycle engines without intercoolers or recuperators the minimum specific fuel
consumption is attained at high power. For reasons of economy the cruise engine (if held) is to
be used whenever possible, to avoid low-load running of the main engine. The Command is to be
made aware, however, of the relationship between engine life and running at high powers.

(3) Fuel consumption of gas turbines is extremely high. Therefore, they are not to be used
during normal cruising other than in extreme emergency conditions like saving the ship form
danger or immediate humanitarian assistances. However they may be operated for short duration
during operational readiness check and high speed maneuvering as a part of exercise/action.

b. Notice for Availability. The time taken to start a gas turbine is very short, and provided the
necessary auxiliary equipment is running, a stopped engine may be regarded as being readily
available. Main propulsion gas turbines are therefore not to be kept idling for long periods unless
absolutely necessary; in some installations the idling of a declutched main propulsion gas turbine
can lead to wear of the clutch pawls.Full Power Operating Limit.

(1) Gas turbine control systems are designed to ensure that the engine cannot exceed its full
power limitations of power, speed or maximum cycle temperature. Nevertheless, watchkeepers
are to be made aware of these limitations and are to be constantly alert to them being exceeded
in the event of a malfunction. Since the maximum allowable temperature limits assume a uniform
temperature distribution in the engine, checks are to be made, where instrumentation permits, to
ensure that the scatter of readings does not exceed that laid down in the engine technical
publication.

(2) Should the operating limits be exceeded, either under emergency conditions or because of
the failure of an automatic limiting device, the fact is to be noted in the relevant Gas Turbine
Change Unit (GTCU) Log and Machinery Pack, and a report forwarded to the or Admin Authority.

c. Quality Fuel. The adverse effect on gas turbines of fuel contaminated with saltwater is
considerable, and all possible precautions are to be taken to ensure that contaminated fuel is not
used. Details of fuel testing is contained in BR 3009 - Naval Oils Manual Vol 1 and BR 3009A - Naval
Oils Manual Vol 2 - Fuels System Management Handbook. The fullest use is to be made of ship-fitted
systems for stripping, cleaning and processing fuel. AVCAT is only to be used in an emergency, as its
use will have an adverse effect on the fuel pump life in some engines.

d. Upkeep/ Maintenance.

(1) The major upkeep is to be carried out from the OEM while general upkeep is to be done
through ship’s staff or dockyard staff (as convenient).

(2) Gas Turbine Change Units (GTCUs) are exchanged in accordance with instructions
promulgated in equipment BRs when Planned Lives have been expended.

(3) The planned life of some GTCU components such as combustion chambers, burners and
fuel pumps may be less than that of the GTCU. The lives of such components will be given in the
appropriate Maintenance Schedule and in the Engine Log Book for particular components having
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a non-standard modification state. The hours run, which may be different from the hours run by
the GTCU to which it is fitted, are also given in the Engine Log Book; these hours should be
taken into account when calculating the remaining planned life of that component. It is important
that repairable components are returned promptly to the Repair Authority fully identified, with
hours run and reason for such return.

(4) The Planned Life of a GTCU is normally expressed in terms of running hours. There is also
a limit on residence time of a GTCU in a marine environment, known as Calendar Life
(expressed in years). In some cases, Calendar Life may be reached before the running hours
limit. The planned life of a gas turbine is determined mainly by its modification state, which may
be expressed in terms of ‘Life Standard’, and is given in the Planned Maintenance Schedule.

(5) Normally all GTCU is in a ship will be removed during refit. A GTCU is not to remain in
service beyond its Calendar Life without the approval of the NHQ.

(6) The hours run by a GTCU before installation in a ship are given in the Release Certificate
in the Engine Log Book, and these must be taken into account in calculating the Planned Life
remaining. This also applies to exchangeable components, which may have accumulated
different accountable hours.
e. Preservation. Because certain components of gas turbines are liable to severe corrosion
when not running, the EO is to ensure that the appropriate inhibiting routines are carried out.

f. Records of Work. All significant work undertaken on Gas Turbines is to be recorded in the
GTCU Log book so an accurate audit trail can be maintained.

g. Air Intakes and Exhaust Uptakes. Funnel covers are to be fitted and positively secured
whenever an engine is shut down for periods longer than 24 hours and its notice for availability is
greater than 4 hours. A gas turbine will almost inevitably suffer severe damage if a foreign object
enters the compressor. Whenever work has been carried out on any part of the intake system and
before the engine is run, the EO (or if absolutely necessary, his delegated representative) is to inspect
as much as is practicable of the system starting at the air intake filter and completing at the gas
turbine to ensure that:

(1) Work has been completed to a high standard.

(2) The intakes have been thoroughly cleaned, vacuumed and are clear of all loose debris and
dust.

(3) Air intake filters are in place.

(4) All internal equipment (e.g. stone guards) is correctly fitted and secure.

(5) Paint coatings are sound.

(6) Compressor wash system pipe work is correctly installed and sound.

(7) Gas turbine blanks have been removed.

(8) On completion the EO is to sight the closure and locking of the air intake access doors

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0820. Power Boats.

a. Charge of Engines.

