Survey Procedures Manual

Survey Procedures Manual International Register of Shipping

Spm-ch01.doc COPYRIGHT © 2000

INTERNATIONAL REGISTER OF SHIPPING

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GENERAL CHAPTER 1

SECTION 1 Introduction

1.1 A classification society’s survival is dependent on its reputation. The role of the classification society evolves from the statutory requirements of the flag states, insurance requirements and cargo insurance. It is therefore very clear that unless we have the confidence and faith of flag states, which have authorized us for surveys and certification on their behalf and P & I clubs, who depend on our certificates for their assessment, we cannot survive in the maritime industry. 1.2 While the ship owner is the one who pays for our services and thus our primary clients, we cannot ignore flag states, P & I clubs, cargo agents, passengers who all depend on our integrity & competence, in evaluating a ship. Any small slip or mistake could put into peril valuable cargo and more importantly precious life. Surveyors are the ambassadors of goodwill for our classification society and we heavily depend on the surveyor’s behavior, attitude, manner and skill to keep the “International Register of Shipping” flag flying high. SECTION 2 Essential virtues of a surveyor 2.1 Knowledge 2.1.1 The surveyor is expected to have a sound technical knowledge gained from experience, training and qualification so that he is able to perform his duties in a competent and trustworthy manner. For this he should familiarize himself with the latest rules, regulations, conventions and codes applicable and it is recommended that he should subscribe to various periodicals. Head Office will provide necessary assistance in this aspect. 2.1.2 As a part of preparation for surveys the surveyor should do a homework by studying survey instruction and relevant rules/regulations and clarify any doubts before hand. Remember that in most cases you have to deliver on the spot decisions “ forewarned is forearmed “.

2.2 Sound judgment

2.2.1 Surveyor should have a high analytical skill and clear thinking. He should evaluate all the aspects of the problem like effect on safety of property & life, practicability of his recommendations, owner’s commitment, type of the service the ship is intended for etc. before giving his views.

2.3 Courtesy

2.3.1 All the surveyors are required to be polite in their behavior. However this does not mean that they should not be firm in their decisions/opinions. 2.4 Honesty

2.4.1 Since valuable life & property is affected by his decisions; a surveyor is expected to give true & honest account of the condition of the vessel.




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2.5 Impartiality

2.5.1 A surveyor should not be biased in expressing his views due to political, racial, economical or social reasons or due to his relationship with the ship owners, or other parties involved. 2.6 Code of Conduct

2.6.1 All Surveyors must follow the code of Conduct annexed to this Chapter.[ 2.7 Responsibility

2.7.1 Surveyors are fully responsible for the reports signed by them and certificates issued by them. Hence it is imperative that the surveyor should verify all the readings, thickness gauging reports etc. Surveyors should find time to be present while such reading are taken and should personally verify at random the correctness of the readings. Even when the services of experts are utilized in surveys (for e.g.- radio technician) the final responsibility lies with the surveyor who is to be present at the time of the survey. 2.8 Adherence to Rules & Instructions

2.8.1 Surveyor is expected to follow the rules & survey instructions unwaveringly to the maximum extent possible. Surveyor cannot waive a requirement on his own (for e.g.: for tail shaft survey it is mandatory that shaft is withdrawn & cone area, key-way etc is subjected to crack detection and bearing clearances taken - a surveyor cannot say that he found the clearances satisfactory and waived other requirements). In such cases, the surveyor should take necessary advise from Head Office.

2.9 Personal Etiquette

2.9.1 To command respect from the clients, the surveyors are expected to be properly attired, well mannered and professional in their approach during surveys.

2.10 Proficiency in English

2.10.1 While every language has it’s own dignity; English has been accepted as the official working language of our society. Since the surveyors would be dealing with crew & officers of all origin and also to maintain the clarity of reports, all surveyors are expected to have a good command over spoken & written English.

SECTION 3 Authority & Duties of a Surveyor

3.1 Though as a surveyor of a recognized organization we are not vested with legal/statutory powers, we are fully responsible for the certificates issued by us and have full authority over them. Hence when a surveyor finds that the recommendations placed by him are not complied with or when a ship is found not complying with the requirements of various international conventions, it is his duty to ensure that the relevant certificates are withdrawn and the flag & port state authorities are informed. However, before doing so he should seek the assistance of port & flag states through head office only. 3.2 The Surveyor shall not express any critical opinion to third persons such as crew members, ship owners, ship builders, marine insurers etc. concerning measures taken elsewhere by International Register of Shipping. Where criticism appears to be warranted, it shall be submitted, with all due speed to the Head Office in writing stating detailed reasons so that the matter can be clarified.




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3.3 To ensure that matters of general interest to International Register of Shipping are handled competently and consistently, approaches by representatives of the press, radio, TV and other parties such as port states, insurers etc. must be referred to Head Office, for an authoritative response.

SECTION 4 Application for surveys

4.1 When a request for survey is received from the owner/agents and before any survey/attendance on board, the surveyor should approach Headquarters with details of surveys requested and details of the ship by forwarding a copy of form “REQUEST FOR QUOTE/SURVEYS” (RFQ-FM.DOC) duly filled up. All relevant columns of the form should be completed properly as the correct survey fees and instructions cannot be forwarded until full information is received regarding the details of the vessel and the status of the vessel’s surveys/certificates. Head Office will then forward the survey quotation in the REQUEST FOR QUOTE/SURVEY ACKNOWLEDGEMENT FORM (RFQ&A). If the survey quotation and the conditions stipulated are acceptable, the owner/surveyor should sign and returning a copy of the signed form RFQ&A. If the surveyor signs the form, he should ensure that the owner has read and understood all the conditions stipulated on the quote. Once the signed RFQ&A is received in the office, specific survey instructions will be sent out to the surveyor using forms REQUEST FOR SURVEYS (RFS_FRM) and the REQUIRED DOUMENTS FOR SURVEY (RDS-FRM) in the Request for Surveys Form (RFS). The above procedure is to be followed in all cases, except where it is impossible due to lack of time (time difference between survey location and Head Office or due to holidays/weekends at Head Office). In such cases, the survey application should be forwarded at the earliest opportunity for regularization. This procedure also applies to surveys, which are not routine in nature (such as attendance on board for damage surveys, examining repairs, checking of recommendations or even attending on board to clear deficiencies identified during port state control inspections).

SECTION 5 Owner’s Responsibilities

5.1 While every effort will be made to inform owners about upcoming surveys, it is the owner’s responsibility to ensure that surveys are carried out in a timely manner to maintain the validity of all the certificates. 5.2 All repairs to hull, machinery and equipment, which may be required in order that a ship may retain her class or validity of the statutory certificates, are to be carried out to the satisfaction of International Register of Shipping surveyors. The owners must inform the society well in advance before such repairs (except when such repairs are of a very minor nature) are carried out so that necessary arrangements can be made for the surveyor’s attendance. 5.3 Whenever an accident occurs to a ship or a defect is discovered, either of which affects the safety of the ship or the efficiency or completeness of its life-saving or other equipment, the owner of the ship shall report the matter at the earliest opportunity to the society.

SECTION 6 Arrangements For Surveys

6.1 The attending surveyor should inform the owner’s of the survey requirements as early as possible and request the owners to keep everything prepared for the surveys. Whenever a survey cannot be properly completed due to the owner’s inability to prepare the vessel for surveys, the surveyor must report the surveys as part held and report any items, which remain outstanding to complete the surveys. 6.2 The surveyor should ensure that all necessary safety precautions are taken during surveys, including any special requirements of the ports/terminals or the vessel’s owners. All Surveyors have the personal responsibility of safeguarding themselves.




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6.3 The surveyor must ensure that all items relevant to that survey has been covered before issuing or endorsing certificates. 6.4 It should be noted that the vessel is expected to be ready in all aspects for the survey and hence expected to

comply with the applicable regulations at the time of survey. The survey time and fees are also based on this assumption. In view of this the owners should be advised that if the Surveyor finds deficiencies etc., which requires

6.5 subsequent visits onboard to verify their completion, then additional fees would be applicable to be charged at the prevalent hourly/daily rates.

SECTION 7 Conduct of Surveys

7.1 All surveys must be carried out only with the owner’s consent and Head Office authorization. This applies especially to surveys performed at the wish of a third party such as a future buyer, in which case the written consent of the ship owner must be obtained before commencement of the surveys. All certificates, recommendations etc must be handed over or discussed only with the owners or their representatives. The surveyor should not discuss survey recommendations with third parties such as repair companies, equipment suppliers etc. without the consent of the owners. 7.2 If a Surveyor finds damages/deficiencies outside the area covered by the respective survey being carried out, he should advise the owners to carry out the required repairs. 7.3 If a Surveyor learns that a ship has suffered damage, he should notify the Head Office and the Owner and advise the owner that a survey by International Register of Shipping is essential for the maintenance of the validity of the Class and/or statutory certificates. The same applies if, during the course of a survey which has been requested, the Surveyor ascertains that another survey is also due. If the ship owner or his representative refuses to consent to a survey which is due, the Surveyor shall inform the Head Office immediately. 7.4 At the commencement of each survey, Class certificates, all Statutory, Fitness and Cargo Gear certificates (as applicable) are to be checked for validity, for surveys due or falling due in the near future and for any outstanding recommendations or restrictions of class. Where appropriate, other documents such as the ships registration, ship’s log, the engineer’s logs etc. are to be examined. 7.5 The master of the ship is to be questioned regarding possible deficiencies and damages to the ship or the machinery/electrical installation or other equipment. (Note: The Master or owner is obliged to inform the Surveyor about any such deficiencies or damages – See Classification Rules and SOLAS, Chapter I, Regulation 11(c)). 7.6 Instructions regarding various surveys are contained in the following chapters under the appropriate heading. Special attention is drawn to the fact that the standard scope of inspection is based on the assumption that normal standard of maintenance is carried out. Where the level of maintenance is poor or where damage is established or reasonable suspected, it is the duty of the surveyor to demand further examination as appropriate to the circumstances of the case.

SECTION 8 Reporting Of Surveys

8.1 Surveyors are to report the results of their surveys and the maintenance and repair work carried out on the relevant survey report forms.




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8.2 Reports must be complete as the Surveyors’ reports form the most important basis for judging the condition of the ships hull, machinery and equipment and for the issue of Classification and Statutory Certificates. 8.3 The Surveyors report must state the technical facts of the case and shall on no account prejudice other issues (e.g. the cause of damage) 8.4 Survey reports must be signed personally and dated by the authorized surveyor after they have been checked for completeness and accuracy. 8.5 On completion of survey, the Surveyor must issue the Certificate of Survey (Form ) indicating details of all the survey carried out and details of any certificates issued/endorsed. A copy of the Form must be left on board for use by surveyors at subsequent visits and a copy must be faxed to Head Office immediately. 8.6 All survey reports must be forwarded to Head Office without delay, at the latest within 10 working days of completion of the surveys (additional requirements may apply for statutory certificates and reports, which are indicated in the Statutory Chapter). Survey reports are not to be delayed due to non-availability of supporting documentation (copies of thickness measurement reports, servicing reports for LSA/FFA equipment etc) – in such cases the available documentation must be forwarded with a covering letter explaining when the balance documents will be submitted. International Register of Shipping is under obligation to furnish the various flag administrations at any time with information concerning class status ands the validity of the various statutory certificates issued. International Register of Shipping can fulfill these obligations only if this instruction is fully and correctly complied with. 8.7 Comments arising from complaints and the like are to be sent only to Head Office. They shall invariably be formulated in such a way that they can, if necessary, be passed on to third parties without rewording, i.e. they must be free from emotion and confined to a statement of the facts. 8.8 Each surveyor shall in every case use the words “Surveyor to International Register of Shipping” beneath his signature. The Surveyor’s name is to be printed (type written) below this, written in block letters or applied with a stamp. The Surveyors stamp is to be applied to the left of the signature in such a way that the surveyor’s signature and his name are not obstructed. 8.9 The Surveyors stamp is also to be applied to the copies intended for Head Office, as very often Head Office has to send copies to the relevant Flag state Administration. 8.10 When the survey documents are received in the Head Office, they will be initially checked for completeness as per the survey instructions (form RDS) and the result will be communicated to the surveyor by fax using Form PDDR (Preliminary Documentation Department Reviewal). Any missing /necessary documentation or clarifications required will be indicated on the PDDR and these must be forwarded as early as possible to enable Head Office to complete the report review and issue the Full term Certificates. The relevant departments will then complete the technical review of the survey documents and comments/deficiencies/recommendations, if any, will be faxed to the surveyor using Form NPR (Notice of Pending Recommendations) (separate NPR forms – one relating to the Surveyors work not affecting the vessel and the second relating to the owner/vessel). The surveyor should review the Recommendations contained in the NPR and forward his comments/reply to the Head Office within 5 working days. If any recommendation pertains to the vessel/owner the Surveyors should notify the owners immediately and set a date to rectify recommendations and forward the owners proposals for correcting the deficiencies/comments. Where an additional survey is required to deal with the Recommendations given in the NPR, additional survey instructions will be forwarded to the surveyor on receipt of the owner’s proposals for dealing with the deficiencies/recommendations.




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8.11 Full term certificates will be issued on completion of all outstanding recommendations and will be forwarded to the Surveyor for onward transmission to the owners along with the listing of the survey status. If for any reason the full term certificates are not issued or does not reach the owner in time before the Interim Certificate expires, the Surveyor should NOT issue further Interim Certificates unless specifically authorized by Head Office in writing. 8.12 If the review of documents submitted indicates major deficiencies (administrative or technical), a survey non-conformance will be raised and sent to the surveyor (Form SNC). The surveyor should forward his comments regarding the SNC to Head Office at the earliest to enable Ho to close the SNC. 8.13 All SNC’s and recommendations raised in PDDR and NPR forms will be recorded for each surveyor and will be taken into consideration during annual reviews for each surveyor.

SECTION 9 Primary Reference Documents To Be Maintained In Each Location

9.1 All necessary reference documents and standards should be available to the Surveyors to enable them to carry out the assigned duties in a professional manner. The actual list of documents required will vary from location to location and should be based upon the scope and extent of work covered from the particular location. The documents should include the latest and updated copies of the following: Rules for Classification Survey procedures Manual All valid technical circulars issued by Head Office All relevant survey checklists and Interim Certificate Forms All relevant IMO publications (SOLAS, MARPOL, LOADLINE, TONNAGE etc) or alternatively theses can be maintained in electronic format (such as IMO Vega CD-ROM or LR- Rulefinder CD-ROM) SECTION 10 Administrative Requirements 10.1 During surveys, surveyors should keep necessary notes (preferably in a note-book), so that these notes can be referred to later when making survey reports or preparing replies to queries from Head Office etc. It should be noted that sometimes the Surveyor might be called upon to give his views regarding the condition of the ship and the surveys carried out on a later date (sometimes even two or three years after the date of survey) especially in legal cases. Hence the notes should be prepared and maintained in such a way that the necessary information can be extracted at a later date. 10.2 Survey Check lists, radio survey reports (as compiled by the Radio Company’s Engineer and countersigned by

the Surveyor), thickness measurement reports, records of equipment and interim certificates issued are to be retained in the office and filed with the survey reports for three years from the date of completion of the relevant surveys.

10.3 Annual reviews will be conducted based on the performance of each surveyor during their contract year. During the above process or during a management review meeting it may be determined that further training is needed for which an exclusive surveyor will be deputed to provide additional training where required and audit the survey activities at the location as per the requirements of Resolution A 789(19) and ISO 9000. The results of each review will be forwarded to the surveyor’s attention for reply along with the following documents.

A. CHECKLIST_SURVEYOR – This form will allow the surveyor to conduct a self-audit to ensure all relevant forms are being used.




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B. A questionnaire, which allows the surveyor to give any constructive criticism to ensure continuos improvement throughout our organization.

10.4 It is very important that the Head Office is fully informed of the survey status on a particular vessel at any given time. Hence Surveyors should notify the Head Office of the status of each vessel during the stages of the survey. It also imperative that the surveyor keeps in house records of the vessels survey status so that he can inform the owners about upcoming surveys / outstanding recommendations etc.




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CODE OF CONDUCT FOR SURVEYORS TO INTERNATIONAL REGISTER OF SHIPPING

1 PREAMBLE 1.1 International Register Of Shipping is a classification society dedicated to “Safer Shipping and Cleaner

Seas”. Sustained growth of the society is dependent on the following: • Confidence that flag states, underwriters and the port states have on the accuracy of the certificates issued by us. • Providing professional and timely services to our clients. 1.2 Surveyors of the society are the ones who are directly in contact with the clients and the port states. It is the

surveyor who has the first hand information about the true condition of the vessel, and accordingly it is the surveyor who has the primary responsibility for the accuracy of certificates issued to the ship. Hence the actions of the surveyor is taken as indicative of the society

1.3 In view of the above surveyors must act in such a way that the reputation for integrity, professionalism and

competence of our society is reflected and should not act in any way prejudicial to the reputation and interests or credibility of the society. The following is prepared to provide guidance for the surveyors and should not be considered as complete. This code of conduct will be reviewed and revised on a continuous basis.

2 GENERAL 2.1 Surveyors shall act in a strictly trustworthy and unbiased manner and shall disclose any relationships they

have with the client other than that of a surveyor to this society prior to undertaking survey (e.g. surveying vessels owned by a sister organization)

2.2 Surveyors shall not accept any inducement, gift, commission, discount or any other profit from the client or

their agents or shall not collect a fees in excess of what has been authorized by the head office. 2.3 Any of the documents, plans or information received by virtue of being a surveyor to this society shall be

treated as confidential, and shall not be used for any other purpose than those were intended for and shall not be disclosed or revealed to a third party without permission from the Head office. This includes survey reports also.

2.4 Surveyor shall not use any unethical means for obtaining business (e.g. assuring that a certificate will be

issued even if the vessel is substandard or guaranteeing a reduced tonnage or freeboard, etc.) 2.5 Surveyor shall not act in any way that may damage the reputation of other surveyors to this society directly

or indirectly in front of a third party. Surveyors shall, as far as practicable, refrain from passing direct comments on the performance of other societies.

2.6 Surveyor shall act only within the authorities he has and shall refrain from making statements or promises

on aspects outside the scope of his authorities. 3 SURVEY AND CERTIFICATION 3.1 Surveyor shall not insist that a particular organization, such as repairers, equipment manufacturers, service

providers, consultancy organizations, etc., shall be used for rectifying a deficiency identified during survey (e.g. insisting that stability booklet must be prepared by the surveyors own organization.)




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3.2 Surveyor shall not make any comments outside the scope of the certificates issued by the society, which

may have consequences (e.g. commenting on the condition of accommodation cabins when a crew accommodation survey is not carried out.)

3.3 Surveyor is considered as a professional and the comments made by the surveyor should be specific.

Absolute safety or seaworthiness does not exist. Hence statements such as a ‘vessel is safe or unsafe’ or a ‘vessel is seaworthy’ should not be used. Following are examples of appropriate statements: ‘The vessel is considered to remain efficient for the specified duration’, ‘The vessel complies with the requirements’, ‘Vessel is considered to be substandard’, etc.

3.4 No certificates statements or attestation of whatsoever nature shall be issued without an assignment

number as well as survey instruction from the head office. Only those certificates, which have been listed in the survey instruction, shall be issued.

3.5 Interim or Provisional Certificates shall not be extended under any circumstances by the surveyor. New

assignment number and survey instructions will be required for re-issuance of interim certificates. 3.6 No certificates shall be issued or endorsed without physically verifying the actual condition of the ship

reflected by such action (e.g. issuing a Safety radio certificate based on radio technician’s report without personally attending the ship or issuing a statement of fact attesting that a deficiency identified by the port state control has been rectified based on repairers statement)

3.7 Every certificate issued including statement of facts issued on behalf of IRS, to be considered as authentic,

shall have a security hologram affixed to its bottom left. Use of rubber stamps on certificates will be restricted only to endorsement of the certificates during annual, intermediate, docking or periodical surveys as well as on records attached to the certificate.

4 REPORTING 4.1 Surveys shall be reported within the time frame stipulated and shall contain only the information which

has be ascertained by the surveyor as surveyors statement. All other information based on unauthenticated sources such as statements by the Master, log book entries, etc. shall be qualified as such; e.g. “Master of the vessel stated that ……”.

4.2 The surveyor performing the survey using the stamp provided to them shall sign reports. By signing the

report the surveyor assumes responsibility for the authenticity of the report. 4.3 Surveyor is required to notify the head office the serial number of the Holograms used in the form

“Certificate Issuance Report”, Form No. CIR_FRM.Doc, within 48 hours of issuance of the certificate, to head Office. A copy of the form CIR_FRM.Doc is given in Annex 2 to this circular, for your ready reference.

4.4 A monthly report of the jobs done by each surveyor office shall be submitted in the Form No:

MRF_FRM.Doc to the head office within first 5 working days of every month. 5 CONCLUSION 5.1 All actions of the surveyor shall be in compliance with the above code of conduct. In respect of any aspect not covered above the same shall be dealt with in a manner, which is not detrimental to the reputation of the society or its integrity, professionalism and competence. Whenever the surveyor is in doubt head office shall be contacted.




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HULL CHAPTER 2


1.1 Aim: This procedure is intended to provide familiarization on basic concepts on the designed functions of hull, loads acting on it, failure modes and their effects and to describe the survey system adopted by our society for carrying out hull surveys on vessels of varying age and type. 1.2 Functional Requirements : Safety of a vessel is primarily dependent on its hull. Hull of a vessel has the following functions from a safety standpoint. • Providing adequate stability for the vessel • Providing adequate buoyancy for the vessel under intact or damaged conditions • Withstanding the varying internal and external loads during the life of the vessel • Providing protection to the crew in performing their duties, against the wilderness of sea. • Providing optimum steering performance (by rudder which considered as a part of hull) 1.3 Design, Construction & Maintenance: Over the years the marine community has developed an overall system for safety of vessels based on controls applied during design and construction and a maintenance scheme based on a periodical survey system. It should be borne in mind that the scope for each type of survey and the periodicity has been precisely defined over the years to ensure continuous efficiency of the vessels. The scantlings of the structural members stipulated in the class rules are on the assumption that a maintenance system based on periodical survey described herein would be followed. Hence for a vessel to remain efficient strict compliance of the stipulated survey system including the scope for each type of survey should be considered as a prerequisite. 1.4 Hull Loads: Following are the loads the hull is subjected to and should be capable of withstanding. Vessels built and maintained under the survey of a classification society are considered to have the required strength to withstand these loads. • Vessels own weight • Concentrated loads and loads due to uneven distribution of components, cargo gear etc. • Distribution of cargo, stores and ballast weights • Buoyancy forces acting on bottom, side shell, exercised by displacement draft, trim and heel. • Movement of vessel against water / waves. • Engine forces acting on foundation, stays, pipes, etc. • Propeller forces acting on hull structure and aft body • Sloshing loads of ballast, liquid cargoes and bunkers • Wind and waves moving against the vessel • Excitation of cargo securing arrangements, due to vessel movements 1.5 Stresses And Failure Modes 1.5.1 The loads mentioned in para 1.4 generate internal stresses such as tension, compression and shear. When excessive stresses occur the structure fails by way of buckling, yielding, tearing or cracking. The failure mode of the structure may reveal a weakness of the structure by which a structure or component failed to perform its designed function. 1.5.2 Extreme forces for which a vessel is designed for occur rarely. However more frequent loads may leave small failure such as minor cracks or buckling, which if left unattended may be catastrophic due to occurrence of a more severe




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load. The cause of minor failure may be due to reduction in efficiency of the structural component due to corrosion, pitting, grooving, fatigue or existence of structural notches. 1.5.3 The above shows the importance of periodical surveys whereby any minor failures or reduction in the efficiency of any structural components may be identified and rectified before they may lead to catastrophic failures. 1.6 Global Strength 1.6.1 Global strength, refers to the overall ability of the hull girder to withstand the sagging, hogging, torsion and horizontal bending stresses and associated shear stresses, generated due to the differential distribution of cargo and ballast and other internal weights including the light ship weight distribution and the buoyancy of the vessel. This is also referred to as the longitudinal strength. Most important of the above are vessels ability to withstand sagging and hogging bending moments and vertical shear forces. Torsion stresses are of importance in vessels with large deck opening (e.g. container vessels). A vessel less than 100 m long is in general considered to possess adequate global strength by way of achieving the local strength and hence is normally not dealt with separately. 1.6.2 For vessels more than 100 m. long the longitudinal strength is the most vital aspect related to the structural strength and lack of which has caused many casualties leading to loss of ship and lives. The loading of the vessel is of primary importance to control the longitudinal bending and shearing stresses. Accordingly it is mandatory that all vessels >100 m long are provided with an approved loading manual and bulk carriers >150 m are to be provided with approved loading manual and approved loading instrument to provide guidance to the master while loading his ship. 1.6.3 Presence of structural notches or stress concentrations may lead to failure of the structure at loads well below normal failure loads. Following are examples of probable failures due to various stresses associated with global strength. • Buckling or yielding of deck or bottom plating associated with compressive or tensile stresses due to hogging or

sagging. • Buckling of side shell plating due to shear stresses generally near transverse watertight bulkheads between cargo

holds. • Warping of hatch openings associated with torsion stresses. 1.7 Local Strength 1.7.1 Local strength refers to the ability of the individual structural member to perform its designed function (e.g. ability of a transverse bulkhead of a ballast tank to withstand the hydrostatic pressure/ sloshing loads, ability of side shell plating with stiffeners to withstand the loads exerted by buoyancy/waves, etc.) 1.7.2 Failures or weakening of local structural members may have catastrophic effects by loosing the water tight integrity of the vessel, or leading to a major failure due to subsequent severe loading or loosing the ability of the vessel to sustain a damage i.e. loosing the water tight integrity of the compartments. 1.8 Fatigue: Fatigue strength of a structure is its ability to withstand cyclic loading over a long duration. It is an established fact that the strength of a structure deteriorates over a period of time under the action of cyclic loads (reversing stresses) and is also known as aging. Fatigue life is the duration or more precisely the number of cycles the structure maintains its integrity under the cyclic loading. Presence of geometric notches such as sharp corners or sudden change of sections or metallurgic notches such as welds or hard spots on the structure drastically reduce the fatigue life of a structure. 1.9 Corrosion 1.9.1 Corrosion is the major cause for weakening of structures and reducing the watertight integrity of the hull and its compartments. General corrosion and pitting corrosion do not need any further explanations.




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1.9.2 Grooving of welds is a common form of corrosion caused due to the difference in the weld metal chemistry and parent metal chemistry and the existence of shrinkage stresses in the heat affected zone of the parent metal. 1.9.3 Accelerated corrosion takes place on structural members under tensile stresses and under cyclic (reversing) stresses which are know as stress corrosion and corrosion fatigue respectively. 1.9.4 Prevention of corrosion can be achieved by efficient coating and cathodic protection. A surveyor primarily should examine the coating condition of any structure to assess whether a possibility of corrosion exists. 1.10 Brittle Fracture And Notch Toughness 1.10.1 Ability of steel to withstand impacts by plastically deforming reduces drastically at low temperatures and the steel behaves as a brittle material. This may happen at higher temperatures also in presence of structural notches. The grading of steel as A, B, D, E under the normal strength and AH, DH, EH under the higher strength steels are based on their impact strength (notch toughness), A/AH having the lowest impact strength and E/EH having the highest impact strength. It shall be borne in mind that under no circumstances should a plate of higher impact grade be replaced with a lower grade plate (even if it is of a higher thickness, since impact strength does not increase with thickness and may actually decrease with increasing thickness). 1.10.2 Avoidance of geometrical and metallurgic notches and the usage of right grade of material is the key to avoid brittle fracture. 1.11 Stress Concentration: Any change in section of a structural member is associated with stress concentration, where the stresses sharply increase. Hence the actual load at which the failure occurs will not be proportional to the actual section in way of change in sections. 1.12 Damage And Failure: A failure takes place due to the inability of a structure to withstand the load the structure is expected to withstand whereas a damage is a deformation of the structure due to accidents such as collision, grounding etc. Hence where as damage only requires repairs to bring the structure to the same level of efficiency, in case of failures further evaluation of the structure to ascertain the reason for the failure, such as weakening by wastage or inadequate design, and eliminating the same is necessary. 1.13 Structural Fire Protection: SOLAS specifies the class of fire protection required between various categories of spaces for preventing the fire in one space from spreading to other spaces. Fire control plans are required to show the class of fire protection each partition has. The doors on the fire partitions (fire doors) are expected to provide the same level of fire integrity as the fire partition. Surveyor shall ensure that the integrity of the fire partitions and fire doors remains efficient and no unauthorized modifications have been done. 1.14 Survey Approach: While carrying out hull surveys surveyor has to use his judgment as to how the deficiencies identified affect efficiency of the component in achieving its designed functions. The following flow chart gives a general guidance for the surveyor in performing the survey.




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SECTION 2 Periodicity Of Surveys

S. No. Survey Periodicity 1 Annual Every year within +/-3months from the anniversary date, which is the

expiry date of the certificate without year. 2 Intermediate Along with the second or third annual survey

3 Docking Twice in any five-year period and the period between subsequent surveys not exceeding 3years. One of the docking surveys shall coincide with the special survey.

4 Special Once in five years. Surveys may commence at the fourth annual survey. SECTION 3 Initial Surveys (First Survey by International Register of Shipping)

3.1 Previous certificates issued by a major class society 3.1.1 A copy of the existing Classification Certificate should be forwarded to Head Office. Normally Head Office would advise the surveyor to maintain the existing survey cycle. Any due or overdue survey to be carried out as per the existing cycle and any outstanding survey recommendations imposed by the previous society to be dealt with. If no survey is due, a general examination, equivalent to an annual survey, should be carried out. It is to be ensured that no significant change in structure or arrangement has been made. In case of such changes being observed the Head Office should be informed immediately with a drawing or a sketch with all details showing the modification. It is be verified that the loading information and other necessary documents are available onboard, in a language understood by the ships officers and approved by the previous society. The previous approval of the loading manual may be accepted and the manual should be endorsed as appropriate – “This Manual has been accepted by International Register of Shipping on the basis of previous approval by (name of society)”. If loading manual is not available on board, or the manual on board is not approved, the Owners should be advised to submit the manual for approval at the earliest. The certificate validity is to be restricted to maximum three months. Any service restriction imposed on the earlier certificate or by the previous society should be reflected in the new certificate without any change. It should be ensured that the vessel complies with applicable rule requirements and that necessary plans/drawings are available on board. A copy of the main drawings should be submitted to Head Office along with survey reports (list of drawings required given in Rules) 3.1.2 The date of previous inspection of the ships bottom is to be ascertained. A dry-dock survey is to be carried out if 30 months have elapsed since the last inspection of the ships bottom or if two inspections of the ships bottom has not been carried out in the preceding 60 months. Dates of previous dry-dockings indicated on previous Classification certificates or quarterly listings may be accepted. Head Office should be contacted for advise in other cases. 3.2 Previous Certificates not issued by major classification society

3.2.1 A copy of any previous Certificate should be forwarded to Head Office. A complete renewal (special survey) survey should be carried out with examination of tanks/spaces, ultrasonic thickness measurements etc considering the vessel’s age to ensure that the vessel complies with the applicable regulations. The necessary loading manual should be submitted to Head Office for approval along with a copy of any previous approval. On completion of survey a CONDITIONAL Interim Certificate may be issued valid for three months with the approval of loading manual remaining as an outstanding item. Any known service restriction should be reflected in the new certificate. It should be ensured that the vessel complies with applicable rule requirements and that necessary plans/drawings are available on board. A copy of the main drawings should be submitted to Head Office along with survey reports (list of drawings required given in Rules)




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3.2.2 The date of previous inspection of the ships bottom is to be ascertained and Head Office advised. Depending upon when and where the dry-docking was carried out and under whose survey, Head Office will advise whether the earlier surveys can be accepted. When the earlier surveys are acceptable, a dry-dock survey is to be carried out if 30 months have elapsed since the last inspection of the ships bottom or if two inspections of the ships bottom has not been carried out in the preceding 60 months. When previous dry-dock survey records are not available or when previous surveys are not accepted by Head Office, a dry docking survey should be carried out as part of the initial/renewal survey. Owners proposals /request for postponement of dry-docking surveys should be forwarded to Head Office. A certificate should not be issued in such cases until instructed by Head Office.

SECTION 4 Annual Surveys

4.1 General 4.1.1 The survey should be held in conjunction with the Statutory SAFCON Annual Survey and Loadline Annual survey, wherever practicable. The relevant survey checklist (AS/IS-CL) is to be used when carrying out the survey and a copy suitably filled up as applicable must be submitted to Head Office along with survey reports. 4.1.2 At annual surveys, the Surveyor is to examine the ship “so far as is necessary and practicable”, in order to satisfy himself as to its general condition. The intention is that Surveyors should be satisfied, in general, with the efficiency of the ship. If cargo spaces are cleared, the surveyors should make some internal inspections in order to satisfy themselves regarding their general condition. If any parts of the structure are found materially reduced or otherwise defective, special attention should be paid to corresponding structure in other spaces and any defects are be suitably repaired. 4.1.3 On completion of the survey, the classification certificate must be endorsed for the relevant annual survey. In the case of an incomplete survey, the outstanding items are to be noted on a separate Outstanding Recommendations form (OSR-FRM) and issued to the vessel. Items should not be reported as outstanding when they have been examined and found to require remedial action. In such cases a CONDITION OF CLASS should be imposed and entered on the back of the Class Certificate. In either case the Class certificate should not be endorsed. 4.1.4 For ships carrying more than twelve passengers the annual surveys are to be carried out at least on the due date recorded. Permission to go beyond the time limit is to be sought directly from IRS Head Office. 4.2 Scope of Survey 4.2.1 Weather decks, Super structure decks and deck houses – Visual examination for wastage or holes, for grooving of weld seams and butts, for distortion or buckling (Particularly mid ship region), for indentations (due to cargo operations etc.) and for cracks. Where doubt exists visual inspection may be supplemented by thickness gauging and/or non-destructive crack detection etc. 4.2.2 Anchoring and Mooring – Visual examination of lowering, and hoisting of anchors and efficiency of windlass or capstan brakes while anchor is freely falling. The wear down of anchor windlass chain lifter should be checked to ensure that the anchor chain does not jump clear when chain is let go. Examine visible parts of anchors and chains. Verify condition of mooring lines and arrangements. 4.2.3 Structural fire protection – Visual inspection of internal insulation and fire partitions for various types of spaces and verify the condition of vent / air ducts, fire flaps and covers. 4.2.4 Fire Doors – Verify local and remote operation and fire integrity.




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4.2.5 Watertight bulk heads and internal structure – Visually examine condition as far as practicable depending upon accessibility especially within engine rooms, pump rooms, fore castle spaces etc. Thickness gauging and/or NDT may be required depending on the condition. 4.2.6 Watertight doors and remote controls – Verify local and remote operation of watertight doors, indicators in bridge, etc. Hose/chalk testing should be carried out if any doubt exists about water tightness. 4.2.7 Enhanced survey program (ESP) requirements for Oil Tankers, Chemical Tankers and Bulk carriers – Additional survey requirements are applicable for the hull structure within the length of the cargo tanks or cargo holds. See Classification Rules. 4.2.8 Ballast tanks identified as uncoated or having soft or poor coating during previous intermediate or special survey until the coating condition is made good - Entire tank shall be examined to ascertain that the structure remains in a good or fair condition and the watertight integrity is maintained. May be subjected to close up survey, thickness gauging and hydro testing as found necessary by the surveyor. 4.2.9 Structural aspects of cargo system – Examine for wastage, buckling, cracks of lashing material, pad eyes of fittings, guides, shoes, cell guides, etc. as described in the cargo securing manual. Examine cargo piping. Gauging, proof load testing etc. may be carried out as deemed necessary by the surveyor.

SECTION 5 Intermediate Surveys

5.1 General: In general the survey should be held in conjunction with the second or third annual survey. The relevant survey checklist (AS/IS-CL) is to be used when carrying out the survey and a copy suitably filled up as applicable must be submitted to Head Office along with survey reports. 5.2 Scope of Survey 5.2.1 Annual survey - A complete annual survey shall be held as part of intermediate survey. The extent of examination shall be more elaborate than annual surveys. 5.2.2 Salt water ballast tanks - For vessels of age 5 - 10 years at least three representative spaces selected by the surveyor and for vessels of age>10 years all salt water ballast tanks shall be internally examined to ascertain the coating condition of the entire tank. Where the coating condition is not good entire tank shall be thoroughly examined and subjected to close up survey, thickness gauging and hydro-testing as found necessary by the surveyor. Where the coating condition is poor or if the tanks are uncoated or soft coated, a remark should be made in the survey report to indicate that such tanks should be internally examined at subsequent annual surveys 5.2.3 Enhanced survey program (ESP) requirements for Oil Tankers, Chemical Tankers and Bulk carriers – Additional survey requirements are applicable for the hull structure within the length of the cargo tanks or cargo holds. See Classification Rules.

SECTION 6 Docking Surveys

6.1 General 6.1.1 All requests for postponement of docking surveys or to carry out an in-water survey in lieu of dry-docking must be forwarded to Head Office.




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6.1.2 At docking surveys for container ships, the hatch covers must be hose tested. 6.1.3 One of the two docking surveys required in each five-year period should coincide with the special survey. During this survey the surveyor must inspect the chain lockers and examine the anchor and chains. The thickness measurement of bottom/side shell plating should also be carried out as required. 6.1.4 The due date for tail shaft surveys must be ascertained before proceeding with the docking survey. It is especially important that when this item is due or overdue, the examination should be held. However, if it is seen that the Tail shaft survey becomes due before the date of the next anticipated dry-docking, the advisability of carrying out the survey at the current dry-docking should be discussed with the owner. 6.1.5 When the ship is in dry-dock the holds, cargo tanks and ballast tanks are normally cleared and Surveyors should take the opportunity to examine these spaces. 6.1.6 The relevant survey checklist (BS/TS-CL) is to be used when carrying out the survey and a copy suitably filled up as applicable must be submitted to Head Office along with survey reports. 6.2 Scope of Survey 6.2.1 Side and bottom shell, stem and stern frames – Examine for indentations, fractures and deformations, grooving of welds particularly in the fore body and any other area where turbulence is likely, external corrosion or wastage particularly in way of wind/water area and pitting. Close up surveys and thickness gauging may be required by the surveyor. Particular attention must be given to the bottom region forward for evidence of set-up of the bottom shell due to pounding or slamming. In locations where set up of the bottom shell is found, internal areas may need to be examined for evidence of buckling of the bottom stiffening, buckling of web plating adjacent to shell or primary supporting members (floors, transverses, girders, bulkheads), and fractures to the connection between bottom stiffening and primary supporting members. Ships on coastal service are particularly liable to bottom shell damage and excessive wear from chafing while lying aground. Special attention should be paid to the shell plating directly below shipside discharges, as heavy corrosion to the external surface of the plating is likely to occur. 6.2.2 Bilge keels – The structure and attachments of bilge keels are to be specially examined for cracks at ends, scallops and butts, grooving of welds and deformations. Die penetrant or other crack detection may be required by the surveyor. 6.2.3 Rudder and bearings – When vessel is in dry-dock, the steering gear/rudder must be operated over the entire range (hard port to hard starboard at full speed) and the surveyor (standing near the rudder) must look for smooth movement (without jerks, vibration etc). Depending on the movement of the rudder, the surveyor may request for lifting the rudder to examine the pintles, bearings, rudderstock etc. Rudders pintle clearances are to be taken at each dry-docking. When evidence of excessive slackness is found, the upper bearings/carrier should be examined for possible damage. In general rudder bearings should be renewed when the maximum clearance exceeds 5 mm or the limit recommended by the bearing manufacturer. When bearings are renewed, the details must be included in the survey report. Rudders must be inspected for wastage, pitting or grooving, deformations, etc. Rudder shall be hydro-tested, if required by the surveyor. 6.2.4 Sea chests – Visually examine inside coatings, plating, welds, pipes, gratings and fastening, particularly for wastage/erosion. 6.2.5 Anchors - Shall be lowered and visually examined. Free movement of the flukes must be verified. While swivels are not mandatory, they should be in good condition, if fitted. Where anchors are renewed/replaced, copy of certificate must be included along with survey reports. If anchor of different weight or design is fitted, it should be ascertained by test that the housing of the anchor in the hawse pipe is satisfactory.




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6.2.6 Chains - Shall be ranged/calibrated at docking surveys coinciding with special surveys. Maximum allowable reduction is 12% by diameter for any link (not average for any length of chain). The majority of the loss of anchor and chain equipment is due to breaking of cable links. Hence the surveyor should carry out a thorough examination of the chain cable by looking for slack studs, defective links or shackles, attention being paid to the fit of shackle pins. The surveyor should prohibit the excessive use of heat for opening up shackles for chains made of special quality steel as excessive heat has a detrimental effect on the properties of the steel which can cause loss of strength or severe cracking. When chain cables are renewed or replaced, copy of the certificate must be included along with the survey reports. When chain cables of a different size are supplied, it should be ascertained that the new cable works satisfactorily over the windlass cable lifters and the cable stopper is also to operate efficiently. When cable joining shackles of the DEE type are used, they should be arranged with the bow end pointing outboard to minimize damage to and to ease the flow of should the cable whip when the anchor is let go. At every docking survey the owner should be encouraged to “walk the cable” by disconnecting the anchor length and refitting at the locker end in order to promote the uniform wear down of the cable. 6.2.7 Thrusters and tunnels – Examine the condition of weld joints and for cavitations / corrosion / leakage of thruster, tunnels, shaft & seals 6.2.8 Sea connections - Valves shall be internally examined, and pipe connections shall be examined for external wastage of welds and inside pipe connections 6.3 In-water Surveys 6.3.1 In-water surveys are normally carried out in lieu of a dry-docking on ships where the underwater portion of the hull has been protected by a high resistance coating or fitted with alternative corrosion prevention systems such as external cathodic protection. 6.3.2 At each in-water survey, the rudder pintle/upper stock bearing and tail shaft clearances must be measured unless the design precludes this. 6.3.3 In-water surveys must be carried out in clear and sheltered waters with good underwater visibility taking account the size of the ship and the diving depth involved. There should be little or no currents. 6.3.4 In-water surveys and all underwater examinations must be carried out only by diving companies approved by the society and under the supervision of the attending surveyor. The diving company must submit a professional report for the examination carried out and a copy must be submitted to HO along with any video, underwater photographs etc. 6.3.5 In-water surveys cannot be accepted in-lieu of a dry-docking if the vessel has grounded or grounding is suspected during the period since the last dry-docking survey.

SECTION 7 Special Survey

7.1 General 7.1.1 The survey should be held in conjunction with the Statutory SAFCON Renewal Survey and Loadline Renewal survey, wherever practicable. The relevant survey checklist (SS-CL) is to be used when carrying out the survey and a copy suitably filled up as applicable must be submitted to Head Office along with survey reports. 7.1.2 On completion of the survey, an INTERIM classification certificate must be issued, valid for five months. In general there should be no outstanding recommendations or conditions of class when the special survey is completed. In




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the case of an incomplete survey, the outstanding items are to be noted on a separate OSR-FRM form (Outstanding recommendations) and issued to the vessel. Items should not be reported as outstanding when they have been examined and found to require remedial action. In such cases a CONDITION OF CLASS should be imposed and the INTERIM certificate validity must be restricted to allow the vessel to sail to a suitable port for completion of the necessary repairs/surveys, not exceeding two months. 7.2 Scope of Survey 7.2.1 A complete annual survey shall be part of special survey. The extent of examination shall be comprehensive and more elaborate than annual/Intermediate surveys. 7.2.2 A complete docking survey shall be part of special survey. The extent of examination shall be comprehensive. 7.2.3 Thickness measurements 7.2.3.1 The minimum requirements for thickness measurements are given in Table 1. Only firms approved by the society shall be used to carry out and report thickness measurements. Thickness measurements may be carried out over a period of time commencing with the fourth annual survey. 7.2.3.2 Thickness measurement is normally by means of ultrasonic equipment. Surveyors must coordinate the survey with the thickness measurement companies to ensure that full rule requirements are satisfactorily dealt with. Surveyors are required to cross check/verify the results of measurements during their surveys and should be substantially in attendance when measurements are being taken in suspect areas. Thickness measurement reports must be submitted in the relevant forms (TD-1 to 6) and must be signed and stamped by the operator and the attending surveyor. 7.2.3.3 Thickness measurements should indicate the general condition of the plates and not the thickness in way of isolated pits or localized corrosion, which should be dealt with as necessary by the Surveyors. In general thickness measurements on a plate/stiffening member should include minimum two locations. When Surveyors require additional thickness measurements in any portion of the structure where signs of wastage are evident or wastage is normally found, it is essential that measurements are sufficient to assess the general condition of the structure and the extent of the wastage. 7.2.3.4 Where regulations require measurements to be taken for internals structure of spaces such as cargo holds and water ballast tanks; the Surveyor depending on the condition of the coating and the structure must decide the extent of measurement. As a minimum, representative readings must be taken for each space. 7.2.3.5 In selecting the position of transverse sections for measurement, a careful overall assessment must be made utilizing available plans such as shell expansion and deck plans in order to avoid local reinforcements, doublers or any other obstructions both on deck and shell. Transverse sections are to be chosen where the largest reductions in thickness are suspected to occur or are revealed from deck plating measurement. Transverse sections should be well clear of the ends of superstructure where local increases have usually been made to the sheer strake and stringer plate and strengthening in way of cargo hatch corners which may not always be apparent when welded insert plates have been used. 7.2.3.6 When individual plates or stiffeners show excessive deterioration, additional measurements of adjacent structure must be made to ascertain the full extent of deterioration/wastage. Similarly when topside and bottom area diminutions exceed 75% of the allowable limits, additional sections must be measured on each side to ascertain the full extent of deterioration/wastage.




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7.2.3.7 Repairs will be required when the percentage diminutions given in Table 3 are exceeded. Repair should be carried out by cropping and renewing the required area of plating or stiffening. When owner proposes alternate methods of repair such as reinforcement or doubler plates etc, Head Office permission must be obtained before proceeding further. 7.2.4 Cargo Holds – The structure must be examined for corrosion or wastage, detachment of stiffeners from shell, cracked or grooved butt welds and buckled or bent frames and longitudinals, cracks particularly in way of end attachments of shell frames and longitudinals and tank tops for grooving of welds and indentations. The structure at the fore and aft ends of cargo hold region must be specially examined for cracks/fractures where discontinuities may be present (change of transverse to longitudinal framing at forward cargo hold/fore peak tank, discontinuity of engine room platforms/decks at engine room forward bulkhead, discontinuity of top side tank bottom/sloping plating at end bulkheads etc.). In dry bulk cargo ships, particular attention must be paid to the lower end of the side shell frames and their attachment to the side shell and hopper plating especially for possible vertical grooving adjacent to the fillet welds and for fractures at the toes of end brackets. Similarly watertight bulkheads in cargo holds must be specially examined for corrosion, buckling, damage and grooved attachment fillet welds. Thickness gauging or non-destructive crack detection techniques may be utilized as deemed necessary by the surveyor. 7.2.5 Tanks - To be internally examined based on the age of the vessel as per table 2. Internal examination may be carried out either afloat or in dry dock. All tank boundaries shall be tested under a hydrostatic head and no deformation of the bulkheads or leaks shall be observed. Testing requirements for cargo tanks shall be as per the ESP requirements. For salt water ballast tanks see 7.2.9 7.2.6 Deck Plating – The following areas must be specially examined: (a) Hatch opening corners, especially where chafing bars and hatch coaming corner shedder plates are fitted, should

be examined for evidence of fractures (b) Hatch coaming end brackets and cut outs and discontinuities in way of the hatch coaming stays should be

examined for fractures and corrosion (c) Plating inside the line of openings should be examined for evidence of buckling, corrosion and pitting. The

condition of the under-deck structure should also be examined. (d) Attachments to the deck plating and sheer strake. (e) Small openings in the deck 7.2.7 Shell plating – Very localized vertical grooving may be found on the side shell plating adjacent to the after fillet of the forepeak bulkhead. In older ships, the shell plating directly below side scuttles should receive special attention as condensation or leakage through the side scuttles can cause heavy local corrosion (on the inner surface of the plating – may not be visible from outside). Heavy corrosion is also apt to occur in plating directly below ship’s side discharges. Pitting corrosion of bottom shell plating can occur in cargo oil and slop tanks in tankers and in tanks containing oily mixtures in all ships especially in way of suction strums. In some cases this has led to eventual penetration of the hull with subsequent oil spillage and third party claims for pollution. Hence a comprehensive examination of the bottom of such tanks must be carried out as part of special survey and if parts of the bottom shell plating is found materially reduced, special attention should be paid to corresponding portions in all other tanks. 7.2.8 Machinery spaces – Structure under boiler fronts, steam pumps and watertight doors in machinery spaces and in any locality where leakages from pipes and machinery and where condensation occurs should be specially examined. Such spaces are sometimes difficult of access. 7.2.9 Salt water ballast tanks – Corrosion is a major cause of defects in water ballast spaces and this is often exacerbated in those tanks where protective coatings are broken down, or corrosion protective systems are inoperative, or where spaces are adjacent to the engine room or oil fuel tanks or otherwise subjected to large changes in temperature. Varying corrosion levels can be present in the same tank so that the condition of the structure in one area may not necessarily reflect corrosion rates in other areas of the tank. Particular attention should be paid to the structure in way of erection butt welds where protective coatings may have broken down. Significant failures due to increased corrosion rate have




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occurred in the permanent ballast tanks of tankers, ore carriers and ore/oil carriers where a crosstie arrangement having a continuous faceplate is fitted. Such areas must be subjected to special examination and the web plating must be measured if considered necessary. Where the coating condition is poor or if the tanks are uncoated or soft coated such tanks shall be inspected at subsequent annual surveys. 7.2.10 Sounding pipes – During the examination of tanks or bilges the Surveyors should see that a doubling plate or equivalent is fitted under all sounding pipes. 7.2.11 Masts and rigging, derrick posts and cranes – A careful examination of theses items is to be carried out. The connections of derrick posts to deck and/or house structure should be carefully examined for evidence of potential failure. The deck connection of cranes, gantries etc together with the deck reinforcement and structure of crane pedestals in way should also be examined similarly. 7.2.12 Enhanced survey program (ESP) requirements for Oil Tankers, Chemical Tankers and Bulk carriers - Additional survey requirements are applicable for the hull structure within the length of the cargo tanks or cargo holds. See Classification Rules.

