CDI 7th Editon_2011_ - Gap Analysis

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CDI – Chemical (2011 7th Edition) Gap Analysis – Changes are indicated with red letters, (E): Erased, (A): Added

Section Cat. 2007 Edition 2011 Edition

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1.1.4 For vessels only carrying Clean Petroleum Product cargoes, this question to be marked not applicable.

1.1.4 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. For vessels only carrying Clean Petroleum Product cargoes, this question to be marked not applicable.

S 1.1.26 ISPS Certificate 1.1.26 Checking and correctness of information in CSR (Continuous Synopsis Record)

1.1.26 ISSC Certificate 1.1.26 All CSRs issued to the vessel should be available onboard. Also verify the validity of information in the Certificate of Registry.

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1.1.27 IAPPC Certificate 1.1.27 Only applicable for ships where keel was laid on or after 15 May 2005, and for existing ships after the 1st upcoming drydock after 15 May 2005, and not later than 15 May 2008 (an in-water survey is not regarded as a drydock).

1.1.27 IAPPC Certificate

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1.1.28 EIAPPC Certificates 1.1.28 Only applicable for ships where keel was laid on or after 1 January 2000, or where any major conversion of engines was made after that date. In addition, only applicable to engines over 130 kW, and does not apply to engines solely installed for emergency use.

1.1.28 EIAPPC Certificates 1.1.28 Only applicable to engines over 130 kW, and does not apply to engines solely installed for emergency use.

S 1.1.29 Anti-fouling Certificate

1.1.29 Anti-fouling Certificate 1.1.29 The Antifouling Certificate has to be issued by flag, or by class on behalf of flag.

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1.1.30 ISPP (International Sewage Pollution Prevention) Certificate 1.1.30 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. Existing ships will be required to comply with the provisions by 27 September 2008.

1.1.30 ISPP (International Sewage Pollution Prevention) Certificate 1.1.30 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.

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(A) 1.1.31 Bunker Civil Liability Certificate 1.1.31 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.

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(A) 1.1.32 Maritime Labour Certificate, Interim Maritime Labour Certificate, or Declaration of Maritime Labour Compliance (DMLC) 1.1.32 The inspector will need to verify whether the flag state for the vessel is signatory to the convention. If not, the question may be answered as N/A.

NS (A) 1.1.37 Company ISO18000 Accreditation 1.1.38 Accredited by:___________________

1.CERTIFICATION, MANING, ETC 1.1 Ship Certification

1.1.31/34 Validity of ISO9000/14000 certificates is five years with annual audit plan

(E)

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NS

1.1.37 All deficiencies from past Port State Control inspections have been closed out If no:

1.1.41 All deficiencies from past Port State Control inspections have been closed out 1.1.41 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. If No:

1.2.1-12 Manuals and documents listed in these questions should be available on board in either hard copy or electronic form. They should be sighted by the Inspector. All obsolete publications should be removed or properly marked as ''Un-controlled''.

1.2.1-12 Manuals and documents listed in these questions should be available on board in either hard copy or electronic form. 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:

S 1.2.6 Procedures and Arrangements Manual

1.2.6 Procedures and Arrangements Manual 1.2.6 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.

R 1.2.10 Regulations for the Prevention of Pollution (MARPOL 73/78 Consolidated Edition) with applicable amendments.

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

R 1.2.11 SOLAS Convention, with applicable amendments (including LSA Code and FSS Code)

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

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1.2.12 Medical First Aid Guide for Use in Accidents involving Dangerous Goods 1.2.12 The Medical First Aid Guide should be readily available on board. The guide may be as contained in the IMO International Maritime Dangerous Goods Code (IMDG) supplement or as a separate book. The ship's Flag State equivalent is acceptable.

1.2.12 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 1.2.12 The ship's Flag State equivalent is acceptable.

1.2 Information

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1.2.13 The latest editions of the following publications are onboard 1.2.13 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) - International Safety Guide for Oil Tankers and Terminals (ISGOTT) - ICS Guide to Helicopter / Ship Operations (ICS HSO) - International Regulations for Preventing Collisions at Sea (COLREGS) - Ships' Routeing (IMO) - International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW95) - International Code of Signals (SOLAS V Reg 21) - Ship to Ship Transfer Guide {Petroleum} (OCIMF / ICS) - Effective Mooring (OCIMF) - Mooring Equipment Guidelines (OCIMF) - International Medical Guide for Ships (or equivalent) (WHO) - International Safety Management Code( SOLAS IX ISM) - IAMSAR Vol.3 (IMO) - Bridge Procedures Guide (ICS)

1.2.13 The latest editions of the following publications are onboard 1.2.13 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) - International Safety Guide for Oil Tankers and Terminals (ISGOTT) - ICS Guide to Helicopter / Ship Operations (ICS HSO) - International Regulations for Preventing Collisions at Sea (COLREGS) - Ships' Routeing (IMO) - International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW95) - International Code of Signals (SOLAS V Reg 21) - Ship to Ship Transfer Guide {Petroleum} (OCIMF / ICS) - Effective Mooring (OCIMF) - Mooring Equipment Guidelines (OCIMF) - International Medical Guide for Ships (or equivalent) (WHO) - International Safety Management Code (SOLAS IX ISM) - Bridge Procedures Guide (ICS)

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- Clean Seas Guide for Oil Tankers (OCIMF / ICS) - Bridge Team Management (NI) - I.A.L.A. Buoyage Systems (IMO)

- Clean Seas Guide for Oil Tankers (OCIMF / ICS) - Tanker Safety Guide (Chemicals) - OCIMF booklet ‘Recommendations for Ships Fittings for use with Tugs’ - Bridge Team Management (NI) - I.A.L.A. Buoyage Systems (Admiralty NP 735) - Best Management Practices to Deter Piracy (BMP)

R (A) 1.3.9 The Master has attended a shiphandling course

R (A) 1.3.12 The Chief Mate has attended a shiphandling course

1.3.1-15 Specialised Training (18 page) Masters, Chief Engineer officers, Chief Mates, Second Engineer officers and any person with immediate responsibility for loading, discharging and care in transit or handling of cargo shall have the chemical, gas or petroleum specialized training appropriate to the cargoes being carried. Therefore, 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.

1.3.1-15 Specialised Training (16 page) Masters, Chief Engineer officers, Chief Mates, Second Engineer officers and any person with immediate responsibility for loading, discharging and care in transit or handling of cargo shall have the chemical, gas or petroleum specialized training appropriate to the cargoes being carried. Therefore, 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.

D (A) 1.3.26 Deck Officers have attended Bridge Team Management/Resource Management course

D

(A) 1.3.27 The company voluntarily has in place a testing program for officers to monitor continuous development in ship board operating procedures and practices 1.3.27 For example: The Intertanko TOTS initiative, a developed in house system or an equivalent industry program.

NS (A) 1.3.28 ECDIS is installed on-board the vessel

NS (A) 1.3.29 If yes, ECDIS is the primary means of navigation

S (A) If Yes:

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

S (A) 1.3.31 Officers must have IMO approved training on the use of ECDIS

R (A) 1.3.32 Officers must have manufacturer-specific or equivalent familiarization training for the equipment installed on-board

R (A) If No: 1.3.33 Officers should have IMO approved training on the use of ECDIS

D (A) 1.3.34 Officers should have manufacturer-specific or equivalent familiarization training for the equipment installed on-board.

1.3 Certification of

Personnel

Specialised Training (19 Page) Electronic Chart Display System Training When the ship is fitted with and Electronic Chart Display System, the Master and all officers who keep a navigation watch must produce evidence of having received training in the use of an Electronic Chart

Specialised Training (18 Page) Electronic Chart Display System Training When 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

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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. When the ship is not fitted with an Electronic Chart Display System, the questions may be answered N/A. Shiphandling For 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. English Proficiency The 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.