(1) The EO is to ensure that the sailor placed in charge of working with the engines is fully
competent and is conversant with the particular handbook, the Maintenance Schedules and the
instructions in BR 1754 - Safety Regulations for Storing and Handling Petroleum Oils and
Lubricants and Certain Other Hazardous Stores in Ships.

(2) When the machinery in a boat is controlled by a coxswain, a qualified engineering sailor is
to start the machinery on the first occasion each day and visit the boat periodically to ensure that
the machinery is operating efficiently. For hazardous passages a qualified engineering sailor,
equipped with appropriate spares, tools and manuals, is to be in attendance.

b. Maximum Revolutions. The maximum revolutions for continuous running are indicated in the
relevant handbook or maintenance schedule, and are not to be exceeded. Fuel-pump stop
adjustments are not to be altered. A reduction in engine speed is to be accepted when towing, in order
to avoid overloading the engine and to safeguard the thrust and clutch gear.
c. Maintenance Logs. The number of hours a motor boat has been in use, and the fuel and
lubricating oil expended, are to be entered in the Maintenance Log

d. Carrying Additional Fuel. Fuel additional to that contained in the fuel tanks permanently
connected to the engines is only to be carried in a boat when this is necessary and with the approval
of a responsible officer. Tins or drums containing additional fuel are to be kept tightly secured in a
safe place outside the engine space and in such a position that they may readily be thrown overboard
in an emergency.

e. Precautions Against Fire in Boats.

(1) To provide fire protection, care is to be taken that the correct outfit of fire extinguishers
(2kg CO2 for inboard engines and 2 kg dry powder for outboard engines) is carried in
accordance with BR 67 - Manual of Seamanship.

(2) Under no circumstances are plastic pipes to be fitted to fuel or lubricating oil systems on
motor boat engines. Any piping in cooling systems is to be securely clipped away from heat
sources.

f. Transfer of Boats. The EO is to ensure that the Log Book, relevant documentation and a list of
deficiencies accompany a boat on transfer.

0821. Desalination Plant and Domestic Fresh Water.

a. Engineer Officer’s Responsibilities.

(1) The EO is responsible for the operation and maintenance of production, collection,
storage, treatment and distribution of fresh water, whether the supply is from shore or from ship’s
desalination plants.

(2) The provision of potable water is of paramount importance in the prevention of ill-health
and any degradation in quality may result in outbreaks of communicable diseases with obvious

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operational consequences. The EO is to be fully conversant with the requirements, procedures

and advice provided in BR 820 - Potable Water Management, in maintaining the quality of
potable water and he is to ensure that instructions are strictly adhered to. Particular attention is to
be paid to routine chlorination, tank inspections, super chlorination, bacteriological and chemical
sampling and the recording of these results and actions taken in appropriate log.

b. General Instructions.

(3) In determining the best working conditions for the particular plant in his charge the EO is
to be guided by the general and the specific instructions in the technical publication for the
particular plant/system fitted.

(4) Evaporator shells can contain an explosive mixture of gasses, and on breaking door or
shell joints the instructions in BR 2000(20) are to be observed.

(5) Before personnel are allowed to enter fresh water tanks they are to be medically examined
in accordance with BR 820 or any other order issued by NHQ/FHQ. The EO is to obtain a
certificate to the effect that all Repair Organization personnel required to work in such tanks have
been so examined before allowing them to enter. On completion of work by a Repair
Organization in Fresh Water Tanks, the EO is to ensure that an inspection for hygienic
cleanliness of the tanks has been carried out by the Repair Organization.

(6) Reverse Osmosis (RO) plant elements may contain sources of infection, and when being
handled they are to be treated as sewerage. Personnel are to be briefed on the hazards and
provided with appropriate protective clothing.

(7) Quality of water from RO plants are to be checked daily while at sea. The plants are to be
run in clear water (water free from mud, suspended solids and oily substances) unless in
emergency.

c. Purity of Distilled Water.

(1) The purity of product water is to be regularly monitored. Where electrical conductivity
meters (salinometers) are fitted the EO is to ensure that the instruments and associated dump
valves are maintained in an efficient and reliable condition.

(2) The purity of the product water is to be checked by silver nitrate test at regular and frequent
intervals. It is to be noted that the electrical conductivity meter measures conductivity due to all
dissolved substances (e.g. CO2) whereas silver nitrate indicates only the absence or presence of
chlorides. Water which is clear by silver nitrate may be suitable for auxiliary boiler feed.

(3) There are two potential sources of hazards to health arising from operation of distillation
plants:
(a) Polluted sea water.

(b) Antifreeze (Normally BN ships do not use anti-freeze) when using plants heated by
engine cooling water.

(4) Ashore fresh water (FW) supply is not to be connected to the Ship’s FW main until

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sufficient water has been run off to ensure that stagnant water in the pipeline has been removed,
and a test undertaken to ensure that an adequate level of residual chlorine is present.