SECTION 8 Repairs

8.1 All repairs to the vessel are to be carried out to the satisfaction of the Surveyors. Therefore the Surveyors should be satisfied that the ship repairers possess the necessary capabilities to achieve the required standard of workmanship. 8.2 When significant structural repairs are to be effected in afloat condition, the Surveyors should advise the owners that consideration must be given to maintaining the longitudinal and transverse strength of the vessel during repairs. 8.3 When renewals are required, Surveyors should ensure that the grade of steel to be used in repair is in accordance with or equivalent to the grades listed on the approved plans. Correlation of the steel certificate issued by a class society or the mill certificate (only if the material is from a reputed steel manufacturer) with the material to the satisfaction of the surveyor is an accepted means of verification. The properties shown in the certificate shall be corresponding to the material as per the plans. Generally the plans show the steel grade only if it is not grade ‘A’. Where an acceptable certificate is not available, testing of the material to verify the physical and chemical properties is required. ASTM specifications A131 is for shipbuilding quality steels and the grade designations used are similar to those in use in the shipbuilding and repair industry. 8.4 The surveyor shall approve welding procedures and welders used for hull repairs. The surveyor may accept approval by another reputed classification society. Alternatively fresh approval is required. 8.5 Welding electrodes used shall be approved by a reputed classification society and of a grade equivalent to the grade of the materials being joined. While joining higher thickness or brittle materials preheating of the job may be required and low hydrogen electrodes are recommended. Electrodes shall be stored in accordance with the manufacturer's recommendations. 8.6 All repairs shall be examined during the process and on completion. Emphasis shall be given in avoiding structural notches. IACS publication ‘Shipbuilding and repair quality standard’ may be referred for guidance when examining repairs. 8.7 Visual inspection may be supplemented by non -destructive examination, leak testing or load testing, as deemed necessary by the Surveyor, depending on the location and the function of the component repaired.




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8.8 Fractures – When a fracture is found, one or more of the non-destructive detection means may be used, if deemed necessary by the surveyors. Where a fracture has been found in main hull structure on one side of a ship and the reason is other than contact damage, an examination of the corresponding structure on the opposite side of the ship should be made to ensure that a similar failure has not taken place. This is especially important where corrosion is associated with the failure and may have been a contributory factor. In particular where fractures have occurred previously, careful consideration of the design detail is necessary. Minor fractures can be veed out and welded, while only cropping and removing the required part of plating or stiffener should repair major fractures. Whenever a temporary repair is proposed for a crack/fracture, the ends of the crack should be identified (using a non-destructive testing method, if necessary) and stop holes drilled (to prevent the crack from propagating) as part of the temporary repair. 8.9 Temporary repairs should only be accepted when facilities do not exist for permanent repairs or if the Owner has other good reasons for postponing permanent repairs. The Surveyors should be satisfied that, in nature and extent, the temporary repairs maintain the local, longitudinal and transverse strength and watertight integrity of the ship. In all cases of structural damage, when immediate permanent repairs are not carried out, consideration must be given to the possible need for temporary reinforcement of the damaged area in order to maintain the structural integrity. 8.10 Doubling plates should not be accepted as permanent repairs in way of substantially corroded areas, holed shell or tank plating or in way of fractured shell, deck or bulkhead plating. Any proposals for repairs using permanent doubling plates must be submitted to Head Office for approval. When permanent doubling plates are accepted by Head Office, the faying surfaces are to be suitably prepared and primed, prior to fitting the doubler and the doubler plate is to be attached to the original structure with peripheral welds and slot welds. 8.11 Repairs at Sea – In general, repairs at sea are to be kept to a minimum and apart from routine maintenance, should be discouraged. The proposed schedule of work should not impair the watertight integrity of the hull or adversely affect the longitudinal or transverse strength. The Surveyor must be satisfied that, from the technical point of view, their recommendations can be properly effected while the ship is at sea. Repairs are to be of a similar standard to that which would be achieved at a ship repair yard.

SECTION 9 Reporting

9.1 The relevant survey checklist should be used when carrying out surveys and a copy submitted to Head Office along with survey reports. The checklists to be used are AS/IS-CL for annual/intermediate surveys, BS/TS-CL for dry-docking/in-water surveys and SS-CL for special surveys. Items credited for hull special/continuous surveys must be submitted in H-LIST. For ships subject to Enhanced Survey Procedures, the relevant ESP forms (ESP 1/2/3/4) should be completed and a copy submitted. For special types of ships, where additional requirements apply, such as Tankers, Bulk Carriers, Chemical tankers, Gas carriers etc, the checklist Addl-CL should be completed as applicable and submitted. 9.2 At first surveys by IS, in addition to the relevant survey checklists as applicable, the Class entry report (CL-1) and Master list of Hull Surveyable Items (ML-H) should be completed and copy submitted. Copies of the previous society’s certificates and survey status report (quarterly listing etc) covering any outstanding deficiencies, recommendations etc should also be forwarded along with previous dry-docking / tail shaft survey reports, thickness measurement reports, ESP reports, anchor chain gauging reports etc. 9.3 Interim Certificate CERT-CL-I should be issued, valid for five months on satisfactory completion of Special Surveys or First Survey by International Register of Shipping. When survey is incomplete or deficiencies are noted, the Interim Certificate should be marked CONDITIONAL and the outstanding survey items/deficiencies must be noted on the reverse of the Interim Certificate. The certificate validity must be restricted to maximum two months except where only approval of loading manual is outstanding, in which case the validity should be restricted to three months)




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9.4 On completion of other surveys (annual, intermediate and inspection of the ships bottom), the existing full term certificate on board is to be endorsed in the relevant column indicating the date, place and surveyors name and endorsed using the IS seal. A copy of the endorsed certificate must be submitted to Head Office. At annual / intermediate / docking surveys, if surveys cannot be completed or deficiencies are noted, the outstanding items/deficiencies must be entered on the Outstanding recommendations form (OSR-FRM). Deficiencies, except those of minor nature, must be made CONDITIONS OF CLASS and should also be endorsed on the back of the Full Term Classification Certificate. 9.5 When previous recommendations and Conditions of Class are examined and completed satisfactorily, the items must be deleted on the forms OSR-FRM and the Classification Certificate (reverse side – Conditions of Class) 9.6 A narrative survey report should be submitted whenever a survey is incomplete (indicating the reason why the survey could not be completed), deficiencies are noted (details of deficiency noted and the owners proposal to deal with the deficiency), repairs are carried out (details of the temporary/permanent repairs carried out) and when existing outstanding recommendations / Conditions of Class are deleted or postponed. 9.7 All necessary supporting documentation should be submitted to head Office along with survey reports such as thickness measurement reports (signed by the operator and countersigned by the IS surveyor), shipyard reports for anchor chain calibration/gauging, tail shaft/rudder reports indicating various dimensions and clearances, Megger test reports, crankshaft deflection reports etc.




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TABLE 1: MINIMUM REQUIREMENTS FOR THICKNESS MEASUREMENTS AT SPECIAL SURVEYS

Age 0 - 5 years Age 5 – 10 years Age 10 - 15 years Age > 15 years

1) Suspect areas throughout the vessel.




2) One transverse section of deck plating abreast a cargo space within the amidships 0.5L

2) Two transverse sections within the amidships 0.5L abreast of two different cargo spaces.

2) A minimum of three transverse sections in way of cargo spaces within the amidships 0.5L.

3) Internals in forepeak tank.

3) Internals in forepeak and aft peak tanks.

4) All cargo holds hatch covers and coamings (plating and stiffeners).

4) All cargo hold hatch covers and coamings (Plating and stiffeners).

5) Exposed deck plating within amidships 0.5 L may be required.

5) All exposed main deck plating full length.

6) Representative exposed superstructure deck plating (poop, bridge, and forecastle deck).

7) Lowest strake and strakes in way of tween decks of all transverse bulkheads in cargo spaces together with internals in way.

8) All wind- and water Strakes, port and starboard, full length.




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9) All keel plates full

length. Also, additional bottom plates in way of cofferdams, machinery space, and aft end of tanks.

Notes: 1. Thickness measurement locations should be selected to provide the best representative sampling of areas likely to be

most exposed to corrosion, considering cargo and ballast history and arrangement and condition of protective coatings.

2. Thickness measurements of internals may be modified at the discretion of the Surveyor if the protective coating is in GOOD condition.

2. For vessels less than 100 meters in length, the number of transverse sections required for age 10 - 15 years may be reduced to one (1) and thickness measurements for deck plating may be waived and the number of transverse sections required at Subsequent Special Surveys may be reduced to two (2).

3. For transverse sections all longitudinal structural members (plating and stiffeners) must be included.




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TABLE 2 MINIMUM REQUIREMENTS FOR INTERNAL EXAMINATION OF TANKS AT SPECIAL SURVEYS

Tank Category Age 0 - 5 years Age 5 - 15

years Age 15 -25

years Age >25 years

Peak tanks All All All All Ballast tanks Note 3 All All All Fresh water None Note 2 Note 3 All Fuel Oil None (1) Note 2 Note 3 All Lube oil None None Note 2 All Notes. 1. Subject to satisfaction of the surveyor based on external examination and test and if used exclusively for fuel oil 2. At least one tank of each category shall be examined. Examination may be extended to other tanks also based on the

condition of the tank examined. 3. At least one tank of each type shall be examined. Examination may be extended to remaining tanks also based on the

condition of the tanks examined.

TABLE 3 MAXIMUM PERMISSIBLE THICKNESS DIMINUTION

Item Bulk carriers, Oil

and Chemical Tankers >100 m

Other Ship types > 100 m

All vessels < 100 m

Hull envelope, longitudinal bulkheads, individual plates

20% 30% 30%

Transverse W.T. and O.T. Bulkheads

25% 30% 30%

Miscellaneous structures - Plating 25% 30% 30%

Stiffening members excluding cargo hold frames.

25% 25% 25%

Cargo hold frames 20% 25% 25% Top side Area within midship 0.5L(Note 1)

12% 12% N/A

Bottom side Area within midship 0.5L (Note 2)

15% 15% N/A




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Notes: Topside area shall be the total cross sectional area of deck plating outside line of openings, stringer strake, sheer strake and

associated longitudinals. Bottom side area shall be the total cross sectional area of the keel, bottom, bilge plating and associated longitudinals. Where the diminution of the topside or bottom side area is in excess of the criterion given in the table residual section

modulus calculations shall be carried out which shall not be less than 88% of original midship section modulus.




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MAIN AND AUXILIARY MACHINERY CHAPTER 3


1.1 The following procedures are intended for general guidance only and should not be interpreted as indicating the full and exact extent of any survey. 1.2 The requirements are framed to cover only those items used for propulsion of the ship and other essential services. Except for some non-essential pressure vessels, these requirements therefore exclude equipment such as cargo handling gear, pumps used solely for sanitary or other domestic purposes, refrigerating machinery (if not classed) etc. 1.3 Surveyors must ensure that the person responsible for opening up machinery items are made aware as early as possible of the extent of opening up required. The precise amount of opening for each item depends to some extent on details of construction, reported faults or obvious signs of defects. Surveyors must therefore use their experience, judgment and any knowledge of the past history of the installation or similar installations when deciding how extensive the opening up should be.



expiry date of the certificate without year. 2 Intermediate Along with the second or third annual survey

3 Docking Twice in any five-year period and the period between subsequent surveys not exceeding 3years. One of the docking surveys shall coincide with the special survey.

4 Special Once in five years. 5 Continuous May be carried out in lieu of special survey. To be carried out over a

period of 5 years

SECTION 3 Annual Survey 3.1 General 3.1.1 The purpose of the annual survey is to ensure that the entire machinery installation including main and auxiliary engines, boilers, vessels and equipment under pressure, valves and fittings, safety devices plus the electrical installation are maintained in a satisfactory condition during a period of class. The survey for the hull and machinery must always be carried out in the same time. 3.1.2 The survey is to be performed at intervals of 12 months starting from the beginning of the period of class. The due date is the day in which the period of class begins. There is a “ window period “ of plus/minus three months for the surveys.




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3.1.3 For ships carrying more than twelve passengers the annual surveys are to be carried out at least on the due date recorded. Permission to go beyond the time limit is to be sought directly from IRS Head Office. 3.1.4 It should be noted that opening up of machinery and boilers is not normally required at annual surveys and it is sufficient that items are generally examined under working conditions. If, however, defects, repairs or alterations are found, or brought to the Surveyors attention, they should be dealt with as required. 3.2 Scope Of Survey 3.2.1 The following items are to be checked: (a) Whether any components have been rendered inoperative or removed and if any new/replacement equipment

has been placed on board, whether they are of correct/approved type, size, capacity etc. (b) Whether any leaks show up on pipelines, above or below the floor plates or on machines or valves and fittings. (c) The tightness of the inner stern tube seal. (d) The condition of the insulation on pipelines, heaters, boilers, exhaust ducts, etc. (e) The general state of maintenance of indicating and monitoring devices (pressure gauges, volt & ampere meters,

thermometers, governors etc) and safety valves. (f) Whether beside the bilge alarm test other monitoring devices need testing. (g) Whether there is free access to, and lighting in emergency exits. (h) Completeness and state of maintenance of spare parts. (i) Operation of various remote shutdown & closing arrangements (oil fuel pumps, oil fuel tank valves, ventilation

fans etc) and testing various alarms & controls (j) Examination of bilge pumping arrangements from various compartments including holds and operation of

emergency bilge suction from machinery space Thorough examinations and/or tests may be demanded in cases of doubt where this seems necessary, or if obvious deficiencies call for it. All essential machinery (pumps, compressors, auxiliary engines, ventilation fans, must be operated to the extent possible and confirmed operating satisfactorily. Logbook entries (engine room & Chief Engineer’s) should be examined to ensure that machinery has been operating satisfactorily (recorded parameters of main & auxiliary engines etc) in the period since the last surveys and defects / deficiencies noted have been rectified. All remote cont 32.2 Main and emergency steering gear - The state of maintenance of the entire installation including controls and fittings is checked by external examination. A special lookout is to be kept for leaks in the hydraulic system (pipelines, packing, cover seals), mechanical damage to piston rods of hydraulic cylinders and high-pressure hoses, grease lubrication of ball and socket joints of hydraulic cylinders and rudder stocks, rudder stock seals and the condition of limit switches. Each annual class survey is to include a trial of the main and emergency steering gear as follows: - Switching-on and operating the main gear from the bridge. - Change over to, and operation of, the emergency gear from the bridge (2nd set of pumps, manual hydraulics, etc.) - Change over to manual operation and local operation of both sets of gear. - Run hydraulic cylinder to their limits of travel to check relief valves and/or limit switches (check hydraulic oil

pressure). - Check rudder angle indicators, marking for port/starboard and - Test of means of communication. Any defects and deficiencies found which impair the safety of operation of the gear are to be remedied completely before the ship sails and a follow-up survey is to be carried out. 3.2.3 Steam Boilers - Steam boilers are to be subject to external inspection to ensure no water or stem leakages, correct operation of pressure gauges/water level indicators etc.




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3.2.4 Electrical Installation – Carry out external examination of generators for main and emergency power supply, electric motors, main and emergency switchboard, switch cabinets, the run of cables, explosion-proof equipment. The state of maintenance is checked by external inspection and if necessary by following trials: - Trial of emergency generator with connection to mains. - Check of parallel running of generators. - Check of main switches with protective and safety devices, such as:

# Switching off unimportant consumers when the rated current is reached. # Reverse power protection # Under voltage/under frequency protection

- Check of alarms by random sampling. 3.2.5 Fire – Protection And Safety Equipment - The check of the equipment is effected by external survey and trials. Should any of the defects discovered impair the safe operation of the equipment, these are to be remedied before the ship sails. 3.2.6 Carry out an examination and trials of all emergency equipment (steering gear, fire pump, compressor, generator/battery etc). All emergency equipment must be in satisfactory condition and vessel should not be allowed to sail with any emergency equipment not working satisfactorily.

SECTION 4 Intermediate Survey 4.1 General 4.1.1 Intermediate surveys are extended annual surveys of ships of any age. 4.1.2 The survey is to be performed at intervals of 30 months starting from the beginning of the period of class. The due date is the day in which the period of class begins. There is a “ window period “ of plus/minus six months for the surveys. The survey is normally carried out at the second or third annual class survey. 4.2 Scope Of Survey 4.2.1 For intermediate survey, the complete requirements of annual survey are to be completed. In addition the following measurements are to be carried out or confirmed from up-to-date reports: - crank web deflection of main engine(s) - crank shaft deflection of auxiliary engines (where relevant) - Axial thrust bearing clearance of shafting - Insulation resistance of the generators and operationally important electric motors including cabling and

switchgear. The following operational tests are to be carried out: - Emergency generator set including emergency switchboard (if applicable). - Emergency bilge suction valve. - Bilge pumping, ventilation and monitoring arrangements for the transport of dangerous goods. - Drainage arrangements of starting – air and control air bottles. - Extended functional check of machinery and electrical installation to prove the unrestricted operability at the

discretion of the surveyor.




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SECTION 5 Dry-dock Survey

5.1 The object of the survey in the course of a periodic dry-docking is to check the underwater hull (bottom survey), the submerged valves, fittings and devices associated with the operation of the machinery and the outboard portion of the propulsion plant. 5.2 Scope Of Survey 5.2.1 The propeller should be examined for erosion, pitting, cracking of blades or possible contact damage. Any leakage of oil from controllable pitch propellers should be investigated, the cause established and the defect rectified. For water lubricated stern bearings, the clearance in the bush should be measured and if considered excessive, recommendations of relining made. For oil lubricated stern bearings, the requirements to measure clearance may be waived if an approved type of gland is fitted, in which case it need not be disturbed provided the sealing arrangements are satisfactory. Oil glands should be tested by applying the normal oil pressure. Stern bush wear down is to be measured by poker gauge or other device and compared with any previous readings. The condition of the oil gland is to be reported along with the poker gauge readings. 5.2.2 The fastenings of all suction and discharge valves below the loadline and of the stern tube and where practicable the stern bush, should be examined. During the dry-docking associated with class renewal surveys, all suction and discharge valves (including those associated with non -class machinery also) must be opened out and examined, when care should be taken to see the threads on spindles and nuts are in good condition. Some discharges are so arranged so that the flow of water tends to return the valve stopper to their seats. With these, it is important to ensure that the connections between the valve stopper and the spindles are secure. All fabricated ship’s side valve chests should be specially examined in view of their tendency to internal corrosion. The inability to fully close sea connections has resulted in serious flooding of engine spaces. Surveyors must therefore ensure that these valves are fully reconditioned at this time and correctly assembled. In ships having ICE CLASS notations, the de-icing and circulating arrangements should be checked. 5.2.3 Where exposed lengths of shafting are protected by wrapping, the Surveyor must ensure that the condition remains good.

SECTION 6 Engine Special Survey / Continuous Machinery Survey 6.1 General 6.1.1 When a ship is first surveyed for entry into class, the Surveyors should enquire from the owners whether they wish to carry out the machinery surveys on a continuous basis and inform Head Office accordingly. A complete list of surveyable machinery items must be prepared (Form ML-M) and forwarded to Head Office along with the class entry report (Form CL-1). A copy of the previous survey cycle dates issue by the previous Classification society should also be forwarded, if available. 6.1.2 When machinery is to be examined on the Continuous survey basis, the intention is that, so far as practicable, approximately 20% of the surveyable items should be examined each year and that any individual item is surveyed once in any five year period. 6.1.3 The Continuous survey machinery date will be the same date as the Hull special survey date. Hence, there should be no outstanding machinery item for survey when the hull special survey is completed.




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6.1.4 Whenever it is known to Surveyors that a ship will remain in port for some considerable time (during dry docking or when extensive repairs or alterations are being effected to the hull or machinery), the opportunity should be taken to progress the continuous surveys as much as possible. 6.1.5 Under certain circumstances, certain parts of machinery may be surveyed and overhauled by the ship’s Chief Engineer while the ship is at sea or at a port where International Register of Shipping Surveyor is not available. This is applicable only to ships being surveyed under the Continuous Machinery system. In all such cases, the Surveyor is expected to carry out a confirmatory survey before accepting the item. The Owner’s should be requested to contact Head Office for further details regarding this system. 6.2 Scope Of Survey: On the occasion of class renewal survey the machinery, electrical installation and safety equipment plus classed special equipment are subject to detailed inspections and tests for a new period of class. In addition to checking the ship safety certificates and class papers, the work records, measurements reports or logbooks on board are inspected as far as possible. The ship‘s management must be questioned regarding defects or breakdown known to them and inspect repair and maintenance work. The machinery is subject to a general inspection to establish the state of maintenance. The surveys should include all classed components of the machinery and the electrical installation. Due to wide variety of machinery used on board it is impossible to advise specific instruction for each type of machinery. While general principles are enumerated here surveyors are advised to follow the manufacturer's requirement/recommendations and their expertise in the field to evaluate condition of machinery/equipment. 6.2.1 Main engines 6.2.1.1 For oil engines; pistons should be dismantled to facilitate complete examination in view of the rapid wear usually experienced. Liners are to be inspected for incipient cracks in the area of the liner collar bearing surface; in the case of two stroke engines also in the area of scavenge-air and exhaust ports. Liner wear is to be measured and recorded. The permissible wear may vary with engine type, however as a broad guide, cylinder liners must be recommended to be renewed when worn one percent of the bore (reference should also be made to engine builders recommendations). Cooling water passages to be examined for fouling and corrosion. 6.2.1.2 Pistons of oil engines may be found cracked in the crowns or at the back of the ring grooves. Piston rods should be carefully examined in way of crosshead attachments, and at the inlet and outlet holes for cooling water or oil. Suitable crack detection methods should be used, if considered necessary. The ring groove clearance is to be measured and recorded 6.2.1.3 The cylinder block is to be inspected in the area of the liner bearing surface to check the surfaces are in good order and for incipient cracking. Cylinder heads are to be inspected for incipient cracking around the valve seats, on the cooling – water side for fouling and corrosion. Inlet, exhaust, starting and safety valves are to be checked for wear and regarding the state of maintenance. 6.2.1.4 The crank web deflection is to be checked before and after dry docking, a crankcase inspection is to be carried out and the clearances of the main, crank and crosshead bearings, the slide ways, the axial clearance of the guide bearing to be measured insofar as this is possible. If the results are satisfactory, dismantling of the bearings for examination may be dispensed with. It can be assumed in practice that if the condition of the big end bearings is satisfactory and the lubricating oil system intact, the condition of the main bearings also will be satisfactory. 6.2.1.5 Crankshafts should be examined for possible cracking, particular attention being paid to the surfaces close to oil holes and where pins and webs are forged or cast in one piece, the undersides of the crankpin fillets. Pins and journals, which have been subjected to overheating and scoring due to wiped bearings, should be carefully examined for surface cracking. The surfaces should also be checked for surface hardening. The webs of built or semi built




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crankshafts should be examined for movement of the shrink fits and the reference marks should be checked. Webs and bolted on balance weights should be examined at the same time as crankpins. Crankshaft alignment must be re-checked after any major repairs, additions and/or alterations to adjacent parts of the ship’s structure. 6.2.1.6 Bed plates, framing and entablatures of fabricated construction should be examined for possible cracking in way of welded joints, particularly at the girders under main bearings. Any repairs should be reported to Head Office. Unless repairs are of a minor nature; the repaired areas must be examined at subsequent annual surveys. 6.2.1.7 The seatings of main engines and thrust blocks should be examined, together with holding down bolts, their tightening torque and chocks. Chocking arrangement should be checked for broken bolts and loose chocks. Resin chocks may be found crushed or distorted and should be renewed after the bedplate is realigned. Distortion of bedplates will produce misalignment of crankshafts, and where such conditions are suspected, the condition of the bedplates should be checked by straight edge, sights, taut wire or other available means. 6.2.1.8 Where torsional vibration dampers or detuners are fitted, they should be inspected, where applicable, for broken springs or other defective parts. 6.2.1.9 The camshaft including bearings and drive is to be inspected. In the case of reversing engines, the reversing gear also is to be inspected. Governors and fuel pumps including their drives are to be checked. 6.2.1.10 Exhaust gas turbo-chargers are as a rule serviced and overhauled by specially trained personnel from the makers or a specialist firm. The records on board should be checked to ensure that maintenance intervals have been adhered to regularly. 6.2.1.11 Maneuvering devices (starting and reversing devices) plus engine monitoring and safety equipment is to be checked. 6.2.2 Auxiliary engines: Auxiliary engines are generally examined in the same manner as main engines. Surveyors need not rigidly adhere in all cases to the main engine survey requirements in deciding the amount of opening up necessary, particularly with small engines, and provided they are quite satisfied that the auxiliary has been well maintained. If regular maintenance is proved and the appearance is satisfactory, it may be considered sufficient if a crankcase inspection is carried out, possibly in conjunction with measuring the crank web deflection. Additionally, a trial under load and a check of safety and monitoring equipment should be carried out. If for any reason, it is proposed that a ship should sail with one or more of the auxiliary electrical generating sets out of action, Surveyors should ensure that there is adequate reserve electrical generating capacity. In these conditions, provided there are at least two generators in good order, each of which can carry the essential sea load, repairs of any additional generator may be deferred. 6.2.3 Gearing: Each pinion and wheel should be checked separately during one complete revolution and the teeth carefully examined for cracks, pitting, scuffing or any signs which might indicate that pinions and wheels are out of alignment. Any available lubricating oil analysis records should be examined; in particular the results from spectrographic analysis of wear elements. Flexible couplings between pinions and rotors and between pinions and wheels of double reduction gears should be carefully examined and any sign of unusual wear investigated since this may indicate lack of correct alignment. Gear cases of fabricated construction should be examined for possible cracks in way of welds. Thrust bearings are to be inspected as far as possible and the axial clearance measured. If the thrust bearing embodies a lube oil cooler, its tightness is to be checked by a hydraulic pressure test.




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6.2.4 Pumping and piping arrangements 6.2.4.1 At the Surveyor’s discretion essential pumps should be opened out sufficiently to enable the Surveyor to establish the condition of cylinders, plungers, casings, impellers, valves etc. All seawater pumps must be opened up and surveyed. For other pumps, at least one pump of each type (fuel oil, lube oil, fresh water etc) should be opened up for survey. Lubricating oil, gear oil and fuel pumps as a rule suffer little from wear. Coolers and pressure heaters should be tested when considered necessary. Safety valves and other similar devices fitted on pumps, heaters etc., are to be examined to ensure that they are in efficient condition. Bilge suction lines should be tested by pumping water from the various holds and engine room bilges and it should be seen that strums or strainers are fitted in the holds and that sounding pipes are in order. Where non return valves are fitted at or adjacent to the open ends of bilge suction pipes in holds they should be opened out to see they are in good working order and of a design which does not unduly obstruct the flow of water. 6.2.4.2 The survey of pumping arrangements should include a general examination of all essential piping, fittings, valves and controls. It is important to see that emergency suction valves and connections are free and not choked. Particular attention should be given to seawater piping systems. The extent of survey will depend on various factors such as the age and service of the ship, the materials of the pipes and valves as well as the onboard maintenance. Normal inspection methods involve hammer testing, visual examination and pressure testing, however where judged necessary ultrasonic thickness measurements should also be taken. Any temporary repairs should be specially examined. The Surveyors must be fully satisfied with replacement pipe sections or permanent repairs completed. Flexible connections in seawater, lube oil and fuel systems must be of flame resistant material. This applies in particular to pipe connections to diesel engines. It should be ensured that the non-return devices required for the bilge and ballast systems are fitted and operative. Heating coils in oil tanks, cargo tanks and receivers are to be subject to a hydraulic pressure test to 1.5 times the maximum allowable working pressure but at least to 4 bar. The safety of operation of pressure reducing and safety valves in pipelines is to be checked. In the case of tankers the pipes of loading and unloading arrangements including the safety devices are also to be inspected. The tank venting systems (overpressure valves, vacuum valves, flame traps) are to be inspected in the opened-up condition and the set pressure checked (in collaboration with an expert firm). 6.2.4.3 Emergency fire pumps should be tested under working conditions and provided they operate satisfactorily and deliver the required supply of water at the required pressure, they need not be opened up. The operation of any remote control gear for the sea inlet valve should be tested. Where emergency fire pumps are driven by diesel engines, the engines need not be opened up provided they function satisfactorily and it is demonstrated that they can started when cold. 6.2.4.4 In ships carrying flammable liquids having a flashpoint below 600 C, the cargo pumping system must have no direct communication with the machinery space, or with the oil fuel bunker lines and Surveyors should ensure that any alterations to the piping system made at any time do not infringe on this requirement. Gas tight glands fitted to pump shafts, which pass through pump -room bulkheads should be examined to ascertain that they remain efficient. The bilge drainage system in pump rooms should be checked. Clean ballast pipes passing through cargo oil tanks should be hydraulically tested and proved free from leakage. 6.2.4.5 Steam pipes are to be inspected externally. Random checks of internal condition particularly in the region of bends, or more thorough examination may be required. 6.2.5 Compressed Air Systems 6.2.5.1 Compressors should be opened up and the working parts examined. It is important to ensure that the tubes or coils of air coolers are in good condition and when considered necessary a hydraulic test to 1.25 times compressed




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air discharge pressure in the coils/tubes should be applied. Coils may be found locally thinned due to rubbing against supports or casings or there may be internal erosion at bends, which may be detected by slight hammering. 6.2.5.2 Air receivers should be examined internally together with mountings. When size of the openings restrict internal examination, a hydraulic test to 1.05 times the working pressure should be applied 6.2.5.3 It should be ensured that all filters, oil separators, safety devices, bursting discs, fusible plugs and relief valves on compressors are in good condition and that drainage arrangements throughout the compressed air system are satisfactory. Many explosions have taken place because relief valves or other safety devices have been rendered inoperative by paint or dirt or by using bursting discs of incorrect material. 6.2.6 Where bridge remote controls are fitted to main propulsion and/or auxiliary machinery, they should be tested to establish that they are in good working order. It should also be ascertained that normal hand/local controls are available and in working order and that efficient means are provided to indicate which station is in control. 6.2.7 The means of communication between the bridge and the engine room and the bridge and the alternative steering position must be tested under working conditions. 6.2.8 Steering Gear 6.2.8.1 The steering gear is to be subject to a functional test and the log of test drills required by SOLAS is to be examined. System relief valves are to be checked for set pressure and operation. If auxiliary or emergency steering systems are provided, they are also to be tested. A good assessment of the condition of the hydraulic pumps and the steering gear is possible if the hydraulic pumps are made to operate against the blocked gear. If the pumps then reach their full operating pressure, it can be assumed that they are in a satisfactory condition. Also the following are to be checked: seating bolts, tightness of system, functional test with one hydraulic pump, with spare pump, with both hydraulic pumps; emergency operation (hand rudder); overload protection (slipping clutch, safety valves); restriction of the rudder angle to 35 degrees in normal operation (e.g. limit switches); operation of gear via the emergency switchboard; rudder angle indicators; means of communication between steering gear compartment and bridge and alarms. 6.2.8.2 Access to all mechanical parts of the system including handrails and anti-slip surfaces is to be verified. Steering gear compartments may be located in areas subject to vibration. Therefore, the piping should be examined for possible cracks, particularly at areas of stress concentration, e.g. flange attachments. Unsupported lengths of piping should be secured effectively, and flexible hoses examined for signs of damage. Particular attention should be paid to leaks, glands, connections, storage tanks and fittings, all mechanical linkages, pins and their securing arrangements, of the main system and control system, together with an examination of holding down arrangements of the gear to the ship’s structure. 6.2.9 Anchor windlass: The gearing is to be examined through inspection openings. The clutches, brakes, chain sprockets and chain stoppers are to be checked. In the case of hydraulically driven windlasses the hydraulic pumps, the pipelines and the functioning of the overflow valves are to be checked. Electrically driven windlasses are to have the functioning of the slipping clutch and of the electrical overload protection checked. 6.2.10 Electrical installation : Examine all accessible cables and cable trays for damage, aging, damaged fastenings and fouling especially by oily or greasy substances. Check bulkhead and deck lead-through for the condition of the sealing compound and filler of the glands for single cables. Check the protective earthing of machinery and appliances. Check effectiveness of explosion proof fittings in dangerous areas. Examine generators and main electrical motors for proper maintenance and cleanliness of current-carrying internals. Heavy fouling can be detected when measuring the insulating resistance. Heavily fouled machines should always be dismantled and cleaned and




9

overhauled by specially trained personnel. Power unit couplings of shaft generators are to be examined. Switchboards are to be inspected for the general state of maintenance and proper operation of the switches and instruments (ampere, volt, frequency, power meters, synchroscopes, circuit breakers, fuses, press-buttons, indicator lamps). In the case of older and open switchboards not erected in separate compartments a special lookout is to be kept for fouling of the current carrying internals. For switchboard operating at 50V or above, insulating floor covering is to be fitted in front of and behind the boards (wooden gratings or rubber mats) and the front & back of the switchboards should have proper cover. Such switchboards should also have handrails in proper condition and warning notices giving the voltage and drawing attention to the danger must be fitted. Storage batteries and their charging arrangements must be examined for proper maintenance and operation. It is to be verified that no changes have been made to the operationally safe installation, the site or the equipment. An examination of protective boxes and lockers, supports against slippage, drip trays, ventilation and proper cable connections is to be carried out. Surveyor should ensure that warning notices prohibiting use of open flames or smoking have been applied to boxes, lockers or compartments. Insulation resistance (Megger test) measurements must be carried out comprising all parts of the installation (electrical machinery, switchboards, lighting circuits, cable systems, etc.). Repairs must be carried out when insulation resistance values are below the following: -

Electrical machinery : 0.5 Mega Ohms. Power and lighting circuits : 1.0 Mega Ohms. Switchboards : 1.0 Mega Ohms.

6.2.11 Trials 6.2.11.1 The trials are usually carried out in form of a dock trial and comprise the main propulsion plant and the auxiliary machinery set for operation at sea. Independent of this, a sea trial may also be occasioned following major repairs, conversions or if the results of the survey make necessary. 6.2.11.2 Main propelling machinery: The trails should cover the following:

- Trial of the maneuvering arrangements including the associated command and indicating devices and interlocks.

- Starting, reversing, various speed adjustments, engine room and bridge telegraph. - Random checks of the operating instrumentation, monitoring and safety devices (engine room and bridge). - Pressure gauges, thermometers, level indicators, governors, emergency stops, over speed protection, power

reduction. - Lube oil, fresh water, seawater, fuel, steam, compressed air and hydraulic system (pressure, temperature,

flow). - Random checks of optical and acoustic alarm and indicating devices. Bilge alarm, alarms generally from the

engines and boilers. 6.2.11.3 For auxiliary diesel engines, check speed and governor behavior with load variation and parallel operation. Carry out random checks of the operating, control and safety devices. 6.2.11.4 Surveyors should carry out functional tests of important pumps, separators, filters, pre-heaters, coolers, ventilating fans etc. and verify operation of the their instrumentation and safety devices. The bilge pumping trials should cover all relevant compartment such as cargo spaces, dry tank, cofferdams, cable lockers, forepeak and aft peak spaces, steering gear compartments etc.




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SECTION 7 Tail Shaft Surveys

7.1 General 7.1.1 Any requests for postponement of tail shaft surveys should be referred to Head Office. 7.2 Scope 7.2.1 Before drawing the shaft, the bearing clearances are measured, the poker gauges read and the readings compared with the previous ones. All parts of the shaft such as the taper, keyway, thread, flange fillets, contact surfaces and liner are subject to a thorough visual check for damage, wear and corrosion. Shafts should be carefully examined for cracks, particularly at keyways. Corrosion may be found at the forward and aft end of liners. Signs of fretting on the cone may be evidence of unsatisfactory fit of the propeller on the cone or inadequate hardening of the nut. 7.2.2 The forward part of the cone or the fillet in flanged propeller attachments must be examined by an efficient crack detection method. Proven procedures are magnetic-particle tests using fluorescent suspensions and an Ultra Violet lamp or ones with background colors e.g. black / white contrast. Dye penetrant procedures are less suitable and should only be used in exceptional cases. Surface defects whether of mechanical nature or cracks can be removed by local gouging out (grinding, milling); if larger in size by machining or a combination of the two. It is important that the transitions at the edges are made gradual. The regions in which work has been carried out are subject to a final surface crack test. Care is additionally to be taken, that the diameter of the shaft is not reduced below the minimum permissible value. 7.2.3 Shaft liners should be sounded for tightness, more particularly at the ends. Liners should also be examined for possible cracks, particularly in way of circumferential welds, where the liners are made in more than one length. 7.2.4 If for any reason, tail shaft is renewed, a copy of the certificate for the new shaft must be attached to the survey reports. 7.2.5 Stern bush linings must be renewed when worn. The permissible clearances in the bush will vary depending on the shaft diameter, but should not exceed 6 to 10 mm in the case of lignum vitae and Tufnol. For oil lubricated shaft bearings, maximum wear permissible is 2 mm. After renewing any bush, the Surveyor should subsequently check the alignment between the tail shaft and the intermediate shafting. The actual clearance before and after relining should be included in the survey report. 7.2.6 Propellers are to be removed and examined at each tail shaft survey. Particular attention should be paid to the roots of propeller blades for signs of cracking. Repairs to propellers (especially stainless steel and bronze) should be carried out by propeller manufactures or repairers with special knowledge of this work. If a new propeller is installed, copy of the certificate must be included with the reports. The accuracy of the fit on the shaft cone should be tested with and without the key in place. Sealing rings between propeller bosses and aft ends of liners should be of correct size and fitted so that the shaft is protected from seawater. Filling the recess between the aft end of the liner and the forward part of the propeller boss with grease, red lead or similar substances is not acceptable as a method of obtaining water-tightness. 7.2.7 If an oil gland is fitted, the various parts should be examined at each survey. Particular attention should be paid to the arrangements for preventing ingress of water to the shaft cone. All oil glands, on reassembly, should be examined under pressure and verified tight.




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7.2.8 If a ship has controllable pitch propeller, the working parts and control gear should be opened up sufficiently to enable the Surveyor to satisfy himself of their condition. At least one blade is to be dismantled to allow examination of the internal mechanism and the sealing arrangements. The root and flange of the propeller blades and the blade to boss securing arrangements should be crack detected. 7.2.9 Directional propellers: Voith Schneider, Schottel etc.: At each docking, propeller and fastenings should be examined as far as practicable and the maneuvering of the propeller blades should be tested. At intervals of five years, the control gear and working parts of the propeller and associated gearing should be opened up for examination. Special attention should be given to the reduction gearing and, in Voith Schneider propellers, to the attachment of the pinion to its shaft. 7.2.10 Transverse propulsion units : The connection of the units to the hull and condition of the propeller should be examined, the control gear and arrangements should be examined and tested working so far as is practicable and any electrical equipment must be Megger tested. It should be noted that defects in these units cannot be made conditions of class (since they are not essential machinery) unless they constitute a potential hazard to the ship. SECTION 8 Boiler Surveys 8.1 A boiler, which can supply steam to the main propulsion machinery, is recorded as a main boiler. A boiler, which can supply steam to auxiliary machinery, which is essential to the safe operation of the ship at sea but cannot supply steam to the main propulsion machinery, is recorded as an auxiliary boiler. A boiler, which can supply steam only for purposes not essential to the safe operation of the ship, is recorded as a domestic boiler. 8.2 The Surveyor should make a thorough examination of each boiler, together with its super heater; superheat control, air heater and economizer, if fitted. If a boiler has not been sufficiently cleaned to allow a proper examination of pressure parts, the survey cannot be considered as complete. 8.3 All necessary safety precautions must be taken when carrying out boiler surveys, especially the means to prevent admission of water or steam from another boiler during the time the Surveyor is inside. 8.4 The mountings are to be opened up for internal examination and rectification as necessary. Shell plating in way of nozzles penetrating the shell and pads attached to the shell should be carefully examined for cracks emanating from the welds. 8.5 All water gauges and pressure gauge connections must be free from obstructions and their shut-off fittings clearly marked to indicate when they are in open position. High and low water level alarm fittings and also feed water regulators should be examined. 8.6 A thorough external examination of boilers should be carried out. It should be verified that boiler supports, chocks, rolling stays, uptakes and the funnel base are in satisfactory condition. Supports of both cylindrical and water tube boilers should receive special attention with lagging removed where necessary. Rolling stays should be specially examined in way of attachments to shell or casings and freedom of pins should be verified. 8.7 It should be verified that the jointing faces of manholes, mud holes and hand hole doors are in good condition and the clearance at the spigot does not exceed 1.5 mm at any place. 8.8 An important part of a boiler survey is examination under operating conditions. This should include verification of the calibration of the pressure gauges, test of all safety and alarm equipment and verification of the proper operation of the water level indicators. A general examination of the associated fuel oil system including tank valves, pipes and deck control gear should be carried out. Safety valves should be adjusted under steam and the set




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pressure should be included in the survey report. It should be verified that the safety valve re-seats when pressure drops back (normally between 5 to 15 percent below the set pressure). For exhaust gas heated units, the Surveyor should take a statement from the Vessel’s Chief Engineer stating that the safety valves will be adjusted under steam at the first opportunity. 8.9 All boiler repairs must be carried out only by firms experienced in carrying out repairs to pressure vessels. A hydraulic test must be carried out on completion of any welded repair necessary to restore a boiler to a safe and satisfactory operating condition. The test pressure should be at least 1.4 times the intended set pressure of the safety valves. SECTION 9 Survey Of Inert Gas Systems 9.1 There are two types of inert gas systems in use. In the flue gas system, boiler flue gas is cleaned in a conditioning unit and fed onwards to the spaces to be inerted. With inert gas generator system, the inert gas is generated in a separate unit (inert gas generator) using a burner, conditioned and may be stored in pressure vessels for subsequent use. The two systems may be used separately or in combination. 9.2 The system is to be examined annually as part of the annual classification surveys. The annual survey should include a function test of the system along with verification that all components are in working order and that all recording and indicating instrumentation and all necessary safety features (alarms, shut downs, interlocks etc) are operational. Items to be checked are included in the survey checklist. At annual surveys the records of operation of the inert gas system should be checked to ensure that the plant was working satisfactorily and that any defect or malfunction has been rectified. 9.3 At special surveys the inert gas generator, scrubber, and blower are to be opened out as considered necessary and examined for wear and corrosion. Gas distribution lines and shut off valves, including soot blower interlocking devices are to be examined as considered necessary. The deck seal and non-return valve is to be examined. Cooling water systems including the effluent piping and overboard discharge from the scrubbers are to be examined. All automatic shut down devices and alarms are to be tested. The complete installation is to be tested under working conditions on completion of survey.

SECTION 10 Repairs 10.1 Recommendations: When it is considered that machinery parts should be rectified, repaired or renewed, the Owner’s representative must be advised without delay. If it is found impracticable to deal with any such item before the ship sails and the Surveyor agrees that deferment is possible, he must decide the maximum period it may remain in service without impairing the safety of the ship. Normally the maximum period should not exceed two months, but a shorter or longer period may be necessary. In any case the period should not be greater than one year. All such recommendations must be included as a Condition of Class on the reverse of the classification certificate or if full term classification certificate is not available on the ship, separately entered on the reverse of the INTERIM certificate of Class (which should be marked CONDITIONAL). 10.2 The Surveyor should see that all essential repairs are efficiently carried out and, whenever advisable, witness a working test on completion. When important machinery items or components are being replaced/renewed, copies of the relevant certificates should be forwarded along with the survey reports. If certificates are not available, Head Office should be contacted for advise. When special repair procedures are being proposed/used (metal stitching, clad welding of shafts, metal spraying, welding of cracked cylinder liners and piston crowns, electroplating etc), Head Office should be contacted for advise.




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10.3 A satisfactory measure of control is to be exercised for all repairs to boilers, pressure vessels and important machinery items, which affect classification. When equipment is renewed, it should be confirmed that the replacement equipment is at least of the same power or capacity as the one replaced and adequate for the purpose intended. 10.4 When second hand parts or equipment are proposed for essential services, the item should be examined throughout, the scantlings checked and any necessary hydraulic, electrical or running test applied. For small pumps and similar items a test under working conditions will usually be sufficient but the Surveyor should have the item opened out if he considers this necessary.

SECTION 11 Reporting

11.1 The relevant survey checklist should be used when carrying out surveys and a copy submitted to Head Office along with survey reports. The checklists to be used are AS/IS -CL for annual/intermediate surveys, BS/TS-CL for dry-docking/in-water/tail shaft surveys, BOILER-CL for boiler surveys and SS-CL for engine special surveys. Items credited for machinery special/continuous surveys must be submitted in M-LIST. For special types of ships, where additional requirements apply, such as Tankers, Bulk Carriers, Chemical tankers, Gas carriers etc, the checklist Addl-CL should be completed as applicable and submitted. For ships with UNMANNED MACHINERY SPACE notation, the checklist UMS-SCL should be filled up and submitted. 11.2 At first surveys by IS, in addition to the relevant survey checklists as applicable, the Class entry report (CL-1) and Master list of Machinery Surveyable Items (ML-M) should be completed and copy submitted. Copies of the previous society’s certificates and survey status (quarterly listing of surveys) covering any outstanding deficiencies, recommendations etc should also be submitted, where available. 11.3 Interim Certificate CERT-CL-I should be issued, valid for five months on satisfactory completion of Special Surveys or First Survey by International Register of Shipping. When survey is incomplete or deficiencies are noted, the Interim Certificate should be marked CONDITIONAL and the outstanding survey items/deficiencies must be noted on the reverse of the Interim Certificate. The certificate validity must be restricted to maximum two months. 11.4 On completion of other surveys (annual, intermediate and inspection of the ships bottom), the existing full term certificate on board is to be endorsed in the relevant column indicating the date, place and surveyors name and endorsed using the IS seal. A copy of the endorsed certificate must be submitted to Head Office. At annual / intermediate / docking surveys, if surveys cannot be completed or deficiencies are noted, the outstanding items/deficiencies must be entered on the Outstanding recommendations form (OSR-FRM). Deficiencies, except those of minor nature, must be made CONDITIONS OF CLASS and should also be endorsed on the back of the Full Term Classification Certificate. 11.5 When previous recommendations and Conditions of Class are examined and completed satisfactorily, the items must be deleted on the forms OSR-FRM and the Classification Certificate (reverse side – Conditions of Class). 11.6 A narrative survey report should be submitted whenever a survey is incomplete (indicating the reason why the survey could not be completed), deficiencies are noted (details of deficiency noted and the owners proposal to deal with the deficiency), repairs are carried out (details of the temporary/permanent repairs carried out) and when existing outstanding recommendations / Conditions of Class are deleted or postponed.