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 Chemical Course Some flag states do not issue an endorsement for an advanced chemical course until the officer is promoted to a senior officer. In the case that a junior officer has an advanced 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. Shiphandling For 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 Service Within the crew matrix, unless otherwise noted, all terms of service should be based upon sea time rather than calendar time. English Proficiency The 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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1.4.1 A certificated operator is designated to have primary responsibility for radio communications during distress incidents 1.4.1 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.

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

Communication

S 1.4.4 A GMDSS Radio Log is maintained up to date 1.4.4 As a minimum, the GMDSS Radio Log should provide details of: -Training of persons assigned to send distress alerts

1.4.4 A GMDSS Radio Log is maintained up to date 1.4.4 As a minimum, the GMDSS Radio Log should provide details of: -Training of persons assigned to send distress alerts

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-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

-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 prior to sailing

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1.4.11 Inspections / tests of the EPIRB(s) are recorded 1.4.11 Prior to sailing, the fact that this equipment is in an efficient working condition is to be recorded in the radio log. A routine record of inspection and testing should also be available. Where the design of the EPIRB does not permit a function test to be carried out, then a check should be made of the date stamp on the equipment to ensure it is still valid.

(E)

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1.5.3 If applicable, the ship is surveyed under the Conditional Assessment Scheme (CAS)

1.5.3 If applicable, the ship is surveyed under the Conditional Assessment Scheme (CAS) 1.5.3 CAS is a separate issue from enhanced survey and although CAS does not specify structural standards in excess of the provisions of other IMO conventions, its requirements stipulate more stringent and transparent verification of the reported structural condition of the vessel and that documentary and survey procedures have been properly carried out and completed. The scheme requires that compliance with the CAS is aligned to the enhanced survey programme of inspections concurrent with intermediate or renewal surveys currently required by IMO Res. A.744(18). (MEPC.94) Notes: In accordance with the revised MARPOL 13G, CAS is to be applied to all single hulled tankers of 15 years or older. The Administration may permit Category 2 and 3 tankers to continue in operation beyond 2010 subject to satisfactory results from the Condition Assessment Scheme, but the continued operation must not go beyond the anniversary of the date of delivery of the ship in 2015 or the date on which the ship reaches 25 years of age after the date of its delivery, whichever is earlier.

D (A) 1.5.4 There is an inspection program on-board for coatings and corrosion

prevention that is aligned with a recognized industry standard 1.5.4 Acceptable standards include those issued by IACS, Class or coating manufacturers/suppliers.

1.5 Surveys and Drydocking

D (A) 1.5.15 The last drydock or shipyard was a scheduled docking 1.5.15 If No, record the circumstances in the comments.

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S (A) 2.1.10 The Master undertakes a regular review of the SMS used on-board

the ship and reports deficiencies to the shorebased management 2.1.10 This should be completed at least annually.

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2.1.13 Hours worked are in compliance with STCW95 2.1.13 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 STCW. Course certificates are acceptable in lieu of having an advanced certificate issued by Flag.

2.1.14 Hours worked are in compliance with STCW95 or MLC2006 2.1.14 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 STCW. Course certificates are acceptable in lieu of having an advanced certificate issued by Flag. For ships subject to MLC 2006, the limits on hours of work or rest shall be as follows: (a) maximum hours of work shall not exceed: (i) 14 hours in any 24-hour period; and (ii) 72 hours in any seven-day period; or (b) minimum hours of rest shall not be less than: (i) ten hours in any 24-hour period; and (ii) 77 hours in any seven-day period.

S (A) 2.1.22 Vessel has appropriate Marine Salvage Plan for the area it is

trading in If Yes:

D

(A) 2.1.23 There are records to indicate that Marine Salvage training drills are carried out 2.1.23 The vessel may be required to have a Marine Salvage Plan to meet the requirements of port States or other entities in its trading area. Examples include the US and certain states within the US. If the vessel does not trade in these areas, the question should be noted as NA.

The expected service time on board is: 2.1.28 Officers: ____ months 2.1.29 Ratings: ____ months

(E)

2. MANAGEMENT AND PERSONNEL 2.1. Administration

D 2.1.32 If senior officers do not return to same vessel on a rotational basis, are changes of Master, Chief Officer, Chief Engineer and Second Engineer organised to avoid a full change of officers at same time?

2.1.33 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)

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3.1.1 There is a Company Manual detailing navigation procedures and bridge Organization 3.1.1 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 95 and ICS in the Bridge Procedures Guide.

3.1.1 There is a Company Manual detailing navigation procedures and bridge organization 3.1.1 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 95 and ICS in the Bridge Procedures Guide. The manual should include guidance on the use and limitations of all electronic navigational devices installed onboard, including but not limited to ECDIS, VDR and AIS.

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3.1.3 The duties of the watch officer are clearly defined in the bridge procedures 3.1.3 Company bridge procedures and or 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.

3.1.3 The duties of the watch officer are clearly defined in the bridge procedures 3.1.3 Company bridge procedures and / or 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.

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3.1.13 Passage planning is in accordance with industry recommendations and guidelines 3.1.13 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 - Identification of features to be used in position fixing - 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.

3.1.13 Passage planning is in accordance with industry recommendations and guidelines 3.1.13 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 - Identification of features to be used in position fixing - Air draft - 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.

NS (A) 3.1.14 ECDIS is used as the primary means of navigation If Yes:

S (A) 3.1.15 The full passage must be planned in the ECDIS

S (A) 3.1.16 The full passage plan must be available in the ECDIS

S (A) 3.1.17 The ECDIS charts used for the passage plan must be the official approved charts

3. BRIDGE 3.1. Navigation and Bridge Organization

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3.1.14 Intervals of position fixing are clearly defined within the passage plan 3.1.14 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.

3.1.18 Appropriate intervals of position fixing are clearly defined within the passage plan 3.1.18 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.

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3.1.15 Navigation warnings are taken into account in passage planning and during the Voyage 3.1.15 There must be evidence that navigation warnings are made use of with details being noted on the relevant charts. There should be a system in place for the filing and updating of all navigation warnings.

3.1.19 Navigation warnings are taken into account in passage planning and during the voyage 3.1.19 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 as a primary means of navigation, there must be evidence that T&P notices, nav warnings and Navarea warnings are being included in the electronic charts.

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(A) 3.1.21 While at anchor, the position of the vessel must be monitored at sufficiently frequent intervals 3.1.21 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.

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3.1.17 More than one method of fixing position was used during deep sea passages 3.1.17 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.

3.1.22 More than one method of fixing position was used during deep sea passages 3.1.22 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. 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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If Yes: 3.1.18 The methods used were:

____________________________ ____________________________

3.18 State the methods used during a segment of the voyage examined. This should be a notation of the systems used in position fixing and not a list of the navigational aids available for position fixing.

(E)

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3.1.19 More than one method of fixing position was used in coastal waters 3.1.23 There must be evidence that at least two independent methods are used for fixing the ship’s position in coastal waters.

3.1.23 More than one method of fixing position was used in coastal Waters 3.1.23 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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3.1.20 If Yes: 3.1.20 The methods used were:

____________________________ ____________________________

3.1.20 State the methods used during a segment of the voyage examined. This should be a notation of the systems used in position fixing and not a list of the navigational aids available for position fixing.

(E)

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3.1.25 Charts in use are appropriate for the intended voyage 3.1.25 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.

3.1.28 Charts in use are appropriate for the intended voyage 3.1.28 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.

D

3.1.29 The ship subscribes to weather routeing services or has a weather fax that appears to be operational 3.1.29 This question is applicable for ship undertaking ocean passages. There should be evidence of participation in weather routing in the form of past telexes etc. In the case of a ship engaged solely in coastal passages this question will be N/A.

3.1.32 There is evidence that the ship receives maritime weather forecasts appropriate for the vessel and trading area 3.1.32 There must be evidence of receipt of weather routing information, weather faxes, or other weather information retained on-board.

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3.1.37 Magnetic compass error is determined at least once per watch and, when possible, after any major alteration of course 3.1.37 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.

3.1.40 Magnetic compass error is determined at least once per watch and, when possible, after any major alteration of course 3.1.40 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 crosschecking of the deck log book or compass log book.

