Insurance


FOM-7.1	Fleet Operations Manual FOM Maintenance	Doc No.: FOM 7.1 Revision: 01 Date: 15 Oct 2024 Issued by: DPA Approved by: MD

1 APPLICATION

This document applies to all shipboard personnel.

2 PURPOSE

The purpose of this document is to specify requirements and guidance for maintenance of on board systems.

3 RESPONSIBILITIES

3.1 Chief Engineer

The following must be maintained in accordance with the Planned Maintenance System (PMS);
and supplemented by instructions from the Vessel Manager:
- All installations and equipment, mechanical and electrical
- All machinery and moving parts in the engine room
- Other parts of the ship
Planned Maintenance System reporting and database accuracy
Ensure that all tools are in good order and marked, and have fixed storing places on board
Cleanliness throughout the ship
Arrange for a reasonable stock of relevant parts and material on board
Take back-up of stored input in the computer every second day on PMS PC

3.2 Chief Officer

Coordinate with Chief Engineer to ensure maintenance and testing of deck side machinery and systems are affected

4 PLANNED MAINTENANCE SYSTEM (PMS)

4.1 Implementation

Chief Engineer must:

Use the excel spreadsheet for reporting and recording of maintenance jobs, until such time the PMS database has been constructed and installed on board
Review and verify the accuracy of the PMS, once installed on board, for the following:
- All vessel specific components are listed
- Components have correct details about makers, model, type, spares, job frequency, etc
- Any new equipment retrofitted on board
- If changes are required in the database, make a change request. See Section 4.7 below

4.2 Maintenance and reporting

Chief Engineer must:

Generate work orders for the month after updating the PMS with the jobs completed in the last month, and plan with the responsible officers to carry out in a timely manner.
Review and evaluate if any of the major/critical jobs cannot be carried out within the month
After drawing a list of the jobs coming due in the month and the major jobs coming due in the next 3 months (from the PMS dashboard), send information to office on the ZMP forms, regarding the following items requiring attention from the Vessel Manager:
- Jobs that require shore assistance for completion (example supply of deficient spares or service arrangement).
- The jobs coming due in the month, and that may require rescheduling.
- The jobs marked on PMS as 'critical', coming due in the month, and requiring office concurrence (after risk assessment)
If any jobs cannot be completed within the month, see Section 4.4 Overdue items below
Report completed jobs on time
When reporting completion of a maintenance job, history should include relevant information regarding observations about condition and measurements, and / or reference to the corresponding report in standard TMS format or maker’s format.
Update spares inventory module
Replication files will be automatically replicate.

Caution: Contact the Vessel Manager for any rescheduling, postponing or clarifications immediately. Do not wait until the end of the month.

Note: Use ZMP/ E09A for jobs which lie outside of the PMS .e.g. deck chipping, grinding, greasing, etc. Send the form to the Vessel Manager every week.

Vessel Manager must:

Review the PMS jobs coming due within the month and discuss with Chief Engineer and Master the plan for completing the major / critical jobs.
In case any jobs are at risk of NOT getting completed as scheduled, procedures as outlined in sections 4.3 “Overdue items” and 4.4 “Rescheduling of jobs” should be followed.
Review at least once a week (preferably on Monday), the status of PMS work orders and confirm that the maintenance jobs are being carried out on board as per schedule.
In case any jobs are found overdue, plan on completing these should be discussed with Chief Engineer and Master, and measures taken to complete these within the week, or reschedule these following the procedure outlined in section 4.4 “Rescheduling of jobs”.

Note: If it is concluded that the component does not show any deterioration in performance, rescheduling / postponement of maintenance may be considered.

4.3 Overdue items

Chief Engineer must:

Inform the Vessel Manager if any jobs cannot be completed within the due date, with a valid reason

Note: Jobs which cannot be completed within the due date, will be automatically reflected as overdue in the PMS and KPI report.

Communicate with the Vessel Manager if these jobs require postponing or rescheduling

WARNING: Do not report or update any jobs in the PMS which have not been physically carried out on board.

4.4 Rescheduling of jobs

Chief Engineer must:

Inform vessel manager (VM) with valid reason for rescheduling the job.
Provide below listed details when sending request to VM:
- Component number
- Work order number based on running hours
- Job code
- Present running hours
- Risk Assessment (RA) from Risk Management or HSSEQ-18 Risk Assessment

Caution: Additional control measures must be identified and implemented in the RA to reduce the final risk.

