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INDEX DM -02
SECTIO SUBSECTIO TITLE
N N
1 5.2 VESSEL CONDITION MONITORING
Tank cleaning

1.1
5.3 General
Anodes fitting policy

1.2
5.4 Assessment Procedures
Procedure for pitting repairs

1.3
5.5 Preventive Maintenance
Vessel’s Fatigue Analysis Study

6 1.4 Operational
LIFTING GEARSafeguards for Mooring and
MAINTENANCE
Anchoring Equipment
1.5 Means Of Embarkation And Disembarkation

2 SAFETY EQUIPMENT MAINTENANCE

2.1 Inspection And Maintenance Of Life Saving

Appliances And Arrangements
2.2 Fighting Equipment Inspection And
Maintenance

2.3 Safety Equipment Survey

2.4 Operational Readiness

2.5 Servicing, maintenance & testing of

lifeboats and lifeboat release and retrieval
systems (LRRS)
2.6 Record Keeping

3 WIRES AND ROPES CONDITIONAL

ASSESSMENT AND MAINTENANCE

3.1 Ropes And Mooring Lines Care

3.2 Wire Maintenance

3.3 Wire Tails

3.4 Bow Stopper

4 MAINTENANCE OF EMERGENCY TOWING

SYSTEMS
5 TANK MAINTENANCE

5.1 Tank Coating

DM-02

A. Purpose
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The purpose of this procedure is to ensure that:

 vessels are always maintained in accordance with the Classification Society & Flag
State requirements, life saving, firefighting and safety equipments are properly
maintained and certified.

B. References:

 ISM code (Element 10)

 TMSA (Element 4)

C. Procedure

This procedure identifies the following aspects to be followed:

1. Vessel’s condition monitoring
2. Safety equipment maintenance
3. Wires and ropes conditional assessment and maintenance
4. Maintenance of ETA Systems
5. Tank Maintenance
6. Lifting Gear Maintenance

1. VESSEL CONDITION MONITORING

The Master shall immediately inform the Company of any non-compliance of the
vessel’s condition and / or the life-saving and fire-fighting equipment for which
corrective action is required.

Significant safety deficiencies that cannot be rectified by ship’s staff should

immediately be reported to shore based management who will assess the situation
and advise on steps to be taken by both shore and ship’s management before the
operation can continue.

1.1 General

The “Planned Maintenance Schedule for Deck Department” has been complied using
International and National regulations and requirements and in addition those required
by the Company. Maintenance to be carried out as per vessel PMS system

1.2 Assessment Procedures

On joining a vessel, the Master shall receive the “Hull Inspection Summary” (form DF
01), as well as other relevant records and shall carry out his own assessment of the
vessel. The Chief Engineer shall provide assistance covering the item pertaining his
jurisdiction.
The “Hull Inspection Summary” shall be completed and sent to the Office every six (3)
months while a copy is kept in file.

For the proper completion of the report the following shall be observed:

 Any remarks concerning any defect or observation shall be entered in separate

additional pages.
 Full objectivity shall be given when filling each item.
 Photographs may be included with the report.
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All inspections for deck maintenance items should be carried out in accordance with
the approved “Planned Maintenance Schedule for Deck Department”

Monitoring of ballast tanks and void spaces shall be completed on daily basis during
laden voyage and when considered necessary using form DF 03

On tankers Cargo Tanks Heating Coils shall be checked in matters of condition as

described in Form DF 04

Mooring Winch Brake test shall be performed annually as described in relevant Form
DF 05. All brake linkages must be also inspected at least once per year, preferably
together with the brake testing, to ensure that they remain intact and without
excessive clearances. Attention should be paid to those areas of linkages which are
inaccessible beneath bedplates, cable lifters, etc. All hinges and linkages must be
maintained in a well-lubricated condition to minimise friction on moving parts, thereby
ensuring maximum brake surface contact.

Brake linings and the brake control system must be visually monitored on a regular
basis. Appropriate adjustments must be made, as required, to the incremental
adjusting device in order to ensure that the brake is fully applied, well before the
brake control mechanism reaches the end of its travel. During the brake testing is a
good opportunity to ensure conditional adequacy of brake lining. If after testing the
brake, OCIMF “Mooring Equipment Guidelines” are not met, attempts should be made
to rectify the situation by:
- Checking all linkages to make sure they remain sound.
- Descaling the brake drum.
- Adjusting any incremental device (e.g. triangular plate, bottlescrew, etc.) which is
fitted.

