The importance of safe, effective operation of all plant and machinery and all instruments and controls associated with the safe operation of the vessel in all conditions and situations cannot be under-stated. Every member of the ship’s engineering team is responsible for carrying out their duties in this respect to the highest standard at all times and for communicating difficulties or issues clearly at the earliest possible moment.

The consequences of failures in engineering procedures or practice can be severe, including loss of life, machinery damage and failure, damage to cargo the ship, loss of the ship or damage to the marine environment. 

The make-up of the ship’s engineering team is set out in C04 Shipboard Organisation.

Nothing in this system relieves the Chief Engineer of his responsibility for the safe operation of the plant and machinery and associated equipment, nor does it relieve the Master of his responsibility for the overall safe operation of the ship.


1. Chief Engineer is Responsible for Safe Operation of Machinery
The Chief Engineer must co-operate fully with the Master to ensure the safe operation of the vessel plant and machinery in accordance with all relevant national and international legislation. The Chief Engineer is not to be influenced into the taking of unjustifiable risk by commercial or other pressures from the company, charterer or any other third party.

The Chief Engineer cannot delegate his responsibility for safe operation of the vessel’s plant and machinery to any individual or organization.

The accurate recording and operation and control of the bunker oil, waste oil and sludge on board the vessel is the responsibility of the Chief Engineer. The Chief Engineer must also ensure that entries into official log books and records are accurate and are a true reflection of the condition of plant machinery and systems.


2. The Engineering Department
The Engineering Department is responsible for:

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The safe and efficient operation of all plant and machinery and all the associated equipment including instrumentation and control equipment.

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The maintenance and cleanliness of all machinery spaces and compartments which are used for the storage of spares, lubricating oil and chemicals for treatment and cleaning.

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The sounding and recording of contents of all compartments and tanks throughout the vessel designed for the carriage of fluids for the operation of the plant and machinery.

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A weekly check is to be made of all tanks, bilges, compartments and spaces. This is to be recorded in a suitable place which can be a log book, dedicated sounding book or computer based record.

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All tanks in daily or regular use are to be checked daily, this is to include FW, fuel, lub oil and all bilge and sludge tanks.

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Tanks are to be checked by a measuring device either using a fixed gauge or manual sounding.

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Domestic fresh water is the primary responsibility of the Deck Department, however it is also to be included in routine recording as a cross check of evaporator flow meters, and for the satisfactory operation of domestic fresh water plant.
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The operation and maintenance of all equipment or components for access to all spaces associated with the engineering operation of the vessel.

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The operation and testing of all safety equipment and devices including emergency shut down and operation of plant and machinery.

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All operations associated with bunkering of fuel oil, lubricating oil and control of sludge.        


3. Responsibilities of the Engineering Officer of the Watch (EOOW)
The EOOW is the Chief Engineers representative and is primarily responsible for the safe operation of the plant.

The Chief Engineer standing orders are issued to ensure the EOOW are in no doubt as to their responsibilities or actions required.

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EOOW in charge of the watch primary responsibility is for the safe and efficient operation of plant, machinery systems and associated safety devices and alarm systems.

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The EOOW must ensure that during his watch adequate safety rounds of the engine room and steering gear spaces are made for the purpose of ensuring correct operation of the plant.

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The EOOW is reminded that although the vessels are fitted with monitoring and control systems the use of eyes ears and smell are essential for the early detection of malfunction. The OOW must remember the critical nature of Watch keeping, and must be alert to the possibility of danger at all times.
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The EOOW is in charge of the watch. They are responsible for the machinery space operations, even if the Chief Engineer is presence, unless unless the Chief Engineer specifically informs the EOOW that he has assumed responsibility.


4. Training

The Chief Engineer is required to provide such training and support as necessary to ensure the continued professional development of the vessels engineering team. All training is to be fully recorded in writing, either in the Engine Room logbook or in another suitable record kept for this purpose.

The Chief Engineer must ensure that all members of the Engineering team are familiar with all emergency response procedures.