Consider the following factors, together with the Vessel Manager, when determining rescheduling:
- Verify if there has been any deterioration in performance when the PMS indicates that a major overhaul is due
- Where vibration monitoring records are available these shall be used, in conjunction with inspection while running, to determine if performance remains within satisfactory limits

4.4.1 Additional Guidance

Rescheduling of PMS job may be required in only extreme circumstances due to unavoidable conditions such as but not limited to:

The length of voyage
Duration of port stay
Non-availability of spares
Non-availability of any resources

Note: Only the Vessel manager shall reschedule the job on PMS. In the absence of Vessel Manager, rescheduling job shall be completed by Technical Manager.

4.4.2 Postponement Duration & Authority

All maintenance jobs (except for those on critical equipment)

• For the jobs with calendar-based intervals, the target date for postponed jobs should not exceed the time period specified for the job on PMS. For example, a job assigned monthly time period in PMS should not be postponed by more than a month, at a time.
• For the jobs with running hours or counter based time interval, the target date for postponed jobs should not exceed the interval between the last maintenance and the due date calculated by the system. For example, if the system projects the next due date to be 40 days from the last done date for a certain job, then the job should not be postponed by more than 40 days.
• The period of postponement should not exceed 3 months, at a time, irrespective of the job interval on PMS.
• If a job is to be postponed by a period of greater than 3 months or more than three times, from its original due date, approval should be granted by Technical Manager.
• If a job is to be postponed by a period of greater than 6 months from its original due date, approval should be granted by MD.
• For jobs where makers have allowed extended overhauling intervals, based on periodic checks, and control measures, Vessel Manager can reschedule, up to the maximum extended interval allowed by the makers, but each postponement should not exceed a period of 2 months.
• For such cases, approval need not be sought from higher levels (Tech Director or MD) for postponing more than 3 times. Vessel Manager should maintain appropriate supporting documents (maker’s service letter, records of periodic checks in accordance with maker’s instructions etc.) demonstrating that maker’s guidelines have been well complied.
• For example, if an engine maker allows the unit overhauling interval to be extended up to 24,000 hours (while the interval is set at 16,000 hours on PMS), Vessel Manager can postpone the job for multiple times by a period not exceeding 2 months each time, as long as total postponement duration doesn’t exceed 8,000 hours from the original due date, and records like scavenge space inspection reports and performance reports show that conditions in accordance with maker’s recommendations have been well maintained.

Critical equipment maintenance jobs

• If a critical equipment maintenance job requires postponement, the approval should be granted by Technical Manager.
• At a time, the period of postponement of a critical equipment maintenance job, should not exceed the time period specified for the job in PMS, or maximum one month, if the PMS interval is greater than one month.
• If a critical equipment maintenance job is to be postponed by a period of greater than three months from its original due date, approval should be granted by Head of Business Unit.

4.5 Defect reporting and unplanned maintenance

Use Defect module (DSM) for all defect reporting and closing or E-24 form

Always inform and coordinate with Vessel Manager when reporting and closing defects.

• Details of the defect with underlying cause should be entered in the description of each Defect item. Actions identified should cover the corrective and preventive measures identified for the respective defect. Vessel Manager should review and ensure that the description, causes and action items entered are appropriate and adequate.
• Severity of the defect to be assessed and appropriate severity level (out of the five risk levels) noted on DSM along with the recording of respective defect.

o The target date for defect rectification should not exceed durations stated below, for the corresponding severity levels:

Severity Level of the Defect	Maximum Duration for Rectification
Very Low Risk	90 days
Low Risk
Medium Risk	60 days
High Risk	30 days
Very High Risk	Immediately

• For a defect to be allowed a longer period for rectification (than that applicable for the corresponding severity level) or for a defect to be assigned the category “Dry-dock”, approval should be granted by Technical Director. For such cases, a comprehensive risk assessment should be carried out, and identified control measures implemented.
Create unplanned maintenance job in PMS
• Enter PMS work order number for unplanned maintenance job as reference in TDL
Update PMS and Defect module...
• Technical Defect List to be reviewed and updated by Vessel Manager(TSI) regularly (at least once every month), for progress of action items, timely completion, tracking of overdue items, and shifting of relevant items to dry-dock defect list.