If there is no improvement, the brake lining must be replaced. Brakes linings must be
also replaced if ever oil or grease contaminates them. Α record of brake lining
replacement dates must be kept in the PMS.

Hose and Fenders Condition is checked and is reported on a quarterly base in Form DF
06 and Form DF 07 accordingly.

1.3 Preventive Maintenance

The Master and the Chief Engineer are responsible to report every week by e-mail all
preventive maintenance works carried out on board as per Weekly Deck and Engine
Work Report.

1.4 Operational Safeguards for Mooring and Anchoring Equipment

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

In case such safeguards are not available, as per the vessel’s original specification,
every effort shall be placed to be installed during the forthcoming major repair
period(s).
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In addition, to ensure operational sufficiency of the power supplies, where the power
source is a single hydraulic motor, alternatives should be available (either a spare
motor or cross connection of the existing motors fore & aft).

The enclosed spaces containing power supplies of the mooring and anchoring
equipment (e.g. bosun store / forecastle, as applicable) should be provided with
gas/fire detection & extinguishing systems. Also, in case such systems being not
available, as per the vessel’s original specification, every effort shall be placed to be
installed during the forthcoming major repair period(s).

1.5 Means Of Embarkation And Disembarkation

Each accommodation ladder or gangway should be clearly marked at each end with a
plate showing the restrictions on the safe operation and loading, including the
maximum and minimum permitted design angles of inclination, design load, maximum
load on bottom end plate, etc. Where the maximum operational load is less than the
design load, it should also be shown on the marking plate.

Maintenance, inspection and testing of accommodation/pilot and portable

(rope/step/Jacob) ladders and gangways should be carried out as required by SOLAS in
accordance to the manufacturer’s instructions. Routine monthly inspections should be
carried out by the C/O.

During each scheduled repair period the ladder must be removed from the platform,
and a full examination of both ladder and platform structure carried out. Particular
attention should be paid to any signs of galvanic corrosion. Any plugs or joints
between dissimilar metals should be renewed with neoprene or other similar material.

During the examination, careful attention should also be paid to the platform supports,
swivel and ladder supports and any necessary repairs undertaken. Thereafter the C/E
should examine the areas, as far as possible, at intervals of 6 months.

All these inspections and checks are monitored via the PMS.

Additional checks should be made each time the accommodation ladder and gangway
is rigged, looking out for signs of distortion, cracks and corrosion. Close examination
for possible corrosion should be carried out, especially when an aluminium
accommodation ladder/gangway has fittings made of mild steel. Bent stanchions
should be replaced or repaired and guard ropes should be inspected for wear and
renewed where necessary. Moving parts should be free to turn and should be greased
as appropriate. Bridle chains and shackles must be examined frequently and replaced
at any signs of excessive wear.

The lifting equipment of the embarkation and disembarkation means should be

inspected, tested and maintained paying careful attention to the condition of the hoist
wire. The wires used to support the means of embarkation and disembarkation should
be renewed when necessary, as described in previous paragraph. At regular intervals
examination of the underside of gangways and accommodation ladders should also be
made.

At five-yearly intervals and upon completion of the examination of the embarkation

and disembarkation means required by SOLAS during the Class annual surveys, the
accommodation ladder, the winch and the gangway should be operationally tested
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with the specified maximum operational load of the ladder or the gangway as
appropriate. The load used for the test should be:
- the design load; or
- the maximum operational load, if this is less than the design load and marked;
or
- the load nominated by the Company only in those cases where the design load
or maximum operational load is not known (e.g., for accommodation ladders or
gangways which are provided on board ships constructed prior to 1 January
2010), in which case that nominated load should be used as the maximum
operational load for all purposes.

The tests should be carried out with the load applied as uniformly as possible along
the length of the accommodation ladder or gangway, at an angle of inclination
corresponding to the maximum bending moment on the accommodation ladder or
gangway.

Following satisfactory completion of the applicable test(s) without permanent

deformation or damage to the tested item, the load used for that test should be
marked as the maximum operational load.

Accommodation ladder brake lubricants must be changed as per maker's

recommendations. They must be visually examined by the C/E every 12 months or
whenever excessive strain has been placed on the ladder. Winches and brakes must
be overhauled at least annually, as per manufacturer's recommendations with records
kept in the PMS.