Training should cover all relevant operational areas and must also cover:

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Starting and control of the Main Engine from the local control station. In consultation with the Master a suitable time on passage is to be set aside for to enable suitable training to occur when required.

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Starting the vessel from black out and dead ship situation.

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Fully conversant with local operation of all critical equipment eg steering gear, emergency generator.


The Chief Engineer is reminded that an engineering team who have been trained and developed well on an ongoing basis will be better prepared to respond to unexpected situations as they arise and to ensure the safe continued operation of the vessel in the event of the incapacitation of the Chief Engineer.

Training is a continuous process!
                                                                                                                  

1. EOOW is in Charge
The EOOW is in complete charge of the safe operation of the Machinery Spaces of the vessel for the entire period of their watch until such time as the watch is properly handed over to a competent relief.

This is the case even when the Chief Engineer is present, unless the CE properly takes over the watch (a proper handover must take place).


2. Management of the Engineering Watch
The EOOW is responsible for the effective management of the Machinery Space during the watch period. Although the Chief Engineer and other engineer officers at times will be working in the engine room the EOOW must be fully informed and aware of all activities and work within the Machinery Spaces occurring during his watch.


3. Distractions
Watch keeping is an essential, demanding function and the Engineering Officer must be ready and capable to attend to any problems that may arise.

The Engineer Officer must be aware that UMS operation allows some freedoms but regardless if the vessel is in Port or at Sea the officer must be available and capable of effectively carrying out his duties.

If the vessel is not UMS then when at Sea the EOOW is to keep their watch in the Engine Room and under no circumstances are you leave until fully and properly relieved. In Port if there are sufficient alarms to ensure the engine room is safe to be unattended then at the direction of the Chief Engineer the Engine Room may be unattended for a specified period as defined in the Chief Engineer’s standing orders.


4. Use of Checklists.
Check lists are a valuable aid and tool for assisting the engineer in a variety of tasks. In particular attention is to given the procedures that are in place for Safety & Environmental Procedures. For example check list are available for all arrival / departure, starting of generators and procedures for emergencies such as grounding.


5. Taking over a Watch
EOOW in charge of the watch must not hand over to the relieving officer if he has reason to believe the latter is obviously not capable of carrying out his duties effectively, in which case he must notify the Chief Engineer accordingly.

The relieving EOOW must be informed by the relieved EOOW about:

 Standing orders and special instructions of the Chief Engineer relating to the operation of the ships’ plant machinery and systems.
 Work being performed on machinery and systems and potential hazards.
 Condition of all running machinery, tanks and associated systems.
 If in Port if contractors working on board the vessel a brief outline of work been undertaken and any requirements for operation of machinery or system that may be required.

As a minimum the status of the following plant and systems including any problems that exist with the following:

 The Electrical generating plant and distribution system.
 The Main Propulsion System
 The steam plant
 The steering gear
 If in Port cargo operations and plant that is operational or maybe required during the watch.  The ballasting system
 Auxiliary system
 Accommodation and Hotel plant operation.
 Safety Systems
 If there are any weather conditions forecast that may require extra care and operational considerations.

Before handing over the watch the EOOW is to ensure that all entries in the log book from his watch are a true reflection of the condition of the plant machinery and system.

During the hand over period there must be no transferring or operation of fuel, lubrication oil or bilge water transfer systems. All transfer operations must be completed or stopped prior to hand over.

Accuracy is essential in making log book entries, errors / alterations should be made with a single line through the mistake and the correct entry made. The correction must be signed.


6. Inspection of Machinery
During the watch the EOOW is to make frequent regular inspections of all machinery, and make sure the plant is operating safely, efficiently and all temperatures and pressures are normal. The engine room bilges are to be included in regular inspection rounds reliance is not to be placed on the bilge alarms to notify bilge conditions.

All temperatures, pressures, levels, flows and loadings are to be kept under observation and within normal limits. Alarms are to be attended to immediately and appropriate action is taken to rectify the fault.

If the alarm is unable to be reset the Chief Engineer is to be called.


7. Boilers and Heat Exchangers
The EOOW is to make regular inspections of the water levels in boilers and heat exchangers. The level in gauge glasses is to be verified and if any doubt the level is to be confirmed by blowing down the gauge glasses.

