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SHIP INSPECTION REPORT

LIQUEFIED GAS CARRIER

8th Edition2015

Version 8.4

Gas

Rev. CDI 4/15

Cover

(C) 2015 Chemical Distribution Institute

SHIP INSPECTION REPORT


All rights reserved. Except for normal review purposes no part of this document may be reproduced, utilised, stored in any retrieval system or transmitted in any form or by any means electronic or mechanical, including photocopying, recording or by any information storage or retrieval system without the written permission of the Chemical Distribution Institute (CDI).

ACKNOWLEDGEMENT

The original material contained in this report was prepared by The Centre for Advanced Maritime Studies, Edinburgh, UK under the guidance of the CEFIC Marine Standards Work Group, which contribution is gratefully acknowledged.

The contribution made by all members of the CDI-Marine Technical Committee in the preparation of this, the Eight Edition of the SIR, is gratefully acknowledged.

NOTICE OF TERMS OF USE

While this report has been developed using the best information currently available, it is intended to be used entirely at the user’s own risk. No responsibility is accepted by the Chemical Distribution Institute (CDI) or any person, firm, corporation or organisation who or which has been in any way concerned with the furnishing of information or data, the compilation, publication or any translation, supply or sale of this report, for the accuracy of any information given herein or for any omission here from or for any consequences whatsoever resulting directly or indirectly from information contained herein even if caused by a failure to exercise reasonable care.

First published in 1993 - 6/93

Second Edition 1997 - CDI, 2/97

Third Edition 1998 - CDI, 3/98

Fourth Edition 2000 - CDI, 3/2000

Fifth Edition 2003 - CDI, 3/2003

Sixth Edition 2007 - CDI, 4/2007

Seventh Edition 2011 - CDI, 7/2011

Eighth Edition 2015 - CDI, 4/2015

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INDEX

INDEX

A. GENERAL INFORMATION

A.1 General Information and Communications

A.2 Operations During Inspection

B. INSPECTION SUMMARY

Closing Meeting, Observations and Remarks

1 CERTIFICATION, MANNING ETC.

1.1 Ship Certification

1.2 Information

1.3 Certification of Personnel

1.4 Radio and Communications

1.5 Surveys and Dry-docking

2 MANAGEMENT AND PERSONNEL

2.1 Administration

3 BRIDGE

3.1 Navigation and Bridge Organization

3.2 Crew Knowledge and Proficiency

4 MOORING

4.1 Mooring


5 CARGO OPERATIONS

5.1 Cargo Transfer Operations

5.2 Ship to Ship Transfer Operations

5.3 Cargo Custody

5.4 Cargo Handling & Monitoring Equipment


INTRODUCTION

LIST OF ABBREVIATIONS

INSPECTION RECORD DATA

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INDEX

6 ENGINE DEPARTMENT

6.1 Administration

6.2 Operations

6.3 Machinery

6.4 Machinery Spaces


7 OPERATIONAL SAFETY

7.1 Operational Safety


8 HEALTH, SAFETY AND PERSONNEL PROTECTION

8.1 Health and Safety

8.2 Personnel Protection


9 FIREFIGHTING

9.1 Firefighting Equipment


10 LIFESAVING

10.1 Lifesaving Appliances


11 ENVIRONMENTAL PROTECTION

11.1 Environmental Protection


12 SECURITY

13 HULL AND SUPERSTRUCTURE

14 ACCOMMODATION

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INTRODUCTION

BACKGROUND

Definitions: ‘’Ship Operator’’ is the company signing the Annex B Agreement with CDI.

‘’Technical Manager’’ is the ISM Manager and holder of the DOC.

This Ship Inspection Report (SIR) was developed as part of the CEFIC “Safety and Quality Assessment System for the Management of Ship Operations”. The document was transferred to CDI for global application and implementation across the world fleet of Chemical and LPG tankers.

For assessment purposes, the SIR should be read in conjunction with the current version of the Vessel Particulars Questionnaire (VPQ).

The aim of the SIR is to give an accurate assessment of the ship at the time the inspection is carried out. The SIR is essentially a quality assessment of the ship, its operations and personnel which also incorporates essential aspects of safety and environmental protection.

Compliance with statutory, recommended and desirable items is identified within the SIR. Observations to all negative answers are listed in Section B (Inspection Summary). The Inspector may additionally remark on any answer or section deserving further expansion and on any conditions or occurrences observed during the inspection which were contrary to safe working practices. Inspectors are encouraged to document positive items and best practices that are noted on board, as well as items that have been corrected prior to completion of the inspection.

The SIR does not attempt to pass or fail the ship for any particular purpose but rather to give an assessment of compliance at the time of the inspection as measured against internationally accepted standards.

THE Inspector

The highest standards of ethical behaviour are expected from CDI Inspectors. The findings and any ship operator comments presented in the SIR are to be regarded as confidential and the property of the Ship Operator and on no account shall the Inspector discuss the contents of the report with any third party.

The Inspector will be an observer only and shall not interfere or become involved in the operation of the ship or be a party in any discussion between the ship, terminal, port authorities etc.

The Inspector shall not operate any equipment or advise on any operational or constructional matters or give any advice on how a particular non-compliance or observation may be corrected. The Inspector may request equipment to be run or operated under test.

A courteous and considerate approach is expected of the Inspector in all dealings with the Master, his crew and any representative from the shore and compliance with CDI's Inspector Code of Conduct. The Inspector should take care to ensure that his actions do not in any way delay or interfere with the normal operation of the ship.

The Inspector is expected to set a good example in all respects, including safety, during the period on board. The Inspector must produce proper identification upon boarding when requested, and as appropriate for the location, utilise protective clothing and equipment including boiler suit, safety helmet, safety shoes, safety gloves, ear protectors and goggles / safety glasses.

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INTRODUCTION

The ship's safety procedures and notices displayed on board the ship must be complied with by the Inspector. The Inspector shall not enter restricted areas unless the Master's permission has been obtained and any relevant permits / checklists have been completed correctly. An Inspector shall not enter an enclosed space unless the procedures detailed in Tanker Safety Guide (Chemicals) Chapter 3 are fully complied with.

STRUCTURE OF THE SIR

All questions are written as statements and are categorised in the column “Cat” as either Statutory (referenced to International Regulations), Recommended (referenced to industry Codes of Practice), or Desirable (required by CDI participants). In addition, questions are asked which are for information only and are non-scoring “NS”

Within a hard copy SIR, statutory questions are identified by "S", recommended questions by "R", desirable questions by "D" and non-scoring questions by "NS". Within the electronic version of the SIR, check boxes for statutory questions “S” are highlighted in red, recommended questions “R” in yellow, desirable questions “D” in green and non-scoring questions “NS” in white.

A "No" answer to a question which is graded statutory does not necessarily imply that the ship, Master or crew are not in compliance with flag or port state requirements.

When a non-scoring question is answered "No", this should not be interpreted that the ship, Master, crew or operation is deficient in anyway. Some non-scoring questions are used as lead questions to other questions which are scoring. Non-scoring questions, in general, do not have a N/A option. When a non-scoring question is marked "No", then any follow on supplementary questions are to be marked N/A, unless other specific instructions are given in the question.

Questions within the SIR which clearly do not apply to the ship should be marked as N/A. Examples of non- applicable questions are where an operational assessment is required of equipment fitted and the ship does not carry the equipment listed.

Questions categorised as statutory and recommended are cross referenced in the SIR to the relevant IMO Conventions, codes, resolutions and marine industry recommendations. Requirements of individual Flag States are not identified.

Questions are also divided into two groups “SI” and “I”, and are identified by the relevant designator “I” or “SI” in the column indicated “Gp.” (Group).

I Inspection questions’: are for full inspection by the Inspector.

Following upload of the SIR by the Inspector, the CDI electronic database gathers the results from the three scoring categories (S, D & R) and produces a report summary with graphical performance diagram. At this stage, the Ship Operator may enter comments against the Inspector's observations and remarks, as well as any other negatives identified in the report.

The report summary performance diagram, summary of observations and remarks, and the Ship Operator's comments are available to users of the CDI system having electronic access to the completed report. The inspector which completed the SIR will have access to any ship operator comments subsequently uploaded into the SIR; the inspector is prohibited from initiating a discussion with the ship operator regarding any operator comments.

SI Self-Inspection questions’: All ships are eligible for Self Inspection.

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INTRODUCTION

INSPECTION PROCEDURES

Inspections using the CDI system can only be carried out by CDI Accredited Inspectors appointed by the CDI Marine Inspection Department. Inspection requests must be made by the Ship Operator via the website facility at: www.cdi.org.uk

Consecutive inspections of the same ship with the same Inspector are not permitted where the Technical Manager of the vessel has remained unchanged. This includes occasions when an Inspector has carried out a "pre-inspection" on the vessel prior to the vessel undergoing a CDI inspection.

Prior to the inspection taking place, the Ship Operator should enter the ship's VPQ to the database. VPQ data should be updated by the Ship Operator as circumstances so dictate. SIR's of ships having no VPQ, cannot be accepted onto the ''active'' database and will remain inaccessible until such time as the VPQ data is entered. In cases where no VPQ data has been entered, arrangements can be made through CDI Administration for entry of the data.

It is the responsibility of the Ship Operator to ensure that the Self-Inspection Document (SID) is provided to the Inspector prior to the inspection. Failure to provide a SID will result in a full inspection.

The Inspector will randomly sample 15% of the SI questions. Where an Inspector finds that the 15% random sample of SI questions have not been answered correctly, the Inspection will revert to a full inspection of the ship.

The time taken for inspection can be greatly reduced by the state of preparedness of the ship. The provision of the SID to the inspector and a review of the latest edition of the SIR, in advance of the inspection will also greatly assist in preparing the vessel and ships staff. To help expedite first time inspections the Ship Operator may consider having a representative on board during the inspection.

An inspection shall not normally be carried out when the ship's key personnel may be expected to take a period of rest. The only exception to this is when special arrangements have been made with the Ship Operator and the Master prior to the Inspector boarding the ship, which shall include written confirmation from the Ship Operator/Master that an appropriate risk assessment has been carried out, indicating it will not have any negative fatigue impact on ships staff or their hours of work or rest.

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INTRODUCTION

OPENING MEETING

On boarding the ship, the Inspector shall identify himself / herself to the Master (or his representative). The Inspector shall outline the objectives and requirements of the inspection. For whatever reason, it remains the prerogative of the Master to decline the inspection. The Inspector and the Master (or his representative) should agree the sequence for the inspection. The inspection should be planned and carried out in a manner which will not conflict with the safe operation of the ship. Regulations concerning the hours of work or rest of the crew shall be respected by the Inspector. The Inspector should establish when key crew members will be available to assist with the inspection and which officers will undertake the Crew Knowledge and Proficiency tests.

During the inspection, it is recommended that the Inspector is accompanied at all times by a responsible and suitably qualified person(s), nominated by the Master.

Proper planning at the Opening Meeting will enable the inspection to be carried out efficiently and with the minimum of disruption to the normal working of the ship.

Should a Ship Operator’s representative (representing either the Ship Operator, Technical Manager or Commercial Operator) be present, then the Inspector will liaise with the Ship Operators’ representative. The Ship Operator’s representative must not however interfere with the inspection procedure or answer questions which are addressed to the Master, officers or crew. Information provided by the Ship Operator’s representative, of which the Master and Officers have no apparent knowledge will be disregarded.

THE INSPECTION

It is a requirement that all questions (statements) in the SIR are answered. Sampling of questions within the report, other than audit of SI questions, is not permitted. However, sampling within a particular question is permitted. For example, when assessing the question on the condition of lifejackets, the Inspector is not expected to examine all lifejackets on board, but only a sufficient number to make an assessment on the condition overall.

When the ship is in operation, some areas may not be capable of inspection. When any question is not addressed due to operational reasons, the N/A check box should be marked and a note made in the relevant Remarks section.

Each question must have one of its check boxes marked. This includes questions which are for Information only.

Items in the report which are marked "Information only" and require data to be entered, must be completed.

For any item marked as a No (other than lead-in questions), an observation must be made in the Inspection Summary (Section B).

With the exception of "familiarity" type questions which by their nature are subjective, answers, observations and remarks must be based on objective evidence. Objective evidence is defined as qualitative or quantitative information, records or statements of fact which is based on observation, measurement or test and which can be verified.

The assurance of ship's staff should not be accepted by the Inspector as compliance with a particular question, without objective evidence being produced to support their assertions.

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INTRODUCTION

Where a question requires 'a procedure', evidence will be sought to verify that the procedure is implemented. Similarly, evidence will be sought to verify written records. In both these cases, where inspection evidence is contrary to the procedure and/or written record, the initial question will be marked as No.

An Inspector may request the demonstration or test of a particular piece of equipment. Should the request be refused, then this should be noted in the relevant Remarks section, together with the reason for refusal.

Requests for a test of equipment should not be made where this will result in a major disruption to the ship's normal operations. i.e. stopping cargo operations, blackout etc.

CREW KNOWLEDGE AND PROFICIENCY CHAPTERS

During the course of the inspection, various members of the crew (including the Master and Officers) should be interviewed to seek evidence of knowledge and proficiency. The purpose of the interview is to ensure that personnel can demonstrate sufficient depth of knowledge and familiarity with the policies, procedures, and equipment on board, as laid down in their job description.

For any item marked as a 'No', an observation must be made to fully describe the reason for the finding.

The final question in these chapters is provided to allow the Inspector to document the results of questioning which has taken him outside the scope of the existing questions for the relevant subject.

CLOSING MEETING

On completion of the inspection, the Inspector will hold a closing meeting with the Master (or his representative). At the closing meeting the Inspector shall provide the Master with the Summary of Observations and Remarks as per Section B of the SIR.

The Inspector shall discuss with the Master (or his representative) the answers given in the SIR and if requested to do so, explain how the answers have been determined. Should a "No" answer; an observation or a remark be contested, then the Inspector shall give the Master the opportunity to produce objective evidence to satisfy the requirement. If satisfactory evidence of compliance is produced, then the answer to the question may be amended. Answers to questions, or the Summary of Observations and Remarks, should not be amended after the Inspector leaves the ship

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INTRODUCTION

The Master should be requested to sign the Summary of Observations and Remarks to signify he has received them. The Master's signature is for receipt only and does not infer that the Master agrees with assessment or observations.

The Master (or his representative), must be given the opportunity to comment in writing on the contents of the SIR and the Summary of Observations and Remarks. Any written comments from the Master (or his representative) shall be recorded on, or attached to, the Summary of Observations and Remarks. Where the Master (or his representative), chooses to make written comment, this must be accompanied by his signature.

The Inspection does not result in a pass or fail. The SIR is for consideration by a potential Charterer only. The Inspector shall not indicate to the Master, Ship Operator’s representative or any other person, the standard of the ship or the possible eventual outcome of the inspection.

PROCESSING THE REPORT

During, or on completion of the inspection, the Inspector shall enter all the inspection data into his computer terminal and then up-load the report to the CDI database in accordance with the procedures governing control of the CDI database system.

The SIR must be uploaded to the CDI database as soon as is practically possible after the inspection.

Except in exceptional circumstances (or when instructed by CDI), copies of the list of Observations and Remarks should not be faxed, or transmitted by any other means, to any person or business who is not the Ship Operator initiating the inspection. SIR data is privy to the accredited Inspector (which includes persons employed by the Inspector or under the direct control of the Inspector) and the Ship Operator. Persons, who do not have approved access to the SIR data on the CDI electronic database, are not permitted to sight the SIR data in any other form or format.

The use of the electronic database provides a level of security for the SIR data which is easily compromised if information is faxed or mailed to uncontrolled third parties.

The Inspector is responsible for the security of the SIR data (hard copy and electronic) between the time of carrying out the inspection and uploading the data to the CDI database. Within the confines of this procedure, the Inspector shall ensure that a backup of the SIR data is available in the event that the original SIR data is lost prior to uploading to the CDI database. Inspectors are required to ensure that:

- All laptops and portable data storage devices are password protected.

- All MS Excel, pdf and XML files are deleted from laptops and portable data storage devices after conveyance of the document to the relevant party. - Historic report data is only retained on office hard drives in the client.rep file format.

After uploading SIR data to the CDI database all SIR data which includes the completed questionnaire and the Summary of Observations and Remarks shall be retained by the Inspector for a period for the validity of the report. Thereafter, the data may be disposed of in a safe and secure fashion

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INTRODUCTION

VALIDITY OF REPORT

The report is valid for twelve months, after which it is archived. If at any time within the validity of the report, there is a change of Technical Manager, the Ship Operator is required to advise CDI and, subject to verification of the ISM Certification, the report may be prematurely archived.

On a rare occasion, a vessel may be inspected while not conducting cargo operations. In these cases, the validity of the report is limited to 3 months. For the purpose of CDI inspection, cargo operations are defined as:

-Loading of cargo

- Discharging of cargo

GAS/CHEMICAL COMBINATION SHIPS

These ships can be inspected as a Chemical Tanker or Gas Carrier and hold two reports on the active database. However, for the inspection, the ship must be operating the appropriate equipment for the ship report against which it is being inspected. When ships are carrying both chemical and gas cargoes simultaneously or, when gas free in ballast, use of a combined Inspector will greatly reduce the burden for the Ship Operator.

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LIST OF ABBREVIATIONS USED IN THE SIR

APBS Accident prevention on board ships at sea and in port (second edition) International Labour Office, Geneva (ILO)

ARPA Automatic Radar Plotting Aid

BCH Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IMO)

BPG International Chamber of Shipping Bridge Procedure Guide

CCP Clean Petroleum Products

CDI Chemical Distribution Institute

CEFIC European Chemical Industry Council

CFC Chloro/Fluoro Compound

CFR Code of Federal Regulations (USCG)

CLC International Convention on Civil Liability for Oil Pollution Damage 1969/1984 (Certificate of Insurance)

COE Certificate of Entry

COF Certificate of Fitness

COLREGS International Regulations for Preventing Collisions at Sea 1972 as amended (IMO)

COSWP MCA Code of Safe Working Practices

CSR Continues Synopsis Record

D/B Double Bottom

D Desirable

DOC Document of Compliance

DSC Digital Selective Calling

DWT Deadweight

ECDIS Electronic Chart Display and Information System

EGC Code for Existing Ships Carrying Liquefied Gases in Bulk

EGC Enhanced Group Calling

EPIRB Emergency Position - Indicating Radio Beacon

ER Engine Room

ESD Emergency Shut-down

FAL Convention on Facilitation of International Maritime Traffic

FFE Fire Fighting Equipment

FMC Certificate of Financial Responsibility (Water Pollution) (USCG).

FSS International Code for Fire Safety Systems

GMDSS Global Maritime Distress and Safety System (IMO)

GN Guidance Note

GPS Global Positioning System

HNS Hazardous and Noxious Substance

HSO Guide to Helicopter/Ship Operations (ICS)

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I Inspection Question

IAMSAR International and Aeronautical Search and Rescue Manual (IMO)

IBC International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IMO)

ICS International Chamber of Shipping

IG Inert Gas

IGC International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IMO)

ILO International Labour Organization

IMDG International Maritime Dangerous Goods Code

IMGS International Medical Guide for Ships

IMO International Maritime Organization

IMPA International Maritime Pilots Association

INMARSAT International Maritime Satellite Organization

IOPP International Oil Pollution Prevention Certificate

IPP NLS International Pollution Prevention Noxious Liquid Substance Certificate

ISGOTT International Safety Guide for Oil Tankers and Terminals

ISM International Safety Management Code (IMO)

ISO International Standards Organization

ISPS International Ship and Port Security

LEL Lower Explosive Limit

LFL Lower Flammable Limit

LGSP Liquid Gas Sampling Procedures (SIGTTO)

LL Load Line Convention (IMO)

LLMC Limitation of Liability for Marine Claims

LOC Letter of Compliance (USA)

LOF 95 Lloyds Standard Form of Salvage Agreement

LSA Life Safety Appliances

LTIF Loss Time Injury Frequency

MARPOL International Convention for the Prevention of Pollution from Ships (Consolidated Edition 1997) (IMO)

MFAG Medical First Aid Guide

MLC Maritime Labour Convention

MSA Mine Safety Appliances

NAVTEX Navigational Warning Service Receiver

N/A Not applicable or not addressed

NI Nautical Institute

NLS Noxious Liquid Substance

NS Non-scoring

OCIMF Oil Companies International Marine Forum

OOW Officer of the Watch

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P&A Procedures and Arrangements Manual

P&I Protection and Indemnity Club

R Recommended

Res IMO Assembly Resolution

S Statutory

SALCON Salvage Convention 1989, (IMO)

SART Search and Rescue Transponder

SATCOM Satellite Communication Receiver/Transmitter

SI Self Inspection Question

SIGTTO Society of International Gas Tanker and Terminal Operators

SIR Ship SIR (Chemical) and (Gas)

SMS Safety Management System

SMC Ship Management Certificate

SOLAS Safety of Life at Sea Convention (IMO)

SOPEP Shipboard Oil Pollution Emergency Plan

SQAS Safety and Quality Assessment System

SSSCL Ship/Shore Safety Checklist for Safe Transport, Handling and Storage of Dangerous Substances in Port Areas

SSTG ICS/OCIMF Ship to Ship Transfer Guide

STCW 95 Standards of Training Certification and Watchkeeping Convention (IMO)

SWL Safe Working Load

TLV Threshold Limit Value

TRCF Total Recordable Case Frequency

TSG (C)(G) Tanker Safety Guide (Chemicals) and (Gas) (ICS)

UKC Under Keel Clearance

UMS Unmanned Machinery Space

USCG United States Coast Guard

VHF Very High Frequency

VPQ Vessel Particulars Questionnaire

WHO World Health Organization

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SHIP INSPECTION REPORT - Gas Carrier

Ref. INSPECTION REPORT DATA Yes No N/A Cat

Ship Name: _______________________________ SI

Date of Inspection: __________________________ I

Inspected by: ______________________________ I

Time on-board: _____________________________ I

Time departed: _____________________________ I

If multiple boarding, port/terminal/date & time should be detailed in remark section A.2

Information only

A Ship Operators Representative (employee or contractor) is on board to attend the inspection

NS I

If Yes:-Name of Representative: ___________________ I

Representing: ____________________________ I

The contents of this inspection report are based on a visual assessment of the ship and operations as found at the time of the inspection.The report is given in good faith, without prejudice and any responsibility is limited to the exercise of reasonable care.

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SIR


Section A GENERAL INFORMATION

A.1 Ref. General Information and Communications Yes No N/A Cat

The following information to be spot checked and found accurate:

A.1.1 Name of Ship: SI

A.1.2 IMO Number: SI

A.1.3 Flag: SI

A.1.4 Port of Registry: SI

A.1.5 Previous Names: SI

A.1.6 Classification Society: SI

A.1.7 The Class has remained unchanged for the last two years NS SI

If No:A.1.8 Name of previous Class Society: _______________ SI

A.1.9 Date of change: _____________________________ SI

A.1.10 Name of Owner: SI

SI

Address of Owner: SI

______________________________________________ SI

______________________________________________ SI

______________________________________________ SI

Telephone No.: _________________________________ SI

Fax No.: ______________________________________ SI

e-mail: ________________________________________ SI

IMO number ___________________________________ SI

A.1.11 Name of Technical Manager: SI

SI

Address of Technical Manager: SI

_______________________________________________ SI

_______________________________________________ SI

Country: _______________________________________ SI

Telephone No: __________________________________ SI

Fax. No: _______________________________________ SI

e-mail: ________________________________________ SI

IMO number ___________________________________ SI

A1.11 The Technical Manager is the ISM Manager and holder of the DOC.

SI

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Section A GENERAL INFORMATION

A.1 Ref. General Information and Communications Yes No N/A Cat

A.1.12 Name of Commercial Operator: SI

______________________________________________Address of Commercial Operator: SI

____________________________________________________________________________________________Country: ______________________________________ SI

Telephone No.: _________________________________ SI

Fax. No.: ______________________________________ SI

e-mail: ________________________________________ SI

A.1.13 Date Technical Manager assumed responsibility for the ship: ________________________________________

SI

A.1.14 Date of delivery: _______________________________ SI

A.1.15 There have been no major conversions to the ship NS SI

If No, give details: SI

________________________________________________________________________________________________________________________________________________________________________________________

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Section A GENERAL INFORMATIONGas

A.2 Ref. Operations During Inspection Yes No N/A Cat

A.2.1 Terminal: ___________________________Operation(s) being conducted:

A.2.2 Information only

Loading NS I


Discharging NS I


Inerting / Purging / Gas Freeing / Cooldown NS I


Bunkering NS I


Idle NS I


Gas trials NS I

A.2.4-2.5-2.7

If answered YES then the validity of the inspection report is limited to 3 months after the inspection date.

A.2.8 Cargo(es) handled:- (generic names)____________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________________

A.2.9 Operations in this port other than cargo operations:____________________________________________________________________________________________________________

A.2.9 Inspector should provide a brief overview of the inspection, including particular activities taking place during the inspection, whether the inspection was taken over the course of 1 or more days and/or multiple locations, if any other inspection/survey/service is taking place (port state control, classification, P&I, service technician, … ), etc.

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Section B. INSPECTION SUMMARY

B. Ref. Closing Meeting, Observations and Remarks Yes No N/A

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Section B. INSPECTION SUMMARY

B. Ref. Closing Meeting, Observations and Remarks

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Section 1. CERTIFICATION, MANNING, ETCGas

1.1 Ref. Ship Certification Yes No N/A Cat

1.1.1-32 The inspector should determine the validity of a Certificate with respect to the expiry date and any endorsements on the certificate. Any error in Certification or documentation will result in a NO answer, supported by an observation.

Original certificates should be sighted by the Inspector. Photocopies of certificates should not be accepted, except in exceptional circumstances, or where specified below.

One circumstance when a photocopy may be accepted is when there is clear evidence that the original certificate(s) has been removed from the ship by the agent (or other official) for the purpose of port entry / clearance and there is no possibility of sighting the original certificate prior to completion of the inspection.When the Inspector makes an assessment based on a photocopy of a certificate, a comment must be made in the Remarks section.The following certificates and documentation are on board, valid and have been sighted:

1.1.1 IGC 1.5.4 IMO Certificate of Fitness S I

1.1.2 Issuing Authority: _________________________

1.1.3 Cargoes presently being handled are listed on the COF S I

1.1.3 SOLAS VII Reg 10

If a cargo being handled is not listed on the COF, the vessel must have a separate document on board issued by Flag State or Class authorizing carriage of the cargo, as well as any special carriage conditions or limitations. This should be filed in the same general location as the COF.

1.1.4 MARPOL Annex II

IPP NLS certificate S I

1.1.5 Certificate of Registry S I

1.1.6 Tonnage Conv.Article 7

Tonnage Certificate S I

1.1.7 Class Rules Continuous Machinery Survey NS SI

1.1.8 SOLAS 1/10 & 1/12 (a)(ii)

Cargo Ship Safety Construction Certificate S I

1.1.9 Cargo Ship Safety Equipment Certificate S I

1.1.9 SOLAS I, 8 & 12 (a)(iii)

For this question to be answered Yes, the Record of Safety Equipment (Form E) must be available with the certificate.

1.1.10 Cargo Ship Safety Radio Certificate S I

1.1.10 SOLAS I/12 a (iv)

For this question to be answered Yes, the Record of Radio Equipment (Form R) must be available with the certificate.

1.1.11 LL 16-19 Loadline Certificate S I

1.1.12 MARPOL I Reg 5

IOPP Certificate S I

1.1.12 Marpol Annex I Reg 7

For this question to be answered Yes, Form A and/or Form B must be available and correctly completed.

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1.1.13 CLC 92 Certificate of Insurance in respect of Civil Liability for Oil Pollution

S I

N/A for gas carriers or vessels carrying under 2,000 mt of fuel oil.

1.1.14 Bunker Civil Liability Certificate S I

1.1.14 Bunker Convention

The Bunkers Convention requires the owners of vessels over 1000 GT registered in a state party to the Convention to maintain compulsory insurance to cover liability for pollution damage (including the costs of preventative measures) caused in the territorial sea of a State Party, as well as in its exclusive economic zone, or equivalent area.

1.1.15 Issued by : __________________1.1.16 USCG Certificate of Compliance NS SI

1.1.16 Information only

This question should be answered to identify if the ship has a valid USCG Certificate of Compliance. This question is for information only and is non-scoring. A Certificate of Compliance can only be obtained after USCG inspection. To be answered Yes, the Certificate of Compliance must have been issued within the last two years. Any limitations or outstanding deficiencies noted in the CoC should be recorded in the remarks


USCG Certificate of Financial Responsibility (water pollution)

NS SI


This certificate is not issued anymore, but is available online. If a valid print-out or online version is shown, answer in the affirmative.

1.1.18 P & I Certificate of Entry R SI

1.1.18 There may be only a copy available while the original is sent to the vessel. Some clubs (Gard for e.g..) do not issue hard copy of P & I Club Certificate but soft copy only.

1.1.19 Name of Club : ________________________ SI

1.1.20 Minimum Safe Manning Document (or equivalent) S I

1.1.20 SOLAS Chapter V Reg V/14.2IMO A 27/Res 1047

The manning level onboard must be appropriate based on whether it is operating UMS or not. Also, if the manning level is specific to the trade/trading area, the vessel must be in compliance.

1.1.21 A record of lifting appliances (or equivalent as per flag requirements) is completed correctly and up to date

S I

1.1.21 ILO 152 COSWP 7.8

This record should detail the examination and testing of all lifting appliances on board, including engine room cranes, deck cranes, derricks, etc. The document may take different formats including loose leaf form. ILO 152 Art.22 states that every lifting appliance item of loose gear shall be tested in accordance with National laws before being put into use for the first time. Lifting gear forming part of a ship's equipment shall be retested once every five years. Art.23 states that lifting appliances and loose gear shall be thoroughly examined and certified by a competent person at least once every 12 months.

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1.1.22 Copy of Document of Compliance S I

1.1.23 Issued by: _________________________1.1.24 Safety Management Certificate S I

1.1.25 Issued by: _________________________1.1.22/25 SOLAS IX

Reg 4 and 4.3, ISM

Both documents must be checked for uniformity of information. The copy of the DOC is not required to be certified.

1.1.26 ISSC Certificate S I

1.1.27 Continuous Synopsis Record (CSR) S I

1.1.27 ISPS 19.2.1 CSR Solas Chap XI-1 Reg 5

All CSRs issued to the vessel should be available on-board. Whenever any change to the entries listed in the current CSR document have taken place, pending the issue of a revised and updated CSR, the operator or the master is required to complete an amendment form (Form 2), the original of which is to be attached to the current CSR. The index of amendments (Form 3) must be updated.

1.1.28 MARPOL Annex VI Reg 6

IAPPC Certificate S I

1.1.29 IEE Certificate (IEEC) S I

1.1.29 MEPC.203[62]Annex VIReg 22

For all ships built after 1 Jan 2013 and existing ships 400 GT and above. Required after first intermediate or renewal after 1st Jan 2013.Shipboard Energy Efficiency Management Plan (SEEMP)The SEEMP may be part of the vessel's safety management system.

1.1.30 EIAPP Certificates (EIAPPC), including NOx technical files when required

S I

1.1.30 NOx Code Chapter 2

Only applicable to engines built after 1st January 2000, and over 130 kW, and does not apply to engines solely installed for emergency use. Technical files must be available onboard.

1.1.31 Anti-fouling Certificate, or a Statement of Compliance, has been issued

S I

1.1.31 AFS Convention Reg 2(1) of Annex 4

The Antifouling Certificate has to be issued by flag, or by class on behalf of flag. Details of the anti-fouling system applied must be attached to the certificate or statement of compliance.

1.1.32 ISPP (International Sewage Pollution Prevention) Certificate

S I

1.1.32 MARPOL Annex IV Reg 5

ISPP Certificate is required for new and existing ships of 400 gt and above or ships which are certified to carry more than 15 persons, engaged in international voyages.

1.1.33 Maritime Labour Certificate, Interim Maritime Labour Certificate,

S I

1.1.33 ILO C180 MLC 2006 Convention Reg 5

The MLC only applies to vessel over 500 GT under the GT ITC measurement system. The inspector will need to verify whether the flag state for the vessel is signatory to the convention. If a vessel is flagged and only trades in a country not signatory to the MLC (i.e. cabotage), the question may be answered as N/A.

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Last Port State Control Inspection:1.1.34 Date: ________________ SI

1.1.35 Port: _______________________ SI

1.1.36 All deficiencies from past Port State Control inspections have been closed out

NS I

1.1.36 May be N/A only for vessels that have not had any deficiencies on their last Port State Control inspection, or for new vessels that have not yet undergone their first Port State Control inspection.

1.1.37The vessel has not been detained as a result of the last Port State inspection, and if No, list reasons for detention. NS

I

1.1.38 The on-line HVPQ appears up-to-date and accurately completed

R SI

1.1.38 The HVPQ should be kept updated in the on-line CDI database, and it is not required to provide a printed copy for the purpose of the CDI inspection.The inspector should download the HVPQ before boarding and verify the accuracy of the variable data, with a particular attention for the chapters 1, 2 & 3.