If an accommodation ladder or gangway is damaged and subsequently repaired, it

must not be returned to service until it has been load tested and has also undergone a
deflection test. The ladder or gangway must be placed on a horizontal surface simply
supported at each end. Α taut wire should be secured at each end, running parallel to
and above the centreline of the unit. The initial midpoint deflection of the unit below
the wire should be recorded. An accommodation ladder and gangway must then be
loaded with 75 kg per step. The increase in deflection must not exceed length/75 for
aluminium units or length/100 for steel units.

Wires used to support means of embarkation, including accommodation ladder falls,

must be checked for condition on 6-monthly basis and renewed every 5 years or
earlier, if within a length of 10 diameters there are more than 10 broken strands, or if
there are signs of corrosion, kinking or excessive wear. There must be a valid test
Certificate on board for the fall wires. Falls must be kept well lubricated at all times. In
addition to the fall wires, the bridle wires must also be renewed every 5 years. Such
wires must not be over painted and should be examined at the same time as the falls.
Relevant records should be kept in the PMS.

2. SAFETY EQUIPMENT MAINTENANCE

Inventory of Bridge and LSA / FFE To Be Maintained In Form DF 08

2.1 Inspection and Maintenance of Life Saving Appliances and

Arrangements

A maintenance schedule for life-saving equipment shall be established onboard

Company vessels, based on instructions for on-board inspection and maintenance,
which comply with the requirements of SOLAS Chapter III.
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2.2 Fire-Fighting Equipment Inspection and Maintenance

A maintenance schedule for the fire-fighting equipment shall be established onboard

the Company vessels, based on periodical inspection and maintenance routines, as
well as the IMO Circ.1/1432 and the Administration requirements.

2.3 Safety Equipment Survey

The Master shall monitor due dates and shall notify the Company timely prior to
expiration.

Before due date the Master, Chief Officer and Chief Engineer shall prepare for
inspection vessel’s equipment, proceeding with a scholastic pre-inspection and
corrective actions of all deficiencies found (if any) and notify the Officer for readiness.

The following, certificates, manuals and publications shall be available:

 The latest Cargo Ship Safety Equipment Certificate and record of safety equipment
 All Liferaft & Hydrostatic Release Certificates and servicing records
 Vessel’s Training Manual as per SOLAS III Regulation 18
 Navigation Lights Certificates
 Fixed CO2 (bottle) manufacturers certificates
 Fixed CO2 (bottle) hydraulic test certificate
 Latest fixed CO2 system inspection and service certificate
 Magnetic Compass Deviation curves
 Portable Extinguishers Inspection and Service certificate
 SOLAS Maintenance Manual.
 Bridge Documents, Charts and Records Updated.
 All exemption Certificates (if any)

2.4 Operational Readiness

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

2.5 Servicing, maintenance & testing of lifeboats and lifeboat release and
retrieval systems (LRRS)

Any inspection and maintenance of lifeboat equipment must be carried out according
to the manufacturer’s instructions and monitored via the PMS. A full set of
maintenance manuals must be available onboard for the lifeboat and the associated
launching appliances (davits, brakes, etc.).

Weekly and monthly inspections and routine maintenance may be conducted by the
shipboard personnel under the direct supervision of a Senior Officer, as per
regulations, the maker’s instructions and DF 09

All other inspections and repairs, including the annual mandatory servicing (which is to
be carried out simultaneously with the relevant statutory survey) should be conducted
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by the maker’s representative or a person appropriately trained and certified by the

manufacturer for the work to be done (service engineer). The Master must ensure that
the reports handed over by the service engineer are properly filled in and signed. The
service engineer, upon satisfactory completion of thorough or annual service, must
issue an attestation confirming that the lifeboat arrangements remain fit for purpose.

Falls used in lifeboat launching shall be inspected at least monthly with relevant
records kept in the log book, with special regard for areas passing through sheaves,
and renewed when necessary due to deterioration or at intervals of not more than 5
years, whichever is the earlier.

Lifeboat release and retrieval systems (LRRS)

For the purpose of these procedures, the definitions given hereunder should apply, in
accordance with the following figure:

On-load release is the action of opening the lifeboat release and retrieval system
whilst there is load on the hook assemblies.