Remote reading gauges are not to be solely relied on and must be verified during each watch against the level as in the gauge glass.


8. Examination Of Bilges
The EOOW must ensure that during his watch regular inspection of the bilges is part of the watch routine.

Ingress of water or oil is to be investigated immediately, if during watch outside normal working hours the bilge level is required to lowered the the bilge water is to be pumped in to the bilge holding tank.

If during daylight watch period the engine bilges are to be pumped over board through the OWS then Chief Engineer is to be informed as well as the bridge.

Action to be taken in the event of flooding of ER Bilges

1. Activate the Engineers Call Alarm

2. Take immediate remedial action to contain flow.

3. In the advent of flooding emergency, the safety of the vessel becomes the overriding consideration; oil pollution regulations may be ignored.

4. On arrival in Engine Room of Senior Engineers fully brief them in a calm manner the full extent of problem.


8. Lubrication of Machinery
The EOOW must ensure that the lubricating oil supply to respective machinery is kept under observation.

It is essential the correct oil and greases as recommended for specific duties are as per the lubrication chart. Topping up of oil levels in machinery are to be recorded in the log book or appropriate electronic record. 

1. IF IN DOUBT, Call the Chief Engineer!
In the event that the EOOW is in any doubt whatsoever they must call the Chief Engineer immediately. While waiting for the CE to arrive, the EOOW must also take all necessary to keep the ship, crew, cargo and environment safe.


2. Calling the Chief Engineer in Other Circumstances
The circumstances in which the Chief Engineer is to be called are set out in the Chief Engineers Standing Orders.

As a minimum, the Chief Engineer is to be called:

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If any machinery or equipment is operating unusually or abnormally.

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If temperatures and pressures are outside the acceptable working range.

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Spraying of any combustible liquid (fuel, oil) on hot surfaces, no matter how small.

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If the shaft alternator (where fitted) is not operating properly.

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Failure or shut down of operating engines or generators.

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Flooding of any sort.

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If unable to reset an alarm.

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Failure of any critical equipment (see section on Critical Equipment).

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Low LO level in Main Engine sump requiring the system to be topped up with new oil.

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If for any reason the Boiler Water level cannot be maintained within the prescribed safe working limits.


Remember: you must not only call the Chief Engineer, you must also immediately take all action you determine necessary to protect the ship, crew, cargo and the environment!

If the Chief Engineer is holding a watch and any of the above incidents take place, the CE must call another Engineer Officer to assist.

Engineering watch keeping is a critical function of the vessels safe operation in Port and at Sea. Failing to carry out this essential task with the requisite professionalism directly puts the lives of evreryone on board, the ship, the cargo and the marine environment in danger.

It is a highly demanding function that requires the full and undivided attention of all involved in it and the highest standards of leadership and motivation from those managing it.



1. Preventing Incidents
The Engineer Officer on Watch, and all crew working in the engine room need to consider safety at all times, and must read A06 Working Safely and A07 Accident Prevention.


2. The Danger of a False Sense of Security
Placing total reliance on the control and monitoring system is neither good engineering practice or acceptable. Good watch keeping practice is to be maintained both at sea and in port with regular inspection of the engine room.


3. Decision to Proceed
Before entering a new navigational phase / condition such as open sea to pilotage waters, from the berth to sea, from light to heavy traffic the Chief Engineer must ensure all the machinery is operating satisfactorily before authorising change over or acceptance of standby condition. If he has any concerns then he will inform the Master who in consultation with the Chief Engineer will agree on the corrective action to be taken.

• Experience and ability of Officers and crew

• Condition of plant machinery and associated systems.

• Condition of the vessel and her equipment

• Likely additional demands placed upon personnel

• Any mitigation strategies that could be put in place to minimise the risk of a particular machinery fault / failure.

• Any other relevant factors



4. The Engineering Team
The Chief Engineer is to ensure that the engine room is manned in such a way as to enable safe and effective operation of the plant machinery and systems in the prevailing and expected conditions.

