What new requirements added to the SIRE VIQ7?

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New VIQ Number Heading Old VIQ number Additional Notes added as compared to Old VIQ Number
1.04 Was a full inspection of the vessel completed NEW "If a full inspection of the vessel was not completed, please note the reasons why, and also the areas of the ship that were not inspected"
1.11 Date and time the inspector departed the vessel: 1.10 "If the inspection was authorised to be conducted at night, the reason(s) for the night inspection should be recorded in comments. Inspectors are required to depart the vessel as soon as the inspection has been completed and after the closing meeting has been conducted. In the event that an inspector does not leave the vessel upon completion of the inspection, the reason(s) shall be recorded in comments."
1.12 Time taken for inspection. 1.11 "If the inspection was conducted over two or more sessions, record the reason(s) for this e.g. cargo availability, berth congestion, weather, other ongoing ship-inspection such as PSC, Administration, Class Survey etc should be recorded in Comments."
1.14 Is an up to date OCIMF Harmonised Vessel Particulars Questionnaire (HVPQ) maintained and is it readily available? NEW "The HVPQ, compiled using OCIMF HVPQ software should be available on board and randomly reviewed by the inspector for accuracy. It is not essential that the HVPQ is provided in paper form and inspectors are not expected to seek a paper copy from the vessel."
1.15 Vessel’s operation at the time of the inspection: 1.13 "So called ‘Engineered Operations’ are not acceptable and should not change the operation at the time of inspection.’ Engineered Operations’ include but are not limited to Internal recirculation, transferring internally from one tank to another, or an STS operation where cargo is transferred from one vessel to another and then transferred back again."
1.26 Does the vessel have a recent class Survey Status Report and are past Class Survey Records complete: 1.25 "Note: The most recent report should be available, and this should be dated not more than 15 days prior to the date of the inspection. Class Survey Status Reports may not have been updated to reflect the latest status, despite the date of the document. However, class surveyors leave documentation on board at the time of surveys stating what has been carried out and these should be examined to ensure the correct information is reported."
2.1.2 Continuous Synopsis Record 2.1.2 "The Administration is required to issue a revised and updated CSR document as soon as practically possible but not later than three months from the date of the change (Res A.959(23), §7). MSC.198(80)."
2.1.3 Document of Compliance (DoC) 2.1.3 Anniversary date means the day and month of each year that corresponds to the date of expiry of the relevant document or certificate. (ISM 1.1.11)
2.1.11 Certificate of Fitness for the Carriage of Chemicals or Gas 2.1.11 "If the cargo being carried is not listed on the Certificate of Fitness, there must be authorisation from the Administration allowing the product to be carried."
2.1.13 Civil Liability Convention Certificate(s) 2.1.13 "CLC’s should be available for bunker, wreck removal and crew repatriation insurance as applicable."
2.1.14 Maritime Labour Convention (2006) 2.1.14 The MLC shall be supplemented by DMLC Part I issued by Flag Administration and DMLC Part II issued by Operator of Vessel duly endorsed by Flag Administration or by RO on its behalf.
2.1.15 Ballast Water Management Certificate. NEW "Effective 08 Sept 2017 on completion of an initial survey, an International Ballast Water Management Certificate will be issued for a ship whose flag has ratified the BWM Convention; for other ships, a Ballast Water Management Certificate of Compliance will be issued. Both the Certificates and the Statement will be valid for five years subject to annual, intermediate and renewal surveys."
2.1 "Are all the statutory certificates listed below, where applicable, valid and have the annual and intermediate surveys been carried out within the required range dates?" 2.1 "Electronic certificates may be permitted in lieu of the traditional paper versions. Administrations that use electronic certificates should ensure that these certificates have the following features: - • validity and consistency with the format and content required by the relevant international convention or instrument, as applicable • protected from edits, modifications or revisions other than those authorized by the issuer or the Administration; and • a unique tracking number used for verification as defined in paragraphs 3.5 and 3.6. IMO FAL. 5/Circ. 39/REV. 2."
2.5 Is a recent operator’s internal audit report available and is a close-out system in place for dealing with non-conformities? 2.5 "The company should carry out internal safety audits on board and ashore at intervals not exceeding twelve months to verify whether safety and pollution-prevention activities comply with the safety management system. In exceptional circumstances, this interval may be exceeded by not more than three months. (ISM Code 12.1) When reviewing records, inspectors need only review documents that go back no more than the last two internal audits or 9 months, whichever the greater and which have been completed under the current ship management operation."
2.6 "Does the Master review the safety management system, report to the operator on any deficiencies and does the operator respond to the Master's review?" 2.6 The master’s review should be carried out at least once in 12 months and documentary evidence should be available. The review should contain evidence of positive/negative feedback and not simply a tick box exercise with no material substance. The review may also include the ships management team input.
2.10 "Are the Engine Room (Part I) and Cargo (Part II) Oil Record Books (ORBs) correctly completed, free of any pollution incidents, violations and are slop/waste oil disposal certificates provided?" 6.1 "e-ORB oil record book logs are being accepted by a number of flag states now meeting the requirements of MEPC.1/Circ. 736/Rev. 2 guidelines in lieu of paper based systems. If electronic oil records books are in use inspectors should verify flag state approval for the system. When reviewing records, inspectors need only review documents that go back no more than the last two internal audits or 9 months, whichever the greater and which have been completed under the current ship management operation."
2.13 "Is the vessel provided with an approved Ballast Water and Sediments Management Plan, are records maintained of all ballast water exchanges or treatment operations and are the officers aware of BWM requirements?" 6.30 "The International Convention for the Control and Management of Ships' Ballast Water and Sediments entered into force on 8 September 2017 and requires all ships to implement a ballast water and sediments management plan. The IMO has published 'Guidelines for the Control and Management of Ships Ballast Water to Minimise the Transfer of Harmful Aquatic Organisms and Pathogens' - (IMO Resolution A.868 (20)). All ships (i.e. vessels of any type operating in the aquatic environment, including submersibles, floating craft, floating platforms, floating storage units (FSUs) and floating production, storage and offloading (FPSO) units) are required to: • have an approved ballast water management plan on board, • maintain a ballast water record book, • manage their ballast water on every voyage by performing ballast water exchange (or by treating it using an approved ballast water treatment system), and • undertake an initial survey and be issued with an International Ballast Water Management Certificate (for ships of 400 gross tonnage and above to which the Convention applies, excluding floating platforms, FSUs and FPSOs). Ships that are registered with flag administrations that are not yet a party to the Convention will need to demonstrate compliance and may wish to undergo surveys and be issued with a document of compliance. A treatment system is required to be fitted to vessels that carry out an IOPP renewal survey on or after 8 September 2017, and that have already passed their 2017 delivery date anniversary. The IOPP renewal survey refers to the renewal survey associated with the IOPP Certificate required under MARPOL Annex I. The Convention does not normally apply to: • ships not carrying ballast water, • domestic ships, • ships that only operate in waters under the jurisdiction of one party and on the high seas, • warships, naval auxiliary or other ships owned or operated by a state, or • permanent ballast water in sealed tanks on ships, which is not subject to discharge. Additionally, under certain circumstances, flag administrations may issue exemptions from the Convention requirements for: • ships engaged on occasional or one-off voyages between specified ports or locations, or • ships that operate exclusively between specified ports or locations."
2.14 Does the vessel have a Ship Energy Efficiency Management Plan (SEEMP) and are officers aware of the general requirements relating to the plan? 6.41 "All ships are required to have an SEEMP after the first renewal or intermediate survey of the IAPP after 1st January 2013. Each SEEMP must be ship specific but should be linked to a broader corporate energy management policy of the shipowner. The SEEMP is not subject to pre-approval by flag states or recognised organisations, but a vessel-specific SEEMP must be on board at the time of each IAPP survey. SEEMP establishes a mechanism for ship operators to improve the energy efficiency of a ship during its operation lifecycle. It works according to planning, implementation, monitoring and review of a number of energy efficiency measures within a continuous improvement management cycle. MARPOL Annex VI introduces two mandatory mechanisms as energy efficiency standard for ships; with the main objective of reducing international shipping’s GHG emissions via improved ship design and operations. These regulatory mechanisms are: · Energy Efficiency Design Index (EEDI), for new ships · Ship Energy Efficiency Management Plan (SEEMP), for all ships The EEDI indicates the energy efficiency of a ship in terms of gCO2 (generated) / tonne.mile (cargo carried); calculated for a specific reference ship operational condition. By imposing limits on this index, more energy efficient technologies will develop. The EEDI is thus a goal-based technical standard that is applicable to new ships with efficiencies targeted over time. Upon successful verification of EEDI (for new ships) and verification of the existence of a SEEMP on-board for all ships, an IEE Certificate will be issued to the ship. The Certificate shall be issued or endorsed either by the Administration or any organization duly authorized by it."
2.15 Is the vessel free of any documentary or visual evidence to indicate any structural concerns? 2.9 & 7.2 "Revisions to the minimum requirements for cargo tank testing at renewal survey and the addition of a new paragraph on rescue and emergency response equipment in relation to breathing apparatus MSC 381(94) 2011 ESP Code effective 01 Jul 2016. Vessels undertaking multiple hot work between yard repair periods may indicate areas of recurring structural problems and inspectors should be mindful where numerous hot work permits exist and ensure they verify the reasons for the hot work repairs. Where multiple recurring repairs have been undertaken an observation should be raised with the full details included."
2.16 "If any cargo / ballast tanks, void or hold spaces were sighted from the deck, were they in good order, free from oil contamination and could the vessel easily check or sample segregated ballast prior to deballasting?" 7.6 & 6.31 "If the forepeak is separated from the cargo tanks by a forward pump room or bow thruster space, then there is no need to check the ballast here prior to discharging unless the ballast line passes through a cargo tank or hydraulic lines pass through the tank."
3.5 Does the officers’ matrix posted for the vessel on the SIRE website accurately reflect the information relating to the officers on board at the time of the inspection? 3.9 "The data entry fields on the officer’s matrix has been adjusted to fully harmonise it with the CDI version. This now includes a facility to include ‘Time as a watchkeeping officer’ to all ranks including the Master, however for some ranks this is optional. Do not raise an observation if this field is not complete for all ranks."
3.7 "If the vessel is equipped with an Electronic Chart Display and Information System (ECDIS) have the Master and deck officers undertaken both, generic training and type-specific familiarisation on the system fitted onboard?" 4.21 "Since 01 January 2017, all masters and deck officers serving on ships fitted with ECDIS certificated under chapter II of the STCW Convention shall have undertaken appropriate generic ECDIS training (which may be based upon IMO model course 1.27), meeting the competence requirements of the 2010 Manila Amendments to the STCW Convention and Code. While IMO model courses may assist with the development of training programmes they are not mandatory, and Administrations are not required to use them when preparing and approving training courses to meet the objectives of the STCW Code, as amended. Flag states who are issuing Certificates of Competency (License) may endorse the Certificate (license) that the seafarer has undergone ECDIS training and this may not state that the training meets the requirements of IMO model 1.27. (STCW.7/Circ.24) The STCW Code contains requirements for approved training on ECDIS. In cases where the approved training has not been completed, a limitation shall be included on the certificate and endorsements issued to the seafarer. Where such a limitation is not specified, the certificate and endorsements are evidence of having successfully completed the required approved training and that the standard of competence has been achieved. (STCW.7/Circ.24). Hence, holders of CoCs according to regulations II/1 and II/2 of the annex to the STCW-Convention which are valid after 01 Jan 2017 and without any ECDIS limitations fulfil the requirement of the generic ECDIS-training. Inspectors are NOT to issue an observation on the basis alone that the Certificate of Competency (License) does not mention that the training complies with IMO Model course 1.27."
3.7 "If the vessel is equipped with an Electronic Chart Display and Information System (ECDIS) have the Master and deck officers undertaken both, generic training and type-specific familiarisation on the system fitted onboard?" 4.21 "If the equipment on board is of a different type (manufacturer) to which the generic training was undertaken, then evidence of familiarisation of the actual equipment fitted on board should be provided. The checklist contained in “ECDIS - Industry Recommendations for ECDIS Familiarisation"" (Published by the Nautical Institute) or an equivalent produced by the manager or equipment manufacturer may be utilised to demonstrate such familiarisation. A ‘Company’ can consider a wide variety of options for achieving Familiarisation both onboard and ashore. These include and can be a combination of the following, but not limited to: - Shore based manufacturer training followed by installation-specific Familiarisation onboard; - Independent training on specific systems followed by installation specific Familiarisation; - Computer Based Training (CBT), followed by installation-specific Familiarisation onboard; - Internet / Intranet Based Training (eLearning) followed by installation specific Familiarisation onboard; - Onboard training by appropriately trained crew or training personnel*; - Manufacturer provided training mode on the ECDIS, followed by installation-specific Familiarisation onboard; - Company bridge procedures and manuals. * Trickle down training is not considered acceptable. In all cases it is essential that the Company must therefore make clear within their Safety Management System (SMS) their requirements for ensuring the demonstration of competency for these familiarisation issues prior to officers taking charge of a navigational watch. Record in comments how the familiarisation training was carried out."