0822. Compressed Gases, Gas Cylinders and Gas Compressors.

a. Register. The EO is to maintain a Pressure Vessel Register. It is to include a list of all gas
cylinders, reservoirs, receivers, dryers, filters, compressed air relief valves, reducing stations and
hydraulic accumulators. Each equipment is to be identified by system fitting number, unique
manufacturer’s serial number and shall have the date of the last test and next test date inserted. All
requisite test certification is also to be enclosed. All items in the register will be covered by Starred or
Mandatory Maintenance Operations.

b. Tallies. Equipment identification plates and modification plates attached to all compressed gas
equipment which detail serial number, part number, working and test pressure and test date etc. are to
be legible.

b. Procedures. The importance of following the correct procedures when working on High Pressure
Air Systems cannot be over emphasized. All operating instructions are to be fully adhered to by
anyone working on HP air systems, with particular care being taken when a system is being
worked on by anyone who is not a member of the Ship’s Staff.
0823. Refrigeration.

a. General.

(1) General instructions on the maintenance of refrigeration systems and the properties of
refrigerant gases are given in BR 3007 - Refrigeration Manual. Safety instructions for
refrigeration compartments and refrigerant gases are given in BR 2000(20).

(2) Refrigerant gases are classified as ozone depleting substances and are subject to special
controls. The EO is to ensure that refrigerant gases are only disposed of via an approved
method. Refrigerant gas usage is to be recorded.

b. Temperature of Refrigerated Services.

(1) The EO is responsible for maintaining the refrigerated services at the correct
temperatures. Temperatures of Cold and Cool Rooms are to be noted from distant reading
thermometers, and a daily check on these readings is to be made against the thermometers fitted
at source. Relevant readings of main refrigeration and air conditioning are to be kept.

(2) Cold and Cool Rooms are not to be opened more than twice in a day, and on each time for
not more than 15 minutes. The EO is to make arrangements for the Supply Officer, or the officer
responsible for stores, to have access to the refrigerating plant logs and associated
thermometers.

(3) In the event of condemning of provisions resulting from failure of a ship’s refrigeration plant,
a full report of circumstances is to accompany the report of survey. The report will include a
statement of the actions taken to remedy the defect. A copy of the log for the defective
refrigerating machinery covering the period immediately prior to failure of the plant is also to be
forwarded.
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0824. Loading of Cold and Cool Rooms.

a. The requirement to ‘cram stow’ to meet an increased operational endurance can lead to a
restriction of free air flow in the rooms and unit coolers, which may be hazardous to the frozen food
stocks. Thereby icing of the cooler unit will increase and the access to monitor the success of routine
de-frosting impeded. Where the requirement to meet operational needs dictates that the
recommended clearances cannot be adhered to it is essential that:

(1) Air flow is facilitated by leaving as much space as possible particularly around the cooler.

(2) As stores are removed from the rooms in the first few days after storing, priority is given to
re-arranging stocks to give the recommended space around the cooler.

(3) Regular checks are carried out (on occasion of entering the rooms) to ensure that coolers
are not iced up. Where icing does occur, prompt de-frosting must be carried out.

b. On entry to a cool room where fruit and vegetables are stored a test for the level of the Oxygen is
to be measured using a Gas Monitor.

c. The EO is to ensure that all members of the Supply Department working in rooms are fully
briefed on the potential dangers and the precautions to be observed.

0825. Air Conditioning (AC). Different ships have different types of AC plants. For the maintenance of the
plants the instructions of the maintenance manual are to be followed. However, EO is to ensure that the safety
devices associated with the AC plants (e.g. over load and low load protection for compressors, capacity
controller etc.) and the thermostats are tested monthly. The ATU filters and Tanflos are to be cleared/cleaned
and functionality is to be tested at regular interval. The instructions laid down in article 807b,c are to be
followed for effective use of AC plants onboard. Individual small capacity AC units may be maintained through
a central party taking personnel from different departments under the supervision of an LME (as in-charge).

0826. Hull and Hull Fittings.

a. General. The Shipwright Officer is generally responsible for the hull and hull fittings of the ship in
accordance with NR Chapter 56 section III. However, subject to NR article 5653, the EO might have to
take responsibilities for the following:

(1) The maintenance in efficient working order and readiness for use of the hull and fittings,
including the stability, strength, water tightness, gas tightness and preservation of the whole
structure of the ship. This includes all openings and operating mechanisms except for those
openings which are the responsibility of the EO.

(2) Standards of preservation throughout the ship and organization for coordination of ship
husbandry as per BR 2203 -Ship Husbandry Manual.

(3) Relevant safety instructions as contained in BR 2000(60) - Naval Marine Engineering

Practice (Hull) and BR 2000(20) - Safety Considerations and Precautions.

(4) General instructions for ventilation and air conditioning systems as given in BR 2000(60)
with detailed system information in specific platform BRs. General damage control considerations
for ventilation systems as per BR 2170(1) - Ship NBCD Manual, Volume 1.
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b. Surveys. Subject to NR article 5653 the EO is to ensure that surveys of the hull and ship’s
structure are conducted in accordance with the Maintenance Schedules. Instructions for the conduct
of surveys, examinations and tests are given in BR 2000(60).

c. Reports. The means by which hull surveys are reported is summarized as follows:

(1) F(NE)-45 Report of Docking. This report raised by the repair authority or Ship’s Staff on
the occasion of any programmed or unprogrammed docking.