1.1.39 Date of HVPQ: ______________________________ SI

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1.2 Ref. Information Yes No N/A Cat

1.2.1-14 Manuals and documents listed in these questions should be available on board. They should be sighted by the Inspector. All obsolete publications should be removed or properly marked as ''Un-controlled''.The following manuals and documentation are on board, are valid and have been sighted:

1.2.1 SOLAS Training Manuals (LSA and FSS) S I

1.2.1 SOLAS: III Reg 35,II-2 Reg 15.2.3

SOLAS Training Manuals should be available in crew mess rooms and must be ship specific.

1.2.2 SOLAS: III Reg 36,II-2 Reg 14.2.2

LSA and FSS instructions for on board maintenance S I

1.2.3 Loading and stability data S I

1.2.3 IGC 2.2.5 Loading and Stability Manuals must correctly reflect the ships name and be endorsed with class approval.

1.2.4 IGC 2.2.5 Damage / survival stability data guidelines S I

1.2.5 IGC 15.2 Data on cargo loading limitations S I

1.2.6 Procedures and Arrangements Manual (applicable if ship carries x.y.z and OS)

S I

1.2.6 MARPOL Annex II Standards P & A Preamble 8

This must be the P&A manual approved by Flag Administration or Classification Society on behalf of Flag Administration, and must be up-to-date.

1.2.7 ISM 11-11.2.3

There is a system in effect to control publications on board S I

1.2.8 The latest editions of the IGC / GC / EGC as appropriate for ship

S SI

1.2.8 IGC 18.1.3 The ship's Flag State equivalent of the IMO publications are acceptable.

1.2.9 IMO The latest edition of the IAMSAR Vol.3 is available on board and has been sighted

S SI

1.2.10 Regulations for the Prevention of Pollution (MARPOL 73/78 Consolidated Edition) with applicable amendments are available on-board and have been sighted

S SI

1.2.10 IMO MARPOL may be separate books or may be incorporated in a consolidated edition.

1.2.11 SOLAS Convention, with applicable amendments (including LSA Code and FSS Code) are available on-board and have been sighted

S SI

1.2.11 IMO SOLAS should be the edition or editions applicable to the ship, based on year of building. The ship's Flag State equivalent of the IMO publication is acceptable.

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1.2.12 The latest edition Chemical Compatibility Chart or Guide is available on-board and has been sighted

R SI

1.2.12 SIGTTO For this question to be answered Yes, the ship must have on board a chemical compatibility chart or some other guide to the chemical properties and compatibilities of liquefied gases. A chart should provide as a minimum, details of chemicals which, if mixed, will produce a reaction which may be unsafe. Examples of acceptable charts are published by SIGTTO. Guides, which may be in hard copy or computer based, providing details of reactivity between individual gases and or materials are also acceptable, provided the level of information given meets the that given on SIGTTO Compatibility Charts.

1.2.13 IMO International Maritime Dangerous Goods Code (IMDG) supplement (or as a separate book) for use in case of accidents involving dangerous goods or exposures is available on-board and has been sighted

S SI

1.2.13 IMDG Code The ship's Flag State equivalent is acceptable.

1.2.14 The latest editions of the following publications are on-board when required:

S SI

1.2.14 Inspectors should spot check the library on the vessel to ensure that the vessel has the latest edition and amendments of all appropriate publications, which should include: (list publication and edition or other appropriate detail, and incorporate following guidance notes when appropriate) Note: I.A.L.A. Buoyage Systems is not an IMO publication but is Admiralty NP 735-ed 2006- International Regulations for Preventing Collisions at Sea (COLREGS)

SI

- Ships’ Routeing (IMO) SI

- International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW 2010)

SI

- International Code of Signals (SOLAS V REG 21) SI

- International Medical Guide for Ships (or equivalent) (WHO)

SI

- IMDG Code SI

- Admiralty Guide to the Practical Use of ENCs (NP231) SI

- Admiralty Guide to ENC Symbols Used in ECDIS (NP5012)

SI

- Admiralty Guide to ECDIS Implementation, Policy and Procedures (NP232)

SI

- I.A.L.A. Buoyage Systems (Admiralty NP 735) SI

- International Safety Management Code (SOLAS IX ISM) SI

- MEPC.2, Provisional Categorization of Liquid Substances, latest edition

SI

- Flag State or National Coastguard Agency Guidance Notes pertaining to the Safety of Navigation

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- MSC.1/Circ.1401 - Guidelines on Tank Entry for Tankers using Nitrogen as an Inerting Medium

SI

IBC Code and, if applicable, the BCH Code for vessel with NLS certificate and/or also certified as chemical tanker (class/safety construction certificates).

SI

- ISPS Code SI

- Any other document as requried in the vessels SMS Plan SI

1.2.15 Information If No, how many items were not satisfactorily recorded? ___________

1.2.16 The latest editions of the following publications are on board:

R SI

1.2.16 Inspectors should spot check the library on the vessel to ensure that the vessel has the latest edition and amendments of all appropriate publications, which should include: (list publication and edition or other appropriate detail, and incorporate following guidance notes when appropriate)- ICS Tanker Safety Guide Liquefied Gas SI

- Liquefied Gas Handling Principles On Ships and In Terminals (SIGTTO)

SI

- Guidelines for the Control of Drugs and Alcohol On board Ship OCIMF

SI

- ICS Guide to Helicopter / Ship Operations (ICS HSO) SI

- Ship to Ship Transfer Guide for Petroleum, Chemicals and Liquefied Gases {CDI / OCIMF / ICS / SIGTTO}

SI

- Effective Mooring (OCIMF) SI

- Mooring Equipment Guidelines (OCIMF) SI

- Introduction to design and manufacture of pressure relief valve on board gas carriers (ICS, SIGTTO)

SI

- Bridge Procedures Guide (ICS, SIGTTO) SI

- International Safety Guide for Oil Tankers and Terminals (ISGOTT)

SI

- Bridge Team Management (NI) SI

- Safe Transfer of Liquefied Gases in the Offshore Environment (STOLGOE) (OCIMF)

SI

- SIGTTO LPG Sampling Procedures SI

- Best Management Practices to Deter Piracy (BMP) SI

- CDI Best Practice Recommendations Regarding the use of Nitrogen

SI

- ESD Arrangements & Linked Ship/Shore Systems for Liquefied Gas Carriers (SIGTTO)

SI

- Any other document as requried in the vessels SMS Plan SI

1.2.17 Information If No, how many items were not satisfactorily recorded? ___________

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1.3 Ref. Certification of Personnel Yes No N/A Cat

1.3.1 Manning complies with or exceeds the level required by the Minimum Safe Manning Document (or equivalent) for the current operational mode of the vessel (UMS or non-UMS)

S I

1.3.1 SOLAS V Reg 14

ISM Code Par 6.2 amendment, as from 1st Jan 2015 covers compliance with minimum safe manning may not be sufficient when taking into account the operational requirements of the ship. Regulation 2.7 of the Maritime Labour Convention, 2006, requires that all operational aspects are taken into account when reviewing manning levels, IMO MSC 353 (92)

1.3.2 Total Officers: SI

- Deck SI

- Engine SI

- Other SI

1.3.3 Nationality of Officers: SI

SI

SI

1.3.4 Total Ratings: SI

- Deck SI

- Engine SI

- Other SI

1.3.5 Nationality of Ratings: SI

SI

SI

1.3.6 STCW There is sufficient manning to provide 2 personnel (one officer and one rating) on each Watch at all times, including at sea and during cargo operations

S SI

1.3.7 STCW Sec B- V/a Sub section 3.2

The Master's Certificate of Competency is valid for the rank S I

1.3.8 STCW 95 Art 6

The Master has attended a shiphandling course? R I

1.3.9 STCW 95 Art 6

The Chief Engineer's Certificate of Competency is valid for the rank

S I

1.3.10 STCW Sec B- V/a Sub section 3.2

The Chief Mate's Certificate of Competency is valid for the rank

S I

1.3.11 STCW 95 Art 6

The Chief Mate has attended a shiphandling course? R I

1.3.12 STCW 95 Art 6

The Second Engineer’s Certificate of Competency is valid for the rank

S I

1.3.13 STCW 95 Art 6

The Second Mate's Certificate of Competency is valid for the rank

S I

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1.3.14 STCW 95 Art 6

The Third Mate's Certificate of Competency is valid for the rank

S I

1.3.1-14 Compare requirements of minimum safe manning certificate with crew numbers presently on board.Qualifications of Officers:The Certificates of the Master and officers must be examined to ensure they are valid for the ship and Flag State Endorsement.The Certificate of Competency / License of the Master and deck officers must be valid for the size of ship and trading location. The Certificate of Competency / License of engineering officers must be valid for the type and power of the ship.Certificate held should be stated in terms of class equivalency where the following terms should be used:

Deck:Class 1: Entitles the holder to act as Master on a ship of any size,

with unlimited trading range.Class 2: Entitles the holder to act as Chief Mate on a ship of any

size with unlimited trading or may entitle the holder to act as Master on a ship but with restrictions on size or trading area.

Class 3: Entitles the holder to act as officer in charge of a navigational watch on a ship of any size with unlimited trading but may also entitle the holder to act as Chief Mate, or possibly Master, on a ship but with restrictions on size or trading area.

Class 4: Entitles the holder to act as officer in charge of a navigational watch on any ship.

Engine:Class 1: Entitles the holder to act as Chief Engineer on a ship of any

power.Class 2: Entitles the holder to sail as Second Engineer on a ship of

any power but may also entitle the holder to act as Chief Engineer on a ship with a restriction on power.

Class 3: Entitles the holder to act as officer in charge of an engineering watch on a ship of any power but may also entitle the holder to act as Second Engineer, or possibly Chief Engineer, on a ship with a restriction on power.

Class 4: Entitles the holder to act as officer in charge of an engineering watch on a ship of any power.

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1.3.15 Officers, as well as the Gas Engineer (if carried) with immediate responsibility for loading, discharging and care in transit or handling of cargo shall have the advanced chemical, gas or petroleum specialized training appropriate to the cargoes being carried.

R I

1.3.15 Unless it can be demonstrated that any Second or Third officer holding only a basic Tanker Familiarisation Course certificate is NOT in charge of the cargo operation, the relevant question must be answered NO. Rest hours of Master and Chief Officer should therefore be checked. Some flag states include specialized training as a part of the certification for their license, but do not issue a separate certification. In such case, the vessel must be able to produce a document from flag state that identifies the courses included in the certification.

1.3.16 Any other crewmember with immediate responsibility for loading, discharging and care in transit or handling of cargo shall have the advanced chemical, gas or petroleum specialized training appropriate to the cargoes being carried.

D SI

1.3.17 SOLAS IV Reg 16.1

The required number of GMDSS licensed operators are carried

S SI

1.3.18 STCW95 Additional officers possess appropriate certification S I

1.3.19 STCW 95 Reg II/4

Ratings forming part of a navigational watch possess appropriate certification

S I

1.3.20 STCW 95 Reg III/4

Ratings forming part of an engine room watch possess appropriate certification

S I

1.3.21 SOLAS IX ISM 6.7

The ship's personnel are able to communicate effectively in the working language of the vessel in the execution of their duties

S I


Manuals should be written in the working language of the vessel.

S SI


The working language is _________________ SI

1.3.24 STCW Part A Ch.II Table A-II/1.STCW' 78 as amended in 2010

Deck Officers have attended Bridge Team Management/Resource Management course

D SI

1.3.25 The company voluntarily has in place a testing program for officers to monitor continuous development in ship board operating procedures and practices

D SI

1.3.25 For example: The Intertanko TOTS initiative, a developed in house system or an equivalent industry program.

SI

1.3.26 Officers attend refresher courses for statutory training D SI

1.3.27 Ratings attend refresher courses for statutory training D SI

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1.3.28 The training program for Officers and Crew is documented and available onboard

D I

1.3.28 Evidence can be in the form of a matrix, indicating the specific training required for each area of responsibility, position or rank. This includes both statutory training, and the training that exceeds those requirements.

1.3.29 Documentary evidence is available onboard to show that the training program has been audited within the past 3 years.

D I

1.3.29 There should be documentary evidence, either from an internal audit or through an external auditing body, indicating that the audit has been completed. There should be a process for recording any deficiencies noted during the audit and for close-out of those deficiencies within a reasonable time, including verification by the shore office.

1.3.30 ECDIS is installed on board the vessel NS SI

1.3.31 Form E attached to Safety Equipment Certificate

If yes, is ECDIS the primary means of navigation NS SI

If Yes:1.3.32 Res

MSC.232 (82)

There is evidence that the ECDIS and the software is approved by flag administration for use as primary navigation

S I

1.3.33 STCW 7 Circ 18

Officers must have attended a generic training on the use of ECDIS, IMO Model course 1.27

S I

1.3.34 STCW regulation I/14

Officers must have familiarization training for the equipment installed on-board

S I

1.3.35 Officers have attended a manufacturer type-specific course or computer based training for the equipment installed on-board

R I

1.3.35 STCW regulation I/14

If the officers have attended a manufacture type-specific course or computer based training for the equipment installed on-board, they have also met the requirement for familiarization training, and both questions should be reported as "Yes".

If No:Any ECDIS or ECS on the bridge not used as primary means of navigation, is available for navigation support, and should thus be considered as a secondary means of navigation.It should nover be reported as 'for training prupose' or for 'reference only'.ENC charts for such equipment should also be kept updated.

1.3.36 The vessel must have paper charts onboard as the primary system of navigation.

S I

1.3.37 Officers should have completed an ECDIS course in compliance with IMO guidelines

R I

1.3.38 Officers should have manufacturer-specific or equivalent familiarization training for the equipment installed on-board.

R I

1.3.39 The charts on the ECS are being updated. R I

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1.3.40 Bridge watchkeeping officers are aware that the ECS cannot be used as the primary means for navigation.

R I

1.3.41 COSWP Sec 3.84

Has the appointed safety officer received training specific to this role.

R SI

1.3.42 The SSO has received appropriate training and has a certificate of training

S SI

1.3.42 ISPS STCW Reg VI/6

Security Awareness training for all staff and Designated Security training for seafarers with designated security duties (SSO) As per STCW Manila Amendments

Specialised TrainingElectronic Chart Display System TrainingWhen the ship is fitted with an Electronic Chart Display System (ECDIS) used as a primary means of navigation, the Master and all officers who keep a navigation watch must produce evidence of having received generic training in the use of an Electronic Chart Display System. Evidence of training should be in the form of a Certificate. The Certificate may be issued by a Nautical College, other training establishment or by the system's manufacturer. If the ECDIS is not the primary means of navigation, similar training should be completed.

In addition, the officer should complete type-specific familiarization training for the ECDIS system that is installed on board the vessel before taking over watchkeeping responsibilities.

Advanced Gas Course (Chemical Course where applicable)Some flag states do not issue an endorsement for an advanced gas/chemical course until the officer is promoted to a senior officer. In the case that a junior officer has an advanced gas/chemical course, but flag state does not issue an endorsement (I or II), the inspector should note in the comments that the officer has the advanced chemical course if appropriate certificate has been sighted.

ShiphandlingFor the Master and Chief Mate, a course certificate or a relevant stamp and notation in a seaman's book must be produced as evidence of attendance at a ship handling course.Years of ServiceWithin the crew matrix, unless otherwise noted, all terms of service should be based upon sea time rather than calendar time.English ProficiencyThe Master and deck officers should be able to demonstrate a level of proficiency in English, spoken and written, which will enable them to exchange communications relevant to the safety of life at sea and ship / shore liaison.

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Engineer officers should be able to demonstrate a proficiency in English which will enable them to exchange communications relevant to ship / shore liaison.

There should be at least one officer proficient in English on each Watch in order to ensure safe operations throughout transfer operations and while at sea.

1.3.43 The Crew Matrix

1.3.43 Time with Company refers to Calendar Years. Other times, such as Years in Rank and Years on Tankers, refers to "sea time".

Deck Officers

Rank MasterChief Off.

2nd Off.

3rd Off.

Extra Off.

Nationality Certificate of Competency Issuing Country Administration Acceptance Tanker Certification STCW V para 1 or 2 for current cargo Radio Qualification (GMDSS) Years with Operator Year in Rank Year on this type of Tanker Year on all types of Tanker Months on vessel this tour of duty English Proficiency

Engine Officers

Rank Chief Eng.

1st Eng.

2nd Eng.

3rd Eng. Elect.

Nationality Certificate of Competency Issuing Country Administration Acceptance Tanker Certification STCW V para 1 or 2 for current cargo Radio Qualification Years with Operator Year in Rank Year on this type of Tanker Year on all types of Tanker Months on vessel this tour of duty English Proficiency

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1.3.44 The matrix is a true representation of the personnel onboard.

R I

1.3.44 The matrix should be accurate and truly reflect the personnel onboard. Should the inspector find any aspect not in alignment, this question should be answered No. This includes English Proficiency.English ProficiencyThe Master and deck officers should be able to demonstrate a level of proficiency in English, spoken and written, which will enable them to exchange communications relevant to the safety of life at sea and ship / shore liaison.Engineer officers should be able to demonstrate a proficiency in English which will enable them to exchange communications relevant to ship / shore liaison.

There should be at least one officer proficient in English on each Watch in order to ensure safe operations throughout transfer operations and while at sea.

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Section 1. CERTIFICATION, MANNING, ETC

1.4 Ref. Radio and Communications Yes No N/A Cat

1.4.1 A certificated operator is designated to have primary responsibility for radio communications during distress incidents

S SI

1.4.1 SOLAS IV Reg 16.1

This may be contained in a Company operating manual or in orders written by the Master. The person shall also be identified on the Emergency Muster List. The person may be identified by name or by rank, and must have no other assigned duties on the muster list.

1.4.2 Portable intrinsically safe radio handsets are provided to deck watchkeepers

R SI

1.4.2 ISGOTT 4.8.2.2

Radio handsets should contain a manufacturer's plate or other marking, or a certificate for each radio should be available on board, indicating the set was manufactured as an intrinsically safe device. Radio sets should also be in an operational condition which ensures that their intrinsically safe classification has not been compromised.

1.4.3 SOLAS IV Reg 7,8,9, 10 & 11

GMDSS Station (applicable to the area) is fitted and appears operational

S SI

1.4.4 A GMDSS Radio Log is maintained up to date S I

1.4.4 As a minimum, the GMDSS Radio Log should provide details of:

-Training of persons assigned to send distress alerts

-General training given to relevant crew members with regard to distress and safety procedures-Operational status of the communication equipment

-Details of daily, weekly and monthly tests of equipment and batteries-Details of EPIRB test and working condition

1.4.5 The main transmitting aerials are earthed / grounded during cargo operations

R I

1.4.5 SSSCL Grounding of GMDSS equipment may be a keyboard function, or alternatively may be achieved by manually operated isolation switch.

1.4.6 VHF/UHF radio equipment is operating at low power setting when required

R I

1.4.6 TSG 2.21.1ISGOTT 4.8.2.2

If a VHF or UHF is being used while the vessel is conducting cargo operations, or is operating nearby other vessels conducting cargo operations, the power output should be reduced to 1 watt or less. If power cannot be reduced to less than 1 watt, it should be switched off if allowed by local authorities.

1.4.7 SOLAS IV Reg 6 2.5

Communication equipment is clearly marked with the call sign, ship station identity an other applicable codes

S SI

1.4.8 IMO GMDSS Handbook Annex 8-12

Operating guidance for distress situations is displayed in close proximity to the communications equipment

S I

1.4.9 SOLAS IV Reg 13 .2 STCW 95 B-VIII/2 3-3 33.3

Batteries (and fittings) used as a reserve source of energy for the radio installation are in apparent good condition

S I

STCW B VIII/2 3-3SOLAS IX ISM 10.2.1 STCW B-VIII/2 3-3.14.1

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Section 1. CERTIFICATION, MANNING, ETC

1.4 Ref. Radio and Communications Yes No N/A Cat

1.4.10 STCW 95 B-VIII/2 3-3 33

Condition of the reserve source of energy for the radio installation is regularly recorded

S I

1.4.11 There are at least two correctly located radar transponders (SARTs)

S I

1.4.11 SOLAS III Reg 6.2.2

A SART may be incorporated into the 406MHz EPIRB.On ships carrying at least two radar transponders and equipped with freefall lifeboat, one of the transponders shall be stowed in the freefall lifeboat and the other located in the immediate vicinity of the navigation bridge.

1.4.12 SOLAS III Reg 6.2.1.1

At least three two-way VHF radiotelephone apparatus are on board for use in the survival craft

S I

1.4.12 SOLAS III Reg 6.2.1.1

It must operate on VHF Ch. 16 and on at least one other channel. The unit must be water-tight and buoyant. It must utilize sealed batteries, and must only be used for distress communications.

1.4.13 Corrections of Radio Lists are up to date to latest Notices to Mariners received

S I


The Lists of Radio Signals should be corrected in the same manner as the other Nautical Publications.

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1.5 Ref. Surveys and Drydocking Yes No N/A Cat

For the purpose of completing this section, the inspector is examining records.

1.5.1 If applicable, the ship is surveyed under the Enhanced Survey Programme (ESP)

S I

1.5.1 Solas XI-1/2: Resolution A.744 (18)

While examining the Enhanced Survey Report file, the inspector must focus on any indications of repairs on structural failures and be cautious to clearly differentiate between repairs on failure and damage.To be answered in the affirmative, the file must contain the following:

- A survey planning document, issued 12 -15 months prior to completion date of the periodic survey.

- Reports on structural surveys, based on annual, intermediate, periodic and occasional surveys.- A condition evaluation report, issued on completion of the last periodic survey (executive summary).

- A condition evaluation report, issued on completion of the last periodic survey (executive summary).

- Thickness measurement reports as required for the intermediate and periodic surveys.- A statement of structural work carried out.

1.5.2 There is an inspection program on-board for coatings and corrosion prevention that is aligned with a recognized industry standard

D SI

1.5.2 Acceptable standards include those issued by IACS, Class or coating manufacturers/suppliers.

1.5.3 There are records of the condition of tanks, including coating condition and corrosion, as applicable, for the cargo tanks, ballast tanks, void spaces (including Cargo Hold Spaces) and cofferdams

S SI

1.5.3 MSC 2.1.6 The ship's records of tank inspection/condition reports should be examined and appropriate records must exist. Class/Flag State may allow the cargo tanks to undergo inspection on a longer-term frequency of up to 5 years. Hold Space Inspection Records should include antiflotation block clearance, tank saddle condition, bilge well and pumping arrangement, and bilge high level alarm systems. For all other spaces, if greater than twelve months since last inspection, these should be answered as NO.

1.5.4 All of the above spaces are recorded as being in good to fair condition (If NO, pertinent details must be listed in the remarks)

D SI

1.5.4 For guidance:- GOOD-Minor spot rusting- FAIR-Local breakdown and or light rusting over 20% of the area, but less than defined for Poor.- POOR-General breakdown of coating over 20% and areas of hard scale over 10%

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1.5 Ref. Surveys and Drydocking Yes No N/A Cat

1.5.5 Records show the ship to have no areas of substantial corrosion

D SI

1.5.5 Substantial Corrosion is defined as areas where 75-100% of acceptable corrosion margins are wasted.

1.5.6 Records show the ship to have no areas subject to annual inspection as a result of structural surveys (If NO, pertinent details must be listed in the remarks )

D SI

1.5.7 The Class Status Report is on board and is less than one month old

D SI

1.5.8 All classification survey reports (including annual, intermediate, occasional, renewal and dry dock) are available and properly filed.

R SI

1.5.9 The ship is free of significant conditions of class (also known as recommendations or memoranda) or other conditions pertaining to statutory requirements (If NO, pertinent details must be listed in the remarks).

R SI

1.5.9 IACS PR 35 (PR= Procedural Requirement)

Inspectors must be particularly aware of Class extensions to structural items, full details of which must be recorded in the remarks. OTHER CONDITIONS PERTAINING TO STATUTORY REQUIREMENTS, refers to conditions that may have been imposed following Flag State or Port State inspections.

1.5.10 The last hull survey was carried out in drydock D SI

1.5.10 The last hull survey may have been carried out afloat, in which case, this should be answered as No with an appropriate remark. In-water surveys are not acceptable for vessels over 15 years of age.

If Yes:1.5.11 The last drydock or shipyard was a scheduled docking D I

1.5.11 If No, record the circumstances in the comments.1.5.12 Date of last drydock________________ SI

1.5.12 This should be taken from the Class Status Report as the last credited drydocking.

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Section 2. MANAGEMENT AND PERSONNEL

2.1 Ref. Administration Yes No N/A Cat

2.1.1 ISM Section 1.4.1 and 2.1

The Company has a written, signed and current statement of policy reflecting their attitude and commitment to Safety, Environmental Protection, Health and Quality

S SI

2.1.2 The statement of policy is displayed or available in a public place on-board

D SI

2.1.1-2 SOLAS IX ISM 2.1ISM 11.3ISO 9002

Policy statements signed by an executive of the Company (President / Chairman / Chief Executive or other person with executive powers) should be sighted. This may be in the form of a single or multiple policy statements.

2.1.3 Operating manuals are relevant to the ship S I

2.1.3 SOLAS IX ISM 7

Operating manuals should be clearly related to type of ship and the Company providing them.

2.1.4 Operating manuals are written in a working language or languages understood by the ship’s personnel

S I


Information in the operations manuals must be in working language of the vessel.

2.1.5 Operating manuals give specific guidelines on Shipboard operations

S I


Operating manual(s) should contain procedures for various shipboard operations. These may include, but not be limited to, the following:

- Navigation procedures- Engine Room operations- Maintenance- Cargo operations- Deck operations etc.

Operating manuals in hard copy or computer maintained are acceptable.

2.1.6 Operating manuals give specific guidelines on Safety procedures

S I


Safety procedures for potentially hazardous shipboard operations may include:

- Permit to work systems- Helicopter operations- Wearing of protective clothing and equipment- Hygiene- Working aloft etc.- Emergency procedures

2.1.7 Operating manuals give specific guidelines on Shipboard management

D I

2.1.7 Examples of shipboard management procedures which may be included in operating manuals are:

- Ship reporting requirements- Compliance with Flag and class requirements- Crew arrangements- Work schedules to prevent fatigue- Shipboard meetings- Crew appraisals- Training

2.1.8 Operating manuals are available in English NS SI

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2.1.9 A formal reporting system between ship and Company is established

S I

2.1.9 SOLAS IX ISM 3.2 & 9.1

A formal reporting system should be identified. Included in the system should be the times and nature of reports to Company or other interested parties. The format of reports should also be included. The manner of reporting should also be highlighted i.e. Telex/ Fax or mail etc.

2.1.10 ISM 5.1.5 The Master undertakes a regular review of the SMS used on-board the ship and reports deficiencies to the shore-based management

S I

2.1.10 This should be completed at least annually.2.1.11 The Master is instructed that he has overriding authority

and the responsibility to make decisions with respect to safety and pollution prevention

S SI


This instruction to the Master should be included in a Company operating manual.

2.1.12 - 2.1.15

If a vessel is carrying an MLC Certificate the vessel must be in compliance with MLC; otherwise, it must be in compliance with STCW as a minimum. The table below can serve as a guide.

2.1.12 ISM 1.2.3 & STCW A/VIII-1

A Company manual contains guidance regarding rest periods in accordance with STCW or MLC, as applicable.

S I

2.1.13 Records of hours of work and rest for each crew member are available on board

S SI

2.1.13 STCW B-VIII/1.4

MLC

Records of hours of work and rest periods must be available on board to demonstrate compliance with STCW and MLC recommendations for preventing fatigue as a minimum. This includes the Master and all other officers.

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2.1.14 Hours worked are in compliance with STCW and/or MLC, as applicable.

S I

2.1.14 STCW B-VIII/1.4

MLC

If the 2nd or 3rd Officer(s) do not hold an advanced chemical qualification, and are supervised by the Master or Chief Officer during cargo operations, the Master's and Chief Officer's hours of rest should be further verified to comply with the applicable regulations. Course certificates are acceptable in lieu of having an advanced certificate issued by Flag.

2.1.15 SMS documentation identifies required training in supporting SMS

S SI


There should be evidence of on board training, emergency drills and checking of certification.

2.1.16 There are records to indicate that Officers and Ratings, including the Master, receive familiarization training as required by STCW 95

S SI

2.1.16 STCW 95, A-1/14, SOLAS IX ISM 6

There should be evidence from on board records that persons newly employed on board are made familiar with shipboard equipment, operating procedures and other arrangements needed for the proper performance of their duties.

SI

2.1.17 Watch schedules, drawn up in accordance with STCW, are posted where they are easily accessible

S SI

2.1.17 STCW 95, A-VIII/1

Watch schedules detailing the working hours of all watchkeeping officers and ratings should be posted in an easily accessible location on board.

2.1.18 A Company manual(s) details the respective roles of ship personnel

S SI

2.1.18 ISM 6.6 Where respective role descriptions do not exist for a particular rank or rating, this question must be answered 'No' and details given in the remarks.

2.1.19 A Company manual contains guidelines to the Master on his responsibilities during a salvage operation on his own ship

R SI

2.1.19 SALCON 89 This instruction should be contained in a Company Operating Manual and should detail the Masters responsibilities, level of authority and actions in the event of salvage of his own ship.

2.1.20 A copy of the current Lloyds Open Form - Salvage Agreement is available on board

D SI

2.1.21 A Company representative(s) conducts internal audits of the ship at periods not exceeding 12 months.

S I


There must be documentary evidence in the form of a report to indicate a company representative has audited the ship. If the vessel has been taken over my new management or is newbuilt for less than 3 months, answer No and include details in the Remarks.


Copies of the internal audit reports are available on board, and show that a close out system is in place

S I


Copies of the latest external audit report is available on board, and show that a close out system is in place

S I


A Company manual contains procedures for the reporting of non-conformities, accidents and hazardous situations

S I

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2.1.25 A performance appraisal system for officers and ratings is in use

R I

2.1.26 Time interval of reporting is _____ months SI

2.1.26 STCW, Res 7.2

A formal system of reporting on the job performance should be in place. This should take the form of a detailed report sheet, covering all aspects of a person’s job performance. Guidelines on how and when to complete the appraisal should be available. There should be evidence that the appraisal system is in use.

SI

2.1.27 Senior officers return to the same vessel on a rotational basis, or rotate on vessels of similar class within the company fleet

D SI

2.1.28 Junior officers and ratings are rotated on vessels of similar class within company fleet

D SI

2.1.29 Changes of Master, Chief Officer, Chief Engineer and Second Engineer are organised to avoid a full change of officers at same time (i.e. staggered relief system)

D I

2.1.30 Officers regularly return to Operator's vessels D I

2.1.31 Ratings regularly return to Operator's vessels D SI

2.1.29-31 The term "class" refers to vessel of similar design, size, and equipment. The term "fleet" refers to vessels operating under the same technical management.

SI

2.1.32 Does the ship operator have a scheme in place for the auditing of third party port agents

NS SI

2.1.32 Such assessments should be thorough and comprehensive. For example the CDI International Marine Packed Cargo Audit Scheme (IMPCAS) ship agent audit or equivalent.

SI

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Section 3. BRIDGE

3.1 Ref. Navigation and Bridge Organization Yes No N/A Cat

3.1.1 There is a Company Manual detailing navigation procedures and bridge organization

S I

3.1.1 STCW B-VIII/2 4-1 ISM 7

A manual issued by the Company detailing bridge procedures should be available. This Manual should specify the Company's requirements for the navigation of the ship and should at least address all the advice given by IMO in STCW 2010 and ICS in the Bridge Procedures Guide. The manual should include guidance on the use and limitations of all electronic navigational devices installed on-board, including but not limited to ECDIS, VDR and AIS.

3.1.2 There is evidence that the firmware and software of navigation and communication equipment have been updated.

S I

3.1.2 MSC 1 Circ 1389

Adequate navigation and radio communication equipment software and firmware maintenance arrangements should be implemented by shipowners and be supported by equipment manufacturers. Equipment should provide the means to display, on demand, the current applicable software and firmware versions.

3.1.3 The Master has established his own bridge standing orders R I

3.1.3 SOLAS IX, ISM 7, ICS BPG. STCW 2010 A-VIII/2.22.1

This may take the form of Master's standing orders or general advice on the manner in which the navigation officers are to perform their duties. It must be in written form.

3.1.4 The duties of the watch officer are clearly defined in the bridge procedures

S I

3.1.4 SOLAS IX ISM 7 ICS BPG

Company bridge procedures, in conjunction with the Master’s Standing Orders, should provide comprehensive instructions as to the manner in which the officer of the watch is to perform his duties, including when under pilotage.

3.1.5 Officers countersign bridge procedures and standing orders D I

3.1.5 SOLAS IX ISM 7 ICS BPG

There should be evidence in the form of a written record to indicate that bridge officers have read and understood the Company bridge procedures and Master's Standing Orders.

3.1.6 Basic watch conditions are defined S I

3.1.6 STCW Section A - VIII/2 Part 4-1 and STCW Section B-VIII/2 Part 4-1 and BPG 1.2

This should detail the manning level of the bridge under various conditions - i.e. leaving or entering port, navigation in restricted visibility with either high or low density traffic, clear weather navigation etc.

3.1.7 There is a watch handover procedure S I

3.1.7 STCW Section A - VIII/2 Part 4-1 Sub Section 19 to 23

This procedure should be available, preferably in the Company bridge procedures manual and should detail in specific terms the manner in which the navigation watch is to be handed over. It should detail the requirements of both the relieved and relieving officer.