3.8 Does the operator have measures in place to prevent Drug and Alcohol abuse in accordance with OCIMF guidance? 3.11 "As a general rule the frequency of onboard unannounced testing shall be less than the shortest contract period on board to act as an effective deterrent. However, consideration shall be given where the staff are on short back to back contracts of less than 6 weeks duration whereby testing shall be sufficient frequency to catch each crew on alternative tours of duty. Unannounced alcohol tests should be initiated by the Company rather than the master of the vessel unless there is an alternative means to ensure that the master is tested on an unannounced basis."
4.1 Are the deck officers’ familiar with the Company navigation procedures and instructions and are the Company navigation procedures comprehensive? 4.1 & 4.2 "ECDIS procedures (including chart and software updates); Recording of relevant events and Voyage Data Recorder (VDR) policy; Use of Bridge Navigational Watch Alarm System (BNWAS) modes (automatic, on and off) and procedures for ensuring correct operation; · Bridge access and distraction prevention procedures; The SMS should identify clear levels of authority and lines of communication between the Master, ship's officers, crew and the Company. (BPG 5th edition 1.3) Procedures for ECDIS should, as a minimum address; Safety parameters (contours, depths and safety frame) Primary means of navigation for the vessel T&P Notices, navtex and navarea warning management ENC management and correction process including safety measures to avoid viruses Contingency planning in the event of dual ECDIS failure NOTE The following publications should be considered as part of the publication folio onboard and passage planning should follow the publication guidance:- NP 231 Admiralty Guide to the Practical Use of ENC's; NP 232 Admiralty Guide to ECDIS Implementation, Policy and Procedures; NP 5012 Admiralty Guide to ENC Symbols Used in ECDIS An up to date copy of the operator's navigation policy and procedures must be available on the bridge and officers should demonstrate familiarity with them. If the policy is provided in electronic format only, a back-up independent means of power supply to the computer must be provided. It is expected that emergency procedures that include failure of key equipment are available in hard copy format."
4.2 "Is the vessel maintaining an adequate record of all navigational activities, both at sea and during pilotage?" 4.3 "Empty lines are not allowed, and any correction should be such that the original entry is readable. Software systems Meeting requirements of IMO, Marpol, SOLAS and flag states maybe an acceptable means of logbook entries replacing many of the traditional paper logs."
4.3 "Are procedures in place for the testing of bridge equipment before arrival / departure and check-lists in effective use for pre-arrival, pre-departure, watch handover and master-pilot exchange?" 4.5 "Periodic checks on equipment should be carried out as per the BPG checklists (B6/B7) and any defects reported to the Master. Defects should also be recorded in the log book and as appropriate identified on the Pilot Card (see Checklist A2 BPG 5th edition). The Pilot and the Master should exchange information regarding the Pilot's intentions, the ship's characteristics and operational factors as soon as practicable after the Pilot has boarded the ship. The exchange should cover.; The pilotage plan and the circumstances when deviation from the plan may be required. Any amendments to the plan should be agreed, and any changes in individual Bridge Team responsibilities made, before pilotage commences; Ship's dimensions and manoeuvring information should be provided in the form of the Wheelhouse Poster (see Checklist A3 BPG 5th edition). A manoeuvring booklet containing more detailed information should also be available on the bridge; ECDIS unit along with relevant alarm settings NP232 12.23 Information on berthing arrangements including the use, characteristics and number of tugs, mooring boats, mooring arrangements and other external facilities. All defects that might affect the manoeuvrability of the vessel or the pilotage should be reported to the Pilot. (BPG 5th edition 5.6)."
4.4 "Are fire and safety rounds being completed after each watch, recorded in the deck log and are the staff conducting the rounds aware of their duties here?" 4.6 "Rounds shall include a physical check to ensure that all loose equipment is secured, interior and exterior doors closed and there exists no immediate fire or security risks to the vessel."
4.5 "Are the deck officers’ familiar with the operators Under Keel Clearance policy, able to demonstrate satisfactory UKC calculations for the last voyage and is the policy comprehensive?" 4.8 "consideration of the CATZOC should be captured within the UKC calculation or policy. Inspectors should take time to verify the UKC calculations have been correctly calculated for the critical stages of the route."
4.7.34 Bridge navigational watch alarm system (BNWAS) NEW "The bridge navigational watch alarm system shall be in operation whenever the ship is underway at sea. A bridge navigational watch alarm system (BNWAS) installed prior to 1 July 2011 may subsequently be exempted from full compliance with the standards adopted by the Organization, at the discretion of the Administration (SOLAS 19.2.2.3) Note: A bridge watch alarm system is a device which triggers an alarm if an Officer on Watch (OOW) becomes incapable of performing the OOW’s duties. IMO has adopted the performance standard as MSC. 128 (75) and there are ships which have already installed the equipment on a voluntary basis. The BNWAS should be operational whenever the ship’s heading or control system is engaged, unless inhibited by the master, however the BNWAS should also be operational when the vessel is at anchor. Alternative reset arrangements may be incorporated to initiate the reset function from other equipment on the bridge capable of registering operator actions in positions giving proper look out. (MSC. 128 (75)). NOTE There should NOT be a reset function on any equipment including the ECDIS that is located in the chartroom outside of positions where a proper look out can be maintained. With respect to testing of the equipment, the inspector may ask for the mains power supply for the BNWAS to be simulated to fail to establish whether the equipment is still operational, and alarms generated on main power failure. There is NO requirement to ‘trip’ the backup battery supply and this should not be requested."
4.7.50 Electronic Chart Display and Information System (ECDIS) NEW "Tankers of 3,000 GRT and upwards engaged on international voyages shall be fitted with at least one Electronic Chart Display and Information System (ECDIS). ECDIS must be “type approved” in accordance with IMO Res A.817 (19) as amended and use only official Electronic Navigation Charts (ENCs). A secondary means of navigation must also be provided. The secondary means may comprise: - • A second “type approved” ECDIS with ENC’s and voyage plan loaded before commencement of the voyage and must be operational at all times when the ship is in coastal waters, or, • A full folio of paper charts that satisfies SOLAS carriage requirements, corrected to the latest available Notices to Mariners, covering the intended voyage and showing the intended voyage plan."
4.11 Are the Deck Officers familiar with procedures to retain the VDR data in the event of an incident? 4.17 "The current performance specification for VDR's only requires that the data is stored for a minimum of 12 hours before being overwritten. Since many existing VDR's simply meet the required 12 hours, if no action is taken to preserve the recorded VDR data within 12 hours of the start of an incident, the data will be lost or overwritten, thereby negating the purpose of having a VDR installed."
4.12 Is there an effective Chart and Publication (Paper and Electronic) Management System in place and are the deck officer’s familiar with the process including the effective management of T and P notices? 4.18 & 4.29 "A management system should record the charts, publications and licences/permits carried, and also when the charts and other publications were last corrected. (5th edition BPG 4.12.1) Publications in electronic format may be accepted by certain flag Administrations and should be indicated where approved in lieu of paper publications on SEC Form E including backup arrangement. One shortcoming of ECDIS is that it does not very effectively draw attention to temporary and preliminary (T&P) updates within ENCs. It is also a fact that not all Hydrographic Offices include T&P information in their ENCs. The UKHO has also recognised that the lack of consistent, worldwide, T&P information is a significant problem for mariners and, as an interim measure, is including all Admiralty T&P NMs in its ‘Admiralty Information Overlay’. This allows the limits of the T&P NMs to be displayed as an overlay to ENCs in the Admiralty Vector Chart Service (AVCS) by compatible display systems. Other ECDIS manufacturers and ENC suppliers may have their own similar system. Inspectors should verify the system installed to ensure relevant notices are effectively managed."
4.13 Are deck officers aware of the requirements for managing Navtex and Navarea Warnings and is there evidence of an effective system in place to monitor these warnings? 4.29 "Some ECDIS systems permit Navtex messages to be automatically input onto the ECDIS and displayed automatically. Inspectors should establish the procedure onboard each vessel to ensure relevant messages are captured on the ENC's as an overlay either automatically or by manual input. Where manual input to the ECDIS is necessary, there should be an effective means in place to remove expired messages. The navtex and ECDIS should be checked to ensure that the correct station(s) and message type(s) are entered. Navigation warnings maybe received through EGC, navtex messages or the weekly NTM's. Warnings received through other means such as Chartco should be verified with the official source data. The availability of Navigational Warnings on the web does not relieve Masters / Captains of the requirement to receive Navigational Warnings via IMO/IHO approved broadcast systems, as websites are not continuously updated and not necessarily monitored for correctness. (IHO)"
4.14 Are Master and deck officer’s familiar with the operation of the ECDIS system fitted on board? 4.19 "The ECDIS must be updated to the latest version of the International Hydrographic Organisation (IHO) standards, the list of current standards is maintained on the IHO web site www.iho.int . Changes to the IHO S-52 Presentation Library introduced in edition 4.0 which is mandatory on all ECDIS from 01 Sep 2017. The IHO may make further changes as necessary."
4.15 Is the master and deck officers’ familiar with the safety parameter settings for the ECDIS and have the safety settings been correctly applied for the vessels passage? NEW "Safety parameters should be well understood, clearly defined within the Company SMS and correctly applied, with due consideration for the vessels position, charted depth and surrounding navigable waters/ hazards. Hence, during the voyage there are likely to be several changes to the safety parameters that must be clearly identified in the passage plan. The value of the safety contour should be calculated during the planning phase and entered by the OOW. The Safety Contour marks the division between ""safe‟ and ""unsafe‟ water. When the safety contour is not displayed to the specified value set by the navigator, then the safety contour is shown to the next deepest contour as per the default layers in the electronic charts. During route planning, an indication will be made if the route is planned to cross the ship’s safety contour. At the time of route monitoring, ECDIS should give an alarm if, within a specified time set by the navigator, own ship is likely to cross the safety contour. The Safety Depth highlights individual soundings in bold that would appear where the sounding is less than the level set on the safety depth alarm. This is generally set the same as the safety contour. Safety Frame or Safety Cone is equally as important as the Safety Contour, as this will provide early indication of the vessel running into danger or approaching an area of concern. Equally, if the safety frame is set too large then the ECDIS is likely to provide alarm overload with the result that an essential alarm may possibly be ignored."
4.17 Are the master and deck officers aware of the requirements of Electronic Chart Display and Information System (ECDIS) and does the system fitted meet SOLAS and flag state requirements? 4.22 "The Company SMS must clearly state what is the primary means of navigation regardless of Safety Equipment Certificate Form E (or Safety Certificate Form C) ECDIS should store and be able to reproduce certain minimum elements required to reconstruct the navigation and verify the official database used during the previous 12 hours. The following data shall be recorded at one-minute intervals: .1 to ensure a record of own ship's past track: time, position, heading, and speed; and .2 to ensure a record of official data used: ENC source, edition, date, cell and update history. In addition, ECDIS should record the complete track for the entire voyage, with time marks at intervals not exceeding 4 hours. ECDIS should be connected to systems providing continuous position-fixing, heading and speed information. (Res A.817(19)12.2) As long as the ECDIS meets the minimum performance standard, then observations should NOT be made even if the ECDIS cannot perform other features that maybe be additional to some ECDIS e.g. radar overlay, navtex connection etc. Changes to the IHO S-52 Presentation Library introduced in edition 4.0 which is mandatory on all ECDIS from 01 Sep 2017 invalidated the previous test required in IHO ECDIS Data Presentation and Performance Checks which were specifically designed and developed for ECDIS using the IHO S-52 Presentation Library edition 3.4 or earlier."