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3.1.50 Corrections of Nautical Publications are up-to-date to latest appropriate Notices to Mariners 3.1.50 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.

3.1.53 Corrections of Nautical Publications are up-to-date to latest appropriate Notices to Mariners 3.1.53 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.

3.1.56-57 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:

3.1.59-60 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:

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- 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 wings Note: 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

- 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 wings Note: 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

3.1.58-59 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. Equipment assessed includes: - Electronic Chart Display System - Integrated Navigation System (INS) - Loran C - 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 - Dead-man alarm / vigilance system for the bridge watchkeeper

3.1.61-62 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) - 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 - Dead-man alarm / vigilance system for the bridge watchkeeper

- P. 11/42 -


S 3.1.62 The operational condition of the Aldis signalling lamp is Satisfactory

3.1.65 The operational condition of the Aldis signalling lamp is Satisfactory 3.1.65 All sources of power to the lamp should be tested.

S 3.1.63 The operational condition of all communication links between Bridge and Engine Room is satisfactory

3.1.66 The operational condition of all communication links between Bridge and Engine Room is satisfactory 3.1.66 Each of the communication links should be tested.

R

3.1.66 AIS is operating at a low power setting of 1 watt or less when required. 3.1.66 When 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 the AIS does not have a low power setting, this question should be marked NO.

3.1.69 AIS is switched off or operating at a low power setting of 2 watts or less when required 3.1.69 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 (2 watts or less). If the AIS does not have a low power setting, this question should be marked NO.

S (A) 3.1.70 A Bridge Navigation Watch Alarm System (BNWAS) fitted

3.1.70 BNWAS required for installation to new ships from July 2011 onwards and existing ships above 3000 GRT required to have this not later than 1st survey after 1st July 2013.

NS (A) 3.1.71 ECDIS is used as the primary means of navigation If Yes:

S

(A) 3.1.72 The company has a procedure addressing the use of ECDIS and the correction process for the system. 3.1.72 The procedure/guidance/manual should include but is not limited to following items: - Guidance on benefits and limitations of ECDIS. - 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. (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 use approved and does vessel flag state allow use of RCDS (Raster Chart Display System) and under what conditions. - Information on office staff ECDIS training for purposeful Navigational audits.

3.2. Crew Knowledge and Proficiency S

3.2.5 Bridge watchkeeping officers are familiar with the operation of all bridge equipment 3.2.5 Examples of items the Inspector may question include: - Radars - GPS

3.2.5 Bridge watchkeeping officers are familiar with the operation and limitations of all bridge equipment 3.2.5 Examples of items the Inspector may question include: - Radars - GPS

- P. 12/42 -


- Radars - GPS - ARPA - Steering gear changeover - Main engine controls - Communications equipment - UMS systems and changeover

- 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.,).

S

3.2.6 Bridge team personnel are familiar with the Bridge Procedures Guide 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

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

- P. 13/42 -


R

4.1.2 The ship is moored in accordance with industry standards 4.1.2 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. - When synthetic tails are fitted to wires they are at least 25% stronger than the wire and not longer than 11m. - The angle of dip between ship and shore is not excessive. - Mooring ropes turned up on bitts should have two round turns around both posts before the rope is turned up in a figure of eight. - Stoppers are of the correct type for the moorings in use.

4.1.2 The ship is moored in accordance with industry standards 4.1.2 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. - 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 6.5.1] - Synthetic tails should be at least 11m in length, and may be longer as required based on berth location. [ MEG 6.5.2] - 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.

S

4.1.17 Condition of moorings appears satisfactory 4.1.17 This question should be assessed by visual observation. In general moorings should NOT be considered satisfactory if: - Synthetic ropes have multiple splices. - 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 two broken strands in a length equal to 8 diameters of the wire. - 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)

4.1.17 Condition of moorings appears satisfactory 4.1.17 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)

R 4.1.19 Synthetic mooring tails appear to comply with OCIMF guidelines 4.1.19 Synthetic mooring tails appear to comply with OCIMF guidelines

4.1.19 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

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

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

4. Mooring 4.1 Mooring

R

4.1.22 Emergency towing off wires (fire wires) appear in good condition 4.1.22 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. - For ships over 20,000 DWT the wire's diameter should be at least 28mm with a length of at least 45m.

4.1.22 Emergency towing off wires (fire wires), appear in good condition 4.1.22 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. - For ships under 20,000 DWT, the MBL should be 30 tons and length 25 m. - For ships from 20,000 DWT to 100,000 DWT, the MBL should be 55 tons and length 45 m.

- P. 14/42 -


R

4.1.23 Emergency towing off wires (fire wires) are properly rigged 4.1.23 Unless Port regulations require otherwise, the eye of the emergency towing wires should be not more than 1 metre above and not below the waterline. There should be retained on deck, between the bollards and the fairlead, sufficient slack to enable a tug to make fast and tow effectively. The slack should be prevented from running out by a rope yarn or other means which can be easily broken. The wire must be made fast by either an eye on the bitts or properly turned up. The slack on deck must be positioned away from normal working areas so that the bights formed do not present a hazard to personnel.

4.1.23 Emergency towing off wires (fire wires) are properly rigged 4.1.23 Unless Port regulations require otherwise, the eye of the emergency towing wires should be not more than 1 metre above and not below the waterline. There should be retained on deck, between the bollards and the fairlead, sufficient slack to enable a tug to make fast and tow effectively. The slack should be prevented from running out by a rope yarn or other means which can be easily broken. The wire must be made fast by either an eye on the bitts or properly turned up. Note: Some terminals require sufficient slack on deck so that the tug can use solely the ship's wire for towing purposes; if a terminal requires a particular method to be used, the vessel should have been advised accordingly.

S

(A) 4.1.27 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. 4.1.27 For cargo ships having their keels laid on or after 1 Jan 2010, the procedures must be provided on delivery. For all others, the manual must be provided by 1 Jan 2012.

4.2 Crew Knowledge and Proficiency

R (A) 4.2.4 Personnel are able to explain the principles behind testing of

brakes, and can explain the difference between rendering point and brake holding capacity

- P. 15/42 -


R 5.1.1 Ship / Shore Safety Checklist, including Part B - Bulk Liquid Chemicals, has been completed correctly

5.1.1 Ship / Shore Safety Checklist has been completed correctly

S 5.1.4 P & A Manual is readily available and up to date 5.1.4 This must be the manual approved by Flag Administration or Classification Society on behalf of Flag Administration.

Move to 1.2.6

S

(A) 5.1.5 For vessels allowed to carry crude oil, the vessel has a VOC manual that is readily available and up-to-date 5.1.5 The manual is required to be approved by Flag Administration or Classification Society on behalf of Flag Administration, and must be on-board as of 1 July 2010.

S

5.1.8 The cargo information required by the Chemical Code is available 5.1.8 Safety Data Sheet (SDS) or other information giving data for the safe carriage of the cargo should be on board and available to all. This information should include at least the following: - full description of the physical and chemical properties - action to be taken in the event of spills or leaks - counter measures against personal contact - fire fighting procedures and media - procedures for cargo transfer, tank cleaning, gas freeing and ballasting - cargo commodity information (i.e. density, temperature etc.)

5.1.8 The cargo information required by the Chemical Code is available 5.1.8 Safety Data Sheet (SDS) or other information giving data for the safe carriage of the cargo should be on board and available to all. The MSDS must be provided by the supplier/shipper and must be specific to the cargo being transferred or carried. This information should include at least the following: - full description of the physical and chemical properties - action to be taken in the event of spills or leaks - counter measures against personal contact - fire fighting procedures and media - procedures for cargo transfer, tank cleaning, gas freeing and ballasting - cargo commodity information (i.e. density,temperature etc.)

S

5.1.12 A reliable loading and stability information booklet is available on board 5.1.12 This must be the manual approved by Flag Administration or Classification Society on behalf of Flag Administration. A manual approved as stated is considered to be "reliable".