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REFRIGERATED INSTALLATIONS CHAPTER 4

SECTION 1 Survey Of Existing Installations

1.1 To maintain class notation, any classed refrigerated cargo installation must undergo satisfactory annual and special surveys at intervals specified. 1.2 In addition to the required surveys, loading port surveys may be carried out at the owner’s request at any time on one or more chambers to certify their condition prior to loading a refrigerated cargo. Such surveys should only be carried out only if International Register of Shipping classes the refrigerated installation and the surveys are up to date. Loading port surveys are not mandatory and do not imply that the temperatures noted are suitable for the cargo which is to be carried. All requests for loading port surveys must be forwarded to Head Office. 1.3 The Surveyor should ensure that a logbook is maintained on board in which the attending surveyor initials all surveys of the installation.



expiry date of the certificate without year. 2 Special Once in five years. 3 Continuous May be carried out in lieu of special survey. To be carried out over a

period of 5 years

SECTION 3 Annual Survey 3.1 The purpose of an annual survey is to establish that the condition of the refrigerated cargo installation as a whole is satisfactory and that the machinery is operating reliably and may be expected to continue to do so for the ensuing 12 months. With a view to minimizing interference with operational commitments, the survey requirements have been framed to avoid any opening up or dismantling unless the ship’s cargo records or external examination indicate the presence of some fault requiring attention. This should be made known to Owner’s and their representatives to avoid any unnecessary dismantling, which are sometimes put in hand prior to the Surveyors attendance. The survey should be held in conjunction with the Annual Hull and machinery Surveys, wherever practicable. The relevant survey checklist AS/IS -CL is to be used when carrying out the survey and a copy suitably filled up as applicable must be submitted to Head Office along with survey reports. 3.2 Cargo chambers: Modern installations generally incorporate materials, which are not susceptible to rot, corrosion, ageing or the depredation of vermin, do not settle, and maintain their insulation properties over long period of time without serious deterioration. However older systems may incorporate material, which are subject to decay such as plywood not of marine quality, and setting – loose cork and mineral wool and such installations should be subjected to more stringent examination. Surveyors should examine for defects such as damages to linings, decay of timber linings, grounds and fittings and the corrosion and failure of fastenings resulting from the frequent presence of condensed moisture. The seals on the closing arrangements, e.g. hatches, doors, bilge limbers etc., are also vulnerable and minor damages can lead to loss of efficiency and in addition ice is likely to form in damaged seals and




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exacerbate the damage. The cleanliness of scuppers, their brine traps and if fitted, their non-return valves should be checked. The scuppers frequently become choked with debris (significant amounts of water are drained through the scuppers very rarely) and may be ineffectual when really needed. 3.3 Air coolers: These may be either within the cargo chambers or in adjacent compartments. The coolers and the space in which they are housed should be kept in clean condition. The cooler drip trays should be un-perforated by corrosion; their drains clear, seals where fitted primed and the drain heating arrangements in good order. Direct expansion coolers with light aluminium fins are susceptible to mechanical damage and their condition should be checked. Fresh air and re-circulation fans have to be inspected externally. Fresh air dampers and fresh air heat exchangers have to be inspected for function and corrosion. Air ducts and air pipes have to be inspected for corrosion and, as far as possible, for tightness. The defrosting devices have to be externally inspected. The proper operation of air couplings for connecting refrigerated containers to the ships own refrigerated installations has to be checked. 3.4 Machinery: All rotating units of the plant, i.e. compressors, condenser cooling pumps, primary and secondary refrigerant circulating pumps, fans etc., should be examined under working conditions. Frequently the chambers will be at ambient temperatures at the time of survey and it will not be feasible to confirm solely by inspection, that the installation continues capable of maintaining the required temperatures. However the refrigerant evaporation and condensation temperatures can be checked and provided that there is no evidence of mechanical defects, these are a fair indication that the plant is in good order. This should be substantiated by satisfactory logbook entries over the preceding period. A large number of empty refrigerant vessels may suggest leakage in a plant. If ammonia is used as refrigerant, the end covers of one or more heat exchangers have to be taken off for inspection of the tube plates. Refrigerant and brine pipes and their insulation as well as air coolers have to be externally surveyed specially for corrosion and tightness. Brine pumps have to be surveyed externally. The cooling water supply has to be tested in function. 3.5 Grids: Serpentine grids on vertical and overhead surfaces of chambers may be seen in some fishing vessels and older ships. Grids are susceptible to mechanical damage. The condition of the securing clips should be checked to ensure that pipes are properly supported; joints should be checked for leakage and any indication of severe rusting should be investigated. Due to temperature differentials, condensation frequently forms on pipe surfaces producing conditions, which are conducive to corrosion and may lead to the perforation of the pipes. The cargo may be damaged from staining as a result of rusty condensate dripping from the overhead pipe work. In some ships portable sections of brine piping are provided for fitting in way of hatch openings. The connections of such pipes are particularly susceptible to damage when being fitted or stored, and should be checked to confirm that they are in a usable condition and provided with some form of protection when stored. 3.6 Insulation of pressure systems: The external insulation of low temperature piping and components should be inspected for any obvious evidence of breakdown due to the failure of the vapor barrier on the outside of the insulation. In addition to thermal losses, the resulting conditions are conducive to the corrosion of pipes and the shells of brine coolers, liquid refrigerant receivers etc. 3.7 Thermometers: Modern plants include electronic data logging equipment which include facilities for recording the temperatures of chambers and the air leaving the coolers, etc. A specialist must service such units every 12 months and the servicing certificates must be verified. The operation of all distant-reading thermocouples and electrical resistance thermometers should be tested and a specialist’s recent calibration sighted or calibration verified by comparing the readings with other thermometers placed adjacent to the sensing elements, selected at random. 3.8 Electrical: The complete plant for power supply of the refrigerating plant has to be surveyed externally. The driving motors of all rotating machines forming part of the refrigerating plant should be sighted running, with special attention to any fan motors which are in position which preclude their being under frequent observation by ship staff. The resistance to earth of the electrical insulation of motors, switchgear and cables should be measured and should not be less than 100 000 ohms for any one component or circuit. Megger readings taken by ship’s personnel or a responsible contractor are normally acceptable. The ships electrical generating installation should be examined and it




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should be confirmed that there are sufficient generator sets in working order to enable the refrigerating load, together with the ship’s essential electrical load, to be maintained in the event of failure of any one of the available generator sets. Random tests should be made to establish that automatic controls, alarms etc., are in working order. 3.9 Spare parts are to be checked for completeness and usable condition.

SECTION 4 Special Survey

4.1 The purpose of the special survey is to confirm the findings of the superficial examination carried out at the Annual Surveys, by opening up of plant and machinery at five-year intervals for the purpose of establishing that no concealed defects have developed. While deciding the extent of opening up required, the Surveyor should consider various factors such as comments of responsible ship staff on the performance of the installation and the history of defects, if any, which have developed and required attention during the preceding 5 years and the number of running hours of the equipment, if not used regularly. It should be kept in mind that the condition of one component will be a guide to the condition of other similar components. 4.2 Refrigeration compressors normally operate under favorable conditions and are inherently reliable. The most detrimental influences are dirt and water within the closed primary refrigerant circuit. Whatever precautions are taken during dismantling and subsequent re-assembly, it is likely that both dirt and water will gain access (especially if dismantling is carried out under adverse conditions) and hence cleanliness during dismantling and reassembling is of paramount importance. Indiscriminate dismantling of compressors should, therefore, be avoided. 4.3 Components in refrigerating system, which are less sensitive to damage resulting from opening, generally suffer ‘wear and tear’ similar to that sustained by other items of auxiliary machinery and hence such items should be dismantled and surveyed as appropriate. 4.4 Low temperature pressure vessels are particularly susceptible to external corrosion of the shell plating in the event of the thermal insulation or the vapor barrier being faulty. Small sections of insulation should be removed to ascertain the condition, and obviously these should be selected to include any areas, the appearance of which may indicate some break down. Insulation and vapor seal must be effectively restored on completion. 4.5 Insulation and linings: Surveyors should use discretion when deciding upon the extent to which linings are to be removed for inspection purposes as the chances of deterioration is minimal with modern materials. In-situ foamed insulation and insulated panel systems can be checked by making small bore holes. Pre formed insulation blocks usually maintains its insulation characteristics well and only sufficient lining should be removed to establish that there is no general deterioration. Loose cork fill, glass wool and mineral wool have a tendency to settle in service and evidence of this should be sought by opening up of the small apertures at the top of the vertical linings. Openings in the linings should be made in positions selected to facilitate their removal with minimum damage and any insulation removed for inspection purposes must be fully restored and the joints in the replacement lining made air and vapor tight. Vapor seals on the internal linings of the chambers are to be examined as far as practicable. 4.6 Air ducts should be examined for damage by cargo handling, cleanliness and corrosion. The valves on air refreshing systems are particularly susceptible to corrosion and seizure, and should be checked. 4.7 Special instructions must be sought from Head Office before carrying out surveys of refrigerated installation on container ships and ships for liquefied gases.




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SECTION 5 Reporting

5.1 The relevant survey checklist should be used when carrying out surveys and a copy submitted to Head Office along with survey reports. The checklists to be used are AS/IS-CL for annual/intermediate surveys and SS-CL for engine special surveys. Items credited for machinery special/continuous surveys must be submitted in M-LIST. 5.2 At first surveys by IS, in addition to the relevant survey checklists as applicable, the Class entry report (CL-1) and Master list of Refrigerating Machinery Surveyable Items (ML-M) should be completed and copy submitted. Copies of the previous society’s certificates and survey status (quarterly listing of surveys) covering any outstanding deficiencies, recommendations etc should also be submitted, where available. 5.3 Interim Certificate CERT-CL-I should be issued, valid for five months on satisfactory completion of Special Surveys or First Survey by International Register of Shipping. When survey is incomplete or deficiencies are noted, the Interim Certificate should be marked CONDITIONAL and the outstanding survey items/deficiencies must be noted on the reverse of the Interim Certificate. The certificate validity must be restricted to maximum two months.




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LIFTING APPLIANCES CHAPTER 5

SECTION 1 General 1.1 The general term “lifting appliances“ covers lifting appliances for cargo handling, lifting appliances not intended for cargo handling, loose gear (lifting beams, spreaders, grabs, etc.), ropes and interchangeable components (hooks, blocks, shackles, swivels, chains, rings, etc.) 1.2 Crane columns, masts, posts, sea fastenings, foundations for lifting appliances, life-saving launching appliances, deck machinery, ramps and car decks etc. are covered by classification. Lifting appliances such as cranes, derricks etc., lifts, towing gears, access to ships, fishing gear, dredging gear etc. are not covered by classification. 1.3 Since coming into force of ILO Convention 32 in 1932, the testing and regular examination of lifting appliances for cargo handling on board ships has been mandatory internationally. All regulations require that testing and examinations have to be supervised and/or performed by “competent persons”. Owners/operators are responsible for safety and for ensuring surveys are carried out and also for selecting a “competent person“. In general, Surveyors of the respective classification societies carry out the above activities. A thorough examination means a detailed visual examination, supplemented, if necessary by other suitable means or measures in order to arrive at a reliable conclusion as to the safety of the appliance or items of loose gear examined. If necessary, components of lifting appliances are to be dismantled. 1.4 In general, surveys should not be undertaken by International Register of Shipping when the cargo gear register is not onboard. Prior to commencement of each examination, the documents for the lifting appliances are to be checked as to their condition, validity and completeness. Periodic surveys carried out by International Register of Shipping is not to imply any responsibility for the inherent design adequacy since this should be covered by the organization which carried out the initial survey and certification. 1.5 Some ships carry more than one Register for their cargo gear. In such cases, it is normal practice to endorse all registers when completing a survey. 1.6 Annual surveys are required within 12 months from the previous annual survey date. Quadrennial surveys are required within 4 years from the previous quadrennial survey date. For ships adopting the five-year cycle as per ILO 152, quinqennial (five yearly) surveys are to be carried out (instead of quadrennial surveys) within 5 years from the date of the previous quadrennial/quinqennial survey. It should be noted that anniversary dates and normal window periods are not applicable in the case of lifting appliance surveys and surveys must be carried out within the correct time (within 1 year or 5 years from the previous surveys). 1.7 Some flag states and port states (especially Saudi Arabia, Jordan, India etc.) have additional requirements concerning survey and certification of lifting appliances and clarification should be sought from Head Office, if required. 1.8 Cargo gear Register Book should be endorsed on completion of surveys with date, place, and surveyors name and stamp. The survey report should include the type of survey (e.g. 5-yearly, annual, damage), whether load test was carried out and if carried out whether test was carried out using weights or by dynamometer, if rigging plan is on board, marking of cargo handling appliances, details about the survey carried out, remarks, if any. Copy of the endorsed pages of the cargo gear register should be enclosed with reports.




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SECTION 2 Derricks 2.1 Verify that arrangements of lose gear, guys, mast stays etc. is as shown in Cargo gear particulars Book or rigging plan. 2.2 Derrick booms and mast fittings : Examine lugs etc. at derrick head and masthead. Examine goosenecks and heel pins for deformation, wear, scoring and other defects. Examine independent heel block anchorages and check efficiency of lubrication to swivels, goosenecks etc. Fittings on deck such as deck eye plates, cleats, wire rope stoppers etc. used in normal working to be examined for wear, deformation and soundness of attachment welds. 2.3 Derrick booms: Examine for corrosion (by removing paint if necessary), especially the part of the boom, which comes into contact with the crutch or housing. Hammer test to be done, if necessary. Examine for scars, dents and check that the boom is not bent. Ensure that head and heel fittings are in good working order by maneuvering the boom through all its working positions. 2.4 Blocks: Verify that blocks are marked and identifiable with the rigging list and that they are of the appropriate SWL for the position in which they are rigged. The blocks are to be examined with particular attention being paid to sheave rotation, efficient lubrication and verification that there is no sign of excessive wear on the pin or scoring of the rope groove. If sheaves do not rotate freely, or if the examination indicates that the block may not have been efficiently maintained, the block is to be stripped down. Repairs are to be carried out in a properly equipped workshop and if the repair affects the strength of the block, it is to be re-tested and certified. 2.5 Shackles, links, rings, hooks, triangle plates etc. are to be examined for wear, deformation or other defects (items must be sufficiently free from paint, grease, scale etc. to enable proper examination). 2.6 Wire ropes: Examine the entire length externally and internally as necessary for corrosion, and to ensure that lubrication has penetrated fully. Examine for worn or damaged wires particularly to rope adjacent to terminations, lengths that have been running or stationary over drums, sheaves and deflection pulleys and any other areas likely to sustain damage. Multi strand ropes must be carefully examined internally as wire breaks may frequently occur in the valley between strands. Examine terminal fittings, splices etc., with particular attention to broken wires at ferrule connections. Any serving on splices is to be removed for examination. Grips are not to be used as primary load bearing termination. Where used, the number of grips and their tightening torque should be strictly in accordance with acceptable national standards. When wire ropes are renewed/replaced, surveyor should ensure that the replacement rope is of the correct size and adequate breaking strength in accordance with the original particulars and supplied with proper certification. 2.7 Winches: Examine all components of gearing, shafts, clutches, ratchets, pawls and other torque transmitting components for cracks, scores and wear. Components should be adequately lubricated and lubrication arrangements should be in proper working order. All brake linings must be inspected for level of wear and replaced if necessary. Mounting brackets should be free from cracks or deformation. Anchorages of all wire ropes on the rope drums should be checked and confirmed effective. The rope drum should be checked for cracks and other defects liable to damage the rope. Check the effective working of any fleeting device fitted. 2.8 Re-test: Loose gear is to be proof tested if repairs have been carried out which affects the strength or if certificates are not available. Derricks are to be re-tested at the quadrennial or quinqennial survey, or after repairs affecting the strength of the derrick. Unless specifically advised, re-testing of union purchase rigs is not essential provided that the derrick has been re-tested in single working.




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SECTION 3 Cranes 3.1 Verify that reeving arrangement and blocks are as shown in Cargo gear particulars Book or manufacturer’s manual. 3.2 The sheaves are to be examined with particular attention being paid to sheave rotation, efficient lubrication and verification that there is no sign of excessive wear on the pin or scoring of the rope groove. Anchorage of fixed axle pins is to be checked and it should be ensured that sheaves rotate freely on axle pins. Check for excessive wear of axle pin and sheave bearing. Check condition of housing and separation plates. 3.3 Jib heel pins should be checked for efficient lubrication and to ensure that there is no detrimental wear. 3.4 Slewing bearings should be checked for adequate lubrication and to ensure that there is no detrimental wear or excessive movement in the bearing. 3.5 Wire ropes: Examine the entire length externally and internally as necessary for corrosion, and to ensure that lubrication has penetrated fully. Examine for worn or damaged wires particularly to rope adjacent to terminations, lengths that have been running or stationary over drums, sheaves and deflection pulleys and any other areas likely to sustain damage. Multi strand ropes must be carefully examined internally as wire breaks may frequently occur in the valley between strands. Examine terminal fittings, splices etc., with particular attention to broken wires at ferrule connections. Any serving on splices is to be removed for examination. Grips are not to be used as primary load bearing termination. Where used, the number of grips and their tightening torque should be strictly in accordance with acceptable national standards. When wire ropes are renewed/replaced, surveyor should ensure that the replacement rope is of the correct size and adequate breaking strength in accordance with the original particulars and supplied with proper certification. 3.6 Crane foundation bolts should be examined for signs of wear, corrosion and or permanent set. Welds should be examined for cracks. Structure should be examined for corrosion. Jib, tower, support pedestal, gantry etc., should be examined for any signs of local indentation or unfairness. In the case of traveling cranes check bogies, wheels, rails stops and stowage arrangements. 3.7 Shackles, links, rings, and hooks, triangle plates etc. are to be examined for wear, deformation or other defects (items must be sufficiently free from paint, grease, scale etc. to enable proper examination). 3.8 Winches: Examine all components of gearing, shafts, clutches, ratchets, pawls and other torque transmitting components for cracks, scores and wear. Components should be adequately lubricated and lubrication arrangements should be in proper working order. All brake linings must be inspected for level of wear and replaced if necessary. Mounting brackets should be free from cracks or deformation. Anchorages of all wire ropes on the rope drums should be checked and confirmed effective. The rope drum should be checked for cracks and other defects liable to damage the rope. Winches: Examine all components of gearing, shafts, clutches, ratchets, pawls and other torque transmitting components for cracks, scores and wear. Components should be adequately lubricated and lubrication arrangements should be in proper working order. All brake linings must be inspected for level of wear and replaced if necessary. Mounting brackets should be free from cracks or deformation. Anchorages of all wire ropes on the rope drums should be checked and confirmed effective. The rope drum should be checked for cracks and other defects liable to damage the rope. Check the effective working of any fleeting device fitted. 3.9 Re-test: Loose gear is to be proof tested if repairs have been carried out which affects the strength or if certificates are not available. Cranes are to be re-tested at the quadrennial or quinqennial survey, or after repairs affecting the strength of the crane.




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SECTION 4 Damage Surveys and Repairs

4.1 For all damage surveys, a purely factual statement is to be issued on the “STATEMENT OF FACT” form, clearly indicating who requested International Register of Shipping survey and making reference to the stated/alleged cause of the damage, omitting any personal opinion on possible causes. The statement issued should detail the extent and nature of repair and re-testing actually carried out at the time. The test load should also be stated in the report along with any recommendations made. 4.2 Where damage has been sustained by a primary component/structure, and warrants repair, the appliance is to be removed from the service until repaired and re-tested satisfactorily. If it is not possible to carry out the complete repair/test, appropriate recommendations are to be made and entered in the cargo gear register book indicating that the appliance is not to be used meantime. 4.3 Where damage has been sustained by non-primary components/structure, and warrants repairs but does not affect the safe operation of the appliance, then testing of appliance following repair is not required. 4.4 All repairs to lifting appliances must be carried out using material, which is identical or with equal or superior properties as the material listed in the plans. All welding must be carried out by approved welders using approved procedures and approved welding consumables. On completion of welding and heat treatment the repair is to be examined by suitable non-destructive examination technique. Head Office should be consulted for all major repairs. 4.5 In extreme circumstances, a request may be made by the owner to have a damaged lifting appliance remain in service at a reduced SWL, pending repair. This should only be accepted in consultation with Head Office and only after calculations have been submitted to and approved by Head Office. In such cases a load test has to be performed and certified for the de-rated load, a relevant entry is to be made in the Register Book and a note is to be entered into the Statement of Fact. For the time, for which the SWL has been de-rated, the markings on derrick, cranes or loose gear must be amended accordingly

SECTION 5 Load Tests

5.1 Every lifting appliance shall be tested with a test load, which shall exceed the SWL (Safe Working Load), as follows:

SWL TEST LOAD

Up to 20 tones 25 per cent in excess 20 to 50 tones 5 tones in excess Over 50 tones 10 per cent in excess

1. In the case of derrick systems the test load shall be lifted with the ship’s normal tackle with the derrick boom at

the minimum angle to the horizontal for which the derrick system was designed (generally 15 degrees). The angle at which the test was made should be stated in Statement of Fact. After the test load has been lifted, it should be swung as far as possible in both directions.

2. In the case of cranes, the test load is to be hoisted, slewed and luffed at slow speed. Gantry and traveling cranes together with their trolleys were appropriate are to be traversed and traveling over the full length of their track. In the case of variable load-radius cranes, the tests are generally to be carried out with the appropriate test load at maximum, minimum and at an intermediate radius. In the case of hydraulic cranes where limitation of pressure




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makes it impossible to lift a test load 25 per cent in excess of the SWL it will be sufficient to lift the greatest possible load, but in general this should be not less than 10 per cent in excess of the SWL.

3. As a general rule, tests should be carried out using test loads and no exception should be allowed in the case of initial tests. In the case of repairs, replacement and when the periodical examination calls for re-test, consideration may be given to the use of spring or hydraulic balances providing the SWL of the lifting appliance does not exceed 15 tones. Where a spring or a hydraulic balance is used it shall be calibrated and accurate to within +/- 2 per cent and the indicator should remain constant for five minutes.

4. The lifting appliance and associated structure should be examined after the load test to ensure that the equipment and structure has not suffered any deformation/damage during the test.

SECTION 6 Reporting

6.1 The survey checklist CG-FM should be used for annual/quadrennial/quinqennial surveys and a copy submitted to Head Office along with survey reports. 6.2 At first surveys by IS, in addition to the survey checklists as applicable, the Cargo Gear Register CGBOOK-IS should be issued if requested by the client and advised by Head Office. Copies of the previous Cargo Gear Register, dates of last annual/quadrennial/quinqennial and the society who carried out the previous surveys should be included in the survey report. 6.3 When quadrennial/quinqennial surveys are carried out including the relevant load tests, the relevant certificates (CG-2-IS for derricks, CG-3-IS for Cranes and CG-4-IS for loose gear) are to be issued and copy forwarded to Head Office. Certificate CG-5-IS is to be issued when wire rope is renewed. Certificate CG-6-IS is to be issued at annual surveys for loose gear not subject to heat treatment. When specifically requested by the Clients, Certificate ACG-I-IS is to be issued for vessel over 15 years old trading to Saudi Arabian Seaports if approved by Head Office. 6.4 A narrative survey report should be submitted whenever a survey is incomplete (indicating the reason why the survey could not be completed), deficiencies are noted (details of deficiency noted and the owners proposal to deal with the deficiency), repairs are carried out (details of the temporary/permanent repairs carried out) and when existing outstanding recommendations are deleted or postponed.




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GENERAL - STATUTORY CHAPTER 6

SECTION 1 General

1.1 Surveys related to the issue of convention certificates may be undertaken only when so authorized by the Government of the Flag administration. 1.2 The surveys are carried out on behalf of the Administration and it is incumbent on the surveyor to ensure that their requirements are met in full. Interpretation or relaxation of Convention requirements may only be considered if authorized by the Administration. 1.3 If an owner requests certification for a Flag Administration which has signed the appropriate Convention/Code, but International Register of Shipping are not authorized to undertake the survey, the owner should be advised that International Register of Shipping could issue a “Statement of Compliance” indicating the degree of compliance the vessel has with the appropriate convention/code, if so required. However, it should be made clear that such a Statement without reference to government authorization would be issued in good faith as documentary evidence of compliance, but International Register of Shipping could not guarantee its acceptance by port authorities. Some port authorities only recognize certificates, which state that they are issued by, or on behalf of, the Flag Administration. 1.4 If an owner requests certification for a Flag Administration who is not signatory to the appropriate convention/code, the owner should be advised that International Register of Shipping are unable to issue the requested certification. However, they should also be advised that International Register of Shipping could issue a “Statement of Compliance” indicating the degree of compliance the vessel has with the appropriate convention/code, if so required. 1.5 Before any statutory survey is commenced, the section relating to the particular flag should be consulted so that specific flag state requirements, if any are followed. The surveyor should first ascertain what type of survey (initial, annual, intermediate, periodical or renewal) is due and whether International Register of Shipping is authorized to carry out the survey. In case of any doubt, Head Office should be contacted. Information on the actual survey to be carried out can then be obtained from the Section relating to the particular survey for the type of ship in question as required.

SECTION 2 Certificate Forms And Falsification

2.1 To minimize the possibility of falsification of documents, all statutory and class certificates should be issued on the numbered certificate paper issued by Head Office. Every certificate or copy issued to the ship/owner is to be individually stamped and authenticated with the surveyor’s stamp, which should clearly indicate the relevant stamp number. The Surveyor should individually sign every certificate or copy issued and his name should be typed or printed below the signature. The Surveyors stamp should be applied in such a way that it does not hide/mask the Surveyors name and signature. Surveyors should note that certificates issued on other paper would be considered as invalid and fraudulent. The IMO and the flag states for which International Register of Shipping authorized to issue certificates have been advised of the type of paper being used and not to accept any other certificate paper. Any instance of falsification of documents detected will be investigated thoroughly and appropriate action (including legal action, if considered necessary) taken against the concerned individual/company. During surveys, if for any reason, the validity of any International Register of Shipping documents presented is suspected of falsification, Head Office should be contacted immediately.




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SECTION 3 Registration 3.1 Statutory certificates are not to be issued to any ship unless evidence of registration, in the form of a valid certificate of registry or Certificate of Provisional Registry issued by the appropriate Government or their authorized representative is sighted. SECTION 4

Ships Being Surveyed By International Register of Shipping For The First Time 4.1 When requesting for survey instructions, the status of the present certificates (issue date, expiry date, full term/interim, conditional, issuing authority, date of last annual/intermediate survey endorsement etc.) should be ascertained and submitted to Head Office in the form RFQ-FRM. If the previous certificate was issued by an IACS member or by the previous government, then the previous survey cycle may be continued. If within the window period for a particular survey, that survey must be carried out. In all other cases, a general examination equivalent to an annual survey must be carried out to ensure that the vessel remains in satisfactory condition. The date of the previous initial/renewal survey and the due date for the next survey should be endorsed on any interim certificate issued (under Notes). Copies of previous records of equipment (safety equipment, safety radio, IOPP) and certificates (including the attachments and any exemption/waivers issued) must be forwarded to Head Office along with survey reports. In cases where the previous record of equipment is available, it should be confirmed with the Master that the record is correct and up-to-date. Any modifications are to be updated. A new record of equipment need not be prepared in such cases and the Master should be advised to retain the previous record onboard for future surveys. Approvals for documents and plans (trim and stability booklet, loading manual, grain loading manual, cargo securing manual, emergency towing arrangements, SOPEP, COW/ODMCS/CBT manuals etc) given by the previous society or national authority may be accepted. However, if there is a change of flag involved, then the relevant manuals onboard have to be endorsed stating that the “(manual) has been accepted by International Register of Shipping on behalf of the “(new flag state)” based on approval by “(previous society name)” on behalf of “(previous flag state name)”. A copy of each endorsement is to be forwarded to Head Office along with a copy of the previous approval letter or approval page of the manual along with the survey reports. If an exemption or waiver was issued by the previous flag-state, new exemption or waiver should not be issued unless advised by the Head Office. 4.2 If the previous certificates were not issued by IACS member societies or by the National Authority, then a complete renewal survey may be required (Head Office will provide necessary instructions) and new records of equipment should be prepared. SECTION 5

Change Of Flag For Ships With Certificates Previously Issued By International Register of Shipping 5.1 If any statutory survey is due at the time of change of flag, it should be carried out. Otherwise, a general examination equivalent to an annual survey should be carried out. The previous cycle is to be continued. Interim certificates issued should be endorsed with the dates of the last renewal/periodic survey and the next due survey. All approvals of manuals and plans etc by International Register of Shipping on behalf of the previous flag is to be endorsed stating that “manuals have been accepted on behalf of the “new flag state” based on approval on behalf of “previous flag state”.

SECTION 6 Exemptions/Waivers

6.1 Generally, Administrations prefer proposals for waivers or equivalence or exemptions to be routed via the Head Office together with the International Register of Shipping recommendations as to the suitability of the proposal. Therefore, all approaches to the Administrations must be made through Head Office.




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SECTION 7 Issue Of Certificates 7.1 Statutory certificates are issued on behalf of the flag states. The flag-state has to take responsibility for the certificates issued by organizations recognized by it. Therefore, any problems related to statutory certificates are usually dealt with severely by the flag state authorities. Sometimes punitive action is taken against the party who issued the certificates such as imposing penalty/fines, suspension of concerned surveyors or even withdrawing the recognition given to a particular organization. It is therefore to be understood that statutory certificates are to be issued:

1. Only after the required surveys are carried out, 2. The ship was found to be in a satisfactory condition during the surveys and 3. The ship complies with all applicable regulations.

Statutory certificates are not to be issued when any of the above cannot be met. However, if on completion of the survey, it is found that there are few minor deficiencies which cannot be dealt with immediately (due to lack of facilities, spares, non-availability of replacement equipment etc), a CONDITIONAL certificate may be issued to allow the ship to reach the next suitable port where the necessary repairs/renewals and surveys can be completed (maximum two months validity). However, in such cases the owners/Masters proposals to deal with the outstanding items should be ascertained and noted in the survey report. The outstanding items are to be entered on the back of the interim certificates issued and a copy of any CONDITIONAL certificate issued is to be faxed to Head Office at the earliest opportunity. It should be understood that this practice is not to be followed in cases where facilities are available for repair/renewal but the Owners wants to postpone repairs/renewals to suit their own convenience. In such cases the Owner should be advised that certificates will not be issued until the required repairs/renewal are carried out. If major deficiencies are identified during surveys (such as deficiencies relating to emergency equipment like generator/fire pump and lifeboats etc.) certificates are not to be issued and Head Office should be contacted. SECTION 8 Statutory Surveys And Range Dates 8.1 If a survey is not done within the range dates, the certificate automatically becomes invalid. When requested to carry out surveys outside range dates, Head Office permission to be obtained. The Master is to be informed in writing that the certificate is considered as invalid from the date of expiry of the window period (indicate day/month/year) to the date when the survey is completed and the certificate is endorsed (day/month/year). Copy of the letter issued to the Master/Owner is to be forwarded to Head Office along with the survey reports. The survey requirements are to cover the survey, which were overdue and additional items as considered by the surveyor (depending on the time gap from the last survey date). 8.2 For Cargo Ship Safety Construction, Loadline and MARPOL Annex I -IOPP (certificates with 5-year validity) annual surveys are due every year and the range date is anniversary date +/- 3 months. For SAFCON an intermediate survey is also to be done for tankers and is due between the 2nd and 3rd anniversary dates (2.5 years +/- 6 months). For IOPP, an intermediate survey is due between the 2nd and 3rd anniversary dates (2.5 years +/- 6 months). The intermediate survey for SAFCON (tankers) and IOPP may be done in lieu of the 2nd or 3rd annual survey if done within the overlapping period for both annual/intermediate surveys (i.e. 2nd anniversary date + 3 months OR 3rd anniversary date - 3 months). For Cargo Ship Safety Equipment (certificate validity 2 years) the annual survey is due at the first anniversary date +/- 3 months. In the case of tankers over 10 years old, an intermediate survey is to be done in lieu of the annual survey (within same range dates). For all cases, the anniversary date is taken as the date of expiry of the relevant full term certificate (omitting the year).




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SECTION 9 Statutory Certificates And Harmonized System Of Survey And Certification 9.1 The harmonized system of survey and certification entered into force on 3 rd February 2000. The system covers survey and certification requirements of SOLAS 74, LL 66, MARPOL 73/78, IBC code, BCH code and IGC code. The HSSC provides for:

• A one-year standard interval between surveys, based on initial, annual, intermediate, periodic and renewal surveys as appropriate. Annual surveys are mandatory for cargo ships and unscheduled inspections are no longer needed. Intermediate survey is now required for all ships under Cargo Ship Safety Construction Certificate (to be done within 3 months of the second or third anniversary date).

• The renewal survey may be completed within 3 months before the expiry date of the existing certificate with no loss of its period of validity.

• A time window of 6 months – from 3 months before to 3 months after the anniversary date of the certificate for annual, intermediate and periodical surveys.

• A maximum period of validity of 5 years for all certificates for cargo ships • A maximum period of 12 months for the passenger ship safety certificate. • A system of extension of certificates limited to 3 months to enable a ship to complete its voyage, or one month

for ships engaged on short voyages • When an extension has been granted, the period of validity of the new certificate starts from the expiry date

of the present certificate before its extension • A system for inspection of the outside of the ship’s bottom at least twice in a five year period and the interval

between any two such inspections shall not exceed 36 months – applicable for all cargo ships • A provision for a combined Cargo Ship Safety Certificate under SOLAS 74 as an alternative to separate Cargo

Ship Safety Construction, Cargo Ship Safety equipment and Cargo Ship Safety Radio certificates. • A flexible system concerning the frequency and the period of validity of certificates provided that the

minimum pattern of surveys is maintained. • With regard to LLC 1966 and MARPOL 73/78/88, the period of validity of the certificates are linked to the

expiry date of the previous certificate and provision for extension of certificate for 3 months or 1 month as in the case of the SOLAS certificate. For MARPOL 73/78/88, the intermediate survey may be done within 3 months of the second or third anniversary date.

The harmonized survey requirements are as follows:

Validity of Certificates/Year 1 2 3 4 5 Loadline A A A A R Passenger Ship Safety R R R R R Cargo Ship Safety Construction A A/I I/A A R Cargo Ship Safety Equipment A A/P P/A A R Cargo Ship Safety Radio P P P P R MARPOL 73/78 A A/I I/A A R

The types of surveys are as follows: Initial survey is a complete inspection of all items relating to the particular certificate carried out before a ship is put into service to ensure that they are in a satisfactory condition and fit for the service for which the ship is intended. Periodical (P) survey is an inspection of the items relating to the particular certificate to ensure that they are in a satisfactory condition and fit for the service for which the ship is intended. Renewal (R) survey is same as a periodical survey but also leads to the issue of a certificate.




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Intermediate (I) survey is an inspection of the specified items relating to the particular certificate to ensure that they are in a satisfactory condition and fit for the service for which the ship is intended. Annual (A) survey is a general inspection of the items relating to the particular certificate to ensure that they have been maintained and remain satisfactory for the service for which the ship is intended. Inspection of the outside of the ship’s bottom is an inspection of the underwater part of the ship and related items to ensure that they are in a satisfactory condition and fit for the service for which the ship is intended. 9.2 Among the Flag States on behalf of which International Register of Shipping issues statutory certificates only EQUITORIAL GUINEA and GEORGIA are signatories to SOLAS/LOADLINE PROTOCOL 1988. However, Cambodian authorities have informed that for all Cambodian vessels HSSC (harmonized system of survey and certification) is to be followed. While it is mandatory for vessels registered with above flag states to change over to the harmonized system, the surveyors must try and convince the owners of other vessels also to change over to the system in view of the benefits to the owners. It is expedient to start the harmonizing process on the occasion of the next SAFCON surveys by carrying out (and if necessary bringing forward) surveys for other certificates. 9.3 Harmonization has the effect of reducing the costs incurred by the ship owner in preparing the surveys as well as the traveling and incidental expenses incurred by the surveyors. There is however no possibility at present of reducing the fees in consequence of the harmonization of surveys. The scope of potential harmonization is affected by many factors such as operating schedules, range of service, lay times and ship owners’ attitude towards maintenance and surveys. Optimum harmonization is only possible if these factors are taken into account and is therefore largely an issue for the ship owners themselves with every possible support from International Register of Shipping. 9.4 The implementation of the system would mean that all surveys must be harmonized at the first survey coming due after 3rd February 2000. The validity details will be based on the existing validity date of the SAFCON certificate and relevant surveys will have to be carried out. Harmonization will include only statutory surveys and certificate and will not be applicable to Class certificates. However, if any owner wishes to harmonize the classification survey dates, then this can also be done at the same time. Head Office should be contacted for specific instructions when carrying out surveys on EQUATORIAL GUINEA, GEORGIA or CAMBODIA flag vessels and Head Office will advise how to harmonize the surveys.

SECTION 10 Flag Authorizations For International Register of Shipping

10.1 Bolivia: International Register of Shipping is authorized to perform statutory and ISM, ISPS survey and audits by the Government of Bolivia. Full term certificates reports are send to Bolivia Administration in monthly basis. 10.2 Cambodia: Head Office will send a report in a monthly basis with Cambodian Interim Certificate that had been issued. However Surveyors must ensure that necessary forms are available before commencement of required surveys and Head Office must be advised of any additional requirements. Each and every Interim Certificate Form issued by the administration is to be accounted for. Cambodia is a signatory to IMO CONVENTION 48, SOLAS 74/78, LL 66, ITC 69, COLREG 72 and MARPOL 73/78 ANNEXES I TO V. For Cambodian vessels, the harmonized system of surveys and certification is to be followed (even though the Government is not a signatory to the SOLAS 88 protocol). It should be noted that when a vessel changes over to Cambodian flag, then initial surveys must be completed within three months of registration. If the surveys are carried out at a later date, the annuals must be carried out on the anniversary date of registration. All certificates, survey checklists/reports and supporting documents are to be submitted in duplicate as early as possible (as one copy is to be forwarded to Cambodian Administration by Head Office after review within 30 days of completion of surveys)




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10.3 Cape Verde: International Register of Shipping is authorized to perform statutory and ISM, survey and audits by the Government of Cape Verde. 10.4 Ecuador: International Register of Shipping is authorized to perform ISM audit and survey on behalf of Ecuador Administration. 10.5 Equatorial Guinea: International Register of Shipping is authorized by EG. Any requests for surveys should be forwarded to Head Office. Head Office will approach the administration for the required authorization and forward survey instructions. EG is a signatory to IMO CONVENTION 48, SOLAS 74/78/88, LL 66/88, ITC 69, COLREG 72, STCW 78, CLC CONVENTION 69 and MARPOL 73/78 ANNEXES I TO V. Harmonized system of survey and certification is to be followed. 10.6 Eritrea: International Register of Shipping is authorized to perform statutory and ISM, ISPS survey and audits by the Government of Eritrea. 10.7 Georgia: Georgia is a signatory to IMO CONVENTION 48, SOLAS 74/88, LL 66, ITC 69, COLREG 72, STCW 78, CLC CONVENTION 69/protocol 76 and MARPOL 73/78 ANNEXES I TO V. Harmonized system of survey and certification is to be followed. Full term certificates reports are send to Georgia Administration in monthly basis. 10.8 Honduras: All certificates, survey checklists/reports and supporting documents are to be submitted in duplicate (as one copy is to be forwarded to Honduras Administration by Head Office after review). Copies of any interim certificates issued for HONDURAN vessels are to be sent by fax to Head Office within 48 hours of issue of the certificates. Head Office should also be notified of any case where surveyor does not issue or withdraws any statutory certificates (due to condition of ship, owner’s unwillingness to carry out surveys/repairs etc). The Honduras Administration has to endorse all full term certificates before they can be issued to the clients; therefore all survey reports (complete in every respect) should be forwarded to Head Office as early as possible. Honduras is a signatory to IMO CONVENTION 48, SOLAS 74/78, LL 66, ITC 69, COLREG 72, STCW 78 and CLC CONVENTION 69. It should be noted that Honduras is not a signatory to MARPOL 73/78 and hence only CERTIFICATE OF COMPLIANCE is to be issued for IOPP. The administration has also advised us that prior permission should be taken before any IOPP survey is carried out and also before any exemption or waiver certificate is issued. The SOPEP must also be approved by the Honduran Authorities, even if it is approved previously by/or on behalf of the previous Flag State. The authorities have also informed that exemption certificate must be issued even for cases where waiver can be accepted – e.g. for immersion suits and thermal protective aids in warm waters, waiver for 15 ppm oil filtering equipment/ODME etc – This must be taken into account when carrying out surveys for the first time and owners must be advised as early as possible. It is a requirement that all HONDURAN vessels of 20 years and above be issued with a seaworthiness certificate every year (a valid Classification certificate may be accepted as a Seaworthiness Certificate). This survey is to be carried out along with the loadline/SAFCON/ Caribbean Code surveys to the extent possible. 10.9 Lebanon: Head Office to be advised regarding survey requests. Head Office will approach the flag for authorization and revert with survey instructions. Lebanon is a signatory to IMO CONVENTION 48 and IMO AMENDMENTS 93, SOLAS 74/78, LL 66, ITC 69, STCW 78, CLC CONVENTION 69 and MARPOL 73/78 ANNEXES I TO V. All Lebanese flagged vessels must be classed by a society approved by the flag administration. The class society must issue the loadline certificate. Ministry of Transport will issue all other statutory certificates. However surveys are to be carried out by the class society and reports forwarded to the Ministry of Transport to enable them to issue the certificates. Head Office will forward detailed instructions in each case. In view of the fact that most statutory certificates can only be issued by the Ministry of Transport, owners must be advised of the procedures. Owners must be requested to complete the surveys as early as possible, in order to avoid possible delays due to delay in issuance of certificates by the MOT. 10.10 Mongolia : International Register of Shipping is authorized to perform statutory and ISM, survey and audits by the Government of Mongolia.




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10.11 Panama: we are authorized to perform statutory, ISM, ISPS audit and survey on behalf of panama Government. Panama is a signatory to IMO CONVENTION 48 and IMO AMENDMENTS 93, SOLAS 74/78, LL 66, ITC 69, COLREG 72, STCW 78, CLC CONVENTION 69 and MARPOL 73/78 ANNEXES I TO V. The Panama administration has special requirements for NON-CONVENTION vessels (Cargo Ship Safety Surveys for vessel under 500 GT, Radio Certificates for vessels under 300 GT, certificate for fishing vessels, pleasure yachts, crew accommodation surveys etc) and advise should be sought from Head Office in such circumstances. Full term certificates reports are send to Panama Administration in monthly basis. 10.12 Qatar: International Register of Shipping is authorized to perform statutory and ISM, survey and audits by the Government of Qatar. 10.13 St. Vincent and the Grenadines: St. Vincent and the Grenadines is a signatory to IMO, SOLAS 74/78, LL 66, ITC 69, COLREG 72, STCW 78, CLC CONVENTION 69 and MARPOL 73/78 ANNEXES I TO V. All St. Vincent vessels must be maintained in Class (except for fishing vessels and vessels owned by a St. Vincent corporation). 10.14 Suriname: Head Office to be advised of any survey requests. Head Office will approach the flag-state for the required authorization and will revert with survey instructions. Suriname is a signatory to IMO CONVENTION48, SOLAS 74, LL 66, STCW 78, CLC CONVENTION 69 and MARPOL 73/78 ANNEXES I TO V. 10.15 Sultanate of Oman: International Register of Shipping is authorized to perform statutory and ISM survey and audits by the Government of Sultanate of Oman. SECTION 11

Port State Control

11.1 The number, scope and locations at which port state control inspections occur have increased considerably over recent years and will continue to do so in the foreseeable future. In view of the potential damage that port state detentions can do to a society’s reputation and business the following preventive action is to be taken: -

• At every attendance onboard, the surveyor is to discuss with the Master whether there were any PSC

inspections since the last survey and discuss any deficiencies noted during such PSC inspections. Copies of the PSC inspection reports should be obtained and forwarded along with survey reports. If the PSC inspection report indicates that the vessel was detained by the port state, Head Office should be informed immediately. The Master of the vessel should be advised that whenever a vessel is detained, the society must be informed immediately.

• Any potential deficiencies (even though they are not relevant to the survey in hand) identified by the

surveyor during his surveys should be communicated to the Master of the vessel with a request to rectify the same at the earliest opportunity. Surveyors’ attention is also drawn to the contents of circular No. 98-002 covering major deficiencies.

• Surveyors should educate the Master/Chief Engineers regarding the most common deficiencies noticed

during PSC inspections and impress upon them the advantages of carrying out the necessary repairs/maintenance on their own (rather than risk getting detained and then having to carry out the same repairs/maintenance at exorbitant costs and usually with consequent delay to the ship, in addition to bad publicity for all concerned).

• Surveyors should try and maintain a good working relationship with the port state control inspectors in their

region, so that they are aware of what is happening in the respective areas.




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11.2 When alerted to a port state detention (by the port state authority, flag state authority or by the owner/master/agents of the vessel), the following procedure is to be followed: -

• To inform Head Office immediately (by fax, phone, email etc.) of a port state control inspection which has

resulted in detention of an International Register of Shipping classed ship or to which International Register of Shipping has issued statutory certificates. A copy of the port state inspection report must be faxed to Head Office. In no case should the surveyor attend the vessel and carry out any surveys or issue any statement without the permission of Head Office. Head Office will forward necessary instructions, which must be followed in entirety.

• If informed by the port state authority, the surveyor should advise the vessel’s Master and/or local agents in

writing that the vessel must be put up for survey or the relevant certificates issued by the society will be withdrawn. If the local port state authority has not informed our society about the detention, the surveyor should contact the port state authority and advise the authority that you are the local representatives of International Register of Shipping and would appreciate, if they could inform you whenever an International Register of Shipping vessel is detained. However this must be done tactfully, without in any way, displeasing the local port state authorities.

• If the port state inspection report indicates that a certificate, clarification or a statement must be submitted by

the Classification society in respect of any of the deficiencies noted, the draft certificate/statement must be sent to Head Office and approved by Head Office, before submitting the same to the owners and/or the Port State Authority. Normally such statements must be prepared on a STATEMENT OF FACT Form. The surveyors should only address those items they have verified themselves. Whenever deficiencies are stated dealt with and surveyors have not physically verified the same (e.g. Master states that crew has done a fire/safety drill or that they are prepared to carry out the drill), the wording in the STATEMENT OF FACT issued must reflect that we have given the report based on somebody else’s statement (e.g. Master stated that ...etc.)

• On completion of the surveys, a survey report narrative must be prepared which is to include a complete list of all deficiencies noted and corrective action taken in respect of each deficiency and submitted to Head Office. Any repairs/renewals should be corrected on the relevant record of equipment available onboard (safety equipment/safety radio/IOPP Form A etc). Deficiencies left outstanding (with the agreement of the Port State Inspector) for rectification at subsequent ports are to be separately listed along with the Owners proposals to deal with these deficiencies and faxed to Head Office so that subsequent ports can be advised. A copy of any release note issued by the port state authority is to be sent to Head Office along with the reports. The survey report should also indicate whether the vessel was delayed as a result of the port state intervention (whether the vessel was under detention even after all cargo operations were completed).

• Any queries etc received from any third party (Port authorities, Charter Party, Insurance Company etc)

regarding the vessel and concerning any certificates issued by International Register of Shipping must be directed to Head Office and must be replied only after approval by Head Office.

11.3 It has come to our notice that some surveyors have attended vessels (which were under detention) and issued various statements to owners/port authorities without informing Head Office. This practice is totally unacceptable and will be viewed very seriously. It is also noted that most of the owners have not bothered to inform the society of the various port state detentions. This is also NOT ACCEPTABLE. Surveyor should inform all owners/operators in their region that it is the owners’ responsibility to advise the society whenever a vessel is detained. Surveyors should also advise owners that vessels with poor detention records (vessels detained more than once or vessel detained for long periods) might be subjected to additional surveys at the society’s discretion.

11.4 Surveyors should note that port state detentions are published in the media and the data collected is used to compare the performance of various recognized organizations. Therefore, it is very important to make sure that ships




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classed or issued with certificates by our society do not get detained in port state inspections. Every effort should be taken to ensure better performance as ultimately the society’s reputation is affected. A disproportionately high percentage of detentions would have serious consequences for the society, at the worst withdrawal of authorization by Flag States and hence cannot be accepted. Surveyors should also note that some flag administrations (specially HONDURAS) impose heavy fines on vessels, which are detained. 11.5 Head Office will carry out an investigation for every detention involving International Register of Shipping vessels. The surveyor who carried out the relevant surveys (before the ship was detained) will be required to explain the reasons why the deficiencies were NOT noticed and rectified during surveys. In cases where the responsible Surveyor has acted negligent in repeated cases, he will be personally held responsible and may have to face consequences. In addition, the Flag state may also withdraw authorities for individual surveyors.




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LOAD LINE SURVEYS CHAPTER 7

SECTION 1 General

1.1 Ship Types: The International Load Line convention 1966 came into force in 21st of July 1968. Accordingly ships whose keel were laid before this date are to be treated as existing ships and all ships whose keel were laid after this date are to be treated as new ships. 1.2 Applicability: A Load Line certificate is not required for the following ships:

• New ships of load line length less than 24 m • Existing ships of less than 150 gross tonnage • Pleasure yachts not used for commercial purpose • Fishing vessels.

1.3 Marking of Load line: As far as practicable free board marks should be made by welding. Where due to operational or safety reasons (in way of fuel oil tanks etc.) the marking may be done by painting, however in this case the surveyor shall place a recommendations for the welding to be carried out at next dry-dock. Special attention to be paid to loadline marks by painting since possibilities of altering the marks are greater here. The Master should be encouraged to maintain a wooden freeboard batten for easy measurement at loadline surveys. The freeboard grid letters should be marked as follows:- Freeboard grid letters Timber Freeboard grid letters

Panama, Honduras

Other Countries

Panama, Honduras

Other Countries

Tropical Fresh water TD TF MTD LTF

Fresh water D F MD LF

Tropical T T MT LT

Summer V S MV LS

Winter I W MI LW

Winter North Atlantic ANI WNA MANI LWNA

1.4 Surveyors conducting loadline surveys are to be familiar with the applicable provisions of the International Convention on Loadlines, 1966 (ICLL 1966). The existing certificate on board should be examined to establish the type of survey due. 1.5 The various loadline items to be surveyed are itemized on the Record of Conditions of Assignment of Freeboards, a copy of which should be available on board the vessel. 1.6 Any requests for the issue of multiple loadline certificates (more than one loadline certificate – for tankers) should be referred to Head Office.




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1.7 For loadline purposes, Position 1 means at any location on the free board deck (upper most continuous weather deck) and raised quarterdeck and on super structure within 25% length from forward end and Position 2 means on exposed superstructure deck aft of 25% length from forward end. 1.8 The requirements for coaming height and thickness are indicated below for easy reference:

Height Item Thickness (mm.) Position 1 Position 2

Cargo hatch coamings 600 mm. 450 mm. Doors 600 mm. 380 mm. Access hatch coamings

As per approved plans

600 mm. 380 mm. Ventilator 900 mm. 760 mm.

Freeboard Deck Superstructure Deck Air vent pipes

Dia.<85mm - 6.0 85 -165 mm-Interpolate Dia.>165mm. - 8.5 760 mm. 450 mm.

Other items Bulwarks - 1.0 m above the deck Guard Rails - 1.0 m. above the deck, At least 3 rows of rails Side Scuttles - 500 mm. or 2.5% Breadth above the summer load line

SECTION 2 Initial Surveys (First Survey by International Register of Shipping)

2.1 Previous certificates issued by a major class society 2.1.1 As soon as the vessel arrives in port or at the earliest opportunity, the surveyor should send a copy of the existing load line certificate to Head Office. In such cases normally Head Office would advise the surveyor to reassign the same freeboards and maintain the existing survey cycle. Any due or overdue survey to be carried out as per the existing cycle and any outstanding survey recommendations imposed by the previous society to be dealt with. Surveyor should then proceed to check the load line marks for verifying freeboards against the certificate. He can then issue an Interim Certificate with the same freeboards after satisfactorily completing the following:

• All loadline items should be checked for compliance with loadline requirements and verified against existing

Conditions of Assignment form available on board. If Conditions of Assignment Form is not available onboard, a new form LL-1 is to be prepared and copy placed on board. Any deviations found from the existing Conditions f Assignment form is to be checked for compliance with the LL requirements and the existing Conditions of Assignment form is to be updated as applicable. A copy of the Conditions of Assignment (previous or new) is to be submitted to Head Office along with survey reports.

• It is to be ensured that no significant change in structure or arrangement has been made that will alter the particulars of the certificate (examples of such changes are, removal or fitting of weather tight doors on main deck & superstructures, removal or fitting of side scuttles below freeboard deck or enclosed superstructures, removal or modification of hatch covers, conversion of ship from one type to another say from oil barge to deck barge, removal of deck / bulkhead etc. which might reduce the structural strength of the ship, removal or fitting of side / stern or bow doors & ramps etc). In case of such changes being observed the Head Office should be informed immediately with a drawing or a sketch with all details showing the modification. Head Office may then, require a change in the free board marking.