4.19 Is the master and deck officers aware of the requirements for the echo sounder and is there evidence that it has been in use as appropriate during the voyage? 4.24 "The echo sounder should always be used when making a landfall and kept switched on in coastal and pilotage waters. If the echo sounder is fitted with a shallow water alarm, the alarm should be set to an appropriate safe depth to warn of approaching shallow water. (5th edition BPG 4.5)"
4.20 Was a comprehensive berth to berth passage plan available for the previous voyage and were the deck officers aware of position fixing requirements including the use of parallel indexing both at sea and during pilotage? 4.25 "Passage planning should follow the publication guidance; NP 231 Admiralty Guide to the Practical Use of ENC's; NP 232 Admiralty Guide to ECDIS Implementation, Policy and Procedures;"
4.21 "Are deck officers’ familiar with the preparation and transmission of distress and urgency messages on the GMDSS equipment, are instructions clearly displayed and equipment in good order?" 10.1 & 10.2 & 10.3 "The OOW should be familiar with the procedures for sending distress, urgency and safety messages contained in the International Aeronautical and Maritime Search and Rescue Manual Volume III (IAMSAR Vol III), Section 4. Particular care should be taken to ensure that alerts and messages sent by DSC, radio-telephony and satellite communications are given an appropriate priority. (3.15.2 BPG 5th edition)"
4.23 Are the officers aware of the periodical test requirements for GMDSS equipment and is the radio logbook correctly maintained with entries of such tests? 10.6 & 10.7 "Monthly Test · Enhanced group calling (EGC) function A GMDSS radio log should be kept in order to provide a record of all events connected with the radio communications facilities on board. As a minimum the following should be recorded: · A summary of communications relating to distress, urgency and safety. This includes any periods when a radio watch is discontinued and the reasons for doing so; The requirements relating to the retention of radio logs are determined by the flag State and the ITU Radio Regulations and should be included in the SMS. (BPG 5th Edition 3.15.5)"
4.27 Are survival craft portable VHF radios and Search and Rescue Locating Devices in good order and charged? 10.15 "Primary battery shelf life must be at least 2 years and highly visible yellow/orange colour or marked with a surrounding yellow/orange marking strip. There is no requirement for the two-way VHF radios to be Ex rated or intrinsically safe type, though if the units are being used for shipboard operations then there must be effective measures in place to prevent them being used in the gas hazardous area. For radios installed on or after 1st July 2005 revised performance standards for survival craft portable two-way VHF radiotelephone apparatus applies (Res MSC.149(77))"
5.1 "Are officers’ familiar with the process for conducting Risk Assessments for routine and non-routine tasks, do operators provide adequate procedures for conducting RA and is there sufficient evidence of this process undertaken?" NEW "The risk assessment process identifies hazards present in a work undertaking, analyses the level of risk, considers those in danger and evaluates whether hazards are adequately controlled, taking into account any measures already in place. Two distinct types of Task Based Risk Assessment may be used. First, a range of vessel-specific generic TBRAs that can be used for all routine and low-risk tasks can be developed. These should be periodically reviewed, but frequency would very much depend on the particular circumstances on the vessel and the level of risk. The second type of TBRA would be used for specific high-risk jobs that are not routine, such as working aloft or enclosed space entry. These should relate to the specific persons who will be involved in the work and valid only for the duration of that job. In both cases, the assessments should be carried out by a competent person or persons who understand the work being assessed. It is also preferable that seafarers who will be involved in the work should also be involved in the assessment process. A toolbox talk is another form of risk assessment carried out in support of a TBRA. Its prime purpose is to talk through the procedures of the job in hand and the findings of the TBRA with the seafarers involved. (COSWP 1.2.5)"
5.2 "Is there evidence of a permit to work system in place for hazardous activities, are the crew aware of these requirements and is there documented evidence of compliance?" NEW "The safety management system for individual ships will determine when permit to work systems should be used, and the form of the permit to work. (COSWP 14.2.3) Permits to work would normally be required for the following categories of work: - entry into dangerous (enclosed) space; - gas testing/equipment; - hot work; - working at height/over the side; - general electrical (under 1000 volts); - electrical high voltage (over 1000 volts); - working on deck during adverse weather; and - lifts, lift trunks and machinery. This list is not exhaustive. Permits to work, following a similar format, may be required and developed for other categories of work. (COSWP Annex 14.1)"
5.3 "Is the appointed Safety Officer suitably trained, aware of his responsibilities and is there evidence to show that the safety officer has been effectively performing duties associated with this role?" 5.1 "Some training may be provided on board, but the safety officer should have attended a suitable safety officer’s training course. Suitable safety officer training should cover the following topics: - The tasks of the safety committee. - The rights and roles of members of the safety committee. - How to carry out risk assessment and management. - How to provide the necessary advice to resolve safety concerns or problems and to encourage adherence to prevention principles. - Supervision of safety tasks assigned to crew and other seafarers on board, and passengers where applicable. - Accident and incident investigation, analysis and making appropriate corrective and preventative recommendations to prevent their recurrence. - How to obtain relevant information on a safe and healthy working environment from the competent authority and the Company. - Effective means of communication with a multinational crew. - The commitment required to promote a safe working environment on board. The safety officer should be familiar with the principles and practice of risk assessment, and should be available to advise those preparing and reviewing risk assessments. (COSWP 13.3.2.2) The safety officer’s role should be a positive one, seeking to initiate or develop safety measures before an incident occurs rather than afterwards. (COSWP 13.4.2.2)"
5.5 "Are the crew aware of the requirements for wearing personal protective equipment such as boiler suits, safety footwear, eye and ear protection, safety harnesses, respiratory and chemical protective equipment?" 5.3 crew should be familiar with those requirements or where to refer to the requirements. SMS often provide a matrix of PPE requirements for simplicity posted in various public areas on the vessel. If there is no such matrix then inspectors should ascertain there is adequate guidance provided.
5.6 Is all electronic equipment in use in gas hazardous areas intrinsically safe? 5.4 "This includes, but is not limited to, the following equipment: - Mobile Phones, pagers, digital cameras, electronic tablets (iPads, androids etc). The use of smart watches / fitness bands is prohibited for use in gas hazardous areas. If during the course of the inspection inspectors observe a member of the Ship’s staff using a smart watch / fitness band, then an observation is to be recorded."
5.7 Are crew members participating in safety meetings and is there evidence of effective discussions on safety related issues with shore management feedback? 5.5 "The Company is required to appoint a safety committee on every ship with five or more seafarers. The committee must be chaired by the master, and members will include, as a minimum, the safety officer and any elected safety representatives. (COSWP 13.3.4.1) Where safety meetings do not require all off duty personnel to attend then there shall be an effective channel for the crew to report any concerns to the safety committee via the safety representatives and be kept advised of the committee’s activities. Safety Committee Meetings are intended to permit discussion among the vessel's officers and ratings where these relate to safety. Safety meetings should not be used for the purposes of instruction or training. The frequency of meetings will be determined by circumstances, but the committee should meet regularly, taking into account the pattern of operation of the ship and the arrangement for manning and with sufficient frequency to ensure continuous improvement in safety. In particular, a meeting should also be held after any serious incident or accident on the ship, if the normal meeting is not due within a week. (COSWP 13.7.2) Safety meetings should be minuted and the reports distributed and acted upon where appropriate. (COSWP 1.2.2)"
5.8 "Are the crew aware of the requirements for reporting of accidents, incidents, non-conformities and near misses and is there an effective system of reporting and follow up investigation in place?" 5.6 "There should be evidence of near miss reports generated by all ranks, not just the master or senior officers onboard and not just from one department."
5.9 Are the officers and ratings aware of the requirements of the ISGOTT Ship/Shore Safety Check List (SSSCL) and are the provisions of the check list being complied with? 5.7 & 5.8 "Do not penalise the vessel with an observation if the shore representatives have not periodically signed the rechecks, if the vessel has completed their areas correctly. Ashtrays should be of the self-extinguishing type (honeycomb, enclosed)"
5.10 "Are the crew aware of the requirements to keep external doors, ports and windows closed in port and is the accommodation space atmosphere maintained at a slightly higher pressure than that of the ambient air?" 5.9 & 5.10 Due consideration should be taken to ensure that the pressure differential between that of the inside of the accommodation and that of the outside such that the pressure is not so great as to ensure self-closing doors operate effectively and doors do not slam shut or open with the risk of increased injury.
5.11 "Is all loose gear on deck, machinery rooms, stores and in internal spaces properly secured?" 5.11 Particular care should be made for the storage of lube oil and other oils in drums. They should be well secured with suitable rope or wire lashings on pallets rather than directly on the deck and where possible within a containment area. The top of the drum should be covered to prevent potential water standing and subsequent ingress and contamination.
5.12 Are the crew familiar with the location and operation of fire and safety equipment and have familiarisations been effectively completed for all staff? 5.12 "The company should establish procedures to ensure that new personnel and personnel transferred to new assignments related to safety and protection of the environment are given proper familiarization with their duties. Instructions which are essential to be provided prior to sailing should be identified, documented and given. (ISM Code Part A 6.3) However, if the crew member is on a regularly scheduled rotating assignment to the ship, such training shall be given not later than two weeks after the time of first joining the ship. Instructions in the use of the ship's fire-extinguishing appliances, life-saving appliances, and in survival at sea shall be given at the same interval as the drills. Individual instruction may cover different parts of the ship's life-saving and fire-extinguishing appliances, but all the ship's life-saving and fire-extinguishing appliances shall be covered within any period of two months. (SOLAS Ch III/19.4.1) For visitors to the vessel who visit the vessel for short periods of time, i.e. 2 to 3 days, basic familiarisation must be completed upon boarding, and no later than 24 hours after joining."
5.13 Are the crew familiar with their duties in the event of an emergency and are emergency drills being carried out as required? 5.13 "Each enclosed space entry and rescue drill shall include: - checking and use of personal protective equipment required for entry; - checking and use of communication equipment and procedures; - checking and use of instruments for measuring the atmosphere in enclosed spaces; -checking and use of rescue equipment and procedures; and- instructions in first aid and resuscitation techniques. (SOLAS III Reg 19) Regular drills should test the feasibility of the ship’s rescue plan under different and difficult circumstances. In the drill, an enclosed space should be made safe or, for operational convenience, a non-dangerous space may be used, so long as it provides equivalent, realistic conditions for actual real-life rescue. For IGF Code vessels designed to receive and use gas as a bunker fuel, Drills and emergency exercises on board shall be conducted at regular intervals. Such gas-related exercises could include for example: .1 tabletop exercise; .2 review of fuelling procedures based in the fuel handling manual required by IGF 18.2.3; .3 responses to potential contingences; .4 tests of equipment intended for contingency response; and .5 reviews that assigned seafarers are trained to perform assigned duties during fuelling and contingency response. Gas related exercises may be incorporated into periodical drills required by SOLAS. The response and safety system for hazards and accident control shall be reviewed and tested. (IGF - 17)"
5.14 Are the crew familiar with their duties during lifeboat and fire drills and are drills being performed effectively and on a frequency meeting SOLAS and flag state requirements? 5.14 "Lifeboats maybe launched more frequently than 3 months, but not more than this period. Feedback from drills shall be captured to verify the effectiveness of onboard training."
5.15 Is there evidence of regular training in the use of life-saving equipment undertaken and are crew familiar with those requirements and the location / contents of the training manuals? 5.15 & 5.19 & 5.36 "All oil tankers, chemical tankers, gas carriers and bulk carriers shall develop vessel-specific plans and procedures for the recovery of persons from the water (SOLAS III/17.1) The recovery plans and procedures should facilitate the transfer of persons from the water to the ship while minimizing the risk of injury from impact with the ship's side or other structures, including the recovery appliance itself. Drills should ensure that crew are familiar with the plans, procedures and equipment for recovery of persons from the water. Such drills may be conducted in conjunction with routine man-overboard drills. (MSC.1/Circ 1447)"
5.16 Are the officers aware of the industry requirements for enclosed space entry and have these been correctly followed? 5.20 "Further, there shall be not more than 50% of the occupational exposure limit (OEL) of any toxic vapours and gases. OEL can be found on the MSDS Section 8 and may be based on Time Weighted Average (TWA) values recorded."
5.17 "Are the crew aware of safe entry procedures into the pump room, compressor rooms and trunk spaces as applicable and are safe entry procedures being followed?" 5.21 "Electric motor rooms, cargo compressor and pump-rooms, spaces containing cargo handling equipment and other enclosed spaces where cargo vapours may accumulate shall be fitted with fixed artificial ventilation systems capable of being controlled from outside such spaces. The ventilation shall be run continuously to prevent the accumulation of toxic and/or flammable vapours, with a means of monitoring acceptable to the Administration to be provided. A warning notice requiring the use of such ventilation prior to entering shall be placed outside the compartment. (IGC 12.1.1)"
5.18 "Are pump room, compressor rooms and trunk spaces (as applicable) adequately ventilated?" 5.22 "The ventilation system for electric motor rooms, cargo compressor and pump-rooms, spaces containing cargo handling equipment shall have a capacity of not less than 30 changes of air per hour, based upon the total volume of the space. As an exception, non-hazardous cargo control rooms may have eight changes of air per hour. (IGC 12.1.3) Where fans are required by this chapter, full required ventilation capacity for each space shall be available after failure of any single fan, or spare parts shall be provided comprising a motor, starter spares and complete rotating element, including bearings of each type. (IGC 12.1.8) Note: There is no requirement for fans to be operating in extraction mode only on gas carriers, but rather on the basis of pressure differential."