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Section 3. BRIDGE


3.1.8 Inspection rounds are undertaken after the watch and reported to the bridge

D I

3.1.8 There should be written records or log book entries to indicate that inspection rounds are undertaken.

3.1.9 The occasions on which the Master is to be called to the bridge are clearly defined

S I

3.1.9 STCW Section A - VIII/2 Part 4-1 Sub Section 40

These should be detailed in the Company Bridge Procedures, Master's Orders or in a separate document issued by the Master.

3.1.10 A bridge order book is kept by the Master D I

3.1.10 BPG 1.3.1.1 There is evidence of regular entries. At daily intervals, the master should write in the bridge order book what is expected of the OOW, with particular reference to his requirements during the hours of darkness. Bridge Order Books should be checked to ascertain that all officers are instructed as to their responsibilities.

3.1.11 Officers countersign the Master's orders. D I

3.1.12 The Bridge Logbook is correctly completed, including all appropriate activities to be recorded.

S I

3.1.12 SOLAS V/28 The log book should be completed in ink and free from correction fluid. Corrections should be in 'strike-through' and initialled. An adequate record should be kept, including at sea and in port. Records indicate that a bridge lookout is being maintained.

3.1.13 Passage planning is conducted from berth to berth S I

3.1.13 STCW Section A - VIII/2 Part 2

There must be evidence from charts, notebooks and past records that passage planning is carried out from berth to berth. In port passage plans developed by, or in association with the pilot are acceptable providing there is evidence that the Master has approved the plan and has considered it a safe plan.

3.1.14 Passage planning is in accordance with industry recommendations and guidelines

R I

3.1.14 BPG Passage planning should be carried out to the standard described in the ICS Bridge Procedures Guide. As appropriate for the ship and the passage, passage plans should include:

- Tracks with heading notation- Leading lines, parallel index distances- Waypoints with wheel over positions, when applicable

- Danger areas- Expected under keel clearance in shallow water areas, as well as Squat- Identification of features to be used in position fixing

- Air draft and overhead clearance- Other useful information for the navigation of the ship

When this question is answered No, the missing elements from the passage plan must be recorded in the observation.

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Section 3. BRIDGE


3.1.15 The ECDIS charts used for the passage plan must be the official approved charts

S I

3.1.16 ECDIS is used as the primary means of navigation NS I

3.1.16 Any ECDIS or ECS on the bridge not used as primary means of navigation, is available for navigation support, and should thus be considered as a secondary means of navigation.It should never be reported as 'for training purposes' or "for reference only'. Charts for such equipment should also be kept updated.

If Yes:3.1.17 BPG The full passage must be planned in the ECDIS S I

3.1.18 Res MSC 232(82)

The full passage plan must be available in the ECDIS S I

3.1.19 The ENC license are valid for all passage charts S I

3.1.20 A company policy defines the set of ENC to be kept updated for the trading area.

S I

3.1.21 A procedure in the event of complete ECDIS failure is available

S I

If Yes:3.1.22 The procedure is based upon a risk assessment that

provides for safe navigation in the event of a complete ECDIS failure.

D

3.1.22 STCW 2010 A-VIII/2.5

The vessel must be able to safely continue navigating should there be a complete ECDIS failure. One option could be to maintaining a set of small scale charts onboard and kept up to date for the ship' trading area for use in case of ECDIS failure. If paper charts are carried, any additional flag state requirements for carriage of paper charts must also be complied with.

3.1.23 Appropriate intervals of position fixing are clearly defined within the passage plan

R

3.1.23 BPG The frequency of position fixing should be such that the vessel cannot run into danger during the interval between the fixes. The maximum position fixing interval should be defined in the passage plan. Where the navigational circumstances may change on a particular leg, i.e. proximity to obstructions or shoals, then the position fixing interval should be amended accordingly. For new build only N/A may be used.

3.1.24 Navigation warnings and T&P notices are taken into account in passage planning and during the voyage

S I

3.1.24 STCW Section A VIII/2 Part 2

There must be evidence that navigation warnings are made use of with details being noted on the relevant charts. There must be a system in place for the filing and updating of all navigation warnings. Where ECDIS is used, there must be evidence that T&P notices and navigational warnings are being included in the electronic charts.

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Section 3. BRIDGE


3.1.25 The position is fixed at sufficiently frequent intervals to ensure that the ship follows the planned course

S I

3.1.25 STCW Section A VIII/1 Part 4-1 Sub Section 25

The frequency of position fixing must be such that the vessel cannot run into danger during the interval between the fixes. The frequency of position fixing must be in compliance with the passage plan, and must ensure that the ship’s position is effectively monitored in relation to the proximity of navigation hazards when the speed and draft of the ship are taken into account.

3.1.26 While at anchor, the position of the vessel must be monitored at sufficiently frequent intervals

S I


The frequency of monitoring the position must be such that the vessel cannot be put in danger during the interval between the fixes and must ensure that the ship’s position is effectively monitored in relation to the proximity of navigation hazards.

3.1.27 More than one method of fixing position was used during deep sea passages

S I

3.1.27 STCW: BridgeTeam manage - ment

There must be evidence that at least two independent methods are used for fixing the ship’s position when in open sea. The evidence should consist of plotted positions on the chart together with identification of the position fixing system/method used (log book or work book entries). Where the vessel carries only one electronic position fixing aid suitable for deep sea navigation then evidence should be produced to show that celestial observations are carried out. If celestial observations are not possible due to weather, this should be verified through entries in the log book and recorded as an observation. Where ECDIS is used as a primary means of navigation, efficient and effective cross-checking of positions should be implemented.

3.1.28 More than one method of fixing position was used in coastal waters

S I


There must be evidence that at least two independent methods are used for fixing the ship’s position in coastal waters. Where ECDIS is used as a primary means of navigation, efficient and effective cross-checking of positions should be implemented. The watchkeeping officer should demonstrate the reporting of a radar position on the ECDIS; overlaying the radar screen on the ENC is not equivalent.

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Section 3. BRIDGE


3.1.29 The watch officer has unrestricted access to navigationsystems

S I

3.1.30 The watch officer has unrestricted access to communication systems

S I

3.1.31 The watch officer has unrestricted access to use of the engines

S I

3.1.29-31 SSTCWSection A VIII/1 Part 4-1 Sub Sect 29TCW A-VIII/23-1.29

This should be stated in the Company Bridge Procedures or Master’s orders.

3.1.32 The depth finder is operated when making a landfall and in coastal waters

R I

3.1.32 STCW A-VIII/23-1.36, BPG 4.8

To assess this question an examination should be made of the echo sounder recorder paper, the log book, or an electronic history log to ascertain when the depth finder was operated. In the absence of any objective evidence of operation, the question should be answered "No".

3.1.33 Charts in use are appropriate for the intended voyage S I


A sample of future voyage charts should be examined for being the largest scale available, latest edition, and properly corrected. In cases where the future voyage is not known or has not been planned at the time of inspection, this question should be answered as N/A. If ECDIS is used as the primary means of navigation, the charts must be approved.

3.1.34 The Navtex is operating on the appropriate station(s) for the ship's location

S I

3.1.34 SOLAS IV Reg 7 1.4

The Navtex operating status should be examined to establish which stations are selected for current reception. The station for the ships location must be included on this list.

3.1.35 The Navtex is programmed to receive navigation warnings and weather forecasts

S I

3.1.35 BPG Recent Navtex printouts should be examined for navigational warnings and weather forecasts. In the absence of any printouts the Navtex operating status should be examined to establish that the Navtex is programmed for the reception of navigational warnings and weather forecasts.

3.1.36 Navtex navigation warnings are correctly managed and filed S I

3.1.36 MSC.1 Circ.1288/ Rev 1

In-force navigational warnings should be retained on-board for as long as the vessel remains within a particular area. All navigating officers must be able to demonstrate familiarity and operation of the system and management of the warnings.

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Section 3. BRIDGE


3.1.37 There is evidence that the ship receives maritime weather forecasts appropriate for the vessel and trading area

S I

3.1.37 Res A 528 (13)

There must be evidence of receipt of weather routing information, weather faxes, or other weather information retained on-board.

3.1.38 Master / pilot information exchange procedures are in use S I

3.1.38 BPG A3. IMO res. A.601 (15)

The procedure should be identified within the Company Bridge Procedures. There must be evidence of a formal Master / Pilot information exchange. This will normally take the form of a pilot information exchange card. Evidence should be found that the system is used, i.e. copies of used exchange cards or log entries when the procedure has been completed.

3.1.39 Ship maintains full navigation procedures when the pilot is on-board

S I

3.1.39 STCW Section A VIII/1 Part 4-1 Sub Sect 49,50

The answer to this question will be determined with reference to the bridge movement book and port entry charts.

3.1.40 Exchange procedures for the Master to assume control from the duty officer are clearly defined and recorded

S I

3.1.40 STCW Section A VIII/1 Part 4-1 Sub Sec 24-3

This procedure must be stated in the Company Bridge Procedures or as part of the Master’s orders

3.1.41 STCW A-VIII/2 3-1 31

A record of compass errors is maintained S I

3.1.42 SOLAS V Reg 19.2.1.3

A magnetic compass deviation card / table is available on the bridge

S I

3.1.43 Date of last swing to check deviation: ________ SI

3.1.44 Magnetic and gyro compasses are compared at least each watch

S I

3.1.44 STCW Section A VIII/1 Part 4-1 Sub Sect 34-2

This should be established from the log entries made by each Officer of the Watch.

3.1.45 Magnetic compass error is determined at least once per watch and, when possible, after any major alteration of course

S I

3.1.45 STCW Section A VIII/1 Part 4-1 Sub Section 34-2

This refers to magnetic compass observations and not comparisons with the gyro. This should be established from entries in a compass error book or other suitable record. This record should be complete and up to date. Due allowance must be made for the occasions on which a compass error cannot be ascertained (visibility, weather, traffic density), and should be verified through cross-checking of the deck log book or compass log book.

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Section 3. BRIDGE


3.1.46 Navigation equipment is checked before each voyage and before entering port

S I


This should be in the form of a completed checklist or other evidence that the individual checks have been made.

3.1.47 A record of navigation equipment checks and findings is made in the ship's Log Book

S I


It is acceptable for details of the navigation equipment checks and findings to be maintained in a separate record book provided reference is made to the checks and the record book in the ship’s log book.

3.1.48 Testing of astern propulsion before entering port is recorded

R I

BPG The time that it was tested should have been recorded.

3.1.49 SOLAS V Reg 26.6

Testing of the steering gear before departure is recorded S I

3.1.50 SOLAS V Reg 26.6

Testing of the emergency steering at least every three months is recorded

S I

3.1.51 Manoeuvring information is posted in the wheelhouse S I

3.1.51 Solas II-1 Reg 28.3 and BPG Annex A4. BPG 3.17.2 cannot be found.

The manoeuvring information for the ship must be posted in the wheelhouse. The recommended form of the manoeuvring information or wheelhouse poster is contained in IMO MSC Circ.1053, MSC Res 137 [76] and in the BPG. The information must be legible and in a form which is easy to understand and should include stopping times, ship headings and distances recorded during trials. In the case of a ship with multiple propellers the results of trials to determine the ability to navigate and manoeuvre with one or more propellers inoperative must be available. Some of the trial data, such as "zig zag data", may not be available on vessels built before 2004.

3.1.52 SOLAS V Reg 26.3.1

Auto / manual steering changeover procedure is displayed on the bridge

S I

3.1.53 SOLAS V Reg 26.3.1

Emergency steering changeover procedure is displayed on the bridge

S I


The ship is fitted with an Electronic Chart Display System NS I


The Electronic Chart Display is incorporated in an approved ECDIS

NS

3.1.55 Form E attached to Safety Equipment Certificate

An ECDIS system must be approved by the flag administration, details of the manufacturer and the model must be entered, together with the approval body. If the Electronic Chart Display System is not a type approved ECDIS, state the manufacturer and model. If the ship is fitted with an Electronic Chart Display System which is not a type approved ECDIS, then paper charts must also be carried to satisfy the requirements of SOLAS V Reg 27.

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Section 3. BRIDGE


3.1.56 The vessel must have approved and up-to-date charts on-board, in all circumstances, for the ship's intended and previous voyage.

S I


Charts must be available for the ship's previous and intended voyage. If the ship is fitted with an approved ECDIS, the condensed portfolio of charts must comply with the approval.

3.1.57 Corrections of charts (paper and / or electronic) are up to date to latest Notices to Mariners received

S I

3.1.57 SOLAS V Reg 27ISM

Paper Charts: Sufficient charts available for use should be examined to ensure corrections have been made. This examination should extend to identifying the actual correction on the chart and not just the correction number which may be applied at the foot of the chart. The application of selected corrections on the chart is not acceptable.

A system should be in place such that updated notices are received within 2 months of publishing.

If the Master or Navigation Officer states that not all charts are corrected, then a system must be in place to identify corrections applicable to all charts available for use. This system must be up to date and correct. Charts for the intended voyage must be corrected up to date. If the correction system is not correct, then the question must be answered "No".Where the ship is not in receipt of the latest Notices to Mariners, making due allowance for postal delays resulting from its trading pattern, this should be noted in the Remarks. Electronic Charts:There must be evidence that the approved ECDIS has been updated to the last Notice to Mariners received. Evidence may be taken from the Electronic Chart Display System, or if this is not available, from a correction log maintained on board.

3.1.58 Corrections of Nautical Publications are up-to-date to latest appropriate Notices to Mariners

S I


The nautical publications carried which are subject to correction by Notices to Mariners must be up-to-date. This includes Lists of Lights, Sailing Directions (Pilot Books), Temporary and Preliminary notice file and Navigation Warning file. The latest available correction should be received not more than 2 months from the date of publication or issue. In the case of electronic charts, the officers must be able to demonstrate how corrections to the charts are completed, including T&Ps.

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Section 3. BRIDGE


3.1.59 The ship subscribes to a chart and nautical publication update service

D I

3.1.59 There should be evidence that the ship automatically receives new editions of charts and other nautical publications as part of a service provided by a chart agent.


There are Company procedures covering the correction and / or renewal of charts and nautical publications

S I

3.1.61 The ship has guidelines / graphs regarding squat S I

3.1.61 Res A.601[15]

Guidelines / graphs should be available on the bridge.

3.1.62 The Master and bridge officers are aware of the conditions which create squat

S I

3.1.62 STCW 3-1/21

This question should be assessed following a discussion with the Master and if possible some of the bridge officers.

3.1.63 The Company provides fully documented policy or procedure on minimum Under Keel Clearance (UKC)

R I

3.1.63 This may be in the form of a policy given in a Company operating manual, circular letter or other information from the Company to the ship and should highlight the requirement to maintain adequate under keel clearance when draft, size of ship, shape of hull, speed and accuracy of hydrographic information are taken into consideration, as well as tidal effects and speed of transit over the controlling depth(s). It should also provide instructions should the vessel be unable to comply with the policy.

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Section 3. BRIDGE


3.1.64-68 These questions are only applicable when the equipment is fitted. If the equipment listed is fitted and is not in an operational condition, the question must be answered "No", regardless of the fact that SOLAS, Flag or Class may not require its fitting.

3.1.64 SOLAS V Reg 19/20

The operational condition of the appropriate equipment appears satisfactory:

S I

3.1.64-65 When possible, the equipment should be observed in operation. A request for an operational demonstration should be made to the Master. A member of the ship's staff, not the Inspector, should operate the equipment. Equipment should not be operated when this may result in an unsafe condition. E.g. operating a radar during cargo operations, unless the Master, in consultation with the terminal manager, has established the conditions under which the radar installation may be used and approved its use. Equipment assessed includes:

- Electronic Chart Display System (ECDIS)- Magnetic compass- Radar No 1- Radar No 2- ARPA/Anti collision system- Plotting device- Echo sounder- Echo sounder recorder- Speed log- Distance indicator- Gyro compass- Gyro bridge wing repeaters- Off Course or Off Heading Alarm(s)- Voyage Data Recorder (VDR) - Automatic Identification System (AIS)- Rudder angle indicator- Rudder angle indicator on bridge wingsNote: If the rudder angle indicator is not visible from the normal conning position on the navigating bridge, then the rudder angle indicator should not be considered to be in a satisfactory operational condition and the question should be answered “No” and an observation made. A rudder angle indicator incorporated in the steering console for the use of the helmsman will not normally meet the requirements of this question.

3.1.65 Information If No, how many items were not satisfactorily recorded? _________

I

3.1.66 SN.1 Circ.312SN.1 Circ.266/Rev .1

The ECDIS has been checked for operating anomalies using the International Hydrographic Organization (IHO) Data Presentation and Performance Check (DPPC) dataset, and evidence of this check is available on board.

S I

3.1.67 MSC 1 Circ. 1389

The company has a procedure for maintaining the ECDIS software, firmware and hardware up to date, and service reports are available on board.

S I

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Section 3. BRIDGE


3.1.68 The operational condition of the appropriate equipment (when fitted), appears satisfactory:

R I

3.1.68-69 When possible, the equipment should be observed in operation. A request for an operational demonstration should be made to the Master. A member of the ship's staff, not the Inspector, should operate the equipment. Equipment should not be operated when this may result in an unsafe condition. E.g. operating a radar during cargo operations, unless the Master, in consultation with the terminal manager, has established the conditions under which the radar installation may be used and approved its use. Equipment assessed includes:

- Integrated Navigation System (INS)- GPS- Transverse Doppler

- Rate of turn indicator- Course Recorder- RPM indicator- RPM indicator on bridge wings- Engine room printer- Gyro autopilot- Anemometer- Controllable pitch indicator- Controllable pitch indictor on bridge wings- Bow thruster and indicator- Stern thruster and indicator- Bridge Navigational Watch Alarm System (BNWAS)- Other equipment

3.1.69 If No, how many items were not satisfactorily recorded? _______

I

Electronic Chart System (ECS)3.1.70 SN.1Circ.312

SN.1 Circ.266/Rev.1

The ECS has been checked for operating anomalies using the International Hydrographic Organization (IHO) Data Presentation and Performance Check (DPPC) dataset, and evidence of this check is available on board.

S I

3.1.71 MSC 1 Circ. 1389

The company has a procedure for maintaining the ECDIS software, firmware and hardware up to date, and service reports are available on board.

S I

3.1.72 The operational condition of all navigation lights and alarms is satisfactory

S I

3.1.72 Colreg1990ISM 10.1. STCW A VIII/2-34

Lights must be correctly aligned and unobscured across their arcs of visibility. Lockers, platforms, mast head structures and access ladders must be in satisfactory condition, and should be visually examined for damage and corrosion. When possible, main and emergency navigation lights should be switched on and checked.

3.1.73 Colreg1990 Navigational shapes are readily available for hoisting and are in satisfactory condition

S I

3.1.74 SOLAS V Reg 19. 2.2.2

The operational condition of the Aldis signalling lamp is satisfactory

S I

3.1.74 All sources of power to the lamp should be tested.

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Section 3. BRIDGE


3.1.75 SOLAS II-1 Reg 37

The operational condition of all communication links between Bridge and Engine Room is satisfactory

S I

3.1.75 Each of the communication links should be tested.3.1.76 Input from the speed log to the anti collision system is

speed through the waterS I

3.1.76 SOLAS V Reg 19.2.8

This is a requirement for vessels of 10,000grt and over. However, if the vessel irrespective of size, is fitted with an ARPA, input from the speed log should be through the water.

3.1.77 The AIS display and keyboard should be available to the mariner at the position from which the ship is normally operated

R I

3.1.77 SOLAS VSN/Circ.227

If the AIS feeds directly to the radar, this question should be marked N/A.

3.1.78 AIS is switched off or operating at a low power setting of 1 watt or less when required

R I

3.1.78 ISGOTT 4.8.4. TSG 2.21.1

Anytime the vessel is in an area where hydrocarbon gases may be present (i.e. when alongside a terminal or operating nearby other vessels conducting cargo or tank cleaning operations), the AIS should be switched off or the aerial isolated and given a dummy load. This should only be done if allowed by local requirements. If the AIS may not be switched off due to local requirements, the AIS should be switched to low power (1 watt or less). If the AIS does not have a low power setting, this question should be marked NO.

3.1.79 A Bridge Navigation Watch Alarm System (BNWAS) is fitted

S I

3.1.79 SOLAS Regulation V/19 MSC.282 (86)

All ships of 150 gross tonnage and upwards shall be fitted with a bridge navigational watch alarm system (BNWAS), as follows:

- cargo ships of 150 gross tonnage and upwards constructed on or after 1 July 2011;- cargo ships of 3,000 gross tonnage and upwards constructed before 1 July 2011, not later than the first survey after 1 July 2012;- cargo ships of 500 gross tonnage and upwards but less than 3,000 gross tonnage constructed before 1 July 2011, not later than the first survey after 1 July 2013; and- cargo ships of 150 gross tonnage and upwards but less than 500 gross tonnage constructed before 1 July 2011, not later than the first survey after 1 July 2014.

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Section 3. BRIDGE


3.1.80 ECDIS/ECS is installed. NS I

If Yes:3.1.81 The company has a procedure addressing the use of

ECDIS/ECS and the correction process for the system.S I

3.1.80 - 81

ISM 7 The procedure/guidance/manual should include but is not limited to following items:

- Guidance on benefits and limitations of ECDIS/ECS- Guidance on what vector system means and what layering of information is and when and why to switch on and off certain layers.- Guidance on official and unofficial chart data for use on the on-board system.- Clear policy regarding Company training requirement on ECDIS, and minimum acceptable parameters on alarm settings for use with ECDIS/ECS. (Example safety contour safety depth, shallow contour, deep contour etc.).

- The familiarisation check list listing critical parameters to be assessed for newly appointed deck officers.

- Corrections- guidance on T&Ps management.- Information on what mode is ECDIS/ECS use approved and does vessel flag state allow use of RCDS (Raster Chart Display System) and under what conditions.

- Information on office staff ECDIS /ECS training for purposeful Navigational audits.

3.1.82 The company has a clear policy regarding minimum acceptable parameters on alarm settings and layers for use with ECDIS/ECS.

S I

3.1.82 ISM 7 - Examples include safety contour safety depth, shallow contour, deep contour etc..

3.1.83 STCW 2010 A -VIII/2 22.1

The Master has established standing orders in alignment with the above, and they are being complied with.

S I

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Section 3. BRIDGE

3.2 Ref. Crew Knowledge and Proficiency Yes No N/A Cat

The Inspector will interview various members of the crew to seek evidence of knowledge and proficiency. The purpose of the interview is to ensure that personnel can demonstrate sufficient depth of knowledge and familiarity with the policies, procedures, and equipment on-board, as laid down in their job description.

3.2.1 Bridge watchkeeping officers are familiar with the international collision regulations

S I

3.2.1 Examples of items the Inspector may question include:- Restricted visibility- Sound signals- Day and night-time signals- Traffic separation schemes- Stand-on/Give Way vessels

3.2.2 Bridge watchkeeping officers are familiar with buoyage systems

S I

3.2.2 Examples of items the Inspector may question include:- A and B systems- Cardinal marks, Lateral marks, Safe water marks, etc.

- Characteristics3.2.3 Bridge watchkeeping officers are familiar with procedures

for handing over or taking charge and his duties when he is in charge

S I

3.2.3 Examples of items the Inspector may question include:- Navigating with a pilot embarked- Master taking over the charge of the bridge- Master handing over the charge of the bridge

3.2.4 Bridge watchkeeping officers are familiar with the company procedures and Master's standing orders for being called to the bridge

S I

3.2.5 Bridge watchkeeping officers are familiar with the operation and limitations of all bridge equipment

S I

3.2.5 Examples of items the Inspector may question include:- Radars- GPS- ECDIS and electronic chart systems (ECS)- ARPA- Steering gear changeover- Main engine controls- Communications equipment- UMS systems and changeover- Limitations may include the removal of layers, blind spots, T&P corrections, etc.,).

3.2.6 Bridge team personnel are familiar with the Bridge Procedures Guide, including when under pilotage

S I

3.2.6 Examples of items the Inspector may question include:Information that should be routinely reported to the Master or bridge team leader.Deviations from the voyage plan and/or reacting to unforeseen circumstances.

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Section 3. BRIDGE


3.2.7 Personnel are familiar with the applicable emergency procedures as listed in the Guidance Notes for 7.1.2

S I

3.2.7 STCW A-VI/1

ISM 8.1

MSC/Circ.1024

The inspector should randomly select a representative sample of emergency procedures to discuss. Watchkeeping officers should know when to save data after an incident on appropriate equipment (such as VDR, echo sounder, and ECDIS, as appropriate), where to find procedures describing how to save that data, and any limitations on saving the data.

3.2.8 Bridge team personnel are familiar with other aspects of the bridge and navigational policies and procedures

S I

3.2.8 SOLAS IX

ISM 8.1

This question is intended to cover any other area questioned by the inspector not covered by the questions in this chapter. If answered No, the inspector should note the issues identified.

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Section 4. MOORING

4.1 Ref. Mooring Yes No N/A Cat

4.1.1 The Company has procedures on safe mooring which reflect industry standards

R SI

4.1.1 OCIMF Mooring Guide

Procedures for safe mooring should be contained in a Company manual. These procedures may include:

- Safety precautions during mooring operations- General mooring arrangements- The avoidance of mixed moorings in the same service

- Same service lines of similar length- Use of tails- Correct layering on drums- Correct reeling on drums- Testing of brakes etc.- Care, maintenance and renewal of mooring lines

4.1.2 The ship is moored in accordance with industry standards R I

4.1.2 OCIMF Mooring equipment Guide

The answer to this question will be assessed following an inspection of the actual moorings of the ship. The inspection of the moorings should confirm:

- Moorings of differing materials or lengths not be used in the same service.- Self tensioning winches should not be used in automatic mode.

MEG 6.5.1 - As per the MEG, when synthetic tails are fitted to wires, the synthetic tails are at least 25% stronger than the wire, or when nylon/polyamide are used, at least 37% stronger.

MEG 6.5.2 - Synthetic tails should be at least 11m in length, and may be longer as required based on berth location.

- The angle of dip between ship and shore is not excessive.- The recommended method of turning-up a rope on bitts is to take one or two full turns around the leading post before ‘figure-of-eighting’. The reason for this is to reduce the tendency to pull the two posts together.

- Stoppers are of the correct type for the moorings in use.- No more than one layer on split drums- Safe working loads of mooring ropes, bits, roller fairleads, etc. are appropriate to meet the latest edition of the MEG

4.1.3 While moored, ship's staff are maintaining a regular inspection of the moorings

R I

4.1.3 TSG (C) 2.3& SSSCL

This should be assessed by observation during period on-board.

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Section 4. MOORING


4.1.4 There are sufficient crew available to safely moor the ship R I

4.1.4 OCIMF Mooring

This should be assessed following a general discussion on mooring practices. A reduced manning situation is only acceptable in cases where the mooring equipment and layout has been designed for the purpose. As a guide there should be at least:

- A competent person to supervise the operation at each mooring station.- A person to tend each winch control which is in operation.- A person to tend any rope being hove in on a drum end, with a second person available to clear bights of rope away from the winch area and apply stoppers as required.- Sufficient persons available to run out the moorings.

4.1.5 While in port, deck machinery is ready for use at all times D I

4.1.5 The mooring winches must be available for starting without the need for the engine room staff to increase the power generation on board.

4.1.6 The ship has a maintenance programme for the mooring equipment

S SI


There must be evidence of a written programme for the regular maintenance and inspection of the mooring equipment.


The ship is fitted with self-storing mooring winches NS SI

If Yes:4.1.8 There is a schedule for the testing of the winch brake

rendering capacitiesR SI

4.1.8 OCIMF Mooring Equipment Guidelines 7.4.5

Within the mooring equipment maintenance programme should be a section dedicated to the systematic testing of the winch brake rendering capacities.

4.1.9 There are records indicating the testing of winch brakes R SI

4.1.9 Mooring Equipment Guidelines 7.4.5

The test refers to the rendering point of the winch.

If Yes:4.1.10 Winch brakes are tested every _____ months4.1.11 All mooring lines are correctly spooled on mooring

drumsR I

4.1.11 OCIMF Mooring Equipment Guidelines

All lines on drums must be reeled on to the winch drum in the correct direction, i.e. pulling against the fixed point of the brake when under tension.

This requirement may not apply to drums fitted with disc brakes.

4.1.12 ISGOTT 23.3.1

The mooring winches appear in good working condition R I

4.1.13 ISGOTT 23.3.1

The windlass appears in good working condition with bearings greased etc.

R I

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Section 4. MOORING


4.1.14 ISM 10.1 The anchors and anchor chains appear in good working condition

S I

4.1.15 The anchor cable stoppers appear in good condition D I

The cable stopper is for use when the ship is at anchor, but is not necessarily required when moored.

4.1.16 ISGOTT 23.4.2.5

Anchors are cleared for use when entering port R I

4.1.17 Condition of mooring ropes, wires and lines (as fitted) appear satisfactory

S I


This question should be assessed by visual observation. In general moorings should NOT be considered satisfactory if:

- Synthetic ropes have multiple splices, or any splice has fewer than five tucks.- Synthetic ropes have strands damaged or cut.- Synthetic ropes have signs of abrasion burning.- Synthetic ropes tainted with oil, paint or detergents.

- Wire rope show signs of poor maintenance.- Wire rope(s) show dry or darkened areas or other signs of corrosion.- Wire rope(s) have more than three broken wires in any strand, or five in any adjacent strands in a length of wires 10 times the diameter. In this case, the damaged part requires removal and the wire resplicing.

- Wire rope(s) show signs of wear around the eye.- The securing arrangement (anchor point) to a winch is unsatisfactory.- There is a tendency towards separation of the strands or wires.

Observations must identify the winch(es) with the defect mooring(s)

4.1.18 OCIMF Mooring Guide

Synthetic mooring tails are fitted on wires NS SI

If Yes:4.1.19 OCIMF

MooringSynthetic mooring tails appear to comply with OCIMF guidelines

R I

4.1.19 MEG 6.5.1 - As per the MEG, when synthetic tails are fitted to wires, the synthetic tails are at least 25% stronger than the wire, or when nylon/polyamide are used, at least 37% stronger.

MEG 6.5.2 - Synthetic tails should be at least 11m in length, and may be longer as required based on berth location.

OCIMF Mooring

- If the manufacturer recommends that it is appropriate, a synthetic tail can be attached to a HMPE line through the use of a cow hitch, but a cow hitch may not be used with Aramid® lines or wires

4.1.20 Synthetic mooring tails are connected to wires with a non-friction connection

R I

4.1.20 OCIMF Mooring

Typical non-friction connections are Mandal or Tonsberg shackles.

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Section 4. MOORING


4.1.21 OCIMF Certificates are available for all mooring wires and ropes R SI

4.1.21 MEG 6.1.4 A system must be in place to match the certificate to the wire or rope.

4.1.22 Emergency towing off wires (fire wires), appear in good condition

R I

4.1.22 TSG (C) 2.4 The emergency towing wires should be assessed as above. In addition the wires should be of strength and length for use under emergency towing conditions. OCIMF recommend:

- Wires of 6 x 36 construction with an independent wire rope core.

MEG 3.12 - For ships under 20,000 DWT, the MBL should be 30 tons and length 25 m.

MEG 3.12 - For ships from 20,000 DWT to 100,000 DWT, the MBL should be 55 tons and length 45 m.

4.1.23 When rigged, emergency towing off wires (fire wires) are properly rigged

R I

4.1.23 TSG (C) 2.4 - OCIMF no longer recommends the rigging of emergency towing off wires while alongside, although some ports/berths still require their use. - When requirements are specified by the port or terminal, the emergency towing off wires must be rigged as per those requirements. If the port/berth requires they be rigged but does not specify the requirements, they must be rigged as per the MEG.


Fairleads and rollers are free and well greased S I

4.1.25 The emergency towing arrangement, if fitted, complies with SOLAS requirements and is in good condition

S SI

4.1.25 SOLAS II-1 Reg 3-4

MSC.35

Ships over 20,000 DWT must be fitted with an emergency towing arrangement at both ends of the ship. If fitted, they must be at both bow and stern with a strong point and fairleads to facilitate towing from either side. A chafing chain should be supplied and stowed in such a way that it can be connected rapidly (1 hour forward, 15 minutes aft) to the strong point. The chain should be of sufficient length to ensure that any towing pennant remains outside the fairlead during the towing operation.The design and construction of the strong point must be approved by the administration.

4.1.26 Emergency towing procedures should be maintained on board the ship for ready use by the ship’s crew in preparing their ship for towage in an emergency.

S I

4.1.26 MSC.1/CIRC.1255 & MSC Circ. 1175

All cargo ships over 500 GRT must be provided with a procedures manual in hard copy.

4.1.27 Decks in the mooring areas have a non slip surface D I

4.1.27 This may be by means of non slip paint, non slip abrasive patches or other suitable alternative.

4.1.28 Snap-back zones have been identified via risk assessment. R I

4.1.28 MEG 6.1 and MGN 308

The zones do not need to be marked on deck, although that is preferred. The risk assessment should be available to the crew.

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Section 4. MOORING


4.2.1 - 5 The Inspector will interview various members of the crew to seek evidence of knowledge and proficiency. The purpose of the interview is to ensure that personnel can demonstrate sufficient depth of knowledge and familiarity with the policies, procedures, and equipment on-board, as laid down in their job description.