SOLAS III, as amended by LSA Code requires that for all ships, on-load release
mechanisms must be ensured for compliance with the new LRRS requirements and, if
necessary, be replaced or modified not later than the next scheduled dry-docking after
1-July-2014, but not later than 1-July-2019.
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The Company should identify existing types of LRRS onboard vessels and ensure that
suitable fall prevention devices (FPDs see also following section) are fitted in
accordance with current regulations, pending evaluation of the system. In this context,
on each ship, fall preventer devices in accordance with the Guidelines for the fitting
and use of fall preventer devices (FPDs) should be employed for each existing lifeboat
release and retrieval system until the system is:
1. Found compliant with the LSA Code; or
2. Modified and found compliant with the LSA Code; or
3. Found compliant with the LSA Code and current regulations (overhaul
examination); or
4. Modified and found compliant with the LSA Code and current regulations (overhaul
examination); or
5. Replaced by a new lifeboat release and retrieval system.

Ultimately, any LRRS which is found not to comply should be replaced with a
compliant LRRS. The Company should then ensure that a one-time follow up overall
examination has been conducted by the LRRS manufacturer or his representative and
witnessed by the Flag Administration or Class.

The setting and maintenance of the LRRS must be carried out, keeping in mind that it
is a system of importance regarding the safety of the lifeboat and the personnel in it.
No maintenance must be permitted while the lifeboat is suspended from the hooks.
Adequate alternative securing of the lifeboat to the davit, like setting hanging off
pennants, must precede the maintenance operation. The maintenance must only be
carried out by the service engineer and it includes:
- Dismantling of the hook release units.
- Examination of vital parts with regard to defects and cracks.
- Examination with regard to tolerances and design requirements.
- Adjustment of release gear after assembly.

Upon completion, the Company’s representative must ensure that the system is
restored to working order and to immediately operable.

At least once every 5 years the rescue boats and lifeboats shall be turned out and
lowered when loaded with weights to simulate 1.1 times the total mass of the lifeboat
when loaded with its full complement of persons and equipment. During this test the
winch brake shall be tested to withstand:
– a static test with a proof load of not less than 1.5 times the maximum working
load; and
– a dynamic test with a proof load of not less than 1.1 times the maximum working
load at maximum lowering speed.

Also lifeboat release and retrieval systems (LRRS) shall be tested at regular intervals;
at least once every 5 years the release gear shall be operationally tested under a load
of 1.1 times the total mass of the lifeboat when loaded with its full complement of
persons and equipment.

Prior to the test referred to in the paragraphs above, SOLAS requires that LRRS “shall
be subjected to a thorough examination at intervals not exceeding 5 years”. This
thorough Examination and Maintenance of the equipment should be undertaken at the
same time as the relevant Statutory Survey, or prior to the survey, provided this task
and the survey are within the allowed “survey window”, and a report is provided.

Fall Preventer Devices (FPD)

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Use of FPDs is associated with the adoption of new lifeboat release and retrieval
system in accordance with Chapter IV of the LSA Code, as amended.

To prevent accidents and to minimize the risk of injury or death that might be caused
by the premature opening of the on-load hook mechanism, resulting in the lifeboat to
fall from the davits unexpectedly, a “Fall Preventer Device” (FPD) shall be used. The
FPD provides a secondary alternate load path in the event of failure of the on-load
hook or its release mechanism or of accidental release of the on-load hook.

In no case the FPDs should be regarded as a substitute for a safe on-load release
mechanism.

All FPDs should be thoroughly examined prior to each use and replaced if any signs of
damage or significant deterioration are found.

2.6 Record Keeping

On completion of the Survey the Master is responsible to inform the office about the
results of the survey (i.e. items passed, any recommendations, etc.) and forward by
email a copy of survey reports & certificates.

3. WIRES AND ROPES CONDITIONAL ASSESSMENT AND MAINTENANCE

3.1 Ropes and Mooring Lines Care

Records should be maintained to indicate the inspection and replacement dates of

wires, ropes and tails. Certificates for ropes and wires should be annotated with dates
and the specific winches to which they are fitted and/or end for ended. Spares levels
should reflect the trading area, since intensive trading patterns may require more
frequent change-out of tails than that prescribed in OCIMF guidelines. All mooring
ropes should be tagged.

Every time a mooring rope/wire is used for mooring operations, it should be examined
visually both before and after use, by the Officer in charge of mooring operations, for
wear/distortion, and any defects found are to be reported to the C/O. If a defect is
severe, consideration should be given to replacing the mooring rope/wire. All
inspection details are to be recorded in the PMS.