The organisation of watches and the engineering team is to be such as to comply with all relevant national and international legislation and also to provide sufficient time for relief, rest and refreshment. Work and rest hours are to comply with D06 Hours of Work & Rest.


5. Engineering Team Organisation
The EOOW is in overall charge of the Engine Room watch unless he is explicitly relieved of this duty by the Chief Engineer. He must manage all engine room resources as effectively as possible to ensure the safe navigation of the vessel.

Only a properly certificated Officer may have charge of an engine room watch.

The Chief Engineer must consider the qualifications and experience of all members of the engine room team when planning the organisation of watch keeping.

At all times it must be made clear who is in charge at any given time. It must never be presumed that because the Chief Engineer is present, he has taken charge of engine room. To this end, if the Chief Engineer decides to take over the watch he must make a clear statement. Every single member of the engine room team is essential for the safe operation of the plant machinery and systems.


6. Engineering Team Management
The EOOW or Chief Engineer is required to effectively manage all member of the engine room team at all times to ensure maximum effectiveness and safety of navigation. It is the company’s perspective that all members of the bridge team have a critical role to play in safe navigation.

All communications are to be closed-loop, clear and effective. Whenever a member of the bridge team takes a navigational action they should communicate this with all other members of the team.


7. Challenge and Response
Responsibility for the safe operation of the vessel rests with all members of the engine room team.

All members of the engine room team are required to question or challenge any decision that they believe is not in the best interests of safety, machinery or systems.

The EOOW or Chief Engineer is required to respond constructively to such challenges, even where they are misplaced.

The Chief Engineer and EOOW are responsible for creating an environment where crew feel comfortable making such challenges.


8. Prioritising Tasks
Watch keeping tasks must be prioritised in order of the impact they will have on safe operation of the engine room. The priorities assigned to various tasks must be constantly evaluated.


9. Effective Delegation
It is a key principle of safe operation that tasks and responsibilities are effectively delegated amongst all members of the engine room team. The Chief Engineer is required to effectively delegate having regard to the competence and experience of their team.


10. Continuous Development
The Chief Engineer should take every possible opportunity to develop his Officers’ professional competences whenever it is safe to do so. EOOW’s should take every opportunity to develop the skills and abilities of other members of the engine room team. 


11. Safe Working Practices and Environmental Protection
The engine room and machinery spaces are places where accidents and pollution incidents can easily occur if safe working practices and pollution measures are not strictly followed. The Chief Engineer is responsible for ensuring that the importance of accident / incident prevention is fully understood by all engineering staff including the potential risk involved.


The safe engine room practice includes the following but this list is a guide and not inclusive of all potential risks and good engineering practice that should be in place at all times.

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All Engine Room Staff must be suitably dressed and must wear overalls and appropriate safety equipment when entering the engine room.

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Machinery spaces must be kept clean, tidy and as free as possible from oil / fuel stains and sources all of which must be identified and eliminated.

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To prevent fires, any possible source of uncontrollable heat must be protected and any fuel leakage must be cleaned up and source identified and eliminated.

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No oil leaking collecting devices, tin, trays or other temporary means of collection are allowed. Save-alls around tanks and machinery must always be kept clean and drainage trays clean.

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Dirty rags, cotton waste etc must be removed and propserly disposed of.

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Rubbish/ garbage/ waste bins must be metal containers with lids. The lids must be in place at all times.

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Rubbish/ garbage/ waste bins must be secured so they aren't able to move or spill contents in bad weather.

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Rubbish bins to be emptied daily and waste either burnt in incinerator or removed from the machinery spaces.

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Close up inspection must be paid by all Engineer Officers to valves, flanges, thermometer pockets, pressure gauges and other elements which may work loose, on fuel and lub oil pressure pipes, resulting in pressure spray on combustible surfaces. Special attention to this particular hazard is required in unmanned engine rooms.

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High pressure fuel pipe shielding must be intact and properly secured.

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Lagging on exhaust system, boilers and pipe work to be regularly inspected to ensure hot surfaces remain covered.