5.1.12 An approved loading and stability information booklet is available on board 5.1.12 This must be the manual approved by Flag Administration or Classification Society on behalf of Flag Administration.

S

5.1.15 Stability and stress calculations have been made prior to commencement of the current cargo transfer operation 5.1.15 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.

5.1.15 Stability and stress calculations have been made prior to commencement of the current cargo transfer operation 5.1.15 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.

R 5.1.21 There is evidence that a pre-load/discharge meeting is held onboard with all personnel conducting cargo operations.

5.1.21 There is evidence that a pre-load/discharge meeting is held onboard with all personnel involved in cargo operations, including officers and crewmembers

5. CARGO OPERATION 5.1 Cargo Transfer Operation

S

5.1.24 When applicable, the appropriate information is available with the cargo stowage plan / operational instructions. 5.1.24 This information should include the following, as appropriate: - Customer - Loading port - Discharge port - N2 / IG requirements - Cargo pollution category

5.1.24 When applicable, the appropriate information is available with the cargo stowage plan / operational instructions 5.1.24 The data must be readily available, not necessarily within the plan/operational instructions, and may be posted (i.e. SDS sheets). This information should include the following, as appropriate: - Customer - Loading port - Discharge port - N2 / IG requirements - Cargo pollution category

- P. 16/42 -


- Prewash of cargo tanks requirement - Cargo viscosity, if required by IBC - Cargo melting point, if required by IBC - Cargo vapour pressure - Heating requirements - Heating limitations - Cooling requirements - Fire extinguishing agent - Cargo liquid density - Cargo vapour density - Cargo miscibility - Cargo tank filling limits - Tank coating material compatibility

- Prewash of cargo tanks requirement - Cargo viscosity, if required by IBC - Cargo melting point, if required by IBC - Cargo vapour pressure - Heating requirements - Heating limitations - Cooling requirements - Fire extinguishing agent - Cargo liquid density - Cargo vapour density - Cargo miscibility - Cargo tank filling limits - Tank coating material compatibility

R

5.1.27 The ship is operating under closed conditions 5.1.27 This question may only be answered as N/A in the case of a ship handling vegetable oils, molasses, latex or similar products. In this instance, "closed conditions" includes the use of vapour locks

If No or N/A:

5.1.27 The ship is operating under closed conditions, depending upon the cargo being handled 5.1.27 This question may only be answered as N/A in the case ofa ship handling vegetable oils, molasses, latex or similar products. In this instance, "closed conditions" includes the use of vapour locks

If No or N/A: R 5.1.32 Oxygen content of the tank is ___________________ 5.1.32 The oxygen content in the Inert Gas is suitable for the cargo

S

5.1.33 High level alarms (95%) and High/High level alarms (98%) on cargo tanks interconnected to the cargo transfer are in the operating position. 5.1.33 Alarms should not be bypassed or overridden in the Cargo Control Room. High/high level alarms should be audible and visible from the cargo deck

5.1.33 High level alarms (95%) and High/High level alarms (98%) on all cargo tanks are in the operating position 5.1.33 Alarms should not be bypassed or overridden. Audible alarms may be silenced, but the alarm should never be switched off or overridden. High/high level alarms should be audible and visible from the cargo deck

S

5.1.35 Crew on deck are properly dressed for the cargoes being handled

5.1.35 Crew on deck are properly dressed for the cargoes being Handled 5.1.35 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.

S

5.1.36 The ship is provided with a secondary means for pressure/vacuum relief 5.1.36 Applies to vessels carrying cargoes having a flash point not exceeding 60 deg.C. Requires a secondary means of allowing full flow relief to prevent over or under pressurisation of cargo tank(s) in the event of failure or closure of primary venting system. Alternatively pressure sensors may be fitted in each cargo tank with display & alarm (audible and/or visible) for over or under pressurisation in cargo tank(s) in Cargo Control position.

5.1.36 The ship is provided with a secondary means for pressure/vacuum relief 5.1.36 Applies to vessels carrying cargoes having a flash point not exceeding 60 deg.C. Requires a secondary means of allowing full flow relief to prevent over or under pressurisation of cargo tank(s) in the event of failure or closure of primary venting system. Some Class accept the installation of 2 PVs installed on a single vent riser. Alternatively pressure sensors may be fitted in each cargo tank with display & alarm (audible and/or visible) for over or under pressurisation in cargo tank(s) in Cargo Control position.

D

(A) 5.1.37 If YES and the secondary means for pressure/vacuum relief is provided by 2 PV valves on a single (common) vent riser, answer this question NO 5.1.37 If the secondary means is provided by 2 PV valves on a single (common) vent riser, a NO should be entered and a comment entered into the Remarks to describe the system installed. Otherwise, the answer

- P. 17/42 -


is YES or N/A.

S 5.1.39 Cargoes onboard or to be carried are approved for carriage and appear on the List of Approved Cargoes

(E) Refer to 1.1.3

S 5.1.40 The ship displays Cargo Safety Data Sheets for the current cargoes Move to 5.1.8

S

5.1.41 There are records indicating that appropriate equipment is included in the planned maintenance and testing programme. 5.1.41 Equipment should include: -Cargo valves - P/V Valve - Flame screens - Cargo piping (including annual test date and test pressure) - Venting piping - Cargo hoses (including annual test date and test pressure) - Heating coils - Cargo pumps - Vapour hoses - Ventilating fans

5.1.41 There are records indicating that appropriate equipment is included in the planned maintenance and testing programme. 5.1.41 Equipment should include, but is not limited to: -Cargo valves - P/V Valve - Flame screens - Cargo piping, including portable bends and Y-pieces (including annual test date and test pressure) - Venting piping - Cargo hoses (including annual test date, test pressure, and annual electrical continuity check) - Heating coils - Cargo pumps - Vapour hoses - Ventilating fans

5.2 Ship to Ship Transfer Operations D

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

(A) Special Note: Throughout this section, a shore-calibrated UTI/Hermetic device may be used as a means of reference when undertaking comparison checks for level and temperature measurement devices. A device should be either calibrated or a documented correction factor applied. A correction factor greater than 1% should be marked as a NO and included in the written comment.

5.3.2 Calibration tables are calculated to: _______ (units) (E)

D 5.3.5 Readable and up to date plans are available showing the location of cargo measurement instruments, sensors, pressure gauges, hermometers etc.

(E)

5.3 Cargo Custody

D

5.3.13 Records indicating satisfactory completion of shore calibration checks within the last 12 months are available 5.3.13 This should be a calibration check carried out by a competent body ashore. Calibration checks should be carried out by a competent body ashore for the appropriate temperature range. Competent bodies can include the manufacturer or their licensed service agent, or another

5.3.11 Records indicating satisfactory completion of shore calibration checks within the last 12 months are available for the reference thermometer 5.3.11 This should be a calibration check carried out by a competent body ashore. Calibration checks should be carried out by a competent body ashore for the appropriate temperature range. Competent bodies can include the manufacturer or their licensed service agent, or another

- P. 18/42 -


organization approved by Class. organization approved by Class.

(A) 5.3.12-13 Questions apply only to digital or analog devices. It does not apply to glass sealed thermometers.

D

5.3.17 Records indicating satisfactory completion of calibration checks within the last 12 months are available 5.3.17 When assessing calibration check records, reference should be made to manufacturer's instructions.

5.3.15 Records indicating satisfactory completion of calibration checks within the last 12 months are available 5.3.15 When assessing calibration check records, reference should be made to manufacturer's instructions. In addition, the following should be confirmed: - Each remote reading position should be recorded - Cargo tanks need not be liquid full to perform measurements - A statement recording that the calibration check has been performed without recording individual measurements is not sufficient. - The reference thermometer must be of suitable scale for the device being tested

D

5.3.19 A reference pressure gauge is available 5.3.19 The reference pressure gauge must be of a type which has a certificate of accuracy. If Yes:

5.3.17 A reference pressure gauge is available 5.3.17 The reference pressure 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). If Yes:

D 5.3.21 5.3.17 **Changed Cat. From ‘NS’ to ‘D’.