5.20 "Are the crew aware of the permanent arrangements provided for lifting an incapacitated person from the cargo and, if applicable, the ballast pumproom, including provision of a suitable stretcher or harness and is the equipment in good order?" 5.24 "For the purpose of this question a pumproom may either be a Cargo pumproom, Ballast pumproom, or Fuel oil transfer Pumproom. Bow thruster spaces need not comply with SOLAS regulation II-2/4.5.10"
5.21 "Are spaces adjacent to cargo tanks, including pipe ducts, regularly monitored for accumulations of gas with an operable fixed and / or portable measuring equipment?" 5.25 "In addition to the requirements in paragraphs 5.7.1 and 5.7.2, oil tankers of 20,000 tonnes deadweight and above, constructed on or after 1 January 2012, shall be provided with a fixed hydrocarbon gas detection system complying with the Fire Safety Systems Code for measuring hydrocarbon gas concentrations in all ballast tanks and void spaces of double-hull and double-bottom spaces adjacent to the cargo tanks, including the forepeak tank and any other tanks and spaces under the bulkhead deck adjacent to cargo tanks. (SOLAS II-2/Reg 4.5.7.3.1) Guidelines for design, construction and testing of fixed hydrocarbon gas detection systems (MSC.1/Circ.1370). In the event of failure of the fixed gas detection system, manual checks must be made. Records should be reviewed to ensure that these have been conducted. Manufacturers' instructions for the maintenance of the system should be followed. There should be a procedure for the regular monitoring of all spaces adjacent to the cargo tanks for accumulations of gas. If monitoring is made by use of portable instruments, the method, frequency of checking and adequacy of records should be established."
5.26 Is gas welding and burning equipment in good order and spare oxygen and acetylene cylinders stored apart in a well-ventilated location outside of the accommodation and engine room? 5.34 & 5.35 "Pipe joints on the low-pressure side of the regulators shall be welded. (46 CFR 56.50-103) Note. In open air locations it may be acceptable for a short length of piping from the bottle to an isolation valve to be flanged. This is the only exception however. Regulators should be inspected annually and replaced or refurbished on a 5-year basis. (British Compressed Gases Association Code of Practice CP7) The use of propane in gas burning and welding systems is prohibited."
5.28 "Are the officers aware of the maintenance requirements for lifeboat, liferaft, rescue boat release hooks and free-fall lifeboat release systems, where fitted and, are lifeboats, rescue boat and liferafts including associated equipment well maintained ready for use?" 5.39 "On-load release and retrieval systems must comply with MSC.1/Circ.1206/Rev.1 Annex 1 not later than the first scheduled dry-docking after July 1, 2014 (but no later than July 1, 2019). Until then it is recommended that fall preventer devices be fitted to systems that do not comply with the revised code. Inspectors must verify that the systems installed meet the above requirements by the above date and mitigation measures adopted in the meantime."
5.30 "Is the rescue boat, including its equipment and launching arrangement, in good order and officers’ familiar with the launch procedures?" 5.42 Propeller guard. Each propeller on a lifeboat must be fitted with a propeller guard with a maximum opening of 76 mm (3 in) on all sides on which a person is likely to be exposed. (46 CFR 160.135.7(10))
5.31 "Are lifebuoys, associated equipment and pyrotechnics in good order, clearly marked and are there clear procedures in place to ensure that only intrinsically safe lights are located in the gas hazardous areas?" 5.45 & 5.48 & 5.49 "Lifebuoy self-igniting lights do not need to be intrinsically safe if located outside of the gas hazardous area. However, there must be strict controls in place to avoid those non-intrinsically safe lights being misplaced into the gas hazardous zone. This may include highlighting / marking of those lights or other appropriate means. Self-contained RLTA are often disassembled for transporting the units to the vessel. Inspectors should check to ensure that the equipment is reassembled and rockets correctly positioned ready for immediate use."
5.32 Are lifejackets in good order and correctly located? 5.46 "Each lifejacket shall be fitted with a whistle firmly secured by a lanyard. Lifejacket lights and whistles shall be selected and secured to the lifejacket in such a way that their performance in combination is not degraded. A lifejacket shall be provided with a releasable buoyant line or other means to secure it to a lifejacket worn by another person in the water. A lifejacket shall be provided with a suitable means to allow a rescuer to lift the wearer from the water into a survival craft or rescue boat. The requirements apply to lifejackets provided on board ships constructed (having their keel laid) on or after July 1, 2010 when providing new lifejackets to vessels with a keel laying date before July 1, 2010. (LSA Code II/2.2)"
5.33 "Are immersion suits in a good order, correctly positioned and officers aware of maintenance and carriage requirements?" 5.47 "To ensure the maintenance of adequate strength and water tightness of seams and closures of immersion suits and anti-exposure suits with age, it is recommended that each suit be subjected to an air pressure test such as the following, at intervals not exceeding three years, or more frequently for suits over ten years of age (MSC Circ 1114). It is recommended that the air pressure test be performed at a suitable shore-based facility equipped to make any necessary repairs in accordance with the manufacturer's recommendations. In view of the wide variety of materials and adhesives used in immersion suits and anti-exposure suits, it is strongly recommended that any repairs to a suit be carried out by a facility which has access to the original manufacturer's recommended servicing instructions, parts and adhesives, and suitably trained personnel. The air pressure test may be carried out on board ship if suitable equipment is available. (MSC Circ 1114)."
5.35 "Are the crew aware of the fixed firefighting equipment fitted, are ship specific firefighting equipment maintenance instructions available and is maintenance being carried out?" 5.52 "Note. On CO2 systems there are ‘pins’ in the activation assembly, and traditionally, these pins had to be removed for the system to be ready for immediate use. On some modern systems, these ‘pins’ have to be left ‘in’ for the system to be ready for immediate use. When inspecting the CO2 systems, the inspector should determine from the officer accompanying whether the pins should be ‘in’ or ‘out’ for the system to be ready for immediate use. If in any doubt reference should be made to the manufacturers operating inspections."
5.37 "Are the crew aware of the location and use of the International Shore Connection, is it readily available externally, is a fire control plan exhibited within the accommodation, also a copy available externally and equipment correctly marked on the plan?" 5.57 The requirements for fire plans are contained in SOLAS II-2/15.2.4. IMO Resolution A.654(16) recommends the symbols to be used on fire control plans.
5.39 Are officers aware of the requirements for testing fixed fire detection and alarm systems and are the systems in good order and tested regularly? 5.58 Manufacturer’s instructions should be consulted for testing of fire detection heads which may require specific test equipment.
5.43 Are crew members familiar with donning breathing apparatus and are Fireman’s Outfits in good order and ready for immediate use? 5.62 "Compressed air breathing apparatus shall be fitted with an audible alarm and a visual or other device which will alert the user before the volume of the air in the cylinder has been reduced to no less than 200 L. New ships constructed (keel-laid) on or after 1 July 2014 and existing ships (ships constructed before 1 July 2014) shall comply with the requirements by 1 July 2019. (FSS Code 3/2.1.2.2) For ships constructed on or after 1 July 2014, a minimum of two two-way portable radiotelephone apparatus for each fire party for fire-fighter's communication shall be carried on board. Those two-way portable radiotelephone apparatuses shall be of an explosion-proof type or intrinsically safe. Ships constructed before 1 July 2014 shall comply with the requirements of this paragraph not later than the first survey after 1 July 2018. (SOLAS II-2/10.4) An onboard means of recharging breathing apparatus cylinders used during drills shall be provided or a suitable number of spare cylinders shall be carried on board to replace those used. New ships constructed (keel-laid) on or after 1 July 2014 and existing ships (ships constructed before 1 July 2014) shall comply with the requirements by 1 July 2014. (SOLAS II-2/15.2.2.6) A number of spare charges, suitable for use with the apparatus provided, shall be available on board to the satisfaction of the Administration. (SOLAS 74 II-2/17.1.2.2) Every ship carrying flammable products should carry firemen's outfits complying with SOLAS as follows: - 5,000 m3 and below: 4 outfits; - Above 5,000 m3: 5 outfits. (IGC 11.6.1)"
5.43 Are crew members familiar with donning breathing apparatus and are Fireman’s Outfits in good order and ready for immediate use? 5.62 "Within the period of 3 years from the date of the last hydraulic pressure test every composite cylinder to this specification shall be examined for defects externally and internally, and before continuing in service, be subjected to a hydrostatic pressure test in accordance with an appropriate standard and the manufacturers recommended procedure, by the manufacturer or an organisation authorised to test composite cylinders on behalf of the manufacturer (HSE/TP/FW3 Appendix 1)"
5.44 "Are crew members familiar with the donning of Emergency Escape Breathing Devices (EEBD's) located in the accommodation, engine room and pump room (as applicable) and are they in good order and ready for immediate use?" 5.63 "Flag states may have additional requirements for the provision and location of EEBD's. When vessel is carrying toxic cargoes, consideration should be given to carrying additional EEBDs at work stations on the maindeck."
5.45 Are fire flaps clearly marked to indicate the spaces they serve and is there evidence of regular testing and maintenance? 5.65 Inspectors should request the crew to demonstrate the operation of fire flaps at random. The demonstration of fire flaps should not interfere with the vessel’s operations.
5.47 Is the vessel provided with a safe means of access and are all available means of access (gangway / accommodation ladder / pilot ladder / transfer basket) in good order and well maintained? 5.67 & 5.68 & 5.69 & 5.70 "At every five-yearly survey, upon completion of the examination required by paragraph 5.1.1.1 / 5.1.2.1 / 5.2.1, the accommodation ladder, gangway and winch should be operationally tested with the specified maximum operational load of the ladder. (MSC.1/Circ.1331) A lifebuoy equipped with a self-igniting light and a buoyant lifeline should be available for immediate use in the vicinity of the embarkation and disembarkation arrangement when in use. (MSC.1/Circ.1331/3.3) Pilot ladders should be certified by the manufacturer as being constructed to comply with the requirements of IMO Resolution A.1045(27) or ISO 799:2004 All wires used to support the means of embarkation and disembarkation shall be maintained as specified in regulation III/20.4 (special regard for areas passing through sheaves and renewed when necessary due to deterioration of the falls or at intervals of not more than 5 years, whichever is the earlier. (SOLAS II-I Reg 3-9.3)"
5.48 Is there a suitable means for storing of cargo and bunker samples cargo and bunker sample locker situated within the main cargo area and is it in good order? NEW "All cargo samples should be stowed securely in lockers that have access external to the accommodation. Consideration should be given to storing samples in a location protected by a fixed fire-fighting system, such as a paint locker. The number of samples retained on board should be carefully managed and, when no longer required, they should be disposed of either to a slop tank on board or to a terminal’s waste oil system. The company should have a policy that addresses the disposal of samples; the aim should be to minimise the period of retention after the relevant cargo has been discharged. Unless the company advises to the contrary, it is suggested that samples are retained for a period of three months after the cargo has been discharged. (ISGOTT 12.3) The retained bunker sample should be kept in a safe storage location, outside the ship’s accommodation, where personnel would not be exposed to vapours which may be released from the sample. Care should be exercised when entering a sample storage location. The retained sample should be stored in a sheltered location where it will not be subject to elevated temperatures, preferably at a cool/ambient temperature, and where it will not be exposed to direct sunlight. Pursuant to regulation 18(6) of Annex VI of MARPOL 73/78, the retained sample should be retained under the ship’s control until the fuel oil is substantially consumed, but in any case, for a period of not less than 12 months from the time of delivery. (MEPC.96(47))"
6.1 "Are the ship’s crew familiar with their duties in relation to the Shipboard Oil Pollution Emergency Plan (SOPEP) / Shipboard Marine Pollution Emergency Plan (SMPEP), is the plan maintained updated with emergency contacts readily available?" 6.6 & 6.8 "The list of national operational contact points is issued as the annex to the MSC-MEPC.6 circular posted annually on IMODOCS. However, the most up to date version of the list can be downloaded from the Contact Points module of the GISIS website at http://gisis.imo.org/Public/CP/Browse,aspx?/List=URHS. The entire circular, including its annex, as well as a stand-alone PDF version of the annex, are also available on the IMO"
6.7 Have bunker pipelines been satisfactorily tested on an annual basis and is there suitable evidence of this test? 6.21 "The requirement for the testing of non-metallic hoses (e.g., bunker lines) applies to the transfer of oil or hazardous materials to, from or within each vessel (in U.S. navigable waters or contiguous zone) with a capacity of 250 barrels or more. 33 CFR §156.100. Testing must be accomplished annually or as part of the biennial and mid-period inspections. §156.170(f)(3). The type of testing required by 33 CFR 156.170(c)(1)(iii) and (iv) is static liquid pressure testing. Testing with air is not acceptable. Recordkeeping is required under 33 CFR 155.820. Each non-metallic transfer hose must: (i) Have no unrepaired loose covers, kinks, bulges, soft spots or any other defect which would permit the discharge of oil or hazardous material through the hose material, and no gouges, cuts or slashes that penetrate the first layer of hose reinforcement as defined in §156.120(i). (ii) Have no external deterioration and, to the extent internal inspection is possible with both ends of the hose open, no internal deterioration; (iii) Not burst, bulge, leak, or abnormally distort under static liquid pressure at least 1 1/2 times the maximum allowable working pressure; 33 CFR 156.170 (c) The Coast Guard recognizes that this pressure test is often impractical while vessels are in service or outside of shipyards where special equipment may not be available. Therefore, the Coast Guard will continue to accept 33 CFR 156.107, Alternatives, which states that the Captain of the Port may consider and approve alternative procedures, methods, or equipment standards to be used by a vessel operator in lieu of any requirements in 33 CFR 156, with some conditions. The U.S. Coast Guard Marine Safety Manual allows for acceptance of alternative test pressures of not less than 100% MAWP for annual bunker and/or cargo piping tests, provided that a 150% MAWP test of the piping is conducted at least twice in any five year period. "
6.10 Are the arrangements for the disposal of oily water in the forecastle and other internal spaces adequate and are officers aware of these requirements? 6.25 Witness the bilge alarm tests where possible
6.11 "Are pump room / trunk space bilge high level alarms fitted, regularly tested and the results recorded?" 6.26 Witness the bilge alarm tests where possible
6.12 Are adequate arrangements provided for pipeline draining and the disposal of pump room bilge accumulations? 6.27 In all cases for cargo and ballast pumprooms there should be adequate means to transfer bilge contents to cargo/slop tanks or other containment tanks without risk of pollution.