4.2.1 Personnel are aware of routine for tending of moorings S I

4.2.2 Personnel are aware of safety issues related to mooring S I

4.2.3 Personnel are aware of the purpose and proper rigging for towing off wires

R I

4.2.4 Personnel are able to explain the principles behind testing of brakes, and can explain the difference between rendering point and design brake holding capacity

R I

4.2.5 Personnel are familiar with other aspects of mooring equipment, policies and procedures

S I

4.2.5 This question is intended to cover any other area questioned by the inspector not covered by the questions in this chapter. If answered No, the inspector should note the issues identified.

4.2.6 MEG Personnel are familiar with the hazards and risks of moorings, including the location of snap-back zones for the current arrangement

R I

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Section 5. CARGO OPERATIONSGas

5.1 Ref. Cargo Transfer Operations Yes No N/A Cat

5.1.1 SSSCL The IMO ( or equivalent) "Ship / Shore Safety Checklist" with gas supplement and if applicable the chemical supplement, has been completed

R I

If Yes:5.1.2 SSSCL Requirements of the Ship / Shore Safety Checklist are

being complied withR I

5.1.3 The following information, for each product carried, is available on board:

S I

5.1.3 IGC 18.1.1 The inspector should visually sight each item listed below. If any of the information not be available then a NO should be recorded for the question and the information missing entered in 5.1.4 and a remark entered regarding each of the items.- Action to be taken in the event of spills or leaks.- Counter measures against personal contact.- Firefighting procedures and firefighting media.- Procedures for cargo transfer, gas freeing, ballasting, tank cleaning and changing cargo grades- Special equipment needed for the safe handling of the particular cargo- Emergency procedures

5.1.4 Information If No, how many items were not satisfactorily recorded? _________

5.1.5 IGC 18.1.1 For each product carried, there is available on board, a full description of the physical and chemical properties necessary for the safe containment of the cargo

S SI

5.1.6 Information is available on the minimum allowable inner hull steel temperatures

S SI

5.1.6 IGC 18.1.1 This information may be in the form of: a ship's plan, a statement or a diagram. Some ships, due to the materials of construction and products carried, may be exempt from this requirement. The Administration or Class Society may have issued a statement to this effect, in which case, this question may be answered N/A.

5.1.7 There is a written procedure for warming-up the cargo D SI

5.1.8 Operational information for the cargo plant is available on board

R SI

5.1.8 TSG (G) 5 Information on the operation of the cargo plant should give specific guidance on the operation of all components comprising the cargo handling system. Information may be contained in manufacturers manuals. The areas covered should include:

-Tank layout-Pipeline diagrams-Operation of pumps-Operation of tank and other valves-Operation of high level alarm and emergency shut down system-Operation of ballast system-Operation of relief valves and vent system-Operation of reliquefaction plant-Operation of tank cleaning system (if applicable)- Operation of cargo monitoring system

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5.1.9 TSG (G) 5 Manufacturer's / technical information for the cargo handling equipment are available on board

R SI

5.1.10 TSG (G) 5 Manufacturer's / technical information for the cargo monitoring equipment are available on board

R SI

5.1.11 Displays on cargo operations console are easily understood D I

5.1.12 Cargo system drawings, electrical drawings, pipeline diagrams, mimic diagrams are available, updated and readable

D I

5.1.13 IGC 2.2.5 EGC 2.2

An approved loading and stability information booklet is available on board

S I

5.1.14 Information is available on board indicating the allowable loading limits for each product which may be carried and the cargo filling limits are available and being followed

S SI

5.1.14 The maximum allowable loading limits for each tank and each cargo should be listed and available. The calculation of the maximum allowable loading limit for current cargoes must be based upon the reference temperature when applicable.

5.1.15 TSG 1.7.5 There are procedures onboard outlining the hazards and appropriate precautions related to the phenomena involved in cargo roll-over.

R I

5.1.16 IGC 15.1 EGC 15.2

Test certificates are available on board for the cargo tank pressure relief valves

S I

5.1.17 SIGTTO - ESD Arrangements … part 2

Clear information is posted detailing ESD functions and their actions and alarms, including machinery tripping, valves operated, etc.

R SI

5.1.18 Cargo monitoring instruments or control safety devices can be overridden by a key, switch etc.

NS SI

If Yes:5.1.19 A written procedure detailing by whom, when and how

systems may be overridden is availableD SI

5.1.19 A written procedure must exist, and personnel must be aware, of which systems are overridden. Use of the override should be a short-term action, not a normal situation. While the actions taken by the safety devices may be overridden, alarms should never be deactivated by the override switch in order to allow vessel personnel to react to any potentially unsafe condition. A notation must be made when the switch is activated and deactivated, such as in a logbook. If any deficiencies are noted, NO should be recorded and the deficiency noted in the Remarks.

5.1.20 IGC 13.3.1 During cargo operations, override functions and switches are not activated unless in compliance with the vessel procedures and appropriately logged/recorded.

S SI

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5.1.21 There is an approved computer system for intact stability D SI

If Yes:5.1.22 The system includes damage stability assessment D SI

5.1.22 The computer system or the programme used on a standard personal computer, must be approved by a competent body. Non approved stability programmes developed on board are not acceptable.

5.1.23 Stability and stress calculations have been made prior to commencement of the current cargo transfer operation

S I

5.1.23 SOLAS II-1 Reg22

There should be evidence that a stress and stability calculation has been made for the current cargo operation. This may be in either written form or may be stored on a computer. There should also be evidence that this procedure is in common use, and includes the stress and stability calculation for the expected condition prior to departing the current berth.

5.1.24 TSG (G) 4.5.1

There is a written cargo plan for the current cargo operation R I

5.1.25 TSG (G) 4.12 Are stability limitations included in the current operational instructions

R I

5.1.26 Do these instructions reference the ship's loading and stability data

R

5.1.27 Are instructions understandable to the officers in charge R I

5.1.28 The Duty Officer is aware of the cargo plan R5.1.28 TSG (G)

4.5.1Duty officer should sign the cargo operation plan as having read and understood it.

5.1.29 A record of cargo activities is maintained in port S SI

5.1.29 STCW 95 A-VIII/2 4-3.9

A log or other records should be maintained detailing all cargo and ballast operations in chronological order. The details recorded may include but not be limited to the following:

- Starting / stopping cargo or grades- Starting / stopping tanks- Pumping log- Cargo tank levels- Pressure and temperatures- Loading / discharge rates- Delays due to ship or shore- Sampling etc.

5.1.30 Records of cargo tank levels are maintained D I

5.1.31 Records of cargo pump performance are maintained D I

5.1.31 This may be amperage, back pressure, discharge rate or hydraulic pressure.

5.1.32 A deck watch is maintained throughout the cargo transfer operation

D I

5.1.32 This should be assessed by observation during period of inspection.

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5.1.33 When applicable, flame screens for specified cargoes are available, in good condition and used when appropriate

S SI

5.1.33 IGC 17.10 EGC 19

Only certain cargoes require the use of flame screens as listed in Ch 19 of the IGC Code. The COF carriage notes will indicate which cargoes require the use of flame screens. However, they only need to be in place when required based on the cargo being carried. Otherwise, the screens should not be installed, and instead should be stored in an appropriate location. In any case, if flame screens are carried, they should be inspected when possible to ensure they are in good condition.

5.1.34 ISM 10 When carried, there are records indicating the inspection and maintenance of flame screens

S SI

5.1.35 Propylene Oxide and/or mixtures of ethylene oxide/propylene oxide are listed in the Certificate of Fitness.

NS SI

If Yes:5.1.36 IGC

17.20.13.2Cargo handling plan and drawings are available and approved by the administration.

S SI

5.1.37 IGC 17.20.13.3

Before each initial loading and before every subsequent return to such service, the cargo system must be properly segregated, each blank flange sealed with a wire and seal to avoid inadvertant removal, and certification of segregation issued by a responsible person acceptable to the Administration.

S I

5.1.38 Testing of relief valves is carried out by a competent authority at regular intervals and tests recorded

S SI

5.1.38 ISM 10 This question refers to ''testing'' and nothing more. Setting must be carried out and the valve sealed by a competent authority. Testing and setting by a competent authority should be carried out every five years or as required by the ship's Classification Society.

5.1.39 There are records indicating ESD system including manifold valves are tested prior to commencement of cargo transfer, the closing time of the valves, and the date/time of the test recorded

S I

5.1.39 IGC 5.6.4 and 18.7ISM

When testing the ESD system, the ESD activation point near the manifold being used should be tested, along with at least one other ESD activation point. A system should be in place to insure all ESD activation points are part of a rotation system such that they are all tested as part of the testing regime. Valves must close smoothly in the required time period as stated in the IGC Code (less than 30 seconds after ESD activation), but allowing sufficient time to avoid surge pressure if activated during cargo transfer.

5.1.40 IGC 3.6.3 EGC 3.6.3

There are records to indicate the regular testing of air lock alarms and interlocks

R I

5.1.41 IGC / EGC 13.3 13.1.4

There are records to indicate the regular testing of high level alarms

R I

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5.1.42 IGC / EGC 13.3

There are records to indicate the testing/function of independent high level shutdown system

R I

5.1.43 There are records indicating that the cargo tank filling valves are tested at intervals not exceeding one week

D I

5.1.44 IGC / EGC 13.1.4

There are records indicating the regular testing of high and low pressure alarms

R I

5.1.45 There are records indicating the inspection / checking of inert gas system non-return valves

R I

5.1.46 Procedures are in place to fully segregate the inert gas piping from hold spaces when the system is connected to the cargo system.

D I

5.1.46 Segregation is through the use of a spectacle flange or removal of spool pieces.

5.1.47 There are records indicating that calibration checks have been carried out on cargo plant instrumentation

S I

5.1.47 IGC 13.1.4 EGC 13.1.4

There are procedures requiring records of calibration checks on the following:-

- Level indicators- overflow control- pressure gauges - temperature indicating devices - gas detecting equipment

5.1.48 IGC13.1.4 EGC 13.1.2

Cargo plant instrumentation appears in good operating condition

R I

5.1.49 ESD fusible elements are in satisfactory condition S I

5.1.49 IGC 5.6.4 EGC 5.3.3

ESD fusible elements should be free from paint

5.1.50 All high and low pressure alarms appear to be in a good operational condition

R I

5.1.50 IGC / EGC 13.1.4

May not be fitted to an “existing ship”. In this case question to be marked N/A.


Tank dome fittings appear in good order S I


Hold space seals and rubber skirting for Cargo tank domes, if fitted, appear in good order

S I

5.1.53 When not in use, sample points are closed and capped S I

5.1.53 IGC 9.1.2 Quick coupling connections should not be used. Caps must be screwed/threaded and tightened properly when sample points are not in use.

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5.1.54 Means for the connection of sampling equipment, liquid or vapour, appears to be satisfactory

R I

5.1.54 SIGTTO LPG Sampling Proc.IACS 114

Pipework to be of robust construction to withstand up to 3.5 kg weight of a sample cylinder.

The sampling connection should be isolated by two needle valves or one needle valve and one ball valve (not 2 ball valves) fitted at least 500 mm apart.There should be a clearance of at least 250mm around the stub piece connection to allow spanner access.For threaded sampling couplings, a positive means to prevent the coupling from rotating should be provided and regular inspections of the tightness of the connection should be performed and recorded. This is to prevent the fittings and/or valve from being unscrewed by the normal action of making and breaking connections.

The connection should be clearly labelled as to its point of origin, i.e. tank number and location, top, middle or bottom.

The use of a drain valve as a sample point is not acceptable.

5.1.55 Sampling can be achieved by a closed loop system, keeping the length of sampling line as short as practically possible

D SI

5.1.55 In connection with toxic and flammable cargoes, a closed loop system should be obtained by connecting the container outlet valve to a vapour sample connection point or vent system. When possible, sampling through the use of the cargo pump can allow return of cargo back to the vapour space of the cargo tank, minimizing release to the atmosphere.

5.1.56 Local pump controls are accessible D SI


Local pump controls appear in good condition S I


Electrical equipment, glands and seals appear well maintained

S I

5.1.59 Suitable weather protection is provided for electrical fittings on deck

D I

5.1.60 IGC 5.2.1.3 EGC 5.2.2

Cargo pipework is isolated from ordinary steel to prevent brittle fracture, where appropriate

R I

5.1.61 Cargo pipework insulation is intact D I

5.1.62 IGC 5.2.1.2 EGC 5.2.1b

Cargo and vapour pipelines are free to move inside supporting collars

R I

5.1.63 Expansion bellows are only fitted on cargo vapour lines, are correctly supported and aligned with the pipes they are connected to

R I

5.1.63 IGC 5.2.1.2 EGC 5.2.1b TSG (G) 5.3.9

Only Industry Standard expansion bellows are accepted, and they may only be used on cargo vent lines .

5.1.64 Condition of expansion devices appears satisfactory S I


There should be no evidence of damage or distortion.

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5.1.65 SOLAS IX ISM 10.1 TSG (G) 3.7.1

Cargo pipe work electrical bonding arrangements appears in good condition

S I

5.1.66 Cargo pipe work is free of leaks and does not appear to be corroded

S I


If NO then quantify and specify accordingly

5.1.67 Cargo pipework does not have temporary repairs D I


All other aspects of cargo pipework, including proper service marking and piping supports, appear in good condition

S I

5.1.69 IGC 5.4.2.3 Screwed couplings are only used for accessory lines and instrumentation lines with external diameters of 25 mm or less

S SI

5.1.70 Screwed fittings for accessory or sampling lines are locked or additionally secured to prevent inadvertent unscrewing.

R I

5.1.70 IACS 114 For threaded fittings, a positive means to prevent the coupling from rotating should be provided and regular inspections of the tightness of the connection should be performed and recorded. This is to prevent the fittings and/or valve from being unscrewed by the normal action of making and breaking connections.

5.1.71 When applicable, segregation between grades is achievable without risk of liquid or vapour contamination

R SI

5.1.71 IGC / EGC 7.2.2.

If the ship is only certified to carry one grade at a time this question to be marked “N/A”.

5.1.72 Manifold reducers are correctly rated for pressures achievable during loading and discharging

D SI

5.1.73 SSSCL A 14

Manifolds not in use have fully bolted blanks fitted R I

5.1.74 IGC / EGC 13.4.3

A local pressure gauge is fitted outboard of manifold valves S SI


Manifold pressure gauge(s) appears to be in a good operating condition

S I


There is no indication of pressure build-up or cargo leakage in unused manifold connections.

S I

5.1.77 Liquid spill containment arrangements at the manifold are adequate and suitable for the temperature of cargoes the ship may carry

D SI

5.1.78 The company has written procedures for safe connection/disconnection, draining and purging of cargo loading/discharging arms

R SI

5.1.78 These procedures may include:- Safety precautions during cargo operations.- General arrangement of manifold pipeline area.- Checking integrity of draining and purging pipeline, and valve arrangements (ensuring that draining/purging is never carried out with a single valve acting as a separation).- Description of atmosphere testing equipment.- Supply of purging medium from shore or vessel plant.

- Monitoring of operation and effective communication with terminal.

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5.1.79 A leak test of the cargo arm/hose connection to the manifold is conducted prior to commencing the cargo transfer.

R I

5.1.79 ISGOTT The pressure should not exceed 2 bar. The completion of the test should be recorded onboard the vessel.

5.1.80 COSWP Safe access is provided for connecting and disconnecting arms / hoses

D I

5.1.81 COSWP The manifold area is clear of any obstructions which may interfere with the safe automatic release of a hard arm

D I

5.1.82 A temperature sensor is fitted at or near the manifold to monitor the cargo temperature during cargo transfer

D SI

5.1.83 If yes, the minimum permitted cargo temperature is displayed at or near the control position and at the manifold

D SI

5.1.84 A cargo compressor room is fitted NS SI

If Yes:5.1.85 SOLAS IX

ISM 10.1Bulkhead seals appear in good condition S I

5.1.86 The arrangements of the cargo compressor room are in compliance with the requirements.

R I

5.1.86 IGC / EGC 3.3.3

The requirements include:-

- Arrangement allows safe unrestricted access for personnel wearing protective clothing and breathing apparatus, and in the event of an injury, to allow unconscious personnel to be removed.- All valves necessary for cargo handling should be readily accessable to personnel wearing protective clothing.- Suitable arrangements should be made to deal with drainage of compressor rooms

5.1.87 The ventilation system appears to be operating correctly R I

5.1.87 IGC 12.1 TSG (G) 6.4.4

Should be operating in extraction mode in the Compressor room and the Motor room should be under positive pressure.

5.1.88 All protective devices appear operational S I


This refers to high/low oil pressures in compressors, high gas pressure in the compressor, no-flow etc..


Compressors and associated equipment in the cargo system appear fully operational

S I

5.1.90 TSG (G) 1.4.1

Procedures are available detailing when freezing point depressants may be used when a means of hydrate control is provided

R SI

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5.2 Ref. Ship to Ship Transfer Operations Yes No N/A Cat

5.2.1 Company procedures for ship to ship cargo transfer operations are available

S I


Company ship to ship transfer procedures should cover the following:

- Establishment of person in overall charge of the operation- Compatibility of design of ships involved- Communications to be used- Berthing / unberthing procedures- Hose handling and cargo transfer operation procedure

5.2.2 SSTG Company ship to ship cargo transfer procedures are in line with the SSTG

R SI

5.2.3 The Master and the Chief Officer are familiar with ship to ship cargo transfer procedures

D

5.2.4 SSTG Check lists are available for use during ship to ship cargo transfer operations

R SI

5.2.5 Ship to ship cargo transfer operations are recorded in a log book

S SI


During the period of the inspection, a ship to ship cargo transfer operation took place

NS

If Yes:5.2.7 SSTG Check lists were used during the ship to ship cargo

transfer operationR I

5.2.8 The ship to ship cargo transfer operation was conducted in a safe manner

D I

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5.3 Ref. Cargo Custody Yes No N/A Cat

Calibration is taken to mean adjustment of fine tuning of instruments referred to in this section. Such calibration may result from comparison between local/remote and reference instruments etc.Calibration:

5.3.1 Certified calibration tables are available D SI

5.3.1 The calibration tables in use should be certified as correct by either:

1. National Measurement Authority2. Classification Society3. Recognized cargo surveying company

5.3.2 Certified by ___________________5.3.3 Calibration tables are calculated to: _______ (units)5.3.4 Trim and list corrections are available and applied D SI

5.3.4 Both trim and list correction tables should be available. Where the ship is fitted with a computerized cargo monitoring measurement system the incorporation of trim and list corrections within the computer programme is also acceptable. There should be evidence from past cargo calculation sheets, either manual or computerized, which indicate that trim and list corrections are applied. On occasions when the ship may be upright and on even keel this should be identified as zero trim and zero list.

5.3.5 Float corrections are available and applied D SI

This is applicable to ship’s which use float gauges for final cargo measurement calculations. There should be evidence from past calculation sheets that corrections are made to compensate for densities which are different to that used when calibrating the float gauge.

5.3.6 Expansion factors for tanks and tapes are used where appropriate

D SI

5.3.6 Where tank or tape expansion / contraction may be a factor in cargo calculations, there should be evidence that corrections are known and applied.

5.3.7 Readable and up to date plans are available showing the location of cargo measurement instruments, sensors, pressure gauges, thermometers etc.

D SI

Gauging systems:5.3.8 IGC 13.2 Level gauges appear fully operational S SI

5.3.9 Stowage and grounding reference heights are available D I

5.3.9 Both the stowed and bottom reading of float type gauges should be available for reference.In the case of other types of gauge, e.g. radar, then the correct bottom reading for each tank should be available.

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5.3.10 Records of level gauge calibration checks are available D I

If Yes:5.3.11 Frequency of calibration is _____ months SI

5.3.11 To check for scale factor error, level calibration checks should involve at least two reference points. However, only one reference point is required for radar level gauges as they are not subject to scale factor error. When assessing calibration check records, reference should be made to manufacturer's instructions.

5.3.12 Slip (Spit) tubes are fitted for gauging and/or sampling NS I

If Yes:5.3.13 SIGTTO

4.9.1They are only used in an emergency R I

Temperature measuring equipment:5.3.14 IGC 13.5

EGCSystem for temperature measurement appears fully operational

S I

5.3.15 A reference thermometer or suitable calibration kit is available

D SI

5.3.15 A reference thermometer must be of suitable scale for the device being tested. Any instrument used for checking the calibration of the ships temperature measuring equipment must have a certificate of accuracy.

If Yes:5.3.16 Shore calibration check records are available D SI

If Yes:5.3.17 Frequency of shore calibration checks is ____

months5.3.17 This should be a calibration check carried out by a

competent body ashore.5.3.18 There are remote and/or local temperature read-outs D SI

5.3.19 Remote and local temperature readings coincide to within 1° C accuracy

D


Cargo tank temperature sensors are located in position Top, middle and bottom

NS SI

5.3.20 If not then specify missing sensor(s)5.3.21 Records indicating satisfactory completion of tank

temperature readouts calibration checks within the last 12 months are available

D I

5.3.21 When assessing calibration check records, reference should be made to manufacturer's instructions.

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Pressure Measuring Equipment:5.3.22 IGC 13.4

EGCSystem for pressure measurement appears fully operational

S I

5.3.23 A reference pressure/vacuum gauge is available D SI

5.3.23 The reference pressure/vacuum gauge must have a certificate of accuracy and be of a type suitable for purpose (i.e. low pressure scale for calibrating cargo tank sensors). This may be a compound gauge (measuring both pressure and vacuum), or separate gauges.

If Yes:5.3.24 Records indicating satisfactory completion of shore

calibration checks within the last 12 months are available for the reference pressure/vacuum gauge

D I

5.3.24 This should be a calibration check carried out by a competent body ashore.

5.3.25 IGC 13.4EGC

The vapour space of each cargo tank is provided with a pressure gauge

S SI

5.3.26 There are records indicating that calibration checks are carried out between the ship's vapour space pressure gauges and a certified reference instrument

D I

If Yes:5.3.27 Records indicating satisfactory completion of

calibration checks within the last 12 months are available for the tank pressure gauge

D I

5.3.27 When assessing calibration check records, reference should be made to manufacturer's instructions.

5.3.28 There is a fixed system to monitor vapour space pressure of each cargo tank

S SI

5.3.28 IGC 13.4EGC

Monitoring systems can be located on the bridge/cargo control room if fitted

If Yes:5.3.29 Local and remote vapour space pressure readings

coincideD I

5.3.30 There are records indicating that calibration checks are carried out between the ship's vapour space pressure gauges and any remote readouts

D I

If Yes:5.3.31 Records indicating satisfactory completion of

calibration checks within the last 12 months are available for the remote tank pressure gauge

D I


Pressure relief valves with variable settings are fitted to the cargo tanks

NS SI

If Yes:5.3.33 IGC 13.4.1

EGCThe high pressure alarm for each cargo tank is correctly set for the safety valve setting in use

S SI

5.3.34 IGC 8.2.7EGC

The correct setting is displayed at the location of each pressure relief valve

S I

5.3.35 IGC 8.2.7EGC

The correct setting is displayed in the cargo control station / room (if provided)

S I

5.3.36 IGC 8.2.7EGC

Changes to the set pressure of the pressure relief valves is recorded in the ship's log book

S SI

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5.3.37 TSG (G) A5.5.2

Where fitted, each pilot operated pressure relief valves has the a pilot valve serial number corresponding to the safety valve serial number

R SI

5.3.38 IGC 9.2 / 9.3EGC

The atmosphere in the hold spaces is controlled using dry inert gas or dry air, when applicable, and maintained above atmospheric pressure

S SI

5.3.39 The medium used for controlling the atmosphere in hold spaces is dry air

NS SI

5.3.40 The medium used for controlling the atmosphere in hold spaces is dry inert gas

NS SI

5.3.41 The same density or reduction tables for cargo calculations are used at both loading and discharging ports

D SI

5.3.42 If Bill of Lading is based on shore measurements instructions are provided in the event of cargo measurement discrepancy

D SI

5.3.42 There should be a specific written procedure available in the event of a discrepancy between ship and shore figures, detailing the steps to be taken to try and resolve the difference prior to a note of protest being issued.

5.3.43 Pressure/temperature requirements at receiving terminals are available on board

D SI

5.3.43 This should be in written form from the terminal, or from port / terminal information kept by the ship, or provided during the pre-transfer conference or on the ship/shore safety checklist.

5.3.44 Cargo heater(s), if fitted, utilizes a cascade system such that seawater is not in direct contact with the cargo to be heated

NS I

5.3.44 A cascade system will be designed such that seawater is used to heat an intermediate material (i.e. glycol, alcohol), and that medium is then used to heat the cargo.

5.3.45 There is a method in place to monitor cargo heaters for gas leakages when in use

D I

5.3.45 This could be an intermediate tank, gas detectors, or some other equivalent method. For direct seawater exchangers, a system to monitor the area around the overboard seawater discharge is an acceptable method. In the case of cascade heating systems, including a method to monitor for gas or pressure in the intermediate medium is an acceptable method. In all cases, there should be records maintained of the monitoring.

5.3.46 There is a written instruction for cargo conditioning at sea D I

5.3.47 A Company manual contains procedures for reporting any cargo non compliance

D SI

5.3.47 Examples of cargo non conformance may include discrepancies in quantity, quality and temperature etc.

5.3.48 The Master has received operational instructions for the execution of the voyage

D I

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5.3.49 In the event of cargo pump failure, an emergency discharge method is available

S I

5.3.49 IGC 5.8.1 Where cargo transfer is by means of cargo pumps not accessible for repair with the tanks in service, at least two separate means should be provided to transfer cargo from each cargo tank and the design should be such that failure of one cargo pump, or means of transfer, will not prevent the cargo transfer by another pump or pumps, or other cargo transfer means. The procedure for transfer of cargo by gas pressurization should preclude lifting of the relief valves during such transfer. Gas pressurization may be accepted as a means of transfer of cargo for those tanks so designed that the design factor of safety is not reduced under the conditions prevailing during the cargo transfer operation.

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Section 5.

Gas

5.4 Ref. Cargo Handling & Monitoring Equipment Yes No N/A Cat

5.4.1 ISM 10 The physical condition and maintenance of the following (when fitted) appears satisfactory

S I

- Cargo pump- Stripping system- Booster pump and motor- Booster pump instrumentation- Booster pump gastight seal- Pipelines- Tank valves- Pressure relief valve- Venting system and safety valves- Flame screens- Sampling points- Water spray system- Cargo hoses- Any other item

5.4.2 Information If No, how many items do not exhibit a satisfactory condition? _______

5.4.1-2 These questions refer to the cargo tank external equipment and cargo systems.Any defect in the equipment of any tank will result in a No answer. For questions answered as 'No', the details of the defect must be entered in the observation.In assessing this section the physical condition and maintenance should not be considered satisfactory if:

- Pipelines show signs of leakage or repair.- Manifold pipelines are not appropriately identified.-Valves are seized, difficult to operate or have wheels or indicators missing.- Bonding straps are broken, damaged or missing.-Cargo pump controls are in poor condition.-Vent system drain cocks are seized or damaged.-Electrical conduit or cable trays in poor condition (hanging cables, exposed cables, missing clamps, gas tight fittings, etc).

5.4.3 Ship's flexible cargo hoses are in satisfactory condition. S SI

5.4.3 ISM 10.1

ISGOTT 18.2.9

- Cargo hoses must be appropriately stored when not in use such that the flanged ends are properly supported and blinded with at least 4 bolts. When in use, cargo hoses must be appropriately rigged to avoid kinking and over-stressing the connections/sleeves, and all bolt holes must be utilized for the connection.

5.4.4 Ship’s flexible cargo hoses (if carried) are fully certified, annually tested for pressure and electrical continuity

S SI

5.4.4 IGC 5.7.3 EGC 5.4.3

Each cargo hose must have a certificate provided by the manufacturer. Each hose must be marked with the testing information, including testing date and maximum allowable working pressure, as well as minimum/maximum temperature.

CARGO OPERATIONS

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Section 5.

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5.4.5 ISM 10 The physical condition and maintenance of cargo heaters and heat exchangers (when fitted) appears satisfactory

S I

5.4.5 Cargo heaters and heat exchangers should be periodically tested to identify potential leaks and recorded. Procedures should also be in place to determine when permanent repairs are required.

5.4.3-5 These questions refer to equipment located in the deckhouse or deck machinery space.Any defect in the equipment will result in a No answer. For questions answered as 'No', the details of the defect must be entered in the observation.In assessing this section the physical condition and maintenance should not be considered satisfactory if:

- Pipelines show signs of leakage or repair.- Manifold pipelines not marked.- Valves are seized, difficult to operate or have wheels or indicators missing.- Bonding straps are broken, damaged or missing.- Cargo pump controls are in poor condition.- Vent system drain cocks are seized or damaged.- Flame screens are damaged.- Gas tight seals damaged.- Instrumentation damage or inaccurate.- Air lock alarm system faulty.- Motor room ventilation faulty.- Compressors not operational.- Instrumentation not operational.- Gas sample / alarms in detection area.- Gas detection heads not operational.

5.4.6 ISM 10 The physical condition and maintenance of the following cargo equipment (when fitted), appears satisfactory

S I

- Cargo compressor- Cargo compressor piping- Cargo compressor instrumentation- Cargo compressor gastight bulkhead seal- Cargo compressor room ventilation (extraction)- Coolant compressor- Coolant compressor piping- Coolant compressor instrumentation- Coolant compressor gastight bulkhead seal- Motor Room air lock system - Motor Room ventilation- Cargo compressor motor- Cargo compressor motor instrumentation - Cargo compressor motor gastight bulkhead seal- Coolant compressor motor- Coolant compressor motor instrumentation - Coolant compressor motor gastight bulkhead seal- Cargo heater system- Vapourizer system- Other Instrumentation- Any other equipment

5.4.7 If No, how many items do not exhibit a satisfactory condition? _______

CARGO OPERATIONS

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Section 5.

Gas


5.4.8 ISM 10 The physical condition of the following systems (when fitted), appears satisfactory:

S I

- Inert Gas System- Dry air system- Nitrogen system

5.4.9-10 These questions refer to cargo monitoring equipment and systems. An inspection should be made on the tank deck and (if applicable) the cargo control room. In assessing this section checks should be made on the operational state of the equipment.If practicable comparison and accuracy checks should be made at random on a selection of the monitoring equipment. Random operational tests should be requested to demonstrate the operation of the high level alarm system.The physical condition of the equipment should not be considered satisfactory if:

- Pressure gauges, transducers or thermometers appear defective.- Remote displays or sensors are defective.- Remote and local readings do not match.- Signs of leakages.- Inoperative or bypassed alarms and audio/visual signals.

- Visual and audible alarm systems on deck are not in good condition and clearly marked.- Instruments are missing, particularly in the compressor room.- Service and function of any instrument is not clearly indicated and readily understandable.- there is a defect of insulation material, connections, brackets, fittings or valves.

Inspectors should ascertain the type of ESD valve fitted, and if the valve indicator acts independently of the ESD valve, then the method of proving the ESD valve operation should be established.Where possible, the ESD valve should be visually inspected to verify the connection between the actuator and the valve is intact.Any defect in the equipment of any tank will result in a No answer. For questions answered as 'No', the details of the defect must be entered in the observation.

5.4.9 The physical condition of the following monitoring equipment (when fitted), appears satisfactory

S I

- Cargo tank level gauging system- Cargo tank pressure gauging system- Cargo tank temperature gauging system- High level alarm system- ESD system- Overflow control system- Tank shell temperature recorder- High liquid level alarm system (collectors, vent masters, compressors)


CARGO OPERATIONS

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Section 5.

Gas


5.4.11 ISM 10IGC 13.3

The cargo tank high level alarm systems are audible and visual on deck

S I

5.4.12 ISM 10IGC 13.3

The physical condition of the cargo tank high level alarm systems, including the audible and visual alarms on deck, appears satisfactory

S I

IGC 5.6.4 The ESD actuation is:5.4.13 pneumatic / electric / other (Delete as appropriate)

If Other:Actuation is: ________________


An ESD extension pendant can be provided to shore NS I


Ship ESD system can be linked to shore shut down system NS I


Link is compatible with the SIGTTO guidelines NS I

5.4.17 IGC 5.6.4 Emergency shut-down valves in liquid piping should fully closeunder all service conditions within 30 seconds of actuation.

S I

CARGO OPERATIONS

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Section 5 CARGO OPERATIONSGas


The Inspector will interview various members of the crew to seek evidence of knowledge and proficiency. This is not a comprehensive list of questions, and may be expanded upon by the inspector if desired. If personnel can demonstrate sufficient depth of knowledge and familiarity with applicable equipment and/or procedures, the questions should be answered in the positive.

5.5.1 Firefighting procedures and firefighting media S I

5.5.2 Information is available on board indicating the allowable loading limits for each product which may be carried

S I

5.5.3 A written procedure detailing by whom, when and how systems may be overridden is available

S I

5.5.4 The Duty Officer is aware of the cargo plan S I

5.5.5 Are officers aware of ESD valve shut down time/closing time and the adjustment procedures of the closing times.

S I

5.5.6 Are officers aware of the sequence of closing S I

5.5.7 Cargo officers are familiar with the correct use and purpose of interlock alarms

S I

5.5.8 Are officers familiar with close sampling and which cargoes this system is required to be used

S I

5.5.9 Are cargo officers aware why is a local pressure gauge is fitted outboard of manifold valves

S I

5.5.10 Officers are familiar with shipboard operations and cargo handling

S I

5.5.10 STCW 95 B-1/14.3

This should be assessed following a general discussion on cargo and other operations. Where booster pumps or cargo heaters are installed, officers must be aware of the sequence of starting and stopping the relevant equipment to avoid damage (i.e. start heating medium and verify flow is adequate, start cargo pumps and verify sufficient flow/pressure, then start booster pump). When stopping, it should be in the reverse order.