Any equipment defect noted during any inspection like SIRE, PSC etc. to be recorded in Defect module or E-24 (in case some issue in DSM)

4.6 Change management request Chief Engineer must:

• Send change request to the Vessel Manager and technical Director including all relevant details
• Use A27 Change Management System Revision Request (PMS) for the change request
• Verify and inform if vessel is in possession of all documentation required for change processing e.g. manuals / drawings / procedure / spares lists etc
Provide above documentation to the office if requested

4.7 Postponement of technical defect list

In case of inability to close a technical defect... status should be discussed with Technical Manager and consent from Technical Director.

5 ROUTINES FOR PLANNED VS UNPLANNED MAINTENANCE

Sequences of planned vs unplanned maintenance is summarised in Figure 1 below.

Planned maintenance	Unplanned maintenance (breakdown)
For non-critical equipment	For non-critical equipment
HSSEQ-18 Risk assessment for non-routine job or Daily Work Safety Notice HSSEQ-26 for routine job	Deficiency created in defect module
PMS to be updated after job completion	Risk assessment in Risk management /HSSEQ-18
	PMS to be updated after job completion
	Defect module to be updated after job completion
	DD specification to be created if job deferred “For Docking”
For critical equipment	For critical equipment
Risk assessment HSSEQ-18/Risk management	Deficiency created in defect module
E-30 - Critical Equipment Maintenance Permit, Part A to be filled by ship staff and sent to office with Risk assessment
E30- Part B to be filled by Vessel Manager / Tech Director and Marine Superintendent / Marine Manager for office concurrence*
PMS to be updated after job completion	PMS to be updated after job completion
E30 will be attached to job order or filed with correspondence	Defects updated in defect module
	E30 attached to job order or filed with correspondence

*Concurrence to be provided by (E30 signed) Tech Director in case the maintenance is unplanned or within port limits.

Main Engine and Auxiliary engines are not categorised as critical equipment, however for main engine and auxiliary engines (on those vessels with only 2 AEs), when carrying out maintenance under following circumstances, critical equipment maintenance procedures outlined in chapter 11 of document ‘Critical Equipment’ should be followed:

Maintenance at sea more than 2 hours
Maintenance in port limits (irrespective of duration), other than at a lay by berth or shipyard.

6 TECHNICAL MAINTENANCE

6.1 Technical Documentation

6.1.1 Instruction Books and Yard Drawings

Index and store manufacturers' instruction books and ship construction drawings
Report missing drawings and instructions to the Vessel Manager
Verify the inventory of drawings and instruction manuals at the time of takeover

6.1.2 Maintenance and Repair Records

Maintain records of all maintenance and repair activities with relevant measurement and observations data and photographs, in accordance with the PMS and TMS requirements.

6.1.3 Engine Log

Log books are the only official means of recording operational data relevant to the ship
Always meet flag state requirements for log keeping
Keep a record of data relevant to specific operations for the benefit of the officers

7 SAFETY PRECAUTIONS

Chief Engineer shall make full use of Code of Safe Working Practices for Seamen when planning maintenance activities.

Second Engineer:
- Arrange for a daily work list to be prepared
- Conduct toolbox meeting
- Notify any changes in the work plan to duty engineer/EOW
Engineer of Watch (EOW):
- Carry out a full discussion of work at the beginning of each work day and prior to each watch or duty hand-over

All maintenance activities must be adequately planned and the implications of one task upon the safety aspects of another must be discussed, documented and fully appreciated.

8 LUBRICATION SYSTEM

8.1 Lubrication Routines

A programme of routine lubrication must be specified either:
- In the PMS or
- On a charted schedule specific to the ship
Routines shall include:
- Main machinery spaces
- Fire flaps, skylights, doors and openings
- Ventilation equipment
- Winches, windlasses, cranes, deck machinery
- Ventilation trunking fittings in machinery spaces
- Telegraph and tele-motors
- Refrigeration machinery/compressors
Oil selection shall follow:
- Manufacturer’s recommendation or
- Advice from Vessel Manager
Topping off with different oil grade requires prior written agreement from Vessel Manager

Lubricant selection for a refrigeration system is critical not only for the compressor but also to ensure that the oil does not separate from the refrigerant gas in any part of the plant.