6.16 Have disposals of sludge and other machinery waste been conducted in accordance with MARPOL requirements? 6.34 "Inspectors should verify that there are no obvious signs of malpractice which could include newly disturbed pipe flanges, flexible hose connections, broken seals, oily flanges/valve glands and piping that is not indicated on the approved bilge disposal system."
6.17 "Is the oily water separator in good order, free from unauthorised modifications and are the engineers well familiar with its operation and data recovery procedure where applicable?" 6.35 "The 15 ppm Bilge Alarm should record date, time and alarm status, and operating status of the 15 ppm Bilge Separator. The recording device should also store data for at least eighteen months and should be able to display or print a protocol for official inspections as required. In the event the 15 ppm Bilge Alarm is replaced, means should be provided to ensure the data recorded remains available on board for 18 months. (MEPC.107(49) 4.2.9) The accuracy of the 15 ppm Bilge Alarms should be checked at IOPP Certificate renewal surveys according to the manufacturer’s instructions. Alternatively, the unit may be replaced by a calibrated 15 ppm Bilge Alarm. (MEPC.107(49) 4.2.11) (33 CFR 155.380(d))"
6.21 "If the vessel is provided with an approved Ballast Water Treatment System, is the system in good order, used where required and are officer’s familiar with the safe operation of the same?" NEW "Where hazardous chemicals or treatment additives are provided, inspectors should verify safe handling and access controls in place."
7.1 Does the vessel have an approved Ship Security Plan? NEW Vessel shall have a Flag State approval letter or an endorsement stamp on the Ship Security Plan (SSP).
7.2 "Is the Master & Crew aware of the name and contact details of the company security officer, and are these details posted." NEW Crew should know the name of the CSO or where details are posted.
7.3 Are ship security records related to port calls being maintained? 5.16 "A record of the following information is required to be maintained (SOLAS XI-2/9.2.1) .1 that the ship possesses a valid Certificate and the name of its issuing authority; .2 the security level at which the ship is currently operating; .3 the security level at which the ship operated in any previous port where it has conducted a ship/port interface within the timeframe specified in paragraph 2.3; .4 any special or additional security measures that were taken by the ship in any previous port where it has conducted a ship/port interface within the timeframe specified in paragraph 2.3; .5 that the appropriate ship security procedures were maintained during any ship to ship activity within the timeframe specified in paragraph 2.3; or .6 other practical security related information (but not details of the ship security plan), taking into account the guidance given in part B of the ISPS Code. If requested by the Contracting Government, the ship or the Company shall provide confirmation, acceptable to that Contracting Government, of the information required above. Note: These records are required to be maintained to ensure compliance with the requirements of SOLAS chapter XI-2 prior to entry into port with the aim of avoiding the need to impose control measures or steps by officers duly authorized by the Government of the port state. Inspectors do not need to review the details of the information maintained in the records but should note whether records are maintained or not."
7.4 Are records of training and maintenance of equipment related to the ship security plan available? 5.17 "Any security related equipment fitted on board should be periodically inspected and maintained, this may include: - • Razor/ barbed wire • Water cannons • Security locks /locking arrangements • Lockable hatches/ stairwells etc."
7.6 "If fitted, is the vessel’s dedicated standalone security communications equipment regularly tested?" NEW "Records of testing should be maintained. ISPS Code Part A/10.1.5 Inspectors are not required to check the details of any communications equipment but verify with the Master whether there is a record of testing and maintenance."
7.8 Does the Passage Plan include security related information for each leg of the voyage? NEW "The security related information on the passage plan should include but not be limited to: • Changes to security levels. • Changes in bridge manning levels (e.g.: extra lookouts). • Points where the vessel should be hardened (refer OCIMF Guidelines for vessel hardening)."
7.9 Does the vessel have a voyage/transit security risk assessment? NEW The voyage/transit security risk assessment should be reviewed and updated prior to entering an area which requires an increased state of readiness and vigilance.
7.10 Does the vessel have procedures for vessel hardening? NEW "The OCIMF information paper “Ship Security – Guidelines to Harden Vessels’ provides guidance on establishing procedures and implementing a vessel hardening plan. The ship should maintain records to demonstrate implementation, when required through risk assessment, of hardening procedures such as entries in log book or work plans. If the vessel does not have procedures for vessel hardening, then provide reasons in comments."
7.11 Does the Master/SSO have a clear understanding of the procedures for voluntary security reporting? NEW Note: Check evidence of participation in voluntary security reporting such as reporting to UKMTO when passing through the Indian Ocean
7.12 Is an adequate deck watch being maintained to prevent unauthorised access in port? 5.19 Remote monitoring of different areas on ships is increasingly being used. Where technology such as CCTV is employed to monitor potential access points to the ship this should be noted in comments.
7.13 "Has the company provided a list of security charts, publications and guidelines to the ship?" NEW "Such security charts, publications and guidelines’ may include: • Relevant UKHO security charts • Industry best management practice guidance • Any other company specific guidance"
7.14 Are Cyber Security Policy and Procedures part of the Safety Management System and is there a Cyber Response Plan onboard? NEW "Note: Do the procedures include a risk assessment of issues such as: • Threats such as from malware; phishing attacks etc. • Identification and protection of Vulnerable systems (ECDIS etc) • Mitigation measures, (USB control etc) • Identify key personnel within the company (including who the master reports suspected incidents to) • Hard copy of key contacts (e.g. DPA; CSO etc). • Password management/record? • Contractor compliance Note: Does the Cyber Response plan contain guidance on: • What ‘symptoms’ to look for, • Immediate actions to be taken and • Name, position, phone number and email for the Responsible Person to be contacted"
7.15 Are the crew aware of the company policy on the control of physical access to all shipboard IT/OT systems? NEW Note: Inspectors should observe if access to USB ports on 'Shipboard IT/OT' terminals are controlled (i.e. there are measures in place to block/lock USB/RJ-45 ports on these terminals. Procedures should include the protection of Critical equipment such as ECDIS from malware and virus attacks. Procedures should include the control of access to all shipboard IT/OT terminals including access to Servers which should be in a secure location. The procedures should also include access by any third-party contractors and technicians.
7.16 Does the company have a policy or guidance on the use of personal devices onboard? NEW "Personal devices include phone/tablets etc and storage devices such as USB sticks. Check if the policy is implemented by both, crew and visitors, e.g. all third-party contractors and technicians."
7.17 Is Cyber Security awareness actively promoted by the company and onboard? NEW "Note: Active promotion might include: • 'Cyber Awareness Material' displayed by all IT terminals and in crew rest rooms • Training films shown to crew • Crew specific training • Instruction on safeguarding of passwords • Responsible use of social media. • Policy on the use of personal devices and its inclusion in shipboard joining familiarisation checklists. • May include companies own employee/contractor Authorised User Policy (AUP) agreements. • Company certified as per ISO 27001"
8.4 "If a loading computer or programme is in use, is it class approved, regularly tested and are officers aware of the test requirements including damage stability?" 8.5 & 8.6 "Ships constructed on or after 01 Jan 2016* and ships constructed before 01 Jan 2016* (by the first renewal survey on or after 01 Jan 2016, but before 01 Jan 2021**) are required to be fitted with a stability instrument capable of handling both intact and damage stability. Ships carrying onboard stability instruments already approved and certified by a recognized organization, and capable of verifying both intact and damage stability to a standard acceptable to the administration, may continue to use such an instrument. The following options for waiving the requirement by the flag administration have been given: ■ Ships which are on a dedicated service, with a limited number of permutations of loading such that all anticipated conditions have been approved in the stability documentation provided on board ■ Ships where stability verification is made remotely by a means approved by the administration ■ Ships which are loaded within an approved range of loading conditions ■ Ships constructed before 1 January 2016(1) provided with approved limiting KG/GM curves covering all applicable intact and damage stability requirements MEPC.248(66) / IGC Ch 2.2.6 / IBC Ch 2.2.2.6 * 01 Jul 2016 and ** 01 Jul 2021 for gas carriers"
8.5 "Has a cargo plan been prepared and followed with a detailed sequence of cargo and ballast transfers documented, stress, intact and damage stability and are any limitations, where applicable understood by the cargo watch officers and clearly documented?" 8.7 & 8.9 & 8.10 & 8.16 "The plan should cover all stages of the transfer operations and as a minimum, contain: - Inert gas operations. The cargo log must include details of all major events including starting and stopping of main cargo and ballast pumps, tanks being worked and any deviations from the original plan."
8.6 "Is the vessel free of inherent intact stability problems, are officer’s aware of these problems or risks of structural damage due to sloshing, and actions required if the vessel takes on an unstable condition and/or an angle of loll." 8.8 & 8.13 "Verification of compliance with damage stability requirements should be documented in accordance with the company's operating procedures and the company's safety management system. This should include a method of retaining manual calculations and/or stability instrument printouts used to verify compliance, so that this information can be provided to third parties, such as company auditors, surveyors or port State control inspectors. It is recommended that records are retained on board for a minimum of three years to ensure they are available at the next Safety Management Certificate (SMC) audit. (MSC.1/Circ.1461 Part 2 6.1)"
8.8 "Are the cargo, ballast and stripping pumps, eductors and their associated instrumentation and controls including temperature monitoring, in good order and is there recorded evidence of regular testing?" 8.2 "The requirement is to provide an alarm. There is no requirement for temperatures to be displayed or for a high temperature trip to operate, but where this is provided hourly records of temperatures should be maintained. Cargo pump bearings must not have temporary cooling fitted."
8.9 Are officers aware of the column/cofferdam purging routines where deep well pumps are fitted and is the pump leakage within tolerable limits? 8.32 CHEM "The cargo pump cofferdam must be purged on a regular basis to avoid blockages of cofferdams and monitoring leakage detection (hydraulic / cargo). As a guide a small quantity of cargo leakage rate of up to about 0.5 litres/day (and higher with light cargoes) during pump operation is normal. Acceptable leakage rate depends on the type of cargo and possible consequences in case of leakage can cause blockages to the cofferdam. For critical cargoes, when the leakage rate is about 2 litres/day or higher, the pump must be purged a couple of times daily and service (pressure test-repair) carried out at first opportunity. As a guide a small hydraulic leakage rate into the cofferdam up to about 10 millitres/ hr (0.25 litres/day) from the mechanical oil seal or lip seal during pump operation is normal. For short periods of time, higher leakage peaks can occur. Inspectors should be guided by the makers recommendations here."
8.11 Are the cargo and ballast system valves in good order and is there recorded evidence of regular testing? 8.23 "The time taken for power operated valves to move from open to closed, and from closed to open, should be checked regularly at their normal operating temperatures. ISGOTT 11.1.3 Manufacturers guidance should be followed for optimum opening and closing times."
8.12 "Are the cargo system ullage gauges, vapour locks and UTI tapes in good order and is there recorded evidence of regular testing?" 8.24 "Fixed gauges should be checked on a regular basis against portable tapes. If a fixed cargo tank gauging system is fitted but is unreliable and portable tapes/vapour locks are being used as the main method of ullaging, this fact should be recorded as an Observation. The number of tapes in use must be recorded."
8.13 Are the remote and local temperature and pressure sensors and gauges in good order and is there recorded evidence of regular testing? 8.25 Fixed temperature sensors should be compared with portable tapes on a regular basis. Pressure sensors should be checked against a reference pressure gauge periodically.