As the major cause of premature rope failure is surface abrasion, certain visual
inspections should be carried out at regular intervals by the C/O during the rope's
service life.
- Inspect the outer cover of the rope for abrasion damage. Should the damage
appear excessive, trace the cause and attempt to overcome the problem by
modification of the equipment or method of use by fitting a rope protection sleeve
at the critical point.
- Test the rope flexibility to see if there are any areas of firmness or stiffening. This
may be caused by extreme overload. If limited to one section, the damaged area
may be cut out and respliced or the rope should be rejected.
- Look for evidence of surface fusion or melting of the ropes outer braid, i.e. yarns
welded together. This indicates excessive surging probably under high loads.
- If 8 or more adjacent strands have been cut or braided to less than 30% of their
original size, the rope should be replaced.
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- If the core of the rope becomes visible through damage to the outer sheath, the
rope should be replaced.
- Check the condition of the eye splices. Ensure the cover is in good condition and
that there has been no significant splice movement. If in doubt, cut off and
resplice.
- If damage or wear is localised it can be cut out and the rope spliced.
- Α rope must not be used if there are more than two splices between the eyes.
- All mooring fittings (bollards, chocks) must be marked by weld bead with their SWL
to prevent excessive loading. In case of damage to such fittings, their use should
be avoided until permanent repair is effected.
- The condition of the synthetic mooring ropes should be inspected by the C/O at
least every month. The inspector must run through the length of the rope,
checking external condition, as well as internal by slightly opening the strands.
Particulars to be checked are as follows:
i. Abrasion internal and external and extensive cuts, caused by rough drum
surfaces and improper handling.
ii. Presence of dirt and grit, which will lead to cuts and abrasion.
iii. Impregnation of liquid chemicals which leads to material decomposition.
iv. Presence of hockles in twisted ropes.
v. Ultraviolet damage, observed as a discoloration and/or brittle character of the
rope yarns.
vi. Fusion of rope material caused by heat.

In order to avoid prolonged exposure to the weather elements and sunlight, ropes
must always be stowed below deck when the ship is at sea. They should be coiled on
wooden gratings to permit air circulation and drainage. They must not be stowed in
the vicinity of boilers or heaters or against bulkheads or on decks which might reach
high temperatures.
To protect the mooring ropes against these defects the following precautions should
be taken:
- Ropes should be stored on drums and protected by dirt, oil, chemicals and their
vapours, heat and sunlight.
- Excessive build up or loss of turns should be avoided. To achieve this, the ropes
should be turned end to end on the drums every 6 months.
- Anti-chafing leather jackets should be used where chafing is expected.
- Winch drums, chocks and fairleads must be smooth and free of rust and paint
when using fiber ropes to avoid abrasion. Roller leads should be kept lubricated
and freely moving.
- Avoid dragging ropes over ground and rough surfaces.

When coiling a rope on to a plain (or smooth) barrel drum, it should be ensured that
each lap lies tightly against the preceding lap. The application of tension in the rope
will greatly assist in the effective coiling of the rope. With plain barrel drums it is
difficult to achieve satisfactory multi-layer coiling beyond three layers. The direction of
coiling of the rope on the drum is important, particularly when using plain barrel
drums, and should be related to the direction of lay of the rope in order to induce
close coiling. Rope must never be surged around a drum end or bitts as the friction
may generate enough heat to melt the fibres.

Documentation of the rope inspection is effected by filling the sheet “Statement of

mooring arrangements & condition of ropes” in the form “Mooring Ropes Inspection
Log”.
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The mooring lines are to be retired from services on the basis of the following criteria:
o The nature and number of broken wires
o Broken wires at the termination
o Localized grouping of wire breaks
o The rate of increase of wire breaks
o The fracture of strands
o Reduction of rope diameter, including that resulting from core deterioration
o Decreased elasticity
o External and internal wear
o External and internal corrosion
o Deformation
o Damage due to heat or electric arcing
o Rate of increase of permanent elongation.

Mooring ropes should be renewed at intervals not exceeding 5 years from the date
entering into service, unless their thorough inspection ascertains that they are still fit
for further use. Intensive trading patterns as well as multi-buoy mooring may expedite
deterioration of mooring ropes and tails and these factors should be considered for the
perspective retirement planning, as well as for the spare levels available onboard. The
date that each mooring rope is first used should be recorded on the test Certificate
and in the form “Mooring Ropes Inspection Log DF 10” .