8.2 Lubricating Oil Testing & Analysis

Must be done regularly as per PMS schedule. Recommended frequencies:

Quarterly (Every 3 months)

Main Engine System Oil
Auxiliary Engine System Oil
Main Engine Hydraulic Oil (HPS/Servo)
Stern Tube
Bow Thruster Gear Oil
Cargo/ Ballast Pump Turbine Lube Oil
Main Engine Scavenge Drain Oil

Half-Yearly (Every 6 months)

Steering Gear
Deck Machinery Hydraulic Oil
Hatch Cover Hydraulic Oil
Deck Cranes and Grabs Hydraulic Oil
Emergency Generator Crankcase Oil
Framo System Hydraulic Oil
Valve Remote Operation Hydraulic Oil
CPP Hydraulic Power Unit Oil

Yearly (Every 12 months)

Deck Cranes Gear Oil
Deck Machinery Gear Oil

Chief Engineer and Vessel Manager must ensure analysis is deficiency-free and take corrective action when needed. Samples must be landed for verification.

Monthly (If kits available)

Water content – various systems
Drop test on filter paper – Main Engine, Emergency Generator, etc.
Base Number – System Oil
Scavenge Drain/Scrape-down Analysis

Auxiliary Engine Lube Oil (Weekly onboard test)

Filter paper spot test
Viscosity
Base Number
Water in Oil

Quarterly: Full laboratory analysis required. Replace oil if unfit.

Calibration of Onboard Test Kits

Compare onboard vs shore test on same sample
Note significant deviations for future adjustments

9 MACHINERY WITH OZONE DEPLETING SUBSTANCES

9.1 Management of Ozone Depleting Substances

CFCs, Halons, HCFCs
Annual leak testing
Recover contents using vacuum pump
Store and dispose appropriately
Record all inspections and maintenance using EMS-02 Refrigerant/Halon log

Do not release the following ODS into the atmosphere: Halon 1211, 1301, 2402, R-11, R-12, R-113, R-114, R-115

9.2 Precautions for Charging and Recovery of Refrigerants

Read MSDS for refrigerants and oils
Prevent emission to atmosphere during recovery
Maintain log of handling as per EMS-02

9.3 Precautions for Charging and Recovery of Halon

Deliver bottles to approved suppliers
Maintain handling log as per EMS-02

Do not release halon from the system intentionally.

10 HULL AND DECK

Follow PMS schedules and record maintenance accordingly
Use ZMP/E-09A if PMS not available, and Master must submit it weekly to Vessel Manager

11 Electronic Navigational Aids & Radio Equipment

11.1 Routine Maintenance

Follow maintenance directions carefully
Do not carry out trimming or adjustment other than as specified in the maintenance manual
This also applies in respect to alterations in wiring diagrams etc

The persons (s) performing routine maintenance and inspections must never effect any repair or operation that they do not fully understand.

11.2 Faults in Equipment

If a defect is discovered:

Observe care when subsequently operating the system
Submit a report to Head Office for forwarding to the supplier / maker to clarify the cause
Include accurate and detailed information and appropriate readings in the report

Repairs servicing

Chief Engineer shall:

Ensure that lists of the appropriate makers' service agents are available on board
Inform Head Office of all service visit requirements
Coordinate their attendance
Assign the most suitable officer to follow repair work
Sign detailed report from the service technician, including a time-sheet, and counter-signed by the master
File the reports according to the filing index for each component
Carry out risk assessment and take appropriate control measures in ports where repair is difficult to arrange

11.3 Moisture

Operate electric and electronic equipment daily
Operate the radar daily, or maintain in the standby mode when not required

11.4 Cleaning

Keep equipment clean and free from dust, dirt, and rust through regular inspection and maintenance
Apply Vaseline to parts that may rust
Cover the appliances and instruments if grinding, wire brushing or similar work is being carried out nearby

11.5 Antennas

Navigating officer must inspect the ship's antennas at monthly intervals
Carry out any repairs and renewals as recommended by maker
Notify Officer of the watch if work is to be carried out on masts or in the vicinity of antennas (radio, radar, VHF, Decca navigator etc.)
Place warning signs on radar and radio transmitters while work is being done

Installation of any private antenna that may affect the ship's radio station or position fixing system must not be permitted.