(2) F(NE) 3 Hull and Structure Log. This Report of Ship’s Staff Inspections is raised by Ship’s
Staff for all hull structure inspections and examinations.

d. Precautions in Magazines and Adjacent Compartments.

(1) Air spaces, watertight and oil tight compartments adjacent to compartments containing
explosives, and which are closed by bolted access plates, are to be inspected by the Chief
Shipwright/Senior most Shipwright present immediately before they are closed and the matter is
to be reported by him to the EO. He is also responsible for the efficient closing of the manhole
cover immediately after such inspections.

(2) Prior to embarking explosives, the EO is to certify that all tank tops in magazines are
properly secured in accordance with NMER (Naval Magazine and Explosive Regulations).
e. Hydraulically Operated Hatches. Whenever work is taking place on or near the hydraulically
operated removal route or ventilation hatches the following precautions are to be observed:
(1) The hatches are to be positively held back.
(2) A notice is to be placed at the hatch hydraulic operating position stating ‘Work In Progress
- Hatch Held Open’.
(3) Systems are to be tagged out as appropriate.
(4) It is the responsibility of the senior sailor in charge of the working party to ensure that these
precautions are observed.
0827. Shock and Vibration Mountings. General instructions on the installation and maintenance of
shock and vibration mountings are given in BR 8470 - Shock and Vibration Manual. Care is to be taken to
ensure that the proper functioning of shock and shock/vibration mountings is not interfered with by any
restriction of movement of equipment on such mountings, e.g. unauthorised limit stops, chocks, or unlocked
jacking bolts, and that mountings are not shorted out by these items of equipment being fouled by adjacent
structure, pipe work or other equipment and fittings.
0828. Tools and Workshop Practices.
a. Only sailors authorised by the EO are allowed to use machine tools.

b. A list of authorised users is to be displayed in the workshop and all machine tools are to have a
lock-off facility to prevent unauthorised use.
c. All precautions and procedures detailed in BR 2000(20) are to be strictly adhered to by all
personnel using tools or workshop facilities.

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CHAPTER 9
ENGINEERING SAFETY AND PRACTICES FOR
BANGLADESH NAVY SHIPS

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CHAPTER 9

ENGINEERING SAFETY AND PRACTICE FOR BANGLADESH NAVY SHIPS

0901. Introduction.

a. The primary goal of “Engineering Safety” is to manage risk, eliminating or reducing it to

acceptable levels. Risk is the combination of the probability of a failure event, and the severity
resulting from the failure. For instance, the severity of a particular failure may result in fatalities, injuries
or property damage. The acceptability of the failure depends on the combination of the two.

b. “Engineering Safety” attempts to reduce the frequency of failures, and ensure that when
failures occur, the consequences are not life-threatening. Safety is not to be confused with reliability. If
an engine is stopped due to low lub oil pressure, it should be stopped before causing any damage to
the engine. Ship’s electric power system is designed for both safety and reliability. Whereas
communication with engine room are designed for reliability, which becomes a safety issue when
actual emergency occurs in engine room.

c. The proven system safety methods and techniques are to prevent, eliminate and control hazards
and risk through designed influences by a collaboration of key engineering disciplines and
maintenance teams. “Marine Engineering Practice” is a term applied to engineering and technical
activities to ensure that the required quality and procedure is maintained in repair and maintenance of
all engines, machinery and equipment under the charge of Engineering Department. Good engineering
practices will ensure that the engines, machinery and equipment will operate to their optimum level of
operation in order to fulfill the operational requirement of the ship. Success in engineering practice
comes from educating the engineering personnel, that is increasing their technical know-how, and
methodical implementation of the knowledge.
0902. Prevention of Damage and Accidents.

a. The possible causes of accidents and damages are numerous. They may be caused by errors in
design or by material failure, but most usual reason is failure to take elementary precautions.

b. Due precautions are to be taken against accident and damage/injury to persons and material,
and personnel are to be trained to deal with the likely occurrences. During the period immediately after
a ship is commissioned or immediately before post refit trials, or before newly joined personnel assume
their duties or after unfamiliar equipment have been installed, a careful check is to be made that all
personnel are able to perform their duties. That means, time is to be allowed for officers and sailors to
become familiar with the equipment they will operate. Advanced drills or evolutions are to be avoided
until straight forward operation has been mastered, and until emergency breakdown procedure has
been fully exercised. Trial is to be progressive and full power is not to be attempted until the Engineer
Officer is satisfied that engineering personnel have sufficient knowledge and skills.
c. Following practices are to be observed in order to prevent accidents and damages:

(1) All orders for operation of machinery and equipment, whether written or verbal, are to be
clear and precise.

(2) State of the system is to be rechecked before start, regardless of whether it was in the
actual state after last stop.
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(3) Functional and safety tests are to be carried out after every major work on machinery.

(4) After a certain periodicity the operation of emergency valves, stop pushes, trip gear and
safety fittings are to be carried out. Specific attentions are to be drawn in standing orders in this
regard.