3.2 Wire maintenance

Mooring wire stowed on winches should wherever practical be protected from the
elements by a plastic cover or canvas resistant cover. Mooring wires should be kept
greased/lubricated.

The majority of wear and tear to wires is likely to occur at the working end. Wires
should thus be end for ended during shipyard repair periods. In the event of damage
close to the end, provided that the original length of the wire is not reduced by more
than 10%, the end of the wire should be cropped off and a new eye spliced into the
wire. Wires must be inspected by the C/O at intervals not exceeding 1 month and
recorded in the form ‘‘Mooring Wires & Tails Inspection Log’’.

- The wire diameter should be checked. If a decrease in wire diameter of 12% or

greater is measured, the wire should be removed from service and replaced.
Reasons for the decrease could be core deterioration, internal wear and wire
failure or internal corrosion.
- The wires of the outer layer should be inspected for wear and breaks. If in any
length of more than 8 diameters, the number of broken strands exceeds 10% of
the visible strands, the wire should be replaced.
- Wires should be checked for abrasion. If the wires show a considerable loss in
metallic area, the wire should be removed from service.
- The wire should be removed from service and replaced if corrosion has penetrated
below the surface of the wire.

Mooring wires should be renewed at intervals not exceeding 5 years from the date of
fitting, unless their thorough inspection ascertains that they are still fit for further use.
The date that each wire is first used should be recorded on the test Certificate and in
the form ‘‘Mooring Wires & Tails Inspection Log DF 10A’’.
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3.3 Wire tails

In order to introduce an element of elasticity into wire moorings, wire lines should
generally be used in conjunction with 11 metre tails. Tails must have a minimum
breaking load at least 37% greater than that of the wire to which they are attached.

Α record of all tails together with their date of fitting and 6 monthly inspection must be
maintained in the sheet “Statement of mooring arrangements & condition of ropes” in
the form ‘‘Mooring Wires & Tails Inspection Log DF 10A’’. Each tail must be provided
with a test Certificate.

When a mooring tail is used for mooring operations, it should be examined visually,
both before and after use, by the Officer in charge of mooring operations, for
wear/damage and any defects found are to be reported to the C/O. If a defect is
severe, consideration should be given to replacing the mooring tail before use. Tails
should be replaced at least every 18 months unless experience and hours in use
coupled with inspection indicates a longer or shorter period is warranted. A record of
service should be maintained that includes time in use and inspection results. Tails
should be replaced prior to their residual strength falling to 60% of their original MBL.

3.4 Bow stopper

The manufacturer’s type-approval certificate for the bow chain stopper(s) should be
maintained on board; this certificate should confirm that the bow chain stopper(s) are
constructed in strict compliance with a recognised standard that specifies SWL, yield
strength and safety factors. The ships should also hold a certificate attesting to the
strength of the bow chain stopper(s) foundations and associated ship supporting
structure substantiated by detailed engineering analysis or calculation.

Bow chain stoppers, associated foundation and supporting structure should be subject
to periodic survey, at least once every 5 years, and maintained in good order. Bow
chain stoppers should be permanently marked with their SWL and appropriate serial
number so that certificates can be easily cross referenced.

4. MAINTENANCE OF EMERGENCY TOWING SYSTEMS

Safe working loads of connection points should be known from vessel’s plans or from
engineering analysis reflecting the onboard conditions of the ship. Clear written
procedures for deployment should be posted, so that they are accessible to all
personnel, at each fwd and aft location of the equipment, as well as on the bridge.
These must also identify any hazards, which may arise during the deployment.

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

The C/O must inspect emergency towing systems monthly and quarterly, in order to
ensure availability and suitability of all necessary equipment, as well as that they are
ready for immediate deployment.

Any holding down bolts or other securing devices must be operated to ensure that
they remain free for immediate removal in an emergency. Also verification of
availability and suitability of the radio equipment onboard identified to enable
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communication between deck crew, bridge and the towing/salvage ship is comprised
within the scope of the 3 monthly towing systems inspections. Α record of these
inspections and maintenance details must be kept in the PMS.

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

For vessels less than 20,000 dwt, vessel specific Emergency Towing Booklet is
available on board, as per resolution MSC.256(84), including arrangements, plans,
procedures and available equipment (for which the 3 monthly inspections apply also).