11.6 Spare Parts

Keep a reasonable stock of spare parts
Replace any parts drawn from stock as soon as possible
Check components before use
Any defective components must be disposed or returned to maker
Keep a log of materials for the radio station and Bridge equipment

11.7 Portable Radio Equipment

The Master shall:

Prevent theft of the portable radio equipment and EPIRB's while the ship is in port
If necessary, move the equipment to the radio room at port, and return to its usual locations once the ship is at sea again

11.8 Gyro Compass

Annual gyro compass maintenance should be carried out by maker authorised service engineers only.
If the vessel is provided with two gyro compasses, and one is out of operation, servicing of the other one should not be carried out till the operational status of the first one is restored due to the high risk of failure in the course of or immediately after servicing.
Anticipated spares requirement should be identified prior annual gyro compass servicing, and service engineer advised to carry these during the service.
Based on the age of the gyro sphere and maker’s recommendation regarding the estimated service life of the component, it should be considered that the service engineer carry a spare gyro sphere when attending, in order that this can be renewed, in case the requirement is identified in the course of servicing.

12 Special Maintenance Requirements

12.1 Boilers

Chief Engineers shall:

Implement checks for boiler feed water, boiler treatment, blow down and in particular all safety devices as per company’s guidelines, makers’ recommendations and PMS
Provide clear, preferably written, instructions which operators clearly understand
Use soot blowers to keep the fire sides of the tubes clean
Maintain fuel burning equipment for good combustion
Check infraphones, if fitted, to ensure that they are operating correctly

12.1.1 Inspection and Cleaning of Fire Side

Examine the condition of the fireside of the tubes:
- At intervals defined in PMS
- After long voyage exceeding 30 days
- When the boiler performance indicates a drop in efficiency
Shut down the boiler
Use a gentle but plentiful application of fresh water, as hot as possible, and at least 76°C through a suitable lance to loosen and wash away the slag
Flash up a fire as soon as possible using a small size burner tip to dry the refractory
If washing is unavoidable prior to an extended shut-down, dry out the refractory using the forced draught fan and air heater or fire until dry
Inspect the refractory carefully and repair as required
Refit_site doors correctly

Salt water must not be used under any circumstances for water washing boilers or steam generators.

Permission must be obtained from the Vessel Manager before any boiler is shut down for routine maintenance, if this affects charter speed for the voyage.

Water washing must be avoided prior to an extended shut-down in excess of 48 hours to prevent major corrosion.

All safety precautions must be observed when firing and when washing.

Junior engineers and crew must be supervised in order to maintain adequate safety standards.

12.1.2 When Tubes Have Been Renewed

Remove all traces of the oil which is used when expanding the tubes
Boil out the boiler to remove the oil in the case of an extensive renewal of tubes

12.2 Electrical Systems

12.2.1 General

Follow maker’s maintenance instructions for particular electrical equipment

12.2.2 Cargo Clusters and Handheld Electrical Equipment

Carry out maintenance of cargo clusters, electric drills, and old types of hand lamps
- Check earth connections for continuity
- Inspect the cable entries at plug and equipment for chafing and wear

12.2.3 Batteries

Maintain batteries in accordance with the manufacturer’s instructions

12.2.4 Installations in Hazardous Areas

Maintain all installations in hazardous areas as per maker instructions
Maintain flameproof equipment in a safe condition
Replace the unserviceable equipment

12.2.5 Maintenance of Intrinsically Safe Equipment

This is particularly relevant in the case of explosion-proof lights where incorrect closing after changing a light bulb could compromise the integrity of the light.

Contact Vessel Manager before starting maintenance in cases:
- Where the manufacturer’s instructions are not available on board
- In case of any doubt

12.2.6 Stand by Machinery Auto Start

Carry out testing of auto start of stand by machinery (Pumps, Auxiliary Engines, and Compressors etc.) every 3 months.
- Test may be carried out by simulation or actual stopping of the running machinery, after consideration of all safety aspects.
- On starting of the stand by machinery, all operational parameters (pressures, temperatures, amperes etc.) and operating conditions (noise and vibration levels, leakage etc.) should be confirmed to be satisfactory.
- Record the testing of stand by machinery auto start in ER Log Book.