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• It is be verified that the stability information (stability booklet, for all ships, damage stability booklets for type–A ships with length greater than 150 M and type–B reduced free board ships greater than 100 M in length) is available onboard, in a language understood by the ships officers and approved by the administration or the previous society. The booklet to be endorsed as appropriate. If no booklet is available on board, or the booklet on board is not approved, the Owners should be advised to submit the booklet for approval at the earliest. The certificate validity is to be restricted to maximum two months. For ships, which have timber loadlines assigned, there should be an approved timber deck cargo loading and lashing plan onboard.

• Any service restriction imposed on the earlier certificate or by the previous society should be reflected in the

new certificate without any change.

• Load line marks should be verified for accuracy and the identification marks of the issuing authority to be changed to “IS“.

2.1.2 If Owner requests for a change of freeboard or if modifications have been carried out which will affect the freeboards assigned, new freeboard calculations must be submitted to the Head Office for approval along with copies of relevant drawings such as general arrangement plan. In some cases the stability booklet may also need re-approval in view of changes carried out. New certificate is to be issued assigning the freeboards forwarded by Head Office. The Surveyor should ensure that the new freeboards are properly marked on the ship’s side and the previous marks have been properly removed.

2.1.3 Load line certificate is generally not to be issued to un-classed ships. The case has to be submitted to head office for special consideration.

2.2 Previous Certificates not issued by major classification society

2.2.1 Any request for issuance of Load Line should be forwarded to Head Office. In some cases Head Office will require to verify the freeboard calculations before accepting the previous assigned freeboards and in such cases the Surveyor must submit Load Line plan showing the conditions of assignment & general arrangement, freeboard computations, Mid ship section drawing and loading manual and stability Booklet incorporating conditions corresponding to the requested freeboard. Based on these documents Head Office will check the freeboard computations and assign freeboards. The assigned freeboards should be marked on the side of the ship and verified by the surveyor. After this the surveyor shall perform the following:

• All loadline items should be checked for compliance with loadline requirements. Conditions of Assignment,

Form LL-1, is to be prepared and copy placed on board. A copy of the new Conditions of Assignment is to be submitted to Head Office along with survey reports.

• It is be verified that the stability information (stability booklet, for all ships, damage stability booklets for

type–A ships with length greater than 150 M and type–B reduced free board ships greater than 100 M in length) is available onboard, in a language understood by the ships officers. A copy is to be submitted for approval to Head Office. The copy on board should be endorsed as follows: “provisionally approved by International Register of Shipping on behalf of (flag) pending approval by International Register of Shipping Head Office”. For ships, which have timber loadlines assigned, there should be an approved timber deck cargo loading and lashing plan onboard.

• Any known service restriction should be reflected in the new certificate.




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• Load line marks should be verified for accuracy and the identification marks of the issuing authority should be marked as “IS“.

2.2.2 On satisfactory completion of above, a CONDITIONAL INTERIM loadline certificate may be issued, valid for 3 months, with approval of stability booklet as an outstanding item.

SECTION 3 Annual Load Line Survey

3.1 General 3.1.1 Four annual surveys (Periodical Inspection in ICLL 1966) are required during the duration of the certificate’s validity. Annual surveys are to be held within 3 months before and 3 months after the anniversary date (anniversary date is the expiry date of the certificate without the year). 3.1.2 The survey checklist form LL-2 is to be filled up as appropriate and a copy submitted with the reports. The loadline certificate is to be endorsed for annual surveys on completion of the survey. A copy of the certificate, clearly showing the endorsement is to be submitted along with the reports. The survey date endorsed on the certificate should be the date of completion of the survey. 3.2 Scope of Survey 3.2.1 The validity of the loadline certificate and other statutory certificates on board should be verified. It should be verified that the approved stability data is available on board. 3.2.2 The loadline marks should be verified with the certificate. 3.2.3 Weather tight Doors : Check overall conditions to ensure no excessive corrosion has taken place, specially the gasket retaining channels (door lips) and no distortion has taken place. Check hinges and doorframe for proper closing. Check conditions of rubber gasket - too hard or too soft, worn out, etc. shall be rejected and rubber packing shall not protrude out side the channel. Dogs/Clips/Toggles should be checked for seizure and open-close markings. In case of doubts, passage of light test (Surveyor shall stand inside the compartment and check that no day light passes through the door & edges with the door fully closed) or chalk test on doorframe & rubber gasket may be carried out. 3.2.4 Scuttles &Windows- Check for broken glass, perished or missing dead lights and proper closure. Chalk test or hose test may be carried out, if required by Surveyor. 3.2.5 Access Hatches – Check condition of coaming, especially lower portion adjacent to deck (hammer testing may be carried out). Check rubber gaskets for wear and loose fitting. Check cover for wastage, for seizure & operate the toggles from inside and out side and check effectiveness of pins for retaining in open position. Passage of light test or chalk test may be carried out, if required by Surveyor. 3.2.6 Man Holes – Check covers for wastage, missing or worn out packing, bolts and nuts. 3.2.7 Air and sounding pipes – Check pipes for wastage, specially the lower portion near stub pieces. Check for missing protective cover for air pipes in holds. Check for missing caps/ keep chains for sounding pipes. Check condition of air pipe hood for wastage and missing wire gauze diaphragm for oil tank vents. Check condition of float and sealing washer for automatic air vents by dismantling and examining at least 10 percent of the air pipes. Floatability test for floats may be carried out, if required by Surveyor (particularly if repairs/renewals have been carried out to floats). Ensure that vents for oil fuel tanks are fitted with flameproof wire mesh of correct size.




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3.2.8 Ventilators – Check for corrosion of coaming/casing, proper closure of flaps, missing butterfly nuts & packing and open-shut markings. Operating handle or spindle should be checked for free movement. Check support stays & brackets for wastage/detachment. 3.2.9 Bulwarks, Guardrails and life lines – Check for missing, damaged or broken railing and stanchions. Wasted/detached stays and cap rails should be repaired. Check for missing lifeline stanchions & wasted shoes and worn lifelines. 3.2.10 Freeing ports should be examined for proper operation of flaps/shutters and for obstructions. Examine grills for wastage/damage. 3.2.11 Scuppers& Discharges – Check for clogged deck scuppers, missing spindles/hand wheels, pipes for wastage and overboard valves for wastage/leaks. Operation of local and remote controls must be verified. 3.2.12 Skylights, Casings & Funnel flaps to be checked for broken glass, wasted covers, worn or loose gaskets and missing butterfly nuts or toggles. 3.2.13 Side/Bow doors – Check for deterioration of hinges, seized dogs and verify proper operation of closing mechanism (hydraulic). Logbook entries, of opening and closing, should be verified. Doors should be hose tested to ensure water tightness. 3.2.14 Cargo Hatch covers and coamings – Examine cover and coamings for wastage of plating, stiffeners and stays. The hatch covers should be operated and examined for proper operation of opening and closing mechanism and if chain operated examine chain for slackness, worn links and wasted guides. Check the condition of hydraulic system including checking for any leaks, in case of hydraulically operated covers. Examine tracks and guides for wear, distortion and wastage. Check drain channels and pipes for corrosion, blockage and condition of drain valves. Examine quick acting cleats for distortions, slackness, wasted brackets, etc. Check gasket retaining channel for wastage and worn out or loose gaskets. Examine compression bar for wastage and distortion. All hatch covers should be hose tested to ensure weather-tightness. Head Office should be consulted where the use of tarpaulins is proposed as a temporary or permanent measure to secure weather-tightness of cargo hatches. 3.2.15 Spurling pipe of Chain locker – Check for missing or wasted cover.

SECTION 4 Periodical (Renewal) Surveys

4.1 Renewal surveys (Periodical surveys in ICLL 1966) are required every five years and before the certificate in force has expired. As far as practicable, surveys should be carried out in tandem with classification special / SAFCON renewal surveys. 4.2 A thorough examination of the ships structure, openings & closing appliances is to be made to ensure that the items will, given routine maintenance, remain in satisfactory condition. 4.3 On satisfactory completion of surveys, an INTERIM Load Line certificate is to be issued valid for 5 months.

SECTION 5 Reporting

5.1 The relevant survey checklist LL-2 should be used when carrying out surveys and a copy submitted to Head Office along with survey reports.




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5.2 At first surveys by IS, copies of the previous society’s certificates and Conditions of Assignment and copy of approval for stability booklet/grain loading manual/timber loading & lashing plan etc and list of any outstanding deficiencies, recommendations etc should also be forwarded. 5.3 Interim Certificate LL-I-IS (LL-I-PMS for PANAMA vessels) should be issued, valid for five months on satisfactory completion of Renewal/Periodical Surveys or First Survey by International Register of Shipping. When survey is incomplete or deficiencies are noted, the Interim Certificate should be marked CONDITIONAL and the outstanding survey items/deficiencies must be noted on the reverse of the Interim Certificate. The certificate validity must be restricted to maximum two months (except where only approval of stability booklet/ grain loading manual/timber loading & lashing plan is outstanding, in which case the validity should be restricted to three months) 5.4 On completion of annual surveys, the existing full term certificate on board is to be endorsed in the relevant column indicating the date, place and surveyors name and endorsed using the IS/PMSB seal. A copy of the endorsed certificate must be submitted to Head Office. At annual surveys, if surveys cannot be completed or deficiencies are noted, the outstanding items/deficiencies must be entered on the outstanding recommendations form (OSR-FRM). The Full Term LL certificate should not be endorsed in such cases. 5.5 When previous recommendations are examined and completed satisfactorily, the items must be deleted on the forms OSR-FRM. 5.6 A narrative survey report should be submitted whenever a survey is incomplete (indicating the reason why the survey could not be completed), deficiencies are noted (details of deficiency noted and the owners proposal to deal with the deficiency), repairs are carried out (details of the temporary/permanent repairs carried out) and when existing outstanding recommendations are deleted or postponed.




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SAFETY CONSTRUCTION SURVEYS CHAPTER 8

SECTION 1 General

1.1 Surveyors carrying out surveys of ship structure and shipboard engineering systems with a view to issue Cargo Ship Safety Construction (SAFCON) Certificates are to be familiar with the applicable provisions of the International Convention for the Safety Of Life At Sea (SOLAS), as amended and applicable for the vessel under survey. 1.2 SAFCON Certificates are generally to be issued to classed vessels. If the vessel is not classed at all or it is classed by another society, additional survey requirements may apply and Head Office instructions should be sought in such cases. It should also be noted that some flag states insist that the vessel is classed by a recognized classification society (e.g. GEORGIA/ST.VINCENT/LEBANON etc). If a vessel is classed by another organization, it should be ensured that the class certificate is valid and properly endorsed and that there are no outstanding surveys or recommendations. Surveys should be carried out in tandem with classification and loadline surveys as far as practicable. 1.3 When requested to carry out SAFCON surveys, the existing certificate on board should be sighted to establish the category of survey due. Renewal surveys are required every five years and before the certificate in force has expired. Four annual surveys are required during the duration of the certificate’s validity. In the case of tankers over 10 years old, an intermediate survey is also required. Annual surveys are to be held within the three months before and three months after the due date. Intermediate surveys are required to be held within six months before and six months after the half way date (two and a half years) of the certificate’s period of validity. If the intermediate survey is held within the three months after the due date of the second annual survey or within the three months before the due date of the third annual survey, then this will be credited for both the intermediate and the particular annual survey. It should be noted that annual and intermediate surveys are mandatory only for vessels registered under flags where the administration is a signatory to the protocol to SOLAS 1974. Intermediate surveys are also mandatory under the Harmonized system of survey and certification. Under the harmonized system of survey and certification, inspection of the outside of the ship’s bottom is also required, twice during the period of validity of the certificate, with interval between subsequent examinations not exceeding 3 years. 1.4 When carrying out surveys, the surveyors should ensure that the vessel complies fully with the applicable regulations including recent amendments such as Cargo securing manuals, Emergency towing arrangements for tankers, enhanced survey procedures for tankers/ bulk carriers etc., safe access to tanker bows, tank venting arrangements, arrangements for oil piping systems etc. Head Office should be contacted for advise in case of doubt and before the issue/endorsement of necessary certificates. 1.5 Safety Construction certificate is generally not to be issued to un-classed ships. The case has to be submitted to head office for special consideration.

SECTION 2 Initial Surveys (First Survey by International Register of Shipping)

2.1 Previous certificates issued by a major class society 2.1.1 A copy of the existing Safety Construction Certificate should be forwarded to Head Office. Normally Head Office would advise the surveyor to maintain the existing survey cycle. Any due or overdue survey to be carried out as per the existing cycle and any outstanding survey recommendations imposed by the previous society to be dealt




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with. If no survey is due a general examination, equivalent to an annual survey should be carried out. It is to be ensured that no significant change in structure or arrangement has been made. In case of such changes being observed the Head Office should be informed immediately with a drawing or a sketch with all details showing the modification. It is be verified that the loading information(loading manual) and other necessary documents (cargo securing manual, documents required for ships subject to enhanced surveys such as tankers and bulk carriers, etc) are available onboard, in a language understood by the ships officers and approved by the administration or the previous society. The previous approval of the loading manual and cargo-securing manual may be accepted and the manuals should be endorsed as appropriate – “This Manual has been accepted by International Register of Shipping on the basis of previous approval by (name of society)”. If manuals are not available on board, or the manuals on board are not approved, the Owners should be advised to submit the manuals for approval at the earliest. The certificate validity is to be restricted to maximum three months. Any service restriction imposed on the earlier certificate or by the previous society should be reflected in the new certificate without any change. 2.1.2 The date of previous inspection of the ships bottom is to be ascertained. A dry-dock survey is to be carried out if 30 months have elapsed since the last inspection of the ships bottom or if two inspections of the ships bottom has not been carried out in the preceding 60 months. Dates of previous dry-dockings indicated on previous Classification certificates or quarterly listings may be accepted. Head Office should be contacted for advise in other cases. 2.2 Previous Certificates not issued by major classification society

2.2.1 A copy of any previous Certificate should be forwarded to Head Office. Head Office will advise whether the existing survey cycle can be followed and also whether any existing approval of manuals can be accepted. If Head Office does not accept previous cycle, then a complete renewal survey should be carried out to ensure that the vessel complies with the applicable regulations. The necessary manuals (loading manual, cargo securing manual etc) should be submitted to Head Office for approval along with a copy of any previous approvals. On completion of survey a CONDITIONAL Interim Certificate may be issued valid for three months with the approval of manuals remaining as an outstanding item. Any known service restriction should be reflected in the new certificate. 2.2.2 The date of previous inspection of the ships bottom is to be ascertained and Head Office advised. Depending upon when and where the dry-docking was carried out and under whose survey, Head Office will advise whether the earlier surveys can be accepted. When the earlier surveys are acceptable, a dry-dock survey is to be carried out if 30 months have elapsed since the last inspection of the ships bottom or if two inspections of the ships bottom has not been carried out in the preceding 60 months. When previous dry-dock survey records are not available or when previous surveys are not accepted by Head Office, a dry docking survey should be carried out as part of the initial/renewal survey. Owners proposals /request for postponement of dry-docking surveys should be forwarded to Head Office. A certificate should not be issued in such cases until instructed by Head Office.


3.1 The mandatory annual survey should include the following:

• Verification that the statutory certificates onboard are valid and all surveys are up-to-date (SAFCON, LOADLINE, SAFETY EQUIPMENT, SAFETY RADIO, IOPP and others as applicable). Verification that there is proof of current valid registration onboard.

• Verification that no un-approved modifications have been carried out to the ship or equipment, which will affect the issue of SAFCON certificate.

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• Verification that the Classification certificate onboard is valid (if vessel is Classed) and all surveys (hull,

docking, machinery, boilers, inert gas systems, etc) are up-to-date. • Verification that approved copy of loading/stability information is onboard. Verification that approved

cargo-securing manual is onboard (if vessel carries any cargo other than bulk cargoes). • For ships subject to Enhanced Survey (bulk carriers, tankers etc) verification that the required ESP

documentation is on board. • Verification that all log entries are being made as per SOLAS for steering gear drills, including emergency

steering drills. Verification that the change over procedures for steering gear are posted on the bridge and in the emergency steering position.

• The condition of the hull and its closing devices should be examined as far as practicable. The examination should include weather decks, hatchways, air/vent/sounding pipes, casings, sky lights, deckhouses and companionways, weather-tight doors, windows, side scuttles and sidelights, scuppers, sanitary discharges and valves, guard rails and bulwarks, freeing ports, gangways, walkways and lifelines, bow/stern/side doors and chutes and openings.

• The anchoring and mooring equipment is to be checked as far as possible. • The watertight doors are to be carefully examined and operationally tested with local and remote controls as

applicable. The condition of watertight bulkhead penetrations must be examined as far as practicable. • The structural fire protection arrangements are to be examined to ensure that no changes have been made

and the condition is satisfactory, (refer to the fire control plan for the structural fire protection details). Any manual and/or automatic fire doors are to be operationally tested to confirm that the doors close completely. Verify that holdback arrangements are not fitted (hooks/wedges etc. to keep doors in open position).

• Verify the operation of the loading instrument (if available) and ensure that the instrument and software are approved.

• Any mechanically operated cargo hatch covers are to be operationally tested to ensure weather-tightness. • If the vessel is not classed, representative water ballast tanks are to be internally examined to establish

satisfactory condition of the structure and protective coatings. At least one of each type of tank (peak tank, side/topside and double bottom tanks) must be internally examined. If protective coatings are in poor condition or not applied, or if the representative examination reveals defects, then all tanks have to be examined. If there is any doubt regarding integrity of the tank boundaries, a pressure test must be done, by filling up the tank to the vent pipe and observing all the boundaries for leaks.

• If the vessel is not classed, representative cargo holds must be examined. If the survey reveals any deficiencies, then all cargo holds must be examined.

• If required by the attending surveyor, thickness measurements are to be carried out by an approved firm. • Any special arrangements such as permanent fittings for timber deck cargoes or container-securing

arrangements are to be examined as far as practicable. • The machinery and boiler spaces are to be generally examined for possible fire and explosion hazards

(excessive oil in bilges or under generators/purifiers, no protection of hot surfaces-exhaust pipes, no shielding of high pressure oil pipes, oily rags etc). The emergency escape routes must be well marked, well lit and free of any obstructions.

• All essential machinery to be generally examined and tested as far as practicable – auxiliary engines, compressors, pumps etc.

• The main and auxiliary steering gear arrangements are to be examined including the associated equipment and control systems. The steering is to be tried out from hard over to hard over including emergency steering. The movement of the rudderstock should be observed to ensure that there is no undue vibration or clearances. All steering gear alarms must be tried out. Ensure that the rudder angle indicator is working correctly. Means of communication between the navigating bridge, machinery control and alternative steering position is to be tried out.

• The bilge pumping systems are to be tried out, including bilge wells, extended spindles, pumps and level alarms where fitted. The bilge pumping out should be tried out from various compartments such as holds,




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• fore peak/forecastle spaces, steering gear/after peak spaces, chain lockers etc. The emergency bilge suction

arrangements are to be examined. • All boilers and pressure vessels are to be externally examined to ensure the satisfactory condition including

the condition of all safety devices, foundations, controls, relieving gear, insulation, gauges and piping. • All electrical equipment and cabling forming part of the main and emergency electrical installations are to be

generally examined under operating conditions as far as practicable. All electrical installations in areas which may contain flammable gases or vapor and /or combustible dust must be examined and to ensure that they are maintained in good order.

• Main and emergency sources of electrical power are to be operationally tested. If emergency source of electrical power is supplied by batteries, confirm the condition and that they are fully charged. All emergency lights should be verified as operational.

• Any automation equipment (un-manned machinery space etc) must be examined and operationally tested to the extent possible.

• The fire control plan should be examined to ensure that it is up-to-date and legible and that the duplicates are properly stowed in the watertight containers outside the accommodation.

• All fire and/or smoke detectors and alarm systems are to be operationally tested as far as possible. • The fire main system is to be operationally tested with each pump, including the emergency fire pump,

running separately and tested for adequate pressure and leaks. All fire hoses, nozzles, applicators and necessary tools must be verified as being available and in good condition.

• Fixed fire fighting system (for engine room, boiler room, cargo pump rooms, cargo holds etc) records must be verified to ensure that system has been properly serviced. A general examination of system controls, piping, storage bottles/containers, pumps etc should be carried out to ensure that system is being maintained properly. Instructions and markings are to be verified.

• A general examination of all portable and semi -portable fire extinguishers should be carried out to ensure that the extinguishers are in their respective positions as per the fire plan and that all extinguishers are fully charged and have valid service dates.

• The remote controls for stopping fans and machinery and shutting off fuel supplies in machinery spaces (where fitted) and the remote controls for stopping fans in accommodation spaces are to be operationally tested.

• The closing arrangements for ventilators, annular spaces, skylights, doorways and tunnel (where applicable) should be operationally tested. Fire dampers must be examined to ensure that they are closing properly and easily.

• Firemen’s outfits to be examined (including the self contained breathing apparatus) to ensure that they are complete in all respects and in satisfactory condition.

• For oil tankers the following items are to be examined: 1. Cargo tank openings including gaskets, covers, coamings, PV valves and flame screens to be generally

examined. Flame screens to vents on all bunker, oily ballast and oily slop tanks and void spaces are to be examined.

2. Cargo, crude oil washing, bunker, ballast and vent piping systems including vent masts and headers are to be generally examined.

3. Portable instrument for measuring the flammable vapor concentration must be available onboard including necessary spares and means of calibration.

4. Whether the vessel complies with SOLAS 1996 amendments regarding the tank venting arrangements and safe access to tanker bows.

• Examination of the SOLAS requirements for structural fire protection, hull structure and essential machinery systems on board the ship, with tests as necessary to ensure that the ship’s structure, structural fire protection and essential shipboard engineering systems remain in satisfactory condition.

• The owner representative should confirm that no unapproved modifications have been carried out since the last survey.




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• All necessary documentation should be available on board (cargo securing manual, ESP documents for ships

to which enhanced survey procedures apply, proof of compliance with recent regulations such as emergency towing arrangements, arrangements for venting, gas freeing, arrangements for fuel oil etc, access arrangements to tankers bows etc as applicable). SECTION 4 Intermediate Surveys

4.1 The intermediate survey should, in addition to the requirements of an annual survey, be a thorough examination of the SOLAS requirements for ship’s structure, structural fire protection and essential shipboard engineering systems. For tankers over 10 years old, the inspection of the outside of the ship’s bottom should also be carried out.

SECTION 5 Renewal Surveys

5.1 The renewal survey should be a thorough and complete examination of the SOLAS requirements for ship’s structure, structural fire protection and essential shipboard engineering systems.

SECTION 6 Safe Access to Tanker Bows

6.1 IMO Resolution MSC. 57(67) introduced Regulation 3-3 under SOLAS Chapter II-1, Part A-1 (SOLAS 1996 amendments). The new regulation entered into force on 1 July 1998 and requires tankers to be provided with a suitable means to enable the crew to gain safe access to the bow. Tankers constructed before 1 July 1998 are to comply with this requirement by the first scheduled dry-docking after 1 July 1998, but not later than 1 July 2001. 6.2 Tankers, including oil tankers as defined in SOLAS Regulation II-1/2.12, chemical tankers as defined in regulation VII/8.2 and gas carrier as defined in regulation VII/11.2, should be provided with means to enable the crew to gain safe access to the bow even in severe weather conditions. For tankers constructed on or after 1 July 1998, the access should be by means of either a walkway on the deck or a permanent construction gangway of substantial strength at or above the level of the superstructure deck or the first tier of a deckhouse, which should:

• Be not less than1 m in width, situated on or as near as practicable to the center line of the ship and located so as not to hinder easy access across working area of the deck;

• Be fitted at each side throughout its length with a foot-stop and guard rails supported by stanchions. Such rails should consist of no less than 3 courses, the lowest being not more than 230 mm and the uppermost being at least 1 m above the gangway, and no intermediate opening should be more than 380 mm in height. Stanchions should be at intervals of not more than 1.5 m;

• Be constructed of fire resistant and non-slip material; • Have openings, with ladders where appropriate, to and from the deck. Openings should not be more than 40

m apart; • If the length of exposed deck to be traversed exceeds 70 m, have shelters of substantial construction set in

way of the gangway or walkways at intervals not exceeding 45 m. Every such shelter should be capable of accommodating at least one person and be so constructed as to afford weather protection on the forward, port and starboard side; and

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• If obstructed by pipes or other fittings of permanent nature, be provided with means of passage over such

obstruction. 6.3 The Administration may accept alternative or modified arrangements for tankers with space constraints such as small tankers or tankers with a large freeboard, such as gas carriers, provided that such alternative or modified arrangements achieve an equivalent level of safety for access to the bow. 6.4 Arrangements already approved by the Administration for Tankers constructed before 1st July 1998 may be accepted, provided that such existing arrangements achieve an equivalent level of safety for access to the bow. This should be interpreted as follows:

• An existing permanent gangway or a permanent deck level walkway having a minimum width of 0.6 m, will be acceptable provided deck access arrangements and shelters, in accordance with IMO guidelines are fitted.

• Single wire rope lifelines are not acceptable. • Where no permanent gangway or walkway exists, arrangements complying with 6.2 above are to be

provided. • Where the provision of a permanent gangway or walkway involves hot work on deck, attention should be

given to the maintenance of tank coatings. • Provision of a permanent gangway or walkway within the forecastle area on flush deck vessels, occupied by

mooring machinery, may be impractical due to possible interference with the normal operation of the deck machinery. The provision of suitable means to enable the crew to access and deploy the emergency towing arrangements within the forward area is the Owners responsibility.

6.5 At first surveys by International Register of Shipping, if the vessel does not comply with the above requirements and the vessel has already been dry-docked after 1st July 1998, a Safety Construction Certificate cannot be issued. Head Office should be contacted for advise in such cases.

SECTION 7 Venting, Purging, gas freeing and Ventilation

7.1 IMO Resolution MSC. 57(67) introduced amendments to SOLAS Chapter II-2, Part D, Regulation 59 concerning the arrangements for venting, purging, gas freeing and ventilation of cargo and ballast spaces on tankers. The amendments have been introduced to reduce the risk of damage to cargo tanks due to malfunction or mal-operation of the cargo tank venting system during cargo handling operations, and are effective on 1 July 1998. Tankers constructed before 1 July 1998 are to comply with this requirement by the first scheduled dry-docking after 1 July 1998, but not later than 1 July 2001. 7.2 The amendments require that a secondary means of allowing full flow relief of vapor, air or inert gas mixtures is available at all times during cargo operations, or pressure sensors are fitted to each cargo tank to detect over / under pressure conditions with an alarm facility. The ship is to have a combustible gas indicator with sufficient spares, and means of calibration will be required. 7.3 The plans and details of proposed modifications to achieve compliance must be approved by Head Office before commencement of work. The modifications should be carried out under survey and tested on completion to the Surveyors satisfaction. 7.4 At first surveys by International Register of Shipping, if the vessel does not comply with the above requirements and the vessel has already been dry-docked after 1st July 1998, a Safety Construction Certificate cannot be issued. Head Office should be contacted for advise in such cases.




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SECTION 8 Arrangements for Oil Fuel, Lubricating Oil and Other Flammable Oils

8.1 IMO Resolution MSC. 31(63) contain amendments to SOLAS Chapter II-2, Part A, Regulation 15, concerning fire protection of systems containing oils. The amendments are effective from 1 July 1998 and have been introduced to further reduce the risk of ignition of oil spray in the event of leakage from oil fuel piping systems. 8.2 For ships constructed before 1 July 1998, the requirements are to be complied with by 1 July 2003. 8.3 All external high pressure fuel delivery lines between high pressure fuel pumps and fuel injectors shall be protected with a jacketed piping system capable of containing fuel from a high pressure line failure. A jacketed system incorporates an outer pipe into which the high-pressure fuel pipe is placed forming a permanent assembly. The jacketed piping system shall include a means for collection of leakages and arrangements shall be provided for an alarm to be given of a fuel line failure. 8.4 All surfaces with temperature above 2200C, which may be impinged as a result of a fuel system failure, shall be properly insulated. 8.5 Oil fuel lines shall be screened or otherwise suitably protected to avoid as far as practicable oil spray or oil leakages onto hot surfaces, into machinery air intakes, or other sources of ignition. The number of joints in such piping systems shall be kept to a minimum. 8.6 A suitable enclosure on engines having an output of 375 kW or less having fuel injection pumps serving more than one injector may be used as an alternative to the jacketed piping system. 8.7 The amendments require all piping systems containing oil fuel, lubricating oil or other flammable oils to be generally examined and operated as far as practicable, with particular attention being paid to tightness, fire precaution arrangements, flexible hoses and sounding arrangements. MSC Circular 647 provides guidance on fire protection and prevention in machinery spaces, particularly with reference to shielding, insulation and pipe joints. 8.8 At classification and SAFCON surveys, the Surveyor should examine the piping systems with particular attention to details of screening or other methods used to prevent oil spray on to sources of ignition or into machinery air intakes. If the systems do not comply with the present amendments, the owners should be advised that compliance is be required by 1 July 2003. The survey reports should indicate whether piping systems comply with the amendments or not. When new arrangements are installed on board, they should be surveyed.

SECTION 9 Emergency Towing Arrangements for Tankers

9.1 Under Regulation V/15-1 of the 1974 SOLAS Convention (which came into force on 1st January 1996), new and existing tankers of 20,000 tonnes deadweight and above shall be fitted with emergency towing arrangement, the design and construction of which shall be approved by the Administration. The term tanker includes Oil Tankers, Ore/Oil and Ore/Bulk/Oil Carriers, Chemical Tankers, Gas Carriers – LNG & LPG Tankers, Asphalt carriers and other ship types, which carry oil in bulk. 9.2 For Tankers constructed (date keel laid or an equivalent stage of construction) after 1st January 1996, the regulation requires that an emergency towing arrangement is to be fitted at the bow & stern.




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9.3 For Tankers, which were constructed before 1st January 1996, an emergency towing system is to be fitted at the bow & stern by the first scheduled dry-docking after 1 st January 1996, but not later than 1 st January 1999. 9.4 For existing oil tankers already fitted with emergency towing arrangements in accordance with resolution A.535 (13), the existing arrangements on the forward part of the ship may be retained, but the towing arrangement aft of the ship should be upgraded to comply with the requirements of IMO Resolution MSC. 35(63) adopted on 20th May 1994. 9.5 At first surveys by International Register of Shipping, if the vessel does not comply with the above requirements, a Safety Construction Certificate should not be issued. Head Office should be contacted for advise in such cases. 9.6 When new equipment/system is to be fitted, the plans and details of proposed system must be approved by Head Office before commencement of work. The modifications should be carried out under survey and tested on completion to the Surveyors satisfaction. Head Office will forward detailed instructions in such cases.

SECTION 10 Reporting

10.1 The relevant survey checklist SC-1 should be used when carrying out surveys and a copy submitted to Head Office along with survey reports. When dry-docking/tail shaft surveys are carried out, survey checklist BS/TS-CL should be filled up and a copy submitted to Head Office. 10.2 At first surveys by IS, copies of the previous society’s certificates and copy of approval for loading manual/grain loading manual/Cargo securing manual/etc and list of any outstanding deficiencies, recommendations etc should also be forwarded. A copy of the previous societies certificates/statement indicating compliance with applicable SOLAS amendments (Emergency Towing Arrangements/ Safe Access to Bows / Tank Venting Arrangements / Oil Fuel Piping arrangements etc) should also be forwarded. Copy of previous dry-docking reports should also be submitted (when dry-docking/tail shaft surveys are not carried out by International Register of Shipping) 10.3 On completion of renewal surveys or First Survey by International register of Shipping, an INTERIM certificate SC-I-IS (SC-I-PMS for PANAMA vessels) should be issued, valid for 5 months. When survey is incomplete or deficiencies are noted, the Interim Certificate should be marked CONDITIONAL and the outstanding survey items/deficiencies must be noted on the reverse of the Interim Certificate. The certificate is to be issued for such validity as will permit the vessel to reach the next suitable port and in no case should exceed two months (except where only approval of manuals remain outstanding, in which case the validity should be restricted to three months). A copy of the CONDITIONAL certificate is to be faxed to Head Office. 10.4 On completion of other surveys (annual, intermediate and inspection of the ships bottom), the existing full term certificate on board is to be endorsed in the relevant column indicating the date, place and surveyors name and endorsed using the IS/PMSB seal. A copy of the endorsed certificate must be submitted to Head Office. At annual surveys, if surveys cannot be completed or deficiencies are noted, the outstanding items/deficiencies must be entered on the outstanding recommendations form (OSR-FRM). The Full Term SAFCON certificate should not be endorsed in such cases. 10.5 When previous recommendations are examined and completed satisfactorily, the items must be deleted on the forms OSR-FRM.




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10.6 A narrative survey report should be submitted whenever a survey is incomplete (indicating the reason why

the survey could not be completed), deficiencies are noted (details of deficiency noted and the owners proposal to

10.7 deal with the deficiency), repairs are carried out (details of the temporary/permanent repairs carried out) and when existing outstanding recommendations are deleted or postponed.




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SAFETY EQUIPMENT SURVEYS CHAPTER 9

SECTION 1 General

1.1 SOLAS does not, unless expressly provided otherwise, apply to: • Ships of war and troop ships • Cargo ships of less than 500 gross tons • Ships not propelled by mechanical means • Wooden ships of primitive build • Pleasure yachts not engaged in trade and • Fishing vessels.

1.2 The following may be used for guidance while considering the applicability of various regulations to the ships:

• SOLAS 1948 applies to ships built before 26 May 1965 • SOLAS 1960 applies to ships built before 25 May 1980 • SOLAS 1974 applies to ships built after 25 May 1980 • SOLAS protocol 1978 applies to tankers built after 1 January 1981 • The 1981 amendments apply to ships built after 1 September 1984 • The 1983 amendments apply to ships built after 1 July 1986 • SOLAS 1988 protocol entered into force on 3 February 2000.

It should, however, be borne in mind that some regulations of a later version of SOLAS may apply to existing ships (e.g. SOLAS CONSOLIDATED EDITION Regulations 6.2, 8, 9, 10, 18, 19, 21.3,21.4, 25, 26.3, 27.2,27.3, 30.2.7 etc.). In case of doubt, Head Office should be consulted. 1.3 Safety equipment survey is arguably the most difficult survey on board a ship. The number of items to be covered is high and each item could be time consuming. There are large numbers of items, which are portable. Since the safety equipment is not used in routine operation there is a tendency from the ship staff to neglect this equipment 1.4 Safety equipment deficiencies have caused most port state detentions. The port state control inspectors inspect these items thoroughly and even a small item missing will be treated as a cause for detention. Hence the surveyor is advised to be highly cautious and thorough during survey. It is recommended that wherever possible two surveyors attend the surveys if the port stay of the vessel is limited. 1.5 Surveyors carrying out Cargo Ship Safety Equipment surveys are to familiar with the applicable provisions of SOLAS as amended and the 1972 Regulations for the Prevention of Collisions at Sea. 1.6 The existing certificate onboard should be sighted to establish the type of survey due. Renewal surveys are required every two years (every 5 years as per HSSC). One annual survey is required during the duration of the certificate and, in the case of tankers over 10 years old, one intermediate survey is required (four annual surveys and one periodical survey as per HSSC). The survey requirements for annual and intermediate survey are the same, however, it is essential that the correct survey title is stated on the certificates and reports. Annual and intermediate surveys are to be carried out within three months before and three months after the anniversary date of the certificate.




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1.7 Mandatory annual/intermediate surveys should include a verification of that the safety equipment certificate on board is in order and an examination of all the various items of safety equipment, together with tests as considered necessary, all to an extent to which, in the Surveyor’s judgment indicates adequate condition, given proper maintenance, until the next due survey. In addition, the Owner’s representative should confirm that no unapproved modifications have been carried out to the safety equipment since the last survey. 1.8 The renewal survey should be a thorough and complete examination with tests where appropriate. On completion, the safety equipment should, given proper maintenance, be expected to remain in good condition and working order till the next renewal survey. On completion of a renewal or initial survey, an INTERIM certificate may be issued valid for 5 months along with a Form E (Record of Equipment). Head Office will issue the full term certificates after review of the survey reports. If some items of a minor nature remain outstanding for completion of a renewal survey because the required services or replacement equipment are not available locally, a CONDITIONAL certificate should be issued for such validity as will permit the vessel to reach the next suitable port and in no case should exceed two months. The outstanding recommendations are to be endorsed on the reverse of any CONDITIONAL certificate issued and copy is to be faxed to Head Office. Head Office permission should be obtained before issue of certificates. Annual servicing of liferafts and fire extinguishers/fire extinguishing systems, renewal of pyrotechnics and the provision of incidental items of equipment not affecting the overall efficiency of the lifesaving or fire appliances may be treated as minor items, unless the cumulative effect of the deficiencies present an unacceptable risk. However, where the efficiency of the life-saving or fire appliances are seriously impaired due to major deficiencies or defects, e.g. unserviceable or damaged lifeboats or davits, inoperable emergency fire pump, inability to provide the required jets of water for fire fighting purposes due to defective fire pumps, fire main or hoses, etc. a certificate should not be issued. The matter should be reported to Head Office immediately and instructions awaited. Where such deficiencies are noticed during annual/intermediate surveys, the full term certificate must be withdrawn and the Owners requested to correct the deficiencies immediately. 1.9 The various items of safety equipment to be surveyed are itemized on the Record of Approved Cargo Ship Safety Equipment Form SE-1 held on board the vessel. During first (initial surveys by International Register of Shipping), it should be ensured that the vessel has the appropriate Record issued by the previous society, which issued the safety equipment certificates. If a copy is not available, or if the existing record does not contain all relevant information as given in Form SE-1, a new form SE-1 should be completed, a copy placed on board and a copy submitted to Head Office. When previous record is available a copy must be submitted to Head Office. Any repairs/renewals must be reflected in the Record of equipment. The survey checklist Form SE-2 must be filled up during all surveys and a copy submitted to Head Office along with reports. 1.10 Where new installations of fire extinguishing or other systems are to be installed or major modifications are carried out, plans are to be submitted before work is commenced. In case of any modifications or where renewal or testing of equipment is involved, it should be ensured that the replacement/repaired equipment meets the relevant requirements as per regulations (in some cases the replacement equipment must meet current requirements even though the replaced equipment was not meeting the current requirements). In cases of doubt, Head Office should be contacted for advice. 1.11 Plans and Documents: All essential documentation onboard must be in a language, which is understood by the crew of the ship and in should be legible and well maintained. Illegible, faded, stained or torn instructions/plans etc must be replaced. It should be borne in mind that operating instructions for life-saving and fire fighting equipment are normally required for use in an emergency and therefore they should be posted in locations where emergency lighting is also available – e.g. CO2 system instructions 1.12 All ships should have an updated fire control plan posted at suitable locations including one copy stowed in a weather-tight container on each side of accommodation. The plan should be legible, up-to-date and all symbols




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should be according to IMO guidelines. During surveys it should be ensured that all items are at their respective locations as per the fire control plan onboard. Any modifications (such as installation of new systems for paint lockers etc, change of equipment - fire pump etc) should be updated on the fire plans. 1.13 There should be certificates of approval or other confirmation that the following equipment and materials have been approved to IMO or other recognized standards. The approvals should be from a flag administration or from IACS member societies. Approval certificates should be available onboard for lifeboats/rescue boats, liferafts, davits, davit winches, pilot ladder and hoist, accommodation ladder, life-buoys, lifejackets with lights and whistles, immersion suits, thermal protective aids, pyrotechnics, retro-reflective material for life-saving equipment, navigation lights and sound signals (as per COLREGS 72) and for individual items of navigational equipment in accordance with relevant IMO performance standards. 1.14 During surveys, it should be ascertained from the master that all equipment is available onboard as per the record of equipment. If any equipment has been added or deleted, the record of equipment should be amended under cover of office stamp. Certificates of any replacement equipment should be verified before accepting the equipment. Any replacement or new life saving appliance should meet all current SOLAS requirements irrespective of age of ship (for example if a life boat is being fitted on a tanker it has to be enclosed type). 1.15 SOLAS training manual should be available on board. There should also be instructions available on board for operation and maintenance of all survival craft, fire-fighting equipment, personal protection equipment etc. Symbols should be posted throughout the vessel in accordance with IMO guidelines. 1.16 Operating instructions for survi val craft, fire extinguishing equipment etc should be posted at required locations and in languages understood by crew. The instructions must be posted in areas adjacent to the equipment and in well-lit areas so that they can be read under main and emergency lights. 1.17 Muster lists and safety instructions should be posted at required locations (in language understood by crew). 1.18 Review of records and interview of Master: The survey should start with an interview of the Master. The following questions should be asked:

• Has any unapproved equipment been fitted since the last survey? • Was there any incident of fire onboard since the last survey? • Was the vessel subject to any port state control detention/boarding since last survey? • Was the vessel involved in any accident/collision/grounding/contact or problem involving the crew?

If the answer to any of the above is yes, the details including logbook extracts should be noted and reported. 1.19 Review of documentation & records: The following records should be verified:

• Validity of all statutory certificates on board including required annual/intermediate survey endorsements. If any certificate is invalid or surveys are overdue, the Master must be advised and owner’s proposals should be obtained and Head Office informed.

• Certificate of Registration. If certificate of registry has expired, statutory certificates must not be issued or endorsed.

• Record of safety equipment onboard (any change should be endorsed by the surveyor) • Service certificates for fixed fire extinguishing systems include contents check for cylinders, service report,

foam sample analysis report, servicing/hydraulic testing/refilling certificates for portable and semi-portable fire extinguishers and SCBA bottles and equipment. The certificates must be from approved/recognized organizations (please refer to the procedures for approval of service providers)

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• Service reports for liferafts and hydrostatic release units. The certificates must be from approved/recognized

organizations (please refer to the procedures for approval of service providers) • Certificates for lifeboat falls (if rope falls have been renewed since last survey) • Records of renewal/reversal of lifeboat falls (log book entries) • Certificates for any new equipment supplied • Logbook entries are to be verified for all drills (fire and boat drills, dates of lifeboats lowering/ maneuvering

in water, lowering of rescue boat, abandon ship drills etc) and dates noted on survey checklist. If drills and inspections are not being regularly carried out, Master to be advised regarding the requirements of applicable regulations (Regulations 18, 19 of Chapter III)

• Any exemption /waiver granted by/or on behalf of the administration should be reflected in the certificate issued and a copy of the exemption/waiver is to be attached to any certificate issued.

• If minimum safe manning certificate is for short international voyages the same restriction should be imposed.

1.20 The Surveyors should ensure that the total number of persons provided for by lifesaving appliances must never be less than the actual number of persons carried on the ship or the minimum number as per the manning certificate. In general, the number is to the minimum of the following: -

• capacity of the port lifeboat • capacity of the starboard lifeboat • total capacity of the liferafts (excluding any additional liferaft forward or aft) – in the case of ships

without lifeboats, the capacity of the liferafts on each side • total number of lifejackets (excluding lifejackets for use at remote stations) and • total number of immersion suits and thermal protective aids (excluding thermal protective aids provided

as part of equipment of lifeboats, rescue boats and liferafts) 1.21 Safety equipment can be divided into three main areas - safety of navi gation, life saving appliances and fire detection and extinction.

SECTION 2 Survey Of Navigational Equipment 2.1 The amount and type of navigation equipment to be fitted is dependent on the gross tonnage, date keel laid and types of the vessel. When equipment is to be demonstrated for survey purposes, only a duly authorized Owner’s representative must operate it. If any additional or replacement equipment is installed, it should of a type approved by the national authorities. If it is not possible for the surveyor to verify that all navigational equipment are in good working condition, a written confirmation should be obtained from the Master that all navigational equipment and electronic aids remain in good working condition. 2.2 Magnetic Compass: In most cases there is no steering magnetic compass and the Standard Magnetic Compass is positioned on top of the wheelhouse, which can be viewed from the navigational control position via a reflector. The communication between the two positions is often by means of a voice pipe although a two-way radio could be used. Check that deviation chart is posted, the liquid level is satisfactory, no air bubbles, azimuth for taking bearing. Deviation chart to be not more that 12 months old, voice pipe from wheelhouse top, spare compass or card, covers for exposed compass. 2.3 Day Light (Aldis) Signaling Lamp: Test using both main and emergency supply.




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2.4 Echo-sounder, Radio Direction Finder: Check functioning, check records of reading if time is a constraint. Master's confirmation may be accepted for proper functioning 2.5 Gyrocompass: Check functioning, error against magnetic compass and error between master & repeaters 2.6 Heading information at emergency steering position: For ships built after Sept 1984 visual compass readings are to be available at emergency steering gear position. For ships built before this date voice communication may be accepted 2.7 Navigational Lights: The generally accepted arrangement is to fit duplex type lights in the five steaming light positions and single type anchor and NUC lights. All navigation lights should have test certificates as per COLREG 72. Navigation lights are to be tested on both main & emergency power. Attention should be paid to the electrical connections and any audible and visual warnings of lamp failure, located on the bridge, are to be tested for operational efficiency. There must be a complete set of spare bulbs (correct approved type) available onboard. 2.8 Auto Pilot: Verify that instructions for operation and emergency changeover is posted, check off course & power failure alarm functioning. Logbook entries may be consulted to ensure that equipment was working satisfactorily. 2.9 Radio Life Saving Appliances: These will normally be surveyed at the same time as the main radio installation. However, these are also safety equipment items and it should be verified that the required equipment is available. Radar transponders and VHF radiotelephones have replaced the portable lifeboat radio, hand held VHF EPIRBS and two-way radiotelephones, which were required earlier. Two-way VHF radiotelephones can be easily tested, but testing of SART should preferably be carried out by a trained officer or a radio engineer (so that distress messages are not sent inadvertently). 2.10 RPM/Propeller Pitch Indicators: Master's statement may be accepted. 2.11 Rudder Angle Indicator: Check functioning, check that it is independent of steering control. 2.12 Navigational Charts and Publications: Check for availability of all required charts and publications for trading area intended. Evidence of updating of charts should be sighted (e.g. Maintenance of a chart correction logbook or check for updating from Notices to Mariners etc). Master should also be requested to produce the following: - weekly notices to mariners (not more than 6 week old), sailing directions (entitled “Pilots”)), list of lights and fog signals, list of radio signals, current tide tables, nautical almanac of the year, International code of signals etc. 2.13 Radars: Check that the radar is compatible for SARTS (9 GHz) and it is fully functional within 4 minutes of switching on, day light functioning. Check that maker's manual is onboard. 2.14 Ship's Whistle: Check the operation. If only one electric whistle is provided, it should be tested on both main and emergency supply. 2.15 Ship's Bell, Gong and Navigational shapes: Check available on board (gong required only for ship's over 100m in length) no damage to them. 2.16 Distress signals and rockets: Pyrotechnic signals on board and in lifeboats, including rockets and cartridges are to be examined and should be replaced on or before the date of expiry (or within 3 years of date of manufacture if date of expiry is not specified). Pyrotechnics, which have deteriorated due to damp or mechanical damage, are to be




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renewed immediately. Pyrotechnics should be packed in watertight containers and stored in a convenient dry location. 2.17 Emergency lighting: Emergency and main lighting should be checked in embarkation areas, passageways, engine room, pump room, emergency exits and muster stations. Emergency escape routes are clearly marked with lights or fluorescent stickers. 2.18 Alarms: The fire & general alarms are to be tested and it should be audible at all locations where crew normally works (engine room, steering room, mess room, galleys, passage way, forward store etc)

SECTION 3 Survey Of Life Saving Appliances 3.1 Life Boats 3.1.1 Surveyors should ensure that non-approved replacement boats have not been placed on board (by sighting certificates or checking boat details against record on board). Lifeboats are perhaps the most important life saving appliance on board. A thorough visual examination as described below supplemented by tests wherever necessary should be carried out on lifeboats.

• All lifeboats and rescue boats are to be launched or lowered to the water. Where lowering to the water is not possible due to port/weather restrictions, the boats should at least be lowered to the embarkation deck.

• Hull of the lifeboat should be examined for corrosion, wear & tear (especially in exposed boats) damage (in fiber glass boats) damage to buoyancy chambers inside the hull, condition of paint. Special attention to be paid in way of bearing surfaces or areas where contact with chocks could damage the structure. Repairs to GRP lifeboats should only be carried out by experienced workshops and Head Office should be contacted when any major repairs are carried out. When lifeboats are damaged and cannot be satisfactorily repaired before the ship sails, alternative arrangements should be discussed with Head Office.

• Buoyancy arrangements: Portable air cases, if fitted, should be removed, carefully examined and tested. Total immersion in water will reveal any deficiencies. The structure in way of air cases to be carefully examined and care taken to ensure that cases are correctly re-fitted. Where built-in buoyancy tanks are fitted, an air and soapy water test can verify the buoyancy.

• Fittings: Check whether lifeline is properly becketed outside the hull and that grab rail/handrail are in good condition and properly fixed.

• Lifting Hooks & Connection: Check for wastage where they pass through the deck and in way of keel attachment. The keel attachment should also be verified as being efficient.

• Fire Extinguishers: Check service record and whether properly stowed and marked • Retro Reflective Material must be properly seen on boat side, bottom & top. Examine for wear & tear and

fading. • Marking: Ship's name, port of registry & capacity must be marked clearly on bow & stern and must be visible

from top also for boats installed in ships built after 1986 & new installations. • Lifeboat Pyrotechnics: 6 Hand flares (no hand flares in tankers), 4 Parachute flares & 2 smoke signals. Check

for Validity. • Ration (Food): Validity (as stated on container) or 5 years from the date of manufacture. Check that the packing

is not damaged. • Water: 3 litres per person. Validity 3 years, if not stated on the container. •




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• Other life boat equipment: At random, check items from the record, if any thing is found missing go through

the entire list. Mast and sails and exposure covers should be rigged, the sea anchor and line run out and all lines and ropes checked. The rudder and tiller should be shipped and operated, rowlocks checked for freedom and rotation, hand-propelling gear operated and bilge pumps should be tested.