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Workshops must be maintained in a clean and tidy condition with all tools kept in good working order. The area used for welding and brazing must be clearly defined and provided with necessary means to prevent fires.

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Oxygen and Acetylene bottles must be stored outside the engine room and accommodation areas. They must not be stored together and they must be secured. Flashback arrestors must be regularly inspected and replaced every five years.

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Chemicals must be used in accordance with maker’s instruction including any guidelines regarding use of protective clothing. Information on medical care to be followed in case of accident. Containers to well secured along with protective clothing and MSDS. An officer is to be designated in charge of the handling of chemicals. Acids and Alkaline chemicals are to be stored separately.

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The Chief Engineer must ensure all checks and precautions are taken to avoid shocks are taken by the Electrical Officer. Regular inspections are to be taken to ensure electrical equipment on board is fit for use. Inspection is to include equipment used on deck.

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Electrical Officer must inspect accommodation areas including galley and cabins to ensure no potential hazardous.

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All lifting equipment must be regularly tested according to the applicable rules and / or makers recommendations under the supervision of the Chief Engineer who must maintain a record of same which includes certificates.

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Critical measuring instruments must be calibrated according to the manufactures instructions. A record must be maintained which includes certificates.


Visitors are only allowed in the Engine Room with the permission of the Chief Engineer and all visitors must be accompanied.

The Chief Engineer is to employ all available means in order to create a safety conscious and environmentally friendly atmosphere throughout the engine department. All officers and ratings are to be encouraged to contribute to enhanced safety, and improved pollution measures.

1. Manoeuvring
The Chief Engineer must be in attendance in the Engine Room whenever the vessel is entering or leaving port, under pilotage, in confined waters, in severe weather conditions, or whenever otherwise required by the Master.


2. Standby
The vessel is to be on standby at least for arrival and departure, but also at any other time required by the Master.

During standby the Chief Engineer is to be in the Engine Room along with the Duty Engineer Officer and the Electrical Officer.

The Chief Engineer may require additional members of the Engineering Team to be in attendance in the Engine Room for the duration of the Standby condition. Off duty Engineer Officer’s must be available to attend immediately if required by the Chief Engineer.

The Chief Engineer must ensure that he liaises closely with the Master and gives clear guidance on the period of notice that should be given to enable the engine room to be prepared for standby.


3. Chief Engineers Standing Orders
The Chief Engineer is to prepare standing orders so that in his absence from the Engine Room the Engineer Officers of the Watch are in no doubt as to their responsibilities or actions required. The standing orders are to be posted in the control room or if no control room at the manoeuvring station.

The Chief Engineers Standing Orders are to be written in clear, unambiguous language leaving no room for doubt. They are to be posted in the Engine Control Room alongside the Company Standing Orders, and a copy is to be signed by all Engineer Officers.


4. Chief Engineer Night Orders
Night orders are to be prepared by the Chief Engineer whenever the vessel is expected to be at sea later than 1800 or earlier than 0800.

Night orders are not required for a ship operating a UMS Unmanned Machinery Space.

Night Orders are to be signed by every Engineer Officer on Watch. They are to be signed at the time the watch is taken over.

These orders are to include instructions regarding safe operation of the plant and machinery.

If in port and contractors are working after 1800 or earlier than 0800 specific instructions in the form of night orders may be issued regarding the control and supervision of the contractors that may be working on any of the vessel’s plant and machinery including deck plant and structure where that work is of a technical nature.

Signed night orders are to be retained on board in accordance with B07 Carriage of Documents.

5. Bridge Control
On ships equipped for Bridge Control of Main Engines, this facility is to be the normal control method. Local control is only to be used in circumstances deemed prudent by the Chief Engineer. The Chief Engineer is to ensure all of the Engineering Team are familiar with and practised in local and emergency control of the main engine. The use of the local control system is to be logged.


6. Speed and Alterations to Main Engine Speed
The Master is responsible for control of the vessels speed.

The only exception to this requirement is where the OOW alters vessel speed in order to ensure compliance with the International Regulations for the Prevention of Collisions at Sea.

Ship speed is to be set with regard to the requirements of the passage plan, voyage orders and in consultation with the Chief Engineer.