(5) Watch keepers and operators must have complete knowledge on their duties, including:

(a) Starting and stopping procedure.

(b) Minor adjustments necessary to ensure correct operation.
(c) Maintenance requirement of running machinery. .
(d) Significance of changes of various readings, or levels of noise and vibration.
(e) Operation of standby and emergency arrangements.

(6) No loose or foreign articles/materials are to be left on or near machinery; otherwise it may
result in damage to the machinery when it is in motion.

(7) When an equipment or system is taken out of service for examination, maintenance or
repair, or because it is defective, it must be completely and positively isolated from all sources of
power and fluid pressure.

d. When an accident happens which causes entire or partial disablement of a ship for service or
when any serious defect is discovered in the hull, armament, machinery or boilers, the cause of which
is not clear, the Senior Officer present is to direct an inquiry to be held at once as to the cause of the
accident, or defect; and a full report with evidence, finding, and sketches is to be forwarded to the
CNS. Pending the inquiry, the defective parts are, if it can be done without inconvenience to the
Service, to be left as nearly as possible in the condition in which they were found immediately
after the accident or the defect was discovered"( NR article 5029).

0903. Welding and Burning Operation.

a. The term ‘Welding and Burning’ is to be interpreted to include all welding, gas burning, brazing,
blow lamps, and liquefied petroleum gas burners, and any other operations which involve the
application of heat for repair, maintenance and repair purposes.
b. Before welding, cutting, burning and heating operations are carried out by a repair authority the
Engineer Officer or departmental officer will be informed in writing where such work will take place and
its probable extent and duration. In occasions other than refit on receipt of such information EO. On
receipt of the information he is to arrange that all measures to prevent fire are taken in accordance with
relevant instructions.
c. In accordance with BR 2170 during refit of a ship, a separate officer (preferably NBCDO (i.e the
XO) or another seaman officer) is to be appointed as Fire Prevention Officer, who will be responsible
for organizing fire party and coordinate with the dockyard personnel for prevention of fire resulting from
welding and burning operations. He is to take frequent rounds in the areas where these works are
being carried out. The said areas (including adjacent areas) are to be monitored even after the welding
and burning operations are completed.

d. Prior to welding, cutting, or burning in voids, tanks, closed compartments, or poorly ventilated
spaces, the spaces are to be determined to be Gas Free, safe for personnel and safe for hot work.

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0904. Handling Hazardous Stores.

a. For operational purposes and other uses all BN ships stores small quantity of hazardous stores
like gasoline, thinner, paints etc. Among those gasoline (NATO code F-40, F-50, F-57 etc) falls under
POL Class I, which is defined as one whose flash point is below 21°C. Such materials are classified as
highly flammable (even at usual ambient temperatures).

b. Gasoline are also very volatile even below ambient temperatures, such that they are capable of
forming an explosive mixture in air at virtually any temperature without mechanical or any other
assistance. Volatility, and hence flammability will increase with increase in temperature.

c. The lower explosive limit for most POL Class I is of the order of 1% by volume in air, that is to
say that as little as one part of vapour mixed with 100 parts of air will form a mixture which will explode
or detonate violently if ignited. The explosive range of any POL vapour is widened by the presence of
dust and by changes in temperature and pressure.

d. An indication of the violence of any detonation which may occur is that one tea cupful of
gasoline when vaporized and mixed with air will, when ignited; detonate with the release of the same
amount of energy or explosive power as 5 Ibs (2.2 kg) of TNT. Many explosive mixtures formed by
POL vapour and air can be ignited by contact with a hot surface.

e. Even an apparently empty container filled with gasoline vapour or partially filled gasoline
containers, can be lethal and extremely dangerous for the safety of the ship. So, special care is to be
taken while storing gasoline.

f. Extreme care is to be taken while handling gasoline in any enclosed compartment. Gasoline
vapours are heavier than air and, dangerous concentrations are generally found low down in the
compartment. In still atmospheres, the vapours will flow for considerable distances along and down
surfaces or decks of compartments before dispersal. Adequate ventilation in compartments where POL
may be handled is essential. POL vapours will persist indefinitely unless dispersed by ventilation.

g. Gasoline compartments to be treated as magazines (BR 1754). Therefore, all gasoline

compartments are to be treated similarly to magazines in respect of precautions against fire, except
that gasoline compartments are to be inspected weekly instead of daily.

h. Stowage in Surface Ships. Formal acceptance of stores implies acceptance of responsibility

for their safe custody. Therefore, cans, drums, barrels or other portable containers for storage of
gasoline are to be stowed on the Weather or Quarter deck. Stowage must be arranged so that tanks
can be jettisoned overboard from both local and remote positions (at least 5m away) in the event of
fire. Gasoline should not be left unused in a container for more than 90 days and their use should be
first in first out basis.
i. Gasoline for Outboard Engines. Gasoline for outboard engines is only to be stowed on board
ships in outboard engine fuel tank of maximum size 25 liters of approved design. These are to be filled
ashore and are only to be stowed on board in open air upper deck stowages. By this means the
requirement to open containers and decant the contents will be minimized. The position of the
stowages and boats with fuel onboard should be such that they are ventilated by natural air flow, are
well away from any ventilation openings and that RADHAZ risks are minimized. Drainage
arrangements should be designed to discharge any leakage directly overboard.