8.14 Are the cargo tank high level and overfill alarms in good order and is there recorded evidence of regular testing? 8.26 Inspectors should verify the last tests of the high-level alarms and that these are included within the PMS.
8.15 "Where fitted, is the condition of the cargo tank heating system satisfactory, is it regularly tested and is any observation tank free of oil?" 8.27 "Alternative heating may take the form of heat exchangers on each cargo pump. Such systems should be verified liquid tight and visible pipe coating condition in good order. Inspectors should record in the comments if the heating system is in use at the time."
8.19 Are the officers aware of the primary and secondary cargo tank venting systems and are the systems functioning correctly? 8.32 & 8.33 "In addition, for tankers constructed on or after 1 January 2017, the secondary means shall be capable of preventing over-pressure or under-pressure in the event of damage to, or inadvertent closing of, the means of isolation required in regulation 4.5.3.2.2. MSC.392(95) In the case of non-inerted vessels if pressure sensors are provided, the over-pressure setting should be set to alarm at either 10% greater than the normal actuation settings of the pressure valves or slightly higher than the pressure at which the pressure valve meets the maximum load rate for the tank as measured from the pressure flow diagram. The vacuum setting should be either 10% greater than the normal actuation settings of the vacuum valves or slightly higher than the vacuum at which the vacuum valve meets the maximum discharge rate for the tank as measured from the vacuum flow diagram. At no point should the settings for the pressure sensors exceed the safe design pressures of the cargo tank."
8.20 "If stop valves are fitted which permit isolation of individual tanks from the common venting system, are they provided with positive locking arrangements and are the keys under the control of the person in overall charge of the cargo transfer?" 8.34 "In addition, for tankers constructed on or after 1 January 2017, the secondary means shall be capable of preventing over-pressure or under-pressure in the event of damage to, or inadvertent closing of, the means of isolation required in regulation 4.5.3.2.2. MSC.392(95)"
8.22 Was the inert gas system in use and operating satisfactorily at the time of the inspection? 8.36 "New amendments to Solas regulation II - 2/4.5.5 and II - 2/16.3.3 required inert gas systems to be fitted on all new oil and chemical tankers of 8000 DWT and above keel laid date 01 Jan 2016. Systems to be operated when transporting low flash point cargoes of < 60°C. The system shall be capable of maintaining the atmosphere in any part of any cargo tank with an oxygen content not exceeding 8% by volume and at a positive pressure at all times in port and at sea, except when it is necessary for the tank to be gas free. (FSS Code 15.2.1.3.2) The system shall be capable of delivering inert gas with an oxygen content of not more than 5% by volume in the inert gas supply main to the cargo tanks. (FSS Code 15.2.2.1.3) Record an Observation if the oxygen delivery is more than 5% or if a high oxygen level alarm is not fitted, regardless of the date of delivery or if the oxygen percentage of the inert gas in the cargo tanks is more than 8%."
8.23 "Is there evidence to show that regular maintenance has been conducted on the inert gas system, including the overhaul of the non-return valve(s)?" 8.39 Inspectors should verify records of maintenance in line with the PMS including regular greasing and inspections.
8.28 Does the P/V breaker appear to be in good order? 8.48 The P/V breaker should not be set to a lower pressure than that of the secondary venting system. In all cases the P/V breaker should be set within the safe parameters of the tank structure.
8.29 "If the vessel is provided with a nitrogen generator / bottle manifold system, are the officers and crew aware of the specific hazards associated with nitrogen gas?" NEW "Nitrogen is colourless and odourless with no warning properties and can only be detected through the use of gas testing instruments. Personnel should be aware of the potential hazards associated with nitrogen and, in particular, those related to entering enclosed spaces or areas in way of tank vents or outlets which may be oxygen depleted. High concentrations of nitrogen are particularly dangerous because they can displace enough air to reduce oxygen levels to a point where people entering the area can lose consciousness due to asphyxiation. A problem not experienced with flue gas is that nitrogen cannot be detected by human senses, so smell cannot be relied upon and personnel may not be able to recognise the physical or mental symptoms of overexposure in time for them to take preventive measures. (ISGOTT 11.1.15.8)"
8.30 "Are officers and ratings aware of safe entry requirements for the inert gas room(s), are these procedures being followed and where applicable, is fixed oxygen detection provided?" NEW "Vessels delivered on, or after 01 Jan 2016, two oxygen sensors shall be positioned at appropriate locations in the space or spaces containing the inert gas system. If the oxygen level falls below 19%, these sensors shall trigger alarms, which shall be both visible and audible inside and outside the space or spaces and shall be placed in such a position that they are immediately received by responsible members of the crew. (FSS Ch 15 2.2.4.5.4) Where a separate compartment is provided for the nitrogen generator, the compartment shall be fitted with an independent mechanical extraction ventilation system providing six air changes per hour. (FSS Ch 15 2.4.1.3) Where a nitrogen receiver or a buffer tank is installed, it may be installed in a dedicated compartment, in a separate compartment containing the air compressor and the generator, in the engine room, or in the cargo area. Where the nitrogen receiver or a buffer tank is installed in an enclosed space, the access shall be arranged only from the open deck and the access door shall open outwards. Adequate, independent mechanical ventilation, of the extraction type, shall be provided for such a compartment. (FSS Ch 15 2.4.1.4) Spaces containing nitrogen systems shall be clearly marked with hazard notices warning of the dangers of asphyxiation."
8.31 "Are the officers’ familiar with the dangers associated with over pressurisation of the cargo tanks and are procedures implemented to avoid over pressure due to purging, blowing and pigging with nitrogen?" NEW "If there is a requirement to use shore supplied nitrogen, for example for purging tanks, padding cargo or clearing lines, the ship should be aware that this may be at high pressure (up to 10 bar) and at a high flow rate and that it can therefore be potentially hazardous because of the risk of over-pressurisation of the cargo tanks. A risk assessment should be carried out and the operation should only proceed if appropriate risk responses are in place and operating. For vessels receiving nitrogen from ashore, one method of reducing the risk of over-pressure is to ensure that the tank has vents with a greater flow rate capacity than the inlet, so that the tank cannot be over-pressurized. Where closed operations are required the incoming flow of nitrogen must be restricted to a rate equal to, or less than, the maximum flow of vapour possible through the vapour return line. Positive measures to ensure this should be agreed. A small hose or reducer prior to the manifold can be used to restrict the flow rate, but pressure must be controlled by the terminal. A gauge will permit the ship to monitor the pressure. It is not appropriate to attempt throttling a gas flow by using a ship’s manifold valve that is designed to control liquid flow. (ISGOTT 11.1.15.8) The flow rate of the supplied nitrogen should not exceed the maximum venting capacity of the ships PV valves or the shore vapour return system. Purging, blowing pigging etc should be conducted using Nitrogen and not compressed air."
8.34 "If the vessel is Crude Oil Washing, has the COW system been tested for integrity, appropriate checks complete and all associated COW equipment in good operational order?" 8.55 The oxygen content of each cargo tank to be crude oil washed shall be tested with portable equipment prior to COW and the results recorded in the deck or cargo log.
8.46 "Is the pump room gas monitoring system in good order, regularly checked and are officers aware of the alarm settings?" 8.77 Question is also applicable to trunk spaces and to ballast pump rooms where fixed gas detection is installed.
8.48 Is all lighting in the pumproom or trunk space operational and does it appear adequate to illuminate the space? 8.79 Care should be taken to ensure like for like light bulbs with the same illumination are used rather than lower wattage bulbs as this may reduce the light range in enclosed areas.
8.49 "f the vessel uses its own cargo hoses, are they in good order, pressure tested annually and is a record of all hose tests and inspections maintained on board?" 8.80 Cargo hoses in service should have a documented inspection at least annually to confirm their suitability for continued use. This should include: - A visual check for deterioration/damage. - A pressure test to 1.5 times the Rated Working Pressure (RWP) to check for leakage or movement of end fittings. (Temporary elongation at RWP should be measured as an interim step.) - Electrical continuity test. (ISGOTT 18.2.6.1)
8.50 "Are all cranes and other lifting equipment properly marked, regularly inspected, tested and are the vessels crew aware of maintenance requirements?" 8.81 & 8.83 "Monitoring the wear of a slew bearing on cranes should be conducted following the recommendations of the crane/slew bearing manufacturer. There are two commonly recommended practices: • Grease sampling – this measures the metallic content found in the grease which gives an indication of the wear taking place. • Rocking test – this measures the play (or relative movement) between the inner and outer bearing race, to give an indication of the wear taking place."
8.51 Are the officers and crew familiar with the requirements and risks during ship to ship operations? 8.84 "A risk assessment should be undertaken when considering the suitability of an STS transfer location. A further risk assessment should be made for the STS operation. (STS Guide 1.4) All STS transfer operations should be conducted under the co-ordination and advisory control of one individual, who will either be one of the Masters concerned, an STS Superintendent or the POAC. To prevent fatigue during extended operations, the role may be formally transferred to another suitably qualified person (STS Guide 1.5.1). In case the vessel is equipped with permanent fenders and hoses, there shall be procedures in place to monitor and assess the condition of such equipment in accordance with manufacturer guidelines."
8.52 Does the POAC have the necessary qualifications and experience and are officers aware of these requirements? NEW "For transfers involving MARPOL Annex I cargoes, the POAC should have at least the following qualifications or level of experience: · An appropriate management level deck licence or certificate meeting international certification standards, with the International Convention on Standards of Training Certification and Watchkeeping for Seafarers (STCW) (reference 9) and dangerous cargo endorsements up-to-date and appropriate for the ships engaged in the STS operation. · Attendance at a recognised ship handling course. · Experience in conducting mooring/unmooring operations in similar circumstances and with similar vessels. · Experience in oil tanker cargo loading and unloading. · A thorough knowledge of the transfer area and surrounding areas. · Knowledge of spill clean-up techniques, including familiarity with the equipment and resources available in contingency plans. · Knowledge of STS operations plans (see appendix A1.5) and associated joint plans of operation (see section 5.2). For transfers involving cargoes other than MARPOL Annex I cargoes, it is recommended that the STS Superintendent has similar qualifications and levels of experience to those detailed above, relevant to the type of cargo transferred. (STS Guide 1.7)"
8.54 Are officers aware of the requirements of the ship-to-ship transfer checklists and are there records of STS operations maintained? 8.86 "Note: STS records which should include, but not limited to the following: 1. STS Checklists as per latest ICS/OCIMF/SIGTTO/CDI guidelines edition 2013 2. The JPO (Joint Plan of operations) as provided by the service provider 3. Risk assessment as submitted by the Service Provider 4. Detailed Mooring Plan of participating vessels. 5. Copies of certificates of fender and hoses 6. Notification to coastal authorities 7. Details of Drills associated with the specific STS Operation 8. Records of Crew Experience Post feedback/ assessment by the Master If the vessel has been engaged in STS operations in the past 12 months then records should be spot checked for compliance."
8.55 "If a ship-to-ship transfer was in progress during the inspection, was it conducted in accordance with the recommendations of the OCIMF/ICS STS Transfer Guide?" 8.87 "To eliminate the potential for incendive arcing between the two ships, when presenting the hose string for connection one of the following arrangements should be used: · A single insulating flange fitted at the manifold of one ship or within each hose string and all hoses in the string electrically continuous; or · A single length of electrically discontinuous hose fitted in each hose string; or · Hoses that are specially constructed to prevent static build-up and limit electrical conductance to an inherently safe level. Where an insulating flange is used, it is important that no part of the conducting hose outboard of the insulated flange comes into contact with the ship to which the insulating flange is fitted, for example from the use of non-insulated hose saddles, as this could cause a spark. (STS Guide 3.10.4) Synthetic moorings passed through shipside fairleads may be subjected to chafing from cyclical loading due to the vessel's motion. Lines can be protected with suitable chafing covers. The covers may be lubricated to minimise the potential for them being damaged. Additional lines should be readily available to supplement moorings if necessary, or in the event of a line failure. (STS Guide 6.6.2)"
9.1 Are certificates available for all mooring lines and wires? 9.1 "For ship’s following guidance in MEG4, mooring line and tail certificates should follow the guidance for the purchaising and testing of mooring lines and tails as provided in Apopendix B of the Mooring Equipment Guidelines (MEG4)"
9.2 Does the ship have a Mooring System Management Plan? NEW "Each ship should be provided with a Mooring System Management Plan (MEG 1.9). The objective for the MSMP is to ensure that all assessed risks are effectively managed through the design and operation of the mooring system. Its aim is to ensure that during mooring operations, no harm comes to ship or terminal staff or damage to the ship or terminal/facility it is interfacing with, and that the mooring system meets applicable regulations, codes and recommended practice. The MSMP contains details of items that may be ship or operator specific (e.g. parts of the operator’s SMS), and guidance on items that should be retained in a Mooring System Management Plan Register (MSMPR) that stays with the ship throughout its life-cycle. While all new ships should be able to achieve all parts of the proposed MSMP structure, existing ships may experience limitations particularly in accessing original design information. It is recommended that existing ships undertake the necessary due diligence to collate required information or align their operating practices with these fundamental safe mooring principles, so far as it is possible and practicable. The MSMP will consist of the following: Part A – General ship particulars Part B – Mooring equipment design philosophy Part C – Detailed list of mooring equipment Part D – Inspection, maintenance and retirement strategies Part E – Risk and change management, safety or personnel and human factors Part F – Records and documentation Part G –Mooring System Management Plan Register (MSMPR) It is recommended that the MSMPR is available to ship’s staff and others authorised to review or monitor the equipment status. All stakeholders have a responsibility in collaborating to ensure the MSMPR is appropriately created. Ship operators and ship builders should work together to ensure risks during operation and maintenance are reduced through mooring design (MEG 1.9.2)."