5. TANK MAINTENANCE

5.1 Tank coating

Ballast tanks and cargo tanks should be always maintained in “GOOD” condition
according to the classification standards. “POOR” condition is unacceptable and “FAIR”
condition raises ground for further concern.

Maintenance of coating of ballast tanks is one of vessel’s crew main tasks; wherever
the conditions permit the areas of coating break-down (due to mechanical damage,
pitting etc) should be repaired and re-coated. When the coating condition is beyond
repairs by crew, then repairs and restoration of the original condition will be arranged
by shipyard or subcontractor.

The maintenance being carried out in the ballast tanks requires particular attention
and the involvement of experienced personnel. Relevant instructions provided in the
publication “Guidelines for the inspection and maintenance of double hull tanker
structures” are applicable. The products used for the maintenance require particular
treatment and manufactures instructions and material safety data are to be consulted
in this respect.

5.2 Tank cleaning

Flushing of ballast tanks shall be carried out before each sequential exchange of
ballast (see also BWMP). During ballast tank inspections twice a year and depending
on the amount of sediment found, removal shall be arranged, if deemed necessary.
Any unusual observations, such as excessive quantity of sediments etc, as well as
reason for not removing sediments shall be recorded as remarks in the relevant
inspection ieport.

5.3 Anodes fitting policy

All ballast tanks are fitted with Zinc sacrificial anodes for tank surface cathodic
protection. Aluminum anodes are never used. The anodes should be replaced as per
original arrangement when 40% has been worn out.

5.4. Procedure for pitting repairs

Pitting results from very localized corrosion and usually affects horizontal surfaces. It
can be found to be shallow or deep and with an intensity of localized, scattered or
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extensive.

Localized shallow pitting with depth less than 33% of plate thickness may be repaired
by filling with a suitable epoxy compound which should be applied in accordance to
the manufacturer’s instructions.

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

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

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

5.5 Vessel’s Fatigue Analysis Study

Fatigue analysis CAP (level 1 & 2) are being considered on case-by-case basis, after
the 3rd Special Survey (approx. when a vessel becomes above 15 years of age),
unless already available at an earlier stage or from the vessel’s builder.

6. LIFTING GEAR MAINTENANCE

Cooperation between engine and deck department is required for the good operation
of such equipment. In general, engineers are responsible for the good working of the
machinery, while deck staff has to take care of the protection against corrosion, the
conditions of the cranes, etc. The C/O is responsible for the maintenance of all running
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gear. The C/E is responsible for the maintenance of all winches, cranes, motors, chain
blocks, etc. which should be laid out as per the original rigging plan.

All derricks, cranes and chain blocks must be clearly marked with their Safe Working
Load (SWL) and, where appropriate, the operating angle. All lifting slings, strops,
running wires, lifting wires, hooks and shackles must be clearly marked with their SWL
and have a proper Certificate that gives the SWL or the minimum breaking load to
which the item has been tested. The SWL is not to be exceeded in service.

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

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

In addition to the statutory inspections, tests and surveys, it is the Company's policy
that the lifting gear is subject to monthly inspections by the C/E as per the “Lifting
gear inspection record
DF 11”. This examination should include all component parts including blocks,
sheaves, shackles, lifting hooks, runner wires, topping lift wires, guy ropes/wires, etc.
Numbers on all shackles, hooks, chains, etc. should be cleaned and legible. Any faults
found must be rectified and defective parts replaced.

Especially for cranes, rocking tests of the crane’s slew bearings should be carried out
every 6 months in accordance with the manufacturers’ instructions, and the results
are recorded in the form “Deck Crane Slewing Bearing Rocking Test” and monitored in
order to ensure the wear tolerances remain within the limits permitted by the
designers. Monitoring and recording of such rocking tests is required by inspecting
bodies, so availability of relevant records of tests carried-out in the previous 6 months
are a prerequisite for the successful completion of the annual statutory surveys.

Portable Lifting Appliances (PLA) and Loose Gear (LG) should be kept in good order by
systematic preventative maintenance following manufacturer’s instruction. This should
include the regular inspection by the Competent Person to assess whether the PLA and
LG are safe for continued use. These inspections are separate from and additional to
those required under the following provisions. The intervals between such inspections
will depend on the character and use of PLA and LG.