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0905. Oil Leakage and Accumulation of Fuel.

a. No oil of any kind is to be allowed to accumulate in bilges, bilges are to be examined frequently.
lf there is any oil leakage the source of oil leakage is to be investigated immediately, and action to be
taken to rectify the defect at the earliest opportunity. Should there be any tendency for the oil in the
bilges to become hot, it is to be cooled by admission of sea water, care being taken to avoid the oil
coming into contact with hot surfaces. No naked light is to be permitted in a bilge when oil leakage is
evident.

b. Care is to be taken to avoid accumulation of fuel, mineral lubricating oil, hydraulic fluid and other
combustible liquids near gas turbine uptakes, casings and exhaust pipes, superheated steam pipes and
fittings or other machinery installations where high temperatures-over 300°C are likely to obtain.

c. Oil spray must be prevented from hitting a hot surface (as defined below) or from harming
personnel at their normal operating stations.

(1) A hot surface is defined as 400° F (205° C) and higher, if the piped liquid is fuel oil.

(2) A hot surface is defined as 650° F (343° C) and higher, if the piped liquid is lubricating or
hydraulic oil.

(3) For insulated surfaces, the temperature under the insulation is the reference temperature.

0906. Entering or Working in Confined Spaces.

a. All confined spaces shall be considered hazardous. Special precautions are to be taken while it
is necessary to enter any space or give access to any tank or container, which has held fuel,
lubricating oil, fresh or distilled water or even any tank which had been hermetically sealed. All these
spaces are to be regarded as liable to contain gases which may form explosive or other mixtures
harmful to life. Entry or work in confined spaces is prohibited until such spaces have been inspected,
tested, and issued a Gas Free Certification by a certified Authority.

b. Before entering any of the compartments scheduled as Dangerous Areas, the exhaust fans are
to be run at the maximum speed for such periods as are considered necessary. Personnel entering
these compartments are to be kept under observation in case of any detrimental effects from gasoline
or other vapour.

c. Even empty tanks and fresh water tanks can also be dangerous. So during Gas Freeness tests,
those tanks are also to be listed. It is also to be noted that an empty diesel tank is more prone to fire
risk than loaded diesel tanks.

0907. Gearing Inspection after Grounding/Collision. In addition to the instructions of article 0814 the main
gearings (gear boxes) are to be examined with extreme care. Particular attention is to be given to prevent entry
of any foreign material inside the gear boxes. After opening the inspection doors, access to the gearbox is to be
controlled and limited to essential personnel only. The occasion of opening is to be recorded formally. During
internal inspection of gear box, particular attention is to be given for the presence of foreign matter resting in
tooth spaces.

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0908. Miscellaneous Safety Practices.

(a) Regular Checks of Safety Mechanism. Regular functional check of safety mechanisms are to
be done judiciously. They are to be considered as part of maintenance routines. Many compressors
burn out/seized when safety switches (for overload, high pressure etc.) do not work. Engines will have
same fate if low lube oil pressure, high FW temperature, over speed trip switch/mechanism does not
work. Therefore, the safety mechanisms of engines, machinery and equipment are to be checked at
regular intervals in order to protect the main engine/machinery.

(b) Preservation of Engine. Generally, ICE engines require preservation immediately after
overhaul if not intended to run for at least 3 months. Modified preservation should be done once the
engine is contaminated by water. Engines which are not preserved are to run for at least 15 minute
once in a forth night or turned weekly. Other machinery/systems are to be preserved in similar cases
as per instructions of OEM.

(c) Tuning of Engine. The aim of tuning is to get equal amount of power from all cylinders at all
load conditions. So static and running tuning on air and fuel systems are to be carried out as per
maintenance schedule and as and when required. In appropriate tuning causes loss of power and
causes damages to the engines in the long run.

(d) Daily Test of Lub Oil. It is mandatory to collect samples of lub oil from each running machinery
every day while the ship is at sea and test their quality. Almost all the major ships must have modern
POL test kit. With those kits viscosity, water content, TBN and soluble are to be determined. The
modern engines are very sensitive to POL quality. So daily checking of lub oil quality is mandatory and
must be done.

(e) Safe Use of Educators. Some ships has educators for bilge clearing. Extreme-caution must be
taken when operating educators to prevent asphyxiation (Death) to personnel and/or inadvertent
flooding of a compartment.

(1) Asphyxiation. In addition to removing water and oily waste from a compartment,
the suction created by an educator can also remove the air supply to a compartment. Therefore,
prior using an educator to take suction from a space, ensure that there is adequate ventilation in
the compartment being dewatered. Using an educator to take suction on a space that does not
have adequate ventilation (air supply), can cause asphyxiation (death) of persons in the
compartment.

(2) Inadvertent Flooding. Installed educators are operated by water pressure from the fire
main. Improper valve alignment or insufficient fire main pressure may cause an educator to
operate in reverse way and flood (not dewater) the compartment. The ship's officers are to
ensure that, their personnel are properly trained in the operation and securing of installed
educator systems.