• Davits, Block & Gear: A thorough check of davits, the supporting structure, wires and running tackle, release mechanisms and winches should be carried out for evidence of damage, significant corrosion or lack of adequate maintenance of moving parts and tackle. Ends of wire rope falls should not be secured by wire rope grips as primary terminations Wire rope falls are to be reversed every 30 months and renewed every five years. When rope falls are renewed certificates must be reviewed to ensure that correct size and type (strength) of wire rope is being used. All rollers and guides, pivot pins and axles should be checked for free running, slackness due to wear, corrosion wear & tear, and misuse of paint. Functioning of all limit switches should be verified and lifeboat-hoisting arrangements are to be tried out.

• Davit: Check for wastage (especially lower portion), damage, paint condition and attachment to deck (bolts). • Rope (embarkation) Ladders & Connection: Check overall condition and connection to deck structure for wear

& tear and corrosion. • Lifelines on Davit Spans: Check the condition of ropes (not required for totally enclosed self-righting boats with

direct boarding). • Skates or Fenders: These prevent damage to boat during launching, check that these are in good condition. • Painting: Check that the inside of the boat is painted in highly visible orange and outside either white or orange • Rudder & Tiller: Check that these are not damaged and can be moved easily • Safety Belts: In partially/totally enclosed boats to be checked for wear & tear. • Rigid covers/hatches, closing arrangements: In partially/totally enclosed boats - to be checked for condition &

proper closing. • Water Spray System in Fire Protected Boat: Check sea intake, nozzles, piping, self-priming pumps for function.

Ensure that spray heads are clean. Ensure that there is no oil film on canopy, which will disrupt even flow of water on the surface. The system should be flushed with fresh water following a test with seawater.

• Air support system: Air cylinders should be examined for capacity. The system should be examined for security of stowage.

• Weather tight storage of lifeboat equipment: Check for damage. 3.1.2 Testing of Lifeboats:

• Release of Lashing: Check the operation, any wear & tear or corrosion of the lashing gear. • Turning out and lowering to Embarkation: Moving parts should be released easily and all movements should

be smooth. • Lowering to Water: Check for smooth & fast operation. • Winch Brake: During lowering check that the boat is held in position using brakes alone without any slip. • Engine Started: Check the easiness of starting and running in condition for at least 3 minutes. Examine for

oil/fuel leaks, exhaust gas leaks (enclosed lifeboats), contents of oil fuel tank. • Release mechanism (Remote & Local): Check both the release mechanisms on load and normal. Check

mechanism to prevent accidental release. All safety precautions to be taken to ensure that accidental on-load release do not occur.

• Control of Discharges in way of life boat: Check that all over board discharges (if any) in way of Lifeboat embarkation & lowering can be stopped remotely from the embarkation area. Stabilizer fins operation (if any in way of lifeboat locations) to be checked.

• Lighting: Check that all the lighting at the lifeboat station including floodlights and emergency lights etc. works both on main & emergency power. Where electrical system is provided for lifeboats, check condition and

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• charge of batteries, charging arrangements including ships supply, internal and external lights and search lights

operation. • Running of Propeller in Ahead & Astern: Check the engaging and condition of Gear/Clutch and propeller

action. The steering arrangement is to be tested hard over to port and starboard. • Boat Connected to fall and Hoisted: Check for smooth operation (Observe prime mover of winch if power

operated). Brakes may be checked again. Check the function of limit switch at upper most point (if fitted) • During initial survey - Depending on the condition of boat & davit & supporting documents available, the

following tests may be carried out: - • Load test of boat, davit. • Opening up of lifeboat engine and inspection of fuel oil tanks. • Lowering test (speed) of Full load & Empty Boat: At full load 0.4-(0.02XH) m/s minimum speed high distance

to waterline from davit. • Maneuvering of Boat in Water may be necessary.

3.2 Rescue Boat 3.2.1 If no approval certificate is available, the speed of the boat is to be checked (minimum 6 knots). The rescue boat equipment is to be verified. If a lifeboat is converted or adopted as a rescue boat, check that the rescue boat requirement of placing a stretcher etc are fulfilled. Check the recovery speed of rescue boat using davit power winch – minimum 0.3 m/s required in the loaded condition. The rescue boats quick release device should be thoroughly examined and tested for smooth operation. Check that the boat can be lowered to one side at adverse condition of heel up to 20 degrees. Check the hull (inside & outside) for damage. Ensure that all required equipment are available and in good condition. 3.2.2 Inflatable boats should be examined to ensure that there has been no slippage of the seams and the material of the collars is in good condition and has not started to crack and perish. Surveyors should ensure that air pressure is being maintained in accordance with the maker’s instructions. Self-draining flaps should be checked for operation and engine mountings and the attachment of lifting strops should be carefully examined. All repairs to inflatable rescue boats should be carried out at an approved service station only. Check the inflating arrangement in inflatable boats; check the starting & running (3 minutes) of the engine. Check the lowering & braking function. Check the marking of ships name & port of registry, fitting of retro-reflective tapes, check that towing arrangement is satisfactory. Check weather tight compartments for storing equipment. 3.3 Life Rafts 3.3.1 Rigid Life Rafts: These are rare nowadays. Check condition of rafts, accessories for completeness as per checklist. Liferaft equipment should be checked for completeness as per checklist. Check validity of water, food, first aid equipment and pyrotechnics. Raft markings should be checked (Name, port, capacity, maker's name, serial number, name of approving authority, SOLAS, type of emergency pack inside, length of painter, maximum stowage height and launching instruction). Check that the lamps on top of canopy and inside functions properly. 3.3.2 Inflatable Raft: Check maker's/Service firm certificate, marking and stowage (annual servicing). The servicing must be carried out at a station, which is approved by the liferafts manufacturer or the national authority of the country or by Head Office. Where required, ensure that the liferafts can be transferred from side to side at single deck level. Check that stowage height above lowest water level does not exceed the permitted height. 3.3.3 Float Free Arrangement: Check that the life Raft is not tied down to prevent movement. The inboard end of the painter should be secured to the ship by a weak link. The painter itself should not be directly fastened to the ship.




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Check that hydrostatic releases are serviced (annually) unless they are of the disposable type. It should be ensured that no overhead awning or other obstruction has been introduced which would prevent the raft from floating free. 3.3.4 Marking: Check inspection sticker for maker's name, serial no., approving authority, capacity, SOLAS, type of emergency pack, last service date, maximum height of stowage & launching instructions. 3.3.5 Life Raft Davit: For davit-launched liferafts, check davit function of turning out lowering, prevention of premature release and release on being waterborne. 3.3.6 Additional Forward/Aft Life Raft: This liferaft is required only if the distance from the nearest survival craft to the fore or aft end exceeds 100 m. Check stowage and readiness for use and check availability of embarkation ladder and posted instructions. Hydrostatic release unit is not required for the additional forward/aft liferafts. 3.4 Life Buoys: Check the validity of smoke signals (two) and function of light signals (if inverting type or if there is a “press to test” facility). If water activated lights are fitted, expiry date should be checked. Check that lifebuoys on bridge wings are connected to smoke & light signals and arranged for quick release (weight of these to be minimum 4.5kg). Check that the lifebuoys with light or light & smoke signals are not fitted with Lifelines. Check that at least two other life buoys are fitted with lifeline. Check all the life buoys have ship's name and port of registry marked on them and are of bright orange color and with retro-reflective tapes. Check the condition of grab lines and lifelines. Check condition of the buoys (including water resistance) and stowage. 3.5 Life Jackets: Lifejacket material and ties should remain sound and not tear easily. There should be adequate number of spare lifejackets, which are stowed at different locations for people on watch or at remote stations (e.g. in forward area, wheelhouse and in engine room). Check stowage in clearly marked space & easily retrievable in each cabin. Check number as per record (additional for watch duty & remote locations – immersion suits meeting the requirements of lifejackets may be included in the total). Check at random for condition & fittings (whistle & light) and marking (ship's name). 3.6 Pyrotechnics: 12 Parachute flares, check for validity - if nothing mentioned on cover, 3 years from date of manufacture. If manufacturing or expiry dates are not printed, the flares to be replaced. One line-throwing appliance with four rockets and lines should be available. Check whether of approved type & validity date marked inside the container. 3.7 Immersion suits & Thermal Protective Aids: There should be minimum 3 immersion suit for each lifeboat. Thermal protective aids (which are not part of lifeboat or liferafts equipment) are required for persons not covered with immersion suits. They are also not required if the vessel has totally enclosed lifeboats. If vessel does not have lifeboats (only rescue boat and liferafts are provided) then immersion suits are required for all crew. Check condition and number & proper stowage. If not worn with life jackets should have lights & whistle. Some of the modern types of immersion suits are also approved as lifejackets. In this case, their number can be included in the total for lifejackets. The administration can waive the requirements for Immersion suits and thermal protective aids for vessels engaged in voyages in tropical regions only (between 320 North and 320 S latitudes). However HONDURAS and PANAMA administrations require that an exemption be obtained from the Flag sate in such cases. Head Office must be contacted for instructions if the vessel does not have immersion suits and thermal protective aids. 3.8 Retro-reflective material: All lifesaving appliances should be fitted with retro-reflective material (lifeboats, liferafts, lifebuoys, lifejackets, and immersion suits and thermal protective aids) 3.9 Pilot embarkation: Unlike LSA items, pilot embarkation arrangements will be in constant use and thus particularly subject to wear and tear. Check the storage of pilot ladder. The ladder should be rigged to ensure that arrangements fully comply with the regulations and that safe access to and from the ladder to the deck is achieved.




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Wooden steps and spreaders of the ladder should be examined for rot or mechanical damage and ropes for rot or chaffing. Gates in bulwarks or guardrails should be verified efficient and steps to bulwarks, platforms etc., secure. Mechanical hoists should be rigged and tested. Accommodation ladders, which form part of the pilot boarding arrangements, are surveyable items and should be verified as being in efficient condition. Hidden parts of structure such as central pivot under the landing platform should be given particular attention. Surveyors should also check to ensure that the lighting arrangements systems are adequate. The life buoy and safety line should be checked. 3.10 Muster and embarkation arrangements: Alleyways, stairways and exits to muster and embarkation stations must be properly lighted (main and emergency) and free of any obstructions. Symbols are to be posted in prominent well-lit positions. Embarkation ladders and lifelines, where applicable, are to be run out to ensure that they are of sufficient length and effectively secured.

SECTION 4 Survey Of Fire Fighting Equipment 4.1 Most of the casualties on board recorded so far have been due to fire, particularly engine room fire. Investigations reveal that in many occasions fire protection & extinguishing equipment failed to function or crew were unable to operate them properly. Hence Surveyor should pay special attention to the functional readiness of equipment & crew's awareness. The fire fighting equipment should be in readily accessible position, clearly marked and crew should know the position of each equipment & how to use them. If a serious fire risk is discovered, the Surveyor should make the Owner aware, so that corrective measures may be taken. (E.g. excessive oil spills on the engine room floor plates or bilges, accumulation of oily rags, oil seeping from machinery, drip trays overflowing etc are all fire hazards). Inflammable materials like paint drums, oxygen/acetylene cylinders are to be stored in spaces designated for them and are not to be kept in engine rooms, accommodation spaces etc. 4.2 Preventive Equipment 4.2.1 Quick closing valves on fuel oil and lube oil tanks: Visually examine the valves, remote operating wires & layout for slackness, wear & tear, If pneumatic check the lines. Check functions at random. In some old ships these valves may be only remote-operating types with spindles and not quick closing. Check function. 4.2.2 Remote Stopping of Fuel oil pumps and ventilation fans in engine room: Should be stoppable from a location outside engine room, in small ships on main deck and in large ships inside accommodation near engine room entrance. Check functioning and also engine crew's awareness. 4.2.3 Closing arrangement for skylight, Dampers in Ventilation ducts for Engine room/pump room: Check for seized handles for dampers, marking for operation and operation of sky light from inside and outside. Check for any corrosion or perished packing. 4.2.4 Fire doors: Check that no holdback hooks are fitted, except when magnetic hooks with release mechanism are fitted. If release mechanism is fitted check functioning of remote operation and indicators of position of fire doors at control station (wheelhouse). Check the proper closure of doors. 4.2.5 Safe stowage of cylinders containing acetylene and oxygen, when not in use: Surveyors should establish if there are any acetylene or oxygen cylinders (usually part of portable welding / cutting equipment) on board. Such cylinders should be provided with permanent stowage arrangements. If central storage facilities are provided above the uppermost continuous deck for oxygen and acetylene, the portable cylinders are to be stowed in this space, when not in use. When central storage facilities are not provided, the cylinders should be rigidly stored in either:




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(a) A lockable well ventilated room or cabinet, on or above the uppermost continuous deck, separated from other

spaces by gas tight divisions and, if possible, with direct access to the open deck, or (b) An open deck area on or above the uppermost continuous deck provided with storage racks and protected

against mechanical damage and direct exposure to the sun, wind and weather. A tight roof or cover of steel is to be fitted above the storage position and, to avoid interference by unauthorized persons, enclosed by either a solid wire grill or similar device with lockable access.

Any electrical device in the storage space should be of certified safe type for use in dangerous environments. Gas cylinders are to be stored in an upright position and securely fastened with arrangement that permit the rapid disconnection of the cylinders. A protective cover is to be screwed to the head of each cylinder, when not in use. Empty bottles are to be stored, as if they are full. Storage spaces are to be properly marked with warning signs indicating the storage of dangerous gases. Storage of oxygen and acetylene cylinders in machinery spaces is not permitted. 4.3 Fire Extinguishing Arrangements 4.3.1 Fire Pumps & Fire Main: Check whether fire pump was opened & examined towards class Survey. If not surveyed for class & there is no record of overhauling, one main fire dump should be opened up. Check functioning of the pumps and the pressure in the line. The fire line should be checked for leakage with the valves closed and at the working pressure. Check that a throw of around 12m from two jets (select two hydrants one forward and one aft which are farthest from the pumps) is achieved simultaneously. This should be achieved in addition to supplying water for other services for which fire pump may be used (for sprinkler systems for paint locker, for foam systems for tankers etc.). All valves in the fire line should operate freely. Test the relief valve on the fire main. (Should lift at 1.5 times the working pressure). 4.3.2 Emergency Fire Pump: Same as above. Check remote operation where fitted, check instructions for operation is posted near the pump. Check that pump is connected to emergency generator and can be started & operated with emergency power (if electrically driven). Ensure that there is adequate suction when ship in light condition. Special attention should be paid to emergency fire pump as often the crew neglects this pump. In case of portable pump check that they are able to develop enough pressure and arrangements are made for proper suction and discharge connections. 4.3.3 Fire Hoses, nozzles & coupling: Check that these are stored in boxes and properly marked and as per fire plan. Hoses must be selected-one each from engine room, accommodation and deck for examination and testing. If any of them is found to be unsatisfactory all the hoses should be examined. Verify that complete set is available at each location. The new fire hoses should be of non-perishable material. Check that there is sufficient number of dual-purpose (spray & jet) nozzles, especially in machinery spaces. Ensure that tools are available at each fire station as required. Ensure that the connectors at the hydrants and on the hoses are matching and interchangeable. 4.3.4 International Shore Connection: Check that the International shore connection flange with it's gasket, 4 Bolts & nuts and 8 washers is stored & marked properly and crew is aware of its location & procedure for use. The connection should be capable of being used on both port and starboard sides. 4.3.5 Portable Extinguishers: Check that the required number of portable foam, CO2 and dry powder extinguishers are stored at there designated locations and ready for use and stamped with the service label. At random check the weight by lifting, check that spare charges/refill are available on board. For portable foam applicators and semi-portable foam extinguishers, the foam concentrate/solution is to be replaced every 10 years. Portable extinguishers other than CO2 should be emptied and hydraulically tested at approximately 5-year intervals or earlier if the surveyor considers necessary. Fire extinguishers must be serviced/hydraulically tested or refilled by approved




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companies only (approved by IACS member classification societies or national authority of the country concerned or by Head Office.) 4.3.6 CO2/Halon fixed Installation: Check that there is no corrosion to cylinders & piping and that all the cylinders are connected properly to the gang release mechanism. Check that the cylinders are properly connected to the manifold and properly mounted and secured, especially against rotation. The CO2/halon containers must be weighed every two years and any container showing more than 10% weight loss should be emptied out, inspected, hydraulically tested, dried and re-charged with correct amount of gas. All containers are to be hydraulically tested after 20 years and every 5 years thereafter. The remote controls, local controls and automatic release controls, if fitted, are to be tested. Visual and audible alarms are to be tested. The Surveyor should inspect and test the system as far as practicable. Distribution lines should be checked and blown through with compressed air, if possible (to ensure that air is discharged satisfactorily from each discharge nozzle) and special attention should be given to cleanliness of the nozzles discharging over the engine room bilges. The condition of the pipe work is to be checked. The system should be examined and tested by a specialized company at least once every two years. Check that operating instructions are posted in language understood by the crew. The control stations or storage locations for fixed fire fighting equipment should not be used as storage space for other materials. 4.3.7 Fixed Foam Fire Fighting System: Check installation controls, operating valves, storage room is in order, whether there is corrosion or damage to the installation/piping. Check that operating instructions are posted. Quantity of foam is to be checked. Foam sample is to be analyzed every 2.5 years. Whenever possible, the piping should be blown through with compressed air, to ensure that pipes and nozzles are clear. The control stations or storage locations for fixed fire fighting equipment should not be used as storage space for other materials 4.3.8 Water Sprinkler System: Check pipelines & nozzles for corrosion & damages. Check the automatic starting of pumps & alarm by pressure drop in the system (this can be achieved by opening the test valve. Check that the pressure of about 4-5 kg/cm2 is maintained in the system by operating the pump. Blow through the nozzles by water where possible, by air in accommodation. 4.3.9 Fireman's Outfit: Checks number of outfits (minimum 2 in cargo ships, 4 in tankers). All outfits should have helmet, boots, gloves, intrinsically safe type safety lamp, axe, protective clothing. Safety lamp battery must be checked to ensure that adequate light is available and the battery is properly charged. The units are to be stored in properly marked boxes. Check that the self-contained breathing apparatus is complete and serviced. Check spare air bottles are available (2400 liter) and fully charged. A member of the crew should be requested to demonstrate the use to check correct operation of the SCBA, ensure that contents gauge is operational and that low level (pressure) alarm is operational. 4.3.10 Smoke & Fire Detection System: Check the function by simulating smoke or heat at the sensors (about 10% of total number). Manually operated alarm call points are to be tested. Audio-visual alarm for power failure to the system should be tried out. If the system serving cargo holds is of the sample extraction smoke type, which uses dedicated or CO2 distribution piping, it should be checked to ensure that smoke from various compartments can be detected visually or by the initiation of a visual and audible signal. 4.3.11 Fire extinguishing systems for paint lockers should be examined to confirm that they remain efficient. A portable fire extinguisher may be used if the area of the paint locker is less that 4.5 m2. For larger paint lockers fixed fire-extinguishing systems are required (normally CO2 system or water sprinkler system connected to the fire main). For PANAMANIAN ships, portable extinguishers of suitable capacity are acceptable for all paint lockers, irrespective of area. For ST. VINCENT flag vessels, a fixed system is required only if the deck area of a paint locker exceeds 20 m2. 4.3.12 Galley exhaust extinguishing systems should be specially examined with particular attention to cleanliness of grease traps and operation of dampers.




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4.3.13 For unattended machinery spaces, the fire detection and alarm arrangements are to be tested. Both visual and audible alarms in the bridge, engineer’s office and other locations are to be tested. 4.3.14 Special Requirements For Tankers 4.3.14.1 Fixed Deck Foam System: Check quantity & quality (from certificate) of foam concentrate. Carry out visual examination of piping monitors & portable applicators for corrosion & damage. Test the system using water (throw not less than 30m), movement of monitors (360° horizontally, 45-75° vertically) check that instructions are posted at various stations and valves are clearly marked and operate freely. Operating instructions should be posted in language understood by crew. Foam concentrate to be analyzed every 2.5 years. 4.3.14.2 Inert Gas System: The inert gas system forms part of class surveys. Check the survey status. If vessel is not classed or if records of class surveys cannot be found, the system must be tested including all alarms and cutouts as required in the section under class machinery surveys. 4.3.14.3 Fire safety arrangements in cargo pump rooms: The fixed fire extinguishing system is to be examined as applicable. External switches to stop ventilation fans should be tested and closing arrangements to be checked. Fire detection and alarm systems should be tested.

SECTION 5 Periodic Servicing Of Launching Appliances And On-Load Releasing Gear

5.1 Revised requirements regarding periodical servicing of launching appliances and on-load release gear in accordance with Regulation 20.11 / Chapter III of SOLAS 1974/96 entered into force on 1st July 1998. According to these new amendments the following are required:

(a) The launching appliances shall be subjected to a thorough examination at intervals not exceeding 5 years and shall upon completion of the above examination be subjected to a dynamic test of the winch brake.

(b) The lifeboat on-load release gear shall be subjected to a thorough examination and test during the surveys, required by Regulation I/7 and I/8 by properly trained personnel familiar with the system. Furthermore, at least once every five years the gear shall be overhauled and subsequently operationally tested under load of 1.1 times the total mass of the lifeboat when fully loaded with full complement of persons and equipment.

5.2 In accordance with the above, the five yearly thorough examination and tests are to be done in the presence of the surveyor. The examination/tests are to be carried out at the earliest opportunity (preferably at the next safety equipment renewal/periodic survey) or when testing is possible (when vessel is dry-docked or when vessel is in a suitable port where facilities are available) and no later than 1st July 2003. During annual/intermediate or periodical safety equipment surveys, it should be verified that the on-load release mechanism is checked by properly trained personnel (such as manufacturer’s representatives, shipyard engineers or a specialist vendor certified by the manufacturer of the on-load release mechanism. A written statement should be obtained from the person who inspects the mechanism and a copy kept on board. Copy of reports covering the five yearly thorough examinations and tests are to be forwarded to Head Office. The Master should also be recommended to make log entries when the examination/tests of the launching appliances and on-load release mechanisms are carried out. A dynamic test of the winch brake need not be carried out on equipment, which was installed before July 1986.




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SECTION 6 Reporting

6.1 The relevant survey checklist SE-2 should be used when carrying out surveys and a copy submi tted to Head Office along with survey reports. The record form SE-1 is to be filled up if one is not available on board during the surveys and a copy submitted to Head Office. 6.2 At first surveys by IS, copies of the previous society’s certificates, record of equipment and Form E and list of any outstanding deficiencies, recommendations etc should also be forwarded. A copy of the certificates for major equipment such as lifeboats, davits, winches, rescue boat, navigation lights etc should be submitted, if available. 6.3 On completion of renewal surveys or First Survey by International register of Shipping, an INTERIM certificate SE-I-IS (SE-I-PMS for PANAMA vessels) should be issued along with record of equipment form SE-E, valid for 5 months. When survey is incomplete or deficiencies are noted, the Interim Certificate should be marked CONDITIONAL and the outstanding survey items/deficiencies must be noted on the reverse of the Interim Certificate. The certificate is to be issued for such validity as will permit the vessel to reach the next suitable port and in no case should exceed two months. A copy of the CONDITIONAL certificate is to be faxed to Head Office. 6.4 On completion of annual/intermediate survey, the existing full term certificate on board is to be endorsed in the relevant column indicating the date, place and surveyors name and endorsed using the IS/PMSB seal. A copy of the endorsed certificate must be submitted to Head Office. At annual surveys, if surveys cannot be completed or deficiencies are noted, the outstanding items/deficiencies must be entered on the outstanding recommendations form (OSR-FRM). The Full Term SE certificate should not be endorsed in such cases. 6.5 When previous recommendations are examined and completed satisfactorily, the items must be deleted on the forms OSR-FRM. 6.6 A narrative survey report should be submitted whenever a survey is incomplete (indicating the reason why the survey could not be completed), deficiencies are noted (details of deficiency noted and the owners proposal to deal with the deficiency), repairs are carried out (details of the temporary/permanent repairs carried out) and when existing outstanding recommendations are deleted or postponed. 6.7 All necessary supporting documentation should be submitted to Head Office along with survey reports such as servicing reports for liferafts, portable fire extinguishers and breathing apparatus, servicing report for fixed fire extinguishing system etc.




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SAFETY RADIO SURVEYS CHAPTER 10

SECTION 1 General

1.1 Surveyors carrying out Cargo Ship Safety Radio surveys are to familiar with the applicable provisions of SOLAS as amended particularly the amendments concerning radio communications for the Global Maritime Distress and Safety System. 1.2 Radio surveys are to be carried out by specialist radio technicians, with expertise in maritime radio, owing to the specialist nature of ship’s radio. Only those Radio technicians, who are approved by Head Office, must be allowed to carry out all radio surveys on behalf of International Register of Shipping. Radio surveys, which are not independent surveys, such as surveys of radio installations on passenger ships or ships complying with Caribbean Code for vessels less than 300 GRT, must also be carried out by approved radio technicians. The radio technician is expected to have a detailed knowledge of the ship’s radio equipment and its operation and should be able to carry out radio survey to International Register’s specification. The International Register of Shipping surveyor must take an active interest in the radio technician’s examination and tests be satisfied that the radio survey has been competently carried out and reported before accepting it as an International Register of Shipping survey and issuing Safety Radio Certificates. Requirements for the approval of radio technicians are given in Annex to this chapter. 1.3 SOLAS (GMDSS requirements) does not, unless expressly provided otherwise, apply to:

• Ships of war and troop ships • Cargo ships of less than 300 gross tons • Ships not propelled by mechanical means • Wooden ships of primitive build • Pleasure yachts not engaged in trade and • Fishing vessels.

1.4 The various items of safety radio equipment are itemized on the Record of Approved Cargo Ships Radio Installation (Form GM-1) held on board. For all surveys the checklist (Form GM-2) should be filled up and signed and stamped by the radio technician and the surveyor.

SECTION 2 Surveys

2.1 Initial surveys: When the survey is being done by International Register of Shipping for the first time, the surveyor/radio technician should fill up and submit forms GM-1 (Record of Equipment for GMDSS ships) and GM-2 (Survey checklist). If the ship has a previous record of GMDSS installation prepared by the previous issuing authority and the record contains all the relevant information in Form GM-1, new Form GM-1 need not be prepared, but a copy of the existing record should be forwarded to Head Office. A copy of the completed form GM-1 should be left on board the vessel for use at subsequent surveys. During initial surveys it must be ensured that all equipment must be type approved by a Flag Administration and should conform to the appropriate performance standards adopted by IMO. When completing form GM-1, the equipment serial number should be indicated, in addition to the maker, type and location. 2.2 Renewal surveys are required every year (every five years as per HSSC, with periodical surveys every year). However, if a ship, at the time when its certificate is about to expire, is not in a port of the country in which it is registered, or is unable to undergo survey either due to lack of facilities or other justifiable reason, the certificate may be extended for a period up to a maximum of five months. In all cases, Head Office will grant the exemption only




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when it appears reasonable and proper, for the purpose of allowing a ship to complete its voyage to a port with adequate facilities where a Safety Radio renewal survey can be carried out. It must be noted that such extension must be approved before the expiry of the certificate, as an already expired certificate cannot be extended. 2.3 Renewal surveys: The renewal survey is to verify that the installation continues to be in accordance with convention requirements. In case of modifications or renewal/replacement of equipment, the surveyor must update the record of equipment (form GM-1) on board and forward a copy to Head Office. At all surveys, the Record (GM-1) should reflect the actual arrangements and equipment situation on board at the time of survey and therefore the record should be amended whenever any modifications or additions to radio equipment are carried out. The survey checklist is to be completed and signed by both radio technician and the International Register of Shipping surveyor. 2.4 Provided the ship is capable of performing all distress and safety signals, malfunction of the equipment for providing the general radio communications required by the regulations shall not be considered as making a ship un-seaworthy or as a reason for delaying the ship in ports where adequate repair facilities are not available. In such cases, a CONDITIONAL certificate may be issued with validity adequate to allow the vessel to reach the next port but not exceeding two months. The items remaining outstanding are to be endorsed on the back of the CONDITIONAL certificates. In all other cases an INTERIM certificate valid for 5 months is to be issued along with the attachment Form R (record of Equipment) on completion of initial or renewal surveys. 2.5 Radio Station License: A Cargo ship safety Radio Certificate is to be issued only if the vessel has a valid radio station license onboard. Copy of the valid radio station license must be submitted along with survey reports. 2.6 Exemption Certificate: When an exemption is issued by the Flag Administration, all the requirements set out in the exemption certificate must be completely fulfilled before any certificate is issued. The exemption certificate is to be attached to any radio certificate issued. Any exemption certificate issued by a previous government will be invalid if a ship changes flag and new exemption will be required from the new Flag State. In such cases, a radio certificate is not to be issued unless authorized by the Flag State and/or HQ. Normally exemption is issued from GMDSS requirements if the coastal stations in which the ship operates do not possess adequate GMDSS facilities or if the vessel is to be taken out of service by 1st February 2001. In either case, the vessel has to comply with all the requirements given in SOLAS, Chapter IV, Regulation 4. In such cases, the survey checklist must indicate compliance with each of the requirements of Regulation 4. If the exemption certificate has a validity indicated, care should be taken to ensure that the validity of the Cargo Ship Safety radio certificate is limited to the expiry date of the exemption certificate. Any requests for exemption from GMDSS requirements must be forwarded to Head Office along with supporting documents (statement from the owner that the vessel will be taken out of service before February 2001 or statement from the owner indicating the trading areas of the vessel along with documents from relevant coast stations/authorities in the area indicating lack of GMDSS facilities) 2.7 GMDSS Personnel: There are three categories of GMDSS radio competence. These are Radio Electronics Certificate (REC – 1st or 2nd class), GMDSS General Operators Certificate (GOC) and GMDSS Restricted Operator’s Certificate (ROC). The SOLAS convention requires that there be on board one certified GMDSS radio operator. For Sea Areas A2, A3 and A4, the qualification level may be REC or GOC. However, if a ship’s voyages are confined to Sea Area A1, then the qualification level may be REC, GOC or ROC. Whenever on board maintenance is specified, the qualification must be REC. The GMDSS personnel should have certificates issued by the relevant Flag State (or acceptable to the Flag State) and the number of operators should be as per the minimum safe manning certificate. Certificates issued by organizations other than Flag States or their authorized radio organizations (proof of passing certificates etc) should not be accepted. If satisfactory radio operator certificates are not submitted, only CONDITIONAL Certificate must be issued. The number of operators shown in form R should be the minimum statutory requirement. The actual on board may exceed this number. For PANAMA flag vessels there must be two qualified operators (GOC or ROC as appropriate) who must be navigating officers, or one exclusive qualified operator who is also a certified radiotelegraphy officer or a suitably qualified electronics officer. Only PANAMANIAN certificates should be accepted. There have been many cases where GMDSS operators were not




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familiar with the GMDSS radio equipment or able to operate the equipment competently despite holding valid GMDSS GOC certificates. In view of this, the radio technician and attending Surveyor should check the competence of the operators during the surveys. 2.8 Ship Identity Encoding: It should be ensured during survey that the ship identification is properly encoded and activated, such as MMSI (Maritime Mobile Service Identifier) and IMN (INMARSAT Mobile Number). A copy of the test print outs should be forwarded along with survey documentation. 2.9 Equipment maintenance: The methods of equipment maintenance (duplication of equipment, shore based maintenance or at-sea maintenance capability) should be acceptable to the Flag Administration and must be in accordance with the guidelines contained in IMO Resolution A.702 (17). When shore based maintenance is used, a copy of the contract should be forwarded to HQ. If at-sea maintenance capability is included, it should be ensured that the necessary technical documentation, tools, test equipment and spare parts are available on board. Additional requirements regarding radio personnel (see above) should also be complied with. For ships sailing in Sea Areas A1 and A2, any one of the methods may be adopted and in A3 and A4 any two may be adopted. 2.10 Two-way VHF radio telephones: There should be minimum 3 two-way VHF (hand held portable) radiotelephones for cargo ships of 500 GT and over and for all passenger ships and minimum 2 for cargo ships of less than 500 GT. The equipment should comply with the technical requirements of IMO Resolutions A.605 (15) and must be a highly visible yellow or orange color. 2.11 Ship Radio Station Documents: The documents on board should include the radio log book, listings of call signs (such as ITU or British Admiralty list) and coast and ship radio stations as well as the appropriate manuals for the services appropriate to the ship radio station. The logbook entries should be verified and evident omissions or departures from the specified requirements alerted to the Master. 2.12 Emergency position Indicating Radio Beacon (EPIRB): While the convention offers choice between the VHF, COSPAS/SARSAT and the INMARSAT EPIRBs, invariably a COSAS/SARSAT 406 MHz type EPIRB is fitted on all ships. The general deficiencies noted during surveys include EPIRB left in a de-activated condition, Float free arrangements improper, Overdue batteries, HRU servicing or replacement overdue and Equipment registered with another ship or not registered at all 2.13 Navtex receiver: This is required for all convention ships operating in waters served by a NAVTEX broadcast service. The general deficiencies noted during surveys include the following: -

- Equipment being switched off when in a NAVTEX coverage area - Faint print on the paper message roll - Inadequate paper roll supply - A model of equipment, which does not include a printer.

SECTION 3 Reporting

3.1 The relevant survey checklist GM-2 should be used when carrying out surveys and a copy submitted to Head Office along with survey reports. The record form GM-1 is to be filled up if one is not available on board during the surveys and a copy submitted to Head Office. 3.2 At first surveys by IS, copies of the previous society’s certificates, record of equipment and Form R and list of any outstanding deficiencies, recommendations etc should also be forwarded. 3.3 On completion of renewal surveys or First Survey by International Register of Shipping, an INTERIM certificate RT-I-IS (RT-I-PMS for PANAMA vessels) should be issued along with record of equipment form RT-R,




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valid for 5 months. When survey is incomplete or deficiencies are noted, the Interim Certificate should be marked CONDITIONAL and the outstanding survey items/deficiencies must be noted on the reverse of the Interim Certificate. The certificate is to be issued for such validity as will permit the vessel to reach the next suitable port and in no case should exceed two months. A copy of the CONDITIONAL certificate is to be faxed to Head Office. 3.4 All necessary supporting documentation should be submitted to Head Office along with survey reports such as copy of radio station license, approval letter for radio technician carrying out surveys, copies of radio operator licenses, copy if shore based maintenance contract, copies of equipment test print outs etc.




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ANNEX

PROCEDURE FOR APPROVAL AND CERTIFICATION OF RADIO TECHNICIANS

1 Submission of documents: The following documents are to be submitted to the Society for review. • Outline of company, e.g. organization and management structure, including subsidiaries to be included in the

approval/certification • Experience of the company in the specific service area • List of supervisors/technicians documenting training and experience within the relevant service area, and

qualifications according to recognized national, international or industry standards, as relevant • Description of equipment used • A guide for operators of such equipment • Training programs for supervisors/technicians • Check lists and record formats for recording results of the survey • Quality Manual and/or documented procedures • Evidence of approval/acceptance by other bodies, if any • Information on the other activities which may present a conflict of interest • Record of customer claims and of corrective actions requested by certification bodies • Where relevant, list and documentation of licenses granted by equipment's manufacturer

2 General requirements the supplier must comply with: 2.1 Extent of Approval: The radio company shall demonstrate, that it has the competence and control needed to perform the services for which approval is sought (Inspection, testing, and/or measurement of radio equipment aboard ships or mobile offshore units for compliance with SOLAS and/or National regulations). 2.2 Training of personnel - The radio company is responsible for the qualification and training of its personnel to a recognized national, international or industry standard as applicable. The inspector carrying out the inspection shall have minimum two (2) years education from a technical school and experience as an inspector, and should preferably hold a General Operator’s Certificate (GOC). The personnel shall also have an adequate experience and be familiar with the operation of any necessary equipment. 2.3 Personnel records - The supplier shall keep records of the approved supervisors/technicians. The record shall contain information on age, formal education, training and experience. 2.4 Equipment and facilities - The radio company shall have the major and auxiliary equipment required for correctly performing the inspection. A record of the equipment used shall be kept. The record shall contain information on manufacturer and type of equipment, and a log of maintenance and calibrations. A standard, which is relevant to the radio equipment to be tested, shall be available for the equipment and shall be cited in the inspection report. For equipment employing software in the conjunction with testing/examination, this software shall be fully described and verified. Minimum required instruments: - Equipment for measuring frequency, voltage, current and resistance - Equipment for measuring output and reflects effect on VHF and MF/HF - Equipment for measuring modulation on MF/HF and VHF (AM, FM, PM) - Acid tester for checking specific gravity of lead batteries - Tester for checking of correct output from Free-Float Satellite EPIRB 2.5 Procedures and instructions – The radio company shall have documented procedures and instructions for how to carry out testing and examination of radio equipment. Procedures and instructions for operating of each item of the testing/inspection equipment shall also be kept and be available at all times. The radio company shall have access to SOLAS 1974 as amended, IMO Resolution A.789 (19): Specification on the survey and certification functions




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of recognized organizations acting on behalf of the administration, ITU Radio Regulations, and IMO Performance Standards as well as relevant parts, if any, of the Society’s Rules and Guidelines. 2.6 Reporting - The report shall be prepared in the forms provided by International Register of Shipping and submitted to the Surveyor for his review and acceptance, as soon as the radio survey is completed. 2.7 Quality Assurance System 2.7.1 The radio company shall have a documented system covering at least the following:

• code of conduct • maintenance and calibration of equipment • training programs for supervisors/technicians • supervision and verification of operations to ensure compliance with the approved operational procedures • recording and reporting of information • quality management of subsidiaries and agents, if applicable • job preparation • periodic review of work process procedures, complaints, corrective actions, and issuance, maintenance and

control of documents 2.7.2 A documented Quality Assurance system complying with the ISO 9000 standard or equivalent and including the above items, would be considered acceptable. 3 Auditing of the Radio Company: Upon reviewing the submitted documents with satisfactory result, the supplier is audited in order to ascertain that the radio company is duly organized and managed in accordance with the submitted documents, and that it is considered capable of conducting the radio surveys. Radio technicians Suppliers having approval from at least two IACS member societies may be approved, at the discretion of the society, based on the documentation alone (audit may be waived). Such approvals shall be considered provisional until the technician exhibits competence, through actual performance of service. 4. Certification 4.1 Upon satisfactory completion of document review and audit of the radio company (as applicable), the Society will issue a Certificate of Approval. The approved radio technician will also be included in the Society's records of approved service suppliers. 4.2 Renewal or endorsement of the Certificate is made at intervals not exceeding three (3) years by verification through audits that approved conditions are maintained. 4.3 In case where any alteration to the certified service operation system of the radio technician supplier is made, such alteration is to be immediately informed to the Society. Re-audit may be required when deemed necessary by the Society. 5 Cancellation Of Approval: Approval may be cancelled in the following cases:

• Where the service was improperly carried out or the results were improperly reported. • Where a Surveyor finds deficiencies in the approval service operation system of the radio company and

appropriate corrective action is not taken • Where the radio company fails to inform of any alteration as in 4.3 above to the Society • Where willful acts or omissions are ascertained




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A radio technician whose approval is cancelled may apply for re-approval after a period of six (6) months. This possibility is not open if the cancellation is based on a grave fault such as a violation of ethics.




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PASSENGER SHIP SAFETY SURVEYS CHAPTER 11

SECTION 1 General

1.1 Surveyors conducting Passenger ship safety surveys are to be familiar with the applicable provisions of the International Convention for safety of Life at Sea (SOALS) 1974 and the protocol of 1978, relating thereto. Passenger ship safety surveys are to be carried out by experienced surveyors only. 1.2 Passenger ship safety renewal surveys are required annually (every year). A single Passenger Ship Safety Certificate is issued incorporating SOLAS requirements of subdivision and stability; hull, machinery, boilers and equipment; fire protection; fire detection and fire extinction; life saving appliances and safety of navigation and radio communications. The surveyor must follow the relevant instructions given under the Classification, Safety Construction, Safety Equipment and Safety radio surveys in addition to the instructions contained below. 1.3 Satisfactory compliance with the classification surveys program will satisfy the SOLAS requirements of the passenger safety survey in so far as the hull structure, main and auxiliary machinery, boilers and other pressure vessels and any other essential shipboard engineering systems are concerned. The remaining items for survey, excluding radio communications, are included in the record of approved passenger ship safety equipment available onboard the vessel. For radio communication aspects the requirements of SOLAS 74/78 Chapter IV apply to passenger ships irrespective of size unless an exemption is granted by the Administration. 1.4 The renewal/initial survey should include a dry-docking survey. The Surveyor should attend the dry-docking surveys and examine the vessel as required. If Surveyor does not examine the ship in dry-dock (not informed by the Owner, survey carried out by another society etc.) a Passenger Ship Safety Certificate cannot be issued. At initial (first surveys by International Register of Shipping), a copy of the previous certificate and record of equipment must be submitted to Head Office along with survey reports. Any requests for exemptions from any part of the Convention must be directed to Head Office.

SECTION 2 Scope Of Surveys

2.1 The renewal survey should include an inspection of the structure, boilers and other pressure vessels, machinery and equipment including the outside of the ship’s bottom. The survey shall be such as to ensure that the ship, as regards to the structure, boilers and other pressure vessels including their appurtenances, main and auxiliary machinery, electrical installation, radio installation, lifesaving appliances and arrangements, shipborne navigational equipment, nautical publications, means of embarkation for pilots and other equipment is in satisfactory condition and fit for the service for which it is intended, and that it complies with the requirements of the present regulations, and of the laws, decrees, order and regulations promulgated by the relevant Administration. The lights, shapes and means of making sound signals and the distress signals to be carried by the ship shall also be subject to the above mentioned survey for the purpose of ensuring that they comply with the requirements of the present regulation and of the International Regulations for Preventing Collisions at Sea in force. 2.2 The Surveyor should verify that the Passenger Ship Safety Certificate, record of Equipment (Form P) and any exemption certificates are in order. The Surveyor should carry out an examination of all surveyable items together with tests as considered necessary, all to an extent which in the Surveyor’s judgment will remain good until the next due survey given the required routine maintenance. The Owner’s representative should confirm that no unapproved modifications have been carried out to the surveyable items on board since the last survey. 2.3 Examination of ships bottom: The examination of the ship’s bottom (required as part of renewal surveys an be done in many ways. A dry-docking survey carried out during the previous 12 months may be accepted. Similarly an underwater examination carried out in lieu of dry-docking during the previous 12 months may also be accepted.




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In both these cases, the Passenger Ship Safety certificate is to be endorsed as follows: “This Certificate will become invalid if the inspection of the ships bottom as required by SOLAS 74 (as amended) Chapter 1, Part B, Regulation 7(b)(ii) is not held by (dry-docking date)”. An underwater examination may be carried out whilst afloat if accepted by the Administration. An approved diving company with CCTV should carry out the examination. Any request to carry out an underwater examination in lieu of the dry-docking survey should be referred to Head Office, so that Head Office can approach the relevant Flag Administration. 2.4 Loadline marks should be verified against the figures given on the passenger ship safety certificate and loadline certificate and also compared with those given in the trim & stability booklet. The damage control plan and approved trim & stability booklet should be on board. It should be verified that the vessel is being operated in accordance with the Master’s Stability instructions included in the Trim & Stability booklet. 2.5 The means of closure, including any emergency operating system, of all openings in shell, both above and below the margin line, including bow and inner bow doors, are to be examined for signs of leakage and a high-pressure hose test carried out. Gaskets should be renewed if necessary. 2.6 Non-opening and key operable side scuttles are to be examined and the system by which use of keys is controlled is to be determined and agreed. Deadlights and portable window shutters are to be verified as either being fitted in place or readily available for immediate use in the event of an emergency. 2.7 The closing arrangements for the galley refuse chutes are to verify as being in working condition and capable of being closed tight. Scupper shell valves and their remote controls are to be verified as being accessible, operated and their open/close indicators verified. 2.8 Sewage tank discharging and venting arrangements are to be verified. 2.9 Watertight doors: Where access is provided through watertight bulkheads by watertight doors, they are to be tested for operation and it is to be verified that they can be closed tight. It should be verified that there is a diagram on the navigation bridge showing the location of the watertight doors along with indicators showing whether the doors are open or closed. The operation of the watertight doors should be tested both from the emergency controls on the navigating bridge and locally at the doors. The doors should be operable locally from each side of the bulkhead. The time for the doors to close should not exceed 60 seconds using power system and 90 seconds using emergency operating systems. All associated alarms, distinct from other alarms in the area, are to be tested satisfactorily for audibility. Intermittent visual alarms are also to be tested. 2.10 A minimu m of three bilge pumps are required and distributed to ensure that at least one pump is always available for use in all flooding conditions the ship is required to withstand. This may be achieved if one of the bilge pumps is of a submersible type with an emergency source of power from above the bulkhead deck. The Surveyor should verify the operation of the pumps and suction supplied by main and emergency sources of power as applicable and the operation of all bulkhead and other remotely controlled valves in the bilge system from above the bulkhead deck. 2.11 Valves in watertight bulkheads should be examined to verify that the open/close indicators remain legible and that remote controlled valves required to operate from above the bulkhead deck operate satisfactorily. 2.12 Any permitted portable plates in machinery spaces watertight bulkheads should be verified closed before the vessel sails, warning notices should be provided at the respective locations and logbook should be checked to ensure that correct entries are made when the plates are fitted or removed.




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2.13 Weighted lever cocks for short sounding pipes in machinery spaces should be examined for correct operation and to ensure that they have not been restrained in the “convenient” open position. Flush deck type sounding pipes, if fitted should be clearly accessible. 2.14 Permanent solid ballast is to be confirmed in position in accordance with the solid ballast plan on board (if applicable). Permanent water ballast is to be confirmed as being in accordance with the Trim & Stability booklet. Cross flooding arrangements are to be examined as far as practicable. 2.15 Structural fire protection: Fire insulation is to be examined for condition and satisfactory adhesion to bulkheads, decks, vent trunks, pipes and cable penetrations. Proper operation of fire doors must be verified (manual and/or automatic). 2.16 Ventilation systems are to be examined and tested as far as practicable. Draught stops should be verified as remaining in good condition by random examination (by removing portable panels). 2.17 Fire detection and extinction arrangements are to be examined as required for safety equipment surveys. It is to be confirmed that two water fog applicators are provided in each machinery space of category A and also with each set of breathing apparatus. 2.18 At periodical intervals not exceeding five years a lightweight survey is to be carried out to verify any changes in lightship displacement and longitudinal center of gravity. The ship shall be re-inclined whenever, in comparison with the approved stability information, a deviation from the lightship displacement exceeding 2% or a deviation from longitudinal center of gravity exceeding 1% is found or anticipated. Surveyors should witness the lightship survey or inclining survey (usually carried out by the owners consultant) and verify that they are being conducted and reported properly.

SECTION 3 Reporting

3.1 The relevant survey checklist PS-2 should be used when carrying out surveys and a copy submitted to Head Office along with survey reports. The record form PS-1 is to be filled up if one is not available on board during the surveys and a copy submitted to Head Office. The radio survey form GM-2 (and GM-1, if applicable) must be submitted, duly signed by the attending radio technician and the IS surveyor. When dry-docking survey is carried out, checklist BS/TS-CL is to be filled out and copy submitted. 3.2 At first surveys by IS, copies of the previous society’s certificates, record of equipment and Form P and list of any outstanding deficiencies, recommendations etc should also be forwarded. 3.3 On completion of renewal surveys or First Survey by International Register of Shipping, an INTERIM certificate PS-I-IS (PS-I-PMS for PANAMA vessels) should be issued along with record of equipment form PS-P, valid for 5 months. When survey is incomplete or deficiencies are noted, the Interim Certificate should not be issued and advice should be sought from Head Office. If permitted by Head Office, a CONDITIONAL interim certificate is to be issued and the outstanding survey items/deficiencies must be noted on the reverse of the Interim Certificate. The certificate is to be issued for such validity as will permit the vessel to reach the next suitable port and in no case should exceed two months. A copy of the CONDITIONAL certificate is to be faxed to Head Office. 3.4 All necessary supporting documentation should be submitted to Head Office along with survey reports such as copy of radio station license, approval letter for radio technician carrying out surveys, copies of radio operator licenses, copy of shore based maintenance contract, copies of equipment test print outs, copies of LSA/FFA equipment servicing certificates, dry-dock survey reports, copies of major equipment certificates, copies of previous approvals of manuals etc.




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TONNAGE SURVEYS CHAPTER 12 SECTION 1 General

1.1 All ships with a freeboard length of over 24m and flying the flag of an Administration that has signed the 1969 Tonnage Convention must be issued with an International Tonnage Certificate (1969). 1.2 Tonnage measurement is carried out at Head Office from plans and information submitted by the Surveyor/Owner. All plans should be verified by the Surveyor as being a correct representation of the arrangements on board. Any deviation form the submitted drawings should be reported immediately. 1.3 Ships will either be measured in accordance with ITC 1969 or, for ships below 24m in length or where the flag administration is not a signatory, in accordance with the national regulations in force. 1.4 Tonnage certificates have no expiry date and there are no requirements for periodical surveys. Re-measurement, however may be required if:

• The ship changes flag, • The ship undergoes modifications affecting the volume (total moulded enclosed volume of the vessel, total

moulded enclosed volume of cargo spaces, total moulded volume of segregated ballast spaces) or designation of spaces

• There is a change to the freeboard/draught, • There is a change to the permitted number of passengers and • The ship is required to comply with new or additional regulations.

1.5 The gross tonnage of segregated ballast tanks may or may not be included on the tonnage certificate as recommended by IMO Resolution A. 747(18). However, inclusion could be advantageous to the Owner in some ports of call and therefore will normally be calculated and included unless specifically advised by the owner. 1.6 It is the Owners responsibility to provide information regarding any modifications to the arrangements, which may affect the gross or net tonnages assigned. However, when attending the ship, if the Surveyor has reason to believe that modifications or amendments to the designation of spaces have been or will be carried out, then the Owners representative should be advised of the requirements to re-calculate the tonnage and issue a revised certificate. Head Office should be advised in such cases. 1.7 Where a conversion is carried out the Owner should be made aware that the gross tonnage in force prior to the ITC (1969) coming into force (National Tonnage) will not be shown in the remarks column on the back of the 1969 International Tonnage Certificate.