5.5.11 Officers are familiar with cargo tank environmental control procedures

S I

5.5.11 STCW 95 B-1/14.3

This may have to be assessed during a general discussion on cargo operations. Officers, and in particular the Chief Officer, should be familiar with the procedure, including the use of inert gas (if applicable) for gas freeing the tanks and then gassing up from the gas free state and the methods of monitoring the gaseous state of the tank.

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5.5.12 Officers with responsibility for cargo handling operations are aware of reactivity data for cargo and the actions needed to provide adequate segregation

S I

5.5.12 STCW 95 A-V/1-2-2SIGTTOTSG

Officers and in particular the Chief Officer, should be aware of how to use the chemical compatibility information required by 1.2.14. In cases where a reaction will occur between two chemicals or gases they should be aware of the need to provide full segregation in all aspects of the transfer and stowage of the cargo, segregation of the venting system and if applicable isolation from air etc. The use of a single valve to segregate is not acceptable. The officer's should also be aware of their responsibility to refuse to load any cargo for which they do not have sufficient information to establish the possibilities of reaction.

5.5.13 Officers with responsibility for cargo handling operations are familiar with the requirements of self-reactive cargoes

S I

5.5.13 STCW 95 B-1/14.3

Officers and in particular the Chief Officer, should be aware of the requirement to have on board an inhibitor certificate prior to commencing to load any self - reactive cargo. They should also be aware of the need to ensure that the pipelines or tanks do not contain any materials which are identified as unsuitable on the data sheets: be aware of the effect which heat can have on a self - reactive cargo: be aware of the need to closely monitor the temperature of self - reactive cargoes during the voyage: be aware of the emergency procedure should a cargo start to self - react. Inhibitors do not evaporate, so when using reliquefaction, care should be taken to clear the piping/compressor systems afterwards to avoid the potential for polymer build-up.

5.5.14 Officers are familiar with the hazards associated with sloshing loads

S I

5.5.14 STCW 95 B-1/14.3

Officers and in particular the Chief Officer, should be aware of any limitations on partial loading of tanks due to the possibility of damage cause by significant acceleration loads.

5.5.15 Officers are familiar with the hazards associated with thermal loads

S I

5.5.15 STCW 95 B-1/14.3

Officers should be aware of the thermal loads present during the period of cool down, particularly for cargoes with a carriage temperature less than -55 deg C. They should be aware of the written procedures covering the operation and the possibility of inducing damaging thermal stresses in the tank structure if the procedures are not followed.

5.5.16 When applicable, responsible officers are familiar with the meaning of X.Y.Z & OS pollution categories

S I

5.5.16 MARPOL II Reg 3(1)

Officers and in particular the Chief Officer, should be familiar with the effects on marine life and the environment of discharging tank washings from X, Y ,Z and OS substances in to the sea and the means by which these substances can be safely disposed of at sea.

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5.5.17 STCW 95 B-1/14.3

Officers are familiar with cargo reliquefaction procedures S I

5.5.18 Officers are familiar with hazards associated with toxic cargo

S I

5.5.18 STCW 95 B-1/14.3

Officers should be aware that toxic cargoes are harmful, producing serious or fatal effects and that these may result from contact with the skin, ingestion or inhalation.

5.5.19 Officers are familiar with spillage disposal procedures S I

5.5.19 STCW 95 B-1/14.3

Officers should be aware of the actions necessary in the event of a cargo spill. These should include raising the alarm, stopping the cargo operation, securing the vessel against the ingress of cargo vapours, use of protective equipment, handling the spill on deck to minimize the possibility of brittle fractures in the steel work and the use of water sprays to deflect any gas cloud.

5.5.20 Personnel responsible for cargo operations are familiar with the term "reference temperature", are able to determine this for the present cargo, and understand its importance in determining the maximum filling limit.

S I

5.5.20 IGC 15.1.4 Reference temperature means:- the temperature corresponding to the vapour pressure of the cargo at the set pressure of the pressure relief valves when no cargo vapour pressure/temperature control is provided - the temperature of the cargo upon termination of loading, during transport, or at unloading, whichever is the greatest, when a cargo vapour pressure/temperature control as referred to in chapter 7 of the IGC is provided. If this reference temperature would result in the cargo tank becoming liquid full before the cargo reaches a temperature corresponding to the vapour pressure of the cargo at the set pressure of the relief valves required in 8.2 of the IGC, an additional pressure relieving system complying with 8.3 of the IGC should be fitted.

5.5.21 IGC 5.7.3 EGC 5.4.3

Officers and other crew involved in cargo operations are aware of requirements for the use of ship’s flexible cargo hoses (if carried) including requirements for certification, annual testing for pressure and electrical continuity, maximum pressure, minimum and maximum temperatures, and compatibility with the cargoes carried.

S I

5.5.22 TSG 1.7.5 Officers involved in cargo operations are aware of the phenomena involved in cargo roll-over and the procedures onboard outlining the hazards and appropriate precautions.

R I

5.5.23 Personnel are familiar with other aspects of the cargo operation policies, procedures and hazards

R I


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Section 6. ENGINE DEPARTMENT


6.1.1 SOLAS IX ISM 7, 10.1

The Company provides the Chief Engineer with written procedures covering Engine Room organization, operation and maintenance

S I

6.1.2 The Chief Engineer has established his own Engine Room Standing Orders

R I


There should be detailed orders issued by the Chief Engineer covering the operation of the engine room

6.1.3 Duties of the watchkeeping engineers are clearly defined (Standing Orders)

S I

6.1.3 STCW 2010 A VIII/2 Part 4-2

A comprehensive list of the requirements and duties for the engineer on watch should be posted or be readily available in the engine room.

6.1.4 A Logbook is correctly completed detailing appropriate engine room activities

S I

6.1.4 STCW 2010 A VIII/2 Part 4-2

The log book should be completed in ink and free from correction fluid. Corrections should be in 'strike-through' and initialled. An adequate record should be kept, including at sea and in port.

6.1.5 Watchkeeping engineers countersign Standing Orders D I

6.1.6 STCW 2010 A VIII/2 Part 4-2

Minimum watchkeeping requirements are defined S I


The ship is classed for Unattended Machinery Space operation

NS SI

6.1.8 The ship is operating UMS at sea NS SI

6.1.8 Evidence of this should be sought from Engine Room Log entries and Alarm Log printouts. If vessel is classed for UMS but is not operating UMS due to unreliability of the UMS plant, the inspector should document reasons in Observations. If the vessel is not operating UMS due to trade route or other operational reasons, the inspector should explain in the Observations.

If Yes:6.1.9 There is a procedure in place for the UMS duty engineer

to maintain contact with the bridge during periods when in the engine room

D I

6.1.9 The procedures may include the use of a radio communications system, an intercom, a dead-man/vigilance system or other similar means. It must include a requirement for periodic communications or acknowledgement.

6.1.10 There is a procedure in place for the UMS duty engineer to advise the bridge when returning to the accommodation following a period in the engine room

D I

6.1.10 This should be detailed in the Company procedures or in the Chief Engineer's orders

6.1.11 STCW 2010 A VIII / 1.5

Schedules for duty engineers are posted S I

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6.1.12 There is a maintenance programme S SI


There should be evidence that a maintenance programme is in place covering all critical equipment and systems. From the programme it should be possible to identify the maintenance schedule of all items, based either on running hours, calendar time or condition monitoring. The programme can be either paper or computer based but must demonstrate a systematic approach to all engine room maintenance.

6.1.13 Maintenance records are kept S I

6.1.13 SOLAS IX ISM 10.2.4

Maintenance records for all items of machinery and functions in the engine room should be maintained in a way which will allow easy reference to past work. From the records it should be possible to identify individual pieces of equipment and the work carried out on them. A simple daily diary of work done in the engine room is not acceptable for the purposes of this question.A record of lube and hydraulic oil testing is maintained. D I

6.1.14 All equipment operating with lube or hydraulic oil should be part of a testing program per manufacturer's recommendations or instructions. Any deficiencies noted through testing should be addressed.

6.1.15 There is an inventory of spare parts, including identification of critical equipment/parts

D I

6.1.15 The inventory should cover all aspects of Engine Room spare parts and not just major items such as pistons, cylinder liners, etc.

6.1.16 There is a spare part replenishment system D I

6.1.16 There must be evidence of a systematic approach to the replenishment of spare parts, from the initial identification of a requirement, through ordering, to receipt of the spares and the subsequent amendment of an board inventory.

6.1.17 Safety guidelines are available for use with welding apparatus and other equipment

R I

6.1.17 ISGOTT 9.5, TSG (C) 2.12.4 APBS 13.5

Welding and other equipment used for Hot Work should be carefully inspected before each occasion of use to ensure that it is in good condition. Where required, it must be correctly earthed. Special attention must be paid when using electric arc equipment to ensure that: - Electrical supply connections are made in a gas free space.- Existing supply wiring is adequate to carry the electrical current demand without overloading, causing heating.- Insulation of flexible electric cables is in good condition.- The cable route to the work site is the safest possible, only passing over gas free or inerted spaces.- The welding return lead should be connected as near as practicable to the welding arc; metal rails, pipes and frames should not be used as part of the welding circuit unless they are a part of the work piece itself.

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6.1.18 The company subscribes to a fuel testing program R I

6.1.18 Bunker testing reports should be sighted.6.1.19 There is a system in place for the retention of bunker

delivery notes and bunker fuel oil samplesS I

6.1.19 MARPOL VI Reg 18

Bunker delivery notes must be retained on-board for 3 years. Sample storage must be suitable, and sample bottles must be appropriately labelled. Samples must be retained until the fuel is consumed or a minimum of 1 year after taking on-board (whichever is longer). Bunker delivery notes must contain the information as described in MARPOL.

6.1.20 Information Only

The vessel has an approved exhaust gas cleaning system NS I

If No:6.1.21 MARPOL VI

Reg 14The vessel uses Low Sulphur Fuel (LSF) in Emission Control Areas (ECA) or when otherwise required by local regulations

S I

If Yes:6.1.22 MARPOL VI

Reg 14There is a ship-specific procedure, approved by Class, for changing over to or from Low Sulphur Fuel

S I

6.1.23 Proper logbook entries have been made S I

6.1.23 MARPOL VI Reg 14

Logbook entries must include the volume of LSF in the fuel storage tank(s) and the date, time, and position of the ship when the fuel change operation is completed.

6.1.24 ISGOTT Chapter 25. 25.1

Bunker loading and transfer procedures, including internal transfer procedures and checklists, are readily available

R SI

6.1.25 ISGOTT 25.4 Bunker checklists are properly completed. R SI

6.1.26 SOLAS VIA 5-1

Supplier-specific MSDS sheets are available for all bunkers on-board.

S I

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6.2 Ref. Operations Yes No N/A Cat

6.2.1 SOLAS IX ISM 10.2.4MARPOL VI

There are systems in place for the inspection / testing of fitted equipment, including documentation of the inspections and tests.

S SI

A statement in the log book such as “all safety checks carried out” is not to be considered acceptable unless the statement is supported by separate and completed check list which can be identified by date with the log book entry. Where there are multiple test points, tests of individual points should be identified.

6.2.2 Records show that the testing of fitted equipment is carried out at appropriate intervals as noted below.

D I

6.2.2 There are records indicating checking / testing are carried out at appropriate intervals. The inspector should sample a representative number of items (at least 5). If any deficiencies are found, a NO should be recorded, the number of items found deficient entered, further sampling conducted, and a remark entered regarding each of the deficiencies. A statement in the log book such as “all safety checks carried out” is not to be considered acceptable unless the statement is supported by separate and completed check list which can be identified by date with the log book entry. Where there are multiple test points, tests of individual points should be identified. - 3 months Fuel oil pump emergency stops- 3 months Fuel oil tank quick closing devices - 3 months Emergency generator- monthly Emergency batteries- monthly Main Fire Pump- monthly Emergency Fire Pump- annual Alternator switchboard safety devices - 3 months Accommodation and other spaces ventilation fan shutdown- 3 months Accommodation and other spaces ventilation inlet flap closing device- 3 months Engine room ventilation fan shutdown- 3 months Engine room ventilation fan inlet flap closing devices - annual Electrical circuit continuity- annual Bilge oily water separator / filtering equipment- *3 months Engineers alarm- monthly Emergency control stand of the main engine and related communications means- 3 months Bilge alarm- 3 months Oil mist detector alarm- 3 months Purifier alarm- 3 months Fire detection and alarm

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- 3 months Cargo pump fire detection and alarm- 3 months Unattended Machinery Space extension alarms

- 3 months Incinerator*The engineer's call alarm is the alarm used for summoningengineering assistance to the engine room. This alarm may also be activated when the Unattended Machinery Space extension alarms go unanswered.The testing of the above equipment is required under statutory requirements. The frequency listed is that recommended by CDI.


6.2.4 Inspection of the steering gear for possible oil leaks is made daily and recorded

R SI

6.2.4 STCW 95 A-VIII/2 3-2.69

This should be recorded in a log book or other record kept for the purpose, or on a specific checklist.

6.2.5 The steering gear system is free of apparent hydraulic oil leaks

D I

6.2.6 SOLAS V Reg 26.3.1

Changeover procedures for the emergency steering gear are clearly displayed in the steering gear compartment

S I

6.2.7 Emergency hydraulic oil storage tank is fully charged S I

6.2.7 SOLAS II-I Reg 29.12.3

If the steering gear is not of a hydraulic power operated type, this question is to be marked N/A.

The question refers to a fixed storage tank permanently connected by piping to the hydraulic system and having sufficient capacity to recharge at least one power actuating system including the reservoir.For the question to be answered Yes, the storage tank should be at least 90% full. If the tank is less than 90% full, ship's staff must be able to demonstrate that the contents are sufficient to recharge at least one power actuating system including the reservoir.

6.2.8 SOLAS V Reg 12 f

Arrangements have been made to supply heading information to the emergency steering position in the steering gear compartment

S


There is a Gyro Repeater fitted in the Steering Gear Compartment

NS SI

If Yes:6.2.10 The Gyro Repeater is correctly aligned with the Master

GyroD I

6.2.11 SOLAS V Reg 26.2.3

The means of communication between the steering gear compartment and the bridge is in good operating condition

S I

6.2.12 SOLAS II-I Reg 29.11.2

The rudder angle indication is recognisable in the steering gear compartment

S I

6.2.13 The rudder angle indication is visible from the emergency steering gear operating position

D SI

6.2.14 SOLAS II-I Reg 29.13.1

Access to the steering gear is unobstructed S I

6.2.15 SOLAS II-I Reg 29.13.2

Area around steering gear has handrails S SI

6.2.16 SOLAS II-I Reg 29.13.2

Area around steering gear has gratings or other non-slip surfaces

S SI

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6.2.17 Suitable hazard / warning notices are posted in the engine room

R I

6.2.17 APBS 5.5.1

MLC 2006

Safety notices should be posted at all locations where a hazardous operation takes place. These should include notices at the entrance to the engine room requiring the wearing of ear protection and, if applicable, a warning about the automatic starting of machinery. Notices should also be posted in the workshop areas and at locations where chemicals are handled. Physical hazards e.g. low beams etc. should be highlighted. The notices should conform to a standardized system of shape and colour. If there is a need to amplify or clarify the meaning of any symbols used in the signs and notices, then an appropriate text should be given below the sign. Any text should be given in English in addition to the common language(s) of the crew.

6.2.18 Machinery space emergency escape routes and exits are clearly marked, unobstructed, and adequately illuminated

S I

6.2.18 SOLAS II-2 Reg 13.1

Emergency escape route out of the engine room must be clearly marked. As a guide at least one sign should be visible from each position in the engine room. The signs should conform to a standardized system and be luminous in darkness.

6.2.19 Gas welding and burning equipment is in good order. R I

6.2.20 Fixed piping is installed from the gas cylinders to the operating position.

R I

6.2.19 - 20

Piping should be of steel welded construction. Copper, rubber or braided lines should not be used, except that braided lines may be used for the short length from the cylinder heads to the manifolds within the storage space. Pipework and fittings should be free of grease. If cylinders are not in use, valves should be closed, lines depressured, and based on company instructions, whether lines are disconnected and the bottles capped.

6.2.21 Flashback arrestors are fitted at the cylinders and at the workstation, and they appear to be in good order.

R I

6.2.21 Note: The fitting of flashback arrestors at both the cylinders and the workstation is recommended by the USA Operational Safety and Health Admin (OSHA), the UK Health and Safety Executive and other national safety authorities where long lengths of piping between the cylinders and the blowtorch are involved.

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6.2.22 Spare oxygen and acetylene cylinders are stored apart in a dedicated storage and the storage is clearly marked, and in well-ventilated position outside the accommodation and engine room.

R I

6.2.22 ISGOTT 12.1

Oxygen will not burn or explode, it only supports combustion; however, a small amount of excess oxygen will allow materials which are not normally combustible to burn with ferocity. Industrial oxygen cylinders are painted blue. Acetylene is 92.3% carbon and 7.7% hydrogen, is lighter than air and is highly flammable with a LEL of 2.5%. Acetylene cylinders are painted maroon. Oxygen and Acetylene should be kept in separate compartments except in the case of the cylinders that are in use, which may be stored in the same compartment. Cylinders should be stowed away from heat sources and should not be in heavy traffic areas to prevent accidental knocking over or damage from passing or failing objects. Valve caps should remain on cylinders not connected for use. Full and empty cylinders should be segregated. Cylinders should be stored with the valve end up. Storage areas should be free of combustible material and not exposed to salt or other corrosive chemicals. Some Flag Administrations do permit a limited number of Oxygen and Acetylene bottles to be stowed together.

6.2.23 The location of oxygen and acetylene cylinders are clearly marked

D I


Suitable protective clothing is available for hazardous jobs R SI

6.2.25 SOLAS Chapter II-2 Reg 4.2.2.3.5.1

Self closing type cocks on sounding pipes leading to double bottom tanks appear in good condition and are closed

S I

6.2.26 SOLAS Chapter II-2 Reg 4.2.2.3.5.2

Self closing type cocks on oil tank gauge glasses appear in good condition and are closed

R I

6.2.25-26 The devices fitted to oil tank gauge glasses and sounding pipes leading to double bottom tanks must be in good operational condition. Ship's staff should be requested to demonstrate the operation of the self closing devices. Deadweight type and spring loaded type closing devices should return to the closed position when released.

6.2.27 There is a Company procedure for reporting maintenance non-conformities

S SI

6.2.27 SOLAS IX ISM 10.2.2

Examples of maintenance non-conformances may include outstanding items, equipment failures, lack of spares etc. This can be included in the SMS or PMS, or in a separate reporting system.

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6.3 Ref. Machinery Yes No N/A Cat

6.3.1 The appearance / condition of all of the equipment in the machinery space appears satisfactory

S

6.3.1 ISM 10.1 The inspector should visually inspect each item listed below (as fitted). If any deficiencies are found, a NO should be recorded, and a remark entered regarding each of the deficiencies.

To be considered satisfactory the items should have:- The appearance of being operational.- No apparent long term oil, water or steam leaks.- All fitted temperature and pressure gauges in operational condition.- All electrical supply fittings in a safe condition.- No obvious hazards. e.g. safety guards missing.- All associated valves in operational condition and where appropriate identified with a label.

* If practicable, the starting of the emergency generator should bedemonstrated. It is not required to place the emergency generator on load.** Inspection of the switchboards, should cover the identification of earth faults and adequacy of deck insulation.It is not necessary to have a device activated. A visual examination is sufficient to establish the apparent condition and maintenance of the device. If there is doubt as to the operational condition, maintenance and test records should be examined.

- Main engine (all levels)- Generators (engines and instruments)- Emergency generator (engines and instruments)*- Shaft generator (engines and instruments)- Main and emergency switchboards**- Boilers (primary, waste heat, etc.)- Compressors (engine room and control air)- Evaporator/calorifier- Oil purifiers (fuel and lubricating)- Fire/spray pump- General service pumps- Foam pump- Bilge pump- Cargo cleaning pump- Oily-water separator/oil filtering equipment- Seawater cooling pumps- Ventilation fans and trunking- Air conditioning plant- Domestic refrigeration plant- Domestic freshwater pump and system- Oil transfer pumps (fuel and lubricating)- Fuel oil heating system (low pressure and high pressure)- Fuel system quick closing devices- Shielding for high pressure fuel lines- Boiler and steam range safety valves

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6.3 Ref. Machinery Yes No N/A Cat

- ME shut down and control devices- Oil mist detectors- Incinerator- Workshop equipment- Lifting equipment/appliances- Other (list)


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6.4 Ref. Machinery Spaces Yes No N/A Cat

6.4.1 The appearance and housekeeping condition of the following spaces appear satisfactory

R I

6.4.1 ISM 10.1MARPOLMLC

The inspector should visually inspect each of the spaces shown below. If any deficiencies are found, a NO should be recorded, the number of items found deficient entered and a remark entered regarding each of the deficiencies. In assessing the general appearance and standard of housekeeping in the machinery spaces the following should be considered unsatisfactory:

- General paint work in poor or dirty condition.- Waste oil on plates, stairs or handrails.- Oil save-alls not cleaned out.- Plates or gratings not secure or even.- Stairs, handrails or walkways damaged.- Tools not in use left lying about.- General rubbish for disposal not stored safely in one location.- Oily rags not stored in metal containers with lids.- Store rooms giving the impression of being untidy and disorganized.- Notices illegible.- Bilges full or containing large amounts of oil or sludge.- Crew amenities in poor condition e.g. drinking water fountains not operational, chairs damaged, changing rooms dirty, lockers broken etc.- General level of lighting poor.- Spare parts or general stores encroaching on walkways or obstructing emergency routes or access points.

Consideration should be given to maintenance taking place at the time. However in the case of storing, obstructed emergency routes and access points will result in a NO answer for the question. If the inspector is unable to assess the condition in bilges, etc. due to poor lighting, dark collared painting, or any other reason, the inspector should note this in the observation.

Spaces to be inspected include, but is not limited to:- Engine room- Boiler flat- Generator flat- Purifier flat- Plates and gratings- Bilges- Control room- Workshop- Steering flat- Store rooms- Engineer's changing room- Ratings changing rooms- Oil storage tanks- Hydraulic power pack space- Incinerator space- Sewage space- Other (list)


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Section 6. ENGINE DEPARTMENTGas



6.5.1 Engineering Officers are familiar with the company procedures and the Chief Engineer's standing orders.

R I

6.5.2 The Engineering Officers are familiar with the procedures for changing over UMS responsibilities.

R I

The Engineering Officers are familiar with the MARPOL requirements and the associated company procedures with regards to:

6.5.3 Operation of the oily water separator, overboard discharge, and recordkeeping requirements (Annex I)

S I

6.5.3 MARPOL I

MEPC.107(49)

For ships built or new OWS fitted after 1-Jan-2005, Engineers should be familiar with the contents of MEPC.1/Circ 677 and competent in the use of the OWS. They must be aware of the recording system provided on the equipment, and be able to retrieve and review this data, and ensure that the datat is consistent with that recorded in the Oil Record Book. All routine and repair maintenance and OWS operations must be recorded in the Oil Record Book.

6.5.4 MARPOL IV Sewage treatment, disposal and recordkeeping requirements (Annex IV)

S I

6.5.5 MARPOL V Garbage disposal and recordkeeping requirements (Annex V)

S I

6.5.6 MARPOL VI Use of low sulphur fuel and recordkeeping requirements (Annex VI) where required

S I

6.5.7 All engine room personnel are familiar with the company hot work procedures

R I

6.5.8 Engineering Officers are familiar with the procedures and operations for use of the equipment listed in the Guidance Notes for 6.2.2

S I

6.5.9 SOLAS VReg 26.3.1 - 2

Engineering Officers are familiar with the procedures and operations for use of the emergency steering gear

S I

6.5.10 SOLAS VReg 26.3.1 - 2 & ISM

Engineering Officers are familiar with the procedures and operations for change-over and use of the local main engine(s) controls, including the main engine stand when fitted.

S I

6.5.11 Personnel are familiar with the applicable emergency procedures as listed in the Guidance Notes for 7.1.2

S I

6.5.11 The inspector should randomly select a representative sample of emergency procedures to discuss

6.5.12 TSG 2.12.4 APBS 13.5

Personnel are aware of the safety guidelines for use with welding apparatus and other equipment as referenced in Guidance Notes to Question 6.1.15.

R I

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Section 6. ENGINE DEPARTMENTGas


6.5.13 Personnel are aware of the safety precautions when entering bunker tanks, including testing for toxic gases (H2S, benzene, etc.), enclosed spaces, etc.

R I

6.5.13 Hazards include:- Carbon Monoxide is colourless, odourless and toxic, and can be given off by some vegetable oils.- Flue gas and IGS can generate carbon monoxide and carbon dioxide;- H2S is toxic and at high concentrations is odourless;- Gases and inert gases can concentrate in confined spaces and areas, including on-deck areas (i.e. deck frames, where other structure blocks wind, etc.)

6.5.14 Personnel are aware of the safety precautions when entering spaces containing inert gas, including nitrogen or nitrogen generators, including awareness of alarm systems and emergency procedures.

R I

6.5.14 Hazards include:- Nitrogen is colourless and odourless with no warning properties, and can only be detected through the use of instruments. One deep breath of nitrogen can prove fatal due to the nitrogen blocking the carbon dioxide, which the body needs to regulate the breathing process (known as "hypoxia".;- Carbon Monoxide is colourless, odourless and toxic, and can be given off by some vegetable oils.- Flue gas and IGS can generate carbon monoxide and carbon dioxide;- Gases and inert gases can concentrate in confined spaces and areas, including on-deck areas (i.e. deck frames, where other structure blocks wind, etc.)

6.5.15 Personnel are familiar with other aspects of the engine department policies, procedures and hazards

R I


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Section 7 OPERATIONAL SAFETYGas

7.1 Ref OPERATIONAL SAFETY Yes No N/A Cat

7.1.1 STCW Part A VIII/2 Part 5

There is a procedure in place to ensure that appropriate crew are on board at all times to provide an adequate watch, safely work the ship and handle emergencies in port

S SI

7.1.2 Emergency procedures are available and adequate for each of the situations listed

S SI

7.1.2 STCW A-VI/1

ISM 8.1

MSC/Circ.1024

There should be readily available specific and detailed emergency procedures/plans for the incidents listed below. Each emergency procedure should include the requirement to save a copy of VDR data when required. The inspector should take a random sample of at least 5 procedures for review. If any deficiencies are found, a NO should be recorded, a more thorough review conducted, the number of items found deficient entered, and a remark entered regarding each of the deficiencies.

- Fire in accommodation- Fire in engine room- Cargo fire on deck- Fire on deck- Fire in pump room (when fitted)- Emergency situation in the terminal (i.e. fire, release, etc.)

- Break away from jetty during cargo transfer- Hose burst, pipework fracture or cargo overflow- Tank leakage in double bottoms, side spaces, cofferdams, etc.- Toxic liquid or gas release at sea or at anchor- Toxic liquid or gas release at terminal- Collision- Grounding- Sea pollution- Black-out/Electrical power failure, including recovery- Cargo jettisoning- Bunker spills- Major flooding- Steering gear failure- Main engine failure- Abandon ship- Man overboard- Other (list)

7.1.3 Information If No, how many items do not exhibit a satisfactory procedure? _______

I


There are programme and records to indicate that training drills and exercises to prepare for emergency actions are held

S SI

7.1.5 Dates of last two drills: SI

7.1.6 SI

7.1.5 - 6 The dates of the last two drills or emergency exercises regardless of type.

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7.1.7 Enclosed space entry and rescue drills should be held every 2 months

S I

7.1.7 SOLAS III 19.3.3

Res A.1050(27)

Crew members with enclosed space entry or rescue responsibilities shall particpate at least once every 2 months. Entry and rescue drills must be planned and conducted in a safe manner.

7.1.8 MARPOL Article 8

Company emergency response procedures on-board the vessel provide details of reporting to: Authorities

S SI


Company emergency response procedures on-board the vessel provide details of reporting to: Company

S SI

7.1.10 Company emergency response procedures on-board the vessel provide details of reporting to: Charterer

D SI

7.1.11 Safety signs and / or notices are displayed on deck and in the accommodation

R I

7.1.11 COSWP Ch 5 and 28

Safety notices should be posted at all locations where a hazard exists or hazardous operation takes place. The notices should conform to a standardized system of shape and colour. If there is a need to amplify or clarify the meaning of any symbols used in the signs and notices, then an appropriate text should be given below the sign. Any text should be given in English in addition to the common language(s) of the crew.

7.1.12 Smoking areas are clearly marked, procedures clearly displayed, and procedures are being complied with by personnel

R I

7.1.12 ISGOTT 4.2.2& TSG (C) 2.5.4

All areas in which smoking is permitted must be clearly identified and should be in accordance with the written permission given by the terminal. Areas in which smoking is permitted when the ship is at sea should also be identified. Procedures detailing when smoking is or is not permitted should be clearly displayed in a public location such as an alleyway used by all members of the crew or in the mess rooms. An assessment should be made as to compliance with normal smoking procedures when alongside a terminal. These include:-

- no smoking outside accommodation.- no smoking in alleyways.- no smoking in any area unless designated as a smoking area etc.

7.1.13 There is a Company procedure to prohibit the use of portable non-intrinsically safe equipment in hazardous areas, and personnel are complying with the procedure and safe operating practices

R I

7.1.13 ISGOTT 4.3 & TSG (C) 2.21.2

The procedure should prohibit use of all non intrinsically safe equipment which may include mobile telephones, radios, radio pagers, calculators, photographic equipment and any other portable equipment that is electrically powered but not approved for operation in hazardous areas.

7.1.14 When in use, metallic portable pumps are properly grounded

D I

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7.1.15 Lighting on deck is adequate and in an operational condition R I

7.1.15 TSG (C) 2.5.2, 5.6.1.6

As a general guide, lighting on deck should be sufficient so that no working areas of the deck are in darkness or shadow and all obstructions are clearly visible. All lighting on deck should be in an operational condition. All lighting in cargo operational areas (including area around the stern manifold, when fitted) should be ExD rated and in proper condition. During daylight hours a request should be made for the deck lighting to be switched on.

7.1.16 Lighting in and around accommodation, in machinery spaces and all other working areas is adequate and in an operational condition

R I

7.1.16 APBS 21.1.15

All lighting in and around accommodation, machinery spaces and all other working areas should provide a good level of illumination in order that work can be carried out in the space and obstructions or other hazards are clearly visible. Lighting should be in an operational condition with glasses / enclosures intact. Where lighting may not be in use permanently a request should be made for lighting to be switched on. This includes lighting in emergency lockers, store rooms, etc. Attention should be paid to the lighting of emergency escape routes.

7.1.17 The company has procedures for conducting risk assessment

S I

7.1.17 Procedures should define when a risk assessment is required to be conducted, especially prior to conducting new, non-routine or high-risk jobs.

7.1.18 Risk assessments are being carried out S I

7.1.18 Vessel should provide evidence that risk assessment has been carried out. Evidence may be in the form of permits, procedures, or safety or pre-job meetings being held to address new, non-routine or high-risk jobs. New vessels are also required to carry out risk assessments.

7.1.19 Company procedures and permits are in use and adequately/appropriately completed for: Entry into enclosed spaces

S I

7.1.19 ISM Ch. 7

TSG (C) 3

ISGOTT 10

MSC/Res.A.1050(27)

MSC1/Circ.1401

Multiple cargo tanks may be shown on one permit, provided that for each individual tank pre-testing of the atmosphere has been carried out as per TSG 3.4, and recorded on the permit, and pre-entry requirements, as per TSG 3.3, are met. During work in the tank the tank atmosphere must be monitored at frequent intervals and recorded. There should be a system to prevent additional tanks being added to the existing permit after it has been issued. For all enclosed spaces, other than cargo tanks, one permit per space is required.

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The permit or other enabling document that has been issued should be sighted and signed by the team leader entering the space, prior to entry. For multiple tank entries covered by a single permit, it will be particularly important to ensure that the permit process is supplemented by the marking of tank lids with notices indicating which tanks are safe to enter. In cases of a single permit for a single tank entry, the permit itself may be clearly displayed at the tank.

7.1.20 ISM Ch. 7TSG (C) 2.12.2

Company procedures and permits are in use and adequately/appropriately completed for: Hot work

S I

7.1.21 ISGOTT 9.3 Company procedures and permits are in use and adequately/appropriately completed for: Work on pipelines and pressure vessels

R I

7.1.22 Company procedures and permits are in use and adequately/appropriately completed for: Pressure testing of piping and hoses

R I

7.1.22 Company procedures must be in place to define appropriate work practices, and include the use of a permit. If testing is conducted by vessel personnel, there must be written evidence that permits are in use in the form of previously completed permits. The permit should include the testing medium (which should be water or some other hydraulic medium), the testing pressure and duration of the test. Testing onboard should normally be conducted to 100% of the maximum allowable working pressure (MAWP). When requirements mandate testing above 100% of the MAWP, the vessel should have company instructions stating what the crew is or isn't allowed to complete onboard.