D

5.3.24 Records indicating satisfactory completion of calibration checks within the last 12 months are available 5.3.24 When assessing calibration check records, reference should be made to manufacturer's instructions.

5.3.22 Records indicating satisfactory completion of calibration checks within the last 12 months are available 5.3.20 & 5.3.22 When assessing calibration check records, reference should be made to manufacturer's instructions. In addition, the following should be confirmed: - Each remote reading position or portable gauge should be recorded - A statement recording that the calibration check has been performed without recording individual measurements is not sufficient. - The reference pressure gauge must be of suitable scale for the device being tested

S 5.3.26 Portable ullage / temperature / interface devices appear in good working order

5.3.24 Portable ullage / temperature / interface / sampling devices appear in good working order

5.3.30 Cargo measurement calculations are made to the nearest : 1cm / 0.5cm / 0.1cm (Delete as appropriate)

(E)

5.3.31 Cargo measurement calculations are made to the nearest : 1° C

/ 0.5° C / 0.1°C (Delete as appropriate)

(E)

D 5.3.37 The tank cleaning procedures specifically detail the cleaning of a cargo tank which has contained a flammable product 5.3.37 The specific procedures may be contained in a separate Company manual or other document issued by the Company.

5.3.33 The tank cleaning procedures specifically detail the cleaning of a cargo tank which has contained a toxic or flammable product 5.3.33 The specific procedures may be contained in a separate Company manual or other document issued by the Company.

R

5.3.38 The Company safety procedures detailing the cleaning of a cargo tank reference the guidance detailed in TSG (C) 7 or ISGOTT Chapter 11.3 5.3.38 The Company procedures must reference the procedures contained in ISGOTT 11.3 The procedures maybe detailed in a Company manual or other Company document or maybe cross referenced to

5.3.34 The Company safety procedures detailing the cleaning of a cargo tank reference the guidance detailed in TSG (C) 7.

- P. 19/42 -


ISGOTT, provided that the wording clearly indicates that the Company adopt the tank cleaning procedures detailed in ISGOTT 11.3.

S (A) 5.3.35 Chemical additives used for tank cleaning of cargo tanks are approved for use by IMO.

D (A) 5.3.36 Flammable and/or toxic tank cleaning chemicals/agents are not hand-sprayed in cargo tanks for tank cleaning

D

(A) 5.3.37 Flammable tank cleaning chemicals/agents are used only through fixed or portable machines under inert conditions 5.3.37 The use of portable machines must be supported by written procedures which clearly address the precautions to be taken to protect the inert atmosphere in the tank.

D (A) 5.3.38 Toxic tank cleaning chemicals/agents are used only through fixed machines under closed conditions

R

5.3.47 Tank gas freeing is carried out in accordance with required procedures 5.3.47 Documentation on gas freeing should be available, i.e. checklists or procedures. This should also be assessed during a general discussion on cargo operations.

5.3.47 Tank gas freeing is carried out in accordance with required procedures 5.3.47 Documentation on gas freeing should be available, i.e. checklists or procedures. This should also be assessed during a general discussion on cargo operations. Portable or permanent venting trunks are acceptable if listed in the P&A Manual or approved by Class or Flag State.

NS (A) 5.3.50 Filter masks are used for protection from toxic cargoes If Yes:

D

(A) 5.3.51 The company has well-defined procedures for the control and use of filter masks 5.3.51 Canister masks should be only single use. Masks should not be used in any enclosed space. Masks with filters should also be properly controlled at all times. Procedures should make clear reference to observance of the filter’s breakthrough capacity.

S

5.3.55 There is a Company procedure for the disposal of samples and records are kept 5.3.55 The procedure should address both cargo custody and environmental disposal aspects

5.3.57 There is a Company procedure for the disposal of samples and records are kept, including an entry into the Record Book (Oil or Cargo) 5.3.57 The procedure should address both cargo custody and environmental disposal aspects. All cargo samples should be landed ashore. Cargo samples of products requiring a prewash must be landed ashore.

D (A) 5.3.58 There is a company procedure for monitoring samples of inhibited

cargoes, including maximum period for storage onboard and periodic inspection of the samples

S

5.3.58 The Master has received written operational instructions for the execution of the voyage

5.3.61 The Master has received written operational instructions for the execution of the voyage 5.3.61 Operational instructions implemented at the request of charterers or commercial operators should not be in conflict with technical operator procedures.

R (A) 5.3.62 When required by regulation and/or charterers, vessel has a

system for monitoring and recording cargo condition (i.e. pressure, temperature, oxygen content, etc.) between load port and discharge port.

- P. 20/42 -


5.4 Cargo Handling & Monitoring Equipment

These tank ex questions refer to the cargo ternal equipment. 5.4.1-3 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 are not marked with tank or pump number - Valves are seized, difficult to operate or have wheels or indicators missing - Bonding straps are broken or damaged - Stripping system has been modified by ship staff to maintain operations - Cargo pump controls are in poor condition - Gaskets on tank lids, ullage ports etc. are passing - Vapour locks pass in closed position - Vent system drain cocks are seized or damaged - High velocity vents fail to seat or lift correctly - Flame screens are damaged - N2 system leaking - Electrical conduit or cable trays in poor condition (hanging cables, exposed cables, missing clamps, gas tight fittings, etc)

These questions refer to the cargo tank external equipment. 5.4.1-3 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 temporary repair (i.e. doublers, soft patches).

- Manifold pipelines are not marked with tank or pump number. - 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. - Manifold connection and arrangements to shore are not suitable. - Valves are seized, difficult to operate or have wheels or indicators missing. - Bonding straps are broken or damaged. - Stripping system has been modified by ship staff to maintain operation. - Cargo pump controls are in poor condition. - Gaskets on tank lids, ullage ports etc. are passing. - Vapour locks pass in closed position. - Vent system drain cocks are seized or damaged. - High velocity vents fail to seat or lift correctly. - Flame screens are damaged. - N2 system leaking. - Electrical conduit or cable trays in poor condition (hanging cables, exposed cables, missing clamps, gas tight fittings, etc..

- P. 21/42 -


S

5.4.1 The condition of all cargo handling equipment appears satisfactory (as fitted) - Cargo pump - Stripping system - Pipelines - Pipeline drains - Tank valves - Pressure / vacuum valve - Venting and vapour return system - High velocity vents - Flame screens - Vapour lock gauging / sampling - Sampling pipe - Tank hatch gasket - Tank cleaning opening/inspection port gasket

5.4.1 The condition of all cargo handling equipment appears satisfactory (as fitted) - Cargo pump - Deepwell Pumps – Cofferdam Purging Routines - Stripping system - Pipelines - Cargo hoses - Pipeline drains - Tank valves - Pressure / vacuum valve - Venting and vapour return system - High velocity vents - Flame screens - Vapour lock gauging / sampling - Sampling pipe - Tank hatch gasket - Tank cleaning opening/inspection port gasket

S

5.5.4 The precautions required for self - reactive cargoes 5.5.4 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 - the effect which heat can have on a self-reactive cargo and ensure that stowage does not take place next to a heated cargo - the need to closely monitor the temperature of self-reactive cargoes during the voyage - the emergency procedure should a cargo start to self-react

5.5.4 The precautions required for self - reactive cargoes 5.5.4 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. - the effect which heat can have on a self-reactive cargo and ensure that stowage does not take place next to a heated cargo. - the need to closely monitor the temperature of self-reactive cargoes during the voyage. - the emergency procedure should a cargo start to self-react. - whether the inhibitor is oxygen-dependent, and if so, the minimum oxygen content needed.

S 5.5.5 The special heating requirements for the cargoes carried on board 5.5.5 The special heating requirements for the cargoes carried on board 5.5.5 For any potential heating requirements.


R

5.5.27 All crew are familiar with the hazards of handling nitrogen and other inert gases

5.5.27 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. 5.5.27 Hazards include: - Nitrogen is colourless and odourless with no warning properties, and can only be detected through the use of instruments (i.e. oxygen deficiency, tubes); - 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.)