SECTION 2 Change of Flag and/or Class

2.1 At first surveys by International Register of Shipping, it should be ascertained whether an existing Full Term Tonnage Certificate (issued by/or on behalf of the Flag Administration) is available on board. If no change of flag is involved, the existing tonnage certificate will remain valid. New certification is not required unless the vessel has been modified. A survey should be carried out to verify that no modifications affecting tonnage has been carried out. 2.2 At first survey by International Register of Shipping or where change of flag is also involved and the existing Full term Tonnage Certificate is issued by/or on behalf of the previous Flag State, a new ITC will need to be issued. The arrangements onboard should be verified against the “General Arrangement” and “Capacity Plan” on board the ship. Copies of plans highlighting any modifications found, are to be endorsed ”Verified at Ship”, signed and dated




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over Surveyor’ s stamp and submitted to Head Office along with a copy of the existing certificate. The existing 1969 ITC will remain valid for a period not exceeding three months and may be endorsed on the remarks column as follows “The Ship Changed to (Name, Signal letters, Port of Registry) on (date) and in accordance with article 10(3) of The International Convention on the Tonnage Measurement of Ships 1969, this Certificate will remain valid until (date- 3 months from date of change of flag) or the issue of a new Certificate, whichever is earlier”. Alternately an INTERIM Tonnage Certificate may be issued valid for five months. Head Office will issue the full term tonnage certificate after review of the plans and verifying that the correct information is recorded on the existing certificate. 2.3 At first survey by International Register of Shipping where there is no existing certificate or the certificate has been NOT been issued by a major society or the National administration, tonnage calculations have to be carried out by Head Office before any certificate can be issued. The arrangements onboard should be verified against the “General Arrangement” and “Capacity Plan” on board the ship. Copies of plans highlighting any modifications found, are to be endorsed ”Verified at Ship”, signed and dated over Surveyor’ s stamp and submitted to Head Office along with a copy of the existing certificate (if available). Head Office will advise the details of Tonnage Certificate to be issued. 2.4 The Tonnage markings are to be verified when the vessel changes flag or when International Register of Shipping is surveying vessel for the first time. The ship should be marked with the Net Tonnage and the Official number. The markings should be cut in, center punched or bead welded using plain Arabic numerals not less than 75 mm in height on the face of the main beam, in the pump room entrance, the aft side of the engine room bulkhead or other readily accessible part of the ship’s structure. The Official number is to be preceded by “O.N” and the Net tonnage by the word “NET”. Any previous markings of the Official Number and the Net tonnage should be completely removed. The name of the ship on the bow port and starboard and the Name and port of Registry on the stern should also be verified (minimum letter height 150 mm). “CC” should be marked on the outer surface of cargo hatches, the covers or coamings of cargo tanks or at the entrance to other cargo compartments.

SECTION 3 National Tonnages

3.1 Tonnages determined under the 1969 tonnage convention can be sufficiently different from those determined under the old national tonnage regulations. Although, 1974 SOLAS Convention and other international Conventions do not specifically define the gross tonnage of ships, the gross tonnage determined in accordance with the 1969 Tonnage Convention should be used for the application of the provisions of these conventions. However for an existing ship, the keel of which was laid before 18 July 1982, the national tonnage determined in accordance with national rules which were in force prior to the coming into effect of the 1969 Tonnage Convention and which is stated under the Remarks Column of the International Tonnage Certificate (1969) may be shown on the relevant statutory certificates with one of the following footnotes:

• “The above gross tonnage has been determined by the tonnage authorities of the administration in accordance with the national tonnage rules, which were in force prior to the coming into force of the International Convention on Tonnage Measurement of Ships 1969” or

• “See Remarks column of the valid International Tonnage Certificate (1969)’.

3.2 The national tonnages cannot be used for statutory purposes, if the figure is not given in the remarks column of the 1969 tonnage certificate. 3.3 National Tonnages cannot be used when the ship has been modified in such a manner, which affects the tonnages. In such cases, the remarks column on the ITC should not be filled up. In some cases the earlier national tonnages were issued for a specific type of ship (e.g. USCG tonnages for supply vessels) and such national tonnages cannot be accepted if the vessel is modified to become a cargo vessel.




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SECTION 4 Reporting

4.1 The relevant survey checklist TC-1 should be used when carrying out surveys and a copy submitted to Head Office along with survey reports. Copies of the previous society’s certificates should also be forwarded. If a carving and marking note has been issued by the Flag state (Cambodia, St. Vincent etc), the tonnage markings must be verified and the surveyor must endorse the carving and marking note and forward to Head Office (or registering office, if stated in the survey instructions) along with survey reports 4.3 On completion of First Survey by International Register of Shipping or change of Flag survey, an INTERIM certificate TC-I-IS (TC-I-PMS for PANAMA vessels) should be issued, valid for 5 months. When tonnage computations have not been completed or approved by Head Office, the certificate should be marked CONDITIONAL and a note should be marked on the front of the Interim Certificate indicating the Final Tonnage figures remains to be computed/approved by IS Head Office. 4.4 All necessary supporting documentation should be submitted to Head Office along with survey reports such as copies of tonnage computations, copies of plans verified at ship etc.




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MARPOL ANNEX I SURVEYS CHAPTER 13 SECTION 1 General

1.1 Surveyors conducting Marpol 73/78 Annex I surveys are to be familiar with the applicable provisions of the International Convention for the Pollution of Prevention from Ships 1973 as amended by the Protocol of 1978 relating thereto. 1.2 MARPOL (IOPP) surveys are important as lot of port state detentions are due to deficiencies related to these certificates/surveys. Most detentions are due to lack of awareness on the part of the crew about the equipment and regulations - tend to neglect the equipment or violate rules. 1.3 When requested to carry out a survey, the surveyor must first check the existing certificate onboard to establish which survey is due/overdue. 1.4 Renewal surveys are required every five years and before the certificate in force has expired. 1.5 Four annual and one intermediate survey is required during the duration of the certificate. Annual surveys are to be held within three months before and three months after the due date (anniversary date). Intermediate surveys are to be held within six months before and six months after the half date (two and a half years) of the certificate’s period of validity. If the intermediate survey is held within the three months after the due date of the second annual survey or within the three months before the due date of the third annual survey, then this will be credited for both the intermediate and the particular annual survey. All surveys should be held only within the permissible range dates. 1.6 The pollution prevention arrangements and equipment and the documents approved for compliance with the regulations are included in the record of construction and equipment (Form IO-A or IO-B), attached to the current certificate onboard. 1.7 For first survey by International Register of Shipping, the previous certificate onboard is to be sighted to establish the survey due. If the previous certificate as issued by a major classification society or the flag administration, the existing survey cycle may be followed. Any due or overdue survey is to be carried out and if no surveys are due/overdue, a general examination, equivalent to an annual survey, is to be carried out. Copies of the existing certificate, type approval certificates for relevant equipment, any exemption/waiver certificate and Form A/B are to be attached to the reports submitted to Head Office. If previous certificate is not available or not issued by a major society, a complete renewal survey is to be carried out. At initial surveys (first survey by International Register of Shipping), the status of approval of the various manuals – Oil Discharge Monitoring and Control Systems Operations (ODM) manuals, Crude Oil Washing Operations and Equipment (COW) manuals, Dedicated Clean ballast Tank operation (DCBT) manuals and Shipboard Oil pollution Emergency Plan (SOPEP) – must be verified. If the manuals/plan are approved by a major society or the flag state, the previous approval may be accepted and the manuals/plan is to be endorsed “This manual/plan has been accepted by International Register of Shipping on behalf of (name of new flag state) on the basis of approval by (previous society or flag state name)” and a copy of the endorsed page is to be submitted to Head Office. If there are any changes to the ship’s Owners/management or operations, which will affect the mandatory sections of the SOPEP, the Owners should be advised to submit urgently a revised plan for approval to Head Office. If the manuals/plans have not been approved by a major society or not approved at all, copies of the plans must be submitted for approval. The copy on board is to be endorsed “Provisionally accepted pending approval by International Register of Shipping Head Office”. During the first survey by International Register of Shipping, Surveyors should ensure that correct equipment is fitted (100 ppm oily water separating equipment is not acceptable and have been replaced by 15 ppm oil filtering equipment from 6th July




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1998) and that for tankers the correct instantaneous discharge rate of oil content in oily water mixtures is used in the Oil Discharge Monitoring and Control Systems (previous limit of 60 liters per nautical mile has been reduced to 30 liters per nautical mile effective from 6 July 1993). 1.8 For each survey, the checklist (IO-1) is to be duly completed as appropriate and copy forwarded to Head Office with survey reports (covering details of any modifications, repairs/renewals). A form IO-A or IO-B is also to be prepared and attached to the IOPP certificate, if one is not available on board. On satisfactory completion of a renewal or initial survey, an interim certificate may be issued valid for five months. An interim certificate is not to be issued, if an exemption or waiver is required and Head Office permission is not available. If some minor items remain outstanding for completion of the survey (because the required services or replacement equipment are not available locally), a CONDITIONAL certificate should be issued with validity adequate to allow the vessel to reach the next suitable port, but not exceeding two months. The conditions (outstanding items) are to be entered on the reverse of the interim certificate issued and a copy of any conditional certificate issued is to be sent by fax to Head Office. For tankers, due account should be taken of the requirements of Regulation 15(3)(a) of MARPOL with regard to the Oil Discharge Monitoring and control system which states that “defective unit shall be made operable as soon as possible. The port state authority may allow the tanker with a defective unit to undertake one ballast voyage before proceeding to a repair port”. Head Office will issue the full term certificate after review of the service reports. 1.9 Where any alterations or additions to the ship’s equipment, fittings or construction are to be made, Head Office is to be advised and all necessary plans/documents requested are to be forwarded to Head Office. Where alterations are made to existing systems (COW, CBT or ODMCS), the relevant manuals are to be re-submitted for approval. The Form A/B is to be amended as required. 1.10 Any proposals/requests for waivers /exemptions are to be submitted to Head Office and certificates are to be issued only if instructed by Head Office in such cases. Normally exemptions/waivers are issued for ships operating in special areas or in coastal areas. Any request for exemption must be supported by a request from the owner stating the reason for requesting the exemption/waiver and the trading areas of the vessel and a copy of any previous exemption/waiver is to be submitted. 1.11 Annex-I of MARPOL is applicable to all ships. However IOPP certificate is only required for tankers with gross tonnage 150 and above and other ships of 400 GT and above. IOPP certificate is also required for cargo ships of less than 400GT if they carry substantial amount of oil (200 tonnes or more - trawlers, offshore supply vessels etc). Annex-I mainly deals with two types of discharges: discharges from machinery spaces (applicable to all ships) and discharges from cargo or ballast spaces (applicable to oil tankers and ships belonging to third category mentioned above).

SECTION 2 Annual Survey 2.1 The scope of the mandatory annual survey should include an examination of the various items of equipment together with tests as considered necessary to ensure adequate condition and standard of maintenance until next survey. 2.2 Ensure that the IOPP certificate onboard is valid and complete along with the attachment (Form IO-A/B) and copies of type approval certificates for equipment such as oil filtering equipment, oil content meter, ODMCS, oil-water interface detectors etc. All approved manuals/documents such as SOPEP, ODMCS/COW/CBT must be verified onboard. The Manuals must be in a language understood by the ship’s personnel engaged in such operations, while the SOPEP should be in a language understood by the ships Master and Officers. The Master/Chief Engineer must confirm that no unapproved modifications have been made to the pollution prevention arrangements and equipment since the last survey.




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2.3 Oil Record Book should be checked to ensure that regular entries are made regarding bunkering, discharging at sea through 15ppm equipment, disposal by incinerating, etc. The quantities recorded as disposed should be reasonable (for ships using heavy fuel oil approximately 1% sludge is generated – rough amount can be worked out based on number of days of voyage and daily fuel consumption). There should be regular entries in the oil record book (normally at the end of each voyage or at weekly intervals) regarding the quantity of sludge retained on board in each of the tanks specified in the IOPP Form A/B. Only those tanks listed in the Form IO-A/B should be used as sludge/bilge holding tanks. A monitoring of the entries should be done to check whether the oil record book entries are genuine or fabricated figures. Where discharge to shore reception facilities is indicated, the receipt should be attached to the oil record book. The oil record book is to be in the format recommended in the MARPOL book and should be regularly signed by both Chief Engineer & Master. 2.4 Cargo Record Book (for tankers only): There should be regular entries for cargo loading, ballast operation at port or at sea, discharge/disposal of ballast through ODME or to shore facility and COW etc. The quantities should be correct. Verify the correctness of entries by checking records of the discharge of ballast through ODME with ODME printouts. The cargo record book is to be in the format recommended in the MARPOL book and should be regularly signed by chief officer (or person in-charge of cargo control room) and Master. 2.5 The 15ppm oil filtering equipment should be type approved by a national administration or a recognized authority. Check that the type approval certificate is available onboard and relates to the equipment installed. Check the function by operation or simulation (most of the activators are photo electric, so blocking the light by inserting some object would simulate the alarm. Visual inspection of the filtered bilge water should be carried out (from sample point on the unit) to ensure that oil traces are not found and the unit is functioning properly. Check the 15ppm equipment and associated piping for signs of corrosion / leaks, check that pressure gauges are operational and check operation of 15ppm alarm and automatic stopping device (if fitted). The manual valve should be checked to ensure that it is not seized and moves freely. Check that the piping has not been modified and there are no connections to the overboard discharge line. Audiovisual alarm or automatic stopping is required only for vessels over 10,000 Gross Tonnage. Automatic stopping device is mandatory if the vessel is operating in special areas. 2.6 Check the bilge pump in running condition (pressure gauge, smooth operation etc). 2.7 Check whether any piping arrangement is fitted which bypasses the 15ppm filter and leads direct over board from bilges or from sludge tanks. Check the condition of valve and pipes for wastage/leak etc. 2.8 Check sludge tank for corrosion. Check that there is no discharge connection other than through the standard discharge connection. By taking sounding check that the remaining capacity of the sludge tank is sufficient for the voyage. 2.9 Engine Room/Pump room Bilges: Check for excessive oil/oily water mixture. 2.10 Verify that standard discharge connection is fitted and it is of correct size as per regulation. Check the condition of piping & discharge flange. Check that special tally plate and/or distinctive paint identify it. 2.11 Check that notices/placards are posted at over board discharge valve, standard discharge connection, oily bilge pump, bunkering stations etc. warning the crew of consequences of unauthorized discharges and oil spillage. 2.12 Verify correct functioning of incinerator, boiler etc (using sludge). 2.13 Check the Sounding of Holding Tanks and see that they have sufficient capacity (only if holding tanks are required for waiver of regulation 16)




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2.14 Oil discharge monitoring equipment is to be checked for proper operation. Check the external condition of system & equipment. Functioning of the equipment including automatic/manual stopping of discharge and interlock for starting the pump to be verified. This may be done by simulating input values for flow rate (based on pump characteristics), ships speed, oil content etc. The rate of instantaneous discharge should not exceed 30 liters per nautical mile. Check the associated audio-visual alarms and indicators on the control panel. Check that recording/indicating devices are working properly, check the printouts for last few weeks (records showing date, time, position etc should be retained for 3 years), verify with oil record book entries for overboard discharge, check supply of consumables (paper, ink etc). 2.15 Oil water interface detector are to calibrated and maintained periodically. Check function at random by introducing into ballast or slop tanks or a test bucket containing mixture of water/oil. 2.16 Check segregated ballast tanks (SBT) for contamination with oil (visual examination as practicable). Check SBT lines for any cross connection with cargo line, if a portable spool piece is fitted check that a non-return valve is fitted and notice is posted for restricted use. Check dedicated clean ballast tank for contamination. 2.17 An examination of the Crude Oil Washing System (COW) should be carried out and should include external examination of the system including pump, piping, valves & deck-mounted washing machines for leakage, corrosion/wastage, wear & tear. Where water washing is also fitted, check that provision for isolating steam heaters is operational during crude oil washing. Check that relief valve is fitted for COW pump. Check the operation of COW machines, if practicable during survey. 2.18 Check the effectiveness of the stripping line by hand dipping. Check the stripping line including small diameter pipe for shore connection for wastage/leakage. Check the over board discharge lines including part flow line on deck (in case of discharges situated below water line in existing tankers). 2.19 Check the means of communication between observation point (where discharge can be observed) & control station. 2.20 Check the function of emergency stopping device for cargo pumps from control station & pump room. 2.21 Check that arrangements to prevent spillage of oil, especially at bunkering stations, tanker manifolds, save all trays around F.O tank air pipes etc. are adequate.

SECTION 3 Intermediate Survey

3.1 An Intermediate survey should, in addition to the requirements of an annual survey, be a thorough examination and sufficiently extensive to ensure that the equipment and associated pumping and piping systems comply with the regulations and are in good working order sufficient until the next renewal survey. 3.2 The oily bilge pump has to be dismantled and examined. Any part found excessively worn like shaft, gland, impeller or bearing to be renewed/repaired. Oil filtering equipment, to be dismantled and examined, with particular attention being paid to the underside of the equipment. Casing should be checked for wastage. Filter elements to be thoroughly cleaned. Damaged filter must be replaced. It is to be ensured that sufficient spare elements/parts are available. The filtering unit should be flushed with fresh water after re-assembly and before use. Over board discharge valves to be opened up for examination. 15-PPM oil content meter must be calibrated. Complete piping is




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to be thoroughly examined and all valves in the system should be checked for ease of operation. Pipelines are to be traced to ensure that no unauthorized modification has been carried out. 3.3 Sludge tanks to be cleaned and examined for wastage. 3.4 Check the calibration of oil discharge monitoring device, thorough examination of control system & oil content meter for defects. 3.5 COW piping to be visually examined and in case of doubt, the lines are to be pressure tested and/or gauged. 3.6 For tankers over 10 years old, two selected cargo tanks to be examined for verifying the continued effectiveness of the COW and stripping systems. If the tanks cannot be gas freed, the internal examination of the tanks may be conducted separately with the classification and SOLAS SAFCON survey requirements. If vessel is not classed by International Register of Shipping, survey records should be verified. SECTION 4 Renewal Surveys 4.1 The renewal survey should be a thorough and complete examination with tests as appropriate. On completion of a renewal survey, the equipment, systems, fittings and arrangements should, given adequate routine maintenance, remain in good condition and working order till the next renewal survey. In addition to the requirements of an intermediate survey, a renewal survey should include the following:

4.1.1 For tankers fitted with a COW system, all cargo tanks must be internally examined to confirm continued effectiveness of the COW system. In lieu of the internal examination, oil on top test could be carried out within 6 months prior to or after the due date for the renewal survey. If oil on top test is to be carried out, Head Office should be contacted for instructions. 4.1.2 COW lines are to be pressure tested (at least to working pressure). 4.1.3 Check that there are no leaks from ballast pipes passing through cargo tanks or cargo pipes passing through ballast tanks. 4.1.4 Examine slop tanks & piping for wastage.

SECTION 5 Reporting

5.1 The relevant survey checklist IO-1 should be used when carrying out surveys and a copy submitted to Head Office along with survey reports. 5.2 At first surveys by IS, copies of the previous society’s certificates, record of equipment form A/B and copy of approval for various manuals/plans and list of any outstanding deficiencies, recommendations etc should also be forwarded. Copies of type approval certificates for the pollution prevention equipment (oil filtering equipment, 15 ppm alarm, oil/water interface detectors, ODME, incinerators etc) should also be submitted, if available. 5.3 On completion of renewal surveys or First Survey by International Register of Shipping, an INTERIM certificate IO-I-IS (IO-I-PMS for PANAMA vessels) should be issued, valid for 5 months. When survey is incomplete or deficiencies are noted, the Interim Certificate should be marked CONDITIONAL and the outstanding survey items/deficiencies must be noted on the reverse of the Interim Certificate. The certificate is to be issued for such




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validity as will permit the vessel to reach the next suitable port and in no case should exceed two months (except where only approval of manuals remain outstanding, in which case the validity should be restricted to three months). A copy of the CONDITIONAL certificate is to be faxed to Head Office. 5.4 On completion of other surveys (annual and intermediate), the existing full term certificate on board is to be endorsed in the relevant column indicating the date, place and surveyors name and endorsed using the IS /PMSB seal. A copy of the endorsed certificate must be submitted to Head Office. At annual/intermediate surveys, if surveys cannot be completed or deficiencies are noted, the outstanding items/deficiencies must be entered on the outstanding recommendations form (OSR-FRM). The Full Term IOPP certificate should not be endorsed in such cases. 5.5 When previous recommendations are examined and completed satisfactorily, the items must be deleted on the forms OSR-FRM. 5.6 A narrative survey report should be submitted whenever a survey is incomplete (indicating the reason why the survey could not be completed), deficiencies are noted (details of deficiency noted and the owners proposal to deal with the deficiency), repairs are carried out (details of the temporary/permanent repairs carried out) and when existing outstanding recommendations are deleted or postponed.




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MARPOL ANNEX II SURVEYS CHAPTER 14 SECTION I General 1.1 Surveyors conducting Marpol 73/78 Annex II surveys with respect to the control of noxious liquid substances in bulk are to be familiar with the applicable provisions of Annex II of the International Convention for the Prevention of Pollution from ships 1973 and the Protocol of 1978 relating thereto. 1.2 Marpol 73/78 Annex II surveys may be carried out in conjunction with the chemical code survey for chemical tankers or on those ships holding a Certificate for the Carriage of Noxious Liquid Substances (NLS Certificate). 1.3 Renewal surveys are required every five years before the certificate in force has expired. Four annual surveys and one intermediate survey are required during the duration of the certificate. Annual surveys are to be held within three months before and three months after the due date. Intermediate surveys are to be held within six months before and six months after the half way date (2 ½ years) of the certificate’s period of validity. If the intermediate survey is held within the three months after the due date of the second annual survey or within the three months before the due date of the third annual survey, then this survey can be credited towards both the intermediate and that particular annual survey. 1.4 The surveys should be held within the permitted range dates only. 1.5 The existing certificate onboard should be sighted to establish the category of survey due. 1.6 The various arrangements and items of Marpol 73/78 Annex II equipment to be surveyed will be identified in the “Procedures and Arrangements” (P&A) manual on board. At each survey, the survey checklist NLS-1 should be completed in conjunction with the P&A manual and a copy submitted to Head Office along with survey reports. 1.7 Where new installations or major modifications are proposed, plans and P&A manuals should be submitted to Head Office for approval before the work is commenced. 1.8 During the first survey by International Register of Shipping onboard, it should be verified whether the ship already has an existing certificate. If the vessel is already in possession of a certificate issued by a major society or the national administration, the certificate should be sighted to establish whether any survey is due or overdue. The relevant due/overdue survey is to be carried out. If no survey is due, a general examination, equivalent, to an annual survey is to be carried out. The P&A manual may be accepted if it is approved by a major society or the flag administration. In such cases, the manual must be endorsed “This manual been accepted by International Register of Shipping on behalf of “flag state” on the basis of previous approval by “name of society”. A copy of the endorsed page, copy of any approval letter by the previous society and a copy of the full term certificate should be forwarded to Head Office along with survey reports. If a previous certificate is not available or not issued by a major society, then a complete renewal survey should be carried out. The owner should be advised to submit the P&A manual for approval and place a copy on board. The copy on board is to be endorsed “provisionally accepted pending approval by International Register of Shipping Head Office”. The validity of the interim certificate issued is to be for three months and the certificate should be marked CONDITIONAL” with the approval of the P&A manual endorsed as an outstanding item. 1.9 On completion of the renewal surveys or the first survey by International Register of Shipping, INTERIM certificate NLS-I-IS (NLS-I-PMS for PANAMA vessels) is to be issued with validity of five months (except for ships




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provided with chemical code certificate). Head Office will issue the full term certificate after review of the survey report. On completion of annual or intermediate surveys, the certificate on board should be endorsed.


2.1 The purpose of the annual survey is to carry out an examination of the various items of equipment together with tests as considered necessary, all to an extent which, in the Surveyor’s judgment, indicates adequate condition and standard of maintenance until the next due survey. 2.2 The Surveyors should verify that the certificate and P&A manual on board are in order. The P&A manual should be written in a language understood by the ship’ personnel engaged in the operations described therein, and it is the Owner’s responsibility to provide a copy written in an appropriate language. Similarly system operating instructions and on board maintenance manuals etc., should also be in a language understood by the crew. 2.3 The owner’s representative must confirm that no unapproved modifications have been carried out to the pollution prevention arrangements and equipment since the last survey. 2.4 The stringency of the survey should be to the Surveyor’s satisfaction and in general will depend upon the condition of the equipment and the level of maintenance.


3.1 An intermediate survey should, in addition to the requirements of an annual survey, be a thorough examination and be sufficiently extensive to ensure that the equipment and the associated piping and pumping systems, including any efficient stripping and line blowing arrangements, and tank washing systems as applicable, comply with the requirements of the Regulations, are in accordance with the P&A manual and are in good working order sufficient until the next renewal survey.


4.1 The renewal survey should be a thorough and complete examination with efficient stripping tests and other tests where appropriate. On completion the equipment, systems, fittings and arrangements should, given adequate routine maintenance, be expected to remain in good condition and working order until the next renewal survey. At renewal surveys of chemical tankers having products of pollution category B or C in the list of approved cargoes should carry out practical efficient stripping tests using water to verify the continued efficiency of the stripping arrangements in at least two cargo tanks. The tanks should be selected at random and the Surveyor may require systems in other tanks to be tested. The tests are to be carried pout in accordance with the procedures described in the P&A manual and should also include any cargo pipeline purging arrangements and the measurement of residues remaining in the lines.




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SECTION 5 Reporting

5.1 The relevant survey checklist NLS-1 should be used when carrying out surveys and a copy submitted to Head Office along with survey reports. 5.2 At first surveys by IS, copies of the previous society’s certificates, copy of approval for P&A manual and list of any outstanding deficiencies, recommendations etc should also be forwarded. 5.3 On completion of renewal surveys or First Survey by International Register of Shipping, an INTERIM certificate NLS-I-IS (NLS-I-PMS for PANAMA vessels) should be issued, valid for 5 months. When survey is incomplete or deficiencies are noted, the Interim Certificate should be marked CONDITIONAL and the outstanding survey items/deficiencies must be noted on the reverse of the Interim Certificate. The certificate is to be issued for such validity as will permit the vessel to reach the next suitable port and in no case should exceed two months (except where only approval of P&A manual remain outstanding, in which case the validity should be restricted to three months). A copy of the CONDITIONAL certificate is to be faxed to Head Office. 5.4 On completion of other surveys (annual and intermediate), the existing full term certificate on board is to be endorsed in the relevant column indicating the date, place and surveyors name and endorsed using the IS/PMSB seal. A copy of the endorsed certificate must be submitted to Head Office. At annual/intermediate surveys, if surveys cannot be completed or deficiencies are noted, the outstanding items/deficiencies must be entered on the outstanding recommendations form (OSR-FRM). The Full Term NLS certificate should not be endorsed in such cases. 5.5 When previous recommendations are examined and completed satisfactorily, the items must be deleted on the forms OSR-FRM. 5.6 A narrative survey report should be submitted whenever a survey is incomplete (indicating the reason why the survey could not be completed), deficiencies are noted (details of deficiency noted and the owners proposal to deal with the deficiency), repairs are carried out (details of the temporary/permanent repairs carried out) and when existing outstanding recommendations are deleted or postponed.




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MARPOL ANNEX IV (SEWAGE) SURVEYS CHAPTER 15 1.1 Marpol 73/78 Annex IV contains the regulations for the prevention of pollution by sewage from ships. The Annex has not yet been adopted by sufficient number of countries with the required combined tonnage and is therefore not internationally mandatory. However some countries have adopted the Annex and apply it unilaterally. 1.2 Marpol 73/78 Annex IV is applicable to all ships of 200 gross tonnage and above with respect to the disposal of:

• Drainage and other wastes from any form of toilets, urinals and WC scuppers, • Drainage from medical premises (dispensary, sick bay, etc.) via wash basins, wash tubs and scuppers located

in such premises; • Drainage from spaces containing living animals and • Other waste-waters when mixed with the drainages defined above.

1.3 The regulatory means of sewage discharge is dependant on whether or not a treatment plant is provided and is an operational procedure. The survey and certification Regulations are in respect of the arrangements and equipment provided only. 1.4 Where equipment is being installed for the first time or where equipment is already installed but not surveyed till date, plans should be submitted to Head Office for approval. The sewage treatment plant should be approved in accordance with IMO resolution MEPC 2(VI) or alternately, the sewage comminuters should be type approved by a competent administration. 1.5 When survey is carried out by International Register of Shipping for the first time, the previous certificate (or statement of compliance) onboard should be sighted to establish the survey due. Any due or overdue survey should be carried out and if no survey is due, a general examination should be carried out. A copy of the existing certificate should be submitted to Head Office along with survey reports. 1.6 A renewal survey is due every five years and annual surveys are due every year. On completion of the initial/renewal survey, an interim Certificate/STATEMENT of COMPLIANCE should be issued valid for five months. Head Office will issue the full term Certificate/Statement of Compliance after review of the survey reports. 1.7 The survey should be such as to ensure that the equipment provided, fittings and arrangements are in good condition and given adequate routine maintenance be expected to remain in good working order until the next survey. The owner’s representative should confirm that no unapproved modifications have been carried out since the last survey. 1.8 Surveyors should on no account carry out inspection of holding tanks or equipment that has been opened up unless it has been thoroughly cleaned and disinfected. Both methane and hydrogen sulphide gas can be generated from raw sewage. Operating instructions and chemicals such as disinfectant necessary for operation of the plant should be available on board. 1.9 Sewage treatment plant should be examined for leakage of liquids and gases such as hydrogen sulphide. A bad smell is an indication that the plant is not working properly. Disinfectant dosing points should be accessible and access for the taking of samples should be adequate. The type, model and name of the manufacturer should be clearly shown on the sewage treatment plant by means of a durable label or nameplate. 1.10 Black water piping feeding to sewage treatment plant or holding tank and shore connections should be examined to verify their continued satisfactory condition. The arrangements should include a pipeline terminating on the open deck and fitted with a shore connection for the purpose of discharging the sewage to an external reception facility.




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1.11 Ventilation pipes should be independent of other vent systems.

SECTION 2 Reporting

2.1 The relevant survey checklist SEW-1 should be used when carrying out surveys and a copy submitted to Head Office along with survey reports. 2.2 At first surveys by IS, copies of the previous society’s certificates and list of any outstanding deficiencies, recommendations etc should also be forwarded. Copies of type approval certificates for the sewage treatment plant should also be submitted, if available. 2.3 On completion of renewal surveys or First Survey by International Register of Shipping, an INTERIM certificate SEW-I-IS (SEW-I-PMS for PANAMA vessels) should be issued, valid for 5 months. When survey is incomplete or deficiencies are noted, the Interim Certificate should be marked CONDITIONAL and the outstanding survey items/deficiencies must be noted on the reverse of the Interim Certificate. The certificate is to be issued for such validity as will permit the vessel to reach the next suitable port and in no case should exceed two months (except where only approval of manuals remain outstanding, in which case the validity should be restricted to three months). A copy of the CONDITIONAL certificate is to be faxed to Head Office. 2.4 On completion of other surveys (annual and intermediate), the existing full term certificate on board is to be endorsed in the relevant column indicating the date, place and surveyors name and endorsed using the IS/PMSB seal. A copy of the endorsed certificate must be submitted to Head Office. At annual/intermediate surveys, if surveys cannot be completed or deficiencies are noted, the outstanding items/deficiencies must be entered on the outstanding recommendations form (OSR-FRM). The Full Term IOPP certificate should not be endorsed in such cases. 2.5 When previous recommendations are examined and completed satisfactorily, the items must be deleted on the forms OSR-FRM. 2.6 A narrative survey report should be submitted whenever a survey is incomplete (indicating the reason why the survey could not be completed), deficiencies are noted (details of deficiency noted and the owners proposal to deal with the deficiency), repairs are carried out (details of the temporary/permanent repairs carried out) and when existing outstanding recommendations are deleted or postponed.




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MARPOL ANNEX V (GARBAGE)SURVEYS CHAPTER 16 1.1 Marpol 73/78 Annex V contains the regulations for the prevention of pollution by garbage. The Regulations apply to all ships and addresses the disposal of all kinds of victual, domestic and operational waste (excluding fresh fish) generated during the normal operation of the ship and not subject to other parts of the convention. 1.2 There is no certification required for compliance with Annex V and the disposal of garbage according to the limits set by the Annex is entirely the responsibility of the Owner. 1.3 The storage of garbage on board may cause stowage space problems, which may be alleviated by the use of incinerators, compactors, comminuters and other devices, which may also make it possible to discharge certain garbage at sea. 1.4 When requested by owners, Surveyors may issue a factual “STATEMENT OF COMPLIANCE” describing any equipment installed to facilitate judicious compliance with the Annex. There should be a garbage management plan onboard the ship and a copy must be submitted along with survey reports. A garbage log must be maintained and the surveyor, at all surveys, should examine this.

SECTION 2 Reporting

2.1 At first surveys by IS, copies of the previous society’s certificates and copy of approval for garbage management plan and list of any outstanding deficiencies, recommendations etc should also be forwarded. 2.2 On completion of renewal surveys or First Survey by International Register of Shipping, an INTERIM certificate GAR-I-IS (GAR-I-PMS for PANAMA vessels) should be issued, valid for 5 months. 2.3 On completion of other surveys (annual and intermediate), the existing full term certificate on board is to be endorsed in the relevant column indicating the date, place and surveyors name and endorsed using the IS/PMSB seal. A copy of the endorsed certificate must be submitted to Head Office.




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MARPOL ANNEX IV (SEWAGE) SURVEYS CHAPTER 15 1.1 Marpol 73/78 Annex IV contains the regulations for the prevention of pollution by sewage from ships. The Annex has not yet been adopted by sufficient number of countries with the required combined tonnage and is therefore not internationally mandatory. However some countries have adopted the Annex and apply it unilaterally. 1.2 Marpol 73/78 Annex IV is applicable to all ships of 200 gross tonnage and above with respect to the disposal of:

• Drainage and other wastes from any form of toilets, urinals and WC scuppers, • Drainage from medical premises (dispensary, sick bay, etc.) via wash basins, wash tubs and scuppers located

in such premises; • Drainage from spaces containing living animals and • Other waste-waters when mixed with the drainages defined above.

1.3 The regulatory means of sewage discharge is dependant on whether or not a treatment plant is provided and is an operational procedure. The survey and certification Regulations are in respect of the arrangements and equipment provided only. 1.4 Where equipment is being installed for the first time or where equipment is already installed but not surveyed till date, plans should be submitted to Head Office for approval. The sewage treatment plant should be approved in accordance with IMO resolution MEPC 2(VI) or alternately, the sewage comminuters should be type approved by a competent administration. 1.5 When survey is carried out by International Register of Shipping for the first time, the previous certificate (or statement of compliance) onboard should be sighted to establish the survey due. Any due or overdue survey should be carried out and if no survey is due, a general examination should be carried out. A copy of the existing certificate should be submitted to Head Office along with survey reports. 1.6 A renewal survey is due every five years and annual surveys are due every year. On completion of the initial/renewal survey, an interim Certificate/STATEMENT of COMPLIANCE should be issued valid for five months. Head Office will issue the full term Certificate/Statement of Compliance after review of the survey reports. 1.7 The survey should be such as to ensure that the equipment provided, fittings and arrangements are in good condition and given adequate routine maintenance be expected to remain in good working order until the next survey. The owner’s representative should confirm that no unapproved modifications have been carried out since the last survey. 1.8 Surveyors should on no account carry out inspection of holding tanks or equipment that has been opened up unless it has been thoroughly cleaned and disinfected. Both methane and hydrogen sulphide gas can be generated from raw sewage. Operating instructions and chemicals such as disinfectant necessary for operation of the plant should be available on board. 1.9 Sewage treatment plant should be examined for leakage of liquids and gases such as hydrogen sulphide. A bad smell is an indication that the plant is not working properly. Disinfectant dosing points should be accessible and access for the taking of samples should be adequate. The type, model and name of the manufacturer should be clearly shown on the sewage treatment plant by means of a durable label or nameplate. 1.10 Black water piping feeding to sewage treatment plant or holding tank and shore connections should be examined to verify their continued satisfactory condition. The arrangements should include a pipeline terminating on the open deck and fitted with a shore connection for the purpose of discharging the sewage to an external reception facility.




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1.11 Ventilation pipes should be independent of other vent systems.

SECTION 2 Reporting

2.1 The relevant survey checklist SEW-1 should be used when carrying out surveys and a copy submitted to Head Office along with survey reports. 2.2 At first surveys by IS, copies of the previous society’s certificates and list of any outstanding deficiencies, recommendations etc should also be forwarded. Copies of type approval certificates for the sewage treatment plant should also be submitted, if available. 2.3 On completion of renewal surveys or First Survey by International Register of Shipping, an INTERIM certificate SEW-I-IS (SEW-I-PMS for PANAMA vessels) should be issued, valid for 5 months. When survey is incomplete or deficiencies are noted, the Interim Certificate should be marked CONDITIONAL and the outstanding survey items/deficiencies must be noted on the reverse of the Interim Certificate. The certificate is to be issued for such validity as will permit the vessel to reach the next suitable port and in no case should exceed two months (except where only approval of manuals remain outstanding, in which case the validity should be restricted to three months). A copy of the CONDITIONAL certificate is to be faxed to Head Office. 2.4 On completion of other surveys (annual and intermediate), the existing full term certificate on board is to be endorsed in the relevant column indicating the date, place and surveyors name and endorsed using the IS/PMSB seal. A copy of the endorsed certificate must be submitted to Head Office. At annual/intermediate surveys, if surveys cannot be completed or deficiencies are noted, the outstanding items/deficiencies must be entered on the outstanding recommendations form (OSR-FRM). The Full Term IOPP certificate should not be endorsed in such cases. 2.5 When previous recommendations are examined and completed satisfactorily, the items must be deleted on the forms OSR-FRM. 2.6 A narrative survey report should be submitted whenever a survey is incomplete (indicating the reason why the survey could not be completed), deficiencies are noted (details of deficiency noted and the owners proposal to deal with the deficiency), repairs are carried out (details of the temporary/permanent repairs carried out) and when existing outstanding recommendations are deleted or postponed.




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MARPOL ANNEX V (GARBAGE)SURVEYS CHAPTER 16 1.1 Marpol 73/78 Annex V contains the regulations for the prevention of pollution by garbage. The Regulations apply to all ships and addresses the disposal of all kinds of victual, domestic and operational waste (excluding fresh fish) generated during the normal operation of the ship and not subject to other parts of the convention. 1.2 There is no certification required for compliance with Annex V and the disposal of garbage according to the limits set by the Annex is entirely the responsibility of the Owner. 1.3 The storage of garbage on board may cause stowage space problems, which may be alleviated by the use of incinerators, compactors, comminuters and other devices, which may also make it possible to discharge certain garbage at sea. 1.4 When requested by owners, Surveyors may issue a factual “STATEMENT OF COMPLIANCE” describing any equipment installed to facilitate judicious compliance with the Annex. There should be a garbage management plan onboard the ship and a copy must be submitted along with survey reports. A garbage log must be maintained and the surveyor, at all surveys, should examine this.

SECTION 2 Reporting

2.1 At first surveys by IS, copies of the previous society’s certificates and copy of approval for garbage management plan and list of any outstanding deficiencies, recommendations etc should also be forwarded. 2.2 On completion of renewal surveys or First Survey by International Register of Shipping, an INTERIM certificate GAR-I-IS (GAR-I-PMS for PANAMA vessels) should be issued, valid for 5 months. 2.3 On completion of other surveys (annual and intermediate), the existing full term certificate on board is to be endorsed in the relevant column indicating the date, place and surveyors name and endorsed using the IS/PMSB seal. A copy of the endorsed certificate must be submitted to Head Office.




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BULK CHEMICAL CODE SURVEYS CHAPTER 17 SECTION I General 1.1 Surveyors conducting Chemical Code surveys are to be familiar with the applicable provisions of the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code), the Code for the Construction and Equipment for Ships Carrying Dangerous Chemicals in Bulk (BCH Code) and Annex II of the International Convention for the Prevention of Pollution from ships 1973 and the Protocol of 1978 relating thereto. 1.2 Ships for which keel was laid before 1st July 1986 are subject to provisions of BCH code while ships constructed on or after 1st July 1986 are subject to the provisions of the IBC code. All chemical tankers carrying products of pollution category A, B, C or D must comply with the provisions of Marpol 73/78 Annex II. Chemical Code and Annex II surveys are integral and the Certificate of Fitness covers both aspects. 1.3 Renewal surveys are required every five years before the certificate in force has expired. Four annual surveys and one intermediate survey are required during the duration of the certificate. Annual surveys are to be held within three months before and three months after the due date. Intermediate surveys are to be held within six months before and six months after the half way date (2 ½ years) of the certificate’s period of validity. If the intermediate survey is held within the three months after the due date of the second annual survey or within the three months before the due date of the third annual survey, then this survey can be credited towards both the intermediate and that particular annual survey. 1.4 The surveys should be held within the permitted range dates only. 1.5 The existing certificate onboard should be sighted to establish the category of survey due. 1.6 The various arrangements of Chemical Code equipment to be surveyed will be identified in the Chemical Code Record of Construction (IBC/BCH Code) onboard and various items of Marpol 73/78 Annex II equipment to be surveyed will be identified in the “Procedures and Arrangements” (P&A) manual on board. At each survey, the survey checklist should be completed in conjunction with the Record of Construction and P&A manual and a copy submitted to Head Office along with survey reports. 1.7 Where new installations or major modifications are proposed, plans and P&A manuals should be submitted to Head Office for approval before the work is commenced. 1.8 During the first survey by International Register of Shipping onboard, it should be verified whether the ship already has an existing certificate. If the vessel is already in possession of a certificate issued by a major society or the national administration, the certificate should be sighted to establish whether any survey is due or overdue. The relevant due/overdue survey is to be carried out. If no survey is due, a general examination, equivalent, to an annual survey is to be carried out. The P&A manual may be accepted if it is approved by a major society or the flag administration. In such cases, the manual must be endorsed “This manual been accepted by International Register of Shipping on behalf of “flag state” on the basis of previous approval by “name of society”. A copy of the endorsed page, copy of any approval letter by the previous society and a copy of the full term certificate along with record of equipment should be forwarded to Head Office along with survey reports. If a previous certificate is not available or not issued by a major society, then a complete renewal survey should be carried out. The owner should be advised to submit the P&A manual for approval and place a copy on board. The copy on board is to be endorsed “provisionally accepted pending approval by International Register of Shipping Head Office”. The validity of the interim certificate issued is to be for three months and the certificate should be marked CONDITIONAL” with the approval of the P&A manual endorsed as an outstanding item.




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1.9 On completion of the renewal surveys or the first survey by International Register of Shipping, INTERIM certificate (BC-I-IS or BC-I-PMS for PANAMA vessels) is to be issued with validity of five months. Head Office will issue the full term certificate after review of the survey report. On completion of annual or intermediate surveys, the certificate on board should be endorsed.


2.1 The purpose of the annual survey is to carry out an examination of the various items of equipment together with tests as considered necessary, all to an extent which, in the Surveyor’s judgment, indicates adequate condition and standard of maintenance until the next due survey. 2.2 The Surveyors should verify that the certificate and P&A manual on board are in order. The P&A manual should be written in a language understood by the ship’ personnel engaged in the operations described therein, and it is the Owner’s responsibility to provide a copy written in an appropriate language. Similarly system operating instructions and on board maintenance manuals etc., should also be in a language understood by the crew. 2.3 The owner’s representative must confirm that no unapproved modifications have been carried out to the pollution prevention arrangements and equipment since the last survey. 2.4 The stringency of the survey should be to the Surveyor’s satisfaction and in general will depend upon the condition of the equipment and the level of maintenance. 2.5 Surveys in respect of the safety considerations of the chemical codes are to be carried out in conjunction with and in accordance with such procedures and instructions as laid down for the classification surveys of chemical tankers. 2.6 For fire extinguishing arrangements, the relevant section under safety equipment surveys should be referred to. Care should be taken to ensure that when foam concentrate for fixed foam fire extinguishing systems is being renewed, the correct type of foam concentrate suitable for the cargoes on the approved cargo lists should be used. Filter type respiratory protection is not acceptable and where required, the emergency escape breathing apparatus must be of the self-contained type.


3.1 An intermediate survey should, in addition to the requirements of an annual survey, be a thorough examination and be sufficiently extensive to ensure that the equipment and the associated piping and pumping systems, including any efficient stripping and line blowing arrangements, and tank washing systems as applicable, comply with the requirements of the Regulations of Chemical Code and Marpol 73/78 Annex II, are in accordance with the P&A manual and are in good working order sufficient until the next renewal survey.




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4.1 The renewal survey should be a thorough and complete examination with efficient stripping tests and other tests where appropriate. On completion the equipment, systems, fittings and arrangements should, given adequate routine maintenance, be expected to remain in good condition and working order until the next renewal survey. At renewal surveys of chemical tankers having products of pollution category B or C in the list of approved cargoes should carry out practical efficient stripping tests using water to verify the continued efficiency of the stripping arrangements in at least two cargo tanks. The tanks should be selected at random and the Surveyor may require systems in other tanks to be tested. The tests are to be carried out in accordance with the procedures described in the P&A manual and should also include any cargo pipeline purging arrangements and the measurement of residues remaining in the lines.

SECTION 5 Reporting

5.1 The relevant survey checklist BC-1 should be used when carrying out surveys and a copy submitted to Head Office along with survey reports. 5.2 At first surveys by IS, copies of the previous society’s certificates, record of equipment, if any, and copy of approval for P&A manual and list of any outstanding deficiencies, recommendations etc should also be forwarded. 5.3 On completion of ren ewal surveys or First Survey by International Register of Shipping, an INTERIM certificate BC-I-IS (BC-I-PMS for PANAMA vessels) should be issued, valid for 5 months. 5.4 On completion of other surveys (annual and intermediate), the existing full term certificate on board is to be endorsed in the relevant column indicating the date, place and surveyors name and endorsed using the IS/PMSB seal. A copy of the endorsed certificate must be submitted to Head Office. If during surveys, it is observed that items required for a specific group of products are defective in some tanks, it may be possible, with the agreement of the Owners, to issue or endorse a Certificate of Fitness, but to prohibit the carriage of these products from the tanks in question, until repairs are effected (for example products requiring overflow control could be excluded from tanks with defective high level alarms). Head Office should be contacted for advice in all such instances.




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GAS CODE SURVEYS CHAPTER 18 SECTION I General 1.1 Surveyors conducting Gas Code surveys are to be familiar with the applicable provisions of the International Code for the Construction of Ships Carrying Liquefied Gases in Bulk (IGC Code), the Code for the Construction of Ships Carrying Liquefied gases in Bulk (Gas Carrier Code) and the Code for Existing Ships carrying Liquefied Gases in Bulk (existing Gas Code) as applicable. 1.2 Ships for which keel was laid before 1st July 1986 are subject to provisions of Gas Carrier Code or Existing Gas Code as applicable, while ships constructed on or after 1st July 21986 are subject to the provisions of the IGC code. Gas ships carrying products subject to the provisions of Marpol 73/78 Annex II are to be provided with an NLS certificate. The pollution survey is not an integral part of the gas code survey. 1.3 Renewal surveys are required every five years before the certificate in force has expired. Four annual surveys and one intermediate survey are required during the duration of the certificate. Annual surveys are to be held within three months before and three months after the due date. Intermediate surveys are to be held within six months before and six months after the half way date (2 ½ years) of the certificate’s period of validity. If the intermediate survey is held within the three months after the due date of the second annual survey or within the three months before the due date of the third annual survey, then this survey can be credited towards both the intermediate and that particular annual survey. 1.4 The surveys should be held within the permitted range dates only. 1.5 The existing certificate onboard should be sighted to establish the category of survey due. 1.6 At each survey, the survey checklist should be completed and a copy submitted to Head Office along with survey reports. 1.7 Where new installations or major modifications are proposed, plans should be submitted to Head Office for approval before the work is commenced. 1.8 During the first survey by International Register of Shipping onboard, it should be verified whether the ship already has an existing certificate. If the vessel is already in possession of a certificate issued by a major society or the national administration, the certificate should be sighted to establish whether any survey is due or overdue. The relevant due/overdue survey is to be carried out. If no survey is due, a general examination, equivalent, to an annual survey is to be carried out. If a previous certificate is not available or not issued by a major society, then a complete renewal survey should be carried out. 1.9 On completion of the renewal surveys or the first survey by International Register of Shipping, INTERIM certificate (GC-I-IS or GC-I-PMS for PANAMA vessels) is to be issued with validity of five months. Head Office will issue the full term certificate after review of the survey report. On completion of annual or intermediate surveys, the certificate on board should be endorsed.




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2.1 The purpose of the annual survey is to carry out an examination of the various items of equipment together with tests as considered necessary, all to an extent which, in the Surveyor’s judgment, indicates adequate condition and standard of maintenance until the next due survey. 2.2 The Surveyors should verify that the certificate of Fitness on board is in order. 2.3 The owner’s representative must confirm that no unapproved modifications have been carried out to the arrangements and equipment since the last survey. 2.4 The stringency of the survey should be to the Surveyor’s satisfaction and in general will depend upon the condition of the equipment and the level of maintenance. 2.5 Surveys in respect of the safety considerations of the gas codes are to be carried out in conjunction with and in accordance with such procedures and instructions as laid down for the classification surveys of gas carriers. 2.6 For fire extinguishing arrangements, the relevant section under safety equipment surveys should be referred to. Filter type respiratory protection is not acceptable and where required, the emergency escape breathing apparatus must be of the self-contained type. 2.7 The ship’s cargo hoses should be approved by a major society or a National Administration. 2.8 It should be verified that spare parts are carried for each type of vent fan provided for enclosed spaces containing cargo-handling equipment or where cargo-handling operations are performed.