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CHAPTER 10
INSTRUCTIONS FROM THE NAVY REGULATIONS

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CHAPTER 10
INSTRUCTIONS FROM THE NAVY REGULATIONS

1001. Duties and Responsibilities of EO. In addition to the duties and responsibilities laid down in Chapter
1 of this BR, NR article 6021 specifies some more duties, which are to be performed by the EO.

1002. Station of EO. In addition to article 0125 and 0126 of this BR, see NR article 6022.

1003. Inspection of Engineering Department.

a. Fleet Engineer Officer is to inspect the machinery and boilers of the ships of the fleet quarterly,
or more often if necessary. During these inspections he is particularly to, examine the engine-room
registers and such other records of the Engineering Department as he may consider necessary.
b. He is to examine the expenditure of such naval stores in the Engineering Department as are
held by the Engineer Officer, e.g. lubricants, fuel etc. Any excessive expenditure of stores is to be
reported.
c. The date of his examination is to be noted on the first page of the engine-room register over his
signature.
d. A report of each inspection is to be forwarded, with the engine-room register fly-sheets, to Naval
Headquarters through the Senior Officer concerned.

1004. Examination of Engine-room Registers. Fleet Engineer Officer is to examine quarterly, the engine-
room registers of the ships under his superintendence to ascertain whether they are correct, and whether the
instructions have been complied with, reporting to the Senior Officer when he considers it necessary to send
them back for explanation or correction. When found to be correct, he will sign the register and the fly-sheet
attached thereto. He will forward the fly-sheet through normal mail to Naval Headquarters.
1005. Guidance to Engineer Officers on Problems of Refit. Fleet Engineer Officer is to guide the Engineer
Officers in the preparation of defect lists, to attend the refit conferences and offer such advice as may be
necessary and to watch the progress of the refit of all ships of the flotilla to ensure successful and speedy
completion of work.

1006. Telegraphs and Steering Gear Test.

a. On all occasions before getting under way the steering gear and engine-room telegraphs are to
be tested by the Engineer Officer or other responsible officer nominated by him. The Electrical Officer
is to be associated with this test.
b. The testing officer is to satisfy himself, by personal inspection and by actual working of the
steering gear and telegraphs that these fittings are free from obstructions and are in good working
order. A report that they are correct is to be made by the Engineer Officer to the Captain at the same
time as the main engines are reported ready.
c. A recognized emergency method of communication between the engine-room and the bridge is
to be arranged so that:
(1) The Captain can be informed that an engine, or engines, have had to be stopped owing to
circumstances beyond control; or
(2) The Captain can be asked for permission to stop immediately an engine, engines, to
prevent serious damage to the machinery.
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1007. Machinery Trials. The Engineer Officer is responsible for ensuring that machinery trials are carried
out as laid down in this publication. For details see also NR article 6026.

1008. Knowledge of Constructional and Condition of Machinery and Ship's Fittings. All the Engineer
Officers of ships are to be particularly diligent in making themselves thoroughly acquainted with the
construction and condition of the main and auxiliary machinery and boilers, with the nature and extent of the
major repairs (if any) that they have undergone, and with such other facts as may be necessary to give them
thorough knowledge of the history and capabilities of the machinery. For details see NR article 6028.

1009. Recommendations on Proposed Alterations and Additions. The Engineer Officer is to investigate
fully any alterations and additions proposed by ships and to co-ordinate and forward them, along with his
recommendations, to Naval Headquarters, through the Senior Officer. Also see NR article 6012, the
instructions of FO 8/91 and any other updates.

1010. Night Rounds. The Engine-room Department is to be inspected every evening by the Engineer Officer
of the Day, or by the Duty Artificer where there is no Engineer Officer of the Day. For details see NR article
6042.

1011. Engine-Room Complements. Engine-room complements are determined so as to enable vessels to

steam as laid down for different ships in NR after allowing for sufficient sailors to meet other essential services
whilst under way, and with due regard to the condition that the machinery is to be maintained at all times in a
state of maximum efficiency and readiness for action. For details see NR article 6044.

1012. Classification of Speed and Power. For details see NR article 6046.

1013. Requisitioned or Hired Merchant Ships. In 'requisitioned or hired merchant ships in commission or
ordered by the Government to be commissioned, to which Marine Engineering Manual may be issued for
guidance and in which the machinery is run by the mercantile crew, the instructions in the Marine Engineering
Manual are to be observed so far as they are applicable to the machinery and boilers fitted in the ship, and are
not opposed to the regulations and instructions issued to the mercantile crew, or those under which such crew
is serving.

1014. Fuelling. For detail instructions for fuelling see NR article 6061 to 6065.

1015. Ship’s Speed and Fuel Economy. Except when exercising or in actual emergency the ships are to
move at the most economical speed. For the speed and power limitations, economy of fuel and other details
see NR, article 5024, 5025, 5306 and 6046.

1016. Representations to Superior. If EO observes that any order to his opinion is injurious to the
machinery or cause waste of fuel, then he may make his representation to the Captain or OOW as the case
may be and record the matter in the Engine- room Register. For details see NR, article 6025 and 5340(3), (4).