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5.5.32 Personnel responsible for tank cleaning understand the dangers associated with the use of chemicals or solvents during cleaning operations 5.5.32 The Chief Officer and other personnel responsible for tank cleaning should be aware that steam can act as a static generator and for this reason steam should never be injected into a non inert tank until it has been washed and gas freed to a level less than 1% LFL.

5.5.32 Personnel responsible for tank cleaning understand the dangers associated with the use of tank cleaning chemicals/agents during cleaning operations 5.5.32 The Chief Officer and other personnel responsible for tank cleaning should be aware that re-circulated wash water should not be used for tank cleaning purposes due to the possibility of electrostatic generator other than in fully inerted or gas free tanks. The Chief Officer and other personnel responsible for tank cleaning should be aware of the possible health hazards associated with use of tank cleaning chemicals/agents which may have a low TLV. They should also be aware that tank cleaning chemicals act as electrostatic generators and should therefore only be used to clean tanks which are in a non flammable condition.

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D

6.1.8 There is a procedure in place for the UMS duty engineer to maintain contact with the bridge during periods when in the engine room

6.1.8 There is a procedure in place for the UMS duty engineer to maintain contact with the bridge during periods when in the engine room 6.1.8 The procedures may include the use of a radio communications system, an intercom, a deadman/vigilance system or other similar means. It must include a requirement for periodic communications or acknowledgement.

D

6.1.9 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

6.1.9 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 6.1.9 This should be detailed in the Company procedures or in the Chief Engineer's orders

6.1.8-9 This should be detailed in the Company procedures or in the Chief Engineer's orders

(E)

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6.1.15 Safety guidelines are available for use with welding apparatus and other equipment

6.1.15 Safety guidelines are available for use with welding apparatus and other equipment 6.1.15 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 Is there a system in place for the retention of bunker delivery notes and bunker fuel oil samples 6.1.18 Bunker delivery notes must be retained onboard for 3 years. (beginning 19 May 2005). Sample storage must be suitable, and sample bottles must be appropriately labeled. Samples must be retained until the fuel is consumed or a minimum of 1 year after taking onboard (whichever is longer)

6.1.18 There is a system in place for the retention of bunker delivery notes and bunker fuel oil samples 6.1.18 Bunker delivery notes must be retained on-board for 3 years. Sample storage must be suitable, and sample bottles must be appropriately labeled. 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.

Section 6. ENGINE DEPARTMENT 6.1 Administration

S 6.1.20 Does the vessel use Low Sulphur Fuel (LSF) in Special Emission Control Areas (SECA)

6.1.20 The vessel uses Low Sulphur Fuel (LSF) in Emission Control Areas (ECA) or when otherwise required by local regulations

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S 6.1.24 The company considers atmospheric emissions when assessing bunkers and bunker suppliers

6.1.24 MSDS sheets are available for all bunkers on-board.

(A) 6.2.1 There are systems in place for the inspection / testing of fitted equipment.

6.2 Operations

D

6.2.1 There are records showing inspections / testing of fitted equipment are carried out at appropriate intervals 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 - monthly 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 - 3 months Bilge alarm - 3 months Oil mist detector alarm - 3 months Purifier alarm - 3 months Fire detection and alarm - 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 summoning engineering assistance to the engine room. This alarm may also be activated when

6.2.2 Records show that the testing of fitted equipment is carried out at appropriate intervals as noted below. 6.2.2 - 3 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 - monthly 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 - 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 summoning engineering assistance to the engine room. This alarm may also be activated when the Unattended Machinery Space extension alarms go unanswered.

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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.

(A) 6.2.18 Gas welding and burning equipment is in good order.

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6.2.17 There is fixed piping from oxygen / acetylene cylinders to the operating position 6.2.17 Piping should be continuously welded, without screwed couplings or flanged connections.

6.2.19 Fixed piping is installed from the gas cylinders to the operating position. 6.2.19 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.

R

(A) 6.2.20 Flashback arrestors are fitted at the cylinders and at the workstation and are in good order. 6.2.20 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.

R

6.2.18 Gas and oxygen cylinders are stowed apart in a well ventilated position outside the engine room and accommodation

6.2.18 ISGOTT 12.1 Some Flag Administrations do permit a limited number of Oxygen and Acetylene bottles to be stowed together

6.2.21 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. 6.2.21Oxygen 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.

S 6.5.8 Engineering Officers are familiar with the procedures and operations for use of the equipment listed in the Guidance Notes for 6.2.1

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 (A) 6.5.10 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


R (A) 6.5.12 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.

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R (A) 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.

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S

7.1.5 Dates of last two drills: 7.1.5 The dates of the last two drills or emergency exercises regardless of type

7.1.5 Dates of last two drills: 7.1.6 7.1.5 - 6 The dates of the last two drills or emergency exercises regardless of type.

S

7.1.16 Risk assessments are being carried out 7.1.16 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.

7.1.17 Risk assessments are being carried out 7.1.17 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.

S

7.1.17 Entry into enclosed spaces 7.1.17 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 regular 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.

7.1.18 Entry into enclosed spaces 7.1.18 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.... CONT'D 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.

7.1.17-21 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.

7.1.18-22 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.

Section 7. OPERATIONAL SAFETY Chemical 7.1 Operational Safety

7.1.28 Dates of last two inspections: 7.1.29 Dates of last two inspections:

7.1.30

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7.2.4 Personnel are familiar with other aspects of Operational Safety 7.2.4 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.

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 7.2.4 Hazards include: - Nitrogen is colourless and odourless with no warning properties, and can only be detected through the use of instruments (i.e. oxygen deficiency, tubes); - 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.)

S

(A) 7.2.5 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

R (A) 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

(A) 7.2.7 Personnel are familiar with other aspects of Operational Safety 7.2.7 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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D

8.1.3 Non lost time (medical treatment) 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.

8.1.3 Non lost time (medical treatment) 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. The company provides the following information to their ships:

D

(A) 8.1.4 Total Recordable Case Frequency (TRCF) 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.

D

(A) 8.1.5 Loss Time Injury Frequency (LTIF) 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.

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8.1.4 The ship maintains a record of near miss incidents 8.1.6 The ship maintains a record of near miss incidents 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.

S

8.1.9 There are records indicating that the Safety Committee promotes a programme to improve safety awareness onboard, and regular meetings are held 8.1.9 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.

8.1.11 There are records indicating that the Safety Committee promotes a programme to improve safety awareness onboard, and regular meetings are held 8.1.11 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 new buildings or vessels recently taken over by new management.

8.1.10 Dates of last two meetings: (E)

Section 8. HEALTH, SAFETY AND PERSONNEL PROTECTION 8.1 Health and Safety

D

(A) 8.1.12 There are records indicating that Safety Committee Meetings take place on a monthly basis. N/A should only be used for new buildings or vessels recently taken over by new management.

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8.1.11 The medical locker is organized according to IMO / WHO / ILO guidelines 8.1.11 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.

8.1.13 The medical locker is organized according to IMO / WHO /ILO / Flag State guidelines/regulations. 8.1.13 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.

S

8.1.21 The hospital, when fitted, is clean, tidy and ready for use 8.1.23 The hospital and/or "treatment room", when fitted, is clean, tidy and ready for use. 8.1.23 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.

S

(A) 8.1.26 An oxygen resuscitator is available on board, ready for immediate use, and appears in good operating condition 8.1.26 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.

S

(A) 8.1.29 There is evidence indicating that ratings have a regular medical examination If Yes:

(A)

8.1.30 The interval between medical examinations is ______ month(s)

D

(A)

8.1.31 Medical examinations for officers and ratings include toxicology testing appropriate for the cargoes being carried 8.1.31 This should include pre-employment testing, as well as regular testing during employment. Tests should be appropriate for the cargoes carried on-board, and could include blood platelet, liver function or other tests. This should be assessed through discussion with the Master or medical officer.