3.1 An intermediate survey should, in addition to the requirements of an annual survey, be a thorough examination and be sufficiently extensive to ensure that the equipment and the associated piping and pumping systems, as applicable comply with the requirements of the Regulations and are in good working order sufficient until the next renewal survey. 3.2 For gas carriers over 10 years old, the keels of which were laid on or after 1 May 1981 and carrying cargoes not listed in Chapter 19 of the IGC Code, should be subject to internal examination of two selected spaces within the cargo area, such spaces being integral with the hull and may include double bottoms, if fitted.


4.1 The renewal survey should be a thorough and complete examination with tests as appropriate. On completion the equipment, systems, fittings and arrangements should, given adequate routine maintenance, be expected to remain in good condition and working order until the next renewal survey.




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SECTION 5 Reporting

5.1 The relevant survey checklist GC-1 should be used when carrying out surveys and a copy submitted to Head Office along with survey reports. 5.2 At first surveys by IS, copies of the previous society’s certificates, record of equipment, if any, and list of any outstanding deficiencies, recommendations etc should also be forwarded. 5.3 On completion of renewal surveys or First Survey by International Register of Shipping, an INTERIM certificate GC-I-IS (GC-I-PMS for PANAMA vessels) should be issued, valid for 5 months. 5.4 On completion of other surveys (annual and intermediate), the existing full term certificate on board is to be endorsed in the relevant column indicating the date, place and surveyors name and endorsed using the IS/PMSB seal. A copy of the endorsed certificate must be submitted to Head Office.




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CARRIAGE OF SOLID BULK CARGOES CHAPTER 19

SECTION 1 General

1.1 The Regulations contained in the IMO Code of Safe Practice for the Carriage of Solid Bulk Cargoes (BC Code – 1998 Edition) are principally for the use of operators and promotes the safe stowage and shipment of cargoes in bulk. Compliance with the BC Code is not mandatory, however the Port State Control of a number of major trading nations require ships entering their ports to be provided with a certificate indicating that compliance with the Code has been achieved. In order to assist the operators carrying cargoes listed in the BC Code, on request, a Document of Compliance may be issued provided the requirements of this section and the BC Code Survey Checklist are applicable. 1.2 The surveyor should ascertain which of the appendix ‘B’ solid bulk cargoes are to be carried, by reference to the existing certificate of compliance or owner’s instructions. The survey requirements will differ depending upon which solid bulk cargoes are to be carried. The applicable survey requirements for each cargo are listed in the table given in this chapter. This table lists those cargoes falling under appendix ‘B’ of the BC Code, together with their UN number, BC code number and IMO dangerous goods class, where applicable. The last column also details the survey requirements for each cargo, which are the hardware requirements extracted from the BC code. 1.3 Some Appendix ‘B’ cargoes are given an IMO Dangerous Goods Class. If any of these cargoes is to be carried it may be necessary for a Document of Compliance for the Carriage of Dangerous Goods to be issued. This is a mandatory requirement for a ship carrying, or intending to carry, Dangerous Goods as defined in 1974 SOLAS Ch VII, Regulation 2, except class 6.2 and 7, and is: - a passenger ship constructed on or after 1 September 1984; or - a cargo ship of 500 gross tons or over constructed on or after 1 September 1984; or - a cargo ship of less than 500 gross tons constructed on or after 1 February 1992. Ships falling outside these parameters may also require a Document of Compliance, usually to satisfy Port State inspections. If one of these cargoes is to be carried, this should be brought to the Owners attention and a Dangerous Goods Survey carried out if necessary, by reference to the survey instructions covering the carriage of dangerous goods. 1.4 It should be noted that a Certificate of Compliance can only be issued covering the solid bulk cargoes as listed in the current edition of the BC code, and it is the owners responsibility to provide an IMO recognized name exactly as it is stated in the BC code. On no account should a certificate of compliance be issued listing any cargo, which is not covered by the BC code. 1.5 The expiry date of any Certificate of Compliance for the carriage of Solid Bulk Cargoes should be harmonized with that of the Safety Construction Certificate. 1.6 Every effort must be made to complete the survey in one operation but, if this cannot be achieved due to lack of facilities or other justifiable reason and only items of a minor nature are outstanding, Head Office should be advised of the outstanding items. The Certificate of Compliance should not be endorsed until the survey has been entirely completed. At initial/renewal surveys, the validity of the interim certificate issued is to be limited to maximum two months and the certificate is to be marked conditional. 1.7 The initial/renewal survey should be a thorough and complete examination with tests where appropriate. On completion, the equipment should, given adequate routine maintenance, be expected to remain in good condition and working order until the next renewal survey. On completion of the survey, interim “Document of Compliance” may be issued for five months. The List of Cargoes should be included in the Appendix (only Appendix B cargoes) attached to the certificate. Head Office will issue the full term certificate after review of the reports.




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1.8 Annual Surveys should be held within three months before or three months after the anniversary date of the Certificate of Compliance. Anniversary date means the day and month of each year that corresponds to the expiry date of the Certificate of Compliance. 1.9 For an annual survey, an examination of all the applicable items of equipment should be carried out, together with tests as considered necessary, all to an extent which, in the surveyor's judgment, indicates adequate condition until the next due survey given proper maintenance. The stringency of the survey is to be to the surveyor's satisfaction and in general will depend upon the condition of the equipment. If any shortcomings are noted then the cargoes to which that requirement is applicable cannot be carried and should be removed from the certificate of compliance. After completion of an Annual Survey, the Certificate of Compliance is to be endorsed. The Certificate of Compliance shall cease to be valid if the Annual Survey is not carried out within the specified period. 1.10 An additional survey shall be held after the repair of a defect or replacement or renewal of equipment that affects the safety of a ship or the completeness of its equipment with respect to the applicable requirements of Appendix ‘B’ of the BC Code. The Owner/Master of the vessel should report such repairs, replacements or renewals to the organization responsible for the issue of the relevant certificate, in order that an additional survey may be held if considered necessary.

SECTION 2 Survey Requirements

2.1 The survey requirements vary depending on the cargo/cargoes carried. The requirements are summarized in the table below:

CARGO NAME

UN. NO.

B.C. NO.

IMO CLASS

SURVEY REQUIREMENTS (See below)

ALUMINIUM FERROSILICON, POWDER (including briquettes)

1395 - 4.3 14, 16, 25, 26, 28, 38, 42, 52

ALUMINIUM NITRATE 1438 - 5.1 41, 52 ALUMINIUM SILICON POWDER, UNCOATED 1398 - 4.3 14, 16, 25, 26, 27, 28,

38, 42, 52 ALUMINIUM SMELTING BY-PRODUCTS ALUMINIUM REMELTING BY-PRODUCTS (including but not limited to: aluminium dross, aluminium salt slags, aluminium skimmings, spent cathodes, spent potliner)

3170 - 4.3 1, 2, 5, 7, 11, 14, 16, 23, 28, 29, 38, 42, 44, 52

AMMONIUM NITRATE with not more than 0,2% combustible substances including any organic substance calculated as carbon, to the exclusion of any other added substance.

1942 - 5.1 10, 11, 39, 41, 49, 50, 52




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CARGO NAME

UN. NO.

B.C. NO.

IMO CLASS


AMMONIUM NITRATE FERTILIZERS, TYPE A (A1) Uniform non-segregating mixtures of ammonium nitrate with added matter which is inorganic and chemically inert towards ammonium nitrate, containing not less than 90% of ammonium nitrate and not more than 0,2% of combustible material (including organic material calculated as carbon), or containing less than 90% but more than 70% of ammonium nitrate and not more than 0,4% of total combustible material.

2067 - 5.1 10, 11, 39, 41, 49, 50, 52

AMMONIUM NITRATE FERTILIZERS, TYPE A (A2) Uniform non-segregating mixtures of ammonium nitrate with calcium carbonate and/or dolomite, containing more than 80% but less than 90% of ammonium nitrate and not more than 0,4% of total combustible material.

2068 - 5.1 10, 11, 39, 41, 49, 50, 52

AMMONIUM NITRATE FERTILIZERS, TYPE A (A3) Uniform non-segregating mixtures of ammonium nitrate/ammonium sulphate containing more than 45% but not more than 70% of ammonium nitrate and containing not more than 0,4% of total combustible material.

2069 - 5.1 10, 11, 39, 41, 49, 50, 52

AMMONIUM NITRATE FERTILIZERS, TYPE A (A4) Uniform non -segregating mixtures of nitrogen/phosphate or nitrogen/potash type or complete fertilizers of nitrogen/phosphate/potash type, containing more than 70% but less than 90% of ammonium nitrate and not more than 0,4% of total combustible material.

2070 - 5.1 10, 11, 39, 41, 49, 50, 52

AMMONIUM NITRATE FERTILIZERS, TYPE B Uniform non -segregating mixtures of nitrogen/phosphate or nitrogen/potash types or complete fertilizers of nitrogen/phosphate/potash type, containing not more than 70% of ammonium nitrate and not more than 0,4% of total added combustible material or containing not more than 45% of ammonium nitrate with unrestricted combustible material.

2071 - 9 10, 11, 36, 37, 41, 52

BARIUM NITRATE 1446 - 5.1 41, 52 CALCINED PYRITES (Pyritic ash, Fly ash) - 003 MHB 41, 45 CALCIUM NITRATE 1454 - 5.1 41, 43, 52 CASTOR BEANS 2969 - 9 41, 51, 52 CHARCOAL - 005 MHB 34, 35, 51 COAL - 010 MHB 1, 3, 6, 7, 8, 9, 11, 12,

13, 20, 28, 32, 33, 34, 40, 46




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CARGO NAME

UN. NO.

B.C. NO.

IMO CLASS


COPRA, dry 1363 - 4.2 15, 34, 35, 51, 52 DIRECT REDUCED IRON, DRI (not to be confused with iron sponge, spent) such as lumps, pellets and cold-moulded briquettes

- 015 MHB 1, 2, 4, 7, 11, 24, 34, 40, 48, 51

DIRECT REDUCED IRON Briquettes, hot-moulded

- 016 MHB 15, 28, 34, 35, 40

FERROPHOSPHORUS (including briquettes)

- 020 MHB 17, 25

FERROSILICON, with 30% or more but less than 90% silicon (including briquettes)

1408 - 4.3 1, 2, 4, 7, 14, 16, 25, 26, 28, 38, 42, 44, 52

FERROSILICON, containing 25% to 30% silicon, or 90% or more silicon (including briquettes)

- 022 MHB 1, 2, 4, 7, 14, 16, 25, 26, 28, 38, 42, 44

FERROUS METAL BORINGS, SHAVINGS, TURNINGS OR CUTTINGS in a form liable to self-heating Iron Swarf Steel swarf

2793 - 4.2 21, 34, 35, 51, 52

FISHMEAL, STABILIZED FISHSCRAP, STABILIZED anti-oxidant treated

2216 - 9 22, 34, 35, 51, 52

FLUORSPAR (calcium fluoride) - 025 MHB 41 IRON OXIDE, SPENT IRON SPONGE, SPENT

1376 - 4.2 9, 30, 34, 35, 41, 51, 52

LEAD NITRATE 1469 - 5.1 41, 52 LIME (UNSLAKED) (Calcium oxide, quicklime, dolomitic quicklime)

- 030 MHB 41

MAGNESIA (UNSLAKED) (Light burned magnesia, calcined magnesite, caustic calcined magnesite)

- 032 MHB 41

MAGNESIUM NITRATE 1474 - 5.1 41, 52 METAL SULPHIDE CONCENTRATES - 035 MHB 19, 34, 35, 51 PEAT MOSS with a moisture content of more than 65% by weight - fine to coarse fibrous structure

- 038 MHB 9, 16, 31, 34, 35, 41, 51

PETROLEUM COKE calcined or uncalcined

- 040 MHB 41

PITCH PRILL PRILLED COAL TAR PENCIL PITCH

- 050 MHB 41

POTASSIUM NITRATE SALTPETRE

1486 - 5.1 41, 52

RADIOACTIVE MATERIAL, LOW SPECIFIC ACTIVITY MATERIAL (LSA-I)

2912 - 7 41, 43




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CARGO NAME

UN. NO.

B.C. NO.

IMO CLASS


RADIOACTIVE MATERIAL, SURFACE CONTAMINATED OBJECT(S) (SCO-I)

2913 - 7 41, 43

SAWDUST - 055 MHB 34, 35, 51 SEEDCAKE, containing vegetable oil (a) mechanically expelled seeds, containing more than 10% of oil or more than 20% of oil and moisture combined MEAL, oily OIL CAKE SEED EXPELLERS, oily

1386 - 4.2 8, 9, 11, 17, 18, 22, 34, 35, 47, 51, 52

SEEDCAKE, containing vegetable oil (b) solvent extractions and expelled seeds, containing not more than 10% of oil and, when the amount of moisture is higher than 10%, not more than 20% of oil and moisture combined. MEAL, oily OIL CAKE SEED EXPELLERS, oily

1386 - 4.2 8, 9, 11, 17, 18, 22, 34, 35, 47, 51, 52

SEED CAKE, containing vegetable oil (c) solvent extractions containing not more than 1.5% of oil and not more than 11% of moisture. MEAL, oily OIL CAKE SEED EXPELLERS, oily

2217 - 4.2 8, 9, 11, 17, 18, 22, 34, 35, 47, 51, 52

SILICOMANGANESE (With a known hazard profile or known to evolve gases) With a silicon content of 25% or more.

- 060 MHB 16, 17, 25, 26, 28

SODIUM NITRATE CHILE SALTPETRE CHILEAN NATURAL NITRATE

1498 - 5.1 41, 52

SODIUM NITRATE AND POTASSIUM NITRATE, MIXTURE CHILEAN NATURAL POTASSIC NITRATE

1499 - 5.1 41, 52

SULPHUR (lump and coarse-grained powder)

1350 - 4.1 8, 11, 17, 18, 52

TANKAGE Garbage tankage (containing 8% or more moisture) Rough ammonia tankage (containing 7% or more moisture) Tankage fertilizer (containing 8% or more moisture)

- 065 MHB 22, 51

VANADIUM ORE - 070 MHB 41 WOODCHIPS, with moisture content of 15% or more

- 075 MHB 34, 35

WOODCHIPS, with moisture content of less than 15%

- 075 MHB 34, 35, 51




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CARGO NAME

UN. NO.

B.C. NO.

IMO CLASS


WOOD PULP PELLETS, with moisture content of 15% or more

- 080 MHB 34, 35

WOOD PULP PELLETS, with moisture content of less than 15%

- 080 MHB 34, 35, 51

ZINC ASHES ZINC DROSS ZINC RESIDUE ZINC SKIMMINGS

1435 - 4.3 1, 2, 4, 7, 11, 14, 28, 41, 52

Depending upon the cargoes carried, compliance must be ensured with the relevant paragraphs given below (the number corresponds to the number in the last column of the table – survey requirements). Sources of ignition 1 Is all electrical equipment and cabling in the cargo spaces (including that associated with cargo space ventilation fans) and adjacent hazardous spaces or zones either:

(a) capable of being positively isolated, throughout the period during which the cargo is on board, from position(s) outside any hazardous space or zone, by removal of links or operation of lockable isolating switches or circuit breakers, or other effective means; or

(b) of a suitable certified safe type with all cable (with the permitted exception of that for intrinsically safe circuits) having a metallic braid or run in metallic conduit; or

(c) simple apparatus (e.g. thermocouple or similar temperature sensor, level switch with no electronic component, etc.) incorporated in an i-s circuit;

(d) (within the following locations only: ventilated spaces adjacent to a cargo hold, having access to the hold only via a self closing gastight door; on open deck, zones, or semi -enclosed spaces having an opening, within 3m of a cargo hold ventilation outlet) of type of protection ‘n’ or of a type not generating arcs or sparks in service and whose surface does not reach unacceptably high temperatures, or of a type otherwise offering protection against risk of ignition of gas?

2 Is the electrical equipment of the types mentioned in note 1 above of Group II or IIC? 3 Is the electrical equipment of the types mentioned in note 1 above of Group II, IIA, IIB or IIC? 4 Is the electrical equipment of the types mentioned in note 1 above of temperature classification T1, T2, T3, T4, T5 or T6, or, in the case of 1(d), known to have a surface temperature not exceeding 450ºC? 5 Is the electrical equipment of the types mentioned in note 1 above of temperature classification T2, T3, T4, T5 or T6, or, in the case of 1(d), known to have a surface temperature not exceeding 300ºC? 6 Is the electrical equipment of the types mentioned in note 1 above of temperature classification T4, T5 or T6, or, in the case of 1(d), known to have a surface temperature not exceeding 135ºC? 7 Is portable electrical equipment of a suitable certified safe type for exposure to atmospheres containing combustible gas, of Group and temperature classification as given in the previous notes (as applicable to the cargoes permitted to be carried)?




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8 Is all electrical equipment and cabling in the cargo holds (including that associated with cargo space ventilation fans) and in any space having a direct opening into a hold either:

(a) Capable of being positively isolated, throughout the period during which the cargo is on board, from position(s) outside any hold or space with an opening into a hold, by removal of links or operation of lockable isolating switches or circuit breakers or other effective means; or

(b) Of a type having ingress protection rating at least IP55 and surface temperatures not exceeding 200ºC (or assessed by a competent authority as suitable for use in the presence of combustible dusts), with all cable (with the permitted exception of that for intrinsically safe circuits) having metallic braid or armor, or run in metallic conduit? (Note: Certified safe type equipment having temperature classification T3, T4, T5 or T6 may be accepted, provided that it has ingress protection rating IP55, or better).

9 Is portable electrical equipment of a type having ingress protection rating at least IP55 and surface temperatures not exceeding 200 deg. C, suitable for exposure to atmospheres containing combustible dusts (or assessed by a competent authority as suitable for use in the presence of combustible gas)? 10 Is all electrical equipment and cabling in the cargo spaces capable of being positively isolated, throughout the period during which the cargo is on board, from position(s) outside any hold space, by removal of links or operation of lockable isolating switches or circuit breakers, or other effective means? 11 (a) Are all sources of ignition eliminated?

(b) Are there Prohibition Notices for welding, burning, cutting or other operations involving the use of fire, smoking, chipping and use of naked lights, or the introduction of other sources of ignition including the use of spark or arc-producing equipment, posted in the vicinity of cargo spaces?

Ventilation 12 Are workspaces (stores, workshops etc.) adjacent to the cargo spaces adequately ventilated? 13 (a) Can adequate surface ventilation be maintained? (Natural ventilation is sufficient)

(b) Are arrangements such that air is not directed into the body of the cargo? 14 (a) Are the cargo spaces ventilated by at least two separate fans? (A common ventilation system with 2 fans

connected is acceptable) (b) Is the total ventilation at least six air changes per hour, based on the empty space? (c) Are the requirements of the Load Line Convention for openings not fitted with means of closure (i.e. height of

ventilation inlets and outlets for mechanical ventilation arranged for continuous operation) complied with? 15 Is good surface ventilation provided? (Natural ventilation is sufficient) 16 Is ventilation such that any escaping gases cannot reach living quarters on or under the deck? 17 (a) Are the cargo spaces provided with mechanical ventilation?

(b) Are the requirements of the Load Line Convention for openings not fitted with means of closure (i.e. height of ventilation inlets and outlets for mechanical ventilation arranged for continuous operation) complied with?

18 Are spark-arresting screens fitted to ventilators? 19 Is it possible to avoid cargo ventilation? (i.e. Can ventilators be completely closed?) Temperature measurement 20 (a) Are means provided for measuring the temperature of the cargo in the range 0oC to 100oC?




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(b) Do such arrangements enable the temperature of the cargo to be measured, while loading and during the voyage, without requiring entry to the cargo space?

21 Are calibrated portable instruments, suitable for use from outside the cargo spaces, provided for measuring cargo temperature? 22 (a) Are means provided to enable the temperature to be taken throughout the cargo?

(b) Are the measurements recorded and is the information kept on board? Gas detection 23 (a) Are there at least two suitable calibrated and certified explosimeters provided capable of detecting flammable gases?

(b) Are the measurements recorded and is the information kept on board? 24 (a) Are there at least two suitable calibrated and certified instruments provided to monitor for the presence of

Oxygen and Hydrogen? (b) Are such measurements taken at regular intervals throughout the voyage, recorded, and the information kept

on board and made available on request? (c) Are the instruments suitable for use in an inert atmosphere?

25 (a) Are there at least two suitable calibrated and certified detectors provided for quantitative measurements of

Phosphine? (b) Are the measurements recorded and is the information kept on board?


Arsine? (b) Are the measurements recorded and is the information kept on board?


Silane? (b) Are the measurements recorded and is the information kept on board?

28 (a) Are there at least two suitable calibrated and certified detectors provided to monitor for the presence of

Hydrogen? (b) Are the measurements recorded and is the information kept on board?


Ammonia and Acetylene? (b) Are the measurements recorded and is the information kept on board?


Hydrogen Sulphide, Sulphur Dioxide and Hydrogen Cyanide? (b) Are the measurements recorded and is the information kept on board?

31 Are there at least two suitable calibrated and certified detectors provided for quantitative measurements of Methane and Carbon Dioxide? 32 (a) Are there calibrated and certified instruments provided on board suitable for use from outside the cargo spaces

for measuring: (i) concentration of Methane in the atmosphere; (ii) concentration of Oxygen in the atmosphere; (iii) concentration of Carbon Monoxide concentration in the atmosphere?

(b) Is the instrument fitted with an aspirator, flexible connection and a length of tubing to enable a representative sample to be obtained from within the square of the hatch?




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(c) Is the tubing stainless steel, approximately 0,5metres in length, and 6mm nominal internal diameter, with an integral stainless steel threaded collar? (The collar is necessary to provide an adequate seal at the sampling point.)

(d) Is a suitable filter provided to protect the instrument against the ingress of moisture? (e) Are the sample results logged on a form that records cargo hold, date and time for each measurement?

33 (a) Are two sampling points provided per hold (approximately 12mm in diameter), positioned as near to the top of

the hatch coaming as possible, one on the port side, the other on the starboard side? (The sampling points should be as per figure G.2.7, Appendix G of the amended BC Code)

(b) Is each sampling point sealed with a screw cap to prevent ingress of water and air? (c) Are the arrangements fitted such that the watertight integrity of the ship is not compromised?

34 Cargo spaces containing this product may become oxygen-depleted. Have notices to this effect, warning that precautions should be taken prior to entry, been prominently displayed in the cargo area? 35 Are there calibrated and certified instruments suitable for use from outside the cargo spaces for measuring the concentration of Oxygen in the atmosphere? (SOLAS VI-A/3) Cargo stowage 36 Are arrangements such that fertilizers of this type can be stowed out of direct contact with a metal engine-room boundary? (The use of flame-retardant bags containing inert materials or any equivalent barrier approved by the competent authority may be used). 37 Has it been confirmed that fertilizers of this type are not stowed adjacent to any tank or double bottom containing fuel oil if such oil is heated to more than 50°C? Cargo space integrity 38 Are the bulkheads to the engine-room gastight? 39 Has a pressure test been carried out to confirm that there is no leakage of manholes or piping systems from fuel tanks situated under, or leading through, the cargo spaces in which this cargo is to be loaded? 40 Are the boundaries of the cargo spaces where this cargo is carried resistant to fire and water? Protective equipment 41 Are protective clothing, dust-masks and goggles provided on board? (For solid bulk cargoes the protective clothing is to satisfy the equipment requirements specified in Appendix E of the BC Code for the individual substances, which states that, ‘protective clothing varies in its resistance to various chemicals and the clothing provided should be suitable for the substances being carried. The manufacturer’s recommendations concerning suitability for various materials should be followed. Other clothing of reasonable thickness does, however, afford some protection, even if the cloth itself may be attacked.’) 42 Are there at least two self-contained breathing apparatuses provided additional to those required by Ch II-2, Regulation 17 of the 1974 SOLAS Convention, as amended? Hold bilge arrangements 43 Can appropriate precautions be taken to avoid penetration of the cargo into other cargo spaces, bilges, etc.?




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44 Have means been provided in the cargo hold bilge arrangements to ensure against inadvertent pumping through the engine-room? 45 Can appropriate precautions be taken to avoid penetration of the cargo into bilges, wells or between ceiling boards? 46 (a) Are means provided for measuring pH values of hold bilge samples?

(b) Do such arrangements enable the pH values to be measured, while loading and during the voyage, without requiring entry to the cargo space?

Atmosphere control 47 Is the ship equipped with facilities for introducing Carbon Dioxide or another inert gas into the cargo spaces, if the voyage exceeds five days? (Note: It is suggested that the quantity of Carbon Dioxide to be carried for topping-up purposes is 5% of the gross volume of the holds in which the cargo is to be carried. A cock or valve should be fitted to each hold where Carbon Dioxide may be introduced. The piping system need not be of a permanent nature. It should not be connected to the Carbon Dioxide fire fighting system.) 48 Can the cargo spaces be maintained throughout the voyage under an inert atmosphere containing less than 5% oxygen and less than 1% by volume hydrogen? (This is required where the substance has not been manufactured or treated with an oxidation and corrosion inhibiting process which has been proved to provide effective protection against dangerous reaction with sea water or air under shipping conditions) Fire containment/extinction 49 (a) Are there adequate supplies of water for fire-fighting purposes immediately available from the fire main

whenever this cargo is on board? (b) In case this cannot be supplied by the ship’s pumps, is capacity increased to the required amount by means of

portable pumps? 50 If cargo is carried adjacent to the engine-room, is the bulkhead between the cargo space and the engine-room insulated to Class ‘A-60’ standard? 51 Is a fixed gas fire-extinguishing system provided, in accordance with 1974 SOLAS Chapter II-2, Regulation 53.1.3? Dangerous Goods 52 This cargo is classed as dangerous goods under 1974 SOLAS Ch VII, Regulation 2, and compliance with 1974 SOLAS Ch II-2, Regulation 54 may be required for its carriage. Regulation 54 is a mandatory requirement for a ship carrying, or intending to carry, dangerous goods as defined in 1974 SOLAS Ch VII, Regulation 2, except class 6.2 and 7, and is: (a) A passenger ship constructed on or after 1 September 1984; or (b) A cargo ship of 500 gross tons or over constructed on or after 1 September 1984; or (c) A cargo ship of less than 500 gross tons constructed on or after 1 February 1992. If the ship falls within the above parameters, is it provided with Dangerous Goods, Document of Compliance (Form DG-I-IS or DG-I-PMS as applicable), indicating that it is suitable to carry the appropriate classes of dangerous goods in bulk?




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SECTION 3 Reporting

3.1 The relevant survey checklist SBC-FM should be used when carrying out surveys and relevant portions of the checklist is to be filled as applicable for the list of cargoes to be carried (and indicated on the certificate). A copy submitted to Head Office along with survey reports. 3.2 At first surveys by IS, copies of the previous society’s certificates along with the list of cargoes to be carried out and list of any outstanding deficiencies, recommendations etc should also be forwarded. 3.3 On completion of renewal surveys or First Survey by International Register of Shipping, an INTERIM certificate SB-I-IS (SB-I-PMS for PANAMA vessels) should be issued, valid for 5 months. 3.4 On completion of other surveys (annual and intermediate), the existing full term certificate on board is to be endorsed in the relevant column indicating the date, place and surveyors name and endorsed using the IS/PMSB seal. A copy of the endorsed certificate must be submitted to Head Office. If the surveyor finds any deficiencies and these are not corrected during surveys, the specific cargoes to which the deficiency relates to must be deleted from the certificate under cover of office stamp, signed and dated by the surveyor. A copy of the amended certificate must be submitted to Head Office. 3.5If the owner requests for a change in the list of cargoes to be carried (to carry a cargo which is not covered in the certificate), a survey must be carried out to ensure that the additional requirements, if any, for that specific cargo / cargoes are complied with. If found satisfactory, the additional cargoes may be listed in the existing certificate under cover of the IS/PMSB stamp and signed and dated by the attending surveyor. A copy of the amended certificate and the survey checklist SBC-FM duly filled up as applicable for the additional cargo/cargoes is to be submitted to Head Office.




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CARRIAGE OF DANGEROUS GOODS CHAPTER 20

SECTION 1 General

1.1 Surveyors carrying out surveys for the carriage of dangerous goods should be familiar with the applicable provisions of the SOLAS and the IMDG (International Maritime Dangerous Goods) code. 1.2 Compliance with 1974 SOLAS Chapter II-2, Regulation 54 is a mandatory requirement for a ship carrying, or intending to carry, dangerous goods as defined in 1974 SOLAS Chapter VII, Regulation 2, except class 6.2 and 7, and is:

• a passenger ship constructed on or after 1 September 1984; or • a cargo ship of 500 gross tons or over constructed on or after 1 September 1984; or • a cargo ship of less than 500 gross tons constructed on or after 1 February 1992.

All such ships must be issued with a carriage of dangerous goods document of compliance. Ships falling outside these parameters, and ships of countries which have not signed SOLAS 74 will, in many cases wish to comply with Regulation 54, as the port state control of a number of major trading nations require all ships entering their ports to fully comply if dangerous goods are being carried. In such instances the full requirements of 1974 SOLAS Chapter II-2, Regulation 54, as appropriate to the classes of dangerous goods to be carried, must be met. In order to assist the operators carrying cargoes defined in SOLAS Chapter VII, on request, a Document of Compliance may be issued (Form DG-I-IS or DG-I-PMS as applicable) provided the requirements of this section and the Survey Checklist (Form DG-FM) are applicable. 1.3 The surveyor should ascertain which of the cargoes are to be carried, by reference to the existing certificate of compliance or owner’s instructions. The survey requirements will differ depending upon which cargoes are to be carried. The applicable survey requirements for each cargo are listed in SOLAS. 1.4 The expiry date of any Certificate of Compliance for the carriage of Dangerous Goods should be harmonized with that of the Safety Construction Certificate. 1.5 Every effort must be made to complete the survey in one operation but, if this cannot be achieved due to lack of facilities or other justifiable reason and only items of a minor nature are outstanding, HO should be advised of the outstanding items. The Certificate of Compliance should not be endorsed until the survey has been entirely completed. At initial/renewal surveys, the validity of the interim certificate issued is to be limited to maximum two months and the certificate is to be marked conditional. 1.6 The initial/renewal survey should be a thorough and complete examination with tests where appropriate. On completion, the equipment should, given adequate routine maintenance, be expected to remain in good condition and working order until the next renewal survey. On completion of the survey, interim “Document of Compliance” may be issued for five months. The List of Cargoes should be included in the Appendix, attached to the certificate. Head Office will issue the full term certificate after review of the reports. 1.7 Annual Surveys should be held within three months before or three months after the anniversary date of the Certificate of Compliance. Anniversary date means the day and month of each year that corresponds to the expiry date of the Certificate of Compliance. 1.8 For an annual survey, an examination of all the applicable items of equipment should be carried out, together with tests as considered necessary, all to an extent which, in the surveyor's judgment, indicates adequate condition until the next due survey given proper maintenance. The stringency of the survey is to be to the surveyor's satisfaction and in general will depend upon the condition of the equipment. If any shortcomings are noted then the cargoes to which




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that requirement is applicable cannot be carried and should be removed from the certificate of compliance. After completion of an Annual Survey, the Certificate of Compliance is to be endorsed. The Certificate of Compliance shall cease to be valid if the Annual Survey is not carried out within the specified period. 1.9 An additional survey shall be held after the repair of a defect or replacement or renewal of equipment that affects the safety of a ship or the completeness of its equipment with respect to the applicable requirements of SOLAS. The Owner/Master of the vessel should report such repairs, replacements or renewals to the organization responsible for the issue of the relevant certificate, in order that an additional survey may be held if considered necessary. 1.10 The purpose of these surveys is to ensure that: (a) the ship and its equipment are maintained to conform to the requirements of 1974 SOLAS Chapter II-2 Regulation 54, and (b) the ship remains fit in all respects to carry those classes of dangerous goods listed on the document of compliance. 1.11 The survey checklist (DG-FM) lists all of the requirements of 1974 SOLAS Chapter II-2, Regulation 54. Only those requirements applicable to the classes of dangerous goods, and type of ship/cargo space in which the dangerous goods are to be carried, need be verified. 1.12 It should be confirmed that all of the requirements applicable to a particular cargo are met, and all equipment and arrangements should be confirmed as being found in a satisfactory condition. If any shortcomings are noted then the document of compliance should not be issued and Head Office should be consulted to advise a revised list of classes of dangerous goods, permitted to be carried. 1.13 For a ship not previously issued with a document of compliance, or one, which is to carry additional classes of dangerous goods, Head Office will advice the relevant survey instructions.

SECTION 2 Survey Requirements

2.1 The survey requirements vary depending on the cargo/cargoes carried. The survey carried out should ensure that the applicable requirements for the cargo/cargoes are met. 2.2 The Owner’s representative should confirm that no unapproved modifications have been carried out or new equipment installed, which would affect the validity of the Document of Compliance for Ships Carrying Dangerous Goods 2.3 The Surveyor should verify the validity of the existing Document of Compliance and other Statutory Certificates and the Class Certificate at the time of survey? 2.4 Water supplies: If permanent pressurization is not a feature, then suitably placed remote starting arrangements for the fire pumps should be verified and tested. Immediate availability of water supply can be achieved either by automatic start of at least one fire pump or by remote starting from the navigation bridge of at least one fire pump. If the pump starts automatically or if the bottom valve cannot be opened from where the pump is remotely started, the bottom valve should always be kept open. Surveyors should verify the arrangement to provide four jets of water to be trained on any part of the cargo space when empty unless equivalent means are provided. The total required capacity of the water supply should satisfy Ch II-2, Regulations 54.2.1.2 and 54.2.1.3 (if applicable), simultaneously calculated for the largest designated cargo space. The capacity requirement for Ch II-2, Regulation 54.2.1.2 should be met by the total capacity of the main fire pump(s) not including the capacity of the emergency fire pump, if fitted. If a drencher system is used to satisfy Ch II-2, Regulation 54.2.1.3, the drencher pump should also be taken into account in this total capacity. For water spraying systems, Surveyors should check the condition of the pipe work and ensure that all valves operate freely. The pump should be run and, in turn, each section of the system should be operated for a short period to check that the system operates satisfactorily and that there are no obstructions in the piping or nozzles. It is recommended that the piping up to the sectional control valves be tested to 1½ times the working pressure of the system at intervals of




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10 years. For a fixed arrangement of spraying nozzles, the quantity of water is not to be less than 5 litres/minute per square meter of the horizontal area of cargo spaces. The amount of water required for fire-fighting purposes in the largest hold should allow simultaneous use of the water spray system plus four jets of water from the hose nozzles. 2.5 Detection System (Ch II-2/54.2.3): Surveyors should check initially the operation of the visual and audible fault signal which should be initiated by a power supply failure or fault condition in the electrical circuits. Surveyors should also check initially the activation of 10 per cent of detector heads, randomly selected, by producing hot air at the appropriate temperature, or smoke or aerosol particles having the appropriate range of density or particle size or other phenomena associated with incipient fires to which the detector is designed to respond. An indication of the activated detector head is to be given, both visually and audibly, at the control panel and indicating units. If the signals have not received attention within two minutes, an audible alarm is to automatically sound throughout the crew accommodation and service spaces, control stations and machinery spaces of Category ‘A'. The Surveyor may test more than 10 per cent of detector heads, should this be considered necessary. The total number of heads tested to be to the Surveyor’s discretion and satisfaction. The operation of all manually operated fire-alarm call points and their indication at the control panel is to be tested. Clear information is to be displayed on or adjacent to each control panel indicating the spaces covered and the location of the system sections. Information should be in the language or languages stipulated by the National Administration and are understood by the crew. If the system serving the cargo spaces is of the sample extraction smoke detection type which utilizes either dedicated or CO2 distribution piping, it should be checked by ensuring that smoke from the various compartments can be detected visually, or by the initiation of a visual and audible signal. Where a sample extraction smoke detection system is fitted, provision should be made to discharge samples from the detection system to the open air at a safe location. Where samples may be toxic, a notice is to be permanently displayed at the equipment. 2.6 Ventilation (Ch II-2/54.2.4): The ventilation system should be tested and the correct number of air changes verified (where provided). Protection screens of not more than 13 mm square mesh are to be fitted in the inlet and outlet of ventilation ducts. The purpose of ‘suitable wire mesh guards’ is to prevent foreign objects from entering into the fan casing. If adjacent spaces are not separated from cargo spaces by gastight bulkheads or decks, ventilation requirements should apply as for the cargo space itself, required under Ch II-2, Regulation 54.2.4.2 and its interpretations. Where 2 fans per hold are required in the BC Code, a common ventilation system with 2 fans connected is acceptable.

Requirements for individual cargoes: 1. Cargoes liable to give off vapors or gases, which can form an explosive mixture with air (see the BC Code,

Appendix B, e.g. IMO Class 4.3 materials): Two separate fans should be permanently fitted or, being of a portable type, adapted for being permanently fitted prior to loading and during the voyage. The fans should be either explosion proof or arranged such that the escaping gas flow is separated from electrical cables and components. The total ventilation should be at least six air changes per hour, based upon the empty space. Ventilation should be such that any escaping gases cannot reach living spaces on or under deck. Mechanical ventilation arranged for continuous operation, i.e. height of ventilation inlets and outlets, must satisfy the requirements of the Load Line Convention for openings not fitted with means of closure. Means of closure for fire protection purposes as required by Regulation II-2/16.9 must be fitted.

2. Cargoes liable to spontaneous combustion (only applicable to seed cake (b) and (c)): Two separate fans should

be permanently fitted or, being of a portable type, adapted for being permanently fitted prior to loading and during the voyage. The fans should be either explosion proof or arranged such that the escaping gas flow is separated from electrical cables and components. The total ventilation should be at least six air changes per hour, based upon the empty space. Ventilation should be such that any escaping gases cannot reach living spaces on or under deck. Mechanical ventilation arranged for continuous operation, i.e. height of ventilation inlets and outlets, must satisfy the requirements of the Load Line Convention for openings not fitted with means of closure. Means of closure for fire protection purposes as required by Regulation II-2/16.9 must be fitted.




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3. For the carriage of Sulphur only: Mechanical ventilation arranged for intermittent operation, i.e. height of

ventilation inlets and outlets, must satisfy the requirements of the Load Line Convention for openings fitted with means of closure. The fan(s) may be of portable type with a capacity sufficient to provide adequate dust removal by at least 2 air changes per hour based on the empty hold volume.

4. For open-top container ships: Power ventilation should be required only for the lower part of the cargo hold for

which purpose ducting is required. The ventilation capacity should be at least two air changes per hour, based on the empty hold volume below the weather deck

2.7 Bilge pumping (Ch II-2/54.2.5): If bilge drainage of cargo spaces is arranged by gravity drainage, the drainage should either lead directly overboard or to a closed drain tank located outside of the machinery spaces. The tank should be provided with a vent pipe to a safe location on the open deck. Enclosed spaces outside of machinery spaces containing bilge pumps serving cargo spaces intended for carriage of flammable or toxic liquids should be fitted with separate mechanical ventilation giving at least 6 air changes per hour. If the space has access from another enclosed space, the door is to be self-closing. Drainage from a cargo space into bilge wells in a lower space is only permitted if that space satisfies the same requirements as the cargo space above.

1. Cargo spaces intended for carriage of flammable liquids with flash points less than 23ºC or toxic liquids shall be fitted with a fixed bilge drainage system independent or separated from the bilge system in the machinery space and located outside of the machinery space. If a single bilge drainage system completely independent of the machinery space is provided, the system is to comply with the Rule requirement to redundancy and capacity based on the size of the space or spaces, which it serves. This system will deal with leakages of dangerous cargo or any other flooding contingency.

2. If the bilge drainage system for cargo spaces is additional to the system served by pumps in the machinery

space, the capacity of the system is to be not less than 10 m³/h per cargo space served. If the additional system is a common system serving more than one cargo space, the capacity need not exceed 25 m³/h. The additional bilge system need not be arranged with redundancy.

3. Whenever flammable liquids with a flash point less than 23ºC or toxic liquids are carried, the bilge line into the

machinery space should be isolated either by fitting a blank flange or by a closed lockable valve, such that the bilge pumps in the machinery space may come into service for hold pumping duties on removal of the blank or unlocking the valve. The blank flanges or lockable valves are usually fitted at the machinery space bulkhead where individual bilge suction lines are led in the machinery space.

2.8 Personnel protection (Ch II-2/54.2.6): Surveyors should verify that at least four sets of chemical resistant (according to the class and liquid or gaseous state of the goods carried - not all protective clothing is resistant to all dangerous goods and, therefore, the manufacturers’ recommendations on suitability of clothing for use with particular substances should be obtained. Other materials of reasonable thickness do, however, afford a fair degree of protection, even if the material itself may be attacked by the dangerous substance.”) Protective clothing and two self-contained breathing apparatuses are provided in addition to the normal safety equipment requirements. Protective clothing should be examined for cracking or general deterioration of the material. For each of the breathing apparatuses, two complete sets of air bottles are required, i.e. 2 x 1200 litres of compressed air for each breathing apparatus. These spare bottles are to be in addition to the spare bottles required for fireman’s outfits. 2.9 Portable fire extinguishers (Ch II-2/54.2.7): The requirement is applicable to the ship as a whole; additional extinguishers are not required for each cargo hold. 2.10 Insulation of machinery space boundaries (Ch II-2/54.2.8): In the case that a closed or semi -closed cargo space is located partly above a machinery space and the deck above the machinery space is not insulated, dangerous goods




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are prohibited in the whole of that cargo space. If the un-insulated deck above the machinery space is a weather deck, dangerous goods are prohibited only for the portion of the deck located above the machinery space. 2.11 Space Type Definitions: The space Types listed in the Document of Compliance refer to the following types of cargo space in which dangerous goods may be carried:

1 Ships and cargo spaces not specifically designed for the carriage of freight containers but intended for the carriage of dangerous goods in packaged form including goods in freight containers and portable tanks.

2A Purpose-built container ships and cargo spaces intended for the carriage of dangerous goods in freight containers and portable tanks (Open and closed freight containers).

2B Purpose-built container ships and cargo spaces intended for the carriage of dangerous goods in freight containers and portable tanks (Closed freight containers and portable tanks only).

3A Ro-ro ships and ro-ro cargo spaces intended for the carriage of dangerous goods (Closed ro-ro cargo spaces not capable of being sealed).

3B Ro-ro ships and ro-ro cargo spaces intended for the carriage of dangerous goods (Closed ro-ro cargo spaces capable of being sealed).

3C Ro-ro ships and ro-ro cargo spaces intended for the carriage of dangerous goods (Open ro-ro cargo spaces). 4 Ships and cargo spaces intended for the carriage of solid dangerous goods in bulk. 5 Ships and cargo spaces intended for the carriage of dangerous goods other than liquids and gases in bulk in

shipborne barges. 6 Weather decks, space types 1 to 5 inclusive.

2.12 General Notes (a) Goods of Class 1 should not be stowed within a horizontal distance of 6 meters from any fire, machinery exhausts,

galley uptakes, lockers used for combustible stores or other potential sources of ignition and not less than a horizontal distance of 8 meters from the bridge, living quarters and life saving appliances.

(b) When Dangerous Goods of Classes 2.1, 2.3, 3.1, 3.2, 4, 5.1, 6.1(B), 6.1(C), 6.1(D), 8(B) and 8(C) are carried under deck, they are to be carried in closed freight containers only.

(c) As an alternative to the insulation of bulkheads forming boundaries between cargo spaces and machinery spaces of category A to A-60 standard, all dangerous goods must be stowed at least 3 meters horizontally from such bulkheads. If the un-insulated deck above the machinery space is a weather deck, dangerous goods are prohibited only for the portion of the deck located above the machinery space.

(d) Stowage and segregation of freight containers of different classes of dangerous goods in the hold and on the upper deck in compliance with the applicable requirements of the IMDG code remain the responsibility of the Master.

(e) The Special Requirements for each product, as stated in the Code of Safe Practice for Solid Bulk Cargoes (BC Code), should also be complied with.

(f) There are no special requirements in Regulation II-2/54 for the carriage of dangerous goods of classes 6.2 and 7, or for the carriage of dangerous goods in limited quantities as defined in section 18 of the General Introduction to the IMDG Code.

(g) Prior to the carriage of any Class of Dangerous Goods, a fixed gas fire-extinguishing system must be provided, in accordance with 1974 SOLAS Chapter II-2, Regulation 53.1.3.

SECTION 3 Reporting

3.1 The relevant survey checklist DG-FM should be used when carrying out surveys and relevant portions of the checklist is to be filled as applicable for the types of cargoes to be carried (and indicated on the certificate). A copy submitted to Head Office along with survey reports. 3.2 At first surveys by IS, copies of the previous society’s certificates along with the list of cargoes to be carried out and list of any outstanding deficiencies, recommendations etc should also be forwarded.




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3.3 On completion of renewal surveys or First Survey by International Register of Shipping, an INTERIM certificate DG-I-IS (DG-I-PMS for PANAMA vessels) should be issued, valid for 5 months. 3.4 On completion of other surveys (annual and intermediate), the existing full term certificate on board is to be endorsed in the relevant column indicating the date, place and surveyors name and endorsed using the IS/PMSB seal. A copy of the endorsed certificate must be submitted to Head Office. If the surveyor finds any deficiencies and these are not corrected during surveys, the specific cargoes to which the deficiency relates to must be deleted from the certificate under cover of office stamp, signed and dated by the surveyor. A copy of the amended certificate must be submitted to Head Office. 3.5 If the owner requests for a change in the list of cargoes to be carried (to carry a cargo which is not covered in the certificate), a survey must be carried out to ensure that the additional requirements, if any, for that specific cargo / cargoes are complied with. If found satisfactory, the additional cargoes may be listed in the existing certificate under cover of the IS/PMSB stamp and signed and dated by the attending surveyor. A copy of the amended certificate and the survey checklist DG-FM duly filled up as applicable for the additional cargo/cargoes is to be submitted to Head Office.




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NON-CONVENTION VESSELS CHAPTER 21

SECTION 1 General

1.1 Several administrations require vessels, which fall outside the parameters of the Conventions due to type, size or service limits to comply, as appropriate, with the Conventions or other Regulations and be issued with a Statement of Compliance and /or a Certificate of Measurement on a case-by-case basis. Similarly, where there is no requirement by the administration, Owners may require compliance to ensure an acceptable level of safety is provided on their vessels or to meet the requirements of third parties. 1.2 It should be noted that Chemical and Gas codes and Marpol 73/78 Annex II apply to all ships, with no lower limit to size. Similarly, SOLAS applies to all passenger ships, which carry more than 12 passengers engaged on international voyages. Similarly the 1972 Regulations for the Prevention of Collisions at Sea apply to all vessels without lower limit to size. 1.3 Some countries have individual requirements and these are given under the relevant sections below. 1.4 The general scope of survey on board will be as stated in the relevant chapters dealing with the ships covered by the conventions and is essentially to ensure that the ship is built in accordance with approved plans to a satisfactory standard and the hull, machinery and all equipment installed so as to be capable of being regularly maintained to ensure that they are at all times, in all respects, satisfactory for the ships intended service. 1.5 In general, an INTERIM “STATEMENT OF COMPLIANCE” should be issued valid for five months on completion of a renewal or first survey by International Register of Shipping. Head Office will issue the full term Statement after review of the survey reports. In the case of annual inspections, the Statement should be endorsed on the space provided.

SECTION 2 Specific Flag Requirements

2.1 Cambodia: Non Convention Certificates (normal certificates marked as “NON CONVENTION”) are to be issued for the relevant surveys. Head Office will advice the extent to which compliance will be required, in each case. 2.2 Honduras: All Honduras flag vessels, which are not classed with a recognized society, must be issued with a SEAWORTHINESS certificate. Surveys are required every year and especially at the time of permanent registration of the vessel. The survey requirements for classification/loadline/Safcon surveys are to be followed as far as practicable when carrying out Seaworthiness surveys. The survey checklist SW-1 is to be filled up and a copy submitted along with survey reports. On completion of surveys, an Interim Certificate (SWO-I-IS) is to be issued valid for 5 months. Head Office will issue the full term certificate (valid for one year) after review of the reports. 2.3 Panama: Panamanian vessels under 500 gross tons (over 100 gross tons and 24 meters in length) and which are in service outside the jurisdictional waters of the Republic of Panama are covered under Decree No. 45 of December 21, 1981. Such vessels require a Cargo Ship Safety Certificate (covering items of safety construction and safety equipment) and a Radio Certificate to be issued. Surveyors carrying out surveys on such vessels must be familiar with the applicable provisions of the above rules. Cargo Ship Safety Certificates are issued by the Administration based on the surveys carried out and reports submitted by the Surveyors. The full term certificates are valid for two years and hence initial/renewal surveys are required every two years. An intermediate survey is required during the validity of the certificate and is to be carried out within three months before or three months after the anniversary date of the certificate. Surveyors should note that dry-docking surveys must be part of the renewal surveys (hence required every




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two years). In addition for vessels over 16 years old, dry-docking surveys must be a part of intermediate surveys also (hence required every year). Classed vessels may be partially or totally exempted from theses requirements by the Director General of Consulate and Maritime Affairs of the Republic of Panama (DGCN). When exemption is sought from the dry-docking requirements, the Owners should apply to the DGCN through the Society, indicating their reasons for requesting the exemption. For the purpose of the CSSC certificate, a new ship is a ship whose keel is laid after 1st January 1982. The requirements of the regulations vary depending upon the type of service of the vessel (International – voyages between ports at least one of which is outside Panama, Coastwise – within 20 miles from nearest land and Coastal – within 100 miles from nearest land). The first survey by International Register of Shipping should be equivalent to a renewal survey and the surveyor should fill up the forms CS-1 and CS-2. A copy of the form CS-1 must be left onboard for use of surveyors at subsequent surveys. At intermediate surveys only form CS-2 need be filled up. For Radio surveys of vessels under 300 GT (required every year) the form RC is to be filled up and on completion of surveys INTERIM certificate (RC-1) is to be issued valid for 5 months. 2.4 St. Vincent & the Grenadines: It is a requirement of the Administration that Initial, Renewal and Annual safety surveys are to be carried out and Statements of Compliance issued on ships below 500 gross tons. The Administration applies the IACS safety guidelines for Cargo ships of Less than Convention Size. Head Office will advise survey and certification requirements in each case. 2.5 For other Flags for which International Register of Shipping is authorized to carry out surveys and issue certificates, Statements of Compliance may be issued on completion of the relevant surveys. Head Office should be contacted for specific advise in each case. 2.6 Vessels trading to US ports : All vessels under 500 gross tons trading to US ports should have a Certificate of Compliance for the CCSS code (Code of Safety for Caribbean Cargo Ships). It should be noted that the Code has not been ratified till date, but is being unilaterally adopted by the US Coast Guard. The Caribbean code Certificate is mandatory even if the vessel carries other certificates as required by the relevant administration (e.g. Cargo Ship Safety Certificate for Panama vessels or NON-CONVENTION certificates for other flag vessels). Surveyors carrying out Caribbean Code surveys should be familiar with the applicable provisions of the CCSS Code. Renewal surveys are required every five years and annual surveys are required every year. A periodical survey should take the place of the second or third annual survey. A minimum of two inspections of the outside of the ships bottom should be carried out within the period of validity of the CCSS certificate (five years) and in all cases the interval between any two subsequent inspections of the ship’s bottom should not exceed 36 months. The annual, periodic and the inspections of the ship’s bottom should be endorsed on the CCSS Certificate. The relevant paragraphs in the Chapters dealing with the items will be applicable so far as they are relevant to the arrangements and requirements for the Caribbean code (e.g. Safety Construction, Safety equipment, safety radio etc.). On completion of an initial/renewal survey, an INTERIM CCSS Certificate of Compliance (CC-I-IS or CC-I-PMS for PANAMA vessels) should be issued valid for five months along with the ship’s Record of Equipment and Ship Information (Form CC-ATT). Head Office will issue the full term certificate after review of the survey reports. At other surveys, the existing full term certificate on board must be endorsed in the respective column and a copy submitted along with survey reports. The survey checklist form CC-1 is to be filled up and a copy submitted to Head Office for all Caribbean Code Surveys. When dry-docking surveys are carried out, checklist BS/IS -CL is to be filled up and submitted.