12.3 Marine Heat Exchangers

Isolate the heat exchanger by shutting off the line valves for both media
Drain the remaining liquid using the drain cock
The vent must be open to ensure everything is drained from the heat exchanger
Remove the deposits on the heat exchanger using a wire brush, if not hard
Immerse the parts in chemical solution, if the deposits are stubborn
Refer to maker’s instruction regarding cleaning method and correct application of special tools
Once cleaning is done, flush the heat exchanger with fresh water to remove any remaining chemical or dirt from the surface, followed by air blowing using clean dry air to dry up the surfaces
Check the sacrificial anodes and change if required
Always renew the cover gasket if it is damaged during opening of heat exchanger
In oil coolers and heaters, clean oil side of tubes by chemical flushing using carbon remover or similar chemicals in accordance with maker’s instructions.
In plate type heat exchangers:
- Remove the stack of plates to expose the surface.
- Clean the plate surface with brush or by the methods suggested by the manufacturer.
- Clean in such a way that it does not damage the plate seals.
- Replace any damaged plate seals.
- Carry out even tightening of all the exchanger studs and bolts while tightening the plates together

Usage of sharp tools for cleaning should be avoided

12.4 Lifting Equipment

See FOM 10.10 Personal safety█Safety and Cargo Gear for further details

Inspect lifting equipment, including chain blocks, beams and trolleys, wire ropes and slings, every month
Carry out a thorough annual inspection
Record the results of such inspections in the cargo / lifting gear book
Person carrying out the inspection should sign the record
On ships fitted with elevators:
- Carry out regular maintenance as required by the manufacturers
- Enter any elevator maintenance in the register and get it signed by the inspector

12.5 Wire Replacement for Gangway/Accommodation Ladders

Wire replacement frequency is 12 months
Replace wires with spares of similar specification as original

12.6 Life Boat Maintenance

Recommendations for lifeboat maintenance and drills:

Wire replacement frequency is 30 months
Secure the lifeboat during maintenance (e.g. hanging pendants, chain blocks, etc.)
Replace corroding parts as necessary
Replace spare parts at specified lifetime intervals
Verify proper operation of limit switches
Keep fuel tanks in a topped up condition
Test life boat rigging after any maintenance
Perform testing or launching of the lifeboat without personnel
Recognize and adhere to the difference between mustering (no embarkation) and launching of lifeboat
To prevent parting of lifeboat falls or tackle, Chief Officers:
- To personally verify the operation of all limit switches
- To add checking of falls to the weekly routine
- To remind crew on each occasion to use care when painting so as not to seize the roller or other moving parts

Painting of moving parts on LSA systems should never be done

12.7 Ballasting Equipment Maintenance and Inspection

Inspect once in 6 months in duct keel and during ballast tank inspections.

Inspect the ballast water pipelines for leakages and corrosion
Apply pressure of 3 kg/cm2 on the ballast system pipelines during the above inspection
Closely examine all joints, couplings, nuts and bolts, clamps and supports
Prevent corrosion on the ballast pipelines by applying suitable paint.
Inspect the ballast tanks as per PMS routine
Inspect the ballast pumps and overhaul as per the manufacturer’s instruction or more frequently if required

12.8 Tank Gauging Systems

All local and remote tank gauges (for measurement of level, temperature and pressure) for cargo, ballast, fuel oil, lube oil and cooling water tanks shall be tested at intervals stated below:
- Weekly – Carry out functional check
- Annual – Calibration by ship staff using a recently calibrated and certified master gauge
- 5 yearly – Servicing and calibration by a recognized company

12.9 Auxiliary Engine

Guidelines for the vital maintenance routines on auxiliary engines should be complied as stated in the table below.

In case any deviations are necessitated, a thorough risk assessment should be carried out, recorded on HSSEQ-18, and appropriate control measures should be identified and strictly implemented. Approval shall be taken from Tech Director or the Head of Business Unit.