(A)

8.1.34 How many? ________

(A)

8.1.37 How many? ________

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8.1.32 There are procedures covering the use of gas detection equipment for personal use 8.1.29-32 The use of self aspirating personal detectors for oxygen deficiency or hydrocarbon gas presence is recommended for any personnel entering enclosed spaces or other hazardous areas.

8.1.38 There are procedures covering the use of gas detection equipment for personal use 8.1.33 -38 Oxygen and Gas Detectors may be separate units or combined into a single unit (i.e. multi-gas detectors). Prior to each use, equipment should be checked for correct operation, and it should be verified that the equipment has been recently calibrated per manufacturer's guidelines. The use of self-aspirating personal detectors for oxygen deficiency or hydrocarbon gas presence is recommended for any personnel entering enclosed spaces or other hazardous areas.

R (A)

8.1.48 The pilot ladder(s) are in compliance with IMPA recommendations.

S

8.1.44 A lifebuoy with self igniting light is available for use with the pilot ladder

8.1.51 A lifebuoy with self igniting light is available at each pilot ladder and/or gangway in use 8.1.51 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.

S

(A)

8.1.53 The gangway / accommodation ladder is available and maintained in accordance with appropriate requirements. 8.1.53 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.

R

8.1.46 A gangway / accommodation ladder is safely and appropriately rigged when in use 8.1.46 The gangway should be safely rigged. A lifebuoy with a self-igniting light should be available by the ladder. Gangways and other means of access should be provided with an effective safety net where appropriate. 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

8.1.54 A gangway / accommodation ladder is safely and appropriately rigged when in use 8.1.54 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

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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.

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.

S

8.2.2 Protective equipment for the protection of crew members is available on board and appears in good condition

8.2.2 Protective equipment for the protection of crew members is available on board and appears in good condition 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 shall cover all skin so that no part of the body is unprotected.

8.2 Personnel Protection

S

8.2.4 When required by the Chemical Code, there are on board at least three sets of personnel protection safety equipment All personnel protection safety equipment appears in good operating condition: 8.2.5 Set 1 8.2.6 Set 2 8.2.7 Set 3 8.2.8 Any additional sets carried

8.2.4 When required by the Chemical Code, there are on board at least three sets of personnel protection safety equipment 8.2.4 Ships carrying toxic cargoes for which 15.12, 15.12.1 or 15.12.3 is listed in column ‘o’ in the table of chapter 17 shall have on board sufficient but not less than three complete sets of safety equipment, each permitting personnel to enter a gas-filled compartment and work there for at least 20 minutes. (IBC 14.2.1) One complete set of safety equipment shall consist of: 1. one self contained air-breathing apparatus (not using stored oxygen); 2. protective clothing, boots, gloves and tight fitting goggles; 3. fireproof line with belt resistant to the cargoes carried; and 4. explosion-proof lamp. (IBC 14.2.2) For the safety equipment required in 14.2.1, all ships shall carry either: 1. one set of fully charged spare air bottles for each breathing 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 sufficient spare air bottles for the breathing apparatus; or, 4. fully charged spare air bottles with a total free air capacity of at least 6,000 l for each breathing apparatus onboard in excess of the requirements of SOLAS regulation II-2/10.10. (IBC 14.2.3). Note: For vessels carrying toxic cargoes, the safety equipment referred to above should provide full protection. The suits themselves shall be capable of providing adequate protection against the product as indicated in the appropriate resistance table that is provided by the

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manufacturer, and fitted with integral gloves and boots. The responsible officer should be aware of these limitations as they relate to the cargoes being carried. Such suits are not required if the vessel does not carry toxic cargoes.

S

8.2.5-7 A random inspection of the personnel protection safety equipment should confirm: - 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. 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 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

8.2.5 All required personnel protection safety equipment appears in good operating condition. 8.2.5 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 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.

D (A) 8.2.6 BA sets required under the Code are interchangeable

8.2.9 An oxygen resuscitator is available on board, ready for immediate use, and appears in good operating condition

(E)

S

8.2.10 There are two or more oxygen analyzers available on board 8.2.7 There are two or more oxygen analyzers available on board 8.2.7 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.

S

8.2.12 There are on board at least two instruments designed for the testing of flammable vapours. (Combustible Gas Indicators)

8.2.9 There are on board at least two instruments designed for the testing of flammable vapours. (Combustible Gas Indicators) 8.2.9 These analyzers are separate and in addition to any personal 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.

S

8.2.14 There are on board at least two instruments designed for the testing of toxic vapours

8.2.11 There are on board at least two instruments designed for the testing of toxic vapours 8.2.11 These analyzers are separate and in addition to any personal 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.

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S 8.2.22 Decontamination showers and eyewashes will be able to operate in all ambient conditions

8.2.19 Decontamination showers and eyewashes will be able to operate in all ambient conditions 8.2.19 This should be by means of a re-circulation system or a fully heat traced line, or other appropriate means.

R 8.2.24 The locations of the decontamination showers and eyewashes are clearly marked 8.2.22-24 This should be by means of a re-circulation system or a fully heat traced line, or other appropriate means.

8.2.21 The locations of the decontamination showers and eyewashes are clearly marked


S 9.1.1 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

9.1.1 The fire control plan(s) is permanently displayed, unless otherwise approved by Flag

S

9.1.2 All fire control plans are up to date 9.1.2 Fire control plans drawn up after October 1989 should use the IMO graphical symbols. The inspector should spot check the plan against the installed equipment and systems

9.1.2 All fire control plans are up to date 9.1.2 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).

S

9.1.5 Fire control plan(s) is permanently stored in a weathertight enclosure outside the deckhouse and is prominently marked 9.1.5 The fire control plan for display outside the accommodation should be readily available to shoreside fire-fighting personnel. If not located at the access point to the ship its location should be clearly marked. The plan should also be legible and not damaged by water.

9.1.5 Fire control plan(s) is permanently stored in a weathertight enclosure outside the deckhouse and is prominently marked 9.1.5 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.

D (A) 9.1.6 A copy of the fire control plan is located at the gangway while

the vessel is berthed.

S

(A) 9.1.7 Vessel has appropriate Marine Firefighting Plan for the area it is trading in If Yes:

R

(A) 9.1.8 There are records to indicate that Marine Firefighting training drills are carried out 9.1.8 The vessel may be required to have a Marine Firefighting Plan to meet the requirements of Port States or other entities in its trading area. Examples include the US and certain states within the US. If the vessel does not trade in these areas, the question should be noted as NA.

Section 9. FIREFIGHTING Chemical 9.1 Firefighting Equipment

S

9.1.7 All fireman's outfits are accessible, complete, ready for use, and in good condition 9.1.7 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.

9.1.10 All fireman's outfits are accessible, complete, ready for use, and in good condition 9.1.10 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.

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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 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 fireman's 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.

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 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. - Axe with high voltage insulation. - Details for the minimum requirements for fireman's 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 axe 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.

S

9.1.8 Spare charges (air cylinders) are available for the breathing apparatus

9.1.11 Spare charges (air cylinders) are available for the breathing apparatus 9.1.11 2 spare charges for each BA, 1 spare for each BA if there is BA compressor.

S

9.1.10 When fitted, the breathing apparatus air cylinder compressor is fitted, in good order and available for use, and operating instructions are available for use 9.1.10The air intake should be in a suitable position such that the intake always provide good air. If there is any doubt as to the condition of the BA compressor, the compressor should be tested

9.1.13 When fitted, the breathing apparatus air cylinder compressor is available for use, and operating instructions are available for use 9.1.13 Air Quality test to be done annually as per MSC 850.

S

(A) 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. 9.1.14 Air Quality test to be carried out annually (MSC850).

S 9.1.12 The main fire pump is in good order and available for use 9.1.12 If there is any doubt the Inspector should ask for a test.

9.1.16 The main fire pump is in good order and available for use 9.1.16 If there is any doubt the Inspector should ask for a test and/or review maintenance records.

S

9.1.14 Emergency fire pump is in good order and available for use 9.1.14 If practicable and permissible under local regulations, the operation of the emergency fire pump should be demonstrated.