1017. Watchkeeping by Engineering Sailors. For instructions see NR article 6045.

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CHAPTER 11
TECHNICAL INSTRUCTIONS

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CHAPTER 11
TECHNICAL INSTRUCTIONS AND VARIOUS POLICIES PROMULGATED BY NHQ

1101. Use of Appropriate Plates. The old worn out plates must be replaced by the plates of proper
thickness and quality. Shell plates worn beyond 30%of original thickness must be replaced with the same
quality plates having original thickness. Whether the worn/plates are of Lloyds class A, B or AH 36 etc. are to
be determined before replacement. In no case doublers are permissible in under water areas.

1102. Preparation of Correct Defect List by Ship. For smooth conduct of the refit activities, every ship
should prepare the Defect List and carryout refit activities in accordance with the guideline and instruction of in
BNP-6 (Dockyard Manual).

1103. Installation of New Equipment Onboard Naval Ships. Ships should plan for the installation of new
system and equipment only during the scheduled refit programme in order to ensure maximum availability for
operation.

1104. Prevention of Leakage of Shaft Seal. Frequent damage of shaft seals can be prevented in the
following ways:

a. As far as possible BN ships are to avoid all fishing stakes at sea and river during routine
patrolling.

b. In case, any unexpected vibration is observed due to presence nets and ropes in the shaft and
propeller, it is to be cleared and removed as early as possible by employing of ship’s diver.

c. Damage to shaft seal for not following the above instructions will be investigated through a
Board of Enquiry (BOE) for onward action against the responsible personnel.

1105. Paneling in the Under-Water Areas. In no cases under water accommodation/work areas are to be
paneled.

1106. Use of Test Kit for Testing POL. Ships are to use the test kit for testing their test POL used in
engines as daily basis whole at sea specially viscosity, oil content and soluble are to be tested. All ships are to
pursue for collection of proper chemicals/reagents required for such test well before they are consumed.

1107. Preventing BN Ships from the Detrimental Effects of Adjacent Industries. The pollution from
adjacent industries severely affects performances of various machineries. Following steps are to be taken to
prevent BN ships and their machineries from the detrimental effect of pollution:

a. Air filters in the machinery rooms are to be cleaned at frequent intervals.

b. Air filters of all ACs to be cleaned at regular interval.

c. Portable air compressors operating in the upper deck are to be positioned in such a way as to
allow the air inlet from the leeward direction to permit maximum fresh air.

d. Cover all lifeboats in the upper deck.

e. Keep close of all the funnel covers and machinery room canopy unless it is necessary to open.
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1108. Testing of Shaft and Under Water Fittings by NDT. In order to prevent unexpected accident and damage, the
propeller shafts and other underwater fittings (bracket, stern tube, bush etc) are to be tested by means of NDT (Non
Destructive Test) to verify the accurate usability of the item.

1109. Regular Operation of Sewage Treatment Plant. All BN ships with STPs are to keep them operational and
use regularly. Ships have to include the state of STP in the Monthly Operational State of Machinery.

1110. Maintenance of Important Equipment and Machinery. To avoid any unexpected accident of running
machinery and system the following procedures are to be followed:

a. Obeying all starting and stopping procedures

b. Examining all running parameters

c. Following all Working Principle of all systems and machinery and encouraging the personnel in reading
operational manuals.

1111. Standardization of Fuel HSD for BN. Instead of LSHSDO (Low Sulphur High Speed Diesel Oil) and HSDO
(High Speed Diesel Oil) HSD High Speed Diesel or NATO F-76/ Dieso F-76 is standardized in BN. For details see
Technical Directives 2nd issue published on 07 October 2019.

1112. Sending of Proposal for Allocation of Naval Stores to Appropriate Directorate. In sending the proposal for
one time and permanent allocation of Naval Stores, ships and bases should abide by the procedures and instructions
laid down in FO-9/90 and Technical Directives 2nd issue published on 07 October 2019.

1113. Proper Inspection of Hull in BN Ships. In order to prevent any accident and unexpected casualties in ship,
regular inspection or examination of ship’s hull are to be carried out in accordance with procedure laid down in this
publication and Technical Directives 2nd issue published on 07 October 2019.

1114. Purchasing of Good Quality Shipbuilding Material. In selection and purchasing of shipbuilding material, the
quality is of paramount importance. In purchasing such materials, instructions and guidelines given in Technical
Directives 3rd issue published on 03 November 2019 should be adhere to.
1115. Procurement of Under Water Seals. Due importance and priority is to be given in procurement of Gland
Seals and other underwater items for BN ships. Quality of the item will have priority over the cost economy.

1116. Precaution Before Welding. Before welding work on board a ship, the ground connections of Generator AVR
and other electrical & radio electrical equipment are to be isolated and fitted back on completion of welding work.

1117. Use of Anti Corrosive and Cooling Agents in Engines. Anti corrosive and cooling agents must be used in
appropriate proportion/amount as per operating and maintenance manual of particular engine/ machinery/system.

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