If at any time the Engineering Officer of Watch has concerns with regards to engine Speed and resulting engine load they are to inform the Chief Engineer.

In the case of an emergency the Engine-OOW is to ask the OOW for permission prior to reducing speed as the safety of the vessel is the first consideration.


If due to circumstances beyond the control of the EOOW he needs to immediately stop the engine he is to take the following steps:

- Ring “Stop” on the Bridge / Engine Room Telegraph.

- Stop the Engine

- Activate the Engineer’s call alarm.

- Take immediate remedial action to prevent escalation of problem such as stopping fuel forwarding pump in event of ruptured HP fuel pipe.

- On the arrival in Engine Room of Senior Engineer Officers, fully brief them in a calm manner to the full extent of problem.

- Ensure that the Bridge is kept appraised of the situation and the reason for the stoppage.



7. Use of Main Engine(s)
The Master is responsible for determining when the main engine(s) are to be ready for immediate manoeuvring (on “standby”) and must ensure that sufficient notice is provided having consulted with the Chief Engineer to establish his requirements.

The Main Engine(s) is /are, as a minimum, to be ready for immediate manoeuvre in the following circumstances:

 In restricted visibility

 In areas of high traffic density

 In adverse weather conditions

 When approaching pilot stations

 When under pilotage

The Master may require that the engines are ready for immediate manoeuvre at any other time as he deems appropriate.


8. Vessel at Anchor
In a manned Engine Room watches are to be maintained whilst the vessel is lying at anchor. In unmanned Engine Room notation vessels the vessel maybe unmanned subject to the agreement of the Master, and provided a duty Engineer Officer is on immediate notice at all times.


9. Incidents
In the event of an incident resulting from the failure of critical plant, machinery and associated equipment it is the Masters and Chief Engineer’s responsibility to ensure the safety of the vessel and crew.

All critical equipment incidents or occurrences are classified as “Serious Incidents” and should be reported as required by the relevant section of this system.

In all cases where damage has occurred the Master in, consultation with the Chief Engineer, is to ensure that a full assessment of the situation is made prior to resuming normal operations. All damage, no matter how minor, is to be reported and thoroughly investigated.

Reports required by government bodies or officials are to be compiled accurately and submitted in good time. It is critical that no material facts are omitted.

The Master or Chief Engineer must not give any statement, of any kind, verbal or written, relating to an incident to any individual or organisation other than the company without the express written authority of the Ship Management Team.

The only exception to this requirement is where the Master or Chief Engineer are compelled to provide such a statement by national law.


10. Oil Record Book
All entries in the Oil Record Book (ORB) must be up to date, accurate, truthful and in full compliance with Marpol requirements. The instructions for the completion are included in the front of the ORB and must be strictly adhered to.

The Chief Engineer is responsible for the maintenance of the ORB and if its maintenance is delegated to another officer it must be checked daily by the Chief Engineer. The Chief Engineer must sign or counter-sign all entries.

Quantities must always tally up including quantities discharged via the OWS or to shore facilities. In the case of sludge or oily waste discharged to shore (including used oil), it is imperative receipts are received and retained on board.

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All vessels should have a copy of the guide to correct entries in the ORB.

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All maintenance of the Oily Water Separator must be recorded in the oil record book.

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A valid service report (Certificate) for the 15 ppm meter must be on board.


Failure to keep proper records in the ORBs is a very serious issue, and it may be a crime. Port State Inspectors will frequently scrutinise the contents and entries of the Oil Record Book.

Incorrect, suspicious or changed entries will lead to further investigation and false entries will inevitably result in a full criminal investigation by the authorities.


11. Sewage Plant
The sewage plant is part of the vessels critical equipment and it is the duty of all EOOW to ensure it is operating as outlined in the manufactures instruction manual. The plant is to be regularly inspected during the watch and included in the Engineers rounds. Routine services and inspections are to be as per the manufacturer’s instruction. The Chief Engineer is to be informed of any operational problems or faults with the plant. Failure to keep the plant fully operational in port may lead to detention of the vessel by Port State Authorities.