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ISM CODE SURVEYS CHAPTER 23

SECTION 1

Introduction

1.1 General: These procedures describe the steps to be taken whenever a Company applies to International Register of Shipping for certification of its Safety Management System (SMS) in accordance with International Safety Management Code (ISM Code), IMO Resolution A. 741 (18) as adopted by the IMO Assembly on November 4, 1993 and IMO Resolution A.788 (19). 1.2 Scope: These procedures apply to Company as defined in para 1.4 1.3 Reference: ISM Code 1.4 Definitions: For the purpose of these procedures the following definitions apply:

• ADMINISTRATION means the Government of the State whose flag the ship is entitled to fly. • AUDIT means a systematic and independent examination to determine whether the SMS activities and relating

results comply with the planed arrangements and whether these arrangements are implemented effectively and are suitable to achieve objectives.

• AUDITOR means a person performing verification of compliance with the requirements of the ISM Code and who fulfils the personal qualification.

• BRANCH OFFICE means an office, which is part of the Company, under its control and covered by the same Safety Management System (S MS).

• COMPANY means the Owner of the ship or any other organization or person such as the Manager or Bareboat Charterer, who has assumed the responsibility for operation of the ship from the ship owner and who on assuming such responsibility has agreed to take over all the duties and responsibilities imposed by the ISM Code.

• DOCUMENT OF COMPLIANCE (DOC) means a document issued to a Company, which complies with the requirements of the ISM Code.

• INTERNATIONAL SAFETY MANAGEMENT CODE (ISM Code) means the International Management Code for Safe Operation of Ships and for Pollution Prevention, adopted by the International Maritime Organization by Assembly Resolution A. 741 (18).

• MAJOR NON-CONFORMITY means an identifiable deviation, which poses a serious threat to personnel or ship safety or a serious risk to the environment and requires immediate corrective action. In addition, the lack of effective and systematic implementation of a requirement of the ISM Code is also considered as a Major non-conformity.

• NON-CONFOR MITY means an observation where objective evidence indicates the non-fulfillment of a specified requirement.

• OBJECTIVE EVIDENCE means qualitative or quantitative information, records or statement of facts pertaining to the existence and implementation of a SMS element, which is based on observation, measurement or test and which can be verified.

• OBSERVATION means a statement of facts made during a Safety Management Audit and substantiated by objective evidence. It may be a statement made by the auditor referring to the SMS, which if not corrected, may lead to non -conformity in the future.




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• SAFETY MANAGEMENT CERTIFICATE (SMC) means a document issued to a ship, which signified that, the Company and its shipboard management is in accordance with the approved Safety Management System (SMS).

• SAFETY MANAGEMENT MANUAL is the documentation used to describe and implement the Safety Management System (SMS).

• SAFETY MANAGEMENT SYSTEM (SMS) means a structured and documented system enabling Company personnel to effectively implement the Company safety and environmental protection policy.

1.5 Responsibilities 1.5.1 International Register of Shipping has the following responsibilities: -

• Provides competence with rules and regulations with which Companies are ensure to compliance • Undertakes to treat confidentially any information and documentation provided by the Company • Nominates/assigns auditors/lead auditors • Monitors ongoing assessment processes • Review reports from audit team and satisfies itself that all applicable requirements of the ISM Code have been

complied with • Ensure that the certification process is performed accordingly to these procedures and relevant flag state

requirements and includes management control of all aspects of the certification • Issued and forward certificates to the Company/ships • Monitors the validity of the certificates • Reserve the right to perform follow-up audits at shorter than regular intervals, if demand necessary by

International Register of Shipping. When performing verification of compliance with provision of the ISM Code, International Register of Shipping ensures that independence exists between personnel providing consultancy services and those providing the certification. 1.5.2 The Company has the following responsibilities: -

- Ensures that all relevant information, issued under the provisions of the statutory conventions and class rules to which the ship is certified and class by any classification society is provided to International Register of Shipping.

- Informs International Register of Shipping of any relevant changes in management, flag or class, - Notifies International Register of Shipping of due dates for periodical, renewal and additional audits, - Nominates person(s) to liaise with the Auditor, - Agrees with the auditor on time schedule for execution of shore and shipboard audits - Co-operates with the auditor(s), to permit the audit objective being achieved, - Inform the employees about the objectives and scope of the ISM Code audit, - Appoints responsible members of staff to accompany the audit team, - Provides all resources needed for the audit team in order to ensure an effective and efficient assessment

process, - Provides access and material as requested by the auditor(s) - Maintains audit report records of all audits performed both ashore and aboard ship for a reasonable time, - Determines and initiates corrective actions based on the audit report, - Provides its ship with valid copies of Document of Compliance.

1.5.3 Auditor has the following responsibilities: -

- Preparing the audit plan, complying with the applicable requirements - Communicating and clarifying the non-conformities to the Company and/or the ship immediately - Planning and carrying out assigned responsibilities effectively and efficiently - Reporting the audit results clearly, conclusively and without undue delay, - Submitting the audit report to the Company and/or the ship,




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- Reporting any major obstacles encountered in performing the audit - Communicating any observations, - Verifying the effectiveness of corrective actions taken by the Company as a result of the audit, - Co-operating with and supporting the auditor/lead auditor - Organizing specialist technical assistance required to fulfill the competence requirements of the audit as and

when appropriate, - Ensuring confidentiality of documents pertaining to the certification and treating privileged information with

discretion, - Encouraging Companies to adopt recommended guidelines and standards developed by the IMO,

Administration and classification societies into their SMS.

SECTION 2 Certification Procedures

2.1 Application for Verification: A Company seeking for certification should contact International Register of Shipping Head Office or one of its local offices for necessary information. An application letter should be sent to International Register of Shipping Head Office and include:

- Company name, address, telephone, fax, e-mail - Number of branches, if any - Number and type of the vessels - Provide general information about its organization, including information about DOC's held by the Company

See form ISM_COCERT: Company Check List ISM Code Certification And Form ISM_INFO: Information on Ships Upon evaluation of the application letter, International Register of Shipping offers to undertake certification of the Company. 2.2 The SMS documentation shall include at least the following:

- A statement by management on their safety and environmental protection policy and objectives. - A declaration by the management as to the obligation of its member of the company to follow the policy,

instructions and procedures describe in the Safety Management Manual, - An enforcement date and signature(s) by the management, - Organization chart - Responsibility and authority of the person(s) in charge of the SMS and their qualifications, - A description of all activities of SMS management and quality assurance concerning all elements of the ISM

Code, - Description of documented procedures for the various areas of the Company, - Cross references to instructions and procedures not containing in the SMS, - SMS related supervision and internal auditing.

SECTION 3 Verification

3.1 Types 3.1.1 Assessment of Application: Upon receipt of the application I.R.S. will examine the application for feasibility in connection with the SMS documentation submitted. This activity may include an initial visit to the company to verify commitment to apply the developed documentation and assignment responsibility. 3.1.2 Initial Verification, Company: This assessment comprises document review and Company audit (leading to the issuance of a DOC).




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3.1.2.1 Document Review: The purpose of the document review is to verify that the documented SMS complies with the requirements of the ISM Code. The auditor nominated by I.R.S will assess the documentation for completeness and compliance with the requirements of the ISM Code. In case the documents submitted are not in full compliance with the requirements of the ISM Code the Company shall submit revised documentation. 3.1.2.2 Company Audit: The purpose of the company audit is to verify the effective functioning of the SMS, including objective evidence that the Company's SMS has been in operation for at least three months and at least three months on board at least one ship of each type operated by the Company. The objective evidence should also include records from the internal audits performed by the Company, ashore and on board, and examining and verifying the correctness of the statutory and classification records presented for at least one ship of each type operated by the company. The verification of compliance with ISM Code does not relieve the Company, the Master or any other entity or person involved in the management or operation of the company or ship of their responsibilities. 3.1.3 Initial Verification, Ship(s): This verification comprises that the Company's DOC is relevant to that ship and the shipboard audit (leading to the issuance of a SMC). 3.1.3.1 Verification, DOC: Verification that the DOC is relevant to the ship type is carried out on board to confirm its applicability to that particular type of ship as well as the dare of validity of DOC and the requirements of par. 4.2 of these procedures are complied with. Only after confirmation of a valid DOC for the particular ship-type-flag, the audit can proceed. If the issuance of the SMC is carried out on behalf of the Administration, instructions from the Administration are to be followed whether to recognize the DOC issued by another Administration. 3.1.3.2 Shipboard Audit: The purpose of the shipboard audit is to verify the effective functioning of the SMS, including objective evidence that the SMS has been in operation for at least three month onboard the ship. The objective evidence should also include records from the internal audits performed by the Company. Shipboard audit may include a review of the relevant SMS documentation on board, on random basis. The verification of compliance with ISM Code does not relieve the Master or any other entity or person involved in the management or operation of the ship of their responsibilities. The shipboard audit, either for initial, intermediate or renewal verification, shall only be performed under normal operating condition, e.g. when the ship is not in dry-docking or laid up. 3.1.4 Periodical Verification: Periodical safety management audits are to be carried out to maintain the validity of the DOC and/or SMC. The purpose of these audits is to verify:

- The effective functioning of the SMS - The possible modifications of the SMS comply with the requirements of the ISM Code; - That corrective action, necessary for settlement of Non-conformity found during prior audits, has been

implemented, and - That statutory and classification certificates are valid and no surveys are overdue.

Verification of the statutory and classification certificates is to be carried out on at least one ship of each type identified on the DOC. Periodical verification for the DOC is to be carried out within three months before and after the anniversary date of the DOC. Periodical (intermediate) verifications for the SMC are to be carried out between the second and third anniversary date of the SMC. 3.1.5 Renewal Verification: A DOC and/or SMC renewal verification shall be carried out from six months before the expiry date of the certificate and shall be completed before the expiry date, thus avoiding interim certificates being issued. DOC and/or renewal verification shall be carried out according to the same principles as for the initial verification, including all elements of the SMS and the effectiveness of the SMS in meeting the requirements of the ISM Code. Document review shall be part of the renewal verification if modifications to the Company and/or shipboard SMS have taken place. 3.1.6 Additional Verification: An additional verification shall be performed before being issuing or confirming the validity of the DOC and/or SMC when Major Non -conformities have been found during an initial, periodical or




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renewal verification. This is to verify that Major Non -conformities have been fully rectified by the Company. An additional verification may include a visit to the site. An additional verification may be necessary to confirm the validity of a DOC and/or SMC depending on the nature of modifications or Non-conformities to the Company and/or shipboard SMS. The Company shall be requested to immediately notify I.R.S. when modifications to the Company and/or shipboard SMS are introduced. 3.2 Performance 3.2.1 Company / Shipboard Verification 3.2.1.1 Audit Team: I.R.S will set up an audit team and designate its members. Auditors taking part in a certification process shall not be involved in consulting services concerning the establishment and implementation of the SMS of the Company. 3.2.1.2 Audit Plan: The auditor will prepare an audit plan in co-operation with the Company / Ship’s management. The audit plan is to be designed to be flexible in order to permit changes in emphasis based on information gathered during the audit and to permit effective use of resources. This plan is to be approved by the Company and communicated to those planned to be involved in the audit. The audit plan shall include: - Identification of individuals having significant direct responsibilities regarding the SMS, - Identification of reference documents associated with the SMS, - Identification of auditor(s), - The language of the audit, - Identification of organizational unit to be audited, - The date and place where the audit is to be conducted, - The schedule of meetings to be held with Company / Ship’s management, - Audit report distribution. 3.2.1.3 Opening meeting: Upon the auditor arrival on the Company’s premises/on board the ship, a meeting with the management and designated person(s) is to be convened prior to the start of the audit. The purpose of the opening meeting is to: - Introduce the auditor(s) to the Company ‘s and/or ship’s management, - Explain the scope and objective of the audit, - Provide a short summary of the methods and procedures to be used to conduct the audit, - Establish the official communication line between the auditor and the Company and/or the ship, - Confirm the resources, documentation and facilities needed to perform the audit are available , - Confirm the time and date of the closing meeting and any possible interim meetings, - Quote the disclaimer. 3.2.1.4 Audit Report: The written audit report is to be accurate and complete, reflecting the content of the audit. It is to be prepared under the responsibility of the auditor, who is responsible for its accuracy and completeness. The audit report is to include the following items, as applicable: - The date of completion of the audit, - The scope and objective of the audit, - Audit plan (including a list of personnel interviewed/crew list), - Recommendation for issuance of certificate or not and - All Major Non-conformities, Non-conformities and Observations. The original audit report is to be submitted to I.R.S. Head Office, a copy to the Company and Administration, if so requested. Audit report records have to be maintained for a reasonable time (not more than 5 years).




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3.2.2 Company Branch Office Verification 3.2.2.1 General: Were a Company assigns SMS responsibilities to Branch Offices the verification shall include a representative of those Offices, such that the sample includes all appropriate Offices necessary to cover each requirements. The audit of each Branch Office shall each requirement of the ISM Code relevant to that Office. The Company shall have performed internal audits of all Branch Offices and relevant records shall be made available to the auditor(s). Where the Company assigns SMS responsibilities to Branch Offices, the list of Branch Offices shall be indicated in the DOC as an attachment. 3.2.2.2 Initial DOC Verification: Where all Branch Offices perform the same activities, the number of Branch Office to be verified is: - Two if the total number of Branch Offices is two or three; - Three if the total number of Branch Offices is from four to six and - To be agreed on a case-by-case basis if the total number of Branch Offices is more than six. Where different activities are performed by Branch Offices the number of Branch Offices to be verified is: - Two if the total number of Branch Offices performing the same activity is two or three - Three if the total number of Branch Offices performing the same activities is from four to six; - To be agreed on a case-by-case basis if the total number of Branch Offices performing the same activities is more

than six. Notwithstanding the above, if the Company nominates an office as its Head Office then it will always be audited as part of the initial verification. 3.2.2.3 Periodical DOC Verification: Periodical verification shall ensure that all Branch Offices are visited during the period of validity of the DOC. If the Company in its SMS includes an additional Branch Office during the period of validity of the DOC, it shall be verified at the next periodical verification. The additional Branch Office shall be included in the DOC when the DOC is endorsed. 3.2.3 Decision on Certification: I.R.S. Head Office will assess the audit documentation and decide on the issuance of a certificate. If certification is not granted, the Company can take appropriate corrective action. I.R.S. will re-verify the system as considered necessary. The certificate will be valid from the date of completion of the audit. 3.3 Non-conformities and Corrective Actions 3.3.1 The Company is responsible for determining and initialing corrective actions for any non-conformity identified by the auditor(s). Such proposed corrective action is to be verified as effective by the auditor(s) and should be completed within the time period agreed. A non-conformity note is the record by which auditor(s) report deviation from the ISM Code and/or specific requirements of the SMS. The purpose of the non-conformity note is: - To formally convey to the Company the auditor’s observations - To advise anoth er auditor of what has been found and in which area, to facilitate review, - To present a record that can be reviewed remotely. The content of a non-conformity note has to: - Be complete and concise, containing a reference to a requirement of the SMS. - Be classified against the respective requirements of the ISM Code. - Be written in such a manner to be easily understood by a second party reviewing the report. 3.3.2 Major Non-conformities: Should Major Non-conformities be found in an audit, corrective action is immediately required. This shall be adequate to remove the serious threat to personnel or ship or a serious risk to the environment. Corrective actions are to be verified as effective. In this case, an auditor shall be nominated to verify the corrective action either by an additional verification or by the inspection of objective evidence provided by the Company. Depending of the number of Major Non-conformities found, the auditor shall decide the extent, type and time period of




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the additional verification. The auditor shall also advise the Company of the procedure for withdrawal of the DOC/SMC (see 4.1 and 4.2), if necessary. 3.3.3 Communication with Flag State: Should Major Non-conformity be identified in a shipboard audit/company audit leading to the invalidation of the SMC/DOC, all flag states the company is holding a valid DOC shall be informed. The communication has to include the identity of the ship/ company and the substance of the major non-conformities as well as the date of audit. In case technical deficiencies are identified during a shipboard audit (ref. also to 3.3.5 below), the auditor shall inform the society having the vessel in class via I.R.S. Head Office in writing. 3.3.4 Non-conformities: Where a large number of Non-conformities exists in an area or where a number of similar Non-conformities exist throughout the Company, the auditor(s) shall consider whether these demonstrate a more significant breakdown or failure of the management system. In that case a separate Major Non-conformity note shall be issued to address this subject. 3.3.5 Technical deficiencies: Where the auditor(s) identifies a technical deficiency during a shipboard audit, which is likely to present a serious threat to safety or harm to the environment, the auditor shall verify if the company has taken appropriate action to correct the technical deficiency and if the responsible Class Society has been informed accordingly. In any case the auditor shall ensure that the responsible Class Society deals with technical efficiencies found. 3.3.6 Responsibilities: Auditors are responsible for maintenance of original Non-conformities after audit. They are responsible for ensuring the verification of corrective actions on Non -conformities has been implemented. 3.3.7 Presentation of Non-conformities: Non -conformities shall be passed to the Company Representative for acceptance during the audits. If the Company Representative refuses to sign, the Non-conformity shall be annotated with the stated reason and shall continue to be treated as if a signature of acceptance was present. At the closing meeting, the Non -conformity notes shall be formally presented by the auditor(s). The Company shall retain copies, while the originals are forwarded to and retained by the auditor. 3.3.8 Review of Non-conformities: Demonstration of effective, partial or complete corrective actions shall allow Major Non-conformity to be closed out or be downgraded to non-conformity. Verification of the corrective actions shall also demonstrate that similar problems have not been identified in other areas or on other ships. During preparation of the COMPANY AUDIT REPORT & SHIPBOARD AUDIT REPORT by the auditor, the latest copies of all Non-conformities shall be included like an APPENDIX to the reports. Non-conformities not effectively addressed by the Company at the next periodical verification audit shall lead to withdrawn of certification.

SECTION 4

Certification 4.1 Document of Compliance (DOC): A DOC shall be issued to a Company following an initial verification of compliance with the requirements of the ISM Code. The Company shall make available copies of the DOC to its shore side offices and to each ship. A DOC shall not be issued, endorsed or renewed unless all Major Non-conformities have been; - Downgraded, e.g. successfully dealt with after immediate corrective action to remove serious threat to personnel or

ship or a serious risk to the environment or - Closed out, e.g. fully rectified by the company and this being verified by the auditor. A DOC may be issued, endorsed or renewed before Non-conformity have been closed out, provided that a schedule not exceeding three months has been agreed between the Company and the auditor(s) for completion of necessary corrective actions. The period of validity of a DOC shall be five years from the date of the ISM Code audit, subject to




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annual periodical verification carried out within three months before or after the anniversary date. A DOC is valid for the types of ships on which the initial verification was based. The types of the ships shall be listed in the DOC. The scope of a DOC may be amended to cover an additional type of ship after the verification of the Company’s capability to comply with the requirements of the ISM Code for this type (refer to the issuance of Interim DOC). Reasons for which a DOC may become invalid include: - Corrective actions are not completed within the agreed schedule, - A periodical verification is not requested, - Amendments to the ISM Code are not taken into account or - There is evidence of an unresolved major non-conformity. I.R.S. having reasons to withdraw a DOC, when acting on behalf of an Administration/Flag State, shall apply the following procedure:

- I.R.S. is authorized by Administration to withdraw a DOC: a) Submit a written notice to the Company, Administration and Port State that the DOC has been withdrawn b) Request surrender of DOC and c) Closely liaise with parties involved for further actions to be taken.

- I.R.S. is not authorized by Administration to withdraw DOC: a) Submit a written notice to the Company, Administration and Port State stating that the DOC should be

withdrawn giving the reasons for possible withdrawal and b) Await advise from Administration on further actions to be taken.

Invalidation of a DOC shall result in the invalidation of the ship’s SMC(s) associated with the DOC. A DOC shall be reinstated upon satisfactory completion of an audit having the scope of an initial verification. 4.2 Safety Management Certificate (SMC): A SMC shall be issued to a ship following initial verification of compliance with the requirements of the ISM Code. A copy of the SMC shall be available at the Company’s Head Office. The issue of a SMC is conditional upon: - The existence of a valid DOC for that type of ship/flag of ship - Maintenance of compliance with the requirements of classification society, - Maintenance of valid statutory certificates. A SMC shall not be issued endorsed or renewed unless all Major Non -Conformity have been: 1) DOWNGRADED, i.e. successfully dealt with after immediate corrective action to remove serious threat to

personnel or ship or a serious risk to the environment or 2) CLOSED OUT, i. e. Fully rectified by the Company and this being verified by the auditor. A SMC may be issued, endorsed or renewed before other Non-conformities have been closed out, provided a schedule not exceeding three months has been agrees between the Company and the auditor for completion of the necessary corrective actions. The period of validity of a SMC shall be five years from the date of the ISM Code audit, subject to at least one intermediate verification. The frequency of the intermediate verification may be increased in certain cases, particularly during the initial period of operation of the SMC or due to the nature of Non-conformities, if requested by the Administration or by I.R.S. If only one intermediate verification is carried out, it is to take place between the second and third anniversary date of the issue of the certificate. Reasons for which a SMC may become invalid include: - Any condition as above is not met; - Corrective actions are not completed within the agreed time schedule; - A periodical verification is not requested; - Amendments of the ISM Code are not taken into account; - There is evidence of an unresolved Major Non-conformity. I.R.S. having reasons to withdraw a SMC, when acting on behalf of an Administration, shall apply the following procedure:




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- I.R.S. is authorized by Administration to withdraw SMC. a) Submit a written notice to the Master, Administration and Port State stating that the SMC has been

withdrawn; b) Request surrender of SMC and c) Closely liaise with parties involved for further actions to be taken.

- I.R.S. is not authorized by Administration to withdraw SMC: a) Submit a written notice to the Master, Administration, Port State stating that the SMC should be

withdrawn giving the reasons for possible withdrawn and b) Await advise from Administration on further actions to be taken.

A SMC shall be reinstated upon satisfactory completion of an audit having the scope of an initial verification. 4.3 Interim Document of Compliance: An interim DOC, valid for no more than 12 months may be issued to facilitate implementation of the ISM Code where a Company is newly established, where new ship types are added to an existing DOC or where a ship changes flag, under the following conditions: - The Safety Management Manual is to contain at least the following:

a) Safety and Environmental Policy; b) Organizational Charts of the Company; c) Responsibilities and Authorities of the key personnel including Designated Person and Masters; d) Procedures covering Element 9, 11, 12 of the ISM Code. e) Procedures for Element 6, 7,8, 10.

- The Company must demonstrate precise plans to implement an SMS, meeting the full requirements of the ISM Code within the period of validity of the interim DOC. This demonstration may include interviews at regular intervals with key personnel ashore in order to verify familiarity with the above.

- I.R.S. will conduct an audit against the plan for implementation not later than three Months after having issued the interim DOC.

4.4 Interim Safety Management Certificate: An Interim SMC may be issued to a new ship on delivery, or when a Company takes over the responsibility for the management of a ship, which is new to the Company. It may also be issued where a ship changes flag, to enable the ship to operate and accumulate objective evidence of the effective functioning of the SMS. Before an Interim SMC is issued, it has to be verified by audit that: - The DOC, or Interim DOC, is relevant to that ship; - The SMS provided by the Company includes key elements of the ISM Code and has been assessed during

document review prior to the audit for issuance of the DOC or demonstrated for issuance of the Interim DOC (see 4.3);

- The Master and relevant senior Officers are familiar with the SMS and the planned arrangements for its implementation;

- Instructions, which have been identified as essential to be provided prior to sailing, have been given. This would require at least that: muster list and stations and individual emergency duties are known; alarm signals are known; allocation and use of safety equipment (including personal protection equipment) is known; escape routes are known.

- Plans for Company audit of the ship within three months exists; - The relevant information on the SMS is given in working language or languages understood by the ship's

personnel. The period of validity of an Interim SMC shall not exceed six months. In special cases, the validity of the Interim SMC may be extended by a further six months. An initial shipboard verification shall be carried out prior to issuing the full term SMC. 4.5 Short Term Certificates: A Short Term DOC or SMC valid for no more than 5 months from the day of the audit may be issued after the closing of an audit to facilitate implementation of the ISM Code and to cover the period until a




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Full Term Certificate is issued. The Short Term DOC or SMC may be issued provided no Major Non-conformities remain and the auditor formally recommends certification of the company or ship on the audit report.

SECTION 5 Relationship between ISM Code and STCW

5.1 There is a direst relationship between ISM Code and STCW in the following Elements of the ISM Code: - Element 6: Resources and Personnel - Element 7: Development of plans for shipboard operations - Element 8: Emergency preparedness Through all the above elements the Company is required to set into practice all it’s responsibilities from STCW’95 as defined in respectively training, personnel management, familiarization, crew co-ordination. The auditor will verify compliance with the implicit and explicit responsibilities for companies set forth by STCW’95 during company office audits.

SECTION 6

Procedures For Document Review 6.1 Purpose: To describe the method of performing the review of Quality / Safety Management Documents in accordance with the ISM Code. 6.2 Scope of application: These procedures apply to certification carried out for Companies operating ship types for which the ISM Code is already mandatory as of JULY 1 ,1998 and for certification carried out during the voluntary phase of the ISM Code for “other cargo ships“ until JULY 1 , 2002. 6.3 References: ISM CODE and I.R.S. Forms: # ISM_COCERT: COMPANY CHECK LIST ISM CERTIFICATION # ISM_INFO: INFORMATION ON SHIPS # ISM_DOCREV: ISM DOCUMENT REVIEW 6.4 Responsibilities of Auditors: ISM auditors qualified in accordance with IMO Resolution A.788 (19), Appendix 1. The auditor for performing the document review will be nominated by I.R.S. Head Office. 6.5 Documentation: The following records are required to be forwarded to I.R.S. Head Office:

- The original of the form # ISM_DOCREV:ISM DOCUMENTATION REVIEW (VERIFICATION LIST) - a master/table of content of the relevant Company‘s Quality/Safety Management Documents.

6.6 Performance of Document Review: The document review could be carried out in the I.R.S. Head Office or by the auditors. The document review should be carried out as non-bureaucratic as possible, however, it has to be assured that all ISM requirements are covered by documented procedures as well as all possible additional national requirements, if applicable, (for details I.R.S. Head Office should be contacted). The Company Audit to be initialed only after satisfactory fulfillment of all ISM requirements in the relevant quality/safety management documentation. 6.7 Responsibility of the Company: A controlled copy of the relevant/safety management documentation shall be issued for I.R.S. This copy to be kept and maintained/revised by the Company. The Company shall keep I.R.S. Continuously informed about the revision status and forward the latest master list/index of quality/safety management documents to the auditor.




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SECTION 7

Procedures For Company Office Audits 7.1 Purpose: To describe the method for performing an office audit in accordance with the ISM Code. 7.2 Scope of Application (same as document review) 7.3 References: ISM Code and I.R.S. Documents 7.4 Responsibilities (same as document review)

7.5 Documentation 7.5.1 The following original records are required to be forwarded to the Head Office: - AUDIT PLAN ( no special form --- to be developed by auditor from case to case ) containing :

1) Identification of individuals having significant direct responsibilities regarding the SMS ; 2) Identification of reference documents associated with the SMS; 3) Identification of auditor(s); 4) The language of the audit; 5) Identification of organizational units to be audited; 6) The date and place where the audit is to be conducted; 7) The schedule of meetings to be held with Company’s management 8) Audit report distribution.

- INTERIM DOC – ISM_DOC INTERIM - INTERIM DOCUMENT OF COMPLIANCE (for THE KINGDOM OF CAMBODIA only) - INTERIM DOC AUDIT CHECKLIST - ISM_INTERIM DOC CHECKLIST - SHORT TERM DOCUMENT OF COMPLIANCE - ISM_DOCSHORTTERM - COMPANY AUDIT REPORT - ISM_COMPANY REPORT - NON-CONFORMITY NOTE - DOCUMENT OF COMPLIANCE - ISM_DOC FT 7.5.2 Copies of all the above records except INTERIM DOC AUDIT CHECKLIST (for issuance of INTERIM DOC valid 6 months) and COMPANY AUDIT REPORT (for issuance of SHORT TERM DOC valid 5 months) are required to be left in the company office. 7.6 Due dates of Audits Annual: Three months before / after the anniversary date of the certificate. Renewal: From six months before the expiry date of the DOC; to be completed before the expiry date. 7.7 Performance of Audits 7.7.1 Initial /Renewal Audit: A DOC shall be issued to a Company by I.R.S Head Office following satisfactory document review (by I.R.S. Head Office or by surveyor), an initial verification of compliance and downgrading / closing out of any Major Non-conformity, if applicable. General steps are as follows: 1) Submission of AUDIT PLAN to be agreed by the Company. 2) Verification that the SMS has been in operation for at least 3 months within the Company and at least 3 months on

board of at least one ship of each type operated by the Company; 3) Verification that the Company’s safety management documentation has been approved; 4) Opening meeting including confirmation of audit plan by responsible person;




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5) Verification of records on previous internal/external audit, ashore and on board and verification of the Company’s obligations with respect to Element 9 and 12 of the ISM Code;

6) Verification that statutory and classification certificates are valid and no surveys are overdue, recommendations are being dealt with for at least one ship of each type operating by the Company;

7) Familiarization with specific procedures of the Company ‘s SMS (on a random basis) 8) Interview according to the INTERIM DOC CHECKLIST and COMPANY AUDIT REPORT, with personnel having

responsibility and duties within Company’s SMS; 9) Establishing if there were any Non-conformities and/or Observations; 10) Closing meeting; 11) Recommendation concerning issuance of DOC and 12) Forward copies of NON-CONFORMITY NOTE. 7.7.2 Annual Audit: The same principle as at an initial Company Audit shall be applied with the following additions/amendments: 1) Verification that outstanding corrective action have been settled (where corrective action has been implemented, the

auditor shall indicate with his signature on the Non -conformity note the satisfactory implementation and forward that Non-conformity note to I.R.S. Head Office);

2) Review Non-conformities reported in relation to previously conducted Company audits to verify the Company audits to verify the Company’s investigation, analysis and resolution of the Non -conformities according to the requirements of Element 9 and 12 of the ISM Code;

3) Endorsement of the DOC when audit results are satisfactory; otherwise in case of Major Non-conformities the DOC will not be endorsed.

4) Proposal on corrective actions for Non-conformities found during the annual audit should be forwarded to the auditor for assessment following the same principle described above.

7.7.3 Additional Audit: Additional audits may be performed to verify rectification of Major Non-conformities or to confirm modifications of the SMS. The scope depends of the nature of Non -conformities and modifications. 7.7.4 Issuance of Interim DOC: For issuance of interim DOC’s for Company operating “GENERAL CARGO SHIPS” only please contact I.R.S. Head Office. For issuance of interim DOC ‘s for companies operating ship types for which the ISM Code is already mandatory, please refer to para 4.3.

Newly established Companies: refer to para 4.3 and contact H.O. New ship type to a DOC: refer to para 4.4 and contact H.O.

7.7.5 Withdrawal of a DOC: A DOC may be withdrawn if: 1) Corrective actions are not completed within the agreed time schedule (not more than 3 months) 2) A periodical verification is not requested; 3) Amendments to the ISM Code are not taken into account; 4) There is evidence of Major Non-conformity. The auditor having reasons to withdraw a certificate shall apply the procedure described in para 4.1. 7.8 Non- conformities and Corrective Actions: The Company is responsible for determining and initialing corrective actions needed to correct Non-conformity. NON-CONFORMITY NOTE to be forwarded to H.O. only after the complete and sufficient assessment of the corrective action(s) proposed by the Company. That means, the Company has to address all proposal for corrective action(s) directly to the auditor in charge of the audit within 15 days from the date of the audit. The auditor has to inform th e Company during the closing meeting about this procedure. In cases where the auditor does not accept the proposed corrective action he should revert in writing to the Company, giving the reasons for negative assessment. After receiving an acceptable corrective action the auditor should enter this into the original Non-conformity note and forward it to I.R.S. Head Office. In case where the Company is not able to make sufficient proposal(s) adequate to correct Non-conformity within 3 months after the date of the audit, the auditor shall forward the corrective action(s) including other audit records to H.O with the following remark on the Non-conformity note(s) - “ not sufficient “.




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7.9 Responsibilities 7.9.1 The Company is responsible for proposing the corrective action and forward the proposed corrective action to the auditor. This can be done during the final meeting or after the audit but at least within 15 days from the date of the audit. Copies of the audit report and the Non-conformity note(s) are to be kept in the Company office for 5 years, allowing verification and assessment during later certification processes. 7.9.2 The auditor is responsible for the assessment of the corrective actions proposed by the company and for the verification of satisfactory implementation of corrective actions indicated on former Non-conformity notes (might have been issued by another auditor).

7.10 Major Non-conformities: Whenever Major Non-conformity is detected the auditor shall decide on the scope and date of an additional audit. The corrective action for Major Non-conformity shall be taken immediately. 7.11 Non-conformities: A DOC may be issued, endorsed or renewed if the agreed time schedule for the corrective actions does not exceed 3 months. Where a large number of Non-conformities exists in one area or where a number of similar Non-conformities exist throughout the SMS, the auditor shall consider whether these demonstrate a more significant breakdown or failure of the management system. In that case, a separate Major Non-conformity note shall be issued to address this subject. 7.12 Presentation of Major Non-conformities, Non-conformities and Observations: Non-conformities and Observations shall be passed to the responsible person within the office for acceptance during the audit (closing meeting). If the responsible person refuses to sign, the Non-conformity shall be annotated with the stated reason and shall continue to be treated as if the signature of acceptance was present. 7.13 Follow-up of Major Non-conformities, Non-conformities and Observations: Demonstration of effective correction actions shall allow Major Non-conformity to be downgraded to Non-conformity or closed out; Non-conformity to be closed out. A corrective action is not requested in case of an Observation issued by the auditor, however it is the responsibility of the Company to evaluate and, if necessary, take measures ensuring that the requirements of Company’s SMS will be fulfilled.

SECTION 8 Procedure For Shipboard Audits

8.1 Purpose: To describe the method for performing a shipboard audit in accordance with the ISM Code. 8.2 Scope of Application (same as at document review) 8.3 References: ISM Code and I.R.S. Reports and certificates 8.4 Responsibilities of Auditors (same as document review) 8.5 Documentation 8.5.1 The following original records are required to be forwarded to Head Office: - INTERIM SMC - ISM_SMC INTERIM - INTERIM SAFETY MANAGEMENT CERTIFICATE (for THE KINGDOM OF CAMBODIA only) - INTERIM SMC AUDIT CHECK LIST - ISM_INTERIM SMC AUDIT CHECKLIST - SHORT TERM SMC - ISM_SMC SHORTTERM - SHIPBOARD AUDIT REPORT - ISM_SHIP REPORT - NON-CONFORMITY NOTE




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- SAFETY MANAGEMENT CERTIFICATE – ISM_SMC FT 8.5.2 The following copies of records above except INTERIM SMC AUDIT CHECK LIST (for issuance of INTERIM SMC valid for 6 months) and SHIPBOARD AUDIT REPORT (for issuance of SHORT TERM SMC valid for 5 months) are required to be left on board. 8.5.3 Notification for invalidation of ISM Certification, if applicable is required to be left with Port State Authorities. 8.6 Due dates of Audits Intermediate: Between the second and third anniversary date of SMC. Renewal: From 6 months before the expiry date of the SMC. 8.7 Performance of Audit 8.7.1 Initial/Renewal Audit: A SMC shall be issued to a ship by the Head Office following an initial verification of compliance and rectification of any Non-conformity if available. General steps are as follows: 1) Verification that a copy of the valid DOC is on board. 2) Verification that the SMS has been in operation for at least 3 months on board the ship (only for initial audit). 3) Opening meeting including agreement with the master concerning audit plan. 4) Brief tour on the vessel (only to get an “ overall “ impression - no inspection). 5) Verification that statutory and classification certificates are valid and no surveys are overdue, recommendations are

being dealt with. 6) Verification of records on previous internal / external audits ashore and on board and verification of the Company

obligations with respect to elements 9 and 12 of the ISM Code. 7) Familiarization with specific procedures of the ship’s SMS (on a random basis). 8) Interview according to the verification list 9) Establishing if there were any Non-conformities 10) Closing meeting. 11) Recommendation concerning issuance of SMC 12) Forward copies of report / certificates to the master, see para 7.5.2. 8.7.2 Intermediate Audit: The same principle as at an initial Shipboard Audit shall be applied with following amendments: - Verification that outstanding corrective actions have been settled - Review Non -conformities reported in relation to previously conducted audit to verify the company’s investigation,

analysis and resolution of Non -conformities according to the requirements of element 9 and 12 of the ISM Code. - Endorsement of the SMC when audit results are satisfactory, otherwise in cases of Major Non-conformities the SMC

will not be endorsed. 8.7.3 Additional Audit: Additional audits may be performed to verify rectification of Major Non-conformities or to conform modification of the SMS. The scope depends on the nature of Major Non-conformities and modifications. 8.8 Issuance of Interim SMC: The issuance of interim SMC’s is not required for types of ships for which the ISM Code is not yet mandatory. In cases where Administrations anticipate the entering into force before July 1 , 2002 , auditor shall contact I.R.S. Head Office. 8.9 Withdrawal of a SMC: A SMC may be withdrawn if; - No valid and relevant DOC for that type of ship is existent; - Requirements of a classification society are not met; - Statutory certificates are invalid; - Corrective action are not completed with the agreed time schedule (time schedule not exceeding 3 months);




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- A periodical verification is not requested; - Amendment to the ISM Code are not taken into account; - There is evidence of a Major Non-conformity; The auditor having reasons to withdraw a certificate shall follow the procedure described in para. 4.2. 8.10 Non-conformities and Corrective Actions: The Company is responsible for determining and initiate corrective actions needed to correct Non-conformity. Original records requested by IRS Head Office to be forwarded only after the complete and sufficient assessment of the corrective action(s) proposed by the company. That means, the Company has to address all proposals for corrective action(s) directly to the auditor in charge for the audit within 15 days from the date of the audit. The auditor has to inform the master during the closing meeting about this procedure. Proposals for corrective action(s) could be accepted from the Master, should the Company authorize him. In case the auditor does not accept the proposed corrective action he should revert giving the reasons for negative assessment in writing to the Company. After receiving an acceptable corrective action the auditor should fill in this into the original Non-conformity note and forward it to IRS Head Office. In cases where the Company is not able to make sufficient proposal(s) aimed to correct non -conformity within 3 months after the date of the audit, the auditor shall forward the corrective action(s) including all other audit records to IRS Head Office with the respective remark on the Non -conformity Note(s) (“ not sufficient “). 8.11 Responsibilities 8.11.1 The Company is responsible for proposing the corrective action and forward the proposed corrective action to the auditor at least within 15 days from the date of the audit. Furthermore the Company is responsible for forwarding the corrective action (assessed by the auditor) to the ship. All reports are to be kept on board for 5 years, allowing verification and assessment later certification processes. 8.11.2 The auditor is responsible for the assessment of the corrective actions proposed by the Company and for the verification of satisfactory implementation of corrective actions indicated on former Non-conformity Notes (might have been issued by another auditor). 8.12 Major Non-conformities: Should the auditor decides that, due to the number of Major Non -conformities found, an additional audit is required, he shall decide the scope and the date. The corrective action for Major Non-conformity shall be taken immediately. 8.13 Non-conformities: A SMC may be issued, endorsed or renewed if the time schedule for the corrective action does not exceed 3 months. Where a large number of Non-conformities exists in one area or where a number of similar Non-conformities exist throughout shipboard SMS, the auditor shall consider whether these demonstrate a more significant breakdown or failure of the management system. In that case, a separate Major Non-conformity Note shall be issued to address this subject. 8.14 Presentation of Major Non-conformities, Non-conformities and Observations: Non-conformities and Observations shall be passed to the Master for acceptance during the audit (closing meeting). If the master refuses to sign , the Non-conformity shall be annotated with the stated reason and shall continue to be treated as if the signature of acceptance was present. 8.15 Follow-up of Major Non -conformity, Non-conformities and Observations: Demonstrated of the effective corrective actions shall allow a Major Non-conformity to be downgraded to a Non-conformity or closed out; a Non-conformity to be closed out. A corrective action is not requested in case of an Observation issued by the auditor, however it is the responsibility of the Company to evaluate and if necessary, take measures ensuring that the requirements of Company’s SMS will be fulfilled.




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8.16 Technical deficiencies: Where the auditor(s) identifies a technical deficiency during a shipboard audit. Which is likely to present a serious threat to safety or harm to the environment, he shall verify whether the Company has taken appropriate action to correct the technical deficiency and if the responsible Class Society has been informed accordingly. In any case the auditor shall ensure, that responsible Class Society deals with technical deficiencies found.

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MARPOL ANNEX VI (IAPP) SURVEYS (draft) CHAPTER 24

SECTION 1 General

1.1 Marpol 73/78 Annex VI contains the regulations for the prevention of air pollution from ships. The Annex has been adopted by sufficient number of countries with the required combined tonnage and is internationally mandatory since 19 May 2005. 1.2 Marpol 73/78 Annex VI is mandatory to all ships of 400 gross tonnage and above engaged in international voyages involving countries that have ratified the conventions, or ships flying the flag of those countries, are required to have an International Air Pollution Prevention Certificate. This certificate must be on board at delivery for a ship constructed (keel laid) after 19 May 2005. For ships constructed before this date, the IAPP certificate must be on board at the first scheduled dry-docking after 19 May 2005, but not later than 19 May 2008. 1.3 Under the Harmonized System of Survey recommended by 1997 MARPOL Conference, IAPP certificate with a maximum period of validity of five years could be issued. Renewal survey is required every five years, which shall be complete within 3 months before the expiry date of the Full Term certificate. 1.4 A "time window" of 6 months - from 3 months before to 3 months after the anniversary date of the certificate for annual and intermediate surveys. 1.5 When survey is carried out by International Register of Shipping for the first time and the vessel already holding an IAPP certificate issued by Flag Administration or other recognized organization, the previous certificate onboard should be verified to establish the survey status. Any due or overdue survey should be carried out and if no survey is due, a general examination should be carried out. A copy of the existing certificate should be submitted to Head Office along with survey reports.

EIAPP 1.6 Annex VI requires diesel engines to carry individual certificates with regard to NOx emissions, named Engine International Air Pollution Prevention (EIAPP) Certificates. EIAPP certificate is required in case the Engine power output is above 130 kW and one of the following applies:

- Vessel constructed (keel laid) on or after 1 January 2000 - Major conversion of the engine on or after 1 January 2000

1.7 The EIAPP certification process includes an emission test for compliance with the NOx Technical Code requirements on the manufacturer’s test bed, and approval of the Technical File. The Technical File (reference to NOx Code 2.4.1) shall be prepared by the manufacturer and approved by IRS on behalf of the Flag Administration. All certified engines are delivered with an individual Technical File that contains the engine’s specifications for compliance with the NOx regulation, and the applicable onboard verification procedure. 1.8 The manufacturer is to require IRS to certify their engines for compliance with the NOx Technical Code. This entails verifying the test facilities, witnessing the NOx testing according to the appropriate test cycle, and reviewing and approving the technical file and on-board NOx Verification Procedure. If found satisfactory, the appropriate NOx certification is issued. Where engines are to be produced in series, then a suitable engine(s) representing the family or group is certified along with approval of the corresponding conformity of production procedure. 1.9 EIAPP issued by other Recognized Organization is accepted, otherwise owner needs to approach Engine Manufacturer for further assistance. In case an engine is not pre-certificated before delivery, onboard testing is required which shall fully meet all the requirements of a test-bed procedure as specified in Chapter 5 of the Code.




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1.10 Surveyor is to verify the emission test or onboard test. Test reports (sample in Appendix 5 to the Code) and three copies of technical files, including on-board verification procedures, along with a Record of Construction, Technical File and means of verification (Form EIA-1) to be sent to H.O. Upon approval of the Technical File, EIAPP will be issued by H.O.

Initial Survey 1.11 The initial survey, as required by regulation 5 of Annex VI, should be held before the ship is put in service and/or IAPP certificate is issued for the first time. The initial survey should include a complete inspection, with tests when necessary of the machinery and equipment to ensure that the requirements of the certificate are complied with and that the machinery and equipment are fit for the service for which the ship is intended. 1.12 The initial survey should consist of:

.1 an examination of the plans, diagrams, specifications, calculations and other technical documentation to verify that the machinery and equipment comply with the requirements relevant to the IAPP certificate;

.2 an inspection of the machinery and equipment to ensure that the materials, construction and arrangements, as appropriate, are in accordance with the approved plans, diagrams, specifications, calculations and other technical documentation and that the workmanship and installation are in all respects satisfactory;

.3 a check that all the certificates, record books, operating manuals and other instructions and documentation specified in the requirements relevant to the particular certificate have been placed on board the ship. 1.13 An application to the Head Office for an initial survey should be accompanied by plans and designs, as appropriate, together with:

• the particulars of the ship; • any exemptions sought; • any special conditions.

Annual Survey 1.14 The annual survey should verify that the condition of the ship, its machinery and equipment is being maintained in accordance with the relevant requirements. 1.15 In general, the scope of the annual survey should be as follows:

.1 It should consist of certificate examination, of a visual examination of a sufficient extent of the ship and its equipment and of certain tests to confirm that their condition is being properly maintained;

.2 It should also include a visual examination to confirm that no unapproved modifications have been made to the ship and its equipment;

.3 The content of the annual survey is contained in the IAPP survey checklist. The thoroughness and stringency of the survey should depend upon the condition of the ship and its equipment;

.4 Should any doubt arise as to the maintenance of the condition of the ship or its equipment, further examination and testing should be conducted as considered necessary.

Intermediate Survey

1.16 The intermediate survey should be held within three months before or after the second or third anniversary date of the IAPP certificate and should take place of one of the annual surveys. 1.17 The intermediate survey should be an inspection of items relevant to the certificate to ensure that they are in a satisfactory condition and are fit for the service for which the ship is intended.




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1.18 When specifying items of machinery for detailed examination, due account should be taken of any continuous survey schemes that may be applied by classification societies. Renewal Survey 1.19 The renewal survey should consist of an inspection, with tests when necessary, of the machinery and equipment to ensure that the requirements relevant to the certificate are complied with and that they are in a satisfactory condition and are fit for the service for which the ship is intended. 1.20 The renewal survey should also consist of a check that all the certificates, record books, operating manuals and other instructions and documentation specified in the requirements of the certificate are on board the ship.

SECTION 2 Reporting

2.1 For initial, annual and renewal survey, the relevant survey checklist, Form IA-1, should be used when carrying out surveys and a copy submitted to Head Office. 2.2 At first surveys by IRS, copies of previous IAPP certificate and list of any outstanding deficiencies, recommendations, if any, should also be sent to Head Office along with survey reports 2.3 On completion of renewal surveys or First Survey by International Register of Shipping, an INTERIM certificate (Cert IA-I) should be issued, maximum validity of 5 months. When survey is incomplete or deficiencies are noted, the Interim Certificate should be marked CONDITIONAL and the outstanding survey items/deficiencies must be noted on the reverse of the Interim Certificate. The certificate is to be issued for such validity as will permit the vessel to reach the next suitable port and in no case should exceed two months (except where only approval of manuals remain outstanding, in which case the validity should be restricted to three months). A copy of the CONDITIONAL certificate is to be faxed to Head Office. 2.4 On completion of other surveys (annual and intermediate), the existing full term certificate on board is to be endorsed in the relevant column indicating the date, place and surveyor’s name and endorsed with the surveyor’s seal. A copy of the endorsed certificate must be submitted to Head Office. At annual/intermediate surveys, if surveys cannot be completed or deficiencies are noted, the outstanding items/deficiencies must be entered on the outstanding recommendations form (OSR-FRM). The Full Term IAPP certificate should not be endorsed in such cases. 2.5 When previous recommendations are examined and completed satisfactorily, the items must be deleted on the forms OSR-FRM. 2.6 A narrative survey report should be submitted whenever a survey is incomplete (indicating the reason why the survey could not be completed), deficiencies are noted (details of deficiency noted and the owners proposal to deal with the deficiency), repairs are carried out (details of the temporary/permanent repairs carried out) and when existing outstanding recommendations are deleted or postponed.

Survey Procedures Manual

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