7.1.23 ISGOTT 9.3 Company procedures and permits are in use and adequately/appropriately completed for: Working aloft or outboard

R SI

7.1.24 ISGOTT 9.3 Company procedures and permits are in use and adequately/appropriately completed for: Working on electrical circuits

R I

7.1.22-24 ISM Ch. 7TSG (C) 2.12.2, ISGOTT 9.3

Company procedures must be in place to define appropriate work practices, and include the use of a permit. There must be written evidence that permits are in use in the form of previously completed permits.

For a question to be answered N/A, the vessel must have a policy in place that states that the type of work is not allowed, and provides guidance on what type of work is included in the policy.

7.1.25 Controls are in place for small craft alongside R SI

7.1.25 ISGOTT 9.3 The controls may be in the form of a permit.

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7.1.26 Up to date and complete Muster Lists and Emergency Instructions are displayed in required locations

S I

7.1.26 SOLAS III Reg 8.3 & 37

The muster list should be posted in conspicuous places throughout the ship, including the navigating bridge, engine room and crew accommodation spaces. In cases where crew names are used, these should correspond with the crew list.


Lifejacket donning instructions are displayed S I

7.1.28 IBC 14.2.6 BCH 3.16.8

There are records indicating the monthly inspection of breathing apparatus required by the gas/chemical code

S I

7.1.29 IGC 14.2.6 There are records indicating breathing apparatus required by the code has been inspected at least once a month by a responsible officer, and the inspection recorded in the ship’s log-book.

S I

7.1.30 There are records indicating the safety equipment required by the code, including the breathing apparatus, has been inspected and tested by an expert within the previous year

S I

7.1.30 IGC 14.2.6 The term "expert" should be taken to mean a representative of a recognized service company. If the "expert" is said to be a member of the ship's staff then a copy of his training certificate for breathing apparatus maintenance must be available on board.

7.1.31 Dates of last two inspections: SI

7.1.32 SI

7.1.33 A procedure is available on the bridge for use during helicopter operations

R I

7.1.33 HSO 4.3.5 & 9.4

Procedure should be consistent with ICS/OCIMF Guide to Helicopter/Ship Operations.

7.1.34 The condition of all cranes, derricks and other lifting devices, including loose lifting equipment, is satisfactory.

R SI

7.1.35 There are records indicating the regular inspection of cranes, derricks and other lifting devices.

S I

7.1.35 ILO 152 From records, there should be evidence of the systematic and regular inspection of all lifting devices onboard, including those on deck, in the engine room or accommodations, as fitted. Cranes should be inspected for signs of wear, damage and corrosion, leakage, etc. This may be included in a Register of lifting Appliances - (see 1.1.27). ILO 152 Art.23 states that all lifting appliances and loose gear shall be thoroughly examined and certified by a competent person at least once every 12 months.

7.1.36 There are records indicating the regular inspection of all loose lifting gear, including chains, blocks and tackles, hooks and swivels, etc., as carried.

S I

7.1.36 ILO 152 From records, there should be evidence of the systematic and regular inspection of all loose lifting gear for signs of wear, damage and corrosion etc. This may be included in a Register of lifting Appliances - (see 1.1.27). ILO 152 Art.23 states that all lifting appliances and loose gear shall be thoroughly examined and certified by a competent person at least once every 12 months.

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Section 7. OPERATIONAL SAFETY


7.2.1 Deck Officers and Ratings are familiar with the operation of the emergency generator (if fitted)

S I


Ensure there is at least a working knowledge of procedure.


Deck Officers and Ratings are familiar with the operation of the emergency fire pump

S I

7.2.3 All personnel are aware of their duties as described in the Muster Lists

S I

7.2.4 Crew are familiar with the safety hazards of inert gases, including nitrogen, flue gas and other gases that may be given off by cargo, including proper procedures when used or contained in a confined space/area

R I

7.2.4 Hazards include:- Nitrogen is colourless and odourless with no warning properties, and can only be detected through the use of instruments (One deep breath of nitrogen can prove fatal due to the nitrogen blocking the carbon dioxide, which the body needs to regulate the breathing process (known as "hypoxia".- Carbon Monoxide is colourless, odourless and toxic, and can be given off by some vegetable oils.- Flue gas and IGS can generate carbon monoxide and carbon dioxide;- H2S is toxic and at high concentrations is odourless;- Gases and inert gases can concentrate in confined spaces and areas, including on-deck areas (i.e. deck frames, where other structure blocks wind, etc.)

7.2.5 IBC 14.2.6 BCH 3.16.8

Personnel conducting inspections and/or maintenance on equipment that must be conducted by an "expert" are familiar with the proper operation, maintenance, procedures and documentation requirements for the equipment

S I

7.2.6 All personnel on-board are familiar with the identification of enclosed spaces/areas, the hazards involved, and company procedures and limitations on entry into such spaces

R I

7.2.7 All personnel are familiar with the company hot work procedures

R I

7.2.8 Personnel are familiar with other aspects of Operational Safety

R I


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Section 8. HEALTH, SAFETY AND PERSONNEL PROTECTION

8.1 Ref. Health and Safety Yes No N/A Cat


The ship maintains a record of all accidents to personnel S SI

If Yes:Records of accidents are maintained in the following categories:

8.1.2 Lost time D SI

8.1.2 A lost time accident is one where the injured person is absent from duty as a result of his injuries for more than one watch or half a working day.

8.1.3 Records of accidents are maintained in the following categories: Non lost time (medical treatment)

D SI

8.1.3 A non lost time accident is one where an injured person was able to return to his duties or was not absent from duty as a result of his injuries for more than one watch or half a working day.

8.1.4 The company provides the following information to their ships: Total Recordable Case Frequency (TRCF)

D SI

8.1.4 The sum of all work-related fatalities, lost time injuries, restricted work injuries and medical treatment Injuries per unit exposure hours. The most common unit in respect of TRCF is 1 million man hours. Hours are based on total hours spent on-board, whether on or off watch, and whether on-board or on shore.

8.1.5 The company provides the following information to their ships: Loss Time Injury Frequency (LTIF)

D SI

8.1.5 This is the number of Lost Time Injuries per unit exposure hours. The most common unit in respect of LTIF is 1 million man hours.


The ship maintains a record of near miss incidents R SI

8.1.1 - 6 For purposes of the questions above, any recordable case, whether occurring while on duty or not, must be counted, provided the individual is assigned to the vessel.

8.1.7 There is a formal accident and incident investigation procedure

S SI


A written investigation procedure, including terms of reference for the investigator, should be available. The procedure should be designed to establish the root cause of any incident in addition to any contributing factors. The procedure should also require the establishment of actionable recommendations designed to avoid a recurrence of the incident.

8.1.8 There is a procedure in place for insuring follow-up and close-out on all observations and non-conformances.

S SI

8.1.8 MSC-MEPC.7/Circ.8

This may include the results of vetting inspections, Flag and Class audits, safety committee meetings, etc. The system in place must cover the recording, investigating, evaluating, reviewing and analysing such reports, and to take action as appropriate. The inspect should verify that the system in place is implemented.


There are Company procedures detailing on board safety training requirements

S SI

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8.1.10 There are records indicating that on board safety training is carried out

S I


From records there should be evidence that safety training, in addition to normal fire and boat drills, is carried out. This training may include use of chemical protection equipment, first aid, rescue of a person from an enclosed space, etc.

8.1.11 There is a designated ship's safety officer S SI

8.1.11 APBS 2.7.1 This person should be identified in Company procedures or in instructions issued by the Master.

8.1.12 There are records indicating that the Safety Committee promotes a programme to improve safety awareness on-board, and regular meetings are held

S I

8.1.12 APBS 2.6.5APBS 2.7.1ISM 6.5

There should be evidence that the Safety Committee takes active steps to improve the safety awareness on board, including discussions on various topics such as incidents/accidents, safety improvements, and training. There should be evidence to show that issues identified in the meetings are appropriately addressed and closed out. Minutes of past meetings should be available. N/A should only be used for newbuildings or vessels recently taken over by new management.

8.1.13 There are records indicating that Safety Committee Meetings take place on a monthly basis.

S SI

8.1.13 SOLASISMSTCW

N/A should only be used for newbuildings or vessels recently taken over by new management.

8.1.14 The medical locker is organized according to IMO / WHO / ILO / Flag State guidelines/regulations.

R SI

8.1.14 IMGS Ch.17 IMDG code Supplement App 14

The medical locker should be organized to allow any medicine to be located with the minimum of time. This may be accomplished by organizing the medicines alphabetically, by generic name or in their constituent groups using letters, or using their IMGS number and storing them in numerical order. In either case a full list of the medicines carried must be available detailing their position of storage. The list of antidotes is now available in an Appendix of the IMDG Code.

8.1.15 The person designated to take charge of medical care on board is suitably qualified

S SI

8.1.15 STCW 95 A-VI/4.4

Holders of STCW 95 certificates of competency are required to be suitably qualified as part of their certification. The person should be identified in Company procedures or in instructions issued by the Master.

8.1.16 The medical locker contains at least the required medicaments and surgical supplies

S SI

8.1.16 IMGS Ch 18 & 19

A random selection of medicines and surgical supplies should be checked against the carriage requirement. The carriage requirement is the figure used by a chemist when restocking the ship and should be sufficient to last approximately six months. Quantities may be less than the carriage requirement, but no items should be exhausted. Labelling of medicines and drugs must be in the common working language of the ship's complement.

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8.1.17 There is an up to date inventory of drugs and medicines on board

D I

8.1.17 The inventory must indicate the date of expiry.8.1.18 IMGS Ch 17 Controlled drugs are stored in a secure locker S SI

8.1.19 A first aid kit is available in the medicine locker ready for swift transfer to the site of an accident

S SI

8.1.20 A first aid kit is available on the bridge D SI

8.1.21 A first aid kit is available in the engine room D SI

8.1.22 A first aid kit is available in the galley D SI

8.1.23 A first aid kit is available in the cargo control room / ship's office

D SI

8.1.19-21 IMGS Ch 1 The medical first aid kit, as a minimum, should contain the following:

-Individually wrapped wound plasters.- Medium sterile dressings/compression pads.- Large sterile dressings/compression pads.- Bandages, including Tri-angular bandage.- Cotton wool.- Surgical tape.- Safety pins.- Alcohol wipes.- Eye pads.- Scissors.

8.1.24 The hospital and/or "treatment room", when fitted, is clean, tidy and ready for use.

S I

8.1.24 ILO In cases where flag state allows the hospital or treatment room to be used as a cabin, to be answered in the affirmative, the room must be easily vacated and converted for use as a hospital or treatment room should the need arise. The vessel must also have an exemption certificate.

8.1.25 There is an up to date record of medical treatment D I

8.1.26 The ship has medical first aid equipment, including antidotes, if applicable, for the current cargo

S I

8.1.26 IBC 14.3.2BCH 3.16.11 IGC 14.3.2IMDG

Expiry date of antidotes should be checked.

8.1.27 An oxygen resuscitator is available on board, ready for immediate use, and appears in good operating condition

S I

8.1.27 IBC 14.3.2 BCH 3.16.11SOLAS IX ISM 10.1

The oxygen resuscitator should be of the portable type and readily available. It may not be locked away, but the use of a tamper-evident seal is acceptable.

8.1.28 STCW 2010B-I/9

There is evidence indicating that officers have a regular medical examination

S I

8.1.29 STCW 2010B-I/9

There is evidence indicating that ratings have a regular medical examination

S I

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8.1.30 Medical examinations for officers and ratings include toxicology testing as deemed appropriate by the physician

D SI

8.1.30 This should include pre-employment testing, as well as regular testing during employment (but not necessarily while onboard). Tests can include blood platelet, liver function or other tests. Medical testing procedures should also include comparison with previous exams and test results to identify trends. This should be assessed through discussion with the Master or medical officer.

8.1.31 There are Company procedures requiring shipboard personnel to wear appropriate personal protective equipment

S SI


A Company manual should contain procedures detailing the wearing of personal safety equipment. Guidance should be given on the locations or nature of work requiring specific equipment to be worn. Equipment may include, as applicable/appropriate: Boiler suit (coveralls), safety shoes, safety helmet, eye protection (goggles, etc.), ear protectors, safety harness, gloves, and other protective clothing.

8.1.32 There are company procedures or guidelines related to working in or around areas with a potential for the build-up of flammable/toxic vapours or inert gases

R SI

8.1.33 TSG Procedures or guidelines should cover working in and around areas where vapours, nitrogen or inert gas may concentrate and thus pose a risk to personnel. Further guidance is included in the Crew Knowledge and Proficiency section of this Chapter.

8.1.33 There are Company safety procedures covering the following operations: Transferring flammable / toxic cargoes

S SI


A Company manual should contain procedures for the transferring of flammable or toxic cargoes. These procedures may include:

- Requirements for personnel to wear protective equipment.- Requirements to check that cargoes which evolve highly toxic imperceptible vapours have had perceptible additives introduced.- Requirements to check on deck and in other spaces around the ship for traces of toxic or flammable vapours.- Requirements for restricted access to the deck etc.

8.1.34 There are Company safety procedures covering the following operations: Working with power tools

R SI

8.1.34 APBS 12 A Company manual should contain procedures covering the use of power tools outside the engine room or accommodation. Procedures should include the precautions to be taken during the use of power tools and when applicable, the requirement to issue a hot work permit. Details should also be given of the types of tool permitted to be used on board.

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8.1.35 There are Company safety procedures covering the following operations: Working with burning torches and / or welding equipment

R SI

8.1.35 APBS 13 ISGOTT 9.5

A Company manual should contain procedures for the use of both electric arc welding and gas burning. These procedures should include:

- Detailed instructions on the use of the equipment.- The need for protection of other persons from the effects of welding or burning.- The need for an assistant to be present.- The circumstances in hot or humid weather when electric welding should cease.- Handling of gas cylinders.- Action if an acetylene bottle becomes hot.- Marking and care of hoses and other equipment.- The need to monitor spaces for leakages of acetylene or oxygen.- Firefighting equipment to be readily available.- Monitoring of adjacent spaces (above/below/either side).

8.1.36 There are Company safety procedures covering the following operations: Dealing with static electricity

R SI

8.1.36 ISGOTT 3.0 TSG (C) D.3

A Company manual should contain procedures to counter the effects of static electricity.

These procedures should include:- Precautions when handling static accumulator cargoes.- Sampling and ullaging.- Tank cleaning.- Bonding - on board.- Isolation or Bonding - on board.- Use of inert gas.- Use of steam.- Use of synthetic materials.

8.1.37 There are Company safety procedures covering the following operations: Use of deck cranes

D SI

8.1.37 A Company manual should contain procedures detailing the operation of deck cranes or other lifting appliances.These procedures should include:

- Observance of SWL restrictions.- The requirement that only authorized persons may use the equipment.- Checks to be carried out prior to any operation.- Hand signals to be used.

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8.1.38 There are Company safety procedures covering the following operations: Avoiding slips and falls

D SI

8.1.38 A Company manual should contain procedures designed to eliminate slips and falls on board.These procedures should include:

- The requirement to have non slip surfaces in working areas.- The requirement to clean up oil etc. from decks and walkways.- The requirement to keep access and working areas clear of obstructions.- The requirement to fence all openings through which a person may fall.- The use of a permit system when working aloft.

8.1.39 There are Company safety procedures covering the following operations: Securing walkways

D SI

8.1.39 A Company manual should contain procedures to ensure that walkways are kept in suitable condition and made safe when work is in progress.

8.1.40 The pilot ladder(s) appears in good condition S I

8.1.40 SOLAS V Reg23.2.1

IMO Res/A 1045(27)

The condition of the ladder should be assessed by visual examination. Wooden steps should be free of knots and not contain any cracks or other significant damage. The steps should provide a non - slip surface. This will preclude the use of painted steps. The ropes should be in good condition. Not more than two temporary replacement steps are permitted. Anti twist battens should be fitted. There should be no loops below the lower steps, and no tripping lines attached.

8.1.41 The pilot ladder(s) are in compliance with IMPA recommendations.

R I

8.1.41 IMPA

SOLAS V Reg 23

IMO Res/A 1045(27)

The ladder must provide a safe means of access from the top of the pilot ladder to the deck. The area must be adequately illuminated at night. A lifebuoy with a self-igniting light should be available by the gangway/ladder when in use, and if situated in the cargo zone the self-igniting light must be intrinsically safe. A heaving line must be permanently available for use with the pilot ladder. the practice of “securing” pilot ladders by means of simple step hook devices such as the ubiquitous angle-iron “Deck Tongue” or “Hooks” is not allowed.

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8.1.42 The gangway / accommodation ladder is available and maintained in accordance with appropriate requirements.

S I

8.1.42 SOLASILOIACS

The length and construction should be appropriate to the vessel. Amended SOLAS regulation II-1/3-9 requires means of embarkation/disembarkation on new ships built on or after 1 January 2010 to be constructed, tested, installed and maintained in accordance with IMO Circular MSC.1/Circ.1331. Accommodation ladders and gangways fitted on ships constructed before 1 January 2010, which are replaced after that date must, in so far as is reasonable and practicable, also comply with MSC.1/Circ.1331. All wires used to support the means of embarkation and disembarkation must be maintained as specified in regulation III/20.4 for lifesaving launching appliances. This will require monthly inspections recorded in the log book or PMS (with special regard for areas passing through sheaves) and renewal when necessary due to deterioration of the falls or at intervals of not more than five years, whichever is earlier.

8.1.43 A gangway / accommodation ladder is safely and appropriately rigged when in use

R I

8.1.43 APBS 8ISGOTT 16.4.2SOLASILOIACS

The gangway should be safely rigged. When fitted, the safety net rigged under the gangway must be spread so as to catch a person falling over the top rope or rail and prevent them from falling into the water or onto the jetty, and must be in good condition and suitable for the purpose. Where possible, access to the ship should be situated aft of the manifold area. There should be a safe means of access from the top of the ladder to the deck. The ladder should be adequately illuminated and clear of obstructions.

8.1.44 OCIMF The Company has a written policy on drug and alcohol abuse that is displayed on-board in a public location

R I

8.1.45 OCIMF There are Company procedures detailing the testing of officers and crew for drugs and alcohol, including unannounced testing and testing after an incident on-board

R SI

8.1.46 Required testing frequency for drugs is _____ months SI

8.1.47 Required testing frequency for alcohol is _____ months SI

8.1.48 OCIMF and STCW Section A VIII / 1.10

Company procedures detail the maximum acceptable alcohol level for any crew member

R SI

8.1.49 If Yes: SI

8.1.50 The maximum level is _________(units) SI

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8.1.51 OCIMF/ and STCW 2010 B-VIII/2 5.35.1

Company procedures detail the required period of abstinence before watchkeeping

R SI

If Yes: SI

8.1.52 The required period is ______ hours SI

8.1.53 OCIMF Company procedures prohibit the misuse of legitimate drugs as well as the use, possession, distribution or sale of illicit / un-prescribed controlled drugs

R SI

8.1.54 OCIMF Company procedures detail on board alcohol distribution and consumption

R SI

If Yes: SI

8.1.55 The procedures are displayed in a public location D SI

8.1.56 Company procedures detail the conduct of on board tests for alcohol

D SI

8.1.57 Alcohol test equipment is available on board D SI

If Yes: SI

8.1.58 Senior officers have been trained in the use of the alcohol test equipment

D SI

8.1.58 There should be records indicating that senior officers have been trained in the use of alcohol test equipment. This training may be in the form of either:

- Training by a training agency or equipment supplier’s representative.- Specific training material in written or video form.

8.1.59 There are records indicating that unannounced testing for drugs and alcohol are carried out

D I

8.1.59 The frequency of unannounced testing should be sufficient so as to serve as an effective deterrent to abuse.

If Yes:8.1.60 Information

onlyRecords indicate that the Master and all crew were tested for alcohol

NS I

8.1.61 Dates of last two alcohol tests: _________ SI

8.1.62 _________ SI


Records indicate that the Master and all crew were tested for drugs

NS I

8.1.64 Dates of last two drug tests: _________ SI

8.1.65 _________ SI

8.1.66 COSWP Section 2 12.6 APBS 17.5

The company has procedures in place for handling substances hazardous to health

R SI

8.1.67 Substances hazardous to health, including engine room chemicals are safely stowed in a well ventilated area

S I

8.1.67 APBS 5.2

These should be Company procedures, not specific to the ship. Substances (as fitted or used on-board) may include cleaning agents, detergents, boiler treatment chemicals, refrigerants, and asbestos. The question does not refer to substances carried as cargo.

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Section 8. HEALTH, SAFETY AND PERSONNEL PROTECTIONGas

8.2 Ref. Personnel Protection Yes No N/A Cat

8.2.1 Crew on deck are properly dressed for the cargoes being handled

S I

8.2.1 IGC 14.1 Protective clothing must be appropriate in relation to the current cargoes transferred. The vessel operator should provide direction to the vessel personnel, such as a PPE Matrix. The MSDS may also be referenced for guidance.

8.2.2 Where applicable, crew members were observed wearing the appropriate clothing and / or safety equipment

R I

8.2.2 Equipment may include, as applicable/appropriate: Boiler suit (coveralls), safety shoes, safety helmet, eye protection (goggles, etc.), ear protectors, safety harness, gloves, and other protective clothing needed for specific tasks.

8.2.3 Protective equipment for the protection of crew members is available on board and appears in good condition

S I

IGC/EGC 14.1SOLAS IXISM 10.1

For the protection of crew members who are engaged in loading and discharging operations, the ship shall have on board suitable protective equipment consisting of large aprons, special gloves with long sleeves, suitable footwear, coveralls of chemical-resistant material and tight fitting goggles or face shields or both. The protective clothing and equipment should be suitable for the cargoes carried, and shall cover all skin so that no part of the body is unprotected. Procedures or Guidelines must be in place related to the limitations and use of the equipment. Disposable/One-time use suits may not be used.

8.2.4 When required by the Gas Code, respiratory and eye protection for every person on board is available for emergency escape purposes and appears in good condition

S I

8.2.4 IGC 14.4.2 EGC 14.1SOLAS IXISM 10.1

Filter types respiratory protection is not acceptable.

8.2.5 IGC 14.4.2.3 Two additional sets of respiratory and eye protection are available on the navigating bridge

R SI

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8.2.6 IGC 14.2.1 EGC 14.3

There are on board at least two sets of safety equipment S I

8.2.6 Ships shall have on board sufficient but not less than two complete sets of safety equipment, each permitting personnel to enter a gas-filled compartment and work there for at least 20 minutes. (IGC 14.2.1). If the vessel's Certificate of Fitness includes toxic cargoes, the safety equipment must be gas-tight.

One complete set of safety equipment shall consist of:(IGC 14.2.2)1. one self contained air-breathing apparatus (not usingstored oxygen);2. protective clothing, boots, gloves and tight fittinggoggles;3. fireproof line with belt resistant to the cargoes carried;and4. explosion-proof lamp.For the safety equipment required in 14.2.1, all ships shall carry either:

1. one set of fully charged spare air bottles for eachbreathing apparatus;2. a special air compressor suitable for the supply of high-pressure air of the required purity;3. a charging manifold capable of dealing with sufficientspare air bottles for the breathing apparatus; or,4. fully charged spare air bottles with a total free aircapacity of at least 6,000 l for each breathing apparatus on board in excess of the requirements of SOLAS regulation II-2/10.10. (IGC 14.2.3)

8.2.7 IGC 14.4 For ships with a cargo capacity of 2,000 m3 and over, there are on board at least two additional sets of safety equipment (above those required in 8.2.5), and a total of 3 spare charged air bottles for each of these additional sets.

S I

8.2.8 All required safety equipment appears in good operating condition

S I

8.2.8 IGC 14.2.2 An inspection of the personnel protection safety equipment should confirm:

- All BA sets are complete.- Each BA set must be suitably charged to provide at least 1,200 litres of air and capable of operating for at least 30 minutes. Each BA set does not necessarily have to be full, provided at the current condition, it can provide sufficient air as described.- BA sets are filled up to their maximum working pressure- BA sets are free of leaks and in good condition.- Protective equipment sets are complete and in good condition and suitable for the cargoes carried.- Safety torch is operational.- Safety line and belt are available and in good condition.

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8.2.9 BA sets required under the Code are interchangeable D I

8.2.10 When carrying toxic cargoes, suitable personal toxic gas detectors are available and in use when in the cargo area.

D I

8.2.10 MSC1 Circ 1477

Given a ship's specific characteristics and operations, additional atmospheric hazards in enclosed spaces may be present that may not be detected by the standard instruments, and in such cases, if known, additional appropriate instruments should be carried. The detector must be designed for the cargo being carried, and should alarm before the TLV is met. Cargoes may include butadiene, VCM, etc.

8.2.11 An oxygen resuscitator is available on board, ready for immediate use, and appears in good operating condition

S I

8.2.12 EGC 13.6.13 There are at least two oxygen analyzers available on board S I

8.2.12 IGC14.3.2 EGC 14.9 SOLAS IX ISM 10.1

These analyzers are separate and in addition to any personal oxygen analyzers that might be carried.

The pump must be suitable for drawing a sample from a total height that is at least equivalent to the moulded depth of the hull.

8.2.13 IACS When the nitrogen generator is installed outside the engine room or a nitrogen receiver or buffer tank is installed in a dedicated compartment, the space of the compartment should be installed with an independent mechanical extraction ventilation system, and a low oxygen alarm shall be fitted for the space.

R SI


All oxygen analyzers are calibrated as per manufacturer's instructions, calibration checks recorded, and appear in good operating condition

S I


Instrument self-calibration checks are not considered adequate

8.2.15 IGC 13.6.13 EGC 13.6.12

There are on board at least two portable sets of gas detection equipment suitable for the products carried.

S SI

8.2.16 Number of portable instruments: ______8.2.17 SOLAS IX

ISM 10.1All portable gas detection equipment appears in good operating condition

S I

8.2.18 Calibration checks of all portable gas detection equipment are recorded

S I


There should be evidence that calibrations checks are carried out using suitable calibration gas. Instrument self-calibration checks are not considered adequate.

8.2.19 Designated crew members are familiar with the use and calibration of portable gas detection instruments

S I

8.2.19 ISM 10.3 ISGOTT 11.3.1 TSG (G) 5.3.6

Designated crew may be defined as those persons signing on work/entry permits. Includes all portable equipment used on board (oxygen/flammable/toxic).

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A permanently installed system of gas detection is fitted NS SI

If Yes:8.2.21 IGC 13.6.6

EGC 13.6.5Regular testing of the gas detection equipment is recorded

S I

8.2.22 Calibration checks of the gas detection equipment are recorded

S I



8.2.23 IGC 13.6.6 EGC 13.6.5

A supply of suitable span gas is available on board S I


Gas detection equipment, including audible and visual alarms, appears to be in good operating condition

S I

8.2.25 The gas detection equipment alarm is audible and visible from the deck area

D I


The gas detection system is fitted with high and low sampling heads / sensors

NS SI


ISM 10.1The fittings used for switching between high and low sample heads / sensors appear in good operating condition

S I

8.2.28 Hold spaces are provided with a gas sampling connection point

D I

8.2.29 There are on board, instruments designed for the testing of toxic vapours

S SI

If Yes:2.2.29 IMO MSC1

Circ.1477The instrument should be capable of measuring and displaying concentrations of:.1 oxygen;.2 flammable gases or vapours (% of LFL);.3 carbon monoxide; and.4 hydrogen sulphide. Given a ship's specific characteristics and operations, additional atmospheric hazards in enclosed spaces may be present; additional appropriate instruments should be carried.

8.2.30 Number of portable instruments: ______8.2.31 Number of fixed instruments: ______8.2.32 All instruments designed for the testing of toxic vapours

appear in good operating conditionS I


This inspection shall also encompass: the sensor, the cable, hand pumps and extension tubes

8.2.33 Instruments designed for the testing of toxic vapours are suitable for the present voyage cargoes

S I

8.2.33 IMO MSC1 Circ.1477 IGC 13.6.9 EGC 13.6.12

The instrument should be capable of measuring and displaying concentrations of:.1 oxygen;.2 flammable gases or vapours (% of LFL);.3 carbon monoxide; and.4 hydrogen sulphide. Given a ship's specific characteristics and operations, additional atmospheric hazards in enclosed spaces may be present; additional appropriate instruments should be carried.

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All toxic gas detector tubes (when carried) are within their expiry date

S I

8.2.35 When applicable, calibration checks of all instruments designed for the testing of toxic vapours are recorded

S I

8.2.35 SOLAS IX ISM 10.2.4


8.2.36 An instrument suitable for the testing of flammable vapours in an oxygen deficient atmosphere is available on board

S SI

8.2.36 IGC 13.6.14 E.G. MSA "Tank Scope" or equivalent.


ISM 10.1All instruments for the testing of flammable vapours in an oxygen deficient atmosphere appear in good working order

S I

8.2.38 Calibration checks of all instruments designed for the testing of flammable vapours in an oxygen deficient atmosphere are recorded

S I

8.2.38 SOLAS IX ISM 10.2.4



Decontamination showers and eyewash are available on deck

NS SI

If Yes:8.2.40 Number of showers : _____8.2.40 A request for the operation of the decontamination

shower/eyewash should be made. If during the demonstration the water supply is found to have been isolated elsewhere on board, the question must be answered "No".

8.2.41 IGC 14.4.3 Decontamination showers and eyewashes will be able to operate in all ambient conditions

S I

8.2.42 IGC 14.4.3 ISM 10.1

Decontamination showers and eyewashes appear in good operating condition

S I

8.2.43 The locations of the decontamination showers and eyewashes are clearly marked

R I

8.2.43 IGS 14.4.3 ISM 10.1

This should be by means of a re-circulation system or a fully heat traced line, or other appropriate means.

8.2.44 When appropriate, the manifold area and other key elevated working areas are protected by an appropriate handrail of at least 1 m and including a midrail

D I

8.2.45 COSWP Elevated platforms where there is a risk of falling over 2 meters should be protected by either permanent or removable handrails. Removable handrails should be maintained in place except when removal is necessary. Chains or wires when used as handrails must remain taut.

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Section 8. HEALTH, SAFETY AND PERSONAL PROTECTIONGas


The Inspector will interview various members of the crew to seek evidence of knowledge and proficiency. The purpose of the interview is to ensure that personnel can demonstrate sufficient depth of knowledge and familiarity with the policies, procedures, and equipment on board, as laid down in their job description.

Designated crew may be defined as those persons signing on work/entry permits. Includes all portable and fixed equipment used on board (oxygen, flammable, and toxic)

8.3.1 Designated crew members are familiar with the use and calibration of gas detection instruments

R I

8.3.2 Designated crew members are aware of the limitations of use of the gas detection equipment carried on board

R I

8.3.2 Discussion should focus on verifying an understanding of the use and purpose of the instrument (eg. oxygen, flammable, toxic, inert, etc.).

8.3.3 Personnel are aware of company procedures or guidelines related to working in or around areas with a potential for the build-up of flammable/toxic vapours, nitrogen or inert gases

R I

8.3.3 TSG Personnel should be aware that many vapours are heavier than air, so vapours released during loading, gas freeing and accidental spills may concentrate in lower areas on deck or the engine room, especially in conditions with little or no wind. Strong winds may create low pressure on the lee side of deckhouses or other structures, and thereby cause vapour to be carried in that direction and to accumulate. Nitrogen or inert gas may also accumulate in areas with restricted ventilation. Other spaces may include focsle spaces, the lee side of deck houses, areas with overhangs, below deck tanks and other areas with restricted access or limited ventilation.

8.3.4 Officers are familiar with the operation of the oxygen resuscitator

R I

8.3.5 Personnel are familiar with other aspects of Health, Safety and Personal Protection

R I


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Section 9. FIREFIGHTINGGas

9.1 Ref. FIREFIGHTING EQUIPMENT Yes No N/A Cat

9.1.1 SOLAS II-2 A, Reg 20

The fire control plan(s) is permanently displayed OR a copy of the fire control plan(s) is supplied to all officers and one copy is available on board in an accessible position

S I

9.1.2 All fire control plans are up to date S I

9.1.2 SOLAS II-2 Graphic Symbols as per IMO A.952 (23) for ships built after 1st Jan 2004 and for ships before 1st Jan 2004 symbols can be as per A.654 (16)

9.1.3 Solas II- 2 Reg 15.2.4.1

Fire control plan(s) is available in the official language of the Flag State, as well as in either English or French

S I

9.1.4 All fire control plans are clearly legible D I

9.1.5 Fire control plan(s) is permanently stored in a weathertight enclosure outside the deckhouse and is prominently marked

S I

9.1.5 Solas II- 2 Reg 15.2.4.2

The fire control plan available outside the accommodation and readily available to shoreside personnel. The plan should also be legible and not damaged by water. Location Guidance as per MSC/ Circ. 451.