9.3 Does the ship have a Line Management Plan? NEW "It is recommended that ship operators develop a programme for line maintenance, inspection, retirement and end-to-end policy. This will reduce unnecessary degradation of the lines and ensure lines are operated within safety margins over their service life. Each type of mooring line will need different maintenance and inspection processes but the process for deciding on a safe discard criterion should be similar and based on manufacturer guidance and operational experience. Inspection and discard guidance is covered by industry standards such as ISO 4309 Cranes – Wire ropes – Care and maintenance, inspection and discard and CI 201 Fibre rope inspection and retirement criteria, but further product specific inspection instructions should be provided by the line manufacturer. The maintenance, inspection and retirement programme should be developed as part of the mooring line specification and selection process and documented in the ship’s LMP (MEG 5.4) "
"The ship operator is responsible for the development and implementation of the ships LMP. The LMP will contain the ship operator’s requirement for the management of mooring line maintenance, inspection and retirement during the operational phase of the mooring line lifecycle. The LMP can be a standalone tool or it may be integrated into existing safety or maintenance management systems. It can be available as hard or electronic copy, or both. Whatever the format, the LMP should be capable of being updated. It should be accessible for internal and external compliance verification, ship personnel training and communication with manufacturers. LMP information should be stored in a location that is easy for all users to access, e.g. on a computer system that can be accessed from both the ship and shore or compiled in a single physical location. It should be easy for the system users to access the LMP information from a single physical or virtual location. Table 5.2 (in Meg4) gives an example overview of the type of information that could be included in the LMP for maintenance, inspection and retirement, as well as general considerations that apply to the safe use and maintenance of mooring lines. Operators can use the table as a starting point for the development of their LMP but should recognise that this list it is not considered exhaustive. (MEG 5.4.2) Note: Inspector should check that the Line management plan takes into account the mooring line manufacturer’s recommendations and that the ship’s mooring lines are being managed in line with the Operator’s retirement and end to end policies"
9.4 "Have the operator’s policies on line inspections, retirement and wear zone management been implemented as outlined in the Line Management Plan?" NEW "It is recommended that operators develop a programme for line maintenance, inspection and retirement. This will reduce unnecessary degradation of the line and ensure lines are operated within safety margins over their service life. (MEG 5.4) The frequency of inspections should be clearly defined in the ships LMP in accordance with the operators overall planned maintenance policies. The frequency of inspections should be based on several factors such as mooring frequency, severity of loading conditions and consistency of line configuration. Operators should work with line manufacturers when creating inspection procedures to make sure appropriate frequencies are chosen to suit their trading patterns (MEG 5.4.3) All types of mooring lines experience localised fatigue and damage caused by common line routeing and deployment processes. Wear zone management techniques include effective documentation of a maintenance plan; the determination of minimum lengths required to satisfy operational requirements; a maintenance plan that outlines the frequency and approach for end-for-ending lines and rotating lines to different winches or locations to help shift the contact points; a programme in which sections of damaged line are cropped and sent to the manufacturer or a test laboratory for detailed examination and break testing so as to provide feedback on the severity of damage and related strength loss which can guide future maintenance decisions. (MEG 5.4.4) Note: Inspector should check that the ship’s mooring lines are being managed in line with the Operator’s retirement and end to end policies. Record an observation if the ships records indicate that the management of mooring lines is not as per the policy and/or schedule outlined in the line management plan."
9.5 "Do all mooring lines and where fitted, mooring tails, meet Industry guidelines?" 9.2 "The mooring lines fitted should have a Line Design Break Force (LDBF) of 100-105% of the Ship Design MBL (MEG 5.2.1). Common materials include polyester, polyester/polyolefin composites and polyamide. To increase fatigue life and strength, it is recommended that tails have the same rotation properties as the main line. Synthetic tails should have a TDBF 25-30% higher than that of the ship design MBL. (MEG 4.5.8) Mooring tails can be of any length necessary to provide sufficient system compliance but are normally between 11m and 22m. Mooring tail length, construction and material in operation should be as specified the mooring analysis and required by the mooring arrangement. Mooring lines and tails should be inspected before every use and according to the requirements of the Line Management Plan. The additional risks posed by jacketed rope constructions also applies to mooring tails and users must ensure that this is adequately addressed in the Line Management Plan. Operators should aim to retire tails at, or before, the time they reach 75% of the ship design MBL (see figure 1.4). The tail should follow the same process for determining and managing the service life that is used for mooring lines and the retirement policy should be recorded in the Line Management Plan. (MEG 5.8.8)"
9.8 Are moorings satisfactorily deployed and tended? 9.6 "Permanently marking snap-back danger zones on the deck is not recommended. Although there are areas of increased snap-back risk, it is not possible to accurately calculate the whole range of snap-back danger zones needed to ensure personnel are safe. Marking snap-back danger zones creates a false sense of safety for personnel standing outside of a marked danger zone. Instead it is recommended that the entire area of the mooring deck is considered and area of elevated risk, particularly from snap-back, and that personnel are made aware when they are entering this elevated risk area. It is recommended that mooring decks are marked, e.g. using ropes, barricades and signs, to make sure personnel entering this area are made aware of the risks. (MEG 5.2.5.2)"
9.11 On split drum winches are all the lines made fast with no more than one layer on each tension side of the drum? 9.9 "Guidance on the minimum number of turns should be obtained from the line manufacturer and documented in the Line Management Plan. If guidance is not available, a minimum of eight turns should be used. Operation with additional layers will decrease the brake holding capacity (MEG 6.3.4.1 & 6.4.5)"
9.12 "If mooring tails are fitted to wires or HMSF lines, do they have proper connections and are they correctly fitted?" 9.10 "It is critical that the connecting links are in good condition and are rigged in accordance with the shackle, line and tail manufacturer’s instructions. There are several manufacturers of joining shackles and currently there is no standard value for the safety factors between SWL and minimum yield strength or Ultimate Tensile Strength (UTS)/failure values. However, most manufacturers will supply connection devices that have a safety factor of 3, i.e. a breaking load that is 3 x SWL. This is a greater safety factor than is used for lines. The SWL of joining shackles should always be equal to, or greater than, the WLL of the lines in the mooring system, so that the SWL will never be exceeded within the working load range of the lines to which they are attached. Although WLL values for wires and synthetic lines are slightly different (55% and 50% of ship design MBL respectively) it is not intended that joining shackle manufacturers or ship operators attempt to match the SWL of the shackle to the WLL. In the absence of a standard value for safety factors, a minimum safety factor of 3 is recommended. Deviations from this should be considered in the context of the overall mooring system design to minimise the risk of connecting device failure. (MEG 5.8.4.1)"
9.17 "Are mooring wires, lines, synthetic tails and connecting apparatus in good order?" 9.15 All splices and repairs should be made in strict accordance with the manufacturer’s instructions and performed by a competent person. Records should be maintained of inspections and repairs for each line or tail.
9.18 "Are pedestal fairleads, roller fairleads and other rollers well-greased and free to turn and are bitts and chocks free of grooving?" 9.16 "Notes: If fibre mooring lines are used, the chocks and fittings they come into contact with should prevent damage from abrasion or cutting. All rolling chocks, and pedestals should rotate freely and be regularly maintained."
9.19 Is mooring equipment marked with its SWL? 9.17 The SWL of the fitting should be equal to or greater than the ship design MBL. (MEG 1.4.2)
9.24 Is the crew aware of the design limitations of their anchor windlass and systems? NEW "design/operating limitations of windlasses fitted. Limiting factors to consider may include current, wind, water depth, and the length/weight of the chain and anchor. Crew should be guided by recommendations in the OCIMF publication Anchoring Systems and Procedures, especially section 3.8.1.1 Protection Against Catastrophic Failure."
9.26 "If the vessel is equipped for mooring at single point moorings, does it meet the recommendations as applicable, contained in Mooring Equipment Guidelines?" 9.23 "However, only one pedestal roller should be used for each bow chain stopper, and in no circumstances, should the number exceed two. The angle of change of direction of the pick-up line lead should be minimal. Tankers may be rejected by some terminals if the angle of change of direction is large, such as an aggregate of all changes exceeding 90 degrees. If used, it is essential that pedestal roller(s) are correctly aligned with the winch storage drum and the centre of the bow chain stopper. This enables a direct lead from the centre of the bow fairlead to the centre of the bow chain stopper while allowing the pick-up line to be stowed evenly on the stowage drum. There should be at least three metres distance between the bow chain stopper and the closest pedestal roller to allow for the pick-up line eye, connecting shackle, shipboard-end oblong plate and a number of chafe chain links. There should be no obstructions or fittings (e.g. a hatch with securing dogs) close to the route of the pick-up line or chain to ensure that if the line is allowed to run free during letting go it is unlikely to snag on any such structure."
10.3 Are the engineers demonstrating knowledge and understanding of the chief engineers standing orders and instructions and are the standing orders posted and signed by all engineers? 11.5 Night orders should be written as and when they are required to supplement the standing orders during periods of manned E/R. For periods of UMS night orders will not generally be required.
10.4 "Are the engineers familiar with safe entry requirements to the machinery space when operating in the UMS mode, especially with regards to use of the dead man alarm where fitted?" 11.6 & 11.7 "Safe entry requirements should be clearly posted at the normally accessible entrance to the machinery space including the requirements to use the dead man alarm (where fitted) during rounds in the machinery room. In addition to manual operation from the machinery space, the engineers’ alarm on ships with periodically unattended machinery spaces should operate when the machinery alarm is not acknowledged in the machinery spaces or control room in a specified limited period of time, depending on the size of the ship but not exceeding 5 min. (Resolution A.1021(26) 8.3) The engineers’ alarm on ships with periodically unattended machinery spaces should operate when the machinery alarm is not acknowledged in the machinery spaces or control room in a specified limited period of time, depending on the size of the ship but not exceeding 5 minutes. On ships constructed before 18th January 2010 the time may be set in excess of 5 minutes (A.686(17) section 7.2)."
10.5 "Are engineers aware of the entries required in the engine room log book, and are the entries clear, comprehensive and adequately maintained?" 11.8 "The vessel's Safety Management System should indicate which fields are required to be completed in the engine logbook. Entries should include; - Vessels operating UMS, the times when UMS and manned status; - Bunkering operations and major internal oil transfers; - Fuel and lube oil ROB's; - Changeover fuel / entering ECA; - Machinery operating parameters (RPM, load, temperature and pressures) - Chief engineers signature on a daily basis;. Errors made in the log should be struck through with a single line and initialled and dated. Random sampling of logs should be made to ascertain running hours within maintenance periods, shared hours on generators and alarms identified and not by-passed."
10.6 Can the engine room staff demonstrate full knowledge of essential emergency equipment and are instructions clearly posted on site for safe operation? 11.9 The use of photographs to supplement instructions within start up procedures has proven to be a very effective way of explaining systems.
10.7 "Does the operator subscribe to a fuel, lube and hydraulic oil testing programme on a frequency in accordance with the manufacturers recommendations and are there procedures to act on these results?" 11.10 "Oil analysis should be conducted in line with manufacturers recommendations, but in any case, on a regular basis to enable trends in oil condition to be determined. Trends will indicate if the state of lubricating oil is staying safely in equilibrium or if it is moving towards condemning limits. Before condemning limits are reached, recommendations will often be given for corrective action. The recommendations of the lube oil analysis should be followed and there must be evidence to show this as undertaken. Observations shall be raised for any ""critical"" (red status) condition regardless of actions taken. In such case inspectors should include those actions taken (if any) to provide the full status of events at the time. Report which groups of oils are subject to testing programme and frequency of testing (i.e. Fuel oils, main engine lub oils, hydraulic oils, thermal oils etc)."