9.1.18 Emergency fire pump is in good order and available for use 9.1.18 If practicable and permissible under local regulations, the operation of the emergency fire pump should be demonstrated. In

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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 my be recorded as N/A.

NS

(A) 9.1.29 A Hyper-mist fire fighting system for the machinery space is fitted If Yes:

S

(A) 9.1.30 A system is in place to ensure a sufficient quantity of water is available for the system 9.1.30 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

S

9.1.27 Servicing of fire extinguishers is up to date 9.1.27 Hydraulic testing of portable CO2/Halon fire extinguishers should take place 10 years from new date and thereafter every 5 years OR 5 years from when refilled and thereafter every 5 years. Hydraulic testing of portable water/foam/powder fire extinguishers should take place every 4 years. These periods may vary with the administration, in which case evidence of the Administration's law must be presented

9.1.33 Servicing of fire extinguishers is up to date 9.1.33 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.

S

(A) 9.1.39 Fire alarm and detection systems are tested in accordance with manufacturer's instructions. 9.1.39 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.

D

(A) 9.1.47 The foam on board meets the revised IMO testing criteria in MSC 1./Circ.1312. 9.1.47 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".

D (A) 9.1.61 Fixed and portable fire extinguishers/systems are free of Halon

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S

(A) 9.1.62 If No, the indicators show that all bottles are within the working pressure 9.1.61 – 62 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.


S

(A) 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 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.

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S

10.1.3 There are records indicating the launching of the lifeboat(s) in compliance with Statutory requirements 10.1.3 Each lifeboat should be lowered into the water at least once every 3 months. Free-fall lifeboats should be launched at least once every 6 months. The administration can extend the time period for launching freefall lifeboats to once a year, provided simulated launching takes place at least once every 6 months. In some cases, the administration may allow a vessel to launch lifeboats on a more infrequent basis, and this should be noted in the report, along with verification of the administration's allowance.

10.1.3 There are records indicating the launching of the lifeboat(s) in compliance with Statutory requirements 10.1.3 Each lifeboat should be lowered into the water at least once every 3 months. Free-fall lifeboats should be launched at least once every 6 months. The administration can extend the time period for launching free-fall lifeboats to once a year, provided simulated launching takes place at least once every 6 months. In some cases, the administration may allow a vessel to launch lifeboats on a more infrequent basis, and this should be noted in the report, along with verification of the administration's allowance. Maintenance and test schedule for lifeboat on- load release gear must be documented and sighted. (The annual and 5 yearly testing as per MSC Circular 1206).

S (A) 10.1.12 A minimum of 3 personnel have been suitably trained and

certified in the operation of a fast rescue boat

S

10.1.12 The liferaft(s) and their equipment, as fitted, appear in good condition. 10.1.12 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

10.1.15 The liferaft(s) and their equipment, as fitted, appear in good condition. 10.1.15 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 - If davit launched and the davit is shared with the rescue boat, the two hook types are clearly identified for their correct use.

S

10.1.20 Immersion suits and / or thermal protective aid requirements appear to be in order 10.1.20 Vessel must have sufficient immersion suits for every person onboard

10.1.23 Immersion suits and / or thermal protective aid requirements appear to be in order 10.1.23 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.

Section 10. LIFESAVING 10.1 Lifesaving appliances

S The following lifebuoy fittings appear in good operating condition: 10.1.23 Self-igniting lights

The following lifebuoy fittings appear in good operating condition, including within expiry date if applicable: 10.1.26 Self-igniting lights

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10.1.26 Self-igniting lights in the cargo area must be intrinsically safe. If not, enter a NO and describe in the comments.

S

10.1.31 Accommodation emergency escape routes and exits are clearly marked, unobstructed, and adequately illuminated 10.1.31 Escape routes 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.

10.1.34 Emergency escape routes and exits, including those to lifesaving appliances, are clearly marked, unobstructed, and adequately illuminated 10.1.34 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.

S 10.1.33 A report of a monthly inspection of the life-saving appliances is recorded in the log-book

10.1.36 A report of a monthly inspection of the life-saving appliances is recorded in the log-book (SOLAS III 20.6(weekly)

S 10.2.1 All crew members familiar with their Lifeboat station and muster duties.

10.2.1 All crew members familiar with their Lifeboat station and muster duties, as applicable


S

10.2.2 All deck officers aware of Lifeboat/raft launching procedures 10.2.2 All officers are aware of Lifeboat, liferaft and/or rescue boat launching and recovery procedures 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.

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S

11.1.1 An approved Shipboard Marine Pollution Emergency Plan (SMPEP) is available on board 11.1.1 Approved Shipboard Marine Pollution Emergency Plans (SMPEP) are required from 1st January 2003 for all vessels of 150 grt and over which are certified to carry Noxious Liquid Substances. In answering this question, inspectors should ensure that the SMPEP contains updated lists of coastal state contacts (annually updated). Vessels carrying Annex 1 cargoes may combine the required SOPEP with the SMPEP.

11.1.1 An approved Shipboard Marine Pollution Emergency Plan (SMPEP) is available on board 11.1.1 Approved Shipboard Marine Pollution Emergency Plans(SMPEP) are required for all vessels of 150 grt and over which are certified to carry Noxious Liquid Substances. In answering this question, inspectors should ensure that the SMPEP contains updated lists of coastal state contacts (latest quarterly update). Vessels carrying Annex 1 cargoes may combine the required SOPEP with the SMPEP.

D

11.1.12 There are records indicating the testing / operation of the Oil Discharge Monitoring and Control System (when fitted) 11.1.13 Dates of last two tests:

11.1.12 There are records indicating the testing / operation of the Oil Discharge Monitoring and Control System (when fitted) 11.1.13 Dates of last two tests: 11.1.14

S

11.1.15-17 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 in the completion of MARPOL Record Books should not be considered acceptable.

11.1.16-18 For Annex II products, the product name used in the Cargo Record Book must be as listed in the Certificate of Fitness. 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.

R

11.1.25 During cargo transfer operations, hoses / arms are properly secured using all available bolt holes

11.1.26 During cargo transfer operations, hoses / arms are properly secured using all available bolt holes 11.1.26 This includes bunkering operations and if used camlocks are correctly fitted and locked.

R

11.1.26 All unused cargo and bunker manifolds, pipelines drains and vapor return lines and unused cargo pipeline connections are suitably blanked and/or isolated 11.1.26 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.

11.1.27 All unused cargo and bunker manifolds, pipelines drains and vapour return lines and unused cargo pipeline connections are suitably blanked and/or isolated. 11.1.27 Blind flanges should be of the same strength rating as the flange of the manifold. 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.

R (A) 11.1.28 Connections at the manifold are suitably supported to prevent

over-stressing the connection, keeping the number of reducers/adapters to a minimum.

Section 11. ENVIRONMENTAL PROTECTION Chemical 11.1 Environmental Protection

R

11.1.35 IMO Res There are records of ballast water exchange and/or treatment

11.1.37 When required, there are records of ballast water exchange and/or treatment 11.1.37 Ballast water exchange and/or treatment may be required by international, port state, or local regulation. When required, records of

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exchange/treatment must be maintained.

NS (A)

11.1.38 Ballast water treatment equipment is required If Yes:

S (A) 11.1.39 ballast water treatment equipment is installed

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S 12.5 ISPS The current security level is displayed onboard (E) Section 12. SECURITY 12. Security

S 12.8 ISPS Personnel are aware of steps to be taken to prevent unauthorized access to the vessel

12.7 Personnel are aware of steps to be taken to prevent unauthorized access to the vessel in port and at sea


D

14.13 Offices In assessing the appearance and condition of the accommodation the age of the ship should be taken into consideration. However the following should be recorded as observation 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.

14.13 Offices 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.

Section 14. ACCOMM ODATION 14. Accommodation

D (A) 14.14 There is a system on-board for the regular inspection of

accommodation, storage and work spaces, including

CDI 7th Editon_2011_ - Gap Analysis

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