9.1.6 A copy of the fire control plan is located at the gangway while the vessel is berthed.

D I


The total cargo carrying capacity of the ship is 5000m3 OR LESS

NS SI

If Yes:9.1.8 There are at least four fireman's outfits on board S I

9.1.8 SOLAS 11-2 Reg 10.10.2.3 IGC 11.6.1

IGC 11.6.1:11.6 Fire-fighter’s outfits11.6.1. Every ship carrying flammable products should carry fire-fighter’s outfits complying with the requirements of SOLAS regulation II-2/10.10 as follows:Total cargo capacity Number of outfits5,000 m3 and below 4above 5,000 m3 511.6.2. Additional requirements for safety equipment are given in chapter 14.11.6.3. Any breathing apparatus required as part of a fireman’s outfit should be a self-contained air-breathing apparatus having a capacity of at least 1,200l of free air.

If No:9.1.9 IGC/EGC

11.6.1There are at least five fireman's outfits on board S I

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9.1.10 All fireman's outfits are accessible, complete, ready for use, and in good condition

S I

9.1.10 SOLAS II-2 A Reg 17

Complete outfits should be stored in at least two widely separate locations. Outfits should be stowed in clearly marked lockers which are not locked or for which the key is immediately available at the locker.Random inspections of the fireman’s outfits should confirm that:

- All BA sets are complete and interchangeable. Each BA set must be suitably charged to provide at least 1,200 litres of air and capable of operating for at least 30 minutes.- BA sets are filled up to their maximum working pressure- BA sets are free of leaks and in good condition.- Protective equipment sets are complete and in good condition.-Approved safety torch is operational and giving a bright light.-Safety line and belt are available and in good condition.- BA sets are stowed in such a way that a person can be equipped in minimum time.- BA sets are fully connected, free of leaks and with face and body straps extended.-Details for the minimum requirements for C2018 outfits can be found in SOLAS II-2 A, Reg 17 and FSA Ch 3, 2.1.2 and 2.1.3, but should include suitable protective clothing, rubber boots and gloves or other electrically non-conducting material, a rigid helmet, an approved type lamp providing a minimum of at least 3 hours, an ax with a non-conductive handle, an approved BA set of at least 1,200 litres, a 30 metre lifeline, as well as other equipment that may be required by the administration.

9.1.11 Spare charges (air bottles) are available for the breathing apparatus

S I

9.1.11 Solas II-2 Reg 10.10.2.5

2 spare charges for each BA, 1 spare for each BA if there is BA compressor.

9.1.12 SOLAS MSC 850

Breathing apparatus air bottles are stamped to indicate they have been pressure tested within the previous five years

S I

9.1.13 When fitted, the breathing apparatus air cylinder compressor is available for use, and operating instructions are available for use

S I

9.1.13 SOLAS IX ISM 10.1 MSC850

Air Quality test to be done annually as per MSC 850

9.1.14 When fitted with a breathing apparatus air cylinder compressor, the compressor appears to be in good order and there are maintenance records available

S I

9.1.14 SOLAS IX ISM 10.1 MSC850

Air Quality test to be carried out annually (MSC850)

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9.1.15 SOLAS II-2 Reg 13.4.3

There are sufficient Emergency Escape Breathing Devices (EEBD) in good condition, ready for use, and as indicated on the Fire Control Plan

S I

9.1.16 The main fire pump is in good order and available for use S I

9.1.16 SOLAS II-2 Reg 10.2.2

If there is any doubt the Inspector should ask for a test and/or review maintenance records.


The ship is certified for Unattended Machinery Space Operation

NS I

If Yes:9.1.18 SOLAS 11-2

Reg 10.2.1.2.2.2

A remote start for the fire pump is located on the bridge, or the fire main is pressurized

S I

9.1.19 Emergency fire pump is in good order and available for use S I


If practicable and permissible under local regulations, the operation of the emergency fire pump should be demonstrated.

In some cases, where the vessel has 2 completely independent engine rooms, Flag may waive the requirement for an emergency fire pump and instead allow a fire pump to be located in each engine room. In this situation, the question may be recorded as N/A.

9.1.20 Starting instructions for the emergency fire pump are displayed at the starting location

D I


Fire/foam main is in good order and ready for use S I


Fire/foam hydrants are in good order and ready for use S I


Isolation valves in the fire / foam main are in good order and ready for use

S I


Fire hoses are in good order and ready for use S I

9.1.25 SOLAS 11-2 Reg 10.2.3.1.2

Fire hoses of similar diameter have compatible couplings S I

9.1.26 SOLAS 11-2 Reg 10.2.3.3.4

Fire nozzles are of a dual purpose type (i.e. jet / spray) incorporating a shutoff

S I


Fire nozzles are in good order and ready for use S I

9.1.28 SOLAS 11-2 Reg 10.2.1.7

International shore connection is in good order and ready for use

S I

9.1.28 SOLAS II-2 Reg 10.2.1.7

The international shore connection must be complete with nuts and bolts and a suitable gasket.

9.1.29 Location of the international shore connection is clearly marked

D I

9.1.30 SOLAS 11-2 Reg 10.2.3.1.1

Fire stations are complete, in good condition and clearly marked

S I


Machinery space fixed fire fighting system appears in good condition

S I

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9.1.32 A Hyper-mist fire fighting system for the machinery space is fitted

NS I

If Yes:9.1.33 A system is in place to ensure a sufficient quantity of

water is available for the systemS I

9.1.33 FSS This can be accomplished by having a low level alarm or marking the minimum level in conjunction with an inspection routine, or access to several different suction levels.


Fire extinguishers, as fitted, appear in good condition S I

9.1.35 Servicing of fire extinguishers, fixed firefighting systems and CO2 systems are up to date

S I

9.1.35 FSS 2007 Res A951 (23)MSC 1318 MSC 1432

All portable fire extinguishers together with propellant cartridges should be hydraulically tested in accordance with the recognised standard of the manufacturer's instructions at intervals not exceeding ten years.

9.1.36 SOLAS 11-2 Reg 10.3.3

Spare charges for fire extinguishers are available S I


The machinery space fire alarm system appears in good condition

S I


The machinery space fire detection system (when fitted) appears in good condition

S I


The cargo compressor room fire alarm system (when fitted) appears in good condition

S I


The cargo compressor room fire detection system (when fitted) appears in good condition

S I


The accommodation fire alarm system (when fitted) appears in good condition

S I


The accommodation fire detection system (when fitted) appears in good condition

S I

9.1.43 Fire alarm and detection systems are tested in accordance with manufacturer's instructions

S I


When required to be physically tested by vessel personnel, testing should only be completed using appropriate safe practices (i.e. open flames should not be used). Appropriate testing equipment/kits should be available if needed.


A water spray system is installed for the cargo area NS SI

If Yes:9.1.45 IGC/EGC

11.3.1Water spray system protects all relevant areas and surfaces

S I


Water spray system appears in good condition S I


Water spray nozzles do not appear to be blocked S I

9.1.48 Water spray system activation points are clearly marked D I

9.1.49 SOLAS IX ISM 10.2.4

Water spray system test records are available S I

9.1.50 Date of last two tests: SI

9.1.51 SI

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A dry powder system is installed for the cargo area NS SI


ISM 10.1Dry powder hoses and nozzles appear in good condition S I


Dry powder storage and activation system appears in good condition

S I

9.1.55 Nitrogen cylinders for dry powder system activation appear to be fully charged

D I

9.1.56 Operating instructions for the dry powder system are posted at all operating positions

D I


A foam system is installed for the cargo area NS SI


ISM 10.1The foam storage tank and associated equipment appears in good condition

S I


Foam monitors appear in good condition S I


Foam applicators appear in good condition S I

9.1.61 Operating instructions for the foam system are posted at the operating position

R I

9.1.62 If the foam is older than 3 years, records of annual foam testing are available Records of annual foam testing are available

S I

9.1.62 MSC 1. /Circ.1312

IMO has issued a revised testing criteria for firefighting foam. All types in use today must meet the revised testing criteria.

9.1.63 BCH3.14.2 IBC 11.3.2

The foam is compatible with the cargoes the vessel is allowed to carry

S I

9.1.64 The foam on board meets the revised IMO testing criteria in MSC 1./Circ.1312.

D I

9.1.64 MSC 1. /Circ.1312

IMO has issued a revised testing criteria for firefighting foam. Some types in use today will not pass the revised testing criteria. Foam must meet the revised testing criteria as of 1 July 2012, unless Flag State requires an earlier compliance date. If the foam does not meet the revised requirements, or if the vessel cannot prove that it does, the question should be marked as "no".

9.1.65 STCW 95 A-I/14.2.1.2

Officers are familiar with the operation of the deck fixed fire fighting system

R I

9.1.66 SOLAS II-2 Reg 10.6.3

Firefighting system for the paint locker(s) appears in good condition

S I

9.1.67 SOLAS II-2 Reg 10.6.3

Firefighting system for flammable liquid locker(s) (when available) appears in good condition

S I

9.1.67 SOLAS II-2 Reg 10.6.3

This should be the fire fighting system as approved by the ship's flag administration. In some cases this may be a portable fire extinguisher, but this must be operable from outside the protected space.

9.1.68 SOLAS IX ISM 10.2.4

Records for the inspection and maintenance of firefighting equipment are available

S I

9.1.69 SOLAS IX ISM 10.2.4

Records appear complete and up to date S I

9.1.70 Fixed and portable fire extinguishers/systems are free of Halon

D I

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If No, the indicators show that all bottles are within the working pressure

S I

9.1.70- 71

Halon is being phased out, and while still acceptable to some Flag States, it may be impossible to source in other areas of the world where it is no longer allowed. Thus, a vessel found with low pressure in an area where it is not allowed may find it difficult or impossible to source replacement to bring the firefighting system back into a working condition.

9.1.72 A nitrogen/inert gas injection point for vent mast fire suppression is installed on each vent mast and appears in good condition

D I

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9.2.1 STCW 95 A-VIII 3-2 61.4

Officers are familiar with the operation of the machinery space fixed firefighting system

S I

9.2.2 STCW 95 A-I/14.2.1.2

Officers are familiar with the operation of the cargo area fixed fire fighting system(s)

S I

9.2.3 When fitted with a breathing apparatus air cylinder compressor for firefighting BA sets, personnel responsible for filling breathing air cylinders are familiar with the use of the equipment, and ensuring proper air quality when using the equipment

S I

9.2.3 MSC 850 Ensuring proper air quality when filling BA cylinders is of major importance. BA compressors may utilize fixed intakes, or may be portable and moved to an appropriate location. Personnel responsible for filling BA cylinders should recognize conditions which may have a negative impact on air quality when filling the cylinders, including the location of the air intake to the compressor, proper use of intake filters to avoid particulate matter, and oil leaks or other maintenance conditions.

9.2.4 Personnel are familiar with the use of the other firefighting equipment carried

S I


9.2.5 TSG 8.3.3 Personnel are familiar with the steps to be taken to respond to a vent mast fire, including:- stopping the venting of cargo/gas- injecting inert gas into the vent if possible- spraying the mast head with water

R I

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Section 10. LIFESAVING

10.1 Ref Lifesaving Appliances Yes No N/A Cat

10.1.1 The lifeboat(s) and their equipment (as fitted) appear in good order

S SI

10.1.1 ISM Ch 10 MSC Circ 1206

LSA

Inspector should conduct a random sampling of the items shown below, as fitted. If problems are found, additional sampling should be conducted. For questions answered as 'No', the details of the defect must be entered in the observation.- Hull- Engine/Fuel- Propeller- Rudder- Oars- Crutches / thole pins- Painters- Ladder- Provisions- Small equipment- Lashings- Drain valve cap or plug- Drain valve cap or plug marking- Engine starting system- Engine transmission covers- Engine operating instructions are legible and mounted in a conspicuous placeFOR LIFEBOATS of an enclosed type:-- Seating positions are clearly marked- Seat belts appear in good condition, and should be of different colours at alternate seating positions- Surfaces on which persons might walk have a non-skid finish- Watertight hatches appear in good condition- Self contained air support system appears in good condition- Fire protection system appears in good condition- Marking, as a means of identifying ship and number of lifeboat from above, appears in good condition- Battery recharging system appears in good condition- Embarkation ladders appear in good condition (Not for free fall lifeboat)

10.1.2 Information If No, how many items were not in good order? _______

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10.1.3 There are records indicating the launching of the lifeboat(s) in compliance with Statutory requirements

S

10.1.3 SOLAS III Reg 19.5 MSC.1/Circ.1206/Rev 1

Reference: SOLAS III 19.3.3.4 & MSC.1/Circ.1206/Rev.1SOLAS III reg 19.3.3.4. In the case of a lifeboat arranged for free-fall launching, at least once every three months during an abandon ship drill the crew shall board the lifeboat, properly secure themselves in their seats and commence launch procedures up to but not including the actual release of the lifeboat (i.e., the release hook shall not be released). The lifeboat shall then either be free-fall launched with only the required operating crew on board, or lowered into the water by means of the secondary means of launching with or without the operating crew on board. In both cases the lifeboat shall thereafter be manoeuvred in the water by the operating crew. At intervals of not more than six months, the lifeboat shall either be launched by free-fall with only the operating crew on board, or simulated launching shall be carried out in accordance with the guidelines developed by the Organization.Refer to Measures to prevent accidents with lifeboats (MSC.1/Circ.1206/Rev.1)

10.1.4 The lifeboat davits appear in good condition S I

SOLAS IXISM 10.0 MSC Cir 1206

Inspector should conduct a random sampling of the items shown below, as fitted. If problems are found, additional sampling should be conducted. For questions answered as 'No', the details of the defect must be entered in the observation.- Lifeboat Release mechanism- Launching appliance- Launchways- Wheels and pulleys- Falls- Brake- Recovery motor- Cut out switch- Span wire- Life lines- Access ladder- Bowsing in pennant- Pennant quick release- Dock (harbour) pins- Periodic Servicing of Life boatdavits

10.1.5 SOLAS IXISM 10.1

If No, how many items were not in good order? _______

10.1.6 information only

A dedicated rescue boat is carried NS SI

If Yes:10.1.7 The rescue boat is waterborne monthly S I

10.1.7 SOLAS III Reg 19.3.3.6

Monthly launching of dedicated rescue boat is to be carried out as far is reasonable and practicable, otherwise at least three monthly.

10.1.8 SOLASIII Reg 14.1

The rescue boat is ready for use in an emergency S SI

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10.1.9 The rescue boat and its equipment (as fitted) appear in good order

S SI

10.1.9 SOLAS IXISM 10.1 MSC Cir 1206

Inspector should conduct a random sampling of the items shown below, as fitted. If problems are found, additional sampling should be conducted. For questions answered as 'No', the details of the defect must be entered in the observation.- Engine/Fuel- Propeller- Rudder and tiller- Oars / paddles- Waterproof torch- Painter- Searchlight- Thermal protective aids- Other small equipment- Weathertight stowage- Towing arrangement- Launching and recovery equipment

10.1.10 Information If No, how many items were not in good order? _______10.1.11 The rescue boat is certified as a "fast rescue boat" on Form

ENS SI

If Yes:10.1.12 A minimum of 3 personnel have been suitably trained

and certified in the operation of a fast rescue boatS I

10.1.13 Records indicate liferafts (if inflatable) has been serviced within the appropriate interval

S I

10.1.13 SOLAS III Reg 20.8.1.1

Normal servicing schedule is every 12 months. However, some Administrations, upon application, may allow up to seventeen months, which can be verified from the certificates. In this case, provided the vessel is in compliance with the required frequency, the question should be noted as a YES and a comment entered regarding the actual frequency of inspections.

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10.1.14 The liferaft(s) and their equipment, as fitted, appear in good condition.

S SI


Inspector should conduct a random sampling of the items shown below, as fitted. If problems are found, additional sampling should be conducted. For questions answered as 'No', the details of the defect must be entered in the observation. If the distance between the fixed lifeboats and the bow exceeds 100 metres must have a liferaft fitted forward (suitable for at least 6 persons).

- Container and seal- Painter- Launching cradle- Hydrostatic release unit- Painters appear correctly attached to weak links- Liferafts are free of obstructions- Liferafts are fitted with a separate watertight ID container, exterior to the liferaft container- Embarkation arrangement, including illumination (see Guidance Note below)- If davit launched and the davit is shared with the rescue boat, the two hook types are clearly identified for their correct use.

10.1.15 Information If No, how many items were not in good order? _______10.1.15 Each lifeboat station must be provided with a means of

illumination must be provided. Illumination may be either fixed or portable, and must be capable of illuminating the liferaft stowage position as well as the area of water into which the liferaft should be launched. Portable lights, when used, should have brackets to permit their positioning on both sides of the ship. If provided with permanent lighting, it must be powered from an emergency power supply. If located within the cargo area, lighting must be explosion-proof.

10.1.16 SOLAS 1,8 12 Form E SEQ

The lifeboat/liferaft capacity is adequate for the number of persons on-board in compliance with the Safety Equipment Certificate

S SI

10.1.17 SOLAS III Reg 9.2

Lifeboat operating instructions are displayed on or in the vicinity of the lifeboats

S I


Liferaft operating instructions are displayed on or in the vicinity of the liferafts

S I


Lifeboat and liferaft operating instructions use IMO recommended symbols

S I


Muster and embarkation station emergency lighting is operational

S I

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10.1.21 If required, "remotely located survival craft" are onboard, comply with the requirements, and are in good condition/operational.

S I

10.1.21 SOLAS III/31.1.4

MSC.1/Circ.1243

LIferafts, if located at the aft/forward end of the ship and at a distance of more than 100m from the closest survival craft, should be regarded as "remotely located survival craft". A means of illumination must be provided. Illumination may be either fixed or portable, and must be capable of illuminating the liferaft stowage position as well as the area of water into which the liferaft should be launched. Portable lights, when used, should have brackets to permit their positioning on both sides of the ship. A minimum of 2 lifejackets and 2 immersion suits must be provided. An embarkation ladder or other means of embarkation enabling descent to the water in a controlled manner must be provided.

10.1.22 Lifejacket requirements appear to be in order S I


Lifejackets must be complete with a whistle, light and retro-reflective tape. The light must also be within its expiry date.

10.1.23 Immersion suits and / or thermal protective aid requirements appear to be in order

S I

10.1.23 SOLAS IX ISM 10.1SOLAS III32.3 MSC/Circ.1047 & 1114

Vessel must have sufficient immersion suits for every person on-board. Each suit must be tested in accordance with manufacturer's and Flag State requirements.

10.1.24 SOLAS III Reg 32.1.1 Reg 7.1.2

The required number of lifebuoys are carried and correctly marked

S I

10.1.25 SOLAS III Reg 7.1.2 & 7.1.3SOLAS IX ISM 10.1

Lifebuoys appear in good condition and are fitted, as required, with lines, lights or smoke signals

S I

The following lifebuoy fittings appear in good operating condition, including within expiry date if applicable:

10.1.26 Self-igniting lights S I


Self-igniting lights in the cargo area must be intrinsically safe. If not, enter a NO and describe in the comments.


Self-activating smoke signals S I


Bridge wing quick releases S I


Buoyant lifelines S I

10.1.30 SOLAS III Reg 18 LSA Code 7.1

There are at least four line throwing appliance projectiles and lines on board

S SI


All projectiles (and any ignitors) are within their expiry date

S I

10.1.32 SOLAS III Reg 6.3 LSA Code 3.1

There are at least 12 parachute flares stowed on or near the navigating bridge

S SI


Parachute flares are within their expiry date S I

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10.1.34 Emergency escape routes and exits, including those to lifesaving appliances, are clearly marked, unobstructed, and adequately illuminated

S I

10.1.34 SOLAS II-2 Reg 13.1Reg 13.1.2SOLAS IIIReg 11.5

Escape routes, including those to lifesaving appliances, should be marked by IMO recommended symbols. At least one must be visible from any position in the alleyway. At any time, including storing, obstructed emergency escape routes will result in a NO answer.

10.1.35 A record of inspections and maintenance of each life-saving appliance is available

S I


There should be evidence that a maintenance programme is in place covering all safety equipment and systems. From the programme it should be possible to identify the maintenance schedule of all items, based either on running hours, calendar time or condition monitoring. The programme can be either paper or computer based but must demonstrate a systematic approach to all safety equipment maintenance.

10.1.36 SOLAS III Reg 20.7.2

A report of a monthly inspection of the life-saving appliances is recorded in the log-book (SOLAS III 20.6 (weekly)

S I

10.1.37 A stretcher of suitable design is readily available on board and appears in good condition

S I

10.1.37 IBC 14.3.3 BCH 3.16.9SOLAS IXISM 10.1

The stretcher must be of a design which will enable its use in hoisting a person vertically from a space below deck such as a cargo tank, engine room, pump room or bow thruster access trunking.

10.1.38 SOLAS 1 Reg 12 (v)

The actual number of personnel sailing on board is within the limits of the Safety Equipment Certificate (Attachment Form E)

S I

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10.2.1 All crew members familiar with their Lifeboat station and muster duties, as applicable

S I

10.2.2 All officers are aware of Lifeboat, liferaft and/or rescue boat launching and recovery procedures

S I

10.2.2 This includes the correct use and maintenance of equipment as fitted, including load/unload release mechanisms and proper arrangement of the hydrostatic release mechanism.

10.2.3 All personnel are familiar where lifebuoys are located and Man Overboard procedure

S I

10.2.4 Personnel are familiar with the use of the other Lifesaving appliances/equipment carried

S I


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Section 11. ENVIRONMENTAL PROTECTIONGas

11.1 Ref Environmental Protection Yes No N/A Cat

11.1.1 An approved Shipboard Oil Pollution Emergency Plan (SOPEP) is available on board

S SI

11.1.1 MARPOL I Reg 26

All ships, other than oil tankers, of 400 grt and above are required to carry a SOPEP. In answering this question, inspectors should ensure that the SOPEP contains updated lists of coastal state contacts (annually updated). Emergency procedures should be harmonized with those listed in 7.1.2.

If Yes:11.1.2 MARPOL I

Reg 26There are records to indicate that SOPEP training drills are carried out

S I

11.1.3 Vessel has appropriate Vessel Response Plans (VRP) and Marine Firefighting Plan (MFP) for the area it is trading in

S SI

If Yes:11.1.4 There are records to indicate that VRP & MFP training

drills are carried outR I

11.1.3 - 4 The vessel may be required to have a Vessel Response Plan to meet the requirements of port States or other entities in its trading area. Examples include Panama, the US, and certain states within the US. If the vessel does not trade in these areas, the question should be noted as NA.

11.1.5 Company procedures for spill clean up, including operational spills, are available

S SI

11.1.5 SOPEP 2.5.2.1

MEPC54(32)

Res MEPC.86(44)

The Plan should outline the procdures for safe removal of material spilled and contained on deck. This may be through the use of on-board resources or by hiring a clean-up company. The Plan should provide guidance to ensure proper disposal.


The ship has a IPP NLS certificate NS SI

If Yes:11.1.7 MARPOL II

Reg 16An approved Shipboard Marine Pollution Emergency Plan (SMPEP) is available on board

S SI

11.1.8 STCW A-1/14 2.1.2

Responsible officers are familiar with the requirements for compliance with MARPOL Annex II, including disposal of NLS residues

R I

11.1.9 The Cargo Record Book is on board and appears correct and up to date

S I

11.1.10 There are Company procedures covering the use of oil dispersant overside

D I

11.1.11 There are Company procedures for the use of detergents in the Engine Room

D I

11.1.11 Procedures should outline dangers and consequences of using detergents in the engine room, with respect to disposal through the oily water separator

11.1.12 MARPOL Annex II Reg 15

An Oil Record Book Part 1 (Machinery Spaces) is on board and appears correct and up to date

S I

Gas

Rev. CDI 4/15

SIR




11.1.13 Marpol Annex V Reg 9.3

The following (when applicable) appear correct and up to date: Garbage Record Book is maintained up to date

S I

11.1.9-13 MARPOL I,II, and V

BLG.1/Circ.25

Any obvious errors in completion of the MARPOL Record Books will result in a NO answer and details must be entered in the list of observations. The use of pencil or correcting fluid in the completion of MARPOL Record Books should not be considered acceptable. Changes must be struck out with a single line and initialled. If the vessel has identified a missing entry and entered the correction out of date order in the Record Book, it is acceptable as long as it is further explained with a comment in the Record Book.This plan may take the form of a simple flow diagram

For Annex II products, the product name used in the Cargo Record Book must be as listed in the Certificate of Fitness.

11.1.14 MARPOL V Reg 9.2

There are facilities on board for the separate collection of different garbage categories (plastics, food wastes, other garbage etc.)

S SI

11.1.15 MARPOL I Ch.3. Reg. 14

There is NO obvious evidence that the oily-water separator is being by-passed

S I

11.1.16 When in port, the machinery space oily-water separator / oil filtering equipment overboard discharge valve(s) is closed and secured

D I

11.1.17 MARPOL 1Reg 14 & 15

If the oily water separator is not fitted with an automatic stopping device, do entries in the ORB Part 1 indicate that it has not been used in a Special Area

S SI

11.1.17 Section 2.2.2 of Form B of the IOPP Certificate will indicate whether or not the engine room oily-water separator has been fitted with an approved automatic stopping device. In vessels over 10,000 grt, the oily-water separator should be fitted with an alarm and an automatic device that will stop the discharge of any mixture above 15 ppm oil. If the oily-water separator has not been fitted with an automatic stopping device, the inspector must ascertain that it has not been used within a special area.

11.1.18 The arrangements for the disposal of bilge wells from spaces not serviced by the Engine Room oily-water separator system are adequate

R I

11.1.18 These spaces could include the foc'sle space, bow thruster space, storage rooms containing oil, etc. Overboard discharges should be secured ( lashed, sealed, etc.), and appropriate notices posted.

11.1.19 During cargo transfer operations, hoses / arms are properly secured using all available bolt holes

R I

11.1.19 ISGOTT 24.6.1 SSSCL A 8 TSG (C) 5.3.1

This includes bunkering operations and if used camlocks are correctly fitted and locked

Gas

Rev. CDI 4/15

SIR




11.1.20 All unused cargo and bunker manifolds, pipelines drains and vapour return lines and unused cargo pipeline connections are suitably blanked and/or isolated

R I

11.1.20 ISGOTT 6.5.1 SSSCL A 14

If a vessel has arrangements such as a barge or stern line, these lines should be blanked or isolated. The stern cargo pipelines should be blanked or isolated forward of the aft accommodation when not in use.


During cargo and/or bunkering operations, suitable spill containment is in place under each manifold in use

R I


Cargo and bunker manifold spill containment equipment or fittings appear in good condition

S I

11.1.23 Arrangements to drain cargo and bunker manifolds appear satisfactory

D I


During cargo or bunker transfer operations, all deck scuppers appear to be effectively plugged

R I

11.1.25 ISM 10.1 Suitable and permanent spill containment is fitted around all fuel oil, diesel oil and lubricating oil tank vents and in good condition

R I

11.1.26 Suitable and permanent spill containment is fitted around all hydraulic deck machinery and in good condition

R I

11.1.26 ISM 10.1 Wooden bungs are not considered appropriate for use in spill containment.

11.1.27 IMO Res A.868

The ship has in place a Ballast Water Management Plan R I

11.1.28 The BWMP is ship-specific and approved by the Administration and/or Class

R I

11.1.28 BWM Convention IMO Res A.868

Vessels may require a BWMP to meet the requirements of port States or other entities in its trading area. If the vessel does not trade in these areas, the question should be noted as NA. If chlorine or other poisonous gases can be emitted by the BW treatment system, or is stored onboard, a risk assessment should have been carried out prior to commissioning the system.

11.1.29 When required, there are records of ballast water exchange and/or treatment

R I

11.1.29 BWM Convention

Ballast water exchange and/or treatment may be required by international, port state, or local regulation. When required, records of exchange/treatment must be maintained.

11.1.30 Ballast water treatment equipment is required NS I

If Yes: 11.1.31 ballast water treatment equipment is installed S I

11.1.32 BWM Convention IMO Res A.868

If fitted, the equipment for ballast water treatment appears to be in working order

R I

Gas

Rev. CDI 4/15

SIR




11.1.33 A Company manual contains a policy on energy conservation

R SI

11.1.33 Details of this should be evident in company procedures/circulars indicating bunker specification in line with ISO standards.


The ship is fitted with an exhaust gas or waste heat boiler

NS SI

11.1.35 Cargo cooling / heating procedures are available R SI

11.1.36 The Company has procedures for monitoring the performance of main and auxiliary machinery

R SI

11.1.36 There should be evidence that the Chief Engineer carries out on a regular basis, evaluation of the ship’s engine performance against the design performance of the engine. In addition there should be evidence that the ship is required to submit comprehensive engine performance data to the Company office for evaluation by a marine superintendent or by the engine’s manufacturer.

11.1.37 The Company provides energy conservation training to all crew

R SI

11.1.37 There should be evidence that the Company provide training programmes in energy conservation. This may be either on board ship or on shore. An on board training programme may consist of specific written material or video presentations. An on shore training program may form part of Company in-house training seminars.

11.1.38 The company has procedures for operating machinery/equipment in a safe and efficient manner

R SI

11.1.38 Equipment should be operated in a manner that does not compromise safety.

Gas

Rev. CDI 4/15

SIR





11.2.1 STCW 95A-I/14 2.1.2

Personnel are familiar with their SOPEP/SMPEP and/or VRP duties

S I

11.2.2 Officers are familiar with procedures for the disposal of tank washing/ballast containing category X, Y, Z and OS residues

S I

11.2.3 Officers are familiar with the discharge limitations in Special Areas

S I

11.2.4 Officers are familiar with the procedures for tank pre-wash requirements

S I

11.2.5 Responsible personnel are familiar with the use of the stripping system

S I

11.2.2-5 STCW 95 A-I/14 2.1.2

Responsible Officers (i.e. those responsible for a particular requirement) should have detailed understanding of the regulations and requirements. Other officers should have an awareness of the limitations and requirements of the regulations and company policies and procedures.

11.2.6 MARPOL V Reg 9.2

Personnel are aware of requirements for the collection and disposal of garbage

S I

11.2.7 Personnel are familiar with other aspects of Environmental Protection

R I

11.2.7 Personnel should have a basic understanding of the limitations of the disposal of residues overboard. This question is also intended to cover any other area questioned by the inspector not covered by the questions in this chapter. If answered No, the inspector should note the issues identified.

Gas

Rev. CDI 4/15

SIR


Section 12. SECURITY

12. Ref Security Yes No N/A Cat

12.1 ISPS Code Part A Sec 12

There is a designated Ship Security Officer (SSO) on board S SI

12.2 Is the SSO aware of his responsibilities as defined in the code.

S SI

12.2 ISPS Part 12.2

Responsibilities of the SSO, as defined in the ISPS Code, shall include but are not limited to: - Undertaking regular security inspections of the ship to ensure that appropriate security measures are maintained;

- Maintaining and supervising the implementation of the Ship Security Plan (SSP), monitoring the continuing relevance and effectiveness of the Plan, including the undertaking of internal audits and any amendments to the Plan; - Co-ordinating the security aspects of the handling of cargo and ship’s stores with other shipboard personnel and with the relevant Port Facility Security Officers (PFSO);

- Proposing modifications to the SSP; - Reporting to the Company Security Officer (CSO) any deficiencies and non-conformities identified during internal audits, periodic reviews, security inspections and verifications of compliance, and implementing any corrective actions;- Enhancing security awareness and vigilance on board;- Ensuring that adequate training has been provided to shipboard personnel, as appropriate;- Reporting all security incidents;- Co-ordinating implementation of the SSP with the CSO and the relevant PFSO;

- Ensuring that any security equipment is properly operated, tested, calibrated and maintained.

12.3 ISPS Officers and crew are aware of the security level on-board and the meaning of the security level

S I

12.4 A watch is maintained to prevent persons gaining unauthorized access to the ship

S I

12.4 ISPS This should be assessed on Inspector's own experience when boarding ship and by observation during the inspection. There must be evidence that boarding of the ship by persons from ashore is controlled.

12.5 Personnel assigned for access watch are not involved with cargo operations or other activities that may distract them from security responsibilities

R I

12.6 ISPSBMP

Personnel are aware of steps to be taken to prevent unauthorized access to the vessel in port and at sea

S I

12.7 ISPS There is a system in place to check visitors against recognised identification documents

S I

12.8 A Visitors log is being maintained S I

12.8 ISPS The Visitors log should contain time in, name or signature of the visitor and time out.

Gas

Rev. CDI 4/15

SIR


Section 12. SECURITY

12. Ref Security Yes No N/A Cat

12.9 ISPS Code Part A 10.1

Shipboard security training has been carried out for all personnel relevant to their duties on-board

S I

12.9 ISPS Code Part A 10.1

STCW 2010

From 1-Jan-2014 under revisions to STCW 2010, mandatory training is required for all crew, as appropriate.

12.10 ISPS SOLAS XI-2 Reg 8.2

Security actions taken on-board are done in a way so as to not compromise safety

S I

Gas

Rev. CDI 4/15

SIR


Section 13. HULL

13. Ref Hull and Superstructure Yes No N/A Cat

The appearance and maintenance condition of the following appears satisfactory:

13.1 Hull D I

13.2 Hull markings D I

13.3 Deck areas D I

13.4 Cargo and manifold area D I

13.5 Superstructure D I

13.6 Funnel D I

13.7 Weathertight doors, ports and hatches D I

13.8 Ballast tank and void space vents and marking D I

13.9 Ventilation and fire flaps and marking D I

13.10 Sea chest and overboard valves and other penetrations, including service marking

D I

13.1-9 In assessing the appearance and condition of the hull and superstructure the age of the ship should be taken into consideration. However the following should not be considered satisfactory:-Large areas of contact damage on hull from tugs or jetties.- Damage to fore part due to heavy weather.- Areas of paint work on boot topping or top sides damaged.