10.8 Are the vessels staff engaged in bunkering operations well aware of safe transfer requirements and are detailed bunker transfer instructions available? 11.11 "The Company should consider the following items with procedures: - Monitoring of the bunkering operation and checking it conforms to the agreed procedure. - Changing over tanks during loading. - Containment arrangements and clean-up equipment to be available. If H2S has been detected, the bunker tank should be periodically tested. The use of personal H2S gas monitoring instruments for personnel engaged in cargo operations is strongly recommended. (This also applies to bunker operations) (ISGOTT 2.3.6.4)"
10.9 "Are the engineers aware of the requirements for vessels operating within a ECA and are there clear procedures available regarding use of low sulphur fuels in boilers, main plant and auxiliary engines?" 11.12 Evidence in the form of a Statement of Compliance issued by Class and/or Manufacturers documentation must be provided onboard to verify that the vessel can safely operate on low sulphur fuels in the ECA areas.
10.10 Are the engineers aware of the requirements and precautions necessary to control the change from residual to low-sulphur fuels and are these requirements posted? 11.13 "Hazard Identification (HAZID) Assessment should be performed. The HAZID should include the changeover procedure i.e. from marine residual fuel oil to marine distillate fuel and vice versa and include details such as automation timings. Tanker owners should consider the following items as part of their assessment of the changeover and long-term use of low Sulphur marine distillate fuel: • Fuel storage and handling. • Boilers, including combustion control. • Main and auxiliary engines. The procedures should include: • Instructions on when to initiate the fuel changeover operation in order to ensure timely changeover to low Sulphur marine distillate fuel, always taking safety of navigation into consideration. Details should be included in the vessel’s passage plan. • The sequence of valve operation during the fuel changeover process together with cautionary notes on the management of fuel oil heaters, the control of trace heating systems, the possible contamination of fuel tanks and fuel compatibility tests. • Advice and guidance on any associated issues that could be a consequence of the fuel changeover operation. In particular, engine room arrangements, such as filters, should be addressed in the procedure."
10.11 If the vessel is fitted with a class approved Exhaust Gas Cleaning System are the officers well familiar with the system and safety requirements and are these documented? NEW "Hazardous chemicals are used in a number of Exhaust Gas Treatment Systems (EGTS) and adequate controls should be put in place to protect ships’ staff. There is also a possibility of further hazardous chemicals and compounds (such as ammonium bi-sulphate in Selective Catalytic Reduction Systems (SCR) being generated. These will require robust procedures and crew training, as well as adequate signage and personal protective equipment (PPE). Crew training should cover the normal operation of the EGTS, including bunkering of any chemicals (consumables), calibration of sensors and routine maintenance, as well as the procedures to be followed in case of system failure and deviation from normal operation. IMO has identified the following as potential safety hazards associated with EGCS: - Handling and proximity of exhaust gases - Storage and use of pressurised containers of pure and calibrated gases - Position of permanent access platforms and sampling locations - Hazards associated with the handling of caustic materials Crews should be adequately trained to handle hazardous reactants or chemicals used (or chemicals that are created as a result of the process) and be trained to deal with possible medical emergencies. The required Personal Protective Equipment (PPE) is dictated in the associated Safety Data Sheet (SDS) of the hazardous chemicals that will be handled. Health, safety and environmental risk assessments associated with EGCS should be performed to identify hazards and to facilitate the reduction of uncertainties associated with costs, liabilities or losses. (OCIMG Guide for Implementation of Sulphur Oxide Exhaust Gas Cleaning Systems)"
10.13 Is a Ship specific list of Critical equipment defined and available on board and highlighted in the PMS? Are there measures in place to ensure that defined critical spare parts are available on board? 11.15 "The Company should establish a minimum level of critical spare parts for the vessel based on a risk assessment that should include consideration from manufacturers recommendations, class requirements and redundancy factors of machinery. There should be an effective means to ensure that the level of critical equipment can be monitored."
10.16 Are engineers aware of the testing requirements and able to demonstrate familiarity with the procedure for testing of emergency equipment? 11.19 "Where fitted, the APS (Alternative Propulsion System) should be periodically tested in accordance with class and PMS requirements. Engineers should be familiar with the operation of the systems and clear instructions should be displayed."
10.17 "Are engineers aware of the operation of the machinery space liquid fuel system remote closing valves, and are the closing devices regularly tested and in good order?" 11.20 Inspectors should witness the test of the quick closing valve for the emergency generator where permitted.
10.22 "Where hydraulic aggregate pumps are located within the main engine compartment, is an oil mist detector fitted?" 11.27 "The interpretation of a fully segregated compartment is one to prevent hydraulic vapours/mist from easy reach of an adjacent or hazardous space and ignition source, hence; o Any wire runs, kick-pipes, or other passes through a bulkhead to the space should be insulated with a fire retardant putty or similar material o Doors/hatches/wire runs need not be water tight."
10.23 "Are the main switchboard, alternators and other electrical equipment satisfactorily protected from water spray?" 11.28 "Electrical equipment intended for exposure to wetness, will be constructed to an ingress protection “IP” rating e.g. IP65. Systems within an engine control room are generally protected from such risk and so will not require high ingress protection, though there should be consideration for any flanged liquid piping such as air conditioning cooling lines located within the same space for the effects of failure and mitigation measures such as splash tape applied."
10.24 Is deck insulation provided to the front and rear of medium power (i.e. 220V and above) electrical switchboards and is it in good order? 11.29 Insulation matting should conform to a minimum 1000V (depending on the system) - European Standard IEC:61111:2009 or equivalent.
10.27 Is all moving machinery provided with effective guards and adequate eye protection available? 11.32 "Correct safety guards should be securely fixed to appliances requiring them and should be checked for security before starting any operation. Such guards should only be removed when the equipment is not operating. (COSWP 18.22.8) No machine should be used when a guard or safety device is missing, incorrectly adjusted or defective, or when it is itself in any way faulty. If any defect is identified, the machine should be isolated from its power source until it has been repaired. (COSWP 18.23.2)"
10.29 Are machinery spaces and steering compartments clean and free from obvious leaks and is the overall standard of housekeeping and fabric maintenance satisfactory? 11.37 & 11.38 "Note: Bilges, Workshops, compressor rooms, chemical stores, spare gear stores, electrician’s store/workshop, IG rooms, and boiler rooms should be checked and free of oil, rubbish and sediment. Safety notices and signs appropriate to the specific compartments should be posted."
10.31 "Are seawater pumps, sea chests and associated pipework in good order and free of hard rust and temporary repairs, particularly outboard of the ship-side valves?" 11.40 Straub couplings are not acceptable as a permanent repair except where fitted as part of an original design system. Inspectors should ascertain where such couplings are installed that they meet the original plans/design and are the correct type of coupling (straub couplings come as open flex (repair) and a more permanent type).
10.34 Are officers fully familiar with all starting procedures for the emergency generator and are these procedures clearly and displayed? 11.43 "It is recommended that the Emergency Generator is tested, provided it is safe to do so."
10.36 "Where an emergency generator is not fitted, are engine room emergency batteries in good order and fully charged?" 11.45 No accumulator battery fitted in accordance with this regulation shall be installed in the same space as the emergency switchboard. An indicator shall be mounted in a suitable place on the main switchboard or in the machinery control room to indicate when the batteries constituting either the emergency source of electrical power or the transitional source of electrical power referred to in paragraph 3.2 or 4 are being discharged. (SOLAS II-I Reg 43.5.3).
10.39 Are the officers aware of the test requirements for the steering gear both pre-departure and for emergency steering drills and have these tests been conducted satisfactorily with operating instructions clearly posted? 11.48 & 11.49 & 11.50 "Within 12 hours before departure, the ship's steering gear shall be checked and tested by the ship's crew. The test procedure shall include, where applicable, the operation of the following: - the main steering gear; - the auxiliary steering gear; - the remote steering gear control systems; - the steering positions located on the navigation bridge; - the emergency power supply; - the rudder angle indicators in relation to the actual position of the rudder; - the remote steering gear control system power failure alarms; - the steering gear power unit failure alarms; and - automatic isolating arrangements and other automatic equipment. (SOLAS V Reg 26.1) The checks and tests shall include: - the full movement of the rudder according to the required capabilities of the steering gear; - a visual inspection for the steering gear and its connecting linkage; and - the operation of the means of communication between the navigation bridge and steering gear compartment. (SOLAS V Reg 26.2) The Administration may waive the requirements to carry out the checks and tests prescribed in paragraphs 1 and 2 for ships which regularly engage on voyages of short duration. Such ships shall carry out these checks and tests at least once every week. (SOLAS V Reg 26.5) Drills shall take into consideration the manning levels required to operate the emergency steering satisfactorily."
10.44 Are the officers and crew aware of the safe operating requirements of any watertight doors fitted? NEW "Drills for the operating of watertight doors, side scuttles, valves and closing mechanisms of scuppers, ash-chutes and rubbish-chutes shall take place weekly. In ships in which the voyage exceeds one week in duration a complete drill shall be held before leaving port, and others thereafter at least once a week during the voyage. (SOLAS V Reg 21.1) A record of all drills and inspections required by this regulation shall be entered in the logbook with an explicit record of any defects which may be disclosed. (SOLAS V Reg 21.4) Watertight door controls, including hydraulic piping and electric cables, shall be kept as close as practicable to the bulkhead in which the doors are fitted, in order to minimize the likelihood of them being involved in any damage which the ship may sustain. The positioning of watertight doors and their controls shall be such that if the ship sustains damage within one fifth of the breadth of the ship, as defined in regulation 2, such distance being measured at right angles to the centreline at the level of the deepest subdivision draught, the operation of the watertight doors clear of the damaged portion of the ship is not impaired. (SOLAS II-I Reg 13.5.3) All power-operated sliding watertight doors shall be provided with means of indication which will show at all remote operating positions whether the doors are open or closed. Remote operating positions shall only be at the navigation bridge. (SOLAS II-I Reg 13.6)"
11.1 "Is the general condition, visual appearance and cleanliness of the hull satisfactory." 12.1 "For the purpose of uniformity the assessment of coating condition should be based on the same guidance as per RESOLUTION MSC.261(84) Coating condition is defined as follows: GOOD condition with only minor spot rusting; FAIR condition with light rusting over 20% or more of areas under consideration, but less than as defined for POOR condition; POOR condition with general breakdown of coating over 20% or more of areas or hard scale at 10% or more of areas under consideration."
11.4 Is the general condition of service pipework satisfactory and is it free from significant corrosion and pitting and soft patches or other temporary repairs? 12.5 "The following deck pipework should be examined, particularly on the underside, for external indications of corrosion and for patching or accelerated wear caused by rope abrasion: - Hydraulic and pneumatic pipework; - Fire mains and associated fittings; - Deck steam lines; - Compressed air lines; - Tank cleaning lines. -electrical conduits, fresh water lines etc. Pipe securing arrangements should be intact and permit free movement of the pipes as necessary. Where deck cargo lines are insulated, the physical condition of the insulating material shall be assessed. Where sliding feet are fitted on deck cargo lines, such sliding feet to be checked to verify that the position of such feet adequately serve the purpose."
11.5 "Are pipe stands, clamps, supports and expansion arrangements satisfactory?" 12.6 Particular care should be taken in areas of piping permanently protected by insulation and there should be a maintenance plan in place to ascertain the condition of the piping in these areas.
11.7 "Are fuel, ballast and other space vents and air pipes in good order and does visual evidence indicate regular maintenance?" 12.8 & 12.9 NOTE There is no requirement for ballast tank vents to be fitted with flame screens.
11.8 "Is the general condition, visual appearance and cleanliness of the superstructure satisfactory?" 12.10 "Monkey island fittings should be checked for condition including the mast stays properly secured, magnetic compass binnacle and aerials and supporting brackets in good order."
11.9 Are the deck lights all operational and sufficient in number and range to illuminate the deck to facilitate safe working during darkness? 12.11 The deck lighting should be tested even if in daylight to ensure the system is operative and no significant earths on the switchboards.
11.13 "Are accommodation, public spaces, sanitary areas, food store handling spaces, refrigerated spaces, galleys and pantries well illuminated, clean, tidy, in a hygienic condition and obstruction free?" 12.6 & 12.17 "Deep-fat cooking equipment installed onboard ships constructed on or after 01 Jul 2002 in enclosed spaces or on open decks shall be fitted with the following: .1 an automatic or manual fire-extinguishing system tested to an international standard acceptable to the Organization;* .2 a primary and backup thermostat with an alarm to alert the operator in the event of failure of either thermostat; .3 arrangements for automatically shutting off the electrical power upon activation of the fire- extinguishing system; .4 an alarm for indicating operation of the fire-extinguishing system in the galley where the equipment is installed; and .5 controls for manual operation of the fire-extinguishing system which are clearly labelled for ready use by the crew. (SOLAS II-2 Reg 10 6.4)"
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