Auxiliary Engines Vital Maintenance Routines

Maintenance Routine	Maintenance Strategy
Governor Servicing	Maker authorised workshop to be engaged for governor overhauling and installation on the engine, along with carrying out of the trials and settings. Genuine spares to be used. In case of an eventuality, where a maker authorised servicing company is unavailable and the ship staff is required to carry out replacement of existing AE governor (with a governor overhauled by an authorised workshop), following should be strictly followed: - Risk assessment carried out and stringent control measures enforced. - Approval sought from TD or the MD. - A thorough and clear procedure for the job obtained from the maker should be shared with the ship staff. A good understanding of the procedure should be confirmed through a discussion with the Chief Engineer.
Governor Drive Gear Checking	Gear teeth condition to be closely checked. Pictures to be clicked and sent to office.
Auxiliary Engine Unit Overhaul	‘Auxiliary Engine Overhaul Preparatory Checklist’- E43A Overhaul (requiring opening up and reassembling of the piston and connecting rod) should be planned well in advance (minimum three months prior scheduled overhauling date). For unscheduled/breakdown maintenance (requiring opening up and reassembling of the piston and connecting rod), preparatory checks should be carried out in accordance with Maker manual. E43A to be filled up by Chief Engineer and reviewed by Vessel Manager, to ensure due preparations are carried out for AE overhaul and any concerns are addressed. During overhaul/repair Vital checks concerning conrods, bottom ends and bolts (covered in E43 / E43A and the maker’s manual) should be carried out diligently and measurements recorded in E43 ‘Four stroke engine overhaul report’ and shared with the Vessel Manager. Chief Engineer should be present and carry out (or closely supervise) the assembly and checking of the connecting rods, bearings and bolts. Vessel should report daily on the overhauling progress, along with information regarding observations on the condition and any concerns, or unforeseen problems. Daily report to include following items as a minimum: Measurements carried out concerning the bottom end assembly (conrod bore & ovality, crankpin diameter & ovality, bolts length, ridge wear etc.) Photographs of crankpin, conrod bottom end halves (with serrations), bearing shells Assembly should be carried out only after receiving a green signal from office based on the assessment of Chief Engineer’s reports. After overhaul/repair Before starting the AE, the Tech Director should be consulted regarding the critical items (including the observations/readings for bottom end and crankpin). A go ahead for testing at each stage should be obtained from office based on CE’s feedbacks from the checks, assembly and crankcase inspections.
Turbocharger Overhauling	Genuine spares to be used. Where re-conditioning is required, maker authorised workshop to be engaged. A spare overhauled cartridge to be maintained on board.
Mechanical Overspeed Trip Device	Mechanical overspeed trip device to be renewed every 5 years (instead of bearing renewal). Overspeed trip setting to be confirmed to be conforming to makers’ specifications.
Connecting Rods Re-conditioning	Connecting rods re-conditioning to be carried out only by maker approved workshops.
Flywheel Gear and Start Motor Pinion Teeth Inspection	Inspection routine should be covered in PMS at maker recommended interval or quarterly (in case no periodicity is recommended in maker’s manual).

13 Wire Rope Integrity Management Plan

The Company has developed wire rope integrity management plans. The following plans must be referred to for documentation, procurement, maintenance, inspection, evaluation and replacement:

FOM 5.5 Wire rope integrity management plan

14 Software Maintenance of Shipboard Equipment

All vessels shall maintain a log of onboard software for the following systems:

Power generation systems
Propulsion systems
Control and alarm systems
Navigation and communication systems
Steering control systems
Ship management systems
Performance systems
Fire and water mist systems
- Auxiliary systems
- The log is a record of the previous and current software versions (for the abovementioned systems) including all related service report documents documents.
- The log shall be updated whenever updates, in accordance with the maker, have been made.
- Updates may be classified as the following:
  - Bug fix (resolving software bugs).
  - Feature release (adding additional functionality).
  - Compliance update (maintaining conformity with regulations).
  - Security update (protecting against cybersecurity threats).
  - Obsolescence update (addressing software and/or hardware that is no longer supported).
- Send Log to the Vessel Manager whenever changes are made.
- A record of shipboard IT systems is maintained by Group IT separately and need not be captured on the log.
- Newly taken over vessels shall complete the log prior to the first internal audit.

Updates, as defined above, shall only be made to shipboard systems in accordance with maker’s instructions or guidance or as per the planned maintenance system where relevant.