- Areas of hull and decks showing signs of excessive rusting.

- Areas of accommodation and funnel showing signs of rusting.

- General appearance of paint work poor.- Outside accommodation decks showing signs of poor maintenance.- Hull markings such as draught marks, bulbous bow warnings, bow thruster warnings, tug push points etc. not clearly marked.

- Watertight doors, ports and hatches with rubber seals in poor condition or missing, securing arrangements damaged or missing.- Ballast tank and void space vents damaged or corroded.- Ventilation and fire flaps, seized, damaged or lashed open.

Inspectors are encouraged to provide a general comment regarding the overall impression of the appearance and condition of the vessel.

Gas

Rev. CDI 4/15

SIR


Section 14. ACCOMMODATION

14. Ref Accommodation Yes No N/A Cat

The appearance and housekeeping standard of the following (when fitted) meets applicable regulations and appears satisfactory:

14.1 ILOMLC

Bridge D I

14.2 ILOMLC

Communications room D I

14.3 ILOMLC

Accommodations D I

14.4 ILOMLC

Sanitary facilities D I

14.5 ILOMLC

Mess Rooms D I

14.6 ILOMLC

Lounges D I

14.7 ILOMLC

Galley D I

14.8 ILOMLC

Pantries D I

14.9 ILOMLC

Dry stores D I

14.10 ILOMLC

Refrigerated stores D I

14.11 ILOMLC

Laundry / drying room D I

14.12 ILOMLC

Cargo control rooms D I

14.13 ILOMLC

Offices D I

14.1 - 13 The following should be recorded as observations and discussed with the Master:

- Decks in poor state of repair.- Decks showing a general lack of cleaning.- Toilet areas dirty or with fittings broken or missing.

- Accommodation lighting poor or not operational.- Furniture and fittings broken or in a poor state of repair.- Poor hygiene standards in galley area.- Stores not tidy. Evidence of rotting food. Fridge operating temperatures too high. Fridge lights and alarms not working.- A general impression of low housekeeping standards.

- Public alleyways used as drying rooms.- Public spaces untidy or used for storage.- Incorrect use of storage spaces.

Inspectors are encouraged to provide a general comment regarding the overall impression of the appearance and condition of accommodation and internal spaces.

14.14 ILOMLC

There is a system on-board for the regular inspection of accommodation, storage and work spaces, including documentation of the inspection

D I

Gas

Rev. CDI 4/15

SIR


7th 8th Change 7th 8th Change 7th 8th Change

1.1.12 1.1.13 1.2.8 1.2.8

A.1.1 A.1.1 1.1.13 Deleted 1.2.9 1.2.9

A.1.2 A.1.2 1.1.14 1.1.31 1.2.10 1.2.10 Category

A.1.3 A.1.3 1.1.15 New 1.2.11 Deleted

A.1.4 A.1.4 1.1.14 1.1.16 1.2.12 1.2.11 RW / Cat.

A.1.5 A.1.5 1.1.15 1.1.17 1.2.13 1.2.12

A.1.6 A.1.6 1.1.16 1.1.18 1.2.14 1.2.13

A.1.7 A.1.7 1.1.17 1.1.19 1.2.15 1.2.14 RW / Cat.

A.1.8 A.1.8 1.1.18 1.1.20 1.2.16 1.2.15

A.1.9 A.1.9 1.1.19 Deleted 1.2.16 New

A.1.10 A.1.10 Add IMO 1.1.20 Moved 1.2.17 New

A.1.11 A.1.11 1.1.21 1.1.21 Reword

A.1.12 A.1.12 1.1.22 1.1.22 1.3.1 1.3.1 Reword

A.1.13 A.1.13 1.1.23 1.1.23 1.3.2 1.3.2

A.1.14 A.1.14 1.1.24 1.1.24 1.3.3 1.3.3

A.1.15 A.1.15 1.1.25 1.1.25 1.3.4 1.3.4

A.1.16 Deleted 1.1.26 1.1.26 1.3.5 1.3.5

1.1.27 New 1.3.6 New

A.2.1 A.2.1 1.1.27 1.1.28 1.3.6 Deleted

A.2.2 A.2.2 1.1.29 New 1.3.7 Deleted

A.2.3 A.2.3 1.1.28 1.1.30 Reword 1.3.8 1.3.7

A.2.4 A.2.4 1.1.29 1.1.31 Reword 1.3.9 1.3.8

A.2.5 A.2.5 1.1.30 1.1.32 1.3.10 1.3.9

A.2.6 A.2.6 1.1.31 Moved 1.3.11 1.3.10

A.2.7 New 1.1.32 1.1.33 Reword 1.3.12 1.3.11

A.2.7 A.2.8 1.1.33 Deleted 1.3.13 1.3.12

A.2.8 A.2.9 1.1.34 Deleted 1.3.14 1.3.13

1.1.35 Deleted 1.3.15 1.3.14

A.3.1 Moved 1.1.36 Deleted 1.3.15 New

A.3.2 Moved 1.1.37 Deleted 1.3.16 New

A.3.3 Moved 1.1.38 1.3.16 1.3.17

A.3.4 Moved 1.1.39 1.1.34 1.3.17 1.3.18

A.3.5 Moved 1.1.40 1.1.35 1.3.18 1.3.19

1.1.41 1.1.36 1.3.19 1.3.20

1.1.1 1.1.1 1.1.42 Deleted 1.3.20 1.3.21 Reword

1.1.2 1.1.2 1.1.43 1.1.37 1.3.22 New

1.1.3 Deleted 1.1.44 Deleted 1.3.21 1.3.23

1.1.4 1.1.3 1.1.38 New 1.3.24 1.3.26

1.1.4 New 1.1.39 1.3.25 1.3.27

1.1.5 1.1.5 1.3.22 1.3.26

1.1.6 1.1.6 1.2.1 1.2.1 1.3.23 1.3.27

1.1.7 1.1.20 1.2.2 1.2.2 1.3.28 New

1.1.7 1.1.8 1.2.3 1.2.3 1.3.29 New

1.1.8 1.1.9 1.2.4 1.2.4 1.3.24 Deleted

1.1.9 1.1.10 1.2.5 1.2.5 1.3.25 Deleted

1.1.10 1.1.11 1.2.6 1.2.6 1.3.26 Moved

1.1.11 1.1.12 1.2.7 1.2.7 1.3.27 Moved

Section A1

Section 1.3

Section A2

Section A3

Section 1.1

Section 1.2

Gas

Rev. CDI 4/15

Mapping



1.3.28 1.3.30 1.5.15 1.5.11 3.1.6 3.1.7

1.3.29 1.3.31 1.5.16 1.5.12 3.1.7 3.1.8

1.3.30 1.3.32 3.1.8 3.1.9

1.3.31 1.3.33 Reword 2.1.1 2.1.1 3.1.9 3.1.10

1.3.34 New 2.1.2 2.1.2 3.1.10 3.1.11

1.3.32 1.3.35 2.1.3 2.1.3 3.1.11 3.1.12 Cat. / RW

1.3.36 New 2.1.4 2.1.4 3.1.12 3.1.13

1.3.33 1.3.37 Reword 2.1.5 2.1.5 3.1.13 3.1.14

1.3.34 1.3.38 Category 2.1.6 2.1.6 3.1.15 New

1.3.39 New 2.1.7 2.1.7 3.1.14 3.1.16

1.3.40 New 2.1.8 2.1.8 Group 3.1.15 3.1.17

1.3.41 New 2.1.9 2.1.9 3.1.16 3.1.18

1.3.42 New 2.1.10 2.1.10 3.1.17 Deleted

1.3.35 1.3.43 2.1.11 2.1.11 3.1.19 New

1.3.44 New 2.1.12 2.1.12 3.1.20 New

2.1.13 2.1.13 Group 3.1.21 New

1.4.1 1.4.1 Group 2.1.14 2.1.14 Reword 3.1.22 New

1.4.2 1.4.2 Group 2.1.15 Deleted 3.1.18 3.1.23

1.4.3 1.4.3 2.1.16 2.1.15 3.1.19 3.1.24 Reword

1.4.4 1.4.4 2.1.17 2.1.16 Reword 3.1.20 3.1.25

1.4.5 1.4.5 2.1.18 2.1.17 3.1.21 3.1.26

1.4.6 1.4.6 2.1.19 2.1.18 3.1.22 3.1.27 N/A / Cat.

1.4.7 1.4.7 Group 2.1.20 2.1.19 3.1.23 3.1.28

1.4.8 1.4.8 Group 2.1.21 2.1.20 3.1.24 3.1.29

1.4.9 1.4.9 2.1.22 Deleted 3.1.25 3.1.30

1.4.10 1.4.10 2.1.23 Deleted 3.1.26 3.1.31

1.4.11 1.4.11 2.1.24 Deleted 3.1.27 3.1.32 N/A

1.4.12 1.4.12 2.1.25 2.1.21 Reword 3.1.28 3.1.33

1.4.13 Deleted 2.1.26 Deleted 3.1.29 3.1.34 N/A

1.4.14 1.4.13 2.1.27 2.1.22 3.1.30 3.1.35 N/A Cat.

2.1.23 New 3.1.31 3.1.36 N/A Cat.

1.5.1 1.5.1 Group 2.1.28 2.1.24 3.1.32 3.1.37

1.5.2 Deleted 2.1.29 2.1.25 3.1.33 3.1.38

1.5.3 Deleted 2.1.30 2.1.26 3.1.34 3.1.39

1.5.4 1.5.2 2.1.31 2.1.27 3.1.35 3.1.40

1.5.3 New 2.1.32 2.1.28 3.1.36 3.1.41

1.5.5 Deleted 2.1.33 2.1.29 3.1.37 3.1.42

1.5.6 Deleted 2.1.34 2.1.30 3.1.38 3.1.43

1.5.7 Deleted 2.1.35 2.1.31 3.1.39 3.1.44

1.5.8 Deleted 2.1.32 New 3.1.40 3.1.45

1.5.9 1.5.4 3.1.41 3.1.46

1.5.10 1.5.5 3.1.1 3.1.1 3.1.42 3.1.47

1.5.11 1.5.6 3.1.2 New 3.1.43 3.1.48 N/A

1.5.12 1.5.7 Reword 3.1.2 3.1.3 3.1.44 3.1.49

1.5.8 New 3.1.3 3.1.4 3.1.45 3.1.50

1.5.13 1.5.9 3.1.4 3.1.5 3.1.46 3.1.51

1.5.14 1.5.10 3.1.5 3.1.6 3.1.47 3.1.52

Section 2.1

Section 1.4

Section 1.5

Section 3.1

Gas

Rev. CDI 4/15

Mapping



3.1.48 3.1.53 4.1.7 4.1.7 5.1.17 New

3.1.49 3.1.54 4.1.8 4.1.8 5.1.16 5.1.18 Category

3.1.50 3.1.55 4.1.9 4.1.9 Category 5.1.17 5.1.19 Reword

3.1.51 3.1.56 N/A / RW 4.1.10 4.1.10 Group 5.1.18 Deleted

3.1.52 3.1.57 4.1.11 4.1.11 Group 5.1.20 New

3.1.53 3.1.58 4.1.12 4.1.12 5.1.19 5.1.21

3.1.54 3.1.59 4.1.13 4.1.13 N/A 5.1.20 5.1.22

3.1.55 3.1.60 N/A / Cat. 4.1.14 4.1.14 RW N/A Cat 5.1.21 5.1.23

3.1.56 3.1.61 N/A / Cat. 4.1.15 4.1.15 N/A 5.1.22 5.1.24

3.1.57 3.1.62 N/A / Cat. 4.1.16 4.1.16 5.1.23 5.1.25

3.1.58 3.1.63 RW N/A Cat. 4.1.17 4.1.17 Reword 5.1.24 5.1.26

3.1.59 3.1.64 4.1.18 4.1.18 5.1.25 5.1.27

3.1.60 3.1.65 4.1.19 4.1.19 5.1.26 5.1.28

3.1.66 New 4.1.20 4.1.20 5.1.27 5.1.29 Category

3.1.67 New 4.1.21 4.1.21 5.1.28 5.1.30

3.1.61 3.1.68 RW / N/A 4.1.22 4.1.22 5.1.29 5.1.31

3.1.62 3.1.69 4.1.23 4.1.23 Reword 5.1.31 5.1.32

3.1.70 New 4.1.24 4.1.24 5.1.32 5.1.33

3.1.71 New 4.1.25 Deleted 5.1.33 5.1.34 Reword

3.1.63 3.1.72 4.1.26 4.1.25 Reword 5.1.35 New

3.1.64 3.1.73 4.1.27 4.1.26 5.1.36 New

3.1.65 3.1.74 4.1.28 4.1.27 5.1.37 New

3.1.66 3.1.75 N/A 4.1.28 New 5.1.34 Deleted

3.1.67 3.1.76 5.1.35 5.1.38

3.1.68 3.1.77 4.2.1 4.2.1 5.1.36 5.1.39

3.1.69 3.1.78 4.2.2 4.2.2 5.1.37 5.1.40

3.1.70 3.1.79 4.2.3 4.2.3 5.1.38 5.1.41

3.1.71 3.1.80 Reword 4.2.4 4.2.4 Reword 5.1.39 5.1.42

3.1.72 3.1.81 Reword 4.2.5 4.2.5 N/A 5.1.40 5.1.43

3.1.82 New 4.2.6 New 5.1.41 5.1.44

3.1.83 New 5.1.42 5.1.45

5.1.1 5.1.1 5.1.43 Deleted

3.2.1 3.2.1 5.1.2 5.1.2 5.1.44 Deleted

3.2.2 3.2.2 5.1.3 5.1.3 5.1.46 New

3.2.3 3.2.3 5.1.4 5.1.4 5.1.45 5.1.47

3.2.4 3.2.4 5.1.5 5.1.5 5.1.46 5.1.48

3.2.5 3.2.5 5.1.6 5.1.6 5.1.47 5.1.49

3.2.6 3.2.6 5.1.7 5.1.7 5.1.48 5.1.50

3.2.7 3.2.7 5.1.8 5.1.8 5.1.49 5.1.51

3.2.8 3.2.8 5.1.9 5.1.9 5.1.50 5.1.52

5.1.10 5.1.10 5.1.51 5.1.53 N/A / Cat.

4.1.1 4.1.1 5.1.11 5.1.11 5.1.52 5.1.54 Reword

4.1.2 4.1.2 5.1.12 5.1.12 5.1.53 5.1.55 RW / N/A

4.1.3 4.1.3 5.1.13 5.1.13 5.1.54 5.1.56

4.1.4 4.1.4 5.1.14 5.1.14 5.1.55 5.1.57

4.1.5 4.1.5 5.1.15 New 5.1.56 5.1.58

4.1.6 4.1.6 5.1.15 5.1.16 5.1.57 5.1.59

Section 4.2

Section 5.1

Section 3.2

Section 4.1

Gas

Rev. CDI 4/15

Mapping



5.1.58 5.1.60 5.3.7 5.3.7 N/A 5.4.2 5.4.2

5.1.59 5.1.61 5.3.8 5.3.8 N/A / Cat. 5.4.3 Deleted

5.1.60 5.1.62 5.3.9 5.3.9 5.4.4 Deleted

5.1.61 5.1.63 Reword 5.3.10 5.3.10 5.4.5 Deleted

5.1.62 5.1.64 5.3.11 5.3.11 5.4.3 New

5.1.63 5.1.65 5.3.12 5.3.12 5.4.4 New

5.1.64 5.1.66 5.3.13 5.3.13 5.4.5 New

5.1.65 5.1.67 5.3.14 5.3.14 N/A 5.4.6 5.4.6 RW & Add

5.1.66 5.1.68 Reword 5.3.15 5.3.15 5.4.7 5.4.7

5.1.67 5.1.69 5.3.16 5.3.16 5.4.8 New

5.1.68 5.1.70 5.3.17 5.3.17 5.4.8 5.4.9 RW / N/A

5.1.69 5.1.71 5.3.18 5.3.18 N/A 5.4.9 5.4.10

5.1.70 5.1.72 5.3.19 5.3.19 N/A 5.4.11 New

5.1.71 5.1.73 N/A 5.3.20 5.3.20 5.4.12 New

5.1.72 5.1.74 N/A 5.3.21 5.3.21 5.4.13 A3.1

5.1.73 5.1.75 N/A 5.3.22 5.3.22 N/A / Cat. 5.4.14 A3.2

5.1.76 New 5.3.23 5.3.23 RW / N/A 5.4.15 A3.3

5.1.74 5.1.77 N/A 5.3.24 5.3.24 Reword 5.4.16 A3.4

5.1.75 5.1.78 N/A 5.3.25 5.3.25 N/A 5.4.17 A3.5

5.1.79 New 5.3.26 5.3.26

5.1.76 5.1.80 N/A 5.3.27 5.3.27 Reword 5.5.1 5.5.1

5.1.77 5.1.81 N/A 5.3.28 5.3.28 5.5.2 5.5.2

5.1.78 5.1.82 5.3.29 5.3.29 5.5.3 5.5.3

5.1.79 5.1.83 5.3.30 5.3.30 5.5.4 5.5.4

5.1.80 5.1.84 5.3.31 5.3.31 Reword 5.5.5 5.5.5

5.1.81 5.1.85 5.3.32 Deleted 5.5.6 5.5.6

5.1.82 5.1.86 Reword 5.3.33 5.3.32 5.5.7 5.5.7

5.1.83 5.1.87 5.3.34 5.3.33 Category 5.5.8 5.5.8

5.1.84 5.1.88 5.3.35 5.3.34 5.5.9 5.5.9

5.1.85 5.1.89 5.3.36 5.3.35 5.5.10 5.5.10

5.1.86 5.1.90 5.3.37 5.3.36 5.5.11 5.5.11

5.3.38 5.3.37 5.5.12 5.5.12 Reword

5.2.1 5.2.1 5.3.39 5.3.38 Reword 5.5.13 5.5.13 Reword

5.2.2 5.2.2 Reword 5.3.39 New 5.5.14 5.5.14

5.2.3 5.2.3 5.3.40 New 5.5.15 5.5.15

5.2.4 5.2.4 5.3.40 5.3.41 N/A 5.5.16 5.5.16

5.2.5 5.2.5 Category 5.3.41 5.3.42 5.5.17 5.5.17 N/A

5.2.6 5.2.6 5.3.42 5.3.43 N/A 5.5.18 5.5.18

5.2.7 5.2.7 5.3.43 5.3.44 N/A / Cat. 5.5.19 5.5.19

5.2.8 5.2.8 5.3.44 5.3.45 5.5.20 5.5.20

5.3.45 5.3.46 N/A 5.5.21 New

5.3.1 5.3.1 5.3.46 Deleted 5.5.22 New

5.3.2 5.3.2 5.3.47 5.3.47 N/A 5.5.21 5.5.23

5.3.3 5.3.3 5.3.48 5.3.48 N/A

5.3.4 5.3.4 5.3.49 5.3.49 N/A 6.1.1 6.1.1

5.3.5 5.3.5 6.1.2 6.1.2 N/A

5.3.6 5.3.6 N/A 5.4.1 5.4.1 N/A & add 6.1.3 6.1.3

Section 5.5

Section 5.2

Section 5.3

Section 6.1

Section 5.4

Gas

Rev. CDI 4/15

Mapping



6.1.4 New 6.2.22 6.2.23 7.1.19 7.1.20 Reword

6.1.4 6.1.5 6.2.23 6.2.24 7.1.20 7.1.21 Reword

6.1.5 6.1.6 RW / Cat. 6.2.24 6.2.25 7.1.22 New

6.1.6 6.1.7 6.2.25 6.2.26 7.1.21 7.1.23 RW / N/A

6.1.7 6.1.8 6.2.26 6.2.27 7.1.22 7.1.24 RW / N/A

6.1.8 6.1.9 Group 7.1.23 7.1.25 N/A

6.1.9 6.1.10 6.3.1 6.3.1 Add items 7.1.24 7.1.26 N/A

6.1.10 6.1.11 N/A / Cat. 6.3.2 6.3.2 7.1.25 7.1.27 N/A

6.1.11 6.1.12 7.1.26 7.1.28 N/A

6.1.12 6.1.13 6.4.1 6.4.1 7.1.27 7.1.29 N/A

6.1.14 New 6.4.2 6.4.2 7.1.28 7.1.30 RW / N/A

6.1.13 6.1.15 RW / Gp. 7.1.29 7.1.31

6.1.14 6.1.16 N/A / Gp. 6.5.1 6.5.1 7.1.30 7.1.32

6.1.15 6.1.17 6.5.2 6.5.2 N/A 7.1.31 7.1.33 N/A

6.1.16 Moved 6.5.3 6.5.3 7.1.34 New

6.1.17 6.1.18 N/A 6.5.4 6.5.4 7.1.35 New

6.1.18 6.1.19 6.5.5 6.5.5 7.1.36 New

6.1.19 6.1.20 6.5.6 6.5.6 N/A

6.1.20 6.1.21 6.5.7 6.5.7 7.2.1 7.2.1

6.1.21 6.1.22 Reword 6.5.8 6.5.8 Reword 7.2.2 7.2.2

6.1.22 6.1.23 6.5.9 6.5.9 7.2.3 7.2.3

6.1.23 6.1.24 N/A 6.5.10 6.5.10 N/A 7.2.4 7.2.4

6.1.25 New 6.5.11 6.5.11 7.2.5 7.2.5

6.1.24 6.1.26 Reword 6.5.12 6.5.12 7.2.6 7.2.6

6.5.13 6.5.13 N/A 7.2.7 New

6.2.1 6.2.1 6.5.14 New 7.2.7 7.2.8

6.2.2 6.2.2 N/A & add 6.5.14 6.5.15

6.2.3 6.2.3 8.1.1 8.1.1

6.2.4 6.2.4 7.1.1 7.1.1 8.1.2 8.1.2 Reword

6.2.5 6.2.5 7.1.2 7.1.2 Add items 8.1.3 8.1.3 Reword

6.2.6 6.2.6 7.1.3 7.1.3 8.1.4 8.1.4 Reword

6.2.7 6.2.7 7.1.4 7.1.4 8.1.5 8.1.5 Reword

6.2.8 6.2.8 7.1.5 7.1.5 8.1.6 8.1.6

6.2.9 6.2.9 7.1.6 7.1.6 8.1.7 8.1.7

6.2.10 6.2.10 7.1.7 New 8.1.8 New

6.2.11 6.2.11 7.1.7 7.1.8 Reword 8.1.8 8.1.9

6.2.12 6.2.12 7.1.8 7.1.9 Reword 8.1.9 8.1.10

6.2.13 New 7.1.9 7.1.10 Reword 8.1.10 8.1.11

6.2.13 6.2.14 N/A 7.1.10 7.1.11 N/A 8.1.11 8.1.12

6.2.14 6.2.15 7.1.11 7.1.12 N/A 8.1.12 8.1.13 Category

6.2.15 6.2.16 7.1.12 7.1.13 N/A 8.1.13 8.1.14

6.2.16 6.2.17 N/A 7.1.13 7.1.14 8.1.14 8.1.15

6.2.17 6.2.18 N/A 7.1.14 7.1.15 N/A 8.1.15 8.1.16

6.2.18 6.2.19 7.1.15 7.1.16 N/A 8.1.16 8.1.17

6.2.19 6.2.20 7.1.16 7.1.17 8.1.17 8.1.18

6.2.20 6.2.21 Reword 7.1.17 7.1.18 8.1.18 8.1.19

6.2.21 6.2.22 7.1.18 7.1.19 RW / N/A 8.1.19 8.1.20

Section 6.2

Section 6.4

Section 6.5

Section 6.3

Section 7.2

Section 8.1

Section 7.1

Gas

Rev. CDI 4/15

Mapping



8.1.20 8.1.21 8.1.67 8.1.56 8.2.31 8.2.36

8.1.21 8.1.22 8.1.68 8.1.57 8.2.32 8.2.37

8.1.22 8.1.23 8.1.69 8.1.58 8.2.33 8.2.38

8.1.23 8.1.24 8.1.70 8.1.59 8.2.34 8.2.39

8.1.24 8.1.25 8.1.71 8.1.60 8.2.35 8.2.40

8.1.25 8.1.26 8.1.72 8.1.61 8.2.36 8.2.41

8.1.26 8.1.27 8.1.73 8.1.62 8.2.37 8.2.42

8.1.27 8.1.28 8.1.74 8.1.63 8.2.38 8.2.43

8.1.28 Deleted 8.1.75 8.1.64 8.2.39 8.2.44

8.1.29 8.1.29 8.1.76 8.1.65

8.1.30 Deleted 8.1.77 8.1.66 8.3.1 8.3.1

8.1.31 8.1.30 8.3.2 8.3.2

8.1.32 8.1.31 8.2.1 New 8.3.3 New

8.1.33 Moved 8.2.1 8.2.2 8.3.3 8.3.4

8.1.34 Moved 8.2.2 8.2.3 8.3.4 8.3.5 Reword

8.1.35 Moved 8.2.3 8.2.4

8.1.36 Moved 8.2.4 8.2.5 9.1.1 9.1.1

8.1.37 Moved 8.2.5 8.2.6 N/A 9.1.2 9.1.2 N/A

8.1.38 Moved 8.2.7 New 9.1.3 9.1.3 N/A

8.1.39 8.1.32 RW / Cat. 8.2.6 8.2.8 Reword 9.1.4 9.1.4 N/A

8.1.40 8.1.33 Reword 8.2.7 8.2.9 9.1.5 9.1.5 N/A

8.1.41 8.1.34 Reword 8.2.10 New 9.1.6 9.1.6

8.1.42 8.1.35 Reword 8.2.8 8.2.11 9.1.7 Deleted

8.1.43 8.1.36 Reword 8.2.9 8.2.12 9.1.8 Deleted

8.1.44 8.1.37 Reword 8.2.13 New 9.1.9 9.1.7 N/A

8.1.45 8.1.38 8.2.10 8.2.14 9.1.10 9.1.8

8.1.46 8.1.39 8.2.11 8.2.15 9.1.11 9.1.9

8.1.47 8.1.40 8.2.12 8.2.16 9.1.12 9.1.10

8.1.48 8.1.41 8.2.13 8.2.17 9.1.13 9.1.11

8.1.49 Deleted 8.2.14 8.2.18 9.1.14 9.1.12

8.1.50 Deleted 8.2.15 8.2.19 9.1.15 9.1.13

8.1.51 Deleted 8.2.16 8.2.20 9.1.16 9.1.14

8.1.52 Deleted 8.2.17 8.2.21 9.1.17 9.1.15

8.1.53 8.1.42 8.2.18 8.2.22 9.1.18 9.1.16

8.1.54 8.1.43 8.2.19 8.2.23 9.1.19 9.1.17

8.1.55 8.1.44 8.2.20 8.2.24 9.1.20 9.1.18

8.1.56 8.1.45 8.2.21 8.2.25 9.1.21 9.1.19

8.1.57 8.1.46 8.2.22 8.2.26 9.1.22 9.1.20

8.1.58 8.1.47 8.2.23 8.2.27 9.1.23 9.1.21

8.1.59 8.1.48 8.2.28 New 9.1.24 9.1.22

8.1.60 8.1.49 8.2.24 8.2.29 Category 9.1.25 9.1.23

8.1.61 8.1.50 8.2.25 8.2.30 9.1.26 9.1.24

8.1.62 8.1.51 8.2.26 8.2.31 9.1.27 9.1.25

8.1.63 8.1.52 8.2.27 8.2.32 9.1.28 9.1.26

8.1.64 8.1.53 8.2.28 8.2.33 Category 9.1.29 9.1.27

8.1.65 8.1.54 8.2.29 8.2.34 9.1.30 9.1.28

8.1.66 8.1.55 8.2.30 8.2.35 9.1.31 9.1.29

Section 8.3

Section 8.2

Section 9.1

Gas

Rev. CDI 4/15

Mapping



9.1.32 9.1.30 9.2.3 9.2.3 10.2.4 10.2.4

9.1.33 9.1.31 9.2.4 9.2.4

9.1.34 9.1.32 9.2.5 9.1.74 11.1.1 11.1.1

9.1.35 9.1.33 11.1.2 11.1.2

9.1.36 9.1.34 10.1.1 10.1.1 Reword 11.1.3 11.1.3 Reword

9.1.37 9.1.35 Reword 10.1.2 10.1.2 11.1.4 11.1.4 Reword

9.1.38 9.1.36 10.1.3 10.1.3 11.1.5 11.1.5 Reword

9.1.39 9.1.37 10.1.4 10.1.4 11.1.6 11.1.6

9.1.40 9.1.38 10.1.5 10.1.5 11.1.7 11.1.7

9.1.41 9.1.39 10.1.6 10.1.6 11.1.8 11.1.8

9.1.42 9.1.40 10.1.7 10.1.7 11.1.9 11.1.9

9.1.43 9.1.41 10.1.8 10.1.8 11.1.10 11.1.10

9.1.44 9.1.42 10.1.9 10.1.9 11.1.11 11.1.11

9.1.45 9.1.43 10.1.10 10.1.10 11.1.12 11.1.12

9.1.46 9.1.44 10.1.11 10.1.11 Reword 11.1.13 Deleted

9.1.47 9.1.45 10.1.12 10.1.12 11.1.14 11.1.13 Reword

9.1.48 9.1.46 10.1.13 Deleted 11.1.15 11.1.14

9.1.49 9.1.47 10.1.14 10.1.13 11.1.16 11.1.15 Reword

9.1.50 9.1.48 10.1.15 10.1.14 Reword 11.1.17 11.1.16 Category

9.1.51 9.1.49 10.1.16 10.1.15 11.1.18 Deleted

9.1.52 9.1.50 10.1.17 10.1.16 11.1.17 New

9.1.53 9.1.51 10.1.18 10.1.17 11.1.19 11.1.18

9.1.54 9.1.52 10.1.19 10.1.18 11.1.20 11.1.19

9.1.55 9.1.53 10.1.20 10.1.19 11.1.21 11.1.20

9.1.56 9.1.54 10.1.21 10.1.20 11.1.22 11.1.21

9.1.57 9.1.55 10.1.21 New 11.1.23 11.1.22

9.1.58 9.1.56 10.1.22 10.1.22 11.1.24 11.1.23

9.1.59 9.1.57 10.1.23 10.1.23 11.1.25 11.1.24

9.1.60 9.1.58 10.1.24 10.1.24 11.1.26 11.1.25

9.1.61 9.1.59 10.1.25 10.1.25 11.1.27 11.1.26

9.1.62 9.1.60 10.1.26 10.1.26 11.1.28 11.1.27

9.1.63 9.1.61 Category 10.1.27 10.1.27 11.1.29 11.1.28

9.1.64 9.1.62 Reword 10.1.28 10.1.28 11.1.30 11.1.29

9.1.63 New 10.1.29 10.1.29 11.1.31 11.1.30

9.1.66 9.1.64 10.1.30 10.1.30 11.1.32 11.1.31

9.1.67 9.1.65 10.1.31 10.1.31 11.1.33 11.1.32

9.1.68 9.1.66 10.1.32 10.1.32 11.1.34 11.1.33

9.1.69 9.1.67 10.1.33 10.1.33 11.1.35 11.1.34

9.1.70 9.1.68 10.1.34 10.1.34 11.1.36 11.1.35

9.1.71 9.1.69 10.1.35 10.1.35 11.1.37 11.1.36

9.1.72 9.1.70 10.1.36 10.1.36 11.1.38 11.1.37

9.1.73 9.1.71 10.1.37 10.1.37 11.1.39 11.1.38

9.1.74 Moved 10.1.38 10.1.38

9.1.75 9.1.72 11.2.1 11.2.1 Reword

10.2.1 10.2.1 11.2.2 11.2.2

9.2.1 9.2.1 10.2.2 10.2.2 11.2.3 11.2.3

9.2.2 9.2.2 10.2.3 10.2.3 11.2.4 11.2.4

Section 11.1

Section 10.1

Section 11.2

Section 10.2

Section 9.2

Gas

Rev. CDI 4/15

Mapping


7th 8th Change

11.2.5 11.2.5

11.2.6 11.2.6

11.2.7 11.2.7

12.1 12.1

12.2 12.2

12.3 Deleted

12.4 12.3

12.5 12.4

12.6 12.5

12.7 12.6

12.8 12.7

12.9 12.8

12.10 12.9

12.11 12.10

13.1 13.1

13.2 13.2

13.3 13.3

13.4 13.4 Reword

13.5 13.5

13.6 13.6

13.7 13.7

13.8 13.8

13.9 13.9

13.10 New

14.1 14.1

14.2 14.2

14.3 14.3

14.4 14.4

14.5 14.5

14.6 14.6

14.7 14.7

14.8 14.8

14.9 14.9

14.10 14.10

14.11 14.11

14.12 14.12

14.13 14.13

14.14 14.14

Section 12

Section 13

Section 14

Gas

Rev. CDI 4/15

Mapping


SHIP INSPECTION REPORT LIQUEFIED GAS CARRIERdocshare01.docshare.tips/files/28106/281062286.pdf ·...

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